The Sun.
London, England, 1839-08-05 00:00:00

SCHEDULE.

Exeter to Falmouth 96 11
The mails from Scotland, Ireland, Liverpool 111Anches-
ter, and other great manufacturing t7oswnastil:ns,
o the
r7i north
hours
England are concentrated at Bristol.
Bristol to Exeter is about

183-

From Bristol to Southampton about
75 miles, or
Steam-vessel from Southampton to
a point off Falmouth average say 22

71 hours

Difference in favour of Falmouth
on completion of railroad from Bristol to Exe
ter, a saving of

EVENING ED

TION.

THE LONDuN MAILS
From London to Southampton partly by rail-
way as at present 5
From Southampton to a point off Falmouth, on
the average, say

27 hours

From London to Fa!mouth, per mail 27
When the railroad from London to Bristol is
complete a saving of 5 hours
Ditto from Bristol to Exeter ...

In favour of London by way of Fal-

mouth

8 hours

Thus the mails from Ireland, Scotland,—and the great
northern rnanufacturihg districts will gain eleven hours by
their being embarked at Falmouth at present, and wben
the railroad is completed from Bristol to Exeter a gain of
sixteen hours; while the mails from London new arrive at
Falmouth as soon as they can reach a point off Falmouth
by way of Southampton by steam, and when the Bristol
and Exeter Railway is complete there will be a saving of
eight hours in bringing the mails from London.
In addition to this it must be remembered that the time
to Falmouth is fixed, being by land, while that from South-
ampton is uncertain, being dependent greatly on wind and
weather.

ADDITIONAL REMARKS TO THOSE CONTAINED IN THE FAL.

MOUTH MEMORIAL.
The great merits of Falmouth Harbour are not properly
appreciated, especially by persons residing in distant parts
of the kingdom, and therefore the following remarks are
appended to the Memorial.
First.—lt possesses advantages, it is thought, greater
than any other port in the kingdom as an anchorage for
steam vessels, being safe and commodious—without all
strength of tide—and having a depth of water equal to all
purposes for the largest vessels.
Supplies of Welsh coals may be obtained at Falmouth
at the low .st possible rate, and of the best quality—the
distance from Wales being short, and the freight propor-
ttonately light. The Government coal frigate lies In e
part of the harbour where there is sufficient depth of water
to enable even a line of battle ship to go alongside of her
at any time of tide, and where the largest steam ship ever
built can always receive her coals without any delay or the
smallest risk. Two other coal hulks are always empleYe
in the inner harbour in supplying steam vessels of vari°lls
sizes with coals with the smallest possible inconvenience.
The anchorage of the outer port, or what is usually
termed Carrick Roads, where the present naval packets
lie preparatory to their proceeding on their voyage, for its
extent—for its depth of water (there being from 7to 2v,
fathoms)—and for its security from all storms, is unequalled
on the coast of England, and in which the longest steam'
vessel may find room to wind, anchor, or weigh, without
being inconvenienced by narrow passages, projecting points;
or dangerous shoals, and without requiring the protection
of a breakwater, or the guidance of light vessels and awl'
-marks.
tiplied
land

It is a fact well known to the commercial world, that
in the heavy gales of wind which have so frequently uc:
curred, and when losses in lives and property to the most
serious amount have been sustained in other ports,
scarcely a single accident has happened at Falmouth;
and it may be ob3erved, that in the year 1824, when the
port of Plymouth presented such melancholy instances e
its exposure to the severe gales from the southward, an
such extensive losses were experienced along the coast'
Falmouth was almost wholly exempt from its direful
effects.

Second.—That as a port of refuge it is always acces-
sible by night and day—at all times of tide—and in the
most boisterous weather, with the wind in any quarter.
There is no impediment existing to the arrival of steal'
vessels of any size, and it should be remembered that the
winds which prevail on the British and Irish coasts during
the winter, are from S. S. W. to W. N. W , and are often
accompanied by thick rain, dark weather, and high seas,
which are the greatest hindrances in navigating on thee°.
coasts. Under these well-known perils a seaman woele
run with confi rence for the Lizard, satisfied that be O.;
not a lee shore to contend with, os he may approach ael •
part of that coast within two and a half miles, or near
enough in the worst weather to ascertain his
position from
whence he can steer for Falmouth Harbour, or take shelter
in the Western Bay in smooth water. The Liverpool
Peninsular steamer was lately delayed in her return voyage
forty-eight hours, from some defect in her machinery and ,
deficiency of fuel, and she must of necessity have song',"
refuge in a western port to procure the necessary assist.
ance for the continuance of her voyage if she had bee°
bound to any port to the eastward.
Thirdly. As a port of departure for steam vessels it
also presents great advantages, being at the very entranCe
of the Channel, from whence a passage can be made when
vessels in the eastern ports would hesitate about weighing
their anchor. The maximum rate of the speed of a steam
vessel is about nine miles per hour, and this is about the
malls
will rate of a mail coach; therefore the Mels
will be carried to Falmouth, the extreme South-west-
ern
ern port, in all weathers, at a fixed rate of
speed, and be ready for embarkation there at a certain
hour—advantages which cannot be equalled by stwart.
it
ing from any other port. If the object in dispensing °
sailing vessels and employing steam be dispatch, then to
give up Falmouth for the precarious chances attendant
upon navigating the whole length of the Channel would be
most undesirable; for the difficulties would be tenfold in
the winter, when the days are short and the nights long'
and even in the summer there is a great variety of instances
of delay of which the following are the most recent. The
Devonshire, a first-class steam vessel, encountered a gale
of wind on her passage from London to Dublin, and ought
to have arrived at Falmouth on Friday, the 19th instant, at
noon, but did not reach that place till five, a.m., on the
Monday following, having 'been delayed on her passage
down Channel 65 hours. The United Kingdom, a fine
steamer, bound to Naples and Alexandria, left Portsmouth
on Thursday morning, the 18th instant, and did not reach
Falmouth until 10 p.m., the Sunday following, being three
days and a half on her passage, and 57 hours longer from
Portsmouth than the mail coach takes to convey the mails
from London to Falmouth.

Where, then, it may be fairly asked, is there another
port on all the coasts of England which affords such Wl'
lities for the arrival and departure of steam as Well as
sailing vessels with mails and dispatches on board, to be
compared with Falmouth? Indeed the expression of a
talented nautical gentleman may be well quoted, that
"the contemplated change abounds in absurdities."
Falmouth, July 1839.

DISCOVERIES OF MUMMIES AT DuRANG°'
Niaxico.—A million of mummies, it is said, have lately
been discovered in the environs of Durango, in Mexico' are in a sitting posture, but have the same wrappings' bands, and ornaments as the Egyptians ; among them was
found a poignard of flint, with a sculptured handle, et,118...r.
lets, necklaces, &c., of alternately coloured beads,
irab'
ments of bones polished like ivory, fine worked, elastic
tissues, (probably our modern India rubber cloth), moc-
casins worked like those of our Indians, bones of vil3e".."
&c. It is unknown what kind of embalming was used for
the mummies above mentioned, or whether they were pro..
served by nitrous depositions in the caves where they well
found. A fact of importance is stated, that necklaces°
a marine shell are found at Zacatecas, on the Pacific'
where the Columbus of their forefathers probably,
there-
fore, landed from Hindostan, or from the Malay or Chinese`
coast, or from their islands in the Indian Ocean.--Silh.
man's Journal.
HAYDN'S DYING PRAYER.— of
The army -
Napoleon had been gradually approaching Vienna, and °a
the night of the 10th of May, 1808, the French artillery'
up its position at Schosnbrun, within two hundred
s:
yards of the composer's little garden, in which four shells.
fell and exploded in the course of the night. Its batteries
were directed against the city, and Haydn, picturing t°
himself the horrors of a sacked town, the massacre of ll°
fellow-citizens, and the imperial eagle succumbing to the
bird of Gaul, raised his feeble hands to heaven,
and thee
tottered with feeble steps to his piano, where he sang with
a voice tremulous with emotion rather than from bodily
weakness, the national air composed by himself of " Goa
Italie den Kaiser," God save the King. This, which be
was accustomed to call his prayer, ho sang with surpassing
expression three times; but the doom of his country was
sealed,patrpatriotic
ea
cnodmap
sfee
rw b daysh
eadftheirs
ltaliset.Lamkinugsicoafi
WVieonrinda. dui

FIRE BALLOON. Some foolhardy persons
having constructed a fire balloon of enormous size, on the
principle of the " great Montgolfier" machine, which was
battered to pieces at the Surrey Zoological Gardens last
summer, made an attempt to ascend with it from the Hippo-
drome race-course on Thursday night; but, just as two
men had got into the car, a rent was discovered in the
balloon, and subsequently it took fire. It was fortunate
for the aspirants to aeronautic honours that they had not left
terra firma; as it was, they very narrowly escaped being'
burned to death. One would think the chances were suf.-
ciently strong against the aerial voyager in the coraras
balloon, without superadding:the risk of being roasted alive.
THE CLASSIC PATTEVER
SPOONS and FORKS combine Novelty RN
with gr SI L
eat Nest'
a nCdO Watchmaker,
t hAmVa
kO eRr)Y
4,
ness and Simplicity, and are little more expensive than the
old plain patterns which have been made for the last thirty
pas*
This pattern can be obtained only of
I'.
Silversmith, Jeweller,
) London.Cornh _ ( Sere°
doors from Gracechurch-street,

SHEFFIELD PLATED WINE COOLERS'
A. B. SAVORY and SONS, Manufacturing Silvairsoit"
14, Cornhill, London (opposite the Bank of England), bale for
choice in their warerooms a Selection of PLAIN and ORN
MENTAL ICEPAILS, to which they wish to direct attastit
The price of ain Tub-pail (now much in use), 8i• 1
the pair ; the Classic Vase (very neat), 101. Bs. the pair the
Victoria Cl
Jsl. the pair; the Dresden Cooler, HU' the
„I
pair, &c., all of whit., are strongly mounted with Silver, and
have Silver Shields for Engraving the Crest or Coat of Ann:,
A pamphlet is published, with drawings of the above.. end
other articles of plate generally, which may be had en Wu'.:
tion, free of cost.

II 711 5.
On the 31st Wt., at Creeting Rectory, Suffolk, the lady °f
the Rey. Charles Rawlins, of a daughter.
On the 31st ult., at Camberwell, Airs. William James Leas,
of a daughter.
On the 2d inst., in Finsbury-square, the lady of W. J'
Little, AI.D., of a son.
On the Ist inst., at Walsall, the lady of the Rev. Vir-
Barker, of a son.

At North,un, North Devon, the Rev. Beridge Jebb, son °'
Joshua Jebb, of Walton-lodge, Derbyshire,
Esq to Charlotte,
eldest daughter of the late Richard Dann, E.Sq
On the 3d inst., at St. John's, flotton, G Comfort, of
Coleman-street, youngest son of Air. Conliert of Holloway of
Sarah, eldest daughter of the late J:leob Easley,Esq., °
Ealing.

DIET),
On the 3d inst., at Lambeth, Thomas Pinkett, Esq., late of
the Middle Temple, aged 84,
On the •3(1 inst., at illerrylands, near Chertsey, Surrey, 311."
James Lilw,;ll, aged 48.

it and Published by 11 RllO 170 f
No 112., :•-traatl, at The Sun Odic*, No. 112, Stand, '—
the eouuty of Aliddlesex.—Alonflay, August 5. .V..•X4