The Sun.
London, England, 1848-11-14 00:00:00

No. 17,51.5.] LONDON, TUESDAY E N N OVEMBER 14, 1848.

EATHER'S TRU S T.
Under the Management of the Clothworkers' Company.
At the Court to be holden on the 6th of December next, this
Company will DISTRIBUTE to SIX POOP. WIDOWS of De-
cayed Housekeepers the amouut devisable under the above Trust,
being about Si. each.
Applicants are required to produce a Certificate, or other proof of
the death of the husband. The application must he made in writing,
and must state such particulars relative to the Applicant as may be
proper to be considered in deciding on her claim, and name refe-
rences from whom information may be obtained respecting the
party, and for verifying the statement made concerning her condi-
tion and circumstances.
All Applications are to be addressed as early as possible to the
Company's Hall, in Mincing-lane, and none can be received and
considered after the 23d of November instant. Printed Forms of
Application may be obtained at the llall.
ROBERT BECKWITH TOWSE, Clerk.
Clothworkers' Hall, November, 1848.

COTTISH WIDOWS' FUND and LIFE
ASSURANCE SOCIETY.
Founded A.D. 1815, and Constituted by Act of Parliament.
INVESTE I) CAP ITAL,
Arising from the Accumelation of the Premiums,
TWO MILLIONS.
ANNUAL REVENUE,
upwards of
THREE HUNDRED THOUSAND POUNDS.
This office is the oldest, and has all along been, and still continues
the most successful in Scotland. The business has steadily and ra-
pidly increased ever since the Society was established ; and a more
satisfactory proof of its present stability and the continued confidence
reposed in it by the public cannot be desired than the simple fact,
that notwithstanding all the trying changes and depresssiens of the
times, the amount of assurances passed during the last twelve years
has been, on all average, upwards of Half a Million annually, nor
can there be much doubt that its popularity has been in a great mea-
sure, if not entirely, owing to the equity of the principles on which
it is founded, and the manner in which its affairs have been con-
ducted.
1. This Society does not profess to insure at the lowest possible
rate compatible with safety, but it does profess to secure, and does
secure to its members, the full benefit of which such a society is ca-
pable. The profits of the society belong to the insured alone, and are
appropriated amend them, and applied for their behoof ou princi-
ples of strict emlity.
2. In selecting the lives of the insured, the directors have always
exercised great care and caution ; the practice being that of not af-
fording undue facilities to the admission of parties desirous of becom-
ing members, but of affording every facility towards their accommo-
dation after they have been admitted, and of settling every claim
with the least possible trouble and delay after it has become due.
3. Every care is taken in accumulating and investing the funds ;
and from their large amount, many opportunities of doing this profit-
ably present themselves to this society not opan to others.
4. The business of the society is conducted In as economical a mari-
ner as is consistent with efficiency. From the great extent of the
business, and the comparatively small expense attending its manage-
ment, a considerable saving in this particular, as contrasted with all
offices doing a smaller amount of business, must necessarily be se-
cured for the benefit of the members.
b. The practical operation of the principles above referred to may
be judged of from the fact, that in the event of the death in the pre-
sent year (after payment of the yearly premium) of a member in-
Sused in any of the years from 1815 to 1819, for every 1,0001. insured,
his representatives would receive...... • . .... • • • • • • • • £1,917 19 10
If insured in the year 1825 for 1,0001. they would re-
ceive •• • • • ....... . • • • ..... • • •• • 1,522 4 5
If insured in the year 1830 for 1,0001. they would re-
From the operation of these principles also, it has resulted that
there were appropriated and divided amongst the members :
At the first period of the investigation, exactly two-thirds of the
profits realised previous thereto.
At the second period, nearly three fourths of the profits realised
between the first and second periods.
At the third period nearly four-fifths of the profits realised between
the second and third periods.
At the fourth period nearly six-oevenths of the profits realised be-
tween the third and fourth periods.
Besides which, there has been appropriated and set apart, as a
guarantee fund, in terms of the laws of the society, for the mainten-
ance of its stability (the property of the members alone), the large
sum of upwards of 203,000/.
Forms of proposal, and every nec,_sssary information may be ob-
tained on application at the Head Office, or at ally of the Society's
Agencies.
JOHN MACKENZIE, Manager.
WM. GEORGE, Chief Clerk.
READ OFFICE.-5, St. Andrew--,quare, Edinburgh,
October, 1848.
OFFICES IN LONDON-4, Royal Exchange-buildings, and 7, Pall-
mall West.
HUGH ➢PKEAN, Agent.

COMMERCIAL HOUSE MARINE VIEW
HOTEL, GRAND PARA.DI4, PORTSMOUTH.
J. BURGESS, in returning his sincere thanks to his Friends and
Visitors to Portsmouth, for their support since taking the above
hotel, begs to inform Commercial Gentlemen that at the solicitation
of many, he has appropriated a commodious Sitting-room and Sets of
Apartments for their use.
The House commands a view of the Isle of Wight, Spithead, St.
Helen's, &c., and is close to the Victoria Pier.
J. 13. flatters himself his Table, Wines, &c., will be found worthy
of support.
N.B. Good Stabling.

1.1 HE ROYAL POLYTECHNIC
INSTITUTION, REGENT-STREET.
A Lecture on Sanitary Measures connected with the Progress of
cholera and other Epidemics, by Dr. Ryan, daily, at Half-past
Three, and en Monday, Wednesday, and Friday Evenings, at Nine
o'clock.—Also on the ifanufacture of Gutta Perch*, by Dr. Bach-
hoffner, Mornings and alternate Evenings.—An entirely new Phan-
tasmagoria, by Childe, every Evening at Eight o'clock, witk ap-
propriate Music—The Dissolving Views, with historical descriptions.
—The Chromatrepe, with New Effects.—The Microscope at One
o'clock daily.—Diver and Diving-bell.—Working Models explained.
Open daily from Eleven to Five , and in the Evenings (including
Saturday) from Seven till Ilalf-past Tea.
Admission, ls.—Schsols, Malf-price.—The New Catalogue, Is.

INiICOLL'S REGISTERED PALETOT.—This
most gentlemanly and useful over-coat retains its original mo-
derate price, and being adapted for the autumn and winter munths,
has already been honoured wills the patronage of his Royal Highness
Prince Albert, Prince George of Cambridge, Prince Edward of Saxe-
Weimar, his Grace the Duke of Wellington, and the chief ornaments
of the Court, the Pulpit, and the Bar. The above can be obtained
in London only of H. J. and D. NICOLL, 114, 116, 120, Regent-
street, and 22, Cornhill.

CANDLE LAMPS.-BY ROYAL LETTERS
PATENT.—Every improvement possible is now secured. A
double chain spring. A detached cup to receive the overflow. Pu-
rity of light, caused by the intimate connexion is, oxygen with the
point of ignition ; thus nothing is left undone. The designs are chaste
or gorgeous. All tastes can be suited. English opal, or cut and
gilded Bohemian glass lamps, and papier macho pillars richly em-
blazoned, to be had at all prices. The best and cheapest stock to
select from is at the Establishment of the METROPOLITAN LIGHT
COMPANY, RICHARD CLARK, Resideit Manager, 417, West
Strand, corner of Adelaide-street.

NEW GAS BURNERS.-ROYAL LETTERS
PATENT.—Their names are, the Star—the Comet—the
Golden—the Glass—the Ring—aid the Reflecting Burners. It is
proved, beyond doubt, by men of Science and gas engineers, that no
other Gas Burners bear comparison with them. Bright as crystal is
the light. No smoke emitted. The most economical and the most
elegant of all. The improvements are co evident, all should have
them.

VYEBROWS, MOUSTACHIOS, and WHIS-
KERS produced in a few weeks, and Baldness removed and
Tevented by the use of GRIMSTONE'S AROMATIC REGIINE,
RATOR, an essential spirit, drawn from aromatic herbs and flowers-
t few drops of which cure headache in a few minutes ; it is also a
nest delightful, fragrant toilet perfume. Sold only in triangular
bottles. protected by the Government stamp, at 4s. ; double the size,
is. ; and double this size, lie, each ; enclosed in a Pamphlet, con-
alning testimonials of undoubted authority, entitled " Three Minutes'
kkil` iCe on the Growth and Preservation of the Human Bair, &c."
Ily post, 4s. 6d., 7s. Si,, and 125., for money orders only.
Sold wholesale only at Grimstone's Barbary, Highgate, near
Landon ; and by Messrs. Barclay and Son, Farringdon-street ; Sanger,
Inford-street; Messrs. Butler and Co.,Cheapside Fisher and Toiler,
lonEluit-street ; Mr. Johnston, medicine warehouse, 68, Cornhiil •
nod by all Chemists, Perfumers, and others For Edinburgh, J. and
R. itahnes,Leith-walk ; for Manchester, eresehe and ion, Adver
'Seer-office.

LEIGH HUNT'S ACCOUNT OF LONDON.

Now ready, in 2 vols. post.Bvo., with Forty-five Illustrations, price

24!. in embossed cloth,
0
N:
ITS MEMORABLE CHARACTERS AND EVENTS,

- -
(From St. Paul's to St. James's).
iy LEIGII HUNT.
London : Smith, Elder, an 4 Co., 65, Corniaill.

RACING OFFICE, 301, STRAND.
The Distribution for the LIVERPOOL GREAT AUTUMN
STEEPLE-CHASE will take place at the Strand Theatre, en the
IGth and 17th of November.

For Prospectuses and Lists, apply to Mr. Joseph Darcy, secretary,
to whom Post-office Orders are to be made payable at the Strand
Post-office.

THREE-HUNDRED-AND-ONE, STRAND.
The Managers of 301, Strand, beg to announce to the racing
public that they are about forming a BANKING ESTABLISH-
MENT, to be called the Racing Joint Stock Banking Company,
which, amongst ether advantages, will afford facilities of discount to
members foram Turf; as also for the deposit of stakes for races,
steeple-chases, &e., &c. ..4.n influential and monied Directory will
be published shortly.

LEA and PER,RINS' WORCESTERSHIRE
SAUCE is universally allowed to be the most Piquant and
the Richest in Flavour of any Sauce in use, and for Fish, Gravies
for Roast Meat, Steaks, Game, &c., or a zest for Curries, Soup, Cold
Meat, it is entirely unrivalled.
The unparelleled success of this Sauce having induced imitations,
purchasers are particularly requested to see that the name of LEA
and PERRINS are upon the Label and the Metallic Capsules, as also
to read the Testimonials (which are enclosed with every bottle)
from the residence of Royalty, the principal Club Houses and Ho-
tels in London, Edinburgh, &c. &c., and from private Families in
the country. .
Sold by the proprietors, Lea and Perrins, 6, Vere-street, Oxford-
street, London, and 69, Broad-street, Worcester; Messrs. Barclay
and Sons, Messrs. Crosse and Blackwell, and other Oilmen, London,
and generally by all dealers in sauces.

BOND'S PERMANENT MARKING INK,
the original and by far the best, requiring ao preparation,
•ffers the surest meahs of protection for every Variety of household
linen and wearing apparel against loss or mistake, for which reason
be careful to ask for the genuine article, prepared by the inventor,
JOHN BOND, 28, Long-lane. West imithfield, City. Sold by most
Chemists, Stationers, and Medicine Vead•rs. Price Is. a bottle.

A R R I A
One half the wend are desolately single, and the other.
supposing them married, questionably contented. Diffidence, sr a
sense of right determine the former, and miscalculated hopes em.
hitter the latter. The solitary one may shield himself under the plea
of caution and worldly prudence, and the indissoluble, regret un-
comprosiag hurry ; but the truth lies deeper. Physical incapacity,
and broken health, are the great hindrances to domestic happiness
and social content. The dowry should not be the only marriage set-
tlement. Honour and justice demand that health sheuldferne as. item
in the compact ; it alone dignifies the alliance. Blighted hopes or
ieglect wound more sorely than poverty or misfortune. Reader, if
theso surmises concern yea, procure Dr. CULVERWELL'S little
MEMOIRS "On Single and Married Life," pub. in 2 vele., Is.
each (by post, is stamps, Is. 6d. each). Let no imaginatively
refined, or prudish feeling deter you, by their titles, nor be hindered
ey mieinterpretatien of their supposed contents, from obtaining
diem. They are not intended certainly for mere idle cariosity, but
ter the closet perusal of those mere deeply interested, to whom
they are offered as antagonistic to the empyrical trash put forth on
the above subjects, by unqualified authors, which alone sr
together, are a disgrace to the age. Furthermore, two other
little publications claim your attention (same price Is. each,
by post Is. 6d.) called " What to Eat, Drink, and
Avoid," and " How to be Happy." They aro not merely
pamphlets, but equal in quantity a library volume, nor are they the
mere ephemeral scribblings of the hour, but the study of the author's
life, who ewes his present existence, health, and position to this ob-
servance of the maxims he would inculcate—to do unto others as he
would he done unto—te live after *attire's laws—and is keep always
on the " sunny side of the way." The above works may be had of
Sherwood, 23, PaternGsier-row ; Carvalhe, 147, Fleet-street • Mann,
39, Cornhill ; Nelson, 457, West Strand ; or direct (by post or other-
wise) from the anther (who may be conferred with personally,
mornings and evenings), 10, Argyll-plate Regent-street; and all
Bonksellen,

SPORTING INTELLIGENCE.
TATTERSALL'S.—YESTERDAY.
NEWPORT PAGNELL STEEPLECHASE.
3 to 1 agst Lord Strathmore's Red Lancer
10 to 1 agst Mr. Cartwright's Justice to England—t
LITERPOOL STEEPLECHASE.
10 to 3 agst Captain Maddock's Proceed—taken
11 to 2 agst Mr. Buchanan's Alfred—taken
7 to 1 agst Lord Strathmore's St. Leger
12 to 1 agst Captain Barnett's Boxkeeper
15 to 1 agst Mr. Harrison's Venom
15 to 1 agst Mr. Holdforth na Wolverhampton
The field for choice agst three. 500 even laid early
in the afternoon on the three favourites and Wolver-
hampton agst the field. Proceed and Alfred were the
only horses in favour; St. Leger was on the decline, and
Wolverhampton, after being backed at 10 to 1, receded
to 15 to 1.

CHESTER CUP.
33 to 1 agst Mr. Pedley's Cossack
1,000 to 15 agst Mr. Bouverie's War Eagle
1,000 to 15 apt Mr. Eddison's Hetman Platoff colt—
taken and afterwards offered

1,000 to 15 agst Mr. Osbaldeston's Fugleman taken
and afterwards offered
1,000 to 15 agst Mr. Armstrong's Vesta—taken and
afterwards offered
1,000 to 10 agst Mr. J. Scott's The Stinger—taken
40 to 1 was taken eagerly about Cossack, and, but in
one instance only, 1,000 to 30. Nothing else in request.
DERBY.
4 to 1 agst Lord Eglinton's Flying Dutchman—take
9 to 2
40 to 1 agst Mr. Bowes's The Knout—taken to 2001.
40 to 1 agst Lord Stanley's Strongbow—taken
40 to 1 agst Mr. Holmes's Montague—taken

PEDESTRIANIS'I.
JAMES DELANEY AND RICHA.RDS.—The question of
speed between these men received its solution yesterday
on Wandsworth-common, the distance being ono hun-
dred yards, for 3/. aside, Delaney receiving two yards
start. It will be in the recollection of our readers that
Richards beat Seward a short time back in a " spin " of
sixty yards. The men started between four and five
o'clock, in the presence of 400 or 500 spectators. The
betting ranged from 3 to 2 and 2 to 1 on Delaney, who
never looked in better " fettle." After sixteen or
ei;hteen false starts, Delaney bounded off with a slight
lead, was never caught, and, after a good race, was de-
clared the winner by two yards.

SPIRIT of the PUBLIC JOURNALS.
POST.—Though Sir Robert Peel be a very vain man,
and though his vanity be not the less absorbing that it
is sedate, it is difficult to believe that he should have
taken any offence at not being invited to the Lord
Mayor's " banquet" last Thursday. We should scarcely
have supposed that even the total omission of any allu-
sion to him or his policy on such an occasion could have
made him sore. And yet it appears from the journal
whose daily duty it is to flatter him, that he ought to
have been of the company, and that ke ought to have re •
ceived all the congratulations on the preservation of the
public peace in this country which were addressed to
the Whig Ministers of the Crown. The journal in ques-
tion, after bedaubing in the most preposterous manner
an unnamed statesman, describing him as one whose
good government " has diffused contentment and prospe-
rity through every corner of our land (!!)--whose watch-
ful care has dried up the sources of disaffection, and left
no seeds of bitterness to germinate under the unnatural
heat of revolutionary agitation—whose mild, vigorous,
and sagacious rule has taught the people of this country
to have confidence in their Government," &c., &c., &c.
—after all these flowers of speech, the journalist ex-
claims that he " remembers such a statesman, but can-
not find his name in the list of the company at the Lord
Mayor's dinner." To the " candid wisdom," we are
assured, of this gentleman, who was not at the Lord
Mayor's dinner, to his " voluntary sacrifice of power
and popularity, it was due that in February last the
ouvriers of England were eating untaxed bread!" It n
not to Lord John Russell and Sir George Grey, we are
told, but to " the men who were unseated to make room
for them, that the nation owes its thanks for its deli-
verance from bankruptcy and anarchy." Finally, the
honest and independent journalist, unable any longer to
repress the name of his hero, bursts- out thus:—" Lord
John has had the good fortune to'-govern, at a time
of unexampled confusion, a great nation tractable
enough to be reined with a silken thread. History will
record his name as that of the Minister under whom the
English Constitution bore uninjured the shock of the
revolution of February, whilst it identifies Sir Robert
Peel with the great and;beneficial changes which he has
wrought in our commercial policy: Let his contempo-
raries rectify the verdict, by assigning to the services of
the one their legitimate connexion with the successes of
the other." What sickening sycophancy I We remem-
ber, while Sir R. Peel was yet Minister, there was a
subordinate member of the Government, who, though
born a Lord, seemed to rejoice in the assiduity with which
he could perform the services of a lackey. We could not
but think of him in reading the lamentation over Peel's
absence from Guildhall, and the extravagant nonsense
with which that lamentation is combined. Even for two
lines the writer of this fulsomeness cannot keep his mind to
one point. We are invited to worship Peel because his was a
voluntary sacrifice of power, and then to think little of the
present Ministers in comparison with those who were
" unseated" to make room for them. If Peel and his
men were doing such extraordinary good to England,
why did they voluntarily sacrifice their power? If it
was no act of theirs—if they were really unseated
through the disgust of some of their opponents and the
ambition of others—if they were driven from power
against their will, why call it a voluntary sacrifice ?
But what kind of dream or delusion can it be, or
what effrontery, which leads the Peelite journal to
boast of contentment and prosperity diffused through
every corner of our land ? Does not every one know
'that the very contrary is the real stete of the
country ? Everywhere trade is depressed. Every-
where the working classes are out of employment.
Everywhere, alas! we find gloom and sadness at the
poor man's hearth; and even the once comfortable
middle classes—the lately thriving tradesmen, and the
merchants who when Peel came into office wore affluent
are now full of depression and anxiety; some of them
bankrupt, many of them forced to be indulgence from
their creditors, and the whole manufacturing and mer-
cantile class of England and Scotland utterly disap-
pointed at the practical result of those free-trade mea-
sures from which they were taught to expect, and from
which, unfortunately, they did expect so much. And as
to the repeal of the corn-laws, even if that Act had done
the good to the trade of England which it has utterly
failed to do, it were strange indeed if Sir R. Peel should
have the credit of it. If a commander to whom a be-
leaguered citadel is intrusted praises himself unceasingly
for his devotedness to the cause which is attacked, and
then steals out in the night and opens the gates to the
enemy, it is not usual to assign to such a hero the tri-
umph of the conquest. Yet that was precisely the con-
duct of Sir R. Peel in respect to the corn-laws. " I should
like to know v. Ito has done more than I have," he
exclaimed, "in the cause of protection to British
agriculture and in the support of the corn-laws ?"
This was his boast when no serious danger threatened
the corn-laws—when overwhelming majorities of Tories
and Whigs were voting in their favour. But when fortune
turned, and the courage and constancy of an honest
leader were required by the Protectiwista, then they
were betrayed by Sir Robert Peel elk the servile band
of mindless Lords and clever official men by whom he
was surrounded. This was his share in the repeal of
the corn-laws. And it may be observed—if any words
of so faithless a man be worth noting—that in the fare-
well speech of Peel as Minister, he owned that not he had
repealed the corn-laws, but Cobden, that man of " un-
adorned eloquence," before whose superior political sa-
gacity the Peel wisdom thought it not unbecoming to
bow. The flatterer of Sir R. Peel asserts that the pre-
sent is " the feeblest Ministry that ever held office in a
free country." We agree that it is a very feeble admin-
istration, especially miserable in finance, and especially
mischievous in regard to Great Britain's foreign rela-
tions. But feebleness of political action and poverty of
resource, though they be lamentable defects in a govern-
ment, are not so bad as incapacity to feel what is due to
honour and honesty in the management of public affairs.
Upon the wisdom of the Whigs we certainly place very
little reliance, but we should be sorry to exchange even
the Whigs for men upon whose word we could place no
reliance at all.

WEEKLY DISPATCH.—In any ordinary case,
when a great measure is expected, it is but candid to
wait and peruse all its details and conditions before we
take any step to oppose it. But the threatened railway
amalgamation, the attempt to put the most commercial
half of England under the control, as to its traffic, of one
company, is an event for the corning of which we cannot
The histury of railways
quietly wait.
is before us. We
have seen that already the roads of the kingdom have
been monopolized in a manner which no other plan ever
pretended to. Under the old turnpike system there
might be but one road toaakplianbeme, but its tolls were regu-
lated by the extent of m
jobbery, the curse of our age and repairs; and some
and country, was all we had
to complain of. A coach passenger
over-
charged a shilling on his sharefor turnpikes,might be
in 200 or 300
miles. But there were as many coaches as the traffic would
pay, competing, keeping down fa
civility and imposition. Now it is
and preventing in-
is one road, one coach,
and one van concern. The railwayh company is like the
li
French Republic, one and indivi •
necessary for safety and regularity, b.
b.ut itThis is, perhaps,
is in itself an
undoubted evil. Se far from encouraged and
extended, it is to be limited with the most jealous care.
It is
under nothing—nothing whatever to.l
be carried more
the public, that,
such monopoly they may
cheaply, swiftly, and conveniently than they were l
be-
fore. The public has a full right and title to the ad-
vantage of steam carriage, to all the benefit of. the pro-
gress of science, excepting onlytvheata
that part religiously to
in
be set aside to remunerate the and thereby to
encourage new inventims- The railroad companies pantiest are
Often traders, and nothing more.
—.ten they h
honourably even in that light. They are boundno to do
o
better for the public than any other parties can do, if
they keep their. monopoly—that is, better than any
appliances, uot mere
other parties using the same new
old coaching concerns, but new railroad competitors.
Monopoly can be held under no. other title. It is not
easy to get to the entire depth of railway accounts; but
we have already shown, with regard to the great Nor-
thern, that its dividend, if it were but 3 per cent. on its
present capital, would be a handsome remuneration, con-
sidering how that capital has been created by new shares,
given to shareholders at par, when they would have been
sold in the market at more than cent. per cent. If Par-
liament is applied to, it is bound, in the first place, to
have lull and clear accounts, not only of all such false in-
crease of capital, but of the way in which the capital
has been expended. It ought strictly to investigate all
the unrivalled rascalities of law, stock• jobbing and con-
tracts. Parliament has already passed exceptional and
extreme laws, immensely improving one property, de-
preciating another beyond precedent, to give these people
the means of working their trade, because they declared
that trade should prove a public benefit. When they
come to Parliament again, let what they have done be
seen first, before we enter into the consideration of what
they desire to do. Let us see what sort of stewards
they have been of this great public trust. We have some
data as to their conduct, when we see forty millions in
amount of new undertakings abandoned, the right to
enter on which was won at an enormous legal expense,
to keep other companies out of the field. Let us see
what plea they can set up for demanding a social autho-
rity utterly unexampled. And let us consider the tri-
bunal before which they are going for this enormous
extension of a bad monopoly. Is it too much to call it
a tribunal of accomplice;? When we know that such
or such a legislator has had his opposition bought off by
the payment of twice—aye, or of ten times, the value of
his land; when we know that another has been, we will
not say bribed, because the word is unwelcome, or bought,
or—we are puzzled for a word—conciliated—aye, con-
ciliated, by an allotment of shares, that even a bishop
has solicited such an accommodation for a connexion
and received it, that the system has been carried on till
Mr. Hudson could stand up in the House of Commons
and defy the Government to do that which it thought
just and necessary for the public weal, relying on sup
port which, one way or other, was secured and bound to
him—let us ask if the people ought not at once, not only
to consider as much as they see of the measure, but the
means of forcing their representatives to do them justice
upon it. These three companies have not done buying
up influence. They may not have shares to give, but
their patronage is enormous. When a legislator cannot
pocket premiums, he will not, we imagine, despise places
for those who burthen him. The thing is quite in keep-
ing with the trade which faction carries on in the go-
vernment patronage. There is nothing to blush atabout
it, when you are used to it. Among poor common men
it would be dishonest rascality, among privileged ones it

is a perquisite. Genteel people have genteel names for
dirty things. Why may not a legislator have the dis-
posal of a tew offices as well as any other man? But it
behoves the people to look to the working of this enor-
mous engine of threatening corruption. It behoves
constituencies to tell their Representatives that, in
this palpable particular, they expect them to be honest
and unpurchased, else we shall have judgment
against us without a hearing, passed by our own bribed
servants. We are jea'ous, and we have great need to
be so, of the Government itself, as to patronage ; con-
ducted, as that Government is, by two factions, which
trade in partizanship. The mass of rich appointments
in India are withheld from the Ministry of the day,
upon the disgraceful, but accepted plea, that they would
be given unfairly and for bad purposes. We make the
holders of East India Stock place-givers, because we
have not a Government that we can trust with its most
natural fuections. Are we to suppose railway directors,
the children of gambling speculation, more immaculate?
But for the evils of heaping this great patronage upon
the Ministers, the railways ought to be taken into go-
vernment hands, and their stock consolidated into a
public debt. The French Provisional Government was
not so much mistaken when it felt that the public high-
ways ought to be in the hands of the public authorities,
and that the property which had been created by law,
and by law only, on the plea of public utility, might
quite justly, barring all pecuniary loss, be taken, arbi-
trarily repurchased, for the general good. If, in Eng-
land, we refrain from such a step, it must be simply
because the companies " bear their faculties
meekly." If they think to set up an " im-
perium in imperio," to amalgamate now by an
undue and tyrannous Parliamentary influence, to
increase that influence for all future occasions
by the amalgamation, then to heighten fares, curtail
opportunities, reduce accommodation at their pleasure,
the compact they may get from the Parliament, the
people will eventually break. The bad, corrupt bargain
will not stand. The spirit of England will rise against it, as
against the corn monopoly, and crush it, and oust them.
They would do better to spare themselves and us the trouble.
Even now their power is bitterly obnoxious. Put aside
such samples as that of a beggar on horseback director
controlling the time of trains to the public danger, for
his own convenience of gossiping. Take the instance of
stopping Sunday trains in Scotland, made lately noto-
rious by the case of the Duchess of Sutherland, who
was thus preveuted from attending the death-bed of her
father. It is the duty of Government to put down such
vagaries. The public communication of the empire is
not a matter for the direction or the choice of a com-
mittee of sectarian Pharisees. If they claim, as they
practically do, the only means of traffic, these mast be
used as society chooses, not according to their anti-
Christian whims. And if Mammon is more worshipped
by English directions than the devil of spiritual pride
and intolerance, they will tax where the Scotch prohibit,
if we give them the power; and steam travelling, instead
of being the most important agent in unfettering and
advancing the age, will be but the instrument of a new
tyranny, founded on a baseness to which the system of
corruption has rarely, if ever, produced an equal.
EXAMINFIL—The experiment of high and low fares
has been fully tried on railroads, and the failure of the
one and the success of the other completely demonstrated;
yet now that the great companies find their profits insuf-
ficient, their resource for improving them is, forsooth,
the departure from the system of low fares, which has
worked so well, and the return to the high fares, con-
demned by experience. The answer for which we are
prepared is, "Oh, what are the companies to do ? They
must make a profit—they must improve the shareholder.
dividends."" But the question still remains how they are
to effect this object by raining their fares, a step which
in every past instance has proved abortive. It does not
follow that because companies greatly want better profits
that better profits must come of high fares. The neces-
sities of companies will not alter the laws (as they may
be called) of travelling, amongst which is the proportion
of the number of passengers to the cheapness. Of
old, nature was said to abhor a vacuum ; but
with strict philosophy railway companies should
hate a vacuum, abhor empty or scantily-filled
carriages, and such are the concomitants of high prices.
The expenses of every journey are the same, whether
the trains be full or half empty, and consequently the
best thrift is such a rate of fares as will best fill the
carriages by the cheapness tempting to excursions and
journeys which would nut be thought worth while if the
price were higher. A very seasonable paper on the sub-
ject of the railway system appears in the Statistical
Journal, and adds ,to the many evidences in favour of
moderate or low fares. The writer concludes :—" The
railway system has doubled itself in the last three years.
Fares have been greatly reduced—the number of third-
class passengers, the majority of which are of the work-
ing class, has largely increased. The importance and
value of the traffic in goods and cattle, which may be
much farther developed than it has been, has become
more apparent, relatively to the passenger traffic. The
number of trains is greater—the speed of some of those
trains has been accelerated, and all this has been effected
without any falling off in the average receipts on each
mile of railway in working, but with an increase proba-
bly sufficient or nearly so to meet the increase in the
working expenses attendant on the increased
accommodation now afforded." But all this
is at this very moment changed. Fares in-
stead of being reduced, are being raised, return tickets
discontinued, the number of trains diminished, the pub-
lic convenience in every respect curtailed or sacrificed
for the phantom of higher profits by higher fares. The
system of return tickets has proved as profitable as that
of moderate fares; indeed, it made part of the same
system; but because it kas so succeeded it is to be abo-
lished, and the double charge resorted to, probably upon
the calculation that a large portion of the public have
fixed their residences out of town, relying on the con-
venience of return tickets, and that they will not be able
to escape the new rule amercing them heavily. We be-
lieve that this expectation, and all expectations of the
same sort, will be disappointed, as the pubiic in such
cases defends itself by dropping into the next class.
The present Lord Yarborough, dissatisfied with an ex-
tortionate increase of the fares on a certain line, set the
example of travelling by the second class, declaring
that he should continue to do so till the first• class
fare should be more fairly adjusted. This is the
only defence of the public against the screw. The
rise of fares should cause every class to betake
itself to the class of carriage below the one it has been
accustomed to use, the first class becoming second, the
second third, and the third Parliamentary. The rail-
roads are combining, and about to amalgamate; and the
public has to take care of itself as best it may, and must
not omit any of the defences in its power against the
screw. If it bad appeared in any one case that raising
fares had raised profits, there might be a disposition to
submit to an addition for the benefit of companies whose
properties are depressed; but the public fairly object to
a system increasing its charges without any reasonable
prospect of serving the interests concerned. It is expen-
sive to the one side, and worse than thriftless to the
other. Of this the companies may be sure, that if they
cannot obtain a profit from moderate fares, they will
incur loss from augmented ones, or else all
past experience is illusory. But something
must be done to arrest the depression of
railroad property, we shall be told. But because some-
thing must bo done it does not follow that the wrohg
thing should bo done, which, however, is the common
course in such cases of necessity, necessity being much
more frequently the mother of blunders than of inven-
tion. The companies are tampering with the sound part
of their systems to prop up the rotten. They have many
disadvantages to bear up against, but putting the screw
on travellers will have a result the very opposite to pro-
viding a support. The remedy for depression is not to
be found in that quarter. The writer in the Statistical
Journal, Mr. W. Harding, points to the roots of the
evil in other quarters:—" Whatever falling off in divi-
vends there may have been is, therefore, hitherto to be
attributed, in a general view of the subject, to additions
to the trunk lines required in order to meet the in-
creased quantity of traffic consequent on the lowering
of the fares, to the capitalization of loans, and the
creation of fictitious capital, principally by the purchase
of railways at premiums, and therefore at sums beyond
what they actually cost. These being profitable opera-
tions when shares were high, were pushed to such an
extent as now to press severely on the original share
capital of railway companies. The great evil of the last
three years is the extravcgant outlay of money which
has taken place-.—an outlay which, instead of being
checked by the Legislature, has been encouraged to the
utmost by the mode of legislative inquiry adopted. This
has inflicted on the railway system a burden which it
will never be able to throw off, and which the public will
always have to submit to—a higher rate of charge for
conveyance than would, with common prudence, have
been necessary. It only remains to stop this extrava-
gance with a strong hand. The very existence of the
railway companies depends on the economy they can
practise in making and working their railways, and no-
thing which, on the face of it, involves increased outlay
—be it diversity of gauge and its consequence the mixed
gauge, or be it under the more plausible plea of comp.-
titiou—should be countenanced either by railway com-
panies or the Legislature, if we wish to secure for our-
selves the full fruits of that admirable invention which
England and the English engineers who have followed
in the steps of George Stephenson have given to the
world."

SPECTATOR—As in a flood from the mountains,
the trickling streams unite now at this point now at thatt
until the branching waters finally join in a silver lace
ovtr the whole plain, so the lines of railways have
branched out in all directions, until they have united
here and there; and now three of the great arteries are
about to join in ono system. It seems probable that the
whole network will ultimately be one. What is already
in negotiation is likely to save much cross purpose and
waste of resources; as there will, at least within the re-
gion commanded by the three large western lines, be no
competing for identical districts with duplicate branches
for one traffic. There will be economy of materials—of
Parliamentary expenses—of resources and outlay gene-
rally. A common fear, that the public will suffer from
the ceasing of competition, we have before shown to be
erroneous. The commodity which a railway company
offers to the public is governed by other laws than retail
traffic; or rather, from the vast scale of -the operations
and the simplicity of their working, the laws which
ought to govern trade are set forth so clearly, that
self-interest dictates the proper course. The amount

• of the fares on a railway is not determined by
the original cost : whatever the cost may have
been, the object of the company must be to extract
• the largest amount of net revenue, and it is that object
which determines the rate of the charges to the public.
If fares were fixed too low, the expense of the working
stock would entail a loss, and at some season the public
would have to repay the temporary advantage by suffer-
ing diminished accommodation. If the fares were fixed
too high, the traffic would be checked and the revenue
would shrink. The point which steadily produces the
largest amount of net revenue is the point at which the
interests of the public and of the companies meet; in the
long run fares must settle at that point, and they will do
so the more readily for being undisturbed by competi-
tion. There is, indeed, one kind of reduction which is
apparently advantageous to a railway company but inju-
rious to the public—the reduction in the staff of servants
and in the rate of wages; which deteriorates the quality
of the service and diminishes its amount. We see signs of
such reduction in various quarters; but it is prinCipally in
railways not included in the proposed amalgamation. This
kind of reduction is one not altogether, we fear, checked
by the interest of companies. Its worst result is personal
danger to passengers; but as the cost of accidents may
be reduced to an estimated average, it may be a question
whether a permament saving of wages may not present
a profit on the whole transaction, even allowing for the
pecuniary loss by accidents. We doubt whether it would
do so in the long run, because danger must tend to check
passenger traffic; but as the traffic has hitherto been
redundant in proportion to the travelling apparatus, com-
panies have not felt the full force of thanscrew. The evil,
however, is one that is not reached by competition. In
the absence of competition, the usual regulator of com-
mercial operations, some other is wanted; and we see
none but official control by the Government of the
country. In spite of warnings that ought to exercise a
prospective judgment in a matter of such national im-
portance, the Government has suffered the railway
system to grow up haphazard, with a very culpable lack
of diligent attention; now, at this new stage of railway
development, will the Government revise the system, and
finally determine its own position?
RAILWAY RECORD.—The all-important question
which now engrosses the thoughts of the majority of
railway men, is the policy which has dictated the reso-
lution of " the three companies" to unite their desti-
nies for better, for worse. Minor discussions are nearly
forgotten in the interest of this absorbing subject. Our
daily contemporaries have taken it up with a warmth
which shows their perception of the interest taken by
the general public in the issue •of this grand and unpa-
ralelled scheme of amalgamation. The Times, adhering
to its characteristic of jealousy—we will not say hosti-
lity—towards the railway companies, reads several long
homilies on the new conditions—meaning new conces-
sions, or new surrenders of pledged right and privilege
—which the Legislature, in its patriarchal care for the
" public" welfare, is, it seems, to require as the price of
its compliance with the application for a permissive
Act. We print, in another page, some of the lucubra-
tions put forth by our contemporaries on both sides of the
question, and will briefly observe that the hubbub of
" monopoly," &c., is just a sheer and simple absurdity,
and nothing more. There are already fixed maximums
of transit charge, modetate enough, in all con-
science, especially when considered in reference te tra-
velling charges in the old times, and which, amalga-
mate or not amalgamate, the companies cannot exceed.
One might imagine, from the tone assumed by certain
influential writers, that railway companies have no legal
hindrance to making any charge they please—that there
are no such things us maximums—and that un amalgama-
tion of the western companies, a " monopoly" of the
western traffic—would at once (in the absence of new
and special Parliamentary checks) be the signal for the
commencement of extravagant fares. That Parliamen-
tary checks, ample, and only too much more than ample,
exist already, is a fact which " dashing" leader writers
find it convenient to overlook ; and thus we hear the
bubble about the profits of the monopoly of the western
traffic being " optional," " indefinite," " as much as the
fortunate owners choose to extract out of it," &c. Such
nonsense is gravely uttered by gentlemen holding the
rank of prominent public instructors 1 The real difficulty
in considering the propriety of asking for powers of
amalgamation lies not in any danger to " public" conve-
nience which the measure could possibly involve, but in
the question whether so sweeping andrevolutionary a step
—such a departure from the plans of independent policy
upon which railways have hitherto been managed, is indis-
pensable to the object of removing certain evils that
have hitherto worked with terrific effect against the
welfare of shareholders—we may add, against the wel-
fare of the " public "—but which evils, we have often
asserted, and still unhesitatingly maintain, existed not
in sympathy with, but in perfect antagonism to, the ge-
neral principles and tendency of the railway system as
it has hitherto been developed under the administration
of separately responsible corporations. In our own de-
cided opinion, all the mischiefs of mutual hostility and
mistaken competition—of reciprocal opposition, Parlia-
mentary contention, financial prodigality, degrading
scandal, which have been so sadly prominent in the
course of the struggle between the establishments that
are seeking to effect a complete Act of Amalgamation—
might be put an end to without incurring the labour, the
expense, and, haply, the risk involved in the prosecution
of what we must again call so revolutionary an object.
We do not think that, from this time forth—if we may
take it for granted that all parties are quite awake to the
grievous error involved in the hostilities of past times—
true harmony of action and object will be quite as pro-
bable and attainable without amalgamation as with it.
The incessait attention we have paid, through a
series of years to the affairs of the establishments
whose position is the subject of comment, and the know-
ledge and experience we have acquired in that time,
combine to convince us that all the main objects that
can be hoped for through " amalgamation" may be se-
cured by a much more easy process, without resorting to
what some will consider an anomalous and inconsistent
proceeding—a proceeding which, we feel strongly, is at
least an unnecessary one. The best objects of amalga-
mation can be achieved more easily, if not more safely,
on the understanding of an honourable and friendly in-
dependence, of which, however, it will be an essential
consideration that charity, cordiality, and the desire to
work out in concert all measures of common good, are
substituted for anything of private jealousy, pique, and
pride, which, it has been said, was at one time permitted
to wield a sinister influence over the interests of proprie-
teries. The adjustment of relative terms, in completing
the treaty of amalgamation, would, of course, form one
of the most critical and delicate duties of the able gen-
tlemen by whom the negotiations may be conducted.
But there are difficulties besides this; there is
the Legislature to be dealt with; there is the change
and sacrifice of many arrangements which have been
matured by separate companies for their separate conve-
nience, at great outlay of labour, time, and money, and
which would become useless to an " amalgamated " con-
cern. But it is unpleasant to anticipate these accumu-
lations of difficulty. The great point for consideration
is—" Is the proposed measure one of necessity—one of
vital necessity—to the welfare of the companies ? Is it
impossible that relations of peace, good-will, and friendly
co-operation can be established without it ?" If these
propositions cannot be fixed positively in the affirmative,
it may be argued, with much efficacy, that a policy pre-
ferable to amalgamation is open to the companies. But
there is one grand alternative on which we cannot fear
that railway managers will forsake their character as
men of honour, fortitude, and integrity. Messrs. Glyn,
Chaplin, Russell, and their colleagues, ventured on a
great step when they determined on initiating a movement
towards amalgamation. Now, we respect and appre-
ciate these gentlemen's merited reputation; and we must,
therefore, feel safe in answering for them that, under
no conceivable contingency that can arise, would they
be induced to barter, for the contemplated " Per-
missive Act," any one iota of the rights of pro-
prietors to the personal management of their own pro-
perty. We feel safe in undertaking the assertion, that
the managers of the three great companies would turn
with scorn from the proposal to bind their constituents
hand and foot, and to lay them prostrate and helpless
before that "official" power which has so often exhibited
its bungling incompetency to meddle with railway affairs
beneficially to the companies or to the public. From
such humiliation—from such infamy—it is not to be
i
doubted the honourable men n question would recoil
with disgust. Well they can distinguish the treachery
of any overtures which, under the cloak of nominal in-
dependence, would make railway property a mere foot-
ball to afford pastime fur official whim. Well they know
how to clothe their language in the terms best befitting
the rejection of so insulting a proposal ; and well they
must know how withering would be the indignation of
intelligent and properly awakened gatherings of pro-
prietors when tee base compact was submitted for their
acceptance ! Let railway men fear not; let them think,
and be ready to act. Official journalists may menace and
bluster, but the railway proprietor knows he has gua-
ranteed rights—that he has British law and faith to pro-
tect those rights, and that while he is true to himself,
neither the bluster, nor the menace, can deprive him' of
them.

/./,'

NOVEL NECK TlE.—Numerous attempts have been
made of late yeas, without success, amongst our in-
genious warehousemen to provide a loose collar for the
shirt, which should supersede the necessity of tapes,
which are net only liable to rapid decay, arising from
the starch, but, from their non-elastic character, press
tightly, and therefore injuriously, if not fatally, ou the
vital vessels of the neck. A plan devised by Mr. David
"Jesse, of Manchester, meets these requirements,
which by a simple and facile plan allows of the collar
itself being arranged with accuracy to the stock, thus
insuring a correct fit without any pressure or extra
trouble. The combination neck tye, which as registered
according to the Act, possesses other obvious advantages.
Tan Two IMPEDIMENTS.—It is said a handsome
young Yankee pedlar made love to a buxom widow i❑
Pennsylvania. lie accompanied his declaration with an
allusion to two impediments to their union. Name
them," said the widow. " The want of means to set up
a retail store." They parted, and the widow sent the
pedlar a cheque for ample mesas. When they met again
the pedlar had hired and stocked his store. and the smil-
ing fair one begged to know the other impediment. " I
have another wife," cried the notion-dealer.
DISSIMULATION.—There are lying books as well as
lying words, dissembling smiles, deceiving signs, and even
a lying silence.

/

1/

Ic

NAVAL IN TELL
—PORTEIMOIITII, Nov. 13.—Admin
Capel, K.C.8., the Commander-i:

visit of inspection to his flag-ship, tk
by his staff, this morning. he also;vi.
the cadets' study and other impertai
ternal economy of the ship. The AL
satisfaction at the perfection and order in which
the ship in every department. He was escorted over her
by Flag-Captain Charles Eden. The Admiral then
proceedd to the Rolla 10-gun brig, the school for the
naval apprentices, and was much pleased with their ex-
pertness, and the admirable manner with which they
acquitted themselves throughout all their evolutions. In
the evening Captain Eden was entertained at a farewell
dinner by his wardroom officers on board the Victory.
His health was proposed by the president (Lieutenant
Herrick, 1815) in a most feeling and appropriate ad-
dress. Captain Charles Eden, as is already known,
proceeds to the Admiralty as private secretary to Lord
Auckland.
Commander M'Coy (1814) died at Southsea on Sa-
turday night, aged 66. He was an officer of much re-
pute. His services are briefly given in Allen's New Navy
List thus:—
" R. 114 Coy, Midshipman of the Fondreyant in the ex-
pedition to Egypt in 1801; Lieutenant of the Raisonable
in Calder's action, and served on shore at the taking of
the Cape in 1806; Lieutenant of the Narcissus at the
capture of Buenos Ayres; of the Resolution in the attack
on the French fleet in Aix Roads, and in the Walcheren
expedition; Senior of the Swiftsure in the partial action
with the French fleet off Toulon in 1813."
The Stromboli steam-sloop, Commander Lord A. W.
Beauclerk, was removed from the steam-basin to-day,
and is now receiving fuel.
The Medina steam-vessel, Lieutenant Commander A.
Darby, sailed early this morning for the Mediterranean,
' calling at Plymouth for mails.
Admiral the Hon. T. B. Capel, Commander-in-
Chief at Portsmouth, having notified to the Admiralty
that he has nominated Captain Francis Price Blackwood
to be his flag-captain, vice Charles Eden, that Gallant
Officer will be officially appointed to-morrow to the Vic-
tory, flag- ship. Captain the Hon. J. R. Drummond with-
drew from the candidateship in favour of Captain Black-
wood.
THE WRECK OF THE RANGER.—By a private letter
we are informed:that the Spy, 3, brigantine, Lieutenant-
Commander George Western, was at Rio Grande, St.
Vincent, Cape Verde Islands, on the 30th September, to
which place he received orders (when at St. Nicholas)
to proceed to render assistance to the Ranger, 8, Com-
mander Newland, wrecked there. The Ranger's crew
were living on shore there, and the Spy having supplied
them with provisions was to sail on the following day
(October 1) for Sierra Leone. Doubts were enter-
taint d of the Ranger ever being made fit to return to
England.
STEAM-VEssees.—Circular orders have been received
at all the ports from the Admiralty, requesting drawings
to be taken of all steam-vessels not in commission, and
to be forwarded to their Lordships.
EXPERIMENTAL TRIAL OF THE SCREW-SCHOONER
PLIIMPER.—The Plumper, 12, screw-schooner, Comman-
der Nolloth, went out of Portsmouth harbour this morn-
ing, at nine o'clock, to try her engines. Rear-Admiral
Superintendent Prescott, Mr. Fincham, master ship-
wright, who designed the vessel, Mr. Murray, Capt. Cra-
croft, of the Revnard, screw-schooner, and a number of
other officers anciscientific gentlemen went out in her. The
most satisfactory results were obtained, and the engines,
which worked admirably, were tested in every way.
They aro by Miller and Ravenhill ; of 60-horse power,
nominal ; oscillating cylinders of 27 inches sliameter,
with a stroke of 2 feet ; her screw or fan has a multi-
plying power of two and a half, with a diameter of 9 feet,
set at a pitch of 6 feet. Her draft of water was—aft,
II ft. 3 in. ; forward, 10 ft. 7 in. The greatest speed
obtained was 7.549 knots ; her mean speed at full power
was 7.549 knots, working 46 revolutions, with a multi-
plying power of 244 her fan making 115 revolutions ;
working at the lowest grade of expansion, mean rate of
speed 5.779, making 35 revolutions—fan revolutions,
87i. But what puzzled the scientific gentlemen was,
that, instead of their being any " slip" of the screw, the
vessel actually gained on the screw 9 per cent. when at
full speed ; and when working at the lowest grade of
expansion, she went 12 per cent. faster than the screw.
This, we presume, is a new feature in the screw propeller.
The " slip" generally in screw vessels has been from 11
to 15 per cent. The Plumper's present screw, as we have
before stated, is of 9 feet in diameter; but it would appear
as if the power of the engine is not equal in power to w k
it. When she went round to Portsmouth from Woolwith
with a temporary screw of only six feet diameter phe
made 72 direct revolutions, achieving a speed of ~22
knots. With her screw of nine feet she made to-dSy at
her greatest power only 46 revolutions. It ieetberefore
self-evident the screw is of two great a diamtr, and
it will probably be reduced' by cutting/off so e nine
inches or a foot from the extremities of the fans. The
speed of the Reynard, the other screw-schooner, as
usual, was much exaggerated, in tho manifold reports
from Woolwich—in fact, there is no confidence to be
placed in the hearsay statements (sent to all the news-
papers from Woolwich) of the speed of vessels tried on
the Thames. The actual speed realised by the Reynard
when light, was about 8 knots, but when deep, her aver-
age rate was ei, and, under favourable circumstances, 7
knots. At the former Wel of the Plumper, at the mea-
sured mile at Portsmouth, she went 7.22 with the small
screw at her deep line ; but she was not coppered at
that time. The engines of both Plumper and Rey-
nerd have the same length of stroke ; but we believe
the cylinders of the latter are one inch larger. The
Plumper returned into Portsmouth Harbour about four
o'clock in the afternoon, having had a trial of six or
seven hours.

The Ajax, screw-steam-gun ship, was taken into the
New Steam-basin at Portsmouth this morning, and had
her broken piston taken out. The other pistons will be
taken out and examined, and probably some alteration
. made in them. This will be a work of a month or six
weeks. It is generally believed that too much has been
attempted with regard to the steam-chest, and that, like
the Sidon, steam-frigate, she will be obliged to have s
spare one erected above the water-line. Much, how-
ever, may be expected from the well•knowa and fertile
ability of Mr. Field, of the firm of Maudeslay and Field,
to overcome the difficulty.
PLYMOUTH, Nov. 11.—Her Majesty's packet Seagull,
6, Lieutenant-Commander James Smail, sailed on Fri-
day fur Falmouth.
Her Majesty's steamer:Hermes, with a detachment of
the 82d Regiment for Pendennis Castle, sailed to-day.
On her return she will proceed to Portsmouth, and
thence to Woolwich. It is quite time that the Hermes
should be withdrawn from this port, as her condition
prevents her adequately performing the duties re-
quired from such a vessel here. On the 17th ult. she
made an ineffectual attempt to proceed to Ports-
mouth, but was obliged to put back until the 19th,
and on another occasion in coming from Porte-
mouth she was five hours rounding the Start. The
fact is that the bottoms of her boilers are thin and leaky,
and it has, therefore, for a long time been impossible for
her steam to be got up to its proper power. A vessel in
active service in such an indifferent condition reflects no
credit on the British navy. Her crew will be turned
over to the Confiance steamer, which is to be used as •
tug at this port.
Her Majesty's ship Cambridge, 84, having had a tho-
rough repair, will be taken out of dock on Monday; the
Eagle frigate will be taken into dock on Tuesday.
An order has been received from the Admiralty at the
Deronport dockyard to make a return of the number of
men who have been superannuated since January last.

EMIGRATION.
The passengers from the Stedfast have landed, and are
now comfortably lodged at the depot, Baltic Wharf.
Prior to disembarcation they memorialised the local
emigration authorities to be allowed to remain on board,
and for the vessel at once to proceed to Sydney. The
six scarlatina patients continue under medical treatment,
but are improving.
Wind N.E. by E.; light breeze.

THE ALLEGED FORGER BARBER.
The following letter has been received from the
lionie-effice by one of Mr. Barber's friends
" Whitehall, Nov. 10, 1848.
" Sir,—l am directed by Secretary Sir George Grey
to acknowledge the receipt of the several documents
which you have transmitted to him in behalf of Mr. W.
H. 13,arber, who was convicted at the Central Criminal
Court in April, 1844, of being- accessory before the fact
to forgery, and sentenced to be transported for life.
" Sir George Grey desires me to inform you that
these papers have received his full and anxious consi-
deration, and he has satisfied himself that there is suffi-
cient kground to justify his advising her Majesty to
grant Mr. Barber a free pardon, which is herewith en-
closed.
" But while he has arrived at this conclusion, from a
consideration of all the documents in his possession,
comprising very material circumstances which have
transpired since the conviction, Sir George Grey feels
bound to add that he sees no reason to doubt that the
verdict of the jury was warranted by the facts proved
at his trial ; and although he now believes Mr. Barber
to have been free from any guilty participation in the
frauds of which he was made the instrument, he thinks
that greater prudence and caution on his part would
have exempted hits from the suspicion to which his
conduct in the transactions in question naturally ex-
posed him.—l am, Sir, your
oobßeNdiEent servant,w LEWIS.
" A. Stevenson, Esq., 19, Essex-street, Strand."

RAILWAY SHARE MARKETS.
LIVERPOOL, Nov. 13.

STOOK EXCHANGE.—The market for shares has closed
flatly this morning, and prices have receded. The sales are
—Caledonian, Preference. dis.—Great Northern, 12%
dis.—London and North. Western, 113 L4—Ditto, New Quar-
ters, 1 c. p.—Ditto (Huddersfield and Manchester), 22
Manchester, Sheffield, and Lincolnshire, 101. Preference
974—Midland Stock, 83—Ditto, New Halves, B%—North
Staffordshire, .574 dis.—North-Western, 9 dis.—Sonth-
Eastern and Dover, No. 2, 12 dis.—Ditto, No. 4, Thirds,
6% —York, Newcastle, and Berwick, 107—Ditto (G. N. E.
Purchase), % dis.

_
MANCHESTER, Nov. 13.
STOCK EXCIIANGE.—The sales are—West Riding Union,
dis.—South-Eastern and Dover. No. 4, 6 13.16—New-
castle, Preference, 34 dis.—North Staffordshire, 6—Leeds,
Preference, 1/ p.—Leeds, 321. Shares, 841 dis.—Manchester
and Birmingham, Quarters (A and B), % p.
BIRMINGHAM, Nov. 13.
STOCK EXCHANGE.—The sales are—Shropshire Union,
443.3 d. dis. for the next account—South Staffordshire, 88s. 9d.
dis. for the next account—Midland, 6;:i Shares, 113%---
Bristol and Birmingham, 4'4 p.

A. quail was shot last week on the lands of Barbis.
tun, near Dalrymple, by G. M. Cunninghame, El.q. This
bird is rare in this locality, though in France, and in.
deed all over the continent, it is quite common. It is
about the size of a snipe, which it resembles in shape.
The bill is like that of a partridge. As an article of
food it is excellent.—Ayr Advertiser.

SK- ,-T---
4
tel/gl'Srati4-',-'' I 1
tief,•tia.l4 fiiiii:!. r,
- . '

.
ait
I t
Vir-iecOry,
led. ind-I4speavd:
. • '
.e .

•
441cit-el-
qol'mzw ?\i`i 'esl"o.
• . ,c-0
0,1•741%• - 2
- i•-
~ar. 4.k„.
C kty Z.' ' •PA ;
• •')
•;","