The Sun.
London, England, 1852-09-29 00:00:00

N°.18,728.] LONDON, WEDNESDAY - 5F3 "
4 all S = SEPTEMBER 29, 1852.

THE BANK OF INDIA.
Capital 100 Lacs of Rupees, or 1,002,0001. sterling, in 50,000
Shares of 200 Rupees, or 201. sterling each (with power to increase
the Capital to 2,000,0001. sterling). Deposit 51. sterling per share.
Application will be made to her Majesty's Government and the
Government of India for Charters of Incorporation, to limit the lia-
bility of shareholders.

SOLICITOB.S.—Messrs. Hughes, Kearsey, and Masterman, London,

BROKERS.—Messrs. Foster and Braithwaite,

The stablished for the purpose of carrying on the
general business of banking and exchange in India, China, the
Mauritius, Ceylon, Singapore, and other eastern possessions of the
British empire ; for receiving deposits and making remittances ; for
granting cash credits and making advances upon approved securi•
ties ; for issuing circular notes payable in Europe, Egypt, the prin-
cipal stations on the Overland routes to India, and at the different
establishments of the bank ; for granting local drafts and credits ;
and for all other legitmate banking business.
The large capital of the Bank of India will render it a safe medium
of deposits and investment for the Indian community, whilst the
sources of profit to be derived from the extended operations of the
hank, by means of its different agencies, and the high rate of in-
terest obtainable in India, will ensure a large and profitable return
upon the capital invested, and will, it is confidently expected, justiiy
the allowance of a moderate rate of interest to the depositors.
The great success which has attended the operations of the exist-
ing ti anking establishments in this country, connected with the East
Indies, and of the well-conducted I cal banks in the different Pre-
sidenciec, and the encouragement given to the employment of capital
in similar undertakings by the extension of commerce and railways,
has led to the formation of the Baltic of India.
The extension of banking facilities necessary to meet the growing
requirements of the mercantile community and of the large civil and
military establishments of India, and the development of the sources
of wealth of that country which must arise from its improved internal
communication by the railways projected and now in progress there,
will open an extensive and profitable field fur the operations of the
Bank at its different branches.
The objections which were formerly entertained to the manage-
ment in England of banking establishments connected with countries
so distant as India have been removed, by the rapid means of inter-
course now existing between these two countries.
The certainty and rapidity of this communication will be further
increased by the new lines of railway now in progress on the conti-
nent of Europe and in Egypt, and by the agency of the electric and
sub-marine telegraphs about to be established by powerful companies
already In operation.
Arrangements are in progress to secure to this Company the co-
operation and support of some,of the largest uative_merchants of.
rndia, which will extend the operations of the Bank amongst that
class of the Indian community.
Application will be made to her Majesty's Government and to the
Government of India for charters of incorporation to limit the lia-
bility of the Shareholders, and power will be taken to increase the
capital of the Company to 2,000,0001. sterling, in which event the
new shares will, in the first instance, be offered for distribution
amongst the existing Shareholders, and such other parties as, from
their local connexions and other circumstances, may be considered
likely to extend the business of the Bank.
The arrangements for the constitution of this Company are now
nearly completed, and full prospectuses, with the names of the Board
of Directors, will be pablished in a few days.
In the meantime, further information may he obtained at the
temporary Offices of the Company, No. 4, Adam's-court, Old Broad-
street, City.

ANTWERP and ROTTERDAM RAILWAY
COMPANY.
Capital, 12,500,000 francs, or 500,0J0/., in 50,000 shares of 250
francs, or 101. each.

Deposit, 31. per share, on payment of which Certificates will be
issued " to bearer."
" Societe Anonyme," with limited liability.
BOARD OF DIRECTORS.
PRESIDENT —Mons . J. P. M ATTIIIEU, Director of
the Belgian National Bank ; and of the " Societe
Generale • • • • • • • • Brussels.
Samuel Laing, Esq., M.P. .. .. London.
John Masterman, Esq., jun. .. .. London.
James Ashwell, Esq. .. London.
M. Louis Gihoul, Director of the Louvain and Charleroi
Railway Company • -

.. Brussels.

COMMISSAIRES.
M. Adolphe Deschamps, Member of the Chamber of
Representatives in Belgium, and late Minister of
Public Works and Foreign Affairs
M. Le Chevalier Drout, Belgian Legation
M. Demanet, Colonel of Engineers, and Managing
Director of the Louvain and Charleroi Railway Com-
pany

Brussels.
London.

Brussels.

BANNERS
In London—Messrs. Masterman, Peters, and Co.
In Brussels—Messrs..T. P. Matthieu and Son.
In Paris—Messrs. Fould, Fould Oppenheim, and Co.

SOLICITORS.
Messrs. Risen and Son, No. 11, King William-street .. London.

A VOCAT.

M. Stoclet ..

.. Brussels.

SECRETARY.

NV. M. Shaw, Esq. ..

.. London.

BROKERS.

Messrs. Foster and Braithwaite, GB, Old Broad-street,
Messrs. Hutchinson and Son, 39, Lothbury London.
Offices in London-16, Cannon-street.

The Antwerp and Rotterdam Railway will be the great connect-
ing link between the lines of France, Belgium, and Germany at one
end, and of Holland at the other, and will form a direct intercom-
munication with the railways of Central and Southern Europe for
the inhabitants of Rotterdam, Amsterdam, and the Hague.
It is proposed to effect this national benefit by means of a railway
from the Government station at Antwerp to the Meuse at Rodtivart,
a length of about thirty-five miles, in connexion with a steam-boat
service from thence to Rotterdam, a distance of about sixteen miles,
until a railway—for which surveys are in progress—is decided upon.
In the interval, the steam-boat service is wholly In an Inland or river
navigation, passengers and goods will be transferred at a railway
wharf is deep water, at Rodevart, so that the journey between Ant-
werp and Rotterdam will be easily and comfortably accomplished in
about three hours, instead of occupying ten hours as at present—the
fares being less than half the present cost.
The district to be traversed by this line comprises the best of the
Polders of Belgium and Holland, which are of a remarkable richness
and fertility. Its dense population enjoys a high condition of wealth
and comfort. Whilst the numbers per square mile in Belgium, Eng-
land, and France, are respectively—Belgium, 382; Great Britain,
231 ; France, 170 ; the census of the inhabitants located on the three
hundred and sixty square miles a ijacent to this line gives a total of
291,730 persons, or about 840 per square mile—more than double the
general average of Belgium.
The branch to Breda, in length about fourteen miles, will secure
the traffic from Bois-le-Due, Tilbourd, and a large range of fertile
country, from which the o'd and main roads converge towards and
unite at Breda.
This line has long been considered one of the most important and
profitable sections of the Dutch and Belgian systems of railway, and
has been the object of protracted negotiations between the two Go-
vernments. The concession for the portion of the line in Holland,
which is about three-fourths of the whole, was signed by the King of
Holland on the 21st July last. For the five leagues of the line ill the
Kingdom of Belgum, a convention has been signed by the Minister
of Public Works, which on y awaits the meeting of the Legislative
Chambers to receive a formal ratification. A convention between
the two kingdoms, to establish this line of communication, has re-
ceived the Royal assent in both countries, and was formally ex-
changed on the 4th of last month (see the " Moniteur Beige" of the
14th August, 1852.)
The Concession is for ninety years, and the tariff for passengers
and goods is similar to that of the Belgian State Railways.
This Company is based upon a contractalr eacly concluded with a
responsib'e contractor, Mr. George Wythes, which he
undertakes to purchase the land, and construct the bridges, works
of art and stations fora double line ; and to execute the earthworks
for, and lay down and complete, a single line of rails ; as well as
to provide all the rolling stock, plant, and workshops. Provision is
also made for the payment, by the contractor, of all preliminary
and incidental expenses, including the cost of the concession, and
also of interest, half-yearly, at the rate of 5 per cent. per annum,
upon the capital called up, until the opening of the line, which
is expected to take place in less than two years from the date of
the concession. The whole outlay of capital will thus be covered
by the contract price of 500,0001., or about 10,0001. per mile, for
which fixed sum the shareholders will become possessed of a line
of railway with most favouraWe gradients and curves, complete and
ready for opening.
As regards the prospects of traffic, it may be observed that the
average gross receipts of the Belgian state railways for the year
1850, as published in the Government statistical returns, amounted
to 1,7101. per mile, which in this case, would give a profit of up-
wards of 10 per cent. on the guaranteed cost of 10,000/. per mile.
It is apparent, however, that the receipts on this line may be ex-
pected to exceed the average of the 360 miles of Belgian State rail-
ways. First, because the local population in the district traversed
is more than twice as dense as the general average of Belgium, and in
a condition of greater prosperity. Second, because the line forms a
direct prolongation of the railway from Brussels to Antwerp, which
is probably the most productive section of railway in Europe—pro-
ducing an average receipt of about 6,0001. per mile per annum.
Third, because this line, from its position, must command the greater
part of the through traffic between Holland, Belgium, France, and
the South of Europe—the extent of which may be judged of from the
fact that the value of the merchandise transported to and fro be •
tween Belgium and Holland amounted in 'ffie year 1850 to a value
of 4,429,9891., which was in great part received at, and sent from,
Antwerp. These statements are based upon the annual publication
of the details of foreign commerce, made by the Belgian Minister of
Finance.
Under the form of a " Societe Anonyme," the Shareholder's
liability is limited to his "holding." The capital will be represented
by 50,000 shares of 101. each, of which 20,000 shares are already
taken in Holland, Belgium, and France. By the terms of the
statutes of the " Societe," the certificates of the shares will be issued
" to bearer."
mFaot
ot Foster
mapan d
Applications for Prospectuses and Shares may be made to Messrs.
anayeafuterthierreisnsfrost:
Braithwaite,
tained at the Company's Offices, No. 16, Cannon-street, City.
HutchiNnvsaiotne,an6Bd,
OSloanus,ro3a9d,.stLroeettbaurynd,
beNo. 16, Cannon-street, London, Sept. 24, 1852.

_:=L_-_--------_
ANT WERP and R
OMPANYOTTERDAbI RAILWAY
C.
Notice is hereby given, that NO FURTHER APPLICATIONS
for SIIARES can be received after THURSDAY, the 30th instant.
W. MACKENZIE SHAW, Secretary.
16, Cannon-street, Sept. 28, 1852.
_ --

rianow—rf. . R. 11. PRINCE ALBERT.
ROYAL POLYTECHNISC INSTITUTION.
LECTURE.
By J. H. pepper, Esq., on Testing Gold, and on the Australian Gold
Districts.
By Dr. Bachhoffner on the Mode of Preserving Fresh Provisions, il-
lustrated by Specimens from Messrs. Ritchie and M'Call, and
Samples of Fadeuilhe's Solidified Preserved Milk, and Moore's Pa-
tent Concentrated Milk.
By Mr. Crispe, on Morrall's Patent Needles.
By George Buckland, Esq., on Music, entitled Musical Varieties,
Second Series, with Vocal Illustrations, assisted by Miss Blanche
Younge, R.A. of Music.
New Series of Dissolving Views, &c., &c.
Admission, Is. ; Schools and Children under Ten years of age,
ger-price. For Hours, see Programme.

DR. CULVERWELL'S NEW WORKS.
To be had of Sherwood, 23, Paternoster-row; Carvalho,
147, Fleet-street; Mann, 39, Cernbill ; or direct from the author ;
price One Shilling each; by post, Is. 6d.
ENJOYMENT OF LIFE.

"Health, Recreation, and Rational Use of Time."
CorrENrs :—Early Rising—Spring and Summer gornings—Ea-
cursions about the Environs of London—The rants, Lanes, Hills,
Forests, Fields, nigh-roads, and other pleasant places—Country
Trips and Rambles—The Sea—London at Night—Evenings at Home
—Music—The Drama—On Eating, Drinking, Sleeping, Bathing,
Air, Rest,Ease, Occupation, 8{4.,
H 844.

FRAGMENTS FROM THE MOUNTAINS. Two Vol&
. T.

VISIT TO THE LAKES
Vol. SK
ITCH OF EDINBURGH, &c,
THE LAKES OF KILL LIINEY ; REMINISCENCES OF
DUBLIN, Br.c.
WHAT TO EAT, DRINK, AND AVOID,
" That three score years and ten our course may run."
A popular review of almost every form (cause and cure) of ner-
vously-debilitated health find enfeebled constitution, that harasses
the young, besets the man of pleasure, business, or study, and em-
bitters old age ; with tables and rules for the diet and physical regu-
.ation of every-day life.

IV.
TILE PASSIONS.
"What passions hurt the body—what improve,
Truths as refined as Athens ever heard."
BuBJEcT :—Life's pilgrimage, from infancy to old ago. The ad',
cent of the passions. Chastity and its infringements. The casual-
ties oflicentiousness and dissipation, with illustrations graphic, nar-
ritive, and remediatlye. Advocacy of early marriages.

V. I
TELE MARRIAGE STATE.
To be or not to be,
that is the question."
riOGRAMMIS :—Laws and obligations of nature, society, and roll-
glen regarding marriage, to be observed by either sca. Time and
choice, on both sides, as to age, temperament, comple?iion, and
figure, to` secure healthy offspring, with the art of rearing them.
P hysieal defectiveness and its removal. Sterility and its conversion.
Cases, &c.
By R. J. CULVERWELL, M.D. (1841), M.R.C.S. (1827), L.S.A.
1824). Twenty-five years Medical and Forensic Referee in these
matters. Reception hours daily till
iivo. r.venlngs, &Tea till
liixia. 10, Argyll-place, Regent-street.

FRASER'S MAGAZINE for OCTOBER.
Price 2s. 6d., or by post, 35., contains :
The Duke of Wellington. and the Republic. By an Eye
Bear Hunting in India Witness. Chaps. 11-13.
Hypatia ; or, New Foes with an Edward Gibbon.
Old Face. By the Author of More Fish Tattle.
"Yeast." Chaps. 19 and 20. The Gurnard Group.
On the Character of Sir John Fal- Sir llubert's Hole.
st ff. Tea Table Literature Martin
Autobiography of Captain I)igby Farquhar Tupper's Works.
Grand. Chaps. 21 and 22. Slavery in the Southern States.
Sketches of Rome under the Pope By a Carolinian.
London : John W. Parker and Son, West Strand.

THE BITTER BEER CONTROVERSY.
Fora full account of this gigantic BEER PUFF, see the next
Number of the MEDICAL CIRCULAR, with Critical Remarks on
the conduct of Mr. Allsopp and Baron Liebig.
Published on Wednesday next, price 3d. ; by post, 4d.
Advertise:nents received at the Otlice, 4, Adam-street, Adelphi, tip
to Tuesday, Twelve o'clock.
The trade supplied by Gilbert and Co., Paternoster-row.

TEGU'S CONCERTINA. PRECEPTOR.
Imperial Bvo. sewed, price 23.,
CONCERTINA PRECEPTOR, containing the
Rudiments of Music, Glossary of Musical Terms, Exer-
cises and scales ; also a selection of the most popular Tunes, arranged
and fingered in an easy manner for that fashionable instrument.
By JAMES F. ILiSKINS, Member of the Royal Conservatory of
Music at Paris, and Editor of the " Geneuphonic Theory of Music."
Also may be had, the following New Editions of
HANCOCK'S IMPROVED FLUTE PRECEP TOR, price 2s.
HANCOCK'S VIOLIN PRECEPTOR, price 2s.
HANCOCK'S INSTRUCTIONS for the ACCORDION, greatly en-
larged, price 25.
London : William Tegg and Co., 85, Queen-street, Cheapside.

BRITISH COLLEGE OF HEALTH,
NEW-ROAD, LONDON,
MORISON'S PILLS IN CIIOLERA ➢fORBUS.

To Messrs. Morrison—
Gentlemen,—Having read a letter from Captain Langley, of the
trading-vessel Joseph, of this port, who lately arrived at Hull from
Riga, I transmit to you a copy, which you will feel to be your duty
to publish to all the world.
" Dear Friend,,—Respecting the universal medicine of the British
'College of Health, which you so fortunately provided me with at
Sunderland, I have every reason to believe, and Indeed I am con-
inced, that they were the means of preserving my own life as well
as some hundreds more at Riga, a great many which I was an eye
witness to. _

" On my arrival at Riga, I commenced taking the pills as a pre-
ventive or preparation for attack, t o stay its violence if assailed ;
by which means a free passage through the body prevented the in-
fectious air from producing that fatal cramp in the stomach and
limbs which has caused the death of thousands. On the ZBth of
May, however, I was most violently seized with that dreadful dis-
order, and for the iirst four hours was in a deplorable state ; but,
thank Mod, from the precautions I had used, the noxious air had
passed through my body, with very slight attacks of the cramp,
and a few strong doses of the Universals soon restored me to health.
All my men, except one (who was too timid to take the Pills with
sufficient strength, from the fear of being too violently purged,
who died in a few hours), took the Pills night and morning, and
were saved. .

" To satisfy the poor fellow who died, I got him soma medicine on
shore, but it took no effect in the least, as he ceased to exist soon
after, first becoming cold as a lump of ice, and of a dark blue co -
lour. I cannot think the cholera infections are contagious from the
touch as none of us were affected from handling the corpse.
" I left Riga on the Bth of June, and got down to Bauldra the
same day, all well, but on the 10th the mate and a boy were both
taken ill with this dreadful disease, and for six days were in a dis-
tressing state; but with a close and powerful application of the Pills
were restored to full health.

" I am happy to say I have every reason to believe that this me-
dicine alone is all-sufficient to stop the ravages of this dreadful evil,
but that its powers are best applied at an early stage, or as a prepa-
rative.

" The value of the medicine was in the highest estimation at
Riga, and great lamentations were made at the scanty supply that
could be obtained from ine and the rest of the vessels who had sup-
plies from you. Had I had 100/. worth more I could hale sold them
all, even to the French doctors that were there."
The whole of the letters that have come to Sunderland from those
vessels which had supplies of the medicines out, speak with raptures
of their efficacy.

I am, Gentlemen, your humble servant,
MICIIAEL GARDNER,
Captain of the brig Thompson, Bishop Wearmouth,
Aug. 1, 1831, now residing No. 18, L awrenee-
street, Sunderland.

ON THE PHILOSOPHY OF MARRIAGE, AND THE SECRET
INFIRMITIES OF YOUTH AND MATURITY.
WITH FIFTY COLOURED ENGRAVINGS ON STEEL.
In French, English, German, Dutch, Spanish, and Italian, in a
Sealed Envelope, 2s. 6d., or post-free, for Forty-two Stamps,
SELF-PRESERVATION; an
Analytical Investigation of the Physiology and Functions of
Marriage, in all the bearings in which that important subject affects
the health and happiness of Man,with its Disqualifications and Impe-
diments, tracing* their origin to the effects of juvenile solitary habits,
youthful excess, tropical climates, or close study; followed by prac-
tical remarks, founded on twenty years' experience in the treatment
of Impuissance, Nervous Debility, Local Weakness, Spermatorrhcea,
Syphilis, and all diseases of the Urinary and Generative System. Il-
lustrated by CO coloured Engravings, on the Anatomy of the Repro-
ductive Organs and their relative conditions ill Health and Disease.
By SAMUEL LA'MERT, M.D.,
ter, BEDFORD-SQUARE, LONDON,
Doctor of Medicine, Matriculated Member of the University of Edin-
burgh, Honorary Member of the London Hospital Medical Society,
Licentiate of Apothecaries' Hall, London, &c., &c.

The essential object of this treatise is to point out the fearful
consequences resulting from irregularities and excesses, which
have produced more misery in Youth, degradation in Man-
hood, and premature decay at all stages of life, than, perhaps, any
other class of disease known to modern pathologists. The treatment
adopted is founded on experience gained in the most celebrated
schools of medicine both in this country and in continental Europe.
The results of the knowledge thus acquired are here condensed under
the personal supervision of 1)r. La'Mert, himself one 01 tne few
legally qualified physicians who have devoted their whole and un-
divided studies to this important branch of medical science. In short,
every peculiarity relating to the treatment of the diseases incidental
to the generative system, and the means of immediate relief and
ultimate cure are described in detail. The professional reputation
of Dr. La'Alert, who has taken the most distinguished medical
and academic honours at house and abroad, is in itself a sufficient
guarantee that those who may place themselves tinder his care
will, in every instance, meet with that delicate consideration and
inviolable secrecy which are so requisite in the treatment of these
cases.

Published by the Author, and may be had of J. Gilbert, 49, Pater-
noster-row ; Ilannay, 63, Oxford-street ; Starie, Titchborne-street,
Flaymarket ; Mann, 23, Cornhill ; or free by post for forty-two
stamps, from the author, who may be consulted personally, or by
letter. daily. from Ten till Two, and from Six till Eight.

SEABORNE MAILS.
[N signifies that the mails aro sent from tho General
by the night—and M by the morning—dispatch.)

Poet-oft 0

When made up in , From what
PLACES. General Post-oflice port dis- When
London: patched. due.
• •
America (by Brit. pkt.)N Oct. 1 .. Liverpool • • Oct. 7'
America (by U.S. pkt.) N Oct. 5 .. Liverpool • • Sept. 28
America (by U.S. pkt.) M Sept. 29 .. Bouthampt. Oct. 5
Australia (via South-
ampton) • • M2O th ofeach rr onth,Southampt. Oct. 24
Ditto (via Marseilles) N,24th of each month IDover .. Oct. 17
Ditto, via C. of G. Hope N2d & 14th each mo. 'Plymouth.. Nov. 30
Africa (West coast)• • Nl4th of the month 'Plymouth
Alexandria* .• N 19th & 30th of mo.lDover .. Sept. 29
Belgium • • • • •• N Daily • • .. .. Dover .. Daily
M 9th of the month Sonthampt. Oct. 16
• Mi9th of the month ,Southampt. Oct. 16
vlaChagres)Ml2d & 17th of month Southampt. Oct. 16
California(B u Brazile nos
Cape of Good Hope Nll4th of the month Plymouth,. Sept. 26
Cape do Verds 17,2(1 of the month .. Plymouth.. Sept. 26
Constantinople' .• 1117th 17th 27th of mo Dover .. Sept. 30
Central AmericaM,2d & 17th of mon. Southampt. Oct. 1
Channel Isles • NIMon., Wed., &Fri. Southampt. Tu. Th. Sat
Chili .. . M,2d Sc 17th of mntb Southampt. Oct. 1
France .. M gaNTV7iCe daily .. .. Dover • • Twicedally
Greece' IT,7th 17th27th of mo Dover .. Oct. 2
RollandWednes. Satur. London .. Sun. Thni s
llamburgh .. Ni Tuesday & Friday London • • Tues. Sat.
Honduras . N 17th of the mouth Southampt. Oct. 16
Ireland .. M& N Twice daily !Holyhead . • Twicedal]y
India (via Sonthamp.) M 20th of the month.Southarapt. Oct. 24
India (via Marseilles) N sth&24th ofmonthlDover .. Oct. 3
India, via C. of G. Hope N 14th of month Plymouth.. Sept. 26
Mauritius .. N,l4th of month Plymouth.. iSept. 26
Mediterranean (via
Southampton) M'2oth of the month Sonthampt. ,Sept. 24
Mediterranean (via
Marseilles) N Bth&24thofmonth Dover • • Oct. 3
Mexico .. 31.11 d of the month.. Sonthampt. Ist ea. mo.
Madeira .. M 9th of the month Southampt. 'Oct. 16
Malta* fl7th,l7th,l9th,27th Dover Sept. 29
t & 30th of month
Naples' N sth 15th 25th ofmo Dover .. Oct.l 2
Papal States' N sth 15th 25th of mei Dover .. Oct. 2
Peninsula .. M 7th 17th 27th of moi South ampt. Oct. 5
Peru .. M 2d & 17th of mnth Southampt. Oct. 1
Tuscany* .. N sth 15th 25th of mo Dover • • Oct. 2
West Indies .. M 17th of the month Southampt. Oct. 1
West Indies (except
Havana & Nassau) M 2d of the month .• Sonthampt.
' The mails to those countries thus marked (') are conveyed by
French packet via Marseilles.

12c1 of the month ..ISouthampt.l
ountries thus mi :ad (*) are conveyed by
illes.

THE MAILS.

SOUTHAMPTON, TUESDAY, SEPT. 28.—The Peninsular
and Oriental Company's steam-ship Iberia, C. F. Burney,
R.N., Commander, sailed yesterday (Monday), with the
usual mails for Vigo, Oporto, Lisbon, Cadiz, and Gi-
braltar, a full general cargo, and a large number of
passengers. Owing to the re-adjustment of the Portu-
guese tariff, it is stated that the shipments of British
fabrics to Portugal by these steamers has latterly much
increased, and that tho trade will be greatly extended
by the modification of the former almost prohibitory
duties levied on certain classes of textile manufactures.
Tea has likewise recently been shipped to this quarter
by the Peninsular steamers, and this article could for-
merly be only imported into Portugal in national bot-
toms, direct from China. The steam-ship Montrose,
under the command of Captain John Bowen, has taken
her departure for Lisbon direct, to be handed over to
the Portuguese Government, who, it is understood, in-
tend to run her between Lisbon and the Portugese
settlement of Angola, touching at Madeira, Cadiz, and
the Algarves. The Montrose is now a very efficient
vessel, having been fitted with Messrs. Lamb and Sum-
mers's patent boiler, which, with other improvements in
her machinery, have augmented her speed to 10 knots.
The Jupiter (formerly employed on the Southampton,
Lisbon, and Gibraltar line) has been sold out of the ser-
vice by the Peninsular and Oriental Company. Some
very fine iron screw steam-ships of 900 or 1,000 tons
burden are being built by the Peninsular and Oriental
Company to accomplish the tri-monthly voyages to and
from Southampton, on the Vigo, Oporto, Lisbon, Cadiz,
and Gibraltar line. These vessels will be equal in speed
to the present paddle-wheel packets, but will provide
greater capacity for freight, and increased accommoda-
tion for passengers. The Royal mail steamer Parana,
Captain R. Revett, sailed hence on Sunday morning for
the Clyde to have her machinery repaired at the fac-
tory of Messrs. Caird and Co. Six weeks at least will
bo occupied in effecting these repairs, The new steam-
ship La Plata, Captain W. Allan, (may new be hourly
expected to arrive at Southampton with mails from the
West Indies and Pacific. Unless she has been detained
at St. Thomas's awaiting the arrival of the Gulf
steamer or of either of the intercolonial packets, it i 3
confidently expected the La Plata will arrive here within
the contract time for delivering the mails.

We understand that an arrangement has been
concluded between the Bishop of London and the Secretary
for Foreign Affairs as regards foreign chaplains. The Fo-
reign Secretary has consented that they should receive the
bishop's licence, on condition that there should be inserted
in every such licence, that it is valid only so long as the
chaplain holds her Majesty's appointment, and" no longer."
Several chaplains have already been licensed, and amongst
them the Lev. Konwortby Brown, U. B. N. Chaplain at
DlRdoira.

GALWAY AND THE SHANNON AS A
PACKET STATION.
A. committee, consisting of Captains F.W . leechey,
Henry Smith, and J. Crawford Caffin, haviig been
appointed by the Admiralty to inquire into tie suit-
ableness and capabilities of the ports of Galvay and
the Shannon as a Transatlantic Packet Statbn, have
made their report, which important docunent we
have authority for publishing, and which is as fol-
lows :
TO TILE SECRETARY OF THE ADMIIALTY.
Report of the Committee appointed to inquire into the
Suitablet.ess and Capabilitic-a of the Ports o Galwa)
and the Shannon for a Transatlantic Packet Station,
in connexion with a liarbour of R-ftige•
Pursuant to the instructions contained in ytur letter
of June 11th, 1852, we have the honour to transmit for
the information of the Lords Commissioners of the Ad.
miralty our report as to the relative merits of he ports
of Galway and the Shannon fora Transatlautit Packet
Station, available for steamers of the largest Oasis, em-
ployed on a service requiring the greatest regulrity and
dispatch.
11 the selection of a port for this purpose, eaJecianY
upon a naturally boisterous coast, so much depenis upon
the comparative safety and expedition with vhich a
vessel, when arriving, can be got within the limit: of her
port, or when clear of her anchorage, on departire, can
be got out to sea clear of the land on either side of her,
that we have entered upon a comparison of the merits
of the two ports above mentioned, with a view to this
important feature first.
The entrance of the Shannon, situated only S 2 miles
from the outer horn of the Great Bay, formed ietween
the Blaskets and Slyne Head, and having foul the
Blaskets on one side, and for a distance of about [5 miles
on the other, a bold precipitous coast, may be
safely approached at any time when it would be prudent
to run for a port at all; and, above all, having that part
of the coast on the west lying in such a direc-
tion as to form a natural protection from the
southerly and south-westerly gales so formi-
dable from the thick weather which 'attends them,
are circumstances that peculiarly render the situa-
tion of the Shannon preferable to that of the port of
Galway; for it must be evident that, when gales are
blowing from the south-west, and when the coast is en-
velopedin mist, the danger of approaching the land is
greatly diminished by the comparatively smooth water
which would be found at such a time between the Shan'
non and the Blaskets, as compared with that which
would occur upon a coast opposed to the full force of
the gale. Moreover, when this portion of the coast be-
comes a lee-shore, the wind is from the north-west, a
quarter in which the gales are generally accompanied
by clear weather, and when the port may under such
circumstances be safely approached.
Galway, on the other hand, with the exception of the
last-mentioned feature of being rue for, does not possess
any of the other advantages, for although the Arran
Islands are bold and high, yet if an attempt were made
to hug the shore on either side of the actual limits of
the mouth of the port for the purpose of shelter, or if it
were attempted to make the land in either of those
dangersci
ei
trheecrt ionnsf,
rocks itite
nnwa
ltohußel
adny
tbhoe
en
ra,
one
ndteahnsegi
dre iers,sk
which
enehfn
tcphorene nsset
kne
irt
ri
dn sg at
nh
de
them-
selves in their worst form, viz., of reefs and isolated
rocks, surrounded by deep water.
Mach has been said by some of the witnesses at Gal-
way of the character of the soundings off that port,
by which the position of a vessel might be deters
reined, but on referring to the Admiralty surveys, we
do not discover any such marked distinctions as would
warrant a ship running by them in thick weather;
the same may be said of the outer approach to the
Shannon, but when once entered between Kerry and
Loop Heads, the gradual shoaling of the water there
would form a safe guide to the entrance of that river.
Galway, it is true, has no tides of consequence, and so
far it has the advantage of the Shannon. To small
deeply-laden vessels, especially, this would give
Galway great claims to preference ; and it is, we
apprehend, with reference to this feature that
a preference has been given to Galway by some
of the witnesses who alluded to the strong tide of
the Shannon. But to vessels of the class and speed
of those required for the packets In question, the stream
of the Shannon does not, in the opinion of the Com-
mittee, constitute an objection of any moment; nor do
we apprehend that any inconvenience would be felt by
such vessels from the high seas, said to arise at the
mouth of the Shannon from spring tides, when running
in opposition to the westerly wiexis.
In point of situation, therefore, we give a decided
preference to the Shannon.
As regards the scarcity and accommodation of the
packets, and the convenience for landing and embarking
passengers, and dispatching the mails, we find that neither
of these ports can be said to be adapted to these services
at present. Galway Roads, although perfectly safe for a
vessel to ride at her anchors, if properly found in ground
tackling, is not sufficiently protected from the sea to be
recommended as a place where passengers can at all
times be safely or conveniently embarked or disem•
barked, and cargo taken in and discharged; and there is
no basin there sufficiently capacious, either in its depth
of entrance or width of its gates, to receive the vessels
that would be required for this purpose.
In the Shannon there are two places, Foynes and
Tarbert, either of which afford secure anchorage at all
times, but in their present state neither of them have the
F although contracted for such
lauding accommodation that is requisite for the
purpose. Foynes,
large steamers as are considered necessary for
this service, will, we think, be found suffici-
ently large, with proper accommodation, to recommend
it to the attention of their Lordships, from the very li-
mited works which will be required there. The entrance,
between the depths of water required by these vessels,
although narrow, is of sufficient width for the purposes
of the packets, as it has the advantage of always having
smooth water, and lights can readilyi
be placedn posi-
tions to afford the requisite guide to the pier at night or
in thick weather.
Tarbert, although a very secure anchorage for ship-
ping, is too exposed in that part of the roadstead which
would require to be frequented by vessels of large
draught of water, both fur passengers to be embarked.
and landed in all weathers, and for the purpose of re-
fitting and loading and discharging of the packets, and
would require heavier works to be constructed for these
purposes than we had cousidared necessary at Foynes.
But with these works, which will be particularly de-
scribed in advance, we consider that Tarbert would be
both a convenient and safe station.
After carefully considering the deficiencies of these
places respectively, we have determined that to render
Galway Roads secure and suitable for a packet
station large and extensive works would be required.
It would be necessary to protect
the anchorage by
a strong pier run off from Mutton Island to the
S.S.E, to a distance of 2,500 feet nearly, and to
fill up the space between that island and the main,
and a basin would still furiher be necessary to ensure
protection to the packets in the winter months, and
when requiring a refit. As the railway would . have to
ton Island, the masonry would require
be carried along these piers to the packets utside Mut-
and considerable expense would be incurred in the con-
struction of these works and the basin. It
.has been
b.e dressed,
suggested that a more convenient accommodation would
be afforded by a pier run off from Hare Island.
This pier would also be mare convenient for the rail-
way than the other; it would obviate the necessity for
a basin, and although the outer Piers from Mutton
Island above-mentioned would still be required, they
would only be necessary as breakwaters, and consi-
u the extension of the be
derable saving in their construction would thus be
effected; but the expense of those works would
so considerable, that we mould not recommend their
construction unless it should be found that such
saving would be effected upon
rail-
way through the town and Woes the river Corrib, and
upon the basin, which is this case would not be re-
quired, and in the construction of the outer piers also as
would compensate for the outlay. In addition to these
works, it would be necessary to place a lighthouse upon
the Black Rock, another report the Finials Rock in the
South Channel, and' to remove the Mutton Island light
to the end of the proposed pier from that island,
In order to assist us in reporting upon this part of the
inquiry, which came more immediately under the de-
partment of the civil engineer, we requested Mr. Roberts,
the district engineer of the Board of Works, to furnish
the committee with his (Onion as to what would be the
expense of constructing certain works submitted to him,
and also to give his own opinion as to what ho would
consider necessary for the purpose in view.
His reply will be found in page 50,. from which it
appears that the works whiih the Committee considered
necessary could not be executed under a sum of 227,6001.,
and judging from the expense of these limited works, it
is computed that the more complete plan before men-
tioned could not be carried out under double that sum.
Mr. Roberts, in his reply, proposed a plan coloured
red, which he' thought would afford the required
security, the expense of which ho estimated at
155,6001., including
the basin ; but, after mature
consideration of this last-mentioned plan, we were
of opinion it did not give that accommodation to
the service which was necessary, and, moreover, it
seemed probable from its form and position that it
would silt up from the onset of the water from Lough
Corrib. We have, therefore, come to the conclusion
that to adapt Galway to a Transatlantic Packet Station,
it would require, at the lowest estimate, based upon Mr.
Roberts's report, a sum of about 230,000/.*
To adapt Foynes in the Shannon to the purposes re-
quired it will be necessary to contruct a pier or jetty
near the present small harbour formed there, keep-
ing its outer face in twenty feet water at low water
spring tides; to run out a small rubble breakwater
from S.E. side of Foynes Island, to insure smooth
water at all times at this pier; and to place lights
upon the points of entrance, and also a floating light
upon the outer limit of the tongae off Scattery Island.
With these works the Shannon might be navigated at
all times, and Foynes be made available for the packets.
To assist us in these engineering questions again, we
consulted Mr. Griffiths, of the Board of Works, Dublin,
and Mr. J. Long, the district engineer at Limerick, both of
whose replies we have placed in the appendix (p. 182),

* Independent of the extension railway Or any works al-
luded to in page 30.

Mr. Griffiths, in reply,forwarded a plan which had
been sent him by Mr. Gibbons, harbour engineer,
in which he proposes to prolong the present eastern
pier of the small harbour into 22 feet water of the
chart, and to extend its front laterally to the east-
ward to 150 feet in the whole. The estimate for
this extension and filling in at the back, as shown in the
plan, he considers will be about 3,600/. Mr. Long sub-
mitted a plan of a pier on the western side of the small
harbour, and a groyne from the Island of Foynes, and
estimated the expenses of these works about 45,0001.
Another plan for the adaptation of Foynes wag sub-
mitted by Mr. Randall, the harbour master of Limerick.
Giving these plans full consideration, we have come
to the conclusion that by an extension of the pier pro,
posed by Mr. Gibbous, so as to give 800 lineal feet
clear space of wharfage (of which 650 fe©t by 50
feet wide would be in addition to his proposed
plan) would afford all the required accommo-
dation for a single line of weekly packets.* And that a
swill break water or groyne, run off from the east end
of Foynes Island, would insure smooth water at all
times to the packets lying at this pier. Under the im-
p:ession that this port will be found very limited, should
an increase of traffic take place, we refrain from re-
commending the construction of any works not absolutely
necessary, and more especially any of a costly nature.
.The
expenses of the plan proposed by the committee (taking
Mr. Gibbons' estimate of his work as a guide, and Mr.
Long's estimate of the groyne) would be somewhere
about 12,0001. or 13,0001., independent of the staging
to the westward of the small harboant With refe-
rence to the connexion of Foynes with the Limerick
Railway to Dublin, it will be seen by the evidence of Sir
Matthew Barrington that there are no engineering diffi-
culties, and that a company would no doubt be formed to
carry into execution a line of way, which has been
already surveyed and plans lodged in the Parliamentary-
office in London.

In this statement we find the distance to be about 24
statute miles, and by the estimate of Mr., Kearney, the
contractor, it is shown that the coat of constructing a
single line would be about 4,0111. per mile, making
about 96,300/. for the line of railway from Foynes Har-
bour to Limerick.

It has been also submitted to us that an electric tele-
graph might be carried from Foynes to Kerry Head,
which would extend the communication with the packet
as far as the 104 degrees of west longitude, or if car-
ried to Brandon Head to the 11 degree, and this at the
cost of about 301. per mile.
Tarbert, the other port in the Shannon, which we
have mentioned as capable of being rendered suitable for
a packet station, would require a basin to be constructed
for the reception of packets when refitting, or taking in
or discharging cargo; and, in addition, a pile staging or
pier as a temporary place to land and embark passengers
and mails. With these additions Tarbert would be
rendered a safe and convenient station, and would pos-
sess the advantages of Foynes in having capabilities of
extension of its works, should the exigencies of the port
at any time require it.
With reference to the port of Tarbert, we submitted
to Mr. Long, the district engineer, the works which, as
before mentioned, would in our opilion be necessary for
the requirements of the packets, and requested him to
supply a plan and estimate of the cost of constructing
such works. In reply we received from him the follow-
ing remarks:—
" As regards Tarbert the same advantages do not
exist as at Foynes, it is more extensive but not so well
sheltered, which would, therefore, render it necessary
to construct works of a more extensive character; and,
as the facilities for building are not so easily obtained
there, the works would be more costly. It is, however,
a most excellent and favourite anchorage, and to render
it available for the purposes of a Transatlantic Packet
Station, I am of opinion that a floating dock, accessible
at low water neaps, for vessels of 20 feet draught, would
be necessary together with a timber staging, accessible
by such vessels at all times of tide."
The cost of the floating dock be estimated at about
55,0001., and the staging 22,0001., making a total of
77,0001.
To connect this port with the railway at Limerick, we
again refer to the plans and sections of the railway,
already lodged in the Parliamentary-office, and by an
estimate submitted by
.Mr. Kearney it appears that a
single line can be carried through from Limerick, at
4,0111. per mile, making upon the whole 136,3381, the
distance from Tarbert to Limerick being 34 miles.

While our report was in progress we received a com-
munication from Mr. Stokes, the county surveyor of
Kerry, inclosing a resolution of the grand jury of the
county Kerry, to erect a pier at Tarbert for the acco-
uiodation of large sea-going steamers, and inclosing a
plan and estimate of the expenses of the work.
Upon an examination of this plan it was found the
pier which would only have seventeen feet water along-
iide of it at low water, which would not be sufficient
f,ir the class of vessels required for the packet service ;
also its form appeared objectionable, inaimuch as ii
was open to the south-east wind, which would render it
very inconvenient for vessels lying alongside it at such
times. The expense of the construction of this pier
was estimated at 10,3001. _ .

In the evidence of Mr. Fitzgerald it will bo seen
'hat ho proposes, in the event of a station boing at Ta-
bert, the construction of a line of railway direct from
Parbert to Tipperary, and describes the advantages it
would possess over the other line of Limerick, but the
committee do not consider this to be a matter which is
intended to bo brought under their consideration, fur-
ther than it shows there would probably be no difficulty
in connecting Tarbert either way with the great line of
railway throughlreland. It is to be observed that Tar-
bert would partake of the same advantage of distant
communication with the packets by means of electric
telegraph as Foynes.
With reference to the ports of the Shannon we hare to
remark that they possess the advantage of having a
capacious basin at Limerick, adjoining the river, suffi-
ciently wide and deep at its entrance to receive the class
of packets required at high water at all times, %hen
needing repair; and that the harbour commissioners
have ordered the removal of some obstructions which
might possibly present impediments to the passage of
such large steamers up
the river at low tides, and have
undertaken to maintain a depth of water throughout of
six feet at the low water standard of the chart constructed
by the late Commander Wolfe, R.N.
We beg to observe that, besides the works shown to
be requisite at the three different ports, it will be neces-
sary to take into consideration, at all the places, the
buildings which will be required for storing, warehous-
ing, repairing machinery, and other purposes of the sta-
tion, should any one of them at any time be selected for
this purpose.
With respect to a harbour of refuge in connexion with
the packet station, either of the ports of Galway or
Shannon may be considered as such in their present
state to any vessel properly found in anchors and cables,
but to such as may have lost their ground tackling, or
cannot depend upon it, the Shannon is to be preferred,
as there are several places where a vessel may safely
run upon the mud, or she might run up the river, as a
pilot would always be found in Carrigaholt Roads.
But to render the entrance of these places perfectly
safe at night it will bo necessary to place the light now
on Arran Island at the extreme point of the island
which forms the entrance to the north channel of Gal-
way; to erect a light on the Fannie Rock in the south
channel; and also ito put a light on the Black Rock;
and, to render the Shannon efficient, a floating light
should be placed on the tongue off Scattery Island.
Lastly, as to the suitableness of either of these ports
for a transatlantic packet station, requiring, as their
Lordships have stated, the greatest regularity and dis-
patch, and to be accessible at all time of tide, both by
day and night, and in all weathers.
We have bestowed much time and care in the collection
of evidence which would servo to guide us in a question
of so much importance and difficulty; and we regret to
find that the additional evidence on this subject to that
which has already been published in the report of the
late Commission, is of a less satisfactory character than
we could have desired. Taken, however, in connexion
with the muss of evidence before mentioned, we have to
report as follows:—La the evidence taken before the late
Commission we find, in page 11, it stated that " It
appears from the evidence of the majority of the naval
officers who have been referred to that the navigation of
the west coast of Ireland is dangerous, particularly in
the winter." _ _ _

-:' The coast from the Mean Head to Galway is, innan-
tical language, steep to, there being 100 fathoms of water
at 18 or 20 miles off, its outlying dangers; it is also
subject to fogs and hazy weather, and to frequent gales
of wind, blowing towards a lee shore, with high Atlantic
seas and very uncertain soundings."
And in the evidence of some of the most intelligent
witnesses who have come before us, it will be seen that
the facts here mentioned are in a great measure con-
firmed, so as to leave but little doubt that the west coast
of Ireland, which first receive the brunt of the westerly
gales from the Atlantic, and which presents a line of
coast mmediately opposed
subjects to higher seas and worse weather than otherhat
parts of the British Islands not so situated; "'luting
weather in which no vessel would be justified in running
off
for a port does appear to prevail to a greater extent
the western ports of Ireland than at other ports.
'e I ourselves
Under these circumstances we do not
feel
as suitable
justified in recommendin either of these portsularity and dis-
patch, the prevailing wind, is
to a service requiring the greater .
of inioa that it' the
weathers, by day and night, beinggit
patch, and under the necessity of beinroegpg
ci would be at a con-
required regularity were enforced 0
any
f derangement to
siderable risk; and in the grant
ourred to the mail packets,
machinery, such as
has
• encably increased. In favour
this risk would be p
- rar)rti°asserted that there is luss
of these ports it has b.eetnhe run for in all
delivery of the mails from
chance of irregularity in
Yvoid collisions; whilst, on the
going up Channel to
thought that, in the route to the Chun-
nel,other hand, it is
sions less delay in making a land
thick weather occasions
s which are presented by the
fall from the advantage
l.
in for the land at some
opportunities of hau ing
various
hilst running along it between
moment, w
favourable
the precaution necessary to be observed at present in

• In the plan No. 4 we have drawn an additional line
of staging to the westward of the small harbour, in case
it might be re quired hereafter.
f This estima,to is also independent of the expense for
the extension of: the railway from Limerick, 96,3001,, And
also of the worlis mentioned in page 30.

Cape Clear and the Tusker; whereas, all this would be
absolute delay on the route to the western coast, from
the direction of the land lying at right angles with the
vessel's course.

In these opinions, however, we regret to have to state
that there is a want of unanimity in the committee, ono
of its members thinking it probable that, although ad-
mitting the boisterous nature of the coast before men-
tioned, yet, taking all things into consideration, the ser•
vice would nevertheless be carried out by the Shannon
with the same regularity and with not greater risk than
it would be if the station were at Liverpool (as at pre•
sent) or at Holyhead, if completed.
Hiving now given the relative merits of the ports of .
the Shannon and Gal way, and reported upon the works
which we consider will be necessary to adapt them to
packet stations for the large clays of vessels which is
considerefl necessary for this service, we beg to repeat
that wo have given a preference to the Shannon over
the Port of Galway, from the advantage it has in point of
situation, and consequently of ready ingress and egress
of the port, and the camparaiivo safety with which the
land may be made in cases of uncertainty of position,
and also from the very small expense which would be
necessary to
that river to the
requirements of a packet station.
Of the two places in the Shannon which we have
named as adapt either of the two places mentioned in
the service, we er
have given a preference
to Foynes over
Tarbert, on account of the natural shelter which is
Tarbert Road is well
already afforded there,
it may be and of the readiness with which
being out of the way of vessels navigating
khtion
tohsfehtesheietrmevrsaicccacrp.oamabllsesoeoaofni
nadbaap accountt adaptation oonf
itsto
' the Shannon.
place for the trade of t the
river of Limerickd,
resort of balivesselsanpgteedtiatanweather,
and an inconvenience might
thisnown as the great stopping
account. It would besides require this
money as compared with what would be
great outlay oft
Foynes. We, therefore, consider it WOlthei 12""1"a
in the event of a station being determined at
desirable,_
tha two ports of Galway or the Shannon,
either of
Foynes to the purpose; but it is the opinion of, totheadapt
ma-
jority of the committee that neither of the Ports of -
arise on
Gal-
way or the Shannon are suitable to a service requiring
the greatest regularity and dispatch, as from the natureg
of the coast the prevailing winds and weather, and high
seas, frequent delays both for daylight and for the wen.
ther to clear, will cause interruption, in the winter
months especially, to the regular arrival of the packets,
although we do not think it will interfere much with
their regular departure.
As regards a harbour of refuge in connexion with a
packet station, either of the ports of Galway or the
Shannon can be efficient by the arrangement of light-
houses, which we have already mentioned in pages 31
and 32.
The rough estimate of the expenses which will be in-
curred in adapting these ports respectively to the re-
quirements of a packet station, based upon the reports of
Mr. Roberts, Mr. Gibbon, and Mr. Long, &c., which are
pined in the appendix, and are wholly independent of
the buildings, and referred to in page 30, will be—

Galway,— for pier and basin, say
Tarbert, for pier and basin, say
Foynes, for pier and small breakwater, say 13,000
And to connect these ports within the lines of railway at
present constructed in connexion with Dublin will re-
quire the additional sums—
For Foynes £96,000

For Tarbert.....
At Galway there is always a line to Dublin, but there
will be some additional expense in extending the line
from the present terminus to the pier, for which there
aro no plans, and we have no estimate, but as it will
have to cross the stream from Lough Corrib it will be of
consequence.
In the event of either of the ports being selected as a
station, it will be proper to place a light upon the Foze
Rock, off the Blaskets. In the evidence taken at
Limerick it will be seen by the masters of vessels trading
from thence to America, and round Cape Clear to the
eastward, that they would prefer a light upon this rock,
even if it were to be the occasion of the removal of the
light at present upon the Shelligs.
We have the honour to be, Sir, your most obedient
humble servants,
(Signed)

F. W. BEECHEY, Captain.
HENRY SMITH (b). Captain.
J. CRAWFORD CAFFIN, Captain.

SOMERSETSHIRE ARCHEOLOGICAL
AND NATURAL HISTORY SOCIETY.
aaoTnvgheetosnoci M .
1,
~
of Newton-park.
fourthety annual
commencedmeetinagt of the members of
Assembly-rooms,
Bath, yesterday, under the presidency of Mr. W. G.
Lb
•
The weather proved very inauspicious, but there
was, notwithstanding, a good sprinkling of membt-rs
of the leadit,g families of the county present, and let-
ters of apology were read from Mr. W. F. Knatch-
bull, M.P.' Captain Sihobell, M P.; Sir W. C.
Trevelyan, Bart.; the Venerable Archdeacon Law,
the Rev. J. Hunter, and other gentlemen who were
unavoidably absent.
The meeting is likely to prove a most interesting
o i
one, from the number and importance of the antiqui•
ties n the neighbourhood. A discovery of several
stone coffins, human remaiw, &c., has also just been
most opportunely made close to the rooms in which
the meetings are held.
The session commenced with a meeting of members
to elect officer-bearers, committee, &c., far the en-
suing year, when the following gentlemen were
elected honorary and corresponding members to the
society :—Mr. Richard Owen, F.R.S., Hunterian
Professor to the Royal College of Surgeons, England ;
Mr. Andrew C. Ramsay, F.R.S., F.G.S Director
of the Geological Survey of Great Britain; and Mr.
C. C. Babington, F.R.Se
F.L.S., &c. Upwards of
forty new subscribing members, including Mr. W.
Long, mayor of Bath, and Mr. W. F. Knatchbull,
M.P. for the eastern division of the county, were also
elected.
From the report read by the Rev. W. R. Crotch, of
Taunton, one of the general secretaries, it appeared
that 105 new members have been added to the society
since the last published list, and that the affairs of the
society are progressing very satisfactorily. The ex-
cavations on Worle-hill,near Weston-super-Mare, are
being continued by the kindness of Mr. Pigot, the
proprietor of the land, under the direction of the
Rev. F. Warre, and some Roman coins have been
discovered.
The report was adopted, upon the motion of Mr.
W. H. Langton, M.P., seconded by Mr. J. H.
Markland.
Papers were read during the morning by Dr. Fal-
coner, from the Rev. H. Street, on the Necrology of
Egypt, which was illustrated by drawings from the
paintings upon the mummy case in the museum of the
Bath Royal Literary and Scientific Institution ; by
the Rev. F. Warre, on the Perpendicular Towers of
aSnodmtehres et sh
pridei reo,
fw
thehic he
county;
tdescribed
Mr.
as
C. the.
Davis
ornamento
Church Restoration; by the Rev. a A a
i. So tha
from Captain Chapman, upon a Tomb latelvdrs-
i '
covered at Shockerwick, near Bath ; and by Mr.
i
yeMrn.
Stradling, upon some Ancient Remains di
authors of the different papers, and
has been opened in connexions
the lower part of the county.
Votes of thanks were given by acclamation to the
journed till the evening.
A very excellent museum, to number
• h a large
of interesting specimens in
well as archeological su'eetnahturalbhinstocontributed,
of the society, and proved with
interesting to the
spectators and the members avterthe close of the meet-
ing for reading papers, yesterday morning.
To-day the members after the reading of papers,
proceeded on an excursion to Hinton Abbey, Far-
Far-
leigh, and the neighbourhood._
lahveteeepe resent session

.----,—__:__--2-----,-----
DID BUS
From What, then, was the fact? all tat
h cat
to n now
hav be
e
learned on respectable testimony, believe i
been this:—Robert Burns never at any period of his life
Was habitually under the influence of a love of liquor; he
never was, properly speaking, its victim. On this point
the statements of Dr. Carrie are certainly unjust towards
DRINK?
the name of Burns. Our bard was nevertheless facile
towards social enjoyment, and had himself an immense
fell among the gay and good-natured part of society, and
that
their convivialities, and even,
hpeowuenravoofipdrioLotpinargtoiot.k
ofW herever he lived, ho naturally
latterly at least, helped to encourage the replenishment
of the bowl and the pulling of the fresh bottle—not that ho
aoethf,repqeruheanpcys: and
cared much for the liquor, but that, once involved in the
flow of merriment, he did not like to interrupt it by leav-
Ihtis
dliidfe,nwotithmaatdteegrreme
leav-
ing the table. Thus, while ho was far from being a regular
toper, his occasional convivialities occurred, during the
latter
deployed.y ears o f
were carried to a degree of excess, which were much to
there was no indulgence before the early dinner hour of
that time and place—which was three o'clock—if he very
often spent the evenings over the bowl, and not unfre.
quently prolonged the merry-making past the midnight
often hour. It may be asked what is meant by very -
and this it is not easy to answer. But that our :
. bard
spent too many evenings in this wav for the comfort of
his family, for his own health and peace of mind, and
for the preservation of his dignity as a man
I believe to be only too true. Nor was this all, anda
forPc""
that
co-ordinate debasement to which Dr. Currie alludes.
was not escaped. Let God judge him, a being formed
in frailty, and inspired with wild and
pulses; not I. But so is the fact ' V ,„. misdirected 11317
.
1-•
by 11. Chambers. e of Burns, edited

,-------------=__—_
SERENADE TO MADAME OONTAG T NEW YORE.
—The serenade given. to Madame Sontag, Aby the American
Musical Fund
.Society, and the various German
bands of our city, numbering a thousand or more members,.
highly complimentary as it was to the recipient,was declined
and other
by her when first tendered, and finally accepted only upon
the most pressing solicitation, and in consideration of the
great preparations which had been made to provide a demon-
stration that should at once evince the taste and talent of
the performers, and constitute a tribute worthy of otte Of the
greatest singers of the age.—Journal of Commerce,