The Sun.
London, England, 1853-01-24 00:00:00

NAVAL INTELLIGENCE.

Although it has been " confirmed" by the Ministerial
journals that "Rear-Admiral Houston Stewart, C. 8., for-
merly one of the Lords of the Admiralty, and late member
for the borough of Greenwich, has been appointed secre-
tary to Lieutenant-General Lord Raglan, G.C.8., Master-
General of the Ordnance," we cannot help believing that
there is some mistake in the announcement. It cannot
surely be that a flag officer of the navy has accepted the
subordinate office of secretary to a general officer of the
army, and that flag officer an ex-Lord of the Admiralty,
and very likely again to be a member of the board. It
must be the son of Admiral Stewart, Commander Houston
Stewart, who has resigned the command of the Virago,
steam-sloop, in the Pacific, and now on his way home, who
has, through the interest of his uncle, the Duke of Somer-
set, been appointed secretary to the Master-General of the
Ordnance. The death vacancy of the command of the
Highflyer, 24, screw-corvette, poor Captain Matson's ship,
has been given to Commander Heathcote (1849), of the
Cumberland, 70, flag-ship, in the West Indies ; and the
commander's vacancy has been given to Sir George Sey-
mour's flag lieutenant, now Commander Kynaston (1842.)
Mr. Edward Stubbs, who is too young an officer to have
his name on the Navy List, having passed in seamanship
only a few weeks, has been promoted to the lieutenant's
vacancy. The Board of Admiralty, as usual for many
years past, transact business at Somerset-house weekly.—
Herald.

PORTSMOUTH, JAN. 22.
The Archer, 14, screw steam-sloop, Commander James
N. Strange, arrived at Spithead this day at one p.m., from
Falmouth and Plymouth. A few days prior to her leaving
the first-named port she had been successful in picking up
between 40 and 50 blue-jackets ; and on touching at Ply-
mouth she obtained an additional number from the Queen.
The Agamemnon, 91, screw line-of-battle ship, Captain Sir
Thomas Maitland, at Sheerness, being short of her com-
plement, the Archer was signalled this evening to proceed
to that port. We may expect her return about Tuesday,
when she will in all probability come into harbour for re-
pairs, her engine department being somewhat troublesome,
and out of order.

The Rodney, 92, Captain Charles Graham, has taken out
her shot and shells, and will come into the Angle Dock, on
Tuesday, to have her bottom cleaned and examined.
The Leopard, 16, steam-frigate, Captain Giffard, was
brought down from her berth off Hardway this evening by
the Echo, steam-tug, and placed alongside the Camperdown,
receiving-hulk. She will go into dock to have her bottom
cleaned.

The Fairy, Royal yacht, screw-tender, Master Comman-
der Welch, has been hauled into the south dock to do some
trifling repairs to her valves, and to receive another coating
of Mr. Hay's composition on her bottom preparatory to her
fit out for the season.

The Medina, 4, steam-packet, Lieutenant Commander
Reynolds, left on Friday night for Woolwich to be paid off.
The Basilisk, 6, steam-sloop, Commander the Hon. F.
Egerton, at Spithead, is reported to return to the West
India station. If this be correct, we trust a survey will be
held upon her, as we are informed the heat in her engine-
room is intolerable, notwithstanding additional scuttles
have been cut.

The freight ships Andromache, Lady Clark, and Anna
Maria have been taken up to convey the 57th Regiment
from Cork to Corfu.

It is reported that accommodation for 4,000 additional
troops is to be provided in this garrison and Gosport, and
that a troop of Royal Horse Artillery is to be quartered at
Chichester.

The Swift, 6, Commander Aldham, sailed from Spithead
last night for Devonport, to be paid off.
Two very fine ships of 800 or 900 tons, called the Roman
Emperor and Marion, chartered by the Government, are
expected shortly at this port to convey the 85th Regiment
to the Mauritius. They will embark the troops from the
dockyard. We shall much regret the departure of this
highly-discipline( and well-conducted body of men, as well
as their most splendid and unequalled band.
Upwards of 100 merchant vessels have again left the
Mo therbank to try and get out of the Channel. The wind
is well up to the northward, and quite keen enough for a
fall of snow.

PLYMOUTH, JAN. 23.
A British two-decked ship-of-war was reported to the
west of the Eddystone, two leagues outside, at 10.40 this
morning, going up Channel, with a fine northerly breeze,
under all royals, topgallant-sails and topsails, and square
mainsail, with a white ensign at her peak.
St. Jean D'Acro, screw line-of-battle ship, is rapidly
progressing. There are at present above 450 artificers at
work on her. She will be launched early in March. The
following is to be her armament :
Guns.

Lower deck 2O ..
Ditto l6 ..
Main ditto 8 ..
Ditto 2B ..
Upper ditto 2B ..
Ditto pivot 1 ..

Cwt. Ft. In.
8-inch 65 ... 9 0 long
. 32-pounder 56 ... 9 6 „
. 8-inch 65 ... 9 0 „
. 32-pounder 56 ... 9 6 „
8-inch 65 ... 9 0 „
95 ... 10 0 „

Total 100 guns and 1 piv-ot.

SHEERNESS, JAN. 23,
The Agamemnon, 91, screw steam-ship, Captain Sir T.
Maitland. The two new glands for the hydraulic lifts of
the screw-propeller have been substituted for the original
ones of lighter construction, and on trial have proved to be
perfectly satisfactory. The ship is expected to proceed to
the Nore on Thursday next.
The Amphion, 34, screw steam-frigate, Captain Charles
G. E. Patey.—The master of this ship, Mr. William J. B.
TTilliard, has been sent round to Devonport to obtain vo-
lunteer petty officers and able-seamen. Several petty
officers and able-seamen have volunteered for this ship
from the Phaeton.
The Barracouta, 6, paddle-wheel steam-sloop, Commander
George Parker.—Mr. Samuel W. K. Freeman, the master
of this sloop, has been sent to Devonport to enter petty
officers and able-seamen. About 25 smart petty officers
and able-seamen have volunteered from the Phaeton, with
the understanding that their leave would be extended to
two months if required, as in the case of the Amphion.
The Rhadamanthus, 4, paddle-wheel steam-transport,.
' Master-Commander John Belam, arrived here on Ff.-lay
afternoon last, front Woolwich, for Portsmouth and Devon,
I port yards. She brought three able seamen for the Rattle-
snake (which completes her complement), and after com-
municating with the port authorities, the Rhadamanthus
left immediately. She is expected to return here with
stores and volunteers from Devonport and Portsmouth.
The Rattlesnake, Commander Henry Trollope.—Stores,
provision, &c., principally consisting of beef, pork, and
Hogarth's preserved meats, and bread, have arrived here
from Deptford for this vessel. She will go out of dock on
the 27th inst., and remain in the basin to complete her
loading afloat, in order to ascertain her draught, it being
doubtful whether she will be able to stow all the stores
intended for her. The entire lower deck is appro-
priated for stowage. Captain Trollope and all the 'officers
appear to vie with each other in superintending the inter-
nal fitment of this vessel for for the permanent comfort of
the ship's company. The officers, having had such nume-
rous applications for entry, have had the opportunity of
selecting the men, and she has a very smart crew, and
bids fair to be a happy ship.
The Phaeton, 50, Captain George Elliot.—There has not
been an instance here, in the memory of the oldest rigger,
of a frigate having in so short a time been carefully
stripped and all her stores returned to the yard. The
crew, strictly speaking, have only been engaged for that
purpose three consecutive days, working nine hours per
day, making a total of 27 hours actual working. The
work has been carried on under the directions of First
Lieutenant Matthew Conelly, Lieutenant Cooper P. Coles,
and Mr. John Kellock, the master, carrying on the duties of
returning stores to their respective departments in the yard.
The ship's crew were all ready as far as return of stores,
&c., yesterday morning, for paying off. It is currently
reported that the Nankin, 50 guns, now lying at Chat-
ham, will shortly be commissioned by Captain George
Elliot ; if such be the case, very few of the blue jackets
would volunteer for any other ship. The sailing qualities
of the Phaeton during the commission have been tested on
39 trials of sailing by the wind and 20 running free, and in
all these trials she was unquestionably the best sailer on all
points. The Phaeton has always been the first ship of the
squadron, the Arethusa invariably the second on a wind.
The speed of the former has been by far the greater. The
Phaeton weathered on the Arethusa, with a little sea on,
2,410 fathoms, in three hours 20minutes ; in smooth water
2,420 fathoms in 4 hours 20 minutes ; in a little swell,
3,420 fathoms, in 5 hours 45 minutes ; in a moderate sea,
1,420 fathoms in 4 hours. The closest trial of sailing with
these two ships was a trial off the wind and little swell.
The trial lasted 6 hours and 30 minutes, when the Phae-
ton boat by 50 fathoms. We hope shortly to see this
splendid frigate again commissioned, and as smartly
manned as at present. No difficulty would be found in
getting her manned in a few days, either here or at any
other port, such is the opinion of her, although most of her
crow say, " Give us our old officers, and we would fear
nothing afloat."
Captain Sir Thomas Maitland, of the Agamemnon, mus-
tered the officers and crew of the ships in commission yes-
terday, except the Waterloo and Monarch, they being
mustered by their respective officers in command.

WOOLWICH, JAN. 22.
Sir James Graham, First Lord, and several of the mem-
bers of the Board of Admiralty from Whitehall, attended
at Somerset-house to-day, and were occupied to a late hour
in going through the navy estimates for 1853-54. The re-
port of the committee which recently assembled at the Ad-
miralty, to take evidence and report on the best means of
managing the navy, is still in the hands of the secretary to
the committee, and it will occupy him for some time before
it is completed. While the decision of the committee is
unknown as regards the future allowances and comforts
which are expected by seamen, that class have a great
of engarng
re-
luctance to enter into any of the new vessels now in com-
mission. On the contrary, numerous instances have
occurred, within the last few weeks, of able seamen
paying their
Passages to Australia, for the solo purpose
and generally
many o the vessels in the mercantile navy to navigate
them home or to fo • its—a, proof that the seamen of
the present day
at the high rake of wages now offered by
arermeigepo maculating
than the thoughtless
improvident seamen of former periods of
naval service. -Under these changed circumstances in the
character of sailors it will be requisite to adopt some
induceeffi-
them
dent means to to enter and remain in the
Royal Navy.
gs, 72, formerly flagship The Hastings, of the late Rear-
Admiral Austen, on the East India station, and at present
commanded by Captain Francis W. Austen, was to leave
Trincomalee on the 18th of November, 1852, for England,
that ship having been in commission since April, 1848.
The Winchester, 50, Captain Granville G. Loch, C. 8.,
sent out to relieve the Hastings, will be the flag-ship of
Rear-Admiral Sir Fleetwood Pellew, 1C.C.F1., appointed
Commander-in-Chief of the naval forces in the East Indies
station. It is not correct,
as has been stated in some
quarters, that Captain Fitzgerald is to be Flag Captain
to Sir F. B. R. Pellew, as the latter officer is not allowed
the privilegeA e'
appointing the captain of his flag-ship.
He will on his arrival in India hoist his flag, red at the
nuzen, on board the Winchester, and, unless he be per-
mitted to continue in the command at that station as a
vice-admiral,
being only three from that list, Sir Fleet-
wood Fellow's command will be of short duration.
The Prometheus, 5, paddle-wheel steam-sloop, of 200-
horse power, Commander Henry R. Foote, arrived at
Woolwich to-day, after two years and eight months' ser-
vice on the West coast of Africa station. Previous to her
arrival at Woolwich she had called at Portsmouth to de-
liver her dispatches, and remained only about two hours to
take a sufficient supply of coals to bring her round to this
port. At an early hour this morning she landed her pow-
der at Purfieet, and on coming up the river landed her
shells at the Royal Arsenal. At the dockyard, Mr. Taplin,
second assistant to the chief engineer, went on board, and
she then ran down the river again as far as Long-reach,
that he might be able to report on the state of her engines,
which are said to be in a very good condition. She has
brought home a quantity of ivory and gold dust, valued at
10,0002.
Captain Frederick Bullock has been acting as sllPerin.

tendant of the dockyard during the week, in the absence of
Commodore Henry Eden on leave.

ROYAL ARTILLERY.
The following General Order has just been promul•
gated :

" Deputy Adjutant-General's Office,
Woolwich, Jan. 20, 1853.
"His lordship the Master-General has been pleased to
appoint Rear-Admiral Houston Stewart, C. 8., to be his
secretary.

H. D. ROSS, Deputy Adjutant-General."

LONDON AND SUBURBAN RAIL WA T.

Among the schemes recently proposed for, accommo-
dating London with railways is one by Mr. P. M. Par-
sons, C.E., under the above title. He proposes to con-
struct a main line of railway from Brentford to the
Blackwall Railway, near the Fenchurch-street station.
It is to commence by a junction with the London and
South-Western Railway at Brentford, passing in an
easterly direction near Turnham-green and Chiswick, and
so on to Hammersmith and the West London Railway
(which will connect the proposed line with the Great
Western and London and North-Western Railways),
along the south side of Kensington-road to Brampton,
and the lower part of Chelsea and Pimlico ; crossing the
Vauxhall-bridge road, it is to pass close to the new
Bridewell and across Victoria-street, through a low
part of Westminster ; thence, crossing the south end of
Great George-street, King-street, and Parliament-street
to the bank of the Thames between the Board of
Control and Richmond-terrace. From this point
he proposes to continue the main line along the
river on a viaduct and an embankment,, by an easy
curve passing close against the inside of the first
pier of Hungerford-bridge and under the first arch
of Waterloo-bridge, enclosing the space intended for
a grand central station, comprised in the bend df the
river between its north bank and the pier of Hunger-
ford-bridge. The line then rises to a high level and
passes over the foot of Blackfriars and Southwark-
bridges, crosses King William-street, Fish-street-hill,
Pudding-lane, Botolph-lane, St. Mary-at-hill, Great
Tower-street, Mincing-lane, and Mark-lane, and forms
a junction with the Blackwall and West India Dock
Junction Railways, communicating by them with the
Eastern Counties and Great Northern Railways. He
also proposes to make a branch from the main line be-
low Southwark-bridge to the South-Eastern, North
Kent, and Greenwich Railways, by means of a skew-
bridge across the river, which would certainly be no
ornamept to it, and a viaduct passing round Alderman
Humphrey's warehouse, St. Saviour's Church, and
across the Borough and St. Thomas's-street to the
Brighton, South-Eastern, and other railways near Lon-
don-bridge. The portion of the main line between
Westminster and the city would be constructed with
four lines of rails—two for the short or local traffic, and
two for the traffic from the existing railways. In the
construction of the viaducts on land he proposes to build
the piers with openings in the centre, about a third
of the total width of the viaduct, arched over at right
angles to the main arches, so as to form with them
a series of groined arches, in, the spaces on each side
between the piers, admitting of handsome shops being
built, the fronts inwards, and in a line with the inside
face of the piers, and forming with them arcades under
the line of railway, and direct communication between
leading streets and thoroughfares, as well as from them
to the stations on the line. The viaduct for carrying the
line along the bank of the river would be formed by iron
girders, supported on iron columns placed at distances of
about 150 feet apart. The columns would rest on piers
formed by sinking iron cylinders, and filling them with
concrete brickwork, and masonry, standing slightly
above high-water mark. The principal wharfs on the
banks of the river are comprised between a point about
midway between Waterloo and Blackfriars'-bridges and
Allhallows-lane, along which the line is to be carried at
an elevation varying from eighty-five feet to fifty feet
above the level of high water, leaving ample room
for barges or any masted vessels that could pass under
the bridges, to be brought under the viaduct alongside
the wharfs. The intended skew-bridge across the river
for connecting the line with the Brighton and South-
Eastern Railways, as well as the proposed branch
across the river to the South-Western at Batter-
sea, to be constructed on the same principle as the
viaduct, but in spans of not less than 250 feet. On
part of the scheme is the formation of a central station
near Charing-cross for the accommodation of passengers
to and from all the metropolitan railways. The total
area of the station would be about 18 acres, exclusive of
about 41 acres of the enclosed space on the river before
referred to, intended for a floating basin to accommodate
the wharfs between the Adelphi and Waterloo-bridge,
and the traffic of the proposed railway. The principal
façade of the central station would be in Great Scotland-
yard, in the rear of Northumberland-house. The front-
age would be about 800 feet, with numerous entrances
and exits, with separate entrances and platforms for the
various railways. The estimated cost of the station is
245,3001., and the return, at Ad. per passenger for the
use of it, 7 per cent. on the outlay. Mr. Parsons esti-
mates the total cost of the proposed main line
and branches at 2,809,5111., the gross revenue
at 451,2561., and the net revenue, after de-
ducting 40 per cent. for working expenses, 270,753/., or
9.63 per cent. per annum. The estimate for the pur-
chase of land, construction of works, &c., for the portion
of the line from Brentford to King William-street, City,
amounts to 1,769,7971.; the gross revenue to 305,871/.;
and the net revenue, 183,5251., or 10.38 per cent. per
annum en the outlay. The extension thence to the
Blackwall Railway is estimated to cost 538,0541.; the
gross revenue, 48,6671.; and the net revenue, 29,2001.,
or 5.42 per cent. The cost of the branch to the Brigh-
ton and South-Eastern Railways is estimated at 267,848/. ;
the gross revenue at 38,4731.; and the net revenue,
23,0841., or 8.62 per cent. per annum. The cost of the
branch to the South-Western Railway, at Battersea, is
estimated at 160,8541.; the gross revenue at 25,4691.;
and the filet revenue at 15,2811., or 9.5 per cent. per
annum. The cost of the branch to the West London,
or Punch's Railway, is stated at 74,9571.; the gross
revenue at 32,7741.; the net revenue, 19,6641., or 26.2
per cent. per annum.

COMMUNICATION BETWEEN GUARDS AND

.ENGINE-DRIVERS.

The directors of the London and North-Western
Railway have, during the last few days been engaged in
discussing among other subjects, that of communica-
tion between guards and engine-drivers, with a view to
the prevention of accidents if possible in future. This
discussion has arisen in consequence of the melancholy
event which has recently taken place at Oxford. Amongst
the plans proposed are three from Mr. Varley, of Shef-
field, namely, one for communicating intelligence be-
tween the guard and engine-driver of railway trains ,
another for an improvement on the skids of the
the
fourdinary
bralies now in use, acting instantaneously on h
wheels of the brake van, and a new and powerful
end werfulefbotdhye
brake, acting either at the centre or at
brake van or carriage. With respect to the communica-
tion between guard and engine-driver, the plan con-
sists of a small but strong flat chain connected
with an apparatus at the corner
ande
rof
passes into
the brake
van, through which it descends
an iron tube or groove attached to the underneath
part of the carriage. A t each end of the tube are
:Rued two small perpendicular
and one horizontal roller,
against which the chain plays freely when in motion.
This chain proceeds through the whole extent of the
carriages in the train, and is finally attached to a
whistle fixed in the boiler of the engine, on which it acts
powerfully and instantaneously when pulled by the
guard. The use
of the rollers is of the utmost service
when a long train is rounding a corner, as, from the
freedom of action which is thereby given to the chain
when put in motion, no more force is required by the
guard than when used under ordinary circumstances.
Any number of carriages may be attached to a train on
arriving at a station without in the least disturbing the
arrangement of the connecting chain. In the event of
the couplings breaking and dividing the train, the very
accident acts upon the communication chain, which
blows the whistle, and thereby Conveys to the engine
driver the fact that something wrong has happened. The
second part of the invention accomplishes in one turn
that which, in the present brakes, requires ten
turns, and will, therefore, stop a train in one-
tenth of the present time, and it acts on the four
wheels of the brake van. The third, or " body
break," as it is denominated, consists of a sledge, hav-
ing four divisions on each side of the vehicle, covering
in length six feet of the metals on both sides of the line,
taking its bearings on the four corners of the carriage.
The governors regulate the motion of the apparatus, so
as to prevent the possibility of the carriage wheels, under
any circumstances, being lifted off the metals. It is
worked by the guard turning a screw at the top of the
break, which instantly brings down the sledge on the
metals, and thereby produces a great resisting and equal-
ising power on each side of the rails, and acting forcibly,
without in the least nipping or laying hold of the metals,
sliding on the line for a short distance, but so as not
momentarily to stop the train. The sledge may be made
of iron, wood, and other substances. In consequence of
the number of other lines running into the North- West-
ern line proper, the directors of the London and North-
Western Company have resolved to communicate with
all other railway companies running on their line, to
ascertain how far they nay be disposed to concur in any
plans for effecting the object intended.

ACCIDENT ON THE GREAT WESTERN RAILWAT.—An
accident attended with a good deal of damage occurred
on this line a day or two since. It appears that the
luggage train on the day in question arrived safely as
far as Bath, which place it left for Bristol about eleven
o'clock. Shortly after the train passed Prix-ash-bridge,
and at about two miles distance from the Keynsham
station, the axle of one of the trucks broke, and several
of the carriages were thrown off the rails. As seen as
the engine-driver discovered what had happened, he did
his utmost to stop the train, but before its impetus could
be overcome some of the carriages ploughed up the line
for the distance of nearly half-a-mile, the sleepers were
cut asunder, and a good deal of other damage was done.
Five or six other carriages, laden with heavy blocks of
stone, grain, and other goods, broke loose from their
couplings, were thrown down the embankment, and
deeply embedded in the soil of the field below. The
engine was dispatched to Bristol with intelligence of the
disaster, and due preparations were taken to prevent
danger to any of the passenger trains. A large body of
workmen were sent to the spot, and they at once set to
work in clearing the line, which was not accomplished till
nearly three o'clock in the afternoon. Yesterday the
trucks which were hurled over the embankment were
also removed. We should state that fortunately no
person in the train was injured. The van in which the
guard rode did not get off the rails,