The Sun.
London, England, 1861-10-07 00:00:00

7HE REV. J. MA CNAUGHT.

The Rev. J. Macnaught has issued a. written ex-
planation to his congregation of the reasons which
induced him to resign the incumbency of St. Chry-
sostom, Everton, Liverpool. His opinions, he says,
since be came among them, have undergone a gra-
dual change, which, in all its phases, has been'
honestly avowed. He declares that he has con-
cealed nothing which was, in his own mind, a dis-
tinct and recognised conviction :
Opposition has often been raised against my
preaching and publication. Sympathy has at least
as often been shown for the freedom with which I
spoke and wrote. Under the influences of that
opposition and that sympathy it has not always been
easy to separate myself from such excitement as
might lead to my rashly resigning• the ministry on
the one hand, or to my improperly retaining that
ministry on the other hand. Now, however, for
some months past, I have enjoyed an almost un-
broken quietness: My mind has been able to reflect,
and there have been few disturbing causes. All
has been prosperous in our church and its various
modes of activity, and I have been able, with com-
parative peace, to consider my position and duty.
There have been many inducements for me to re-
main as I was. The social position of a clergyman,
the enjoyment of a moderate but sufficient income
from the Church, the wishes of dear friends, the
evident opportunities for manifold usefulness, the
flattering attention of a large congregation, in a full
church, the generally improved and improving con-
dition of schools and choir and district, the desire to
vindicate, freedom of. speech and thought for the
ministry of. England's Church—these have bean
mighty, though far from being the sole, inthicements
to remain and minister among you.
In alliance with these motives there has been the
dread of changing one's, profession, the risk of los-
ing valued friendships, and the fear of doing posi-
tive harm, if any should suppose that one abandoned
religion or Christ in abandoning the position of an
English clergyman.
These and such like considerations have so far
kept me at my post, though I have sometimes
found it difficult to reconcile the changes of my
opinions with the unchanging formularies of ancient
centuries. Till quite lately I have accepted all the
Prayer Book in some scriptural sense. Now I find
myself unable longer to express my " unfeigned
assent and consent to all and everything contained
in the Book of Common Prayer;" and therefore it
is time for me to retire from a position which de-
mands such "assent and consent" from its occu-
pants.
Let me not be misunderstood. I have as firm a
hold—nay, a far firmer hold than ever—upon the
great Christian principles of love to God and love
to man. Reflection has strengthened—as I trust it
has also purified—my Christian hopes of a future
life and its discernment between good and evil.
These are not matters of doubt or disbelief withme.

I could still continue to preach on these subjects
honestly, and you will, perhaps, kindly think, not
unprofitably or unacceptably, as I have done before.
It might not be necessary to allude to the points in
which my opinions fail to harmonise with the
dogmas of the Church. Suppression of a few
truths now recognised by me would, doubtless,
allow me legally and safely to retain my pulpit
as long as I chose and God permitted. All this
I know full well; but I also know that with
many of the Prayer Book's teachings—for ex-
ample, on the clergyman's supposed power to re-
mit or retain sins, as expressed in the Ordination
Service, on the subject of confession as contained
in the Service for the Visitation of the Sick, on
the doctrine of "regeneration," as treated of in
the Baptismal Service, on the Athanasian Creed,
on vicarious punishment—with the teaching, I
say, of the English Prayer Book on these and
other points, I can no longer express "unfeigned
assent and consent," if these words and the Church
formularies are to bear any natural and gramma-
tical signification. Under these circumstances,
what am Ito do ? I know no other communion
which is as tolerant as the Church of England, or
whose ministers are as free as hors. Hence I do
not see my way to enter any other church or its
ministry. One thing only is clear, that my duty
as a conscientious Christian Englishman is to re-
sign my ministry, and its emoluments and its dig-
nity. This I must do if I am to retain my self-
respect.
What is to follow I know not. God's Providence
will lead me if I yield myself to His guidance. I
go to seek a livelihood in any calling of simple
industry that may open to me. Other men will
preach in my pulpit. Other men will bear rule in
my schools and in my district. You and I will
probably be preached to and prayed with in man-
ners widely different from those to which we have
been accustomed. For my part, I shall take my
place among the laymen of England's Established
Church. There I trust we shall all still worship
happily. Whatever changes may betide, let us
ever be found fighting on the side of truth, free-
dom, progress, Christ, and God.

According to a despatch from Rome of the 4th,
the Siamese Ambassadors had had an audience of the Pope.
In reply to their assurance that the Roman Catholic re-
ligion would always be protected in Siam, His Holiness
expressed his satisfaction at the reported progress of the
Catholic missions. The Envoys were the bearers of 50U16
magnifievAt presents to Rio uolizme,

7-7
, The Naval Reserve force In conneciim • 7
Berland now, numbers 800, and on Tuesday and
, Wednesday last Mr. Lambtou, the shipping master
at that port, paid £4OO, in sums. of 30s. each, as the,
quarterly pay of the men then in port. Last week
Mr. Lindsay, M.P.; who is on the Royal Comeni•.:-
d-
sion to Inquire into the Manning of the Navy,
visited. tho Trincomalee training:Ship, in Simder-
lan Docks and sp,w the. men going through their
drill. Ire aftor wage acltliessedsthem, lie said his
heart warmed within him when. he saw so many
fine fellows, atter'it elvirt drill of 'itionth,itrork
the guns so well and systematically as he had seen
them do that day. Our great strength had ever
been ships-of-war, and our great defence British
seamen. He did not know how they could more
effectually or more economically carry otit any
scheme than the one he was happy to see now going
so smoothly along. _lt was unlike the ola, scheme
by a system of bounties, aud, he was sorry to say,
of drunkenness and debauchery. Soldiers required
training through a long series of years, but the Re•
serve required ,very little training, for the simple
reason that no man-of-war's man could surpass
them, for.the hardy men, who manned our :colliers
and Baltic ships were superior to any seamen in the
world. (Cheers.) Ho Meant no disparagement to
their friends over the water. The last men he saw
working guns were Frenchmen, but the men of the
Reserve went about their work in such a different
style that he believed the old saying, that " One
British tar is as good as three Frenchmen," was,
after all, true.. .It struek-himtirlt dv that if eve,.
ihe neees.sity, should arise—thougl :‘reyer., was I
that the two nations might long continue on friendly
terms—he would back one of the lads he saw below
against any three Frenchmen in the working and
handling of a gun. (Cheers) The fact was, it was
natural to them. Englishmen in their boyhood
turned as naturally to the boat and sail as the
French to their drums and fifes. It was as great
folly for France to attempt to become a great ma-
ritime Power as it would be for us to attempt
to become a great military power. We were es-
sentially a seafaring peeple. We had been so from
, generation to generation, and would continue so,
for our strength had ever been oirthe 'water, and
our strength must ever be on it. Let each,man,
then, go and get his shipmates to join. 'lpy now
numbered nearly 800 in thiS port ; he eheadd like
to see theni number 2,000.
,:They tioW' took the
lead in the ports Of tho world with their ships, and
in the ports of Great Britain none stood so high as
that which ho had the honour to represent in
Parliament.. He would take an opportunity to
mention in Parliament that he never saw guns so
scientifically handled as he had that day, and that
while the country had such men as they atere was
no fear of a foreign foe. ,

THE SPEED OF STEAMBOATS.

(From, the Stem Shipping chronicle!)

In no, country, either on this or the other side of the At-
lantic,
has so much progress been made in the construction
of steam-boats arid their machinery as in England. The'
enginomakers of Prancer Belgium, and Switzerland turn
out some very respectable specimens of workmanship, but
in many cases this is done by the agency of English work-
men, and almost invariably under English superintendence.
Though the rate of wages is much lower for native than for
English workmen on the continent, yet it is often found
more economic to employ the latter, and it would be very
difficult to gb into a foreign factory the superintendent of
which is not a native of these islands. And, notwithstand-
ing the boasts of Brother Jonathan, and his exaggerated
statements as to the performance of his craft he has never yet
produced a steamer which for safety solidity, and speed,
can compete with those turned out of our. own workshops.
We look upon the record of the performances of some of
the American river boats as mere "bunkum," and when we
hear of a fabulous number of knots run within the hour, we
regard the statement as wo should do one of Colonel Croc-
kot's stories of the number of bears ho slaughtered, and as
worthy of as much credit as Barnum's guarantee .for his
mermaids. By dint of employing high-pressure engines,
loaded to an absolutely dangerous pressure, and taking cre-
dit for the speed induced by running down a rapid current,
we believe that high velocities are sometimes obtained on
American rivers, but wo will match either of the Holyhead
mail-packets or the Dover mail-boats to beat any vessel
that the Yankees can produce, even though the safety_
valve should be loaded to 6:: bursting point. They once
had a fair trial with us in the Atlantic passage, when Col-
lins's boats were built to compete with the Canard liners,
peed they were at last reluctantly compelled. to admit their
inferiority ..
As far as we have yet progressed in our experience of the
construction of hulls and the application of steam power,
although there is evidently a limitation to the speed that
can be realised in navigation, we have not yet attained
nearly to that limit. At present this limit may be fixed at
something near 30 miles an hour, beyond which rate of
speed it would hardly seem possible to propel any vessel.
We are still about 30 percent.. below this standard, rair
does there for all the practical purposes of business appear
any immediate probability of deur advancing further. Our
swiftest mail packets do not exceed 18 knots, or a trifle less,
than 21 miles an hour through the water, and very few
vessels indeed realise this speed. As a rule, our fast river
packets do not exceed 14 knots, and this seems to be the
standard of general usefulness, as whilst this can be secured
without any sacrifice of economy; all above this rate entails
great expense.
The first and most essential requisite to secure speed' in
the construction of a steam.vessel.is the form of the hull.
Mere power—although the vessel is useless without it in
some form—is quite secondary to the correctness of the
vessel's lines. More steam-vessels are overpowered than un-
derpowered, and it has been frequently found that when
engines of superior horse-power have been taken out of a
vessel, and others of inferior size put into her, her speed has
been most materially increased. And in connection with
steam-boats another fact is evident, that it is not so much a
question of the fineness of the lines fore and aft as it is of the
shape of the vessel amidships, se that full and hollow water-
lines, wave-shape curves, and all the other knick-knackeries
of shipbuilding, are considerations of quitella subordinate
character. It is astonishing what a long time it took to
beat this obvious truth' into the heads of our naval archi-
tects. Very many years ago experiments were made with
bluff-headed vessels like barges, in opposition to others
with fine entrances and deliveries, and the difference in
speed was found to be quite unimportant. The result pro-
duced a large amount of surprise, but did not lead to a dis-
covery of the true theory of resistance.
Again, when it was found that by what is termed length-
ening the floor of 'a vessel, or, in other words, cutting her
in halves and adding to her length amidships, the speed of
the vessel was greatly increased, oven when she was, of
larger tonnage, and possessed only the same engine-power
as formerly, the discovery again failed to convey a true
perception of the correct theory upon which speed is based.
That theory, it is unneemary perhaps to say, is now well
understood, and lies entirely in the size of the midship
section, the immersed area of which farms the only true
point of resistance as the vessel passes through the water.
For this reason largo vessels will always have the advan-
tage over those of a smaller size, since the width of a small
vessel cannot be reduced consistently with the strength and
stability of the ship. The question as to whether a steamer
is 200 feet or 2,000 yards long is quite unimportant, since
except in encountering currents very little more force would
be necessary to propel the one than the other, provided their
midship sections were uniform in area and displacement.
The great drawback to realising high rates of speed is the
enormous sacrifice of fuel which must be expended where
thie result is to be attained. The resistance in high veloci-
ties increases immensely, and it is very questionable whe
ther in ordinary cases the advantages secured compensate
for the great additional outlay of money. To secure an ad-.
ditional mile of speed by mere engine-power, provided all
the other conditions remain the same, is somewhat alarming
in a pecuniary point of view. To keep engines up to their
maximum number of revolutions implies incessant work
at the stoke-holes, and a full consumption of fuel,
whereas the same vessel, with fires partially banked
up, will attain more than two-thirds of her
full speed with a consumption of less than one-half the
amount of coals. A rough gauge of the power of an engne
is furnished by the diameter of her funnel, and the larger the
funnel the greater the draught and the larger the con-
sumption of fuel. There would be no difficulty whatever in
building a steamboat to run at the rate of 25 miles an hour,
but it would cost a little fortune to pay for her weekly sup-
ply of coals. Practically, and for all really economic pur-
poses, 14 or 15 knots an hour is all we can expect to realise
—all beyond this must be purchased at a cost which is irre-
concilable with the ordinary demands of commerce, and the
pecuniary nature of steamboat speculations.
The most econsmical method of realising high rates of
speed is by the adoption of high-pressure and non-condents--
ing engines. The very words "high-pressure" haveia g
his
in g sound upon the ear of steamboat passengeuriscu
00
ountryi and are associated with the calamities IV

It Is easily seen how the rumours of an alleged
attachment between 'the heir .to the Crown of
Great Britain -and her Royal Highness the Prin-
cess Atlaptlria, the eldest, daughter of Prince
Christian,"may find fresh AlimptiVrpi'a this meet-
ing. It is.the sad lot of princes that their private
life is fob' often subordinated to political Combina-
,tions, so as to be"deprived of that enhancement of
!Mystery enjoyed in affirirsof *heart by those who
:oee4ny a lese elevated rank in the .soeial scale.
However, the privilege claimed by the public de-
mands in such matters is pot to be carried too fur,
'especially when it has no more solid bases than a
-few on dill. Consequently we shall go no further
than simply to say that the private life , of Prince
Christian is signalised-by the same tone of attrac-
tive dignity that has rendered Qecen Victoria the
object of the veneration and affection of the Eng-
lish people ; and that the personal qualities of the
young Princess are sufficient of themselves to justify
the union, without any necessity for having recourse
thereon to political combinations. _
In Denmark an alliance between our future dy-
nasty and the Royal Uouse.of England would be
everywhere welcomed by an expression .of universal
joy. There is no idea whatever of indulging in
illusions of the influence that such a combination
would exercise on the policy of the two countries.
Neither is it imagined that our country would find
therefrom,- on the part of Great Britain, a more
cordial political support than what it already en-
joys. But we see therein an, event full of reasons
for congratulation; principally because our future
dynasty would be thereby closely linked with the
most Constitutional Sovereign in the universe, and
because that relationship would offer a fresh guaran-
tee for the sympathy of the same dynasty towards
the political liberty enjoyed by Denmark, and_ be-
neath which the Sovereign will always possess the
means most efficacious for ensuring to himself the
nation's love.

27./E DAMAGE TO THE GREAT
EASTERN.
- - - -77

A close examination of the great ship has resulted
in the discovery that she has received more eTtiviza -
injuries than was at, first known. The rudder-post,
as has been already stated, is completely broker .
At the part where it snapped the metal is IS inchcti
in diameter. In order to repair this it will be neces-
sary to unship the rudder, which will be a work of
no small difficulty, not only on account of its great
weight, but owing to the manner in which it is
held in position. The rudder and post weigh 20
tons ; the framework is of iron, but the centre is
filled up with timber. The foot or spindle of the
rudder works in a hole in the "heel piece" of the
ship, and an enormous iroi. brace holds the post of
the rudder to ship, and admits of its moving with
the action of the tiller. This' iron band is formed
of four-inch iron plates 21t. 6in. wide, and is bolted.
through and through the ship by enormous iron
bolts. This must, of course, be removed before the
rudder can be unshipped for repairs. In addition,
however, to the breaking of the rudder-post, it has
been found that the stern-ink of the ship has given
way. This is a mass of iron weighing upwards of
six tons. It is an upright column immediately be-
hind the screw, one end resting on and securing
the heel piece and the other attached to the stern of
the ship. This is formed of plates of iron two or
three inches thick, andwas secured to the heel piece
by an enormous iron bolt. It was urged by many
scientific men that the screw shaft ought to have
had its bearing in this sternpost, and that, if such
had been the case, the screw would not have'
failed as it did in the voyage from America last
year. Had the screw been provided with this
bearing, and the accident happened as it has
done to the sternpost, it is probable that the ma-
chinery would have been so far deranged that the
screw would have been unable to work, and the
great ship might not have been able to reach a
port so quickly as it did after its paddles were ren-
dered useless. The effect of this fracture in the
sternpost might have been much more disastrous
than itwas, for the heel-piece, having nothing to
secure it beyond the bolts or rivets which held it
to the ship's bottom, might have been torn away
by the pressure against the water, as the' stern of
the ship rose, and in that case, would in all pro-
bability have taken with it a number of the iron
plates of the hull, and thus caused a leak, which
it would have been hopeless to attempt to stop. It
is fortunate that this piece did not sink even a few
inches; had it done so the spindle would have had
no place to work on, and the rudder would have
been held to the ship only by the iron clamp round
the post. In such a state of things its movements
would haveobeen most dangerous. A mass of iron
of some twenty tons weight, supported only by a
band in the centre, which had it remained attached
to the ship, would have flapped about with im-
mense force, delivering giant blows on the ship,
or smashing the blades of the screw, rendered it
powerless. Had the violent action of the rudder
continued for any length of time it would have
torn away the iron plates and framing, for the iron
band which held it to the hull was of such strength
that it could only have been forcibly removed by
bringing with it portions of the ship itself. The heel
piece, which was dependent to so great an extent
for its security upon the strength of the sternpost,
weighs about 10 tons. It is four feet in width,
and is constructed of very thick iron plates. The
paddle wheels will require to be constructed. The
cost of repairing the damage externally and in-
ternally will, it is estimated, be about £lO,OOO.
The ship will be taken to Milford for the purpose
of haying the 'necessary repairs.— Observer.

THE EASTERN FISHERIES.—The herring fishery
now being prosecuted off the eastern coast has not at pre-
sent made much progress. The quantities of fish delivered
' at Yarmouth have been small, and the quality has also not
been first-rate. There has, however, been a good demand,
and prices have consequently been well sustained. havave
ing
ranged from £l5 to £2B per last. The longshore boats h
not been more successful; their parcels have averaged
7s. Gd. per ICO. The catches made by the Lowestoft boats
have also been light at present.
Mn. WAKLEY.—On Saturday Mr. Wakley took
the opportunity of attending an inquest at Padd in
ington,
order to state publicly that ho was in a fair
way to recover
from the illness which had for a tima rendered him almost
incapable of attending to his duties as coroner for the Wes-
tern division of Middlesex. By the advice of his physicians
he intended in the course of the ensuing week to proceed to'
focrotlhleeaguwheoll: er:iulllTtY
Madeira, there to remain during the winter months. In
Humphreys, Ptthe
coroner for the. Eastern division of Middlesex, who, like
ti:::::alriLiambee,ehnisci worthyoe
had
Ikindly
entered into an arrangement with him to assist his
,
Mr. Brent, in the official requirements of that.
county with Which In had tile il part of the
Mllt to be connected.

,

NEW THEATRE-ROYAL, ADELPHL-
Sole Proprietor and Manager, Mr. B. Webster.

Open for the Winter Season.

THIS EVENING, MUSIC HATII CHARMS. Messrs.
0. Vlsher, Romer, Warcie, Misses K. Kelly and Laidlaw.
At ter' which
_(244th tine), T E COLLEEN BAWN. Mr.
Boncleault, D. Fisher, Billington, S. Emery, Stephenson,
C. J. Smith, Romer. Howard, Ward ; Mrs. Boneicault, Miss
Woolgar, Mra. Bulingto n. and Mrs. H. Lewis.
To conclude with LOVE AND HUNGER. Messrs. Fisher,
Emery, C. J. Smith, Mrs,. U. Marston, and Miss K. Kelly.
Doors open at bAlf-past 6—Commence at 7.

THE WEATHER.—SUN OFFICE, OCTOBER 6, 1861.
THERMOMETER, IN VIZ SHADE.
65—highest since noon yesterday.
54—lowest this morning and during the night.
64—this day at noon.
BAROMETER-30.10.
WlND—Easterly—rather fresh; with dull rainy weather.
OCT. 7.
THERMOMETER, IN THE SHADE.
65—highest since noon yesterday.
53—lowest this morning and during the night.
63—this day at noon.
BAROMETER-30.13.
WIND—E.-South-Easterly—light; with finer weather
now. It was foggy and dull all the morning.