The Liverpool Standard and General Commercial Advertiser.
Liverpool, Merseyside, England, 1849-09-11 00:00:00

MEETING. OF THE POLYTECHNEC SOCIE4 rY.

The first monthly meeting of this society, after the
summer vacation, took place last night, at the Royal In-
stitution, and was numerously and respectably attended,
Thomas Milner, Esq., the president of the association, in
the chair. After the usual private business, including the
election of several new members who had been nominated,
The PRESIDENT said that previously to the proceedings
of the evening he had to state to them that he was in pos-
session of a snuffbox made from a portion of the wood
that had belonged to that antique building known as
Prince Rupert's Cottage, at Everton, now unfortunately
pulled down. This he begged leave to present to the
society, if they would accept of it, as a relic of the olden
time, and preserve it as a reminiscence. The thanks of
the meeting were voted to the President for this interest-
ing present. A gentleman present vouched for the genu-
ineness of the wood ; and another volunteered to supply
the box with snuff. The Chairman then explained Mr.
Hughes' new plan of a manure cart, (as lately noticed in
our paper,) and begged to present to the society a copy of
the work describing it. He added that in addition to this
convenient kind of cart, (which is easily loaded, and retains
its contents, however liquid, without spilling,) Mr. New-
lands, the borough engineer, had proposed that the soil of
the town which was considered so obnoxious to health,
should be removed in these carts, or in buckets, and
thrown into the river, without being, as now, deposited in
streets or yards, and afterwards loaded in open carts, and
placed in depots in the outskirts. He then alluded to the
fine new iron roof now being erected over the yard of the
railway station in Lime-street, and introduced Mr. Tur-
ner, senior, to the meeting.
Mr. RICHARD TURNER, of Dublin, who is now con-
structing the new galvanised iron roofing and other iron
works of the Railway-station alluded to, produced
models and drawings of that spacious water shed which
will cover the entire area of the yard, and thus briefly ex-
plained the principle of the huge structure, which, when
completed, and the old sheds removed, will present a very
capacious, light, and elegant appearance. Mr. Turner
furnished the meeting with the following interesting par-
ticulars : —The roof covers an area of 6,140 square yards, be-
ing about 360 feet in length, and 153 feet 6 inches in width.
There are no intermediate columns ; but this great space
is spanned over by one stupendous arch, rising in a seg-
ment of a circle to a central height of thirty feet from the
spring or chord. The roof consists of seventeen curved
girders of wrought iron, resting at one side -upon the
walls of the offices, and at the other upon cast-iron co-
lumns of the Doric order, connected by ornamental
arches in perforated iron. These girders are trussed ver-
tically by a series of radiating struts, acted upon by tie
bars connected with the extremities of the girders ; and
they are trussed horizontally by a series of purlins and
diagonal rods, thus forming one rigid piece of framing
from end to end. Upon this framing will be laid plates
of galvanised corrugated iron, and three: ranges of plate
glass, (in sheets about 12 feet 6 inches in length, and of
great thickness,) extending the whole length of the roof.
In consequence of the great extent of surface exposed to
the variations of temperature, provision has been made
for expansion and contraction of the iron without injury
to its hearings. The roof, when furnished, will weigh
about 700 tons. The whole of the work, with the excep-
tion of the cast-iron columns and ornamental arches, is
of wrought iron. The iron columns upon which the roof
rests, on the south side of the yard, are two feet three
inches in diameter at their bases. Six of the girders are
fixed ; and having, on Friday last, struck the centres
under three of these girders, it was found that in not one
of them was there the least perceptible deflection.
He produced specimens of the various parts of the iron
work employed in the roof in question, and explained the
manner in which they were applied so as to make a per-
fect whole. Though these samples are very massive, it
was stated that the huge roof, though very strong, would
appear to the eye as light as a cobweb. The explanations
given, and some discussion which followed, were highly
interesting to all present, and we regret that want of time
prevents us from entering into details. Mr. Turner after-
wards explained the other models, two of them of large
conservatories; and another of a shed to cover a ship of
the line while she is being built. All of them were highly
approved.
Mr. R. M. WALKER (of the Standard) then read a
paper on an improved method of ventilating ships.
After alluding to the importance of the subject, and to
the little encouragement to builders to improve their
ships, he said,—A passenger ship is measured superficially
only ; so that a vessel of 1,000 tons burthen could carry
the same number of passengers, whether her height be-
tween decks was 5 feet 6 inches, 7 feet, or 12 feet. The
Americans had clone much more to remove evils than
ourselves. The ventilation of every ship they send out
they endeavour to improve. The Constellation, the An-
drew Foster, the Guy Mannering, and other recent ves-
sels, are greatly improved in ventilation anti in other im-
portant sanitary points. In order to show this, he quoted
a letter from New York, received by the last steamer, in
which the comparative number of deaths in new and old
vessels is fully shown :

Passengers. Deaths.
The Andrew Foster
Caleb Grimshaw
Sheridan
Oxford .
All these vessels sailed about the same time, and none of
them had yet returned. They are principally ventilated
by the common wind cool, which at best was but a very
imperfect mode, for it was clear, that without an effectual
power, air could not be forced to the lower decks of a
vessel, particularly against a ratified atmosphere. After
reading and commenting on Dr. Arnott's report on ship
ventilation, Mr. Walker exhibited a skeleton model of a
ship, showing his apparatus as fixed, and a working mo-
del in zinc of the important portions. The large model
showed a vessel with the water and air-tight tanks, one
of them fixed in the fore peak, one in •the after
run. and another amidships. Instead of the ordinary kel-
son, there was a tubular one similar to those now used in
iron vessels, and through the centre of the kelson the
water in all the tanks is connected, but none of the tanks
are completely filled with water. It was obvious that if
the how tank were raised there would be a pressure on
the air in the after tank, and vice versa, as on every
motion of the vessel, which would tend to expel the con-
fined air. Thus, when the vessel makes the slightest
motionrthe air contained in one or more cisterns, is forced
in amongst the passengers by means of perforated pipes—
while a vacuum is created in the higher ones. By the
simple application of a common in-let and out-let valve,
it is so arranged that the air to fill the vacuum may be
taken from the mast-head, and on every motion the air
is expelled in its balmy purity. If cold, it can be simply
ratified. The merits of the invention may thus be briefly
summed' up : Ist.—An undiminished supply of fresh air.
2nd.—The air being forced by specific gravity can be
equally distributed over the ship, and in quantity, can be
regulated ad libitum. 3rd.—Ft is worked entirely by the
ship's water, and whether that water be increased or de-
creased, it does not affeet its utility. 4th.—The water
being kept in continual motion and subjected to the action
of fresh air, can never become putrid, and all anamalculte
will he prevented. sth.—That it occupies no space
available for stowage, and that by removing the lumber
and dead weight of water from en deck to below, where it
acts as ballast, there will be a saving of stowage space.
6th.—lt is equally applicable for preventing spontaneous
combustion : and Lastly—lt is calf-acting, and the work-
ing valves will not exceed in value 5s each.

The cordial thanks of the meeting were voted to the
chairman, and to Messrs. Turner and Walker.

THE RECENT CASUALTY ON THE iiMMSEY.

Yesterday, the adjourned inquest was resumed before
Mr. Curry, on view of the body of Edward Wilson, senior,
who, together with his grandson of the same name, was
recently drowned in the river near Woodside, by his fish-
ing boat coming into collision with the Birkenhead Ferry
steamer " Fanny." Some preliminary enquiry had taken
place on Thursday, but the principal evidence was taken
yesterday, as follows :
Mr. Charles G. Morris, who is in the employ of Mr.
Chegwin, of Castle-street, said he was on board of the
"Fanny" at the time. Ho did not see the captain or
mate on board. When about half way between Monks
Ferry and Woodside, he saw a small boat on the river,
about 150 yards off. When the boat got within about 10
yards of the steamer, he saw two parties in it, and they
shouted out "Ahoy there r" A seaman saw her and
shouted to the man Brisbane at the helm to "stop her."
Witness seeing the mast of the small boat touch the side
of the steamer, ran to the engine-room and shouted " stop
her." The engineer was at the other side of the engine-
room, and asked " What's the matter ?" Witness told
him they were running down a small boat. He lost sight
of the boat, but saw two men in the water. The steamer
was stopped after the crash.
William Garnett, Captain of the steamer, after being
cautioned, said the hands on board were six—including
himself, a mate. a fireman, two seamen, and an engineer.
This was an efficient crew for the steamer, which was 45
horse-power, with a steeple engine, more difficult to start
and stop than the ordinary kind. The only signal the
steamer had for starting was the ringing of a bell. Wit-
ness was not on board at the time, as the crew had a rule
amongst themselves that one man should be let off at 8
at night, and should join the boat at 8 in the morning.
The man he had let off the night before was the mate.
He did not think three men a sufficient crew fOr such a
boat. The engineer frequently attended both to the fire
and the engine. This was a general rule among the boats.
The mate ought to have been there that morning. There
ought to be at least four hands on board, but three might
take such a boat across with safety. If the engineer were
below firing he could not stop or reverse the engines.
The steam-boat might go about 400 or 500 yards in two
minutes in slack tide.

Joseph Hilton, the mate of the steamer Wallasey, was
making a trip from the stage towards Eastbam that morn-
ing, and saw the accident. He avoided the small boat,
which luffed up across tho steamer Fanny's bow, which
those in ber had no need to do so. Steamers usually
give way to small boats, end owing to this the latter be-
came very careless.
Samuel Jones, of Woodland, Clifton-park, Birkenhead,
was a passenger on board the Fanny. On the alarm being
given the vessel's course was altered immediately. He
saw the small boat upsetting, The steamer was stopped
and reversed back to the spot. The three men in the
steamer appeared very diligent in endeavouring to save
the lives of the deceased.

Mr. Bretherton briefly addressed the jury for the engi-
neer Brisbane, and the man James Carr, who acted for
the captain, and took occasion to reprehend the practice
of employing the crew of the steamer for such prolonged
hours of the day, which he considered little better than
slavery.
Mr. Topping, on the part of the Corporation, stated
that that body had granted to the widow of the deceased
an annuity of 12s. per week, in consideration of her be-
reavement. . .

The Coroner carefully summed up, pointing out the
points of law involved in the case. The j ury retired, and
after considerable deliberation returned a verdict of "man.

fif

,slaughter" against James Carr, the man who attended to
the engine, and the same against James Brisbane, the
man who took charge of the vessel. The Coroner said
that he would has been glad had another verdict been
returned. As it was he was compelled to commit both
the men to Kirkdale to await their trial at the next assizes.
It was intimated, ho wever, that steps would be taken to
have them bailed out.

THE RAILWAYS OF LANCA.SIII RE AND
YORKSHIRE.

THE MANCHESTER, SHEFFIELD, AND LINCOLNSHIRE

RAILWAY.

The nucleus of this now extensive concern was the
Sheffield, Ashton-under,Lyne, and Manchester Railway,
the act for which was procured in 1836. The length of
the line between Sheffield and Manchester was about 401
miles, and the share capital £700,000, raised in £lOO stock.
The present branch to Ashton was part of the original
scheme ; and was only-deferred from the difficulty then
existing in the money market. The following are the
various undertakings at present under the company's
direction :—Constructed and at work : Manchester to
Sheffield, 41+ miles ; Ashton branch, 24 miles ; Glossop
branch, 1 mile ; Thurgoland coal branch, 2 mil ; Lin-
coln to Market Rasen, 15 miles ; Market tasen to Brigg,
18 miles ; Brigg to Ulceby. 81 miles ; Ulceby to New
Holland, 7} miles ; Ulceby to Great Grimsby, 91 miles ;
Branch to Barton, 3 miles ; Mghton branch, 7 miles—
in all open 116 miles. In course of construction : Gains-
borough to Kirton, 101 miles ; Kirton Brigg, ;
Sheffield to Worksop,. In ; Rut-ford to Gainsborough,
12+ ; Retford to Lincoln, 19 ; and Worksop to Retford,
71 miles—in all 71 miles. When these works are com-
pleted the total length will be 187 miles.

In addition to these railways the company have pur-
chased the Peak Forest Canal for a perpetual annuity of
£9,324 Ils. ; and the Macclesfield Canal for a perpetual
annuity of £6,605. They are authorised to subscribe
£175,000 to the Manchester South Junction and Altring-
ham Railway, of which they have already contributed
£72,500 ; and they have agreed to purchase, in conjunc-
tion with the London and North-western Company, Lord
Ellesmere's share in the South Junction. By acts passed
in 1847, they purchased the Chesterfield and Gainsborough
Canal at par, guaranteeing 5 per cent. dividend until six
months after the opening of the Lincolnshire lines ; they
took an interest to the amount of £50,000 in the Man-
chester and Buxton line ; and received power to raise
£120,000 to convey the surplus water of their canals to
Manchester and Stockport. In the session of 1848 they
procured a•lditional acts ; first, for vesting the canal navi-
gation from Manchester to Ashton-under-Lune and Old-
ham in the Manchester, Sheffield, and Lincolnshire ;
second, for crossing Sheffield-street, &c., £26,666 • third,
Humber ferries improvement, £112,000; fourth, Bramley
junction and branches, £464,000 ; fifth, station approach
at Manchester, £66,666 ; and sixth, station at Sheffield,
and branch to Sheffield Canal, £24o,ooo—in all for these
new works, £909,332. It may be presumed, however,
that some of them will not be carried out at present.
The company are also proprietors of the Great Grimsby
Ducks.

The capital account to the 31st December, 1848, shewed
the total receipts to have been, on shares, £1,939,640 ls.,
and from loans, £706,971; total, £2,646,611 ls. The
expenditure had been £2,629,047 183., leaving a balance
of £17,563 35. The company have power to raise an addi-
tional amount of £3,645,290, making an entire capital of
£3,170,932.

r: venue account for the half year ending 31st Sept.,
chewed the net earnings to have been £25,380 16s. 6d.
This, however, was swept away by the loss in working canals
and preferential charges against revenue (interest on loans
and guaranteed dividend on No. 1 quarter shares) leaving
nothing for the holders of shares in the original line.
The last half year's working shows a similar result, no
dividend being declared.

By these various schemes the Manchester, Sheffield,
And Lincolnshire company have secured an unbroken
communication between the east and west coasts, besides
opening out the great coal field of Yorkshire to the manu-
facturing districts of Lancashire and the German Ocean;
and they hope for a large traffic to be drawn to their
docks at Great Grimsby. The rich agricultural county
of Lincolnshire is also opened out to the manufacturing
districts. In their efforts to embrace all these objects in
one large scheme under a central management the com-
pany seem unfortunately to have been driven into some
unprofitable bargains; and it is certain that their line of
country has been encroached upon by their great rival, the
Lancashire and Yorkshire. Ultimately, however, it is
most probable that the concern will become more remu-
nerative to its owners. The line is throughout a most
picturesque one, containing great variety of scenery, and,
when better known to the public, will become a favourite
one.

LATEST INTELLIGENCE.
(By EXPRESS.)

DEATH OF THE BISHOP OF NORWICH.

The Right Rev. Edward Stanley, D.D., Bishop of
Norwich, died on the 6th instant, at Braban Castle, near
Dingwall, after a short illness, which terminated in con-
gestion of the brain.

Dr. Stanley was born in 1779, and was consecrated in
1837. He is clerk of the Closet to her Majesty, and pa-
tron of 47 livings. The annual value of the diocese is
£4465.

Lor.A MONTES.—Yesterday, at Marlborough Police-
office, the recognizances were extended to to-morrow
week. The lady did not appear. Mr. Clarkson said he
could prove that Mr. James, her former husband, was
alive six days before her late marriage.
On Sunday a wedding party were sailing on the Thames
when the wherry upset, and the bride, who had been
married that morning, and her bridesmaid, were drowned.
Mr. More O'Ferrall having been severely censured by
the Colonial Office for his recent conduct towards the
Italian refugees, has resigned the governorship of Malta.

LATEST BETTING AT THE WEST END.
LAST NIGHT.
ST. LEGER.
2to 1 on Flying Dutchman—taken
10 to 1 agst Old Dan Tucker—(taken to £lOOO at
12 to 1)
15 to 1 „ Nunnykirk—taken
40 to 1 „ Vatican—offered
1000 to 100 „ Westow—taken
CASARENVITCH STAKES.
40 to 1 agst Repletion—taken
40 to 1 ~ Rathmines—taken
3000 to 90 „ Essedarius—taken

CAMBRIDGESHIRE STAKES.
2500 to 90 agst Rathmines—taken
2500 to 90 „ Ribaldry—taken
2000 to 60 „ Woolwich—taken