The Sun. — London, England, 1846-10-22 00:00:00

TaE KAFIR WAR. Intelr la -li gence from th e C ape o f G oo d H ope to t h e ..til August inclusive, has been received. From the scenes of hostilities in Kafirland, there is not much 11e/v a of particular importance. The events are, how ler, distressing., though the general aspect of affairs t a t't greatly a lt ered. A day or two more were ex clted to brin g a ll the divisions upon the Buffalo Where it was confidently believed that the main H of the Rafirs would be assailed and brought to o f Isis Excellency th e G overnor was on t h e Bt h ,Au gust at Pi er i e, rea d y to move either upon the d kni t T h : Le ol, or upon the upper spruits of the Buffalo. xt re had been a goo d deal of skirm i sh i ng with the 6rs, b ut no general engagement. The results do t -et a ppear to h ave been very important. The ac• b„.llats Mention 70 of the enemy as killed by Col one l 41/Ire's division, and 57 by Sir A. Stockenstrom's ; to le the loss on our side is said not to amount , mo re than t en or twe l ve kill e d , and a few . Wo unded. B o th C o l one l S omerset and Captain ba(rilgs..llt, aide-de-camp to the Lieutenant-Governor, tothe"een struck w i t h spent b alls, but not i n j ured. A r sharp a ff a i r took place on Sunday, Aug. 9, t lv i i " s ome Stellenbosch Burghers and the Kafirs, notorious liloof called Hell Poort. The hand nllteril L . c't br ave men wer e h emme d i n b y th e K a fi rs in aPo r W aootpath, from both sides of which the savages Pour -e " upon th em a deadly fire, and five fell mortally n 0 b e i t ( l ) ""e d• The int eres ti ng d e t a il s w ill b e f ound It io W e . , We lea rn b y t hi s arr i va l t h at S i r Cornwallis k-. 81 of her Majesty's ship Helena, had recovered con, mil severe i n di spos i t i on. S everal of the crew ere seriously ill in hos. e are also apprised e f the Fort Cox. d eath of Lieutenant pital Lewes, W ßegimen 27th Regim, at w the South African Commercial Advertiser of The late August 19.) nth Au„ intelligence from headquarters is _dated 'tad ugust • The f orces , es ti ma t e d at 3,oooinfantry district horse, were mov i ng in three columns on that er of R be e th e . r ugged co un t r y a t th e sources o f t h e B u ff a l o, t7 e main strength of the Gaika Kafirs is supposed toinC naee ntrated. A f ew d a y s more w ill settle this afire ln the meantime, it is reported that a body of th e b are attempting to interpose themselves . between eoti,,. ° °Ps and the colony, with the view of intercepting the 1 13 ' end acting by small parties on various parts . of tueeNatier. In this last they have been, unhappily, loss • u for though their parties generally suffer great a titei, n l killed and wounded, they have carried . off great side 7 , 4 21 f cattle and sheep, and the loss of life on the 0 14 tile coloni s t s h as b een unusua lly severe —fi ve ale brave men of the Stellenbosch levy having fallen ;le skirmish. kiti s n t i t he above d ate t h e G enera l was encampe d on the littr Mo untains. On the sth, Colonel Somerset left reev4ua rt ers to co- o p era t e w ith C o l one l H are , i n a leek en t on the Kafirs in the Amatola. Very little tperse.tO have been done by the troops. Colonel So slight!' was struck by a spent ball in the leg,. but oni t y o 11 4 A h Y hu rt. Captain Wright, of the 91st, is said fight hug beset by Kafirs, and also to have received a l 'eil 7 ' ur • Colonel Somerset was expected at Fort . ti ll i te ci l u !lithe troop horses were to be sent there, being tele • li nt for service. The General, it is stated, was nito winter quarters in Kreili's country. M. (From the Frontier Times of Aug. 11.) _ rso u , 11 ,PA Y. ste rd ay, during the morning service, , the that I tul tidings were received from Niemand 's k raal ;equine ', 31. the Stellenbosch Burghers had fallen on . that ~..0 0 44.; - an encounter with the enemy in the neigh hThe 44 of the favourite Kafir haunt, " Hell Poort. ' is i 3 of this tragical event are given below. olio the heaviest casualty that has been sustained at kee ce n d 'e en our side in the colony since the war e t:l ut a: teti4 I mmediately upon the receipt of this in f the „'aler O'Reilly dispatched a detachment of Ad subs it under Ensigns Harvey and Salis to the spot, '4Afrte„equently Captain Samson, of the Liberated tattasit..in,waeit_ohrps, and Lieutenant Skead, of the Malay a party of their people, volunteered to go out Qu .Ler any assistance in their power. , 'fr '"Sta'tviT lc l a r mornipk- last. 9th August, Lieut. Briers, eorniKurhi f6,,t - Niemand's kraal during the , i„„afeet72),' Ct ptaiii4Veithling, to the Zuurberg, sent out. . MI PR‘rolnf tviSgy,;e6loured persons, who, it appears, , t ,".; Pith the spoOr - bf - §ome Kafirs which they followed ..fi ) ,bea r ", 4 h " be Bruin's poOte - , and came up with five Kafirs hor s e• River, driving fifteen head of cattle and one t'te at e • The shot One Kafir, wounded another, and re kkrthe cattle and horse. They also took the un of the than ,t,bat vvas killed, who had a large powder-horn more v31,4-filled with powder, and sixteen bullets. WLIY after the patrol had left, Lieutenant Briers_ ree_ tio ti c ut with a mounted patrol of 15 men in the d with the Reif Poort, where they shortly fell in 1 w d into cry of the Kafirs and cattle. This theyf?l ("ve in the a entr ei b u a shi kloof, with a rugged stoney ridge , open, ,Pon which they kept, the . ground being more 4 t wue n• they saw some cattle in the ravines below. 'hem sa me moment nearly, a volley was fired upon f .I Va j „,,' r en the bush, and one man, Mr. D. Rossouw, hal",,aulaker's Valley, slut through the stomach, the 11041c.'aVog through his pouch, and penetrating the how fft - ue fell from his horse, and his comrades, who ( Ire* C, 1 , 41 , t hemselves surrounded by at least 200 Kafirs, dyin;Jaeket over his head, and left him either dead the littlr The Kafirs had by this time quite surrounded 'Attic out I ) ,,rty, who had to fight every inch of their w e a r y of ttoi of the bush, in doing which they lost four_ late of e ‘. l.Ein veh r , nUtnber, viz.--Mr. F. de Villiers, la_ rg ; his brother, Mr. Hermanus P. de Villiers, V ttif i resi t .i ng with mr. Esterhuizen. w . agonmaker's tb,„7 ; Mr. J. S . B asson, of. Koeberg , and Mr. P. afte.matter, of Zwartland.Mr. P. F. de Villiers r shot through the p a l m of his left h an d , which, it is.. said, he killed three of t h e ene my, and whilst he was getting . upon his horse be was shot through the back ; his brother Her tianus declared he would not stir from the side of his brother, they having promised each other, he said, to die together, and he would not leave him—force, it is acid, was attempted, but of no avail, he remained behind; J. S. Basson was shot through the back of the neck as be was getting on his horse, and Hausharner's ea shot under him. He unfortunately concealed himself in ,doteVirtbush, which was the last time he was observed by the y. Many daring deeds are reported to have been by this brava little band of burghers, and we have Aeard Mr. Bredenkamp, the adjutant, spoken of, amongst er 8 1 as having shown great determination and pre- • onuof of mind. He saw two Kafirs mounted on the 1:1s of the M essrs. Villiers, and watching his oppor y, he fired wh en th ey were abreast of each other, ?repped them both ; it is also said that whilst he I(4;se Ti g a in ding his gu n , a f ter h aving shot a Kafir, he heard belo w him, and on l oo ki ng down perceived a o a r r. n en the l ow ground a few feet under him, in the act whi ch g ; Bredenkamp immediately reversed his gun, hi s nearly touched the Kafir's head, and blew out tv, r nies. Another man named Reid, late a private v5.48",117th Regiment, who is trumpeter to this force, • Avhi„,!tOse to a Kafir, he snapped his gun at him, as,e'l Missed fire, and he instantly closed with the Run striking him with the butt• end of his th , s l, which broke the stock ; Lieutenant Briers at the 4;"Z instant shot the Kafir with " loopers" in the loirtia' Man Y tafirs must have been killed. The fol lem, kersons had narrow escapes—Messrs. H. L. Bos traz.44ll A• P. Cilliers had balls through their hats, just Rot tog their heads. The remaining ten men eventually th e int ef the bush, literally fighting their way through afirs, leaving their dead behind. They went to the •1;1713,fer a reinforcement, and soon returned with 65 th e e :ell and 27 Fingoes, with whom they proceeded to 146 spot of the former conflict, where they found the ri still - - - asad es were s trongly posted, b u t th e bodies of their com- Nirhieil removed. Afi confligain d, in kyiti deadKafirs were shot erce ; 10, it ct is a said, we ensue re seen )14),., -44 sca r in one place, and 69 head of cat e t r l e e l a o nd hea l d o het% e-eaptured. Amongst those cattle w h Fieg to Messrs. Fichat and Lowen, which must from 1,,117.7 taken the previous evening by the very te ' l3 a the Ncltur Roux. The same waggons belonging to those gentlemen were tbsre e i„ ed by Messrs. Meurant and teld ib_leaptain Neethling returned C fr e o ni m m the Zuurberg, Commandant Onk tant'Llht-17 sent off an express to Th e 1 .,.' who had that morning just returne e d d t i o at ß el i y eb n e p e e k a . ktee.'"(4,ht and worthy commandant, IN i t t Of this dispatch (one o'clock Monday morning), iitaii isWhere he arrived at daylight. A K l a a fi r r g s e , r r p o t h '' Went into the bush, but only saw five suc tieL, Whom they fired. They, how t ev n e a r, e men 'whq ih finding all the bodies of the unfo v r e t ü been taken vi v ad fallen. Haushamer appears to his 41 lin e ); ali d h d a 22 assegaais stabs in back ; received -;43iVilliers' leg was broken, and he had Her kativehrt,' 8-Baegaai wounds ; the bodies were undressed, a rir,,,, — "e man had a finger cut off, apparently to getl 1 his --h, anoth Allo t _ er man, we think .. itt.u„_,e tvuttinideclrrheaisdfaidrualy. burnt, a fire having evidently been sulite.....t .. a..lnformed that on Sunday evening, just before it s ip ; , waggon belonging to Mr. Richard Simpson, on with f.'l,'7'h Fish River (Abraham Espag'3) to lager w u— a tll 4.. re, which h. d been hid away before hat riot, was attacked by Kafirs about three nuoartters of a mile eh this side De Bruin's poort. It i 3 tivse likelY these were the Kafirs who had just been lioenii•j-ir°lll.lltlt,esf dell Pere and were on their way through the time. The driver was . knocked ono at the first yolley, and Mr. R. Simpson and jltveher person escaped into the bush, seeing the r, as they imagpined, killed. The leader had %inte a s s hattered by a ball just above the elbow joi . nt, wt, seized by the Kafir who had shot him, ‘' , en the driver, recovering himself, ran to his assist 4'.ti and felled the Kafir with the butt end of his mus 7 One of the party then seized the leader and dragged ii 111 % ay into the bush. These three were closely fill -owed ~ th,, L by liafirs, but managed to secrete themselves in d , k," "usn, where they remained all night, being oblige Alicia the throat of their dog to prevent his barking, as 'they could hear the Rafirs all round them during the teeter part of the night Just before dawn they crept tZe,.l.°ll towards Niemand 's Kraal, and on emerging from :14bash into the waggon road, they saw the Kafirs on , 1 1. id A m on the 100k -out for them. On reaching ° '4t's p they were joined by Mr. Richard Simpson, • inni his,,,,ettied companion, who had also been all night con .the in the bush. The Kafirs were seen to drive off . 'to wa ggon, 'which they had turned round, back again I,..Wards De samehe wounded man arrived in town 1 .; 41 t Ilight in the waggon with the bodies of the '"'tellenbosch Burghers. Simpson was also wounded :,...,,_ Lit the hand and leg with buck -shot. The party attacked 1-I,3lkated only of f9vE 4uropeanl, Richard Simpson, - THE . lUN, LONDON, THURSDAY MOI!,NING, OCTOBER 22, 1646. RAILWAY INTELLIGENCE. METROPOLITAN TERMINI. The evidence taken before the Commission appointed by royalty, in April last, to investigate the various pro jects, of which there were nineteen, for establishing rail way termini within or in the immediate vicinity of the me tropolis, and upon which the Commissioners based their decisions, made appearance on Monday. The bulk of the blue monster may be readily realised to the mind's eye, by a synopsis significant of its contents. The mere minutes of the mass of evidence alone monopolise 264 folios of space, the appendix appropriates to itself 44 more, while the index to its data takes credit for upwards of 44. There is a witness for almost every letter in the alphabet, consisting:of all conceivable railway characters and connexions---carriers, engineers, house valuers, soli citors, secretaries, chairmen, directors, builders, clergy men, trustees, with superintendents, civil and military. The following is the programme professional, consisting in Adams, all ar o am f hsa : m o l : l j r. a ß m o es b , e t r r t h , svtaeleueerf F of property. hshey r .s, uare. Baxendale, M r . J osep h , carr i er. Bevan, Charles James, Esq. Bidder, Mr. George Parker, engineer. Bircham, Francis Thomas, Esq. Borth wick, Mr. Michael Andrews, engineer. Burgoyne, Major-General Sir John Fox, K.C.B. Burt, Mr. Henry Potter. Chadwick, William, Esq., chairman of the Central Terminus Company and Richmond Railway Company. Chaplin, William J., Esq., chairman of the South Western Railway Company. Clephan, Mr. James. Collier, Mr. Vincent John, secretary to the Regent's Canal Company. Corner, George Richard, Esq. Creed, Richard, Esq., secretary to the London and Birmingham Railway Company. Dalrymple, Robert Farre, Esq. Doull, Mr. Alexander, assistant engineer to the North Kent Railway Company. Ewards, Mr. Samuel Price, collector of Customs, Southampton. Farrell, Mr. Harry Burrard. Fearon, Mr. John Peter. Few, Mr. Charles, jun. Fowler, Charles, Esq. architect. Gibson, Rev. Timothy, clergyman of St. Matthew's, Bethnal-green. Giles, Mr. Frank. Glyn, George Car, Escp, chairman of the London and Birmingham Railway Company. Goldsmid, Sir Isaac Lyon, Bart., chairman of the North Kent Railway Company. Gordon, General Sir James Willoughby, Bart., G.C.8., G.C.H. Hague, Mr. Thomas, architect. Hayward, Mr. Joseph (of Messrs. Pickford and Co.) Higgins, Mr. James White, valuer of property. Horne. Mr. Benjamin Worthy, carrier. Home, James, Esq., deputy-chairman of the North London Junction Company. Horton, Rev. John, A.M., rector of St. George's, Southwark. Hosking, William, Esq., official referee of metropoli tan buildings. How, Mr. John. Hudson, George, Esq., M.P. Humphery, Alderman John, M.P. Jones, Richard Lambert. Esq. Kelsey, Mr. Richard, surveyor to the city of London. Locke, Joseph, Esq. engineer. Martin, Albinus, Esq., superintendent and resident engineer of the South-Western Railway. Martin, John, Evq. Miller, John, Esq., engineer. Moreing, Mr. Henry, secretary of the Great Western and Brentford line. Page, Thomas, Esq., engineer. Paine, Mr. John Davis, engineer. Pearson, Charles, Esq., solicitor to the city of London. Pennethorne, Mr. James, architect to the Commis sioners of Woods and Forests. Pott, Mr. Charles (of Messrs. Putt). Pound, Mr. Charles. Pyne Mr. John. Remington, George, Esq. Itendel, James Meadows, Esq. Rose, Mr. Henry. Simpson, Thomas Bridge, Esq. Smith, Mr. Frederick. Statham, Mr. Thomas Henry. Stephens, Mr. Charles. Stephenson, Robert, Esq., engineer. Stephens, Mr. William, solicitor. Stormy, Mr. Herbert. Stuter, Mr. Richard. Tempany, Mr. Andrew John. Tito, William, q. Tyrrell, Timothy, Esq. Vignoles, Charles, Esq., engineer. Whittington, Mr. Benjamin, trustee of Finsbury-sq. Whitman, Mr. Arthur, superintendent of the Black well Railway. Wiltiams, Mr. Edward William, secretary of the Thames Embankment Company. It would take days to dilute, and editions de die in diem, to give the matter amassed in it even moderement. ' Thinking that a generalisation of the contents would be ' most contributive of interest, the majority of the evi dence as to specific schemes having for the most part lost its primitive pertinency, we have epitomised the most popular portions of it into paragraphs. The Commis- ' sioners, it may be mentioned, were Viscount Canning, Lord Dalhousie, the Lord Mayor, Sir Charles Herries, and Sir Frederick Smith ; and their report, which we gave some months ago, was the result of a continuous incubation of two months, from the 15th of April to the 10th of June. This report embodied an unambiguous objurgation of all schemes, having for their object an approach to the metropolis upon its northern frontier, the adjudication of the Commissioners ne regarded all schemes from the south being of a diametrically different character, the verata qucestio with the Commission being whether the extension of railways into the centre of the metropolis is calculated to afford such additional con veyance or benefit to the public as will compensate for the sacrifice of property, the interruption of important thoroughfares, and interference with plans of improve ment. On the general questions their conclusions were four-fold, viz., "1. That on the north of the Thames no ' railway now before Parliament, or projected, be per- ' milted to come within the limits described in their in structions. 2. That if at any time hereafter it should be deemed advisable to admit railways within those li mits, this should be done in conformity with some uni- ' form plan, carefully laid down under the authority of her Majesty's Government, and sanctioned by the wisdom of Parliament; and that under no circumstances, should the thoroughfares of the metropolis and the property and comfort of its inhabitants be surrendered to separate schemes, brought forward at different times, and without reference to each other. 3. That on the south of the Thames, either the North Kent Railway be permitted to have its terminus in Union -street, and to join the termi nus of the South-Western Railway at Waterloo-bridge; or that the South-Eastern Railway be permitted to extend to Waterloo-bridge; according as one or other of these lines may, upon a comparison of their general merits, receive the sanction of Parliament, and subject, in either case, to the conditions which are pointed out in the report. 4. That the extension of the South-Western Railway to London-bridge be permitted, subject to the conditions pointed out in the report. 5. That a com munication between the railways approaching London on the north and south sides of the river, and a con nexion between them and the docks being desirable, this should be effected by a railway encircling the metropolis, crossing the Thames at some point west of Vauxhall bridge, and not coining within the limits of the inquiry on the north side of the river." It remains, therefore, to be seen whether from the tenor of the evidence, and upon the mere ground of propertied rights, interference with plans of improve ment and "impediments to important thoroughfares," which important thoroughfares the railways would also be themselves, and in the face, upon the other hand, of new facilities for quick transit to great centres by an un broken bracketing of railways north and south, east and west, combined with the moral, local, sanatory, civil, and municipal improvements shown by the evidence to have been already effected by the carrying of railways into densely peopled districts, the Commissioners were justified in their sweeping condemnation of all schemes proposing either to pierce or encircle London's centre. We glean from a first perusal the following particulars of interest:— THE BLAQKWALL.—There is a large passenger traffic on this line coming up from Gravesend, from Grays, Erith, Dartford, Crayford, and Foot's Cray. These are mostly farmers and others who come on the line on account of the proximity of the station in Fen church-street to the Corn Market, in Mark-lane. The total cost of the line has been 300,0001. a mile, including the carrying stock. Exclusive of the carrying stock, 250,0001. a mile. The passenger traffic on this line has i l ncreased ,20 7 0 - o h o a lf pe r b s e e t n w s e e w n e t r h year ee carried 1842 and 0h this 1845. line ; In 1845, 3,200,000. The traffic is still increasing. The average price of property on it, including all the cost of acquiring it, from 40 , 0001 . to 50,000/. an acre. It i s doubtful whether the Blackwall Company would not have gained the object at a cheaper rate by forming a new street from the Minories to Fenchurch- street, in stead of extending the railroad. Omnibuses now go to the terminus, and would have gone to the Minories for the same money. This line has now become the high road into North Kent. The greatly increased traffic is attributed to the extension to Fenchureh-street, as they are now enabled to compete with the London-bridge wharfs. The extension from the Minories to Fenchurch street, a distance of 415 yards, cost 250,000/. Mr Pennethorne, the carrier, doubts whether the increased' number of passengers is caused by this extension. It is not intended to extend this line further westward. The portion of the property purchased for this railway, and not required for the line, afterwards resold at a largely increased rate. The houses of the poor taken down on each side have been rebuilt with great improvements. A better class of houses in every instance built. There are many instances where land purchased for this lino and subsequently resold, close up to the railway, at a higher price than before the line was made. The drainage of the district has been improved by the formation of this line. The whole district has been materially improved thereby. Streets and new rows of houses have been built close up to the line. Mr. Pennethorne disapproves of the extension of this line from the Minories to Fenchurch-street, and thinks no rail way ought to be allowed to cross so large a street as the Minories. The opinion is confined to railways upon I Railwaysess obj ec tcon structed tt keen below so obtained ei na eneddv ,levelefoli rm o ew f fp irt t dho h eye e negiu a g nr r ege o nut u nths n di d si aren. line from Stepney to Fenchurch-street, to accommodate the increased traffic anticipated. An addition of twelve feet is con sidered sufficient. Very little property required beyond the power granted by a former Act. A considerable trtt amount e i s of e x E p a e s e t t e e r d n Ch by u n t h t i e e s h a h nd et i N e h o r t w h i e t r h n t a h n e d h a: t t e e rr John Kemp, Lewis Boshof, and Benjamin King, and-tsvo Hottentots. Four Kafirs were seen to drop. _ _ • TUESDAY.—Received information from Fort Beaufort, that 1,400 sheep, belonging to Mr. B. Trollop, were taken by Kafirs from Fort Beaufort, also thirty or forty cattle, the property of the contractor, with a number of others belonging to different people. A party was sent out the same day, and recovered 900 sheep, and a Pingo received a severe assegaai wound in the back. On Sunday about forty head of tattle and 400 sheep were on their way from the Tarka to the contractor at Fort Beaufort, in charge of six Hottentots. These men were waylaid by Kafirs, at a drift near Hermann's Place, Blinkwater, who fired a volley amongst them, but without effect. The Kafirs afterwards surrounded them, and rushing on them with their assegaais killed four and wounded two. One of the wounded men was pursued for some distance, but fired on his pursuer and killed him. Another party was sent out in pursuit of the marauders on Sunday. Fort Beaufort is represented as being in a defenceless state. A muid of meal lately fetched 51. 4s. 6d. on the market. . . . At a late hoar last night the bodies of the five Stellenbosch Burghers who were killed on Sun day were brought into town by Lieut. Skead. The ex pense of their funeral will be defrayed by the public. Their remains were borne this afternoon to their last resting-place, the Episcopal churchyard, and were fol lowed by their respected Commandant, Mr. Onkruydt, and their comrades, and a very numerous throng of the townsmen, anxious to pay all possible honour to the slain. The funeral procession consisted of at least 500 persons. SPIRIT of the PUBLIC JOURNALS. FROM THE MORNING PAPERS OF YESTERDAY. TIMES.—The notion of a dictatorship has been lately revived and pushed to a considerable extremity by those who think only of the classical form, and who hail it as an escape from the wise precautions of government, and the safe delays of legislation. A crisis of unexampled urgency has come upon us, if not unawares, at least unprepared. It is an agreeable solution of the embar rassment to declare the whole commonweal bankrupt, and resign all its affairs to some great official assignee, some Cincinnatus, or even some Caesar, who, with a slight amplification of the Roman precedent, shall take and pay without limit or check, compel the benevolence of the rich, and hear the prayers of the poor, and, pro hac viee, do everything that the Constitution has hitherto forbidden to be done. The storm once over, the dictator is to retire, and all is to go on as before. The dictator is to do for the emergency, while time is to corrects its own evils. Nothing is more natural, nothing more comfort able, than such a dream. One thing only is wanting, and that is something like a parallel in the circum stances of the two cases. If the potato blight was only an invasion of the Volsci, and Celtic degradation was only a Catilinarian conspiracy—if sixteen days would suffice to rescue the state, or one glorious consulate to reinstate and reform all the affairs of the empire—then we might all take our rest while one mighty mind was giving us a new lease of tranquillity, justice, and power. But, unhappily, the evils which have now come to a head, and which must and will be redressed, being partly the growth of centuries, and partly common to all climes, are such as cannot be stayed by a few Treasury minutes, or any amount of mere pecuniary relief. But the idea of a dictatorship is the natural fruit of the crisis, and has a right to be gravely con sidered. How far does it apply to a great, an an cient, yet a complex, and to some extent an unsettled constitution ? It indicates that something may and must be done corresponding to the greatness and im portunity of the occasion—something which, though always good, yet in ordinary times the state would hardly be sufficiently trusted and supported to do. The facts as well as the day prove as much. Starving mil lions present themselves before the officers of the Crown, and demand a relief which cannot be effected, even for this once, without an enormous departure from usages and even the every-day maxims of the state but which it is evident must be granted, not only for this once, but for all future time. A disorganised realm is reduced to a multitude of heads. The historical kingdom of Ire land, with its plantations and pales, its vast territo rial sovereigns, its absentee lords, its rapacious agents, its hungry subdivisions, all seems to disappear before the eye of the statesman, and a nation of Irishmen is to be provided for by any lawful or possilA means. The state, not to say the rights of property, must be remodelled. The people stand first ; and, after them, all that Providence or man has ordained for the people. This is a simple account of the crisis, such as all parties agree—nay, even vie, in describing it. The titled pro prietors of Ireland, the sworn maintainers of Protestant ascendancy, the very men who are most forward to de inana-the sword of the state to protect the rights of the landlord and the sovereignty of religious truth, are now 'wining forward and requiring that the state shall feed that vast and fainting rnultitudelby a miracle of consti tutional power—by any sacrifices—at any expense—by any precedent—with any stretch of authority—at any danger to commercial prosperity—even at the risk of a famine to the whole of these islands—at all events to feed the people. What is this but a comprehensive commission, after the Roman formula, "to see that the commonweal sutler no harm ?" It proceeds from those who have usually been thought most deeply interested in the maintenance of existing in stitutions. The appeal embraces within the range •f the desired interference not merely those three or four millions, but all that inhabit these isles, every subject of this empire —it embraces all who are affected by the perils of the crisis, by the cost or the risk of the reme dies demanded. It is impossible to say how far the scope of such a commission extends. But it clearly is safe to make a large use, perilous to attempt a small use, ' of so great a responsibility. As for the idea that the state really can employ and feed so vast a population from any inexhaustible resources involved in the fiction of an overflowing treasury, that is as baseless as the wealth of Aladdin's lamp, or any other childish fable. 1 The state has nothing of its own. It only exists as the mediator between all the interests and resources of the nation. The question simply is, on what men, on what property is to be thrown the duty which must be dis charged both now and for many years to come, of main taining certain necessitous multitudes in Ireland and Scotland ? Such, at least, is the present question—one which has not been suggested by writers and parties, but which Providence has thrust on the Legislature. Are millions upon millio ns o f Scotch and Irish paupers to be thrown upon the Consolidated Fund ? Are the heredi tary tenants of the Dukes of Sutherland and Argyll to be maintained, and a hundred Anglo-Irish potentates to be supported by " public works," and fed on charity wales by the industrious and orderly population of England, in addition to its own proper burdens ? It is unnecessary to argue against so absurd, so indecent a proposal. It will not be done. It will not be attempted. The proposal is only taken as an admission that some fundamental change in the relations of the Scotch and Irish poor to the land on which they and their fathers were born, and to the chiefs to whom they and their fathers have paid tribute, is imperatively and instantly required. We think we shall not err in describing the importunities roused point to which the crisis and t he roused by that crisis all tend ; the great point to which the extraordinary responsibility and presumed " dictatorship " of the Legislature should now be directed is such an amendment, and, if necessary, recon struction of the rights of landed property, as shall most encourage the investment and consequent production of capital. It is impossible to feed without food, or to give profitable employment without the existence of mercan tile and agricultural enterprise. If the Treasury were ever so incontinent of its borrowed resources it could not go on long affecting to provide for half the popula tion without taking some effectual steps to replenish the store it was wasting. The land must be made to produce all it can. Amongst toe many other restrictions and burdens on agricultural improvement, such hereditary curses on the fruitfulness of the soil as that the opera tion of which our Scotch Commissioner this day describes must be removed. Nearly half Scotland is in bondage to a law which condemns the soil to barrenness, the owners to poverty, and the bulk of the inhabitants to degrading destitution. Taking away all inducement and even all power to im prove, to build, to drain, to enclose, to manure, or to bestow upon the soil the smallest aid of human industry and skill, it accomplishes but the unnatural result of leaving everything unaltered on the face of a world upon which the Almighty has marked the destiny of perpe tual progress. Such is the inevitable operation of a law which, four centuries ago, England found it her interest, if not to repeal, at least to evade ; but which has only been amended in S co tl an d t o mak it still more intole rable and ruinous. This is one of the reconstructions which comes within the just authority and " dictator ship " of this crisis. The whole population is thrown en masse on the state. Land, also, must now be regarded as a whole. In a certain constitutional sense, it must be resumed by the state and granted anew to its pro prietors, newly enfranchised and conditioned. Starving millions demand it, the common weal demands it, the great body of landowners themselves virtually admit the necessity. HERALD.—The accounts from the naval ports speak of sudden and urgent orders for the preparation of men of-war, small and large, for immediate service ; and speculation is busy as to the objects of this heavy arma ment. Alarmists point to the Spanish marriages, and hint at a possible rupture with France ; others of the same nervous class strain their vision towards California, and oracularly ask if it is likely that Lord Palmerston will permit President Polk to take possession of that fine country, and thereby acquire the power of controlling the navigation of the Pacific ? We believe that we can considerably moderate the fears of these sensitive lookers-out for squalls. There is little danger of break in upon that entente cordiale which is so beneficial alike to England and France ; or that we shall quarrel with the United States about a naked and distant tract of country, which, under existing circumstance; cannot add strength to the aggressive republic, though it might make a large addition to its permanent ex penditure. The last news from Portugal is evidently the cause of our preparations. It is well known that on the 12th instant the Cyclops war -steamer hastily left the Tagus, and that Lord Howard de Waldcri, the British Minister to the Court of Portugal, came home in her. Ile has, of course, conferred with Lord Palmerston since his arrival, and pointed out, pro bably, that the recent changes in Lisbon go a long way towards a revolution. England, as the old and faithful ally of Portugal, has a double duty to perform. She has to protect her from self-violenen—that is to say, from the madness of internal faction ; she has also to take care that Spain has no just plea for interference. It is not too much to say that the Spanish Government has long shown a disposition to busy itself inconveniently with Portuguese affairs. A Spanish army is not very formidable ; but were it once in occupation of the strong positions which the country affords there might be some difficulty in persuading it to retire. Prevention is always better than cure. By a prompt demonstration England will show at once to the internal and external enemies of her ally that she is, as usual, quite ready for action. In a word, that she will exert her power to preventcomplica tions which might place the peace of Europe in jeopardy. -CeHßONlCLE.—Considering our enterprising and commenial character as a nation, our neglect of several valuable markets within our reach may well excite sur prise. The fact, however, is susceptible of explanation. Almost exclusively devoted to the study of what is called practical knowledge, we are apt to narrow the signification of those terms, and content ourselves with a very imperfect theory of what is practical and what is not. Nations are often hard to move in proportion to their power and grandeur, as bodies in proportion to their bulk ; and the same remark should be applied to the regulation of public opinion, the breadth and depth of whose current may be said to indicate the Her culean labour of those who seek to impart to it a new direction. We have already, on former occa sions, pointed out in what way, and by what means, the new settlement on Palo Labuan is likely to prove ser viceable to the trade of this country; and have hinted, that among other good effects it is likely to produce is the opening of the ports of Japan, and of those vast and fertile regions extending from the Straits of Malacca to the confines of China. Many expected these conse quences to follow from the establishment of Singapore; aud, directly or indirectly, that event has exercised much influence over the predilections and traffic of the Hindu • Chinese nations. But commerce, like everything else, has its caprices, and it may be inexplicable, according to the ordinary laws of reasoning, why the inhabitants of the states in question prefer being cheated by the Chinese to carrying on honest and gainful dealings with other merchants. Events, however, of recent occurrence in Siam, to which we shall barely allude at present, scarcely allow of room for doubt that among the first effects of hoisting the British flag at Labuan will be the acquisition of large trading privileges among the Hindu-Chinese communities, whose so vereigns, in imitation of Mohammed Ali, are desirous of transforming themselves into merchants, and long for the possession of steamers, to enable them to conduct their operations with the greater rapidity and profit. Hitherto Europeans have carried on little direct trade with Bankock or Saigun, though several attempts have been made to overcome the prejudices of the people, or the barbarous reluctance of the Governments to be en riched by the affluence of strangers. Among the causes of failure may be reckoned the influence of the Chinese, who, along many thousand miles of coast, have enjoyed for ages something like monopoly; and, like the Dutch at Nangasaki, are beyond measure jealous of such Eng lish, French, or Americans as display an inclination to interfere with their gains. For this reason little reli ance is to be placed on any information they may sup ply to our envoys or political agents, or even to our mer chants, in such matters less likely to be deluded. No thing more is needed to show the great value of success in this quarter than a knowledge of the im mense number of junks which set sail thrice a year from Hainan, Quangtuug, Foquien, Chekiang, and other maritime provinces of China, for Tonquin, Cochin China, Cambodia, and Siam, where they easily dispose of their rich cargoes at large profits; after which they return home with the valuable and varied products of that im mense line of coast. On another occasion we may pass in review the principal exports of these regions, which have always been greatly coveted both in the East and in the West. Here, formerly, the junks of Japan sought ivory, and ebony, and camphor, and cinnamon, and wood of aloes, and that precious perfume called Kalam bale on which the grandees of the Celestial Empire still set so high a value; and here also the European traders of the seventeenth century habitually obtained many of those costly commodities by which large fortunes were realised in a few voyages. For many years past European intercourse with these countries has been on the decline, chiefly, as we have said, through the predominance of Chinese influence, acquired fur the most part through intermarriages. ADVERTISER—The Bishop of London delivered on Monday his triennial charge to the clergy of his diocese. It is, we admit, an able address, but farther than that our commendation cannot go. It is pervaded by a controversial spirit, and goes out of its way to load indirectly with obloquy all who venture to think that good may be done beyond the pale of the Establishment. The Right Rev. Prelate, we are bound to believe, is not ignorant of that portion of revealed truth in which a certain class of persons are cautioned against condemn ing in others the very things they have done themselves. It were well if he were to take out the mote which is in his own eye before referring to the mote that is in his brother's eye. Dr. Blomtield arraigns the conduct of those clergy in the Church who have, either by their preaching or theic practices, been parties to the seces sions from Angalinism which have been so frequent of late, and which, there is every reason to believe, will ere long be of still more common occurrence. "Wherein, in this matter, thou judgest another," may it please your Lordship, " thou condemnest thyself." We boldly and broadly assert that the Bishop of London has done more to unsettle men's minds, and show them the high road to Rome, than any other person of the present day, al ways excepting such men as Dr. Pusey and Mr. New man—men who have devoted the last twelve years of their lives to the one great object of un-Protestant ising the Church of England, and prevailing on her children to throw themselves unreservedly into the embraces of Catholicism. Has the Prelatic Lord of Fulham House forgotten his memorable charge in 1843? Does he not remember what was the burthen of that charge ?—the great purpose, seemingly, for which it had been prepared? The main object of that address ap peared to be to bring about a compromise between the Church of England and the Church of Rome. In rail way phraseology, his Lordship sought, to all appearance, to eft ct an " amalgamation" between the two Churches, and thus to convert their past enmity into future amity. And, to a great extent, Charles James succeeded—only that the amity, like Irish reciprocity, was all on one side. Rome neither felt, nor affected to feel, any friend ship for the Anglican Church; but the latter began to form and cherish an intense friendship for the former. On this point there was no room for doubt. The clergy gave, in various instances, the best possible proof of the sincerity and strength of their new-born friendship for Rome, by throwing themselves into her arms. But while the Right Reverend Prelate thus sent numbers over to Catholicism, we have never heard of any whom his "Charge" of 1843 prevailed upon to quit the Romish territory, and take up their abode within the pale of the Episcopal Establishment. He cannot have forgotten his earnest recommendations to them, amounting almost to imperative injunctions, t• recur to the forms of service which were observed in the Church in the early part of the seventeenth century, and how he expatiatedon the solemn obligations under which they lay to put on the surplice —to be especially parti cular as to the postures of their persons in the various portions of the service—and on no account to neglect the offertory, nor the prayer for the Church militant, as pre scribed by the rubrics. And yet the Right Rev. Prelate now comes forward and declaims against Romanism and every thing tending to Rome, just as if he had not himself, three years ago, made virtual proposals for a a t m he a y l his so c r l t e r o g f y s e t that semi - amalgamation with their h p e e r ipit H m e in e i t s ij t o ra in ti s en o s n , into controversy with the Roman Catholics on the points on which the two Churches differ. The deep earnestness of his manner, and the great length at which he presses the adoption of this course, would almost justify a sus picion that he is, in his heart, after all, still friendly to the Church of Rome; for, undoubtedly, he could pre scribe no better method for thinning the ranks of Angli canism and swelling those of the Romish community. Assaults on the Church of Rome from the pulpit, in con junction with the Exeter Hall onslaughts of the M'Neiles, the M'Ghees, and the Sullivans, have, we verily believe, proved one of the principal causes of the rapid spread of Catholicism during the last ten years. If the clergy of the English Church would confine them selves to the simple preaching of the Gospel they would scion find a great diminution in the number of " conver sions" to the Church of Rome. DEATH OF THOMAS NEFEAN, ESQ.—We regret to announce the death of Thomas Nepean, Esq., the son of Sir Molyneux Nepean, clerk of the Crown and clerk of the courts. Our correspondent, alluding to the event says—" He was a fine strong young man, but relied too much upon the strength of an iron constitution. He died of dysentery or inflammation."—Jamaica Morning Journal. ANOTHER RISE IN THE PRICE OF BREAD.--TlleS day the bakers in the metropolis again advanced the price of the 41b. loaf one halfpenny. The price of what is termed the best bread is now by most of the full priced bakers charged at 11d. per loaf of 41b., though p so r t i n ee e s cl t i lr a e rge up b w u ar t d l s Od the w of ; one-fourth price is 9d. These prices higherthau twelvehsee months since. The opening of the Margate branch of the South- Eastern Railway is to take place to-day. WINTER.—The Ochils were on Wednesday clad around their summits with snow. In 1836 snow was seen on the Grampians on the 3d of September.—Edinburgh paper. DISTRESSING CASE.—At Torhouse Moor, by Wig town, Cormick Flanigan had been confined to bed for about eighteen months; when in September his family were attacked with British cholera, and himself and four of them have since died, viz. :—Mary Flanigan, the mother, Sept. 23, aged 42 years ; Peter Flanigan, son, Sept. 28, aged 8 years ; James Flanigan, son, Sept. 30, aged 21 years ; Cornick Flanigan, the father, Oct. 8, aged 41 years ; Jane Flanigan, daughter, Oct. 13, aged 17 years. We are sorry to add that there are still four more of this family lingering under this 'complaint, and that they stand much in need of the kiruinpas of a generous public.—Dumfries Herald. . • LORD NELSON'S LETTERS AND DISPATCHRS, VO LUME Vii.—This volume forms the conclusion of this truly national work, for if any otitileation merit the name of " national," a complete biograillly a Nelson is deserving that title, Nelson being,".to use, the wprds of Sir Harris Nicolas, the greatest of all he heroes that adorn the naval history of Great Britain, and his career of unprecedented triumphs, which was consummated by his death in the arms of victory, renders him for ever a paramount object of national pride, gratitude., and affec tion. As we have before noticed, this history of Nel son is comprised in his Letters and Dispatches, the nar rative being aided by notes from the editor. The letters show, in an eminent degree, the beautiful simplicity and high integrity of Nelson's private character, which, with his public dispatches, present a truthful portrait of a public man—for what can produce a more faithful pic ture of a man in all the relations of life than his own letters, written at all times and at all seasons, in which are contained the simple expressions of his thoughts, conduct, and intentions. The editor has published the letters unmutilated, and the hero now appears for the first time in his own writings, as he himself did in his life-time, without concealment or disguise ; and the public will find in them Nelson's own generous and im petuous spirit, free from the alloy of editorial adultera tion, or editorial squeamishness. Such is the general character of a work which should be found in every public and private library in the kingdom. With refer ence to the seventh volume, we perceive, in addition to the completion of the letters, that a variety of informa tion has been inserted which renders this volume the most interesting of the set.—Plymouth Herald. Counties Railway, now in course of construction. The vicinity of Fenchurch-strect to the corn and coal markets is considered a great advantage. ARCHES OF RAILWAYS. ---The evidence shows how they are sometimes appropriated :—Some of the arches on the Blackmail Railway have been purchased and fitted up as houses for the poorer classes of people. Schools have also been established under the arches of this line, partly purchased and partly granted by the directors. The arches near the Minories terminus, granted at a moderate rent for an infant school for the district round Rag• fair, on application from the clergy men or parishioners of Aldgate. A similar school has been erected further down the line, at Canon -street-road ; and at Limehouse a school has also been erected under the arches of the railway, The arches of the Eastern Counties Railway have been occasionally fitted up and used, by permission of the directors, as lecture-rooms, schools, and for occasional meetings. Only two arches have been appropriated as shops, these, it appears, are rather nuisances than otherwise, by their Sunday trading. CARRYING TRADE.—There was considerable evidence adduced to show how it is affected by extension of rail ways into the metropolis. It is affirmed by Mr. Horne, the carrier, that the extension of the South-Western Railway from Nine Elms to London-bridge would de stroy nearly all the carrying trade. The west-end trade alone would be preserved, or about one-fifteenth of the whole. The carrying trade from the Brighton Company, from the proximity of their goods station to the City, appear to be very small indeed, the goods traffic of this line being all brought to London-bridge. The exten sion of the goods station of the Birmingham Company to the City, would act prejudicially to all carriers, says Mr. Horne. The extension of the London and Birmingham Railway to the East and West India Docks will very considerably lessen the employment of carriers from the Camden-town station. Mr. Baxendale thinks that the cost of loading and unloading would remain the same, therefore the saving would be lessened by the cost of those operations. LOCAL AND SANATORY EFFECTS OF RAILWAYS.—The Rev. Timothy Gibson, clergyman of St. Matthew, Beth nal-green, states that the formation of the Eastern Counties Railway has caused the removal of a great number of houses and people that were a disgrace to the neighbourhood. When there have been new buildings, they have been of a much better order. Some of the improvement, however, must be attributed to the opera tion of the New Building Act. Many houses have been built in 13ethnal-green on either side of the railway ; all built in the last two or three years, are of a better order than those built previously. The formation of two or three good thoroughfares would tend much to improve the parish ; it would bring new inhabitants, and cause new and better houses to be built. There have been persons in the parish of a very dissolute and abandoned character, but they are getting rid of a great number of them. This has been done by pulling down Webb square on the immediate side of the terminus at Shore ditch, which was a sort of receptacle for pickpockets, housebreakers, and prostitutes. Has heard that a great many of those persons have gone into the neighbourhood of Clerkenwell. In respect of other classes, not of bad character, but hard-working artisans, who have been re moved from their houses by the railway, many of them have gone into other parts of the parish, to the right of Church-street from Tysson-street, down to Shoreditch, and the back streets. Thinks they have generally got bet ter lodged in consequence of the removal. Cannot say whether at the same cost or not. These changes upon the whole appear, in witness's opinion, to have been beneficial to the morals and to the health of the district; does not see what effect these changes can have upon the morals of the people, except as by thinning those of bad character. People herding together in great numbers are apt to become increasingly corrupt and depraved. Is of opinion, therefore, that the dispersion of large congregations of poor and sometimes dissolute inhabitants is beneficial, inasmuch as it destroys the influence they have one upon the other ; there is less excitement to evil. And, perhaps, intermixes them by a better class of inhabitants. Whole streets of new houses have been built upon speculation for the use of the poor consequent upon their expulsion from existing districts. Great numbers in the immediate neighbour hood of the church have been removed. In that case they usually go into cleaner and better habitations than those which they have been compelled to leave. There have been two or three streets in the immediate neigh bourhood of the church built lately for the accommo dation of persons removed by the railway ; there have been at least 150 new houses built lately in witness's immediate neighbourhood. The persons removed by the railway have no pre-eminent title to the occupa tion of these houses. These houses have been mostly built by single individuals, not by any company. The demand for house accommodation at the time these houses were being bait was so great that the greater part of them were let a considerable time before they were finished. There is at present a great demand for a better class of houses. The persons who live in the immediate neighbourhood of the railway complain of the noise made by letting out the steam ; this is a great annoyance at first, but custom soon reconciles them to it. The Eastern Counties Railway is built, for the whole •length in its passage through the parish, upon arches. There has been no proposal actually made to use these arches for schools, or for any parochial pur pose. The Railway Company willingly allow the use of them when wanted for occasional meetings, such as getting together a great number of poor people and the children of the schools. They have not only accommo dated the clergyman by lending the arch room, but they have been very kind in fitting it up, and making every possible preparation for it. They have shown every disposition to oblige the clergy. There are two arches in Brick-lane, forming part of either side of the line, which have been let to greengrocers. They, how ever, are rather a nuisance than a benefit, from their Sunday trading. Sunday trading carried on very ex tensively in the parish, notwithstanding all the efforts made to repress it. The practice nas greatly Increased during the last thirty years. Attributes the increase to the circulation amongst the lower classes of infidel tracts and pamphlets, pouring contempt upon religion of all kinds. Excessive demoralisation of the lower orders in the parish attributed also to the prevalence of infidel lecturers, who harangue the people on Sunday evenings in the numerous tea shops, which are open in almost every street. The railway has nothing to do with this evil. Cutting down neighbourhoods, in which they have herded in such large masses, to make room for the railway, has doubtless diminished the evil. The benefit not confined to the absolute space cut away, but extends to the houses right and left of the line. The whole of the line now taken for the railway formerly occupied by narrow streets, courts, and alleys, in which people of the very worst description herded together by thousands and tens of thousands. The whole of the spot now covered by the terminus was occupied by the de scription of houses referred to. Does not know what effect the railway has beyond its immediate neighbour hood upon the habits of the poor, but certainly a great number of the poor in the vicinity of the railway arc more decent in their appearance than they used to be. Improved habitations tend, unquestionably, in some degree to improve the morals and conduct of individuals. Does not recollect a single instance where persons re moved by railways from inferior houses have gone to houses of an inferior character. They remove almost universally into better houses. The poor rates are lower at present, and have been for the last two or oe t hif.nr hands.pe l e oy y e e d a r . s ,TTthhheaen district used railway t hr to b itself through ug h employse which h i The e h t hpaee great opprle proposed p oi are si more . tension will pass is full of courts, alleys, and small streets, and is, for the most part, a wretched neighbour hood. _ _ Goons TRAFFIC to and from Nine Elms Station of South-Western.—Description of it shows that large quantities of fruit are brought to Southampton from the Mediterranean, and from Nine Elms to the City, in carts. Fruits and perishable commodities are sent up from Southampton on this line. Coal is delivered down the South-Western line, from London to Weybridge, Woking, Farnborough, and nearly to Basingstoke. 23,797 tons of coal brought to Nine Elms in 1845, 11,700 tons consumed at Nine Elms, and the remaining quantity delivered at Woking, Guildford, Weybridge, Walton, Esher, and Kingston stations. Coal is brought to Nine Elms by water. Large quantities of agricultural pro duce brought to Basingstoke and Warren Farm, from Salisbury and other places. The extent of the traffic between the City and this station very great. The traffic is small compared with the traffic on the northern lines. The extent of traffic at Nine Elms necessarily increased with the great increase of the South-Western line and branches. The original line was 77 miles long. This increased to 100 miles of railway com pleted and in operation. 92 miles in course of construc tion, and 245 miles before Parliament in the present session. About 65,000 tons of merchandise per annum are brought to and from Nine Elms station : this is ex clusive of coals. The exact amount in the year 1845 was 74,499 tons. About 65,000 tons are conveyed in carts, chiefly to and from the City, and the remainder by water. Altogether the traffic in the year 1845 was 48,000 tons outwards, and 26,400 tons inwards. The goods traffic averages 66,000 tons, inclusive of the coal trade. Mr. Chaplin, the chairman, asserts that a reduc tion of the charges on the railway would greatly increase this traffic. Nearly all the goods traffic on the South- Western Railway goes to and from the City. The usual route is over London-bridge, that being toll-free. The most direct route, in Mr. Horne's view of it, from Nine Elms, would be over Southwark-bridge. The toll of ls. or Is. 6d. on each waggon, the cause of this bridge not being used. The average cost of cartage of goods from this station to the City is ss. 6d. per ton. It varies ac cording to the description of goods from ss. to 6s. Bd. per ton. It averages to the Bank or London-bridge ss. per ton ; ls. a ton calculated as the expense of loading, the unloading is done by the South-Western Company. By extending the lino to London-bridge, a saving of Is. Sd. per ton would be effected in the cartage. Goons TRAFFIC to and from Bricklayers' Arms Station of the South-Eastern.—A very large traffic in hops is brought from Kent to this station. Nearly all the hop traffic is brought to it, says Mr. Fearon. 90,000 pockets of hops have been brought to the station. They are brought in enormous trains, forty or fifty waggons in a train. From thirty to forty pockets are brought in each truck. This traffic requires an enormous amount of plant to carry it on. The hop trade is al most entirely confined to the Borough. 'The cost of cartage is 3s. 41 per ton charged for all goods de livered from this station to any part of London. This is not a paying rate ; it ought to be ss. The railway to company c c a h r a r t y we at 3 t s ile 4d s . a , m th e e r r a e t f e o . re the carriers are com pelled Goon s TRAFFIC to and from Camden-town Station of the London and North Western.—lt consists chiefly of manufactured goods coming into London, and goods for consumption for the country going down, such as groceries, draperies, and goods of that description. These goods chiefly come from the City. As regards p th a e ny e x u t e p n w t a o r f d it, s o M f e 6 s o s r xt s M. 00 B 1 a . x a e .. n 3 da ea l r e a f l o o r n e g pay ood s t h e Co passing Co mpany over the line into their warehouses. Messrs. Pickford piss over the railway about 1,600 tons a week, 800 out and — BOO in. Mr. Hayward passes over the rail way about 85,000 tons a year, is one of twenty carriers working at the same station. The whole business of the railway is, perhaps, about ten times this amount. The greater part of the traffic from this station is for the City. At least three-fourths of the whole traffic is destined for the City, the docks, and places eastward of the station. The cost of cartage is dependent upon the nature of the commodity conveyed. Iron goods are moved at a very low rate; from ss. to 6s. per ton. There is no charge less than ss. a ton. The Manchester pack and goods of that description are charged higher. Leicester goods being in small consignments are charged 7s. per ton. If all goods were taken to Euston-sivare, instead of from Camden-town, a saving of from ls. to ls. 6d. per ton on cartage would be effected by the diminished distance. RAILWAYS AND THEIR MILITARY USES.—General Sir James Willoughby Gordon, Bart., G.C.B , and Major- General Sir John Fox Burgoyne, K.C.8., gave evidence on this subject. Sir J. W. Gordon gives his opinion generally upon the advantages to be derived, militarily speaking, from a conne x i on b e t ween t h e rail ways on th e north bank of the Thames and those on the south bank of the Thames, and also as to the best means of connecting these railways for military purposes. The different metropolitan termini at pre sent executed are, he thinks, all well situated, and exceedingly well adapted for facilitating military movements. Does not see any advantage that would arise from a change. If anything like a central termi nus is intended, should say it would be attended with inconvenience. The different termini now are all central, in a circle of somewhat large diameter, but still in a circle. If the circle be contracted, for military pur poses it might be attended with very serious incon venience. In assembling large bodies of troops with their necessary accompaniments, equipments, and bag gage of all kinds, women and children, it is difficult to put them in regular motion from any given place at any time ; but when these are all brought from different parts to one central place, and under different command ing officers, can conceive nothing more calculated to create a very great confusion. Cannot see that the formation of a connecting line, or a railway joining all other lines in and round the metropolis, will facilitate military movements. The only inconvenience occasioned by the present termini is the time lost in moving bodies of troops from one station to another. It would be a saving, probably, of three or four hours between Nine Elms and Euston-square. To this extent connecting lines would undoubtedly be some convenience. The necessity, for military purposes, of a continuous con nexion between railways north and south of the Thames, altogether a question of time. In the last four years there have been moved by railways 250,000 people, of which about 12,000 have been women, and some 14,000 children ; and these have been moved with out an accident of any kind. Knows of no other conveyance which would show this result. Rail ways, therefore, are not only the more rapid, but also the more safe mode of conveyance. In the event of invasion or threatened invasion, it would doubt less be very desirable for the defence of the country to form a communication between the northern and southern lines of railway. An unbroken connexion be tween the northern and southern railways particu larly desirable for the purpose of moving cavalry and artillery. In moving troops generally, the more con• tinuous the line the better. Cavalry and artillery seldom removed by railway on account of the great expense at tending it. Whatever description of military force may be moved by railway, a continuous line always better than a broken one, Anything that requires to be taken from a railway at one point, and moved to another, is very inconvenient; and the more this can be avoided the better for the public service. In private life the incon venience and the risk in transporting horses is much greater than that of transporting human beings. The establiihment of central stations in the metropolis, for the different railways, not necessary, and when so placed might be productive of great inconvenience. If large bodies of people are brought to one centre, there will be a confusion in getting them ou t o f one place and into another; and if there were horse and artillery, the con fusion will be much greater. Can conceive nothing more convenient. Considers that the present termini are quite central enough. The less interrupted the line of movement is, the more convenient; whether the move ments be made on foot, or on horseback, or by railway, the principle is the same. Is at present using the railways for the purpose of moving troops. To the extent of 60,000 a year. Troops are usually moved by railways when the public service requires celerity of movement. Connecting Woolwich with Portsmouth by railway very desirable. Sir J. F. Bur goyne stated that he has turned his attention very much to the system of national defence, and the degree to which railways might contribute to it. Considers it of great importance to connect Woolwich with the southern and western parts of England by railway. The old mode of conveyance was chiefly by water, round the coast, and of course was subject to great interruption in time of war. That communication would be just as well afforded by railway for military p ur p oses if it did not come nearer to London perhaps than two miles or thereabouts. It is not necessary to come through the heart of the metropolis to effect the object in view. Per haps it is better avoided, as in the case of the transport of ammunition, &c. The same would apply to a con nexion between Woolwich, or between the south of Eng land and the north ; it might be just as well carried round London as through it. Imagines that a few miles increased length would make very little difference in that respect, the great object is the continuity and non interruption of the intercourse. Thinks it very desir able to connect all the northern and southern lines for the purpose of perfecting a system of national de fence. The same railway carriages being available throughout the route of great importance in effecting a continuous line. 2,000 men require at least 100 car riages ; 2,000 men would be a small number for an emergency upon an invasion, or in any case of that kind, where it mignt dv aestrauxe uzeumUlt: a laigu uuusber of troops. 100 carriages is a large number to carry on one line, therefore it would be of considerable import ance to make the carriages on one line available for any other. With the power that the railways ought to give to the Government, every soldier in Great Britain might be assembled on any one point in twenty-four hours, and even from any part of Ireland within a few hours more. But in bringing them by the different railways to Lon don, and moving them from London, unless all the car riages cah,be made available, they will be taken down by driblets to the point of action. Without a continuous line, troops having arrived at Nine-elms for Portsmouth, from the Birmingham line, for instance, would not find a sufficient number of carriages to take them on to Ports mouth. Any communication, though circuitous, that would enable all the carriages to be applicable, would meet the point alluded to. Sir J. W. Gordon suggests, with regard to all lines of road by which mili tary supplies of any kind are to be moved, that the Government should be consulted in tracing the line and the proper military and civil authorities should report upon the line before it is made. This is par ticularly necessary, as in case of military operations carried on in the country, the lines which were intended only for commercial purposes were found to interfere with those operations, either by impeding our own movements, or facilitating those of the enemy, the duty of the commanding officer would be to destroy them.— Sir J. F. Burgoyne conceives that the facility and ra pidity of steam navigation render the country very sus ceptible of being attacked on a sudden on the breaking out of a war, and it is very necessary to improve the means of defence. The only resources at command are the navy, fortifications, and the concentration of the troops. The navy might not be able to come in at par ticular periods. The fortifications have all yet to be made. Therefore it would be of still more importance to facilitate the concentration of troops. The forces might be concentrated faster than the enemy could land them; there is a great difficulty in landing a large num ber of troops; it takes a very long time. Witness attaches very great importance to a line being carried across the Thames to connect the northern and south ern railways; it is of very great importance, more par ticularly in London than in any part of Great Britain. • ',.;11'14 rapt - , i , V7-14 1 .1-* •i EXETER, I' EO VIL, A I:\KU CHESTER RAILWA • A general meeting of the shareholdermil"egnithai.:OT pany was held, at on e o ' c l oc k yesterday, g mow Tavern, to receive a report of the past proceedings of the directors and of the financial affairs of the Company; to determine on the propriety or otherwise of continuing the application to Parliament for the Bill next session; and for the purpose of considering and approving any augmentation of the capital of the Company, and any visitation from, or addition to the agreement, with the London and South-Western Railway Company. E. Woolmer, Esq., occupied the chair. At the appointed hour but a small number of shareholders were present. Ml'. CLENCH, the szcretary, having, shortly after one o'clock, read the advertisement, convening the meeting, Mr. WALES' took an objection in limine to any further proceedings, as the advertisement simply specified one o'clock, without the addition of the word " precisely," - and that any man of business would consider that the meet ing was called "at one for two o'clock." lie attributed the extreme paucity of shareholders to this alone. No doubt in such a concern as that a great number would attend either personally or by their representatives—in fact, many had stated so to him. He was anxious to take the sense of the meeting on the subject. The CHAIRMAN could only say that the paucity of attendance could not be attributed to the directors, as they had given more publicity to the announcement than they were required to do. They were only required to publish it in the London Gazette, and he believed in two or three of the London newspapers, but so anxious were they to receive a full attendance of shareholders, that they had even advertised during the present week in each of the newspapers. He was told by the gentlemen of the press present that meetings were invariably com menced in London at the hour for which they were advertised. Mr. WALES' thought the advertisement was calculated to mislead the shareholders. Mr. CASH did not agree with the lion. Shareholder. In his estimation, one o'clock was mentioned.—(Hear, hear.) It did, however, occur to him that the advertise ments were very few indeed. This morning he was very anxious to know where the meeting was to be held, and thinking he might be too late, not being able to obtain a copy of the advertisement, he came there an hour ago. Some publicity should have been given to it. The CHAIRMAN explained that it was inserted in ten London newspapers —in the Times, Chronicle, San, and the weekly railway papers. It was also inserted in the Manchester and Exeter papers. They were anxious to have a full meeting, and therefore they inserted the advertisement in the papers of yesterday. Mr. WALEY repeated that it was the intention of a very large number of shareholders to have been present whom he did not see. He therefore begged to move that the meeting be adjourned for a week. He had been connected with commercial matters all his life, and that experience justified him in stating that in order to obtain a meeting at a certain hour the word " precisely " must be added to the hour for which it might be called. t: L‘ A SHAREHOLDER thought that their number would re ceive but a small accession if they waited until two o'clock—certainly not more than half a dozen; he hoped they would at once proceed with the business as it was probable the meeting would in the ordinary course be an adjourned one. The CHAIRMAN was anxious to promote unanimity if possible. The directors had but one object in view. Mr. WALEY moved the adjournment of the meeting until two o'clock. Mr. LOTT seconded it. Mr. Stiove said the presence of the gentlemen of the press, who were well versed in these matters, showed that they considered the meeting was called for one o'clock. It would be most unjust to adjourn until two o'clock to please a few, because the time of those who wished the business at once proceeded with would be wasted. I: Mr. GOODWIN moved that they should at once pro ceed with the business, which was seconded and carried. The business was then proceeded with. The CHAIRMAN said—Gentlemen, in meeting you here to-day I regret that I cannot congratulate you on the resalt of our application to Par liament, which we certainly expected would have succeeded even at the latest moment. Throughout a long and tedious investigation, rarely equalled in railway legislation, we had to contest every inch of the line against the most determined resistance on the part of a powerful company, who, reckless of expense, spared no means to defeat the Exeter, Yeovil, and Dorchester line, and those in connexion with it, who were desirous to effect a direct communication between Exeter and London. It is, however, satisfactory for me to state, notwithstanding the opposition with which we had to contend, that we did succeed in passing the Bill through the House of Commons—(Cheers)—and even up to that point when the decision of the Lords' Committee was given, which may be characterised cer tainly as being the most extraordinary ever given— (Hear, hear)—and also unexpected by all parties, who were completely taken by surprise; they were most san guine of success. It is gratifying for me to know that that adverse decision did not arise out of any failure on the part of those persona to whom the promotion of the Bill was entrusted; the whole of the evidence, whether with reference to the feeling in Exeter or in the districts traversed by the line, in its favour was most conclusive, and indeed was not shaken by the severest cross-examination to which the witnesses were subjected. Neither was there any error or negligenee proved in the fulfilment of those pfelimituirMulits ,and particulars which are required tp lie preyed 'before the Standing Orders' Committee of ilie-Harlse of Commons; and there fore the directors may tako credit for having done all in their power to promote the interests of the shareholders by allowing nothing to veinal!! undone Which could promote the successfulspassmg - ofthi,Bill thieugh Parliament.— (Hear, hear.). Itawitig seal& my regret at what I trust will nrove only A ____teranor ß r e __ is now my more pleas ing - duty to state the auspicious prospects . which I think await this undertaking. Lord Beaumont, as the chairman of the Committee of the House of Lords on the Bill, in presenting the report of that Committee, pledged him self, in the name of that Committee, to accord a favour able decision to their Bill when again presented to them, and therefore I hope this time next year our Bill will be the law of the land, and in fact in the course of construction.—(Hear.) I have great pleasure in informing yon that the directors of the London and South-Western Company have met us in the most fair and liberal spirit, but that powerful body have prepared a most comprehensive and grand scheme, extending from London-bridge to Plymouth. The Exeter and Yeovil line will form a portion of that scheme ; but it has been arranged with them that we are to be an independent line ; and, in order still more to enhance its value to the shareholders, they have agreed to gua rantee that the shareholders shall be secured from any further expenses whatever with respect to the last or the ensuing session, beyond the deposit of 24 155., er that the second deposit of 21. 10s. will remain intact and whole.—(Cheers.) There is another advantage which has been offered to us. An additional capital will be required for branches, and it has been proposed that the shareholders sl4lll have a rateable proportion, and in case of failure, which we do not anticipate, but in case of failure only, 10s. will be deducted from the 21.10=. 6d., or 251. shares. Some of the shareholders have intimated to the directors that it would be very de sirable that the 501. shares should be divided into 251. shares.—(Hear, hear.) If it should be the pleasure of the shareholders to recommend this course, if we have not done so in the report, we should be happy to carry it into execution. I believe there are no other points be yond those I have stated and what are con tained in the report. You are aware that five and a half per cent has been guaranteed on our capital by that wealthy company, the South- Western. 13ut it would be useless for me to reiterate what must be well known to every one else. There is only one further remark I wish to Take, and it is this, that the very severe and unprecedented opposition which we met with in contesting this Bill in Parliament has involved a large amount of outlay, which under other cir cumstances would have been unnecessary; but I can confidently assure you that no expenses have been in curred save those rendered absolutely necessary. The secretary will now read the report to you, after which I shall be happy to give you every information in ;my power. • The SECRETARY then read the report, which stated that the directors were happy to say that preliminary arrangements had been made with the London and South-Western Company, which have only been con cluded within a few days, and which they trust will re ceive your approbation. It will be in your recollection that this scheme was proposed in compliance with the expression of public opinion of the inhabitants of Exeter, and of the populous to wns s it ua t e d on th e direct line of communication between that city and London, who concurred in declaring that th e construc tion o f ? railway communication between Loildon and Exeter, by Salisbury and Yeovil, was an under taking of great national and local importance, and supported this view by petitions to the Legislature. At the time of the projection of this scheme there was no avowed, or the least apparent, intention on the part of any existing company to supply the required necom92o dation, nor was it until the sub scr iption of your capi tal (the time for which, by the terms of the prpbeectuos,dall ex tended over a considerable period) had pl a ced doubt the prosecution of the underta king, th at their th claims tt m he Great Western Railway Company asser ted s e L st on c d f o y n e , o a v n i t the to the whole traffic be . occupation of the entire twdeeisntrEicxtestoeurtahn-wd i I scheme 11 , 41 " possible period, projected a r va , ca Th e support of these pretensions, that company, at the latest Exeter Great Western, from Yeovil to Exeter," running nearly parallel a ith your own, 'and by a new line from Ifungerford to Westbury, and the Wilts, Somerset, and Weymouth Railway. At the commencement of the proceedings in the House of Commons the llungerford and Westbury Extension was rejected on standing orders, but the Committee of the House determined finally on considering the question as an integral scheme of rail way accommodation between Exeter and London, and, after a. full and elaborate investigation into the merits of the competing lines, and the pretensions of the respective companies to the traffic of die district, the Committee declared in your favour, aitd rejected the Exeter Great Western. In the course of the proceedings, however, the Committee re fused P sanction the branch from Wayford to West Milton on account of residential injury, which, it was thotlght could on a re-survey be avoided. In the House olLords, the Bill was fully supported by the same indis putable testimony, as to its merits, as in the Com mons, which justified your Committee in entertaining the most sanguine anticipation.of ultimate success, but their Lordships' Committee, whilst they recorded as their opinion, that a direct line of railway from Exeter to Salisbury through Yeovil was desirable, decided that the Bills for accomplishing these objects should not be pro ceeded with in their then existing state, but, in present ing the report to the House of Lords, the chairman, Lord Beaumont, said, " With reference to the question of competition, there is no doubt that wholesome corn- PROGRESS OF FOREIGN LINES. MONTEREAU AND TROYES.—The Council-general of the department of Haute-Marne have voted in favour of the continuation of this line. The Minister of Public Works has ordered that the continuation from Troyes, as far as Chaumont, should be the subject of a commission of inquiry. By this addition the Troyes line will meet that of St. Dizier and Gray, and will become the shortest route from Paris towards the east of France, Northern Switzerland, and Germany. BORDEAUX AND CETTE.—lmmediately on the con firmation of the statutes of this company, a general ap pointment of the managing staff took place. M. de Espeleta has been named president, and the Duke d'Albufera vice-president. In conformity with the statutes, two managing committees of five members each have been formed—one at Paris to superintend the finan cial operations, the other at Bordeaux, more particu larly to superintend the construction of the line. IioANNEI—The engineers of highways, who surveyed the lines between Moulins and Roanne, and Roanne to Quevillere, are continuing their operations as far as Saint Etienne and the Rohne, in order to establish be tween Nantes, Orleans, and Marseilles the shortest rail way communication, and the most favourable to meet the commercial wants of the valleys of the Loire and the Rhone. CREIL AND ►ST. QUENTIN.—The general council of the Department of the North, at a late sitting, came to the determination to carry this line as far as the frontier, touching the Erquelinnes and Charleroi Railway. By this means it will afford the most direct communication between Paris and the north of Germany, and diminish the distance between Paris and Cologne about 100 kilo metres (62 miles). It will also present the shortest route to Brussels, as soon as the Belgian section of the lino from Erquelinnes to Mauberge is completed. M. Cour pon, auditor of the council, and member of the board of commissioners of the line, has visited the whole of the route, by ordee of the Minister of Public Works, t; re port statistically on its merits, and there is little doubt that the question, with regard to a speedy concession, will receive an early decision. TOURS AND NANTES.—If the arrangements now being made by this Company are realised, there is every reason for fixing the opening of the portion between Tours and Angers by the beginning of Sep ember, 1847. MRS. GORE'S NEW NOVEL, ENTITLED, " MEN OF CAPITAL," is published this day, in three vole, by Mr. Colourn, and may be had at all the libraries. The following new works of fiction are also now ready. 2. The Roman Traitor,.by H. W. Herb er t, E sq., aut h or o f " Oliver Cromwell. " 3. Leontine, by Mrs. Maberly. 4, Marston, by the author of " Salathiel." 5. Ad ventures of Captain O'Sullivan, by W. H. Maxwell, Esq. 6. Confessions of a Pretty Woman, by Miss Par doe. 7. The Citizen of Prague, Edited by Mary Howett. Second edition. 8, The Wild Irish Girl, by Lady Morgan, revised, with a new preface and notes, forming the new volume of Colburn's Standard Novels, price 6s. bound, with portrait.