The Sun. — London, England, 1846-02-09 00:00:00

D) 1 le wri t° ichh ave f a s cre valuab le he , a' e : ive Also Lters,se a „ w ent _,1 9 all pagei; nt ins j 0 I field. MO de he'. i 1 j i° fr ofV F) e g ii' 5t 5 jo t° y , s 5 o irl t d ince ri P c ho i fo e I fo r si'" f / b"( re P4 3 le tt 1 " er e Cr)) 0 — die for . ' io° o f 1 0 . 0 6 ° OP fo o-' r ` i 0 r. ore () o c. y f e :e f 0 ne e Oa r .0 bright „ '' 's, and hence, poz,sibly, ri quires our more . particJlar sti gma W e ascr ib e t hi s solitary instance of p t i.iity against a creed rather to the carelessness of the editor than to his . matured purpose. Yet on this v ery account, more especially, we poitrA the finger of critici sm at the blot, and warn its con d uctor ag ainst any f uture repetitio n favour of the like, if he would propit i a te the Jur of his liberal-hearti d and liberal-minded gene ration. - ' W ANDERINGS OF A PEN AND PENCII.,. Phasant. wands rings are . these; and choice, sun-lipped eornpant(ins are 'Masters' Crowquill and Palmer. The P e n is smartly niblied for . the nonce, and the pencil ever tointed. woods be Seductive for a (I " cri P - T i° 9 , the old ruinous monastic build:llgs which nestle in sill sorts of nooks in this our "m...rry Eng Lind" seem to der greater attraction to the pilgrims of literature and Itrt, and - precious coifs of anecdote and millions of I =xera4 do ti,ey rake up from ainoi,gst the moss and the green stone,.. Then, for exateple, at pa,:e 168, is the . t 'ritahle chainb.,:' of Alexander Pope, at S anton Har totat, h e room in which he finished tho fifth v ol u m e of ills Ti,ink of that gi od tearler! thw very room In which our rate, dainty., tutt,ic-tongtted, irritable little P et bath often donned his slippers and snooz , cl off into a dream of bucolics. For more particulars upon this 411 4 divers other curilsitios, we commebd thee to the &Jed company of rlli. c i Cr....% quill. KNIGHT'S P Y MAGAZINE. Tho ug h i n ti"i tdy sin Alle.r, this new suries of an old farovrite is . infinit iv superior loth in appearance and aelmti'm of materials to its predecessors. All readers ' 3l taste Kill feel themselves under obligations to Mr. for an alteration so judicious, and to Mr. '''ftrvey also for his delicate and occasional l y delicious pictorial coutributions. Some morsels in this first part rlaltemthe pencil of that eminent draughtsman a re peon if pleasing, inasmuch as they remind us of his gkrions achievements in the embellishment of the t r4 blan Night's Entertainrn: nts: in the present case, ow evtir, to employ a quir k, it is in the ernbellishment I .i L. the English Knight's Entertainment." Besides the •ordinary proportion of antiquarian, or, rather, book ,worming matter, tales, and poetry, and reviews are inter spersed through the Penny Magazine, giving an addi tion, al attraction to that deserving and popular publi eatio.l. THE STUDENT. A serious. sober, honest strial. Partially scientific, partially tritical, plrtially devoted to light lterature. In this number there are —" A Legend of Ancient Wioxic , b," a " Lite of John Rouge," a botanical account of nemlock " and its prop _Tties, with other miscellaneous tontri )utions. And as the whole is devoted to the "In -rests of Trade," it is surely to the interest of trade `that it bhould be supported. BRITISH AND FOREIGN IN STITUTE. A very interesting convmazione took place on Saturday at the above Institute, when the ,question of the best means of increasing the supply of food to the people Was discussed. The attendance was not so numerous as lz:ght have been anticipated from the interesting nature o f the subject. Mr. J. S. Buckingham opened the dis custion by observing that a deficit ncy of food was one of the gyeatest evils that could befal a country, as its con sequences fell on those least able to bear them, the poor ' - while these consequences reacted on the rich, who 'Were the only parties able to provide for the P9or. It was also injurious in a moral point of v iew, as wh en a peop l e were presse d by h ung er they Could not respect the barriers between right and s ' o r,bg- Variou s causes ten d e d t o pr o duce a deficiency Op d ; ignorance was one cause ; on the banks . of the itisdisaoinusri and along the valley of the Missisippi there Indians millions of acres lying unproductive, because the were ignorant of the method of cultivation. Indolence was another cause, while tyranny and des potism formed a third cause, for no man would sow when e Iv " ignorant as to whether he should reap. Having alluded to the causes of deficiency of food, he would now ring forvvard his plans f o r preventing that evil. The tirst wa s by d ra i n i ng t h e b ogs an d f en s o f England and for This should b e undertaken by Government, ?reriv ate individhsls coul,l not expend the sums requi stte far draining; on the necessary scale, nor could th e y afford to wait till a profit was returned. There Were af o ll Y ssful instances of draining in England — Chat to . ss, foe instance, whi c h, not many yews ago, was 11I:lly barren ; there w e re also the fens of Lincolnshire. V next plan was to convert all the waste lands of Eng !and and Scotland into productive land, by covering their ,urface with fresh so il by means of manures and earth ?r`lught from elsewhere. He mentioned several instances tn which land formerly barren was now most fertile. alta, wh en i t was presented to the Kn i ghts o f S t. J o h n of Jerusalena by Charles V., had not one hundred acres ; t. productiv. land in the whole island. The Knights of Lt St, &dn., however, had caused shiploads or heearth o to the u s uroU ght from Sicily, an d made a layer now one of the r face of th e rock, s o that Malta w.,s i , '1'0.4 fertile spots on the face of the earth. Then there ,wuhre the nu mero us lakes in the North of England, W:ll as mi , abt be stocked with fish from th e ocean. thought that sea-fish could not live in fre sh n t er but this was a mistake; for many species of lamprey, w ere common to bosh, such as the salmon, smelt , B :"PreY, and others. Another means of preventing 'arcity of food was by carrying out sea-fishing to a ; tr g extent by Government, who might provide a number of vessels, and man them with seamen, under a -taa,ita-isct,petray °t prosier r p s r „ o ry aer d;scipline, with officers who might be for: Would bof • pay all a f , rum the half-pay list of the navy. This would schem e the coast froe sailors for the navy, while it would its ow n expense'. For Ireland such a the sea along unable e °f 5 especial advantage, as "rant a ° that country was teeming with fish; an ad oto.ot, would which the people, from their poverty, were to avail themselves. A proper system of sewerage, same soil, atiltiheinss also be of great advantage, as the manure thus might be employed for the fertilisation of the of, as now, running t . o . waste ; while; th e e time, it would be a positive saving from superior cleanliness thereby produced. The last " 15 4 he would propose, was freedom of exchange with •.._other nation s . E ng l an d h a d immense stores of and coal, great mechanical invention. and un wearied i n d ustry ; aided by these, she could pro d uce g re at quantities of manufactured articles, which she flight then exc h ange w i th other nat i ons f or ar ti c l e s of the Mr. Buckin g h am conc l u d e d by observing that mutual depe n d ence o f nat i ons on eac h other was the best guarantee for peace. An anim a t e d di scuss i on th en f o ll owe d on the ques tion, and many interesting facts were adduced in favour of the views advanced by Mr. Buckingham. The party did not break up till a late hour. FOREIGN PRovistotes.—The arrivals of cattle and Pro visions from the different continental states within these few days have, as may be supposed, been of a somewhat limited nature, which may very reasonably be attributed to !, 11 e alterati o n s a b ou t t o b e p r oposed with reference to the duties , cnargeable upon them on importation into this coon tr3'. The weather is remarkably mild for the season, and no difficulty appears to be experienced in clearing from the ports ,of Rotterdam, Hamburgh, and other hutch and German forts, still the importations of cattle during the past week have been of a very trifling character compared with previous Weeks, as the market returns have shown, and it is evident that the owners and feeders of cattle in Holland are holding back and declining to send cattle over for the present to any grease r extent than is absolutely necessary to meet pending position in the metropolitan markets rfigagements or keep our space permitted a it,it would be interesting to men tion some of the importations, which' have taken place Within the last ten da ys, although the arrivals during the l a tt er portion of thernhavenf poultry, butter, and been of a very scanty nature, excepting the supplies other articles of the' from France u sual varieties a nd Belgium, which general consumption have been of and description. it would be seen that If we were t.) enumerate the different im portations in their order of arrival, their, and although in quantity, and important _ trie supplies of cattle have borne hut a small proportion inof numerous c haracter, are not to be compared with the supplies of tahinrieie)stordafi(i)ur previous week's, when experience has Rolland, to and proved the several vessels arrived Y with cargoes of cattle. Past expe especially capabilities of foreign states, to say with produce- and supply us with cattle and pro. 'lb" generally; and it would be difficult Ca tblit,' degree of correctness , to how great an extent those I:eiL i litie scan be increased, N the import duties at Present enti,.., u p o n them are, as is probable will be the ca4e, eini rl - e ‘ t Y z remitted. Holland is, unquestionably, of super- Inatt,r, ° u partance amon g the continental states, in the and tl boutwill, and supply of these neeessaries Ver tat y acc Y r e"siderabi, doubtless, consequently experience a proportion of the advantages which will irlab e .. tt . e ' i f the proposed remission of the duties on cattle, and 3_, .ledlictioas of duties on other articles of provisions, be car eci itite effect. n . i t IUE MEN DROWNED -On Sunday last, about two tiwin_iz,:nnetik:s : i s , the crew of one of our small beach boats was Pie r'ng to ;ound the Lowestoft Point, and had just set the foe that purpose, a sudden squall from the west arc' ri fortunat e 'v uet the boat, and all the men (four in Tahneleasectlnt John was S n a h u se n r .d v e e rS ,l , number) were : thrown into the water. Their names were , each, who immediately obtained the b James Hall, and Robert Jarvis. the brother of the latter from e obtained assistance, and ptit his r them, but we regret to add, only in timeto save hieh _n.rother, who had contrived to cling to a small buoy w the boat contained. The body of Hall only has been picked aP' on which an inquest was held last Tuesday evening, and vet diet of accidental death returned.—Norfolk I* " . ' njB. • Tap le' who 111' 1 " , - lINISTERIAL in ,,, n en in business with the farmers in different parts of this r - a Vt.Y, informs us that the feeling of the farmers, gene pi .''' is by no means unfavourable to the measures pro 81:sed by gir Robert Peel. Their desire is that the repeal b ould be immediate, i ns t ea d o f a t the end of three years, because they would then be able to effect an immediate arr angement with the landlords in respect to rent and other , ,natters. The appeal of Mr. Cobden, supported as it Rob ert the Opinions of Lord John Russell, Lord Grey, Sir Peel. Mr. Gladstone, and others, in favour of an I,nitnediate aboliti on o f the corn-laws, thus meets the N lews of the agriculturists, and we hope that it will be boldly carried out. Many of the landlords, however, will no doubt c'lvnid.o,z2e immediate repeal in order to postpone any alteration „ . ', l 'll might affect their pecuniary interests, and Sir Robert, r ","'e , e , powerfully backed by the opinion of the country, will '„ r , ° lAhly give way on this point to the influence of the landed effect on The Ministerial plans appear to have had very little , a e u et on the corn and cattle brought to market. At the -_.- .nten great market on Saturday, there was no depre ZlT ting circumstance perceptible in the sales effected; and both esame was the case at Exeter on Friday. Fat cattle in places brought quite as high a price as usual.— ' tYinouth Journal. . ' the floods in Germany have caused considerable in 'iry already, and the rivers still continue to rise, threaten '24l:vont-Ise disasters. The Elbe overflowed its banks on the w ashir ta i t" and were the lower quarters of the town of Meissen i nhabita nts water, and caused great distress to the poorer nts. The Danube has broken its bounds in many parts, ii7"nu-Pn-lti- a:; i„ _, zte g away the soil with the seeds in it, and depos"ting sand and gravel. Most of the roads ar rendered at i ir tuu n t le, The Weser has done great damage, particularly en, in Hanover, where more than half the town is The Ern, in Saxony. has attained an unusual height : i l d near , , e,,e!Luses great apprehersions, and most of the fields Week t en tL l in .Raden, have been submerged for more than a by 6 Kalsig. TEIE SUN, tiONDO,N, MONDAY MORNING, FEBRITArti r 9, 1846. PARL IA NIEN'rARY BUSINESS. (From the Votes and Proceedings of the House of Commons.) THE AMERICAN NAVY - MANNED BY BRITISH SAILORS. (From the Nautical Standard.) The American papers have entered into a somewhat lengthened controversy on the condition of the navy of the United States, and the nationality of the sailors by which it is manned. It is pretty well under stood all over the world that in the American naval ser .. i..e, a vast major:ty of the crews of their vessels ,are British subjects. Contemptible as the number of ships of that Government is, and so limited as are its resources when, compared with Great Britain, the eondttion of the Americans in the event of a rupture with this conntry must be the most abject ; when, as will assuredly he the case, the gallant fellows who now serve the Ameri cans for mere money, will return to their own flag both fur good pay and loyalty's s:ike. The New York Express, in answer to the New York Globe, says: The point is this, can 76 sail of the United States navy whip 376 sail of the British navy. The Globe says ay.' We don't doubt our gallant jack tars would fight hard in single ships. We don't doubt that our privateers would make a great havoc with British commerce, when they could catch it without cuuvoy. But, we are quite sure our coast would be so blockaded, that half of our small navy would be kept in port, and what gut out would, two-thirds of the time, be in the presence of a superior numerical force. Now the British East India navy is larger than the whole navy of the United States. The Globe f,ncies our captains and sailors could whip bete, with only 76 sail ! In the war ,f 1812, our gallant glorious little navy did wonders, bitt the whole world was down upon Great Britain during the greater part of that war. Still our navy could not defend our own coast. Our towns were burnt, our cities, were pillaged, our creeks and rivers %ere entered with impunity ; our navy itself was con stantly driven into port by superior numerical force. 'since that war a new and powerful element of naval action has come into existence—steam, in which we are nearly defenceless, while England is as yet irresistible in that great arm of attack a nd defence. Now, a jack tar, no matter if he is an American, cannot lick' a steam-engine, nor trip up a locomotive, nor with his fist knock over a Pixhan. Steam has overturned the order of warfare. Man is not what he was—unless what may be called the steam devil is in him." The Express then proceeds to argue the question of the personnel of the United States navy, showing that it is with British, or Swedish and Danish personnel they have to fight Great Britain : " Our navy, if we are informed aright, is composed of foreigners to a very large extent, say two-thirds, while our merchant service, taking New York as the standard, shows the proportion of foreigners to be seven tenths of the whole. Six shipmasters, of the highest reputation, when asked their opinion, stated that the number of American-born seamen was from one-fourth to one-fifth of the whole number, leaving New York, while the balance is made up of all the nations of Europe. What the officers of the mercantile marine say of that service is more than confirmed by the officers of the navy of all ranks. It is notorious (we quote from a pamphlet published in this city) that the ' ratio of Ame rican-born seamen on board the United States vessels is even less than in the merchant service; whilst many of the petty officers on board of our men-of-war are also foreigners. Reports have been made to Congress, ses sion after session, by the Naval Committees of the Senate and House, complaining of the enormous disproportion of foreign sailors to American- born or naturalised sailors, both in the navy and in the merchant service, Mr. Reade (at the time Chairmanof the Naval Committee) made a report to Congress, stating that after having taken great pains to get at the fact, he found that out of 109,000 seamen sailing out of the Un ted States.at that time, 9,000 were Americans, or a proportion of one in twelve. And out of 38,564 seamen shipped out of the port of New York, in 1840, not over 5,000 were Ameri cans. The Ohio, ship of the line, the last time she went out on a three years' cruise had but 182 American seamen out of a crew of 1,000 rn , n; and the Delawarr went to sea with a less number in proportion. The Constitu. tion was detained a long time at this port for the want of fifty able seamen ; and so have other men-of-war frequently been; and we know that the Fairfield, Vincennes, and Constitution went to sea from here with less than one-third American seamen in them." A more 'recent instance is the case of the Columbus, that went to sea with only 200 American-born officers and all. One crack sloop of-war has been found with only 42 Americans out of her whole company." " These are facts," says the Express ; and the reliance which the Globe puts in the patriotism of such crews is misplaced. The Express recommends t'ie ' American Government to change the crews from foreign to American, by the establishment of naval schools, instead of flattering themselves with the idea that they are able to beat an enemy of five times their strength. To show the utter hopelessness of success, even in the bum:meeting attempt at picking up our mer chant men without convoy, in which a section of the people of the United States may indulge, we have only to show the immense atocunt of steam power at present belonging to our royal navy only, a powerful squadron of which could be. on the coast of America in a fort night. We have actually afloat about 26,000 horse power in 121 steam-vessels, of which there are in com mission nine frigates of 4,770 horse power, and 21 sloops of 5,620 horse power. In addition to which, we have in commission 17 smaller armed vessels of above 1,800 horse power, besides transports, mail packets, tenders, &c., the collective horse power of which is about 3,500. But our mist splendid and most powerful force is in re serve on the stocks, or in course of conversion, to the amount of between 13,000 and 14,000 horse power, in 33 steamers. Sush a power, acting with our sailing navy, must keep the peace, or, if broken, will visit heavy retribution on the offenders. FRIDAY, FEB 6. Petitions f ns o rfolrt PrivateCommitteefollowing Bills Bills Edinburgh, Leith, and Granton Rai-way (Extension and Branches). StrAthtay and Breadalbane Railway. Caledonian Northern Direct Railway. :w—ere referred to the Chichester and Bognor Railway. Se T le h c Vale of Neath Railway. Birkenhead, Lancashire, and Cheshire Junction Railway. Wexford, Waterfcrd, and Valencia Railway. Monmouthshire Railways. Stirlingshire Midland Junction Railway. Dover and Deal Railway. New Ross and Carlow Junction Railway. Newport, Abcrgavenny, and Hereford Railway. Perth and Inverness Railway. South-Eastern Railway (Ashford Stations Enlargement). Shrewsbury and Birmingham London and Birmingham Railway (Aylesbury Railway Purchase). Leeds, York, and Midland Junction Railway. South Wales Railway. Scottish Grand Junction Railway. Ayrshire and Caledonion Junction Railway. Eastern COrmtLs Railway (Lincoln and Milford). Eastern Counties and Thames Junction Railway Branches. Eastern Counties Railway (Tottenham and Farringdon-street). Templemore and Nenagh Junction Railway. Liverpool and Leeds Direct Railway. Scottish Central Railway (Crieff israuch). Scottish Central Railway (Denny Branch). Scottish Central Railway (Perth Termini and Stations). Eastern Counties Railway (Cambridge and LincAn Line). Eastern Counties Railway (Stations Enlargement). Caledonian Railway (Dumfries Branch). Sheffield, Ashton-under-Lyne, and Manchester Company, &c.. Amal gamation. Great Western Railway. • Chester and Birkenhead Railway. Caledonian Railway, XI id-Lothian Branches. Stains and Henley Railway (No. 2). Exeter Great Western Railway. Caledonian Railway (Carlisle Deviation). Midland Railway (Erewash Valley Extension). Glasgow, Airdrie, and Monklands Junction Railway. Irish North Midland Railway. Conigleton and Crewe Railway. Dublin and Belfast Juncticin and Navan Branch Railway Extensions. South Devon Railway (No. 2). North Union Railway (Horwich Branch). Huntingdon and Wisbech Railway. Doncaster, Wakefield, and Leeds Railway. Wear Dock Railway. Cork, Bandon, and Kinsale Junction Railway. Tean and Dove Railway and Eastern and Western Junction Railway. Halesworth and Norwich Railway. Manchester, Bolton, and Bury Canal Navigation and Railway, and Manchester and Leeds Railway Amalgamation. Cameron's Coalbrook Steam Coal and Swansea and Loughor. Cockermouth and Workington Extention Railway. Great Leinster and Munster Railway (No. l). Great Leinster and Munster Railway (No. 2). Enniskillen and Sligo Railway. Newry, Armagh, and Londonderry Junction Railway. Kent Atmospheric Railway. Sheffield, Buxton, Leek, Potteries, and Crewe Railway. Great North and South Wales Railway. Great Eastern and Western Railway. North Devon Railway. Wakefield, Pontefract, and Goole Railway anil Port, &c., of Goole. Midland Railway (Purchase of Oakham Canal). Gravesend and Rochester Railway and Canal (Sale and Purchase). Derbyshire, Staffordshire, and Worcestershire Junction Railway. St. Alban's, Luton, and Dunstable Railway. Glasgow Southern Terminal Railway. Whitehaven and Furness Junction Railway. Edinburgh and Glasgow and Scottish Central Railways Junction. Edinburgh and Glasgow and Wishaw and Coltnessltailways Junction Dublin, Dundrum, and Enniskerry Railway. Bradford, Wakefield, and Midland Railway. Shrewsbury, Wolverhampton, and South Staffordshire Junction. Shrewsbury, Wolverhampton, and South Staffordshire Junction Rail. way (No s 2). Stamford and Spalding Railway. Hertford and Hatfield Railway. Surrey Grand Junction Railway. Blackburn, Clitheroe, and North Western Junction RaLway. Shrewsbury, Oswestry, and Chester Junction and North Wales MI neral Railway Amalgamation. London, Bristol, and South Wales Direct Railway. Northampton, Banbury, and Cheltenham Railway. Northampton and Banbury Railway. Ipswich, Norwich, and Yarmouth Railway. Kilmarnock and Troon Railway. Furness Railway Extensions. Forth and Clyde and Monkland Navigation Junction. Northampton and Bedford Railway. Lanarkshire and Lothians Railway. Chard Canal Railway, Midland Great Western Railway of Ireland (Mullingar to Galway). Newcastle and Darlington Junction Railway (Pontop and South Shields Railway purchase). East and West of England Junction Railway Trim, Reading, and Basingstoke Railway (Tring to Saunderton). Caledonian Railway (Langholm Branch). Oxford, Witney, Cheltenham, and Glousester Railway. Midland Railways (Swinton to Lincoln). Scottish Central Railway (Alloa Branch). Caledonian Railway (Glasgow Termini and Branches). London and Birmingham and Birmingham Canal Arrangements. Hull and Lincoln Direct Railway. Huddersfield and Sheffield Junction Railway (Darfleld Branch). Manchester and Leeds and Leeds and Bradford Railways Amalgation. Portbury Pier and Railway. Hull and Barnsley Junction Railway. Edinburgh and GlasgOvr, Monkland and Kirkintilloch, Ballochney and Slamannan Railway Junction. Edinburgh and Glasgow Railway, and Forth and Clyde Navigation Junction. Dublin and Sandymount Atmospheric Railway. Railway Guarantee Corporation. Monkland and Kirkintilioch Railway. Aberdeen, Banff, and Elgin Railway. Midland Railway (Birmingham Extension.) Manchester, Balton, and Bury Canal Navigation and Railway Extension. Huddersfield and Sheffield and Manchester and Leeds Railway Com panies Amalgamation. • Midland Great Western Railway of Ireland. Eastern Union Railway (Ardleigh to Colchester). Southampton and Dorchester Railway. Midland Railway (Newark and Gainsborough). Leicester and Birmingham Railway, with a Branch. Trent Valley Railway (Alrewas Branch). Scottish Midland Extension Railway. Leeds and Thirsk Railway (St. Helen's Branch Deviation). Sheffield and LincoJnsiure Extension Railway Waterford, Wexford, Wicklow, and Dublin Railway. Horbury Bridge and Calder Railway. Great Grimsby and Sheffield Junction Railway and Grimsby Docks Consolidation. Great Grimsby and Sheffield Junction Railway (Humber Ferries). lurk and Passage Railway. Boston, Stamford, and Birmingham (Stamford to Wisbech Line). Glasgow and Dundee Junction Railway. Ambergate, Nottingham, and Boston Railway. Dublin, Belfast, and Coleraine Junction Railway. Leeds and 'fhirsk Railway North Eastern Extension (Wath to Hartlepool). Leeds and Thirsk Railway (Knaresborough tranch Extension). Oxford, Southampton, Gosport, and Portsmouth Railway. Leeds Central Railway Station. Blackburn, Darwen, and Bolton Railway. Ely and Huntingdon Railway (Bedford Extension). Liverpool and Bury and Manchester and Leeds Amalgamation. Ipswich and Bury St. Edmund's Railway (Extension to Ely, with a Branch therefrom). Omagh, Dungannon, Armagh, and Belfast Junction Railway. Ely and Burt Railway. Midland Railway (Erewash Valley Branches). Carlow Extension Railway Great Grimsby, Louth, Horncastle, Lincoln, and Midland Junction. Oxford, Coventry, sod Burton-on-Trent Junction Railway. Cork, Passage, and Kinsale Railway. Preston and Wyre Railway, Harbour and Dock Company (Long ridge Junction). North Wales Railway. Kinross Junction Railway (No. 2). Manchester, Bolton, and Bury Canal Navigation and Railway. Mallow and Fermoy Railway. Cornwall and Devon Central Railway (Hayle, Lelant, St. Austell and Bodinin Branches). London and Birmingham (Weedon and Northampton Branch). Manchester and Birmingham Continuation and Welsh Junction. Liverpool and Preston and Manchester and Southport Railways. Bristol and Birmingham Railway (Bath Line). Warwick and Worcester Railway. Buckinghamshire Railway (Oxford and Bletchley Junction). Bideford and Tavistock Railway. London and Windsor Railway, Lynn and Ely Railway Extension to Spalding. Birkenhead and Holyhead Junction Railway. Liverpool and Bury Railway. Kilmarnock and Ayr Direct Railway. Warwickshire and London Railway (Worcester and Weedon Line). Trent Valley, Midlands, and Grand Junction Railway. Morecombe Harbour and Railway. Galway and Kilkenny Railway. Reading, Guildford, and Reigate Railway. London and Birmingham Railway (Leamington Extension and Co ventry and Rugby Stations Enlargement). London and South Western Railway Acts Amendment. Edinburgh and Batbgate Railway. Liverpool, Manchester, and Stockport Direct Railway. Runcorn and Preston Brook Railway. Llynvi Valley and South Wales Junction Railway. Oxford, Worcester, and Wolverhampton Raila ay Company. Birmingham and Oxford Junction Railway (Birmingham Extension) Northern and Southern Connecting Railway. Kinross Junction Railway (A). Cornwall and Devon Central Railway. Morayshire Railway. Cork, Macraon, and KillarnEy Railway. London and Birmingham Grand Junction, Manchester and Birming ham Railway Companies Amalgamation. Northumberland and Lancashire Grand Junction Railway. Caledonian. Railway. Caledonian Railway (Clydesdale Junction Railway Deviation). South Wales Railway (No. 2). Manchester and Bury Atmospheric Railway. Great Southern and Western Extension (Carlow to Kilkenny). London and Birmingham Railway (Birmingham Extension). Preston end Wyre Extension and Darwen Junction Railway. Direct Birmingham and Leicester Railway. Birmingham and Oxford Junction Railway. Sligo and Shannon Railway. Thetford, Bury St. Edmund's, and Newmarket Railway. Birmingham, Wolverhampton, and Stour Valley Railway (Binning ham. Wolverhampton, and Dudley Lines). Birmingham, Wolverhampton, and Stour Valley Railway (Stour Valley Line). Bristol and Birminghum Railway (Ashchurch, Tewkesbury, and Malvern Line). Guildford, Chichester, and Portsmouth Railway. Warwickshire and London Railway (Hampton and Banbury Line). London and Birmingham Extension, Northampton, Daventry, Lea mington, awl Warwick Railway. South Union Railway. Bristol and Birmingham and Midland Railways. Norfolk Railway (Norwich Branch). Birmingham, Wolverhampton, and Dudley Railway. Midland Railway (Birmingham and Gloucester Branches). Glasgow, Garnkirk, and Coatbridge Railway Extension. Rochdale Canal and Manchester and Leeds Railway. Buckinghamshire Railway (Tring to Banbury). London and Birmingham Railway (Coventry to Nuneaton). Polloc and Govan and Clydesdale Junction Railways Amalgamation. Great Munster Railway. Shrewsbury and Herefordshire Railway. Lowestoft and 13e0C10.4 Railway and Drainage. B an don and Bantry Railway. Forth and Clyde Junction Railway. Arbroath and Forfar Rway. Lom'on, Salisbury, and Yeovil Junction Railway (Salisbury to Yeovil). Direct Railway. Midland Great Western Railway of Ireland (Lilly Branch and Long ford Deviati. Elyudd er ßailway sfiod a(Extensionnd Greatt o GrimsbyAl rch ) . Bristol and Gloucester and Birmingham and Gloucester Railways. Bristol and Gloucester Railway (Gloucester and Stonehouse Junc tion). Caledonian Extension Railway. Caledonian Railway (Dundyvan Branch). Caledonian Railway (Leith Junction). Lynn Manchester, ald E Inverness and Elgin Junction Railway. Caledonia's, Polloc, and Govan and Clydesdale Junction Railways Amalgamation. Cork and 'Waterford Railway. Caledonian Railway (Glasgow, Garnkirk, and Coatbridge Purchase). CHARITABLE BEQUESTS. The late Mr. Isaac Cohen has bequeathed to the Great Synagogue, Duke's-place (the dividends or interest to be paid during the months of Nirsan and Ellul) March and September, to 30 poor men and women of the Jewish persuasion, 2,0001. ; for noral purposes, 1,000/. ;to be distributedimmediately among the needy members, 100/. ; to the institution for the relief of indigent and decayed members, 2001. ; to the Jews' Free School, Bell lane, Spitaltields, 3,000/. ; to the New Synagogue, St. Helen's-place, 2001. ; to the Portuguese Synagogue, Bevis Marks, 2001 ; to the Portuguese Jews' Hospital, 2001. ; to the German Jews' Institution, 2001. ; to the Society fo r the Relief of Foreigners in Distress, 100/. ; to the society called " Meshevas Nefish," 300/.; to the Jews' Hospital, Mile-end, 3001.; to the Jews' Orphan Asylum, 200/.; to the Jews' Blind Institution, 200 L; to the Jewish Needy Society, 2001 ; to the Ladies' Benevolent Institution, of which his sister, Mrs. De Rothschild, was the founder, 200/.; to the Five Shilling per Week Charity, 200/.; to the Fund for the Decayed Members of the Stock Exchange, 200 L ; to the London Hospital, Mile end, 250 L; to the London University Hospital, 100/.; to the London Truss Society, 1001.; to the School far Indigent Blind, 1501.; to the Deaf and Dumb As) lum, Kent-road, I.SO/.; to the Children's Friend Society, 1001. ; to the Royal Union Pension Fund, at Lancaster-place, Strand, 1001. ; :to the Orphan Asy lum, at Clapton, 150/ ; ditto at Dalston, 100/. He directs all legacies to be paid to the respective trea surers, free of legacy duty, within three months. Also he bequeaths a legacy of 30/. to each of the five fol lowing persons, viz., the secretary of the Great Synagogue, the reader there, the master and mistress of the Jews Free-school, and the Hebrew master of the Talmud Torah School. The legacies to his family and friends are alsq very numerous, to most of whom he has left a distinct additional sum to purchase a ring or other suit able memento He leaves to his wife 50,0001. funded pro perty, and all the furniture and plate, carriages, horses, &c., absolutely, and 5001. for immediate use, and 3001. a year for the maintenance and Education of each child under age, and appointed her guardian to the minors. In addition to any sums which he has invested for his chil dren, he leaves the residue of his personal estate in trust equally amongst them; to his brother, Solomon Cohen, 1,000/.; to his brother. Benjamin Cohen, his freehold on the Marine-parade, Brighton, and all his gold, silver, and other snuff-boxes; and to his nieces, his brother's aughters, Justine - and Hannah, 1,000/. ; and 1,0001. between the childr e n o f hi s l a t e sister,Mrs. Frances Cohen; to each of hi s s i sters an d sitters-in-law, ters-in-law, to purchase bracelets, 100/ ; to each of his brothers iu-hw, 501 for a ring, and similar remembrances to his neplvws and nieces; to his wife's brother and sister, 500/. each; to Aaron de Symons, Esq , 500/.; and to C. Stokes and S. H. Pulley, Esqs., 100/. each; and many other bequests, all free of legacy duty. Mr. Cohen particularly directs all his accounts, cash matters, and bargains, whether in the British or foreign funds, or whether for money or for time, to be immediately settled v r e e s t e m r e e n 7 t i r n s c foreign o en may executors, remain. n d T t h h e a t his investments x cu his relict; Benjamin Coh en, his brother; Lionel Nathan f b u y n ds his De Rothschild, his nephe w ; David Salomons and Louis e i t Cohen, Esqs. The personal estate in England, as va lued for probate duty, was sworn under 300,0001. The will was executed in November, 183 J, and in the month of May, 1843, the testator having perused his will, added a few words at the foot thereof, and concluded thus:—" Thank God that I have lived long enough (as I sincerely believe) to offer a small remembrance to all my friends." ARRAN.—We have received a communication from a correspondent in the islands of Arran, stating that fever pre vails to an alarm* extent among the poor inhabitants of that district. — Galway Mercury. Attempts have been naade to introduce the vine into Oceania. Some of the finest plants of Burgundy have be put into the ground, and spread their branches and put forth leaves with extraordinary vigour, but bore neither fruit nor blossom. At the end of last summer, however, a few plants carefully cultivated in the island of Tonga produced grapes, much larger and finer than those in France, but the flavour was rather different. The result has occasioned great joy in this litt:e colony.—French paper. DUFFIELD —We are informed that immediately upon Sir Robert. Peel's financial statement becoming known, orders were speedily issued from both the firms at Belper for all the hands then on strike to return to work, which accordingly !ias been complied with in this town, the men having gone in at their former prices. So great is the scarcity of hands that the bellman has actually been sent round for the purpose of soliciting workmen. —Nottingham Review. HIGHWAY ROBBERY NEAR BELPER.-=-011 Wednesday evening last, about seven o'clock, as Mr. Byard, farmer, of Holbrook, was returning from Belper fair, when arrived in Wiliersley-lane, 'but a short distance from Mr. H he was attacked by three men, who struck him wit. hammer and kicked him about the head and breast and other wise severely wounding him, and robbed him of a M. note, a half sovereign, and ls. Gd. in silver. He was left in such a shocking state that he was scarcely able to proceed home. Three men, William Watson, Samuel Holmes, and Samuel Jackson, were apprehended on Saturday last, and underwent an ..xamination on Monday, before Jerediah Strutt, Esq., at Belper, but although no doubt exists as regards their guilt, Mr. Byard was unable to swear to their identity, and they have therefore been discharged from custody.—Derbyshi”e .Advertiser. for making certain Lines of Railway in the West Shef Rotherham, Barnsley, Wakefield, Huddersfield, and Goole RRiadiliwngaYofiltihne—co"unty of York, to be called ' The Sheffield, Rother ham, Barnsley, Wakefield, Huddersfield, and 2oole Railway,'" presented and read the first time, and ordered to be read a second ihno. Oakensbaw Branches) Bill—" to empower the Wakefield, Fonts- Wakefield, Pontefract, and Goole Railway (Methley, Askern, and tract, and Goole Railway Company to make three Borderedn R a ilways," presented and read the first time,, and to be read a second time. Belfast and County Down Railway—Petitition for Bill reported, and Bill ordered to be brought in by Viscount Newry and Mr. Ross. Newry, Warreupoint, and Rosstrevor Railway—Petition for Bill re ported, end Bill ordered to be brought in by Viscount Newry and Mr. Ross. Blackburn, Chorley, and Liverpool Railway—Petition for Bill re ported, and ordered to be brought in by Mr. Wilson Patten and /dr. Hornhy. Leeds and Bradford Railway (Alteration of levels in Bingley) Bill, — "for e nabling the Leeds and Bradford Railway Company to alter the levels of a po rtion of their Rai lway, in the parish i f Bingley,in the West R iding of the count y of Y ork , " proknted and read the Dit ect Itallw presen t Petition for Bill, to lie on th e ta bl e. Railway Railway Deposits, — Re turn ordered, " of all monies paid to the Court in England, o f Chancery the aY,—Petition for extension of time to Court of Chancery in Ireland, and the Court of Excheq uer in Scotland, und er Standing Ord ers 33 and 39a, on account of Railway Bills now b e f ore the House o f C om mans ; distingu i s hing the Companies by which such monies have been paid, and stating' t h e sums paid by each Co m p an y, an d th e date of each CofirrkstantidmFeeinnoy an d ordered to be read a secon d ti m e. payment." Railway Deposits, —Return ordered, "of the aggregate amount paid to the account of the Accountant-General In Chancery during the last ilaseion of Parliament, on amount of Railway Companies:" arrison'F, a " also, Statement of what portion of the said money was invested in Stock or Exchequer-bills, with the date of each investment :" also, " the amount charged as CoMmission on the purchase and sale of the said Securities, showing by whom tte said Commission was received :" "similar Returns for Ireland andLScoUand." NOTICES GIVEN AT THE PRIVATE BILL-OFFICE. on Petiti o n , a ne n nba d .I Perth Railway lA' Amendment-Committee FEß6 x d Arl . a b y t:a F t e h b. R l a 6 l . lway , Extensions--Committee on Peti tion, Monday, Feb. 16. • East Lancashire Railway (Deviation and Branches)-Committee Great Grimsby and Sheffield Junction Railway Extension (No. 1) -Committee on Petition, Monday, Feb. 16. Great Grimsby and Sheffield Junction Railway Extension (No. 3) -Committee on Petition, Monday, Feb. 16.. Landon and Blackwell Railway (Widening)-Committee on Peti tion, Monday, Feb. 16. Bristol and Exeter Railway (Crewkerne Branch)-Committee on Petition, Monday, Feb. 16. Great Grimsby and Sheffield Junction Extension Railway (No. 2) -Committe on Petition, Monday, Feb. 16. Midland and Eastern Counties (Cambridge) Railway-Committee on Petition, Monday, Feb. 16. Weldon, Witham, and Itraintree Railway-Committee on Petition, Monday, Feb. 16. Oldham District Railways-Committee on Petition, Monday, Feb. 16. Newcastle and Darlington Juncti on R a il way an d T yne D oc k- C o mmittee on Petition, Monday, Feb. 16. Newcastle-upon-Tyne and Carlisle Branch R a il way -C omm itt ee on Petition, 16. fid and ei Monday, Edmonton nday, Railway-Committee Feb.b 16. E 1 way - Committee on Petition, Monday, Cambridge and Lincoln (Extension, &c.) Railway-Committee on Petition, Monday, Feb. 16. East and West India Docks and Birmingham Junction Railways- Committee on Petition, Monday, Feb. 16. Mitcham and South-Western Railway-Committee en Petition, Monday, Feb. 16. Newmarket and Chesterford Railway-Committee on Petition, Monday, Feb. 16. London, Salisbury, and Yeovil Junction (Basingstoke to Yeovil) Feb. 16. and e ichti on e P i e d tl i t il on w , l ay io_ c nda o y m , m Fe it b tee . 16. les on petal., Mon day, Ra m ilw Ac a c Y- fild C e °m Manchester, Midland, and Grea t Grimsb y Junction Railway- C o mmittee on Petition, Monday, Feb. 16. Dublin and Kingstown Railway Extensions-Committee on Piti tion, Monday, Feb. 16. Glasgow, Paisley, and Greenock Railw a y (Harbour Branch)-Com mittee on Petition, Monday, Feb. 16.uth.m Dartmouth, Torbay, Br , • and Exeter Railway - Committee on Petition, Monday, Feb. 16. Fleetwood, Preston, and West Riding Junction Railway-Com mittee on Petition, Monday, Feb. 16. Glasgow, Barrhead, and Neilston Direct Railway (Branches to Thornliebank, Househill, and Hurlet)-Committee on Petition, Mon day, Feb. 16. Glasgow, Banhead, and Neilston Direct Railway ( en(Branches to W 4 Paisley)-Committee on Petition, Monday, Feb. 16. Glasgow, Paisley, and Greenock Railway (Polloe and Govan Branches)-Committee on Petition, Monday, Feb. 16. Glasgow, Paisley, and Greenock Railway (Bridge of Weir Branch) - -Committee an Petition, Monday, Feb. 16. Glasgow, Kilmarnock, and Ardrossan Railway-Committee on Jan Petition. Monday, Feb. 16. Glasgow Harbour Grand Junction Railway Terminus-Committee on Petition, Monday, Feb. 16. Scottish Midland Junction (South Inch of Perth Branch)-Com- Feb mittee on Petition, Monday, Feb. 16. Scottish 3Ldland Junction Railway (Branches)-Committee on Jan Petition, Monday, Feb. 16. Feb Glasgow, Strathaven, and Lesmahagow Direct Railway-Commit- Jau tee on Petition, Monday, Feb. 16. Huddersfield and Manchester Railway and Canal (Bradford Branch)-Committee on Petition, Monday, Feb. 16. Huddersfield and Manchester Railway and Canal (Oldham Branch) -Committee on Petition, Monday, Feb. 16. Huddersfield and Manchester Railway and Canal (Huddeisfield Fe b Diversion and Cooper Bridge Branch)-Committee on Petition, Mon day, Feb. 16. Jan. Sheffield, Ashton-under-Lyne, and Manchester Ra ilwa y (Ashton Feb. Canal and Purchase)-Committee on Petition , Mond a y , Feb,. 16. Jan. Sheffield, Ashton-under-Lyne, and Manchester Railway (Barnsley Feb. Branch)-Committee on Petition, Monday, Feb. 16. Sheffield, Ashton-under-Lyne, and Manchester Rai lwa y (Whaley- Jab bridge and Hayfield Branches)-Committee on Petition, Monday, Feb Feb. 16. F eb Sheffield, Ashton-under-Lyne, and Manchester Railway (Duldn field, Worsborough, and Glossop Branches, and Sheffield Station)- Committee on Petitions Monday, Feb. 16. Richmond Railway (Kew Branch)-Committee on Petition, Mon- Feb day, Feb. 16. Direct London and Manchester Railway-Committee on Petition, postponed from Monday, Feb. 9, till Tuesday, Feb. 10. Eastern Union and Harwich Railway and Pier-Committee on Petition, postponed from Monday, Feb. 9, till Thursday, Feb. 12. Dublin and Enniskillen Railway - Com mittee on Petition, Tuesday, Jan Feb. 17. Londonderry and Enniskillen Railway-Committee on Petition, Tuesday, Feb. 17. Feb RAILWAYS. Order for further Consideration of Report (sth February) from Select Committee read; Report further considered:- 1. Resolved—" That with respect to any Railway Bills which shall be brought from the House of Lords during this session, this House will net insizt on their privilege with regard to the clauses fixing and regulating rates and tolls in such Bills. 2. Resolved—" That with a view of affording early and increased means of employment in Ireland, it is expedient to facilities for the early consideration of Irish Railway Bills ; and that, for the attainment of this object, all such Railway Bills should, in the present session, commence in the House of Lords. 3. Resolved—" That all Bills which compete with or ought to be considered in connexion with any Bills, the pro moters of which shall prove themselves entitled to the pri vileges agreed to be granted in certain cases by the resolu tions of this House of the 7th July last, shall commence in the House of Lords. _ 4. Resolved—" That the parties promoting Railway Bills which, by the above resolutions, are to commence in the House of Lords, may (notwithstanding any proceeding respecting such Bills in the House of Lords) prove before the Committee on Petitions of the House of Commons that they have complied with the standing orders of this House, and the report of such Committee shall be ordered to lie on the table. If the Committee should report that the standing orders have not been complied with, their report shall be referred to the Committee on Standing Orders, whose report shall be ordered to lie on the table. 5. Resolved—" That when a Railway Bill shall have been brought from the House of Lords, it shall be read a first time, and referred to the Select Committee on Petitions for Private Bills, who shall report whether the standing orders have been complied with, or whether anv report with reference to substantialiy the same Bill has been previously laid on the table of the House." 31 Arbroath and Forfar •••••••• • • • • • • • Bristol and Birmingham . • ..... ••• • • • Chester and Birkenhead .•••••• • • • • • • 29 Dublin and Drogheda. •••••••• • • • • • • • 3 Dublin and Kingstown ••••••• • • • • • • • 1 Dundee and Arbroath .••••••• • • • • • • • 31 Durham and Sunderland .•••••• • - • • • • 31 Edinburgh and Glasgow .• • • •••• • • • • 1 Eastern Counties and North Eastern • • 31 Glasgow, Kilmarnock, and Ayr ••• • • • 31 Glaszow and Greenock ••.•• • • • • •• • • Grand Junction .... .......... 31 Gravesend and R0che5ter............ Great North of England ............ 1 Great Western . • . .................. 2 Hartlepool . • 31 London and Birmingham, &c. 1 London and Blackwall. ,31 London and Brighton. • 3 London and Croydon .••••••• • • • • • • . London and Greenwich .• • ••• •••• • • • .31 London and South Western .•••• • • • • . 1 Manchester, Bolton, and Bury ...... •31 Manchester and Birmingham •••• • • • • 31 Manchester, Leeds, and Hull Assoc -31 Midland Counties . • • 31 Newcastle and Darlington .•.•• • • • • • 31 Newcastle and Carlisle • . i Newcastle and North Shields. •••• • • • North Union and Bolton and Preston 2 Paris, Corbeil, and Orleans •••.• • • • . • 2 Paris and Rouen .•• • • ••• .. .31 Preston and Wyre ••••••••• • • • • • • • • • 31 Sheffield and Manchester.. 31 South Eastern • . 850 3,963 5,131 14,145 2,490 1,477 427 1,222 4,668 4,889 420 1,477 5,058 900 COMMITTEES ON PETITIONS FOR PRIVATE BILLS I FOR THE ENSUING WEEK. Jan MONDAY, FEB. 9. North Staffordshire (Potteries Line) Railway. London, Newbury, and Rath Direct Railway. Direct London and Portsmouth Railway. South-Eastern (from the Waterloo-road, near Hungerford-bridge, to the Greenwich Railway) Railway. South-Eastern (Greenwich to Chilham, near Canterbury, with Ulster . ........ Yarmouth and Norwich .. York and North Midland . 4,355 377 544 914 214 492 1,877 3,872 1,255 6138 14,183 25,697 1,223 3,282 872 '4,678 SOUTH-EASTERN RAILWAY. OPENING OF THE _ C ANTERBURY BRANCH. Branches) Railway. South-Eastern (from Greenwich 'Railway to Chart, near Ashford, with Branches to Tunbridge and Riverhead) Railway. London and Brighton (Dorking Branch) Railway. North British (Hawick Branches) Railway. North British (Carlisle Extension) Railway. North British (Gretna Branch) Railway. Edinburgh and Glasgow Branches Railway. Edinburgh and Peebles Railway. General Terminus and Glasgow Harbour Railway. Windsor, Slough, and Staines Atmospheric Railway. Cambridge and Oxford Railway. Brighton, Lewes, and Hastings (Deviations and Branches to East bourne, Newhaven, and Seaford) Railway. Brighton and Chiehester (Bognor to LittlehamPton) Railway. Brighton and Chichester (Steyning Branch) Railway. London and South Western (Farnham and Alton Branch) Railway. South Eastern (No. B —Canterbury to Dover) Railway. South Easter's (No. 6—Maidstone to Strood, near Rochester) Railway. London and Brighton (Wandsworth Branck) Railway. South Midland (Huntingdon Branch) Railway. Sheffield and Lincolnshire Junction Railway. South Midland (Northampton and Bedford Lines) Railway. Grand Junction (Huyton and Aston, Huyton, Preston and St. Helen's, Warrington and Kenyon, Warrington and Parkside, Showhill and Portobello, and Edgehlil and Huyton Rranches) • Railway. Grand Junction (Huyton and Warrington Branches) Railway. Newcastle and Berwick Railway. Aylesbury and Theme Junction Railway. Manchdster, Sheffield, and Midland Junction Railway. Wisbech, St. Ives, and Cambridge Junction Railway. Mold Junction Railway. Bristol and South Wales Railway. London and York Railway. • Ipswich and Bury St. Edmund's (Norwich Extension) Railway. Lancaster and Carlisle (Extension to Caledonian Railway, and Lan caster and Preston Junction Railways Amalgamation) Railway. Leeds, Dewsbury, and Manchester (tn akefleld Extension) Railway. Leeds, Dewsbury, and Manchester (Deviation and Branches) Railway. Ulverstone, Furness, and Lancaster and Carlisle Railway. Newcastle and Darlington Junction (Durham and Sunderland Rail way and Wearmouth Dock Purchase and Branches) Railway. Berks and Hants (Hungerford Extension) Railway. Glasgow, Paisley, Kilmarnock, and Ayr Railway and Branches (No. 5). Guildford, Chichester, Portsmouth and Farnham Railway. Guildford, Chichester, and Portsmouth Railway. Taw Vale Railway Extension. Waveney Valley Railway. Edinburgh and Leith Atmospheric Railway. North British Railway (No. 1). Glasgow, Dumfries, and Carlisle Railway. Edinburgh and Northern (Newport Railway and Saint Andrew's Branch) Railway. Edinburgh and Northern (Kinross, WoMmill, and Newburgh Branch) Railway. Edinburgh and Northern (Lochgelly and Leslie Extensions) Railway, Edinburgh and Northern (Dunfermline Branch) Railway. Edinburgh and Northern (Strathern Deviation) Railway. Edinburgh and Northern (Branches from the Dundee and Arbroath Railway and Tay Ferry Improvement) Railway. Edinburgh and Northern (Pettycar and Perth Harbour Branches and Deviation) Railway. York and North Midland (Leeds Extension) Railway. York and North Midland (East Riding Branches, No. 1) Railway. York and North Midland (Widening and Enlargement) Railway. North Union Railway. Cheltenham and Oxford Railway. London and Birmingham (Euston and Camden Stations Enlarge ment) Railway. London and Birmingham (St. Alban's and Luton Branches) Railway. London and Birmingham (Newport Pagnell Branch) Railway. Sonth-Eastern ( No. 11—Branch from Rye to Rye Harbour) Railway. South-Eastern (No. 10—from the Godatone Station to East Grinstead) Railway. South-Eastern (No. s—Branch from Reigate to Dorking) Railway. South-Eastern (No. 4- from Tunbridge Wells leading to Hastings and Rye) Railway. South-Eastern (No. 9—Hastings and Rye from Chalet to Margate) Railway. Colchester, Stour Valley, Sudbury, and Halstead Railway. Exeter and Exmouth Railway. Exeter and Yeovil Railway. North and South Junction Railway. West Riding Union Railway. Manchester, Buxton, Matlock, and Midland Railway. London, gounslow, and Western Railway. Great Western and Uxbridge Railway. Norfolk Extension (Stowmarket, Wymondham, and Attleborough Branch) Railway. Norfolk Railway Extension (Dereluun, Wells, and Blakeuey Railway Branch). - West of Scotland Junction Railway. Perth and Crieff Direct Railway. Edinburgh and Glasgow and Dumbartonshire Railway. Leicester and Bedford Railway. London and South Essex Railway. Wilsontown, Morningside, and Coltness (Knowton Branch) Railway. Wilsontown, Morningside, and Coltness (Improvement and Branches) Railway. Wishaw and Coltness (Greenhill Branch) Railway. Slamannan and Borrowstoness Railway. Slamannan (Bathgate and Jawcraig Branches) Railway. Rugby, Leamington, and Warwick Railway. Glasgow, Paisley, Kilmarnock, and Ayr Railway and Branches (No. 6). Staines and Henley Railway. TUESDAY, FEB. 10. Ballymena and Ballymoney Railway. Airdrie and Bathgate Junction Railway. Leicester and Tainworth Junction Railway. Coventry, Nuneaton, Birmingham, and Leicester Railway. Leeds and York Railway. East and West Yorkshire Junction Railway. Saint Helen's Canal and Railway. North Western Railway. Exeter, Topsham, and Exmouth Railway. London and Oxford Railway. Lancashire and Yorkshire North Eastern Railway. Rugby and Stamford Railway. Direct London and Manchester Railway. Eastern Union and Harwich Railway and Pier, WEDNESDAY, FEB. 11. Swansea Vale Railway. Malton and Driffiebt Junctionßailway. Clitheroe Junction Railway. Blackburn and Preston and East Lancashire Railways Amalgamation. Manchester and Southampton Railway. THURSDAY, FEB. 12. Eastern Union and Hadleigh Junction Railway, Yorkshire and Glasgow Union Railway. Great Western and Wycombe Railway. Rugby and Huntingdon Railway. Somersetshire Midland Railway. Tenby, Saundersfoot, and South Wales Railway. Grand Union Railway. Midland Railways (Syston to Peterborough Railway Deviation and Branches). Nottingham, Mansfield, and Midland Junction Railway. Boston, Newark, and Sheffield Railway. Great North of England and Boroughbridge Branch Railway. Great North of England Railway Purchase. York and North Midland East Riding Branches Railway (No. 2). Leeds and Bradford (Guiseley Branch) Railway. Great North of England and Bedale Branch Railway. Leeds and Bradford (Junction line at Bradford) Railway. London and South Western (Salisbury Junction) Railway. London and South Western (Basingstoke and Salisbury Extension' Railway. FRIDAT, FEB. 13. Cork, Blackrock, and Passage Railway. Alford Valley Railway. Deeside Railway. Great North of Scotland (Eastern Extension) Railway. Great North of Scotland Railway. Welsh Midland Railway. Gloucester and Dean/Forest Railway and Pier. Lancashire and North Yorkshire Railway. Bridgewater and Mlnehead Railway and Pier. London and Croydon (Thames Junction Branch) Railway. Chelmsford and Bury Rally ay. Glasgow Harbour Mineral Railway. Direct Northern Railway, East Lothian Central and Tyne Valley Junction Railway. York and Carlisle railway. Hull and Selby Railway Purchase. Cornwall Railway. Shrewsbury and Hereford Railway. Shropshire Union Railways and Canal (Newton to Crewe with Brances). Shropshire Union Railways and Canal (Shrewsbury and Stafford Railway). Shropshire Union Railways and Canal (Chester and Wolverhamp ton Line). London, Warwick, Leamington, and Kidderminster. Axholme, Gainsborough, Goole and York, and North Midland Junc tion Railway. Lincoln, Waitifleet Haven, and Boston Railway. South Staffordshire Junction and Branches (No. 1). South Staffordshire Junction (Bllston and Priestfleld Branch—No. 2) Railway. South Staffordshire Junction (Showhill and Portobello Branch — No 3) Railway. South Staffordshire Junction (Willenhall&Bloswich—No. 4) Railway. Manchester and Lincoln Union Railway and Chesterfield and Gain [ company and the new one have amalgamated, and I b e li eve borough Canal. that there is not a single line of railway for which an Act Harwich and Eastern Counties Railway. I was passed last s e s s i on as an i n d e p en d en t sc h eme, t h at h as Sheffield, Ashton-under-Lyne and Manchester Railway (Peak Forest and Macclesfield Canal Purchase). already been amalgamated with the old Company. In the hands of Parliament, however, we may cheerfully leave the decision of the question. The scheme will be tried on its merit. No opposition has been made by one company to another on questions of form. The result will depend on the measure of advantage which one company can offer over the other, and I may mention that in the South-Eastern scheme for the constructing a line of railway from Waterloo-bridge to Canterbury and Dever, not fewer than seventeen miles are already constructed, or are applicable in its projects to a double purpose, so as to amount to an economy to that ex tent of railway constructed, or so applicable over the rival company. Permit me to mention that, in adopting the Gravesend and Rochester line as part of ourscheme, that that railway will of course be remodelled and improved, so as to be made equal in comfort and safety to any existing railway in the kingdom. And here it may be interesting for you to know that the line from Canterbury to Whitstable is being now changed into a locomotive one, so that the traffic will be carried over it in one-third of the time which the transit bad hitherto occupied, and with greater comfort to the pas sengers. A few weeks only will elapse before the Ramsgate and Margate Extension will be completed, and so soon as the Act has passed we shall bring down the branch line to Chilham, in anticipation of the completion of the Rochester-bridge, which will, of course, be a work of very great magnitude, and occupy a long time in construc tion. From Hastings round to London, if the South-Eastern Bills pass, as pass 1 believe they will, every port will have a terminus, and I cannot conceive that any district of country can be better supplied with railway accommodation than Kent will be. The reduction in the cost to sea borne merchandise must be very great when such facilities - are afforded, and the convenience in the transmission of garden and agricultural produce to the great markets, and in the carriage of fish, which has already been felt, will be largely increased ; and if tht.prospect of free trade is alarming to any existing _interests, we offer protective and conservative clauses in increased facilities for carriage, so as to bring our own produce to our own markets with the greatest readi ness, and in the most economical manner. This will be much more apparent when communication is established be tween existing lines of rail way, so that the produce put on the railway truck in Kent can be transmitted to the manufactur ing and other populous districts of the north, to whose cli mate that of Kent is a month or six weeks in advance, without being shifted from the carriage, on which it is first placed, till it arrives at its final destination. Whilst we are carrying goods from Dover to London for 10s. per ton, we are paying for the delivery in London, or for the transmis sion to the railways proceeding northwards, ss. per ton, almost all of which would be economised if the railways were in con nexion with each other, as no doubt they soon will be. The shrine at which our homage is paid to-day, if not that of St. Thomas a Becket, is yet one of the greatest value to all—the facility of intercourse and friendly communication; facility for commercial transactions; and last, not least, economy of time. In every place to which railway communication has extended the value of land and houses has increased no less than 30 per cent., which is a substantial proof of the value that the public places in facility of intercourse ; and I have it from the agents most extensively engaged in the sale of estates that the question now invariably asked is, how far distant the property they have to di s p ose o f i s f rom a ra il wa y station? The questioa of railway extension is now engaging the special attention of Parliament, and I am sure great good may be expected from the itiquiries that are being made. We have not anything to fear from the fever of railway specu lation, which has now subsided. It is not clear that any lines of railway will be constructed except those that will be of permanent benefit to the country; and I may add, too, that it is not clear that any lines of railway will be sanctioned which would damage existing interests, without con ferring superior advantages on the public. Some forget, when speaking on this question, that while other competing undertakings may co-exist for a time, and then one give way to another, a line of railway once constructed must re main permanently in existence; and consequently that an outlay of capital in the construction of railways not perma nently required for the public advantage is a waste of the national resources, and should therefore not be permitted by the Legislature. The beauty of the situation of your city, and its magnificent cathedral, the unrivalled walks which it possesses, not to speak of the hospitality and kindness of its inhabitants, must have great attractions to visitors; and I am sure the opening of the railway will be the commence ment of a new era in the prosperity of Canterbury. The next toast was that of " The Mayor of Canterbury," which was proposed by Mr. APGregor. This was followed by that of " Sir R. Peel and her Ma jesty's Ministers." The MAYOR, in a neat speech, proposed " Lord Torrington and the House of Peers." Lord TORRINGTON returned thanks in an able speech. " Mr. Fielden and the House of Commons" was the next toast. The Canterbury branch of the South-Eastern Railway was on Friday formally opened by the Directors. A special train, containing the Directors of the South- Eastern Railway, and their friends, started from the Bricklayers' Arms station at ten o'clock, and arrived in Canterbury shortly after two. The new line, which commences at Ashford, is 15 miles in length, and is a double line of railway. At the Canterbury end a large concourse of people had assembled, to witness the arrival of the first train, and they vociferously cheered it as it entered the town. The occasion was celebrated by a public dinner, given in the Corn Exchasge. About 280 gentlemen sat down, amongst whom we noticed Lord Torrington, the Dean of Canterbury, Mr. M‘Gregor, the chairman of the South Eastern Railway ; Mr. Dodd, M.P.; and Mr. Fielden, M.P. Mr. Hooper, the Mayor of Canterbury, presided at the dinner, the Dears of Canterbury sitting on his left hand, and Mr. M'Greger on his right. The cloth having been removed, the usual loyal toasts were given and responded to heartily. The CHAIRMAN then gave "The Archbishop, the Vern Rev, the Dean, and the Clerg . , of the diocese.' GREAT NORTH AND SOUTH The Dean of CANTERBURY returned thanks, and con- WALES AND WORCESTER RAILWAY. gratulated the inhabitants on the auspicious t vent which The adjourned general meeting of this Company was held they had that day met to celebrate. on Saturday at the London Tavern, at one o'clock; John The CHAIRMAN then gave the health of the Directors Francis Bacon, Esq., in the chair. of the South Eastern Railway, which was received with The SECRETARY having read the advertisement convening loud cheers. the meeting, Mr. M`Gatimon was loudly cheered upon rising to addres The CHAIRMAN stated that they had made the necessary the company. He said, -Mr. Mayor and Gentlemen, on . lodgement with the Accountant-General, and further st ated - that the opinion of counsel with reference to their proceed behalf of the South-Eastern Company, I beg leave to ings would be read, if the meeting thought necessary. tender to you our grateful thanks for the kindness and Mr. LAURANCE (Chairman of the Committe of Inquiry) hospitality with which you have received us to-day, on open- stated that in the short period of one week for a committee ing the extension of our line of railway to your cathedral otovefo thespace through o tpe se w ve h n ole m ioanatrtiisculars was no o f proceedings amallcee pro spread dng : city, and I am sure we all feel highly honoured in baying They had however endeavoured to act in the most unbiassed been, in any degree, instrumental to the completion and disinterested manner—(Hear)—and hoped that the of this great work, which places Canterbury in connection, report which they had prepared, and which he should now by railway, with London, and all those towns to which the read to the meeting would meet their unqualified support.— advantages of the railway system have a l r eady been extended. (H ear .) He (Mr. Laurance) then proceeded to read the —( Cheers.) The Mayor has made several very flattering report as follows remarks upon the manner in which the works of the Canter- The report set out with stating that after a careful investi bury, Ramsgate, and Margate Railway have been carried gatioa into the affairs of the Company, they had come to out. The merit of the works does not belong to the three- the conclusion that the deposits ought not to be placed in the tors, but to the abilities of the engineer, who has executed hands of the Accountant-General, nor any further progress the plans entrusted to him to the entire satisfaction of the made in the affairs of the Company. The reasons for recom directors. I feel, when speaking of Mr. Joseph Cubitt, that mending this course were elaborately set forth. It was stated I should be doing an injustice to another gentleman who is that the original project was 112 miles long. requiringa capital now present, if I did not take this opportunity of referring to of 2,057,0101., being an excess over the whole subscnbed his labours upon the South-Eastern line of railway. I refer to capital of 201. a share of 57,0101. In this project there are Mr. William Cubitt, the father of the gentleman of whom I 24,701 yards of tunnelling, which at 351. a yard woald cost have just spoken.—(Cheers.) The great works which Mr. the enormous sum of 864,5351. The committee found that William Cubitt carried out, in connexion with the original the whole capital on 64,141 shares at 201. each, fully paid up, line of the South-Eastern Railway—l refer to those between would only amount to 1,282,820/. ; while the estimate for a Folkestone and Dover—will, as long as the South. Eastern line single line would be 2,057,0101., leaving an excess over the exists, cause his name to be associated with its history.— whole subscribed capital of 774,1901., without allowing a (Cheers.) Gentlemen, it is true that to arrive here we have shilling for interest to shareholders, building carriages, travelled round three aides of a parallelogram, which has in- wear and tear, plant, locomotives, &c. What, however, creased the length of the journey to at least twenty miles more the shareholders had immediately to consider was than the direct line would make it, the present distance being the modified scheme between Carmarthen and Aberystwith somewhat more than eighty miles, whilst the extension of 50 miles long. The estimated cost of this part of the project our Greenwich line to Chilham would lessen the distance was 1,084,355/., being at the rate of 21,5001. a mile. In this to about sixty miles. Public opinion has decided that the distance there was 14,481 yards, which, at 351. per yard, system of railways throughout the kingdom shall be so corn would cost 506,8331. Taking, therefore, the full amount of pleted that every important city and town shall be brought the subscribed capital at 1,282,8204 there was an excess over into railway communication with every other one, and it is capital of 198,455/., without any funds remaining for unnecessary, since the public have made up their minds on 25,6881. lls. 10d. already incurred, or for further Parliamen the subject, to dwell upon the advantages which the comple- tary expenses, locomotive carriages, wear and tear, plant, or tion of the system will afford both in the transit of pas- one farthing by way of interest to shareholders. With this sengers and in the carriage of goods. Having spoken of the single line only it was obvious to the: Committee' that the proposed extension of our South-Eastern Railway to Chil- Company must begin without allowing for any defaulters in ham and Canterbury, it would not be right to pass over the payments, with a debt upon the shoulders of the proprietors fact that another and a rival company, likewise, proposes to amounting to 230,0001. The estimate of the traffic the Com effect the same work, and it vt ill be for Parliament to decide mittee made 146,448/. Os. Bd., from which, deducting for work whether that work cannot be intrusted to the South-Eastern ing expenses 48,816/. Os. 2d., there remained 97, 632 /. Os. 6 d ., Company with more advantage to the public than if it were or 4/. 17s. 7d. per cent. on an outlay of two millions of rr m ac o t ne , ,: t . placed in the hands of a separate company. We are of opi- Taking, however, the estimated traffic atas 3 correct cent. nion that the system of Kentish railways will work more to 97,632/. Os. 6d., and deducting interest i _, the advantage of the public in the hands of one company 4i per cent., with than if divided among several, since unity of system in the remain 91,753/. 135., leaving on a deficiency of capital of l 78 451 there would look e w „. o fi n or_ y_ r p ,y a . yingi off the debt conduct of railway traffic is of the greatest consequence both out any resource tohe report then to the economy of the working of the line and to the con- incurred in establisahtinagmetnlenuog mpa length the proceedings of the venience and comfort of those who travel over it.— went on to n o m tir tee, 0 t which it characterised as a continued (Cheers.) I venture to call your attention to the fact that managing committee, of the prosional committee who had failed to pay up on the rates of fares charged on the railway are not those which system r crroemeularities and inconsistencies. It also gave a the law would allow us to charge for circuitous distances li, thes t number of shares reserved to them. There had been over which our line passes to sonic places, to this ancient city; but the fares are chargas'ed for r r the short 9, 5 0 1 00 i sd ha b r e e e s n r t es ik er e s n - e u d p f , or th th u e s dliearevcitnogrs,aanddraoguotfofB,sth9ese4 sharesonly 0 4 e ' Company without calculating the shares reserved for or diagonal distances, the same, in fact, as they 1,. them u s e t ar be lines t e th icpmoters and ot ors which had not been taken up. The presumed to be if the whole of our projects for w and ic h further reduction of report next commented on the directors' report, pr i es . ented applying to Parliament were already gran ted, executed. Ido not mean to say that no our fares can, at any time, take place; because agreat in- last Saturday, in w hi c h it was stated, that in consequence crease of traffic, and great economy of conducting it, will of relinquishing the portion of the line between Caer undoubtedly lead to such a result, and we have already had narvon and Machynlleth, the directors had determined to the greatest amount of evidence that could be desired, that reduce the number of shares from 100,000 to 75,000 ; from a most extensive reduction of fares there does not ne- and of the latter number to reserve 6,000 to the land cessarily follow a reduction of receipts. On the contrary, owners; and that they accordingly allotted 68,911 shares although we reduced the rate of fares on the Ist of Ser- to the public, the deposit on which, at 1/. per share, had tember last nearly 40 per cent. , by an actual reduction in been pai d' to the extent of 64,1411. The minutes, however, charge, and by establishing a uniform system of d ay - tickets, showed that on September 30th, 1.845, the directors resolved the number of persons who have travelled over the line has been increased to such an extraor dinary ex tent that the to issue 15,000 more shares; and further, on the 18 th of October, they instructed the Secretary to deliver scrip to amount of money received has been as great as before ; and applicants we are looking forward to th e com p l etion of this line of rail- tots to the extent of the whole allotments, amounting 90,0001. This was no satis factory explanation given of way to Ramsgate and Margate, to the opening of the French this discrepancy. After detailing other irregularities of the railways, and to the general completion of th e ra il way Managing Comm i ttee, the report further state d , th a t in de system in Great Britain, for a further great accession fiance of the protest furnished to the directors in the name of traffic. The extension of the Greenwich Railway of the shareholders by Mr. Lawrence, the former had paid to this place will pass, as you know, th roug h a district con- into the hands of the lecountant:General the sum of taining a greater population in the miles adjoining London, e report 42 915/. The concluded by stating that the accounts than that which exists in any ot h er part of the known presented every evidence of gross overcharge, especially the world; and the completion of the railways in the south- solicitor's, which was 7,6401. 17s. 11d., and recommended, eastern district will, I am persuaded, give of itself an im- from all the circumstances narrated, that this Company mense increase to the number of travellers in its own hem& should go no further with the project, but immediately wind diate circle, and thereby probably enable the Company to up, and that the Secretary, who had afforded the committee still further reduce their fares. You are all aware that every facility in their inquiries, be retained till all the affairs meetings have taken place in various towns in Kent, called were settled. by the promoters of a particular Company, and those meet- The CHAIRMAN stated that the traffic extended over 181 ,ings having been generally attended by the partisans of the miles instead of 50, as stated in the report. one Company, have frequently, though not invariably, de- Mr. BUSHE stated that the report was wholly untrue. tided in its favour, as being the line best adapted to supply Mr. COURTENAT stated that anything Mr. Bushe hatsic t t e ! their wants. Now I can only compare this mode of oh- say upon the subject they would be glad to hear. The s taMing a verdict to the remark made by King James , when relent was taken from their own minutes. he visited his own Court of King's Bench. Having h e ard Mr. LAURANCE s t a ted that he hoped the parties present he the pleadings on the plaintiff's side of the cas e, he was would stay and hear both sides of the question, S " anxious at once to give judgment for him, but being told able to come to a proper conclusion. by the Chief Justice that the formality of hea rin g the de- Mr. C OURTENAY wished to set him teed, to the effect fendant's arguments was yet to be gone through , t he Kin g to a report which had been largely °wit in the shares of o bserved that it was a most embarrassing position to bo that he dealt to a large ant himself right with reference ed to cas t e that he never placed in, for when he heard what had to be said on this Company. He bigy, - i - se d A single share in the one side only he had no difficulty in ' arriving at a directly or indireetlY Pun s ,* when he bought 100 judgment, but that when both sides had spoken he found concern since Sep ISs himself unable to come to any . conclusion at all. And this, shares at a premium order upon principle. Were it not te c ,f ten shillings per share ; those shares I think, would be the case in many of those localities he still held, d_ where meetings have been held; if the plans of the rival for that, of them for 10s., and would have been glad companies for constructing the North Kent Railway were trouble, dispgd he wolld,hien to have avoided great anxiety and , athem. When he last addressed them in be stated that he was not prepared to break till the affairs had been investi haveto be submitted to them. The question is a large one, and to h ave t go well worthy the serious attention of Parliament, where I tha . Company no doubt it will be fully considered, and whore I z i e . n r i lifter That investigation had been made, and he sure a just verdict will be passed on the case. It is not fttended there to give expression to his feelings to the of indignation against the directors and solicitors. One of i t a o t rs up s o ta n te th d at th s a ta t t h em e was ent aalorenseptehcteayble wouldman ,nbouttphaye the advantage of any one single place that thedleocoikssi be made; but I am sure that Parliament will question as a whole—that it will take a comprehensivedistrict—and aeeingviteh,ey t t r h u e s tseodi solicitors present, the capi- 7,000/. The question was the cqeduct of the directors in of what is best for the south-eastern at position of the South-Eastern(, the p y managing the affairs, and he stated that as a body they were tal they had already emberke , mp etion of their proposed lines not deserving of further trust.—(Hear, hear.) With respect the limitation in the allotment of the shares, as was proved structing, and the effect the co to o y their own minute-book, it appeared that they had given r rioted by the South-East would have for the advantagteruo,,ftitilohnhnee. woe onfutnkhtseyt—hpeirt3orjv s a- e :l e : sifi now t think K c.° ee n rut that advantage can be best p their agent power to issue shares to the extent of 90,000. This the cons Company, commit b o dy IVherever such a scheme as the statement was made from their own minute-book. The couces to the hands of that hail has been oommitted to a rival siert made at the eleventh hour with respect to the payment of bly been that the existing company the effect has inearia -- projected North Kent al. . comp—w , deposits, did not, he was happy to say, deceive them. Look Mr. FIELDF-N returned thanks. The " Healths of Mr. W. Cubitt and Mr. Joseph Cubitt " were proposed, and warmly responded to. Those gentlemen returned thanks. Mr. M.'GREGon, in proposing the next toast, said he had just received, by the electric telegraph, information which he had no doubt would be pleasing to Mr. Randall, the banker, and other gentlemen connected with monetary matters. He was enabled to state the closing price of Three per Cent. Consols that day was 97A—(Cheers)—while the price of Exchequer-bills was 39 to 40 premium.—(Cheers.) He had also to inform them that up to three o'clock that day, at which time the office of the Accountant-General of the Court of Chancery closed, upwards of 11,000,000/. had been received as deposits.—(Cheers.) After a few further ob servations he proposed his toast. Several other toasts were drunk, and the company broke up a few minutes before nine o'clock. The directors and their friends returned to London by special train. LORD JOCELYN. THE REPRESENTAIION OF LYNN. The Norfolk News, after quoting the paragraph which ap peared on this subject in The Sun, says :—We copy this paragraph, as it fully accords with our own views, as to the loyal and independent borough of King's Lynn being un der the direction of Lord George Beritinck ; at least, that it is so understood in the upper circles in town. It will be remembered, that his Lordship turned out Lord William Lennox,—at least, it was so stated at the time; and in the exercise of his power in this pocket borough, he has now doubtless been the main instrument of relieving the el , ..ct,rs of Lynn of another of their representatives. When the paragraph which appeared in last weeks paper was written, not even a ramour had reached us that there was a probability of an electipn prier to the anticipated general one, but the last few days have disclosed an organised attempt to obtain one. It appears that a deputation, by whom sent we have not yet learned, waited upon Lord Jocelyn, in town, for the par pose of ascertaining his views on the corn tariff of Sir Ro bert Peel, and whether it was his intention to support him ; the nature of his Lordship's reply has led to the tender ot his resignation, which was received la st Sunday ; and, the result is. that after consultation, it was decided to invite a fewne of dtay he. bttrgeoses to a meeting at the Town Hall, on Weds last. care being taken that no one should be present who dif fered with the " leaders" on the score of Protection, and, ex cept in the case of two or three merchants, no one who dif fered with them in politics. We know that about forty per sons attended this meeting, and that though strictly a " pro tectianist:' one, yet some difference of opinion existed as to the policy of accepting the Noble Lord's resignation: this is not much to be wondered at, considering that these very men are first and foremost to condemn the system of " pledges," when resorted to by their opponents, and the con sequence was, that a specific motion by Richard Bagge, Esq., seconded by T. A. Carter, Esq., that Lord Jocelyn's resigna tion be accepted; and it was moved as an amendment, by F. Cresswell, Esq., (Mayor), and seconded by the Rev. John Bransby, (we do not pledge ourselves to the exact woras ), that Lord Jocelyn's resignation be not accepted. but that his t L h o i r n d k sh b i e p s t b . e at ta n the liberty q u t e o st v i u o u t e b u e i r i ) l o g n p t u h t e , there question app a e s he aredmt ae3t; for the amendment, and 27 for the original motion, which was uw anist acrd, sut c ipn o og r n d u i according ßs iL e c a oh r rad i r e h Bp a A i gn gt d eo, e ,h p E. n u s. t q a: ion was then appointed, and 1 --- u aEi nvtehraimrd,wEitshq.,titl: result of the meeting. It was now urged by a solicitor, who had voted in the majority, that unless the minority were prepared to remain neutral in case of a contest, that they had better retire, as it was necessary that the meeting should be unanimous on the proceedings which would follow; five only of the minority felt it, to be their duty to withdraw. Se much for Lynn consis , ency. The appointment of Lord Jocelyn's successor was next discussed, and the result was that the deputation were requested to wait on Attwood, Esq., London, the Tory gentleman who opposed Lord John Russell in the City election, and offer him the vacant seat ; and in the event of this failing, the name of Bond Cabell, Esq , was named as a second chance. The gentlemen of the deputation left for London, but were too late, as we are in• formed, for the train that evening; and here ended acted the first of a farce now performing in this borough, under the distinguished patronage of the patriotic Duke of Portland. We have already stated that Lord Jocelyn's letter reached Lynn on Sunday morning, and that a deputation had pre viously had an interview with his Lordship. This was con firmed by the appearance of his Lordship's address on Thurs day evening, one day after the meeting was held, at which it was decided to accept his resignation, notwithstanding the request made in his Lordship's letter that "as soon as I am informed by you that this paper has been made public to my constituents, and they are desirous of taking advantage of my resignation, I will make application for the Chiltern Hundreds, and the writ will be moved for a new election." It is therefore palpably evident that the conditions upon which his Lordship resigned have not been complied with, unless it can be shown that the 37 invited electors represent the 900 electors of Leeds. We hope that no other borough in the kingdom, containing from 16,000 . to 17,000 inhabitants • with nearly 1000 registered electors, will ever have laid to its charge the disgraceful and disreputable accusation that it sold its electoral rights for a mess of pottage. THE WORCESTERSHIRE AND STAFFORDSHIRE COAL MINES. Mr. Onions has lately delivered an interesting lecture before the Institute at Birmingham, on the coal forma tions of England, including .a description of the coal fields of Worcestershire and Stafferdshire, from which we extract the following condensed description of the latter:—" The first attempt to de cribe the coal district of South Staffordshire was by Mr. Keir, in 1796; and nothing was added to that till Dr. Thompson's account in the Annals of Philosophy for 1818. The coal field was described by Keir to extend only about 4 miles round Dudley, whereas at the present day the area over which the coal extends, is estimated at more thaa 100 square miles. From Stonrbridge on the south to Rageley on the north its length was twenty-two miles, and its breadth from east to west about nine miles. The Dudley coal field is surrounded by the new red sand. stone. beneath which Lord Dartmouth's siokings, at a distance of one mile from the great " fault," by which the coal is supposed to be cut off, have discovered it again. How -far, however, it may be profitable to work in such a position is another question. On the western sides shafts nave been with success sunk under the new red s andstone, and the coal found to expand in thickness as it, dips. It m ght be taken as a rule, that if the sand stone were the lower member of the new red or Permian sv stem as it was called, it might he bored for coal with almost a certainty of success; but if the upper member, the expense would be immense, and it was doubtful whether the coal would ever be reached. The millstone grit, which forms such vast walls round the north fields, vas here scarcely represented; and the mountain lime stone was altogether absent. There was reason to be lieve that those strata had never been deposited in,the part of the country. The sub-strata were, therefore, Silurian rocks, which rise up irregularly through the coal near Dudley and Sedgley, and form its eastern boun dary near.Walsall. The coal field was divided by the limestone hills of Dudley and Sedgley, amid the basalt of Rowley Regis. The curious fobtings and twistings of the limestone and shale of Dudley and the Wren's Nest, showed that the whole mass had been violently lifted up from beneath while in a fluid state, and rising to the surface was spread out upon it. Hence the coal strata dip away from or rise to the opposite sides of the limestone, while they are continued under the basalt, being evidently charred or burnt as they approach the nucleus of hills. Three courses of iron stone of no very great value have been found near Dudley, but at Wolverhampton fourteen courses of valu able ironstone are wrought. It was hence supposed that the workings of Dudley did rot go deep enough ; but the fact was that the miner was there acqusinter with the very bottom of the field, which had been brought to the surface by the protrusion of trap and other igne ous rocks. The greater scarcity of coal round Wolver hampton caused the richer iron ore of that dis • trict to be brought to Wednesbury, Sedgley, and other places in the south, to be smelted. The ten-yard coal in varial dy terminates at the foot of the limestone hills, as at Withal!, Sedgley, Wren's Nest, and Wednesbury. It extends around the basalt from near Oldbury to Hales Owen, where it again meets with and is thrown up by the limestone. Near Stourbridge many dislocations occur, and the progress of mining is much improved by a peculiar volcanic substance called green rock, resembling basalt. Towards Sedgley, the ten-yard coal goes so deep that the mines cannot be worked. It is probable that the ten-yard coal extends westward into Shropshire, and eastward under the new red sandstone; but it was not likely they would obtain it beyond Bit ston to the north, or Stourbridge to the south. The ten-yard coal is found at various depths in different parts of the same field, owing to the dislocations of the strata. At Wolverhampton and Bilston it crops out, while at other places its position varies from 16 to 140 yards from the surface in a short distance. As the sub jacent limestone and superincumbent new red sandstone have participated in the effects of these dislocations, it is evident that they were deposited before ; that the coal was deposited horizontally on the Silurian rocks ; and that the whole were upheaved at one time. PHILANTHROP . RIST IS A.MBERT AND THE WHITE NEGRO. A former Paris gamin, who had, had n a r O niequence of sundry fel e m o s i s na fo o r p t , t . i i n i t e e s , a l become ist o ' f thaePgent:erou obtained of a persons living within the twelve arondissemens of Paris. those charitable individuals figured M. Isambe ra r;, mt ti s i t d puty. better known as the friend of the blacks. Out ' . Pole called on him the other day, told him the old story of the campaign of 1831, dwelt with eloquence on the miseries of exile, and concluded by demanding some trifling assistance. "If you deny it," said Gaminowski," I :shall be reduced to sell my.cros of the WiLte Eagle, ;he only thing remaining to me in the world." The beggar was fair and rosy, and M. Isambert dismissed him, apologising for his being obliged to at tei,d a rehearsal. at the Vario Theatre. The disap pointed Pole was threatening revenge, when public rumour apprised him of the success t -f the Petit Mousse (which vaudeville is ascribed to the pen of M. Isambert), and explained that gentleman's last wends. Our Pole imtne:liately rubbed his lace with yellow ochre, made his hair as woolly as possible, and, in the shape of a mulatto, boldly called again on the witty vaude villis, who gave him five francs and shook hands with him. A week after the Pole returned to the charge, under the aspect of a real Ibo, soot having suc ceeded to ochre. " l?ray be seated,"' said M. Isambert ; " what is it that affords me the honour of your visit, my dear black ?" "Me hungry 1" cried the Pole ; "me come from New York with American lord; me in France, me free, me hungry, thirsty, and not a bit of bread." "Here are twenty francs for you," • replied M. Isambert in his most gracious style, which he the more readily used as the Varlet& manager bad just sent him some of author's duds. The Pole wept for joy, land touched M. Isa.7"lDer to such a degree, that the latter fell in t o his arms and „,;‘braced him like a brother. At length their sobs en led, and the _Pole, mulatto, and negro withdrew On re-entering his cloS.'t• M. Isambert happened to see bim nd that his cheeks and his nose ncie3 himself about to be self in his glass, and t0..7 t fainted with delight. It were of a superb black. 17 4 f . dream was dispelled turned into a negro, and alino: elf that his African his 20 francs, was some time before this swee! and M. Isanabert could persuade hitn: visitor had favoured him, in return for' with the contents of a c himney. — Paris Prin.!. A young man, named Wm. Williams, is in custody' at the Worship-street Police-court, charged, upon his own con fession, with stealing eighty sovereigns. It appeared that prior to the commencement of business the other morning he addressed, by letter, the office-keeper, and said that he wished to give himself up, for he had stolen 804 and his consc ience would not let him res t. He proceeded to state that he was a hair dresser, and had been in the service of a Mr. Ball, at Eccles. near Manchester, but one day vind the month of October, a person whom he beliee to be a cattle-dealer, Entered the shop to purchase some tobacco, and went away, leaving his purse upon the counter. The prisoner said he could not resist the temptation, but took the purse unperceived, and found in it 801. in gold, and he imm ediatel y went off with the money, which he bad since dissipated. .He was not aware, he said, whether any inquiry hid been made about the losA. Upon this statement of his, information was forwarded to the place he mentioned, and an answer has been received, from which it appeared that his statement was correct, and the owner of the money was an Irish cattle .dealer. The pri soner was remanded for the production of the evidence. AIL WA Y RETURNS. RAILWAY TEAFFIC.--The following are the Total Receipts of Rail ways for the past week—that is to say, up to the date to which the respective returns are made, together with the receipts of the same week in the previous year: OE ing NAME OF RAILWAY. Last week. b • 's • e> 577 1161 255 756 2,341 6,296 1,86'0 o'l 110 15,160 947 32,404 688 3,548 1,052 4,984