The Sun. — London, England, 1852-08-28 00:00:00

vtirb NVittont FRANCE. The Moniteur contains the following announce ment The national fete of the 15th August has been cele brated at Gibralta r with une x p ec t e d s pl en d our. T he steam boat Sesostris had anchored in the roads on the 13th, and the presence of this ship permitted the French Consul to proceed to the parish church surrounded by French officers. It was the first ti m e in the memory of man that a French epau lette figured in a public ceremony at Gibraltar. The Sesostris was dressed out w ith flags at eight o'clock on the morning of the 15th. The British squadron, under the orders of Ad m i ra l D un d as , cons i st i ng of f i ve sail of the line, one sailing frigate, with three steam frigates, and a corvette, were dressed out with flags (pavoisee) at the same time. The French flag waved from the main mast of each of the British ships. At twelve o'clock a Royal salute of 21 guns was fired from the Admiral's ship. The course adopted by the British rquadron pro duced the greatest and happiest effect on the morale of the population." The Mediterranean squadron, under the orders of Vice-Admiral La Susse, recently visited the port of Algiers. In a report to the Minister of Marine, he states that the port i 3 already sufficiently spacious to allow of the mooring of nine men-of-war and nine steam-frigates, and that it will afford a su re refuge at all times. He adds that if certain alterations be made, a larger number of vessels can be moored. The Mounted Republican Guard is to be augmented by two squadrons of 150 men each, and will then consist of four squadrons comprising 600 men. ITALY. A correspondent of the baths of St. Gervais, of Savoy, writes on the 21st:—".The Duchess of Orleans is still here, but the young princes are absent on an excursion to Annecy. We have been three days without a post, owing to the torrents of rain, which have caused the road from Geneva to be quite imprac ticable—as much as eight feet deep of water at a place called Bonneville. You cannot imagine the destruc tive effects of the weather in this part of the country —they are quite painful to see. Numberless small houses have been swept away, and the fields situated on the sides of rivulets and small rivers are destroyed and rendered unfit for cultivation for the future, from being now covered with avalanches of earth, large trees and stones of immense size carried down by the raging force of the waters from the mountains. The poor inhabitants will this winter be in great misery. The Piedmontese papers are fined with accounts of inundations that have occurred in different parts of the kingdom. The province of Ivrea has suffered immensely; most of its roads are under water, and many bridges have been carried away. The waters of the Dora have committed great ravages in th e Ta b. ley of Aosta , and accounts from Castellamonte, of the 20th, state that all the streets of that town a re under water. A letter from Loretta, e i r n for th m e ed ßo th M e a r e n by St a o te r s der say o s f that a solemn ma ss was p the French Consul in honour of the fete of the 15th. The Consul attended in full uniform, and all the French residents were present. A monument to Titian was inaugurated at Venice on the 17th. The civic, ecclesiastical, and military authorities were present at the ceremony. The monument represents Titian surrounded by the Fine Arts • below are fi gures representing the XVth and XlXthe centuries. The basement is adorned with five bas-reliefs; representing as many celebrated paintings of the great artist. The monument is due to the chisel of the brothers Zandomeneghi. MININ G INTELLIGENCE. (From the Mining Journal of this day.) There has been more activity displayed this week in the share market, and a fair business doing in dividend mines, though with no material variation in price, ex cept :South Frances, which have sprung up to 165; Wheal Brewer to 29 and 30. United Mines are at 850; Basset, 530. In Beford, Alfred Consols, Merllyn, South Tamar, West Providence, and Tremayne, business has been transacted at steady prices. In speculative shares, the preponderance of sellers naturally causes a fall, which has been, in some instances, submitted to, to effect sales, and still there are few buyers to be found inclined to do business at the present quoted rates; in fact, we hear of prices much under. In Cornwall, East Tolgus shares have advanced to 351.; Wheal Clifford (which_ joins United Mines on the east), from 2001. to 3001.; North Pool to 2201. At South Wheal Tolgus meeting, on Tuesday, the accounts for May and June showed-Balance from last account, 8821. 165.; ores sold (less dues), 2,2741 16s. lid.-3,1571. 12s. 11d. Mine costs and merchants' bills, 1,600/. 19s. Bd.; dividend of 4/. per share (1,024): leaving balance in favour of adventurers, 5321. 13s. 3d. At Bedford United Mine bi-monthly meeting, on Wednesday, the accounts showed-Balance last account, 892/. 195.; received for copper ore and carriage, 1,9681. 19. 8d..----2,861/. Os. 81. Cost-sheet May, 5471. 6s. 7d.; Jane, 5291. 15s. 91 ; income-tax, 281.; secretary, office, and printing, &c., for three months, 291. 168.: leaving balance nex; account, 1,726/. 23, 43. Ore sold since, 2,306/. ss. 81, makes 4,0321. 83. Estimated cost and expenses for July and August, 1,130/.: shows assets over liabilities, 2,902/. Bs. A dividend of ss. per share was declared. At Melly n Mine hi-monthly mee'icg, on Thursday, the accounts showed-Balance in hand last account 915/ 163 : lead ore sold, 2,472/. 10s.; interest, 1/, 164. Gd 2s. 63.-Labour cost June, 3631. 16s. 93.; July 4061.45. 7d.; dues, 124/. 55.; merchants' bills, 72/ 4s. I Id. dividend, 1.2104 2i.: leaving balance to next account, 1,138/ Os. 3d. A dividend of se. per share was declared, At Wheal Prudence half-yearly meeting, on the 233 inst., the accounts showed-Balance last account, 49/, 15s. Id.; cost for Feb., 28/. 33. 23.; March ditto, 171. 4s. 7d.; April, 39/. 3s. 3d.; May, 331 2s. 6d.; June, 18/. 14s. 6c1.; July, 221. Is. 3.1.-_O3l. 4s. ld.-Call in Feb., 1281.; received for i ton of mundic, 125.; leaving a balance to next account of 79/. 12s. Id. A call of 123.6 d per share was made. At the South Plain Wood quarterly general meeting, on the 20th inst., the accounts showed-Balance last account, 1301. 17s. 11d.; calls received, 1601. 45.=2911. ls. mi.-Labour cost for April, 59/. 2. 3d; May, " 153. 10d ; June, 57/. 7s. Bd.; merchents . t n o ed at y Apc l il l , 711. Os, next 4d.; . . . commission, & e., 4/. 23. 4d.; leaving balance 16 ,. account, 271. 133. 6d.; add arrears of calls duo, 108., makes 441. 33. 6e assets.-The liabilities amount to 671. 18s. 7d. A all Of 4.3. per share was made. A - t Bridford Consols aline quarterly meting, on Au gust 20, the accounts showed--Call received on 1,180 mshasyre,s,2Bs9 l. o _ l, -18s ance last account, 3/. 45.; costs for ' li • id.; June 10d.; commission, ae , 41/. 10s. 10..1,; July, 85/. 17s. account, 4261. 163. 51." 105.; leaving balance to next As the Halamannine and Croft Gothal Consolidated Mines hi-monthly meai n were examined and passet and' T uesday the accounts of .. a a_l a strong feeling ex isted to rid tha undertakinwghicht: l iabilitiss, a call of 10/. per share was made, and ba the last. there is little doubt, will Balance On At Tremor Mine hi•monthly meeting, the 17th instant, the accounts showed -165/ 4i. 101; received call, 3294 53. 4941, account, Labour cost for May, 66/. 53. 5,1; June, ' 6 1 99 . 10d.- merchants' bills, 286/. Is. 9,1.: leaving balance toll ex account, 781. 16s. 9d.; arrears due on old ea u ; , 7 ,,t that of the 29th March, 312/. 10s.; and 16th J un e : 2 'l on makes 684 6s. 9d. assets, against 746/. 19s. Bd. ij a a: ties, showing deficiency, 64/. 12s. 11d. A call of 5 ; . per 833 d share was made. At the Coed Mawr Pool Finance Committee meeting, on Saturday, the accounts showed a balance in hand of 1351. lls. 9d., after defraying all expenses to that day. At Wheal Treasury meeting, held yesterday , the ac. counts showed-L a b ou r cost from Nov., 1851, to July 9, 1852, 172/. 93. ld.; merchants' bills, 151. lbs. 3d.s-= 1881. 4s. 4d..-Balance last account, 71. 6s. 6d.; tin sold in the stone, 8/. 63. 35.; leaving balance to next account, 1721. 11s. 7d. It was resolved to divide the mine into 4,000 shares. To pay off liabilities, and for further pro 'mention of the mine, a call of 23. 6d. per share was made. At East Gunnis Lake Junction Mines bi-monthly meeting, on Wednesday, the accounts showed-Balance last account, 164/, 54. 8d.,• calls received, 373/, 23. 6d. =--- 5 371. Bs. 65.-Cost-sheet for May, 127/. 6s. 5d.; ditto ?le, 165/. 7s. 105.; secretary, office, and printing, `urea months , 18/, 103 6cl • leaving balance to next ac reeetulit,,_,2.26l. 3s. sd. ' Arr - ears of calls due July 17, to pe r 0r ' e, 12 , 61. 17s. 65., and estimate of 34 tons of cop surpla over Os. I Id, assets; being a I , ~, liabilities of 185/. ls. 6d. day,' " r raii Wheal Jane Consols meeting , on Thnrs -584 t 2 b a a . aodeo.unta showed - Receipts , sets were.....4, k l e t r i ng at banker's, 346/. 2s. 885.; expenses, sets as call paid at m et banker's, 346/. 2s. Bd .; arrears company, 25/,,41; 4 34 155.; 100 shares held byth o e balance in favour 0 . 1'.., 178 . 8 d.-Liabilities , 75/ : 1 At Bottle me isieaeenturers, 339/. 17s. Bd. eaving Tuesday, the acconnta m e h a P ec ial general meeting, on i 98. 4d.; by call of los, ilted-Balance at bank ' 2l. -59.• received for ore sold;taihares, 2,275/.; i e n r tec ' est Balance last account, 61 /.18,4,., - ,,"`:., 93 - id.- - - - -3,206/, 3s. 5d. , j balance of new engine, 1 ,295/7 2 " 5 ! cost, 1,693 i, 19s. ee„, advert i s i ng , printing, &c., sat, h . 3 1'.; office expenses, to next account of 1021 15s. 25., a i leaming a balance 1,1861. 103. 4d. A call of 10s. etlinturers Per shareliabilities being At the West Wheal Towan bi-inon"," made, Wednesday, the accounts showed - Mine'4 B „lbig• on and June, 1,5361. I ls. 75.; balance against acv " May =se. 2,560 i. 153. 2d.-B y last account, 6241. 3.3. 7d. 557/, 6s 85.; call of 2L eold, 103. per share (1,2501 balance against the mine of 753 /. Bs. 6d. ); leaving During the we-k s hares have changed b an d s , United Mi nus , Wh ea l Basset, South Tolgns Whealßrewer, M erllyn, Sout h T am ar, Bedford, Wheal Clif. ford, Wheal Raetb, North Pool, Tinceo ft, West Wh eal B rnY, Tremay ne ,W est P rov id e nce, Clive, Cubert, Gre at Consolsn e ptane, Wheal Fortune (South Tawton), Tavy Great Baddern Teefusis, Garreg, Trevelyan, Tregardock, Eust Tarnar, Pri n ce Albert, Tavy and M ary T Alit- -Crib, Peter Wheal Robert, Eastavi, Kilbricken, SouthYCarn Brea, Trewane, IsTant-y.c ar 1138 ° 11 , Ocktnent Consols, Wheal Zion, Cwnadyle R ock : palrhw North Whealß uller , min (;:oath R .4 Chyprase-Yeenha Consols, Wheal Car- Elizabeth, Gaw ton United-,1 West Polgooth, Beacon, Wheal Tehidy, Britannia, E as P t P T ied 're , Charlotte, Budnick Consols, °lgns, Carvannal, South Augusta Consols, In Foreign Mines Miningtransactio Company of Ireland. Imperial Brazilian, St. John del h i ii , ve taken place in Mexican, Grand Duchy of Bad en , e, :c oy, Q obre, 'United THE SUN, RAILWAY INTELLIGENCE, NORFOLK. The half-yearly meeting of this company was held yesterday at the offices, Guildhall-buildings, Mr. S. M. Peto, M.P., in the chair. The Secretary read the report, which stated that the traffic during the past half-year amounted to 56,9941., being an increase of 3,716/. over that of the corresponding period of 1851. The working ex penses charged by the Eastern Counties Company are 33,1071., equal to about 58 per cent. of the receipts. The directors express their regret that a course so unsatisfactory should still be persevered in, as all par ties are aware that the sum so charged affords no criterion of the actual cost of working the Norfolk lines. The traffic continues to improve, and the trade with the north of Europe through Lowestoft is making rapid advance. Three steamers, of 700 tons each, are now employed in that trade, and it is in contemplation to increase that number. The Eastern Counties Company h av i ng d ec l are d a dividend at the rate of 45. per share on the shares of that company, the proprietors of the consolidated stock of this com pany will b e en ti t l e d , i n accor d anc e with the existing agreement, to a dividend at the rate of It. per cent. upon the half-year, and the proprietors of the new 25/. shares to a dividend of 3s. per share. The agree ment for working the Halesworth and Beccles Rail way involves no pecuniary outlay or responsibility upon the N or f o lk Company', and, as it is likely t o greatly improve the traffic upon theirline, the direc tors have no hesitation in recommending its adoption by the proprietors. An abstract of the accounts has already appeared in The Sip. The CHAIRMAN, in moving the adoption of the re port, said he had never met the propriet ors d ur i ng the short time he had occupied the chair with so much satisfaction as he did on that occasion. Ile congratu lated them on the Bill having passed for consolidating the capital of the company, and by the substitution of a 4 per cent. preference stock for the debentures of the company they would save about 5,0001. a-year, or equal to 10g. and pe t r hu c s e p n i t a . c o e n th t e he pr o e r f d e i r n e a n r t y ia c l a s p h i a t r a e l h o o f ld t e h r e s companY, i n a better position. The debenture stock was being taken to the extent required, so that they might consi ydeerartht h a e t operationre was an i a s ncrcomplete.increase in their receipts During last to h a t l h f e with - amount of 3,7001. as compared the corresponding the period of 1851. F rom the 4th of July to the present time that increase had proceeded in a still larger ratio, amounting to more than 12i per cent. gross in crease. They m i g ht on t h e present occas i on cons i der that practically their capital account was closed. There was no liability, excepting 5,0001. to be paid to the proprietors of the Waveney Valley, which sum was I .Yingat Glyn's, in the name of three trustees, to be paid over to that company as soon as they were in a posi tion to give them a legal discharge for the amount. Ile then referred to the establishment of steam com munication with the north of Europe. That arrange ment was proceeding most satisfactorily. The three ships now running from Lowestoft were bringing on every occasion full freights, and such was the demand for accommodation that they would shortly be obliged to place a fourth steamer on that station. He bad concluded with the Danish Government a concession for a series of railways, which he believed would be in importance second to none in Europe, and which must be productive of the largest results to their railway, and the Eastern Counties' system of railways generally. One of these lines placed the port of Ton- Ding, to which vessels during the whole winter, when the Elbe is closed, have access at all times, within two hours of Hamburgh, bringing the latter place within 35 hours of London at all times, and connecting also the port of Flensburg with 'forming (taking one hour between the two places), and giving the company ac cess to the whole of the Baltic, by which they would be able to take the whole of their goods to Tonning and transmit them to Flensburgb, whence, as all who were acquainted with the traffic of the north of Europe knew, small steamers were constantly running to every part of the Baltic. They would see that the company would command the entrepat of the Baltic, and have practically in their own hands the greater part of that trade. By this concession the company were saved the Sound dues of 12s. per ton upon goods taken to the Baltic. This would leave a large margin to cover the expenses of transhipment, and a large re sult must flow from this source of traffic. The next thing he would congratulate them upon was the thoroughgoing amity with which they were working with the Eastern Counties Company ; and although their relations with that company might not in all respects be satisfactory as to the future, yet the policy of the board had always been one of amity. They desired nothing but what was fair and right ; at the same time, they were serving the interests of the com pany when they pursued a peaceful course of policy, and finding, as they did, the directors of that com pany were not only bent upon exercising the utmost economy, but were developing the resources of the district in a manner highly satisfactory to the direc tors, be could not but believe that when they, with the assistance of some of the largest proprietors of the company, discussed the question of their future rela tions with the Eastern Counties they would be satis factorily adjusted. Major TYNDALE seconded the re3olution, which wee put and carried unanimously. A dividend at the rate of 1/. per cent. for the ha year was declared on the consolidated stock of the company, and of 33. per shire on the new 201. shares. The meeting was then made speci a l, f or th e pur pose of considering , and if approved of, confirming an agreement fur working the Halesworth and &c. cies Railway. The CHAIRMAN explained that the new line would branch from the Lowestokßall way, and p ass th rough Beetles to Halesworth, a distance of about 15 mil es . The Earl of Stradbroke and other gentlemen locally interested promoted the line, and it w as at t h e i r so licitation, and to promote the interests of the N or f o lk Company, that he (the chairman) bad taken the active part he had in promoting the construction of the li ne . its agricultural value. He ultural It was to ba constructed on a new principl e , b y parties who were locally interested , the l an d b e i ng sold to the company .at thought that the main line, which would receive an accession of traffic, was bound to give the new line a certain amount of the tr a ffi c i t would derive from the connexion ; and that such an arrangement should be entered into as would b 3 equitable to all parties. They had ascertained that there would be a good traffic on the line, which would be ample to remunerate the company for the outlay. Every care would be taken to make it a model branch line, and be had no doubt several lines would be constructed in other districts on th e same prin ciple, the parties locally interested findi ng th e f un d s . Mr. MACLAURIN estimated that th e li ne wou ld cost 11 , 0001. per mile without working st oc k, an d therefore he did not think it could be called a cheap line, particularly when it was considered that the line from Newmarket to Bury St. Edmunds, about four teen miles' length, would ba constructed for 100,0001., being at the rate of 7,0001. per mile, including everything. He wished to know whether any con tract had been entered into for the construction of the line ? The CHAIRMAN—No contract had been entered into for the works, and it was not the intention of the promoters of the line to enter into any cont rac t ior its constr uc ti on until the whole of the land f rom one end to the other was settled for. They fully ex pectede to line , includingland and construct the _v erythi C Or npan n g , for about 6,000/. per mile. The Norfolk by 5:111‘vould receive a benefit from its construc tion ponalitepende n t company without incurring any res interests if they B Aesiwr it Y• m pr / pr l e d t not sanction the agreement. He said they must be blind to their own thought the deeply indebted to 11.5 of the Norfolk Company were their hairman, tor the p Mr. MACLAUR IN w as rf itter. great interest h o h a d taken et°, n th ma ectly satisfied with th e es planation given by the Chairman. The resolution appr ov i ng of the re ' a put and carried. ement vas then A vote of thanks was passed to the Chai di rec tors for their able manageme n t, rman and The CHAIRMAN, in acknowledging the compliment said he had rec eived an intimation fro m Major liment, that he was now p erfectl y satisfied with theaeec? eurt so that he (the Chairman) might congr iguiate In e t ru s, on having an unanimous proprietary. of this company was held AMBERGATE, NOTTINGHAM,. AND B OSTON The half-yearly meeting yesterday . at Grantham, being removed from N ot . tingham to allow the distant shareholders to avail themselves of the Great Northern route, the Midland being the one hitherto used ; Mr. Norton in the chair. The Secretary read the report. por T t, he re C na ll a A r i k it e m d I t N h ' a i t n off m e o rs vi o n f g Western and mutually exchanged between the G reat . London and North-Western Companies, of the re but at be en amalgamationth the a d option d the chair. sent without leading to any result ;an had been m m a i n dia o n f d tb c e o G m r p e a a n t y N , hado a r l t s h o er f n oran amalgamation an offer o to f he in terests. Thi s prove d t h at t h oug h these grea t _com panies h a d such an unlimited command of capital, talent, a n d a bi lity, in the management of their in terests, they still h a d diffi cu l t i es in developing the i r traffic for the profit of their shareholders and the ac. e.onamodation of the public. It need be no matter I_o,roaurprise, then, if this company had difficulties h;coloos.ln2ddelry.sy, othhfeeotfhbajelercatuodf Parliament in sanctioning the ,""men of railways must have been, in the first place, , the a ccommodation of the public , and, se re . reasonable rewa T rd he of d t i b re e ct s o h r a sreof gate 3 c eVeral companies. the Amber gate would do their best to re move the difficulties and heal the di ff erences which at present prevented their shareholders from obtain ing the ample return for their capital which th e y had a right to expect.— p in ls g use.) The traffic of the line had been int ) opened, gn d though some 0 it hesaverrescinencetlyitbweeans LONDON, SATURDAY diverted, they had received new accessions which more than compensated them for the loss they had ants respecting whi c h it sustained.—(Applause.) Unfortunately the company was wouldinvolved directors to give any ex planation at present, but in a short ti me h e hoped 1 1 r o r t zi be impossible in aw those proceedings would be amicably settled, and ell would end in harmony and peace. Mr. WYLES seconded the adoption of the report. Mr. RONEY wished to ask the directors to give the shareholders some information as to the nature of the agreement at present existing between that company and the Great Northern. The CHAIRMAN replied that the matter was in the Court of Chancery—(Laughter) —and this was the only explanation he could give. Mr. RONEY proposed the appointment of a com mittee of shareholders, who, in conjunction with the directors, should be empowered to devise some middle course, and settle the matter amicably. This was objected to by Mr. W. V. Stephens of London, and other shareholders. Other similar pro positions were made by various shareholders, but all of them were withdrawn, Mr. Wyles stating that were they persisted in he and his brother directors would be obliged to retire. The Chairman (Mr. Norton) was re-elected, as also were Messrs. Wyles and Beasley, the retiring directors. Mr. Samuel Newham was appointed one of the auditors, in room of Mr. John Swann, resigned. On the motion of the CHAIRMAN, a dividend of ls. 6d. psr share was declared, and the proceedings terminated. EDINBURGH AND GLASGOW. It appears that the net revenue of this compan y for the half-year ending July3l amounts to 34,4621., and will afford a dividend at the rate of 3 per cent. per annum on the ordinary capital, leaving 1,1121. to be added to the reserve fund, now amounting to 43,6371. BANK OF ENGLAND. (From last night's Gazette.) An Account, pursuant to the Act 7th and Bth of Victoria, cap. 32 for the Week ending on Saturday, the 21st day of August, 1852. IB81:TE DEPARTMENT. X. Notes issued ...._ .... 35,425,130 Goveriunent debt .• 11,015,1 00 Other securities .... 2,984,900 Gold coin andbullion 21,406,1 63 Silver bullion ...... 18,967 £35,425,130 I £ 35,425,130 3f. MARSHALL, Chief Cashier. 1852. >EZABSDIEN T. _cr Dated the 26th day of August, BANKING D : X. Proprietors'capital .. 14,553,000 Rest .. -- •....... •• 3;188,643 Pubic deposits (in cluding Exchequer, Commissioners of National Debt, Say- Government securi ties (including Dead Weight Annuity) • • 14,139,338 Other securities • • .. 10,714,100 Notes.••••••••••••• 12,665,015 Gold and silvor coin.. 448,836 ings-banks,andDi vidend accounts).. 5,844,525, Other deposits •• .• •• 12,945,084 Seven day and other .• •• •• •• •• 1,335,037 X 37,967,289 M. MARSHALL, Chief Cashier. 1.352. £37,967,289 Dated the 26th day of August, 1 The Journal du Tarn states that the rain which has lately fallen has begun to do much injury to all kinds of crops, and in particular to the grapes, which are beginning to rot from the effects of the humidity. RAILWAYS. A report from Captain J. L. A. Simmons to the Lords of the Committee of Privy Council for Trade and Foreign Pla n t a ti ons , w i t h regar d to such proceed ings that ha ve t a k en p l ace respec ti n g railways in the year 1851 as h ave come un d er the cognizance of the department of her Majesty's Government entrusted with the supervision of railways, has just been pub lished. These proceedings have principally taken place under the more immediate supervision of the late Board of Commissioners of Railways, whose functions, by an Act of the last session (14th and 15th 'Victoria, chap. 64), were, from the 10th of October, 1851, transferred to their Lordships, We subjoin the more important passage of this interesting ,docu ment " The report (says the Gallant Officer) which I now have the honour to submit to your Lordships is in con tinnati.on of the annual reports made by the Commis sioners of Railways, and is intended . to place before yo ur Lordships a record of the progressive development o f th e railway system in the United Kingdom, and of such matters connected therewith as appear to deserve espe cial attention, and more particularly of the proceedings of the department with reference to the saf e ty o f t h e public while travelling upon railways. ." INCREASE OF RAILWAY COMMUNICATION. " The increase that has been made in the railway communication of this country in the year 1351, has not been so great as any of the preceding years since 1844; commencing from that period, there was a rapidly pro gressive increase in the number of miles opened during each s uccessive year. This increase reached its mixi mum i n 1848, in whioh year 1,182 miles of railway were added to those previously opened for the conveyance of passengers. The yearly progress has duce 1848 been as rapidly diminishing, the number of miles opened the lest year having only amounted to 269, of whi c h 174 were i n England, nine in Scotland, and 86 in Ireland. " The whole extent of the railway communi ca ti on open for traffic in the United Kingdom at the end of 1851 was 6,890 miles, which are distributed i n the different parts of the kingdom in the following prop e r, tions Miles. ... 5,306 ... 960 ... 624 In England and Walea ... In Scotland... In Ireland ... Total miles open for public traffic in the United Kingdom... ... 6,890 st The principal communications by railway which have been opened during the past year have been that part of the South Wales and Forest of Dean Railway which extends from Gloucester to the left bank of the river Wye, opposite Chepstow (27 miles), and the Vale of Neath Railway, from Merthyr Tydvil to the South Wales Railway, near Neath (19 miles). The bridge across the Wye, which is a work of considerable magni tude, is not, however, yet completed. When this bridge shall have been completed and opened for traffic Swansea and an impoitant part of S ou th W a l es w ill b e b rought into connexion with the general railway system of England. " I have also to observe, that a very important line cf communication has been opened during the past year in Ireland by the completion of the Midland Great Western Railway from Mullingar to Galway (76 miles), thus connecting that important port on the west of Ireland with Dublin. The speedy completion of this railway is in a great measure to be attributed to the advances of money which the company have received from the Int periel Treasury, under an Act passed in the year 1849 (121 end 13th of Victoria, cap. 62), by which half a million sterling was authorized to be advanced from the Consolidated Fund on mortgage towards making the portion of this railway which extends from Athlone to Galway." [An elaborate table is then given, showing that at the end of 1851 there were 5,101 miles of railway, the con struction of which had been authorised by Parliament, which still remained to be completed. It appears from this table that the length of lino authorized to be opened at the and of 1843, and during subsequent years, was 11,991 miles, projected railways to the extent of 326 miles having been abandoned under the authority of Parliament. 2,036 miles of this communication were opened previously to December 1843, 204 miles during 1844, 296 miles during 1845, 606 miles during 1846, 803 miles during 1847, 1,182 miles dining 1848, 869 mites during 1849, 625 miles during 1850, and 269 miles during 1851.] " gappear - s, however, that a very considerable por tion of these lines will never be constructed, in conse quence of tho lapse of the powers conferred upon the companies. A table compiled from the various Acts of Parliament conferring powers upon the companies, and from returns presented to Parliament, shows that the powers, both for the compulsory purchase of the neces sary lands and for the construction of the works, had ceased without having been exercised with respect to 645 miles, and that the powers for the compulsory pur chase of lands had been allowed to expire previous to the end of 1850 (to which date the returns had l: !en made) to a further extent of 571 miles, reducing the number of miles of railway not now open for traffic, for making which the powers were in force at the end of 1850 from 5,101 to 3,885. . . " From examination of the various Acts authorizing the construction of railways, and of the warrants issued by the Commissioners of Railways under the Exten sion of Time Act ; which was passed in 1847 (11th Vic toria, chap. 3), it appears that the power for the com pulsory purchase of the necessary lands have been al lowed to expire during the year 1851 to a further extent of 2,418 miles. other powers necessary to enable the companies land has not bee:early .:` The proceedwith the construction of these 2,418 miles, . however, are still in force, so that if the land had been Parliament. If this o r could b e rt P t lrchased, the companies might still con with respect l to wa" ; the probability, however, is that the whole of these railways, the not remain more mile: Y w which full Parliamenta ' 5OO constructed under existing Acts of therefore n e .„ r -- h P e urchased, and that the railways will than 01 80, it would appear that there do of Parliament , it appear that about miles for the construction of powers are now in existence; and as the 12,317 authorized by Parliament, only 326 abandoned by 6,890 have been open e d ere without the direct i t a y n d o f without 1 rli Parliament of the capital the authority 3,600 miles have been abandoned i empowered h re have redaction o b f y P t a h r e lia a m m e h n o t r , been presented ,4 whichFr "Frain h m e tchoemlpaat latest e t s r e a t r u e r n u n s construction. d to raise for their to Parliament relative to the capital of railw end of 1850 • ay compani es it appears, that at t he railway compani es . had raised, eit her by shares or loans, a su m equal to 240,270,74 a, and that they retained powers to raise a further sum of 122,431,9001. It appears, also, that at the same date there were 6,621 miles of railway commu nication open, 867 miles in coarse of construction, and 4,472 not then commenced. This sum of 122,431,9001. would, therefore, represent what remained of the capital authorised to be raised by Act of Parliament to complete the 867 miles in courEa of construction, and the 4,472 miles not then commenced. But, as it appears by what h as Preceded that 3,600 miles, the construction of whi c h has been sanctioned by Parliament, have not been, an d , y never be, constructed under existing A cts o wrProbabl— K " u alllent it reasona bly be inferred that of this , may EVENING, AUGUST 28 1852, large sum of 122 ,431,9001, but a comparatively small proportion will ever be applied to the railway purposes to which, under the authority of Parliament, it was in tended to be applied. " The slims raised annually previous to the year 1843 cannot be ascertained; but since that period Parliament have required returns from the companies, from which it appears that the sums raised for railway purposes in 1848 amounted to 33, 234,4184; in 1849, 29,574,720/ ; and in 1850, 10,522,9674 " The returns of the sums raised during 1851 have not a ll as yet been received, and therefore the amount raised for the last year cannot be stated. Correspondingly with this great diminution of expenditure upon works of this nature, there has been, as it would appear from the returns presented to Parliament, a reduction in the number of persons employed upon railways to a very great extent, nearly proportionate, as might have been expected, to the reduction in the sums raised by the companies. "From tables prepared in continuation of the similar table in the reports of the Commissioners of Ttlilvvays of preceding years, it appears that the number of persons employed in linking railways was 15,947 less on the 30th of June, 1851, tha n on t h e 29th of June, 1850, while the number employed on railways open for traffic had been increased by 3,589, showing the persons em ployed upon railways to have been 12,353 fewer in 1851 than in 1850. " As the very rapid extension of railways consequent on the proceedings of the years 1845 end 1346 appears now to be drawing to a close, a comparative st-atement has been prepared with the view of exhibiting ,e fluc tuations in the employment given by these extensive un dertakings. " The general result shown by these tables is, that on the 30th of June, 1851, the number of persons em ployed upon railways, either in construction or working, was 197 , 2 26 less th an at the corresponding per led in 1847. It would appear, therefore, that in the interval which has elapsed this number of persons, who must have been withdrawn from other industrial occupations in consequence of the great demand for labour created by the impetus given in 1845 and 1846 to the construc tion of railways, had been again absorbed in other occu pations, and obtain a living by other means. " The reduction of labour, as divided between the r of three kingdoms, is as follows : ,6 The numbe persons employed on the 30th of June, 1851, is less than on the Ist of May, 1847—in England and Wales, by 123,296 ; i u Scotla n d. by 49,306 ; and, in I re l and, by 22,624; total diminution, 197,226, " From this it will be seen that the cessation of rail. way w orks has fallen more especially upon Scotland, where the greatest proportionate reduction in the per sons employed has taken place. " The number of persons employed in each country on the 30th cf June, 1851, was—in England and Wales, 80,612; i n 106,501. Scotland, 8,80') • in Ireland, 17,087. Total, " " ACCIDENTS. On the subject of accidents it is to be observed that 36 passengers have been returned as killed, and 375 as injured, during the year 1851; those numbers showing a very great increase as compared with the preceding year, when only 32 passengers were killed, and 183 injured, It must not be assumed, however, that all of those accidents to passengers were accidents arising from causes beyond their own control, and are therefore to be considered as attributable to the dangers of railway travelling; for, upon examining the returns, it appears that during the year 1851 no less than 17 passengers were killed and 20 injured owing to their own misconduct or want of caution, leaving 19 killed and 355 injured as the total number of sufferers from causes beyond their own control. With respect to the 37 passengers either killed or injured by their own miscon duct or want of caution, it app-ars that no fewer than 24 of these accidents (9 killed, 15 injured) arose from pas sengers either attempting to get into or out of trains while in motion. On this subject it may be worthy of observation, that during the same period (the year 1851) 8 servants of railway companies —persons, therefore, it may be presumed, in the habit of moving about more or less upon engines and trains—were killed, and seven injured, from the same cause. Such a statement ought to operate as a caution to passengers not to leave their seats or to attempt to get into carriages while the trains are in motion; for, if experienced officials constantly employed upon railways meet with such frequent disas ters from this cause, it is naturally to be expected that inexperienced people, in making similar attempts to get either upon or off trains in motion, will be much more subject to accidents of this character. Proper caution on the part of the public in this respect would produce a very material diminution in the list of casualties; and it may deserve consideration whether it might not conduce to this caution if notices were posted conspicuously in stations and carriages, warning passengers of the danger to be apprehended from this improper practice. " After deducting the numbers of those killed or in jured by their own misconduct, or want of caution, it would appear that during tho year 19 persons were killed, and 335 injured, from causes beyond their own control. This result, giving a total of 374 sufferers, when viewed with reference to the number of passen gers conveyed during the year, which amounted to 85,391,095, appears not unsatisfactory, being about four in 1,000,000; but, when campared with the returns of the preceding year (1850), it appears that the traffic has not been conducted with nearly the same degree of safety in 1851 as in 1850, for while tho number of pas sengers conveyed has increased in the ratio of about 17 per cent., the number of passengers injured by causes beyond their own control, which may be considered as a measure of the relative safety upon railways during dif ferent periods, has more than doubled, the ratio of in crease being 104 per cent, " I will be found also, upon reference to the last an nual report of the Commissioners of Railways, that the casualties in 1850 more than doubled those that occurred is 1819, so that, relatively, the risk of danger ia travell ing a,- on railvays appears to h ave cons id era bly in crease:]. It is matter of obset vation that this in crease of accidents tree taken place concurrently a nth the s y stem of excursion tra i ns, ; bl e b extensionlhichha e f has bean ben principally developed within the two last years; and it is also to be observed, that in the sane period the number of persons employed upon each mile of rail way open for traffic had de creased, as shown by the returns presented to Parlia m are made up f or the 30th of June in each year, Which r t at which date it may be presumed that the excur sionP- traffic is in full operation. The average number of persons employed upon all the railways in the United Kingdom open for traffic were, on the 30th of June. 1849, 10-27 per mile; 29th of June, 1850, 9.56 per mile; 30th of June, 18 51, 9.49 per mile. ais is, however, right to observe, that this reduction in the d average number of p ersons employed may bo iu some egreo attributable t o i mproveme nt s i n t h e In and to the considerati on erralitiwoafythsewrhataLve been opened in late y ears thatlua management have traversed less populous districts than the railways first constructed, and have therefore required fewer persons to conduct the traffic upon them. It has been thought causes of desirable, with a view to ascertaining the these t.r accid e nts, and to the consid era t ion o f the question whethe r any remedial mea sures m i g ht n ot be adopted,either by Parliam en t or b y t h e comp© H i es themselves, to an a l yze t h e reports t h at have been made by the inspecting officers ape pointed Commissio n e rs o f R a il ways or by yoo either Lords Lordships the to , inquire into sach of these acci dents 53 seemed to call for investigation, These reports will b o found is the Appendix (Nos. 25 to 64), and have rote/Taco to 41 accidents, comprising the whole of the 19 passengers before stated to h ave b een kill e d d ur i ng the year by eau - Qes beyond thei r own control, and 319 of the e 355 before stated as the whole number of persons in jured during the year from lik e causes. "I n addition to these casualties to passengers, 9 ser vants of ra il wa y compani es were killed and 4 injured by, the same accidents, so that it will appear th a t th e 41 re ports, w hi c h are analyzed in th e f o ll ow i ng o b servat i ons, embrace all the more import an t acc id en t s w hi c h h ave occurred the during year upon the ra il ways of the United Kingdom , " Th c .se accidents may be c l ass ifi e d un d er two h eads:— 1. Thos© w hich arise fr om acc i dental f a il ure of ma. a f ro m defects in th e roa d way or wor k s, chinery, or 2. Those which arise f rom defects i n the establi h • went and m anagement of th e ra il ways. "This head m a y 3 further subdivided into-- << In herent defects in th e sys t em upon which the A . traffic is conduc ted" B. Defects in reg ulationa. 6, C. j o9 ‘tention to regulation s , or inexperience of ser, vante, "D. Want of punctuality. reported upon, h long exclusively " Of these 41 ac: idents that h ave b un first class, two only appear to -e to while 25 belong to the eecond class, and in e l 4 are in volved circumstances falling under both classes. In 6 of the 41 accidents were involved circumst ances affecting l the mechiuery or works of the railway, y them only, so far h , c°l32 therefore under the first head. Two of as they could t 3 traced, appear to have been purely E - estthbe dental, and to fall exclusively under that head; i n m oment of the railways. In five a of careless other 14 are involved circumstances affecting the estab lishment and manag sidings,eci these latter were involved mistakes, either fr om nees or inexperience, at what are commonly term points at junctions or meeting or facing showing the importance of reducing, as f ar asprae cable, the number of these useful but otherwis e el l ; jectionable contrivances. As at present generally con. steacted there points ere self - acting; that is, when , e , held otherwiee be , han d, they are alway e in not held ell position, being refeine d in it by weights, rug the trains then pass over them always in one direction ; after bein g use d to tan trains in another direction th e resume their origi na l position by t he action o f the weight? ' It is to be observed, that; i f these points act prope r l y there ought to be but little risk in train s p ass i ng over them; but if a stone or clay other heed sub , Nie z oen; or it' th e po i nts should chance to get betwee n the moveable points and the fxed rail, the points remai n r rtlY °p en; from a je rk of a paving train or from a n y °thee cause, shifi their positior , i here la great reason t o f ear that the train may c 7.7,3 partly along one line and pa r tl y along the other. Ibis rituallY h a ppened to thr ee o f the cases referred to, preducieg roost clargerou3 accidents. It is worthy of consideration whether some means should rot he prolided by which ell meeting or facing Po i nts el hich aro pe-red over constently by passenger train 3 shall be fixed at all times the mea`23 provided being such that the fastening could not be applied before the points are comnletele c leseC. It is believed that m eans fee this purpose might - be simple and i pens i nez • ve nature. pro vided of a very the " In fou r o f the cases un d e r the first head it appe :red locomotive stock was deficient, chiefly in sense_ (pence of the enaines being overtasked; in two of them that the perman'ent way was out of repair; in ono care a bridge had be 1 down for alteration, with out part y taken out proper precautions having been taken to warn the drivers ceasing - o f engines; and in one case the station accommodation was inadequate for the requirements of the traffic which had developed itself upon the railway, " Under the division of what has above been termed including it s manage the establishment of the railways, ment and staff of servants, it appears that in 27 cases are involved circumstances whic come under the Class A, in 13 cases are involved circumstances which come under the Class B, in 23 cases are involved circum stances which corns under the Class C, and in 23 cases are involved circumstances which come under the Class D. Out of the 27 cases in Class A, in which are in volved defects Chet are inherent to the system upon which the traffic is conducted upon railways, it appears that in two cases the luggage placed on the roofs of car riages had taken fire; in 24 cases collisions between trains had occurred, and of these 19 were cases in which trains conveying passengers had come into collision with passenger trains convoying goods; four were cases in which passenger trains had come in contact with pas• senger trains; in one case a goods train with a goods train; and in one case a passenger train with a return engine unaccompanied by a train. The facts as stated above appear to point to the principal defect in the system, viz., that merchandise and minerals are con veyed over the same lines of rails that are used for the conveyance of passengers. " One remedy for this principal defect of the system would be the addition to existing railways of' lines to be used exclusively for the heavy traffic of goods and mi nerals. This would mitimate the evil and much reduce the chance of accident of this nature, but would be ge aerally inapplicable on account of the vast expenditure that would be requisite to carry it into effect, and, after all, it would only partly remove the chances of collision, which would remain, to a certain extent, so long as pas senger trains traverse railways at different speeds. Another remedy that suggests itself is the separation of the two descriptions of traffic, goods and passengers, and conducting them at different timee, This pre 'tice has been adopted to a great extent on many railways, the goods being conveyed as much as possible by night, so as to interfere with the passenger trains to the least practicable extent, The third remedy that suggests it self is, that all trains, whether goods or passengers, and all engines which traverse railways, should be worked to well-adjusted time-tables, and that puectuolity should be enforced. In twenty-three of the r eeidents es to which inquiries have been instituted it hes been aver tamed that the trains have b en unpanctual or irregular as to time. In twenty-one of the collisions it appears that irregularity of the trains was one of the concurrent causes which tended to produce them. Upon considera• tion of the reports it appears wonder:Jl that more of these accidents do not cccur; for it is recorded that in some instances goods and mineral trains are sent along railways under the direction of engine-drivers whose only instructions are to preceed to the destination in tended for their charge, dropping trucks at stations where necessary and taking up others, without any in structions at all as to time, but with the understanding that they ere to get to their journey's end as bast they can, so that they deliver the goods at the required places. This understanding or instruction is, however, subject in most cases to certain generel regulations, such as, that no train is to follo w a no th er w i t hi n a g i ven t i me, and that goods trains are to be shunted or moved off the main line when a passenger train is expected within a stated time. Experience, however, shows that these re gulations are not sufficient, and the principal guarantee of safety when the traffic is conducted on this .system is the vigilance and superior intelligence of the drivers and persons to whom is intrusted the conduct of the trains. "It is found on many railways that a large proportion of the goods traffic is as regular and capable of as much exactitude in respect of time as the ordinary passenger traffic. There can be no valid reason why goods traffic of this regular nataro should not be conducted upon the same principle as the passenger traffic, with carefully adjusted time-tables and with punctuality. As to other traffic which in addition to the regular or ordinary traffic, and is of a more fluctuating nature, including goods end passengers conveyed by what are commonly termed excursion trains, or special goods trains, it may be well ques tioned whether a general instruction to an engine driver to proceed on his journey to his destination, taken in conjunction with the regulation above alluded to, is a sufficient security to the public that the traffic will be conducted with a duo regard to the safety of the tra vellers conveyed by railway. " It is to be observed that an improper use of the dis. cretion allowed to the driver not only endangers the safety of the train which he himself is conducting, but in a greater degree that of the treins in izont sod tear of his own trein. It might be impossible 5 provide a time-table for these trains for any length of time before the trains aro run, but it is worthy of consideration whe ther the responsibility as to the hou.e at which trains ere to pass along each railway or pai of a reilway in either direction should not Us placed upon ono person, who should be a responsible officer of the company, without whose permission no engine or train should be allowed to pass along the railway." The report then states that the occurrence of a-el dents to an excursion train on the Great Western Rail way, and to a train on the North-West nni Be'lway at Bicester, had led the Cemm'ssioners to urge upon the directors the great necessity of working their excursion traffic with the utmost regularity. The report then went on to state that, independently of the absence of Crne tables for gocds and mineral trains, which existed on many lines, another circurnst taco which tends elike to produce danger that when time-tehles are pro vided, the trains are not worked with punctuality to the times denoted in them. This want of punctuality may arise from sseeral causes:— •1. From an improper arrangement of ftie times in the tables, either from not taking suffieiently into ac count the character of the lice it ;elf or the detentions to which particular treins are subject at per - cu'ar stations. The remedy in this ce es csn always be applied by re-ad justing the time tables expel:mentally, until they suit the conditions of the line and regyirenacatc of the treflic. "2. From the motive power not being sufficient to al low of the appointed times being kept. The deficiency may arise either from the excessive weight of trains or 'om atmospheric causes, such as damp rod fres'. by which a bad state of rails is induced and the r ihesive power of the engines diminished, or it may arise om very bois terous weather. The remedy in this case is equally es, dent, no engine should be t: deed to do more than it has adequate power to do with cetlainty at ell times and in all ordinary conditions of weather. " 3 . Want of punctuality may al:so from purely acci dental failures of inachinery, each es the feactere of some part of the engine. These causes of delay apperr to be of comparatively very rare occurrence. "It only remains to advert to the cries in which in attention to regulations or carelessness of the servants of the company are involved. It would appear that in 23 out of 41 cases, into the circumstances attending which investigations were made, considerations of this nature wore involved. " Those may be divided under two distinct denomina L tions:— , " Ist. Occasional—Those caused by inexperienc© or carelessness of individ " 2d. Habitual—Those caused by general inattention to regulations on the part of the servants of the com pany, exhibiting, as a natural consequence, a laxity of discipline throughout the whole management of the railway. " Oa this subje c t, as t o w hi c h it is very difficult to give any accurate statement, and to separate the two classes, it appears that there is much ground for appre hension that on some re , lways the disregard of regula tions is habitual, and the gene& discipline lax, .rom the fact that breaches of the rogulations issued by the direc tors of rail wa y compan i es for the guide ice of their ser vants are of very frequent c iurrence under the imme diate supervision of the superior officers o: the railways, and in which many of them participate, or of which at any rate they are cognizant. This may be induced by the regulations themselves not being very explicit, ii appears to have been the cc le in some of these acciden", as, for instance, the collision that occurr^d or the Eastern Counties Railway at Ponder's-cne, on the Bth of January, 1851; or by defect've sup lrvision and insp -!- tion on the part of the railway componies over the;- servant?, such as would appear to have been the cese upon the Midland Railway, as shown by the accidents, the reports end correspondence relative to which are to be found in appendices 4S to 53. Discipline upon rail ways is of the greatest importance, both to the public and to the companies who are subject by the occurrence of serious accidents to great losses, and to the payment of compensation to injured persons; but, notwithstcadin; the direct interest which the companies thus have in maintaining discipline and enforcing the regulations which they themselves have considered necessary for the safe conduct of the traffic upon their lines, it has been the duty both of the Commissioners of Railways and of the Lords of this Committee, to linker - Wert in some cases , in very pointed terms upon the neglect of these regula tions. It is a subject to which it is desirable that the attention of railway companies should be especially called, both as affecting the safety of the public and the profits of their undertaking, as the only security the public can have in this respect i 9 in the companies themselves, who alone have the power, by the adoption of carefully con sidered regulations and careful supervision, to enforce an efficient state of discipline. "It appears advisable, in considering this questior, that some few obsery toons should be made upon a pro position which is considered by many as holding out a prospect of obtaining a greater degree of safety upon railways, viz,, to prescribe en interval of time to be ob served upon all railways between succeding trains, e^ -1 which should at ell times bo strictly entorce This proposition has been adopted on some railways, but does not appear alone to afford a sufficient seem ay for the safe working of a railway. The object to be gained in fixing an interval of time between the trans following each other upon the same line of rails is, that upon an accident occurring by which the stoppage of a train is occasioned, and the line of railway obstructed, there shall be sufficient time to admit of a signal being sent out to protect the rev r of the train that is stopped. This time must depend en the nature of the signal. In fine weather a light or a flag is employed, according as the necessity for its use may arise, by night or by day, which may be seen fur a considerable distance, provided the view be unobstructed either by curves or objects in the vicinity of the railway. In foggy or thick weather a detonating signal is attached to the rail, which, upon being expl6ded by the passage of an engine, gi ves a loud report, and thus coinmunicates the required signal d i i t t i oins theiruad e r d uty which t o to the driver. This latter signal requires that the man extent e t eod thoooff whose duty it is to fix it u sh r o o u n ld th a e et p u e a o ll p y le h i R T : h O ec arrived hdai rsgtaen distant© the place where the signal first becomes available, and i s therefore the most u a nf s a ig vo n u a r i a t b o lo st c o o p n , signals can be applied. the train receiving apply the means provided upon the train, for arresting its progress with the greatest alacrity. to be traversed by the train before it will co d m e will depend, first, upon the alacrity with which rest means are appreal,alasond,insteocoenodnlsyi,deura7l those means as compared with the vveir:rihotninhileih must be the train, taking inclina tions and curves upon the line, and dition of the weather. The distance, therefore, the from any obstacle at which a signal iveninord l e e r to secure the safety of the UalEc requires to b e ocer tained with reference to each railway, and the weight of engines and trains in general use upon it, the speed at which they travel, and the means for arresting their progress provided upon each train. " The intervals between succeeding trains should be made up, therefore— " 1. OE the time consumed in stopping, the first train. " 2. Of the time consumed by the guard or man who is responsible for applying the signals in going out to the required dist a n ce w i t h t h ose s i gna ls. This time, in a case in which considerations of public safety are involved, ehould be determined under the most unfavourable con ditions in which the signals can require to be applied, such as a dense fog. A liberal margin should, moreover, be allowed in each consideration in the interval so cal culated, which will seldom be less than 10 minutes, and may be more. Upon railways where the means provided for arresting the progress of a train aro very powerful it might be reduced. "Few companies adopt a less interval than 10 minutes; all, however, have rules by which it is imperative up in their servants to exhibit at all signal stations the danger' or ' stop' signal for a certain interval after the passing of every train, so as to prevent at each of these points, which average a distance of not more than three miles apart on all the railways in the kingdom, a dimi nution in the interval considered necessary by the ma nagers of the railways to be maintained between the trains. In any regulations of this nature, as in all others that may be adopted, safety would still depend upon the vigilance of the servants of the companies, and the effi ciency of the machinery. " From these considerations it appears manifest that to prescribe a certain fixed interval of time applicable alike to all trains, taking the responsibility out of the hands of the companies, would be improper, as each lino with its gradients and curve., and the train arrange ments in force upon it, would require separate conside ration. To enforce upon all companies a uniform regu lation in this respect would, moreover, be unjust; for upon a line of light traffic, where trains do not succeed each other with great rapidity, fewer servants may be employed upon the trains, and fewer breaks used for stopping the trains, a longer interval of time being adopted; whereas upon a line of heavy traffic, railway companies may find it in their interest occasionally to statio❑ men within signalling distance along the line of railway, in order to save the time consumed by a guard in running out with and placing his signal when his train shall, from any cause, have been obliged to stop. The prescription of a minimum interval, as deduced from a line of great traffic, would tend t 3 diminish ra ther than increase safety in travel'ing, as it might lead those companies which do not use the precautions em ployed upon the line of great traffic to adopt the mini mum interval without examination of the data and de tails upon which it was founded, and so relieve them, in a great degree, of that responsibility which should attach to them. "Probably one of the best means that can be recom mended for promoting the safety of the public upon rail ways is an extended use of the electric telegraph, by means of which the traffic upon a railway may be so worked that no two trains shall bo upon the same line between neighbouring telegraph stations at the same time. All lines do not possess this adjunct to their es tablishment, which requires a considerable outlay of capital and a large establishment of clerks. Upon some lines the telegraph stations aro not sufficiently near to one another to allow of its being used for this purpose, so that although the use of the telegraph may, no doubt, be very much extended, its adoption upon all lines, and its employment in the meaner here described, cannot be enforced. " TRAFFIC. " A detailed analysis of the statistics of traffic upon railways having appeared in the last report of the Com missioners of Railways, including the traffic for a period of five years, I should have considered it unnecessary to present any analysis for the present year; but consider ing the gl eat event of the Exhibition of all Nations which took place in the year 1851, and which must al ways render that year remarkable in the annals of this country, I have thought it desirable to give a short state ment of the traffic upan railways in that year, which has been, us it would appear, materially affected by that important e►en` " It appears that tho number of passengers travelling on railways in England and Wales, which in 1850 amounted to 58,514,435, reached 70,471,179 in 1851, showing an increase of 20 per cent., while the receipts from these passengers rose from 5,888,6031. to 6,952,6121., being an increase of 18 per cent. The mean length of railway upon which this tavffic was conducted had in creased in the same r ,riod only 6.6 per cen" It appears that in the preceding years, for which returns of traffic have teen prepared, the average annual increase in the length of railways in England and Wales had been 21 per cent., being more than three times the rate of last year; and that, while •he average number of passengers has increased annually 11.03 per cent., the receipts from passengers have increased 6.4 per cent "hence it would appear that although the railway communications in England and Wales have in the past year increased at a rate much below the average, being about one third, the number of passen gers has increased at a rata nearly amounting to double the annual average, and the receipts derived from them at nearly three times the ordinary rate of in crease. The number of passengers in the last year has exceeded the number which would have been conveyed by railways, it they had only increa.::d at the ordinary rate, by 5,502,602; and the receipts :om them in the same manner 687,1381. This increase is in a great mea9ure to be attributed to the vast extension o 'acilities for travelling afforded to the public by means of excursion trr'ns, which in 1850 had received a great impulse, but was developed In an extraordina'y degree in the past year. "If the same reasoning be applied to the treffic upon railways in S - totlend it w'tl 1 • seen that the mean length of railway open for traffic dyeing the yeer has increased in about the same ratio as in Engl-ade-vi7 , 6.2 per cent., while the number of passengers hca only increased from 8,841,191 to 9,286,313, or 4.9 per cent ; ;aid the receipts from them from 600,082/. to 622,5494., or 3.7 per cent. This increase is considerably below the ave rage obtained c.'om the treffic returns of preceding periods; but as the average annul rate of increase of ra• ways open for traffic in Scotland, as obtained from those retinas, was very high, being nearly 32 per cent., it would not appear that any very accurate deductions can be made from a comparison with their It is to be observed, however, that the results are very striking as compared with the previous conclusiors respecting Eng land and Wales. " With respect to Ireland, the results of the passen ger traffic are of the same nature, when compared with those in England and Wales, es in Scotlenel, The mean extent of railway over which it was varied has in creased 12i per cent., while the numbers conveyed have only increased from 5,495,796 to 5,633,603, or 2.5 per cent., the sums receie- I from them having risen from 339,076/, to 365,603/, or 7.8 per eee "The receipts from goods nave incrececd during the year, but not in such a marked degree as those from pas senger- In England and Wales the sums received for the transport of goods have risen from 5,480 771/ to 6,044,1834, or 10.3 per cent ; in Scotland from 721,176/. to 814,0531,, or 12.8 per cent.; in Ireland from 174,959/. to .98,4594, or 13.4 per cent. This augmentation in the goods traffic has been in each me in a higher ratio than can be r 'counted for by the increase to the rail ways opened for its conveyance, although it has not been Comparatively so great as in former years. " The general results of traffic over all the railways in the United Kingdom show that the aggregate number of passengers conveyed in 1850 amounted to 72,854,422; in 1851, to 85,391,005 ; being an increase of 12,536,673, or 17.2 per cent. The gross receipts from passengers in 1850 amounted to 6,827,7614; in 1851, to 7,940,7644; showing an increase of 1,113,003/, or 16 3 per con'. The gross sum received for the transport of goo Is amounted in 1850 to 6,376,9074; in 1851 to 7,056,695/ ; showing an increase of 679,7851., or 10.6 per cent. " The gross revenue of all the railways, ei:sing from traffic of all descriptions, which in 1850 etriouuted to 13,204,668/., amounted in 1851 to 14,997 4591, or very nearly 15 millions; showing an increase in the receipts for the year of 1,792,7911, or 13.5 per cent." The report stated, in conclusion, that the Commis sioners had found it unnecessary to continue the legal proceedings instituted to enforce their order requiring the Great Western Railway Company to complete the Oxford, Worcester, and Wolverhampton Railway, as the company established for constructing the latter railway would be enabled to complete the undertaking from their own resource:. THE COUNTRY MARKETS. WAKEFIELD, AUG. 27.—With fine weather, harvest is going on favourably in this district. The market to day is fairly supplied with wheat, amongst which there is a sprinkling or the new crop, to which millers pretty much confine their purchases, at prices ranging from 40s to 463 for red, and 47s to 52s for white; we make no change in the value of old. Oats and shelling sell slowly, and are rather lower. English beans are scarce, and rather dearer. Grind; ag barley is held for full prices. New. Old. WHEAT, per qr. 601bs per bushel:— s. s. s. s. Suffolk, Essex, and Kent, red ... —to 43 to 45 Ditto, white 46 50 Norfolk and Hunts., red ... 40 —42 Ditto, white 45 48 Lincolnshire and Cairbridge, red ... 42 Ditto, white ... 45 47 Yorkshire, red „.. 40 —42 Ditto, white 4 5 48 Dantzic and Konigsburg, white _ 41 —4B Lowerßaltic and H 38 42 amburgh, red... Mediterranean, red ... 33 33 BARLEY, per quarter of 8 bushels:— Grinding per 30 stone Foreign ... .... .-..... ~..a 24 -- 26 - --- 24 --- 25 •• •• •• ••• BEANS, ner qr.• 631bs • to the bushel : Small, nne Ticks •• Foreign ... OATS, per stone:— Mealing —d to Feeding —d to d d 10 1d d to o 1 1 2 1d d Forei gn —d to 2 d no iod to lid 7 — SHELLING, per load of 2611 b ••• BIALT, per load of 6 imperial bushels 38 4 1 PEAS, per Imperial Quarter:- - Blue and white boilers Grey and Feed -- -- -- 33 --- 35 ••• ..... - ..... 32 -3 4 ••• ••• ... ... ... ... ..... -- -- 29 -- 32 ••• • 30 - 33 •• ... 23 -32 -- ..... -- -- ..... ...Mk ARRIVALS. QrS• 12, 224 863 Wheat "' Barley ••• ••• ''• l 9; Oats ••• "' 210 Beans... —• "" 106 ather more T a res ...• SUGAR • MARKET, AUG, 27.,_,R BRIsTOL btni i nu " h as been done in our market thi s week. but prices show no s i g ns of impro vement. Refined is in better demand at firmer rates. Ruin h as b een only spa ringly dealt in, but prices continue firrn.—Br istol Mercury. NEWBURY, Ana. 2 6.—Sinoe Friday th o weather has been fayourable for the in-gathering of the crops, and Qrs. Rapeseed ••• • • she lli ng ••• ••• •••• 369 Linseed Malt ... Flour "' great progress has been made in clearing the field% day we hitve only a moderate suKily of wheat, abk, fourth flirt consistin; , ' of the new growth, which is of different quality, and worse condition; this led to demand , being nearly congaed to old, which fully 5 .- lan rates; whilst the new i 3 a drug, and ranges 363 to 443 per quarter. In spring corn, althoug h WI a little new, the supply is but moderate, and late have been about supported. LIVERPOOL, AUG. 27.—Several purchases of Amer: done were made by speculators, on IVednesday, at prices., but with more favourable weather since the leis and dealers have been cautious operato rs, and this morning's rnarkot the business transacted whe t rate, and at a reduction of Id per bu,hel on whet" 31 to 6d per barrel on Tuesday's quotations. There no alteration in the value of any other article of grain trade, with a limited demand generally. EXETER, AUG. 27.—Cattle Market—The market well supplied with both cattle and sheep, and many changed hands. Prime beef, 8s 6i to 9s; inferior, is 6d to 8s per score; barreners, 4s 6d to ss; cow s calves, Si. 85 to 12/ 126 each. Butc hers' calves, 4ia sd. Sheep, ewes, from hid to sd, wethers, 5d to lamb, 6i to 6id per lb. Pork Caresses—The 64 was a trifle larger than last week, and prices about same—from 7s 6d to 8s 6diper score. Pallflif!"--u 43 poults, 53 6d to 63 6d; geese, 53 to 63 each; ranks , , , ss; fowls, 2s 9d to 3s 6 d; pigeon s, is 9d per eo grouse, 7s to 88 per brace; le ve r ets, 2s 6d to 3s 6d; bits, 10d to is each; butter, 10d to lld per lb; egg s ! to 18 for Is. Corn Exchange—Primo old wheat offered at 63 6d, which in some instances was obtat the price ranged from 5s 9d to 63 6d; new barley. 5 , new oats. 23 6d; old ditto, 23 9d to 2s lld per b3u. Fine flour, 36s to 383 per sack. Wool —The top is Bd. DENBIGH, AUG. 25.—Several samples ricrs of new were exhibited, and proved to be very fine. from 133 6d to 14s new wheat, and 14s 6d to 15s for Barley and oats at last quotatio WREXHAM, AUG. 26.—Nevvn. wheat, per measure 751bs, 6s; old wheat, good sample. 6s to 63 Bd. toes in limited supply and little ad vance in price, measure of 9 Olbs, 2s 4rl to 2s 6d. Ducks, per 2s 4d, 2s 6d, to 3s; butter 9:3-d to 10d per lb ot 18 ot Rims, AUG. 26.—White wheat ss9d to 6s 3d, red ditto to 6s Od, ditto new, 5s 9d to 6s ; beans 45 6d to 4s 9d bushel; barley 003 to 00s; oats IBs Od to 235, new ditto to 23s 6d per qr. WrmaRRY, Auc. 96.—White wheat, 175 Od to 18s ficl, ditto 16s Od to 17s Od per load ; barley 005 Od to 008 Od • beans 15s Od to 15s 6d per load ; oats Ild to is per sto: KNAssEssoison on, Auc. Wheat 6s 6d to 6s 3d ; 4s 6d to 5s Od per bushel; barley 29s to 31s; oats, 193 to per qr. INVERNESS, Ana. 2-I.—Wheat, per Lir weighing, ' per bushel, 38s Od to 41s Od; ditto, o ld, wei 6t. ghing bushel, OOs Od to OOs Od ; barley , per quarter, we's 541 b per bushel, 25s 6d to 26s ed ; oats , per quarter, we i g' 421 h per bushel, 17s Od to 18s Od. Oatmeal, Per iT I boll, 15s Od to Os Od; ditto second, 195 6d to 00s brae, Od; Od; meal, lie 6d to Os Od; peasemeal, 15 s Od to Os stone, Os 7d to Os Od ; first flour, per 2801 b., 34s Od te 35 . s second ditto, 27s Od to 2lis Od; oatmeal, best, per stone ii imperial, is 6d to Os Od; ditto second, Is 5d to Os Od ; 1 1 meal, Is 4d to Os Od • peasemeal, Is 6d to Os O; firs 2s 6d cash, 2s 9d credit ; second ditto, 2s Od cas h ' ''''' d, y o u dit. Potatoes, per stone, 4d to Od ; beef, pe r to 6d; veal, 4d to sd; mutton, 4d to 6:1; pork , 3 a .f u , fowls, each, 10d to 12d; chickens, per pair, lthlto 12 du` ~ each, Od to Od; eggs, per dozen, 6d to Od; butter , l„i' d 9d to lod per lb ; ditto, salt, 8d to 10d • croudie (curs) , s , Od; four-pound loaf, fine, lel to 6d ; 'ditto soloed, 4to " 1 ! coals, per cwt, 9d; hay, per stone. 8d to 10 . ' d t THE CLOTHING MANLTFACTIJBeSen meek .. 4. FOREIGN WOOL, AUG. 27.--There 11S5 b paratively little business done during the Past time either is foreign or colonial wool, but prices con very firm. OOL, LEEDS,AUG. .. 41,...... ENGLISH W L A 9" Thera haisothhei: a fair amount of business done in combing and c wools. Prices are quoted the same as last week. q ui l t LIVERPOOL WOOL, Atm. 26 —BusinesS iS ,0 ,, without change in pricee. Imports for the rl t boo consist of 40 bales Italian, 74 bales Peru, 9' Alpaca. 'I shell Yoit WOOL, AUG. 26.--We had only a to, a : h w d of wool at our market to-day, two-thirds extremeww° moor wool, but in consequence of the Pvirojewl asked, a few large parcels remain on hand. Le n g d „ continues at the same price as ou the last market dad '• ell nu . s' TRADE OF LEEDS.—ID the cloth-halls nandstocks- tf ness has been done during the past week, , ~,r all kinds are on the increase, and held for rather plg", rplace'. Prices than were similar goods which they -i n v iol This is owing to the advance which took Plac e 0 ye r,r at the London sales preced in g those which morer bus' recently closed. In the wa rehouses, a 11"i° or Of) ness has been done during the current week than or three weeks previously; but business bas been 0 Y means brisk. xtensie RADE OF LECESTER,—There is a very e- business doing in l all branches, and great difficulty is ya ... perienced in getting the hose seamed up. The market is not brisk , but as wools fully sysaiatns their price, the spinners hold stock with confidence. . sum ßß m A e E d F u O p ßD in , AUG. feww 26.d—s,The state of trade here MS)! t D . 4 or no profit to merept" P th ie e nt al Y e o r f e b h u a nsitnge • ss,Pbriuctesil V; pieces were fi also for yarns used in the 11,eil trade. Yarns for export were les s in q uired after. LN ton warps obtained an advance. `TRADE OF MANCHESTER., AUG. 2 6 .— T There - i3 lIC P pciruoidteueseorms much hill businessh ol s, ;• , in re te e r d s runs upon 6do fr oe d re doing, nn2g6, inch,advance. but price 66 r Theeed2, s 7 t e i pa demandde ; fi n : ' ? p eoraelsiso also firm, a good d ti adegmoosdnd tfloermpernidn.tii3lgn:Januf,t f, pollanis there 71 export to Brazil. For India and China shirting age ar a b qualities and 66 reed, prices are steady, and °e ns the kinds most in requisition. For T cloths, long e ''' -. ur Y ar and domestics, there is not much change. F generally. thero is rather a large demand, The prig valuetracle c o o f n e t l i o n t n h e , s rather active, and owing to the raise d ,`ine, but fromPaLstetorneks m a il; be had at de f a s ir o c Lo r e t r o : l in tis ns. The market appears generally to clisph'Ye g. healthy tune, and a fair amount of business hag b e ki done during the week, but not equal to that of last w t e t e of k e l TRADE OF NOTTINGHAM, AUG. 26.—Tho fanci,,e,°bests bobbin-net continues on the whole to improve, bat ' and is a variation with different firms. The worktner! l b machine owners, convinced of the want of stamin a ' D ne pr • strait down nets, have been scheming to introduce s, 1 ;W mesh, which, without traversing the threads,sball poi' the ordeal of washing. The object, it is said , 1159 e been effected by the manufacture of an article terraho blondloy, which is the firmest not yet made either ha r t s machine or cushion, and which, even under the 13 2,,,1dt cope, has all the appearance of a traverse round-,°""use= it sucsced, it will cause a new era in the g nisch° lace' trade. The black silk and silk lace trade geserellitjl d sl u o l w l, ly ha im ve p a ro s v h iu s g d . o im Th pr e ov c e u d r . tai T n he br T an e c k h l e e s r , e t u h r e t tl a g ibo : sr s a - r i ci e rapidly improving—the French have . not yet era". o - 0 . -14 0 e 0 in this manufacture. Velvet is slowly progressl " s ur bobbin-net and warp-net, and it is rephoarstead throaatrfirsval-00. Keenan, of Rue Amsterdam, Paris, ll making velvet. The cotton hosiery trade, in neap, ' but tho numerous branches, is in a very fair conditri NO the silk hosiery trade, which once employed marl ' frames, is nearly extinct. - 13s 6d ,T.—YESTXRDAT• the close o: the market :•:- 55 a Elaswell ...... .. ......... ~1 5 5 oi Lambton . ............ • A nr i 15s ~,.. Russell's lietton ..•••• 155 6d lelmont ............ : ... .. Stewart's •• ••• •••• '. 1 4 5 3d Shotton ............. •..• 145 O d [Ryon Lyons Mani.... i _,5 pd .... • .) Lie Hoe .. ......... ' 143 3d South Kel loe ............ . . 3 i , d Brown's Deanery ...... ! I ,_ ',' d Seymour Tees ...... .. Ir a fees ..... •—• ........ ""' 1 3 3 6d 14$ Od Elgin ... - ................ 2 0 5 Od Elangennech .......... Nixon's Merthyr /11101 2., ~, Cardiff ...... ... ...... ,_1 ou,i' Ramsey's Cannel .••••• .Jos ICO. ..... gold, E 3. 311ANGE.—Foper. .... "•••••:•": s o 674 Gibra itar.• Leghorn •• " ••••:,•:. 2 5 6234 yentee•• "•••• ''.'..... 414 Naples ••••".. ... 1234 Palerroo, per oz • • • • . or le oob s rj s ot in nio i s .ei ... r.. 0.......................... ........ I: s__ .....3 3:i Buenos Ayres .. ••• • _ • New York, 60 dayleSigt t --- Philadelphia .• .• ••• • •• ~... ratozs of BULLION, rza v.. Foreign Geld in bars •• .., -c3 17 9 Portugal Gold Coin •• 0 0 Spanish Doubloons •• 00 4 135, New Dollars .. •• .. 0 4 10 ,4; Vver in bars .. •• .„ .. 0 5 o;9s xi .......___2l/.. throw A g MER " A 4 us Bra tYY, ty7 r lth th, Ir !ic ir o n), - . 0 . (1( ty cdp By -1,7. r. Cri road t A*P . ,,• Of g i. il ;:r r e i (l ' tt at etasic ARG ' ii &XR ...----ti t aut Cou r t cid% nil . , r Th.,„ t 1 G II E % I , abouN i 1 3',1%tr, the It a is of I P real . our in tt d to to A ee c , 4l l, d er of t et, --',. Th suppoP a eni ng. ges frill ' $g t , I we bake to • '-'3' al late rat? ittu p l e u r! en wt Stock B°l.tlaYo stock fc by ~,,Sliall ha tiaat;7 l7l ag, 1 thi 4 4 ' 'f the @,_,eath of ai 'ncie nds , —__________ , L4 s_ R E „ " , t ail ' h ili ses e a a rn e nt rt in do i l ‘l s :' : , il roi i! There WO Zicti le of the e ll , h °e Is 11, e reed-y e trket oill ian y 101 l --__________ i o r, from THE E‘ 3ows o' d ~ Th e ~. 'taang , o cool i n to siii; ' k ruerit f' D SUPP:I ?r "Pee'O °r . P b t : blithe d In about the , obtai n ' _T u rkif ‘na m . ed t -NI s J o , 4s CO 4. Alav 7 cu upre; 6d; rJb . 16 4 It E eggs, , beat w li On il t A A, III . II OXL, ()Win d; li ar I ngtnn i 1 . 3s 41i f,„4:_liridg, r bushe l ' tet,;,'l f i, To x t i t . ror d. I lop Pr ig° ' same, PW Wiitlit ices we re -Wi " tto „ s for 0 k i ' th eaterA i e 1 4E1 •. . . easu re )f X xe ;`" ll -ron, ~,,,,`e , i. Po a" • I, ,..n at j a ' • • e, ill f'? nice, , Th e .t. •• t, -z eur • c oupe, Ic!,,z:s p —lte n 8 o unc , e. Stano h re et, ditto 5s Od it „ •_. Th 45 9d 1 r 4 `ticui e ' 01 t i a ,„ ars , ditto 21e ..........7& e „ i 4 E per i 1 r,,,; t —. . . vti ° 4 , l S EC u u lc i t tone. k ~,., ~ ,,,,,_ kl ; beaf,..* f Zob ~P 19s to 2/P, , -mat' 44i:-past L ing 62 1 b To B, 621 b pe . r „„ T o u ~n e t —I we igh isif aced fo Xell weigbill 11110 e r an th o e n ( : r imper tilj t ekets , i ; barlei' e 269 5 i - ,. , •-_______ , .._2 . brau, PO to 35e od; BET' u e of 1411 ma th, b rh e h barley.. Ve nt ,. eSt c first flour, Li ar zee di '2,5 4d Cr v •er d 4 ,1 v, l , a n s e t 3w i e ot i f e s 'owl , . i. 3 sold • d to 4 0, '4 4,, tti ro , ! t i ; duck's , a lr , -, in pi, er, fr esh ' ' k il l at th e dS), d;2 tw o es and 4d t° 5 gall ..............La s 1 itt r, COP 1 , MARKS' Prices of Coal per ton at 1 North Percy Hartley 13s 9d New Tanfield New Pelton Main l2s Od lavensworth'sW.Hart 14s 9d Tanfield Moor Tanfield Moor Lutes— 12s 6d Whitiredge's W.Hart; 14s 6d Wylam _ l3s 6d Wall's End, &c. Brown ero -- sforth l 3 -; 9d- Harton Hedley Lawson Peareth (tins.) Eden Main Braddyll Hetton Ships at market. COURSE OF EX( Amsterdam 19• U Ditto, three months 12 1% Rotterdam 12 1% Antwerp 25 52' 7 7 ..... . 25 52 . i Harnburgh , .......... 13 9h l'aris, 3 days'sight .... 25 32%1 Ditto, 3 months .... 25 52 Marseilles ............ 25 5214 FranklortonMahaa.. • • 121►, 83r1in..• • •• Vienna, effec. fie •..... 12 2 Trieste, • • .... 12 3 retereburgh .......... 37 .•••• 1 4 ➢iadtld • ••• • . 49 3 Cadiz ................ 49 Barcelona ........ •• •• Seville•• •• •. •• •• •• •• FADVERTISENENT.]--TIIE EARL OF ALDB0g01:11,1' AND HOLLOWAY'S PILLS.—An astounding cure by this miraculol medicine, niter every other means had failed. See extract from ill Lordship's letter, dated " Villa Messina, Leghorn, Feb 21, g 8451 Professor Holloway—Sir : I beg to acquaint you that your pins hae & fected a care of a disorder in my liver and stomach which all Winos! o° . em i n ent of the fa culty, at home and all over the continent, bad been able to effect; nay, not even the waters of Carlsbad or 3 1 1; zlenbad. (Signed)o ALDSOBOUGII." These wonderful pills Yi';" cure any diEcase f the liver or stomach.—Sold also HolloWaY! ointment) at Professor Holloway's Establishment, 2 44, Strand, sli'' by all ma diain ,, veadiara throughout the civilised worl d. ~....____ "! _.!-- BIRTHS. OF A SON. On the 26th inst., at Woolwi c h, th e w ife of IL j. Tribe , E sq ., Royal Marines. On the 25th inst., at Brook-street, Grosvenor-square, 111° wife of Hera/ Knapp, Esq., of Upton-park. OF A DAUGHTER. On the 25th inst., at Bloomsbury Rectory, the Ilon. M rs ' Blontagu Villiers. O th n the 26th inst., at Devonshire-place, Portlend-place, wife of J. L. Elki Esq, MA.RIiIED. On the 24th inst., at 13rompton, Yorkshire Whitehall pod, , Es(., late of the 6th Dragoons, only son of J. W. Dod, Esq , hter EP., of Cloverley, Shropshire, to Emma rilatilda, daug , , of the late Lieutenant-General Sir 11. M. Vavasour, Bart' of Melbourne and Spalding, Yorkshire. -..--- - DIED. Oil the 21st inst., at Undley - hall , Lakenheath, Suffolk/ aged 58, Thomas Waddelow, Esq. On the 20th inst., at Bedford, Mrs. Smith, aged 04. On the 23d inst. , a t Richmond, Surre y , Mary, second daughter of the late John Gimingham, ESQ., Walworth. On the 24th inst., aged 69, Frederica Louisa, relict of the late John Thompson, of Esq., the Adelphi. On the 25th inst., the Bev. Peter Ewart, rec tor of Kirk lington, Yorkshire. garet, On the 24th inst., at Rickmansworth, Hoes, Mar wife of Thomas Weal, Esq , late of Beddington, Suffol k. i London: Printed and Published by Ml7lOO YOIJNO , of No. 1 12, S trand, Printer, at The Sun Office, No• 112 Strand, in the Precinct of the Save. iil the Maar of s.gitux4itYl Aintuit 28, 102. Adgt i .., h 447 11 414 zo - ,7 1 kr, A th t titt