The Sun.
London, England, 1853-01-18 00:00:00

THE SUN, LONDON, TUESDAY EVENING, JANUARY 18, 1853.

ABANDONMENT OF A BURNING EMIGRANT

SHIP.

By the arrival of the General Steam Navigation Com-
pany's steamer Sir Edward Banks, Captain trant, from
Havre, on Sunday evening, which brought over three of
the survivors of the St. George,l emigrant ship, we have
been enabled to collect the details of the abandonment
of that ill-fated vessel: The disaster has attracted much
attention at Lloyd's, from.the circumstance of its being
reported that, amongst the cargo of the St. George, was
a quantity of oil and naphtha, if not something of a more
inflammable character, which, if true, rendered her, in-
deed, a fire-ship. Doubtless, the truth of this will be
ascertained by_ au investigation spoken of before the naval
department oftthers -Board of Trade ; but the fact of the
master, his offimrsA. and the crew, deserting the ship,
with the living freight on board, the very first opportu-
nity that presented itself, tends to strengthen an impres-
sion that they anticipated some terrible calamity. What
renders the catastrophe, if anything, more shocking, is
that the whole of the unhappy beings who perished in
the ship were women and children—not a man amongst
them.

The subjoined are the statements made by the sur-
vivors, who have reached London :
George Grant Cousins, of No. 44, Winchester-street,
Clerkenwell, London, says—l was one of the crew of the
St. George, emigrant ship. The crew numbered 25 in
all. She had a general cargo, such as coals, oil,, iron,
and miscellaneous goods. I saw part of the cargo placed
on board. I have heard there was naptha amongst it,
but whether such was the fact, I am not in a position to
say positively, as I did not see it. With the exception
of four of the passengers who were Englishmen, the
whole of the emigrants come from Ireland, agricultural
labourers and their wives and families. Her gear, sails,
&c., were ample ; carrying a fire force pump, with gutta
percha hose, and besides a new life-boat, which was
bought at Liverpool just before her sailing. She had
four other boats. They were sufficiently capacious to
hold the entire ship's company and passengers. A
day or so before the breaking out of the fire, oil was
pumped out of the hold, from which we inferred
that some of the casks of oil had burst. A great
quantity was pumped up. The fire was discovered en
the morning of December 24. As near as I can recollect,
it was about eight o'clock. At first little notice was
taken of the alarm, the smoke being so small.
The smoke that came up was thick and black ; it rolled
up in clouds, and filled the between decks, when the
steerage passengers became alarmed, and took to the
upper deck. Some assisted in working at the force-
pumps. After playing down the fore hatchways for
about two hours, the captain ordered the machine to be
run to the hatchway aft, in which direction he suspected
the fire existed, and told the men to rip up the deck to
find out where it most prevailed, which they did, but
without tracing its locality, the smoke became more
dense every moment, and of that suffocating character
that the men were in a short time unable to live in it.
Some of them had to be dragged out. One of the
steerage passengers was suffocated in his berth. The
situation of the vessel now became alarming, the pas-
sengers, particularly the women, were in a most ex-
cited state of alarm. The captain had previously told
all the women and children to go on to the poop.
When they were all assembled, many were loading
themselves with all they possessed, putting on several
gowns and other clothing. A large number of the male
passengers were doing likewise, several were putting
on two or three suits of clothing, in fact so overloaded
themselves, as to cost them their lives, for they were
unable to leap into the boats, and, falling into the sea,
were instantly borne down by the heavy weight on them.
As soon as the Orlando hove to, and the order was given
to clear away the boats, the line boat on the house was
hoisted with tackle, but in lowering it one end of the
tackle either broke or was cut away, she fell into the
sea, stern down, the men in her, seven or eight in num-
ber, clung to the thwarts and saved themselves by those
means • the other end of the tackle being lowered, she
was righted, and the water was baled out. The larboard
boat was got out about the same time, and I imagined
at the time that the captain intended sending off some
of the passengers. I was perfectly collected at the
time. I saw nothing to be frightened at. I knew
well it would take some hours before the ship could
be burnt, and I was certainly taken by surprise
on looking over the ship's side to see the two beats
some 400 or. 500 yards from the vessel making for the
Orlando, containing Captain Bairnson, and all the crew,
with the exception of five hands. Captain Bairnson
never returned to the ship. At the time Captain Bairn-
son and his officers took to the boats the passengers were
crowding the main rigging, expecting to be taken in
them, but none were allowed to go. The captain with
the rest jumped into the boats. In about an hour and
a half we saw the life-boat returning towards the ship,
but on approaching within a mile and a half of us, those
in her beckoned to us to round the ship again to get
closer to the Orlando, which we did, and bore on for
about half an hour, when she hove to. The Orlando
was drifting away from us. The life-boat returned to the
Orlando without taking any one off. She then made a
third trip, and reached the St. George about 3 o'clock in
the afternoon, and took in eight or nine passengers, and
two of the crew ; all had to watch the boat rising on the
top of a wave to jump into her. Two others, in an attempt
to join it, fell into the sea and were drowned. She made
a fourth, fifth, and sixth trip that evening. They could
have taken off more of the passengers, but they would not
jump, though prevailed upon to do so. They were implored
to jump, as it was the only means left them to save their
lives, and they were told that they must inevitably
perish in the burning ship if they persisted in not taking
advantage of leaping into the craft when she rose along-
side. I. with another seaman, left in the fifth trip that
day. We were the last of the crew. I would not have
left as I did, but the captain and all the officers and
men having abandoned the ship, I was at a loss to imagine
their reasons for so acting. There was no one left
behind who knew how to manage the ship. Her wheel
was lashed, and she was rolling fearfully ; at times she
was almost on her beam ends, and when the boat came
alongside, it was necessary to keep her some distance
off, to prevent the ship, as she rolled over, taking the
boat under. The other, I have omitted to mention, got
stove in getting alongside the Orlando, and sunk.
When I left, the gale was increasing. I saw, however,
no appearance of fire in any part of the vessel, but a
great deal of smoke. After getting on board the Orlando,
the life-boat made two other trips. The last was made
about nine o'clock. It was then considered dangerous-
to make any more that night, and the boat was hoisted
on deck. The Orlando had two boats, but it was
not safe to launch them. She remained by all night
about ten miles distant. No communication was made
during the night with the St. George, and the storm
raged more furiously. At daybreak the following morn-
ing (Christmas day), Captain Bairnson came foriiard and
asked who would volunteer to go off to the St. George
to save the lives of the passengers. I was one of the
party. Off we went, and in the course of an hour and
a-half succeeded in coming alongside. Still there was
no means of assisting them, and their only chance for
them to reach her was to jump. Sometimes a sea would
carry the boat high above the ship's bulwarks, and when
she did so, several seized the opportunity and sprang into
her. We remained a long while alongside, imploring
others to follow the example of those who had jumped,
but fear and terror seemed to have seized them. Seve-
ral missed the boat and were lost. No one was saved
who fell overboard.. We could do nothing to pre-
serve them. On returning to the Orlando, with eight
or nine passengers, among whom were three females
and a boy, a hole was found in the bottom of the
boat, which was stove in by the boy. He had hob
nails in his boots, and when he jumped, the nails stove
in and shattered the planking. A shirt was thrust in
the hole, and prevented her sinking. It was necessary
to repair her before another attempt could be made. It
was past 12 o'clock before the repairs were completed.
I did not go in her again. She made several trips be-
fore night—how many I cannot say, and on each trip
brought away some of the passengers. I'don't recollect
ever seeing the officers going in these trips. The re-
port made by those who made the last trip was that no
male passenger remained on the wreck ; the poor crea-
tures who were left consisted entirely of women and
children ; the number they could not tell • but on call-
ing over the names of those on board, for Capt. Bairnson
had saved the ship's papers and logbook, some 50 were
ascertained to be missing. In the middle of Christmas
night they were alarmed by observing the wreck within a
mile of the Orlando. It was supposed that the lashing
which had been fixed to the wheel when the
master abandoned her, had cut or burned away,
and the ship getting before the wind she bore down
in the direction where the Orlando was lying.
Her appearance created much alarm, for instantly
sail was made on the Orlando, and being a lighter
vessel than the St. George soon got far away. They
never afterwards saw anything of the St. George, or heard
what fate she or her passengers met with. The next
morning Captain Bairnson, who was in a dreadful state
of mind, called the men together, and asked whether any
of them would volunteer to risk another attempt with
him to rescue the unhappy creatures, adding that it was
a horrible thing to abandon the wreck while so many
poor things were on it. None would volunteer to go.
Every one, as also those belonging to the Orlando, being
convinced an attempt would prove fatal. It was then
proposed to make all speed to Havre, and accordingly
the Orlando was so directed. She reached that port on
the eleventh day after they had , been taken on board.
In the course of Christmas night it was reported on
board that the St. George had blown up. I did not see
it myself ; my impression is, knowing that she made
considerable water, and that a large quantity of water
had been pumped into her, that she foundered within
twelve hours after they had left her. She was set-
tling down when the last boat left her. I heard from
some of those who were last brought off from her that
the decks had become so hot that they could scarcely
walk upon them, and that the glass of the skylight was
cracking. Some one had also seen the mainmast yield-
ing over, as if the bottom of the mast had been-burned

away. The St. George had eight feet of water in the
hold when I left her. I cannot give any opinion as to
the cause of the fire. I think Captain Bairnson did all
he could to preserve the passengers. He was a very kind
and humane commander to the crew and passengers,
and while he remained on the ship, the crew were
prompt to his order. I cannot explain more than I have
why he and the crew so quickly left the ship. I have
heard since that he did so in consequence of anticipat-
ing something serious from an explosion. Some of the
passengers said there were naphtha and gunpowder on
board, but I know nothing of such material being in
her, although, from the circumstance of Capt. Bairnson
so speedily leaving her, I am induced to suspect that
there must have been " something" among the cargo.
I am further strengthened in this impression by the
captain of the Orlando keeping his vessel so great a dis-

tance from the wreck as he did, and his expressing his
great fears of getting any closer. Considering the dis-
tance which the boats had to travel between the two
ships, and in such a sea, it is surprising that so large a
number of passengers were saved. I have been examined
at the British Consulate office at Havre respecting the
loss of the St. George. The captain and his officers, and
Captain White of the Orlando, were also examined by
the consul. The St. George was an old vessel, and was,
I believe, insured at New York.
John Star and Charles Baterham made statements
confirmatory in every respect to that made by Cousins.
The poor fellow has suffered much from being frost-
bitten ; he has lost the use of his feet, and moves about
on crutches. He speaks in very grateful terms of the
treatment he eiperienced from the inhabitants of Havre.
These are the only survivors of the St. George, as we can
learn, who have returned to England. Captain Bairn-
son remains at Havre with most of his crew ; and we
understand that it is the intention of the agents at
Liverpool to provide the remainder of the emigrants who
continue at Havre with passages in their first vessel to
New York.

LYCEUM THEATRE.

Complaints without end are pouring in upon the daily
papers of the treatment which visitors to the Lyceum
Theatre experience at the hands of the boxkeepers.
,The
following, for instance, appears in the Times of this
morning :—On Wednesday evening I visited the Lyceum
Theatre, accompanied by a friend, our wives, and a
female friend. We had previously arranged to go to
the boxes. Wishing to obtain a seat where we might
see and hear the performance, I made it a condition that
we should be at the theatre at the opening. The con-
dition was fulfilled, we are among the first to claim the
services of the janitor of the silver key ; he eyes us
from top to toe ; we are approved. With a sharp click
the door opens, and with a benignant smile he directs
us to seat the three ladies in the front, and to take our
places behind them, then politely offers me " a bill of
the play." I deposit a small silver coin in his "itching
palm ;" a cloud now passes over that before smiling
face, and he announces that he cannot take so small a
sum—he never does. He is requested to return it, and
does so. The scene changes; lying made easy to the
plainest capacity is now practised. He tells five people
that they have all made a mistake, and refuses the seats
he before proferred, telling us that the whole of the front
row is taken. My friend now hands the ladies to the
front seat, and we seat ourselves behind them. An al-
tercation ensues. A second official is brought forward ;
my adamantine friend is immovable. A third official
appears, a very civil one too, with a paper covered with
cabalistic characters, proving to demonstration that the
places were taken before the theatre was built. Who
can rebut such evidence How did it end? I'll tell
you, sir. lam a married man. I love peace and quiet-
ness, and persuaded my friend "to move on" to the next
box. It was but a doubtful victory after all ;we all took
front seats in the next box. During the battle some un-
expected allies came to our assistance. A gentleman
and lady in the adjoining box had experienced a like
annoyance, and with a burst of honest indignation the
gentleman declared he would not remove from the posi-
tion he held. Nor did he. It certainly is high time that
these disgraceful abuses were put a stop to, but the public
have the remedy in their own hands, and until they
apply it such complaints will continue to be made in
vain.

SOUTH AFRICA-THE BIRD ISLAND LIGHTS.

Official notice has been received from the Cape of
Good of Hope, that lights have been established in Algoa
Bay, on the easternmost of the Bird Island, off Woody
Point. The tower, which is rectangular, and painted
with black and white horizontal stripes, is 45 feet high,
and carries two fixed lights, 18 feet apart ; the upper
one being 70 feet above high water, and 10 feet higher
than the other.

In the direction of the Doddington Rock, the lights
will appear in a vertical line, one above the other.
The following are Commander Fishbourne's sailing
directions :

The Bird Islands lie in the eastern extremity of Algoa
Bay, off Woody Cape, which, as its name imports, is
covered with wood, except a small patch of sand at its
summit, and is the only sea board land that is so, which
gives it in contrast with that for miles on either side, a
dark appearance ; the land on its west side, from near
St. Croix up, rises into numerous small sandy hillocks,
quite bare of vegetation, and that to the eastward, up
to Padrone.Point, is similarly naked.
Woody Cape is high and rugged, but not so promi-
nent as to appear like a cape, except when very near it ;
not so Padrone Point, which runs out into a low point
of sand, forming a determinable cape, from which the
breakers run out some distance, and the water breaks
still further out, at times, owing to the meeting of cur-
rents after strong winds.
These islands afford tolerably sheltered anchorage be-
hind them in winds from W. to S.S.E., in 13 fathoms,
and rather better than half a mile from the northermost
breakers. Closer in would afford more shelter, but the
ground is foul. They are very low and proportionally
dangerous, and though the main land will generally be
seen before them, and their distance may thereby be bet-
ter estimated by it, yet in shaping a course to go outside
of them, allowance should be made for the eddy or re-
turn current, which sets in towards them, and then to
the eastward.

The Doddington Rock and West Reef should be con-
sidered as part of the Bird Islands Shoal, and no vessel
should go between them; for in bad weather the breakers
extend the whole way. In clear weather the Rugged
and Cockscomb mountains may be seen from abreast of
these Islands ; but in passing outside the Doddington,
the Cockscomb should be kept open to the westward of
the Rugged Monntain, bearing N.W., and the ship
should steer N.W. by W. W.; having passed the Dod-
dington, the high, land at the back of Port Elizabeth
will soon appear right a-head.

THE BAHAMAS.-REVOLVING LIGHT ON

TURK'S ISLAND.

Notice is hereby given, that, on the 9th of October
last, a revolving light was established on the northern
extremity of Grand Turk Island, in 21 deg. 31 min. 0
sec. N., and 71 deg. 7 min. 40 sec. W., of Greenwich.
The tower is constructed of iron, and painted white ;
its height being 60 feet, and its base 52 feet above high
water. The light has an elevation of 108 feet.
The light revolves every half minute, and at each re-
volution flares up into a brilliant flash, which may be
easily seen from the deck of a moderate sized vessel, in
clear weather, at the distance of 16 miles.

The mariner should, however, be aware that, when
approaching the light from the southward, it will be
eclipsed by the southern part of the island on which it
stands, between the bearings of N. W., and N. E.;
by Salt Cay between N. by 'E. and N. by E. 4 E.; and
by the eastern group of Gays between N. by W. W.,
and N. by W. W.
With the light bearing south, it may be approached
within two miles ;_ but vessels running for the Turk's
Island's Passage, should make the light on a bearing to
the westward of south ; and it should not be forgotten
that, from the limited distance at which it can be seen, it
will not protect them from Philip's Reef and the dangers
off East Caicos. They must also remember that the reef
projects three miles from the north point of Turk's
Island, and continuing along its whole eastern side.

JUDICIAL, CRIMINAL, AND FINANCIAL STATISTICS OF
GREECE.—From a return just made of the judicial pro-
ceedings in Greece, in 1850 and 1851, it appears that,
during the year 1850, 574 causes were brought before
the Court of Cessation, of which 272 were decided, 20
struck off the list, and 280 remained pending. In the
Criminal Court, out of 110 causes brought forward, 99
were decided on, and 11 still wait the decrees of the
court. 2,393 civil causes were placed on the list of the
Tribunal of Appeal of Athens, of which 1,015 were de-
cided on, and 1,000 dismissed. Before the Tribunal of
First .Instance, during the same period, 2,209 causes
were brought forward, of which 1,368 were heard and
decided. The Court of Assizes of Athens gave judg-
ment in 110 cases out of 128 brought before it. Before
tf NforawuParlida,' P
Triof which 125 were decided on.
olitza, and Patras, 137 cases
tried, 35 were sentenced to death,
prisoners4Blgahobour for life, 25 to hard labour for different
were
Out
ot
eCohbofaurrlor
periods, 30 to solitary confinement, and 15 to simple
imprisonment. The budget of receipts and expenditure
of Greece for the year 1853 has also been just published
The receipts for the present are fixed at 17,701,964
drachmas (the Greek drachmas is 90c.), and the expenses
at 16,572,608 drachmas. Among the expenses figure
the indemnity of the archbishops and bishops ; the in-
demnity of 200,000 drachmas allowed to the islands, and
a grant proportioned to the increase of 1,300 men in the
effective strength of the Greek army. In spite of this
increase of charges, the budget of 1853 is less by 380,000
drachmas than that of 1852. The budget of 1852 shows
a deficit of about 4,000,000 of drachmas, every branch of
the Greek revenue having fallen off during that year.
The export of oil was reduced from 500,000 drachmas
to 230,000 ; that of oranges and lemons from 300,000
drachmas to only 23,000. The cocoons equally suf-
fered.
NAVIGATION OF HAMBURGII.—The Hamburgh papers
give the following particulars of the numbers, nation-
ality, and point of departure of all tie vessels which en-
tered that great seaport, the London or Liverpool of
Northern Europe in the year, 1852 :—The total num-
ber of vessels which arrived at Hamburgh, from all
quarters, in 1852, was 4,440 ; against 4,169, in 1851;
4,094, in 1850 ; 3,459, in 1849 ; and 3,304, in 1848.
The nationality of these vessels were as follows :—Bri-
tish, 1,440; Hanoverian, 1,118; Hamburgh, 625;
Danish, 372 ' • Dutch, 362 • Oldenburg, 89 ; Norwegian,
73 ; Swedish, 73 ; French, 70 ; Spanish, 62 ; Prussian,
42 ; Russian, 25 ; Bremen, 23 ; Mecklenburg, 15 ;
Portuguese, 13 ; North American, 11 ; Belgian 5 ;
Kniphausen, 5 ; Austrian, 5 ; Lubeck, 5 ; Neapolitan,
3 ; Heligoland, 3 ; Peruvian, 1 ; and Sardinian, 1 :
total, 4,440. The shipping of the following nation shows
an increase of arrivals in 1852, in comparison. with
1851 :—British, 208 ; Hanoverian, 31 • Hamburgh, 45;
Danish, 26 • Oldenburg, 15 ; Spanish, 'l6. That of the
following shows a 'decrease :—Dutch, 21 ; Bremen,
6 ; Swedish, 1. The whole increase in the num-
ber of vessels which entered Hamburgh in 1822 was
271, of which 208 was British. The places of
sailing of the vessels which entered the port of Ham-
burgh in 1852 were as follows :—ln Great Britain
Hayti, 47 ;
_,•
and Ireland, 1,920 ; Bremen and the Weser, 459 ; Heli-
goland and the Lower Elbe, 353 ; Holland, 350 ; East
Friesland, 236 ; Brazil, 119 ; Belgium 101 • Cuba, 69 ;
Schleswig and Holstein 78 ; the United 'States, 69 ;
Italy, 53
Portugal, 39 ; Spain and Gibral-
tar, 38 ; West Coast of South America, 61 ; Turkey,
25 ; and China, 16 ; Australia, 4 • Manilla, 1 ; Singa-
pore, 2 ; Java and Macassar, 13 • 'British East Indies,
14 ; East Coast of Africa, 3 ; ;British
Coast, 8 ; Cape-
town, 1 ; Cape de Verdes, 1 ; Madeira, 3 ; Azores, 1 ;
Argentina and Uruguay, 9 ; Venezuela, 31 ; New
Granada, 3 ; Porto Rico, St. Thomas, and St. Croix,
16 ; Jamaica, 3 ; Mexico, 13 ; Greenland, 3 ; Bussia,
~
26 ; Norway, 30 • Sweden, 15 - Prussia, 18 ; Mecklen-
burg, 9 ; Lubeck 2 ; Denmark, 15 ; Oldenburg, 22 ;
Trieste and Venice, 10 ; lonian Islands and Greece, 13 ,
Odessa, 6 ; total, 4,440. The number of sea-goin
g
steamers which entered the port of_Hapb2u3 ;London,rg, in 1852,
6
was 715, from the following ports
181 • •
New-
castle Grimsby, 49 ; Hartlepool, 22 ; Leith, 30 ;
44 ; Amsterdam, 51 • Rotterdam, 25;
Norway and Sweden, 23 ; Bremen, 10
;Heligoland, 34
Havre, 20;
-
increase of British sailing vessels, 134. The above
total, 725. Increase of British steamers in 1852, 74 ,
figures show the gratifying facts that nearly
one-third of
Hamburg is British;,
the shipping engaged in the trade of
that three fourths of the steam
tonnage engaged in that
trade is'British ; and that nearly 2,000 vessels of 4,400
which entered the Port in 1852 sailedeither
British islands or the British colonies.
THE WEATHER IN 1852.—1 n 1852 there were 182 wet
and 184 dry days. During the last six years 955 days from the
were wet and 1,237 dry.

BANK RETURNS.

(From th,e London Gazette of Tuesday.)

An Account, pursuant to the Act seventh and eighth
Victoria, cap. 32, of the Average Amount of Bank
Notes of the several Banks of Issue in England and
Wales, in Circulation during the Week ending Satur-
day, the Ist day of January, 1853 : Average
PRIVATE BANKS. Amount.
Andover Bank, Andover—Heath and Co.
Ashford Bank, Ashford—Jemmitt and Pomfret 11,046
Aylsham Bank, Aylsham—G. and T. Coperuan 4,107
Aylesbury Old Bank, Aylesbury—Z. D. Hunt 24,352
Baldock Bank and Baldock and Biggleswade
Bank, Baldock—Wells, Hogge, and Co
Barnstaple Bank, Barnstaple—Marshall and Co
Basingstoke and Odiham Bank, Basingstoke--
Seymour, Lamb, and Co.
Bedford Bank, Bedford—T. Barnard and Sons
Bewdley Bank, Bewdley Nichols, Baker,
and Co
Bicester and Oxfordshire Bank and Oxford
Bank, Bicester—H. M. and G. Tubb
Birmingham Bank, Birmingham --Attwoods,
Spooner, and Co
Birmingham and Warwickshire Bank, Bir-
mingham—J. L. Moilliet and Sons
Blandford Bank, Blandford—Oak and Co.
Boston Bank, Boston—Garfit 2nd Co
Boston Bank, Boston—H. and T. C-ee and Co
Bridgwater Bank, Bridgwater— T. and J. L
Sealey
Bristol Bank, Bristol—Miles, Miles, and C 0...
Broseley and Bridgnorth and Bridgnorth and
Broseley Bank, Broseley—Pritchards, Boy-
cott, and Co.
Buckingham Bank, Buckingham—Bartlett, Par-
rott, and Co.
Bury and Suffolk Bank, Sudbury Bank, and
Stowmarket Bank, Bury St. Edmunds—
Oakes, Bevan, and Co.
Banbury Bank, Banbury Gillet, Tawney,
and Co.
Banbury Old Bank, Banbury—Cobb and Son
Bath City Bank, Bath— G. Moger and Son
Bedfordshire Leighton Buzzard Bank, Leighton
Buzzard—Bassett, Grant, and Co
Birmingham Bank, Birmingham—Taylor and
Lloyds
Bradford Old Bank, Bradford, Yorkshire—H
A. and W. M. Harris and Co.
Brecon Old Bank, Brecon—Wilkins and Co
Brighton Union Bank, Brighton—Hall, West,
and Borrer
Burlington and Driffield Bank, Burlington—
Harding, Smith, and Co
Bury St. Edmunds Bank, Bary St. Edmunds—
J. Worlledge
Cambridge Bank, Cambridge—Mortlock & Co
Cambridge and Cambridgeshire Bank, Cam-
bridge—Messrs. Fosters
Canterbury Bank, Canterbury—Hammond and
Co
Carmarthen Bank, Carmarthen—David Morris
and Sons
Chertsey Bank, Chertsey—La Coste and Son.
Colchester Bank, Colchester—Round & Green
Colchester and Esbex Bank, and Witham and
Essex Bank, and Hadleigh, Suffolk, Bank,
Colchester—Mills, Bawtree, and Co
Cornish Bank, Truro Tweedy and Co
Coventry Bank, Coventry—Little & Woodcock
City Bank, Exeter—Milford and Co
Craven Bank, Settle—Alcocks, Birkbecks, and
Oo
Cardiff Bank, Cardiff—Towgood and Co
Chepstow Old Bank, Chepstow Bank, Mon-
mouth Old Bank, Monmouth Bank, Brecon
Bank, and Ross and Herefordshire Bank,
Chepstow—Broma:,re, Snead, and Co
Derby Br.nk, Derby—W. and S. Evans & Co
Derby Bank, Derby—Samuel Smith and Co
Derby Old Bank and Scarsdale and High Peak
Bank, Derby—Crompton, Newton, and Co
Devizes and Wiltshire Bank, Devizes—Locke
and Co
Diss Bank, Diss—Oakes, Fincham, and Co
Doncaster Bank and Retford Bauk, Doncaster
—Cooke and Co
Darlington Bank, Durham Bank, and Stockton
on-Tees Bank, Darlington—Backhouse & Co
Devonport Bank, Devonport—Hodge and Co
Dorchester Old Bank and Dorsetshire Bank,
Dorchester—R. and H. Williams
East Cornwall Bank, Liskeard—Robins, Fos-
ter, and Co 103,994
East Riding Bank, Beverley—Bower and Co 60,483
Essex Bank and Bishop's Stortford Bank
Chelmsford—Sparrow, Round, and Co
Exeter Bank, Exeter—Sanders and Co
Fakenham Bank, Fakenham—Gurneys, Birk-
beck, and Co
Farringclon Bank and Bank of Wantage, Far-
ringdon—Barnes, Medley, And Co
Farnham Bank, Farnham—Messrs Knight
Faversham Bank, Faversham—Hilton and Co
Godalming Bank, Godalming—Mellersh and
Keen
Guildford Bank, Guildford—Messrs. Haydon
Grantham Bank, Grantham—Hardy and Co
Hastings Old Bank, Hastings—Smith, Hilder,
and Co.
Hereford City and County Bank, Hereford—
Matthews and Co.
Hertford and Ware Bank, Hertford—S. Adams
and Co.
Hull Bank and Kingston-upon-Hull Bank,
Hull, Smith, Brothers, and Co.
Huntingdon Town and County Bank, Hunting-
don—Rust and Veaseys
Harwich Bank, Harwich—Cox, Cobbold, and
Co.
Hemel Hempstead Bank, Hemel Hempstead
—Smith and Whittingstall
Hertfordshire, Hitchin Bank, Hitohin
Sharpies, and Co.
Hereford, Ross and Archenfield Bank, and
Ross and Archenfield Bank, Hereford—
Morgan and Co
Ipswich—Baconeedhm Market
Bank,and Co.
Suffolk,
Manningtree and Mistley
Bank,
Bank, Ipswich--
Kentish Bank, Maidstone—Mercer, Randall,
and Co.
Ipswich
Ipswich
AB Hadleigh
a k Badanae idl:l;BN'a and Co.
Kington. and Radnorshire Bank, Kington—
Davies and Co.
Knighton Bank, Knighton—Davies and C 0....
Knaresborough Old Bank and Ripon Old Bank,
Knaresborough—Terry and Co.
Kendal Bank, Kendal—Wakefield, Crewdson,
and Co.
Kettering Bank, Kettering—J. C. Gotch and
Sons
Lane End Staffordshire Bank, Lane End—C
Harvey and Son
Leeds Bank, Leeds—Beckett and Co.
Leeds Union Bank, Leeds—W. Williams,

24,638
8,789

14,840
31,840

10,944

12,955

23,076

10,622
6,752
58,759
13,949

4,578
33,845

17,710

19,670

67,306

32,747
27,678
3,984

35, 35

30,48'

11,933
64,617

25,12

11,324

2,451
18,2.9

40,a2

30,50

21,40
2,700
15,845

28,781
45,097
7,272
20,029

67,605
5,757

8,313
9,907
37,825

26,008

8,802
10,656

60,818

78,716
10,255

41,109

42,465
28,940

20,260

6,913
12,025
5,031

4,199
6,460
27,132

31,337

15,948

20,638

18,122

42,694

5,330

21,889

17,293
21,152

60,133

16,205

25,128
9,140

19,545

41,415

7,820

Brown and Co.
Leicester Bank, Leicester—Pagets and Kirby,
Lewes Old Bank, Lewes—Molineux and Co
Lichfield Bank, Lichfield—Palmer and Greene
Lincoln Bank, Lincoln—Smith, Ellison, and Co.
Llandovery Bank, Lampeter Bank, and Llan-
dilo Bank, Llandovery—D. Jones and Co
Loughborough Bank, Loughborough—Middle-
ton and Cradock
Lymington Bank, Lymington—St. Barbe and

5,250
52,053

36,622
24,679
31,776
12,535
86,596

-Co.
Lynn Regis and Lincolnshire Bank, Lynn
Regis—Gurneys and Co.
Lynn Regis and Norfolk Bank, Lynn Regis—
Jarvis and Co
Macclesfield Bank, Macclesfield—Brocklehurst

and Co.
Manningtree Bank, Manningtree--Nunn and

Co.
Marlborough Bank, Marlborough and Wilts
Old Bank, Marlborough Old Bank, Marl-
borough Old Bank and Hungerford Bank,
and Hungerford Bank, Marlborough—Tan-
ner and Co
Merionethshire Bank, Dolgelly—Williams and
Son

Miners' Bank, Truro—Willyams and Co
Monmouthshire Agricultural and Commercial
Bank, Abergavenny—Bailey and Co
Monmouth Cld Bank, Monmouth Bank, Bre-
con Bank, Chepstow Bank, Chepstow Old
Bank, and Ross and Herefordshire Bank,
Monmouth—Bromage, Snead, and Co
Newark Bank, Newark—Godfrey and Riddell
Newark and Sleaford Bank, and Sleaford and
Newark Bank, Sleaford—Handley, Peacock,
and Co
Newbury Bank, Newbury—Bunny & Slocock
Newmarket Bank, Newmarket—Eaton, Ham-
mond, and Co
Norwich Crown Bank and Norfolk and Suffolk

Bank, Norwich—Harveys and Hudsons...
Norwich and Norfolk Bank, Norwich--Gur-

neys and Birkbeck
Nottingham and Nottinghamshire Bank, Not-
tingham, Hart, Fellows, and Co
Nuneaton Bank, Nuneaton—Craddock and Co
Naval Bank, Plymouth, Plymouth—Harris
and Co.
New Sarum Bank, Sarum—Everett and Co
Nottingham Bank, Nottingham—Samuel Smith
and Co.
Oswestry Bank and Oswestry Old Bank, Os-
westry—Croxon and Co.
Oxford Old Bank, Oxford—Robinson, Parsons,

and Co.
Old Bank, Tonbridge, Tonbridge and Ton-
bridge Wells Old Bank, Tonbridge and Ton-
bridge Wells and Sevenoaks Bank, Ton-
bridge—T. 11. and S. Beeching
Oxfordshire Witney Bank, Witney—J.

Clinch and Co.
Pease's Old Bank, Hull, the Hull Old Bank
and Beverley Bank, Hull—Pease and Co
Penzance Bank, Penzance—Batten and Co.
Peterborough Bank and Oundle Bank, Peter-
borough—D. Yorke and Co.
Pembrokeshire Bank, Haverfordwest—J. and

20,960

5,858

3, 45

3,2450

12,683

15,343

2,044

1,874

8,665
13,779

12,590
25,946

47,939
21,674

17,547

46,836

60,315

9,379
3,215

24,000
12,111

25,603

10,615

35,082

9,019

9,484

39, n s
11,108

6,832

11,703
26,071

W. Walters...
Reading Bank, Reading—Simonds and Co..
Reading Bank, Reading—Stephens, Blandy,
and Co.
Richmond Bank, Richmond—Roper and Co,
Rochdale Bank, Rochdale—Clement, Royds,
and Co. ........................ , ......................
Rochester, Chatham, and Strood Bank, Roches-
ter—Day and Nicholson ......................... 7,123
Royston Bank, Royston—Fordham and Sons 10,256
Rugby Bank, Rugby—A, Butlin and Son 9,560

29,671
5,747

4,255