Northern Times.
Liverpool, Merseyside, England, 1859-10-19 00:00:00

SELECT VESTRY.

The usual fortnightly meeting of this body was held
yesterday, at the Parish-offices, in Brownlow-hill.
The Rev. Rector Campbell presided ; and the other
members present were—Messrs. Smith, Critchley,
Satchel!, Denton, Owen, E. Byford, Bairstow, Hand,
Peck, Turner, W. Whitby, Whitty, Syred, Williams,
and Cropper.
The minutes of the last meeting were read and con-
firmed.
Mr. BROOME, as one of the workhouse visitors on the
11th inst., reported that the butter was bad, and the
meat poor in colour, and far from the best quality.

THE WORKHOUSE COMMITTEE.

Mr. BAIRSTOW asked how it was that this committee
were now ordering things for the surgery and drug-
store, which used formerly always to be contracted for ?
He had heard outside of their having sent an order for
100 leeches, and when they came to the store they were
not made use of, but all died.

Mr. S3IITII said 150 came down, and only two were
made use of.

Mr. BAIRSTOW said it was really time for the com-
mittee to consider whether that was a good system or
not.

Mr. OWEN said, as regarded leeches, the system of
supply was somewhat extraordinary. They sent for
them to London, and when they came to the workhouse
they died ; but, when sent to other places, they lived.
As regarded castor oil, they had formerly contracted for
it, but contracted with persons who went to certain
wholesale houses for it. They now got their supply
direct from the wholesale houses, and had thus effected
a saving.
Mr. Frei: said the policy of the Vestry had always
been to throw the contracts, as much as possible, into the
hands of Liverpool tradesmen. The principle now acted
upon, however, seemed to be, to send to wholesale houses
for particular articles (perhaps the only ones on which
any profit was made), and contracting for the remainder.
They should either give tradesmen a fair chance of
supplying all, or let them go for every item to the
wholesale houses. He believed that in that case, the
parish would not be so well supplied as by the trades-
men of the town ; for their contractor:, generally
speaking, were men of ability and capital.
Mr. BYFORD did not agree with Mr. Peck ; the
Vestry were bound to go where they could get what
they required best and cheapest. They knew what the
tricks of tradesmen were. He believed that in the
article of castor oil a great saving had been effected.
The proceedings were confirmed.
THE INDUSTRIAL SCHOOLS' COMMITTEE.

Some conversation took place in reference to the
report of Mr. Browne, the government inspector, as to
the state of education in these schools, and the posi-
tion of the Rev. I. Holmes as head master. Nothing
resulted, however,

THE FINANCE COMMITTEE,

Mr. DENTON, for the voothiine,-;enewed his mo-
tion, calling upon Mr. Weightman, the surveyor, to
furnish the measurements of the new buildings at the
workhouse.
Mr. CROPPER said he had asked Mr. Weightman
himself, and he said the contractors were bothering
him. Mr. Cropper told him he was very glad to hear
it. He answered that he really could not get it done.
Formerly, his reply had always been that he should do
it in a month. • (A laugh.)
Mr. DENTox would move that an official application,
signed by the chairman, be made to Mr. Weightman to
furnish the Vestry with the measurements required ; and
if lie failed to do so, he (Mr. Denton) should be pre-
pared to move a vote of censure upon him.
The CHAIRMAN Said it would be merely wasting
ink and paper, and wearing their pens. lie had asJted
Mr. Weightman very often, but he set them at defiance.
Mr. PECK said,when the matter was discussed before,
the impression was that the Vestry could take no action,
unless the sub-contractors first did so.—The subject then
dropped.
Mr. DENTON moved for a return of the assessments
revised within the last twelve months, under the follow-
ing heads :—Revised under the personal inspection of
the surveyor; ditto, from the representation of collectors;
ditto, on the application' of tenants ; ditto, on that of
landlords.
Mr. WHITEY seconded the motion, which after some
conversation was agreed to.
The board then proceeded to consider the contracts
considerasublpeplYdisoc
for the fu:evsFonne
previouslyan d spirits
ta
ktiongthpelawceoraskhooust
hee,
contracts3iessm Bennettbein relined, seeing that the tender of
communication was read frPormevi:as
had been
accepted. A long
Messrs. Bennett, protest-
ing against the decision of the board to rescind the con-
tract which had been entered intoprhe zmlll
bthe.te however
them, and declin-
ingt to send in fresh tenders.
resolved to take Messrs. Bennett's formerl tender into
consideration. The board ultimately resolved t
the tender of Messrs. Baty and Searight for the supply
of spirits of wine and other spirits, and to submit three
samples of port wine to Mr. Christopher Bushell, upon
the understanding that the one chosen by him should be
accepted.
The Vestry then adjourned.

It is reported that an amalgamation is contemplated
between the Caledonian and the London and North-
western Railway Companies.

1171 E GREAT EASTERN.

VISIT ,OF THE PRINCE (*N-SfiRT.
On Monday anorniug, his Royal Highalees,..theiiirce
Consort, accompanied by the Duke of .Newoadtle,
Admiral Sir George 'Seymour, and Colonel Ponsonty,
paid an early visit ,to the Great Eastern, in Hblyhead
harbour. His Roy alllighness quitted Penrhyn 4 Castle
about seven (Vele& in the morning, and arrived at
Holyhead at half-past eight.
At the rierhead,-the Despatch, one of the boats the
Liverpool flteam-tug Company, was in waiting, with
Mr. Campbell. the 'Chairman of the Great Ship Com-
pany, and Mr. Bold, one of the managing directors,
on board. By these gentlemen the Prince scas re-
ceived at the pier, and immediately embarked.
All the ships in 'the harbour were " dressed;" the
Hastings and other men-of-war manned yards,
and the former fired a Royal salute, which 'echoed
from the diffs of 'the headland with a thundering
boom. His Royal Highness did not come at once on
board the ship, but :remained on the steam-tug, which
moved easily round and round the colossal bulk.of the
Great Eastern, so as afford the Prince an °ppm. trinity
of inspecting it from every point of view. iUnder
the bows • the Prince seemed especially struck with
the sharpness and fineness of her lines, and here the
little tug remained some time. The vessel then
steamed round to the -starboard gangway, where Cap-
tain Harrison, and Mr. Prowse, the chief officer, were
in waiting. Captain Harrison received his Royal
Highness, and conducted him up through the two lower
compartments to the quarter-deck, where Mr. Kett, the
second officer, Mr. Al‘Lennan, the chief engineer, and
Captain Lay, the paymaster, and all the officers of the
executive and engineering staff of the vessel were stand-
ing. Captain Mends, of the Hastings, and the officers
of her Majesty's ships- in harbour, with a few visitors
from shore, were also present; but the number was, of
course, very limited. Accompanied by the captain and
managing directors as before (with Mr. Brereton and
Mr. Jacomb, as the late Mr. Brand's representatives),
the Prince then proceeded to inspect the ship.
THE PROBABLE TIME OF DEPARTURE.—The exact
time of departure of the vessel for America still seems
(says the Times) as undecided as ever. It has been
stated over and over again that Monday, the 24th inst.,
or the 27th at latest, was positively to be the day for
starting ; but we should be deceiving our readers if we
did not dissuade them from entertaining anv expectation
of this kind. The day when the Great 'Eastern will
really leave these shores rests with the Board of Trade,
and is only with the company in so far as they exert
themselves to comply with the very proper requirements
which the Board of Trade demand for the safety of
any passengers the Great Eastern may carry. That
the number of these same passengers will be limited
in the extreme on the occasion of the first voyage,
seems beyond a doubt. Rightly or wrongly, the
public evidently entertain a strong wish to see this
great experiment fairly tested by the only test by
which the merits of the vessel can be judged,—a real
trip across the Atlantic and back. Of course, before
the Great Eastern leaves, the Board of Trade are
determined to see that every precaution is adopted
to secure the safety of the ship and those on board ;
but even with this qualified guarantee passengers
will prefer to wait and judge for themselves what the
ship can do on a regular voyage. The coasting trial
trips which have as yet been made can no more be fairly
taken as a criterion of what the °T eat ship will do in an
Atlantic gale, than if we were tob judge from a run at
the measured mile what a vessel could effect off the
Cape of Good Hope. That the Great Eastern will
never pitch heavily, seems to be believed on all sides ;
that she will roll, and to a certain extent deeply, appears
equally undoubted, though the motion will be slow and
steady. Some time back, we informed our readers
of the principal requirements of the Board of Trade:
Very many of these still remain to be done. Done
they must and will be before the ship leaves ;
but we mention the fact that they still have to be
effected as a reason for our belief that the g reat ship
cannot, and is not likely to, start before the middle or
end of next month, if she leaves this winter. The
patches which were so unwisely put on the forward-
boilers befora the ship left Portland, are now being re-
moved, and replaced with entirely new plates. The
India-rubber packing between the lower flange of the
iron masts is to be done away with, and its place sup-
plied with hornbeam. This also is to be done at Holy-
head, and will, of course, take time to perfect. No
bilge and feed-pumps have been fitted to the main
machinery, which is still dependent on its feed-water
being supplied by the donkey-engines. This, as we have
I before pointed out, is a most objectionable arrange-
' meat, as, in case of the donkeys breaking down (and,
in spite of every care, on both trial trips they have
always done so), the engines must come to a dead stand.
As this is a matter which can only affect the speed of
the ship, and not in any degree interfere with its safety,
the company of course have a right to their own way;
but if they have any regard to the commercial success
of the Great Eastern, they would be wise to adopt every
precaution against the possibility of a slow voyage.
It is urged, and with truth, that, to fit these feed-
pumps now would require a delay of at least two or
three months, and that the vessel could not then
start for America before next spring. Those best
acquainted with the internal arrangements of the ship
think that such a delay would be of reat advantage to
the future success of the vessel, as affording time for a
thorough administrative organization of all its depart-
ments. This at present is much needed, and until the
vessel is solely and entirely given over to the charge of
Captain Harrison and the officers under him it can
scarcely be looked for. One of the chief requirements of
the Board is that fire-pumps shall be fitted to the
auxiliary engines of the screw, and to do this i
will require such an amount of time and labour
that it is most probable that two powerful
hand-pumps will eventually be supplied instead.
It is rumoured, indeed, that at some remote
period two such hand-pumps were put on board, but of
their whereabouts at present none can tell. These,
with the fitting of extra boats, communication in case
of accident with all the stoke-holes, better ventilation
of the ship in some places apportioned to the crew, &c.,
are the main conditions insisted on by the Board of
Trade before the vessel can receive her passenger certifi-
cate ; and to do these as they ought to be done will re-
quire a delay which makes it absurd to expect that the
Great Eastern can possibly leave England during this
month. There is one precaution, however, which,
though not required by the board, is so imperatively
necessary that unless it is adopted not even sailors would
venture now to start for America in the Great Eastern.
We mean, of course, precaution against cold. Only those
who know what a North American winter is, or who
have been off the banks of NewfOundland towards the
end of November, can appreciate the extreme severity
of the cold which prevails there. Yet throughout the
whole of the Great Eastern there is not yet a single
stove or hot-air pipe fitted to prevent either crew or
passengers from almost freezing in such weather. It is
true that these will all be put up before the vessel leaves,
but this is only an additional element of delay, and one
which makes it still more certain that the ship cannot
leave at the time stated.

HER WORKING POIVER.—The greatest number of
revolutions obtained during the last trial to this port
was 11 from the paddle and 41 from the screw engines,
and at this the Great Eastern went, with her trysails
set, 15 knots, or very nearly 171 statute miles an hour.
Without the aid of the trysail it is F:ssible the speed
would not have been more than 14 knots—if indeed it had
reached as high. Mr. M'Lennan, the company's chief
engineer, than whom with regard to the ship it would
be to quote a better authority, is of opinion that
in working order the paddles will go 12 and the screw
43 to 44 revolutions a minute. This, according to
the calculations, which give a certain amount of speed
for a certain number of revolutions, yields a nominal rate
of 18 knots an hour. From this, however, has to be
deducted the " slip " or yield of the water to the force
of the screw and paddles, which varies with the wind or
other causes from 18 to 22 per cent. loss of power.
Taking the mean of this loss as 20 per cent., it follows
that the average rate of the Great Eastern's steaming
ought to be at about 141 knots, or more than 16 miles
an hour. There will, no doubt, be many days, and even
voyages, when her rate ,of speed throughout: may average
16 knots, or almost 19 miles an hour; but, as far as can
yet be ascertained from the results of the last trial
trip, her speed in ocean-going voyages will not exceed
the average we have stated—namely, from 14 to 14i
knots. If the Great Eastern go to sea next spring, her
run is likely to be one of great success, for by that
time both ship and engines will be in full working
order, which they most certainly are not now. If, on
the contrary, her :trial trip across the Atlantic is
hurried forward, it is more than probable that the
whole journey will .prove a failure in speed. The
engineers will fear, and most reasonably fear, to
drive the engines overmuch, for a breakdown within
tea miles of laud, and a breakdown in the middle of the I

Atlantic ina.winter's gale, -are aridity:different things ;
and the wand labouring only for 11-11;n0i:day in a heat),
sea will soonifind ont the wed eest point in ler engines.
The paddle engines are fittted with what is termed a
"marine-governor," which, when a homy Wave forces
round the paddles at great seed, instantly shuts of the
steam till the machinery slackens down to the rate at
which the governor is re,gulated; ;yet even with the aid
of this govermor (which by the way is not yet connected
with the machinery) every one van ,understand how
engines strain when, after flying round at fourteen, or
perhaps fifteen, revolutions a minute, :they are suddenly
brought tip to five or six. This :isrthe kind of labour
which tests ships' engines to the very !utmost. This is
the test which the Great Eastern has not yet ,had,
and which when it comes will try both the piston and
air-pump rods of the paddle-engine to the very,
utmost. The trial trip showed that, with an average.
amount of fair weather, for a vessel of such magna-.
tude, her engines worked well and easily ; but as the
sea-going qualities of the Great Eastern cannot be
fairly judged by a coasting voyage, so also machinery
of such size and power require a proportionate amount
of rough work to test it fully and satisfactorily. This
test, as we have said, it has not yet undergone, and
can only meet with in an ocean voyage—and for an
ocean voyage the Great Eastern -is not yet ready. Ap-
parently there has been some miscalculation as to the
size of her boilers to generate the steam-power required,
for, though the boilers have done their duty admirably,
it is believed that at full steaming the screw and paddle
engines can find employment far more steam than the
boilers are equal to supply. This may be, in a great
measure, due to the fact that for her size the Great
Eastern is " under-powered," as it is called. Few
steamships are built at a lower proportion than that of
one-horse power to four tons. In the Great Eastern
the horse-power is only one to nearly nine tons, and the
speed which is gained with this disproportion is due
entirely to the length of the ship and her unequalled
form.

LIVERPOOL POLICE COURT.--YESTERDAY.

(Before Mr. MANSFIELD.)

ASSAULTING THE POLICE. John Gill and John
Jeffreys were charged with being drunk and assaulting
an officer.—Officer 144 said he heard a noise in Dalton-
street last night. In going up the street he fell, and the
defendant Gili came up and gave him a severe knock
on' the stomach.—Mr. Mansfield : Are you off duty ?
Officer: Yes sir.—No. 13 saw the defendants running
away. A gentleman stopped them; and they were
secured.—Gill was fined £5, or three months' imprison--
ment, and Jeffreys diecharged.
CHARGE OF STEALING A WATCH.—Catherine Mooney
was charged with pawning a watch, knowing it to have
been stolen.—Mr. Bluck defended.—Police-constable 80
said he found the watch at Mr. Robertson's pawnshop,
Sand-street. The watch was stolen near the Exchange
in August last, from a man named James Cubbins. She
told him that she boug'at the watch from a woman that
was going to America. She said she gave 355. for it.
Mr. Bluck : Isn't it a street where a great many emi-
grants pass on their road to the steamer. Officer Yes;
It is near the docks. Mr. Mansfield : Where did you
get the 355. ? Prisoner : I had it in the house, sir.
Mr. Mansfield : Do you work ? Prisoner : No, sir; but
my husband is an upholsterer. A little boy from
Robertson's pawnshop said the prisoner was a regu-
lar customer at his master's shop. Mr. Bluck said
-his client bought the watch from a person who
said she was going to America. She pressed her
hard to buy it, and she eventually consented to do so.
—Mr. Mansfield said the circumstance of the prisoner
having gone to a place where she was a regular custo-
mer, showed that she was not aware that the watch
had been stolen. Discharged.

ENGLISH BIRDS AND FISHES IN AUSTRALIA.—We
are glad to learn that Captain M'Meckan, of the Omeo,
was successful in landing two and a-half dozen carp,
which he took with him from England, with the object
of domesticating; them in Victoria. They are now in
the care of Mr. Brown, of Como, a locality situated on
the Upper Yarra. The four dozen English thrushes
have also arrived, consigned directly to Dr. Mueller by
Mr. Edward Wilson.—Australian and New Zealand
Gazette.

DEATH OF THE HON. JOHN WILLIAM FOILTESCUE.—
We have to announce the demise of the above noble-
man, which occurred at Camacha, Madeira, on the 25th
ult., at the age of 40 years. The deceased was son of
the second Earl Fortescue, and was born in 1819 ; he
was appointed a deputy-lieutenant for the county of
Devon in 1845, and held the rank of Major in the East
Devon Militia in 1846. He represented Barnstaple
from 1817 until 1852, when he unsuccessfully contested
Youghal, being only defeated by the small majority of
two.

DEATH OF LADY RAMSAY.—The Inverness Courier
says :—" In our obitfiaryof this week will be found the
name of Lady Ramsay, sister of the late Glengarry, and
mother of the late Chisholm. She had, it appears,
reached the ripe age of eighty-two, and died surrounded
by her grandchildren, at the residence of herson-in-law,
Mr. Chisholm Batten, in the fine valley of Taunton
Dean, in Somersetshire. It is, perhaps, worthy of
remark, that Sir Walter Scott's famous dog Maida,
which lies sculptured by his side in the Edinburgh
monument, was given to Sir Walter by Lady' Ramsay's
brother, Alexander Macdonell, of Glengarry, the proto-
type of " Fergus M'lvor." The dog was named Maida
by Sir Walter, in compliment to Sir James Macdonell,
brother of the chief, who had distinguished himself at
the battle of Maida. These family reminiscences are
all of the dead—' the place that once knew them knows
them no more.' "

THE CHINESE REBELS.—A Hong Kong paper says :
—The latest news of the rebels is, that their celebrated
leader Chin-kin-kali& has been killed by his own people.
He was a native of Samshung district, and a car-
penter by trade. Five years ago he joined the rebels,
and soon became distinguished. Report says that at the
time of his death, in the Kwang-ning district, he had
several tens of thousands under his command. Of late
his party had been acting in a barbarous manner, and
at last he took to ill-treating his followers, whereon
they despatched him. It is likely that the Imperialist
cause will be aided by the quarrels of the ten or twelve
leaders who were under him. The rebels were still
around Nan-heung, and in possession of Lochang ; but
for a fee of 20 per cent. ad valorem' they were quite
willing to let merchandise pass up or down. Referring
to the above report of the death of Chin-kin-kang, or as
the name is pronounced in the local vernacular, Chun
Kum Kong, our native reporter writes, "The report of
the death of Chun Kum Kong is not true. He is not
dead, but for all his good to the cause he might be."
A COOLIE SHIP ON FIRE.—The Calcutta EngliBhinan
translates from a Mauritius paper an account of the
burning of the ship Shah Johan, with 250 Coolies on
board, besides her crew. She left Calcutta laden with
rice and oil. On the morning of the 27th June smoke
was first observed to rise through her fore-hatch, and the
cry of fire was raised. One after another the explosion
of the. casks of oil was heard, and the fire spread.
The
.captain made vigorous efforts to subdue it by
closing, the scuttles up with wetted sails, and pour-
ing water through small holes made in the deck,
but in vain. At daylight on the 28th they could
no longer continue in the ship. The captain, doctor,
three`offlbers, and sixty Lascars left in three boats, with-
out food or water, and 800 miles distant from the Mau-
ritius. The coolies could not but be abandoned to their
fate. After four days in the leaking boats, during
which three died, the Vasco de Gama picked them up,
and landed them at the Mauritius. From the narrative,
it seems no blame can be attached to the captain or
crew. Their efforts to save the ship were incessant ;
the fault lay in the small number of boats—only four—
attached to the vessel. The Legislative Council has
extended the provisions of the English Passenger Act to
India just in time.
Loss OF A SHIELDS SHIP AND ALL HANDS.—There
appears now no doubt that the South Shields collier
brig Edgar, which left the Tyne exactly a month ago
for Hamburg with a fleet of other vessels going oversea,
has perished with all hands. Shortly after leaving the
Tyne the fleet encountered a heavy gale, and three or
four of them were lost on the Dutch coast ; the William,
of South Shields, with all her crew. Some hope was
entertained that the crew of the Edgar might have been
picked up by another vessel, but that has been abandoned.
Her stern has washed up within abort sixty miles of the
Elbe. When the vessel sailed from the Tyne she had
ten hands on board. Her master was Mr. Edward
Mackay, and his brother, William Mackay, was the
mate of the vessel. The usual complement of hands
(officers, crew, and apprentices) was nine; but it seems
that as the vessel was proceeding to sea a little lad,
brother of the cabin boy, stowed himself below to get
a runaway voyage to sea, and the poor little fellow has
perished with the vessel and her crew.—Darlington
Times.

31.A.NNLNG. THE .NAVY.
_ _ _

THE NAVAL RESXRVE. FORCE.
'ln yesterday's Times, there is along .letter from Sir
Charles Napier, addressed . to:Abe-Nike of Somerset,
%rst Lord of the Admiralty, _en the subject—Manning
Fthe Navy. In the course of the letter, Sir Charles
Napier 'alludes to the naval reserve force. He says—
, "It seems now- - understood we are always to have a
channel fleet, and if any attempt is made by the House
of Commons to destroy it, I hope we shall have a Prime-
Minister who has victim enough.to resign his place, and.
independence to tell the House of Common's that without
a fleethe will not be responsible for the safety of the coup
-
try; and if we have not a Minister capable of so doing,
trust we shall have an Admiralty who will not serve under
such a Minister. Depend upon it, my Lord Duke, it will
never come to that. - No' Houseof Commons would ever
think of reducing the navy contrary to the Opinion of
the government, and the country would never allow the
House of Commons to do anything of the sort, . Well,
I shall suppose we have a Channel Fleet of ten sail of
the line.' and,- for the sake of clearness, they should' be
manned with 800 officers, . men, and boys, and 200
Marines. All the blue jackets ought to be able seamen.
In time of peace only 100 Marines should he embarked,
and-their number filled up by A.B.'s. I don't mean to
reduce the Marines, quite the contrary, -they should be
increased, and the seaport towns garrisoned by them.
In the event of war, one watch should be discharged
into another ship ready to receive them, and the Marines
completed. This would give us at once twenty sale of the
line, manned with 650 men. The officers,- boys, and
idlers (which are easily obtained) would -amount to 150
more. To complete them we are obliged at present to fall
back on the Coastguard and" Coast Volunteers. The first
being draughted would endanger the revenue ; and the
second would be comparatively useless, as they are not
obliged to go more than 100 leagues front the laud ;
besides destroying your fleet for the defence of the coast,
all of which should be efficient ships,' and never touched
till the last extremity, It is to-obviate this that we are
now searching for a reserve of disciplined seamen to the
extent of 30,000 men.

On the first breaking out of war, we must not suppose
that 20 sail of the line and 10 sail of the coast ships,
which can only b.; considered sea-militia, would be suffi-
cient for the home stations, and to reinforce our squadrons
abroad. It is for that purpose that the 30,000 men are
required, and that the Marines should garrison our. sea-
ports. _ _

- We have now in all our ports ships quite ready to
receive men, and in the event of war the necessary
number would immediately be commissioned, and the
reserve, which ought all to be at home, would be
ordered to join their respective ships, to which they
ought to be told off beforehand; in addition to the
reserve, the Marines should be embarked, and the
moment the crews get on board, they should find the
captain and the officers ready to receive them, the
hammocks slung, the mess utensils on the table, and
their (limier cooked. The next step to be taken is to
call out the Militia, to replace the Marines in the sea-
port towns ; they would have ample time to be disci-
plined, protected by the fleet, and thus in one month the
country would be armed to the teeth, and ready to fight
any two nations that thought proper to attack us.
I now come to the most difficult part,—that is the
formation of a reserve ; that is purely a money question ;
so if the money is forthcoming the difficulty vanishes.
If the country will not give the money, we must remain
as we are—open to attack and insult by nations better
prepared than ourselves ; and if we meet with a disaster
it will not be so easily recovered as many people imagine.
Parliament has voted £lOO,OOO to form this reserve.
It is proposed to give each man £5. For this he must
be ready at all calls. He must serve twenty-eight days
each year, and must know all his drills. Durinc, this
time he will receive the same pay, provisions, and the
same privileges as seamen serving. Now, my lord, to.
make this reserve efficient they must give up all trades
except the coasting trade. Now, a sailor in the prime
of life does not like to be thus restricted. He is fond of
wandering all over the world ; and if he is not in the
prime of life, he is not fit for the reserve. Your Grace
will find that £5 is not a sufficient inducement for
a good seaman to take up such a line. It appears
to me the formation of the reserve must be begun
with men who have served ten years in actual service.
At present those men are entitled to a pension ; that
should be abolished, and they should only be entitled
to • enter the reserve. They should be designated the
" Queen's Naval Guards ;" they should be exempt from
corporal punishment whn serving ; they should be men
of exemplary conduct, and, after having been ten years
in the reserve, they should receive a good pension, but
subjected to be called upon, if fit and wanted, and then
designated the " Old Guard," and receive, as they do
now, both pay and pension. They should be eligible-to
civil situations, and care should be taken to employ
them if fit. If artificers, they should be preferred to
others to serve in the dockyards, which is never thought
of ; on the contrary, the dockyard officers are generally
against them This ought not to be.
Now, my lord, comes the question, what pay is suffi-
cient to induce men to join the reserve ? Five pounds
will certainly not do. We must be careful not to risk a
failure, and we ought to make searching inquiries amonc,
the men themselves what, in their estimation, would be
sufficient encouragement to induce them to adopt the
coasting trade, so as to be at hand at all calls. What-
ever is thought just must be given. There is no help
for it, for neither the sailor nor the country will stand
compulsion.
The ballot would be fair, but the ballot would not
furnish trained men. It would be easy to register all
the 'long-shore-men, and draw them for the naval ser-
vice; but, as I have already said, that would not get
you trained seamen—it would only get you coast volun-
teers, which you have already.
In 1847 I brought a bill into Parliament for regis-
tering the seamen, and authorising the Queen to call
them out by classes, beginning with those just out of
their apprenticeship. This bill provided that all
masters and owners should be obliged to discharge men
coming under the proclamation, and to those men a
bounty should be given. That was certainly a mild
compulsion, but still it was compulsion, and the House
of Commons would not entertain it ; and the Admi-
ralty shortly after gave up the registration tickets, and
left us where we were in 1815. So many improvements
have taken place in all the navies of the world that this
system, or rather no system, will not now do ; and if
we are to be preserved from danger and insult, no time
should be lost in doing what th House of Commons
and the country expect. I shall conclude this letter
my lord, by saying that England expects the Admiralty
will do its duty."

SIR M. .F. F. BERKLEY ON THE CHANNEL
FLEETS AND THE CHANNEL DEFENCES.
Sir M. F. F. Berkley has addressed a letter to Sir
Francis T. Baring on this subject. In the course of his
remarks, he says :
"Cherbourg appears to be the great bugbear of the
day ; for England it is the best port in which the
French fleet could rendezvous. In whatever port
France (being our enemy) has a fleet, there we must
have one in attendance; the further from our shores
the worse for us. Cherbourg can easily—most
easily—he watched from Spithead, or better still
from Portland. Coals are one of the greatest essen-
tials in future maritime warfare ; we cannot afford
to expend them in blockading, The fleet with the
most coal would be the most effective. Admit that
the opposing Channel fleets meet, under present cir-
cumstances, it is probable that both would be nearly
annihilated. But for a moment let me imagine
that our fleet had sustained the greater loss. Are we to
depend upon the chances of a single battle for the safety
of our homes ? We ought to have a Channel force—l
will not call it a fleet—quite independent of the Channel
or any other fleet. This force should ever be at hand;
it should be marked for and appropriated for Channel
service, and Channel service only. No temptation, no
circumstance, should induce us to divert it from its
intended purpose—namely, to give security to our shores,
and to relieve the country from ;hose fits of occasional
panic or negligent security which. have already entailed
upon us such enormous. expenses. The destruction of
the opposing fleets would be no hindrance to the attempt
at invasion. 'Even admit that part of that of the enemy
survived the shock, while the whole of, ours had been,
destroyed, I should have reliance on my propo€ed Channel
force successfully to prevent invasion. One vat featfire
which has changed the whole system of defence on our
part, and which seems to me to have been entirely over-
looked by bf
aye thet
thvaatr i
tohues s
spine aatkeersst and
gunboat
d
lea
s. r a
na
nTghTe
gaCunondc ke
a e ha a ft
ee
dr
wdersi
tt
re ur writers onsti v
armed
the
as subject,
ba elti cot tnh
weapons equally mischievous an,
e.
I d st t"
throw-
ingbe
aor
ra riade s tphar eogi lueacnrtgi
oleefs t
qshipl
ycin a
leitbhrr s ece riqvvu_leac
eq
by the Duke of Wellingt
ton. he In former times the size
of the vessel determined size of the weapon,, and
consequent length of range. The 32-pounder of the

ship of the line could cut the frigate to ribands before
the 18-pounder of the latter could be of any avail. In
the same, way the 18-pounder of the frigate over-
whelmed the 12 or 9-pounder of the sloop, and gal!
the sloop disposed of her more pigmy opponents. Small
vessels had but small chance of disabling -their more
powerful pursuers. Many shot might be fired with
good aim, but it took many to disable or even to cripple-
the giant; In the present day, one projectile from the
pigmy, striking mast, yard, or bowsprit of the pursuing,
giant, down it must come—indeed, it might be lodged'
in a more vital point, and the consequences be more-
serious than even the loss of a spar; and it must be
remembered how large the target to be aimed at on
the one hand, and how small the target on the other:
•Let us have a swarm of these pigmies and Cockchafers
-they would be the force, of all others, to preven!
invasion under all and every circumstance. Brand
them for Channel service, and that alone. Beep
them rigged as fitting for Channel service, and hot
for long voyages, when square sails and more canvass
may be necessary. I believe you would succeed in man-
ning them, although you do not succeed in doing so lir
large ships liable to go foreign, if you will not only
impress upon our seafaring home population that
there is no intention to ask them to serve till their
homes are threatened, and to serve only in defence
of those homes. I admit I was the originator of
the Coast Volunteers, but I am not to blame for it!
failure or rather partial failure. The rules that
would have established, the details necessary to carry it
out as proposed by myself, have all been altered, and, in
many instances, set aside. The evidence taken before the
late commission on manning, bears me out in this assertion,
and I could have proved it, had it been thought right
to examine me. From the moment I went to the
Board of Admiralty, I have strenuously advocated the
necessity of an available reserve to a large extent. T°,
meet the objections of all, to combat the prejudices o.
others, the subject must be well studied. Carrying out
details and makino. regulations . are not the least
difficult part. Thee constant change of Boards--
above all, the frequent change of the individual
at the head of the Board—renders it almost a hope
less task—it requires perseverance in one system in
detail as well as the whole. No scheme can prosper
that is so constantly altered ; and, above all, any scheme-
on the subject of manning the navy, as well as estab
lishing a reserve, must be steadily persevered in, and
the one end kept constantly in view. There arc two
distinct requirements,—how to insure the services of $
large body of able seamen at the shortest possible notice
for your fleets and cruisers, necessary all over the
and how, at the same time, and at equally short notice,
to bring together a strong force of seafaring men, suffi-
cient to defend the Channel and repel invasion. The
latter is the more easily accomplished of the two. B°l
are absolutely necessary to our existence as a great
nation, and when the subject shall be undertaken in real
earnest I have no fear but both may be accomplished,
although the measures recently adopted with respect
~_t°
bounty have increased the difficulty, and cannot but u`
prejudicial to the formation of any permanent reserve,
most assuredly, rendering it more expensive." world r

MR. KINNAIRD, M.P., ON THE ITALIAN

QUESTION.

The member for Perth, who has lately been in Rail,
has addressed a letter to Lord Provost Imrie on the
Italian question. He says :—" After the vote in Par;
liament which led to the resignation of the Ministry a
Lord Derby, and when it became evident that a Reform.
Bill was out of the question, from want of time sufficient
to discuss that or any other important measure, the
attention of Parliament and of the country was naturally
directed to Italy. Whatever outward agreement there
might be among rival statesmen, it was evident that
very different sympathies were manifested, and verydif-
ferent sentiments entertained, as to the real condition
of central Italy, and as to the fitness of its people for
constitutional government. My sympathies were, al
they have ever been, in favour of Italian liberties; but
still wanted the assurance that years of oppression and
misrule had not unfitted the people for the full exercise
of their rights as the constitutional subjects of free
States. I determined, therefore, as soon after the recess
as possible, to revisit Italy, and ascertain what I could
by personal observation. The result has even surpassed
my expectations ; and I rejoice to know that both
in Lord Palmerston and Lord John Russell we Nape'
from their avowed sentiments, the guarantee that 1016::
ever moral support can be given will be afforded by t't-
Government of England in this crisis of Italian liberty.
I first went by Zurich and the Lake Maggiore te,
Milan, and visited the scenes of Garribaldi's successf!l
campaign with his volunteer troops. Having Passn
through the field of Magenta on my way, I reached
Milan just after the brilliant reception given tot
Tuscan deputation, and from what I witnessed ail
heard, in answer to the inquiries I made there an
elsewhere, I came to the conclusion that there is a deer
seated and wide-spread unanimity of sentiment in faveur
of uniting under the rule of Victor Emmanuel. Consider
ing how recently the iron yoke of Austria, both directly.
and indirectly, repressed all aspirations after liberty,, I;
is really marvellous to see the orderly bearing of tut
people, combined with their resolute determination ti°,
again to submit to any foreign yoke. Could they b
secure from interference from without, I believe th:.
we should see civil and religious liberty in full exerel!ii*
I had the privilege of conversing with Signor Fart;
and General Garibaldi at Modena, and with IW°O
Ricasoli and General Salvagrioli at Florence, and we
almost equally delighted with the sentiments expres%a
by each, manifesting a statesmanlike comprehensl„,
of affairs, combining moderation with energy, and prs.
tical wisdom with ° honest determination of InP.Pusg
Most sincerely do I wish them God speed, believin,,,,it•
e
I do, that with their success is hound up, not only
happiness of Central Italy and the religious welfare cu
f the
thousands of its inhabitants, but the maintenance o
peace of Europe. Of course, in the above, remember
do not refer to that clerical party whose worldly intier:"he
are identified with the triumph of the Papacy, and ;ire
care not who is sacrificed so that its interests
advanced."

RESCUE FROM DROWNING.—On Saturday everil;
betweeen nine and ten o'clock, Police-constable ge";
while on duty at Carlisle-bridge, was informed that snit,
person had fallen into the Liffey, and he immediatev
• the
went down the steps, and observed some object in ed
river. He threw off his outside clothing, and jurriP
into the water. At the same time a man named G°.lrje
man, of 13, Aston's-quay, got into a boat at the 0pP,114,
side of the river and pulled towards the object, "„,-0-
he reached before the constable, and discovered a Y°"„l,'
boy named James Byrne, whom he took into the b°",.
together with the constable, and brought both to shorre
The boy was conveyed to Jervis-street Hospital, wile.te,
he was detained until yesterday, when he, had eler
recovered. It appeared that his falling into the rl.!rt
was accidental, in consequence of his foot ha""
slipped. ; „r 31°
MINERAL WEALTH OF NEW ZEALAND.—The
contain, interesting accounts of Dr. Hochstetter's ge.°t to
gical exploration. He had just returned from a visi rid
Coromandel Harbour, where the coal was examined %,
both goldfields explored. Mr. Heaphy and 31r. Po;
pointed out a locality where a thin bed of auriferifill
quartz grit was known to exist, and the first shot id.
washed yielded the usual show of grain and scale rich
l'iw
Dr. Hochstetter then dug and washed a dishful, ett
yielded a quartz specimen with a streak of gold thro7o,
it of about the size of a hazel nut, together With 3 Cable
siderable quantity of large scale gold—a most favour le
prospect ; and in every panful wa3hed the gold g.ele
abounded. His opinion is said to be that there exl',ero
great quantity of gold not far from the locality
the specimens were obtained, but that the search shvehe
be carefully prosecuted amonz, the quartz veins in
mountains rather than by digging in the alluvial dePO6l-
—Australian and New Zealand Gazette.
n
ACCIDENT ON THE HOLYHEAD RAILWAY.---`-'ti *"
day, an accident, which might have been attended "el.
serious consequences, occurred to the three o'clock
..rn
press from Holyhead, and delayed its arrival in ne;
more than an hour-an&a-half. By some inadverwt'e the
on the part of the engine-driver, the train overra-,,r-
Conway-station, and dashed into a train of emPtY !lie
riages which were being shunted across the line• tf
shock was rather severe and two or three of the esloProe
carriages were broken and thrown off the line. s
and
one or two of the passengers in the express were cut_
we,
bruised, and others a good deal shaken, though ne,n!teie
believe, so much so as to prevent their continuin„_Piee,
route When the line was cleared of the broken carrnos
after delay of nearly an hour. Just as the eoxprhe7.4..
resuming its journey, it was found that one v were
riages
s red
wascihmotti,cwhlf f t
nicjhu!'ednecienssiittsataeldlesan, oththaetr
till the carriage was removed and replaced. tisiteoppog e
getting

OCTOBER 19, 1859.

States:

& NORTH AMERICAN ROYAL MAIL STEAM.

SHIPS.
NOTICE.-REDI7CTION IN PASSAGE MONEY.

The Passage Money to New York is now,
'Chief C ahR Twenty-Ax Pounds
4cond Cabin Eighteen Pounds
by the Mail Steamers to Halifax and Boston and to New
We'Parcels per ton and 5 per cent. primage.
ight on Ss. each and upwards, according to size.
!...rc, cis for different Consignees, collected and made up in single
::eckages, addressed to one "party for delivery in America, for
. Purpose of evading the payment of freight, will, upon ex-
'unnation in America by the Customs, be charged with the
grope; freight.
The

sr,BR ITISH AND NORTH AMERICAN ROYAL MAIL
rANI-PACKET COM r ANY draw the attention of Shippers
skd Passengers to the 329th section of the New Merchant
DPing Act, which is as follows
re,,,?,.`", Person shall be entitled to carry in any ship, or
.to
e master or owner of any ship to carry therein,
Vhieh°r.hs, Oil of Yitrol, Gunpowder, or any other Goods
kli: In the judgment of such master or owner, are of a dan-
y-- nature ; and if any person carries or sends by any ship
of a dangerous nature, without distinctly marking
or ot4ature on the outside of the packagecontaining the same,
siniol; befwrie giving notice in writing to the mahter or owner,
the time of carrying or sending the same to be
-ezces he shall for every such offencs incur a penalty not
tetui"e-"1,0 100 ; and the master or owner of an ship ray
hod, `uttake on board any parcel that he suspects to contain
. a dangerous
facture, and may require them to be
t° aseertam* the "
41TI,su
AND NORTH AMERICAN ROYAL MAIL STEAM

' SHIPS.
iv. • ‘ ~\ APPOINTED BY THE ADMIRALTY
To sail between
Q'4.-‘7. 1 • LIVERPOOL AND .NEW YORK DIRECT,
--,,.• _.r.,
__ And between
Tie la LIVERPOOL AND BOSTON,
Gston Ships only CALLING at HALIFAX, to land and
receive Passengers and her Majesty's Mails.
11,,11.8/A Captains. ' Captains
, n'4A,III-A•••••-0. IL E. Judkins. AFRICA Neil Shannon
~,',IIA ----James Stone. AMERICA .... . W. F. Millar
`4,11,6%-:NIAGARA Alex. ltyrie
''4•....W. J. C. Lang. EUROPA John Leitch
CAMBRIA Captain Small.
Tile Under-noted or other Vessels are appointed to Sail
504:4 From LIVERPOOL. 1859
`tfiLk ICA ......For Halifax and Boston Saturday... Oct. 22
Col .... .... ........ For New. York Saturday. 29
yAl'Rinu,A... ...... For Halifax and Boston Saturday... Nov. 5
ir.kG.-A. .:. ..... F New York Saturday... Nov. 12
.P.48-.64 ........ Foorr Halifax and Boston Saturday...Nov. 19
I 4
......... For New York Saturday... Nov. 26
4,81 A From AMERICA. 1b59
CA,Nkt. ........... From New York Wednesday... Oct. 12
APRI 4 ....Fromß t a Wednesday... Oct. 19
z_ ek ...._ os o
pits?pA ......... F,rom New York Wednesday... Oct. 26
4 ........ I. rom Boston Wednesday...Nov. 2
1,...,The ....... From New York Wednesday... Nov. 9
171(14 at;.teng
vuerseY ers
City, and Goods for New York are intended to be
'l4" f' within the jurisdicti on of the Custom-
?AAA t:York.
k }oziay FROM LIVERPOOL TO HALIFAX AND BOSTON.
Chief Cabin Twenty-two Pounds.
Second Cabin sixteen Pounds.

TO NEW YORK DXRECT.

Chief Cabin Twenty-six Pounds.
Bee
1.48 and Cabin Eighteen Pounds.
ettres include Steward's Fee and Provisions, but without
N.ll Ines or Liquors which can be obtained. on board.
limited
1411fibi,-I.lleac Steam-sh'ips have accommodation for a
g Pa,,,°' Second Cabin Passengers.
'rtenf i`gers are allowed- t nty cubic feet of personalluggage
ttlrio.r‘eretigablt 't, bu t te ag e twenty
tes do not guarantee to reserve room
thapi.,,,,.-B,nrrr4vlrslalaluggage when. it exceeds half a ton measurement.
.--takes the e not permitted to go on board by the steamer
~,',„e Mail
41701),,eetf;ify-ilvre4t disappointment or difficulty, passengers are
u t be -,trtuedft pof merchandise will not be
„..areels%Bi-L"PPedthat
age, or with their luggage. .
-n4
elqpi.. " -"
ue received at the Office of the Agents here until
ofkttets-oorhestile./.,n.td%a4-y
evenings previous, to sailing.
eQ' No Consignees or others must pabs through the Post-
E,ADD', ~.ne Will be received at the Office of the Agents.
t„,b;z ',IT Icii a.liiraax, to Sir Samueltimard, Bait. ; in Boston, to
New York, to Ed. Cunard ; in Havre,
12'
NaC4 errie, 21 ttes
i, ni
d'Orl,.an s• in Paris, to Donald Currie, istead..s, de la B ~;,..seu-• London, to J. B. Foord, 52, Old
atr"4--,; ;r:e.t ; in. Glasgo'wm, to G. and J. Burns, 9, Buchanan-
lu Liverpool to
The D. and C. MACIVER, 8, Water-street.
r-
dar
neXAM, tEhiline. A will stait for Halifax and Boston on Satu
44. L.Quiit e 42nd. The steam-tender SATELLITE will 1-al -e
A ..).t.at ,r,2r-stasre, opposite the Baths, _
' George's Pier, that
'tlitc4" O'clock afternoon, with the Passengers fcr the
l'Ptic...—....