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3. By the unnecessary reduction of speed of H.M.S. "Vanguard" without a signal from the Vice-Admiral in command of the squadron, and without H.M.S. "Vanguard" making the proper signal to H.M.S. "Iron Duke."

4. By the increase of speed of H.M.S. "Iron Duke" during a dense fog, the speed being already high.

5. By H.M.S. "Iron Duke" improperly sheering out of line.

6. By the want of any fog signal on the part of H.M.S. "Iron Duke."

Their lordships consider that the first cause assigned by the Court did not in any way contribute to the disaster.

That the Vice-Admiral in command was, under the circumstances of the case, justified in continuing the rate of speed ordered until the time when he made the signal to reduce it; but that the ViceAdmiral was wrong in the view he put before the Court, that it was within the discretion of leaders of divisions to act, with regard to speed in a fog, independently of, and contrary to, the orders given by him. Their lordships cannot point out too strongly the imperative duty that attaches to every officer in command of a squadron to keep his ships together in their assigned stations in readiness to execute his orders; and the opinion expressed by the Vice-Admiral in his evidence, that the captains of the ships in his squadron would have been justified in parting company during a fog without orders from him, is one which their lordships cannot approve.

They also consider that the signal made by the Vice-Admiral on the day of the

disaster for the alteration of formation from "single column" to "columns of divisions line ahead," though not contributing to that disaster, was not the best signal to make; but that the signal 017 in the general signal book would have been preferable, and would have caused the evolution to have been performed in the least time and space, and have kept the squadron throughout under his control. Their lordships are of opinion that the loss of the "Vanguard" was mainly owing-first, to the reduction of speed of that ship; and, secondly, to the improper sheering out of line and quitting station by H.M.S. "Iron Duke," by the order of Lieut. Evans, officer of the watch.

Their lordships attach no blame to Capt. Hickley, of H.M.S. "Iron Duke," in respect of the speed of his ship at the time of collision, it being his duty to regain his station, and he being warranted in supposing that H.M.S. Vanguard" was maintaining the speed at which she was going when she was last in sight.

Their lordships are pleased to approve the several sentences passed upon Capt. Dawkins, and certain officers of the "Vanguard," and they order Lieut. Evans to be dismissed from H.M.S. "Iron Duke."

While deploring the misfortune which has befallen Her Majesty's Service by the foundering of the "Vanguard," their lordships wish to record their heartfelt satisfaction that no lives were lost on the occasion, and they notice with approbation the promptitude with which the boats of the "Iron Duke" were lowered and ready for service immediately after the collision.

IX.

FUGITIVE SLAVES AND QUEEN'S SHIPS.

INSTRUCTIONS ISSUED BY THE LORDS COM-
MISSIONERS OF THE ADMIRALTY "WITH
REFERENCE TO THE QUESTION HOW FAR
OFFICERS IN COMMAND OF HER MAJESTY'S

SHIPS ARE JUSTIFIED IN RECEIVING ON

BOARD FUGITIVE SLAVES WHO, ESCAPING
FROM THEIR MASTERS, MAY CLAIM THE

PROTECTION OF THE BRITISH FLAG":

1. Cases of this kind may be divided into three classes; where slaves come on board a ship or boat in harbour or within territorial waters either to escape from the alleged cruelty of their masters or to avoid the consequence of their misdeeds: where the British ship or boat is on the high seas and the refugee slave, escaping, perhaps, from a vessel also at sea, would

be in danger of losing his life were he not received on board: where a person has been detained on shore in a state of slavery, and, escaping to a British ship or boat, claims British protection on the ground that he has been so detained contrary to treaties existing between Great Britain and the country from the shores of which he escapes, as in the case of territories which, like Oman, Madagascar, and Johanna, are partially free.

2. The broad rule to be observed is that a fugitive slave should not be permanently received on board any description of ship under the British flag unless his life would be endangered if he were not allowed to come on board. The

reason for this rule is, that were it otherwise, the practical result would be, in the first instance, to encourage and assist a breach of the law of the country, and next to protect the person breaking that law. And a contrary rule would lead to endless disputes and difficulties with the legal masters of slaves, for it might happen, to take an extreme instance that the whole slave portion of the crews of vessels engaged in the pearl fishery in the Persian Gulf might take refuge on board British ships, and, if free there, their masters would be entirely ruined, and the mistrust and hatred caused in their minds would be greatly prejudicial to British interests.

3. Such being the general and broad rule, it remains to apply it, as far as possible, to the three classes of cases mentioned above. In the first case, the slave must not be allowed to remain on board after it has been proved to the satisfaction of the officer in command that he is legally a slave. In the second, the slave should be retained on board on the ground that on the high seas the British vessel is a part of the dominions of the Queen, but when the vessel returns within territorial limits of the country from a vessel of which the slave has escaped he will be liable to be surrendered on demand being made, supported by necessary proofs. In the third class, a negro might claim protection on the ground that being by the terms of a treaty free, he was, nevertheless, being detained as a slave. It would then become the duty of the commanding officer to satisfy himself as to the truth of this statement, and to be guided in his subsequent proceedings in regard to such person by the result of his inquiries and the law which would then affect the case. Those interested in maintaining the slavery of the person claiming his freedom should assist at the inquiry, and in the event of his claim being established, the local authorities should be requested to take steps to insure his not relapsing into slavery.

4. As a general principle, care should be taken that slaves are not misled into the belief that they will find their liberty by getting under the British flag afloat, or induced by the presence of a British ship to leave their own ships, if at sea, or their employment, if on shore.

5. When surrendering fugitive slaves, commanding officers should exercise their discretion in endeavouring, according to the circumstances of each case, to obtain an assurance that the slaves will not be treated with undue severity.

6. A special report is to be made of every case of a fugitive slave seeking

refuge on board one of Her Majesty's ships.

7. The above instructions are also to be considered part of the general Slave Trade instructions, and to be inserted at page 29 of that volume, with a heading of " Receipt of Fugitive Slaves."

CORRESPONDENCE BETWEEN

THE ADMIRALTY AND THE BRITISH AND FOREIGN ANTI-SLAVERY SOCIETY ON THE SUB

JECT.

TO THE LORDS OF THE ADMIRALTY. The members of the British and Foreign Anti-Slavery Society respectfully beg to convey to your lordships the expression of their profound regret that certain instructions have been issued requiring naval officers to surrender fugitive slaves to their masters.

They submit that these instructions constitute the entire abandonment of that noble and honourable policy which has distinguished Great Britain for more than 100 years.

Ever since the decision in the case of the slave Somerset, nobly defended by Granville Sharp in 1772, it has always been held that a slave on British soil or on board a British vessel of war was absolutely free and the property of no man.

This is the cherished opinion of the people of this country, and we should feel alarmed for the cause of humanity could we believe they would ever consent to allow the settled policy of the nation to be reversed, and fugitive slaves once on board Her Majesty's ships to be ever delivered back to the grasp of the slave"Thou shalt not deliver unto his master the servant who is escaped from his master unto thee," was the command of God under the Old Dispensation, and, being in harmony with the spirit and principles of the New Testament, should be binding upon every Christian nation.

owner.

In addition to all the other objections to these instructions, we cannot shut our eyes to the fact that they afford a moral support and give the direct sanction of this country to slavery.

On all these grounds they therefore respectfully urge upon the Lords Commissioners the immediate repeal of these obnoxious regulations.

On behalf of the British and Foreign Anti-Slavery Society,

We are, very respectfully,
JOSEPH COOPER,
EDMUND STURGE,
ROBERT ALSOP,

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Hon. Secs.

AARON BUZACOTT, Secretary.

27 New Broad-street, 20th Sept., 1875.

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AMENDED CIRCULAR SUBSEQUENTLY PUBLISHED BY THE ADMIRALTY IN PLACE OF THE FOREGOING CIRcular.

It is now laid down that when any person professing, or appearing to be a fugitive slave, seeks admission to one of Her Majesty's ships on the high seas, beyond the limit of territorial waters, and claims the protection of the British flag, the commanding officer is to bear in mind that, although Her Majesty's Government is desirous by every means in its power to remove or mitigate the evils of slavery, yet Her Majesty's ships are not intended for the reception of persons other than their officers and crew. A commanding officer is, therefore, to satisfy himself before receiving the fugitive on board, that there is sufficient reason in the particular case for thus receiving him. In any case in which for reasons that may be deemed adequate a commanding officer shall have received a fugitive slave on board one of Her Majesty's ships, and have taken him under the protection of the British flag upon the high seas beyond the limit of territorial waters, he may be retained on board the ship, if he so

desires, until he can be landed in some country or transferred to some other ship where his liberty will be recognised and respected. Within the territorial waters of a foreign State commanding officers of Her Majesty's ships are bound by the comity of nations, while maintaining the proper exemption of their ships from local jurisdiction, not to allow them to become a shelter for those who would be chargeable with the violation of the law of the place. If, therefore, while one of Her Majesty's ships is within the territorial waters of a State where slavery exists, a person professing or appearing to be a fugitive slave seeks admission on board, the commanding officer is not empowered to receive him unless his life would be in manifest danger if he were not admitted into the ship. Should such a person be received in order to save him from danger, he ought not to be permitted to continue on board after the danger is passed. But commanding officers are not to entertain any demand as to the surrender of such person, or enter into any examination as to his status. If, while any of Her Majesty's ships are within the territorial waters of any chief or State in Arabia, or on the shores of the Persian Gulf, or on the East Coast of Africa, or in any island lying off Arabia, or off Zanzibar, Madagascar, and the Comoro Islands, any person should claim admission on board, and protection, on the ground that he has been kept in a state of slavery contrary to treaties existing between Great Britain and such territory, he may be retained until the truth of his statement is examined into. In making this examination it is suggested that the nearest British consular authority should be communicated with, and special reports are always to be made of fugitive slaves seeking refuge on board any of Her Majesty's ships.

X.

ROYAL WARRANT ON THE ORGANISATION OF THE COMMISSARIAT AND TRANSPORT AND OF THE ORDNANCE STORE DEPARTMENTS OF THE ARMY.

War Office, Dec. 11.

It is deemed expedient with a view to the re-arrangement and better classification of the Supply and Transport services of the Army to revise and modify the constitution of the Department, established by the Warrant of the 12th of November, 1869, entitled the Control

Department, and to reorganise such Supply and Transport service.

The title of Control Department is to be abolished, and the Department, except that portion of it designated the Pay Sub-Department, divided as follows:-(a) the Commissariat and Transport Department; (b) the Ordnance Store Depart

ment; and that the Surveyor-General of the Ordnance, who is charged with the administration of the Supply and Transport services of the Army, by the Order in Council of the 23rd of June, 1870, do superintend the said Departments, together with the Pay Sub-Department.

All officers of the Commissariat and Transport Departments and of the Ordnance Store Department shall hold commissions from Her Majesty. Officers of these Departments shall be the officers of and shall command the Army Service Corps.

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The ranks of the officers of the respective Departments shall be as follows:Commissary-General, Deputy Commissary-General, Assistant Commissary-General, Commissary, Deputy Commissary, Assistant Commissary, Sub-Assistant Commissary.

The relative rank of these officers shall be as follows:

Commissary-General, with an army in the field, special, otherwise as MajorGeneral. Deputy Commissary-General, as Colonel. Assistant Commissary-General, as Lieutenant-Colonel. Commissary, as Major. Deputy Commissary, as Captain. Assistant Commissary, as Lieutenant. Sub-Assistant Commissary, as Sub-Lieutenant. And such relative rank shall regulate their quarters and military allowances, including pensions for wounds, and pensions and allowances to their wives and families, except in the case of a Sub-Assistant Commissary, who for these purposes shall rank as Lieu

tenant.

Several Warrants and Articles of Warrants relating to the Control system are cancelled. The Warrant in question goes on to make regulations as to appointments, promotion, retirement, pay, noneffective pay, and allowances. Sub-Assistant Commissaries shall be liable to be removed from the service for moral or physical unfitness, and if they fail to make satisfactory progress. The retirement of officers who have attained the rank of Assistant Commissary-General, or who are above that rank, shall be compulsory at the age of 60 years.

Officers are to serve five years in the rank of Commissary and Deputy Commissary before receiving the maximum pay of their rank, but the condition will be suspended in the case of certain officers who were appointed to the late Military Store Department previously to 1862. The Secretary of State is to have power to grant such officers the maximum pay of the rank immediately on their attaining the ranks of Commissary and Deputy Commissary respectively. Commissaries, when not attached to the Transport Branch of the Army Service Corps, shall receive forage or forage allowance for one horse, when the nature of the duties to be performed requires them to be mounted. When this is the case they shall be required to provide their own horses. Officers serving with the Transport Companies of the Army Service Corps shall be provided with horses from the ranks. Forage for these horses shall be hereby cancelled.

XI.

ABSTRACTS OF VARIOUS REPORTS PUBLISHED DURING THE YEAR 1875.

No. 1.

CENSUS OF BRITISH INDIA, 1871-72. A Memorandum has been published for the information of Parliament, giving a very full and carefully prepared account of the census of British India taken in 1871-72. This census was the first endeavour to obtain for the whole of India statistics of the age, caste, religion, occupation, education, and infirmities of the population; and the results have been carefully analyzed in the reports prepared for Bengal, the North-West Provinces, the Central Provinces, Madras, Bombay, British Burmah, Coorg, and Mysore, which State, though administered for its

native Prince, has for the present purpose been treated as part of British India. It was thought undesirable to incur the expense or disturb the people in the Punjaub, Oude, and Berar so soon after the last census taken in those parts of the country, and the returns used for those Provinces are therefore from three to six years antecedent in date to the general census of 1871-72. Aden and the Andaman and Nicobar Islands are exIcluded from the census, as not, geographically speaking, being in British India.

The total of the population of India under British administration, as ascertained by this census, amounts to 190,563,048. The area in square miles

is 904,049. The average number of persons per square mile is 211; of houses per square mile, 41; and of persons per house, 5.14. In India, including the feudatory States, the total area is in square miles 1,450,744, and the total population 238,830,958. The population per square mile of England is 422; of England and Wales, 390; and of Great Britain and Ireland, 265. But owing to the vast tracts of waste and forest, the average population of the inhabited parts of India is much denser than that given above, the average for Bengal being 397, for the North-West Provinces 430, and for Oude 468 to the square mile. Among the towns foremost in India, and second only to London in the British Empire, is Calcutta, with a population of 795,000; while Howrah, the Southwark of Calcutta, contains nearly 100,000 more. Bombay contains 644,000, or about 150,000 more than Liverpool; and Madras, 398,000. Among English cities, Manchester and Birmingham have each about 350,000; Leeds and Sheffield 250,000 inhabitants; between these in size comes the fourth city of India, Lucknow, with 285,000. Classified according to religion, the population of British India is divided into 140 millions of Hindoos (including Sikhs), 403 millions of Mahommedans, and 94 millions of others, including Buddhists and Jains, Christians, Jews, Parsees, Brahmoes, and Hill Men, of whose religion no accurate description can be given. Thus 19 in every 20 persons in India are of either the Hindoo or the Mahommedan religion, and there are seven of the former to two of the latter. The Christians in India number not quite 900,000, or less than one in 200, and of these some 250,000 are Europeans or of European extraction. Three-fifths of the Christians in India are in Madras, where they number 13 per cent. of the inhabitants. In Bombay they form 3-4ths per cent.; in Bengal,1-7th per cent.; in Burmah, not quite 2 per cent.; in the North-West Provinces, 1-14th per cent.; and in the Punjaub, 1-8th per cent. of the population. There are many people, we believe, who still imagine that the natives of India are of one allied race, similar in manners, customs, and speech. It may surprise such persons to learn that this report enumerates no less than 23 distinct languages spoken throughout the peninsula, exclusive of the innumerable dialects of the aborigines and various hill tribes, while there are still greater varieties in Burmah. The diversity of nationalities, however, is as nothing compared with the variety of castes. In the North-West Provinces

307 distinctive appellations of Hindoos are specified, and in Bengal Mr. Beverley estimates the number of castes at not less than a thousand; while if their subdivisions and septs, or clans, be taken into account, they would amount to many thousands. Of British-born subjects, excluding the Army and Navy, the number resident in India was not quite 59,000. The Americans were numbered at 3,190, but among these were included 2,250" West Indians" resident in Calcutta, who turned out to be merely immigrants into that city from "the West of India." In the matter of sex, we find, in general, the discrepancy between the numbers of males and females is small, but that where the higher castes, and more particularly the Rajpoots, are numerous, there the female population is in a minority. This is certainly attributable to the deplorable custom of female infanticide-a barbarous habit, which has been long recognized by British officers, and to check which they have for many years devoted their utmost efforts. The necessity which a Rajpoot feels for marrying his daughter to a man of high caste, and the heavy expenses attendant on the ceremony, form the motives for the crime; and one of the points particularly aimed at has been the curtailment of the heavy expenses which custom requires to be incurred at a marriage. Though much had been done, the practice was still so prevalent, that in 1870 an Act was passed which provides that wherever the number of girls is less than 35 per cent. of the total number of children, the village shall be placed under special police supervision. It is hoped that by this means the crime will be thoroughly checked; but the girls, whose lives are now being saved, must grow up and, in their turn, bear a fair proportion of female children before the losses already sustained can be repaired.

With regard to occupations, we find that 1,236,000 persons are employed in the Government service of one kind or other; 629,000 are engaged in religions or charitable occupations, including 849 Christian ministers and preachers; 30,000 devotees and religious mendicants; 10,000 astrologers; five wizards; and 465 devildrivers; 189,000 persons are engaged in education, literature, and science, of whom 518 are poets. Thirty-three thousand persons are engaged in law, and 75,000 in medicine, while 218,000 are recorded as devoting themselves to the "Fine Arts," though the claim of all these to be artists is very doubtful, as under this head are included votaries of

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