The Sun.
London, England, 1846-04-17 00:00:00

S N, APRIL 17, 1846.

in evidence that while more than half a million of money
had been laid out in improving the Upper Shannon, th,
estuary of that river, from Limerick to the sea, has been
denied even a few hundred pounds to buoy and beacon
the dangerous shoals which, although easily removed,
are allowed to remain and obstruct the navigation of the
port.
At Galway, similarly situated at the head of a large
inlet on the western coast, sheltered from the Atlantic
swell by the natural breakwater of the Arran Isles, and
shortly to be connected inland with the extensive navi-
gation of Loughs Corrib and Mask, much spirit and
enterprise have been shown since 1832, in making
a floating dock, nine acres in extent, fit to contain
vessels of 500 tons ; in consequence the trade has in-
creased, and the revenue of the port has risen from 3401.
to 2,0001. per annum. Yet unhappily the whole of this
income
s mortgaged to pay the interest of the debt in-
curred ; and, owing to some mismanagement, a rocky
bar of three feet high, on which a vessel might, break
her back, has
.been left just without the sill of the dock-
gates. Great inconvenience is also stated to arise from
the distance the Claddagh fishermen have to go to their
fishing grounds, 30 miles off; and that a pier half way
down the bay would be a great boon to this valuable
body of men, as well as to the owners of numerous turf
boats which trade in this direction.
Sligo, with limited means, has recently extended its
quays 700 j'ards, and removed a portion of the Blennick
Point, while its trade has much increased. Private
quays, however, still cause great inconvenience ; weirs
exist, which obstruct the upward flow of the tide ; the
ebb and flood stream require directing to prevent the
increase of sand-banks ; and the channel generally
wants deepening, to enable the port to keep pace with
its thriving trade.
Londonderry, on the Foyle, where the river expands
into a spacious navigable estuary, has great natural
advantages, which have been ill seconded by art. Mud
balms encumber the foot of the quays, which might be
kept free by simply guiding the course of the stream.
The quays, chiefly private property, are in a neglected
state, and project apparently as the owners think fit into
the river. Complaints are made by sailors and pilots of
the leading lights on Innishowen Head being on the
same level, of the want of a light on Rathlin
and of the more glaring want of a beacon on the Car-
righ-vanan Rock, which lies in the fair tracks of steamers
to and from the port.
Belfast, the first town in Ireland in enterprise and
commercial prosperity, ranks second only to Dublin as
a port, and has an income of 22,0001. a year. In the
year 1840, a channel up to the town was opened, having
nine feet wate7 at low tides, which has proved to be a
great conveniencd to the fine steamers that daily run
from hence to Glasgow and Liverpool. But even with
this channel, the impro,-ements in the harbour are far
town.f r from having kept
nnti l
very
y latelypace
twhietlaq u tah;ve
s rapidand
docksadvance
ha of the
v n been
private property, and thus have been permitted to oppose
a barrier to improvement. The evideoce shows that
they are still in a very neglected state, and tat there is
so great a want of accommodation, that steamers are
often obliged to discharge their cargoes lying along aide
the quays three abreast. Complaints are made of tu2
state of the Custom-house; that the lower lock of the
Lagan navigation is only a mile and a half above the
town, and thus prevents the upward flow of the tide; that
encroachments are making on the banks of the river,
and that still more extensive encroachments are threat-
ened by railway speculation; in short, that everything
points to the vigilant control which is absolutely neces-
sary to enable this fine port to keep pace with the rapid
strides, both in manufactures and trade, of the capital of
Ulster.

Newry has the great advantage of lying within Car-
iingford Lough, which, a moderate outlay, might be made
a harbour of refuge, an inestimable boon on this part of
the coast. The Navigation Company here, instead of
deepening the natural channel of the river, have em-
barked all their capital in an artificial canal.
Dundalk has recently made great efforts, guided by a
skilful engineer, to improve the harbour, and the increase
in steam traffic, consequent upon deepening the channel,
already demands leading lights at the entrance of the
river.
Drogheda has been much improved by steadily dredg-
ing the River Boyne, and the revenue of the port has
been more than doubled during the last few years; there
is, however, much yet to be done, and there are various
symptoms of neglect that would vanish under efficient
control; like Galway, its whole dues are mortgaged for
a debt incurred in improving the harbour.
The piers or breakwaters of the artificial harbours of
Kingstown, Howth, Donagbadee, Dunmore, Ardglass.
and Portrush, all built according to the same mode of
rubble stone, with a long slope to seaward, have all
suffered very material damage from the effects of the
waves. Ardglass pier, together with its lighthouse, now
lies a mass of ruins in the sea.
Of the 70 fishing piers, constructed or repaired in
1822 and since, at a cost of 43,0001., chiefly of public
money, many of them, from neglect in receiving timely
repairs, are falling to decay; and one of them, at New-
castle, county of Down, has been entirely destroyed, to
the great distress and almost ruin of the fishermen
around. These piers have nevertheless proved highly
beneficial to the districts in which they are placed, as
have also the harbours built by the liberality of indivi-
duals, as the Earl of Courtown, at Courtown; Lord
Annesley, at Newcastle; Mr. Ogilvie, at Ardglass; and
Viscount Palmerston, at Mullaghmore, in Sligo; and it
is earnestly to be hoped that some efforts will be made to
preserve them from a similar fate.
On the north-west coast of England, the river Lune
and the port of Lancaster are capable of much improve-
ment. The recent Admiralty survey of this district has
shown that there is a deep-water channel, hitherto ne-
glected, in Morecombe Bay, approaching to within three
miles of Lancaster, which, if properly lighted and
buoyed, would afford a harbour of refuge—the great
want of this part of the coast where all are tidal harbours.
Fleetvvood-en-Wyre, from its connexion with the
Preston and London Railway, and from its direct com-
munication with Belfast and Glasgow, has at once
become a port of consequence ; and the admirable
system of lighting adopted in its channel, its extent of
quay accommodation and its well-appointed and power-
ful steamers, offer an instructive example of what wail-
directed skill and energy can accomplish in a few years.
The river Dee and the port of Chester afford a
striking example of the danger to which the interests
of navigation may be exposed by placing the power
over the river in the hands of a joint-stock company,
whose principal interest consisted in the successful
reclaiming the land. The area of the estuary of the Dee
between Chester and Kelstra, was formerly about 12,000
acres, covered at every spring-tide ;of this space
8,000 acres have been enclosed, or, as it is termed,
reclaimed, and the tidal water excluded ; about
5,000 acres of the land thus obtained on the Cheshire
side, now form the Dee Company's estate, and nearly
3,000 acres on the Flintshire shore are the property of
the adjoining landed proprietors. The Act of Parlia-
ment that sanctioned this extensive encroachment re-
quired that a depth of fifteen feet at ordinary spring
tides should be maintained up to Chester, in default of
which the rental of the company was liable to be seized
and applied to tho improvement of the navigation. This
condition, it appears in evidence, has not been complied
with ; the standard by which it should be ascertained,
and which was required to be maintained, does not exist,
and the river was in so bad a state, in December, 1844,
that a vessel drawing only 8f feet water could not go up
to Chester on a spring tide.
It appears also that a rubble-stone dyke or embank-
ment extends seven miles along the Cheshire side of the
river, " on a line the most injudiciously laid out with
regard to navigation ;" thatjthis dyke, a portion of which
is covered at half-tide, is only marked by insignificant
perches or beacons, that several vessels have struck on it,
some of which have been entirely lost ; that the river,
from Flint upwards, is neither lighted nor buoyed ; that a
weir or mill-dam, rising 11 feet above the bed of the river
exists just above the city, dams the water up for several
miles, and prevents the upward flood of the tide ; that
loads of stones are thrown into the river to secure the
foot of the jetties ; and that at Parkgate, twelve miles
below Chester, which formerly was one of the principal
mail-packet stations between England and Ireland, a
dry sand now extends almost across the estuary.
On the south coast, at Salcombe, there are neither
pilots nor a harbour master. On the north-east coast,
the river Tyne and port of Newcastle, including' North
and South Shields, take the lead among the principal
coal ports of the kingdom, which, owing to the vast in-
crease in steam navigation, are daily rising into great
importance. Newcastle has shipped upwards of two
millions of tons of coal per annum for the last quarter of
a centary ; her foreign trade has risen to half a million
tons yearly, and the revenue derived from the
river and paid to the City Corporation, who
by charter are conservators of the port, amounts
to 19,0001. a-year, exclusive of 6,000/. annually
levied by the Trinity Board for primage, buoyage,
&c. Where all seems so prosperous, it is an un-
grateful task to point out that such a state of things
may be deceitful ; yet so it assuredly will prove to be
on the Tyne if the river be much longer abandoned to
itself, as, generally speaking, it has been till within the
last few years.
Sunderland is indebted less to nature and more to art
than the neighbouring port of Newcastle ; here exten-
sive stone piers project into the sea, by the aid of
which several feet of water over the bar have been ob-
tained, and the enterprise of the coal owner and ship-
builder, and skill of the engineer, have been rewarded
by a revenue of 16,000/. a-year, derived from an exten-
sive home-trade in coals, and a rapidly-increasing fo-
reign traffic. This port, however, is capable of much
improvement ; the quays are private property, and
much out of order ; the moorings were so indif-
ferent that, owing to the pressure of the ice in the
winter of the year 1841, the whole of the shipping in
the harbour brake adrift, and the damage done was
estimated at 30,0001. ; the foundation of a part of the
south pier is so insecure that the scouring
of the sea has undermined its foot ; the en-
trance of the north docks is far from being well
placed; so heavy a swell ranges along the piers, and into
the harbour, that the engineer has been obliged to take
down a large portion of the middle of the
south
to
expendper in
order to make a beaching place for the swell
itself upon ; and a general complaint is made of the
want of dock accommodation, affording an easy outlet
to the southward in north-easterly winds.
'
Hartlepool owes its rapid rise h
outlet, the want of which is so muchclefly to its southern
felt at Sunderland.

This fortunate position has been in some measure
econded by the Melt and Railway Company, who hare
now a floating dock of twenty acres, where they can
load 5,000 tons of cosl a day; whfle the entrance i 3
allowed to be one of the mast easily accessible of any of
the tidal harbours along this coast. The success of this
port has induced the formation of a Hartlepool West
Harbour DJek, about half a mile to the westward, the
works of which are in an advanced state.
Stockton•on-Tee3, including Middleshrough,,is one of
the most thriving of our coal ports. Yet eve here, on
t closer inspection, the want of some control is mani-
fest—the quays are nearly all private, and arc falling
into the river ; the piers of the bridges are only sup-
ported by the loads of stone thrown down at their foot ;
rocks of whinstone impede the upper navigation, and
cauco damage to the barges ; the entrance of the dock
at Middlesbrough, completed but five years since, is only
thirty feet wide ; while about 2,000 acres of the estuary
have been enclosed, and the corresponding tidal water
bG
ruera due
tofoom refuge east,pla in hitnas
excluded ; and the channel over the bar, which formerly
ran o
st,ahilenso neighbourhood,
are consequence, changed to N.N.E.
ma d e of thean
(i want
o f oa f
hae
ahoaorn-
on Redcar Rock, upon which vessels are annually
wrecked.
Whitby y has a revenue of 3,600 a year, derived from a
passing toll on coal borne by shipping, specially im-
sphoispepdinfgorinthree
tiumrnpraovweerr
pier, of
ehtfhicefihnearlbvohuirt.hylstteotfflee,rsnutot
beyond placedin t
ht
oh e
absets t
pier,
direction,ier, on pd projectsed 100 yards
causes an aft theh en •
trance ; a circular head, inviting the runytooo
wide
sea
into the harbour ; an entrance one-third
rocky bar, that might easily be blasted,stomnilwl-hdiacmh more
than than one ship has broken her back ;
stops the upward flow of the tido ; a railway dam, re-
cently made, which excludes 30,000 cubic yards of
water on every spring tide •, ballast and the rubbish of
the town thrown below high water mark and behind the
west pier ; and a dry harbour.
Scarborough, for some unexplained reason, has been
denied the passing toll that has been continued to
Whitby and Bridlington, immediately adjacent.
Bridlington, like Whitby, has enjoyed a passing toll
on coals for the last 150 years ; like Whitby, too, it
offers in return a harbour dry at low water ; a north
pier, built with public money at a very great cost, yet
not even carried oat to low water ; no quay accommoda-
tion ; a heavy range of swell along the pier, so that no
moorings will hold the vessels ; and a pier-end light
furnished with a single candle ; yet Bridlington Bay is
the only good shelter in northerly gales on this coast.
Kingston-upon-Hull takes the lead as the first port
in the kingdom for inland trade ; while its position with
respect to the North Sea has made it the chief outlet of
our manufactures to northern Europe, and raised it to
the rank of the third port in the country in foreign
theT hlleuamphperroaacrheeasdbniyirtahhelydebeupo3heudt ianntdrilciagthetecilahguy-
neluf traffic.
2t3
31e l l Trinity
acres
already
exist,
and
5 acres docks to
ino thead e d
itxte i
unnt owillf
spoaossne
db e opened.hy t
h at
oTh f
any
yactivitypautrtth ei
ndocks
kingdom,
gndoot
nir
7r5-
vessels having lately passed through the Humber dock
lock in a single tide. The tonnage of the vessels that
have paid dock dues during the past year amounted to
700,000 tons, and the whole income of the port, derive l
from tolls on shipping and goods borne by shipping, ex-
ceeds 75,000/. a year.
Commercially important as Hull appears to have been
in the infancy of British commerce, it was not till 1775
that the old Hull dock was set on foot ; the traflic still
increasing the Humber dock was begun in 1807 ;
more than twenty years elapsed, during wlisdi the
trade almost doubled, when the Junction dock was
opened in 1829, but not until Goole had been de-
clared a bonding port. Great as was the increase
of accommodation thus afforded, the trade more
then kept pace with it ; and, as it appears in evidence,
for want of dock room ships have been greatly damaged,
and some sunk in the harbour from its over-crowded
state, being at times so full that vessels could nut get
in or out for weeks together ; and, on one occasion, a
vessel made a voyage to the Baltic and back, while
another, ready for sea at the same time, was endea-
vouring to proceed down the harbour. Thus Hull af-
fords a striking instance of the evil of permitting a com-
pany levying heavy dues on shipping to obtain power to
give or withold dock accommodation according to its in-
terests, instead of this power being vested in the Corpo-
ration or in trustees for the public good. The original
shares of the Dock Company, on which 2501, only have
been paid, are now worth 2,000/.
Grimsby, from its position near the entrance of the
Humber, will, when the proposed extensive works are
carried out and the projected railways completed, offer
great facilities to the trade with the Baltic and Northern
Europe ; it will be a ready coaling place for steamers,
and will, probably, become the principal resort of the
fishing vessels employed on the Dogger Bank, as
well as on the more distant grounds of the North Sea
fishery.
Great Yarmouth is of importance for its commerce
and fisheries ; and its roadstead is well known as the
most capacious in England, and as a great thoroughfare
and shelter for the coasting trade. Yarmouth Haven
has a depth of eight feet on the bar at low water, and
vessels of from thirteen to fourteen feet draught enter
at ordinary high tide. The registered tonnage of the
port is 40,000 tons, and the number of arrivals yearly
about 3,000 vessels, the aggregate tonnage of which
amounts to 176,828 tons.
One great impediment to the flow of the tide is the
narrowness of Yarmouth-bridge, and of the adjoining
part of the haven, which occasions in ordinary tides a
difference in the height of the water of one foot. and in
very high tides of from three to four feet, between the
bridge and the pierhead.
Norwich, a city containing 62,344 inhabitants, situated
in the centre of the county of Norfolk, and distant 30
miles by water from the sea, was constituted a port by
the opening of the Lowestoft navigation in 1832. Its
exports and imports being large, its citizens had long
desired a direct communication with the sea by the port
of Yarmouth ; and the river Yare, throughout its whole
course from Norwich to its junction with the Breydon
Water, being of sufficient depth to admit vessels of 200
tons burthen, the Burgh Flats and the narrowness of the
Yarmouth Bridge were, and still are, the only impedi-
ments to that desirable object ; but these portions of the
navigation were then intrusted to the charge of the Cor-
poration of the town of Yarmouth, who refused the citi-
zens of Norwich the desired communication with the sea.
Thus thwarted, the citizens of Norwich formed a joint-
stock company, and applied to Parliament for access to
the eea by Lowestoft ; but even in that attempt they
were ,opposed by the Corporation of Yarmouth, who ex-
pended more than 8,0001. in Parliamentary opposition to
their object.
The communication, however, between Norwich and
the sea at Lowestoft, was obtained; but having failed t 3
realise the expectations of its projectors, there is again
a unanimous desire to have a direct navigation to the
sea through Yarmouth; but it is stated that there is still
the same opposition to this project on the part of the
Yarmouth Haven and Pier Commission, now intrusted
with the managerneut of the localities referred to,
although it is generally admitted that the deepening of
the Burgh Flats and the widening of Yarmouth Bridge,
would not only afford the desired communication, but
i also tend to the mprovement of the harbour and bar at
Yarmouth; while at the same time the cost ofexecuting
the necessary works, to secure these objects, would not
greatly exceed the sum mentioned as having been spent
in fruitless opposition to the navigation by Lowestoft.
It is stated that if St. Olave's- bridge were removed
from the river Waveney, and the Burgh Flats deepened,
sea-borne vessels of much greater draught of wate
could easily reach Beccles through the port of Tar
mouth.
common
nd
eCetleryan,eoen
which,the n rbtyh
aeoast
windingof Norfo
course,ik
haßvelaakecnonaY
is distant from the town of Cley 51, and from Blakeney
3} miles. Within the memory of some of the present
pilots, 140 coasting vessels have taken refuge in this port
during one tide ; yet in the place where these vessels lay
afloat at low water there is now only a depth of
five feet, and the utility of the harbour has consequently
been almost destroyed.
It ,s stated that this evil has been caused by the en-
closure at different times of more than 1,200 acres of
land, over which the tidal waters formerly flowed.
Unfortunately, also, in 1817, Blakeney, by Act of
Parliament, became a proprietary harbour, and the mer-
chants and inhabitants, unless they are proprietors, have
no power to interfere in its management, or in the regu-
lation of the charges on the shipping ; and until legisla-
tive authority be given, no such power can be exercised
either by the government or by any other parties.
The port of Wells lies a few miles to the west of
Blakeney. The bar of its harbour is dry at low water,
but the rise of tide on it at ordinary springs is 21 feet,
though at the quay only 12 feet.
The inhabitants struggled for nearly half a century to
prevent the inclosure of the tidal lands by the adjoining
proprietors, even at the expense of many suits at law;
but all these efforts were frustrated, and 486 acres have
been inclosed, to the great detriment of the harbour.
The necessity of the supervision of harbours by Go-
vernment further appears from the fact that, under an
Act passed so recently as 1844, the sum of 9,650/. has
been borrowed, on an assignment of the harbour dues,
to erect a quay; and the expenditure of this large
amount has been left almost entirely under the control
of one of the Commissioners, who acts as secretary,
collector, treasurer, paymaster, and superintendent of
hasthe
tshteeawmh-etulegmitnd
anago all public orewwekrsh;s aannd wdfihnoantcheuss,
without even the check that would be afforded by the
assistance of a clerk or the employment of a practical
engineer.
The merchants and inhabitants complain of the heavy
cases, they have no power _
burdens imposed on them by such gross mismanagement;to
but, as in many similar
in the Act, who now permit such mismanagpeen4
in the
interfere or obtain redress, as the Commissioners named
many of whom do not even possess any property
town, have the power of
vacancies.
At Harwich, besides the extensit,
it appears that,
nominating others
Point mentioned in our formerrep r_
oof cement stone near
Owing to the continued excavation 'on of erLsatnedgufillaurdp
inroads in Mill Bay to
the coast; the sea has made great
stow to the eastward, and the
the westward, and at Fe
raelpoonrgtetdatnbdagut tahredw}a:vaesst
are encroaching to a grea
of fire-and-twenty feet a year. Unless
Admiralty surveyor has r:
Beach, at the rate recently
yt

---
NORTH KENT RAILWAY.—There has just been pub-
lished, by order of the House of Commons, a statement in
support of the petition from the parish of Camberwell against
the North Kent Railway Bill. The petitioners, among other
reasons against the Bill, urge that it will require the demoli•
tion of 640 houses in Southwark, Lambeth, and their
vicinities, and that it will pass close to several churches and
places of worship, and urge that as there has been issued a
Royal Commission to consider the question of Metropolitan
railways and termini, the North Kent line should be referred to
that commission, a recommendation which is supported by
the authority of Sir R. Peel, who declared, that were he
Chairman of the Committee of Group 14, he should suspend
his judgment on the Metropolitan portion of the North Kent
line until that Commission had reported on the subject.
Various other reasons are urged against the scheme, and the
petitioners declare that they are ready to support every
material allegation by the evidence of persons unconnected
either with the North Kent Railway or with any of the
rival schemes.
PROGRESS OF RAILWAYLEGISLATION IN THE Roust,
OF COMMONS.—From a Parliamentary Paper just published
entitled, "List of Petitions and Private Bills in Parliament,
and proceedings thereupon, Session 1846," it appears that
562 petitions for Railway Bills have been presented, and
that in respect of 386 of such petitions Bills have been read
the first time, of which 370 have been read the second time,
and 7 the third time, viz., Brighton and Chichester (Steyning
Branch) ; Brighton, Lewes, and Hastings Deviations, &c. ;
Direct London and PortsinGuth ; Eastern Union and Had-
leigh Junction; London and York; Sheilieldand Lincolnshire
Junction ; and South-Eastern, Tunbridge-wells to Rye.
Fourteen Bills have been withdrawn, and proceedings appear
to be suspended as to 43113i115, and there are 130 petitions for
Bills upon which no reports have been made.
IMPROVED TASTE AMONGST THE EAST-ENDERS.—
The vast advance which the people at the East-end of the
town are making in literary taste is a source of frequent con-
versation in the City. Mr. Charles Kemble read
Shakespeare's play of "As you Like it," on Easter Tuesday,
to an immense audience at the splendid building in the
Commercial-road, called " the Eastern Institution," and,
amidst loud cheers, he announced that on Tuesday next he
would read the play of " Hamlet" in the same room, which
he considers admirably adapted to the occasion.
Prince Schwarenberg and suite arrived at the St.
Kltherine's Wharf yesterday morning, by the General Steam
Navigation Steam Ship Bambon, after a quick passage of
seventeen hours, from Havre.
A NEW YORK A lICTION.—I strolled into one of the
auction-rooms of New York ; I had been in them before,,_ but
not to stop long—l stopped half an hour to-day. These
sales are for goods, by wholesale ; and certainly, if any
English merchant could have seen the rapidity with which
his goods were knocked down at the most arbitrary prices,
but rarely, very rarely, good prices, he would be staggered
in his desire to send further consignments. Yorkshire wool-
len cloths were selling when I went in, and during my stay :
I am no great judge of them, but I should be inclined to
say, from what I could judge, that all were sold at a loss--
and some at a great loss. A nice superfine broad cloth, the
colour "invisible green," as it is called, was knocked off in
about a minute or a minute and a half, at 214 dollars per
yard, and would net about 6s. 9d. to the exporter, as this
price, of course, must pay all duties and charges. Other
things (woollen) went in proportion, varying from 114 to
21/, dollars per yard. They are seldom more than a minute
in Knocking down a lot; and these sales are always under-
stood to be bona fide, i. e., there is no buying in again. There
were ten or a dozen who seemed to have come
oasdbesTrre,
and as many more lookers on. It is imposlible
something like this fine piece
• who will make me
broad cloath, gentlemen, invisiblegre ,
cloth, gentlemen, I want
liannigvtriiatginegisthequick volubility of the auctioneer;
otsuperfine u t h e
a bid for this cloth ?—a beautiful
_
b a bid—a bid. What shall I
a bid—a bid—a bid—
ra
andf— ona e halfan is
n,
gentlemen—going, going, going at
half—only one and a nOenaenddoallah
half—one dollar sixty cents, one sixty, one sixty,
one and a
bsaidy,,
ggeennttilectnmeenn_o, whnaetashdaalla Ihisaalyf_o?
one sixty, one
seven-eights, &c.
konc. one
andso lie g
seventy-five, oneoes
onsN-een-eigh
one until, in
double quick time, down it comes at two dollars, perhaps.
In goods which are not so expensive, the lots are put up in
eight or ten pieces, or quarters, or half-cases, &c. rlhis auc-
tion system is much reprobated by the respectable merchants
of New York. The British consigner, however, must always
remember, that if he wants to sell his goods immediately,
the auction-room is the only place for that purpose—and he
must take his chance accordingly ; for if once offered at
auction, his goods are not to be withdrawn.—Memoir of B.
Braidley, Esq.

RENEWING THE SUGAR-CANE FROM THE SEED. —Th•
Royal Agricultural Society of Jamaica have been making
inquiries on this important subject ; Dr. Shier, the agricul-
tural chemist of British Guiana, having pressed it on their
attention. They sent to Mr. Traill, the superintendent of
the garden of Ibrahim Pasha, at Cairo ; but he reported
that the cane is propagated in Egypt by cuttings alone, and
is scarcely ever seen to produce flowers. Mr. Lambert, the
secretary of the Ceylon Agricultural Society, stated that he
• had been unable to obtain cane seeds during an employment
in cane cultivation in Spain for fifteen years, and in Ceylon
for four years. During his residence in Spain, he had only
! seen three canes in flower. He had heard that cane seeds
did germinate in 25 degrees north latitude in India, but had
1:no,
sinio:ri a. vfelt
been unable to ascertain the fact. It was stated that we
must look for seeds of the plant from spontaneous vegetation
in India or China. There is reason to believe that in many
parts of India the flowering of the cane is deemed unfortu-
nate, and prevented as much as possible. The Jamaica So-
ciety desire to have an agricultural chemist for the colony.
They are about to send a Mr. Churchill to study under Pro-
fessor Johnston, in Scotland, for six months, and probably
then to study under Dr. Shier, in Guiana, for a further
period.
Our quays are
this year is incomparably larger than usual.
well-clad peasantry pre-
paringcovered with crowds of healthy ande
EMIGRATION.—The emigration of our countrymen
i of the season it is
the poverty of this. At the
individuals will have sailed
con-
sidered that over eight thousand.districts for the Canadas or
to seek a livlihood ancdoaser refuge in other lands from
from Cork and its neighboetrtroing
of
ttihcie eant
iloi 7
ofntst
Isieee 1 u to belong
comfortable farmers. flie failure of the po-
tatotheir natural reluctance to quit the
their gloomy anfuture seem
crop and
nlieloolsniielooltlNion.r.oatk
Tphl place c
we the 13th
i An
ini e
extraordinary
America.il
a t
overcomesrshi
:Aloi
ogrf great
hd,ina ryn
situated
p, nhbge
anaroi
n•
and th • k' d d "
of their forefathers their in re .---t.,ork Eta-
miner.
leo romf etnhtez ede,e
fiabout
f
country
ult., at Karoly, in Hun
Borsoe, suddenly split in two, and stopped
the river running through thetel up the course of
lOionlet
above the place where the earth fell was immediately flooded.
[ADVERTISEMENT.] —CASE OF A BAD LEG OF SIN.
TEEN YEARS' STANDING CrRED IST HOLLOWAY'S OINTMENT AND
PILLS.—Copy of a letter from Mr. Frederick, chemist, 32, Sidewell-
street, Exeter ;—" To Professor Holloway.—Sir,--I have the plea-
sure to inform you that the demand for your pills and ointment is
rapidly increasing. Several remarkable and wonderful cases of cure
by their means have lately come to my notice. One in particular, an
old gentleman of this city who had an ulcerated leg for sixteen years,
and had spent hundreds of pounds without obtaining relief, but was
afterwards perfectly cured by the use of Holloway's Ointment and
Pills.—Bold by all dealers to medicine, and at Professor Holloway's
Establishment, 244, Strand, London.