The Sun. — London, England, 1846-01-05 00:00:00

RA►,ILWAY INTELLIGENCE, THE NARROW GAUGE. Yalta, Sp..Ttifto4Y.—The experiments of speed and tractive poWet on the narrow gauge were brought to a close yestelltiy by the running of two heavy trains—the one weighttai with 200 toes, and the other with 400 tons. The party accompanying the trips has gradually become less and less, and to-day it consisted only of Mr. Bidder, Mr. Gooch, Mr. S. Clarke, Mr. W. Harding. and Mr. Calry. I was informed by Mr. Bidder that Professor Airey had returned to town, but that we should have with us " one Commissioner." Professor Barlow, how ever, did not make his appearance, and the train started without him. It consisted of about twenty trucks weighted with iron rails, and with one first-class carriage attached. The whole weight was 200 tons. The engine selected was the Hercules, belonging to the York and North Midland Company. She is a very powerful engine. The area of her fire-box is 60 feet; area of tubes, 900 feet; diameter of cylinders, 15 inches; length of stroke, 24 inches; diameter of wheels (all coupled), 4 feet 8 niche.; weight, 20 tuns. The arrangement was that stoppages should be made at every station, in order to show what might be practically expected as the every day work of an engine on the narrow gauge with a long and heavy train. These delays, however, proved so tedious, that, after calling at six stations, the arrange ment was abandoned, and the remaining stations were skipped. We left York at twenty-six minutes and ten seconds past nine, and arrived at Darlington (forty-three miles) at twenty-six minutes past *melte. having been two hours, fifty-nine minutes, and fifty seconds on the road. From this time however, 40 minutes and 29 seconds taken up by the stoppages, must be deducted. This reduces the time of actual progression to 2 hours, 19 minutes, 21 secends, being nearly 18} miles per hour. Including the stop pages, the rate averages something more than 14+ miles per hour. Had stoppages been made at the remaining stations of Northallerton, Cowton, and Croft, it is fair to presume that something like a further delay of 12 minutes would have been the consequence ; and taking that into consideration, a practical result is shown of an average of nearly 13i miles an hour. The waximum speed attained was one mile in 2 minutes 25 seconds, or nearly 25 miles an hour. The day was calm, and well suited to elicit the best speed. It must be added, how ever, that this train proceeded against the prevailing gradients, as will be seen from the table annexed. Dar lington is considerably higher than York. After some delay at Darlington, a great many other trucks were added to the train, the length of which was extended to 290 yards. There were forty-seven vehicles, trucks and carriages, and the train was weighted to 400 tons. This monster train left Darlington at fifty-five minutes past one, and ran through to York, without any stoppages, a double tender having been added to the engine, so as to ensure a sufficient supply of water and all the necessary auxiliaries. The result of this trip beine , somewhat re markab'e, th e s p ee d exce eding that of t he 200 tons train, I annex a table of speed similar to those which I have hitherto employed : Min. Sec.! Ist to 2 , 1 mile ... 4 0 '23d to 24th mile ... 3 1 2d to 3d mile ... 2 20 124th to 25th mile ... 2 50 3a to 4th mile ... 2 10 1 25th to 26th mile ... 2 50 4th to sth mile .. 3 30 26th to 27th mile ... 3 10 sth to 6th mile ... 6 20 I27th to 28th mile ... 2 50 6th to 7th mile ... 3 40 ,28th to 29th mile ... 2 30 7th to Sth mile ... 2 20 29th to 30th mile ... 2 40 Bth to 9th mile ... 2 10 30th to 31st mile 2 40 9:h to 10th mile 2 10 31st to 32d mile ... 2 33 10th to 11th mile 2 20 32d to 33d mile ... 2 35 11th to 12th mile 2 40 33d to 34th mile ... 2 50 12th to 13th mile ... 3 20 34th to 35th mile ... 4 0 13th to 14th mile ~ 3 0 '3sth to 36th mile ... 5 10 14th to 15th mile ... 3 0 ;36th to 37th mile ... 7 20 15th to 16th mile 2 40 , 37th to 38th mile ... 6 30 Nth to 17th mile ... 2 20 ,38th to 39th mile ... 3 30 17tIi to 18th mile ... 2 10 39th to 40th mile ... 3 30 18th to 19th mile .. 2 10 40th to 41st mile ... 3 0 19th to 20th mile ... 2 10 41st to 423 mile ... 3 0 20th to 21st mile 2 4 4 .13 to 43d mile ... 3 0 21st to 22d mile 2 30 433 to 44th mile ... 3 20 223 to 233 mile 3 23 Min. See The train reached York at 10 minutes 20 seconds past four, and the journey of 43 miles was thus performed in 2 hours 15 minutes 20 seconds, being an average speed of something more than 19 miles an hour. The maxi mum speed attained was a mile in 2 minutes and 4 seconds, or upwards of 29 miles an hour, whilst a speed of nearly 2S miles an hour was attained over and over again. This, taking it per se, is a remarkable result ; and the question naturally presents itself, " How is it that the average speed with the 400 tons train was greater than with the 200 tens train ?" This may be accounted for by the combination of three causes. In the first place, the very slight breeze that existed was in favour of the 400 tons train ; secondly, as there were no stoppages with the large train, the time lost in slacking and getting up the steam, previous to arriving at a station and just on leaving it, forms no element in the time occupied by the journey ; and lastly, the de scending gradients. I yesterday visited the spot where the accident oc curred which was so nearly proving fatal to poor Hob son, the fireman, and I am convinced, from the appear ance of the rails at that part of the line, as well as on °thisr portions, that the oscillation of the engine (in this case an inside cylinder one) must have been very con siderable. Had it not been so the chair would not have given way at this time, though sooner or later it must have gone. Hobson, lam happy to tell you, is now much better, and no danger is apprehended. These experiments having been brought to a close, it may be well to make a few observations on the mode in which they have been conducted by the competing par ties. On the Great Western the days for experiments having been previously fixed, on those days the trains ran, and with the trains in the order also which bad been agreed on. Mr. Bidder, on the narrow gauge, would not run en eighty -ton train when the wind was at all high, or the weather in the least unfavourable, and the con sequence is that the narrow gauge experiments were made under much more favourable circumstances then the Great Western experiments, as far as weather at least is concerned. Mr. Brunel ran all the tra ins which it had been previously arranged with the sanction of the Commissioners should be run. Mr. Biddle only ran one train, which could be regarded as a perfect parallel with any experiment made on the Great Western, but ran other trains of 40, 200, and 400 toss respectively, which hal not previously b3en agreed upon, nor run by the Great Western. On the Great Western the train was always brought to a stand at the firit mile post. On the York and Darlington the trains did not stop at the first mile post, bat passed it at speeds averaging from ten to fifteen miles per hour, so that time being corrected from the moment of leaving the first mile post the narrow gauge had an advantage over the Great Western in not starting from a state of rest. I nqw annex a table, showing side by side the speed att,i,ined on each line with the 80 tons trains, and in giving this table it is only necessary to observe that the grA:lients, in either ease very inconsiderable, are some what more favourable on the Great Western than on the York and Darlington—the curves on the latter, however. are fewer. As the distance traversed by the tir,at Western was 52 miles, I take, in order to make the cases as ptrallel as possible, the first 42 and then Vd mile. In each experiment the train was work inn on againcit the gradients, in the one case from P;idiligton to Dideot, in the other from York to Darlina•ton: Narrow Gunge. Narrow Broad Gauge. Guage. Time, Time, Time, Time, each each lost gained mila in mile in in _ in _ Pmaed the Ist mile- seconds. seco- , ds. seconds. seconds. post at 2 938 2 ••• 111 48 110 122 8 0 3 ... 213 18 go • • 118 18 4 ... 214 34 76 " 0 ••• 5 ... 2 15 52 68 .7 . 9° ... 0 ... 14 ,8 1 0 4 ... 0 2 7 218 25 74 7 5 •." 5 0 8..219 40 ... 75 68 7 ? 1 9 ... 2 20 52 ... 72 ... 68 4 ° 10 ... 229 5 ... 73 ... 74 0 ••••• 0 11 2 23 18 73 ••• 73 0 12 2 24 30 ... 72 70 12 ... 225 48 ... 78 65 ••• 13 0 14 ... 227 8 ... 80 ... 65 .. 15 ... 0 15 ... 228 26 ... 78 ... 66 ... 12 .. o I; 229 40 .•. 74 68 ... 6 0 17 2 30 54 74 ... 67 7 ... 13 ... 232 12 ... 78 ... 67 11 ... 0 19 .. 233 31 .. 89 ... 68 • . 14 ... 0 2) 235 0 ... 36 68 18 ... 0 1 ... 236 22 ... 82 ... 69 13 ... 0 ... 23, 44 ... 82 ... 69 ..• 13 ••• 23 2 39 0 76 69 7 0 21 2 40 18 ... 78 69 8 0 23 4 2 4O ... 82 ... 72 10 0 2il ... 43 0 ... 80 71 • 9 0 `..t7 ... 244 20 ... 80 ... 71 ... 9 . 0 ... 243 34 ... 74 71 3 0 21 ... 2 • 46 50 76 - 0 • .. 6 ... ... 2 48 14 ... 84 ... 69 15 0 ... 2 49 32 78 71 .. 7 0 ... 250 50 • 78 74 , ... 2 52 8 „., 78 73 ...• "; ••• o u 2 53 25 ... 77 71 6 . 7 0 2 54 42 ... 77 70 7 0 256 0 ••• 78 ... 70 8257 28 ... 88 ~,, 70 • 18 0 2 59 0 ... 92 71 21 3 0 30 ... 90 71 19 0 40 ... 3 1 55 ... 85 *" ••• 15 0 41 3 3 lB •.. 83 ... 70 13 0 42 442 ... 84 ... 7 2 ... 12 ... 0 ..• • 3 3 442 ... 84 ... 73 .. 11 .. 0 44 4 1 3 8 .. 118 ... 102 .. 16 ... 0 ... F r , :n t he above it will be seen that in the 43 miles the 11 trr.:W gau4e l o st 397 seconds, and gained 36, or lost in This is an amount scarcely 5.:1:; I:l.l:cites secow.s. a v pr. c i.bi,,, b u t it l imit he remembered that the wea tikvv vva; more in favour of the narrow than the broad tge2. Whn.t ths Cummission:.rs ,till gather from these ex p. ri-----'„,„,, s to aid th em i n coin i ng t o a conclusion as to tht..ATret or the twogauges on the commercial interests 0t.t.1-:e country it is dii be V. t.vtrn ea „ szoo 1 . cult to imagun . .,. That the Great higi , er velocities that can . at.. ai i ;ea .3,1 the narrow early tale•eiesoervdiedd, ent, whilst the acct. CT:a:lately at a time when a' . .tr , mpting to show what a e narrow gauge party were occurred most un etrcould 'be attained con ft with perfect safetyr eithe r system is present suffiment for the requirt‘t4Y arm) comes for through which it extends, b ut whe in i r ea B of the country filling up that large triangle between the and the London and Birmingham systems, gear WineB:7ll ivii;,lo of Wales, which is at present almost v e t: l t d -: ;L e by railways, and for which competing scheme s p ut f r o -- by the contending gauges are in the field, it is evident that some step must be taken either to ensure a uni t formity of gauge or take care that the interests of com merce shall not suffer from the break of it. Annexed is a table of the gradients on the York and Darlington lines, calculating from York:— Length of Gradient. 1 mile 7 furlongs. 2 „ 14 „ 8 „ 52 „ 5 „ 36 I f 4 „ 58 „ 2„ 3 „ 5 „ 61 „ 1 „ 31 „ 1„ 6 „ 2 „ 11 „ 4 ~ 16 o Descending. Ascending. Ditto. • Ditto. Ditto. Level. Ascending. Descending. Ditto. Ditto. Ascending. Level. 2 , r , 51 .„. Descending. 2 „ 65 „ Ascending. 0 „ 49 „ Ditto. We have received from Mr. Char tary to the Great Western, the fol tion : Rate of Inclination. 4.60 feet per mile. 4.48 ” 1.36 „ 6.56 f 1 0.48 f 2 8.40 2.56 Of 4.18 2 . 16 8.80 14 00 11-52 ~ 12.00 Pf .les Saunders, secre- Ilowina communiea- " London Terminus, Paddington, Jan. 3. " Sir,—The Directors of this Company have received from their superintendent of the locomotive department a report on the experiments which have been recently made on the Great North of England Railway, and con sidering it of the utmost importance to the public and to the interests of this Company that the circumstances under which the experiments have been made, and the cause of the unfortunate accident on that line should be correctly reported, which accident may otherwise have a serious tendency to create apprehension of danger from speed on the express trains on the Great Western Rail way, I am desirous to transmit a copy of that report, with a request that you will be kind enough to publish it.—l am, Sir, your very obedient servant, " CHARLES A. SAUNDERS, Secretary." Mr. Saunders, and those he represents, will admit that it would be a breach of fairness t o p u bli s h, i n t h e present crisis of the question, anything that has not the imprima tur of our reporter, who was sen t d own on t hi s spec i al mission, more particularly, as fro m p erusa l we perce i ve chat there is an exparte tone about the document. Irre spective of the coloured portions of the composition. it is corroborative in main statements, and circumstantial de. tails of the accounts g i ven b e f ore an d a b ove . O ur ob servations and tables of mean pract i ca l resa lt s are coin cident, within some seconds, of the results given m another journal, and both combine, with the account we have received, in their statements to show that the oscillation was the oriao Inalorum of the m atter, coupled with a casualty beyond the control of the experimenters, the fracture of a faulty chair. The document, without questioning either its truth or its correctness, s written disparagingly, and apparently with prepossessions, bear ing, as in eed it states, " on the interest of the Great Western," and it would be both a breach of fairness and bad taste to give currency, unless as an advertisement, to any such apocryphal reports.—Chronicle. GREAT EASTERN AND WESTERN. WORCESTER, SATURDAY NIGHT.—This evening a meeting of the Shareholders in this undertaking took place at the Guildhall in this city for the purpose of re ceiving a reply to the memorial addressed by them to the Acting Committee a few weeks ago, requesting them to close the accounts in consequence of the failure of the Company to make the requisite deposits with the Board of Trade on the 30th of November, with the view of dis solving the Company. J. Lilly, Esq., one of the Pro visional Committee, and late Mayor of Worcester, took the chair. The CHAIRMAN read the following reply to the memorial addressed to the Board, and which he said had been resolved upon at the meeting of the Board in London on the previous day (Friday). "London, Jan. 2, 1846. " The Acting Committee of the Great Eastern and Western Railway Company received, on the 19th of December, a memorial from Worcester, stating that in consequence of the incomple'e state of the plans and sections, the Proprietors considered that there was no possibility of the Company succeeding in its application to Parliament in the ensuing session, and that they therefore felt themselves entitled to call upon the Com mittee to abstain from incurring any unnecessary ex • penses, and to submit at once a statement of the Com pany's liabilities and future prospects to a general meeting of the shareholders. 1 II" The Committee, in replying to this memorial, have great pleasure in assuring the Proprietors that they find that the defects existing in the plans and sections origi nally depc,ited were greatly exaggerated, and do not exceed in reality those minor inaccuracies which com panics have generally been allowed to rectify in all en terprises of acknowledged public utility. " They beg to remind the memorialists that, in the advertisement of the 4th of December, two courses were recommended : first, to hold Mr. Gravatt responsible for the failure in the deposit of the plans and sections ; and, secondly, to make provision for opposing, in standing orders, the competing lines, in order to keep the ground open for a scheme in which they expressed acd still re tain unabated confidence. • " On the 7th of December, two days before the meet ing at Worcester was held, they received the opinion of a very eminent counsel as to the course which it was necessary for them to take in order to carry out their two objects ; and the Board being convinced that they could neither test Mr. Gravatt's liability, nor resist any claim which he might bring against them, unless damage was proved before the proper tribunal, viz., the Committee in standing orders, gave instructions to their solicitor for preparing the Parliamentary notices and the a December eposits at an expense which they do not think will exceed 4,0001. up to the time when their case is brought before Parliament. " All the arrangements for this were made, and a large proportion of the outlay actually incurred, before the Worcester memorial was transmitted to them, and with every desire to pay the most respectful attention to its contents, the Committee cannot regret the decision then come to. Looking to the improvement resulting from it in their present prospects, for the number of railways that will come before Parliament in the ensuing session being not likely now much to exceed that adjudicated upon in the last, there is no reason to suppose the stand ing orders will be enforced more stringently, in which case there are abundant precedents to show that an en terprise of a thoroughly bona fide character will not be t:.rown out by a delay by which no one has, in fact, been damnified, as the deposits of the Great Eastern and Western line were in every instance effected before the offices of the Clerks of the Peace were opened for busi ness on the Monday morning. " It is clearly Mr. Gravatt's interest to prove, as the Committee are now given to understand was the case, that severe illness alone incapacitated him from the more punctual discharge of his duties. " The Committee have taken advantage of the course recommended to them, carefully to revise their original plans, and following the example of the Welsh Midland Company, they have made fresh deposits, in which they feel the fullest reliance. If the course taken in the one case be sanctioned by the Standing Orders Committee, it must be so in the other. The Acting Committee entertain a very sanguine hope that both prospects will now be heard upon merits ; they feel, therefore, they should not be doing their duty to the shareholders, with whose in terests their own are identified, if they were now to shrink from a course which they believe to be indispen sable. They have given, and will still continue to give, their tnostanxious attention to the interests of the Com pany. They pledge themselves to enforce the most rigid cco - somy in the management during the short period that must elapse before the fate of their application to Parliament is decided, and in the event of its failure they will immediately call a meeting of the Proprietors, and have the future policy of tho Company entirely and absolutely to their own decision. " 11. G. WARD, Chairman." A long discussion followed the reading of the report, and much dissatisfaction was expressed at the non-pro duction of the accounts. At length the resolution was carried unanimously. Mr. MILES then moved a resolution for adjourning the meeting to Saturday, the 17th instant, for the purpose of la - ceiling the accounts from the Acting Committee, which was carried hem col. THE WORCESTER RAILWAYS. The notices required by Pssrliament have been corn p!eted for the following lines : MIDLAND AND EASTERN COUNTIES 12AILWAY.—A line proposed to connect Cambridge with Worcester. THE GREAT EASTERN AND WESTERN.—A line from Worcester into South Wales. This Company has made a fresh deposit of plans with the Board of Trade. RuaRY, WARWICK, AND WORCESTER.—A proposi• tion for affording railway accommodation to the above t ,?wils• The competing " Worcester, Warwick, and "ugh) , " has ,it will b e remembered, failed to make the deposits with the Board of Trade in sufficient time. SHRoPsHIRE U NION .—.A i° Shrewsbury, With —A line from Worcester to Oaken Gat es . an d N ad N i . verging line from Broseley to this city. s mall branches f o r convenience near WARWICK AND WoRcesTER A the " Rugby, Warwick, and Will make an arrange .. competing line with eester," but in which it is expected the latter Cornpa ‘ n ‘r ment satisfactory to both sides. cester- WARWICKSHIRE AND LONDON. —One of three , pro posed lines to bring Warwickshire and East Wor shire in connexion with the London and Birmingham line at Weedon. This line commences at Weedon, and runs direct to Worcester, having branches to Alcester and Droitwich. WELSH MIDLAND.—A line from Warwickshire to Worcester, and thence via Malvern, to communicate with South Wales. This line is proposed to intersect the very middle of the Landromest-street, in Worcester (Foregate-street). WORCESTER, TENBURY, AND LUDLOW.—A direct line 6otween these towns of about thirty miles in length. WORCESTER AND LEOMINSTER.—A line proposed to form at Worcester a junction with some of the War wickshire lines, and thus to afford through traffic to Leominster vid Bromyard. The shares in this under taking have not yet been allotted. WORCESTER, HEREFORD, Ross, AND GLOUCESTER.— A proposal for an entirely new line forming a junction with the Oxford, Worcester, and Wolverhampton line at Worcester, and accommodating the following towns and districts :—Malvern, Ledbury, Rosy, Hereford, and Gloucester. WORCESTER AND SOUTH WALES JUNCTION. —A com puting line with the last named from Worcester to Ross, where It is proposed to joi n th e M onmouth and Hereford Railway. WORCESTER AND PORT DINNL_A_EN.—ATIOther line forming a junction with the Oxf or d, W orcester, and Wolverhampton line at Worcester, a n d p ropos i ng to pass hence through Tenbury and Ludlow, and so on through Shropshire,n n hi A e lo , ontgn the ome North ryshi Walese, andCaceoransatrvon shire, to Port royn The s lines, proposed to come to Worceste r , have stopped proceedings, dpnrgoceedings, having failed to effect the ne cesaryfollwi deposits o with the Board of Trade, on the 30th of November : Canal into a railway. and The Bi rm i ng ham nd Birmingham Worcester Direct—a proposal for p artially converting the W orces t er a Worcester, Warwick, and Rugby -a competing line, in connexion with the Eastern and Western, with the "Warwick and Worcester," and " Rugby, Warwick, and Worcester" lines, SOUTH-EASTERN RAIL WAY. —EXPRESSES. The lollowing are regul , :tion9 adopted by tbe Eastern for expresses and expre,s engines : " 1. Charges to be made for special trains for the pub lic press:— " For members of the public press, 55. per mile. " If any special engine or train is ordered to be in rea• diness, and be afterwards countermanded, half of the above charge will be made. "In addition to the above, a charge for demurrage will be made upon every engine so ordered and detained at any station for a longer period than 24 hours, as fol lows: "No charge will be made for the first 24 hours, but at the expiration of that period the charge for demur rage will commence at the rate of 50s. for every day or part of a day. " 2. No person to travel by such engine unless he be the known agent of one of the newspapers, or has proper authority from the secretary of the company. "3. No agent of the press to be allowed to interfere in any way with the conducting of such engines. " The driver to take his instructions froth the officers of the Company, who shall act with the most perfect fairness towards all parties in enforcing the rules relatis e to special engines. " 4. That whenever an express engine is engaged or ordered to be kept in readiness, the engineer or driver 1 shall, on no account whatever be allowed to leave the station until relieved by some other engineer or driver ; and that during the time the said engineer or driver shall be on duty, one or other of them shall remain constantly on or by the engine, to keep the steam up, and keep the engine ready to start without the least delay. " 5. That when two or more expresses arrive at either the Dover or Folkstone station at the same time, the said expresses shall be forwarded by the same express engine. The expense thereof to be defrayed in equal proportions by the respective parties. "6. That when two or more express engines are ordered on demurrage, the first express which arrives at the station shall be forwarded by the engine which happens to be placed first on the line. " 7. Much dispute having arisen owing to the vary ing capabilities of the engines e mployed, it is now ordered that no special engine be allowed to follow within a quarter of an hour of any other previously dispatched. a To enforce this rule a time will be specified as the period for performing all such special expresses. " All the Company's drivers being required to make the run in the specified time, according to these rules. "S. When any special engine interferes with the order of the running of the ordinary trains of the Com pany, the driver of such engine to pass such regular trains (on their going into the side lines at a station) according to the usual signals." LEICESTER LINES.—On Thursday last, at a meeting of the Leiceister town council, the clerk read notices which he had received from the following Companies : —The Direct Birmingham and Leicester ; Direct Lon don and Manchester ; Midland, in relation to the Swan nington Extension Junction ; Western Junction ; Lei cester and Redford Extensions ; and the Tean and Dove Railways. The notices were served on the coun cil, so as to learn whether that body assented, dissented, or would remain neuter in regard to these schemes. The matter was referred to the Estate Committee for their consideration. AYRSHIRE LlNES.—During the past week several surveyors hare been busy at work in Ayrshire, along the routes of several of the new lines, boring, with the object of learning the nature of the subsoil—whether rock or °there ise, and of what mineral character, preparatory to sub-letting the v. orks to contractors. THE BRIGHTON, LEWES, AND HASTINGS.—Near to Brighton the tunnel through Rose Hill is finished, with the exception of clearing away the rubbish left by the bricklayers, &c. An enormous mound of chalk, carried Prose the cutting, has been raised so as to join the ♦iaducts forming the approach to the junction of this with the present line from London to Brighton. In the erection of this viaduct, upwards of three millions of bricks will be used. It consists of 27 arches, eight of which are turned, and the work pointed ; the ninth is about being finished, and the finishing layer was put upon the crown of the main arch over the London-road on Saturday last. The height of this from the ground to the base of the sleepers upon which the rails will be laid, is 72 feet, and the space across the road is 50 feet in width. All the buttresses, which are of brick, are pierced so as to take off the weight of the material, and contribute to the general stability of the erection. The " centres" are fixed for the formation of several other arches, and it is now considered that the heaviest part of the work is finished. It was intended, some time since, to remove the elegant balustrade from the celebrated Ouse Valley viaduct, to ornament this one, but this has been aban doned, and it is now determined to build a strong wall, with a plain coping of stone on each side of the railway. The line at this point terminates in an easy sweep, and simultaneously with the progress of the works along the line, there are being erected most extensive warehouses, engine-rooms, depots for traffic, and store-houses for merchandise, equal to any built for the purposes of any yet constructed line in this country. From the present prospect of the general state of the works, there is no doubt but that the whole line will be opened to the public by the time intended, namely, in April next. ADVANTAGE OF JUDICIOUSLY EXTENDING THE RAIL WAY SYSTEM.—From a table just published, showing the progress of the railway system for the last four years, it appears that up to a certain period of 1842, 52,380,000/. were expended on railways, giving a profit of 4.97 per cent. at that time; and that up to acorrespond ing period in 1845, 71,646,105/. were expended, and the receipta'show a profit of 5 - 54 per cent. after deducting 40 per cent. for the working expenses. The great advan tage of extending the railway system must bo very evi dent from the facts stated in the above table, showing that a further outlay of 19,266,105/. between the years 1842 and 1845 had produced a gradual and firm increase in the profits of 4.97 to 5.54, or of 0.57 per cent. Should the 70,000,0001. authorised by Parliament in 1844 and 1845 to be raised for railways now in course of con struction be equally as beneficial in producing a further progressive increase in the traffic of the country, of which there cannot be much doubt, the fur ther outlay of the 70,000,0001. may be expected to increase the profits on the capital of the old and new railways, when completed and in operation, as much as two per cent. more, which, added to the 5.54 per cent. of the present time, would make that amount 7.54 per cent. But this calculation does not include any ad vantage to be derived in future from improvements in locomotives, or any of the economical changes in the working expenses of railways which hays taken place since 1842 to a considerable extent upon most of the great lines; and there can be no doubt that the increase of traffic consequent upon an extension of the railway system will further reduce the proportion wnich the working expenses now bear to the total amount of the traffic receipts. It should be remarked, that although in the table the working expenses are assumed to be 40 per cent., there can be no doubt that they have been re duced 4 or 5 per cent. at least since 1842; and, there fore, if the profits were 4 . 92 per cent. in 1842, those at the present time should be estimated at 6 per cent. instead of 5.54, as stated in the table. The result is also highly favourable to the security, and a proof of the improving nature of railway property, whether we consider it as respects the outlay of capital, or the ex tension of railways in length; as an instance, 1,520 miles were in operation in 1842, and 2.040 miles in 1845 being an increase of 520 miles; at the former period the earnings were 2,8561. per mile per annum, and at the latter period 3,2421. per mile per annum; showing an increase in the receipts per mile of 13.5 per cent. instead of a decrease, as many of the enemies to the extension of the railway system expected.—llerapath's Journal. RAILWAY SHARE MARKETS. BRISTOL, Jnv. 3. SrocK Excw.ANGß.—The only sale was—Midland, New, 29. SHEFFIELD, JAN. 3. STOCK ExcniNGE.—The sales are—Sheffield and Man chester, Quarter Shares, No. 3 (scrip), B—Grunsbv , and Sheffield, l2:!./ t —Goole and Doncaster, 41—Grand tlnion (Nottingham to Lynn), 2 1 4—London and York, 434—Man chester, Sheffield, and Midland Junction, 41. 1 ls.—Manehes ter, Midland, and Great Grimsby, 2%—Sheffield, Wortley, Silkstone, and Wakefield, 21. 4s. 6d.—Wakefield and Har rogate, 2 1 / 2 . YORK, JAN'. 8. STOCK EXCHANGE.—The sales are—Newcastle and Dar lington, Brandling, 55—York and North Midland, Selby, 87—Ditto, Extension, 40 3 4—Newcastle and Berwick, 20 1 4 —North British, New Carlisle Branch, 3 1 4—London and York, 4%—Axholme, 2 3 4—Grand Union, 2—Leicester and Bedford, '2l. Cs. 6d.—Leicester, Tamworth, Coventry, Bir mingham, and Trent Valley Junction, 21. 17,.—North Staf fordshire, Cl. 2s.—North Western, 3:h—Welsh Midland, 2 3 4 —York and Carlisle, 3 1 4. HILL, JAN. 3. The sales are—Blackburn, Darwen, &c., B—North British (Carlisl e ), 3 1 A—Buckinghamshire, 20s. p.—Derby and Gainsboroug,h, 275. 6d.—Cambridge and Lincoln, 3—Dudley, Madeley, , 2A —Glasgow and Dumfries, 3—Grand Union, —Hull and Barnsley Junction, 495. 6d.—Leicester and Bedford, 203. p.—Manchester, Buxton, &c., '2% p.— Nottingham and Grantham, 2 1 4—Sheffield Potteries and Crewe, 225. 6d.—Tean and Dove Valley, par—Great Grimsby, Louth, and Horncastle, 35s.—East Lincolnshire, 3%. RASTRICK'S MANCHESTER LINE. TO THE EDITOR OF THE SUN. SlR, —Will you permit me, through the medium of your jonr na l, to ask why the D i rectors of R astrick , s Manchester Line h ave not returne d th e d e posit money, over and ab ove t h e two pounds fifteen paid by Reming ton's subscribers ? And also, why do not the conjoint Directors at once state the plan of amalgamation they propose ? If they intend to reduce the fifty pound shares to twenty-five, why not at once say so, and allow dissentients to withdraw ? If the Directors V7fire to pursue this honourable course, we should no longer see this splendid a n d p rom i sing project at such an unsaleable discount ? but such c-nduct would give a tone to tho market as most assuredly to cause a healthy reaction. Did I not think the Directors rather neglect ful of the great interest committed to their trust, for they represent 10,000,000 of money, your valuable space would not b 2 so intruded on by your very obedient servant„ JAMES SIIEPPARD, a Rareholder. Stonehouse, Devon. TUB WELLS IN TRAFALGAR -SQUARE.—The mains have been laid down from the engine -house and cisterns in Orange-street, to Buckingham Palace, the last pipes of which were laid down on Friday. Two fresh pumps, of eighteen inches diameter, have arrived at the works, to be used in consequence of the greater supply which will now be required, and one of which will furnish twice the present quantity. Since they have been first opened, the water has risen in the wells to an additional height of about five feet. To CURE A WART. — Scrape a carrot fine, and mix with salt, and apply a poultice five or six nights. On Saturday, at Covent-garden market, there was a good show of new potatoes and cucumbers, and amongst the flowers were camellias, roses, hydrangers, azalias, pelar goniums, heartsease, and violet.. THE SUN, LONDON, MONDAY EVENING, JANUARY 5, 1846 t:408;:014, 4 4,-. ll * 46 1% 1 r it * If. 40A 44 . ogba 4x4r '111 4 , " ' ' l - € . ity -roir 4 40; ". oNir. PRICES OF BRITISH FUNDS. O'CLOCK. 3 per Cent. Reduced New 3% per Cents tong Annuities to expire Jan.lB6o 10 1 / 2 9-16 India Bonds, 1,0001 Ditto under 1,0001... .-.... 38 Consols for Account ... Exchequer Bills, 1,000/., 26 28 Ditto 5001. Ditto Small COTE PRICES OF FOREIGN FUNDS. O'CLOCK Austrian, 5 per Cent...........„... 112 Equador Bonds Granada Bonds, 1 per Cent. Mexican, 5 per Cent. 18:37 Ditto, Account 31%14 Ditto, Deferred 17 5 8 1/i Peruvian Bonds, 6 per Cents 4l l /:, Ditto, Account 4 l l /Z Portuguese 5 per Cents. Ditto 3 per Cent. Ditto, 4 per Cent Ditto. Account ..... ..... Russian Bonds Spanish 5 per Cent. 1840. Ditto, Account Ditto, Passive Ditto, 3 per Cent Ditto, Account 39 Venezuela Bonds, 2 per Cent Dividends on the above payable in London. Dutch, 2 1 ,.4 per Cent . Ditto Account PRICES OP PAID. BUSINESS DONE RAILWAY SHARES AT ONE O'CLOCK. Aberdeen Aberdeen,Banff, & Elgin 2% Armagh, Coleraine, and Portrush l% Aylesbury and Thame.. 1% ...... Belfast & County Down 2% ...... Bideford andTavistock... IA — Birrniti. and Gloucester. 100 l3O Ditto New 17% Birmingham and Ox ford Junction Birmingham & Leicester Direct 42s. — Boston, Stamrd, & Birm. 22e. — Bridgewater & Minehead 425. ... .. Bristol and Exeter Ditto, New Bristol and Gloucester... 30 ...... 57 ... .. Bristol and Liver. June . 2 1 / 2 -- Buckinghamshire , 425. Caledonian Ditto Extension ... Cambrian & Grand Jane 42s Cambridge and Lincoln 11 , — Do. New - ...... ••• •• Cambridge and Oxford.. 1% Canterbury and Dover.. I A - ....«..... Central Kent 2% Chelmsford and Bury,,, 1% — Chester and Holyhead... 15 Chester and Manchester 425. Cheltexham and Oxford 2 Clydesdale Junction Cork Blackrock, and Passages Cork and Killarney ... 2% Cork and Waterford ... 1% — Cornwall Coventry, Nuneaton, Bir and Leicester 14..... Dartmouth, Torbay, and Exeter I )erby and Crewe ...... ... Derby, Gainsbro', and Great Grimsby ...... .. IN - Derby, Uttoxeter, an d Stafford Direct Manchester ( Remington's) ........ 2%...... 2 ...... Ditto (liastrick's)...... 514,,,,, - 4 1 / 4 Direct Northern ......... 2% 24 Direct Norwich ........... 1 Dublin and Armagh ..... 1% Dublin and BelfastJunc. 5 Dublin, Belfast, and Coleraine Dublin and Galway.- .. 4 Dudley, Madely, and Broseley .... -.. 2% 9 Dundalk & Enniskillen 2'4 EasteniCounties 14/. 16e 23 22% 23%., Ditto New 6/. 16s. 8 4 3 /4 p Ditto Perpetual, 5 per Cent No. 1. 6/. 13s. 4d.... p . Ditto ditto. No. 2... 41. 13s. 4d... = p EastDereh'ai andNor'ch 1 Eastern Union 25 .. ... Ditto, Quarter Shares 3% — Ditto Extension ...... 1% — Do. Ipswich and Bury 4 Do. Exten'n to Norw'h 2 1 / 2 Do., Camb. and Ely.. 2% ...... East Lincolnshire East & West of England 1%...... Edinburgh and Glasgow 50 ...... 78 80 Ditto Half Shares ... 5 Ditto, Quarter Shares 12%.._.. Ditto, New 7% Edinburgh & Northern.. 14 — .. Edinburgh and Perth... 3 Ely and Huntingdon ... 5 Enniskillen and Sligo ••• 2% — Essex and Suffolk .. ... 1% — Exeter, Dorchester, and Weymouth Exeter, Yeovil, & Dorset 2% Glouc.,Abeiystwith, and Central of Wales 1%...... •• Goole anti Doncaster .. 425. Grand Junction ...100 Ditto Half Shares 5O — Ditto Quarters 25 Grand Union 1%.. ... 2% 2 Great Eastern &Western 2%...... _ GreatGrimsby and Shef field 410.0 • 1.1 Great South. and West (Ireland) Ditto Extension *** ..... Great Munster OA _ Great North of Scotland 2 1 ,4 ~, •••••• ..... ...North of N:,...-- . _ Great North of England 100 ...... -- Ditto New 5 •... Do. New .... . ........ 2 „ _ ...... Great Western BO ......162 164.... Ditto 1 4 Shares Ditto Shares 2 IA • Ditto Yifths 20 Guildford, Fare'm,Ports. 5 Harwich Hull and Selby 5O Ditto 1 4 Shares ...... Do. Half Shares 2 — Inverness and Elgin 1 Ipswich, Norwich, and Yarmouth 2 ,..... ...... Irish North Midland l% — Isle ofAxhohne 2•N 3% Killarney Junctions 1 1:t Kendal and Windermere 1(4 I,sincaster and Carlisle— 30 Larne, Belfast, and Bal- lvmena Leeds and Carlisle Leeds and West Riding Junction Leicester & Birmingham 225. l4 p Leicester and Bedford... 225. IV4 p,.,.. --- Leicester and Tamworth 425. Li very. and Manchester.loo ... .. Do. 1 / ‘ Shares Do. Quarters 25 Liverpool R- Leeds Direct 2% .. ... 2% Lpool., Mnchstr, & New castle Junction London and Birminglimloo 221 Do. Thirds Do. 1 .4 Shares Ditto Fifths Ditto Extension ...• • • l il — London and Blackwell. 161. 138.4 d 9 lA% Do. New Ditto Extension ~ 3 •••••• -- ........ •-• L - indor. .. and Brighton 5O Do. consolidated Bths... 40 Ditto, Fifths 10 London and Croydon, 13/. 15s. 9d. Do. Guaranteed 5 per Cent. Lon., Chel., 0x.,G10., and Hereford .. London and Greenwich 12/ 1534 d... Do. Preference ...1 8 / 1 7s 2d — Londcn Hounslow, and Western ........ ....... 2 - •• Lond. & S.Western 41/ 62 10d •• • Do. New Consol. Bths 20 Do. New Do. New London & South Essex 2: % --- London and Y or k 2% 4 % 34 London and Windsor ... 1 - Kidderminster .. ‘4l% London, Salisbury, and 'Yeovil ......... ....... 2% 2 3 4 1A Londonderry &Coleraine 5 Londonderry and Ennis killen ...... .- ........ ... 5 Lynn and Ely ..... - ..... 5 Lynn and Dereharn ...... 5 Manchester and Leeds .. 76 Ditto is Shares ....... 34 ..... ....... •-• Do. Quirters ............ 2 Do. Fifths ............ 1 •..• Do. Sixteenth s ..... ...... 5 1 ,4 . — Manchester and Birmm. 40 — •• Do. Quarters ............ ...... Do. New Quarter s ... 2 -- Do. Continuation and Welsh Junction ...... 1% ll Manchester,Buxton,and Matlock 712 Manchester, Dim., and 425. 2% P-- Mould Junction ..... -. Manchester and Rugby Direct Manchest. & Southampt. 2 Midland... 100 "'.. "'.. Do. Fifths 2 Do. New Midiand,Binn.,DerbY-100 Midld. & East. Counties VA.__ Midland Great Western ( Irish) Do. Extens. to Sligo 2 31..... Newcastle and Darling- ton Junction 25 ..„,, _,... Do. New Brandling 20 Newcastle and Berwick 10 Newcastle and Carlisle...loo Newport& Abergavenny 2% New Ross and Car10w... 22s Newry and Enniskillen 2% . ***** Newark, Sheffield, and Boston ..... . ........ 2%,. ... 3 1 4 1 /4 Norfolk E x t ens i on 2 .... North British ... ... Do. Half Shares • 3% .... 94 F. Do. xten. to Carlisle 1 1 4 • • 3 4%• • Do. Ext. to Dalkeith 25 Ditto ditto CLOSING nucEs. 94% 97% 10 9-16 94% pm. 28 pm. '2B pm. 28 CLOslxo ?RICE'S 112 3 1 / 2 22 31 3 / 4 32 17% 41 4114 - 591/2 29 634 42 60% 60:1i CLOSING PRICE'. • 1 4 .. 154 31 / 2 • 3 1 ,4 . 2% 17 1 1 / 2 ' dis 25 /g 22 8 % I ) Oa 34 '; p 22 3 / 4 - 81,4 2% P P P 2 3 / 4 4 1 , 2 220 45 251' /2 - - 94 68% 4% 2% p 3% 53 2114 31 /s 25 3 4 7 1 4 3% and Worcester Northern and Southern Connecting Norwich into Brandon l6 „ . ley, and Manchester.. 1% — Nottingham and Mans- field — — — Oxford, Gosport, Ports mouth,& Southamptn 425. — Oxford, W , :rcester, and FOREIGN RAILWAYS. North Devon.— ......... 2 .. ... 1 1 , ...... .—... Do. Scrip Do. Quarter Shares... 12% — Do. New .... 1 N. Kent & Direct Dover 2% 3 14 % - - , , -- - North Staffordshire 42s. ...... 44 4 p North Wales North and South Wales 1 ...... - Ditto New 3 Northampton, Banbury, and Cheltenham Nottingham and Boston 1% 2 2 Nottingm,, Erewsh.Val- , • Wolverhampton Oxford, Witney, and Cheltenham..~ Perth and Inverness ... 2% Pilbrow Atmospheric ... 1 ~... Portsmouth Direct 3 3/ 4 IA% Preston and Wyre - ....... Do. 1 ,4 Shares Reading, Guildford, and Reigate ... 42s. — ........ ••• •• Richmond Rugby, Detby, and Man chester........ Rugby and Huntingdon 2 Rugby, Leamington,aad Warwick . Rugby, Warwick. and Worcester..... ... 425. Scottish Central Scottish Midland Do. Extension l% Sheffield & Manchester 100 Do. Quarter Shares... Si Shrewsbury and Birm... 2% 5 4 3 / 4 Shropshire Mineral 425....... Shropslaire Union Shrewsbury & Hereford 2% IX 2% Shrews., Wolverhamp., &S. Staffordsh. tidllC. 2 1 /e Sligo and Shannon l% Somersetshirc Midland 2% 2 1 4..... .. South Devon... 23 South Midland 42s. South & Alidlands June. 425. South StaffordshireJunc. 2 % 3% South Eastern & Dover 3312 s 4d... 40 1 4 40 ...... Do., No. 1 Do., N:,.2. Do., No. 3 Do., No. 4 Southampton, Manches ter. & Oxford Junction 425. — St. Alban's, Hatfield, and , Hertford Junction ... Staines and Richmond... 1 Staffordsh. & Shropshire 2 3 / 4 south Wales ... ... 2% 4 l /8 3 3 / 4 Taw Vale Extension ... Team and Dove Valley 1% 1%% ... ...... .. Trent Valley 5 ..... . Trent Valley and Holy head Junction Tring, Reading, and Basingstoke Ulverstone and Furness 2 1 / 2 ...... Vale of .Neath ... .. ...... 2 Warwick & Cheltenham 1% Warwick and Worcester 425. Waterford and Kilkenny 3 . . Waterford and Limerick 7% Waterfd,Wxfrd,Wicklw, and Dublin W aterford, Wexford, and Valentia Waveney Valley 2 Welch Midland West Cornwall West Yorkshire WestLondon,Old Shares 20 West End and Southern Counties Nexford and Carlow ... 2% Wisbeach and St. Ives... 2 Wilts, Somerset, and _ Southampton Wilts, Somerset, & Wey mouth Worcester,Hereford,Ross, and Gloucester 42s. - Worcester, Tinbury, and Ludlow ..... 2 /4 •.. Worcester, Shrewsbury, and Crewe Union ... .. 1%..... Worcester and S. Wales 425. Wo rcest er,Warwick, and Raigby rat anouth and Norwich. 20 laßto, New York and Carlisle 234 York and Lancaster 2 5% 2% Yor A and North Midland 50 — I Atte 1 ,4 Shares 25 Dit tar Scarboro' Branch. 25 I h). Selby Dr,. Extension ...... .. 15 Arig 10-Belgian .... Ba rbadoes 1 ...... Bo: Ltogne and A inlet's lO ......12 3 4 13... .. ...... Bo rdeaux & Mediterran 2 80. n leaux,Toulouse, and (le tte (Mackenzie's)... 2 .. L.). (Espelete's) ..... 2 .... Cal a•is, Dunkrk, andW est I. hinders Call a o, Lima, and Pacific C a ast Cen tz al of Spain ... Ceyl eon Dem vitrara Den .a re Valley Dile it and Mulhouse ... 2 ...,.. Mutt ;II Rhenish East Indian ... ..... .... ss. EastA rn Belgian Junctn. 2 1 / Fair tp oux & Hazebroak 2 Gre: tt North. of France • C; a Istituted .... Greet': Indian Peninsular ss. Gret..i; Paris and Lyons 2 Gre is : Western Bengal... 5a....... ...... ......... Gra: r t Western Canada... 3 1 4 ...... Jan' ai ica S.Mid. Junction 1 Jarria ica North Midland 1 1) o . Extension 1 Jers e y Lou lam and Jemeppe... 4 ... . Lye o s and Avignon 2 I,ll7;)embourg Mad rid and Valentia.... 2 ... Ma: x ritius 1 Nal a ur and Liege Not t h Jamaica 1 Ori i , ins and Vierzon ... 10 On , is ins and Bordeaux... 6 Ov; I • Yssel 4l3e 4d Pat it : &Lvons(Laffitte's) 2 Pat is ; and Lyons (Gan n et •on's)„. .. Pane & Lyons, (Calon's) 2 ...... 2% %.. ... Parisi &Lyons (Sud Est) 2 Pari s and Orleans 2O Part 1 and Rouen Fuji and Strasbourg (Or inneron's) 110 . (Compe de L'Est) 2 Ito (Avmard's) Par "i: i and St. Quentin Rou e is and Havre ...... 18 Roy a ! North of Spain ... 2 Sat' h re and Meuse ...... 6 Str« s oourg and Bale ... 14 St. I,; iurence & Atlantic ..... Tou n say, Jurbise, Lan d, it !, and Ha55.e1t....... 4 Ton, I; and N antes (Mac kt a .zic's) .. 4 Do . do. (Lefebvre's 2 ... Di'.:, to (O'Neill's) Trill' iii lad , t Verc o a and Ancona..., 3 West. Flanders .. 4 1 •• ••• ''''. ... MINES. 4 Real del Monte Unregd. LE I WS AND CARLISLE RAILWA Y. (THIS DAY.) A g eneral meeting of the Shareholders and others in teres rR d in the above line was held this day, at one o'clo( I z, in the London Tavern, Bishopsgate-street, for the p a rpose of laying before the meeting the terms of email ; 'illation entered into with the Yorkshire and Glas gow I nion Railway, as also to exhibit the general state of th. e Company. Thee chair was taken by Mr. Beresford, M.P. Thc* advertisement calling the meeting having been read, tube CHAIRMAN said that the Board of Directors had z g reed to issue that advertisement, for the pur pose of letting the shareholders know the exact positi , » i of the Company. They were prepared to give the fu 11 nst information on every matter relative to the amalg a :nation with the Yorkshire and Glasgow Union. It was one which the Committee considered to be most advert: ;a geous for the Leeds and Carlisle, at the same time tl ts .t it was equally advantageous to the other Com pany. Ile would not, however, then take up the time of the m( I ting with any lengthened observations, rather choosit q ;• to reserve them until a later stage of the pro ceeding 7 i , when gentlemen might ask any questions, and he woe li'd give them all the information in his power. But he s ould beg to say this to the members present. that he was g lad to stand there as the head of that Board, and to lay e v erything in the most open manner before them. He was : also extremely glad to see gentlemen connected with the e press present, for, as he before said, they were anxious -to conceal nothing. They were in a prosperous conditio tx ; the conduct of the Directors bad been honest and ( pet t, and he was sure that many would from their confident a in them become future shareholders. He would no .v request that the report be read ; the financial accounts would be afterwards given them, and he (the Chairmat 3 ) would then be happy to give as satisfactory answers ; is he could to the questions which might be put to him.— .( Hear, hear.) Mr. IA EBB, the Secretary, then read the report as follows :- " Your committee of managemement have much pleasure it t laying before you a general statement of their pro ;et 'dings, and of the position of this company ; under an y circumstances your committee would have deemed it Aheir duty to have reported to you at an early period, th e steps that have been taken for prosecuting the object which you charged them with ; but, in the present c sae, that duty becomes a gratification, because your Con mitt ,?e is enabled to make such a statement of the affai rs of this company as they feel convinced will meet yor cr cordial approval. " Not withstanding the inauspicious moment az which this Cot apany wan brought out, a very great number of shares "ere paid upon by parties of the highest respecta bility, rsonnected by commerce, or by ownership, with the important dictriets which veer line w9g t o tho 3H.ol?i)Pf•t ; ennantit . „ ckesa,a is applications from such quarters as having a priority of claim ; whilst they deemed it desirable to allot generally to such as gave assurances that they would hold at least two-thirds of the shares allotted to them. Your com mittee also conceived that their Scotch applicants should be favourably regarded, especially those of Edinburgh and Glasgow, inasmuch, as the success of your Bill would he identical with the interest of those important cities. The tot .1 umoust of depsita received as 102,9091. 17s. 64. Tht, Cointeti, tee of Ala nagsment have the pleasure of informing [heir shale holders that ninety -one members of the P rov i s i ona l Committee of this Company have paid the deposit or. the total number of the shares allotted to them. " The line adopted by your Committee commenced at a junction with the Leeds and Thirsk' line, at Hors forth Wood, four miles north of Leeds, and passing Rawden, Yeadon, and Guiseley, to Ilkley, it continued Wharfe Duie to Hawes, and thence through Ap pleby to its junction with the Lancaster and Carlisle' line, at Clifton, 19 miles south of Carlisle ; thus forming the most direct route from London and Leeds to Car lisle, Glasgow, and Edinburgh. The length of this line is 84 miles, and presents practicable working gradients ; although to obtain these some heavy works are requisite, especially at Stakefells. These, however, your Com • mittee hope to considerably reduce and amend. "In all the proceedings of your Committee it has been their policy to cultivate a friendly understanding with those companies with which your line is connected, and this spirit has been responded to generally ; the Leeds and Thirsk Railway Company,' with which your line is more directly connected, having offered every facility both for a junction and running on the line on fair and reasonable terms; whilst the 'Caledonian Rail way' Directors have expressed to your Committee, that they view any direct communication from Leeds and the centre of Yorkshire, to Carlisle, as important to the interests of that Company. " In prosecuting your Bill through Parliament you would have to contend as your strongest opponent with the Yorkshire and Glasgow Railway Company,' whose interests were, in many respects, identical with those of this Company, and whose line, from Clifton to Hawes (about 30 miles) ran parallel to your own; thence it passed down the valley of the Yure, through Askrigg,a Leyburn, and Bedale, to Thirsk, on the Great North of England Railway,' and (by a branch of seven miles) to Wath (near Ripon) forming a junction with the Leeds and Thirsk' line. This line had the ad vantage over your own, in points of practicability and cheapness of construction, the whole being laid down without a tunnel, or any expensive work. This Company, as well as the 'Leeds and Car lisle,' is supported by strong local influence, and affords a complete line of communication between London, Leeds, Carlisle, and Scotland, and by far the shortest and most direct route from Scotland to the important port of Hull. After mature consideration, your Com mittee considered it to be for the interest of this Com pany to enter inta an amalgamation with the Yorkshire and Glasgow Union Railway Company,' as thereby heavy Parliamentary expense will be avoided, and by this union an important national scheme carried out. " Your Committee were gratified to find that such disposition was cordially responded to by the Yorkshire and Glasgow Union Railway Company,' which agreed to enter into an amalgamation on terms of perfect equality. Your Committee have the satisfaction of in-' forming you that the following terms have been entered into accordingly, viz.:— " Ist. That an amalgamation be formed between the Leeds and Carlisle' and the Yorkshire and Glasgow Union Railway Companies' on terms of perfect equality. " 2d. That the affairs of the Amalgamation Com pany be managed by a Direction chosen in equal num bers from the Committees of Management of bath Com panies. . _ " 3d. That as one of the two lines running parallel to each other from Clifton to Hawes, viz.:—that of the Yorkshire and Glasgow Union Railway,' was found to present on comparison better gradients and to be less expensive in construction, that line be adopted, and the other abandoned. " 4th. That the amlgamated Company do proceed in the ensuing session for a Bill to construct the main line down the valley of the Yure to Wath, near Ripon, on the Leeds and Thirsk Railway,' (with a short branch to Thirsk, on the Great North of England Railway,') thereby opening a direct communication from Glasgow and Carlisle to Leeds, York, and Hull, and through them to the south. That the line from near Hawes to Leeds, by the Valley of the Wharfe, be sent in as a project only this session, in order to obtain possession of the ground, should the trail c demand at a future time two lines of communication between the north and south of England. " sth. That the stock of the amalgamated Company be contributed in equal proportions, and that each Com pany pay their own expenses up to the day of amalga mation. " It has been already proved to the satisfaction of your Committee that the local traffic on the Yorkshire and Glasgow' line, independent of the through traffic, will be fully sufficient ;to reumerate the outlay of capi tal. The important item of lime alone will yield a con siderable revenue, as the line passes through the finest fields of limestone in Yorkshire, and the inexhaustible supply which these yield, gives an ample security that the demand will be extensive and continuous; whilst the quantity of coal which will be necessary for burning the lime, will give a remunerative back carriage, and vastly increase the present large consumption in the district. " It has been a strong inducement to your Committee to sanction the formation of that portion of your line first which traverses the lime district, because from the ab sence of difficult or expensive work, this line would n o t occupy much time in construction, and because the local traffic already alluded to would yield an immediate return, and at the same time a line would be secured, which will afford a much shorter route to Scotland than any now existing or projected, and the shortest possible route to Hull from the north and north-west. " The following is the Financial Statement of this Company, to December 31st, 1845: Cr. By Deposit ... Dr. To Engineering, on Account „ Advertising ..• ... ... £102,949 17 6 X 6,000 0 0 1,008 11 6 570 0 0 1,000 0 0 „ Law Expenses „ Traffic 'tables Rent, Salaries, Tiadesmans T ßill;, Travelling, Office Expenses, &c. „ 35,000/. Exchequer-bills (average) ... at 255. prem. ... ••• •., ••• „ Bank Security ... ... „ Balance in hands of Company's Bankers, in London and the Country ... .., ... ... „, 989 16 4 .... 21,4 2N, 4 1 % 35,907 16 3 35,000 0 0 22,473 13 5 E. E. £102,949 17 6 " WM. BERESFORD, Chairman, " C. LOCOCK WEBB, Secretary. " Gresham Rooms, Basinghall-street, London, sth January, 1845." The CHAIRMAN then said, that if any gentleman had a question to ask that was the moment to do so, and if not then, he (the Chairman) should move the adoption of the report, and its circulation among the shareholders both in town and country. Mr. COLLETT, M.P., rose to second its adoption, when Mr. CARLISLE said, that ho would ask the chairman one question. The amount placed to account of pr. - liminary expenses was exceedingly small, as compared with other companies of au equal extent—(Hear, hear) —that amount being little more than 9,0001. Might be be allowed to ask if the balance yet due was very large? The CHAIRMAN—No, certainly not. The meeting would perceive that 6,000/. was placed to the account of Sir John Rennie, their engineer. That gentleman had, however, before the terms of the amalgamation were agreed on seat in by desire of the Committee his account, svbich amounted to some 12,800 and odd pounds. He (the Chairman) and the Board considered this charge un warrantable, and demurred to pay it. Sir John Rennie then wrote a letter—he (the Chairman) had it then in his possession)—desiring to be informed of the solicitor to the Company's name, that he might commence pro ceedings thereon. The Directors were determined to defend the action, and he was sure that the shareholders would not flinch from supporting them.—(Cheers.) The advertising expenses had been but trifling, and i n that department there were but f_w accounts remaining due. The law expenses were put down at 5701., that being the amount advanced to the country for making up the registry-books, in accordance with the standing orders. They had, since the terms of amalgamation had been agreed on, stopped the serving of notices, which would considerably abridge the expenses. The other parties would serve them, and that Company would share the ex penses with them. The traffic tables might be thought highto cost a price, but they had employed the eminent traffic take'. Mr. Humphrey Broom and his services, however high they might seem charged t , h ss eB, ' y e e r w. e ,e 7 rhe o a r ad t w h a t ra l e i lel money.—(Hear, hear.) The traffic to be realised wa, he was informed by Mr. Brown, most satisfactory._. (Hear, hear.t)o the T me s e a t l , ar a i e e d s, f b r e o e m n t paid he financial statement, s h t l a ae t t e e m srte e mn n t t o , in what position the Com pany stood with regard to Exchequer-bills. Mr. CARLISLE was exceedingly glad to hear the ex planation given by the Chairman. It might have ap peared to others as extraordinary as it did to himself, that the expenses should have been so extremely mode rate, and, like himself, too, some members might have suspected that the answer would h ave been far from satisfactory. He was glad that it was not so ; he was doubly glad that he bad put the question, for now the meeting . liD o,s we eingokynewtheexact position in which they stood. understood) asked what was the poi ition of the amalgamating Company ? The CHAIRMAN had gone down last week into York shire to confer with the Board of Directors of the other Company, and a more agreeable set of persons he had not often met whh.—(Hear.) Himself and five gentle men had gone down, and they had formed a joint Board for the. first time, and at that board he had th e honour of being chosen Chairman. He es teemed it not only an honour to himself to be so chosen, but he considered it an honour also to the shareholders of the Leeds and Carlisle Railway,—(Cheers.) At that meeting he asked several questions, which were as readily answered. He found that their exp enses were ex tremely small when it was considered what they had done. indeed, he was of opinion that 10,000/. would cover all.— (Hear, hear.) They were supported by a l arge an d ex tensive proprietary, many of whom were in the direc tory. He might mention Mr. Wyvil, of Constable Burton ; Mr. Paulett, nephew of Lord Paulett, of Bolton },all; Mr. Anderson, also a great proprietor in the line, and many gentlemen of smaller properties, who would be equally affected. Thin they had upon the provisional committee Lord Beaumont, through whose lands the Inc passed to the extent of a mile and a half ; Lord Wharncliffe, lately Mr. Stewart Wortley, whose property was affected to the extent of six 12 1 / 2 2 1 / 2 31 4 2 578 2 1 ,4 27% 33 4 P 31 4 401/2 Ifp ;i• e, .:nci lie 11 , b tii; 1,5 ! Yorksl,ire and Gl a: , gow U n i on Railway' Company vt' a3 in o mph rosperous condition, and with the joint In; lluence of t- commercial interest of London and laudeu interest of Yorkshire stood so strong before the country as to defy all opposition.—(Cheers.) Mr. BoYD asked what was the amount of depos it paid up? The CHAIRMAN said that thy had paid us on 14.0 , g 1 tifiy old wLich equal to 4-o,ov hhates ui ti,e Leeds and A SHARE- OLDFR wished t o kaow what numberh er shares they had issued in all? The CHAIRMAN did not know how many. A SHAREHoLDER—H a d they paid enough to brig their scheme before Parliament ? The CHAIRMAN- —YeF, quite enough. The fact vr 3s that the Yorkshire an d Glasgow Union had registered previous t o th e 10 per cent. being requir e d by th e standing orders; and the consequence was, that tb i e l only paid 5 per cen t. on t h e i r capita!; consequently' when they arnalg4niated, the Le e . s and Carlisle only pay half of the amount which otherwise they WO''. require to do, while: the Yorkshire and GlasgowUni°' paid the other half, or a ll t h at t h ey had lodged. ...A,S4ll'l when they would requ i re to go before the House °` Lords, the Leeds and Carlisle had their deposits ready; and the other Company wou ld l o d ge an a d d i t i ona l 5 Pt cent., which theywere quite ready to do.—(Hear, lteata That was the reason why the scrip of the Leeds ou Carla tie was stamped. The report wa3 then unanimously adopted. Mr. W. J. HARRISON moved; a resolution of confi' deuce in the Directors, which being seconded by M r. GIDEON COLQtJUOUN, was carried. The CHAIRMAN britfly returned thanks, and promise d that the exertions of the Directors should not be slack ened until the Company was completely successful. Thanks were then, on the motion of Mr. HANNIA seconded by Mr. UNDERWOOD, given to the Chairman' and the meeting separated. BOW-STREET.--(THIS DA Y.) Joseph Parker, a boy apparently about fifteen years LI ( age, was charged with ste a li ng one h un d re d cop i es of II publication, now out of print, the property of Mr. Car dill; the printer and proprietor of the Court Magazine. Policeman F 25 stated that on Saturday night, havill reason to suspect that s ome sto l en property ha d bee" concealed in some barrels which were lying in Stockivg; lane, near Lincoln's Inn, h e searc h e d t h em, an d f o u" in one a parcel, which he now produced. lle left i; the barrel, and remained there to watch the place. ;4 about twelve o'clock at night h e saw t h e pr i soner tal' t the parcel out of the barrel, and wa lk o ff w ith it una, e his arm. Witness then took hi m i n c h arge , when . prisoner said that he got it from his master's office, ti . , it contained some tracts, and th a t h e was go i ng to tt them home for his mother to read. 'Witness asked b'w who was his master, and he said, Mr. Cardiff. The sp y where the parcel was conc ea l e d was a b out t h ree yar from the b...lck entrance to Mr. Cardiff's premises. Mr. Cardiff stated that for the last ten years a syst em of robbery had been carried on by persons in his Cl, ploy, and, though sev era l h a d b een di scovere d and 01: charged, the robberies continued. The prisoner employed by him as an errand boy, and the papers ro duced were his property. Th ere were a b out a nun iire f envies of the sam., leaf of an old book, the c.)pyright which was his (witness's) property. The work was O P of print, and very scarce. The prisoner, who made no d e f ence , was comm it'ea for trial. COMMERCIAL POSITION OF TO UNITED STATES. let 6 Within the past two years there has b een a con3P %. revolution in our foreign export trad e . W e are no w e porting articles of food in immense quantities to Gr e y Britain; and the foreign demand for our staples is n pace -t iar creasing so rapidly that we c an hardly supply it. pact ships are crowded full of fl our , gra i n , b ee f; r i ff cheese, &c. Cotton at present a ppe ars to b e a seconliso article for shipment, and is taken principally by t r ansle vessels. Two-thirds of the aggre g at e va l ue o f o ur e o r ports, in former years, have been in th e great so uthe r , o staple; the planters of the south h a v e b een a l mos t elu:ively benefited by the in c re ase i n our export tvWr o e as it was confined to the productions of their se ction t i the country. Our exp or t s are now drawn from efe4s, section of the Union : t h e w h eat and coin of the '''e;ol the productions of our northern dairies, are as impnr t t to the peoi.le of Great Britain at this time as the gi e s, staple, cotton, has been heretofore. The United 6 1 _,, s i,l are destined to occupy a position among the comnier',d nations of the world second to none. We have furni s ,,,v g , the raw material to clothe the people of every cotill, and we are rapidly becoming the granary of the sO r t be and the principal source of supply for food to feed: r p most powerful and wealthy nation in existence. Ei j u o have been made to cultivate cotton iu the East Inu l .o but they have failed, and the manufacturers of ar th - ji Britain are compelled to consume that grown in % country by slave labou r . O ur breadstuffs are beconts necessary to the existence of the operatives of t ' o p kingdom, and they will be compelled to admit them "P o e the most favourable footing. Considering the irapi e r a. extent of soil withi n our li m i ts , our agr i cu ltural,..,rol ductions are ver y f ew , w hi c h can b e attributed Biro entirely to tho want of markets. The population 0 1 States is so limited that our surplus a products are ally ally large ; but with an external demand so large as t he opening of the ports of Great Britain would give now growth of the principal grains would be immense. lb. western States alone would supply any deficiency harvests of Europe, and nothing would tnrich tb States so much or so rapidly a?, an active demand fo r je the breadstuffs th e y cou ld pro d uce. O ur principal silo productions are so necessary to the nations of Eirgral that they must have them. They must be fen, - 0 clothed, and in a f ew y ears we s h all have to supply o„ii, with the raw material f o r th ese purposes more env sively than we ever yet have, and our position, as II P o o ducing and exporting country, is therefore every becoming vastly important.—American paper. TOBACCO. The Lords Commissioners of her Majesty's Trefis tifl o o having had un d er th e i r cons id erat i on a memorial 11.0 an eminent house, importers of tobacco, praying that leaf tobacco, or tobacco in an unmanufactured statetl p d be allowed to be imp or t e d f rom t h e U n i te d State!,‘ America 'into this country, in paekages of the weight in which the same description can be legally ported from the place of its growth; the Commission:a, of the Customs have received a letter from Mr. Ct i wed, one of the secretari es t o th e L or d s of Tiens,,°ro ;;0 stating that he has been c omman d e d b y t h e i r L or dsl to authorise the Board to give directions for a eon?) !ince with the request, and that he was further authori s t y to direct that the requisite alteration may be made in.i law in the next Customs' Amendm e nt A c t, f or a llool, o hs tobacco, the produce of Mexico, South Am er i ca , or ; 0 islands of St. Domingo and Cuba, to be imported 1 ,1 1 1 the United Kingdom in bales containing 80Ibs. wet, each from any place from whi c h i t may b e legally ld ported for home use. He was likewise further desir o to authorise them, pending the alteration of the 1 0 ' p give directions for the admission of the said ti b a cco , packages of the size prop ose d, as recommen d e d by tbrte Their Lordships having also had u n d er th e i r conejuethi tion a memorial from another party interested in b y growth of tobacco at Trinidad, praying th a t te b ac co, produce of that island, may be allowed to be inlV t r td od i into this country in packages of the same s i ze a s Li' ;I: sanctioned for tobacco the produce of Sou t h A mer ica I St. Domingo, a further communieation has been r d ce ived from Mr. Cardwell, stat i ng that he has been C o A o manded by their Lo r d s hi ps to authorise the 80n1.140 give directions f or a comp li ance with the request in "0 matter as in the other alluded to. These several Pry" leges, whi c h h ave b een repeatedly prayed for rOO granted in special instances, in regard to the imports y o, of tobacco, in anticipation of the alteration of the O re , have been made general and communicated to the d venue officers of the various departments in London, : or at the outports throughout the kingdom, for their ifit.d 'nation and future government in the matt er . Th e O l d provisions of the law with respect to the i mporta tion tobacco, except in packages of large size and weigh in order to prevent the smuggling of th e art i c l e, to W';te considerable likelihood attache s , ow i ng to the heavy the of duty leviable thereon. 'Tobacco could not hithert ° o , legally imported, being the produce of the islands 13) ,:i0 tuned, io South Ameri ca , except i n packages of a cen t 11 description, as well as weight, and it is deemed ne eesig to relax the strict p rov i s i ons of the law in that partinil„co its consequence o f the difficulty of removin g th e tobg e o from the pla ce o f growth to the port of shipment, i' in packages of a proportionably light-weighted anq.,,'of able description, it having to be carried on the bees - are camels and other beasts of burden across an e xtens! o a tract of desert inlr,nd country to the port of embarlatt l for shipment to its destination. WELLS, JAN. I.—A sloop, sunk i n a b ou t thr e° ir e' fathoms, with topmast struck, was pa sse d a b out s ix 13 1, 0 , from the land N.N.W. of this port, by th e R o b ert an d Cat 00 rine, arrived here. The W. b. R., of Boston, which 105 0, shore at Brancaster, has been got off with little da lo ,/k after throwing part of her cargo overboard. —se r f Chronicle. BIRTHS. On the Ist inst., at Edinburgh, the if of Captain P- s rt? son, late of the 4th Light Dragoons, of a son. On the 28th ult., at C roy d on, Surrey, Mrs. John .Arib ° Emberson, of a son. On the 28th ult., the lady of Walter Meller, Esq., Of ton Villas, Maida-vale, of a son. On the 29th ult., in Upper Seymour -street West, /4i+ Stephen Denison, of a daughter. On the 31st ult., at Kennington, Mrs. Teevan, of a so /;:ef On the Ist inst., at Vincent-square, the wife of the William Jephson, of a son. On the Ist inst., at Caledonian-place, Clifton, the ladf Major Anderson, of a daughter. MARRIED. viol e° On the Ist inst., at Hackt horn,Gervaise Tottenham - Sibthorp, Esq., to Louisa, third daughter of Robert Col e Esq., of Hackthorn and Harrington, Lincoln. On the Ist inst., at Sevenoaks, James Edward Waite, Esq., M.R.C.S., to Eleanor Rosa, second daugbt'' the Rev. William Presgrave, A M. • . DIED. On the 30th ult., Mr. Dill Baker, of Oxford-street. lr On the 31st ult., in High -street, z.lusanna,youngest daub ter of the late Mr. W. A. Hawkins. 1% On the Ist inst., at Old Chapel-row, Kentish-L ( W ° ' Thane, Esq., aged 64. Mass e y' of On the 2d inst., John Gibb s , only son of John Brunswick-place, Regent's-park, Eq., aged 26. On the 2d inst., in Sussex-place, Kent-road, 111°9° Willey, Esq., purser, R.N. On the 2d inst., at Olney, Bucks, Hugh Maltby, FA ----- London : Printed watt Published b yoLi.- M WIT N.. 112, Strand, Printer, at The Sun Office, i"'„ty of Strand, in the Precinct of th e S avoy, i n the C''ll" Middlesex, Monday, January 5, 1846. pib liP TA Lee ~-fessor g v P Ity wil i ito._Lectare .uveri 3 d b W O, by ; ring s tg. A.Q .6era zl i zn ar. ll -,-4121$ by iri a qing,_la c E 31 th • a Musk, kit lve, ars 1 1 al] JSTy, I:37ND] ' .. The Subscri ITZ,"R" 7r-squa PM 0, May Tenn, thAn e wgager! hole of 31 ' 11 be mad e Applications- tei tt 1 10 13E " a t ,.deceas e ? 4 E.LLER - 1 ,:scy TR , Il eabove is ( !ke of the eklues easrui ITIYE Capit a "ePoilt li e mh ,.._ nder , c /1 1 , lege Pe a, ~Ltc~oi Rt►v er'ri ot 73 , (1,..' 4 1n1 " 1 3 45 or ( At • /Ity , e sa r 0 1 1 1 iVi ja t!! h o ''ter N't C e 4 Lr "k la • e e rs• tr, N ,, lab tt •.. Roc k• di •4 0 ' b otib ?li ar . pots'e•bre, t est., i tt . 4 4 „ tr od bitt o ) Wylrft, t l3 n 4 ' ditt, .0 Ye,E t 'To 'l ' 4 N at '. in ed l' ire cloth C'r •,'• • • bitt " Wra eal Ivi„? Trotears oeakt er s ni;e hen a thrt„ brea: l4 lity, c : •• Co ' • dr Co t i qualit] to, t k ,., ..... 7,atln ests., ( 73's' itO'P i aln or a l, l l" , e at , c oo %ar and i " er . Ikric 4 nea suretn ' e nt 'tv„ l ieen to o r the rn 4 14"etii - ro • MOs 86 , I Z r d s' Ci t u 1 ,„t 14 3 , n., 1‘4 • inisiros e s - ,,Ack t — sunset on at ' A nt.r Mo h 14 -4 tea,""` l ng cone, or o )rted to ia ~, 1, 42 4 nne xi -.it, Ott w knit those ~q4ti , .44 '6lipointmt w., - --.l.,Zioslte the EG I 'AB 1401,1 i n srveidi ,ondon 0 tp!'tieetuil,llb3, the in: 117 8 1 in. IZrd boz ; . t •- ,..!:Tett as ob 1 ; 7, g el Prese, l4 , eg an g Zrey ; ,teptit, a... and an d and ' r rcti t or tr nd aiitiy '''Dectionai lace>44 nia trese '° Pe and . 6 Pat bkpi Nip'', with r each ()r Cotfe !kr le q tlia °4 "' le e will t A lir G. rata Dr eser • na Q " It 'nr t he ' ' A iiss! Pr°ll t, ;el to *a m ! Oil the tha ItOWL ' A * ran: rt aPPer ,d olv e etr n ear , O l t th 4t Size: 1 ' trr i , kkt 21g. ' ° X. 20 Oth er 'B,IIIS JOHN 1 1 I.' ' fro l r tr 1 , - -e ttetor t • r A t 1) a nd ( ha tclol ra lrrnt ons n it* . v 214 in g 11, ? wi th r l'r°4 nce " t k t 4 e k' ' l- st t r " t° 4r n ot t the Lond e c Of To Art ,. 1, sir t ja pt W e46 not La Neh e t m ta l P to Ana gly , tor le6 t r M iter 41,4 k tv r W6 Le e -4 fOo '4l ll ° PI N a r t ° I r t t , Dr aot c ! 6 b1,4 t o ado tk4'els4' an d 11'41k ile di m on v er 11, 1 e I kn a ti ga k a 4 rtt i‘d Eit h it e6 R *4 c l;lite t4) 4e o erl over th e ' t pl s o ar lietr wit)! lett e,o n ci g r t e6 l 3 :Ctft, 46 1 1 :r ' eo e r ?i f l e trtb * J t 6 Zp i % t%es n tet,ciAzoof77Ll9 ztf e z Rout an 3 ,1 1, 4 5h.6 ; 14'nb aZ i o cirl LrVt 6 . &e . /tea S6 lCl i t e ther n°6ll, Net vital 'ktri ' .3 , " R ifts ' 4 10 r e. 611 res po l. k 2 s . e e t th e IIL/ Dri,.....tutt oe 7 6 4447 up, o 6r ul a 16 4% 16 7 e/4. 4% P 214, - S'F, - 3% 2 3 / 4 2% 41% - 114 8 1% 15% - 311/2