The Sun.
London, England, 1853-12-08 00:00:00

THE SUN, LONDON, THURSDAY EVENING, DECEMBER 8, 1858.

libel. Baron Rothschild's horse, Hungerford, was to I
run for the Queen's Guineas, at Bedford, on the 21st of
September. In the morning of that day we were betting 4
to 1 against him, but afterwards it was evens. He was
also to run at Leicester the day after the Bedford race,
and the ticket I gave to the plaintiff by mistake omitted
to state the race upon which it was given, but the bet
was made upon the Bedford event, and was so entered
in the book at the office. The bet was made by a per-
son named Hodson, who betted 55., and took the odds
4to 1. At this time we were betting even upon the
Leicester event.
Cross-examined—The office was shut up last week. I
will swear that the entry of the bet in the book was
made all at one time ; and that the mention of Bedford
had not been put in since. I omitted to put Bedford on
the ticket in the hurry of business, having taken 80 or
90 bets within the hour. Hungerford did not run at
Bedford, but he ran and won at Leicester. The day
after the Leicester race, Hodson offerep the ticket ; but
I said I would not pay it, as the bet was on the Bedford
and not the Leicester race.
Mr. Rogerson, the clerk of the course at Bedford,
proved that Hungerford was entered but did not run.
Henry John Milne—l am the plaintiff. I have shut
up the office, and have returned all the money which I
thhaev eo
dreceivedw u4ptonnlf untguarien rs at cHe sn. n On g
er
ftohred2olns t
the
September,Bedford,
and on the Leicester race its was even betting ; and in
some instances it was 2 to
_1 in his favour. I have been
a draper at Newcastle-on-Ty.n 9.
Cross-examined—I am nothing now ; paid Waugh my
clerk
it a
nhseallla Marley
aorfle2yoowlas. acialleaerd., but not questioned by the
Mitchell
plaintiff's counsel. In cross-examination he said, he
being out of business, and knowing the plaintiff,- was
generally at the " office," though he had no particular
duties there. He was not a touter or a tipper.
The Chief Justice—When I was at Westminster school
a tipper was a gentleman who came and gave a boy ss.
(A laugh.)
Joseph 'Andrews Etches said, he kept a betting office
next door but one to the plaintiffs', and he understood
the libel to refer to the plaintiff. The plaintiff was
always ready to pay if any body called for money, and
his name was over the door. Witness had been a corn
merchant at Newcastle, and so'knew the plaintiff. The
betting office was very profitable, but he did not know
that a person who bad kep to betting office for two years
Ihad made 30,0001.2 The owner of a horse at the-Cesare-
with made 30,0001. on the race. Witness had returned
to the public all the money he had received upon future
1 events.
Mr. Sergeant Byles then addressed the jury for the
defensive, and said that Mr. Hodson had sent a written
statement to the Weekly Times, and detailed the, facts
of his case as stated in the alledged libel. The paper
had always been opposed to betting-offices, and when
the statement was received the defendants did their best
to get him justice ; and he submitted that the article
complainedof instead of being a libel, was a just, neces-
sary, and pialseworthy exposure. The learned serjeant
then commented upon the evidence which had been
given and detailed the facts which he should be able to
prove in support of the plea of justification.
John Hodson was called, and he said—l live at No.
4, Leigh-street, Red Lion-square. On the 22st Septem-
ber last I met a person named Reece, who said "It
you have ss. to spare, I can put you up to a good thing,
I I.have a letter from Leicester which says that Hunger-
! ford will run for the Queen's Plate to-morrow, and he
is sure to win." This was opposite Milne's, and I
went there and asked the man behind the partition the
odds against Hungerford for the Queen's Plate at
Leicester, and he said 4 to 1, and I took it for a crown,
; and got a ticket for 255. Bedford was not mentioned at
I all. On the Saturday after I saw by the paper that the
horse had won at Leicester, and I went for my money, but
the man refused to p,y it, and said the money was betted
I upon the Bedford race. There were three persons there
who put some impertinent questions, and one of
! them said " D-- you get out"—that person was Milne.
I threatened to go to the County Court for a summons,
and 1 went, but they would not grant me a summons
unless I knew the Christian name of Milne. I went to
the "office" to try to get this name, and I met a man
who, I think, kept a betting-office, coming out. His
name is Nicholson, and he laughed at me, and said,
"Oh you'll get nothing ; the place belongs to Etches."
Upon this I gave up the idea of a summons, and I wrote
.a letter to " Flibinite," of the Weekly Times, instead.
Cross-examined—l have an annuity, and I have also
a commission from Hill and Co., of Glasgow, to sell ale
and whisky. The last person hom I can recollect sell-
ing any to was named Hodson, and that was about three
months ago. I bet occasionally, but only two or three
crowns a year, on my own account, though I sometimes
make bets for other persons. I have heard that Reece
has a commission from the officers of the 2d Life Guards.

It was admitted that the horse Hungerford was at
Leicester.

The Chief Justice, in summing up, said that what had
been published was no doubt a libel, and upon the
second plea there was no evidence to justify two portions
,of it. Reference was made to " a host of others whom
they have fleeced in a similar manner," and that was not
justified. It was also alleged that the horse was not
entered at Bedford, but it had been proved that it had
been in fact entered. When he was law officer of the
Crown there were betting lists, and he was successful,
with Ithe assistance of some newspapers, and among
others of the one iti question in -putting them down ;
for having discovered that' they were an' illegal thing,
and that those who kept them Were rogues and vaga-
bonds, he took' proceedings against them as such. After
the Running. Rein case, the late Lord Bentinck had ob-
tained a committee, and it was thought advisable to
alter the statute of Anne, which made betting illegal,
and simply to enact that bets should not be recoverable
in a court of justice. Thus, persons who kept lists
ceased to be rogues and vagabonds, and the law officer
was disabled from proceeding against them, and the
" offices " spoken of sprang up. As the justification did
not extend to all the libels, the verdict must technically be
for the plaintiff, and the amount of damages was the
only thing which the jury would have to consider.
The jury retired, and they were absent from court for
about two hours. At the end of that time they came
into court and gave a verdict for the plaintiff for 405.,
and they stated their belief that Waugh had taken the
bet upon the Bedford race.

SECONDARIES COURT.
(Before Mr. G. W. K. Potter, Secondary.)
HARPER V. WILLIAMS.

This was a writ of inquiry to assess damages in an
action for an assault.

Mr. Sergeant Miller and Mr. Miller appeared for the
plaintiff ; Mr. Locke for the defendant.
It appeared that on the day after the race for the
Derby in May last, the plaintiff and the defendant met
at the Canonbury-tavern, Islington, which they wero in
the habit of frequenting, and some conversation of a spe-
culative character took place as to the probable losses of
the Leviathan of the betting world, W. Davies, on that
event. Some angry words were exchanged, the de-
fendant taking the initiative, and subsequently, the
differences being smoothed down, they tossed for a
glass of brandy and water. A dispute then took
place, as to whether the defendant had called right, the
coin tossed with being a smooth worn sixpence. It was
referred to a third party, who decided against the de-
fendant, who thereupon lost his temper, and said, they
(the company present) were all a pack of fools and
thieves together. The plaintiff retorted, and when the
defendant was about to leave the room the plaintiff
stood up to prevent him, and said he should not go
until he had apologised for the bad names he had called
him and his friends. The defendant refused to make
any apology, and on the plaintiff persisting, he seized a
poker and struck him across the bridge of the nose, the
effect of which stupified him, and he was led home. A
doctor was sent for, under whose care he remained some
days, and the bill for his attendance amounted to 121.
15s. 6d. The medical man was called as a witness,
and he stated that the blow caused concussion of the
brain, that serious consequences might result from any
future injury on the same part of the face, and that the
plaintiff's memory would be affected for the remainder
of his life.
Mr. Locke, in addressing- the jury in mitigation of
damages, did not justify the assault and urged that the
plaintiff had to thank himself for what had taken place.
One was as bad as the other, and the plaintiff had no
right to prevent the defendant leaving the room.
The jury assessed the damages at 201.

ASSIZE INTELLIGENCE.

LANCASTER WINTER ASSIZES.
LIVERPOOL, Dee. 7.
CROWN COURT.
(Before Mr. Baron Alderson.)
STABBING.

TVilliant Gallasby was placed at the bar, charged with
stabbing Thomas Clayton, at Orrell, near \Vigan,
the 22d Sept. last, with intent to do him grievous
bodily
harm.
On evidence, it appeared on the day in question the
parties together had been drinking in a public-house in
Orrell. Gallasby became quarrelsome, and would have
fought but for the interference of Clayton, who com-
pelled him to sit down. On the latter leaving the room,
Gallasby obtained a sickle from another person present,
went out after Clayton, and cut him severely on the
head and shoulder with the instrument. Clayton threw
him down ; but the prisoner, after getting up, followed
him into the house, and repeating the attack in a fero-
cious manner, disabled one of the fingers of his right
hand.

Guilty. Sentence deferred.
STABBING.
David Irwin, a beer•shopkeeper, was charged with a
felonious assault upon police-officer Thompson, in
Broadv&ay-street, Liverpool, on the 9th October.

• -
The prosecutor deposed that he was on duty in Broad-
way-street on the night referred to, and going over the
Boundary-bridge, about ten minutes to twelve o'clock,
lie heard a noise, and turning hack saw the prisoner,
with three others, advancing. The prisoner, who was
stripped, was using a bayonet. WI en he came he struck
witness in the left side with the weapon. He again
stirack him on the head ; but a police-constable coming
up he ran away, or the consequences might have been
fatal. Irwin, it appears, had been attacked some time
Previously in his own house, which put him into such a
state of great excitement. Several witnesses were ex-
amined, all of whom bore testimony to the prisoner's
Touter
good character up to the time of this transaction.
Sentence deferred.
having, on the 6th September,
h Reuben
eplit'ie/m_a/ibaoenri., .Slater were
the Old
indictedlv for
ymb, as-
saulted Henry Buckley ;
Mossley, and that he went to the Beallev
I for robbery. It appeared
from Buckley's evidence thats he is carrier living t
the neighbourhood of Manchester on the morning of the
Bellevue Gardens ina
sth, where he remained until the evening. Witness left
Bellevue with two other friends, and stopped at Hun-

t r
ter's tavern on their way home, wnere trey got some.'
drink. Witness saw the two prisoners in the house at
the time, which was nearly twelve o'clock. He and his
two friends then left for Mossley, and called at the Old
Wymb Tavern, where they had some beer. Witness
left his friends behind hint when he found they would
not go any further. When prosecutor got about 40
yards from the house he was attacked by the prisoners,
the orie holding him by the throat, while the other took
103. 10d. in silver, 20. in copper, and two shoeties
from the pockets of his pantaloons.
Several others were examined, but nothing further
elicited.
Guilty ; to be imprisoned for 8 years.

0-CW AN ST MERV

At the meeting of the Institution of Civil Engineers,
held last week—James Meadows Rendel, Esq., presi-
dent, in the chair,
The discussion being resumed on " Ocean Steamers,"
it was contended that the statement of a supposed wave
pressure of 85,000 tons of water, or even of 40,000 tons,
to which it had since been reduced, by a modified esti-
mate' was inadmissible ; it would be manifestly impos-
sible for any vessel to withstand such impact from a body
of water ; and if the position was admitted, it must be
evident that any of the ordinary coasting steamers would
constantly be liable to a pressure of 1,000 to 1,500 tons,
which would suffice to utterly destroy them.
The comparison of the qualities for safe riding, when
lying-to, between a line-of-battle ship and a privateer,
was not to the point, as the former was encumbered by
the enormous weight of her armament, and by her top-
hamper : in short, the whole misconception had arisen
from confounding the wave of oscillation with that of
translation • this was exemplified by the case of a dis-
abled vessel; as long as she remained afloat she was
comparatively safe, but as soon as she touched the
ground, and the wave of oscilation became one of trans-
lation, she was immediately knocked to pieces by the
impact of the waves.
Next, as to the proportions of 6 to 1, which had been
derived from as ancient a type as Noah's Ark,—now, as
far as was known, as that construction had not been de-
signed either for sailing or steaming, but only to float
with a very large cargo, it afforded no analogy for vessels
buiit for speed, however propelled ; and, in fact, modern
fast-sailing vessels had abandoned those proportions,
which had only been perpetuated by the old tonnage
laws, under which merchant vessels were enabled to be
constructed to Carry enormous cargoes, but they were
unable to attain any considerable speed. It was further
argued, that as steam propulsion was employed, the
analogy became still less apparent ; and, as an instance
of the advantage of lengthening ships, the case of the
vessels belonging to the North of Europe Steam Naviga-
tion Company was mentioned. The City of Norwich,
183 feet long, 26 feet beam, 471 tons burthen, and 200
H. P., could carry, as cargo, 220 head of cattle, at a
speed of 10 knots per hour, but she rolled considerably
with a beam Bea ; .whilst the Tonning, 222 feet long, 27
feet beam, 734 tons burthen, and 200 H. P., carried 360
head of cattle, at a speed of 12 knots per hour. She
was a remarkably easy vessel, and had proved her sea-
worthy qualities by coming safely round the coast of
Scotland during the late gale in September. Thus, with
the same engine power, by merely altering the propor-
tions from 7 to 1 to 8 to 1, nearly 60 per cent. more
cargo space was obtained, and 2 knots per hour were
gained in speed, with improved sea-going qualities. It
must be remarked, also, that the relative proportions of
the Tonning were almost identical with those of the pro-
posed iron vessel for the Eastern Steam Navigation Com-
pany.

- Taking the Wave Queen as an extreme case—her length
being 213 feet, with 15 feet beam, and proportions of 13
to 1, with a daught of water of only 5 feet, and compar-
ing her performances with those of the Christiania,
a good vessel? about 170 feet long, and with about the
proportion of 6to I—it was found, that whilst the latter,
in a moderate head-sea, continually shipped the waves,
the former, in a similar sea, was perfectly dry. This evi-
dence was given from the personal experience of the
speaker.

The Wave Queen had since been running between
Newhaven and Dieppe, and it was to he expected—in-
deed it had been predicted—that, from local circum-
stances connected with the entrance of the harbour at
Newhaven, she would meet with some casualty. She
was not stranded in consequence of any inefficiency in
the power of the rudder,' but after a very bad passage
across the Channel, in the trough of the sea, which was
running very high, she arrived off Newhaven, when there
was scarcely depth of water over the bar. fox her to
cross, she touched the ground heavily, and hung by her
" heel ;'' a beam sea catching her at the same moment,
swung her round and threw her broadside on the beach,
where all the passengers were safely landed. It was a
good proof of the strength that could be given to iron
ships, that though she was thrown broadside on the
shore, by the waves of translation, she was safely got
off and brought round to the Thames without material
damage. _ _

As to the elaborate calculations entered into, with re-
spect to the three great navigation projects; before ad-
mitting the correaness of those results, it must be clearly
understood, that the Rattler, which had been used as
the type, was built during the most depressed period
(scientifically), of construction in H. M. Dockyard. Her
dimensions were 176 ft. long by 32 ft. 6 in. beam,—a
proportion of about 51 to 1, and from what had been
published, it must be ev'dent that she had just performed
what might have been anticipated from such propor-
tions. At the time of the construction of the engines of
the Rattler, marine engineers had scarcely adopted, and
rarely practised, the use of the steam at a certain amount
of pressure, and expanding in the cylinder, whereby such
a vast economy in the consumption of fuel was now
realised. Now, if the calculations of fuel required for
long voyages were based upon the old scale of consump-
tion, instead of the present rate, which, in good ships,
did not exceed 3i lbs. per real H.P., the deductions
from the calculations must be still more unacceptable.
It was then contended, that all arguments based upon
calculations of the speed and other qualities of such a
type, must be utterly fallacious. It had been shown
what increase of speed and of carrying qualities had
been produced by lengthening the Tonning without in-
creasing her power, and, by analogy, it was only rea-
sonable to presume, that if the proportions of the
Rattler had been altered from 51 to I—to nearly 8 to 1,
there would have been a still more striking ameliora-
tion, and she would have been a more trustworthy
type for the calculations and arguments as to the prac-
ticability of constructing, and of commercially working
large ships. It was argued, that with all these, and
other examples to the contrary, it was evidently incor-
rect to attempt to assume that 6 to 1 was the best pro-
portion for vessels of any kind.
It was assumed, that when it was stated a large
steamer was intended to run to India, or Australia and
back without re-coaling, it was only meant, that she
would carry enongh coal to avoid detention at the inter-
mediate ports, as, (unless it was ascertained that she
could not procure a more profitable cargo), it would evi-
dently be more economical to send coals to the ultimate
and distant port by sailing vessels, who would convey
them cheaper than she could do.
It must not be supposed, that the meeting received for
granted the results of calculations based on such a type
as the Rattler, nor that the Institution could pretend
to do mere than offer a field for the investigation of the
scientific portion of the magnificent commercial expe-
riments about to be tried, and for the success of which
all must unite in offering their best wishes. En-
gineers, unless especially called upon to give opinions
on the prospects of commercial success offered by
undertakings, were only expected to consider the
best means of 'executing given works at the cheapest
rates, compatible with security and durability, but the
ultimate remuneration for the outlay must be mainly a
subject for the consideration of the speculators.
The advantages of employing a smaller number of
large ships, rather than a greater number of small ships,
for a given trade, especially for long voyages, was be-
ginning to be generally admitted by shipowners. A
return was published in the Times of November 22,
1853, copied from the Liverpool Albion of November 21,
which presented the results of that experience in a re-
markable form. •

"The following table shows the average number of
days occupied on the passage by the vessels of different
tonnage, ranging from 200 tons upwards, despatched
from Liverpool to Australia, in the years 1852 and
1853 :

1852. 1853.
Average num. Average num.
of days. of clays.
137 133
122 122
123 113
118 112
113 112
107 103
108 101
103 100
102 95
96 91
91 90

-Under 200 tons'
From 200 to 300 tons
300 to 400 ~
„ 400 to 500 „
„ 500 to 600 ~
„ 600 to 700 ~
„ 700 to 800 ~
~ 800 to 900 „
„ 900 to 1000 „
„ 1000 to 1200 „
„ 1200 and upwards

"From the above table it will be seen, that in almost
every instance, the average is in favour of the largest
ships, the 600 ton ships having an advantage of 24 days,
on the average in 1852, over the 200 ton ships, and the
1,200-ton ships having an advantage of 22 days over
the 600-ton ships. In 1853, also, it will be seen that
the results are much the same."

But even with this evidence, it would not be wise to
rush to the conclusion, that vessels of enormous size
would be applicable in all circumstances ; in fact, that
which determined the expediency of using a large ship
was the co-incidence of a great amount of traffic and
great length of voyage. For example, it might be ques-
tioned, except for some special branches of commerce,
which appeared now about to be greatly developed,
whether a very .large ship would be likely to be com-
mercially beneficial, between any two ports of Great
Britain.

It must be evident, that for each length of voyage
and description of trade, there was a particular size of
vessel that would be most suitable ; and, indeed, as. in
most other engineering works, the circumstances of the
traffic, would of 'themselves mainly determine the pro-
portions of the structure ; take, for example, the trade
between England, and America, as originally opened by
the Great Western ;" that vessel, as first designed, al-
though much the largest ship of her day, was of the
smallest size by which such a trade could be conducted ;
and her length was actually increased, during her con-
i struction, to a point then generally considered dangerous.
Since that period, all vessels on that station had been
successively augmented in dimensions as the trade in-
creased ; but even those vessels were too small for the
Australian voyage of 25,000 miles, and the necessity of
increasing the length was shown, by calculating
how much.coal would require to be carried, beyond that
needed for an American voyage, in order to do the
Australian or the Indian voyage equally well. Such
calculation demonstrated that a vessel similar to the
Great Western would require to be lengthened to 520
feet to accomplish that voyage. This argument showed
that the conditior.s of the case compelled the adoption
of vessels of extraordinary length, for steam voyages of
extraordinary distance.
Then as to the commercial question ; the merchants
engaged in the Indian and Australian trade, had calcu-
latedfrom the data afforded by their own business, what
amount of freight and passengers would require accom-
modation, and it was found that the quantity was greater
than could be received by the ship just calculated.
The dimensions, therefore, required to be enlarged, to
meet the demand of the existing trade. Thus the traffic
itself did actually fix the dimensions of the proposed
large class of vessels.
As to the mechanical strength of such vessels, there

.was, -no difference of - opinion on that point, among
engineers, provided the structure was of iron. Ships of
wood, on the contrary, were limited in size, by the
nature of the material, which was grown, and not manu-
factured, and therefore the produce was of limited size ;
whereas plates of iron could, on the other hand, be rolled
of any required dimensions. It must be observed, also,
that the strength of wood across the fibre, was so small,
that two planks could not be so united as to be equally
strong in all directions, whilst two plates of iron, ri-
vetted together, were of nearly uniform strength.
Further, as to the resistance of large vessels to waves,
it was evident that the waves of the Atlantic, being of
the same size, whether the vessel was small, or large,
their proportional magnitude would be decreased, as the
size of the vessel was increased, so that the large ship, in
a gale, would merely encounter waves of the same pro-
portional size as a ship of half the dimensions in half a
gale ; and it should be remarked that the largest ships
which had been proposed were only double the lineal
dimensions of existing vessels.
As to the impact of waves upon ships, it should be
remembered that a vessel riding •on a wave became,
virtually, a part of that wave, and moved along with it,
as the mass of water, displaced by its bulk, had pre-
viously moved. The large Atlantic waves, observed
by Dr. Scoresby, did not strike the ship, but made her
rise and fall in a gentle oscillation, each of which lasted
16 seconds, a period of too long duration to admit of
any approximation to violent collision between bodies.
It was only the small wind waves, or crests which
moved at a different velocity from that of the ship, and
the proposed vessels were so much higher out of the
water than the observed altitude of these waves that the
decks would never be more than wetted by the spray.
It was explained that H. M. Ship Rattler had been
assumed as a type or good example of locomotive effi-
ciency, because the formula ( v 3 ) gave the
Indicated H P
highest result of any steamer examined by that rule. It
would be seen that the formula merely embraced the
relations of velocity, displacement, and working power.
It was stated, that a vessel, which from any fault of
construction, or from imperfect steering power, was
liable to fall off into the trough of the sea, would in that
position be liable to fearful accidents ; and instances
were cited of two vessels, of 800 tons and 1,200 tons
respectively, being struck by waves which had carried
away all the upper works and swept the decks clear.
These practical facts were given to show that the gentle
oscillation of heavy waves must be received with some-
qualification. In answer to this, it was explained, that
in a storm there were generally two sets of waves, the
long low oscillating wave, and the smaller waves, which
were much shorter, rising under the action of the wind.
It was these short waves which struck the smaller ves-
sels, with so much force, when they got on the crest of
a large one, but the deck of a very large ship would be
too high for such wind waves to break upon it, except
as spray. _ _

Returns were presented of the performances of pad-
dle-wheel ocean steamers, for a period of twenty-two
years, tending to prove bow greatly the velocity had
been increased. This was shown to have arisen
from the augmented size and better build of the vessels,
and the greater power of engines and other engineering
improvements. These tables showed the necessity of a
careful selection of the period from which a mean aver-
age of velocity was deduced ; for example, the " Hugh
Lindsay," H. E. I. Co.'s steamer, gave in 1830 a mean
average of 51 knots per hour ; whereas the best of the
Cunard and of the Collins' lines of steamers gave a mean
average of 125 knots per hour, for the last three years.
It was explained, that the average of 7 9-10th knots
per hour had been derived from the Admiralty returns
extending over 1848 to 1851,—which were the only re-
liable returns hitherto published. Members were urged
to supply the present evident want of information on
this subject.
As to the question of measurement for tonnage, after
discussing the present method, describing that proposed
by the Parliamentary Committee, and those by the prac-
tical men who had been consulted, the system indicated
by the author of the Paper was examined with care, and
was admitted to possess novel features worthy of con-
sideration, in fixing a legal standard of measurement.
It was, however, contended, that for scientific purposes
the displacement to the load line was required, and for
fiscal purposes it was submitted, that the light and other
dues woeuld be more equitably imposed an ad valorem,
duty on cargo, rather than on the bulk or form of the
vessel.

In winding up the discussion, the dimensions were
given of a great raft ship, called the "Baron of Ren-
frew," which was built at Quebec in the year 1825, by
the late Mr. Charles Wood, of Port Glasgow. Her ex-
treme length was 304 feet; extreme breadth, 61 feet;
clear depth, 34 feet; registered tonnage, 5,294. j tons ;
and cargo of timber, 8,500 tons. The draft of water at
the end of the voyage, when water logged, was 31 feet.
She had four masts, and the sails of a 36-gun frigate.
Her greatest inclination under press of sail was about
20 degrees. Her greatest speed before she became
waterlogged, but with 19 feet of water in the hold, was
84 knots, which was reduced to 6 knots when she was
quite full of water. She made a passage from Quebec
to the Isle of Wight in 48 days. It was due to Mr.
Charles Wood to mention this daring innovation at so
early a period.
It appeared that if the dimensions of vessels had
been increased it was evident that there had not
been any increase of danger, nor was any to be anti-
cipated. The hesitation in receiving new propositions,
of startling projects, was very natural, and, therefore,
their discussion was valuable and really useful in elicit-
ing opinions which might otherwise probably not have
been given. The feasibility of the Britannia Bridge had
been quite as much doubted as that of very large iron
ships, and yet it had been executed, and the result was
before the world. It appeared evident that in future
Engineers must look even further forward than they
had done, and, in their maritime constructions, must
adopt dimensions for their docks and harbours to ac-
commodate the increased sizes of the vessels they were
destined to receive, but which some years since would
have been. deemed visionary.

BIRMINGHAM INSTITUVON FOR THE
BELIEF OF DEAFNESS,

On Friday last the annual meeting of the subscribers
connected with the above society, was held in the rooms
of the institution, Cherry-street, the chair being taken
at one o'clock by James Baldwin, Esq., mayor. There
were also present, Rear-Admiral Moorsom, W. Lucy,
Esq., Aldermen Ratcliff and Wynn, Councillors Chance,
Upfill, John Allday, J. R. Boyce, D. Barnett, Esq.,
&c. Mr. Dufton, the surgeon, was unavoidably absent.
The Mayor, in opening the proceedings, observed that
the town had its hopitals, and an institution for those
afflicted in the eyes, and he thought it was equally im-
portant that they should have a society for relieving
those diseased in the ears. Indeed he had not been aware
that such an institution was in existence until a few days
previously, or he should gladly have subscribed to it. Mr.
Councillor Chance, the honorary secretary, then read the
following report :—" In presenting their annual report
to the members of this institution, your committee have
pleasure in recording the results of its proceedings.
During the year 261 patients have had the advice of the
surgeon, and a very large proportion—more than half—
have received a cure ; while 88 have benefited from the
treatment, though not perfectly restored. Your com-
mittee are strengthened in the conviction that it is a
society which merits the attention of those who are in-
terested in alleviating the sufferings of the poorer classes.
Deafness is a common complaint with them, from the
employments to which many are subjected, and, by
careful advice and treatment, this evil may be obviated.
While, therefore, your committee acknowledges with
thankfulness the prompt • and liberal support it receives
from the present members, it beseeches them to er dea-
your to enlist others in the cause, and to aid in circu-
lating more widely the knowledge of the existence of the
society. Your committee intend to send to each of the
members a certain number of reports, hoping that they
will thus induce others to join. Your committee
do not urge this for the purpose of raising larger funds
—for the services of the medical gentleman who de-
votes himself to the duties of the institution being
gratuitous, the charges are small—but they would like
to see its benefits more generally extended. The sub-
scriptions during the past year have been increased by
two new subscribers of one guinea each, and it is with
pain, in which you will sympathise, that your committee
have to record that the names of our early supporters,
Messrs. J. and H. Bourne, no longer appear in our
list of subscribers. Your commiltee keep their eyes
upon the economical working of tfie society, but they
have indulged in a small expense this year for the
cleansing of the rooms by painting and papering, so as
to render them more comfortable for the patients, and
sufficiently respectable to entertain the subscribers. The
committee cannot conclude without expressing a wish
that every subscriber would become an occasional vi-
sitor to the rooms on the days when the patients attend,
that they might verify for themselves the benefit re-
ceived, and the skilful and kind treatment of the sur-
geon." The report concluded by stating that of the
261 patients, whose cases had been brought under the
notice of the surgeon, 137 had been cured, as fol-
lows :

56 whose deafness was less than 1 year's standing.
38
33.
5
4
and 1 had been deaf for 25 years.

137
Of the cases relieved—

26 had been deaf under 5 years.
30
15
13
4
making a total of 88. The cases incurable were as fol-
lows :

14 had been deaf under 10 years.
7
8
6
1
or a total pf 36.

The number of 2290 patients were, from the commence-
ment, attended, and received gratuitous advice and
assistance. The treasurer's statement sheet showed
that the balance in hand last year was 791. 9s. ; the
subscriptions for the past year had amounted to
50/, ls. 6d. ; and the interest on moneys, in the
banker's hands, 21. 19s. 2d. ; making a' total of
1321. 9s. 2d. The expenditure had been 501. 15s. 7d. ;
leaving a balance of 811. 14s. id.—Mr. Chance, on
laying the report on the table, remarked that the in-
stitution was in a very prosperous condition, and they
had great reason to feel thankful for the amount of
good which it was the means of accomplishing. They
had had little difficulty in organising it, and their funds
were amply sufficient to meet their requirements. In.
deed, it was not so much for subscriptions that they

appealed to the public, but that they might obtain an ac-
cession of supporters, so as to extend the usefulness of I
the institution.—The Mayor moved the adoption of-the
report, which was seconded by Alderman Lucy, who at-
tributed the success of the society to the gratuitous and
skilful services of its surgeon, Mr. Dufton. He (Mr.
Lucy) knew of no institution which had been attended
with such beneficial results with so small an income.
The resolution was then adopted.—Admiral Moorsom
moved the next resolution, recording a vote of thanks
to Mr. Dufton, which the speaker said were eminently
due, for the subscribers as well as the whole town went
indebted to him for his benevolent exertions. This mo-
tion, with several others, were then put and carried,
after which a vote of thanks was accorded to the chair-
man, and the proceedings terminated. —Birmingham
Mercury, Dec. 3.

SOUTH-WESTERN RAILWAY.

ADJOURNED MEETING.

An adjourned meeting of the shareholders in this
company took place yesterday, shortly after 12 o'clock,
at Hawkstone-hall, Waterloo-road. The meeting was
very thin.

On the motion of Mr. PUNCHER, seconded by Mr.
AUSTIN, Mr. Sergeant Gaselee was called to the chair.
Mr. Sergeant GASELEE (who was alone on the plat-
form) stated that he had obtained the opinion of Sir
Fitzroy Kelly and other eminent counsel, to the effect
that the adjournment of the former meeting, on the
dictation of Mr. Scott, was illegal. It is his opinion
that that adjournment was illegal, and it was
on that account that the present meeting had been
called. Circumstances had occurred which rendered
the meeting important. A division had taken place in
the direction, and five of the directors had retired, but
although he agreed with kthe policy, he had not re-
signed. In the selection of your new directors you have
to takelcare that proper persons representing the pro-
prietary should be appointed. They had obtained two
great victories against the extension principle, and it
was for them to say whether that victory was to be
fruitful or unfruitful'. The learned gentleman then en-
tered very fully into the question of the extension of
these lines, upon which previous speakers at former meet-
ings spoke very fully, and were reported very fully.
Mr. ASHMORE wished to know how the officers of the
company voted.

Mr. Sergeant GASELEE—The engineers gave 95 votes
against, and in all, the officers gave 180 votes against
you. _ _

Mr. SNELL thought they should dissolve themselves
as a special general meeting, and declare themselves a
meeting of South-Western shareholders.
Mr. EDWARDS seconded the resolution in a speech
which was repeatedly interrupted and the speaker called
to order.

Mr. SAINSBURY complained of the manner in which
Mr. Scott, the chairman of the company, had dissolved
the former meeting.
The motion for the dissolution of the meeting was
then agreed to, and Mr. Snell was appointed to the
chair. The meeting being constituted into a meeting
of the shareholders of the South-Western Railway,

Mr. HENDERSON moved the following resolution :
" That this meeting, considering it to be of the ut-
most importance, to prevent future contention in the
company, and to insure the adoption of a prudent and
pacific course towards other companies, and referring to
the announced resignation of five of the present board,
resolves to support such candidates only whose opinions
accord with the general feeling of the company, and are
opposed to a branch-making policy, which has been so
decidedly condemned in two successive years by majori-
ties of the shareholders."

Mr. ASHBOIJRNE seconded the motion ; and the reso-
lution was carried unanimously. The meeting
.then
adjourned.

NAVAL INTELLIGENCE.

PORTSMOUTH, DEC. 7.

The St. Jean d'Acre, 101, screw, Captain the Hon.
Henry Keppel, left early this morning for Lisbon ; will
look in at Plymouth to pick up a dozen good hands who
are waiting to join.
The Russian corvette, Aurora, 44, left Spithead this
morning for the Pacific, after saluting the national flag
and the port•admiral, which courtesies were duly
acknowledged.
The Commander-in-Chief, Vice-Admiral Sir Thomas
Cochrane, K.C.8., attended by Flag-Lieutenant Han-
key, proceeded to Osborne to-day in the steam-tender
Fire Queen, Master-Commander Paul, to pay his respects
to her Majesty.
The Frolic, 16, Commander Nolloth, bent sails on
Monday, and on Wednesday received her crew from the
hulk and hauled into the stream to have her compasses
adjusted.

The Medea, 6, paddle-sloop, Commander Pbillimore,
having coaled, hauled into the stream to adjust her com-
passes to-day.
The Caesar, 91, screw, is to undergo the same opera-
tion which has proved of so much service to the Agamem-
non, that of giving her additional false keel, from twelve
inches aft to a feather edge forward. She was shored,
and lifted off her blocks to-day, and commenced taking
off the bottom part of the old false keel.

PLYMOUTH, Dno. 7.
Letters have been received from her Majesty's frigate
Arethusa, 50, Captain T. M. C. Symonds, dated Con-
stantinople, 20th of November, which state that her re-
pairs bad been completed, and her guns and other stores
taken on board.

The Agamemnon, screw steam-ship, 91, Captain the
Hon. W. EL Mends, was daily expected. Captain Mends
is to take command of the frigate on her return to Eng-
land.

Yesterday, at 12 p.m. a screw steam-frigate, was ob-
served hauling in towards the mouth of the harbour from
the south-west ; she was under steam only.
Early this morning an American paddle-wheel steamer,
barque-rigged, with painted ports, under steam and can-
vas, passed down Channel.
At 4.30 p.m. yesterday, a Dutch paddle-wheel steamer,
with black hull, coloured paddle-boxes, red floats, and a
woman figure-head, was spoken with off the harbour.
She was 80 days from Batavia, with invalids, soldiers,
and seamen for Amsterdam.

The fittings of the engines in the Nile, 91, screw, are
progressing very slowly ; two of the boilers have been
put on board, and the other two are landed in the dock-
yard. It has been a work of much trouble, the parties
having been obliged to erect shears for the purpose.

WOOLWICH, DEC. 7.
APPOINTMENT.

Surgeon Walter Lawrence (1852) to the Buzzard, 6,
paddle-wheel steam-sloop, North America and West
India station.

The Rhadamanthus, paddle-wheel, steam troop and
store vessel, Master-Commander Belam, will be ready
in about three weeks from this time to proceed to the
Mediterranean station. •