The Sun.
London, England, 1851-06-12 00:00:00

N°.18,321.] LONDON, THURSDAY EVENING SUN, JUNE 12, 1851.

CATHOLIC LAW AND GENERAL LIFE
ASSURANCE COMPANY,
8, NEW COVENTRY-STREET, LEICESTER-SQUARE, LONDON.
The FOURTH ANNUAL GENERAL MEETING of the Proprie-
tors of this Company took place on the 25th instant, at the Head
Office, at One o'clock precisely. The following is extracted from the
report, which is too lengthy for publication :
Daring the past year no claims have arisen from deaths in England.
and but two in Ireland—one for 5001. and the other for 2301.—making
together 7001., which have been paid. This is far below the expected
mortality, and is especially favourable, when it is remembered how
severely the life offices generally suffered from the epidemic of last
year.
The number of lives assured between the Ist of June, 1849, and
the 31st of Slay, 1850, was more than double the number Issued in
the twelve months preceding.
Proposals were made for 138 Policies, amounting to 52,963/. 2s. 5d.:
of these 123, comprising le6 lives, were accepted for 45,1251. 6s.
Sixteen Policies lapsed, representing 6,0481., upon which 3201. 3s.
was received by the Company in the shape of premiums.
Since the commencement of the Company to the Ist of June last,
assurances were effected to the extent of 110,972/. 12s 6d., pro-
ducing in annual premiums 3,7321. I ls. 6d. Of these 54 lapsed,
amounting to 23,9901. 16s. 6d., of which the annual premiums were
741/. Is., leaving the yearly income on the Ist of June last equal to
2,9911. 15s. Ild.
Since last meeting loans were applied for to the extent of 17,7001.,
but 1,183/. Ils. 10d. only was advanced.
The Directors were also highly gratified to report that within the
last four months they had considerably extended their business on
the Continent, having appointed, as Head Agent in France, Monsieur
de l'Etang, a gentleman of high standing in Paris, distinguished for:
his integrity and ability in financial and in all assurance matters,
who, under the sanction and patronage of the Archbishop of Paris,
the Cardinal Archbishop of Lyons, and Monseigneur Parisis, Eveque
de Langres, has already within the last three months effected a con-
siderable amount of business, not only in Life Assurances, but in An?,
nnities both Immediate and Deferred.
After various resolutions, approving of the Report, and returning
thanks to the Right Reverend Chairman, Bishop Morris, the Vice-
Chairman,
Actuary, Secretary, and Medical Officers of the establish-
ment, the meeting separated, highly gratified at its present results
and future prospects.

WHITSUN HOLYDAYS.
OYAL POLYTECHNIC INSTITUTION.
IV Rotation of the Earth, exhibited by Foucault's Experiment,
—Roasting, Boiling, and Stewing, &c., by Gas, its great economy, as
shown by numerous Ingenious contrivances deposited by the Gas-
fitters Associatio4.—Electric Eel, the only living specimen in Eu,
rope.—Lectures on Science with brilliant experiments.—A Lecture
on the History of the Harp, by Frederick Chatterton, Esq., with
Vocal Illustrations by Miss Blanche Yonnge, R.A. of Music.—Two
Series of splendid Dissolving Views.—The Diver and Plying Bell, &c.
Admission, Is. ; Schools, Half-price.

LAURENT'S GRAND CASINO,
Licensed by Act of Parliament.

ARGYLL ROOMS, GREAT WINDMILL-
STREET, ST. JAMES'S.
(Bole Lessee, Charles Emile Laurent, Jun., 57, Brompton-sqnare.)

OPEN EVERY EVENING},
with LAURENT'S UNRIVALLED BAND.
Principal Cornet-a-Pistons, M. Bonlcourt.
Doors open at Half-past Eight o'clock—Dancing to COMIIIII2IOB at
Sine and terminate at Half-past Eleven o'clock precisely.

SHIP NEWS.
NOTICE TO MARINERS.

RESPECTING THE NAVIGATION OF THE
GULF OF FINLAND AND THAT OF RIGA.
ST. PETERSWORGH , APRIL 22.—The hydrographic de-
partment of the Minister of Marino gives notice to ma-
riners that in order to facilitate the entry of vessels into
the Gulf of Riga, in the Baltic, a round stone tower,
with a conical roof, was built in the year 1850, on the
hill called Blaubergen, situated on the coast of Cour-
land. This tower, from its base, is 89 English feet in
height, and 27i feet above the level of the sea. It is
covered with white plaster, and the roof is painted red.
It is situated at l2i Italian miles, 52 deg. 30 min. S.W.
of the Domesnas lighthouse; it is 57 deg. 37 min. 45
sec. north lat., and longitude 22 deg. 17 min. 29 sec.
east of Greenwich.
Notice is given to mariners by the same department,
that in order to mark the south coast upon the approach
to Cronstadt, a wooden octangular tower was built in the
year 1850, on a hill called Bronna, near Oranienbaum,
the height of which, including the ball which is above
the root, is 49 English feet from the ground, and 294
feet
from the level of the sea. This tower is situated
59 deg. 55 min. 7 sec. N. lit., and 29 deg. 39 min. 16
sec. long.
Greenwich meridian. The roof and the ball
are painted black, the walls white, with a black belt in
the middle.

Notice is also given by the aforesaid department that
on account of some hydrographic works which are to be
completed during the summer of 1851, temporary buoys
will be placed at the places where the work is in pro-
gress; namely (a) in the skerries of Finland, near the
islands of Digscher; (b) in the middle of the Gulf of
Finland, between the islands of Nargue and Cape Da-
gerot; and (c) in Monsund and round the island of
Dago; and which, in order to be distinguished from the
ordinary buoys, will have yellow and other coloured
brooms above their blue flags.

MVOLVERHAMPTON.-
Larnat AT
Sones, about thirty-
fivearged with having
The
woman's; the pre-
viouslitTle hopes he
agnaa.enmaining
0n
).ear ATTEMPTEDs
Tuesday
of aagenavigator,
wasilu Re Dh
murder a female of the name of Caroline aoarrtempted to
in
a v
enriyg night,dangerous
cutting
state,
te her
andthroat. onautt.
enter-
tained of her recovery, an application for a remand
granted. Her depositions have been take❑ in the presencews
of the prisoner, whom she swears to as being the per
who committed the deed. The prisoner and his victim haves°i
been living together for some time past at various towns in
Staffordshire, but the woman deserted him about three
weeks back, and came to the above town, whither the pri-
soner came on Monday, and made inquiries at several places
to endeavour to find her. In the evening he discovered her
at a house of resort for persons of an abandoned character,
and called her into a yard at the back of the public-house,
where, without speaking a word to her, he cut her throat
from ear to ear. When taken into custody he acknowledged
that he had committed the crime, and e;spressed it regret
that he had apt also destroyed himself.

economical mode in which steam may be applied to
effect a rapid communication.
From the evidence taken before your Committee,
it appears that the screw itself, and the machinery
connected with it, are in a state of continued improve-
ment.

The discussions which took place in the Australian
colonies on steam communication with England
seem to have had reference to the question generally
rather than to the advantages of any one line as•
compared with another. The votes of certain sums
of money by the legislative councils at Sydney and
Adelaide seem to have been influenced, in a great
measure, by local considerations. At Sydney more
especially, where the sum of 6,000/. was voted by the
Legislative Council for the Torres Straits Passage, it
was admitted by one of the witnesses that the object
of that vote was to secure to Sydney the terminus of
the mail line.

The questions of the navigation of Torres Straits
and the passage by Cape Leeuwin, of the return
voyage to the Cape of Good Hope, and of the employ-
ment of screw steamers, being settled, the considera-
tion of the relative merits of the three routes is very
much simplified, and may be viewed with advantage,
in reference to the four fundamental conditions laid
down in the commencement of this report.
1. As
,;regards expedition, certainty, and extent of
postal communication.
Although it does not appear from the evidence that
any one of these lines has any advantage over the
others in these respects, of so decided a character as
lead the Committee to recommend it solely on that
ground, the Committee are led to believe that the direct
line from Point de Galle, via Singapore to Swan
River, would be the most expeditious that could be es-
tablished; and of the three lines for which tenders
have been sent in, that from Point de Gale rig Singa-
pore, Batavia, and Cape Leeuwin, promises a greater
security fur rapid and certain postal communication
with England than either the route by Panama or the
Cape of Good Hope • this, however, must depend, as has
already been remarked, upon the speed being greatly
increased beyond that stipulated for in the existing
contract from England to Singapore, and it is hardly
necessary to observe that no such increase could be
effected without a corresponding augmentation of ex-
penditure.
In regard to the Panama route, your Committee
believe that its promoters have not overstated the
punctuality or facility with which they would be
enabled to maintain a postal communication within
the period they offer for the service.
In respect to the Cape line, it seems not impossible
that there may be a degree of uncertainty at first, ex-
tending to six or seven days in the arrival of the
homeward mails from Sydney. This uncertainty
would arise from the navigation of the Indian Seas
westward. At the same time, it is to be remem-
bered that the experiment of navigating that ocean in
a well-found screw steamer has not yet been tried ;
while from the evidence received from masters of
sailing ships, who have made the passage at all sea-
sons of the year, it appears that there can be little
doubt of the steamers proposed for this service main-
taining their engagements.
2. As regards expedition, accommodation, and eco-
nomy in the conveyance of passengers.
It will no doubt be admitted tbat expedition for
passenger purposes is of not so great importance as
where postal arrangements are alone to be considered ;
but at the same time, as has already been shown, any
one of these lines offers nearly equal advantages' in
this respect.
In point of accommodation, the Panama line pro-
mises a tranquil and regular passage across the Pacific
Ocean, the trade winds securing regularity, both on
the outward and homeward route. The inconve-
nience to which the passenger would be subject being
the transit across the Isthmus of Panama, including
the trouble and difficulty attendant on the tranship-
ment of heavy baggage in a tropical climate, at cer-
tain periods of the year of a most unhealthy character,
though not wholly removed, will be materially dimi-
nished when the railway, which your Committee have
every reason to believe is in the course of construction
between Navy Bay and Panama, shall be completed.
By this line it is contemplated to carry first-class
and intermediate passengers, at the cost of 1051. for
the first class and 601. for the intermediate.
The Cape line offers to the passenger the advantage
of the only direct communication between England
and the colonies of Australia, without any change of
vessel, through a climate comparatively free from the
tropical heats of the other two routes.
It is true that by this line, at certain periods of
the year, some inconvenience may be experienced
from the severe weather common to the latitudes to
be traversed, but there is no reason to believe that
this inconvenience will be as great as that to which
passengers by the North American steamers are liable
in the winter months.

By this time the company state their ability to
carry first-class, intermediate, and steerage passen-
ger, at the same rates as those charged by sailing
vessels, namely, 701. first-class outwards, and 801.
homeward ; 301. second-class outward,and 35/. home-
ward ; and 19/. steerage passengers ; the latter being
the charge at which emigrants are at present con-
veyed from England to Australia.
By the Indian line, the communication may be
more rapid than by either of the two other routes ;
but the inconvenience of three transhipments, and of
the tropical heats, continued during 1, much longer
period than by the Cape route, together with the
probability of crowded vessels, at certain seasons Of
the year, along those portions of the line traversed
by the India and China passengers, render it, as an
Australian route, the least preferable, in point of
comfort.

If any inference can be drawn from the charges
now made for the conveyance of first-class passen-
gers as far as Singapore, to which class this service
would be confined, and likewise from the evidence
which has been given on the part of the Eastern
Steam Navigation Company, your Committee are
led to believe they would be considerably higher
than by either of the two other lines; indeed, it has
been admitted by witnesses—even those most
favourable to this route for postal purposes—that
few persons would be able to avail themselves of the
more rapid communication it would afford between
England and Australia, it being certain that the ma-
jority would prefer the longer voyage in sailing ves-
sels to incurring the cost which a Passage by this
line would require.
3. Facility, accommodation, and cheapness in re-
ference to the peculiar kind of merchandise passing
between England and Sydney.
It has been stated by the promoters of the Panama
line that they calculate on little, if any, merchandise
being conveyed by this route. It appears to your
Committee that the increasing traffic across the Pa-
cific, between California and New Zealand, consists
of articles not likely to be conveyed by these steamers,
whilst the present cost fur transit of merchandise
across the Isthmus of Panama would preclude the
transmission of any but the most valuable articles.
The Cape line, your Committee are led to believe
from the evidence they have received, is peculiarly
adapted to the carriage of merchandise of such a de-
scription as would bear a higher rate of freight in
consideration of a proportionate increase of speed.
The size of the vessels and their construction will
enable them to devote a considerable portion of their
tonnage to this object.
The inconvenience arising from transhipment on
the Panama route, which renders it inapplicable to
the conveyance of merchandise, extends to a far
greater degree to that by Singapore. Indeed it has
been readily admitted, by the promoters of that line,
that no goods are expected to be conveyed by the
steamers between England and Australia.
The trade between India and Australia cannot be
said at present to be of any very great extent; and
although with China and the Indian Archipelago
there is a considerable and increasing traffic in teas,
sugars, and other merchandise, it does not seem to
your Committee that the transport of such merchan-
dise would be aided very materially by means of steam
communication, or that it would bear the coat of tran-
shipment at Singapore.
4. That the line or lines selected should be as free
as possible from those political objections which ne-
cessarily attach to a line dependent on other countries
for its communications.
The only line before your Committee wholly free
from these objections, and entirely under the control
of the Government, is that via the Cape of. Good
Hope, the safety of which depends exclusively uponthe
maritime superiority of the empire ; whilst the route
across the Isthmus of Panama, and the routes through
the heart of Europe and Egypt, must always be liable
to the interruption consequent upon a breach of
friendly relations with foreign powers.
As regards the expense to the public necessary for
the maintenance of these several lines, it appears to
your Committee, on reference to the tenders and to
the evidence, that the Panama route would require
for its establishment to Sydney alone a grant of
50,000/. in addition to that already paid for that por-
tion of the line conducted by the Royal Mail Steam
Packet Company. To effect the extension of the
Cape route, including the cost for intercolonial com-
munication, about 39,0001. would be required, in ad-
dition to the sum already granted to the General
Screw Company ,for the present line as far as the
Cape of Good Hope ; whilst from the proposals made
' for establishing a line from Singapore to Sydney it

would appear that the public would be called upon to
contribute a sum of not less than 60,0004 for full
rwer paddle steamers.
It is possible that this line might be carried out at
less cost were the auxiliary screw propeller to be sub-
stituted for the full power paddle ; but in such an
arrangement the main argument in favour of this
line would be weakened, as it would then become
impossible to obtain with any certainty that punc-
tuality and rapidity necessary to insure the perfect
combination at Singapore, and render it complete, as
a postal line.

In referring to the tenders which have been sent in
by the various parties who have, proposed to undertake
these lines, your Committee have regarded them
merely as means of pointing out with distinctness
what might be effected upon each route; they consi—
' der that it is a question for the decision of Govern-
ment, whether, after the evidence which has been
taken; it would not be advisable, and a fairer course
to the public, to call for fresh tenders for the line
which may be selected.
•
In the selection of a line to recommend to the at-
tention of the Government, your Committee consider
that there are objects essential to the welfare of the '
colonies quite as important as those political conside-
rations which, in other cases (such as. India), render
a rapidity of postal communication the paramount
object.
Your Committee believe that, with a view to the
welfare of the colonies, the pre-eminence of any one
of the requisites which they have laid down is, on the
whole, less important than a due combination of all.
They do not consider themselves bound to give the
preference to a route merely on account of its fur-
nishing the most rapid meana.,ot postal oommtp4cif
tion; they, believe, from the evidence they have re=l
ceived, tharbthere are other great interests involved in
this questiOß, affecting not less deeply the develop-
ment of the rising colonies of Australia, and the inte-
rests of the empire generally.
Your Committee, after maturely weighing the
merits of the lines they have had before them, together
with the objections which, in the course of this in-
quiry, have been urged against each, have come to the
conclusion that the line proposed to be extended from
the Cape of Good Hope to Sydney is the one which
combines these advantages to the greatest extent, at
the smallest cost to the public. They do not con-
sider that the gain of six days, which it has been
stated in evidence would be obtained by a direct line,
not touching at the Cape on the outward passage, is of
sufficient importance to justify them in recommend-
ing its present establishment ; and they believe that
the service might be performed in vessels of such, a
size as would meet the wants of both the Cape of
Good Hope and the Australian colonies.
Looking at the prospect of remuneration which this
line holds out to its promoters, and likewise at the
great changes rapidly taking place in the require-
ments and commercial communications of those dis-
tant parts of the world, your Committee would re-
commend that whatever arrangements may be en-
tered into, should be for as short a period as may
be consistent with the adequate performance of the
service.

In arriving at these conclusions, your Committee
are not blind to the merits of the Panama line ; they
believe that it would afford a regular and sufficiently
rapid postal communication, securing to the passenger
a voyage comparatively free from storms, and at the
same time it would bring the rising colony of New
Zealandinto the main line of communication.
Neither have they overlooked the importance of
the more rapid postal communication which they are
led to believe the line /Pigs the Straits of Singapore
would afford ; nor the advantage to the Australian co-
lonies of opening between Sydney or Adelaide steam
communication with the Indian Archipelago.
They consider, however, that it has been satisfac-
torily proved that, by the Cape, postal service with
Nngland may be conducted with sufficient regularity
and rapidity to meet the present requirements of the
colonies; that it would bring into direct communica-
tion with each other the ; principal colonies of Aus-
tralia; that it would furnish the most economical, and
at the same time the least inconvenient means of transit
to passengers, including even the labouring classes
that it would offer facilities for the transmission of
merchandise at a moderate cost, without the inconve-
nience of transhipment; and that it would establish
a line of communication, independent of other na-
tions, between the mother country and her distant
colonies, which might, in the case of any sudden
emergency, be useful in keeping open the commu-
nication between England and her empire in the
East.

Your Committee consider that it is uncecessary to
enter into details as to the best mode of giving to the
different colonies comprised in the Australian group
the full advantages of such communication ; the evi-
dence which they lay before the House will enable
those to whom the arrangements may be entrusted to
weigh fairly the respective interests of each ; and in
such arrangements your Committee consider that
those of New Zealand should certainly not be ne-
glected.
In reference to the establishment of steam commu-
nication between Singapore and Australia, your Com-
mittee are prepared to view it as distinct from the
question of direct communication with England, having
reference to India and the trade of those seas ; and
whilst they fully admit the importance of that line,
and believe that ere long the increasing requirements
of Australia will demand its establishment, they are
firm in the opinion that if one line alone is to receive
the assistance of the Government, it is not at present
of sufficient consideration to entitle it to be selected
as the sole communication between England and
Australia.

Your Committee hope that each colony will contri-
bute to give full effect to the establishment of the in-
tercolonial steam communication necessary to perfect
these arrangements.
The attention of your Committee has been directed
to the effect of payments for contract postal packets
on the interests of the general body of shipowners ;
and they are of opinion that ample time should be
given to encourage full competition; that the interval
between the acceptance of any contract and the com-
mencement of its performance should be sufficient to
enable the contractor to prepare for the duty he has
undertaken ; and that the fullest scope possible con-
sistent with the due performance of the service should
be granted in respect to the conditions set forth for
the tender.

In conclusion, your Committee earnestly press upon
the Government the importance of taking immediate
steps to effect the object to which this portion of their
inquiry has been directed, more especially upon the
ground of the ample time for preparation which they
consider that the public, in any tender for the ser-
vice, are entitled to require, so as to enable all com-
petent parties to compete for the proposed service.
June 5, 1851.

THE ATLAisTrICANISPACIFIC RAILWAY.
On Monday evening Mr. Asa Whitney read a most
interesting paper on his gigantic railway scheme be-
fore the members of the Royal Geographical Society
at king's College. In addition to the ordinary mem-
bers of the society, there was a full attendance of
scientific and professional visitors, both British and
foreign, who paid the utmost attention to Mr. Whit-
ney's paper. The lecturer embraced the details of the
great scheme for connecting the shores of the Atlantic
and Pacific Oceans, which has been already before
the public. At the conclusion of the reading a very
animated discussion ensued, which moy be summed
up in the following manner :
Mr. R. STEPHENSON, C.E., stated his opinion that
the only difficulty, as regarded a long railway, was a
commercial one. He had no means of offering an
opinion as to the facilities for the execution-of Mr.
Whitney's project; but be would take it that what
Mr. Whitney himself stated on that point was cor-
rect, and that the plains abounded with timber and
every requisite for constructing the line from the
Atlantic to the Pacific. Yet the commercial ques-
tion outweighed almost everything which Mr. Whit-
ney had adduced as to the distances ; for, as regarded
navigation, it all depended on the amount of money
charged for conveying goods from one place toan
-
other, rather than on the number of miles. This
was plain from the case of the line by the Isthmus of
Suez, as compared with that via the Cape of Goof
Hope to India, owing to the difficulties of navigation
in the Mediterranean. The effect was, that the
freights of goods from Liverpool to Alexandria ex-
ceeded those from Liverpool to Bombay round the
Cape of Good Hope.. The construction of a railway
to save time, for mails and passengers, was a feasible
project, and deserving of the attention of England;
but with regard to the opening of a canal, supposing
the facilities to be so great, and that, in fact, the
money question was as much sunk as M. r. Whitney
supposed it to be sunk as regarded his project, be
(Mr. Stephenson) believed that if a canal were made,
the commerce between England and India would
not then go by the Mediterranean and the Red Sea.
Captain FITZROY, R.N., said his humble opinion as
a seaman was, that in the case of the route by Pana-
ma being opened, the commerce with Asia would, as
a matter of course, take that line, for the simple
reason that it was the easiest line of navigation with
all parts of the world. The commerce of Europe
and of the greater part of the North America
would find favourable winds to carry it to the Isth-
mus, And also to curry it on its route across the

' Pacific to the whole of the Australian eolonies and
1 Asia generally. Sailing ships, in returning from
the Australian colonies or from the south of the
t Equator, would return by the westerly winds below
• the tropic, and then through the Isthmus of Panama
by the West India Islands, and taking the course
home followed by the West India traders, thus avoid-
ing the Cape of Good Hope and also Cape Horn.
That the opening of the Isthmus of.. Suez would
not have the same advantage he believed, for the
reasons assigned by Mr. Stephenson, viz., the dangers
of that narrow navigation of the Mediterranean,
the Red Sea, and also the Indian Ocean. Therefore,
the open route to India was preferable for commerce
as having less risk. From London to Singapore and
from Singapore to Canton by the shortest possible
navigable line would of course be (passing by Suez,
but not by way of Marseilles or Trieste, but going
through the Straits of Gibraltar to Alexandria, and
by the Red Sea), he believed 9,500 miles. That was
from London to Canton. The nearest possible line
from London to Canton, via Panama, would be
13,700 miles on the globe. From London to Canton,
rid New York and Oregon, crossing by the proposed
railway, would be about 10,000 miles. The nearest
possible line from New York to Canton, rid Panama,
was 11,200 miles. Mr. Whitney saidthat with re-
gard to his Pacific Railway, the country for 700 or
800 miles to the westward of the line to which rail-
ways had yet been carried was almost level ; but then
he stated that the region which succeeded that level
country was at an elevation of some 7,000 feet. Now,
a rise from a level country to a height of 6,000 or
7,000 feet was an elevation altogether unprecedented
in railway enterprise. A rise of some hundreds of
feet was a formidable obstacle to the engineer ; but
to carry a railway through a wild and totally unin-
habited country, advancing ten miles at a time,
would take a very considerable number of years to
complete the first 700 or 800 miles. Then, again,
with regard to the transport of goods, there
was little likelihood of a transhipment, because with
the power of steam in the present day water carriage
of any distance was a very small expense, and the
time was certain ; therefore the prospect of commer-
cial remuneration in the sequel appeared to be very
remote. But he thought Mr. Whitney was mistaken
in saying that the voyage could be made from Oregon
lor Vancouver's Island, across to Canton, with equal
facility either way. The voyage could be made from
the west side to America without difficulty ; but
from the trade winds the voyage in the contrary di-
rection was attended with great difficulty. However
valuable the project, therefore, might be to the United
States, it could not possibly be of use to Europe
and the Asiatic world. It seemed to him to be a
question more relating to the United States and the
Canadas than to Europe. He had made these remarks
with the view of eliciting observations from other
gentlemen.
The Rev. C. G. NICOLAY said the point in which
he differed with Mr. Whitney was as to the greater
facility of constructing his proposed railway through
United States territory than through British. He
had no doubt if Mr. 'Whitney got his route that the
whole of the land would be settled very shortly.
But he preferred the northern route for the rail-
way to the southern, believing that in our territory
there were greater mineral resources, and that large
fields of labour would be opened up there. Doubt-
less a great project of that description ought to be for
the benefit of the whole world ; but he could not but
see that if Mr. Whitney's original plan were carried
out, all the local advantage and profit would go to the
United States.

Colonel LLOYD said it would take 220 years to com-
plete this project, and we could not afford to wait so
long as that. Besides, it would place the whole of
our commerce at the mercy of the United States and
of our own North American colonies. Another ob-
jection was, that all our merchandise coming from the
tropics, the East ladies, China, and all those parts,
would have to traverse so vast an extent of country,
and having arrived at New York or Nova Scotia,
would have then to undergo the transit to England by
a passage which was the most injurious of all to goods
during three or four months in the year.
Major CARMICHAEL SMYTH thought the project
ought not to be exclusively regarded as a route for
commerce, but also as affording employment and
facilities for the settlement of the people. It had been
said it would only benefit Canada and the United
States, but what was an advantage to Canada he could
not but regard as equally a benefit to England.
Mr. VIGNOLES thought they must be content to take
the ocean as the cheapest and most economical of high-
ways, but he was not the less thankful for the magni-
ficent idea brought before the society that evening,
which came well from the great country to which Mr.
Whitney belonged.
Mr. T. SAUNDEUS advocated the carrying out the
project through British territory for the settlement of
our surplus population,_ and to divert the stream of
emigration from the United States.

Mr. A. CAMPBELL supported the same view.
Sir EDWARD BELCHER, R.N., considered the pro-
ject untenable as a route for commerce, and thought
that if the land was settled, and gold should be found
in the interior, the gold would not pay for the expense
of carriage to the coast.
Mr. WHITNEY briefly replied, observing that the
question had been greatly misunderstood, in the dis-
cussion having been turned into a capital and dividend
question, with which it had nothing to do, its main
objects being settlement and civilization.
The cordial thanks of the society were awarded to
Mr. Whitney for his interesting paper, and the meet-
ing separated.

NAVAL INTELLIGENCE.
DEATH OF ADMIRAL COCHET.
Admiral of the Red John Cochet has been reported
as deceased at the advanced age of 81 years. This
venerable officer entered the service as early as 1775,
rather too early, it would appear, to qualify him for
those hunours and decorations which were bestowed
on younger men, although he served on full pay for
29 years, most of the timo afloat during the war.
The following sketch of his career is from" O'Byrne's
Biography :"-This officer entered the navy Dec.
22, 1775, as ordinary, on board the Blonde, 32,
Captain Philemon Pownall, with whom, after cruiz-
ing for some time on the coast of North America, be
removed to the Apollo, 32, of which ship he became
a midshipman in October, 1778. On the 31st of
January, 1779, he assisted at the capture, off the
French coast, of the 26-gun frigate L'Oiseau, which
only surrendered at the close of a sanguinary action
of an hour and a half ; and on June 15, 1780, be
further contributed, near Ostend, to the defeat of the
French ship Stanislaus, of 26 guns, whose fire killed,
including Captain Pownall, six, and wounded 20,
of the Apollo's people. From December follow-
ing, until the receipt of his first commission,
August 26, 1789, Mr. Cochet was employed
on the American, home, and Mediterranean
stations, in the Amphion, 32, Captain John Bazely,
Charlestown, 28, Captain Edin. Griffiths, Powerful,
74, Captain Thomas Fitzherbert, and Southampton,
32, Captain Andrew Snape Douglas. In March,
1790,:,he joined the Zebra sloop, Captains Hon. Robert
Forbes and Wm. Brown, and in December, 1792, on
his return from the Mediterranean, the Phaeton, 38,
Captain Sir A. S. Douglas. After sharing in the
capture of various vessels, amongst which were Le
General Dumourier privateer-her prize, the St.
(Tap,' a Spanish galleon of immense value-and La
Prompte, of 28 guns, he removed to the Queen Char-
lotte, 100, bearing the flag of Earl Howe, with whom
ho served in the action of June 1, 1794. Having ob-
tained the rank of commander May 27, 1795, Captain
Cochet, January 4, 1796, joined the Rattler, 16, and
on the 6th of May following, when in companyicbe;u
with
the Diamond, 39, took, off Cherbourg, Le Pichegru,
privateer, of 10 guns and thirty-four men. On De-
cember 9, 1796, he was posted in the Abergavenny,
of 50 guns, in which ship we find him superintending
the naval arrangements at the evacuation of Port-au-
Prince, St. Domingo. He was subsequently
ap-
pointed, June 14, 1698, to the Thunderer, 74 and,
'
January 11, 1799, to the Valiant, 74. In the latter
ship he returned to England with a large convoy,
and was placed on half-pay, May 30, 1799. After
which he officiated with great credit, especially at
the battle of Maida, as principal agent for trans-
ports in the Mediterranean, from May 2, 1805, until
June, 1810. He commanded next the Ardent, 64, at
Bermuda, from March 3, 1813, until April, 1814 ;
and lastly performed the duties at Halifax of resident
agent for transports and prisoners of war, from the
latter date until May, 1815. Admiral Cochet, who
has not been since employed, became a rear-admiral
August 12, 1819 ; a vice-admiral July 22, 1830 ; and
a full admiral November 23,1841. He married, first,
May 19, 1796, Miss Charlotte Jefferys ; and secondly,
July 15, 1811, Lydia, widow of Captain Long, of
the 89th Regiment, which lady died Sept. 9, 1839.
By the death of Admiral Cochet the following pro-
motions take place:-
Vice-Admiral of the Red George M`Kinley (an
octogenarian), to be Admiral of the Blue vice Sir
Thomas Livingstone, Bart., to be Admiral of the
White, vice H. R. Glynn, to be Admiral of the Red.
the Maitland,Blu
Blue,
Rear-Admiral the lion. Sir Anthony
C. 8., K.G.M.G., to be Vice-Admiral of

• The treasure of silver, &c., found on board this
um], was conveyed to the Bank from Portsmouth in
twenty-one waggons, and ¶Y 5 estimated ttt 5 million
sterling