The Sun.
London, England, 1841-11-15 00:00:00

DUKE DE BORDEAUX.

Extract of a letter from Vienna, in the Gazette of
Upper Germany :
" The Duke de Bordeaux, after passing a few weeks
in this city, will go, it is said, to Goritz. The following
particulars concerning his Royal Highness and the exiled
Roy-al Family, are not without interest. The Duke, who
attained his majority on the 29th September, is now in
full possession of his estates, consisting principally of
forests purchased for him in France during the reign of
Louis XVIII. The sum belonging to the Duke an his
sister is about six millions of francs, two of which are to
form the dowry of the Princess. The Duke d'Angouleme
is. comparatively speaking, without fortune ; .he pos-
sesses, at the outside, 50,000 f. a year, and yet with these
small means does a great deal of good. He has always de-
clined in the noblest manner the offers of pecuniary assist-
ance made him by different Powers; and his conduct has
excited for him the respect even of those who do not
participate in the political feelings of himself and the
Duchess. The Duchess de Berry posseses considerable
property, and has a superb chateau at Goritz, furnished
, at the period
quite in the French style. The Chateau of Kirchberg,
in
when
hhaiecnhh
hasty
3a.rmannerlwithout
x .
faenlbl i
lyyerh on
externalDukree
tattractions,duernßraoema
s Prague. The was purchased
winter residence of the Royal family is Goritz, where they
possess three hotels, not having been able to find a single
mansion capable of accommodating all the family and
the numerous suites. The Duke and Duchess d'Angou-
leme occupy the chauteau, and the Duke de Bordeaux,
when at Goritz, occupies another building. At dinner,
they all meet in the chateau. The Duke de Bordeaux
is on visiting terms with several families of the town ; a
position which the Duke d'Angouleme cannot partici-
pate in on account of the strictness oc the etiquette he
observes. The numerous .visitors who arrive from
France are obliged to take up their residence at public
hotels in the town; ladies only are allonefidnteoysotug
ayninthe
chateau.man,
been a talk for
some time of marrying his Royal Highness with the
daughter of a German Prince ; it
thricureasce ois Tthe haccident
ccDukeicomplete,de n t andde Bordeaux
left.
TThere
willis
has a.
appears, however,
that nothing is decided, and now the subject is not men-
tioned. Several matches have been proposed for Made-
moiselle, but none have been considered suitable. The
Duke de Bordeaux is to make a long tour twit spring.''

-- :--- ,
TORY COMMISSIONS.—If Sir Robert Peel'
were sincere in his desire to obtain " additional facilities'
for " the commerce and manufactures of the country"—
if he did not oppose the late Government in utter igno-
rance of the principles en which they proposed to act—
he has all the materials at hand, all the information re-
quisite for preparing the measure necessary for such a
purpose. To issue a Commission, then, is a mere excuse
for delay—an _attempt to deceive the public into a belief
that something is intended to Le done in the right direc-
tion, when the real object is to gain time for the better
consolidation of the monopolists in the Cabinet,—Car-
lisle Journal.

CHIEF MAGISTRATES OF BO
ROUGHS FOR THE ENSUING YEAR.
The following is a list of the'Chief ,Magistrates in
several of the boroughs of the United Kingdom. We
trust to be able to make it more complete in a few
days—
London—John Pirie, Esq., Tory.
Edinburgh—Sir James Forrest, Bart., Liberal.
Dublin—Daniel O'Connell, Esq:, Liberal.
York—Henry Cobb, Esq.
Liverpool—John Shaw Leigh, Esq.-
Manchester—Henry Thompson, Esq., Liberal.
Birmingham—Samuel Beale, Esq., Lberal:—
Harwich—Francis Freeling Hart, Esq.,snrgeon, Liberal.
Chester—W. Brown, Esq., Liberal. . , •• '
Bath—George.Norman, Esq.
Kerry— Fitzsimon, Esq.
' Boston—W. H. Adams,'Esq., Conserntive.
Bristol—'Geo. Woodroofe Franklyn, Esq., Conservative
Cambridge—George Fisher, 'Esq., 'Conservative.
Weymouth—Charles,4ridg%lEsq.'.
Wisbeach—Thomai Steer, Esq., -Conservative.
Hastings—William Dike, - Esq.; Liberal.
Browning; Esq., Liberal.
Oxford- {Sheriff Hint, Esq. .. ,
,Poole—Richard Penney, ,Esq., ,Liberal.
StOckportWilliam'Nelstrop, Esq., Liberal.
Wallingfoed:e-Holland Thos.*Birkett, Esq., Reformer.
.Stafford:—John Rogers; Esq.,,twice Mayor before.
Walsall—Thomas 01340 P, -Esq., Conservative.
'Lreds—Williatii Pawson, Esq.
Ripon—John Walbrin, Esq., re'-electsd
Warwick—George catteltGreenway, Esq.
Cork—Thomas Lyons„.Esq., Liberal. .
Derby— Gamble, Esq. -
Plymouth—George W. Soltau, Esq.
Worcester—E. Evans, Esq.
Evesham—T. White, Esq. 1
Kidderminster—W. H. North, Esq.
Bewdley—T. S. Cartwright, Esq.
Tcwskesbury—C. Porter, Esq., Catholic.
Gloucester—M. Meyler, Esq.
Hereford—Captain Benett. '
Shrewsbury—T. J. Badger, Esq.
Oswestry—J. Hayward, Esq.
Exeter—C. H. Turner, Esq. .
Wells—W. J. Welsh, Esq., elected three years running.
Newcastle-on-Tyne—James Hodgson, Esq., Reformer.
Gateshead—George Sowerby, Esq., Reformer.
Launceston—J. E. Prockter, Esq. '-'
Lyme Regis—W. M. Tartt, Esq. • 'to "''''""1(.(1 I''
•
Falmouth—Robert R. Broad, Esq., Reformer.'' ..f`.' I. -11,
Penryn—W. Corfield, Esq. ' ' -, —) ill b • .
Lymington—Edward Hicks, Esq. 'l' "tar ""11". t
Windsor—John Clode, Esq., twice eleetedliefote:
Kendal—John Wakefield, Esq., banker.
Sunderland—Sir Hedworth Williamson, Bart.
Tewkesbury—Charles Porter, Esq.
Inverness—Provost Nicoll.
Colchester— Vint, Esq.
Chesterfield—G. Crompton, Esq.
Blandford—A. S. Hodges, Esq.
Sherborne—R.-W. Spicer, Esq.
Devonport—W. P. Billing, Esq.
Nottingham—Richard Morley, Esq.
Devizes— Crocket, Esq.
Chippenham—Harry Goldney, Esq.
Winchester—W. W. Buepete, Esq.
Bury St. Edmund's—J. Greene, Esq., first Conservative
Mayor for this borough.
Doncaster—Thomas Johnson, Esq.
Pontefract—William Clough, Esq.
Lincoln—G. W. Webb, Esq.
Retford—Francis Thornhaugh Foljambe, Esq.
Canterbury— Browne, Esq.
Sandwich—W. H. Rolfe, Esq.
Dover—E. Poole, Esq., re-elected.
Deal—C. Kingsmill, Esq.
Stamford—Joseph Phillips, Esq.
Grantham—E. H. Lough, Esq.
Godmanchester—J. Kisby, Esq,
Grimsby—B. Harrison, Esq.
Louth—T. Lowther, Esq.
Dorchester—H. Williams, Esq.
Blandford—A. S. Hodges, Esq.
Chard—R. W. Spicer, Esq.
Shaftesbury— Cotton, Esq.
Saffron Walden— Empson, Esq.
Hull—T. Thompson, Esq.
Leicester—T. Stokes, Esq.
Truro—William Warren, Esq.
Bodmin—John Cole Grose, Esq., retired draper.
Liskeard—Bernard Anstis, Esq.
Penzance—Capt. R. L. Davies, R.N.
Ives (St.)—Richard Kermick, Esq.
Totness—T. Shore, Esq.
Dartmouth—Sir John Henry Seale, Bart. .
Barnstaple—Gilbert Knill Cotton, Esq.
Richmond—C. Croft, Esq.
Coventry—Thomas Morris, Esq.
Warwick—George Cattell Greenway, Esq.
Llanidloes—T. Haywood, Esq.

NAVAL INTELLIGENCE.
(From the Hampshire Telegraph.)
PORTSMOUTH, Nov. 13.—The Acheron, steam-vessel,
Lieutenant-Commander A. Kennedy, is ordered home
from the Mediterranean.—The Devastation, steam-fri-
gate, Commander Hastings Reginald Henry, ordered to
be ready at Woolwich by the 20th instant, is appointed
to convey the Rev. Michael Solomon Alexander, who
was consecrated, on Sunday last, Bishop of England
and Ireland in Jerusalem, to the sea port of Joppo, about
40 miles from the holy city, the scene of his future la-
bours. The Devastation will remain on the Mediterra-
nean station.
STYX STEAM FRIGATE. The accident which
lately happened to the machinery of this vessel has
been promptly rectified. A new connecting rod came
down from London on Thursday, and was soon adjusted
to its place. On Saturday last the Styx left Portsmouth
Harbour, at the commencement of the flood tide, and
made a trial voyage round the Isle of Wight, perform-
ing the distance in six hours, against tide nearly the
whole way. The engine was found to be in excellent
order, and acted most beautifully, making from 18 to 19
revolutions per minute, with a superabundance of steam
blowing off; enough for three or tbur more revolutions
per minute. Mr. Taplin, the Government engineer,
attended the trial, and expressed himself highly satis-
fied with the result. The speed, by log, was ascer-
tained to be full ten knots ; that is nearly 114 statute
miles per hour—a very excellent speed, when it con-
sidered that this vessel is of 1,100 tons burthen, and
drawing 14ft. 7in. of water at the time, and having
engines of only 280-horse power. The breaking of the
connecting rod appears to have been entirely accidental,
and not through any fault of the machinery. The en-
gines of the Styx are furnished with apparatus for dis-
connecting the paddle-wheels; the object of this is to
allow the paddle-wheels to run round free when the
vessel is under sail, and under which circumstances the
engines are required to stand still. It was thought ad-
visable to put the engine through one or two revolutions
with one wheel only, to which the effect as the crank
passed the centre, in order to discover the cause of an
unusual noise in the working of the engine. For this
purpose the starboard wheel was disconnected and se-
cured by the chains and compresser ; the engines were
then started, and, as it appears, with two much steam,
which broke adrift the starboard wheel, and the crank
coming into contact with the broad part of the connect-
ing rod, broke it instantly.
It is understood to be in contemplation to razee the
Melville to a double bank frigate.
The number of men victualled last week, at this port,
was upwards of 5,300, being a larger number than dur-
ing any week sicce the peace.
We have just received another proof of the value of
Grant's. fuel. The coal bunkers of the Albert, which
held 18 tons of Grant's fuel, will only stow 16 of coals;
and, as these 18 tons are equal to 27 tons of coals, a ship
is thus -enabled to keep the sea 27 days, instead of
16 days.
Several of the men of war at this port are having
Blake's patent fids fitted to their topmasts.
Rear-Admiral Griffiths has been appointed the head of
a Committee or Commission to inquire into the system of
pursers' accounts. We trust that something will be done
by this Committee to render a profit certain to pursers
of small vessels.
ADMIRALTY COURT, Nov. 12.—The Elizabeth and
Jane—The Court this day decided against the appli-
cation on behalf of Mr. King's executors. The particu-
lars we reported on the 20th September.
PLYMOUTH, Nov. 11. The Volcano and Avon
steamers have arrived this week from Liverpool, with
220 newly raised men for the Navy ; the latter has
taken part of them to Portsmouth, and the Volcano
has returned to Liverpool. The Siren, 16, Comman-
der W. Smith, and Ferret, 10, Lieutenant C. H. La-
pidge, were paid advance wages on 'the 10th. The Siren
takes out Captain Ogle to join the Southampton on
the South American station, and afterwards proceeds
to China ; the Ferret will proceed the Coast of
Africa.—The Cambrian, 36, Captain H. D. Chads, sailed
for Bombay, on the Bth, with Lord Ellenborough, Go-
vernor General of India ; she will proceed from thence
to join the China expedition.—The Malabar, 72, Cap-
tain Sir G. R. Sartorius, was towed into the Sound by
the Avon steamer on the 7th.—ln Harbour—Caledonia,
San Josef, Belleisle, and Spartan.—ln the Sound—Ma-
labar, Siren, and Ferret.
PROMOTIONS AND APPOINTMENTS.
PROMOTlONS.—Lieutenants—E. S. Sotheby (1836), of
the Madagascar, and Wm. M. W. Dmiglas '(1839), to
the rank of Commander ; the latter upon 'the hauling
down of Commodore Douglas's broad'peltidittit.
Mate—B. F. Helpman (1834), senior of the Beagle, to
the rank of Lieutenant.
APPOINTMENTS.—Commander—J: B. Woodthorpe, to
the Alfred.
Lieutenants—E. Shadwell,. to the Madagascar ;F.
Cannon and T. C. Woodman, to the Queen G. Cas-
well and W. Saumarez, to the Apollo ; John Nepean
(1806), to the Peninsular Mail Agency, vice G. L. Wol-
ley (1820), to Astrea ; G. Snell (1825), to the Hope ;
C. W. G. Griffin (1814), to Tyrian ; T. Creser, to Star
packet ; W. H. Molyneux and Thomas Ellis, to the Al-
fred ; Henry Barnard, to the Siren ; John Davies (c),
from Wickham revenue cruiser, to be Chief Officer ;
Charles Moss, Chief Officer, to the Wickham ; Charles
Griffin Clarke, Chief Officer, to the Nimble revenue cr.
Pur .ers—W. L. Freeman, to Alfred ; R. M. Jeffery,
to the Aigle.
Masters—Peter Loney, to the Siren ; G. Heather, to
the Apollo ; G. Burney, to the Viper ; W. Blills, to the
Styx Mr. Pope, to the Illustrious.
Surgeon—W. Graham, to the Apollo ;A. Stewart, to
the Malabar.
Second Masters—Horatio Norway, to the Malabar ;
J. Wilkinson, to the North Star ; O'Brien, to the
Sapphire.
Chaplain—Rev. G. Austen, to the Queen.
Mates—W. G. Herbert, J. Pritchard, L. Place, and
G. Williams, to the Queen ; E. J. L. Cooper and G. R.
Halliday, to the St. Vincent.
Volunteers First Class--Hon. W. Lysaght and E.
Daley, to the Queen; James Black, to the Gorgon; J.
Armstrong, to the Cyclops; W. S. Jordan, to the
Ganges; G. W. Watson, to the Apollo; G. Addison,
Edward Couch, and H. Glover t tkiate Queen.

Clerks—John Pascoe, to the Belleisle; G. Elkins, to
the Queen ; Joseph Hayward, to the Admiral's-office.
The following Midshipmen pa.ssed for Lieutenants at
the Royal Naval College, on Tuesday :—Mr. Thomas C.
R. Gill, late Samarang, and Mr. J. A. H. Boyd, late
Castor. Messrs. James Stephen, Frederick H. Need-
ham, and John Sykes, qualified for naval instructors
and schoolmasters.

SHIPBUILDING in the ISLE of MAN.
When men begin to be pinched in their income, they
usually begin to look about to economise it by small
savings ; and manufacturers, when trade is bad, turn
with an eye of narrow scrutiny to the price of labour
and raw material, and weigh the advantages of their
position relatively to those of their rivals. The trade.
of shipbuilding, for a long time carried on so extensively
on the coast of Cumberland, has recently been in a
very depressed state ; and we learn from the White-
haven Herald, that the shipbuilders of that port, and of
Workington and Maryport, are looking with an eye of
very natural jealousy towards those of the Isle of Man,
who, close at their doors, and with all the advantages
of British registry, are allowed to build with timber
almost duty free, and, consequently, are driving a floe•
risbing and increasing trade. On, the motion of Mr.
Attwood, some returns have been laid on the table of
the House of Common!, of which' the following arc the
,leading particulars :-
Ist. That whilst the rate of duty payable in this
country is 565. 6d. per load of fiftY cubic feet, the duty
actually paid in the Isle of Man from the year 1820 to
tile year 1840, has been at the average rate of 4s. 7d. per
load, being less than one-twelfth part of the duty pay-
able by the English shipbuilder.
2d., That whilst the duty actually paid on wood from
foreign parts, imported into the Isle of Man during the
aboye period, amounts to 11,771/. 12s. 6d., the same tim-
ber, if it had been chargeable with the English duty,
would have Tealised a revenue of 140,995/. 9s. 5d., show-
iugja bent* to the shipbuilders and timber merchants of
the iSland of 129,223/. 16e. lid.
That whilst the duty actually paid upon foreign
timber, imported into the island in the year 1840, was
2d., the same timber would, if it had been
chargeable with the English duty, have yielded a re-
venue of 13,2331. 17s. 7d, showing a difference, in one
year alone, of 12,0981. 2s. sd.
As respects the present state of shipbuilding in the
Isle of Man, compared with former years, it is shown by
the returns that, during the ten years ending with 1829,
the trade had been confined to vessels of small burden;
that the vessels built in 1829 amounted to 194 tons, and
that the average annual amount of tonnage for the whole
ten years was 236 i tons, and the average size of the
vessels 29k tons. In the year 1830 the building of larger
sized vessels appears to have been filtered upon, and in
this year we find the amount of tonnage stated at 691
tons. In the year 1831 it had increased to 1.558 tons;
and in the year 1840 it had reached 3,180 tons, being an
increase upon the year 1839 of no less than 2,986 tons,
or at the rate of 1,540 per cent. nearly.
We are far from grudging the poor fishermen of the
He of Man the privilege of building their little barks
with cheap and good timber ; but it is a very different
affair to allow capital'is'ts' from Liverpool and elsewhere
to go there and build large ships for the foreign trade on
terms with which no other part of the three kingdoms
can compete. Some of the finest ships sailed out of
the port of Liverpool have been built in the isle of
Man ; and we find that in the year 1840 there was
paid on timber, which in this port would have
been taxed to the extent of 13,242/. a duty of
1,13.5/., of which by far the largest part must have
been used in shipbuilding. The island possesses every
facility for the successful prosecution of this branch of
industry. It lies within sight of the coasts of Lancashire
and Cumberland, and shipwrights can be conveyed
from the ports of either at a mere trifle of expense. It
has, therefore, the less occasion for a bonus of this de-
scription. The injustice is too manifest to need argu-
ment. The Isle of Man must be placed on the same
footing in this respect as the rest of the empire, or else
vessels built in it must forego the advantage of? British
registry. The policy of allowing Manx fishing-boats
any privilege not shared by those of England, Ireland,
and Scotland, is extremely questionable. The abuse is
no longer an insignificant one ; it demands prompt cor-
rection.

If it be a fact, as we find it stated in the
London Shipping and Mercantile Gazelle, that
" very many of these vessels built in the Isle of
Man have been sold to foreigners at a remune-
rating price to the builders, and at such a price
to the purchasers as has enabled them to oppose
successfully, with a lower rate of freights, the owners
of vessels built in other parts of Great Britain," it is
one which adds very great practical force to the many
arguments in favour of a reduction of the duties on tim-
ber. It is a very strange anomaly that the shipbui!de s
should be, as a dams, the one most strongly opposed to the
measures of free trade, of which the admission, on low
terms of foreign pine and oak, will be a part. This
arises principally from two circumstances ; the one, that
they are extensive owners of a class of ships trading to
British America for timber, and scarcely fit for
any other trade ; and the other, that, as ship-
owners, they fear that, by the cheapening of the
raw material, the price of ships should be lowered,
and, consequently, their capital in shipping dete-io-
rated. The apprehension is a very natural one, and
we arc far from saying that some of them might not
suffer very materially by any sudden and violent change
in the timber duties. Though we have no syrnPathy
with all the nonsense they talk about "protection,"
" British interests," " ships, colonies, and commerce,"
and other hackneyed claptraps, we see very clearly how
their interests are likely to he affected, and acknowledge
thei they ought not to be lost sight of. But that has
nothing to do with the interests of the carpenters,
riggers, sailors, and others. engaged in the actual pro-
duction, whose interest it certainly is that as many
ships should be built in the country as possible.
and that the raw material shall be as cheap as possible ;
and we cannot but deplore the blindness and violence
with which the great majority of importers and ship-
builders oppose a change which, if it be not brought
about gradually, will most assuredly -come when, with
the emigration of our capital and -artizans to countries
where the raw material is untaxed, a still larger portion
of this, one of our greatest and peculiarly national ma-
nufactures, shall have passed into the hands of foreigners.
In this respect, as in many others, steam is working
wonders. A recurrence to the old code of navigation
laws is, for many reasons, impracticable, and steam will
very soon do for Hamburgh, Stettin, and Bremin, what
it is so rapidly doing for the Isle of Man and the ports
of British North America. If we are not to bring our
timber to our workmen, the workmen will go to the
timber.—Liverpool Journal.