The Sun.
London, England, 1853-09-13 00:00:00

LONDON, TUESDAY EVENING, SEPTEMBER 13, 1853.

RUE CHOLERA.-SANITARY MEASURES.

( From the Times, )

Of all the sciences recently introduced to the
world, that which has received the least practical
attention is certainly sanitary science. It might,
we think, really be said, that during the five years
which have followed its nominal recognition it has
made no advances at all. The machinery for the
application of the theory has been devised, and
even brought partially into existence ; that is to
say, certain " Boards " have been established with
functions presumed to bear upon this special work,
and some few towns, perhaps, may have been made
materially healthier than before. But, taking our
population altogethei, and measuring by the mass,
we doubt whether the relative powers of pestilence
and science are very different from what they were
in 1849.

To some extent these results are probably due
to the extravagance with which theories of sanitary
reform were at first designed and promulgated.
Englishmen could not consent to be bound hand
and foot and delivered over to the discretion of a
Central Board ; and, when the terrors of the last
epidemic had passed away, resolutions of amend-
ment passed away too. But the chief obstacle to
the promotion of sanitary science lies, we sus-
pect, in the vulgar simplicity of the science itself.
It has no attractions of mystery, miracle, or
depth. It depends on no recondite formula de-
duced from elaborate experiments. It requires no
itinerant demonstrators, with their apparatus and

displays ; it can be taught in ten minutes, and
practised as soon as taught. If its doctrines were
ascertainable only from the mouth of a "medium,'
or could be attributed by pious expositors to
" Satanic agency," they would probably have be-
come exceedingly fashionable, and controversy itself
would have aided to diffuse them. But, as it hap-

pens, they concern only the most common-place
observances, and are neglected accordingly. We are
simply told to clean out our cesspools, improve and
extend our systems of drainage, admit the air of
heaven into our dwellings, and discontinue the in-
terment of the dead among the abodes of the living.
This is " sanitary science," and the very vulgarity
of its precepts robs them of their force. It is the
Scriptural story over again. If we had been bidden
to do some great thing we should doubtless have
d one it, but we were merely directed to " wash,
and be clean !"
Yet nothing can exceed the certainty of the doc-
trine. Ordinary specifics are both fallible and par-
tial—not effective against many diseases, and not
always aganistAny ; whereas there is no species of
epidemic against which common cleanliness cannot
be practised with success. Even the inscrutable
cholera, which seems to obey no laws but its own,
and to pursue its capricious course through all the
climates of the globe, is arrested and repulsed by
these simple precautions. In many of its features
it baffles all the researches of medical skill, but at
this point its peculiarities cease. In other respects
it is a mystery, but here it becomes a common-place
disease. We cannot tell how its poison is propa-
gated, how it acts, or how it is to be neutralised,
but this we know for certain—that if we purify our

streets and our habitations it will either never come

.•
or will be easily expelled. Look at the resolutions
which we published yesterday as having been
taken at Newcastle-upon-Tyne, where this in-
sidious pestilence, following its ancient track,
seems to have once more appeared. What was it
agreed to-do ? To establish some wonderful appa-

mans and mechanism of scientific power ? No.
It was resolved " to stop the prevalent practice of
throwing nightsoil out of the windows ;" to per-
form the work of scavenging early in the morning,
instead of, "as at present," in the middle of the
day ; to " prevent the sale of rotten fruit ;" to
" remove filth and nuisances," and to wash out
the dirtiest lanes. These, together with provisions
for medical and charitable aid, constituted the
" resolutions " of the authorities ; nor do we
imagine that any more sensible decisions could
have been adopted. But what does all this say for
the complicity of the case, and what must be the
condition of " sanitary science" when such arrange-
ments remain still to be made ?

RAILWAY INTELLIGENCE.

MADRAS.

A special meeting of this company was held yesterday
at the London Tavern, Colonel D. Sim in the chair.

The report congratulated the proprietors on the very
favourable position and prospects of the undertaking.
It stated that an arrangement had been provisionally
entered into with the East India Company for continu-
ing the railway from Madras to the Western coast, a
distance of about 400 miles, with branch lines to Banga-
lore and the foot of the Neilgherry-hills. A correspond-
ence between the East India Company and the Board
of Directors explains the terms of the new arrangement,
and that 44 per cent, is guaranteed on the additional
capital required to continue the railway to the western
coast, estimated at 3,500,0001., as has already been
guaranteed on the sum (500,0001.) required to execute
the original or experimental line, the terms being in all
respects the same. From the correspondence it appears
that surveys are proceeding for another line, branching
off from the main line arid passing through Cuddapah
and Bellary towards Poonah, to complete a line of rail-
way from Madras to Bombay. The directors are of
opinion that the first-mentioned railway, with its two
branches, may be completed within 5 years from next
January, and that two portions of it—viz., from Madras
to Vamembady, a distance of 120 miles, and from 'the
terminus on the western coast towards Coimbatore,
another distance of 80 or 100 miles, may be brought
into a profitably-working state at a much earlier
period. The line of country through which the rail-
way will pass is said to be generally favourable. It is
particularly so from Madras to Vaniembady, and on the
western coast the country has a moderate rise towards
Coimbatore, through the great break or chasm in the
Western Ghauts, at Palghat, of about 1,000 feet in 55
or 60 miles, but so uniform and regular throughout that
to the eye it appears almost level. From Palghat it
again falls about 500 feet to the river Cauvery, and
—thence continues moderately favourable to Salem. The
only obstacles of consequence to be anticipated are met
with between Vaniembady and Salem, and between
Vaniembady and Bangalore, where there are mountain
passes to be traversed. There are several rivers of con-
siderable size to be crossed, as the Pallaur and Cauvery ;
but these cannot be considered very formidable obstacles
in a country where the construction of bridges is well
understood, and where many fine bridges have already
a p pdeeasr r a thatb le t theh at theEas t s
onrdkisa
sCompany
to
eastern the earlyan
d
consider
i cl tel .td
highlyal tt
e
western coasts. The report goes on to state, that " the
imouasinp o
lineints
railway thus proposed will, when completed, connect
between w th
a vieth
completion of the
the east and west coasts of the peninsula of India,
opening up large tracts rid rich and productive
country, and passing near the military stations of
Arcot and Vellore and the Neilgherry-hills, with a
branch line to the large military station of Bangalore.
Its value in a military and political point of view will
be very great, and its advantages for commercial pur-
poses of the first importance. The monsoons, or stormy
seasons, during which ships cannot approach the land
without considerable danger, occur at different periods
e
railway
duringo
atonfi
eict
wh hoseaeimdy earliest
the
communication
oeoa commerce,
c soeome,tnahupbsetneoyhrirnceioaowfetdaihtoste nt
onea
providingnpnt ehdevne
stormswes t
prevail coasts of
on lndiaen e
coast; s o thatthe
n
tlbwoi
rapidlyenphtumiw ac eeht ine
ocnt ootnfhnfete
the
increasetci
enht connects
noe er
witht,
resources two
of the
hteheoebf coastscountry
weather is fine on the other. A railway, therefore,
n
The traffic on the line is already
oeieaanravrarrangements
meansuaryalpilal
facilities
aa b
and
e dd o
an
stimulus
ni mo mp ee nn s e
portwvda
chaet vi
year.
oeucne
narsrgoetgot
opehemuor,
niogeaefutni nrvgityedmesho:wi
nfmtnouoitemrtl lodttuitnhwhanhoetehieecdil
which
hu
tbi
ott
is introduced. In order as far as possible to give effect
raise the further capital of 500,0001. sterling, authorised
by the company's deed of settlement, by the creation and
issue of 25,000 shares of 201. each, of which an option of
allotment will be given to the holders of original stock
in the company in the proportion of one new for one
original share. A deposit of V. will be required to be
paid on allotment of the new shares, and the remainder
will be called up as arranged with the East India Com-
pany, in the proportion of about 25 per cent., or 51. per
share per annum. In order further to carry out the
arrangements with the East India Company, an act of
Parliament will be necessary in the next session to in-
crease the capital of the company, and confer the neces-
sary powers for giving effect to the objects contem-
plated."
The CHAIRMAN, in moving the adoption of the report,
said it contained a long correspondence that fully de-
tailed the objects they had in view respecting the exten-
sion of the line, and the terms upon which the capital
was to b. raised. The first section of the line from Ma-
dras to Mena, now in course of construction, was 50
miles in length, and there could be no doubt that the
prolongation of it would be very advantageous to the
company. The line from Madras to the western coast
would be about 400 miles in length ; and they would re-
e.llect that, from the commencement of the undertaking,
they expected that the first section would be gradually
prolonged into the interior, but they did not anticipate
that they would have been called upon at so early a
period to consider the expediency of the measure.
There could be but one opinion on the subject—that
railways must be long to be remunerative. The places
they were to accommodate had no outlet in consequence
of the bad roads, and therefore the resources of these
districts remained undeveloped. The extension of the
railway would produce important results in a military,
political, and commercial point of view. The East India
Company were desirous of affording them every facility
to carry out the undertaking ; they gave the company the
land for nothing, and guaranteed the proprietors 4i per
cent. per annum on their outlay. The line would open up
the interior where there were no roads at present, and
would connect the military stations of Arcot and Vellore
with Bangalore and the east and west coasts. It was known
to every one who had resided in India that there were
two monsoons or stormy seasons in the course of the
year. The north-east monsoon commenced in October,
and ended in December, during which time vessels could
not approach the east coast, while at the same time the
weather on the west coast was very fine. The western
monsoon commenced in May or June and ended in Sep-
tember, and in like manner the ships could not approach
the western coast, while they could easily approack the
east coast. The railway stretching from coast to coast
would therefore be of great value, not only in a political
but in a commercial point of view. The cost of the line
from Madras to the western coast, with branches to
Bangalore and the foot of the Neilgherry-hills, would be
4,000,0001., including the 500,0001. for the first section,
upon which the same amount would be guaranteed—
namely, 4i per cent. per annum. To raise the capital
they proposed, in the first instance, to issue one new
share for each share now held in the company, to make
up the capital to 1,000,0001., which was the :amount
authorised by Parliament. Before they could raise the
remainder of the capital it would be necessary to obtain
a new act, which they would apply for in the ensuing
session, and, on obtaining it, they would issue to the
proprietors six new shares for every one now held by
them. He then moved a resolution to the effect that
the report be received and adopted, and that the direc-
tors be requested to carry out the objects mentioned
therein.

Mr. ARBUTHNOT seconded the motion.
Major COURT said, there was no doubt of the political
importance of the railway, and, although it was intended
to pass through military stations, it did not appear that
it would pass through any large manufacturing towns.
It was from the latter that a large traffic could be ex-
pected. The only object of the line in this respect was
,the transmission of raw produce to the east and west
coasts. He thought they ought to have had some
statistics with regard to the expected traffic. The ques-
tion was, whether the guarantee of the East India Com-
pany of 41 per cent. was a sufficient assurance to the
shareholders that they would have a fair return on their
outlay. He believed the line had not been surveyed,
and therefore it was impossible for them to say what
would be the cost of it, or whether the guarantee would
cover the expenditure. They might also compromise the
company by entering into a contract to make the line in
five years, before they knew what works they would
have to construct. He believed the guarantee was for a
period of 25 years, and the length of the railway and
branches would be 520 miles. If they did not make it
in five years the guarantee would be worth nothing.
The CHAIRMAN said, that the country had been sur-
veyed, but the surveys of the line of railway were not
yet finished. They had stated it as their opinion that
the line could be completed in five years, but they were
not bound to construct it in that time. The contract
had not been entered into, and the guarantee was for 99
years, and would extend to the whole of their outlay.had
_
Major COURT said, the shareholders ought to have ad
a copy of the contract with the East India Company
submitted to them for their consideration, to show
whether the guarantee included the whole expense of
the undertaking.
theThcoenCtrHaAcltßwiaas" osfaied that
o osidertahhel e
ldocumenteegth,
a e relatingdth
esharteo.
holders could see it at the office.
Majorwithhis CRTshoauves, ps ro e f
te
hr ra et d
hhea vmi gg
hat csoepey
c oft
any it tot
me nec l
those
e
igtu aaramnts.esetd
injudicious
coni‘dirit.io
jn.smup. oFnawßhsiocNhathtehyouwgehrte
timetoptrhoepofisvestanio syaddition o tod
double
ctahpeit
capital Theyof pro=
posed in
shareholders, and afterwards to increatsheeitm an de
eightfold. He
thought the original line would grave
return, but it was very doubtful whether the extension
and
branches would yield sufficient to pay interest on
the outlay. Looking at the present state of the money-
market, he thought the proposal, if carried out, would
be a deathblow to the undertaking. Instead of an in-
crease in the capital being an advantage it would be a
great disadvantage. During the past eight months the
Bank of England had doubled its rate of interest, and
it was likely to be further increased. He concluded by
moving an amendment to the effect that it was not expe-
dient at the present time to raise further capital, and
that the proposal of the East India Company be de-
ferred to some future time for consideration.
The CHAIRMAN said, he quite agreed that the present
moment was not the time to raise a large capital, but a
certain proposal had been made to them of vital impor-
tance to their undertaking, and if they did not accept it
there was another company ready co undertake what

_

/1 9

7;114-

[Pim% SD.

'they proposed doing, and, if the amendment should be
carried, they must be prepared to give up what they had
been contending for for years. It was not proposed to
issue the whole of the shares, but only one share for each
share at present held in the company, and upon which
a deposit of only 2/. was required to be paid.
After some observations from Captain Barker and
other proprietors in favour of the extension line,
Mr. ARBUTHNOT, the deputy chairman, said he thought
the present pressure in the money-market would pass
over, and when they required the money it would be
readily obtained. The present shareholders were not
hound to take up the new shares, but he thought when
they were allotted they would be very happy to do so
Mr. A. BEATTIE thought there would be no difficulty
in obtaining an extension of time for raising the money.
ft would probably be better to leave the matter in the
hands of the directors, as they were entitled to the
thanks of the proprietors for what they had done.
The CHAIRMAN observed that it might not be in the
power of the directors to extend the time, but, having
heard the opinions of only a few of the proprietors
against the proposal, it might happen that the majority
were in favour of seconding the wishes of the East India
Company, who were anxious that the railway should be
carried out as quickly as possible.
The amendment was then put and negatived by a large
majority, and the original motion was carried.
On the motion of Mr. A. BEATTIE, the proceedings
concluded with a vote of thanks to the chairman and
directors.

FATAL COLLISION ON THE LONDON AND
BRIGHTON RAIL WA Y.

Last night an inquest was held by Mr. W. Payne,ithe
coroner, and a numerous jury, at Guy's Hospital, on
the body of William Jenner, who died in that institu-
tion from injuries received by a collision on the London
Brighton, and South Coast Railway, on the 27th of
August last.
Captain Barlow, superintendent of the South-Eastern
Railway ; Mr. Church, solicitor ; Mr. Biggs, manager ;
Mr. Farmer, deputy-manager of the London and Brigh-
ton Railway ; and Mr. Faithful, solicitor, with several
other official, were in attendance during the inquiry.
Joseph Boardman was the first witness called. He
said that he was an engine-driver on the London and
Brighton Railway. He knew the deceased, who was
his fireman. On the 27th of August, at about a quarter
before five o'clock in the afternoon, their engine was at
Coldblow, near New Cross. They were coming from
Deptford-wharf on a branch line. They had started from
Deptford-wharf at about twenty minutes to five, with a
train of coal and stone. They had proceeded about half
a mile when they saw a danger signal toward New
Cross, on the side next to the Greenwich Railway.
When he saw that, he opened the whistle of his engine,
and shut off the steam. Shortly afterwards the dis-
tance signal was turned, signifying that it was all
right, and be went on. Having passed that signal,
he went on to the bridge, where he saw a man with
the " all right " signal in his hand. Having proceeded
under the Brighton Railway, a man came out giving a
signal to stop, but they were then going at the rate of
fifteen or sixteen miles an hour. This man gave the
signal with his band. Upon this he shut off the steam,
opened the whistle, and told the fireman to put on the
breaks, as he was afraid there was something the
matter. Shortly afterwards he told the fireman to jump ,
off, having reversed the engine, as he saw a train of
empty carriages on the line. The railway is a single
branch line, and these carriages were ahead of them on
the same line. When he first saw them, they were not
more than 40 yards from them. The fireman did not
jump off, but witness did. Although he had reversed
the engine, there was still a good deal of way on the
train behind. He saw his engine run into the train of
empty carriages as soon as he had jumped off. He got
up to the engine as quickly as he could, when he saw
the fireman on the tender box bleeding. The guard of
another train got him down, placed him on a carriage
door, and be was taken to the hospital. The footboard
of the tender was smashed from the concussion. The
empty carriages were on the sidings where the trains
are made up. He could not tell what the first danger
signal was for. The first he knew of an obstruction on
the line was when he saw the empty carriages. There
was an engine to the empty carriages. There is a curve
of the line there. The man who gave the danger signal
was on the Brighton line, near the carriages. He could
not see for more than 30 yards from the place where he
stood.
The Coroner—Could he have any means of knowing
that a train was coming till he saw it ?
Witness ---I think not.
The Coroner—Have you any idea how the firman sus-
tained his injury ?
Witness—The footplate was smashed, he supposed,
by the knocking together of the engine and tender.
One wheel of the engine was off the line, and many of
the carriages were broken. Witness re.,--;-ned on the
engine tilt it came within two or three feet of the car-
riages. He just saw it dash into the train, and that

evas all.
By a juror—lt was only a line for goods and coal.
Joseph Eastwood said he was foreman of the train
'makers at New-cross. He first Paw the coal train come
under the arch. It was the train that Boardman was
driving. Witness was on the engine attached to the
train of empty carriages. The engine had come from
the lied at the top of the vTharf, but the carriages had
come from the siding at Coldblow. The train was com-
posed of passenger carriages that they were going to put
on another siding. As they were going out of the
siding the engine slipped, and they were obliged to go
back some distance on the main line to get a better
start, and had but just stopped when the coal train
came up. He could not see the coal train until it had
got under the bridge. They put on the distance signal
before they went down to the place where they were
shunting. The man at the bridge could see it, to show
that the line was, obstructed. There was a correspond-
ing signal to wealk further down the line. He could
not tell the reason why the distance signal was taken
off, because the line was not clear. It was turned off
some distance up the line. As soon as he saw the
wharf train he told the driver, and he jumped off the
the engine. The cause of the accident appeared to
arise from some person having turned off the danger
signal. The signal being copied by the man on the
South-Eastern line would mislead the coal train. _ _ _

John Stevens, bridge-lifter at the Surrey Canal, said
he was stationed there. He saw the danger signal at
New Cross, and he also put on the danger signal. He
saw nothing of the coal train when the danger signal
was on. It was on for 20 minutes, and it was then
taken off. He could not tell the cause of the danger
signal being on. After it was taken off he saw the coal
train go by, and saw no more of it until he heard a
crash, and then he ran towards it. When he saw the
coal train pass by he did not know that there was a
train of empty carriages on the same line. He did not
know whose duty it was to attend to the signal at New
Cross. He saw the danger signal one hundred yards
from New Cross.
Eastwood was recalled, and he said there had just
before been a Dover train on the line, and when it went
out he told Moore, the guard of it, not to put the danger
signal off. He could not tell if it had been turned off or
not, as the signal was too far off.
Stephen Moore, guard on the South-Eastern Railway,
said he was with a train on the siding on the 27th of
August, but he saw the train of empty carriages. The
driver did not tell him not to take off the danger signal,
and never spoke to him.
Eastwood reiterated that he was the man he spoke to,
and told him not to take off the danger signal. He was
taking trucks off, and having to pass through two pair
of points, he held them for him. He saw no person
touch the danger signal. He saw Moore go away soon
after with the South Eastern train. That was before
the accident occurred. Hhe had left the signal on, he
should have turned it off when he had finished his work.
He did not know who turned it off.
Captain Barlow said, as allusion had been made to the
South-Eastern Railway, he begged to take exception to
the evidence, as these signals were on the Brighton line,
and were not under the control of the South-Eastern
Company.
William Barkwright, an engine driver, said he was
with Moore when they were getting some trucks from
the siding. He never heard Eastwood say anything to
him about the train. Moore turned the danger signal
on whilst they were at work. Moore turned the danger
signal off because they had done their work. East-
wood's train was shunting about when he turned off the
signal. Edington took care of the signals. If he had
to go away for any purpose, the signal took care of
itself. (Great surprise.)
The Coroner—lf Eastwood was shunting about with
his engine, how came Moore to turn off the danger
signal?
Witness—Because he left the signal as he found it.
The Coroner—But why, if another train was about ?
Witness—Because he supposed that Eastwood would
attend to that. Moore turned it off because he had done
with it.
The Coroner—Then you knew that another train was
about, and as Moore went and turned the signal off, do
you suppose it was Eastwood's duty to go and turn it on
again ?
Witness—Yes, sir.
To a juror—There is no signalman there, nor has there
ever been one.
Mr. J. Bayfield, house surgeon, said the deceased was
brought into the hospital with a compound fracture of
the ieft leg, and also the thigh on the same side. He
went on well for some days, but in consequence of in-
ternal injuries he became weaker, and died on Saturday
last.

The coroner then addressed the jury at some length,
and said that if they considered there was criminality
against Moore, he would adjourn the case for further
evidence, but if they thought it was only a case of want
of judgment, they would return such a verdict as the
nature of the case required.
The jury said, although they considered the death of
the deceased was accidental, yet they were of opinion
that blame attached to the company in not making
better arrangements.
Mr. Farmer said that arrangements had already been
made, as experience had shown the necessity for a man
being appointed whose sole duty it would be to look
after the signals at this part of the line.
The inquir Aon terminated,

.49--
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7 , -
NAVAL INTELLIGNIN OM 4,s ~
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PORTBMOUTH, SEPT. 12. - "'1
.., ' :
53
._
......riiie newly-built steam (screw) corvette Malacca, 9__ ire', k _ fr,
command of Lieut. Price, of the Cleopatra, and officered -,i-v -A,/,,s
...its
anj, manned with 60 men from that ship, arrived it .1;11, , 7,...-4y- ~,„
1
Sidthead last night at sunset from Moulmein, to obtniztr., '`,.;4:-:-Tiltl-.....4. -40
her engines. She is officered by Lieut, J. A. Priiii;Y -4.-E Pi
Assistant-Surgeon C. F. Williams, Acting Mate W. H.
Nurse, Second Master R. Smith, Passed Clerk W. F.
Lima, Midshipmen R. Adams and the Hon. R. Moreton.
Mr. Richard Sturgess, master, came home passenger in
her, on promotion. She sighted the Channel fleet off
Cape Clear on the Bth inst., under canvas, and on
Saturday, at 5 p.m., showed her number to the Blen-
heim, 60, Capt. the Hon. F. T. Pelham, which ship
they saw take in sail in most "beautiful style." The
news at the Cape was the same as when the Contest
left that station. On her passage to England, the
Malacca proved herself an astonishingly fast sailer ; she
passed other ships on her passage " as if they were at
anchor," but nothing passed her. She is a most capa-
ciously proportioned vessel, and, instead of carrying 8,
she would easily carry 18 guns.
The Barracouta, 6, paddle-sloop, Commander George
Parker, had a survey held upon her on Saturday, cony
sitting of Captain Shepherd, of the Victory ; Dr. Sir
John Richardson, medical inspector of the Royal Naval
Hospital at Hadar ; Dr. Baker, of the Neptune ::Dr.
M'Donald, of the Victoria and Albert ; and Dr. Babing-
ton, to investigate the causes of an abominable and
sickening stench from below. The result of the survey,
which was very properly called for by the surgeon of the
Barracouta (Dr. Babing ton), was an order that the vessel
bo cleared and examined internally, which she came
into harbour this day to have done. It is said she goes
to China, but we imagine not at present, as circum-
stances which we are not at liberty to mention may
detain her officers in England for some time.
The Plumper, 9, screw corvette, Commander Whar-,-
ton, was paid advance wages at Spithead to-day by
Rear-Admiral Superintendent Fanshawe, C. 8., and the
clerks of the pay-office, and she leaves this evening or
at daylight to-morrow for the Coast of Africa station.
The Contest, 12, sailing sloop, was laid up in ordinary
this morning.
The Banshee dispatch packet, Lieutenant-Commander
Hosken, left this harbour for Portland, to attend upon
the Lords of the Admiralty and the officers of the Ord-
nance this morning.
The Antelope, 3, paddle vessel, Lieutenant Young,
eft Spithead this afternoon for the coast of Africa.

PEMBROKE.

The Caesar has been undergoing the repairs rendered
necessary by the severe straining she received, and has
been in the shipwrights' and caulkers' hands. More
diagonal riders and knees have been added, and the ves-
sel refastened where she had given way and opened, and
there is every reason to believe that she will prove as
strong as before. A thorough recaulking is being given,
a body of caulkers being sent from Devonport to assist.
When on the way some of the butts opened to the ex-
tent of nearly an inch, but they have closed again in
dock.

A party of seamen-riggers have been sent round in th
Magicienne, Captain Fisher, in order to rig out and
navigate the Caesar to Portsmouth. Before the close
of the month she will be ready to be taken to her
destination.

THE MEDEA COURT-MARTIAL.
By letters and papers from the West India station to
the 30th ult., we have the result of the Medea court-
martial, which is looked for with so much interest in
the navy. It appears that Commander J. C. Bailey,
of the steam-sloop Medea, had brought his First Lieu-
tenant and Chief Engineer (Messrs. Williams and Mur-
ray) to trial for insubordinate conduct, the first-named
officer upon sixchargs:—

" 1. For neglect of duty on the passage from Eng-
land to Havannah, between the 17th of February and
the 24th of March, 1853.
"2. For insubordinate conduct about the 17th of

March.
"3. For disrespectful conduct about the 18th and
22d of March. . .

" 4. For neglecting to perform his duty, and insubor-
dinate conduct about the 21st of March, . _ .
..

" 5. For disrespectful conduct about the 10th of April.
"6. For unofficer-like and insubordinate conduct
about the 26th of May."
Mr. Murray, the engineer, was charged with neglect
of duty and disrespectful conduct.
Both officers were tried on board the Pyramus re-
ceiving-ship, at Halifax. Lieutenant Williams was
acquitted, with an admonition to be more respectful
to his commander in future ; and Mr. Murray was fully
acquitted. These officers then turned the tables upon
the commander, and Lieutenant Williams then brought
the following charges against him :
"1. For that Commander John Crawshay
being in actual service and full pay in the fleet, and in
command of Her Majesty's steam-sloop Medea, did, on
or about the 18th of March, 1853, after Lieutenant
Thomas Drinkwater Williams's complaining to the said
commander, conduct himself in an unofficerlike manner
towards me, tending to bring me into contempt with
the officers and ship's company.
"2. For that the said commander did, on or about the
22d of March, 1853, at Havannah, conduct himself in an
oppressive and overbearing manner towards me, the said
Lieutenant T. D. Williams, in having superseded me
from the usual duties devolving on the senior lieutenant,
formally on the quarter-deck, in consequence of my
giving to him, for the senior officer, a letter requesting
au inquiry into my conduct.
" 3. For that the said commander did, on the 26th of
March, 1853, conduct himself in an oppressive, over-
bearing, and unofficerlike manner, in compelling.me, the
said Lieutenant T. D. Williams, by order, to sign the
ship's log, such log not being a correct copy of the deck
or rough log.
"4. For that the said commander did, on or about
the 28th of March, 1853, at Havannah, conduct himself
towards me the said Lieutenant T. D. Williams in an
oppressive and overbearing manner, in having repri-
manded me on the quarter-deck for an alleged offence,
in the presence of part of the officers and ship's com-
pany, without any previous investigation.
"5. For that the said commander did, on or about
the 28th of March, 1853, at Havannah, conduct himself
in an oppressive and overbearing manner, in having
placed me in close arrest for an alleged offence, after
holding a partial investigation, and deducing conclusion
therefrom quite contrary to the evidence given, I, .the
said Lieutenant T. D. Williams having denied the charge;
and that the said commander, John Crawshay Bailey,
did enter, or cause to be entered, the same falsely in the
log.
"6. For that the said commander did, on or about
the 6th of April, 1853, conduct himself in an oppres-
sive and overbearing manner, in confining me, the said
Lieutenant T. D. Williams, to my cabin for the space of
ten days for an unintentional breach of etiquette, not-
withstanding I had verbally, on the quarter-deck, and
afterwards in writing, apologized for the same.
"7. For that the said commander did, on or about
the 2d of May, 1853, conduct himself towards me,
Lieutenant T. D. Williams, in an unofficerlike manner,
in having sent me an improper message, such message
tending to bring me into contempt with the officers and
ship's company.
"8. For that the said commander did, on or about
the 23d of May, 1853, at sea, conduct himself towards
me, the said T. D. Williams, in an oppressive and un-
officerlike manner, in refusing to take notice of a com-
plaint of insolence to myself, when reported by me
through an officer of the watch, such tending to encOu:
rage disrespect towards myself.
" 9. For that the said commander did, on or about
the 26th of May, 1853, at sea, conduct himself towards
me, the said Lieutenant T. D. Williams, in an oppres-
sive and overbearing manner, in confining me to my
cabin for an alleged offence, and refusing, in an un-
officerlike and ungentlemanly tone, to allow me to ex•
plain the circumstances. •
"10. For that the said commander did, on or about
the,2Bth of May, 1853, conduct himself towards me, the
said Lieutenant T. D. Williams, in an oppressive and
overbearing manner, in ordering by memorandum that
no one in the ship was to hold any communication with
me except the surgeon, gun-room steward, and my ser•
vant, without his (Commander J. C. Bailey) giving me
any reason for such order, and in keeping me in soli-
tary confinement for the space of 28 days, from the 28th
of May to the 22d of June, and only releasing me there-
from when advised of the necessity for so doiug by the
surgeon.

‘.i.11. For the said commander did, on or about the
22d of June, 1853, at Port Royal, conduct himself in an
oppressive and overbearing manlier to me, Lieutenant
T. D. Williams, in continuing to refuse me the society
of my messmates, although recommended the said soc.`i3t9
by the surgeon for the benefit of my health, and not-
withstanding the expressed wish of Captain Walter
senior officer at Port Royal.
" 12. For that the said commander did, on or about
the 16th and 22d of June, 1853, continue himself towards
me, the said Lieutenant T. D. Williams, in an oppressive
manner in suppressing or not transmitting letters on her
Majesty's service, forwarded by me, through him, to the
senior officer at Port Royal.
"13. For that the said commander did, between the
dates of the 22d of March and the sth of July, 1853,
conduct himself in a general unofficerlike manner to-
wards the officers of the said steam-ship Medea, tendio4
.
to bring them into contempt, and to produce a genetat
discontent."

FINDINGS OF THE COURT.
Ist Charge.—" Not proved, and of a frivolous nature.
2d.—" Not proved, and trivial and vexatious."
3rd.—" Not proved, and Malicious."
4th.—" Not proved."
sth.—" Proved, so far as concerns the arrest ; rest .of
the charge not proved."
6th.—" Proved, as to the arrest."
7th.—" Frivolous and vexatious."
Stb.—" Not proved."
9th.—" Proved, so far as applies to the severity of
the arrest."
10th.—" Proved."
llth.—" Proved."
12th.—" Not proved."
13th.—" Not proved."
The Court, taking all the circumstances of the case,
pro. and con., into their consideration, adjudged that
Commander Bailey be severely reprimanded.
It is curious that all the charges " proved " referred
only to the arrest of Lieutenant Williams, which the
defendant admitted. To dispose of the other charges
occupied three days.

ANOTHER ROYAL BETROTHAL—The PrineesioAn-
toinette, second daughter of the late Prince Edward, of
Bavaria,
Altenburg, brother of Queen Theresa of ris.,
has been betrothed at Munich to her cousin, a Piluce of
Altenburg. The Princess was born on the 17th April
1838.

•