The Sun.
London, England, 1861-12-07 00:00:00

NAVAL RESERVE.

TO THE EDITOR OF THE TIMES.
Sir,—My attention has been drawn to an arti-
cle on the Naval Reserve movement, in the Times

of Dec. 4, wherein it is stated that the seamen of
North and South Shields, ofSanderland, Newcastle,

Dundee, and Hull, came in fast to join the Reserve
after certain delegates had considered the matter.
As one of the force at this port I beg of you to
allow me space, in an early publication, to add to
this list the port of Hartlepool, and to ask of you,
what appears to be nothing but an act of justice to
a body of public-spirited men, that the credit of
first adopting the Naval Reserve scheme be given
to those of the north-eastern ports, to whom it de-
servedly belongs.
Early in January, 1860, while men at other ports
were doubting, the seamen attached to the Hartle-
pool Sailors' Union came forward spontaneously to
offer their services to the shipping master of this
port, and to them belongs the honour of being the
first of all the north-eastern ports in leading this
movement. Hartlepool sailors were not only the
first in the field, but for some months after the com-
mencement of the scherhe, mustered as strong a
force as the whole of the ports mentioned put toge-
ther, and it was solely through our success that
neighbouring ports began to move in the matter.
It is a source of pride and honour to Hartlepool
men to think that they took such a position—that
Hartlepool attained to 100 men for the Reserve first
of any port in the United Kingdom, and was also
the first to attend a drill under the instruction of a
naval officer. They are therefore desirous that their
claims should not be ignored.
While we hold the distinction of being the first
to come forward, we also continue to keep in the
proud position of supplying a greater number of
men—according to the population—than any port
in the United Kingdom. In May, 1860, the num-
bers of enrolled Reserve men in the following
north-east ports were—Hartlepool, 146 ; Sunder-
land, 133 ; the Tyne, 81; Seaham, 46 ; Blyth, 25 ;
and by a return dated Nov. 30, 1861, we find H ar-
tlepool stands the fourth port on the list of the
United Kingdom, being higher than Liverpool, Bris-
tol, Plymouth, Southampton, Hull, Newcastle,
Dundee, or Aberdeen. The port of Hull, which is
stated to be supplying men "so fast," stands with
the miserable number of 31 against it, while Hartle-
pool contributed 33 the first month of the enrol-
ment, and now has 435 men, all of whom that are
in the port have heartily come forward with
genuine loyalty and patriotism and volunteered
their services to the Government in the present
crisis.
I think you will see, therefore, that the Naval
Reserve of this port do not without grounds claim
the honour of being the foremost in the van of the
north-east ports in the establishment of the Reserve
schem.
While on the subject, I may state that Hartlepoo7
is yet without a ship to exercise in, being limiter
to a small 2-gun shed, which gives to the men but a
poor representation of the 'tween decks of a man-
of-war. Surely we deserve the same facilities as
Liverpool, Bristol, Aberdeen, and Dundee, which
do not possess so many Reserve men.—l am, sir,
your most obedient humble servant,
WlTzum LOW ES, Hartlepool Naval Reserve.
1 Sailors'-hall, Hartlepool, Dec. 5.

(F, tint f/,e 31(r9(tziitc.)
Can the railways of England and Continental
Europe be connected ? Can the gap that now sepa-
rates them be filled up, and the lines brought
together without obstructing the navigation of the
Channel, or endangering our national safety in the
event of war, especially a war with France'' Is
such a connexion desirable, and would its influence
on trade and traffic, and on the communities inte-
rested, be sufficiently beneficial to warrant the
expenditure ? The frequency with which such
questions are now put, and the undecided non-
committal discussions which they evoke, forcibly
reminds one of the anxious gropings that
heralded the dawn of railway enterprise itself,
or the vague disquisitions that preceded the
introduction of ocean and steam navigation.
In such Protean style a leading contemporary,
while reviewing a recent project for a Channel
railway, directs certain inquiries, to " the compe-
tent authorities." We may possibly occupy a place
within the bounds of that indefinite circle. When
we noticed this subject some weeks ago, we expressed
the opinion, " that such a scheme, if carried out,
would be remunerative to shareholders, and highly
advantageous to the countries on both sides of the
Channel." Since then the subject has been dis-
cussed by many of our literary, commercial, and
scientific contemporaries ; and whatever diversity of
opinion there may have been on the political and
engineering questions, its great commercial import•
ante, and the advantages it would confer on Eng-
land and France, are very generally admitted ;
these, therefore, need not now engage our attention ;
besides the commercial, monetary, and railway jour-
nals, are quite competent to take care of this phase
of the subject. The nautical phases we will leave
to the Admiralty, and as the writer in the Times un-
dertakes with "a little solder or a big bung" to
guarantee our national safety, we may rest con-
tented on that score, and proceed to notice what
comes more within our province, viz,, the engineer-
ing features of the question.
Accepting then the invitation " to examine the
project," we will endeavour to answer the question,
" Is it really a feasible scheme ?" On this point also
there appears a wonderful unanimity amongst our
contemporaries ; but, though the practicability of
the project is generally admitted, there is a wide
diversity of opinion respecting the fitness of the pre-
sent time for carrying it out. " It will doubtless be
accomplished some day," is the language of many ;
some even fix a period, such as 10 ar 20 years hence.
It was not thus that great subjects were dealt with
20 years ago, and the writer in the Times doubtless
has such timid counsellors in view when he reminds
us that " Chat Moss was no obstacle ; the Britannia
Bridge spans the sea ; the great tubular bridge of
Canada bestrides a waste of seething waters," and
asks, " Why, when the Anglo-Trench valley is only
wider by some miles, and deeper by some fathoms,
I should this arrest our progress ?" As in a former
notice of this subject we expressed the opinion that
the plan of submerged tubes "is undoubtedly the
cheapest, and presents the fewest engineering diffi-
culties," we will confine ourselves to the conside-
ration of the following points connected with the
tubular principle, believing that they embrace the
whole question of practicability, viz. :—" The guid-
ing the tubes correctly to their position under
water; the joining them when there ; and effectual
arrangements for keeping them down."
First, then, we think the means proposed by Mr.
Chalmers for guiding his tubes correctly to their
position under water insufficient ; a wire cable
passed through a hole in one of the flanges of a
tube 400 feet in length, with no guide for the other
end except the submerging tackle, would not, in
our opinion, suffice to bring the ends of the tubes
fair enough together to admit of their being cor-
rectly joined. Amongst what he designates " minor
details," he places " arrangements for submerging
tubes ;" and simply says, " lie has considered the
matter ;" but we think he would have acted more
wisely if he had given greater attention to this im-
portant adjunct to the vital part of his scheme,
namely, the joining of the tubes under water by
hydrostatic pressure. We readily grant that, as
the tube descends it recedes from the agitated sur-
face of the water, the guiding wire-cable merges
into a rigid bolt or bar of iron, and the submerging
tackles near their supports at the bottom of the
Channel ; but we would, notwithstanding, prefer
something more substantial before expressing our-
selves satisfied with his guiding arrangements.
However, the Dutch Government, it is said, have
lately submerged, and placed with great nicety,
huge iron caissons in the Island of Java, thus
proving the practicability of such operations in deep
water; and though doubting the efficiency of Mr.
Chalmers' guiding apparatus, we by no means
doubt the practicability of placing the sections of a
large tube correctly on the bottom of the Straits of
Dover.
As regards the second question, namely, the
joining of the sections of the tube under water, we
see no insurmountable difficulty in that operation.
If the ends which are to be joined only approach
each other nearly true, the immense hydrostatic
pressure forcing the flanges together would in
our opinion, tend to right the tube even if it
were somewhat out of line ; because an almost per-
fect equipoise having been established previous to
submersion, it would offer little resistance, but
would accommodate itself to the bearings of the
flanges.
The third point, the arrangements for keeping the
tubes down, are substantial and reliable as far as
they go ; but his five boxes are not sufficient to load
down a tube four hundred feet in length, and
thirty feet in diameter. True, he proposes to
cover tube and boxes by an embankment, but we
would prefer to have sufficient loading unmistake-
ably attached to the tube ; however, this at least is
only a matter of detail ; and furthermore, there is
no use for a tube so large as 30 feet in diameter,
five or six feet less would be large enough for a
double roadway, thus saving about 20 per cent. in
cost, which might be judiciously applied to
strengthen a tube, that, in our opinion, is too nicely
calculated for the great pressure it would have to
bear.
On the whole, however, we are convinced of the
feasibility of connecting the railway systems of
England and the Continent by means of a roadway
within submerged tubes, and we think the matter
deserving of earnest attention, irrespective of the
schemes of any projector. When this subject is
fairly taken up (and why its consideration should
be deferred, would be a difficult question to answer),
it will not be to forward the project of any one ;
those interested will doubtless employ competent
parties, who can avail themselves of the most useful
features of any published project, and any projector
would only be too glad to have his ideas embodied
in, and his name connected with, such an under-
taking. There is, however, one peculiar feature of
Mr. Chalmers's scheme which should not be lost
sight of, namely, the use he makes of the hydrosta-
tic pressure in enabling him to join his tubes from
the inside ; this principle cannot be thrown away,
for the depth is far too great to admit of the use of
the diving bell for connecting the sections on the
outside •, it was doubtless the novelty or originality
of this feature which induced a scientific contempo-
rary to suggest experiments ; he thinks " experi-
ments which would throw much light upon this
point may be made for a few thousand pounds." It
may be many years before we have a better oppor-
tunity or a more fitting time for such experiments
than the ensuing summer ; they could not fail to
attract the attention of distinguished and influential
strangers, and the immense concourse of people
that will flock to the International Exhibition
of 1862.

TURNER'S THREE PERIODS.—in his first period,
the pictures are notable for a grey or brown colour, and for
a sometimes heavy touch. Turner is more anxious for form
than colour ; the colours arc simple and few, and laid on
unskilfully. His colour was sober because he was studying
sober-coloured landscapes, and as the touch of them was
heavy, so was his touch ; but he imitated without copying.
He did not copy Vandervelde, but he went to the sea and
painted it in the Vandervelde way ; so that by degrees he
learnt to paint truer than Vandervelde. Second Period—In
1823 came his " Bay of Baize," which shows a change to
the second period. The chief characteristics of this period
are colour instead of grey, refinement instead of force, quan-
tity instead of mass. His light is now as near the bright-
ness of real light as possible ; his shadow, not of one colour,
but of various colours. He tries
now for delicacy and ten-
derness of contrast instead` of on He also
Tinfds that
no on© had yet given the uantity of nature. draw-
ings of this period, when not painted for display, are " fault-
The splendour and gladness of the
less and magnificent."
world, not its humiliation and pain, are now his chief ob-
object. Third Period—There is less mechanical effort, less
pride in new discoveries and less ambitious accumulation,
more deep imaginative delight and quiet love of nature.
Sometitues in defiance of critics, conscious of power, he
painted, and it rarely occurs in
any prominent IbrdliiV Lilo o,f Zoivr •
painted only to astonish. The figures are chalky in
the face, and scarlet in the reflected lights. After 1840
no more foliage is well

I

i

ROYAL ENGLISH OPERA,
COVENT GARDEN.
Unier the management of Miss Louisa Pyne and Mr. Wm.

Harrison, Sole Lessees.
THIS EVENING, THE PURITAN'S DAUGHTER.
Miss Louisa Pyne, Miss Susan Pyne ; Messrs. Santley, A. St.
Albyn, Corti, G. Honey, Patey, Lyall, W allworth, T. Distin,
E. Dusiek, and W. Harrison.
Conductor, Mr. ALFRED MELLON.
To conclude with THE TOY MAKER. Mr. H. Haigh,
G. Pyne ; Mesdames Susan Pyne and Thirlwall,
Commence at Seven o'clock.

The Box-office open from Ten to Five daily. No charge for
booking, or tees to Box-keepers.
Staze.Manager, Mr. Leigh Murray. Acting-Manager, Mr.
Edward Murray.

THEATRE•ROYAL, HAYMARKET,
Lessee, Mr. J. B. Backetone.
THIS EVENING, FAMILY JARS. Mr. Compton and
Mrs. E. Fitzwilliam.
To be followed by OUR AMERICAN COUSIN. Lord
Dunireary, Mr. Sothern. Mr. Buckstone, Mr. Farren, Mrs.
C. Young, &c.
After which, MY AUNT'S ADVICE. Mr. Howe, Mr.
Sotheran, Miss Oliver, &c.
To coniude with A KISS LN THE DARK.
Commence at 7.

ROYAL LYCEUM THEATRE.
Manager—Mr. Edmund Falconer.
THIS EVENING, the performances will commence with
THE DAY AFTER THE WEDDING Mr. Walter Laey
and Mrs. St. Henry.
r After which, at a quarter to Eight (25th time) the new
and original Drama, entitled PEEP 0' DAY ; or, Savourneen
Deelish. Messrs. Walter Lacy, Hermann Vezin, Charles
SPlby, Edmun t Falconer ; Mrs. D. P. Bowers, Miss Clara
Weston.
- -

-- ---
To conclude with AN UNPROTECTED FEMALE, in
which Miss Lydia Thompson will Dance the Volunteer
Step.

Acting Manager—Mr. F. B. Chatterton.
Prices as usual. Doors open at half-past 6, to commence at
7. Box-office open daily from 11 till 5.

RO YAL PRINCESS'S THEATRE.--
Lessee and Manager, Mr. A. Harris.
i'lllg EVENING, THE MERRY WIVES OF WIND-
SOR. Sir John Falstaff, Mr. Ryder (his 9th appearance in
that character.) Messrs. G. Jordan, H. Widdicomb, &e.
To conclude with BLUE JACKETS.

NEW THEATRE-R0 YAL, ADELPHI.-
sole Proprietor and Manager, Mr. B. Webster.
THIS EVENTNG, THE PRETTY HORSEBREAKER.
Mr. J. L. Toole, Mr. P. Bedford, and Miss Woolgar.
After which, the new drama, entitled THE OCTOROON;
or, LIFE IN LOUISIANA ; written by the author of "The
Colleen Bawn." Mr. George Jamison, from the Winter-
garden, New York ; Miss Latimer, front the provincial thea-
tres ' • and Miss Denvil, from the Lyceum. The other prin-
cipal characters in ,he drama will be performed by Messrs.
Emery, Stephenson Billington, Paul Bedford, Romer, Mrs.
,lillington. Mrs. Marston, &c., &c. Entirely new scenery by
f ems. Dalby and Thompson.
To conclude with DOMESTIC ECONOMY. Mr. Toole,
Miss K. Kelly, &c.
Doors onen at half-past 6—Commence at 7.
Box-office open from 10 till 5. No charge for booking.

NE OYALTY THEATRE
Dean-street, Oxford-street.
Under the Direction of Mdlle. Albina di Rhona.
THIS EVENING, to commence with THE GOVERNOR'S
WIFE.
After which, Mdlle. di Rhona will appear in CAMELIA,
and Dance two National Dances.
After which, BAMBOOZLING.
To conclude with LES PIERROTS.
Box-office open from 11 to 4.
Doors open at 7—Commence at half-past 7.

C kNTERBU RY HALL CONCERTS,
AND FINE ARTS GALLERY.

MR. SAII COWELL at Eleven o'clock in several favou-
rite Sonfrs, including " THE HOUSE THAT JACK
BUILT. "

Grand Selections from
STRADELLA and LA TRA VIATA,
By Miss Russell, Mis.!4.Ernst, Mr. Herbert, and Signor Tivoli,

with a poWerful Chorus.

The Comic department :—Mr. Sam Cowell ; Mr. Marshall,
in his new song, "John Bull, you don't bamboozle me ;"
Messrs. Harvey an,l French (the Nerves); Mr. Wood and
his talented son, the best negro delineators of the day;
and Miss Harriet Coveney .
Musical Director, Mr. Jonghmans.
Admission—Hall, 6d.; Stalls and Balcony, ls.