The Sun.
London, England, 1859-10-08 00:00:00

THE SUN, LONDON, SATURDAY EVENING, OCTOBER 8, 185-9:

FROM THE GAZETTE OF LAST NIGHT

ADMIRALTY, Our. 6.
The Chamber of Commerce and citizens of New York
having presented gold medals to the officers of her Majesty's
navy who. took part in depositing the Atlantic Telegraphic
Cable, the Lords Commissioners of the Admiralty hereby
give notice- that they have received the medals in question,
and that they aro ready for delivery at the Admiralty,
Whitehall. Each officer must apply personally or through
his agent.
List of officers in her Britannic Majesty's navy to whom
medals, have been awarded :
Captains George W Preedy, William C. Aldham, Henry
C. Otter Commander Joseph Dayman ; William Henry
Woodhouse; Lieutenants the Hon. Frederick O'B. Fitz•
maurice, Robert Gibson, Elibank H. Murray, Frederick C.
B. Robinson; Henry A. Moriarty, master • First Lieute-
nant Ussher L. Morris, Royal Marines • ' William D. Kerr,
surgeon; James B. Moorman, paymaster; James Brown,
chief engineer; Benjamin Hoare, chief engineer; Clarke A
Ducket, assistant surgeon; Samuel Libby, second master;
Charles Moore, assistant engineer; John Brown, assistant
engineer; Samuel Clements, assistant engineer; Wil-
liam Swiley, assistant engineer ; William B. Harvey,
assistant engineer; John Hefferman, assistant engineer;
Edwin Pearce, assistant engineer; Richard Williamson,
assistant engineer; William Farquharson, assistant engi-
neer; Robert E. Horne, chief engineer ; Lieutenant R.
Moore; Lieutenant Gilbert T. Key ; Lieutenant the Hon.
James T. Fitzmaurice ; Lieutenant Howard Kerr ; Samuel
Braddon, master ; Rev. Douglas J. Boutflower, chaplain ;
Andrew Murray, surgeon; William M. Shanks, paymas-
ter; First Lieut. Colpoys P. Heaslop, Royal Marines;
Lieutenant John B. Butler ; Lieutenant John B. Mitchell ;
Christopher Albert, master; Hart °Hulett, surgeon ;
Albert T. M. Roberts, paymaster.

WAR-OFFICE, PALL-MALL, OCT. 7.
3d Regiment of Dragoon Guards—Cornet Edwin Brett to
be Instructor of Musketry.
7th Light Dragoons—Cornet Edward Metcalfe to bo In-
structor of Musketry.
16th Light Dragoons—William John Wauchope, Gent.,
to be Cornet, by purchase, vice Harmar, promoted.
Royal Artillery—Brevet-Colonel Charles James Dalton to
be Colonel, vice Bloomfield, removed as a general officer;
Brevet-Major Arnold Thompson, to be Lieutenant-
Colonel, vice Dalton; Brevet-Major Charles Edward
Oldershaw to be Captain, vice Thompson • Lieutenant
Frederick Sidney Maude to be Second Captain, vice 01-
dershaw ; Lieutenant Richard Henry Dansey Vivian has
been permitted to resign his commission ; Lieutenant
Joseph Haythorne Edgar has been permitted to resign
his commission; Surgeon John Riggs Miller Lewis,
M.D., from the 60th Foot, to be Surgeon, vice Savage,
placed upon half pay.
Royal Engineers—Lieutenant George Longley to be second
Captain, vice Bailey, placed on the Seconded List.
Ist Regiment of Foot—Ensign Artemas Thomas Aglen to
be Instructor of Musketry.
sth Foot—Ensign John Cottingham Wadling to be Lieu-
tenant, by purchase, vice Mason, promoted.
9th Foot—Lieutenant Charles• James Borten to be Adju-
tant, vice M'Queen, promoted without purchase to an
unattached company.
13th Foot—Ensign Alexander Macmanus Rowan to be
Lieutenant, by purchase, vice Moffett, whose promotion,
by purchase, on the 4th March, 1859, has been cancelled;
John Arthur Powell Kyte Harwood, Gent., to be En-
sign, without purchase, vice Rowan.
15th Foot—For Captain Augustus Barton White, from the
12th Light Dragoons, to be Captain, vice Allen, who ex-
changes, receiving the difference between infantry and
cavalry, as stated in the Gazette of 30th ult., read, vice
Allen, who exchanges, paying the difference between
infantry and cavalry.
16th Foot—For Captain Andrew Gammell, from the sth
Light Dragoons, to be Captain, vice John King Ron-
dell, who exchanges, receiving the difference between in-
fantry and cavalry, as stated in the Gazette of the 30th
ult., read, vice John King Itendall, who exchanges, pay-
ing the difference between infantry and cavalry.
22d Foot—Ensign Ernest A. Carey to be Lieutenant, by
purchase, vice Oswald Peter Leigh, who retires.
25th Foot—Major Francis Fane, from half-pay unattached,
to be Major, vice Stanhope M. Gildea, who exchanges ;
Alexander Bain Chisholm, Gent., to be Ensign, by pur-
chase, vice Legh, promoted.
33d Foot—Ensign Marcus Lynch to be Instructor of Mus-
ketry, vice Aylmer, promoted in the Bth Foot.
42d Foot—Quartermaster-Sergeant John Simpson to be
Quartermaster, vice Alexander M'Gregor, appointed to a
Depot Battalion.
60th Foot--Ensign Richard Russell Gubbins to be Lieu-
tenant, by purchase, vice Wigg, who retires ; John Wm.
Rhodes, Gent., to be Ensign, by purchase, vice Lovell,
promoted ; Surgeon James Crerar, from the Staff, to be
Surgeon vice Lewis, appointed to the Royal Artillery.
75th Foot—Brevet-Lieut. -Colonel Legendre C. Bourchier
to be Lieut.-Colonel, without purchase' vice Brevet-
Colonel Jardine, who retires upon full pay ; Brevet-
Lieut.-Colonel William Campbell Molten, C. 8., to be
Major, without purchase, vice Bourchier.
78th Foot—Lieut. Henry B. Savory, from the 90th Foot,
to be Lieutenant, vice Charles Hunt Bindon, who ex-
changes.
82d Foot—Ensign William Reeves Bunbury to be Instruc-
tor of Musketry.
90th Foot—Lieut. Charles Hunt Bindon, from the 78th
Foot, to be Lieutenant, vice Henry B. Savory, who ex-
changes.
96th Foot—Lieut. Edmund John Scovell to be Captain, by
purchase, vice Barron, who retires ; Ensign Edward
Hogg to be Lieutenant, by purchase, vice Browning, who
retires ; Ensign Francis Reid to be Lieutenant, by pur-
chase, vice Scovell.
Ist West India Regiment--Lieut. James Dickson Macken-
zie to be Captain, by purchase, vice Brown, who retires.
HOSPITAL STAFF.
To be Assistant-Surgeons—Assistant-Surgeon Peter
Davidson, M.D., from half-pay, vice Harris, appointed to
the 2d West India Regiment; Assistant-Surgeon Robert
Wm. Jackson, from the 84th Foot, vice Grant, appointed to
the Royal Artillery.
CHAPLAIN'S DEPARTMENT.—The Rev. Alfred:West to
be Chaplain to the Forces of the Fourth Class, vice the
Rev. Joseph D'Arcy Sirr, resigned.
BREVET.

Lieut.-General Frederick Campbell to be General, vice
Evelegh, deceased.
Lieut.-General Robert Douglas, C. 8., on retired fall=
pay, to be General, in consequence of the promotion of
Lieut.-General Frederick Campbell, who stood nett below
him on the effective list of the Royal Artillery at the date
of his retirement.

Major-General Wm. Cator to be Lieut.-General, vice
Campbell.
Colonel John Bloomfield, of the Royal Artillery, to be
Major-General, vice Cater.
The undermentioned promotions to take place conse-
quent on the promotion of Colonel Bloomfield, Royal Ar*ll-
lery, to be Major-General, in succession to General R 1147
legh, Royal Artillery, deceased.
Lieutenant-Colonel Mitchell George Sparks, 10th Foot,
to be Colonel.

Brevet-Major James Travers, 3d West India Regiment,
to be Lieutenant-Colonel.
Captain Samuel William Henry Hawker, 21st Foot, to
be Major.

Lieutenant-Colonel and Brevet-Colonel Alexander Jar-
dine, having retired upon full-pay, 75th Foot, to have the
honorary rank of 11.1ajor-.9€2neral.

Captain Cecil Rice, of the 72d Foot to be Major in the
Army.
Captain George Goech Clowes, Bth Light Dragoons to
to be Major in the Army.
Major John Edward Hughes, 47th Regiment Madras
Native Infantry to be Lieutenant Colonel in the Army.
Captain William Malcolm Leckie, 13th Bombay Native
Infantry to be Major in the Army.
COMMISSION SIGNED BY THE QUEEN.
City of Edinburgh Artillery Regiment of Militia—Cap-
tain John Boulion to be Adjutant, vice Griffiths, appointed
to the Royal Artillery.
COMMISSIONS BY LORDS-LIEUTENANT.
County of Lincoln—John Walter Dudding, Esq., to be
Deputy Lieutenant ; Thomas Garfit, Esq., to be Deputy
Lieutenant ; Augustus Charles Johnson, Esq., to be
Deputy Lieutenant; John Edward Sandars, Esq., to be
Deputy Lieutenant.
Tower Hamlets— David Chapman, Eaq., to be Deputy
Lieutenant.

County of Linlithgow—Major Walter Ferrier Hamilton,
M.P., to be Deputy Lieutenant ; William Forbes, Esq.,
to be Deputy Lieutenant; Henry Cadell, Esq., to be
Deputy Lieutenant ; Thomas Durham Weir, Esq., to be
Deputy Lieutenant; Adam Dawson, Esq., to be Deputy
Lieutenant.
West Riding of Yorkshire Volunteer Rifles-2d Com-
pany (Sheffield)—James George Antrobus Creswick, Esq.,
to be Captain; William Prost, Gent., to be Lieutenant ;
Charles Smith, Gent., to be Ensign. 3d Company—.
T. Ed w.Viokers, Esq.,to be Captain; Albert Vickers, Gent.,
to be Lieutenant; Marcus Flockton, Gent., to be Ensign.
4th Company—Nathaniel Creswick, Esq., to be Captain ;
Henry Webster, Gent., to be Lieutenant ; Thomas Mar-
shall, Gent., to be Ensign.
2d Company of Staffordshire Volunteer Rifles—Lieute-
nant William Kenwright Harvey to be Captain ; Ensign
Edwin Clarke to be Lieutenant ; William Goddard, Gent.,
to be Ensign. 3d Company—Thomas C. Brown Westhead,
Esq., to be Captain.
9th Company of Lancashire Rifle Volunteers—John
Richard Pickmere, the younger, Gent., to be Lieutenant;
Sylvanus Reynolds, Gent , to be Ensign.
Lanarkshire Rifle Volunteers—lst Company (Glasgow
Western, lst)--Sir Archibald Islay Campbell, Bart., to be
Captain; Charles Hutchinson Smith, Gent., to be Lieu-
tenant ; John Ellison Cowan, Gent., tb be Ensign ;
2d Company ((Glasgow University, Ist)—William John
Macquorn Rankine, Esq., to be Captain; James McGhie,
Gent„ to be Lieutenant; John George Sinclair Cognill,
Gent., to be Ensign. 3d Company (Glasgow Southern, lat)
—David Dreghorn, Esq., to be Captain ; William Cochran,
Gent., to be Lieutenant; William Maptear, Gent., to be

let- Company of Northumberland Rifle Volunteers—
William Bonnie, Esq., M.D., to be Honorary Surgeon.

BANK OF ENGLAND.
An Account, pursuant to the Act 7th and Bth Victoria.
cap. 32, for the week ending on Wednesday, the sth day
of October, 1859:

ISSUE DEPARTMENT.
Notes issued £31,5u0,930 Government Debt £11,015,100
Other Securities .. 3,459,900
Gold Coin & Bullion 17,025,930
Silver Bullion .... -

£31,500,930

131,500,M

Proprietors' Capi-BANKING D
tal £14,553,000
Rest
Public Deposits (in-
cluding Exche-
quer, Savings'
Banks, Commis-
missioners of Na-
tional Debt, and
Dividend Ac-

,EPARTIMNT.
Government Secu-
rities (including
Dead Weigh tAn -
nutty) £11,219,969
Other Securities 19,792,356
Notes
Gold and Silver
Coin 597,360

counts) 8,528,088
Other Deposits 13,271,438
Seven Day and
other Bills

£40,998,215
M. MARSHALL, Chief Cashier.

Dated Oct. 6,1859.

BANKRUPTS.
Alonzo Augustus Wildbore, chemist, Old-street, Middle-

sex, to surrender, Oct 20, at one, and Nov. 17, at twelve,
at Le Court of Bankruptcy.
David Goodman, watchmaker, Cardiff. Oct. 18 and Nov.
15, at eleven, at the Bristol District Court.
Thomas Tidswell, lace maker, Nottingham, Oct. 18, and
Nov. 8, at' half-past eleven, at tho Birmingham District
Court.

Craven Temple, lodging-house keeper, Filey, Yorkshire,
Oct. 21 and Nov. 18, at eleven, at the Leeds District
Court.

Charles Tabberer, beer seller, Saltisford, Warwickshire,
0ct.20, and Nov. 10, at half-past eleven, at the Birming-
ham District Court.

SCOTCH BANKRUPTS.
Hugh Thomson, senior, miller, Lesmahagow.
John Dickson, carter, Broom House, Blantyre, Lanark.
shire.

George Barclay, farmer, Palacerig, Dumbartonshire.

AVERAGE PRICE OF SUGAR.
The Average Price of Brown or Muscovado Sugar, com-
puted from Returns made in the week ending the 4th day
of Oct., 1859, exclusive of the duties of Customs paid of
payable thereon, on the importation thereof into Great
Britain

Per .
From the British possessions in America 24s cwt
714
Muscovado, the produce of the Mauritius —d
Muscovado, the produce of the East Indies 30s 7d
Average price of the foregoing 2ss lid

771 E ORIENT 4L INLAND STEAM COM-
PANY.-STEAM TRAINS ON THE IN]) US.

Subjoined is Mr. Bourne's report on the perform-
ance of steam trains on the Indus, addressed to the
directors of the Oriental Inland Steam Company
(limited) :
" I have now the honour, on my return from India, of
reporting for your information the progress we have made
in establishing our steam trains upon the Indus. Some of
this information has been already communicated to you in
detached statements which I from time to time forwarded.
But I had too little leisure to enable me to make these
statements as detailed as I should have wished, and it may
be useful, therefore, now to give a connected narrative of
our proceedings and experiences. I arrived in Kurrachee
in the sad of March last. The vessels and our staff of
workmen had arrived in the beginning of the year. These
workmen had been carefully selected. A large part of them
had previously been in my employment, and I felt assured
that they would do their duty. Never before has there
been such vigour manifested in India in getting vessels
completed. In Kurrachee, to lay the ways and launch a
river steamer after she has been rivetted together and com-
pleted, has usually been a business of three months. With
us the operation did not occupy a period of three days.
When the steamer was launched, instead of consuming a
day in jollification, as is usual on such occasions, we com-
menced that very moment to ,transfer the launching ways
to the passenger barge ; and by working all night, we were
able to launch the passenger barge the day after the
steamer. To prepare the ways for another of the barges,
and to place her safely in the water, occupied a period of
only four hours. The same barge was rivetted, caulked,
painted, and made ready for launching in a period of five
days. Never have I seen men work in any country with
the same energy and enthusiasm that has been displayed
by your men in Kurrachee. Since the beginning of the
year you have had your vessels and machinery landed—
workshops erected, with lathes, punching presses, and
other suitable tools driven by a steam engine—you have
had houses built for the reception of the workmen, and
storehouses for the reception of the various articles sent
out—you have had your vessels put together, launched,
and set to work, and you have me back here again in
Eng-
land to communicate this information. I think it must be
admitted that we have not let the grass grow under our
feet. The port of Gisree, which forms the terminus of the
Indus navigation, is situated about four miles from Kur-
rachee ; and the Point of Manora, where:our vessels were
landed and put together, is about five miles from Kurra-
chee, and forms the remote side of Kurrachee harbour. It
is never necessary for vessels plying between Gisree and
Moultan, or any other part of the Indus, to proceed to sea ;
but, in order to enable vessels in Kurrachee harbour to
reach Gisree, they must proceed along the coast a few
miles, and enter tho Gisree mouth of the Indus. As, how-
ever, heavily-laden ships from England cannot enter the
Gisree mouth of the Indus, but must be unloaded in Kur-
rachee harbour, it was, as you will remember, a matter of
consideration with the board whether it would be the best
course to send the pieces of the barges in country boats to
Gisree, to be there put together, or to erect the barges
at Ma,
Gisreonorahealnd from
atternnmurtsheewncaen
theto one
we
ththatemwuroujunddgetdo
best, and our experience confirms the accuracy of
the decision. It must have been a most tedious
and expensive operation to take tho barges in
pieces to Gisree, whereas we found that, except
in the rough season, they could be towed round with-
out difficulty. At the time we made the voyage, we were
driven so far into the unfavourable season by the longvoyag•
of the sailing-ship out to Kurrachee, that we had to encoun-
ter a very considerable amount of sea, and we broke one of
the tow-ropes in consequence, which proved to be of insuffi-
cient strength for the strain to which it was subjected ; but,
excepting this accident, the voyage was performed without
difficulty or disaster, and we reached Gisree in safety.
Immediately after the steamer was launched the boilers
were placed on board, and the train was very speedily ready
for trial, and was tried in Kurrachee harbour with the most
satisfactory results. Mr. Wood and Captain Gillett were
absent at the time, but Mr. Leys was present, as was also
Captain Giles, the captain of the port at Kurrachee, and
who warmly congratulated me on the success of the experi-
ment. The train was under the management of Mr. Mas-
terton, the government pilot in Kurrachee, who exhibited
a far greater dexterity in the management of it than I
could have expected. Although the vessel and the arrange-
ments were so novel to him, he at once perceived the whole
scope and purpose of the design, and he performed a series
of evolutions with the train, causing it to wind round and
among buoys and ships in the harbour with the same ease
as if he had been all his life accustomed to the management
of vessels of this character. So far, therefore, the perform-
ance of the train was all we could desire. The engines
worked in the most satisfactory manner—the boildra primed
a little, as is usual with new boilers, but gave abundance o f
steam ; and the speed of the vessel, though it could not be
conclusively ascertained in so contracted a space, was
judged to be satisfactory. There was one point, however,
which I was still anxious to investigate—namely, in what
way the train would be affected by the wind, and I seized
the occasion of a windy day to get the train taken out to
resolve this uncertainty. 'While the vessel was pur-
suing her course down the' harbour the boiler primed a
little, and T went to render my aid to the engineer. Be-
fore I could rejoin the captain and the pilot I found
that instead of turning round when we, had reached the
end of the harbour, they had carried the train in the con-
nected state of the barges, suited only for the river, into the
heavy sea on the bar. The barges, under such circumstances,
jumped and rolled so much that they inflicted some damage
upon themselves and upon one another ; and it is to this
event, I imagine, that Mr. Andrew refers in a recent speech
to the shareholders of the Scinde Railway Company, when I
he states that our vessels had knocked themselves to pieces
in consequence of having attempted to combine the hetero-.
geneous conditions of sea and river navigation. I acquit Mr. ,
Andrew of all desire to mislead tho public by wilful mis-
statements. No doubt he spoke according to his information.
But this information is totally erroneous. So opposite to the
fact is it that we have sought to render the same vessels
suitable both for river and sea navigation, that before the
arrival of the vessels in India at all you had been in commu-
nicatioa. with the Government respecting the execution of
the canal long since projected for connecting the ports of
Gisree and Kurrachee, whereby under no circumstances
would it be necessary to proceed to sea to reach the Indus
from Kurrachee harbour. The lino of that canal was ex-
amined by Colonel Cotton amd myself immediately after my
arrival in India and before our vessels were launched ; and
Colonel Cotton, in a report to the commissioner of Scinde,
urges upon the Government the immediate execution of the
work. It is, not to be supposed that we should have in any
way concerned ourselves about this canal if we had intended
our vessels to proceed from the one place to the other by
sea. Until the canal is made, we have always intended to
make Gisiee the terminus of our navigation, as is at pre-
sent done by the Government vessels. You acquired land
for the erection of the storehouses and works of Gisree re-
quired for this purpose, at the same time that you acquired
land at Ma.lora • and all this was done and was reported by
you to the shareholders as having been done long before
the arrival of our vessels in India. It is totally inconsis-
tent with the fact, therefore, to say that we had intended
our vessels to navigate the sea. The only time that it is
necessary for our vessels to go to sea at all is when
they are first placed upon the Indus. But during half
the year the sea between Kurrachee harbour and the Gisree
mouth of the Indus is like a mill-pond, and a favourable
time for performing the brief voyage may easily be selected.
Mr. Andrew's vessels, to reach the Indus, must equally
perform this voyage ' • and it is surprising it did not occur to
him, that if no vessel suited to the river can under any
circumstances proceed to sea, and if his vessels are suited to
the river, his vessels must be unable to proceed to sea, and
consequently unable to reach the Indus. So far as regards
your vessels, we have no occasion to deal with theories, as
we have the fact before us, that they did proceed from Kur-
racheo harbour to the Indus at a season that was by no
means favourable, and this within a few days of the time at
which Mr. Andi ew says they were broken to pieces. The one
part of the statement is as inaccurate as the other, as it is no
more true that the vessels were broken to pieces than that
they were intended to navigate the sea, and the vessels al-
leged to have been so broken up have been ever since at work.
The test to which the train was accidentally subjected on
Kurrachee bar was onetowhich I shouldnever have thought
of subjecting it. The ocourrence originated, in fact, in a
mistake of the pilot. That the train came out of so extreme
an ordeal with such little damage is, it seems to me, a fair
subject of congratulation, and a fair ground of confidence.
It also seems to me that little can be found to say against
the train, when all Mr. Andrew can find to allege in its
disparagement is this slight accident, originating altogether
in a mistake. Upon our arrival at Gisree we found that we
should be unable to get any accommodation for our vessel
at the Government pier. We had therefore to erect a
enable us to embark coal and cargo. This occupied a period
of have been. finished in half the
wooden pier 600 feet long, to carry us clear of the mud, and.od
of ten days ; but it would
creww
time if we could have got the timber as rapidly
muster, wo proceeded on our voyage up the
with the
The
main
channels which connect the port of Gisree
aswe
wanted
it. Finally, after having collected the best could
sbvtaernkeeasemlosrowgfieltitheteihnlgnnead,groui
gs
eareunte d
tv,
exception
All
the
hh
ee
to the common rule in this respect. The time consumed in
heiryd st
reuetoreuanisunta nifnodur intricate.nlydtouchingno
navigating these creeks by the Government vessels varies,
Capt. Gillett passed
through them when he ascended the
eonneexotntimboeardit mwadasentehwe
from two to nine days. The Government vessel in which
Indus took four days in threading the creeks, and this vessel
was commanded by one of the most experienced men in the
service. The first time thetrain passed through the creeks it
aenvdert:
voyage in four days. Such results cannot be reckoned un-
fnaladvoeurtahbelve,oycoangseiidnerfiivnegdtahYsat,
both to the vessel and the river. The train, itis true, wasno
longer so well hand) das when managed by Mr. Masterton,
and I had much to find fault with in many respects. We
passed through these winding channels, however, without
material difficulty, and we then commenced to ascend the
Indus. The river at the time we oommenced the ascent
was in flood, and was raring with its greatest velocity.

Our progress was satisfactory so long as we burned coal.
But when we came to burn wood, we found we could not
keep up the steam with it, and our progress thenceforward
became very slow. Much of the wood was rotten and filled
with sand, and all of it was formed of branches too small in
diameter, and cut in pieces too long to be suitable for our
furnaces. Our boilers being of the locomotive class of
boilers, require to be fed with short and thick billets, which
will form a compact body of fire. But the sticks supplied
to us-were so long, so thin, and so crooked, that it was im-
possible to form a compact fire with them. The sold air,
therefore, rushed up through the fire in such quantities as
to kill the steam by cooling the interior of the boiler; and
we found that with such feel it was impossible to maintain
the steam at the reqiiired pressure, or to propel the vessel
with proper velocity against the stream. We were enabled,
it is true, by selecting good fuel for the purpose, to ascend
without difficulty the rapid below Gerruck, called the Devil's
Mouth; and with good fuel we could always keep good
steam. But finding that as we ascended the river the fuel
got worse instead of better, it appeared to me on reaching
Sehwan that it would be better for us to return, in order
that before we again ascended the river better fuel might
be provided. Instructions were accordingly given to saw
the billets of wood into pieces of half the length, so as to
enable them to be packed more closely on the grate ; and
we descended from Schwan to Khetty, at the mouth of the
Indus, a distance of 230 miles, in 261 hours under steam.
On eur whole voyage lip the river we only grounded once,
which was in a sand-storm, when we could not see our way
—and in coming down the river we did not ground at all.
Although, however, our inability to ascend the Indus at a
sufficient rate of speed was wholly owing to our inability
to maintain the steam at the right pressure, in consequence
of the badness of the fuel, and although this defect will of
course be corrected when better fuel has been supplied—
and which fuel can be obtained on the spot—l am of opinion
nevertheless that the steamer has at present too little power
for the propulsion of the train up the river in the best and
most economical manner during the height of the inunda-
tions, though capable, no doubt of maintaining speeds equal
to those of the ordinary class of vessels. The stream certainly
runs at a greater rate of speed than we had been led to expect,
and a rapid stream requires a correspondingly powerful vessel
to enable largo cargoes to be carried with the minimum of ex-
pense. Indeed, there is a certain proportion of power and
speed which is the most economical for each particular speed
oo
ff., can rg
rr ee na
tt
e,
rand if that
cost
o f powertraction
b in performing
either exceeded
thevoory fallenag e
willsh short
the result. In view of those contingencies of the navigation,
the vessels of the Oriental Inland Steam Company have been
so constructed as to contain a large margin of latent power,
and it only requires this power to be made available to bring
the speed up to that point which the great rapidity of the In-
dus renders advisable. The engines, being high-pressure
engines, at present discharge a largo quantity of steam to
waste, which by the application of two condensing cylinders,
mayat once be made avail tble largely to increase the power.
These cylinders might have been applied in the first in-
stance, and the expediency of their application was at that
time considered ; but, upon a review of all the circum-
stances, it was deemed expedient to keep them in reserve
until it was seen whether they would be indispensable, as
the engines without then/ would coat somewhat less and
wouldbbe somewhat lighter. You are well aware of the
pains which have been taken to obtain accurateinforrnation
on all points respecting the Indus, and you are also aware
of the difficulty, I might say the impossibility, of obtaining
information upon this subject in England that would be in
all respects reliable. In fact, the country has been visited
by few competent observers, and it became most important,
therefore, in a question so material as that of the speed of
the trains, to afford a large margin of unappropriated power.
This was done by adopting a species of engine which
would enable the power to be doubled, if necessary, with-
out now boilers, without increased expense .of fuel, and
without disturbing the existing machinery or arrangements.
Having now seen Vie Indus, I would recommend you at once
to bring into activity that reserve of power which has not
been hitherto employed. The consumption of fuel after the
reserved power has been mada available will be the same per
hour that it is at present. But as the speed of the vessel
will be increased, the consumption of fuel per trip will be
less than heretofore. As the inundations are now over for
the year, I would beg to suggest that the vessels for the pre-
sent be kept plying as they are, the velocity of the stream
being much less in the low season, and against the time the
next inundations occur the additional cylinders may have
been sent out and applied. I cannot conclude these remarks
without stating to you how strongly my conviction has been
confirmed by all I have seen in India, of the absolute neces-
sity of expedients of the nature of these trains for the pro-
fitable navigation of the Indus, and this conviction the
unexpected speed of the current only serves to confirm.
A rapid river is more expensive to navigate than a slow
one, and requires that a larger cargo should be carried to
make the navigation profitable. In a rapid river, more-
over, it is indispensable that all the elements of resistance
should be brought down to the lowest possible amount. A
steamer towing a barge on each side has three resistances
to encounter ; and the result, so far as regards expense of
traction, will be just the same as if the power had been die-
tributed among the vessels, or as if each barge had an en•
gine of its own, imparting to it the proper proportion of
power. Now it has been already proved on the Indus that
steamers• working in this manner cannot be made to return
their expenses, the resisting area being so large relatively
with the quantity of cargo carried, that the whole receipts
are eaten up by the outlay on the power. In one long nar-
row vessel, however, such as the train virtually constitutes,
the resistance is so much less relatively with the cargo car-
ried, that the expense of traction is greatly reduced ; for
the attachment of additional barges at the end of the train
but little increases the resistance, while it proportionately
increases the carrying power. In any river these peculia-
rities of the two erodes of traction are important topics for
consideration ; but in a rapid river their importance is so
much increased, that by them it will mainly be determined
whether a profit can be realised or not by such a navigation.
Of course it is easier to establish upon any rver vessels of
the limited powers which already exist there than vessels
capable of carrying a very large cargo, and which, to do this,
must have various novel features. But it is obvious to any
one that the vessels which can carry the large cargo willbe
able, when established, to beat the others out of the field ;
and o this trial of strength the navigation of the Indian
rivers, in common with all other kinds of navigation, must,
in my opinion, finally come. It is quite unsafe to trust to
the exceptional profits due to exceptional events. The only
safe ground of dependence is that of being able to do the
work cheaper and better than any one else ; and it is far
wiser, in my judgment, to take a little additional trouble in
introducing a class of vessels which will enable you to do this
than to be content with vessels of such limited carrying
powers, that on some rivers theycan never beprofitable at all,
and on others can exist only on sufferance, and will be snuffed
out so soon as a superior class of vessel has been introduced.
I have only to add that at the time I left India the train had
started on her second voyage ; and just as I was leaving
Bombay, on my return to England, I received the follow-
ing telegram from the company's agent at Kurrachee :
The train passed Khetty August 14th, all well." Khetty
is a town, situated at the end of the creeks, where the na-
vigation of the main river begins. The second steamer
was nearly ready, and several barges were quite ready for
launching, when I left leurrachee. But my instructions
were, that these vessels should be retained upon the stocks
until the change of the monsoon, which would occur shortly
'thereafter, enabled them to be carried into the Indus with
safety "

THE ALLEGED WHOLESALE MURDER OF
CHILDREN.-ASTOUNDING DISCLOSURES.

Yesterday, at the weekly meeting of the directors and
guardians of St. Marylebone, held in the board-room of the
workhouse, Marylebono-road—Mr. C. Beevor in the chair,
Dr. BACHROFFNER, in accordance with notice, brought
forward his motion with respect to asking the co-operation
of other parishes to urge the Government to adopt some
legislative enactment with respect to a registration of still-
born children. He remarked that since their last meeting
he had obtained a vast amount of information upon this im-
portant subject, and it would scarcely be credited that in
this 19th century, in this Christian land, which prided itself
upon its morality and philanthropy, there could exist such
a system of wholesale child-murder as the statistics he should
lay before them would developo. It was not a subject to be
dealt with off-hand, and he was glad to find it was attract-
ing great public attention. Lord Shaftesbury had expressed
his deep interest in it, and was about to touch upon it in a
lecture at Bradford. With regard to still-born children, as
there was no registration, it was impossible to got at the
number in that parish, but he found that in the five years
ending Dec. 1858, there had been 780 still-born children in
that workhouse. There was, however, no registration, and
until lately, no record kept of how many still-born children
were interred in the parochial burial grounds. He had al-
ready said, that of 1,109 illegitimate children born in the
rectory district, 821 had been born in that house, and of that
number there had been 516 deaths of illegitimate children
registered during the same period, or 46 per cent. In St.
Mary's district there had been registered 692. In this dis-
trict Queen Charlotte's Lying-in Hospital for married fe-
males was situate. The number of deaths had been 109, or
18 per cent. In All Souls, out of 145 illegitimate children
born, there had been 87 deaths, or 53 per cent. Out of the 592
illegitimate children, nearly 400 had been born in Queen
Charlotte's Hospital. In Christ Church the case was worse ;
of 223 births of illegitimate children there had been in tie
same period 209 deaths, or 93 and seven-tenths per cent.
up to the age of three years. In St. John's, out of 14S
births, there had been 129 deaths, or 87 per cent. These
last two were the "dry-nursing" districts; and, speaking
from 16 years' experience as district registrar, it was a re-
markable fact, that usually within three or four weeks of
the registration of the birth, they wore called upon to re-
gister the death of the same children, the causes being mes-
enteric diseases, diarrhoea, inanition. and others, resulting
from the mode of feeding or improper attention to the chil-
dren. In Cavendish-square, the moral district, there was
40 births and 36 deaths, or 96 per cent., the worst of the
whole. (Hear, hear.) He thought he had shown that
there was a frightful state of mortality going on in the me-
tropolis, if not something worse, and a remarkable case as
regarded still-born children had come before the rota that
day. A midwife had reported that a poor married woman
had given birth to six children, everyone of whom, although
full-grown, had been still-born, through the kicks of her
brutal husband, just before her time of confinement. They
had done what they could to check what was called the
"social evil," but here was a social evil with a vengeance.
It must not be supposed, however, that these horrifying
details were confined to the metropolis. They existed in
some parts of the country to a more fearful extent. He had
the name of a little village given to him where the young
girls of the surrounding district went to be confined at the
house of an old woman. In the course of a fortnight they returned to their situations, and every child was still-born.
Mr. Wakley, the coroner, was fully aware of this and alive
to it, and that a system was adopted of bringing children
into the world in a way to prevent any inflationof the lungs
taking place, so that they could not be looked upone
taislaotthueare than still-born children. Was it not therefore time
Legislature should devise some steps to check these horrible
proceedings. It was not his (Dr. Bachhoffaer's) province to
say what steps, but first of all he would have a penalty for
burying any still-born child without being duly registered,
and a penalty upon the registrar if he did so without com-
petent authority. Secondly, with regard to midwives, Rho
were generally an ignorant class, they should be a regis-
tered body, and no certificate taken without the midwife was
on the register. In all public esoablishments there should
be a book or register kept of every corpse buried. He re-
gretted to find on going to the dead-house that the parties in
charge did not look at a corpse when brought in, but that the
coffin wms screwed down without knowing anything about
it. That, however, was now remedied. (Hear, hear,) Dr.
Bachhoflnor said he wished to alter his motion; rp:l4 4,nsteqd