The Sun.
London, England, 1846-01-06 00:00:00

YORK, JAN. 3.

RAILWAY INTELLIGENCE.

THE NARROW GAUGE.

YORK, SATURDAY.—The experiments of speed and
tractive power on the narrow gauge were brousht to a
close yestereay by the running of two heavy trains—the
one weighed with 200 toes, and the other with 400 tons.
The party
less and less, end to-day it consisted only of Mr. Bidder,
accompanying the trips has gradually become
Mr. Gooch, Mr. S. Clarke,' Mr. W. Harding. and Mr.
Calry. I was informed by Mr. Bidder that Professor
Airey had returned to town, but that we should have
with us " one Commissioner." Professor Barlow, how.
ever, did not make his appearance, and the train started
without him. It consisted of about twenty trucks
weighted with iron rails, and with one first-class carriage.
attached. The whole weight was 200 tons. The engine
selected was the Hercules, belonging to the York and
Norih Midland Compaty. She is a very powerful engine.
The area -of her fire-box is 60 feet; area of tubes, 900
feet; diameter of cylinders, 15 inches; length of stroke,
24 inches; diameter of wheels
(all coupled), 4 feet 8
inches; weight, 20 tons. The arrangemeet was that
stoppages should be made at every station, in order to
show what might be practically expected as the every
day work of an engine on the narrow gauge with a long
and heavy train. These delays, however, proved so
tedious, that, alter calling at six stations, the arrange-
ment was abandoned, and the remaining stations were
skipped. We left York at twenty. six minutes and
ten seconds past nine, and arrived at Darlington
(forty-three miles) at twenty-six minutes past
twelse, having been two hours, fifty-nine minutes,
and fifty seconds on the road. From this time
however, 40 minutes and 29 secunds taken up by the
stoppages, must be deducted. This reduces the time of
actual progression to 2 hours, 19 minutes, 21 secends,
being nearly 18} miles per hour. Including the stop-
pages, the rate averages something more than !4k miles
per hour. Had stoppages been made at the remaining
stations of Northallerton, Colton, and Croft, it is fair to
presnme"drarStStnetf ing hlnVir:l-:ttaithlers delay of
minutes would have been the consequence ; and taking
that into consideration, a practical result is shown of an
average of nearly 13 miles an hour. Tne maximum
speed attained was one mile in 2 minutes 25 seconds, or
nearly 25 miles an hour. The day was calm, and well
suited to elicit the best speed. It must be added, how-
aver, that this train proceeded against the prevailing
gradients, as will be seen fro:n the tab'e annexed. Dar-
lington is considerably higher than York. After some
delay at Darlington, a great many other trucks were
added to the train, the length of which was extended to

290 yards. There were forty-seven vehicles, trucks and
carriages, and the train was weighted to 400 tons. This

monster train left Darlington at fifty-five minutes past
one, and ran through to York, without any stoppages, a
:iouble tender having been added to the engine, so as to
ensure a suffici,nt supply of water and all the necessary
auxiliaries. The result of this trip being somewhat re-
markab:e, the speed exceeding that of the 200 tons train,
[ annex a table of speed similar to those which I have
hitherto employed :

Min. Sec.l Min. Sec
Ist to 2,1 mile ... 4 0 23d to 24th mile ... 3 1
2d to 3d mile ... 2 20 !24th to 25th mile ... 2 50
3d to 4th mile ... 2 10 25th to 26th mile ... 2 50
4th to sth mile .. 3 30 126th to 27th mile ... 3 10
sth to 6th mile ... 6 20 127th to 28th mile ... 2 50
6th to 7th mile ... 3 40 ;28th to 29th mile ... 2 30
7th to Bth mile ... 2 20 :29th to 30th mile ... 2 40
Bth to 9th mile ... 2 10 30th to 31st mile ... 2 40
9th to 10th mile ... 2 10 '3lst to 32d mile ... 2 35
10th to 11th mile ... 2 20 !32d to 3.3 d mile ... 2 35
11th to 12th mile 2 40 '33d to 34th mile ... 2 50
12th to 13th mile ... 3 20 34th to 35th mile ... 4 0
13th to 14th mile .. 3 0 35th to 36th mile ... 5 10
14th to 15th mile ... 3 0 136th to 37th mile ... 7 20
15th to 16th mile 2 40 137th to 38th mile ... 6 30
16th to 17th mile ... 2 20 ;38th tc 39th mile ... 3 30
17th to 18th mile ... 1 10 39th to 40th mile ... 8 80
18th to 19th mile 2 10 40th to 41st mile ... 3 0
19th to 20th mile ... 2 10 41st to 42d mile ... 3 0
20th to 21st mile ... 2 4 !4?(1 to 43d. mile ... 3 0
21st to 22d mile 2 30 :43d to 44th mile ... 3 20
22d to 23d mile ... 3 25

The train reached York at 10 minutes 20 seconds past
four, and the journey of 43 miles was thus performed in
2 hours 15 minutes 20 seconds, being an average speed
of something more than 19 miles an hour. The maxi-
mum speed attained was a mile in 2 minutes and 4
seconds, or upwards of 29 miles an hour, whilst a speed
of nearly 28 miles an hour was attained over and over
again. This, taking it per se, is a remarkable result ;
and the question naturally presents itself, " How is it
that the average speed with the 400 tons train was
greater than with the 200 tons train ?" This may be
accounted for by the combination of three causes. In
the first place, the very slight breeze that existed was
in favour of the 400 tons train ; secondly, as there were
❑o stoppages with the large train, the time lost in
slacking and getting up the steam, previous to arriving
at a station and just on leaving it, forms no element in
the time occupied by the journey ; and lastly, the de-
scending gradients.
I yesterday visited the spot where the accident oc-
curred which was so nearly proving fatal to poor Hob-
son, the fireman, and I am convinced, from the appear-
ance of the rails at that part of the line, as well as on
other portions, that the oscillation of the engine (in this
case an inside cylinder one) must have been very con-
siderable. Had it not been so the chair would not have
given way at this time, though sooner or later it must
have gone. Hobson, lam happy to tell you, is now
much better, and no danger is apprehended.
These experiments having been brought to a close, it
may be well to make a few observations on the mode in
which they have been conducted by the competing par-
ties. On the Great Western the days for experiments
having been previously fixed, on those days the trains
ran, an:.► with the trains in the order also which had been
agreed on. Mr. Bidder, on the narrow gauge, would not
run an eighty-ton train when the wind was at all high,
or the weather in the least unfavourable, and the con-
sequence is that the narrow gauge experiments were
made under much more favourable circumstances than
the Great Western experiments, as far as weather at
least is concerned. Mr. Brunel ran all the trains
which it had been previously arranged with the sanction
of the Commissioners should be run. Mr. Biddle
only ran one train, which could be regarded as
a perfect parallel with any experiment made on the
Great Western, but ran other trains of 40, 200, and
400 tons respectively, whicA had not previously been
agreed upon, nor run by the Great Western. On the
Great Western the train was always brought to a stand
at the first mile post. On the York and Darlington the
trains did not stop at the first mile post, but passed it at
speeds averaging from ten to fifteen miles per hour, so
that time being corrected from the moment of leaving
the first mile post the narrow gauge had an advantage
over the Great Western in not starting from a state of
rest.

I now annex a table, showing side by side the speed
attained on each line with the 80 tons trains, and in
giving this table it is only necessary to observe that the
gradients, in either case very inconsiderable, are some-
what more favourable on the Great Western than on
the York and Darlington—the curves on the latter,
however, are fewer. As the distance traversed by the
Great Western was 52 miles, I take, in order to make
the cases as parallel as possible, the firt 42 and then
the 52d mile. In each experiment the train was work-
ing up against the gradients, in the one case from
Paddington to Didcot, in the other from York to
Darlington:

Narrow Broad Narrow
Gauge. Guage. Guage.

Time, Time, Time, Time,
each each lost gained
mile in mile in in in

seconds. seconds. seconds. seconds.

Passed the
Ist mile-
post at 2 938
2 ... 111 48 ... 130 ... 122 8 ... 0
3 ... 2 13 18 ... 90 ... 118 0 ... 18
4 ... 214 34 .. 76 ... 90 0 14
5 ... 2 15 52 ... 68 ... 80 0 2
6 ... 917 11 79 74 5 - 0
7 ... 2 18 25 ... 74 ... 75 0
8 2 19 40 75 ... 68 7 0
9 ... 220 52 ... 72 ••• 68••• 4 0
10 ... 2 22 5 ... 73 74 0
11 ... 223 18 73
7073 —• 0 ... 0
12 ... 224 30 ... 72 ••• 12 .. 0
13 ... 225 48 ... 78 65 13 0
14 ... 227 8 ... 80 ••• 65 .. 15 0
15 ... 2 28 26 ... 78 ... 66 12
16 ... 229 40 ... 74 ... 6
17 ... 230 54 ... 74 67 7 u 0
18 ... 232 12 ... 67 11 0
19 ... 233 34 .. 82 ... 68 14 0
20 ... 235 0 ... 36 ... 68 „ 18 0
21 ... 236 22 82 ••• 69 —• 13 ... 0
22 2 31 44 ... 82 69 13 0
23 ... 2 39 0 ... 76 ... 69 7 0
24 ... 2 40 18 ... 78 ••• 69 8
25 ... 2 41 40 ... 82 72 10 0
26 2 43 0 ... 80 ... 71 9
27 ... 244 20 ... 80 ••• 71
28 ... 2 45 34 ... 74 71 3
29 ... 246 50 .. 76 70 6 0
30 ... 248 14 ... 84 69 15 ... 0
31 ... 249 32 78 11 7 0
32 ... 2 50 50 ... 78 74
33 ... 2 52 8 ... 78 ... 73 00
34 ... 253 25 ... 77 71 67 00
35 ... 2 54 42 ... 77 70
36 ... 256 0 78 708 ... 0
37 .. 257 28 ... 88 ... 70... 18 .. 0
38 ... 259 0 ••• 92 ••• " . 21 0
39 ... 3 0 30 ... 90 71 19 0
40 ... 3 155 ... 85 ••• 70 15 ... 0
41 ... 3 3 18 ... 83 ••• 70 ... 13 0
42 ... 3 442 ... 84 ••• 72 ... 12 0
43 ... 3 442 ... 84 73 11 .. 0
44 ... 3 8 8 118 ... 102 16 0
From the above it will be seen that in the 43 miles the
narrow gauge lost 397 seconds, and gained 36, or lost in
all 5 minutes 35 seconds. This is an amount scarcely
appreciabh•, but it must be remembered that the wea-
ther was more in favour of the narrow than the broad
gauge.

What the Commissioners will gather from these ex-
periments to aid them in coming to a conclusion as to
the effect of the two gauges on the commercial interests
of the country it is difficult to imagine. That the Great
Western can accomplish higher velocities that can be
attained on the narrow gauge is evident, whilst the acci-
dent, which has already been recorded, occurred most un-
fortunately at a time when the narrow gauge party were
attempting to show what speed could be attained con-

sistently with perfect safety. Probably either system is
at present sufficient for the requirements of the country
through which it extends, but when the time comes fur
filling- up that large triangle between the Great Western
and the London and Birmingham systems, including the
whole of %Vales, which is at
present almost untraverscd
gby railways, and for which competing schemes put forth
by the contending gauges are in the field, it is evident
that some step must be taken either to ensure a uni
fortuity of gauge or take care that the interests of coin •
merce shall not suffer from the break of it.
Annexed is a table of the gradients on the York and
Darlington lices, calculating from York:—
Length of Gradient. Rate of Inclination.
1 mile 7 furlongs. Descending. 4.60 feet per mile.
2 ,y 14 11 Ascending. 4.48
8 „ 52 , Ditto. 136
5 91 36 Pt Ditto. 6.56
4 „ 58 „ Ditto. 0.48
2 „ 3
Level.
~
5 „ 61 ~ Ascending.
1 „31 , Descending.
1 e 6
Ditto.
71
2 „ 11 , Ditto.
4 „ 16 ~ Ascending.
0 „ 9
Level.
~
2 „ 51 „ Descending.
2 „ 65 „ Ascending.
0 ~ 49 „ Ditto.
We have received from Mr. Chat
Lary to the Great Western, the fo
tion :

8.40
ff
2.56 f f
4.18
2.16
8.80 f t

14 00 ~
11.52 If
12.00 ~
les S2unders, secre-
'lowing- communica-

" London Terminus, Paddington, Jan. 3.
" Sir,—The Directors of this Company have received
from their superintendant of the locomotive department
a report on the experiments which have been recently
made on the Great North of England Railway, and con-
sidering it of the utmost importance to the public and to
the interests of this Company that the circumstances
under which the experiments have been made, and the
cause of the unfortunate accident on that line should be
correctly reported, which accident may otherwise have
a serious tendency to create apprehension of flanger fro*
eed4a-the exprieictreliken4•RlNlOXlst°, Rail;•i-
way, lam desirous to transmit a copy of that report,
with a request that you will be kind enough to publish
it..—l am, Sir, your very obedient servant,
"CHARLES A. SAUNDERS, Secretary."
Mr. Saunders, and those he represents, will admit that
it wuuld be a breach of fairness to publish, in the present
crisis of the question, anything that has not the imprima-
tur of our reporter, who was sent down on this special
mission, more particularly, as from perusal we perceive
that there is an exparte tone about the document. Irre-
spective of the coloured portions of the composition, it is
corroborative in main statements, and circumstantial de-
tails of the accounts given before and above. Our ob-
servations and tables of mean practical resalts are coin-
cident, within some seconds, of the results given in
another journal, and both combine, with the account we
have received, in their statements to show that the
oscillation was the oeigo malorum of the matter, coupled
with a casualty beyond the control of the experimenters,
the fracture of a faulty chair. The document, without
questioning either its truth or its correctness, is written
disparagingly, and apparently with prepossessions, bear-
ing, as indeed it states, " on the interest of the Great
Western," and it would be both a breach of fairness and
bad taste to give currency, unless as an advertisement, to
any such apocryphal reports.—Chronicle.

GREAT EASTERN AND WESTERN.
WORCESTER, SATURDAY NIGHT.—This evening a
meeting of the Shareholders in this undertaking took
place at the Guildhall in this city for the purpose of re-
ceiving a reply to the memorial addressed by them to
the Acting Committee a few weeks ago, requesting them
to close the accounts in consequence of the failure of the
Jompany to make the requisite deposits with the Board
of Trade on the 30th of November, with the view of dis-
solving the Company. J. Lilly, Esq., one of the Pro-
visional Committee, and late Mayor of Worcester, took
the chair.
The -CHAIRMAN read the following reply to the
memorial addressed to the Board, and which he said had
been resolved upon at the meeting of the Board in
London on the previous day (Friday).
"London, Jan. 2, 1846.
" The Acting Committee of the Great Eastern and
Western Railway Company received, on the 19th of
December, a memorial from Worcester, stating that in
consequence of the incomple-e state of the plans and
sections, the Proprietors considered that there was no
possibility of the Company succeeding in its application
to Parliament in the ensuing session, and that they
therefore felt themselves entitled to call upon the Com-
mittee to abstain from incurring any unnecessary ex •
penses, and to submit at once a statement of the Com-
pany's liabilities and future prospects to a general meeting
of the shareholders.
," The Committee, in replying to this memorial, have
great pleasure in assuring the Proprietors that they find
that the defects existing in the plans and sections origi-
nally deposited were greatly exaggerated, and do not
exceed in reality those minor inaccuracies which com
panics have generally been allowed to rectify in all en.
terprises of acknowledged public utility.
" They beg to remind the memorialists that, in the
advertisement of the 4th of December, two courses were
recommended : first, to hold Mr. Gravatt responsible fur
the fai'ure in the deposit of the plans and sections ; and,
secondly, to make provision for opposing, in standing
orders, the competing lines, in order to keep the ground
open for a scheme in which they expressed tied still re-
tain unabated confidence.

" On the 7th of December, two days before the meet.
ing at Worcester was held, they received the opinion of
a very eminent counsel as to the course which it was
necessary for them to take in order to carry out their
two objects ; and the Board being convinced that they
could neither test Mr. Gravatt's liability, nor resist any
claim which he might bring against them, unless
damage was proved before the proper tribunal, viz., the
Committee in standing orders, gave instructions to their
solicitor for preparing the Parliamentary notices and the
December deposits at an expense which they do not
think will exceed 4,0001. up to the time when their case
is brought before Parliament.

" ..kll the arrangements for this were made, and a large
proportion of the outlay actually incurred, before the
Worcester memorial was transmitted to them, and with
every desire to pay the most respectful attention to its
contents, the Committee cannot regret the decision then
come to. Looking to the improvement resulting from it
in their present prospects, for the number of railways
that will come before Parliament in the ensuing session
being not likely now much to exceed that adjudicated
upon in the last, there is no reason to suppose the stand-
ing orders will be enforced more stringently, in which
case there are abundant precedents to Chow that an en-
terprise of a thoroughly bona fide character will not be
t rown out by a delay by which no one has, in fact, been
damnified, as the deposits of the Great Eastern and
Western line were in every instance effected before the
offices of the Clerks of the Peace were opened for busi-
ness on the Monday morning.
" It is clearly Mr. Gravatt's interest to prove, as the
Committee are now given to understand was the case,
that severe illness alone incapacitated him from the more
punctual discharge of his duties.
" The Committee have taken advantage of the course
recommended to them, carefully to revise their original
plans, and following the example of the Welsh Midland
Company, they have made fresh deposits, in which they
feel the fullest reliance. If the course taken in the one case
be sanctioned by the Standing Orders Committee, it must
be so in the other. The Acting Committee entertain a
very sanguine hope that both prospects will now be
heard upon merits ; they feel, therefore, they should not
be doing their duty to the shareholders, with whose in-
terests their own are identified, if they were now to
shrink from a course which they believe to be indispen-
sable. They have given, and will still continue to give,
their mostanxious attention to the interests of the Com-
pany. They pledge themselves to enforce the most rigid
economy in the management during the short period
that must elapse before the fate of their application to
Parliament is decided, and in the event of its failure
they will immediately call a meeting of the Proprietors,
and leave the future policy of the Company entirely and
absolutely to their own decision.
" 11. G. WARD, Chairman."
A long discussion followed the reading of the report,
and much dissatisfaction was expressed at the non-pro-
duction of the accounts. At length the resolution was
carried unanimously.
Mr. MILES then moved a resolution for adjourning the
meeting to Saturday, the 17th instant, for the purpose of
receiving the accounts from the Acting Committee, which
was carried nem con.
THE WORCESTER RAILWAYS.
The notices required by Parliament have been com-
pleted for the following lines :
MIDLAND AND EASTERN COUNTIES RAILWAY.—A
line proposed to connect Cambridge with Worcester.
THE GREAT EASTERN AN, WESTERN.—A line from
Worcester into South Wales. This Company has made
a fresh deposit of plans with the Board of Trade.
RUGBY, WARWICK, AND WORCESTER.-- A. proposi-
tion for affording railway accommodation to the above
towns. The competing " Worcester, Warwick, and
Rugby" has, it will be remembered, failed to make the
deposits with the Board of Trade in sufficient time.
SHROPSHIRE UNION.--A line from Worcester to
Shrewsbury, with a diverging line from Broseley to
Oaken Gates. and small branches fur convenience near
this city.

A proposal for an entirely new line forming a junction
with the Oxford,
.Worcester, and Wolverhampton line at
Worcester, and accommodating the following towns and
districts :—Malvern, Ledbury, Ross, Hereford, and
Gloucester.

WORCESTER AND SOUTH \VALES JUNCTION. —A corn-
peting line with the last named from Worcester to Ross,
where it is proposed to join the Monmouth and Hereford
Railway.
WORCESTER AND PORT DYNNLAEN.—Another line
forminc, a junction with the Oxford, Worcester, and
Wolverhampton line at Worcester, and proposing •to
pass hence through Tenbury and Ludlow, and so on
through Shropshire, Montgomeryshire, and Caernarvon-
shire, to Port llynnlaen,.on the North %Vales coast.
The following lines, proposed to come to Worcester,
have stopped proceedings, having failed to effect the ne-
c4.isary deposits with the Board of Trade, on the 30th of
November :--

The Birmingham and Worcester Direct—a proposal
fl'r partially converting the Worcester and Birmingham
Canal into a railway.
Worcester, Warwick, and Rugby—a competing line,
in connexion with the Eastern and Western, with the
" Warwick and Worcester," and " Rugby, Warwick, and
Worcester" lines.

STOCK ExcluNGE.—The sales are—Newcastle and Dar-
lington, Brandling, 55—York and North Midland, Selby,
87—Ditto, Extension, 4034—Newcastle and Berwick, 201./
—North British, New Carlisle Branch, 34—London and
York, 4%—Axhohne, 23/4—Grand Union, 2—Leicester and
Bedford, 21. 6s. 6d.—Leicester, Tamv.'orth, Coventry, Bir-
mingham, and Trent Valley Junction, 21. 17s.—Nortit Staf-
fordshire, 6/. 2s.—North Western, 33/4—Welsh Midland, 23/
—York and Carlisle, 34.
HULL, Jaw. 3.
The sales are—Blackburn, Darwen, &c., B—North British
(Carlisle), 31A—Buckinghamshire, 20s. p.—Derby and
Gainsborough, 275. 6d.—Cambridge and Lincoln, 3—Dudley,
Madeley, &c., 248—Glasgow and Dumfries, 3—Grand
Union, 2—MA] and Barnsley Junction, 495. 6d.—Leicester
and Bedford, 20s. p.—Manchester, Buxton, &c., 2 p.—
Nottingham and Grantham, 2t, —Sheffield Potteries and
Crewe, 225. 6d.—Teait and Dove Valley, par—Great
Grimsby, Louth, and Horncastle, 35s.—East Lincolnshire, 3%.

LLOYD'S SHIPPING.
Losnox, JAN. s.—Wind W.S.W., light breeze and fine
with frost.

RAMSGATE, JAN. 3.—The Champion, Breame, from Genoa'
to London, ran on shore on the Main this morning, but was
assisted off on the flood and towed into the harbour, appa-
rently with little damage. The Forrester, M'Arthur, bound
to London, lost an anchor this morning in Margate Roads,
and has been supplied.
NEWHAVIN.—The Amitie, from Antwerp to Cape de
Vents, came on shore in Sleaford Rey this morning, with loss
of mainmast and bowsprit, having been in contact with the
Donna Carmelita.

PORTSMOUTH, JAN. 4.—lt came on to blow hard about ten
o'clock last night, varying from west to south, and continued
till daylight, with heavy squalls at intervals. The Wilhel-
mina, Spykman, from Rotterdam to Liverpool, struck on a
wreck off Boulogne, 31st nit, and sunk ; crew picked up by
the Antoninus Gevarts, from Antwerp to Liverpool, and
landed here yesterday, by a pilot boat.
CLAY, JAN. 2.—The Lively, Claxton, of and for this port,
from Newcastle, in making the harbour, 22d instant, got on
shore on the low point, but was assisted off without apparent
damage.
OFF, MartutATE.,....Vanguarcl,-Ourwood, Calcutta. • -
DEAL, JAN. 3:;--SYIP4 VRAW: and W.N.W. •
I from, Juverna,' Calean444 ; Ifiitt;. New Orleans;
Conde; Whitley, New Yak; „saner,
Dinlin, Underhill; China; packet :erbici: Treasurer
o"rli
Rico; Helen, M'Fidler, New York; Fergus, St. John's, New
Brunswick. Arrd. from the river for, Emily, Dring, Cape
Coast Castle; Anne Simpson, Jamaica.
OFF PORTSMOUTH.—EcIipse, Davis, Madeira.
SouTHAttrrox.—Arrd. from, Eleanor, Wickham, Fay-al.
Sld. for, Thames, Hast, West Indies; Mobile, Martin, Ja-
maica; Hebe, Ellis, Liverpool.
GRAVESEND, JAN. 2.—The Symmetry, Tindle, from Hartle-
pool, was wrecked on the Gunfleet Sand on the Ist inst.;
crew saved.
MARGATE, JAN. 4.—A boat, nearly new, painted outside
black with a white stripe, and inside blue, with a sprit sail,
marked " Stewart, sail-maker, Newcastle," have been picked
up off the Gallopee, and brought in here.
DEAL, JAN. 4 —The Donna Carmelite. bound to St. Lucia,
in standing down Channel last night came in contact with
the Danish schooner Amitie, Mitgen, from Antwerp to Cape
de Verds, which is supposed to have sunk. Master and live
men saved on board the Donna Carmelite, and on' supposed
to be drowned. The former sustained considerable damage,
and has put back to repair.
SHOREHAM, JAN. 2.—A quantity of loose wax or sperm
candles has been picked up along the beach and in the har-
bour during the last few days.
CARDIFF, JAN. 2.—The St. Lawrence, of Cork, lying in
Penarth, was in contact with a brig belonging to Milford, and
received considerable damage.
DONEGAL, Dac. 31.—The Ann, of this port, which sailed
for St. John's, New Brunswick, last October, had not arrived
there on the 14th inst.

BEMBRIDGE, JAN. I.—A small vessel called the Sirene was
wrecked in trying to make the harbour ; crew saved.
HARTLEPOOL, JAN. I.—The Eolus, Thenker, from Rams-
gate to Newcastle, was abandoned off Flamborough Head,
31st ult. ; crew saved by the John and Isabella, arrd. at
this port.

BARMouTH, DEC. 31.—A large vessel, dismasted, was seen
upon the Causeway about 4 P.M. yesterday.
MILFORD, JAN. 3.—The Pearl steamer, in coming up the
harbour, ran on board of the Genoese brig Livia, and carried
away the foreyard.
YARMOUTH, JAN. 4.—The Azores packet, James, of Ply-
mouth for St. Michael's, has been towed into the harbour,
totally dismasted.

ALDBOROUGH, JAN. 4.—The James Patrick, of Hull, has
been towed into this port, having been fallen in with this
morning,.off HoHealey Bay, abandoned by the crew, and with
about four feet water in the held.

..
TORQUAY.—Arrd. Emerald,... herawell, 31iramichi. Skl.
Beacon, Hill, St. Helena.

JERSEY.—SId. Genus, Ramon, Pernambuco; Prebnie
Fredrichsen, Rio Janeiro; William Pitt, Ogier, Bahia.
SWANSEA.—SId. Alicia. Johnston. Cuba.
M turoun.—Ski. Alexander Hervey, Prosser, Cuba.
CLYDE.—A rrd. Rose, Hondura ; Alceste, Fraser, Demerara;
Unicorn, Very, New Orleans; Hudson, Landon, New York ,
Mariner, Vaughan, St. John's, New Brunswick. Sid. Sum-
naut 11, Skinner, Bombay; Christian, Wallace, Jamaica;
Wellington, Blenkin, New Orleans. Put back, Cora, Rush,
for Demerara.

EXECUTION OF MARTHA

BROWNING

Yesterday inorning, at eigh oCtlock this unhappy young
woman underwent the extreme penalty of the law in
front of Newgate. Contrary to general expectation, the
attendance to witness the dread scene was not so nume-
rous as was anticipated, considering that it was a woman
who was to suffer, or, as it is, on ordinary occasions of
this kind ; probably, from the severity of the weather
it being a cold frosty morning, or, as we would rather
hope, from a growing dislike in the public to being pre-
sent at such fearful spectacles. The majority of those
who did attend, as appeared from their language and
behaviour, were of the lowest class, on whom the awful
fate of the unhappy culprit did not seem to make much
impression, and of these a considerable proportion were
females.

On the unhappy woman making her appearance not
the slightest ebullition of feeling was manifested by the
crowd. She walked with a firm step up to the scaffold,
without betraying the slightest symptom of fear,
or requiring the least support. She was dressed
in deep mourning. On arriving on the fatal drop
the only remarks she was heard to make were, " I
deserve it," which she repeated several times. The cap
having been drawn over her face, and the rope adjusted,
during whichno exhibition of tremour was recognised, the
fatal bolt was withdrawn, and she was launched into
eternity. Either from her slightness of make, or from
the imperfect adjustment of the rope, she struggled con-
siderably, and it was some minutes before life appeared
to be extinct. After hanging the usual time the body
was cut down, on which the executioner left to fulfil hi■ •

dread function on the unhappy convict Quennell, at
Horsemonger-lane gaol ; whither also a great portion
of the crowd hastened to witness the spectacle.

LXECUTION OF QUENNELL.

This unfortunate criminal, condemned to death at the
ast sitting of the Judges at the Central
. Criminal Court,
Old Bailey, for the murder of Daniel Fitzgerald, at
Kennington, suffered yesterday morning the extreme sen-
tence of
the law. The place appointed for exe-
cution was llorsemonger-lane gaol, and the hour
fixed was the unusual one of ten o'clock. This was
unavoidable,as the executioner, Calcraft, was engaged
at eight o clock with the woman Martha Browning,
who suffered at Newgate. That portion of the public
therefore which delights in the horrible had ample op-
portunity of indulging a depraved appetite ; and judg-
ing from the observations of the spectators, it would
seem that these mournful spectacles altogether fail in the
oLject for which the Legislature first intended them.
Precisely at the hour appointed, Quennell, accompa-
nied by the chaplain of the gaol, and some of the officers
belonging to that establishment, appeared on the scaffold,
and having addressed a few words (we believe a brief
farewell) to the Rev. Gentleman, in less than five
minutes the drop fell, and almost without a struggle he
was launched into eternity. His manner seemed free
from any nervousness or agitation. The crowd was
very great, a considerable proportion of them appearing
to be women and children.

The body, after remaining suspended the usual time,
was cut down, and tkat portion of the crowd, who had
remained till then, dispersed.

MARYLEBONE VESTRY AND THE POOR-LAW COM-
MISSIONERS.—On Saturday, at the meeting of the Marylebone
vestry, Mr. Hume, M.P., brought under the notice of the
vestry the result of an interview which had taken place on
the previous day with Sir James Graham and the Poor-law
Commissioners. The Hon. Gentleman stated that the Com-
missioners appeared perfectly intractable, and expressed their
determination, under the authority of the law, to persevere
in uniting Marylebone with other parishes into the North-
western bletropolitan Asylum District. On the other hand,
Sir James Graham entered into the feelings of the deputa-
tion, and expressed his willingness, in the event of the parish
of St. Marylebone going to Parliament for a Bill to exempt
them from the operation of the clauses in the last amended
Act, to give it his support. He had no doubt whetever that
Atimis
ultimately they would be exempted entirely from
inter-
ference with their local privileges by the Poor-I
red to sioners. After some discussion, the vestry
immediate measures for going
tors and guardians, and to take imm
con-
tinue the joint committee of the boards of vestry"v
and_ dir.ec.
to Parliament for a Bill.
SaturdaypMlLL NEAR KENDAL.
neighbourhood of Kendal was
sTltucT
nightmx
lastO F A
the LARGE
n
visited with a severe gale of wind and rain,
which effected
the almost en
tire destruction of a very large and extensive
mill
property of Messrs. G.
and J. Braithwaite, manufacturers, which was in the course
of building. It appears that the roof of the building, which
not entirely completed, and the hurricane tore
was composed of massive balks of wood supported by iron
s
some of the yet unfinished, and probably not effectually
awaypi la pillars,
m
fixed, beams, and they fell with a dreadful crash, leaving the
bare walls standing, which were much damaged. The force
of the shock may in some measure be estimated by the fact
that many of the ponderous beams of wood were smashed in
several places, and the iron pillars were likewise broken to
atoms. What renders the circumstance more extraordinary,
is that the building is almost surrounded by a mountainous
rocky precipice, and that no other property has been de-
stroyed in the neighbourhood. From the extensive character
of the building, and the romantic spot in which it is situated,
it has been the resort of great numbers of people from the
neighbourhood ; and when they paid it a visit on Sunday
last, they were astonished at seeing only a leap of ruins.—
Derby Reporter.