The Sun.
London, England, 1846-11-28 00:00:00

THE SUN, LONDON, SATITRDAy EVENINeI. NOVEMBER is, 1816

METROPOLITAN GRAVE-YARDS.
Mr. G. A. Walker, a surgeon, and the author of
several works on metropolitan sepulture, commenced the
first of a series of lectures, last evening, at the Me-
ehanies' Institution, Southampton-buildings, on the
moral and physical effects arising from the practice of
interring the dead in the midst of the living. He said,
it seemed strange that in the middle or the nineteenth
century—in the capital of the civilised world—in a
count", distinguished for its respect for public decency,
for high moral feeling, and, above all, for its profession
of Christian principles—any necessity should exist fer
an appeal against a practice which inevitably led to re-
sults that inflicted deep injury on public morals, and
which was highly detrimental to the health of the
community. Yet such was the fact. Scarcely a day
passed without their witnessing the most revolting
violations of the sanctuaries of the dead ; whilst
the hundreds of burytng places in this large me-
tropolis, permitted to exist in the midst of its living
population, were so many centres of infection, labora-
tories of malaria, whence issue most offensive and deadly
compounds, the gaseous products of human putrefaction,
the food, if not the principle, of malignant disease and
premature death. As Christians they were called upon to
crush, and for ever, a system that necessarily entailed
and imposed the daily execution of deeds, from the per-
petration of which barbarians would recoil with abhor-
rence—as men, as members of a civilised community,
it was their duty to remove constantly increasing causes
of discomfort, disease, and frequently inconceivable
suffering ; existing more especially among their
poorer brethren, whose poverty, and whose avocations
too frequently compelled them to reside in localities
where th,e evil was most prominent—where the burying-
places, rAtblic and private, were more numerous and
most dangerously surcharged. He had employed,
during many years, every legitimate means for the pur-
pose of effecting this great moral and sanatory reforma-
tion, and his object in commencing this series of lectures
was in the hope that at their conclusion, sympathies
newly awakened, and judgments more fully informed,
might result in such an expression of opinion, as should
convince all but the unduly prejudiced or the deeply in-
terested, that the confidence of a too generous public
might neither be systematically abused nor insulted with
inpunity, and that ere long they would demand from the
Legislature the complete abolition of a system which
weighed down the energies of the strong, imperilled the
life of the weak, and lowered the standard of vitality in
the aggregate population. After disclaiming that he was
actuated by any personal motive in entering on his cru
sade against interment in populous cities, and indig-
nantly denying the charge imputed to him, that
he had made a vile attempt to impose upon the
public and the Legislature in the books he had written
on the subject, and by the evidence given by him before
a Parliamentary Committee, appointed to investigate the
subject, he went on to illustrate by unmistakeable data,
the condition of many of the grave-yards of London, and
the evils which they had caused, and were causing, to
those located in their vicinity. There was scarcely a single
grave-yard vault, or receptai,le for the dead, in London,
that was not over-charged ; they were not under any
superintendence, and large profits were derived from
-them bodies were mutilated and destroyed in various
stages of decomposition in order to make room for others.
The mortality in London annually might be computed at
52,000, or 260,000 in five years, which was the lowest
possible period which should be allowed for the destruc-
tion of the hiiman body in graves. An acre of ground
contained 43,580 square feet, which, divided by 32, the
number of square feet required for a single adult
interment, would give 1,361 as the number of spaces let
for graves in an acre of ground. If the burying grounds
of London, some of which had been in use for centu
riee, contained only eighty acres, portions of which had
been pre-occupied by monuments, tomb-, headstones,
&e., this space would receive l 09,00) bodies, which
would leave, in five years, 151,000 bodies to be disposed
of, or in other words, uninterred—hence had resulted
the mutilation of bodies and the destruction of their cof-
fins ; and the same system prevailed in most of the ether
large towns of the empire. The statistics which the
lecturer furnished proved, that the churchyards of London
are just so many masses of human corruption, that num-
bers had died from simply inhaling the gaseous dis-
charge, and that the time had long since arrived when
interment in London, and all crowded cities, should be
strictly forbidden by the Legislature, and
.the dead in-
terred in cemeteries in the suburbs.
Mr. Walker was attentively listened to and applaud( d
by a numerous and sympathising audience.

THE PROPOSED EXPEDITION OF

GENERAL FLORES TO THE EQUADOR.

The Lords of the Treasury having directed the legal
process to be proceeded with against the Glenelg India-
man, and the Monarch and Neptune steam-ships, which
were intended to take part in the proposed expedition of
General Flores to the Equador, the following particu-
lars relating to the contemplated invasion may be read
with interest:—

In the early part of June the directors of the General
Steam Navigation Company were applied to for the sale
of two of their powerful steamers, and eventually two
were disposed of, viz., the Monarch and the Neptune.
About the same time application was made from the
same quarter to Mr. Green, the owner of the Glenelg,
and which was then lying in the East India Docks,
for its purchase, which was also effected. The pur-
chase money was paid, and they wore consigned to a
Captain Chararete, who formerly was a marine
captain in the East India Company's service. Their
complete repair was immediately proceeded with,
the utmost expedition being used in getting them
ready fur sea. They were represented to be fins foreign
service, and that the Glenelg would be employed as an
emigrant ship. The unusual description of work for the
merchant's service mmsetioned in the shipwright's con-
tracts excited at therirme much attention, but similar
work having been done to other vessels in the dock,
and sanctioned by the English Government, the sus-
picions created by the fitting of the Glenelg and the
steamers passed away. About the beginning of Sep-
tember, however, the fact of a Colonel, who had served
under General Flores in Columbia, being in London,
atithorised, as it was said, to engage men to aid the
Spaniards in a certain expedition, and also to grant
commissions to officers with tho same view, greeted more
specific suspicions as to the purposes for which the
vessels were intended. By the following month facts
had tranapired which tended to confirm previous suppo-
sitions; and en the 20th of that month, Lord Palmerston
regeived a protest in respect to them, signed by Baring
Bs-others and Co., and the principal firms in the City.
And subsequently a second protest was forwarded from
the president of the Manchester Commercial Association,
embodying the same facts.
To this protest a reply was received, which has been
already published, announcing that the attention of the
Government was directed to the subject; and in fact
rneasares were immediately taken to ascertain the truth
of the alleged suspicions. The Customs were directed
to institute inquiries, and several of the most active
officers connected with the detective police force were
erplinyed in the proceeding. A few days' exertion suf
fito warrant the interference of the Government.
'The principals were watched from place to place, and
equitinents of a most warlike character were proved to
among their prepaTationr.
The fitting out of the vessel proceeded with much
celerity, and they were appointed to leave on last
Thursday. From some unexplained circumstance the
steamers did not leave on that day. The Glenelg,
howeverg_ sailed down the river, and took up the usual
moorings off Gravesend. At this juncture, it appears,
the Government had directed the detention of the
vessel, and in the course of the evening Mr. Forsayth,
the principal jerquer of the Customs, accompanied
by a staff of officers, boarded her, and seized her
under the Equipment and Enlistment Act, the 59th of
Geo. 111., cap. 69, fur being unlawfully equipped, with-
out the sanction of her Majesty, for the purpose of com-
mencing hostilities against a foreign power. There
were on board, besides the ship's company (which ap-
peared only to be .half-manned), 250 young men, who
seemed to have been recently in the most destitute con-
dition. The officers who had charge of the vessel
frankly admitted that the men had enlisted to become
either soldiers or marines, and that she was to
touch at Corunna. To a casual observer the vessel
appeared to have been fitted out as an ordinary
emigrant ship, but closer inspection showed
that the arrangements were very rudely put
together. She is a very large vessel, being
1,200 tons burden. She has three decks, and certainly
in the present state may be more properly termed a
transport ship than one in the emigrant trade. No am-
munition was found by the Government officers, but of
course it is difficult to state what she may really hold
while her cargo is cleared out. Since her seizure the
Lords of the Treasury have ordered her return to Black-
wall for that purpose. The steamers were seized on
Friday on behalf of the Crown, by Mr. Forsayth, and on
inspecting:them there can be no doubt of the purposes
for which they were intended ; they have been entirely
new rigged and altered to carry guns of large calibre.
Since the detention of the three ships the Lords of
the Treasury have received a petition from Captain
Chararete (who was eventually to be appointed as the
Admital of the fleet), soliciting their restitution, assert
ing that they were his own property, that he had fitted
them out as a matter of speculation, he intended to
take them to the 9past of Spain, an the to dispose of
them at the best advantage to himsd elf.er The result of
the application has not transpired.
The is every reason to believe that a large amount
of amsunition and guns have already been shipped, not
only in the Thames, but at Liverpool and Southampton,
for the coast f
Spain. Even as late as last Saturday
week a vessel assuming French colours left the river
from Erith, with 3,0001b5. of gunpowder, her papers
stating her to be for Cabe.
Shoald the vessels be proved to be of the description
suspected, they will not only be confiscated to the Crown,
but the owners aro liable to imprisonment and fine.
General Flores is at present in London.

SALAiti,ES Or THE DATAxim.—We are much gratified
i being able to announce, that an increase of the salaries
the Dayanira (of 601. each per annum) has just been
,in
aninaonsty recommended by the Board of the Conjoint
Committee of the three City Synagogues to their re-
spec'© comcgamities. No doubt is entertained that
this reconinierEatiaa which we are happy to learn was
atuon
ed gly supikort, the Rev. the Chief Rabbi, will be
atet to by the above Synagogues. As our humble
efforts in urging the claims of the Eayanim in several
leading articles on "Our Ecclesiastical Courts" have
been instrumental to the furtherance of the above reso-
lution, we derive a double pleasure from the prompt
response made to an appeal, emanating from a sense of
justice, and reverence for our religious institutions.—
Jewish Chronicle.
SINGULAR IMPORTATION. A vessel arrived at
Liverpool has brought, in addition to a general cargo of
dried fruits, five tons weight of locusts. This appears to
li.ie. a very singular article of importation, but the purport
of *be same is not apparent.

RAILWAY FARES.

The following are extracts from the evidence printed,
together with the second report from the Select Commit-
tee on Railway Acts Enactments. It illustrates the fare
system abroad as well as at home. The first extracts
are from the testimony of W. Reed. Esq.
Will you now state the rates charged upon the Paris
and Rouen Railway ?—For first class passengers we
charge 16 francs, which may be called 125. 9d.; that is
1 8-10 d. per mile.
Including how much luggage ?--Fifteen kilogrammes;
30 pounds.
What is the charge for passengers' laggage exceeding
30 pounds ?—Six francs the 100 kilogrammes, which is
about 2s. 6d. a hundred.
Is not that much less than is now allowed upon the
new lines ?—Yes ; on new lines the quantity of luggage
allowed is doubled.
What is the fare by the second class ?—The second
class is 13 francs, which is 105. 4fd.; and that is about
1-46 d. per mile English.
What luggage is allowed for the second class ?—The
same quantity.
Are those second-class passengers carried in closed
carriages ?—ln closed carriages, which are lined, glazed,
and cushioned.
What are the third class ?—The third class we charge
10 francs, which you may call Bs., that is, I-13d., a little
more than a penny and a tenth.
What luggage do you allow the third-class passengers?
—The same.
What description of carriages ?—Open carriages ; at
present entirely open.
With seats ?—With seats, but no curtains and no roof.
Then we send also third-class passengers by our goods
trains, and we charge those people 6 francs, which is
4s. 91d. for the whole distance, which is at the rate of
two thirds of a penny per mile, as nearly as possible.
What is the difference of speed between your goods
trains and the other trains ?—We are about six hours
going by the goods trains, and four by the others, so that
we can carry 80 miles for 4s. 91d.
Do the goods trains start during the daytime, as other
trains ?—They start at one o'clock in the day.
Have you as many of those trains as you have of
others ?—No, we have only one in the day ; all the rest
of our goods go at night. They are essenti ally goods
trains. We are as particular about our goods trains in
France as we are about passenger trains. There is one
starts about one o'clock in the day.
Does it load very much ?—Not very much.
What luggage is allowed' to the third-class passengers
by the goods trains ? The same luggage in all cases.
Are your rates higher than upon the Orleans line ?
I think they are higher than upon any new railway in
France. It is right that I should state that these are
the rates from end to end of the line ; but we felt it ex-
pedient, about a twelvemonth ago, to lower those rates
for the first 35 miles out of Paris, and the intermediate
stations, and also for the first 18 or 19 miles out of
Rouen, so as to give to the inhabitants of those large
towns an opportunity of going cheaply comparatively
short distances - take the instance from Paris to Mai
sons ;itis 17 kilometres. We are allowed to charge
10 centimes a kilometre, and the fare, therefore, would
be 1 franc 70 centimes. Instead of that we take now
1 franc 25 centimes ; in round numbers it comes to
10 miles for Is., and, therefore, it is 1 2-101 a mile for
. the second-class passengers going ten miles out of the
metropolis. The intermediate distances we have also
lowered, more especially those near to the two termini.
You think it is no advantage to the Rouen line to have
a higher rate of charge than the Orleans ?—I think not;
of course it remains to be tried ; my own opinion is that
it is not an advantage.
With a line to Caen charging Orleans prices, it would
not be practicable to continue the higher charges upon
the Rouen ?—No ; I think there is an understanding that
we shall eharge the lower rates for all passengers join-
ing us at Caen, and if it comes to that we shall of course
have to do it for the whole.

Then the charge will be uniform for all the great lines
in France ?—Yes ; I think the French Government have
come to this conclusion, that they will have ono tariff for
passengers on all the lines ; and if the traffic on some
lines is not sufficiently remunerative the 3 will make it
up in some other way, either by making part of the rail-
way at their own cost, or lending or giving a sum of
money, so as to make it worth while to carry passen-
gers at that price.
You mean that they intend to have a maximum rate
for all lines ?—Yes.

They would not object to the company's reducing
their rates ?—No, if any one would be weak enough to
take a railway without remuneration, I dare say they
would not object to that ' • but all laws for making rail-
ways in France emanate from the Government, and are
founded upon estimates of the cost and traffic previously
ascertained. If they found that it was not likely to be
remunerative at those prices, they would give something
to make it so.

What do they consider a remunerative rate of interest
to the parties ?—From five to six per cent.
Will you now state what classes of persons you are
obliged to carry, by the law applicable to your line, at a
less price than your ordinary rate ?—We are obliged to
carry the military at half-price.
And the military going in bodies at a less price still ?
—No, that is so in subsequent concessions, but does not
apply to the Rouen Railway.
Under article 43, solders and sailors going singly upon
the public service must be carried at half-price ?—Yes.
Yon have had experience of the different systems
which prevail on the lines of railroad in France and in
England ; it is your opinion that the fares on the
lines of railroad in this country are higher than are
necessary for a profit?—Yes, I have always been of that
opinion.
Do you think that if the fares had been lower the

lines would have been as profitable, or even more so,
than they have in fact been?—l believe they woukl have
been more profitable.
From your experience should you say that it was wise
on the part of railway companies to discourage third-
class passengers, by placing them in uncom►ortable car-
riages?—No, the experience which I have had in France
goes directly to destroy that notion, if I had ever enter-
tained it. When we first opened the Rouen line, having
been always bound to take third-class carriages, we put
third-class carriages to two trains a day only. The
Government insisted upon it that by the law we
ought to attach them to every train. We con-
tested that doctrine, and we went on contesting it I
suppose for nearly twelve months; during those twelve
months we merely took third-class passengers by two
trains a day ; ultimately we began to alter our opinion,
and to think it would be better to attach third-class car-
riages to every train. We did so, and we have gone on
increasing the number of passengers and our receipts
ever since. We opened the railway on the 9th of May,
1843 ; up to the 31st of December of that year we took
of first-class passengers, 73,811 ; of second class passen-
gers, 251,250 ; and of third-class passengers, 99,C82.
During that time there were only two-third-class
trains running daily ?—Exactly ; in the beginning of
the year, 1844 we began to attach third-class carriages
to each train ; we took in that year 108,170 first-class
passengers, second-class 332,296, and third class 341,844.
[n the following year we took first-class passengers
120,568, second class 434,343, and third-class 410,760.
These numbers will show that, although the number of
first and second-class passengers was not diminished,
but augmented, we had an immense augmentation of
third-class passengers.
Were the second-class passengers carried during the
whole of that time in closed carriages ?—Yes.
In what kind of carriages were the third-class pas-
sengers carried?—ln open carriages with benches in
them.

Are they now carried in that way?—They are still so
carried; but the French Government have insisted, in
all the latter lines, that the third-class carriages shall
be covered; that is to say, shall have a roof, and curtains
on the sides, for which additional comfort to the public
•hey have agreed to allow 5i centimes for a kilometre
to be charged instead of five, which was given before.
The fare is raised to the third-class passengers to that
amount ?—Yes, half a centime to the kilometre.
Is the Ronan line about to conform to that ?—I men-
tioned on Friday that the tariff on the Rouen line is
higher than any other in France. We have altered the
tariff in practice as to short distances upon the line. I
have no doubt that we shall eventually find it our in-

terest to make it general, and conform to the standard
of the Orleans Railway ; but we are not compelled to
do so by law.
You carry a great many English people upon that
line ?—Yes, a great many of the first-class passengers are
English.
Is it not the c tse that you carry more first-class
passengers than many foreign railways carry, because
there are so many English who travel upon the line?—l
believe that it is so.
Is it not the case that on foreign railways generally
there are few first-class passengers?—l believe about ten
per cent.
Is there the same difference in the rate of fares
between first-class, second-class, and third class pas-
sengers, as there is in England?—No; the French tariff
is, in my opinion, better. In the case of the Rouen line
the fares are in the proportion of five, four, and three,
between the three classes.
D.Salomons,E
of
Esq.
Have you had any opportunities ascertaining what
are the comparative charges made for passengers and
goods on French and English railways?—l have. I wish
to state, in the first instance, that I went over to France
with Mr. Robert Stephenson and others, when the
northern line of France was first projected, in the year
1843, and my attention having thus been directed in the
first instance to the statistics of French railways, I have
since taken an interest in other lines, and from these
circumstances have been induced to make inquiries, and
to collect information respecting the general system of
French railways.
Will you give the Committee any examples or com-
parative statements
with which you may be furnished on
the subject? —[ thought, perhaps, the most convenient
way might
be to examine the comparative fares on some
of the completed lines of railway in France, such as the
Orleans and the Rouen Railways, with lines of a nearly
similar length in England. I have taken the Orleans
Railway for one, and the Rouen for another. The Paris
to Orleans Rtilway is 121 kilometres, or 76 miles long;
the Rouen is 136 kilometres, or 85 miles long. I have
Luken, in comparison with them, the South• Eastern to
Folkestone and Dover, which is 88 miles; the South-
Western, which is, I think, about 75 or 76 miles; the
Birmingham, from London to Rugby, which is 85, and
the Manchester to Birmingham, which is 85 miles. I
find that the charge for the first class to Dover is 155.;
the second class, 10s.; the third class, 6s. I find from
London to Rugby it is 14s. 6d. first class, 10s. second,
and 68.11 d. third class. On the Manchester and Bir-
mingham, the first class is 155.; second class, 11s.; and
third class, 7s. ld. The fare for the first class on the
Rouen is 135.; for the second class, 105. 9d.; and for the
third class, open carriages, Bs. 3d. I refer in each case
to the fares actually charged. I find upon the Orleans,
which
is 76 miles long, they charge 12s. for. the coup 4
(this is a superior class); the ordinary first.clasa oharg 3
is 10s.; the second class, 76. 9d.i and the Nig class li

ss. 33. The South-Western is 14s. first class, 10s.
second, and 6s. 6d. third. I beg to state, with regard to I
the South Western, that I have excluded the fast and
express trains, which are charged rather higher. If I
calculated the tariff of the Orleans Railway, so as to
make it the same length as the Rouen, that is 85 miles,
instead of 76, its charge would be thus, according to the
tariff-11s. 63. for the first class, Bs. 9d. for the second
class, and 6s. for the third class. In instituting a fair
comparison between the English and the French railways,
we ought to observe that, upon French railways, there is
a very small amount of luggage allowed free of extra
charge. On the Orleans Railway it is only 15 kilo-
grammes, which is 30 pounds ; even half a pound
exceeding is charged for all classes by an increased scale
so as to make it 2s. extra; you cannot take a pound more
luggage on the Orleans Railway beyond the tariff with-
out being charged 2s. for the extra weight. I find that
on English lines of railway, on the Dover, for example,
you may carry 84 pounds first class, and 56 second and
third. On the London to Rugby line you are allowed
100 pounds first class, 100 pounds second class, and 56
third class. On the Manchester and Birmingham there
is 100 pounds first class, 100 second, and 60 third class
allowed. On the Rouen Railway it is only 15 kilo-
grammes. which is allowed, but now I think they are
become rather more liberal. There is another material
item, that of horses and carriages for travellers. You
pay for one horse on the South-Eastern line 345., for
two horses 463., for three horses 625. On the Rouen line
the prices are very nearly the same, 28s. for one horse,
455. for two, and 625. for three horses. But on the
Orleans you pay 303. for one horse, 555. for two horses,
and 755. for three horses. On the Manchester and
Birmingham line you pay 21s. for one horse, 425. for
two horses, and 63i. for three horses. For a carriage on
the Dover line you would pay 455.; on the Rouen line,
485.; on the Orleans, if it is a small carriage. you pay
503., if it has double seats, or has a box, you pay 765.
I have made a table, which I will put in, of the cost of a
family travelling to Dover, Rouen, or to Orleans. I
assume that the family would require two first-class
seats, two second-class seats, and the conveyance of a
carriage; the cost of such a family travelling to Dover
would be 955.; to Rouen, 955. 6d.; whereas the convey-
ance of the same persons to Orleans would be 118 s. 6.1.
To elucidate the facts still more with regard to the
charges for baggage, without which it is hardly fair to
look at the mere charge made for carrying passengers, I
wish to state to the committee that the overweight of
luggage on the Orleans line of railway, in the year
1644, was 6,952,085 kilogrammes; which was charged
375,288 f., or 15,0001., whereas the parcels or light goods
carried by the passenger trains amounted to 4,384,619
kilogrammes, the charge for which was 122,361 f., or
4,900/. ; from which it appears that they carried about
half the quantity more of passengers' luggage than they
dil of parcels and of light goods, and that they received
three times more than they received for their parcels.
Does that which ycu have now stated include all that
you wish to say respecting the fares of passengers and
luggage ?-I have only compared the Orleans line with
the Dover line ; and I think that I ought to state to the
committee that the Orleans tariff is adopted now as the
standard tariff in France on all lines, with the exception
of a relaxation to a larger amount of baggage ; there is
a larger amount of baggage now allowed ; the Northern
line allows 30 kilogrammes, which is 601b5., and the
Avignon to Marseilles tariff is 20 kilogrammes, or 401bs.
You are aware that the Northern line tariff, as respects
luggage, is adopted on all the other lines which have
lately been conceded P-I have stated that the tariff, as
regards passengers and luggage, has been extended to
601bs. instead of 301bs.

RAILWAY SHARE MARKETS.
BRISTOL, NOVEMBER 27.
STOCK EXCHANGE.—The sales are—Caledonian, New, 21.
3s. 91—Great Western, New, 63/4—Midland, 123—Ditto,
New, 6—North Staffordshire, 3/. lls. 3d.—Taff Vale, 133
—Vale of Neath, 1.

FRIDAY_ NIGHT'S GAZETTE.
DOWNING-STREET, Nov. 24, 1816.
The Queen has been pleased to appoint William a Beckett
and Roger Therry, Esqs. to be Puisne Judges of the
Supreme Court of the colony of New South Wales ; Alf. d
Cheeke, Esq., to be Commissioner of the Court of Requests,
and Thomas Callaghan, Esq., to be Crown Prosecutor in the
Court of Quarter Sessions in that colony.
Her Majesty has alao been pleased to appoint William
George Knox, Esq., to be Puisne Judge for the island of
Trinidad.
Her brajesty has further been pleased to appoint J.
Hooper Dawson, Esq., to be Chief Clerk and Registrar of the
Supreme Court, and Clerk of the Central Circuit Court, of
the island of Newfoundland.
Commissions by the Lord-Lieutenant of Dumbartonshire.
Sir Archibald Islay Campbell, Bart., to be Deputy Lieu-
tenant ; William Cunningham Bontine, Esq., to be Deputy-
Lieutenant.
COURT OF EXCHEQUER.
Michaelmas Term.--Tenth Victoria.
Wednesday, the 25th day of November, 1816.
This Court will, at the sittings already appointed to be
held on Saturday, the 12th day of December next, proceed
to give judgment in all the motions now standing for judg-
ment, and also in all causes now standing for judgment in
the new trial paper. BY THE COURT.
Read in open Court,
E. BExxErr.
WHITEHALL, Nov. 24.
The Lord Chancellor has appointed Christopher Carter
Foottit, of Newark-upon-Trent, in the county of Notting-
ham, Gent., to be a Master Extraordinary in the High Court
of Chancery.

BANKRUPTCIES SUPERSEDED.
John Brett, sheep-salesman, Luton, Bedfordshire.
Saul and Walter Samuel, woollen-drapers, Birmingham.
BANKRUPTS.
Alexander Russell, saddler, Ashford, Kent, to surrender
Dec. 4, and Jan. 8, at twelve, at the Court of Bankruptcy.
Belcher, official assignee; Crosby and Compton, Church-
court, Old Jewry.
John Bickerton, plait dealer, Luton, Bedfordshire, Dec. 10,
at half-past twelve, and Jan. 7, at one, at the Court of
Bankruptcy. Bell, official assignee, Coleman-street-build-
ings; Clarke, Fenchurch-street-buildings.
John Borer, grocer, Exmouth-street, Clerkenwell, on Dec 7,
at half-past twelve, and Jan. 11, at eleven, at the Court of
Bankruptcy. Graham, official assignee, Coleman- street ; Ness.
Dyer's-buildings, Holborn.
John Garratt, licensed victualler, Copenhagen-house, Is-
lington, Dec. 9, at half-past eleven, and Jan. 7, at twelve, at
the Court of Bankruptcy. Johnson, official assignee, Basing-
hall-street ; King and Co, Queen-street, Cheapside.
William Crosling, linen-draper, Billericay, Dec. 10, at one,
and Jan. 14, at twelve, at the Court of Bankruptcy. Bell,
official assignee, Coleman-street-buildings ; Jones, Size-lane.
Richard Nichols, jun..' bookseller, Birmingham, Dec. 8
and Jan. 2, at twelve, at the Birmingham District Court.
Whitmore, official assignee, Birmingham ; Spyer, Broad-
street-buildings; Spurrier and Chaplin, Birmingham.
—Samuel George Burton, gas manufacturer, Sidmouth,
Devonshire, Dec. 9 and 28, at eleven, at the Exeter District
Court. Hernaman, official assignee, Exeter; Terrell, Exeter;
Terrell, Gray's Inn-square.
Abraham Huddleston, corn miller, Boston, Yorkshire,
Dec. 9, and Dec. 28, at eleven, at the Leeds District Court.
Freeman, official assignee, Leeds; Sudlow, Sons, and Torr,
Chancery-lane; Shackleton, Leeds.
John Mintorn Vaughan, licensed victualler, Bristol, Dec.
11, at twelve, and Jan. 8, at eleven, at the Bristol District
Court. Hutton, official assignee, Bristol ; Castle, Bristol.
William Gawthorne, cabinet-maker, Liverpool, Dec. 7,
and Jan. 19, at eleven, at the Liverpool District Court..
Turner, official assignee, Liverpool ; Gregory and Co., Bed-
ford-row, London; Belshaw, Liverpool.
Peter Jones and Edward Everett, joiners, Liverpool, Dec.
14, and Jan. 7, at eleven, at the Liverpool District Court.
Cazenoye, official assignee, Liverpool ; Storoy, Featherstone-
buildings, London; Ewer, Liverpool.
PRICE OF SUGAR.
The average price of Brown or Muscovado Sugar, computed
from the returns made in the week ending November 24,
1846, is 335. 10 d. per cwt.
DIVIDENDS DECLARED.
J. Salmon, builder, Beaumont, Essex—first div. of 4s. 9d.
in the pound, on Saturday, Nov. 28, and two subsequent
Saturdays, at the office of Mr. Edwards, Frederick's-place,
Old Jewry.
J. Bunn, builder, Norwich—first div. of 4s. 10d. in the
pound. any Wednesday, at the office of Mr. Graham, Cole
man-street.
B. Fenwick, draper, Newcastle-upon-Tyne—first div. of ss.
in the pound, on any Saturday, at the office of Mr. Baker,
Newcastle-upon-Tyne.
S. Pilling and R. G. Watson, wine merchants, Gateshead,
Durham—second div. of 3d. in the pound, on any Saturday,
at the office of Mr. Wakley, Newcastle-upon-Tyne.
T. and G. Snaith, ironmongers, Bishop Auckland, Durham
—second div. of 2s. 4d. in the pound, on any Saturday, at the
office of Mr. Wakley, Newcastle-upon-Tyne.
DIVIDENDS.
At the Court of Bankruptcy, Basinghall-street.
J. Benstead, hosier, Fleet-street, Dec. 19, at eleven—W. H.
Cox, boat builder, Belvedere-road, Lambeth, Dec. 19, at one
—S. F. Stephens, bill broker, Old Broad-street, City, Dee.lB
at two—E. P. Sardinson, J. Weston, and H March, waz.e•
housemen, Wood-street, City, Dec. 18, at half-past one—J.
C. Staines,tailor, Oundle, Northamptonshire, Dec. 18, at half
past twelve.

demand has been limited for all kinds; the home deliveries
continue large. Geneva has been only in limited request,
and a further decline in prices took place, the market being
better supplied. For British made Spirits the demand is still
as extensive as ever, and prices are firm.
INDIGO.—This afternoon at public sale 68 serons of Gua-
temala Indigo were partly disposed of at fully former rates,
and went at 2s Gd to 4s 9d. .

. ....
COCIIINEAL.—This afternoon the quantity offered at public
sale amounted to 137 bags Honduras ; the demand was
active, and the whole sold at ld to 2d per lb advance—good
ord to fine silvers fetching 53 to 5s 84 per lb.
SAurPrrna.—To-day rough met with attention, and pri-
vately- a fair business was transacted ; 400 bags of Calcutta
at auction sold at stiffer rates, and brought 25s 6d for good
mid grey rather damp small chrystal, 7 per cent refraction.
Ofts.—This afternoon the quantity of Sperm Oil and
Headmatter offered at public sale amounted to 140 tons, and
sold at easier rates, viz., British of first quality at 861. to
871., and Headmatter 891. Southern is cheaper; 100 tons at
auction selling at 28/. 10s. to 291. ss. for good to fine.