The Sun.
London, England, 1847-03-24 00:00:00

kg, OCCI.C7

.at

NAVIGATION LAWS:

wages and the provisioning. of their ships, or other-
wise their men would leave them. He believed
that if they were to throw the ports open to-
morrow there would not be one in a hundrcd Baltic
vessels corning to this country, because they left
families at home, and were not accustomed to depart for
any time from their own homesteads.
By Mr. Hume—At present the United States ad-
mitted vessels from Prussia, Denmark, and Swede❑ to
bring goods into the United States from any country
whatever ; and the result was that Prussia last year sent
twenty-one ships of 5,439 tons ; Sweden, eighty-four
ships of 24,057 tons ; Denmark, nineteen ships of 4,910
tons ; while England had sent 5,209 ships of 809,777
tons. With regard to Prussia, the same thing occurred.
In the year 1846, 298 British ships entered the port
of Stettin, and 838 Prussian ships, including in the
latter number both the foreign and coasting ships. In
Dantzic there were 136 British ships, and 589 Prus-
sian ships. In Pilau there were 93 British and 247
Prussian. In Russia the trade was practically alto-
gether in the hands of the British. Thus, in Cron-
stadt, in 1846, there were 123 Prussian ships engaged
in coasting and foreign trade, and 657 British ships ;
while at Riga there were 249 Russian and 603 British
ships. The masters of Baltic ships underwent a seareh-
lug examination, and were highly qualified for their
duties.
The Committee then adjourned till one o'clock on
Thursday.

The select committee on this subject met yesterday in
committee-room N 0.2. There were present, Mr. Ricardo,
who, in the absence of Mr. M. Gibson, was appointed to
the chair ; Hon. Mr. Liddell, Mr. Mitchell, Admiral
Dundas, Mr. Hume, Mr. Lyall, Sir Robert Peel, Sir
George Clerk. Mr. M-Carthy, Sir 110%s and Douglas,
Hon. Mr. Villiers.

The examination. of Mr. Browning was resumed.
By Mr. Hume—He was well acquainted with the
South Sea whale fishing trade, both in its English and
American branches. The Americans had a great ad-
vantage over the English, owing to the circumstance
that their vessels were provided cheaper. They were
generally ships that were too old for other trades ; and
they were purchased and fitted out on a joint account by
different parties ; the shipwrights repairing her, and
other artisans fitting her with stores, taking their chance
of the profits arising from her fishing. The same are
rangement was made with those who navigated her—tha
ordinary seaman receiving one-sixtieth part of her net
profits, and the captain about one-twelfth. Then the
vessel did not carry any money with her ; but the cap-
tain took out a qu intity of cotton goods, with which he
traded with the islanders in those seas for provisions
Ile turned this to account even with his own sailors, for
if they wanted spending money the captain told them,
that he would advance them no money, and that if they
wished to anticipate their profits, or their lay, as they
termed it, they must do so at their own disadvantage,
for he could only give them cotton goods, which were
worth not more than from two to three cents per yard,
but for which he charged them at the rate of 2s. per
yard, and the sailors in their thoughtlessness, were too
ready to agree to it. He knew that British seamen were,
to a considerable extent, employed in the American
whale fishery. There were a great number of burdens
and duties pressing upon the American whale ships; he
calculated them to amount on a ship of 317 tons to 3641.
He knew that this was the case in 1844. The English
whalers could not compete with these American vessels,
because they were fitted out for a three or four years'
voyage, so that an expense was incurred which the
profits would not pay. But the colonial whale fishing
vessels, particularly those from Australia, were well able
to compete with the Americans, and their numbers were
increasing. If the navigation-laws were repealed and
the colonists allowed to purchase foreign vessels, parti-
cularly those that might be stranded on their coasts,
they would have a still greater advantage. The number
of vessels of all sizes employed by the Americans in this
trade on the Ist of January, 1847, amounted to 722.
The number of British whalers was thirty-nine. The
number of vessels employed from Sydney, New Bruns
wick, Van Diemen's Land, &c., amounted to seventy.
five. The American whalers were generally of an in-
ferior class of vessels, and could not follow the whales
into high latitudes or hook on to them in rough weather.
The best whaling ground was off the Chatham Islands,
where the weather was stormy. If the navigation-laws
were repealed, he had no fear of competition with the
Americans.
By Admiral Dandas—The system of paying the sea-
men by the lay made the bargain a more profitable bar-
gain for the owners; but it tended to disgust the seamen
with the service, as captains were sometimes induced to
ill-treat their men, to force them to desert, and thus
forfeit their claims to their share in the profits. The
colonial whalers were principally manned by English
men, and now they employed a great number of their
New Zealand fellow-subjects, who made capital whalers,
particularly in striking the whale. He expected much
good from the colonists being allowed to purchase fo-
reign stranded vessels; but he could not tell how many
had been stranded in the course of a year. The
American Government used to give a bounty to their
whale fishers, but he did not know if it was still con-
tinued.

By Mr. Liddell—lf the London whaling vessels were
to remain constantly upon the fishing grounds, and
send the cargo home on freight, they would be able to
carry on the trade to great advantage; because their
vessels were stronger than those of the Americans, and
could follow the whales into latitudes where the Ame-
ricans could not follow them. The English shipowners
had nothing to fear, if the duties were removed from fo-
reign timber used in ship-building.
Mr. Liddell—But are not the generality of British
vessels built of British oak? Mr. Browning•—They
would be so, but the supply is not equal to the demand.
Mr. Liddell—Well, I can assure you that I live in a
ship-building country, and I have a good deal of oak to
dispose of; but Ido not find, unfortunately, that the
demand is equal to the supply?—(Laughter.)
Admiral Dundas—lf the navigation-laws were re-
pealed, would not the Dutch, Danes, and Swedes enter
into the trade of bringing coals from Newcastle to
London, and sail their ships cheaper than we do? Mr.
Browning—l do not think they would. The men would
desert immediately.
Admiral Dundas—l don't think you understand my
question. Suppose a Dutchman to bring a cargo of
coals from Newcastle to London, would he carry these
coals cheaper than an Englishman would carry them?
Mr. Browning—lf the navigation-laws were repealed,
we should get our ship cheaper than we do now.
Admiral Dundat—But did you ever see the feeding
on board these ships? Mr. Browning—lf they come
into this country they must be fed the same as our own
sailors.

.........._
Admiral Dundas—But the Dutchman lives on board
his own ship ; he has nothing to do with our ships or
sailors. _ .

Mr. Hume explained that the witness meant that the
effect of competition would be to equalise the rate of
wages and provisions on board both kinds of ships.
Mr_ WCarthy—As the Baltic ships are frozen up in
their own ports for a great portion of the winter, would
it not be a great advantage to them to employ the winter
in our coasting trade? Mr. Browning—Oh, the men
would desert immediately.
Mr. Liddell—But they come over here occasionally
now; why do they not desert?
By Mr. Mitchell—Leaving out the question of the coal
trade, there was not the remotest chance of foreigners
competing with us in our coasting trade.
This closed the examination of Mr. Browning; after
which the committee room was cleared for a short time.

On our re-admission we found
Mr. Berger, of the firm of M‘Lean, Mearns, and Co.,
merchants and commission agents, under examination.
He said that his house was engaged in bringing
several articles frem the United States, but not
the produce of that country, into England.
Among these articles were palm oil, African and East
India hides, gums, Cuba tobacco, East India drugs,
spices, &c. These articles, under the provision of the
navigation-laws, could only be brought here in British
vessels; and as they were for the most part shipped from
the northern ports of the States, such as Salem, Boston,
&c., to which ports English vessels seldom came, the
consequence was that they had often to wait for weeks
and months in order to obtain vessels, and sometimes to
send for them to St. John's, New Brunswick, and other
colonial ports. The vessels so obtained were generally
of an inferior description, involving increased insurances,
risk of loss, and risk of losing the market. He cited
several instances where the merchants had sustained
great loss and inconvenience in consequence, and in
some cases where the goods were not shipped at all;
and this latter consequence had lost his firm the com-
mission on the cargo, which was a heavy loss, that he
could not consider otherwise than a tax which they had
to pay for the protection of British shipping. He was
aware that American vessels were generally preferred
by American merchants in which to ship their goods.
He was frequently ordered by his American correspon-
dents on no account to ship their goods in British ves-
sels. This happened every month. He believed this
preference did not arise from patriotic motives, but
simply from commercial motives.
By Sir George Clerk—The principal reason why the
American vessels were preferred was their superior sail-
ing. He had also been engaged in the Mediterranean
trade, and the same inconveniences were experienced in
that trade. For instance, the Gambia and Senegal trade
was almost exclusively in the hands of the Bordeaux
and Marseilles merchants, and the gums brought in
those trades could not be brought to England even by
English vessels. The consequence was that when the
English market was bare, the manufacturers must either
go without, or they wero carried from Bordeaux to
America, and then, at great cost and loss of time, trans-
shipped to England.
By Mr. Liddell—The American -navigation-laws,
which were the type of our own, prevented foreign
goods being sent from this country except in American
vessels ; and this caused a great loss of freight to the
English, for these articles of foreign produce were gene-
rally of a very fine description, which commanded high
freights. The English only exported the coarser and
cheaper articles, which commanded low freights. He
was aware that the best English vessels were quite able
to compete with the finest American vessels, but the
English ships of that class went chiefly to the south for
cotton, and it was only the ships of an inferior class that
went to New York and the other northern ports.
By Sir H. Peel—The greatreastoh3
new.
mhyadtehethAe voyagemerican
ships were preferred was that
of British seamen,
quicker. He should be sorry tohusat.yhaenyhtehliinegvedin dis-
paragementthat,
aEndngmliashte,swwheicrhe
se
nice taerr
ti
es paribus,r:and r
0 theo re
out sooner than the English officers ; for in more an
was shown by the fact that they got their ca.rgoesinthand
mteellritgceannt cthapantaltnhse.
one instance his American correspondents had comd
plained that the English captains were so long in is-
charging their cargoes, though, on the average, there
was a greater number of hands on board the English
vessels. He considered that the average amount o
vesse t dif-
ference between the English and American ls on
their passage to this country was about ten days ; and
that difference was still greater on the passage out.
By Sir Howard Douglas—lf the navigation-laws were
repealed, he thought that the particular trade in which
he was engaged would be doubled; and, therefore, even
though the Americans obtained a share in it, that would
not diminish the profits now made by the English, or, at
any rate, the loss would be so small as to bear no pro-
portion to the loss sustained at present by the merchants.
By Admiral Dundas—The abject of the navigation-
laws might be the encouragement of seamen ; but the
fact was, they had already produced more seamen than
they wanted, and hence they had been able to spare so
many to the Americans.
Admiral Dundas—Then you think the repeal of the
navigation•lAws would reduce the number?—Mr.Berger
did not say that ; but he must remark that the amount
of British shipping did not cause trade, but it was trade
that caused the amount of British shipping to be em-
ployed ; and therefore he thought that the increase of
trade would cause the number of British ships and
British seamen to be increased. With regard to the
Baltic ships, he knew that they were built and navigated
nominally cheaper, yet they were not so in reality.
People were apt to lose sight of the fact that even now
the Baltic shipowners preferred their vessels to be frozen
up in their ports for three months in a year rather than
send them abroad. They had certain advantages while
at home, but the moment they left their own shores
those adranteges were loot ; for they must Paige the

VIIMI WEIN, LONDOX, WEIDN2SDAY EVENING, MAR(JJI 04, 1447

I Slough, and to be called " the Windsor Railway." He
again repeated, that any information would be afforded
to the proprietors on the subject of these lines. The
Chairman concluded by proposing the first Bill—namely,
the West London RiLilway (the cr)st of which was
180.0001.), which having been seconded,
Mr. NIARRIOTT said that he saw not less than 22 Bills,
which were to be submitted for the consideration of the
shareholders, many of them lines of great extent, in-
volving a vast number of branches. Now, he thought
that the proprietors ought to know in what financial
position they stood already, and he trusted the directors
would be prepared to inform them upon that point.
The CHAIRMAN said that at the last meeting of the
proprietors, a full, and in every way satisfactory, state-
ment of their finances had been laid before the meeting,
and he could not think at that time of entering upon a
discursive argument involving minute particulars, which
had been already deemed satisfactory.—(liear, hear.)
Every Bill, as it would be proposed, would be explained
as fully as the directors could, and every question they
would endeavour to answer.

A SHAREHOLDER thought that these questions should
be answered. He did not see that the proprietors should
recklessly rush into'an expenditure which might involve
them in bankruptcy and ruin.
The eIIAIIIMAN again leiurated his f,.rmer statement,

that the ❑uujority of these Bills had already received the
sanction of the proprietors, and it was really unfair to
c,ll upon the directors to cuter into particulars which
had been at the last meeting fully explained.
The first Bill was then c:►rtied.

The second Bill, 1-)t. making branch railways from the
Great Western Railway to the towns of Egham, Staines,
Brentford, and Twickenham, having been submitted to
the proprietors,
Mr. MARRIOTT asked what the capital estimated for
the project was?
The CHAIRMAN said 500,0001.
After a few words from a shareholder against the
project until further information were given ; and from
Mr. VOUSELY, in favour of it, the Bill was approved of.
The third, a Bill to make a railway from Windsor
to Slough, was put and seconded. The estimated coat
was 110,0001.

In answer to a question from Mr. MARRIOTT,
Mr. SANDERS (the secretary) said that the company
were not liable for 14,000,0001. in addition to the
9,000,000/. which they were authorised to raise by
shares or debentures. _

Mr. MaunioTT said that the simplest way to meet his
inquiry would be to state what the financial position of
the company was ?
The CHAIRMAN interposed, and begged the proprie-
tors to remember that Mr. Marriott was the gentleman
who urged the claims of other lines, at the recent meet-
ing at Birmingham, in contradistinction to that of the
Great Western Company. He would, under all these
circumstances, put it to the meeting, whether his ques-
tions should be answered.—(Cries of " No, no.)
Mr. MARRIOTT denied that he had advocated the
claims of other lines, or tried to injure the profits of the
Great Western. His sole object was to get the best
price for his own shares.
The fourth Bill, to approve of constructing a line to
Henley and Radstock, was, after a few words, acceded to.
The fifth Bill, to make a railway from the Berks and
Hants Railway, at Hungerford, to join the line of the
Wilts, Somerset, and Weymouth Railway at Westbury
and Devizes, having been put, (estimated cost 600,0001.)
Was unanimously agreed to.
The next Bill was a Bill for making a line from
Bridport to export, the proposed capital for which was
proposed to be 1,480,0001., which was also unanimously
agreed to.

-The CHAIRMAN then said that the next series of Bills
were those in connexion with the Wilts and Somerset
Railway, and with respect to the principle of which the
Committee of the House of Lords had, in the last session
of Parliament, pronounced a decisive and favourable
opinion. The Bills included under this head were Bills
for authorising certain alterations in the line of the Wilts,
Somerset, and Weymouth Railway; a Bill to construct a
railway from Bleadon to Blandford, with branches to
Glastonbury and Gillingham; and a Bill-for improving
the harbour of the town of Weymouth, the whole of which
were also unanimously agreed to.
The next series of Bills were two in connexion with
the South Devon Railway, which were brought forward
by independent companies, and in which the Great
Western Company had only interest, by virtue of the
shares which they held in them; the first of which was a
Bill to authorise the construction of a railway from Tavi-
stock to Launceston, and to extend the line of the South
Devon Railway to Torquay and Brixham ; and the
second, authorising certain alterations and amendments
of the line of the Cornwall Railway, passed in the last
session of Parliament, both of which were also unani-
mously agreed to.
The next Bill referred to the districts in the
neighbourhood of Cheltenham, entitled " A Bill for
making a Railway from the:Great Western Railway at
Cheltenham, to join the Oxford and Rugby Railway, near
Oxford," for which 4 per cent. and half profits were gua-
ranteed by the Great Western Company.
This Bill was also agreed to.
Four Bills were then proposed in connexion with the
South Wales Railway, which were brought forward by
the South Wales Company, and upon the capital of
which 5 per cent. was guaranteed by the company, in-
cluding a Bill for making certain alterations and amend-
ments in the South Wales Railway; a Bill for making a
railway from Ystradgunlais, in the county of Brecon, to
, Swansea, in the county of Glamorgan ; a Bill for
enabling the Vale of Neath Railway Company to make
certain alterations and amendments in their line of rail-
way; and a Bill to authorise the Gloucester and Forest
of Dean Railway to construct a dock or basin at Glou-
cester in connexion with that railway—which were also
unanimously agreed to.
Two Bills in connexion with the Oxford, Worcester,
and Wolverhampton Railway were then submitted to
the meeting, the first of which authorised that company
to make a railway from Cheltenham to join the Strat-
ford-upon-Avon branch of that railway ; the second
authorising the construction of a railway from Stour-
bridge to join the line of the Oxford, Worcester, and
Wolverhampton Railway, near Dudley and Hales Owen,
the capital required for which would be about 700,0001.,
both of which were also agreed to without opposition.
The next was a Bill which was merely a duplicate
Bill of the former ones, and authorising the construction
of a railway from Stourbridge to West Bromwich.
The three remaining Bills had reference to the Bir-
mingham and Oxford Railway, passed in the last session
of Parliament, but which had been purchased by the
Great Western Company since the passing of the Act,
authorising the construction of several small branches of
railway, and the application to Parliament for power
to purchase the Birmingham, Dudley, and Wolver-
hampton Railway.
In laying those Bills before the meeting the
CHAIRMAN alluded to the circumstances which bad
attended the course of conduct pursued by the
London and North-Western Railway Company,
with respect to the Birmingham and Oxford Railway
Company, and the purchase by the former company
of a great number of shares for the purpose of
obtaining the management of that line in their
own hands. The subject was under the consideration
of the Court of Chancery, and the directors had also
felt it their duty to bring the subject before the atten-
tion of the House of Lords itself, who had appointed a
Committee to inquire into the allegations contained in
the petitions which the directors had felt it their duty to
present. The members of that Committee would be ap-
pointed immediately after the Easter recess, and the
directors had not the slightest doubt of the ultimate
success of the course they had adopted. The Bills he
would propose on this subject were—first, a Bill to
make certain alterations in the Birmingham and Oxford
Junction Railway Company, and to purchase the Strat-
ford-upon-Avon Canal Navigation.
The second was a Bill to authorise the construction of
a line from the Birmingham and Oxford Junction Rail-
way, near Warwick, to join the line of the Stratford-
upon-Avon branch of the Oxford, Worcester, and Wol-
verhampton Railway, and for other purposes.
The third was a Bill for uniting the Birmingham and
Oxford Junction Railway Company, and the Birming-
ham, Wolverhampton, and Dudley Railway Company
into one company, and for authorising the sale of the
Birmingham, Wolverhampton, and Dudley, and other
new works, to the Great Western Company.
These Bills were severally passed, and the business
of the special meeting was declared at an end.
After a few words from Mr. VOLTSELY,

Tho CHAIRMAN begged to assure the Hon. Proprietor,
and all the Proprietors, that every effort would be made
by them to come to amicable terms with all their neigh-
bours. _ _ _

After a vote of thanks to the Chairman and directors
the meeting separated.

A SHIP RUN AWAY FROM HER

CREW.

(From The tfhe olloP
woliynngeseiaxn Sandwich
tr,
acatnfromtls Ju
helalnogd-booorkn Sof tehp. 26.)
et
Inez,
containing an account of her late disaster on the north-
west, has been kindly furnished us by Captain Jackson,
and will be read with interest. It is not often that a ship
is in a position to run away from her entire crew:—
" On the 22d day of July, in lat. 59 25 N., while lay-
ing off and on at Middleton or Rose Island, the ship
struck upon a sunken ledge of rocks, about four or five
miles from the land, which the most part of the time
showed no signs of danger, the water being very smooth;
but occasionally there would be a heavy sea and breaker
rise over them—but the man at the masthead, and some
twelve or fifteen hands that were on the deck, saw
nothing of this till the ship struck. There are no such
rocks or anything of the kind put down on any charts
that I have, or have ever seen—and I have good charts
of the whole Pacific Ocean. When the breakers came
up they would raise the ship and set her down with
such force as to render it impossible to do anything on
board of her; and the first mate and the rest of the
crew, being twenty in number (myself and the second
mate, with two boats' crews, being at the time on shore)
for fear the masts would fall upon them, lowered the
two boats that were on the cranes, and all got into them
and left the ship, without taking anything with them
except a few clothes. I discovered from the shore that
there was difficulty on board, so I mustered a boat's
crew as soon as possible, and started for her, but had not
got far before I met the mate, who stated that the ship
was going to pieces. I made no stop, as I felt anxious
to secure something out of her. I soon perceived that
every roller was driving the ship along over the rocks,
land I felt in hopes that I might be able to do something
with her—and when I got half-way from the shore to
the ship, she u
droveot tosea, the yardsbeing
over hel edge altogether,an d
trimmed filled
away,heading that
way when she struck, though the topsail haliards had
been let go; but the jib and foresail were trimmed aft so
as to draw well, and there was a good breeze at the time
from the eastward, and the ship headed to the south-
west, and went so fast that she got about ten or twelve
miles from the shore before I could come up with her.
As soon as I got on board I hove the ship to as dead as
possible, and took up my boat, and then ordered the men

to start the pumps while I was examining the damage
done. The men freed her of water in about ten minutes,
and all the damage I found was the rudder was gone,
and planking about it considerably damaged, with the
tiller and wheel broken to pieces, and the hurricane-
house over the wheel broken to pieces. In about three-
quarters of an hour after I got on board the second mate
came, stating that the other two boats were close in shore
when he left. We now began to study how we should
get the rest of the crew off the island. The ship was
drifting away from it fast, and the weather thick, so that
we could not see it. It was near night, and I knew if we
drifted until morning these would be very small chance
that we should see the island if it were clear. So I got
the deep-sea line and sounded, and found that there was
only fifty fathoms water, with a smooth sea, with not
much wind, and that was growing lighter. So I con-
cluded to anchor. I got up a kedge, and bent a hawser
and both my cutting falls to it, and let go and brought
the ship up about fifteen miles from the land. It was
now nearly dark, and the weather thick, so I thought it
would not be prudent to send a boat in that night; but I
did not know but they might hear a gun on shore, so I
fired three times and set the watch. At two A. M., ou
the 23d, we called all hands, and gut some breakfast,
and du n I sent the second mate on shore to fetch tl.e
men and everything off as quick as possible. The ship
lay very easy by the kedge. and only lo4ked abut
strokes per hour. At two rnc , the boats with all hand:,
came. It was now nearly calm, and the, ship would be
entirely unmanageable, without a rudder ; so I let her
lay, and went to work to make a rudder as fast as pos-
sible—but we had no blacksmith, and with the tools and
materials we had to work with, it was no easy job. We
got it done the 25th, and hung it about nine, p.m., and
we took our anchor (we had been laying all this time by
the kedge, with scarcely any wind) and got under way
immediately and started to the south-east. I did not
know what the state of her bottom was, so I started for
Oahu, and thought I would follow the coast down until
I got near the latitude of the islands, in case any thing
should happen, that if we were compelled to leave we
would not have so far to go with our boats.
" August 11, in lat. 53 N, long. 137, we had strong
breezes and rough sea, which broke our rudder loose
from the false stern-post, so that we had to take it in
and secure it again, which took us three days, the ship
all the while drifting about, she being almost entirely
unmanageable without a rudder. We fixed it much
stronger this time, and then put away for Oahu. This
time, thinking the rudder stronger,'-and the leak getting
no worse, I started direct."

UNIVERSITY INTELLIGENCE.
OXFORD, MARCH
20.
WADHAM COLLEGE.
A Clerkship will be vacant in Act Term, and will be
filled up on Friday, the 11th of June next. Candidates
are desired to call upon the Warden at 9 o'clock in the
morning of Thursday, the 10th of June, bringing with
them testimonials from their college or school.
The Lord Bishcp of Oxford proposes to hold his next
Ordination on Trinity Sunday, the 30th of May next.
All candidates must transmit the requisite papers to his
Lordship's secretary, Mr. John Burder, 27, Parliament-
street, Westminster, on or before the 30th of April.
Mr. Senior, formerly Fellow of Magdalen, is now the
only candidate for the Professorship of Political Economy,
vacant by Dr. Twiss's term of office having expired.
The Professorship was founded in 1825, by Mr. Henry
Drummond, the banker, and formerly of Christ Church.
Mr. Senior was the first professor, and is now re-eligible.
Dr. Hampden will preach the sermon before the
'University on the Fast-day.
The long-agitated question of the parochial burial-
grounds is now settled, and the enclosure of the three
grounds will be proceeded with without delay.
UNIVERSITY COLLEGE.
Mr. Philip Oxenden Papillon, of University College,
has been elected to a Mathematical Exhibition in that
society.
The Rev. W. A. Ormsby, M.A., of this College, has
been instituted to the rectory of Edgefield, Norfolk.
WADHAM COLLEGE.
The Rev. Henry Brancker, M.A., of this College, has
been licensed to the perpetual curacy of St. Peter's
Church, Bishopsworth, Somerset.
The Rev. James Bandinel, M.A., has been appointed
to the curacy of Marshwood, Dorset.
The Rev. Edmund B. Venables, 8.A., to the curacy of
Buckland Newton, Dorset.
The Rev. W. F. Addison, to the perpetual curacy of
St. George Kemoyn, Cornwall.
CHRIST CHURCH.
The Rev. F. Lear, 8.A., to the curacy of Bishops*,
Wilts.
The Rev. 11. W. Brown, 8.A., to the curacy of West
Grinstead, Wilts'
The Rev. Barrington S. T. Mills, 8.A., to the curacy
of Great Canford, Dorset.
WORCESTER COLLEGE.
The Rev. R. B. Greenlaw, M.A., of this College, and
chaplain to the Bishop of Rochester, has been presented
to the vicarage of Chigwell, Essex.
LINCOLN COLLEGE.
Philip Woolcombe, 8.A., of this College, has been
licensed to the curacy of West Stafford, Dorset.
QUEEN'S COLLEGE.
The Rev. Edwin Meyrick, M.A., late of this college,
has been appointed to the vicarage of Chisledon, Wilts.
ORIEL COLLEGE.
The Rev. Anthony Buller, M.A., of this college,
rector of St. Mary Tavy, Devon, has been appointed
chaplain to Henry Charopernowne, Esq., High Sheriff of
Devon.
The Rev. J. P. Prescott, M.A., to the curacies of Wil-
lingale Spain and Willingale Doe, Essex.
MAGDALEN HALL.
The Rev. Arthur Wellington Wallis, of this Hall, and
Boden Sanscrit Scholar in 1837, late Principal of the
Sanscrit and English College at Benares, in the East
Indies, formerly of Sidmouth, Devon, has been appointed,
by the Hon. East India Company, assistant chaplain in
the Presidency of Bengal.

CAMBRIDGE, SIARcH 20.
BELL'S SCHOLARS.
Calvert, Trinity College,
Collett, Clare Hall.
SCHOLASTIC APPOINTMENTS.
The Rev. George Moyle, M.A., of Pembroke Col-
lege, to the Second Mastership of the Grammar School,
Bury.
C. Scott, 8.A., of St. John's College, to the Mathe-
matical Tutorship of the Grammar School, Bury.
THE INSTALLATION.
There is some doubt as to whether this anxiously
looked for event will come off in the July of this, or the
next year. The obstacle to the taking place of the fes-
tivities this year is a probable one resting on the suppo-
sition that the general election is fixed for July.
CAIUS COLLEGE.
DISTRESSED IRISH AND SCOTCH.—It appears that the
rumour, which assumed the shape of an authentic state-
ment in the local papers regarding the intention of this
College to devote the cost of the Annual Foundation
Feast to the relief of the distressed Irish and Scotch was
incorrect. On the other hand, it is but justice to the
Ccllege to state that the sum 431. 6s. 6d. was collected
in chapel for the same benevolent purpose.
THE CHußca.
The following appointments have taken place:
'rhe Rev. Robert Aliwood, 8.A., of Caius College, to
the bishopric of Morpeth, Australasia.
The Hon. and Rev. William Henry Lyttleton, ALA.,
of Trinity College, to the rectory of Hagley, Worces-
tershire.
The Rev. Isaac Wood, M.A., of Trinity College, to
the archdeaconry of Chester.
The Rev. Charles Craven, M.A., of St. John's College,
to the rectory of Spexhall, Suffolk.
The Rev. Robert Scarlett Grignon, 8.A., of Trinity
College, to the ♦icarage of Dedham, Essex.
The Rev. Joshua Greaves, M.A., of Trinity College,
to the donative curacy of St. lienelm's, Worcestershire.
The Rev. William Oliver, 8.A., of Trinity College, to
the curacy of Westbury, Salop.
The Rev. Charles Nourse Wodhouse, M.A., of Trinity
College, to the archdeaconry of Norfolk.
The Rev. John henry Gray, 8.A., of Christ's College,
to the curacy of Rothley, Leicestershire.
The Rev. Ebenezer Howell, M.A., of Emmanuel Col-
lege, to the perpetual curacy of Lunds, Yorkshire.
The Rev. John Wilson, 8.A., of Clare-hall, to the
curacy of St. John, Preston, Lancashire.
The Rev. Thomas William Thompson, 8.A., of Pem-
broke College, to the perpetual curacy of New Bucken-
ham, Norfolk.

TANCRED, or the NEW CRUSADE.
The following is extracted from Mr. Disraeli's new
work :

LORD DENRY SYDNEY (LORD J. MANNERS).
"It was a name that touched Tancred, as it has all the
youth of England, significant of a career that would rescue
public life from that strange union of lax principles and con-
tracted sympathies which now form the special and degrading
features of British politics. It was borne by one whose boy-
hood we have painted amid the fields and schools of Eton,
and the spring time of whose earliest youth we traced by the
sedgy waters of the Cam. We left him on the threshold of
public life; and, in four years, Lord Henry had created that
reputation which now made him a source of hope and solace
to millions of his countrymen. But they were four years of
labour which outweighed the usual exertions of public men
double that space. His regular attendance in the House of
Commons alone had given him as much Parliamentary ex-
perience as fell to the lot of many of those who had been
first returned in 1837, and had, therefore, been twice as long
in the House. He was not only a vigilant member of public
and private Committees, but had succeeded in appointing
and conducting several on topics which he esteemed of
highest importance. Add to this, that he took an habitual
part in debate, and was a frequent and effective publid writer,
and we are furnished with an additional testimony, If that,
indeed, were wanting, that there is no incentive to exertion
like the passion for a noble renown. Nor should it be
forgotten, that in all he accomplished lie had but one
final purpose, and that the highest. The debate, the com-
mittee, the article in the Journal or the Review, the public
meeting, the private research—these were all means to ad-
vance that which he had proposed as the object of his public
life, namely, to elevate the condition of the people.
"A scholar and a man of the world, learned in history and
not inexperienced in human nature, he was sensible that we
must look to the constituent principles of society for the
causes and the cures of great national disorders. lie there-
fore went deeply into the question; nor shrank from investi-
gating how far those disorders were produced by the opera-
tion or the desuetude of ancient institutions, and how far '
it might be necessary to call new influences into political
existence for their remedy. Richly informed, still studious,
fond of labour and indefatigable, of a gentle disposition
though of an ardent mind, calm yet energetic, very open to
even
and
conviction, but possessing an inflexibility amounting
to obstinacy when his course was once taken, aready
improving speaker, an apt and attractive writer, affable and
S
sincere, and with the undesignin
thefaculty of making friends,
Lord Henry seemed to possess allqualities°s
h igohf
lineage,pol
leader, if we add to them the golden ones n
all
engaging appearance, youth, and a temperament
prejudice in
of
f the which
the reason had not been developed toe the
heart."