The Sun.
London, England, 1852-04-17 00:00:00

THE ARMY.

(From the United Service Gazette of this day.)
STAFF APPOINTMENT VACANT.--The appointment
cf Inspecting Field Officer of the York Recruiting
District has again become vacant; Lieutenant-Colonel
Davis, of the 9th Regiment, having been obliged to
decline accepting it, in consequence of his having
made arrangements to retire from the service by the
sale of his commission.

PORSMOUTH GARRISON.—The regiments ia gar •
rison are busily engaged training
their quota of men
to the use of the Minie rifle. The troops composing
the garrison of Portsmouth amount to 4,600 men.
The Ordnance Board have purchased the premises at
the top of High street, including the Theatre, which
are to be pulled down, and the ground added to Cam-
bridge-barracks. The amateurs of the garrison are
about to get up a series of theatricals, in aid of the
fund for the relief of the widows and children of the
men lost in the Birkenhead.

CEIATHAM GARRlSON.—Detachmerits, consisting of
upwards of 2,000 men from the several depots of
regiments stationed in India, are under orders for
embarkation, to join the head-quarters of their
respective corps.
DRAFTS FOR INDIA .—Tha several drafts for the
following regiments will embark in June for Bengal,
viz. :—The 10th, 22nd, 24th, 32nd, 53rd, 60th, and
96th Regiments. No vessels have yet been taken up
for this service.
Captain Grey, 85th Light Infantry, Aide-de-
Camp to Lieutenant General Sir John Grey, late
Commander-in-Chief at Bombay, has returned to
England.
Lieutenant-Colonel Huey, 68th Light Infantry, is
about to retire from the service by the sale of his
commission. • _

A Court of Inquiry is about to assemble to inves-
tigate some transactions that have taken place be-
tween Major Shaw and Captain Poitier, of the 3:1
West India Regiment.
Colonel Bazalgette, Deputy Quartermaster-General
to the Forces in Nova Scotia, has assumed the com-
mand of the troops stationed in that colony, in con-
sequence of the demise of Sir John Harvey, the late
Lieutenant -Governor.

The 7th Fusiliers have been ordered to take their
grenades off their collars, and the 85th to replace
the beads on their jackets with buttons.
EXPEDITION TO MELVILLE Isiazin.--We have
reason to believe that it is in contemplation to dis-
patch another expedition to Melville Island, with the
view of anticipating the arrival, or of meeting there,
Captain M'Clure, and the Investigator's party, from
Behring's Straits. This expedition, it is said, will
consist of two ships, the commanders of which have
been nominated by Sir E. Belcher. Commander
Inglefield and Mr. Allen, master, it is reported, will
be the officers selected for the commands.

Her Majesty's screw vessel Conflict, Commander
Jenner, may be daily expected with General Roses
and family, from Buenos Ayres.
Commander Skinwith, who was appointed to suc-
ceed Commander Drake, in command of her Mejes-
ty's ship Conflict, has arrived in England by the Bra-
zilian pa( ket, he having missed his ship, in (loose..
quence of her having been ordered off the station by
Rear-Admiral Henderson, in order to bring to Eng-
land Roses, the ex-Dictator of 81V2D03 Ayres.
HER MAJESTY'S STEAM FRIGATE DRAGON.—We
regret to hear that small-pox has broken out on board
this vessel, and that her clerk has been attacked, and
sent to the naval hospital at Lisbon.
Her Majesty's steam-vessel Harpy has been con-
demned, by survey held on her by orders of near-
Admiral Henderson, as being unsafe.
A JOE FOR THE GENTLEMEN OF THE LONG ROBE.
—We hear that a certain captain in the Royal Navy,
who was engaged in the Chinese war, has commenced
legal proceedings against a brother officer, for asper-
sions cast out against his character in connexion with
an engagement against the enemy. We wish our
worthy friend well through his difficulties.

STATISTICS OF RAILROADS IN THE
UNITED STATES.

Mr. J. C. G. Kennedy, of the Census-oMce, Wash
ington, gives the following interesting statistics of rail
toads in the United States:—

The number of miles of railroad in operation in the
United States, January 1, 1852, was, as nearly as can be
ascertained, 10,8141. At the same time there was in
course
o r_of construction an extent of railroad amounting,
accmiles. By
to the most reliable estimates, to 10,8981
By far the greater portion of the lines com-
menced, but now incomplete, will be finished within the
five
ensuing
years The
length of railroad brought
into operation since January 1, 1848, is 5,224 miles.
Within the last
Nearly all the lines in 2,153 miles have been finished.
It isin progress have been commenced
since 1848.
Supposedi that from 1,000 to 1,500
the
miles, additional t 00,898 now known to be in pro-
gress, will be put under contract during 1852.
There never existed
greater activity in the making of
railroads in the United States
atesthan at the present time.
Many of the lines projected have taken the place of
plans for the construction of canals and turnpike roads.
Accordingly these works of
publicorora Ild i me
uperrogvye mu
se n
formerly
ar e n o t,
prosecuted with the same
although much activity exists in the construction of
plank roads. The labour and capital which they
would require are absorbed in the numerous and almost
colossal schemes of railroad building. Sinceextent of railroad opened for travel and lB4B the
into
oieve that
transportationto
ob
has nearly doubled, and there is
reason
four years.
will
the increase in the length of road brought
vie may expect that the territory of
not be less rapid during the next period of
years.
By the year 1860
the average
the United States will be traversed by at least 30,000
miles of railroad.
It is very difficult to form. an estimate of
expense per mile of building railroads in the 'united
States. In fact, no average can be assumed as United
States. cost of the roads in New
ble to the whole country.
—,
England is about 45,000 dolls. per mile; i -11ew York
N
Pennsylvania, and Maryland, about 40,000 dolls. But
in the interior of these States the surface of the country
is broken, rendering the cost of grading very heavy;
and nearer the sea, wide and deep streams interrupt the
lines of travel, and make the expense of bridging a seri-
ous item.
In New England and the more densely, inhabited
parts of all the old States upon the Atlantic, as in all
European countries, the extinguishment of private
titles to the real estate
required for railroads
frequently forms a large part of the expenses
included in the item of construction. In the
southern States and the valley of the Mississippi
20,000 dolls. per mile is considered a safe estimate.
There, in most cases, all the lands necessary for the
purposes of the companies are given to them in consi-
deration of the additional advantages which private pro-
prietors expect from the location of the roads in the
vicinity of their estates.
In many of the western States the cost of grading a
long line of road does not exceed 1,000 dells. per mile,
the cast of timber amounting to no more than the ex-
pense of clearing it from the track. For these reasons
the expense of building railroads in the southern and
western States is now much less than it will be when the
country becomes as densely settled as the older States
of the Union.
...eT.he Central Railroad of Illinois is an enter • prise
~.ich furnishesfurnishes a remark able example of the energy
and
no is v:l "' improvement in the new States. Illi-
State in ,
.t.t.lenitted into the confederation as a
square ra:34,o..with 30,000 inhabitants. It has 55,405
to the means °f territory, and a population, according
Railroad id to exte°lnaSso, of 851,470. The Central
at the confluence ,c,i
the he its south-western extremity,
of thist:
the north line of the slallississippi and Ohio Rivers, to
, with two diverging The total length branches.
and branches, is to be eigo(lttl including the main stem
at 20,000 dollars per mile, miles, The cost is estimated
entire work, without equipmenat;,6p,ooo dollars for the
is the longest continuous line of „LePerating it. This
lion in the United States of which—ti„llow in contempla-
lity of speedy completion. It has beenre is any probabi-
such facilities for executing the plans eor menced with
that there is no reasonable doubt that it ~,i:ta Projectors
within a few years. . 'll be anialied


Mr. Asa Whitney proposes to construct a railroad
from St. Louis, or some other place on the
Mississippi river, to the Pacific Ocean, termi-
nating either at San Francisco, in California, or at
the mouth of the Columbia river, in Oregon. He
solicits the patronage of the national Government for
this prodigious work, and petitions for the grant of a
tract of land equal in extent to 60 miles in width by
2,000 miles in length. His plans were first laid before
Congress in 1542, and he has since been continually oc-
cupied in recommending them to the favourable atten-
tion of the Government and the people with great
ability and zeal, but with what success remains yet to
be seen. Without expressing any view with reference
thereto, it may be said that his project is generally con-
sidered impracticable, from the fact that of the 2,000
miles of territory which his route across the country
must traverse, a large portion consists of desert or of
sterile and very elevated mountain districts, in which
can The found no materials of construction, and which
would afford no business for the support of the road,
were the difficulties of building it overcome. Many in-
telligent men, however, are convinced of its practica-
bility and expediency.
The railroad system of the United States may be con-
sidered to have commenced in 1830. The first one put I
in operation was a short road built for the transporta-
tion of ice from a small lake to the sea in the State of
Massachusetts. The length of this work was four miles.
it was finished in 1830. In the same year the State of
South Carolina caused to be commenced a railroad from
Charleston, its principal part, to Augusta, in Georgia.
The distance is 135 miles. The work was finished in 1833,
at the very small cost of 1,336,615 dolls., which sum in-
cluded, also, the expense of furnishing the road with
engines and passengers' and freight cars, and all neces-
sary equipments. This was the first railroad of any
considerable length constructed in the United States,
and it is believed to have been the cheapest and one of
the most successful. _ _

The longest continuous line of railroad in the world,
and that in the construction of which the greatest
natural obstacles have been overcome, is that which ex-
tends from the Hudson River through the southern
counties of New York to Lake Erie. Its length is 469
miles, and it has branches of an aggregate additional
length of 68 miles. Nearly its whole course is through
a region of mountains. The bridges by which it is car-
ried over the Delaware and Susquehanna rivers and other
streams, and the viaducts upon which it crosses the valleys
that intercept its route, are among the noblest monuments
of power and skill to be found in our country. Most of
these works are of heavy masonry, but one of them is a
wooden bridge, 184 feet in height, and having but
one arch, the span of which is 275 feet. One of the
viaducts is 1,200 feet long and 110 feet high.
The aggregate cost of this important work was
23,580,000 dolls., and the expense of construction was
43,333 dolls. per mile. The road was originally sug-
gested in 1829. A company was organized in 1832.
Surveys were made in the same year, and operations
were begun by granting a part of the route in 1834. It
was finished in May, 1851, and opened with great cere-
mony for travel and transportation in that month. The
State advanced 6,000,000 dolls. towards the work, and
afterwards released the company from the obligation to
pay the loan. It will thus be seen that the execution of
this great improvement was pursued through nineteen
years, and it was not accomplished without calling into
requisition both the resources of the State and the means
of her citizens. _

In the infancy of the American railroad system, and
for ten years thereafter, it was the rule to extend to
every important enterprise of that character the assist-
anc3 of the State in which it gir a s to be built.

Pennsylvania, Michigan, Illinois; Mississippi, and
some other States adopted extensive systems of improve-
ments, consisting of railroads and canals, which they
pursued until their credit failed—an event which hap-
pened in most cas-,s before any of the works had been
completed and brought into profitable use. But the
general practice was to charter companies, each of
which was charged with the execution of some particu-
lar work, and to aid them by loans of State stocks. Al-
though this practice has fallen into so much disfavour in
some of the States, that the citizens have incorporated in
their constitutions articles prohibiting advances by
their Legislatures for such purposes, it is yet continueLl
by others, and Virginia, Tennessee, and other States are
now prosecuting expensive works, considered essential
to their prosperity, by means of advances from their
respective treasuries.
In the year 1850 Congress passed an Act, after a very
protracted discussion, granting to the State of Illinois
about 2,700,000 acres of public lands to aid in the con-
struction of the Central Railroad, to which allusion has
been before made. This magnificent donation is reck-
oned by the company to which Illinois has confided the
building of the road to be worth 18,000,000 dolls. This
was the first instance in which the aid of the national
Government had been extended to a railroad project.
But since the above grant innumerable applications
have been made from all the new States for cessions of
land for railroad purposes. Whether such further aid
shall be extended is now a much agitated question in
American politics. Bills are pending in Congress pro-
posing to cede for these purposes about 20,000,000 acres.
Nearly parallel to the Atlantic coast of the United
States, from Maine to Alabama, runs the range of moun-
tains known as the Allegheny or Apalachian chain.
The eastern bases of these mountains are not distant

from the seaboard more than a hundred miles, and they
form a very formidable obstacle to the construction of
railroads between the great eastern cities and the inte-
rior. In nearly all the great enterprises which have
been undertaken with the view to effect such connexion,
great r. dditional expense has been incurred to overcome
or penetrate this nsount,iu barrimr. In the, plan first

adopted for the general system of State improvements
in Pennsylvania, it wa:; proposed to effect the
crossing of the Alleghenies by means of in-
clined planes with powerful stetlonery engines at
their summits. These planes were built, and
have been used for several years, until experience
proved that their operation was too slow and too expen-
sive to maintain a :successful competition with other
methods of conveyance, and other improvements have
since been finished, designed to supersede them. The
railroad from Baltimore to Ohio river is cerried over a
paesage in these mountains where the elevation is up-
wards of 3,000 feet, and a part of that height is over-
come by tunnels, varying in length from 1.16 th to
4-sths of a mile. The road from New York to Albany,
along the banks of the Hudson, has three tunnels. The
greatest work of this kind yet proposed in the United
states is the tunnel through the llessack mountain,
which, if executed, will be four miles in length and
1,590 feet below the summit of the ascent. The cost is
estimated at 2,000,000 dolls. On the road from New
York to Lake Erie tunnels have been avoided by very
expensive works, which overcome ascents of 1,400 feet.
No authentic statement has ever yet been given of
the capital invested in the railroads of the United States,
but we have the means of forming an estimate upon
which much reliance may be placed. The railroads in
operation at the beginning of the present year may he
assumed to have cost 348,000,000 dollars. The amount
invested in the lines under construction it is impossible
to estimate with even an approximation to correctness.
Their cost, when completed, will be considerably less
than that of an equal length of road now in operation,
for the reason that the greater number of new or un-
finished lines are in the west or south, where, as has
been 3hown, the cost of construction is far below what it
is in the northern and eastern States.

The management of the American railroads is entirely
distinct from the administration of Government. Their
concerns are managed by corporations, which consist of
a president, secretary, and directors. Each of the di-
rectors must own a certain amount of stock. They are
chosen by the body of stockholders, who have votes in
proportion to the number of shares they hold. The di-
rectors choose one of their body president, and appoint
the secretary. The president and secretary have gene-
rally liberal salaries, but the services of the directors are
gratuitous.
The rate of speed on our railroads is not so great as
on those of England. The ordinary velocity of a pas-
senger train is 20 miles an hour, but on some routes it is
as high as 28 and 30 miles. Express trains, on such oc-
casions as the conveyance of the President's Message,
frequently maintain for long distances as high a speed as
45 miles an hour; and on one road—that between New
York and Albany-40 miles per hour is the regular rate
for all passenger trains.
The fares or rates of passage are not uniform. In
New England the average price per mile for the con-
veyance of passengers is under two cents; from New
York to Boston it is two and four-tenths; from New
York to Philadelphia, three and four tenths; from Phi-
ladelphia to Baltimore, three and one-tenth. From
New York to Cincinnati the distance is 857 miles by the
northern route, of which 143 miles are travelled by the
steam-boat. The prico of passage for the whole distance
is 16 dolls. 50e., being slightly under two cents per mile.
The lines between Baltimore and Cincinnati, soon to be
opened, will be 650 miles in length, and the fare will be
13 dolls.—that is 2c. per mile.

AN IRISII COURT, JUDGE, AND
cuurt-hotC,
story, The folio • REGISTRAR.
itnohigeweek before last, is, while a veritable
for a long time account of a curious scene in the Cork
Irish raciness as anything wo have read
as full
hits eff the "two It is a private letter from
registrar in the irtnahans" with great fidelity. The
Cork, and
and court corresponds to the marshal
aid,geenerally the judges
this assizes,
now a judge,
in the English .
(which is a well-p
O'Brienthe post
to some relative. Mona-
YasyGeonee.r)al when Smgiivthe
ban, wbo was Attorne
and came
the(poor fool)unste figuredr
circuit
sti!
Judge Ball. Monahan and Ball ares in the absence of old
although I don't
see
much
connexion
noth Papist judges, and
gt ous profession and their conduct on the
tneir reli-
gious ben ~,,,,.. fr
it is they both afford the Corkonians a bit eh' ' -' -Ile
they come here. The following nihreenux of fun when
ar
facts, although they may seem incredible in.a.he veritable
half of the ninteenth century. Scene—lreland. Second
was tried this last week for stealing oats. I believeman the
evidence was conclusive enough in fact, though not in
law. Perhaps the identity of the property—at all times
a difficult proof in the article of grain or flour—was de-
fective. However this might be, so it was that the jury
brought in a verdict of acquittal. " How say you,"
says the registrar, a moist and rather rollick-
ing brother of the Judge—., He,
say you,
gentlemen of the jury, is the prisoner guilty or not
guilty?" " Not guilty, 'says the foreman. " Not guilty ?"
says Judge Monahan—" Oh Lord Then, addressing
the prisoner--" Prisoner, the jtiry have found you not
guilty, hut you stole the oats nevertheless, and take care
you don't come before me again. This same worthy
brother of the judge was quenching his thirst at a
shop (Mrs. Usher's) in Princa'A-street, while the court
was sitting, and it is his duty to be present and adminis-
ter the oath. He was sent for, and ran to the court as
well as he was able. When he got into the court he
made his way across the table, squeezed himself in
under the front of the bench, and putting his hand
°I/ ilia Pocket, be exclaimed, loud enough $0 be heard

by all the counsellors and attorneys, " Oh, d— it, I
have broke my pipe!" Immediately after this a Quaker
came on the table to be examined as a witness; the regis-
trar handed the Quaker the swcaring book. " I'm a
Friend," says the Quaker. " You're no friend of mine,"
says the registrar, looking the Quaker full in the face,
with a gaze more peculiar than perspicuous —" You're
no friend of mine; kiss the book." " I'm one of the
Friends," said the Quaker. " I don't care whose friend
you are," says the registrar; " kiss the book." The
judge now interfered, leant over the bench, and said to
his worthy brother, " Let him be affirmed; he is a
Quaker." Whereupon the registrar dictated the affir-
mation, and I understand made a sad hash of it. We
had a rum chap, a captain of a vessel, under examination
last Friday. Ho was partly drunk at the time, and
when the counsel asked him some question he did not
wish to answer, he turned to the judge and said, " I
say, messmate, am I forced to answer the question?"—
Bristol Times.

LIFE IN CALIFORNIA.
(From the San Francisco papers.)
A sad affair cccurred in a house of ill-fame on the
night of the 22cl of February in this city. An alterca-
tion ensued between two men, one named McDonald and
another Carroll, which resulted in the stabbing of
Carroll, who died from the effects of his wound a few
days after. McDonald has been arrested, and committed
to await his trial.
An atrocious murder was committed at Spanish Bar,
on the 16th ult. Mr. Charles H. Dexter and Captain
Daniels were found cut to pieces in their beds. The
murderers were supposed to have been Mexicans; no
arrests have been made. The victims were generally
esteemed.
Two Sydney men, supposed to have been connected
with an organized band of villains, committed a daring
robbery at Murphy's Diggings, in Calaveras county on
the 20th of February. They were arrested by the
people and promptly hung on the spot. In this city
burglaries have been of almost nightly occurrence, and
thus far the criminals have escaped without detection.
Crime has alarmingly increased in San Francisco
within the past month. Hardly a night passes that the
most daring burglaries aro not perpetrated in some part
of the city, and notwithstanding the violence of public
opinion against the robbers, and the certainty that if
caught in their acts, the rascals would in all probability
meet with instant death, they seem to grow more em-
boldened as they continue successful.
It seems that the fearful tragedies that have b...de
California so unpleasantly elisteeguished have not yet
ceased entirely. We learn from the Calat,:ras Chronicle
of Saturday the 14th of February, that on the preceding
Wednesday two men—an Englishman and an Irishman
wore hung at Murphy's Fiat for theft. The Chronicle
says:—" Two tents had been broken into at that camp,
from one of which 400 dolls, had been taken, and from
the other but 25 dolls. Sheriff Marshall, we learn,
arrested the persons who had committed the crime,
and they proved to be an Englishman and an Irishman,
whose names we were unable to learn. The people were
infuriated beyond control, showing, by their excited
actions, that nothing but the lives of the criminals
would be allowed to expatiate their guilt. Accordingly
• they seized them from the sheriff, and with shouts of
passionate exultation launched the unfortunate culprits
into eternity.

REGULATION OF TIME BY ELECT
TELEGRAPH.
The ingenious apparatus intended, by means of the
electric telegraph, to establish and transmit uni-
formity of time, in accordance with the Greenwich
standard, throughout London and the provinces,
having been completed, a notice of the remarkable
contrivance cannot fail to be read with interest. The
apparatus in question has been designed by Mr. Ed-
win Clark, the engineer to the Electric Telegraph
Company, and carried out under his superintendence
by Mr. John Sandys, electric telegraph instrument
and clock manufacturer, at whose establishment, in
Upper Whitecross-street, the contrivance was ex-
hibited to visitors. Entering an extensive work-
shop, the visitor observes between fifty and sixty
workmen busily engaged in all sorts of telegraphic
oonstruction, brass finishing, battery plates, wire
work, &c.
There are to be seen in this department in process
of manufacture all the newest devices and designs for
carrying out with economy, and to the greatest
possible perfection, the system of communication in-
troduced and now established so extensively by the
Electric Telegraph Company. In another department
were observable a variety of finished instruments
ready for removal, and in a third direction the visitor
entered a department devoted to the ingenious ap-
paratus constructed by the Electric Telegraph Com-
pany, in association with the Astronomer Royal, for
the establishment and transmission throughout
London and the various provincial commercial
communities of mean Greenwich or geometrical time.
In this department, placed horizontally on supports,
is a lung quadrangular shaft or pillar of wood, painted
white without, 38 feet high, and between 8 and 10
inches square. It is constructed in three sections, so
as to allow of its being readily taken to pieces, in
about 13 feet lengths. This hollow shaft passes
towards its apex through the centre of a large hollow
globe or bull, by a contrivance similar to that in
connexion with the well-known ball at the top of
Greenwich Observatory. The globe is about 4
feet 6 inches in diameter, is constructed entirely
of basket work, and is large enough for four per-
sons to sit comfortably in it. It is to be covered
with canvas and painted black. By means of a bar
inside the ball, connected with a piston or moveable
rod, working in grooves or slides from inside the pillar,
and by means of an electrical trigger communicating
with it, an electrical shock will every day at one
o'clock- cause the ball to fall eight feet from the top of
the pillar, and by this means, when placed in the in-
tended position in the Strand, it will, when the wires
connect it with the ball en the top of the Observatory, at
Greenwich, fall simultaneously with it, and thus indi-
cate exact Greenwich time The bail, released by the
electric trigger, will on the instant of its falling com-
municate mean time to a " grand regulator," or electri-
cal clock, in the offices below, which, in its turn send an
electrical stream of true time throughout the country
—the regulator being also furnished with a remarkable
apparatus by means of which the minute and hour
hands are to he made to move every minute. The ap-
paratus consisting of the pillar and ball will be
placed on the top of a dome admirably adapted
for the purpose, and which is observable on the
top of the West Strand establishment of the Elec-
tric Telegraph Company, by Hungerford market.
Of the 38 feet of which the pillar consists, 17 feat
are to be fixed in to the dome or root, leaving 21
feet visible above the building, and the pil-
lar will be crested with a silvery looking
weather vane 10 feet 6 inches high, with the let-
ters E T C cut transparently on the arms. Outside
the establishment in the West Strand, but in imme-
diate communication with the grand regulator, is
to be a newly-designed electrical clock, surmount-
ing an ornamented bronze pillar, and similar
ones are to be placed at all the other telegraph
stations. The dial-plate of these clocks is of
the most elegant workmanship and design. There
are four square dial faces, each two feet high, and
within which the electrical clockwork is enclosed. The
dial-plates are of a beautiful enamelled glass of a
pure milk white, the hours and minutes being marked
by stained glass indications on the alabaster base, and
upon which, under the hour and minute hands of
bronze, are inscribed, in a beautiful light blue letter-
ing, the words " Electric Telegraph Company." The
peculiarity of the enamelled.glass, which consists of a
coating of white enamel on both sides of the ordinary
sheet glass, is, that when the dial is illuminated, it
does not reflect on its frontispiece or face the unsightly
shadow of the machinery within, so noticeable in
connexion with the ordinary ground glass illuminated
clocks in London, but presents a soft opaque white
surface or transparency, and is, so far, a great ima
provement upon the present method of illuminated
I clockmaking. Mr. Sandys is the patentee.

RIC

THE LONDON GAZETTE, April 18

WAR-OFFICE, APRIL 16.

-Ist Regiment of Life Guards—James Keith Fraser,
Gent., to be Cornet and Sub-Lieutenant, by purchase,
vice Mare, promoted, April 16.
sth Dragoon Guards—The Hon. Grey Neville to be
Cornet, by purchase, April 16.
7th Dragoon Guards—Montague Dettmar, Gent.,
to bo Cornet, by purchase, vice Wetherall, promoted,
April 16.
6th Dragoons—Richard Henry Currie, Gent., to be
Cornet, by purchase, April 16.
7th Light Dragoons Lieutenant the Honourable
Charles Harbord has been permitted to retire from the
service by the sale of his Commission, April 16.
Bth Light Dragoons—Riversdale Richard Glyn, Gent.,
to be Cornet, by purchase, April 16.
9th Light Dragoons—Charles John Heaton Ellis,
Gent., to no Cornet, by purchase, vice Willis, promoted,
April 16.
16th Light Dragoons—William John Pearson Wat-
son, Gent., to be Cornet, by purchase, April 16.
by purchase, vice McKenna, promoted,
Ist Regiment of Foot—Walter Macpherson, Gent., to
to be Ensign,
April 16; James Archibald Ruddell Todd, Gent. to be
Ensign, by purchase, vice Ward, who retires, April 17.
2d Foot—John Charles Tyrwhitt Drake, Gent., to be
Ensign, by purchase, vice Thomson, promoted, April 16.
4th Foot—William Crozier, Gent., to be Ensign,
without purchase, vice Breton, appointed to the 38th
Foot, April 16.
16th Foot—Juries Davis, Gent., to bo Ensign, by pur-
chase, vice Briscoe, who retires, April 16.
April 16.
_a233 Foot—Staff Surgeon of the Second Class Richard
k-1
table, M.D., to be Surgeon, vice Bradford, promoted
on the Staff, April 16.
to 26th toot—Herbert William Thomas Hayne, Gent.,
sign, by purchase, vice Chute, promoted,
32d Foot__ •
Pay-
ma
vlce
Moore,
William Garforth to be Pay-
ter •
333 r00t,....H:re, who retires upon half-pay, April 16.
35th Foot—William purchase, vie, Bennett,nz"' Thorold, Gent., to be Ensign, by
Iliam George Clarke, Gent., to be
promoted, April 16.
, vice Fairbairn, promoted on the
39th Foot—Hugh
Ensign,
_by purchase,
_ce Baker, promoted, April 16.
SA
tsaafr,istAanptr6g.een
Georgevi De Carteret, Gent., to be
46th Foot—Major lin
ald Stuatt, from Unattached,
to be Major, vice Maclean,
promoted to an Unattached
Lieutenunt-Colouvley, o
without purchase,' April 17;

Robert William Arnold Torckler, Gent., to be Ensign,
without purchase, vice Eustace, promoted, April 16.
50th Foot—Anthony Molloy Fawcett, Gent., to be
Ensign, by purchase, vice Tupper, promoted. April 16.
52nd Foot—Charles Henry Bullock, Gent., to be
Ensign, by purchase, vice Edmondsowho retires, April 16.
65th Foot—Lieutenant Benjamin William: Rawson
Trafford to be Captain, without purchase, vice Rhatigan,
deceased; Ensign Francis Beaumaris Bulkeley to be
Lieutenant, without purchase, vice Trafford, Sept. 18.
66th Foot—Henry Walpole Frederick Harris, Gent.,
to be Ensign, by purchase, vice Dickens, promoted,
April 16.
75th Foot—Ensign William Winniett, from the 86th
Foot, to be Ensign, vice Cowell, promoted, April 16.
77th Foot—Richard Butler Willington, Gent., to be
Ensign, by purchase, vice Acton, promoted, April 16.
83d Foot—George Dunlevie, Gent., to be Ensign,
without purchase, vice Graham, deceased, April 16.
85th Foot—Montagu Barton, Gent., to be Ensign, by
purchase, vice Armitage, promoted, April 16.
86th Foot—Ensign Henry Cracroft Maine, from the
39th Foot, to bo Ensign, vice Winniett, appointed to the
75th Foot, April 16.
93rd Foot—Charles William McDonald, Gent., to be
Ensign, without purchase, vice Stewart, Zpromoted,
April 16.
3rd West India Regiment—Edward Armstrong, Gent.,
to be Ensign, without purchase, vice Cole, promoted,
April 16.
Cape Mounted Riflemen—Sergeant-Major William
Simkin to be Ensign, without purchase, vice Kingsley,
promoted, April 16.
UNATTACHED.—Brevet-Major Donald Stuart, from
the 46th Foot, to be Major, without purchase, April 16.
BREVET.—Brevet-Major Stephen James Stevens, C. 8.,
of the Bombay Army, to be Major in the East Indies,
while employed as Captain and Adjutant of the East
India Company's depot at Warley, April 16.
HOSPITAL STAFF.—Surgeon Edward Bradford, from
the 23d Foot, to be Staff Surgeon of the First Class,
vice Andrew Fnulis, who retires upon half-pay; Assist-
ant-Surgeon William Home Fairbairn, M.D., from the
35th Foot, to be Staff Surgeon of the Second Class,
vice Gamble, appointed to the 23d Foot, April 16.
MEDIORANDUSL—The removal of Assistant-Surgeon
John Knox Leet, from the 85th Regiment to the 10th
Foot, and the appointment of Mr. William George
Clarke to the Assistant-Surgeoncy of the 85th Foot, on
Mirch 26, 1852, have been cancelled.
commissioaa by the Lord-Lieutenant of Lincolnshire.
, Gilbert Heliry Heathcote, Eeq., to be Deputy-Lieu-

tenant, Ma:Ech 31.
Nichole.s M`Cann, Esq., to be Deputy-Lieutenant;
William Furey Cust, Esq., to be Deputy-Lieutenant;
Joseph Livesy. Esqq. be Deputy-Lieutenant; Wil-
liam Earle Welby, ~ to be Deputy-Lieutenant;
Charles Thomas John Moore, EN., to be Deputy-
Lieutenant; Henry Edward Fane, Esq., to be Deputy-
Lieutenant, April 12.
Commission by the Lord-Lieutenant of Buckinghamshire.
23 Regiment of Royal Bucks Yeomanry Cavalry—
Archibald White, Gent., to be Cornet, vice Nash, pro-
moted, Feb. 17.
Commission by the Lord-Lieutenant of Hertfordshire.
Hertford Militia—William Franks, jun., Esq., to be
Captain, April 13.
Commission by the Lord-Lieutenant of Edinburgh.
Edinburgh Regiment of Militia—John David Bu-
chan" Hay, jun., Esq., to be Captain, vice Monro, re-
signed, April 12.
WHITEHALL, MAIPCII 30.
The Right Hon. Sir John Jervis, Knight, Lord Chief
Justice of her Majesty's Court of Common Pleas, at
Westminster, has appointed Charles Edward Wratislaw,
of Rugby, in the county of Warwick, gentleman, to be
one of the Perpetual Commissioners for taking the ac-
knowledgments of &eh to be executed by married
women, under the Act passed for the abolition of fines
and recoveries, and for the substitution of more simple
modes of assurance, in and for the county of Warwick,
also in and for the counties of Leicester and Nor.
thampton.
BANKRUPTCY SUPERSEDED.
William Green, builder, Coggeshall, Essex.
BANKRUPTS.

William Jones and Charles John Jones, plumbers and
glaziers, High-street, Islington, to surrender, ,May 4, at
two, and May 25, at twelve, at the Court of Bankruptcy.
Groom, official assignee, Abchurch-lane ; Hill and Mat-
thews, Bury-court, St. Mary Axe.
William Lawson, chemist, Diss, Norfolk, April 26, at '
one, and May 25, at eleven, at the Court of Bankruptcy.
Edwards, official assignee, Sambrook-court, Basinghall-
street; Miller and Carr, Eastcheap.
John Stutely, stone-mason, Salisbury-street, Stepney,
April 23, at twelve, and May 28, at one, at the Court of
Bankruptcy. Whitmore, official assignee, Basinghall-
street; Lawrance, Pleats, and Boyer, Old Jewry-
Chambers.
James Todd and William Todd, saddlers, Yarn),
Yorkshire, April 30 and May 28, at eleven, at the Leeds
District Court. Freeman, official assignee, Leeds;
Middleton, Leeds.
James Leader, builder, Liverpool, April 26, at twelve,
and May 31, at eleven, at the Liverpool District Court.
Morgan,
John Rymer, paper manufacturer, Gateshead, Durham,
official assignee, Liverpool; Tyrer, Liverpool.
March 19 and May 6, at eleven, at the Nowcastle-upon-
Tyne District Court. Wakley, official assignee; Earle,
Southampton-buildings, Chancery-lane.
DIVIDENDS.
At the Court,
Basinghall-street.
J. Shelford, Standon, Hertfordshire, butcher, May 7,
at eleven—J. Spalding, Cambridge, ironmonger, May
7, at eleven—W. Haslam, Hertfordshire, chemist, May
1, at eleven—F. Winch, Margate, tailor, May 1, at
half-past eleven—J. Perry, Harlow, Essex, linendraper,
May 11, at eleven—J. J. Hatch, l'iiday-street, ()icy,
wholesale furrier, May 11, at eleven—J. Starkey, Old-
street, St. Luke, carpenter, May 11, at eleven.
In the Country.
J. J. Nicholas, Newport, Monmouth, timber-merchant,
May 11, at eleven, at the Court, Bristol—J. J. Rayner,
Manchester, tailor, May 7, at eleven, at the Court, Man-
chester—W. B. Richards, West Bromwich, Staffordshire,
grocer, May 8, at half-past ten, at the Court, Birming-
ham—J. Padgett, Idle, Yorkshire, cloth-manufacturer,
May 6, at twelve, at the Court, Leeds—M. Common,
North Shields, Northumberland, May 7, at two,
at the Court, Newcastle-upon-Tyne—R. Seymour, Sun-
derland, linendraper, May 14, at eleven, at the Court,
Newcastle-upon-Tyne.
PAYMENTS OF DIVIDENDS.

G. and A. T. Webb, Great St. Helen's, wine-mer-
chants, second dividend of 2d., on Saturday next and
three subsequent Saturdays, between eleven and two, at
the office of Mr. Groom, Abchurch-lane.
P. Raiford, F. Raiford, and C. J. Wraggo, Stourbridge,
Worcestershire, bankers, ls. 6d., on any Thursday before
June 30, between eleven and three, at the office of Mr.
Whitmore, Birmingham.
NOTICES OF CERTIFICATES.

T. S. Curties, York-street, Westminster, cheesemon-
ger, May 10, at one—W. J. Miall, Ingram-court, Fan-
church-street, cement manufacturer, May 11, at twelve.
In the Country.
J. A. C. Reimann and J. G. Gellar, Liverpool, mer-
chants, May 7, at eleven, at the Court, Liverpool—G.
Moon, Borrowby, Yorkshire, corn-miller, Alay 14, at
Pleven, at the Court, Leeds—W. Savage, Bradford,
Yorkshire, druggist, May 24, at twelve, at the Court,
Leeds.