The Sun.
London, England, 1863-01-12 00:00:00

THE SUN, LONDON, MONDAY KVENENG, JANUARY 13, 1869

the crush at the doors of a theatre on the first night
of a pantomime. Between 1 and 2 o'clock thou-
sands of anxious travellers by the new route were
collected outside the Victoria-street terminus, and
when the outer doors were opened, which was only
at intervals, the rush was tremendous, and on
reaching the ticket office the difficulty of exchang-
ing cash for a ticket was an equally difficult task.
The platform gained, the next grand struggle was
for a seat in the incoming and presently outgoing
train. Classification was altogether ignored, the
holders of No.l being obliged to be compelled to go
in No. 3 or not at all, and vice versa. Hundreds
on each occasion, however, had to be left behind to
take their chance of the next train in rotation.
Once in motion all appeared to be right, the riding
very easy, and a train which left Farringdon-street
at 2 15 reached King's-cross station at 2 18 (a little
over a mile), bringing up at the platform in three
minutes. Gower-street was reached at 2 25, Port-
land-road at 2 30, Baker-street at 2 36, Edgeware-
road at 2 42, and the terminus at Paddington at
2 48; thus performing the joarney in 33 minutes,
including stoppages at the various stations. There
were other journeys performed which were longer,
reaching over 40 minutes ; but the time above spe-
cified may be taken as about the average time of the
running of the trains throughout the day. With
regard to this point, however, the time occupied
yesterday in the running of the trains from ter-
minus to terminus can scarcely be taken as a fair
criterion of what may be the actual time when the
excitement of an opening day is over, and the line
shall have sobered down to its ordinary traffic.
The excitement of the public to get places, and the
running about of officials at every station to each
carriage to see if there was a seat for one here and
more than half the
time
e twowhtilie,
which will
n w inobdoueobeetutpoioekdebpy
the stoppage of a
train at -each station on ordinary occasions.—
Observer.

EXAMINATION OF A BANKRUPT RAIL-
WAY CONTRACTOR.

On Saturday W. Buckwell, a railway contractor
and manufacturer of artificial stone, of Phcenix-
wharf, Greenwich, of 86, King William-street,
City, and of Casa Crola Borgomanero, in Italy, was
placed at the bar of the Guildhall Police-court, be-
fore Alderman Humphery, having been brought
from Mont Cenis by detective Sergeant Haydon,
upon a warrant charging him with not surrender-
ing to his bankruptcy on the day fixed for his last
examination. Since the bankrupt has been in cus-
tody other charges have been preferred against
him for not delivering up his books of account, and
for not making
a full disclosure of his estate.
Mr. Metcalfe, instructed by Messrs. Dangerfield
and Fraser, conducted the prosecution, and Mr.
Lewis the defence. The accountants to the estate
were Messrs. Johnstone, Cooper, and Wintle.
In this case the prisoner's trading, it is alleged,
commenced in the early part of 1960, and continued
down to February, 1862, when he became a bank-
rupt for liabilities estimated at £90,000, of which
£50,000 was due to Italian, and £40,000 to English
creditors. It is further alleged that he has been
engaged in constructing a railway
from Novara to
Lake Orla, in Italy, under a contract for £184,000;
that he has received the greater portion of that
amount, and has not expended above £15,000 on
the line; that his transactions during the year 1861
amounted to the enormous sum of £200,000, while
the assets recovered up to the present time were ex-
ceedingly small, the principal portion of his pro-
perty being in Italy, and that there is still a very

considerable amount of property withheld from the
assignees, and altogether unaccounted for. The
bankrupt attended several meetings, and was ex-
amined before the Commissioner in Bankruptcy rela-
tive to his affairs, but as he failed to appear on the
14th of May, 1862, to pass his last examination,
and evinced no intention of returning from Italy,

where he had taken up his residence, the assignees,
after a lapse of three months, obtained a warrant for
his apprehension, and placed it in the hands of Ser-
geant Haydon, of the City detective corps.
The measures taken by this officer, which resulted
in the capture of the prisoner, have been already
recorded.
The formal evidence with regard to the non-sur-
render having been given by Mr. Stubbs, one of
the messengers in bankruptcy,
Frank Collins, an insurance agent, said
manager
eheaedr
been in the bankrupt's employ as general
of his business since June, 1860, at a salary of 1;500
per annum. The Novara and Lake Orla Railway
had been commenced, but there was very little of it
coamsptlheteedatthattime. His brother, Chas. Collins,
w
bankrupt's agent in Italy, and it was with
him that he and the bankrupt corresponded on all
matters connected with the railway. Nearly all the
letters he received from his brother he gave to bank-
rupt, who took them over to Italy with the books of
account about a month before the bankruptcy. The
remainder, and those he had received since the
bankruptcy, he had given up to Messrs. Johnstone,
Cooper, and Wintle, the accountants to the estate.
The bankrupt was in difficulties when he took the
books away, and he said he wanted them in Italy
to enable him to make up his accounts. All the
contracts and other documents which he left behind
were delivered to the accountants with the letters.
While the bankrupt was in Italy he resided with
Charles Collins at the Casa Crola, and while in this
country, after the bankruptcy, with him. The bank-
rupt banked at Messrs. Masterman's bank, but the
account was kept in the name of Mr. Cadogan, the
manager of the financial department of the bank-
rupt's business. He could not tell the exact date of
the bankrupt's leaving England. The last payment
of his salary would Snot show it, as he was conti-
nually drawing on account. There was some salary
due to him still. He (witness) had an account at
the Bank of London, into which he paid all moneys
he received on the bankrupt's account. It was a
sort of joint account, but in his name. He had that
banking account before he knew the bankrupt,
having a business of his own independenottnoeefyhsm
He had not received any money on his account sincepaid
the bankruptcy, but previous to that, bankrupt was
generally
into
his
i nhi so debtwnp r considerably,ivate
accaccount
andunt
all hem therefore
received on behalf of the bankrupt. He had fre-
quently advanced large sums to the bankrupt, to
businesspay pres soiffngthcelaims.
bankrupt's He e arranged
hands a
tt o
the ta
end
dt hoefl 86stone1
but the transfer was not recognised by the assig-
nees, and it was sold off as the bankrupt's property.
He (witness) claimed the Casa Crola as his property
and the assignees claimed it as part of the bank-
rupt's estate. He had since sold it.

Mr. Harding, a clerk to Messrs. Forman and Co.,
iron merchants, of 28, Queen-street.—ln June, 1861,
we had a contract with the bankrupt to supply him
w ith 1,000 tons of iron rails, amounting to .£7,500,
and another contract in July for 1,500 tons,
amounting to £9,750. There was also an order for
some fittings in addition, making the gross total
about £20,000. We received no money on account
of those contracts, but accepted debenture bonds of
the Novara and Lake Orla Railway, to the amount
of about £9,000, covering the first shipment of about
1,300 tons of rails. We did not ship the remaining
1,200 tons, because the bankrupt failed to deposit
with us a further supply of debenture bonds, as
agreed upon. We held the debenture bonds merely
as collateral security, we did not accept them as
payment. The bonds we hold represent the amount
of £16,000.

Mr. Norton, agent to Mr. Joshua Horton, of
Worsley, in Staffordshire, iron work manufacturer
said Mr. Horton originally
sold goods to the bank-
rupt, and I afterwards adopted the transaction, and
am now a creditor for £lOO.
Mr. Metcalfe—You are scheduled for £4OO.
Witness—l had a contract to that amount, but I
did not supply the whole of the goods. I have no
lien or claim of any kind on goods at Genoa, and
have not been a party to any deed executed to give
me a lien on any goods belonging to the bankrupt.
Mr. Metcalfe—That is important, because the
witness is entered as a creditor for £4OO, secured
by a deed to that effect with regard to property be-
longing to the general body of creditors.
Witness—When I took Mr. Horton's contract
off his hands the bankrupt owed me £5OO. I
assisted him in his difficulties, and was induced to
become a promoter of the Novara and Lake Orla

Railway. He deposited with me shares in that
railway to the amount of £l,OOO to secure my
£5OO, which he undertook to pay me in three
months, but, as he failed to make good the
payment, the shares became forfeited, and the £lOO
I now claim is a portion of the £5OOl have referred to.

Mr. Metcalfe said, in several other instances the
bankrupt has, in his approximate list of creditors,
represented as creditors having liens upon goods in
different parts of Italy persons who have been paid
in full.

Mr. Lewis said—Notwithstanding the assertion
to the contrary, I am in a position to prove that
the bankrupt's debts are only £4,000, and that he
has a claim on the railway company to the amount
of £BO,OOO.

Mr. Metcalfe said so far from the bankrupt hav-
ing any such claim against the company, they had
actually put in a claim for £50,000 against the
estate; the bankrupt having obtained debenture
bonds from the company to the amount of £lOO,OOO
by means of certificates supposed to have emanated
from competent engineers, but which it was found
had been signed by the bankrupt's clerk and another
person in a similar position, while the amount ex-
pended on the line of railway up to the time of the
bankruptcy was only £5,000.
The bankrupt's examination before the Commis-
sioner in Bankruptcy was then read, of which the
following is a brief digest :—" The price of Casa
Crola was £1,600, but only £4OO has been paid off.
It was bought by Frank Collins, who borrowed the
money. It was worth more than it was sold for,
and if it had turned out a profitable investment I
believe he would have given me the option of pur-
chasing it of him, because I recommended it to him.
I think about 400 plots of land were purchased for
the railway, and £3OOO or 14000 paid for them, and
a similar amount will be required to complete other
purchases for the line throughout. Mr. Leonard
Bower, an ironfounder, of Birmingham, had a con-
tract with me for £4,500, and he holds my accep
tances and a debenture bond for £6OO. A portion of
those goods, to the amount of £l5OO, have gone out to
Italy. Those which have gone up the line are at my
order. Those at Genoa are at the order of Durante
and Co., for freight to the amount of £l2OO. Smith,
Sanderson, and Co., the railway agents, have also a
claim on them for carriage. There are 700 parcels
lying in the basin of the London Docks. Those are
Bower's goods, and he has a lien upon them by
virtue of a deed executed in Italy. The railway
company have also a lien on the goods to the
amount of £6,000 Forman and Co. have a lien on
the goods which have gone up the line to Novara.
They wanted more debentures, but I had none for
them. They already hold debentures for £28,000,
and have delivered goods to the full amount. A
portion of them to the value of £4,000 or £5,000
are lying at Newport. There is from £5,000 to
£6,000 property unencumbered on the line of rail-
road. A client of Mr. Dangerfield's served me with
process before I went to Italy, just prior to the
bankruptcy, and after that I wrote to Charles Col-
lins, my agent in Italy, directing him to execute all
the necessary deeds to secure various creditors. I
did not know at that time that a notice of bank-
ruptcy had been served at my office or residence.
Norton holds security for a small amount on goods
lying at Genoa, Borgomanero, and Novara, Rails,
sleepers, deals, and fastenings to the value of
£20,000 were sent out, and are now lying at Genoa
and at different places on the line. My family are
now living at Casa Crola. Frank Collins borrowed
part of the money to purchase that property with
of Menday, one of my sub-contractors, and he has
since repaid it. I did not borrow the money of
Menday, and never went to his house for that pur-
pose. Frank Collins was in Italy at the time, and
made the purchase on his own account. I gave up
all my letters and papers to Messrs. Johnstone
Cooper, and Wintle, the accountants.
Mr. Menday's evidence in the Court of Bank-
ruptcy entirely negatived the bankrupt's statement,
his account being that the bankrupt borrowed £BO
of him for the purpose of paying the deposit for
the purchase of Casa Crola, which amount had never
been repaid to him, and he was still a creditor to
that extent.

The evidence of another witness was to the effect
that the bankrupt had stated that he was the pur-
chaser of Casa Crola.

Mr. Metcalfe said the bankrupt had purchased
various quantities of land in his own name, of which
he had rendered no account whatever.

Mr. Lewis made a most urgent appeal on behalf
of the bankrupt on the question of bail, which
Alderman tiurnphery declined to entertain, and the
bankrupt was ultimately remanded in custody.

The Fatal Collision in Southampton Water,

SOUTHAMPTON, SATURDAY.

The adjourned inquest upon the body of William
Goodridge, the pilot killed in this unfortunate acci-
dent, was resumed at the Canute Castle Hotel, be-
fore Mr. E. Coxwell, the coroner, at 4 o'clock this
afternoon. The proceedings having been only
formally opened on Friday, the jury, on their
assembling today, were further sworn to in-
quire into the cause of death of Nathaniel
Roberton, the other pilot, who had since
died from the injuries he received. The body.
of the fireman, Gaston, has not yet been found.
Several persons interested in shipping affairs were
present, and Mr. J. Sharp, jun., solicitor, again at-
tended to watch the proceedings on the part of the
Peninsular and Oriental Company, to whom the
Ceylon steamer belongs.

Francis F. Green way, master of the steam tug
Aid, was the first witness called, and having re-
peated the evidence given by him on the previous
day, he further deposed as follows :—The tug was
lashed to the port side of the brig. Before we got
to Calshot we observed two rockets from a ship
coming up the west channel, which we supposed to
be the Ceylon, and from which we were then 6 to 7
miles distant. About a quarter of an hour after-
wards I saw the ship, distinguishing her three masts,
just open with each other, before I saw her lights.
As this time, I imagine, we were about two miles
from Calshot, on the north shore, and it was near
low water. Shortly afterwards I saw the port red
light and the masthead light of the steamer, which
was then apparently halfway between Calshot Spit
buoy and Black Jack buoy. We kept our course at
that time. Very shortly afterwards I saw the three
lights in a fair triangle, which showed that the ves-
sel was coming right ahead. Immediately after-
wards the port light was shut in, showing the star-
board light broad, which I reported to Wm. Good-
ridge, the pilot in charge of the Ridesdale. He
said, " I see them distinctly," and ordered his helm
to be put astarboard, and mine also to assist the
ship coming to. I should think we were at that
time about a mile and a half from the steamer.
Shortly after this we saw the three lights again,
and then the starboard light was shut in, and the
port red light showed bright. This was a very few
minutes before the collision. The helm of the brig
was then hard astarboard, and that of the tug also.
The pilot Goodridge ordered them to port the helm,
and the captain of the brig said, No, it's too
late; keep the helm starboard." The pilot
then ordered me to stop the tug, but
the captain said, " Do not ; go on ahead full
speed." Almost at the same moment the captain,
the two pilots, and most of the crew, jumped on
board the tug from the brig, and within a few
seconds the Ceylon ran into the brig amidships, just
before the main rigging. Oar head was as nearly
across the river as possible, to the northward and
eastward, the same direction as the brig now lies in.
The head of the Ceylon was up the river, rather to-
wards the north shore. We were near the north
edge of the channel. We were well in shore before
we starboarded our helm. At the time of the colli-
sion we were a little below Bald-head buoy, where
the brig now lies. She was struck on the starboard
side, and sank almost immediately. In the concus-
sion the tug was separated from the brig, but before
this the bowsprit of the Ceylon struck the Aid's
funnel, which fell on the port side fore and aft. At
the same time I was struck by one of the shrouds
and knocked down. V% ith the assistance of my mate
I got up, and immediately went to the safety-valve
and placed the weight Close to the valve to allow the
steam to escape. I ordered the engineer to go and
draw the fires, and he called out for the fireman who
was missing and could not be found. The mate then

came forward and told me there was a man killed,
and on going aft I saw the body of the deceased,
William Goodridge. He was quite dead, lying close
to the funnel, his head in a pool of blood. Just
afterwards the engineer came up on deck, and then
we saw the deceased, Nathaniel Roberton, sitting
on the little house abaft the rudderhead, with one
of his legs smashed to a mummy: I took a hand-
kerchief out of my pocket and we tied it as tight as
possible round Roberton's leg above the knee, to
prevent the blood from escaping, as he began to
get very weak. Immediately after the collision the
Ceylon stopped and laid by us, and her doctor came
on board the Aid, and on examination pronounced
Goodridge to be dead, and desired that we would
get Roberton on board the Ceylon as soon as pos-
sible. I had him taken on board, and we returned
to the Aid. After this Captain Cockett, of the
Phoenix tug, came to us, and took the Aid in tow,
and we brought up the body of Goodridge to the
docks. When we first left with the brig in tow we
had not our lights burning, but immediately after-
wards showed all three—white at the masthead,
red on the port side, and green on the starboard.
When I saw the masts of the Ceylon coming round
the Spit buoy I ordered our lights to be taken in,
not considering them wanted, as it was good day-
light and the moon shining also. This was almost
immediately before the collision. I consider the
accident attributable to the Ceylon having first star•
boarded her helm, shutting in her port light dead,
from twelve to fifteen minutes before the collision,
which induced us to do the same. In five or ten
minutes after this she again ported her helm, and
showed her three lights. This was probably five
or ten minutes before the collision. We did not
alter our course when we saw the Ceylon port her
helm, knowing that she could not come near us
without getting aground. If we had ported our
helm instead of keeping on when the Ceylon ported,
the tug would have been struck instead of the brig,
and then every soul would have been lost—the ex-
plosion would have done that. When the Ceylon
had ported her helm she kept it steady. At the
time of the collision the brig was over on the north
shore, as close as we dared go.
By Mr. Sharp—We saw the Ceylon's three lights
but a very short time—not longer than it would
take for so large a ship to alter her course. We
were going through the water at about four knots,
with the tide spent. I could not say which of our
lights were taken in first, bat all were in when the
collision occurred. There was a masthead light on
the brig when I first went to her, but I do not
know whether it bad been taken in prior to the col-
lision. As the Ceylon came round the Spit she
would first show her three lights, and then she shut
in the port light. lam acquainted with the regu-
lation of the Merchant Marine Act requiring ships
to port their helm in all cases, and did not comply
with it, because, if a collision can be avoided by
starboarding the helm, one is in duty bound to do
so. The Ceylon did not, after the collision, pass
round the bow of the sunken brig, and between the
brig and the Hamble shore. lam quite sure of
this. The Ceylon stopped dead after the collision.
By a Juryman—lf the orders of the pilot had
been obeyed, to stop the tug, the collision would not
have been avoided, as we should have been thrown
more athwart the river than we were. Our only
plan was to try to get past her. I made sure the
Ceylon would have touched the ground before she
struck us.

Samuel Montgomery, mate of the Aid, examined
—When I first saw the Ceylon's lights we were
about 200 yards inside Calshot Castle, on the north
shore, and the Ceylon was right ahead, I should
think from a quarter to half a mile distant. Our
helm was at that time amidships, steady, and I
should say we were going about four knots. I saw
the Ceylon after her course about 10 minutes before
the collision, by starboarding helm. I could not
see her lights, as the vessel we were towing was
between us and the Ceylon. After that she must
have again altered her course, as I heard some one
call out that she would be into us. I jumped up,
and saw all three of her lights blazing away right
broadside on to the brig. Immediately afterwards
she struck the brig, which sank directly, the people
on board having jumped on to the tug. At the same
time our funnel was carried away, and fell aft on
the port side. I shortly afterwards saw Goodridge
lying with his head under the funnel, his face to
deck. He was moaning when I first saw him. I
rolled the funnel away a little, and ran for assist-
ance. He was dead directly. Roberton was fur-
ther aft, in a lying position, with his left leg
smashed. The only order I heard was one from
Captain Greenway, ordering me to starboard our
helm to assist the brig in coming off clear of the
Ceylon. I kept it starboard, but on the instant of
the collision I, of my own accord, put it aport to
clear our quarter of the collision.

Francis Bargeer, chief officer of the Ceylon, ex-
amined—The Ceylon is 1,375 registered tonnage.
We arrived from Alexandria on Friday morning.
I relieved the deck at a quarter-past 4, when we
were inside the Needles, about a mile from Hurst.
All our lights were burning. The weather was over-
cast, with a light breeze from the north-west. The
steamer was in charge of a Ryde pilot named
Steward, and about half-past swe took on board
, our Southampton pilot, George Tubbs. We passed
the Spit buoy about 6 o'clock, and about a quarter
of an hour after, when between Calshot and the
lightship, inside the Black Jack buoy, a sail was
reported a little on our port bow. By the aid of my
' glasses I could see it was a craft of some sort in
tow of a steamer, distant about a mile. I saw a
light from the masthead, but could see them with-
out lights. They were approaching us. Directly
the sail was reported the helm was put hardaport
by order of the pilot. Suddenly I saw the position
of the vessel in tow altered, and standing right
across our bows, by her helm being put astarboard.
The pilot Tubbs ordered the engines to be stopped
and reversed immediately, which was done. I am
certain that cur helm was never starboarded from
the time the vessel was first reported. There
were six men at the helm who can prove it. The
helm was put hardaport, and there kept until the
collision took place. I thick when the helm was
Irst ported we were nearly in mid channel. The
effect of porting the helm was to take us over to
the north shore. The engines were reversed quite
three minutes before the collision occurred. From
the position of the ship I was certain a collision
would take place, and therefore they were stopped
immediately. We had tot los our way, but her
speed was greatly reduced. My opinion is that if
we had struck the vessel while at full speed we
must have gone right over her. Immediately after
the collision I went on to the forecastle to clear
away the wreck, and I cannot say whether we
passed between the ship and the north shore. If,
instead of porting our helm, we had kept our course
we should probably have gone clear, but the rule is,
" Port your helm v ith a ship ahead," and we did
not anticipate that the brig would starboard her
helm. When I first saw the vessel she was a little
on our port bow, and our head was up the river.
We struck the brig on the starboard quarter. We
were going about seven miles an hour when I
first saw the brig. Our full speed is 10-4- to 11 knots
per hour.

By Mr. Sharp—lf the other vessel had ported
her helm in the slightest degree wlen we did she
would have gone quite clear.

George Tubbs sworn—l am a licensed pilot at this
port, and yesterday morning I boarded the Ceylon
off Lepe about five or ten minutes after 6 o'clock.
We rounded the Spit buoy about half-past 6. When
about halfway between the lightship and Black
Jack buoy I first saw a light on board a vessel com-
ing down the river, about a mile and a quarter dis-
tant. We were then about mid channel, and our
head about north to keep clear of Black Jack. As
soon as I saw the light I ordered the helm to
be put hardaport. The light was a little on the
Ceylon's port bow.
As soon as I saw there
was danger I ordered the engines to be stopped
and reversed at full speed. This was
done three or four minutes before the collision, but
the Ceylon had not lost her way. She had been
going at from 7 to 8 knots, and not full speed. Just
before we stopped the engines I saw the other vessel
right athwart our bows, going away to the eastward.
the helm of the brig being starboarded brought her
between us and the tug, so that 1 could not see the
tug's lights, if she had any. It was then about a

quarter or 20 minutes to 7 o'clock. It was not light,
but hazy, but I could see the vessel when she was
within about a quarter of a mile from us. After the
collision we backed astern clear of the wreck, and
laid by her. My son went off in one of the boats
and took four men off the wreck. When the boats
returned to the Ceylon we proceeded up the river
passing to the northward and eastward of the
wreck, between her and the Hamble shore, with
plenty of water. The Ceylon draws 18ft, of Nit ater.
William Clark Thompson—I am second engineer
of the Ceylon, and had charge of the engines yes-
terday morning from 4 o'clock. As near as I can
recollect, about half-past 6 o'clock I received orders
to stop and reverse at full speed. It was not over
a minute before they were reversed at full speed.
I never felt any sh6ck either before or after I re-
ceived the orders, and did not know of any colli-
sion till afterwards. The engines were reversed close
upon 10 minutes. Before I received the orders we
were making 47 revolutions, and that would take
us about 7-1 knots per hour. IV e generally make 56
to 58 revolutions at full speed. When going at 71
knots it would take nearly a quarter of an hour to
stop her way altogether after her engines were
stopped and reversed.

The Coroner said he thought that sufficient evi-
dence had been given for the purposes of this in-
quiry as to the cause of death of the two unfortu-
nate men. A more minute examination into the
nautical bearings of the case might be required by
the Board of trade, but they had now nothing to
do with that.

The jury were of the same opinion, and a verdict
of Accidental Death was returned.

It may be well to mention here that Captain
Reader, of the brig Redesdale, received a severe
contusion of the head (as will be seen by the
medical evidence above reported), instead of his
ribs being fractured.

The Coroner's inquiry occupied over five hours
to-day.

IRONMASTERS' QUARTERLY MEETING.

DUDLEY, SATURDAY EVENING.

The closing meeting of the ironmasters of South Stafford-
shire and East Worcestershire was held here this evening.
The actual business of quarter-day had been so nearly ex-
hausted at Birmingham on Thursday, that the attendance
here was even smaller than at Wolverhampton, and the
engagements entered into for manufactured iron were to_ a
limited extent only ; but the feeling was quite as good as
that evinced at the preceding meetings, and, as most of the
works are well supplied with orders to occupy them at least
until the middle of the quarter, there is no anxiety as to
the future ; indeed, it is now believed that the quantity of
finished iron sold this week has been larger than was be-
lieved even at the close of the meeting at Birmingham;
probably the transactions have been greater than on any
January quarter-day since 1857.

There was a little business reported in pig-iron at this
meeting, the rise in the price reported at Wolverhampton
being obtained without difficulty. For cinder-pig there is
not much inquiry, but good hot-blast iron commands £3
7s. 6d. a ton. The make of " pig" has increased since this
time last year; at that time there were 110 furnaces in blast

in this district (that is exclusive of Shropshire), now there
are 121 in and 67 out of blast, but it is understood that
others are to be blown in.

The coal trade in this neighbourhood is brisk ; the cornett
are all in full work, and it is in contemplation to open fresh
pits on the western side of this town. There is a good deal
going hence to the London market.
The various manufacturing trades carried on in this loca-
lity, and on to Brettel Lane and Brierly Hill, are doing a
fair stroke of business for the year; and about the district
generally there are more signs of animation than for several
years at this season. Labour is well employed; and the
appearance of this town this evening is such as to afford
some proof that the large population about it is in the en-
joyment of a fair amount of prosperity.
The traffic on the Old Birmingham Canal is increasing,
it intersects the busiest part of the district, so that the in-
creased tonnage is corroborative of the reports that the trade
is improving.

COUNTRY MARKETS.

,_ .~,

NORWICH—SATURDAY.
The supply of wheat at to•day's market was good, but
the condition of many samples was moderate; still last
week's rates were supported for all descriptions of quality.
There was a fair supply of barley, and in some instances
more money was made for both malting and distilling sorts.
Flour supported last week's prices.
White wheat. 48s to 51. Red wheat 44s to 48e
Malting barley ...36e to 37s Chevalier barley 338 to 358
Distilling do 28s to 30s l Oats.. 24Q to 28s
Flour, 34s Od to —s Od per sack from the miller.