The Liverpool Standard and General Commercial Advertiser.
Liverpool, Merseyside, England, 1839-05-28 00:00:00

I remain, sir, yours respectfully,
PETER ORMEROD

Liverpool, May 20, 1839.

MISCELLANEOUS.

A report prevails in the circles of the palace, that her
Majesty will make a series of visits in the north of England,
and, probably, extend the royal, tour to Scotland. The latter
end of August is named as the period when the court will
leave town.—Morning paper.

There is a rumour in the profession, that Mr. Justice
Littledale intends, on account of advanced age, to retire
from the Court of Queen's Bench, of which he has been one
of the judges for upwards of fourteen years.

EYES.—Lavatir says, if you should ask Shakspeare what
eye he meant when he wrote "the poet's eye in a fine frenzy
rolling," he would tell you a gray one. Allston says, a
black eye is not the poetic eye. Rubens the painter had a
black eye, and it is remarkable that he had not a nice sense
of colour. Another celebrated painter remarks, that a black
eye is not a painter's eye, nor the eye of genius.—Knicker-
Locker.

SINGULAR BUT SUCCESSFUL partNcE.— In the She-
riff's court, on Thursday, an action was brought by Richard.
and John Pope, linen-drapers, in Holborn, against Mary
Ann Sinclair, for the recovery, of the amount of a small bill
for articles furnished. The defendant alleged, that the
plaintiffs knew her to be a common prostitu.o.-„ and had sup-
plied her with the goods to enable her to carry, .oa a vicious
course of life ; and, their guilty knowledge having -been
proved, the fury, directed by the court, fouwl. a verdict for
the defendant.

WAR IN THE EAST. —We believe that we can confidently
assert the receipt yesterday, by Lord Palmerston, of de-
spatches, announcing the actual commencement of hostilities
between the Ottoman Porte and the Pacha of Egypt.: The
collision took place on the Syrian frontier, not far from
Aleppo. It is understood,' that a simultaneous movement
by the Pacha is in progress tor-ards Bagdad. The latter,
if successful, will bring an Egyptian force into the vicinity
of our operations in Persia.—Standard, of. Saturday.
CONSUISPTION os PARIS.—The consumption of cattle,
during the month of April last, was—oxen, 6767 ; cows, 1418,
calves, 6484 ; and sheep, 35,029. In April, 1838, it had been,•
oxen, 6779--' cows, 1529 ; calves, 6255 ; and sheep. 33,127.
The slight differences:existing between these two months is
in favour of April last. The resumption of the public works,
and strangers having arrived in great numbers to visit the
double exhibition of the works of art and manufactures, those
two circumstances borought up the consumption to the same
rate as last year.

NORTH DERBTSHILE REPRESENTATION.—WO have great
pleasure in being enabled, from authority, to state that, when-
ever a vacancy occurs, it is the determination of Mr. George
Arkwright again to enter the lists as a candidate, and to fight
till the last man has polled. A coalition has again been
formed between Cavendish and Evans, and their party has
started a canvass at Chapel-en-le-Frith, but with little suc-
cess. We understand that, should a dissolution of parlia-
ment take place, Mr. Gisborne, of Carlow, who formerly re-
presented North Derbyshire, is to stand again ; and that his
brother-in-la*, Mr. Evans, the present member, is to try his
for South Derbyshire, and if either the one or the other be
unsuccessful (of which we have little doubt) Carlow is to be
the dernier resort. We strongly advise the conservatives of
'North Derbyshire to shake off the yoke, and neither to be
duke-ridden, nor made the slaves of the Gisborne family com-
pact. Of Mr. Arkwright we have to observe, that if that
division of the county is to be fairly and independently re-
presented, and freed from the dukish dominion which has so
long disgraced it, he is a fit and proper gentleman to be the
representative, and we heartily wish him suecess.—Stockport
Advertiser.

THE KIRK OF SCOTLAND.—The General Assembly of the
Church of Scotland met on Thursday week • but up to Wed-
nesday last, when the famous Auchterrader case was dis-
cussed, no business of interest had been done. Dr. Cook
gave notice of a motion to the effect, that the highest civil
courts having decided that the Veto Act was an unwarrant-
able infringement upon the patrimonial rights of patrons and
presentees, the operation of that act must now cease." Dr.
Chalmers gave notice that he'should move, " That the Pres-
bytery of Auchterarder shall offer no further resistance to the
claims of the patron and presentee to the emoluments of the
benefice ; but that the. Assembly shall at the same time affirm
the principle of non-intrusion, as being coeval with the Re-
formed Kirk of Scotland." On Wednesday, after a long de-
bate, Dr. Chalmers' resolution was carried, by a vote of 204
to 155 ; a series of resolutions proposed by Dr. Muir, and
which are described as being of " a medium character,"hav-
ing been previously rejected by 197 to 161. .
ADDRESS TO THE QUEEN.—WIGAN.—Our readers will
learn from this day's Gazette, that thirteen of the Wigan
town council, out of forty, have agreed to address her ma-
jesty on the late ministerial crisis. The address requested
her majesty to keep in office what a plain straightforward
radical calls " the nominees of a court—the suspected spawn
of a bed-chamber intrigue—a petticoat administration."
These observations, and those which follow, would in all pro-
bability never have been made, had it not been fin- the dis-
'gu'sting falsehoods inserted in' the Sun, London newspaper,
thrwarded; we suppose, by the respectable penny-a-liner who
doeS the worithfi,a Mkticher journal now making an effort
to'' amend its circulation hr Wigan. From some cause or
otherf, after,huneh hard whipping-in, only thirteen out of
thirty radical councillors could be found to attend a " special
-meeting"-of the council to address her majesty: The eon-
sematives seeing this, determined to leave the room, after
which there was no power to do any act lauful y; and in-
stead of the memorial coming, as it professes to do, from the
town-council of Wigan, it really only issues from thirteen in-
dividuals, and is nothing better that a mere mockery—a piece
of parchment, having a seal attached to it contrary- to the ex-
press -words of the act of parliament tinder which -the town-
councilis formed. One word in reply to Mr. J. Acton's as-
sertion -that the town-council represented the feelings ofa
majority of the inhabitants of this town. The fact is other-
wise—for at the last municipal election there were upwards of
one hundred more votes recorded for the conservatives than
the Tadicals;. arid if- the latter party were certain. of it being as
Mr. Acton's asserts; instead of having a " special meeting bf
the council," we should have had a public meeting of the in-
habitants at large; but the party dare not try that, for they
well know how such a meeting would' terminate. But, as a
distinguished reformer says—" Nothing is so gratifying to the
civic mind as correspondence with men in power ; nothing
so perfectly suits the municipal taste as being applied to for
favours, forivarding the application to exalted quarters, and
being the channel of returning an answer, be iteven a courte-
ous refusal. The worthy alderman shining conspicuous
among his fellow-citizens, in the robes of his high offfee,
shines with 'a yet more replendent glory, when he is known
to have the ear of the man in yet higher office than his own.
The worshipful the mayor, who condescendingly tells the
tradesman, saluting him profoundly and smilingly, ' Sir, sir,
I am but a man,' adds to the length of the bow and the width
of the smile, if it is ascertained at the post-office that he re-
ceives the frequent letter franked by one who is not only a
man but a minister."—;-Wigan Gazette.

FATAL ACCIDENT.—On Thursday morning, a respectable
female, wife of a person named Starkie, in the employ of M.
Bancks, Winstanlcy Hall, was passing along.the
road, when a cart knocked her down, and 'the wheel passing
over her body, She. was taken up lifeless. We are sorry to
learn that she has left a very numerous family to lament
her loss.-,--Wigan Gazette.

PROGRESS AND INCREASE OL INTEMPERANCE.-11C
would state a few well-authenticated facts, to illustrate the
frightful progress that intemperance bad made in this coun-
try. In the year 1820, the quantity of ardent spirits for the
conaumPtion of gngland, Scotland and Ireland, was 12,894,
895 gallops. In 1830,,ten years after, it was Over 27,000,000
gallons; or moie than doable ; 'so that the consumption of de-
leterious liquOrs had increased far more rapidly than the po-
pulation in the same time. The nett amount of duty paid to
the Government of this Christian country on the manufacture
of this article pf home consumption, so destructive to all the
faculties of Mind and body, was, in 1820, £6,789,000, in 1836,
£8,444,390r Of this vast quantity of poison how very mi-
nute a portion bad been used for medicinal-purposcs But;
as a minister of religion, a minister of the established church,
he ought to shew how beneficially this sum of .E 8,444,390,
might have been employedin the cause of religion. It would
have sufficed to build not less than 1,700 churches, and to pay
throughout the country 1,700 additional teachers of religion.
Bishop of Londas Speech.
MURDEROUS ASSAULT ON A PROTESTANT SCDOOL-MAS-
TER.—As Michael M'Ana, Protestant school-master of Tur-
lough, was returning from the market of Castlebar •on the
27th ult. in company wftli his wife, he was attacked near the
village of Ballinew by two men, one of whoni struck him a
violent blow with a stone over the eye, and the other struck
him on the back of the head, and felled him to the ground.
He then continued to heat and to kick him, and on his wife
endeavouring to protect him, one of the brutal ruffians said,
I don't want to beat you but the jumper." . She was how-
ever, subsequently struck with a stone, which laid open her
head. The poor woman was conveyed home in an almost
lifeless state, and still remains dangerously ill. At the time
that M'Ana was knocked down, the houses close to where the
outrage was committed, and where he might have sought .re-
fuge, were shut against him. M'Ana is a most peaceableand
inoffensive man, but being a " Jumper," and a Protestant
teacher, were crimes which—in the eyes of " the faithful "
could not go minunished.AchillHerald.

THE DUKE OF WELLINGTON.—A circumstance highly
honourable to the character of this distinguished soldier and
statesman has lately come to our knowledge. As high con-
stable of the Tower, his grace has the appointinent of all the
warders, a situation of considerable emolument. The office
of warder was always sold previous to the Duke of Welling-
ton' s a appointment oin
considerabletm en t as highp ro
ficonstable,
who filled and was,le of course, a.
source d
that impor-
tant post under the crown, the price given for the place being
£3OO, and sometimes a little more, while the fitness or unfit-
ness of the party making the purchase was seldom or never
considered. The Duke of Wellington was no sooner appoint-
ed high constable, than he resolved on abolishing this prac-
tice and as vacancies have occurred they have becu invariably
filled up by serjeant-majors and non-commissioned officers
of the guards, who have distinguished themseives in the ranks
and by general good conduct and steadiness. There are now
among the warders many old veterans, and some who served
with his grace during the Peninsular war, and Waterloo.—
The Duke of Wellington has not only in the most generous
manner given up a considerable emolument, but has also been
the means of rewarding many good soldiers, and rendering
the eve of their life comfortable.—Herald.

Viele's comet, after a period of six years and nine months,
will cross the ecliptic on July 15, and re-appear in our hemis-
phere, but will not be visible to the naked eve. It is the same
as in 1832 was expected by the unlearned to come in contact
with our globe on October 29, and at least throw it out of its
•course, if not altogether destrow it. In 1826, this comet pas-
sed-us at a distance of 55,000 leagues, or `a little more than
half the distance between the earth and the moon, without its
passage having the slightest influence upon us. The atmos-
phere or nebulosity of this small comet is very limited, ex-
tending only to 40 minutes, or two-thirds of a degree.
THE COURT.—While it is extremely desirable, on the one
hand, that persons of certain grades in society, should fre-
quent of the Monarch, it is equally clear that the court itself
is degraded, when persons who have no pretensions to do so,
intrude themselves into the royal presence, and thus convert
what should be a select society into a sort " Vanity Fair."
Those who can remember who used to go to court, cannot
but be surprised at some who go there now. Such persons,
blinded by their own excessive folly and presumption, forget
that other people's eyes are open, and that they are laughed
at by every body, except, perbaps, their own milliners and'
tailors.—HeYald,

ACCIDENTS TO STEAM VESSMS.

Prom an article by Captain Edward Chappell, „R.N., in the
United Service Journal)
Accidents peculiar to steam-vessels arise principally from
collision with other ships, explosion of boilers, raving, burn-
ing, or sinking. I shall now treat each of these! consecu-
tively, suggesting some regulations as I proceed.
1. Collision.—This is unquestionably the most prominent,
if not the most fatal, source of steam-boat disaster. In
crowded navigation, particularly at night, accidents from this
cause are almost of weekly occurrence, occasioning incessant
risk of life and injury of property. Much of this danger
would he removed by a simple declaration in an act of par-
liament, that steam-vessels passing each other, or passing
sailing-vessels, or sailing-vessels passing steam - vessels,
should, upon all occasions, so far as practicable, adhere to
the rules of the road—or, in other words, in meeting or
overtaking a vessel, keep on her starboard side, and the ves-
sel overtaken, if the shore or any other obstruction be close
to her starboard side, should be required to starboard her
helm and stop the engines, to give room for the overtaking
vessel to pass. In navigating narrow rivers, all the steam-
vessels going up or down might he required, as far as practi-
cable, to keep to the larboard or left-hand shore, which
would divide those going in opposite directions, and thereby
considerably diminish the risk of collision.
But the greatest danger of collision is at night, and it is
here that the legislature might interpose its authority with
the most beneficial effect. The grand object is to secure
UNIFORMITY as to the lighting of steam-vessels, as at pre-
sent every steam-vessel is lighted according to the judgment
or caprice of the owners, agents, or commanders.
The chief object to be attained is-Ist, to discriminate a
steamer from all other vessels ; 2dly, to show by the lights
in what direction the steamer is steering. A very able offi-
cer, who for ten years was employed under my orders—Mr.
William D. Evans, now commanding her Majesty's mail
steam-packet Advice, at Pembroke—proposed to effect the
two objects in question by a strong bright light at the fore-
mast-head, a red light at the foremast part of one paddle-
bos., and a blue or green light at the foremast part of the
other. The marine-manager of the City of Dublin Steam
Company, on the other hand, has caused all their vessels,
amounting to above twenty in number, to be distinguished
by a bright light at foremast head, red light at the foremost
end of larboard paddle-box, and bright light in a similar
position on the other bow. After full and anxious personal
observation, and by inquiries of all the mail-packet com-
manders under my superintendence—one of whom, Lieut.
Townley, R.N., has been in command of a steam-vessel ,
twenty-one ears; another, Lieut. Philipps, R.N., nineteen
years ; another,
-_err. Emerson, R.N., nineteen years ; and.
another, Mr. Smithett, R.N., fourteen years—we are unani-
inousla of opinion that steam-vessels, of all classes, should
be lighted uniformly at night with one strong
.bright light at
the foremast-head, one strong bright light in a light-room
affixed before and to the starboard paddle-box, and a strong
red light in a light-room similarly placed at the larboard
paddle-box. The bow, or paddle-box lights, to have two
circular lenses each, of at least thirty-six inches circumfer-
ence, with a good lamp and reflectors facing each lens—one
lens to/be inserted at a right angle with the vessel's keel,
throw* the light directly ahead—the other inserted parallel
to the site of the paddle-box, throwing the light a-beam. To
give the red colour to the larboard-bow light, the lens must
be made hollow, and filled with a mineral liquid, as in the
City of Dublin Company's steam-vessels—liquids coloured
by vegetable preparations alone being found to be more
'opaque. The precaution must also be taken to construct a
projection or shade in a line with the keel, and on the inside
for a few feet before each bow-light, to screen the light from
dazzling men on the forecastle, and also to prevent the light
of one bow being seen by a vessel on the other bow.
If coloured lights could be made to give as strong a light as
white lights, unquestionably the red light on one side, and
blue or green on the other, as proposed by Mr. W. D. Evans,
would be preferable ; but the light is considerably dimmed
by being coloured red, and blue or green are but other names
for darkness, particularly where the weather is in the least
hazy.
Having regulated, therefore, the lights which are to be
carried by all steamers after the passing of the act, it will be
known, that on seeing one bright light over another bright
light, the strange vessel's starboard-bow is presented ; if a
bright light is seen over a red light, the larboard-bow is pre-
sented ; and if a bright light is seen over a red light, forming
a kind of triangle, the strange vessel is steering for the spec-
tator. This certainty as to her position, added to a know-
ledge of the regulation as to passing on the starboard side,
when practicable, will give what is now so much required—a
mutual understanding between the two commanders or steers-
men as to their respective intentions in situations of surprise
or difficulty, productive of great relief to the mind of the
mariner, and considerable additional security for the lives
and property entrusted to his management.
There is another regulation quite as requisite to be made
for sailing vessels, navigating at night in the British or Irish
channels, or on any part round the coasts of Great Britain or
Ireland, in the track of coasting or river steamers ; which is,
that such sailing vessels should always have a single light ex-
hibited aloft in some conspicuous situation. At present the
sailing vessels often heave-to for the night, directly in the
channel tracks, without the steamers being able to discover
them till it is too late to avoid a collision. In this manner
the merchant sloop, Aunt, was run down and sunk by H.M.
steam-packet Lncifer ' • the schooner, Bess, severely damaged
by collision with H.M. steam-packet Urgent ; and other nu-
merous instances have occurred during my experience of the
same description, where 1 have clearly traced the cause of
collision to be the want of a light on board the sailing vessel.
It must be evident that to a vessel going with the speed of a
steam-boat, and particularly with the haste required in con-
veying mails, a sailing vessel lying in the track, without a
light, either at anchor, or under weigh, presents a more
formidable danger than a rock or a hank, since the position
of the latter may be calculated upon, while it is impossible to
know where the former may be encountered.
Dense fogs occur in moderate weather only. During such
periods a first-class or river steamer should be restricted to
quarter speed ; a second-class or coasting steamer, and a
third class or ocean steamer, if in a river or estuary, to quar-
ter speed also ; if at sea to half speed ; and the reduction of
speed, under such circumstances, to be always inserted in the
log book. Every steamer, after a given day, say Ist January
1840, to be provided, under penalty, with a steam whistle or
trumpet of the most powerful sound, to be used at least every
ten minutes during fogs. By this means all other vessels
would distinguish the approach of a steamer, and for their
own security take care to answer by ringing their bells, or
otherwise.
2.—Explosion of Boilers.--This:is not so common an oc-,
urrence in Europe as in America, owing to the different
amount of pressure used on either side of the Atlantic, but
as some very lamentable cases have recently occurred in
Great Britain, and as it is now more than heretofore the
practice to use steam expansively with increased pressure
upon boilers, I should strongly recommend the enforcement
of a few simple precautions, one of these would be, to compel
every steam vessel, after a given day, to have two separate
safety-valves ; one of which, properly weighted, should be
inaccessible. By this means the chance of a boiler being
burst by the sticking or other derangement of the valve,
would be placed beyond the the reach of probability. The
horrible calamity which took place by the explosion of a
steam boiler at Hull is supposed to have been occasioned by
the engineer letting the water get too low in the boiler, which
caused the generation of of a highly explosive gas. This might
be prevented by merely having a pipe, communicating with
the steam whistle inserted in the top of the boiler, and carried
down through the water so far that, should the steam find en-
trance, it would sound the whistle, and give instant notice of
the danger to every person on board. The explosion of a
steam boiler very nearly occurred in her Majesty's steam-
packet Urgent, under my superintendence, immediately sub-
sequent to her being purchased by the Lords Commissioners
of the Admiralty. The vessel was lying alongside George's
Pier, Liverpool, and I was on deck with her Commander,
when though the safety valve was opened, the steam sud-
denly ceased to escape by the waste steam pipe. The engineer
unable to conceive the cause of this stoppage of the steam,
instead of taking alarm and losing his presence of mind,
opened the furnace doors, raked out the coals, and set the
engines to ,work, so asjo consume the steam ; but the enor-
mous pressure in a moment forced some rivets out of the
new well made boiler, drove the water into the engine-room,
and thus relieved itself. Upon taking down the steam-pipe
it was found that a conical copper rose, fitted within the
globe at the top of the pipe, to prevent the condensed steam
falling in water on the deck, had broken loose by the pres-
sure, and blown into the opening of the globe, which it com-
pletely corked up and as the safety valve was as usual, within
the steam-pipe, there was no egress for the steam. To pre-
vent such an occurrence happening again, the opening of the
globe should be made large enough to admit of the rose being
blown out of it altogether, should it become disengaged from
the fastenings.
It appears to me that the various degrees of steam pressure
at which marine boilers are now worked, requires placing
under some restriction, which might be accomplished by the
Naval Scrutineer's instructions to the respective local Sur-
veyors.
3. Racing.—This cannot be too severely prohibited, parti-
cularly if there be only one safety-valve, and that accessible.
I have known an instance in a private steamer, of the en-
gineer standing on the safety-valve to increase its weight, nor
could he be induced to remove till one of the passengers
threatened to knock him off with a handspike. This over-
loading would effectually be put a stop to by the regulation
I have suggested, compelling every steamer to have one
safety-valve out of the two inaccessible. In one case of
racing, where I was on board as a passenger, the vessels
came alongside so that their paddle-boxes bore against each
other. One vessel, in trying to cross upon the other, kept
her helm hard a starboard, the other hard a port, the engines
of both going with full power, but the vessels remaining
almost stationary, heeling over on either side, to the great
terror of the female passengers ; and in this state they con-
tinued for above an hour, owing to the obstinacy of the com-
manders. I have also been a daily witness to similar cases
occurring in the Mersey, where much damage has been done
to the vessels ; all of which I believe might be prevented, if
a regulation was made under penalty, that (provided it could
be done without risk of incurring greater danger by being
drifted on shore or athwart hawse of other vessels) the
steamer on the larboard side should be compelled, when re-
quested, to stop her engines and let the other go past.
4. Burning.—ln the year 1837 I saw the Prince Regent,
Margate steam-boat, burnt off Reculver. This was owing
to the wood-work over the boilers, or round the chimney,
not being properly cased with metal. All steamers built
hereafter should be compelled by the Act to have a fixed
space between the top of the boiler and the deck ; or where
that could not be accomplished, to have the boiler-hatch
covered with sheet-iron instead of wood.
Cases of spontaneous ignition of coal in the bunkers of
steam-vessels have been of frequent occurrence. The fine
dust of coal, when highly dried and heated, is almost as
liable to ignition by damp, as gunpowder is by fire. In one
instance H. M. mail-packet, Vixen, had the coals in a state
of ignition for a oonsiderable part of her voyage from 'Water-
ford river to Milford. The Thetis, post-office steam-packet,
was burnt and sunk at her moorings in the Mersey, in Oct.,
1833, owing to the same cause. The best remedy is to
shovel the remaining coal forward in the bunkers, before
taking in a fresh supply, so that the coal is continually
changed. This has always been done by Her Majesty.s
mail-packets at Liverpool since the burning of the Thetis,
and there has been no subsequent case of spontaneous igni-
tion. The Robert Bruce was burnt about the year 1820, on
her passage from Liverpool, owing to the engineer allowing
the boiler to get red hot for want of water, which ignited the
coals and set fire to the vessel. It is an excellent precaution,
always adopted in government steamers, to construct the
bunkers so as to prevent the coal coming in contact with the
boiler ; and this should be enjoined in the Act of Parliament
under penalty, in all vessels taking on board new boilers
subsequent to the passing of the act.
I have seen but one instance of a steam-vessel taking fire
from defective smoke-joint of the boiler, which was in the
post-office mail-packet, Sybil, when she first started. In
that case the caulking material had fallen out, and the wooden
sleeper upon which the boiler stood caught fire. It • was
easily extinguished, and I had the joint afterwards double
plated with iron as a security ; which plan I should recom-
mend for all smoke-joints.
Each first-class or river steamer should be required by the
act to have at least one extinguishing pump and six fire
buckets. with proper lanyards. A second-class, or coasting
steamer, to have at least two extinguishing pumps and twelve
tire-buckets, with proper lanyards. And a third-class
steamer to have at least two extinguishing pumps and twenty-
four fire-buckets, with proper lanyards. All extinguishing
pumps to be so fitted as to be worked upon deck by hand, as
well as by the steam-engines. All the lire buckets to be kept
arranged in sight and ready for use.
In marine boilers, made after the passing of the act, it
should be required that the upper part, connecting the flues
with, and answering as a step for the chimney, should be
Kr carried up six feet above the deck ; so that, should the chimney
; g , he carried away, the flames would not set fire to the hull, and 4h.„).\
rt''U *L'Pin'i
~.,
*Ns

the piece of the tube remaining might be sufficient to gene-
rate steam enough for bringing the vessel into port. The
chimney of H.M. packet Lucifer was carried away at the
step by collision with an American ship, and, to prevent the
flames setting fire to the deck, it was necessary immediately
to extinguish the fires, thus rendering the vessel unmanage-
able in a situation of danger. The Mermaid, private steamer,
had her chimney carried overboard in a gale of wind off the
Skerries, but having a high step, she kept her fires up, and
had steam enough to reach Liverpool.
5. Sinking.—Steam-vessels are more liable to leak than
other ships, owing to the number of pipes and bolts connected
with the machinery, which are put entirely through the ves-
sel's bottom. As a precaution against sinking, therefore, I
should recommend that all first-class or river steam-vessels,
be required to have at least one bilge pump worked by the
engines, and at least one pump to be worked by hand upon
deck. A second-class, or coasting steamer, to have at least
two bilge pumps worked by the engines, and at least two
pumps to be worked by hand on deck. A third-class, or
ocean steamer to have at least four bilge pumps worked by
the engines, and two pumps to be worked by hand upon
deck. These pumps may of course be made available as
pumps for extinguishing fires. It might be a proper precau-
tion to require by the act that all steam-vessels built hereafter,
particularly iron vessels should have a specified number of
water-tight bulkheads, dividing the vessel into compartments,
as in the Rainbow iron steamer, and several others. In proof
of the great security afforded by this method of building, and
also as affording valuable information relative to the strength
and durability of iron steamers, as compared with those con-
structed of wood, I have to subjoin the following particulars,
derived from unquestionable authority.
L'Egyptienne, an iron steam-yacht, built by Mr. John
Laird, of North Birkenhead, near Liverpool, for the Pasha
of Egypt, was driven bn the rocks last summer in attempting
to force her up the cataracts of the Nile, by having ropes
made fast to her, and taken to each side of the river, and
about 200 men, to haul at them, in addition to working the
engine, by which means a hole was stove in her bow..
The water could only get into the space between bulkhead
No. 3 and the stem, and after repairing the other damage she
sustained, (carrying away one paddle wheel and her rudder,)
they steamed her down to Alexandria, four or five days' dis-
tance, docked her, and rivetted a small patch on the fracture,
and the vessel was as good as ever again. Had she not had
the bulkhead, or been built of wood, I don't think she ever
could have got off the place,where she struck, as she was
driven on with great violence.
The Garryowen, an iron steam-boat, also built by Mr.
John Laird of North Birkenhead, has been employed upon
the river Shannon since November 1834. During this period
she has been twice driven on shore with great violence by
storms, and the following are extracts from the reports of
those circumstances made by her commander and engineer:—
From Capt. Bingham, of the Garryowen, dated Limerick,
16th June, 1838.
" With respect to the Garryowen, I am very glad to be
able to tell you she looks as well if not better than she did
when she came to the Shannon. As to her strength, we
had a very good trial ; we broke adrift in a gale of wind from
the pier-head at Kilrush last winter, and got ashore at low-
water upon a very dangerous rocky point, and beat over it
for two hours, the sea running very high, having 450 large
pigs on deck. Ido assure you if she had been built of tim-
ber, and struck so heavy, and did not go to pieces, she would
certainly have been ruined ; and the Garryowen did not suffer
the least injury, with the exception of a very small dinge on
the turn of her bilge, on the starboard side. There is not the
least sign of corrosion or rust to be seen; I keep her well
coated, both inside and out ; she goes very fast, is a great
favourite with the public, and has done an immensity of work ;
we ran her every day last winter, and always made the pass-
age : she is as tight as a bottle and never made a drop of
water."

From Captain Bingham, dated Kilrush, 20th January,
1839, referring to the hurricane of the 6th instant :
" We went ashore about two cables' length to eastward of
the pier, and struck very heavily for the first hour; the
ground under our weather bilge was rather soft clay, covered
with single and loose stones, some of them pretty large ;
under our inside or lee bilge the ground was very hard, being
a foot-path at low water, and many loose stones scattered
along it. I was greatly afraid she would be very much in-
jured by it in her bottom, but I am very happy to tell you
she has not received the least injury ; in fact, her bottom is
as perfect and as good as the day she left Liverpool, not a
single rivet started, nor a rivet-head flown off. If an oak-
built vessel, with the cargo I had on deck, was to go ashore
where the Garryowen did, and get such a hammering from a
heavy sea, they would have a different story to tell."
From Jos. Parry, engineer of the Garryowen, dated 19th
January, 1839, referring also to the gale of the 6th inst. :
" We found, while trying to get the vessel off, she would
not fall into her dock, although we cleared away the bank
(which is composed of clay and shingle stone) within a plate
and a half of her keel ; she would not move even then at high
water, so we cleared away the bank above 40 feet aft and 30
feet forward, leaving nothing to bear her up forward or aft
but the strength of the vessel, and although there was such a
distance and length of overhang, yet there is not a rivet
started, or seam open, nor the least injury received whatever.
Out of twenty-seven vessels that got ashore that night, the
Garryowen is the only one that is not damaged more or less."
The Tarbert Castle, an iron steam-vessel employed on the
Clyde was driven upon a ledge of sharp-pointed rocks at the
entrance of Loch Fyne, during the hurricane of the 7th of
January, 1839. The following is an extract from a report
made upon a subsequent examination of her hull.
" When I was alongside it was the first of flood, but I
could see from stem to stern of the starboard side 'of her
bottom, in which there are three considerable indentations
from the unequal surface of the rock ; one may be about 15
feet, and the other 25 feet, in circumference, the nucleus of
the largest being stove in about 15 inches deep. In none of
these, so far as I could see, is there any injury to plates or
rivets, except putting them out of shape. On the larboard
side, on which she leans, just at the bilge, she has come down
upon a sharp-pointed angular corner of the rock, which had
perforated the plate, and from the point of perforation, the
plates have been rent asunder perhaps 7 feet or 8 feet forward
and 10 feet or 12 feet aft ; but the problem as to the seams of
iron vessels is thus effectually solved; for in the course of this
space, it has only run along a seam about 1 foot, and the
solid parts of the plates are rent, while the riveted parts are
entire; yet the rivets are only single in this vessel, and not
countersunk. I cannot think that a timber vessel could have
been in the same situation without receiving much more
damage, slight as the Tarbert Citstle is, and she is but slightly
built, with ribs 3 feet or 4 feet asunder."
I believe the Tarbert Castle was not originally constructed
with iron water-tight partitions, but by making the after bulk-
head tight, and cutting off the damaged stern altogether, her
steam-engine was floated up to Glasgow in the remaining half
or three quarters of the hull, thereby proving beyond doubt
the great security against sinking afforded by water-tight
compartments.
Another indispensable precaution against sinking, which
should be provided for in the act, is that every steam-vessel
should have proper pipes fitted for taking her injection water
out of the bilge or hold. It has been asserted, that the
Rothesay Castle steamer was lost owing to the want of means
of this description for relieving her when in a sinking state.
As the best reply I can give to the queries proposed by
Captain Pringles and Mr. Parkes, relative to accidents which
have happened to steam-vessels within my recollection, I
subjoin a statement of such as occur to me at present, with
the names, date, and causes ; but as this list is prepared
principally from memory, it may be liable to error, although
I have been careful to make it as correct as my means of re-
ference would admit.

List of Steam Vessels Wrecked, Sunk, Burnt, or otherwise
Destroyed.

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ECCLESIASTICAL AND UNIVERSITY
INTELLIGENCE.

(From the Oxford Herald.)

The British residents at Boulogne-sur-Mer have presented
to the Rev. R. J. Meade, of Balliol College, now of Frome,
Somerset, a piece of plate value £lOO, in testimony of their
regard and esteem for him, and of their high sense of the
zeal and ability with which he disharged all the duties of
Minister of the Protestant Chapel,. durtng a.period of three
years.

Yesterday se'nnight, the Rev. John H. Coates Borwell,
M.A., of Queen's College, was unanimously. elected Master
of Kingsbridge Grammar School. We subjoin the following
notice of this school :—lt was founded in the year 1688, by
Thomas Crispin, whom Bishop Gibson, in his edition of Cam-
den's Britannia, styles " a charitable citizen of Exeter." In
101, Wm. Duncombe bequeathed property " for the sup-
port of three or more Exhibitioners, of £5O per annum each,
confined to boys educated in this school, and tenable, during
four years, at any College in either University.
On Wednesday last, Mr. Drummond Percy Chase, Scholar
of Pembroke College; and Mr. Harris Smith, of tamford,
Lincolnshire, were elected Scholars df Oriel College.
PROMOTIONS.
Rev. T. Sandon, to the Curacy of St. Mary's, Lincoln,
vacant by the resignation of the Rev. G. Rigg.
Rev. Edward Price, 8.C.L., to the Rectory of Greetham,
Lincolnshire, vacant by the cession of the Rev. J. Bowstead.
Rev. Richard Fenton, M.A., to the Prebend of Asgarby,
Lincoln ; patron, the Bishop of Lincoln.
The Very Rev. the Dean, as Ordinary of the peculiar and
exempt jurisdiction of the Deanery of Hereford, has appointed
the Rev. H. Huntingford, 8.C.L., Rector of Hampton
Bishop, and the Rev. John Croft, M.A., Rector of Eaton
Bishop, Rural Deans.
Rev. Robert M. Jones, M.A., to tke Perpetual Curacy of
Cromford, Derbyshire ; patron, R. Arkwright, Esq.
Rev. H. Urquhart, to the Evening Lectureship of St.
Mary's. Weymouth.
Rev. W. Wingfield, to the Vicarage of Gulval, Cornwall;
patron, the Lord Chancellor.
Rev. J. C. Boddington, to the Perpetual Curacy of Byerley
in Bradford, Yorkshire.

Rev. Thomas Sutton, of Gainsborough, to the Vicarage of
Marton, Lincolnshire ; patron, the Bishop of Lincoln.
Rev. George Ferris, Widburn, to the Incumbency of
Charles Chapel, Plymouth ; patron, the Vicar of Charles.
Rev. John:Chaine, Sea Park, has been appointed by, the
Crown to the Deanery of Connor, vacant by the resignation
of the Very Rev. Dean Leslie. In consequence of this resig-
nation, the parishes of Inver and Island Magee have been
disappropriated from the Deanery of Connor by. the Lord
Lieutenant and Privy Council, and the former annexed to
Lame, the Rev. Henry Martin, Incumbent.
Rev. Holdsworth, of Kelsey, to the Vicarage of Saxilby,
Lincolnshire, vacant by the cession of the Rev. J. White;
patron, the Bishop of Lincoln.
Rev. J. E. Lyon, to the Living of Ballylln, Ireland.
Rev. John Walker, to the Church of the United Parishes
of St. Andrew's-Lhanbryde, Elgin.

Mr. Robert Baynes Armstrong bas been appointed recorder
of Bolton. - .