The Sun.
London, England, 1860-10-12 00:00:00

mand of Capt. Peel, were inspected by Major Hume,
Deputy Inspector of Volunteers, on Wednesday
last The corps were drawn up in the Market-hall,
and looked remarkably well. Capt. Peel put the
corps through the manual and platoon exercise,
which was done with a precision worthy of the
Line. The subalterns then each put the men
through some manoeuvres, which were all very well
executed. Major Hume, at the conclusion, ad-
dressed the corps, and stated that he had the
greatest pleasure in thanking all ranks for the way
in which they had learned their drill. He said that
of all the volunteers he had had the honour of in-
specting none had surpassed them in the beautiful
manner in which they performed the manual and
platoon exercise, which showed they had been care-
fully and well taught.
The Volunteer movement makes steady progress
in the district of Penrith, in Cumberland. The
first company of the Inglewood Rifles, consisting
of 75 men, officered by Captain Frederick
Cowper, jun., of Yanwath (commandant), Lieu-
tenant Wilkinson, and Ensign Cant, are improv-
ing rapidity in their drill under the superintendence
of their captain, aided by Drill-Sergeant Wolfe, of
the 15th Regiment, who was allowed to go on fur-
lough for this service on Colonel Coles's application
at the War-office. A second company has just been
raised, to which 55 men have volunteered. Major
William Brougham, of Brougham Hall, is Major
of the district, and not long ago entertained the
regiment, as also did Mr. Frederick Cowper, of
Carleton Hall, on which occasion very efficient drill
practice was shown in light infantry movements
under Sergeant Wolfe's directions in the park.
A meeting was lately held at Lincoln in order to
take steps for forming a mounted rifle corps for
Lincolnshire. Several gentlemen have agreed to
join the corps, and a large number of tenant-far-
mers have expressed their willingness to do so if
their landlords approve the movement.
The first prize shooting in connexion with the 7th
West York Rifles (the Leeds corps) commenced at
the regimental shooting ground at Farnley on Wed-
nesday last. The weather was wet and stormy,
and the company present was not numerous. Yes-
terday there was an improvement in both respects.
The shooting, all things considered, was good, and
there were a large number of competitors, there
being 107 for the first prize. The shooting will
not conclude before Saturday, and it is not impro-
bable it may extend until Monday.
The Armstrong or Artisan Company of the Not-
tingham Robin Hood Rifle Corps now numbers 66
members, and their services are to be offered to
Government forthwith. Drill is held every night
in the week at St. John's School-room, London-
road, and the company is making satisfactory pro-
gress towards efficiency. Mr. Gimson, of Notting-
ham•park, has offered two prizes—one of £lO and
one of £s—to be shot for by the company next
summer. The Armstrong Company promises to be
the best in the whole battalion, none but athletic
men being admitted.

WRECK REGISTER AND CHART 071859

In accordance with our annual custom, we are
called on to chronicle the fearful and, in the pre-
sent instance, unprecedented effects, both on life
and property, of the terrific storms of the prece-
ding 12 months in the seas and on the shores of
the United Kingdom.
Truly these statistics, which have been so accu-
rately and ably tabulated by the Board of Trade,
and afterwards presented by the Board to Parlia-
ment, aro of a dry and uninviting character ; but
we deem them, nevertheless, of the utmost national
importance, for they tell with unmistakeable accu-
racy that 3,977 shipwrecked persons were placed
last year in imminent danger on our coasts, of
wgom 1,645 unfortunately met with a watery
grave, and that the value of the property destroyed
was upwards of a million and a half sterling. The
lives thus sacrificed and property destroyed on the
coasts of the British Isles represent a state of
things within one short year which is without a
parallel in our maritime annals, and which loudly
invokes the help of every Christian philanthropist
to aid in the mitigation of similar sad results in
future years.
To realise, however, the desolating scene at one

view it is indispensable to place before one a Wreck
Chart, which represents all around so many small
shots, hollow shots, red hot shots, and crosses. It
will be observed that in some spots, such as the
whole of the east coast, where 621 wrecks took

place last year, near projecting headlands and the
sites of lighthouses, the cannonade seems to have
been the most furious, just as though they were
salient angles of some bastion made special marks
of by marine artillery, and on investigation such
turns out to be the fact. But the artillery in this

case is the wild force of storms, and the expended
shots represent noble ships hurled against the solid
bastion of our cliffs, or the more treacherous earth-
works of sandbanks and quicksands. To survey the
map it would seem as though all the ships of the
world had been attracted to our shores as by some
magnetic ,mountain, and then shattered helplessly
upon theme
When we remember, however, that England is
the centre of the commercial world, that hither are
attracted the mercantile navies of all nations as
well as of our own ; that last year alone the num-
ber of vessels which entered inwards and cleared
outwards, including their repeated voyages from
the different ports of Great Britain, was 300,580,
representing a tonnage of 31,712,500, and probably
having more than a million of people on board ; that
it is not an unfrequent occurrence to see 400 or 500
vessels at one time coming down the east coast, and
equally as many at the mouth of the Thames and
Mersey—we say that when one considers all this
enormous shipping and number of men which crowd,
day after day, our narrow channels, skirted as they
are by dangerous rocks, headlands, and sandbanks,
it is not a matter of surprise that so many lament-
able catastrophes should occur year after year
among them. However, last year was one of the
most disastrous on record to ships on our coasts, as
many as 1,416 wrecks having occurred, with the
loss of, as we said before, 1,645 poor creatures.
We shall now proceed to analyse the causes of
these shipwrecks, taking for our guide the Board
of Trade Wreck Register. This states that the in-
crease of these disasters is mainly to be traced to
the very heavy storms of October 25 and 26, and of
October .31 and November 1 and 2 last. In the
former gale there were 133 total wrecks and 90 ca-
sualties, resulting in serious damage, and 798 lives
were lost. This number, however, includes the loss
of 446 lives in the Royal Charter, which will al-
ways be remembered. as one of the most melancholy
shipwrecks that ever occurred on British shores.
During the gale of November 1 and 2 there were
27 total wrecks and 27 casualties resulting in par-
tial damage, and there was a loss of 51 lives. Be-
sides these 424 lives were lost at one time in the
Pomona on the 28th of April, and 56 in the Blervie
Castle on or about the 20th of December.

Although the work of destruction, as thus offi-
cially recorded, is fearful to contemplate, yet it
must be remembered that had it not been for the
services of the lifeboats of the National Lifeboat Ins
stitution, the rocket and mortar apparatus of the
Board of Trade, and other means, it would have been
much more disastrous in its consequences. It is
somewhat singular that while the number of ca-
sualties to British ships trading to, from, or between.
places in the United Kingdom has greatly increased
—viz., from 927 in 1858 to 1,187 in 1859—the ca-
sualties to foreign ships similarly employed have
decreased from 209 to 188. It surely cannot be
creditable to British seaman that foreigners should
beat them in safely navigating ships in British
waters.

Again, it appears that in one voyage out of
every 175 voyages made by British ships employed
in the oversea trade a casualty has happened,
graus
while in only one voyage out of 335 has a casualty
ihappenedr
thisto an f u faovr
oe
üble ship
pconsitmraislat
i
rwlyoueldmbpe stillloYed
more strikingly illustrated if the percentages of
casualties compared with voyages mado by vessels
in ballast in our coasting trade were given ; but,
unfortunately, this register is silent on that impor-
tant point, as no record is kept of coasting voyages
made by British ships in ballast. Some of
the
most distressing and fatal wrecks arc often occur-
ring among our coasters in ballast.
In the classification of the casualties according
to the cargoes of the ships it appears that the ships
which have suffered most are as follows—viz.,
laden colliers, 506 in 1859 against 377 in 1858;
light colliers, 71 against 41 ; ore ships, 130 against
101 ; and ships with passengers and a general
cargo 42 against 14.
It will be observed that our ill built colliers con-
tinue to maintain their fatal pre-eminence for their
frequency of wrecks on the east coast. When
overtaken by a storm off Flamborough Head no
shelter is afforded them until they reach Yarmouth
Roads, where, alas too frequently the bodies of their
unhappy crews are found floating on the outlying
sandbanks. No facts can speak louder than this
simple record of the absolute necessity that exists
that measures should be taken as early as practi-
cable to improve our natural harbours of refuge
,on
the east coast and elsewhere.
The sirriees of lifeboats are also most frequently.

t0m....

called into use on the east coast of the United
Kingdom. Who that has seen the Lowestoft,
Pakefield, Southwold, and other boats in connexion
with the National Lifeboat Institution put off
during the past few months in the very fury of the
storm, has watched their successful fight with the
elements, and has seen the same boats return laden
with human life, that has not felt a deep emotion
such as one cannot but experience when witness-
ing some heroic and self-denying act P
The whole of the wrecks are divided clearly into
classes, according to their rig and tonnage ; and it
appears from the register that those which have
suffered most are as follows—viz., schooners, 491;
brigs, 292 ; sloops, 127 ; and barques, 123 ; that the
number of casualties to vessels between 100 and 300
tons is 493; between 50 and 100 tons, 455; and
below 50 tons, 306; while the number of vessels
from 300 tons to 1,200 tons and upwards is only 160.
It was among these numerous wrecks which oc-
curred often during fearful storms that the lifeboat
was busily engaged. It is a long list of noble ser-
vices, and a few of them will be enough to show
what strong claims the National Lifeboat Institu-
tion has on the public gratitude. Here is April 15.
—Goodwin Sands—terrible name of ill-omen to
-sailors ;—wind W.N.W. ; sloop Liberal of Wis-
beach, 1 man saved by the Walmer lifeboat. Sept.
17 and 18—Misner Haven; wind N. and W., strong
gale ; brig Lucinde, of Memel, 11 men saved by the
Southwold lifeboat. Feb. 28—Jack's Hole Bank ;
brig Louise, of Genoa, ship assisted by the crew of
the Padstow lifeboat. March B—Doom Bar Sands

—a hideously suggestive designation ;—brig Gon
salve, of Nantes, 7 men saved by the Padstow life
boat. Nov. I—Holm Sands; wind S., heavy gale;
steamer Shamrock, of Dublin, 14 men saved by the
Lowestoft lifeboat. Nov. 2—Whitburn ; blow-
ing a hurricane ; schooner Anton, of Den-
mark, 6 men saved by the Whitburn lifeboat.
Nov. 26—Redcar ; wind S.E., heavy gale ; brig
Fortuna, of Memel, 11 men saved by the Red-
car lifeboat. December 30—Barmouth ; wind
from the S.W., blowing a gale ; ship Britannia,
of Bath, United States, 14. men saved by the Bar-
mouth life-boat. Dec. 21.—Lytham • weather
stormy; the brigantine Hannah Jane, Of London,
seven men saved by the Lytham lifeboat ; and so
the record goes on through a long list, enumerat-
ing services of the most humane and sterling cha-
racter in words and figures as simple as an ordinary
entry in a merchant's ledger.
Old age tells on ships as it does on human beings,
and the ship that wasonce able to weather the fierce
gale bends under the influence of advancing years
and rotten timbers. The Register states that the
greatest number of casualties have happened to
ships between 14 and 20 years old, next between 20
and 30, and then to comparatively new ships, or
ships between three and seven years of age. It
also happens that 64 were upwards of 50 years old,
three of this number being between 80 and 90, one
between 90 and 100, and one above 100 years old.
A comparison of the wrecks that have occurred
during the past two years on the coasts and in the
seas of the British isles gives the following result :
On the east coast are 621 against 514 in 1858 ;
on the south coast, 136 against 89 ; and on the west
coast, 466 against 304. On the Isle of Man six
wrecks took place in 1858, but in 18.59 they had in-
creased to 28, This is a point where the Commis-
sions on Harbours strongly recommended the erec-
tion of a harbour of refuge. The Castletown life-
boat, belonging to the National Lifeboat Institu-
tion, has several times been instrumental during the
past year in saving life from wrecks off that island.
The wind which has been most disastrous to ship-
ping during 1859 was the S.W. wind ; this was also
the case during 1858. The casualties during the S.W.
;Finds were in 1858, 110 ; and in 1859, 166. Next
comes the W.S.W., which shows 104 casualties in
1859, against 65 in 1858. Then follow the S.S.W.,
the N.E., the W., and the W.N.W., which show a
marked prevalence as compared with the preceding
year.
From the force of the' wind when each casualty
happened, it appears that a marked increase has
taken place in those which happened during force
11 (or " storm")—viz., 88 against 57 in 1858; and
at force 12 (or " hurricane"), 87 against 11.
Knowledge and ignorance hold each an unequal
strife in these alarming records, for it shows that
the number of ships to which casualties happened,
commanded by masters possessing certificates of
competency, was 217 against 344 commanded by
masters holding certificates of service only, and 597
commanded by masters not required by law to have
certificates. It is only reasonable to expect that
every one who professes to navigate a vessel should
give some proof of his ability to perform so im-
portant a work.
It is computed that the loss of property caused
by wrecks and casualties on the coasts of the
United Kingdom during the year 1859 was, in car-
goes, £893,000, and in ships £870,000, being a total
loss of nearly £2,000,000. Surely this is so much
wealth lost to the nation at large.
An analysis of the 1,416 wrecks gives the follow-
, ing result :
In 1859 the wrecks and strandings involving
total loss amounted to 527 against 354 in 1858, and
those involving partial loss to 540 against 515 in
1858 ; the total number of strandings, &e., being
1,067 against 869 in 1858; the total number f colli-
sions being 349 against 301 in 1858; 116 of which
happened in the daytime, between 6 a.m. and 6 p.m.,
against 76 in the day time in 1858 ; and 233 hap-
pened in the night between 6 p.m. and 6 a.m.,
against 225 in the night in 1858 ; only 89 happened
between April and September inclusive, and 260
collisions happened between October and March
inclusive.
It appears that, exclusive of passengers, there
were 10,538 persons on board theise 1,415 wrecks,
and of these 3,977 were actually imperilled, and
2,332 have been saved from a watery grave by
lifeboats, the rocket and mortar apparatus ships
own boats, and other craft ; the remainder, 1,645,
having unhappily been drowned. This is the
largest number on record that have perished from
.wrecks in one year on the coasts of the British
Isles. It should, however, be remembered that 926
of the unfortunate creatures were thus sacrificed
belonged to the Royal Charter, the emigrant ship
Pomona, and the Blervie Castle.
Of .curse, more lives have been saved by ordinary
boats than by the lifeboats of the National Lifeboat
Institution and other bodies, fishing smacks and
other craft being much oftener at band when dis-
asters happen ; nor, indeed, are the services of the
boats in question called into requisition when it is
safe for other kinds of vessels to approach a wreck.
To despairing mariners in the shattered hulk, how-
ever, grinding upon some rocky barrier, er sinking
into some treacherous quicksand, these boats are
lifeboats indeed. For instance, on the 30th of Jan.
last the ship Ann Mitchell, of Glasgow, was
wrecked on Arklow Banks. Several fishing smacks
attempted in vain to approach her. The steamer
Ruby, bound for Bristol, laid to for five hours, with
the laudable view of succouring the crew; but the
sea was so very heavy that neither smacks nor
steamers could even come within hail of the wreck.
The Arklow lifeboat, belonging to the National
Institution, made her appearance. She nobly ran
through the heavy breakers, and succeeded in
taking off the whole nine men from the wreck.
While we might thus amplify the services of the
boats of the National Lifeboat Institution, we must
not omit to do full justice to the marine depart-
ment of the Board of Trade in the same cause of
humanity. From the Mercantile Marine Fund
they have expended, in support of lifeboats, the
rocket and mortar apparatus, and rewards for sav-
ing life, nearly £4,600 during the past year.
There are altogether 158 lifeboats on the coast of
the United Kingdom ; about 100 of these are under
the management of the National Lifeboat Institu-
tion, and arc manned and inspected in conformity
with its regulations. They were manned last year,
on occasion of service and of quarterly exercise by
about 5,000 persons. With the exception of three
persons who perished from the extreme coldness of
the weather and the water, by the upsetting of a
lifeboat, not a single accident happened to either
the boats or their brave crews.

—Surely we should not grudge such a society a
little pecuniary help when we read that, during its
36 years of existence, it has expended on lifeboat
establishments nearly £40,000, and has voted 82
gold, and 658 silver medals for distinguished ser-
vices, besides pecuniary grants, amounting to almost
£14,000; while during the same period it has
granted rewards for preserving, by its lifeboats
and other means, no less than 11,601 of our fellow-
creatures from a watery grave.

SPORTING ACCIDENT,—On Tuesday last, a some-
what serious accident occurred to Major Mortimer of this
town, while enjoying the pleasures of shooting in the neigh-
bourhood of Winchcomb. It appears that Major Mortimer
was firing during the day with a double-barrelled gun; he
had just discharged one barrel, and was in the act of re-
loading, when, in ramming home the charge,the concussion
caused the other barrel to explode, and we regret to state
that the gallant major's hand was shattered to so serious an
extent as to necessitate the amputation of the thumb and
two fingers of th.c right hand.—Cheltenham Examiner.
[ADVERTISEMENT.] Pills and medicine invariably ag-
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in indifferent health sending on!), their address to E
S. Barry, Esq., 77, Regent-street, W., London, and they
Will receive gratis and free by post the "INVALIDS' OWN
GUIDE," or Natural Restorer, without n3edioine or ex-
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SP lioltb.'?

r - .

POLICE INTELLIGENCE—Oct. 11

MANSION-HOUSE.—A case of very consider-
able importance to the mercantile world was brought
before the Lord Mayor, and decided by his lordship.
Mr. Lewis Stewart, a merchant, carrying on his
business at No. 8, Cooper's-court, Cornhill, was
summoned at the instance of the directors of the
Peninsular and Oriental Steam Navigation Com-
pany for having, contrary to the provisions of the
Merchant Shipping Act, 1854, unlawfully sent cer-
tain goods of a dangerous nature—to wit, one gal-
lon of spirits of ether nitre, and one gallon of spirits
of ether sulphur—on board one of their vessels
called the Pera, without marking the nature of
such goods upon the packages containing them, or
without giving notice to the master or owners of
the:said ship of the dangerous nature of the articles.
Mr. T. Atkinson, instructed by Messrs. M`Leod,
Stenning, and %Yatney, solicitors to the company,
appeared in support of the complainant ; Mr.
Nicholson, solicitor, of Lime-street, attended on be-
half of the defendant.

Mr. Atkinson, in opening the case, said that he
had the honour on the present occasion to appear
on behalf of the Peninsular and Oriental Steam Na-
vigation Company, a company, as his lordship was
aware, that was incorporated by royal charter, and
the charge against the defendant, who was a mer-
chant in the City, and a gentleman of the highest
respectability, was that he had been guilty of
an infringement of a particular act of Parlia-
ment by shipping certain dangerous ingredients
on board one of the vessels of the company. He
would say in the outset that the company were
actuated by no other feeling in the matter than a
desire to protect property and life, and believing
that by the act which defendant had committed
both had been endangered, and that the most seri-
ous consequences might have been the result, they
felt that duty to the public left them no alternative
but to institute the present proceedings as a caution
to others, and to show that they were determined,
as much as laid in their power, to prevent those
disastrous casualties that too frequently occurred at
sea, possibly, in many instances, from neglect such
as was now complained of. The learned counsel
then read the 329th section of the Merchant Ship-
ping Act, which enacts that any person who shall
cause any explosive or dangerous material to be
shipped on board of any vessel, without distinctly
marking the nature of the same upon the package,
or giving notice to the master or owners of the
vessel of the nature of the materiaisso sent on board
should be liable to the penalty of £lOO. He said his
lordship was aware that the vessels of the company
sailed on the 4th and 20th of each month from
Southampton for Alexandria and Malta, and on
Sept. 29th four cases were shipped through the de-
fendant's house on board the Pera, to be conveyed
to Singapore by the vessel that sailed on the 4th Oc-
tober. These packages were marked with the word
" glass" and the letter S. in a diamond, and not the
least intimation was given that their contents were
at all of a dangerous description, and in the ship-
ping declaration that was required before the goods
could be shipped, the contents of the packages were
described as " apothecaries' stores" or "wares." He
should be able to show distinctly that defendant was
perfectly well aware of the contents of these pack-
ages, and he must at the same time observe, that
in order to prevent any possibility of persons being
in ignorance of the law, a notice, headed " Cau-
tion," in large letters, was posted up at all the
offices of the company, which distinctly described
the illegality of sending goods of a dangerous cha-
racter by any of the company's vessels, without
giving notice of the fact, and distinctly stated also
that any person who did se would render himself
liable to a penalty of £lOO. The learned counsel
then went on to state that the four packages were
sent down to Southampton and were shipped on
board the Pera, and but for an accident they might
have been taken on the passage, to the imminent
danger of the vessel and all on board. It fortu-
nately, however, happened that one of the packages
leaked, and the peculiar' smell that emanated from
it at once invited attention, and they were all re-
moved on shore and opened, and it turned out that
two of them contained a large quantity of spirits of
nitre and spirits of ether. Mr. Atkinson then ex-
plained the highly inflammable and dangerous na-
ture of these articles, and said that the ether would
boil at a temperature of 70, or that of a warm room,
and if it had been placed near the engine-mote it
would have ♦ery probably exploded, and he need
hardly observe that the consequence to the vessel
and passengers on board of her might have been of
the most fearful character. Under these circum-
stances he said the company felt that their duty to
the public left them no alternative but to institute
the present proceedings. Ho did not know what
answer would be given by the defendant, but it ap-
peared to him that a clearer case could not possibly
be conceived, and that his lordship would feel it
his duty to convict, and thus let it go forth to the
public that this i.nportant act of Parliament would
not be allowed to remain a dead letter.
Mr. Nicholson, before any evidence was adduced,
submitted that the summons had failed, inasmuch
as, on the:ease for the complainants, it was admitted
that notice had been given that the packages in
question contained "apothecaries' wares."
Mr. Tindal Atkinson said that what was required
by the act of Parliament was that notice should be
given that the articles were of a dangerous kind.
The Lord Mayor overruled the objection, and
decided that the case should proceed.
Mr. Edward Gillson deposed that ho was second
officer on board the Pera, one of the Peninsular
and Oriental Steam Navigation Company's vessels.
She was about to sail for Alexandria and Malta
on the 4th of the present month, and he remem-
bered four packages being brought on board on the
2d of October, and he identified a package that was
brought in to court as one of those packages.
(The package in question contained a broken stone
jar, and the smell that came from it was most
powerful, and affected the eyes and breathing of
every one in court.)
The witness went on to state that he observed a
leakage from one of the packages in the afternoon
of the 2d of October, and he smelt a powerful odour
of spirit. He reported the circumstance, and on
the following morning all the packages were taken
on shore, and they were found to contain the articlei
mentioned in the summons.
By Mr. Nicholson—He smelt the odour he re-
ferred to almost immediately the packages came on
board. He saw that the stone jar was broken
when the package was opened, but he did not know
how it became broken.
Mr. F. Buckland, the chief clerk in the freight
department at Southampton, confirmed the evidence
of the former witness.

Mr. C. W. Howell deposed that he was Secre-
tary to the Peninsular and Oriental Steam Naviga-
tion Company, and he was present when two out
of the three cases referred to were opened in the
presence of Mr. Stewart, and he saw that they con-
tained the articles that were the subject of the pre-
sent complaint. Mr. Stewart admitted that he had
shipped them.

Vie shipping declaration relating to the goods
was then put in. The packages were described as
containing "apothecaries' wares."
Dr. H. Letheby, the eminent professor of chemis-
try to the London Hospital, and medical officer to
the City of London, was then called as a witness to
prove the dangerous character of the articles in
question, and he gave his evidence in his usual clear
and able manner. He said that the article known
as sweet spirits of nitre, which was one of the in-
gredients contained in the package, was composed
of one part of volatile ether and four of hyponitrous
ether, and it formed a compound of an ex-
tremely volatile character, and one which
it was impossible to freeze. It would boil at a
temperature of 70 deg., which ho believed was below
the temperature of the hold of a ship in a warm cli-
mate. If there was a leakage of the vessel contain-
ing such a compound from any cause, the vapour
arising from it, when mixed with atmospheric air,
would form a highly explosive and dangerous com-
pound, and if any person inhaled it it would pro-
duce a similar effect to that of chloroform. Its in-
flammability would also be excessive. (Dr. Letheby
here produced a bottle about two inches high, at
the bottom of which there was a small quantity of
the ether, and by applying a lighted limiter match
to the neck of the bottle the liquid at the bottom
instantly burst into flame.) Dr. Letheby went on
to explain that the compound was so explosive and
inflammable that it was not necessary to apply
flame immediately to it to cause it to ignite, but it
would ignite by a flame at a considerable distance.
lie said that one gallon of ether mixed with atmos-
pheric air would produce no less than 12,000 gallons
of a most inflammable vapour such as he had de-
scribed. The other article, sulphuric ether, was of a
similar character to the first he had described, ex-
cept, he said, that perhaps the first was a little more
volatile. Dr. Letheby concluded his evidence by
stating that from his scientific knowledge of the
articles in question he should say that it was highly
dangerous to place them on board a ship without
taking proper precautions to have them safely
secured.

Cross-examined—Pure ether would boil at a tem-
perature of 70, and it would have the same expan-
sive power if it was confined as boiling water would
have at a temperature of 212. If the temperature
of the hold of the vessel was 90, it would soon pene-
trate to the contents of the package and the vessels
containing the ether.
Mr. Gillsou was recalled, and he stated that dur-
ing the voyage to Alexandria Op temperature on
deck was frequently as high as 95 or 97 degrees.
In answer to a question put by Mr. Nicholson, the
witness said he believed they had come ether among
the medical stores that were on board the vessel.
Dr. Letheby said there was no danger in having

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