The Northern Daily Times.
Liverpool, Merseyside, England, 1856-07-25 00:00:00

HORRIBLE ATROCITY BY A MOTHER

A most atrocious and heartless outrage came under our
notice in Birmingham, on Saturday evening last. From
information received, Constable Evans went to the house
of a woman named Powell, and requested to be shown a
child which was upstairs. The woman, if she be worthy
of the name, took the officer up stairs, and in the
coroner of a room, in a filthy bed, he discovered the
object of his search. He took it away, and on an ex-
amination found that the poor thing was extremely
debilitated, incapable of speech, action, or bearing its
own weight. The left arm had been broken in two places,
and, horrible to think of, the fractures had been left
without bandage or ought that could possibly alleviate
the pain or restore the use of the limb. The back,
loins, and thighs were in a dreadful state of laceration,
and from the right thigh a piece of flesh had been
torn. tier name is Hannah Powell, and she is two
years and four months old. The mother has been
apprehended on a surgeon's certificate. She is a stout,
strong woman, and has been for a long time notoriously
cruel to her infant, who, she still asserts, is naturally a
weak, consumptive child. In the house the indus-
trious officer found a strap of horse-hide, with a large
buckle at one end, with which the wounds upon
the poor creature's back had been inflicted. Dr. Clay's
opinion is, that the child is naturally of the most healthy
description, but that it has been reduced to its present
horrible proportions by starvation, cruelty and neglect.
Its weight is no more than fifteen pounds, although nearly
two and a-half years old, and the skin being flabby and
loose, hangs upon large and prominent bones. The cause
for the disgraceful usage it has received from its mother
is not very apparent.—Birmingham Daily Press.

LIGHT WE LGHTS AND FALSE MEASURES

Yesterday, before Messrs. Gladstone and Benn, at
the police court, the following persons were summoned
on charges preferred by Inspectors Johnston and Kes-
sick :—John Davis, coal dealer, Mellor street, light
weights, fined 2s 6d. Andrew Fitzpatrick, chandler,
Vauxhall road, false scales, 2s 6d. John Stokes,
provision dealer, Scotland road, false weight,
fined 6s. Mary Ellis, butcher, Saint Martin's
market, false scale, fined 2s. 6d. Joseph Newport,
public in, Chaucer street, for using a delf mug
instead of a metal one, fined 2s 6d. William M'Gray,
marine store dealer, Gascoigne street, light weight,
fined 2s 6d. Francis Mooney, Vauxhall road, same
trail,;, light weight, fined 2s 6d. Mary A. Dunne,
same trade, same street, false scales, acquitted. William
Davis, coal dealer, same street, light weights, fined ss.
Anne Aspinall, provision dealer Warwick street, false
scales, fined ss. William Jones, butcher, Harper
street, false scales, fined ss. John Gouhan, flour dealer,
Albert street, Park, false scales, fined ss. James Hyder
butcher, Mill street, false scale, fined ss. Mary Bulger,
pork dealer, Saint Martin's market, false scale, fined 2s
6d. Thomas Lewison, chandler, Bevington hill, false
scale, fined .ss. James Bigham, grocer, Scotland road,
false scales, fined 2s 6d. James M'Lean, shipsmith,
Watkinson street, light weights, fined 2s 6d. Thomas
Dow, warehouse keeper, M'Vicar street, light weights.
fined 30s. William Smith, marine store dealer, Brick
street, light weights, fined 10s. Patrick Rogers, coal
dealer, Newlird street, light weights, fined 2s 6d. Ber-
nard M'Manus, coal dealer, Jamaica street, light weights,
fined 2s 6d. In each of the above cases, costs were
added to the fines.

HONOUR TO THE BRAVE:—The monument to the
memory of the late Colonel Unet, who fell at the attack
upon the Redan, is now in course of erection at the top
of Upper Temple street, Birmingham, and will shortly
be exhibited to his admiring fellow townspeople.
The Duke of Cambridge, Commander-in-Chief, has ap-
pointed the following officers to be his aides-de-camp:—
Colonel C. Tyrwhitt, unattached ; Lieutenant-Colonel
Lord W. H. Burghersh, C.B , Coldstream Guards ; Lieut.-
Colonel the Hon. J. W. B. Macdonald. C. 8., unattached;
Major T. H. Clifton, unattached ; and Lieutenant-Colonel
G. Ashley Maude, C. 8., Royal Artillery.
SPEAKER'S DINNER.—The Right Lion. the Speaker's
Parliamentary dinner to the clerks and officers of the Home
of Commons took place on Wednesday night, and was
attended by Lord Charles Russell, Sir Denia Le Merchant,
the Hon. George Waldegrave, Mr. Dyson, Captain Gosset,
Mr. F. Garnier, Mr. Rickards, Mr. Lefroy, Mr. May. Mr.
H. Ley, Mr. jones, Mr. Gudge, Mr. J. Rose, Mr. Pole,
Mr. Frere, Mr. S. Smith, Mr. Gibbons, Mr. Rowland, Mr.
George Gunnell, Mr. Postlethwaite, Mr. Gray, Colonel
Forester, and Mr. Varden.

A letter from the Crimea, of July 8, says :—" Rats run
about here by thousands, and especially infest the graves.
Vegetation, and the growth of the vines in particular,
seems to flourish exuberantly in the various grave-yards ;
and there is little doubt that the land about Balaklav a
where the sick were buried, and in the front where the
killed lie, will have been improved in productiveness by
the late campaign. The large marble cross, of Turkish
marble, sent from Constantinople by Miss Nightingale, as
a memorial or monument, has been placed on the hill
overlooking the Castle Hospital at Balaklava. It is to
bear no inscription ; it stands 18 feet high."
THE GROWING CROPS.—It is our painful duty to
announce that from nearly every part of this county
reports have reached us that the maggot, that destructive
insect to the wheat crop, has been discovered destroying
with certainty and rapidity some of the finest looking
crops the eye ever beheld. Upon examining the ear
closely, and removing the chaff, what should be grain is
nothing but living Insects. In many places cottagers
and others are driven from their homes by the horrible
stench arising from the putrid haulm, the tubers in some
places suffering to an extent which almost amounts to
an nihilation.—Brighton Gazette.

EMPLOYERS AND THE EMPLOTED.—One of those delight-
ful meetings, when masters and servants make common
cause together, took place on Tuesday at the Crystal
Palace, on which occasion Messrs. W. H. Smith and
Son, the railway news agents, entertained the several
hands employed in their London establishment,
numbering nearly 180, with a most excellent cold
collation, under the direction of the Messrs. Staples. The
arrangements were all that could be wished. Mr.
Smith, jun., presided. Mr. Smith, sen., from ill health,
did not arrive until nearly four o'clock, but his appear-
ance on the field, where cricket, quoits, bat and trap,
and other amusements had been provided, was the
signal for such a burst of applause as we have seldom
met with, and which indeed seemed almost for the
mo.nent to overpower him. At seven tea was provided ;
after which the company enjoyed the beautiful scenery
of the grounds, and returned by the last train to
London, truly grateful for the liberality of their em-
ployers;

THE NORTHERN TIMES.---LIVERPOOL, FRIDAY.

THE LATE COLLISION TN THE RIVER.-

ADJOURNED INQUEST-YESTERDAY

The adjourned inquest in the case of the recent collision
was resumed at ten o'clock yesterday, before Mr. Statham,
deputy-coroner, in the Nisi-Prins Court, St. George's-hall.

Edward Gallagher, cattle-dealer, of Athlone, was the first
witness examined. He deposed, that he was on board the
Mail steamer on the night of the sth of July. Remembers
the collision between the Mail and the other steamer. Was
in the horse .stall at that time. There were other passengers
with him. When the collision took place they got up on
the spar deck. Witness saw the front of the Mail all broken
down, and some of the sailors getting out the lire-boats.
Witness got into the Excelsior, but was ordered out of it by
some of the crew. Thought it safer to go out, and went
back into the Mail again. Heard some of the men who
were in the Mail under the spar deck crying out to the
captain for relief. Witness called out to the captain of the
Mail for help to take some of the timber off a man named
Thomas Neill, and said they (the passengers) would give all
the assistance they could. Thomas Neill was standing
straight up, held by the legs and up as far as the thigh by
the windlass, which was pressed against him. The assist-
ance witness asked for was not given until the Mail went
into the Prince's-basin. He was then relieved by some of
the sailors of the Mail and witness, laid upo❑ a plank, and
taken to the Northern Hospital. Witness has seen Lim
since, and he is not dead. Witness himself was not hurt.
To Mr. Raffles : I was not more than a minute on board
the Excelsior. The man Neill appeared to be very much
hurt. He was cuing out all through. He remaic ed with
the windlass on him until we got into the Prince's-basin. I
think that would be from twenty minutes to half an hour.
The captain saw him in that position. He was quite close
to him. He did not seem to take much notice of what I
said.

To Mr. Blair : I was not much confused at the time. I
was attending to the dying. I had a small bottle of French
brandy, and I was dividing it among them. There were
others hurt, but except those who were killed I don't think
there was any one worse hurt than Neill. There was no
other person crying out for relief but Neill. There was
many others moaning with their wounds, but no other
person was crying out for relief.

The mate of the Mail was here re-called for the purpose
ef answering some questions regarding the position of the
vessel's spardeck and other particulars.
David Baxter Kerr, captain of the Excelsior, was then
examined. He deposed as follows : lam captain of the
Excelsior screw steamer. She is 285 tons burthen, and 70
horse-power nominal.. She has two engines. I have
commanded her eighteen months. I was going out with
her on the morning of the 6th of July. She had been in
the Collingwnod dock. I was bound to Belfast. I had a
pilot on board before leaving the dock. We got out of the
dock about half-past one a.m. Our course then was accord-
ing to the pilot's order, as soon as we left the dock, to pet
the helm hard-a-port. I was standing on the top of the
deck house. The pilot was standing alongside of me. The
orders to the engineer are given by telegraph signal. The
pilot was standing close to the telegraph along with me.
I observed that when the pilot gave the order " hard-a.
port," the vessel obeyed it. We were at the entrance of
the gates when that order was given. I should say we
continued in that tours; before another order was given
from about a minute ae.d a half to two minutes. The next
order given was " steady." She then, as near as I
could guess, headed down the channel. For about
six or seven minutes I should say, no other order
was given. She was diving that time in the centre of the
stream. The order was then given to starboard. I then
left the telegraph, and went to the starboard side of the
funnel. I went there to repeat the pilot's order to the man
at the wheel. The wheel is abaft, 113 feet from the fore
part of the deck. The vessel obeyed that order. We so
continued about three minutes before any other order was
given. The order was given, " hard-a-port." It was the
pilot who gave that order ; at that time I was again at the
telegraph. I c'o'sider that that order was given to avoid a
collision. I had heard the mate sing out that a steamer
was a-head, just when the order " hard-a-port" was
given. The words the mate used were " steamer a-head."
I saw a steamer coming on. I knew she was a steamer by
her funnel and her masthead light. I saw no other lights
on board her. The mate's words were the first notice I
had of the steamer. I should say, to the best of my belief,
we wcra then about two-thirds over to the Cheshire shore.
The pilot gave orders to stop and to reverse the engine,
almost in the same breath that he gave the former order,
upon hearing the mate's words. I telegraphed the order to
the engineer. I cannot say how far we were from the
steamer reported at that time. I cannot form an
opinion. We were very close to her. The colli-
sion then took place. We struck the other steamer
on the port bow. I cannot say how far we
cut into her. We got entangled in her. Our
best lower chains was over her bits, and our anchor fell
aboard of her. We remained entangled, as near as I could
pos3ibly guess, about an hour. When we got loose, we got
our vessel round, and proceeded up the river, until we got
abreast of the wall at the Clarence Graving-dock. Saw the
Mail at the Clarence-dock wall, bearing in alongside the
Clarence Pier-head. We then proceeded round her, and
surveyed the damage. This was about three o'clock.
We then proceeded to sea Our vessel is an iron
ship. We had a bright light at the masthead, a red
light on the port bow, and a green light on the starboard.
It was a cloudy night about that time, with a stormy gale
of wind from the west. The day was just begibning to
break at the time of the collision. There were a great
many lights of ships in the river. I saw one light in the
middle of the stream, and several lights near the Cheshire
shore. We had not passed the light in the middle of the
stream before the collision. It wanted about nine minutes
of high water when we went out of dock. The breadth of
the river at that time was nearly a mile at the point where
the collision occurred. I think the point of collision was
about a quarter of a mile south of a line drawn eastwardly
from the New Brighton pier. (Toe witness described upon
the chart the bearings of the place described). The sreed
of the Excelsior is about nine knots per hour with
from 10 lbs. to 12 lbs. pressure. I cannot say what the
speed was at the time of the collision. The pilot gave order
for the rate of speed after we left the dock. The order he
gave was " Full speed." I have had the command of
steamers five years. I have a certificate from the Board of
Trade, of competency as master, which I now produce.
Having a pilot on board, I do not consider I had any con-
trol over the ship at the time, or anything to do further
than to see that the pilot's orders were carried out. lam
aware of the law which requires me to pursue a particular
course in a river, or narrow channel, when I am
in command, that law is to keep to the right side of the river
in going out, and to put the helm a•port in meeting a vessel
We had a look out forward, consisting of the chief mate and
two men. We bad three cabin passengers, and four
steerage.

Mr.Aspinall called the attention of the coroner to the
fact that in the former act of parliament the rule just
referred to containel the words " navigating any river or
narrow channel," tho recent act distinctly altered that rule
by leaving out the word river.
Mr. Blair : I suppose my learned friend means to contend
that a river cannot be a narrow channel ?

Mr. Aspinall sail he meant to contend that the omission
of the word " river" implied a distinct alteration of the
rule. The reason was an obvious one, because such vessels
as the New Brighton steamer were in fact navigating a
river, but could not possibly be expected to comply with the
former rule.

The witness was then cross.examined by Mr. Blair. He
said he went on board the night of the vessel's voyage,
about 9 o'clock, and the pilot about 11. There were three
persons near witness at the deckhouse—Mr. Charley, the
Belfast agent for the vessel, Mr. Perry, the Liverpool
agent, and Mr. White, a merchant of Belfast. These
were the three cabin passengers he spoke of. The Excelsior
has a passenger certificate. She had not a passenger
certificate at that time, but she had a pass
from Mr. Nicholas Fitzsimons, the Board of Trade
surveyor in Belfast. Does not know any reason for
both the agents being on board that night. That was the
Excelsior's first trip to Belfast. She had been in the Crimea
previous to that. Cannot say what she was put on that
station for. Does not know that she was put on to oppose
the Blenheim. There was a vessel at that time on the
station called the Blenheim, belonging to the Messrs.
Langtry, witness believes, but does not know of his own:
knowledge. Mr. Charley had came over with witness, from
Belfast, on the previous Thursday. Lie had sailed with
witness four times before, when he was in the Maryport
trade. There was a lunch party on board the day before
the voyage, Saturday, the sth instant. Cannot tell
what the reason was for the party. It was not
a large party ; the cabin would not hold a large
one. There might be about ten persons. There were six
lunched at one time and four after, as the table could not
hold more than six with comfort. The first lunch was at
one o'clock, and the second about a quarter after. Witness
was one of the party. Mr. Charley, Mr. Perry, Mr.
Thompson, and others were there. Mr. Reed was also
there. Mr. White was not there, Does not know the
(Ahem There was no champagne. (Laughter.) There
was a dinner party ashore also, at Mr. Perry's. They sat
down about four or half•past four, and came away about
half-past eight or nine, It was not all the luncheon party
who dined, only a few of them. Thinks he tasted about one
glass of champagne. Does not say that he did not like the
champagne. Had one glass of sherry and half-a-glass of

Iwhiskey afterwards. That was all the drink he took—he
could have had more if he liked. There were no toasts
drunk. After coming on board the vessel witness drank
nothing until eleven o'clock, when he had half-a-glass of
whiskey. Had an hour's sleep when he went on b -ard t
refresh him for the night's watch. Had nothing to drink
after that. The pilot had about half-a-glass of ale. Mr.
Perry came aboard about half-past eleven. Mr. Charley
and Mr. White about five minutes after that. The " mate-
rials" were not produced then, so far as witness saw. Does
not know what was drunk in the cabin. Was down in the cabin
two or three times, but saw nothing to drink on the table.
When the ship came out there was no person placed between
witness and the man at the helm to pass the word. Cannot
say how long before they got out of the dock the gentle-
men he has mentioned came out of the cabin. There
were no orders given by Mr. Charley, so far as witness
heard, from the time they left the dock until the collision
took place. Mr. Charley had given orders as to the
navigation of the vessel when on board, but no attention
was paid to them when he does (laughter) ; he has no
business to interfere with the navigation of the vessel,
nor did he do so upon that occasion. The Excelsior
steers very well. Mr. Perry did not interfere in
the least, in the management of the vessel. It would
take the Excelsior a quarter of a mile or a little
more to come round with the wind, as it was that night.
Knows that there are generally several vessels lying along
the Cheshire shore. Cannot say whether it is the rule
for steamers coming in, to come along that shore. but
presumes that it is so. Did not keep his own side of the
river, because the pilot was in charge of the ship, and he
did not want to interfere with him. If he had been in
charge of the vessel himself, thinks it very likely he
would have kept nearer to the east, or Liverpool shore.
Considers that that would have been a safe and proper
course. Did not make any suggestion to the pilot to that
effect. First saw the red light of the Mail when the colli
sion took place. Did not see that light until the collision
had actually occurred. Our bowsprit projected about
nine feet, and there was a small jib-boom about two and
a-half feet, long beyond that. Five minutes before the
collision, there was a light reported a-head. Continued
observing it up to the time of the collision. There was
also lights reported on the starboard bow, which appeared
to be that of a vessel lying at anchor. Had that been a
vessel at anchor, the safe course would have been to have
passed it at their port side. Witness thought so at the
time, but made no suggestion of that kind to the pilot.
By starboarding, they were getting more into the path of
vessels coming up.
By Mr. Raffles : Did not go forward at all before the
collision. Could see the mate and the other men on the
forecastle on the look-out. Thinks they were on the
look-out, as they were standing by the mate. The crew
numbered eighteen, all told. All hands of the crew were
on deck at the time. The collision took place from
twelve to fifteen minutes after leaving the dock. When
the mate reported a light a-head, he saw it, but did not
take any particular notice of it. Saw it nearly the whole
time before the collision. Is positive that he never saw
the green or red light until his vessel ran into the Mail.
When he saw the funnel, just before the collision, did not
see either the green or red light. Has been in and out of
the river about four times. Took a pilot with him always
but once. That was in another vessel, and he did so
because a pilot was not to be got. Does not know where
they were when the pilot gave the order to starboard.
They might have got clear had they not starboarded.
His opinion, as a stranger to the river, was, that if the
Mail had continued with her helm a-port, and the Excel-
sior had not starboarded her helm, they would have
passed clear. The mate called out, "My God I there is
a steamer," about a minute before the collision. The
pilot went forward immediately after the collision, and
left me on the deck house to prevent the vessel from
drifting across the hawser of any other vessel in the river.
Went forward about fifteen minutes after the collision.
Saw some of the passengers of the Mail on board the
Excelsior. They were about eleven or twelve. Did not
see them turned back. Called at the top of his voice, about
a minute after the collision, to allow the passengers of
the Mail to come on board, as he thought she might be in
a sinking state Does not know if the order was heard.
Saw no ill usage by his crew towards the passengers.
By Mr. Bremner : The pilot was not at the lunch or
the dinner; the captain of the Blenheim was there, and a
party of ladies; having been only four times in the
Mersey, does not pretend to know the course of naviga-
tion, or the currents of the river. When they got out
of dock, the helm was ordered hard-a-port: the wind was
then strong on their starboard bow; they were nearly in
mid-river before they got her head round to northward ;
almost immediately after they got her head round to the
northward, a vessel was reported on the starboard bow;
the helm was starboarded to go to the west side of that
vessel ; that was the effdet, and thinks it was done for
that purpose ; had lent his night glasses to the pilot;
gave them to him about two minutes after coming out of
dock ; saw him making use of them ; the pilot was in his
proper position on the vessel—he could see all around ;
saw him standing there till the collision took place, look-
ing steadfastly through the glasses at the light reported
by the mate ; a white light seen all round signifies a vessel
at anchor ; had witness seen the red light and the green
light at the same time, the collision would not have taken
place, for he would not have allowed the pilot to
starboard the helm ; does not mean to say
that the pilot would have done so—does not
think the pilot would have starboarded his helm
had he seen all the lights ; on such a night, and stem on,
could not tell whether the light was fixed or approaching.
Had she been a vessel at anchor, in his opinion they would
have cleared her. If the pilot had ported instead of
starboarding, when he saw the vessel on the starboard
bow, he would have gone clear of her, but cannot say
whether it would be much out of his course. Asiuming
the model is a correct representation of the Mail, the
netting is calculated to obstruct the light right a-head.
Being four feet higher in the bow than the stern, that
would obstruct the light, The best place for a light is
where the vessel begins to taper off. Re-viewing the
netting as placed in the model, and the stanchions in
front of the lights, the light would not show a uniform
and unbroken light over an arc of the horizon of ten points
of the compass. Though looking at the Mail for five
minutes, did not see her side lights.
By Mr. Aspinall : Took the pilot to Belfast, as he had
no opportunity of putting him on board a pilot boat.
Since the collision the Excelsior was again surveyed, her
lights, &c., examined, and a second certificate granted.

To a Juror : When he went out without a pilot, he had
a mate who well knew the port, and had a certificate.
William Shaw, mate of the Excelsior, examined : After
coming out of dock, and the vessel's course shaped, saw a
light on the starboard bow and reported it. About a
minute afterwards saw a light on the uort bow, and about
a minute afterwards saw a light a-head. Reported it as
a light a-head. Observed nothing particular for about
three minutes ; when drawing nearer to the vessel
a-head heard the order to " starboard the halm." The
vessel paid off to port, and in about a minute afterwards
observed that the last light was a steamer's. Saw her
funnel and her smoke and her mast-head light. Saw no
other lights on board of her then. Observed that she
was in motion and coming towards the Excelsior about a
length off. She appeared to have ported her helm at the
time. Reported " that a steamer is a-head. ' The order
was immediately given to " hard.a.port." That was all
he heard. Struck the Mail in less than a minute after
seeing her. Heard some one hail from the other steamer.
Heard the word " port." Struck in about half a minute
afterwards. They were a long time in getting clear. Saw
a red light just before the collision. Does not think the
Excelsior answered her helm when the order was given to
" hard-a-port " before the collision took place. Did not
know the vessel was in motion when he first saw the light.
By Mr. Blair: Has a certificate of competency as
master, and acted as such for six weeks. All the deck
hands of the Excelsior wero on deck. There were men
with witness on the forecastle. Does not believe they
were finished coiling down the ropes from the forecastle
when the collision took place. The men were then
expected to look out. Only one was engaged in coiling
down the ropes. The navigation in the river is more
dangerous than outside. There was no order given that he
heard or the course changed between the time he reported
the vessel on the starboard bow and the light
a-head; when the light a-head was seen, and the order
given to starboard, observed the Excelsior alter her
course ; if the light a-head had been stationary, the
Excelsior, in starboarding, would have cleared it to the
westward. The other steamer must have ported her
helm and turned her head towards the Cheshire shore
more than it was before. The red light of the 'Mail was
open just before the collision. If the Excelsior had
ported instead of starboarding, they would have gone
clear. The Mail was scarcely half the length of herself
off when witness saw the red light. The captain and the
pilot, from the position in which they stood, should have
seen the red light better than he did, It would have
required good eyes to see it at all, as it was so dim that
when witness first saw it he could scarcely tell whether it
was a signal light or not. Thinks the light being so weak
or obscured must have been the rea•• on he did not see
it sooner. Did not see the green light at all. The mast-
head light was very dim. Saw this light four or five
minutes before they struck. The Excelsior might go
three-quarters of a mile through the water in that time, if
at full speed. The vessels may have been a mile distant
when he saw the light first. Had no jollification of any
kind with any of the men on board to celebrate the first
trip of the vessel from Liverpool.
To Mr. Raffles : Was the only man who had nothing to
do but look out, before the collision. Atter seeing the
light first looked particularly for a green or red light, but
saw none then. Could not make out whether it was a
screw or paddle steamer until they struck. Did not say
anything to the passengers who jumped ou board from the
Mail at that time. In about twenty minutes or half an
hour, when they were about getting the vessels clear,
asked them to go aft in the Excelsior or go back into the
Mail. Asked if they would come to Belfast or go back to
Liverpool in the Mail. Wanted them to keep clear of the
forecastle. Did not see any of the passengers receive ill
treatment—they received none. They were not hurried
over the sides by his people.
To Mr. Bremner : If the Mail had been a paddle steamer
would have ascertained that she was a steamer before from
the noise of her paddies. If a light is coming stem on, it is
not easy to tell whether it is a moving or a stationary
until it got very close. Has been up and down the Mer-
sey in the Excelsior about half-a-dozen times ; does not
know much of the river. If the captain of the Mail taw
that the Excelsior was starboarding, and knowing that,
put his helm a-port, that was the very course to bring the
vessels into collision. If the Mail had been a vessel at
anchor, as he at first supposed, there was quite room
enough to pass her on the Cheshire shore. There is no
rule about passing vessels at anchor—you may pass at
either side, which is most convenient.
To Mr. Aspinall: During the time I saw the white
light, its bearings did not alter at all.
The proceedings were adjourned shortly before seven
o'clock, until ten o'clock this morning.

POLICE COURT
.-_V E STE RDAY

Mgr tcrotart (tarts.

Co. (LATE TONOE, CURRY & CO.),
FOR THE SALE u} SHIPS,
.iND SIIIP VALUERS,
nd appointed Broker. to the High Court of Admiralty,
WALalltß-BITILDINGS, WATER EITB.P.BT,
—Vessels from 50 to 2000 tons ; Steamers. &c.

3K;~x.r~

CONGrE SL CO., (LATE TONGE, CURRY and C 0.,)
BROKERS FOR TUB SALE OP SHIPS,
AND SHIP VALUERS,
DERBY-BUILDINGS, FBNWICK-STREET,
Arho have always on, sale Ships, Steamers, &c., of from
•11, •

60 to 1,800 tons .rei

ROBERT A. MUNN & Co.,
(Late Cunard, Munn, & C 0.,)
v BROKERS FOR THE SALE OF SHIPS,
STEAMERS, &C., AND SHIP VALUERS,
-.. 3, YORK-EUILDINOB, DALBASTRE'ET,
LIVERPOOL.

CUNARD, BRETT, & AUSTEN,
(Late Cunard, Munn, & Co.)
SHIP VALUERS AND BROKERS,
AUCTIONEERS FOR THE SALE OF
SHIPS, WRECKS, &c.,

5, YORK BUILDINGS, LIVERPOOL; AND 150, LEADEN-

HALL' STREET, LONDON.

On Pat.

FOR SALE, the fine new clipper-built
tine EUREKA; 92 tons per regirer ; carries 150 tons
`-' dead weight ; her length Is about 76 feet, br. adth 22
AI 4 t• tat, •
--- feet, depth 10 feet. Built at Wall- ce, Nova Scotia, last
August, of hard wood arid Pitch Pine. Is daily expected to arrive
For further particula,s apply to J E. Greenwood and Co., 1, India-
buildings; or, CUNARD. BRETT and AUsTEN, Brokers for the
Purchase and Sale of Shies, 5, York-buildings, Dale-street, and
150, Leadenhall-street, London.

FOR SALE, the handsome Barque OLIVIA
I%' Length, 110 feet 2-loths ; breadth, 28 feet 4-10th,;
depth, 12 feet 9-10ths ; 279 5.3-100ths tons by present
act, and 375 tons o.M. This superior vessel was built
at Tatmasouche, Nova Scotia, and launched in the
spring of the present year ; has been under the inspection of Lloyd's
surveyor in all the stages of construction, and Is a faithfully built

and we

poop and

; her draft of water, loaded, Is but 13 feet,
allast, haring a long flat floor; h-s a hall

tiOn of any one ri
in Brunswick D

s in all respects worthy of the attan-
of her size and description. Lying
3 Robert Morrow, Son and Garbutt,
D, Trafford Chambers; or to CUNARD, BRETT and ADMEN,
Brokers for the Purchase and Sale of Ships, 5, York-buildings, Da!e-
street, Liverpool ; and 150, Leadenhall-street, London.

FOR SALE, the fine fast sailing brig BATY
DARLING; 163 80-100ths tons by new act, and about
'l, 250 tons o.m. Length. 101 feet 5-10ths: breadth,
23 feet 5-loths ; depth, 11 feet 6-10ths. This
fine vessel was built at Prince Edward Island ;
launched in the fall of last year; has a good floor; sails
well, and will carry largely of dead ',Melt. Lying in Brunew ca
Dock.—For inventories and further particulars apply to Robert
Morrow, Son and Garbutt,lo.Trafford Chambers; or to CUNARD,
BRETT and •USTEN Brokers for the Purchase and Sale of
Ships, 5. York-bcildings, Dale-street, Liverpool ; and 150,
Leadenhall-street, London.

„t, FOR SALE, the beautiful Barque HIGHLAND
, 0,4 BRIGADE; length, 125 feet I.loth ; breadth, 29 feet;
depth. 10 feet 5 10ths; 37a 80-100ths tons register by
present act, about 450 tons o.x. This handsome yes-

at New Glasgow, NOVA Scotia; launched in May last:
She has a ':ommodious -poop and house forward for crew; is w lI
found and finished ; sails very fast on a light draft of water; stands
without ballast ; sails, rigginr, anchors, chains, &c., all new, anti of
the best description; .he is now discharging on west side of Bruns-
wick Dock. and if not sold immediately will be despatched on a new
voyage.—Apply to the owner, on board; to Robert Morrow, Son
and Garbutt, 10. Trafford Chambers; or to CUNAItD, BRETT
and AU,TEN, Broker, for the Purchase and Sale of Ships, 5, York-
buildings. Dale-street, Liverpool ; and 150, Leadenball-street,
London.

sel was bu

, FOR SALE, the well-known Teak built Ship
i.'!F;4\ JAVA; 1175 tons 0.m., about 1400 tons register per
"e: late act. Length 174 feet, breadth 40 feet, depth 32
• feet. Very substantially built at Calcutta. of teak, in
is classed red star, copper-fastened, wood sheathed
?low-metalled up to 20 feet, carries an immense cargo and sails
•'V well. In Coourg Dock.—For invent cries and further
•-• to CUNARD, BRETT aid AUSTEN, Brokers
• sale of Ships, 5, York-buildings, Dale-
.

archase and

rpool, a

If-street, London

FOR SALE, the Barque MARY ANN, 422
,p„t4, tons 0.m., 484 tons resister. Length, is feet 7-ioths ;
breadth, 28 feet 3 laths ; deptl. not given in register
(canto being on hoard when measur,d). Built at Quebec
in 1848, is yellow metalled, carries a large cargo, ano is admirably
adapted for*the timber or cot on trade. Lying in Albert Dock. For
drarnley-Moore and Co.,
LISTEN, Brokers for the

❑tars apply to Aleut's. Joh
to CUNAiii), BRETT &

In Bramle

Purchase a

s, 5, York E

la in gs, Dale- str,

50, 1 eaden

FOR SALE, BY PRIVATE TREATY, A
\ New Iron SCREW STEAMER, of the following
A dimensions, now building here under particular
inspection, and tan be ready for sea in about six
weeks, v z., length of keel, 94 fee• 6 inches ; breadth, 16 feet ; depth.
$ feet 6 inches. She will carry 125 tons of cargo, independent of
bier machinery and coals' water,
on 0 feet draught of and will be
propelled by a pair of direct acting engines, of 20-horse power.
When loaded she is expected to steam 7 knots per hour, and Is in
all respects a ,very desirable vessel for the coasting trade.—For
further particulars apply to Mr. GEO. S. SANDERSON, 13, James-
treet, Liverpool.