The Sun. — London, England, 1865-06-26 00:00:00

Atlantic and Great Western Railway. The accompanying letter and report received from Mr. Moseley, who has recently visited the United States and minutely inspected the Atlantic and Great Western Rail way, will, we think, prove interesting to the holders of this company's securities, showing as it does the great variety of the sources from which traffic will be derived, and the vast amount which must immediately accrue and will ultimately swell into an aggregate equal to, if not greater than, that of any railroad of similar length in any part of the world : Now York, May 29, 1865. y. _ Edw. F. Satterthwaite, Esq., London. Dear Sir,—ln accordance with your instructions, I have made a careful examination of the Atlantic and Great Western Railway, and also of the line connecting with it at Dayton, and on to St. Louis. The main lino commences at Salamanca, on the Erie Railway, 414 miles from New York, in the State of New York, and passes through the States of Pennsylvania and Ohio, terminating at Dayton, a total distance of 386 miles. The broad gauge lines in direct communication with the Atlantic and Great Western are : Miles. The Erie Railway, New York to Salamanca 414 The Cincinnati Hamilton and Dayton Railway 6O The Ohio and Mississippi Railway The railroad crossings and connections of the line are as follows : At Salamanca ... with Corry Eric Railway Oil Creek Railway . Philadelphia, and Erie Rail road ... ... Franklin and Oil City Branch and A. and G. W. Ry. 'Cleveland Railroad Erie and Pittsburgh Rail road ... ... ... 148 rCleveland and Pittsburgh L Railroad ... ... ... 150 [Cleveland Zanesville and `Cincinnati Railroad ... 87 Pittsburgh Fort Wayne and Chicago Railroad ... 258 Sandusky Mansfield and • Newark Railroad ... 116 Cleveland Columbus and Cincinnati Railroad ... 258 Bellefontane Railway ... 469 Great Central Railway ... 188 ,Sandusky Dayton and Cin cinnati Railroad ... ... 215 ( Springfield and Columbus Railroad ... ... ... .45 Springfield Mt. Vernon and Pittsburgh Railroad ••• Sandusky Dayton and Cin • cinnati Railroad ... ... ( Dayton and Michigan Rail ! road ... ... ...207 ) Indiana Central and Dayton L and Western Railroad ... 57 Ohio and Mississippi Rail road ... ... . 340 Indianopolis and Cincinnati Railroad ... ... ... 115 Kentucky Central Railroad 112 Louisville and New Orleans tSteamers ... ... ... Meadville Clevelaud Toledo . ... 112 Greenville rk.avenna Akron ... Mansfield ... If • . 0 ~ ... ,7 Galion and Marion „ Urbana Springfield Dayton ... Cincinnati It, affords me much pleasure to be able to report that the Atlantic and Great Western line is in most excellent order, the ballasting good, and, with the exception of some 20 miles of metal west of Salamanca, the rails are in first-rate condition. These 20 miles are now being relaid with new iron; the rails taken up will be used for additional sidings about to be built at important points on the lino, and which, when completed, will amount to about 15 miles in length. It is also most satisfactory to be able to confirm the report I made to you in March last, that during the great floods the lines escaped wonderfully, the amount of damage done to the permanent way and bridges being but trifling, and that all repairs were executed within a week by the ordinary staff of " track layers." The stations on the line at present are of course more or less of a temporary cha racter, with the exception of Meadville, the head-quarters of the Company, a very fine building, containing the offices for the various departments, refreshment-rooms, and in addition a large first-class hotel (admirably managed), but still far too small to accommodate the greatly increasing business. In due time great alterations and additions will be made to all the stations, but at present they are well adapted to the traffic, and it is policy to thoroughly develope the traffic before _expending large sums upon improve ments that in the course of a year or two are sure to prove inadequate. There are in course of construction at Mead ville large workshops and engine-sheds, which, with the houses belonging to the Company and rented by employes, cover an extent of about 60 acres. At the Kent station there are also large works being erected, consisting of car and smiths' shops, and engine -sheds, all being built in a most substantial manner. All the heavy works now in hand are being pushed on with vigour, more especially the engine-sheds, which will be completed before the coming winter. The relling stock consists of -91 Locomotives on line. 35 Ditto building. 51 Passenger cars (to carry 60 persons). 40 Ditto building. 16 Baggage and Mail cars. 2,566 Freight cars. It is all in splendid order, the engines being of a parti cularly fine description. From Dayton to Cincinnati the line belongs to the Cin cinnati Hamilton and Dayton Railway Company. This Company expended $1,500,000 in laying a broad gauge " straddle" track (rails on either side of narrow gauge rails), and building passenger stations and freight houses to ac commodate the Atlantic and Great Western traffic. The passenger station at Cincinnati is one of the best and most convenient in the States, containing arrangements for the comfort of passengers not usually to be met with on Ame rican lines. A fine suite of offices are nearly completed for the use of the Atlantic and Great Western Company. The freight houses adjoin the station and are rented by firms who take the freights from the Railway Company, charg ing for storage, and assuming all the responsibility of de livery; an excellent arrangement that relieves the Com pany of a vast amount of risk. The line from Dayton to Cincinnati is in perfect order, is well ballasted and main tained, the stations are good, and there is every facility for conducting a very large traffic with regularity. The junc tion with the Ohio and Mississippi Railway is about half a mile from the main station. Arrangements are contem plated by which the two lines will unite at the main sta tion. The line to St. Louis, considering the severe winter and the floods, is in very good condition. The track is being carefully repaired, and a large amount of iron is being re-rolled and re-laid. It is the intention of the Directors to re-roll nearly all the metal now down. The line is broad gauge throughout. The Franklin Branch has been extended from Franklin to Oil City, 81 miles, a very important addition to the line. From Meadville to Franklin the rails originally laid are very light, but from the fact of the joints being fished they have worn most surprisingly well, and would last for years to come. However, it is intended to replace them with the same description of rail used on the main line. The light rails will be kept in stock in all probability for sidings. The track is well maintained, and the enormous traffic over this branch is admirably managed. The Cleveland Extension runs over the Mahoning Rail way (leased by the Atlantic and Great Western Company for 99 years), and is a " straddle" track ; the. narrow gauge cars and engines belonging to the Mahoning line are there fore used in common with the broad gauge ; trains of the mixed gauges being run with, the greatest safety. The line is in splendid order, and the traffic over it immense. The works on the Buffalo Extension and New Lisbon Coal Branch will be energetically carried on. Those on the Erie and Niagara line are nearly complete. Having thoroughly satisfied myself that the lines now in operation are in proper order, I have devoted considerable time to ascertaining what are the traffic prospects for the future. I append a return of the towns and villages within a radius of about 20 miles from the main line, from which it will be. seen that the railway passes. through settled and popshms districts. In fact, from Saeger Town (97 miles from Salamanca), west the country is as highly cultivated as any part of the States. I am prepared for somewhat lower traffic receipts for the summer months of this year, and believe that they will be lower than at any future period, for the following reason : The heavy. decline an the eastern markets (consequent upon the large fall in gold) in the value of western pro ducts, such as tobacco, gram, hemp, and hogs, has almost stopped shipments to the seaboard, holders generally hoping for a reaction in prices, and as a rule being unwilling to face a sudden loss. All this freight is in the west, and sooner or later must come east. If held back until the harvest there will be au immense pressure of freights, and the roads will be enabled to advance their rates. The connections with the various cross-roads are highly important, and when arrangements are completed for ad ditional sidings, transfer houses, &c., will open up to the Atlantic and Great Western at points such as Corry, Clarkesville, Mansfield, and Galion, feeders fully as valu able as any now in existence, and in addition a class of traffic that hitherto has not been sought after ; I mean the stock traffic. Dull as this branch of trade is at the present time, a neighbouring line for instance is carrying from 40 to 50 cars per diem. This, at $3O (a minimum rate) gives upon the lower number $1,200. 1 anticipate that the Atlantic and Great Western will contain about the same traffic in dull times from Cleveland to Salamanca. The amount of stock, however, to be con veyed from Cleveland will not compare with that which will be forthcoming from Mansfield, Galion, Urbana, and Dayton. The States of Kentucky, Southern Illinois, and Missouri, are -the great stock pro ducing States, and the Atlantic and Great Western line from these points (arrived at by the Ohio and Mississippi, Cincinnati Hamilton and Dayton, and Cin cinnati and Indianopolis, and other lines) offers to stock producers an unbroken broad-gauge line to New York. It, is a fair calculation to estimate the stock traffic over the south western portion of the road at from 50 to 100 Cars per diem. Taking the lower figure at an ever ago of $5O to $75 per car, and the lowest rate 3 / 5 1 11 ,2 1 r a ve 5 2 , 5 00, which added to the Cleveland, estimate of week u o,fgives a tot a l of $3,700 per diem, or $22,200 per 6 days for stock traffic, alone. A great source of traffic at present is, and will be, for many years to come, the oil from the Pennsylvania g wells. Notwithstanding the enormous yield for the last three years, th e supply shows no sign of exhaustion, and as a consequence fresh adventurers are and expending capital in the hope of f 6 striking oil." The large number of Companies toae formed of late, has in creased the value of land ouli t e i s e tent 7 andmate rially adds to the Franklin Branch.seasonestimated thatthe nearly 2,000 fresh wells will be started this pumping engines for these new undertakings re *scat tered in all directions,-200 were on the Franklin plat form at one time last week . The extension of th e li ne to Oil Ci‘y w ill necessarily secure an im mense amount of oil traffic that last year was. transported East by o th er routes. A large plot of land has been presented to the Company in the neighbourhood of Oil City, on the river bank, upon which large wharves and sh e d s will be built exclusively for P etroleum traffic. The oil will be sent direct from the wells on the crkto re tl a ir land ings, and as a saving of some seven miles th of will be effected, it is fair to suppose at . a large amou ha nt of traffic that has hitherto gone by river will be diverted to the rail. The number of barrels transported by the At lantic and Great Western line last year amounted to the enormous number of 675,028. Coal in the course of a very short time will form h one of the largest items of tr(ffic. The facilities for s ipment at Cleveland are so great (the Company having.between 3,000_ and 4,000 feet of river frontage) for the West vsii the lakes and railways, that it is impossible to estimate what the value of thistraffi c will be. At present it is only beginning to be deve loped. In addition to the Western shipments, there will be an enormous demand for Canada, via the Buffalo Exten sion, and Erie and Niagara line. Cheap coal is sure to bring a large Xturaber of manufactories to the towns ill the neigh bourhood of the coal xelds. It is a"satisfactory feature that ' the truck running from Youngstown (the southern ton-mil nus of the Mahoning Branch, and centre of the c ost distri c t) to Cleveland, return with iron ore from L tic.‘ Superior. The "Mahoning Works," at Youngstown, cum ume when in full work 240 tons of coal, and turn out in bars, sheets, and spikes, 50 tons of iron per day. The freight business of these works in ore from Cleveland, and manufactured iron to different parts, is worth $105,00 ► p 4 r annum. Two other firms hero contribute 875,000 each per annum, and others from $50,000 to $60,000. Iu addition to the sources of revenue alluded to, there is a very large and well-paying freight traffic at present de rived from dairy produce, which commands a higher rate for transport than any other description of freight. Upon the line being fully open to Cincinnati and St. Louis for through traffic, I have no doubt that the most sanguine expectations will be fully realised. At present, owing to the want of rolling stock, through-freights have not been canvassed for. One through train per day began to run on the Bth inst., another will be placed on the line by the middle of June, and a third by the middle of July. The opening of the through line for passengers will, how ever, serve as an advertisement for freights, and as new cars are added to the stock now running, energetic measures will be taken to secure a class of traffic hitherto not com peted for, viz., general merchandise bound west. There is also a large amount of goods traffic to be obtained from the Cleveland and Toledo and Michigan lines running from Toledo to Chicago. The Toledo line will be in a position to give more than double the amount of freight for convey ance east compared with the total now carried for them over the Atlantic and Great Western. The relations be tween these lines and the Atlantic and Great Western are of a very friendly nature, and there is an evident anxiety on the part of the managers to assist in developing the At lantic traffic. It is also gratifying to be able to report that both at Cincinnati and St. Louie, all the railway authori ties I had the pleasure of meeting spoke in the most encou raging manner of the traffic prospects, and expressed them selves highly satisfied at the probable early opening of the through route. Apart, however, from all questions of through traffic, I am convinced that the local traffic alone (which up to the present time has been the great source of earnings) by good management and development will yield a revenue more than sufficient to meet the requirements of the Bondholders. No new line ever built in the United States passes through more highly cultivated or better settled districts, which from the very first have thrown an immense amount of traffic upon the line. When it is considered that this great railway was only commenced about five years ago, during a period of civil war, when labour was scarcer, and 'wages higher, than ever remembered, I think the Stock and Bondholders may fairly congratulate themselves upon the results obtainedup to the present time. To the amazing energy of Mr. Ken nard, the Engineer in Chief, in the face of every possible opposition, these results are mainly due. Under the active presidency of Mr. L'Hommedieu, and the management of Mr. M'Laren, the General Superinten dent, there is no doubt that vast improvements in the con duct of the traffic generally will be made. Indeed, already important savings have been effected in the working ex penses of the road. Both these gentlemen speak most confidently of the success of the undertaking, and of the large increase in the receipts that must follow upon the perfect equipment of the line. The following are the stations on the Atlantic and Great Western line, with the towns and villages alluded to. I am, dear sir, yours faithfully, EDWARD MOSELEY. The number of miles, after the name of the Station, gives the distance of each place from SALAMANCA, which is the connection with the Erie Railway and transfer station, situated in Cattaraugus County, New York ; popu lation of the county is 43,735. STEAMBURG (12 miles).—A small place ; lumber is the principal business derived from this station. RANDOLPH (18 miles), population 1,500 ; Rutledge, 5 miles from the station, population 500. KENNEDY (25 miles), population 1,200 ; Ellington, 12 miles from station, population 1,200. JAMESTOWN (34 miles), population 5,000 ; important manufacturing and shipping point. Towns tributary thereto—Bucklands, 500 ; Busti, 400 ; Frewsbury, 600 ; Ellery, 400 ; Fentonville, 400 ; Kyantone, 500'; Russel burg, 600; Sugar Grove, 1,000; Geary, 500; St. °lairs ville, 1,200 ; Stockton, 700 ; Maysville, 1,500. These towns are 5 to 20 miles from station in Chautauqua County, the population of which is 58,217. Road passes through south part of county ; Lake Shore Railroad, distance 16 miles. There is a pleasant route to the Lake Shore line at Westfield, 57 miles east of Buffalo, uia steamboat on the Chautauqua Lake to Maysville, and thence by coach, 7 miles to the railway. This route is much frequented in the summer months. ASHVILLE (41 miles), population 1,000. PANAMA (48 miles). Town of same name distant two miles ; population 1,200. COLUMBUS (57 miles), population 800 ; in Warren County, Pennsylvania, population of which is 19,190. Connv (61 miles). This town is five years old, popula tion 4,000. Crossing of the Philadelphia and Erie Rail road, and Junction with the Oil Creek Railroad, an im portant point for forwarding oil, and receiving merchandise and machinery for the Oil regions. Here are the Downer Oil refinery works, containing iron tanks which hold 10,000 barrels of oil. In 1860 the site of Corry was a forest, not a house to be seen. CONCORD (66 miles). A small village. MILL VILLAGE (79 miles). Only a station, not a village of any consequence. Waterford, 4 miles, population 4,000. Philadelphia and Erie Railroad runs directly alongside Atlantic and Great V estern road from this station to Corry. MILLERS (85 miles). Small place. CAMBRIDGE (88 miles), population 2,000. Endenboro, miles, population 600. VENANGO (92 miles), population 1,200. Rockville, 8 miles, population 1,000. SAGER TOWN (97 miles), population 500. From this station, west, a marked change is visible in the country ; up to this point there is much forest land, and the resources of the country are undeveloped. Still, much has been done during the last four years, and a daily improvement may be expected. MEADVILLE (103 miles), population 8,000; important commercial and manufacturing town. General offices of the railway aro at this place, and a large and admirably managed hotel, the "McHenry House," whore passengers dine, cte.—indeed, if it were twice the size, it would always fill. Eight distinct table d'hote dinners are served here for the convenience of persons living in the house, and passen gers-arrivixg by the trains. The COmpany's workshops are in a forward state, and will be of great service when completed. Tributary towns—lticeville, 18 miles, popula tion 1,000 Cooley, 12 miles, population 500; Couneout Lake, 7 miles, population 600 ; Cochranton, Utica, Evans bridge, Sugar Creek, small villages on Franklin Branch, which joins the main line at Meadville, in Crawford County, the population of which is 48,755. FRANKLIN (131 miles), on the branch from Meadville, population 5,000. Great point for the shipment of oil. This station is at the junction of French Creek and Alle ghany River. OIL CITY (8i miles) from Franklin, furnishes a great amount of traffic in passengers and freight to the road, population 10,000 ; situated at the junction of Oil Creek with the Alleghany River. In the spring and fall, when the water is high, but before the opening of the line to Oil City, most of the oil went down the Alleghany to Pitts burgh, and thence east. In the summer when the water is low, and all through the winter, all tho oil comes over the Franklin Branch. SUTTON (110 miles). No village, but a good lumbering point. EVANSEURG (115 miles). Town of same name is 4 miles from station, population 800. Hackstown, 5 miles, popula tion 500; Georgetown, 10 miles, population 700. ADAMSVILLE (121 miles). Population 500. SuoMt GROVE (124 miles). Small station. GREEVILLE (129 miles). Population 4,000. Tributary towns—Miner, 15 miles, population `2,000; New Hamburg, 7 miles, population 600 ; Delaware Grove, 9 miles, popula tion 100 ; Centreville, 28 miles, population 200 ; Balm, 25 miles, population, 100 ' • New London and Maysville, popu lation, 100 each LShaelileyville, 10 miles, population 600. CROSSING OF ERIE AND PITTSBURGH RAILROAD (132 miles). CLARKSVILLE (136 miles). Population, 1,000. The Erie and Pittsburgh runs parallel with Atlantic and Great Western track 8 miles. Tributary towns—Newcastle, 17 miles, population, 3,500; Pulaski, 10 miles, population 800 ; West Middlesex, 20 miles, population 1,000 ; Sharon, 8 miles, population 1,500; Jamestown, 10 miles, population 1,000; Brownsville, population 300; Lindenville, popula tion, 200 ; Espyville, population 200 ' • Conneautville popu lation, 1,500 ; Linesville, population, 200. CRAWFORDS (139 miles). Large coal fields at this point. ORANGEVILLE 01110 (141 miles). Population, 1,200.. Tributary towns—Sharon ' 7 miles, population 5,000 ; Hart ford, 41 miles; Vernon, 41 miles; Kinsman, 41 miles; Maysville, 5 miles ; Sharpsvillo, 5 miles. The above-mentioned towns have a population of from 500 to 1,000 each. BURGUILL (145 miles). Tributary to this station are the above-named stations, under head of Orangeville. Largo dairy farms are along the line of the road between this station and Akron, and consequently large shipments of butter and cheese are made from these points. The amount Taxies from 600 to 1,200 tons per annum from each station. -------- JOHNSON'S SUMMIT (149 miles). Fowler, 5 miles from station, population 700. The remarks appended to Burghill station apply to this station equally as well.-- BACONSBURG (154 miles). Population 500 ; Mecca, 7 miles, population 1,000; Johnson's, 6 miles, population 500; Gustavus, 15 miles, population 500; Williamsfield, 20 miles, population 1,000. This is called the Mecca oil region, and produces valuable oil in moderate quantities. WARREN (162 miles). Population 4,000 ; enterprising town ; fine water power, furnished by the Mahoning River, which is much used for motive :power in mills, &c., &c. Tributary towns—Gustavus, 6 miles, population 600 ; Bristol, 9 miles, population 500 ; Farmington, 5 miles, population 600 ; Southington, 10 miles, population 500; North Jackson, 10 miles, population 800. Above towns are in Trumbull County, Ohio, population of which is 30,813. LEAVITTSBURGII (164 miles). Crossing of Cleveland Branch. No station here, but is an important transfer point, both iron and coal passing east and west. Towns on this branch between Leavittsburgh and Cleveland— Bracevill ,e Windham, Garretsville, Mantua, Aurora, Solon. The above-named towns are the centres of large dairy districts, and large shipments of butter and cheese go from these points to the east and west, CLEVELAND (2141 miles). Terminus of the Cleveland Branch of the Atlantic and Great Western Railway •, po pulation about 70,000. It is a well laid out town, and large manufacturing interests are represented here, encouraged by the unequalled railway facilities for transportation. The following roads centre at this point :—Cleveland and Toledo Lake Shore Line ; Cleveland, Columbus and Cin cinnati, and the Atlantic and Great Western Railways , and the Cleveland and Pittsburg Railway. Large quan tities of iron ore pass through on its way to Youngstown for smelting, thereby affording a lucrative business to the Atlantic and Great Western Railway Company. YOUNGSTOWN is an increasing town of 4,000 inhabitants, at the southern end of the Mahoning Branch, and in the centre of the coal fields of Ohio. Hero are large iron works supplied via the Cleveland Branch, with ore from Lake Superior. _ . is from The Sharondistrictto l v e e v r y e l a ri n . d c , h and in a lasting source o f revenue to the Company. c e o ls a e l, w a h n e d re t 7 h c e an tra no ffi t c bu d t e p ri r v o e v d e For some weeks, however, in consequence of a strike amongst the co a l m i ners, the traffic has suffered much. The miners belong to a trade's union, and are holding out, for higher wages, but being now badly off for money, are expected to resume work in two or three weeks. Towns tributary to Youngstown are—Sharon, Pa., which has also an outlet by railroad and canal to Erie ; New Castle, Lowell, and Mahoning town, are all iron manufacturing towns, the business of which is largely de veloping. Good coal banks underlie nearly all this region, to which Lake Superior ore is transported for smelting. BRACEVILLE (169 miles). Situated between the main and Cleveland Branch, population 1,500. Tributary towns smilos, population 500 ; Farnington, 10 miles, THE SUN, JoNOON, MONDAY EvEININO„)UNE 26, 1865. population 1,000 ; Mesopotamia, 15 miles, population 500 ; Newton Falls, 3 miles population 1,000 ; Lordstown and Paris, small places ; Windsor, 20 miles, population 800 ; dairy farms supply chief traffic. FREEDOM (179 miles). Small town, but country in the vicinity is densely populated; principal articles of freight are butter and cheese, for New York, Cincinnati, and St. Louis WINDHAM(I73 miles), population 1,000. Tributary towns —Painesville 5 miles, population 800 ; Palmyra 10 miles, population 500, freights, butter and cheese ; all the region from Akron, eastward to Grangeville, is a fine grazing country ; although small towns, some of them furnish as much as 1,000 tons of cheese and butter per annum ; it is desirable freight, higher prices being paid for its trans portation than for any other article. RAVENNA (185 miles), population 4,000, in Portage County, population of county 24,407 ; crossing of Cleve land and Pittsburgh Railroad. Towns tributary—Roots town, 4} miles ; Randolph, 12 miles, population 500 ; Campbellsford, 4 miles, population 600 ; Streatsburg, 5 miles ; Shalersville and Nelson, small towns. The Cleve land and Pittsburgh road is a good connection for the cen tral portion of Atlantic and Great Western Railway. KENT (192 miles). Lately called Franklin Mills, is a mid way station on the line, being 196 miles from Dayton, and, in consequence of its situation, an important position for the workshops, &c., of the Company. The premises aro built of white sandstone found on the spot, and are sub stantial and handsome ; they consist of two large car sheds, one of which is now used as a machine shop, a 60-horse engine working some valuable machinery. The smith's shop and engine shed, with room for 18 engines, is in a forward state, the latter, when completed, being designed for twice that number. The foundations are laid for a fine machine shop, and a large drying house and paint shop ; these, together with a tank for water on the hill adjoining the works, will complete a very perfect system, which cannot but prove of great service to the Company. TALLMADGE (197 miles), small town, population 500 ; Cuyahoga Falls, 2} miles, population 1,500. AKRON (202 miles), population 7,000 ; the most impor tant flour milling point in the State, capacity of mills being 1,500 barrels per day, is situated on the Ohio Canal, and on the Cleveland and Zanesville and Cincinnati Railroad ; has the best power of any town in the State. There are large agricultural implement shops here. Tributary towns—Clapley, 5 miles, popula tion 400 ; East Liberty, ;11 miles, population 50C ; Union Town, 13 miles, population 800 Manchester, 9 miles, population 500 ; IdLiddlebury, 2 miles, population 1,90. NEW PORTAGE (207 miles).—On canal from Cleveland to Portsmouth, from which much business may be secured. The canal traverses the rich and fertile valleys of the Scioto and Muskingum, passing through the cities of Newark, Chillicothe, Circleville, Ste. Towns tributary— Richfield, 10 miles, population 2,000; Hinckley, 5 miles, population 1,000; Brunswick, 10 miles, population 1,000; Liverpool, 15 miles, population 3,000 ; Strongsville, 25 miles, population 2,500 ; Albion and Yellow Creek, 4 miles, population 600. Large earthenware works at this station. WADSWOR'TH (215 miles), population 500, Sharon, West ern Star, and River Styx, to the north; Doylestown and Clinton to the south ; being villages with a population of 500 to 800 ; diverging from Wadsworth is the Silver Creek branch of the Atlantic and Great Western, a coal road six miles long, being the first coal field reached on the line going east from Dayton Mining now 200 tons per diem ; two more mines of greater capacity will soon be opened. It is expected to supply the towns on the line south with the coal, which is of the celebrated Chippewa variety, very valuable for gas purposes, situated in Summit County ; population, 27,400. . . SEVILLE (226 miles), population 1,200. Tributary towns —Jackson, 1 miles, population 500 ; Medina, 9 miles, population 6,000 ; Chatham, 8 miles, population 1,000 ; Lafayette, 7 miles, population, 1,200 ; Litchfield, 13 miles, population 1,500. BRIDGEPORT (232 miles), population 800 ; Lodi, 3 miles, population 400 ; Windsor, 6 miles, population 400. WEST SALEM (238 miles), population 1,000; situated in Medina County, population 22,700. Tributary towns— Perrysburg, miles, population 300 ; Converse, 3 miles, population 800 ; Homer, 3 miles, population 700. POLK (244 miles). Population, 400. Tributary towns— Troy, 8 miles, population, 500; Rousburg, 8 miles, popula tion, 600. ASHLAND (252 miles). Population, 3,000; Ashland County, population, 21,693. Product principally wheat. Tributary towns—Hayesville, 8 miles, population, 1,000 ; Jeromesville, 8 miles, population, 1,000 ; Orange, 4 miles, population, 500 ; Savannah, 7 miles, population, 500. . WINDSOR (261 miles). Population, 300. Tributary towns—Olivesburg and Mifflin, 4 to 6 miles. MANSFIELD (269 miles). Richland County, population of town, 5,000; of county, 31,121. The road crosses Fort Wayne Road from Chicago and Sandusky and Newark, with both of which friendly relations exist, connect at this station for Pittsburg and Chicago ; Fort Wayne and Chi cago Company have agreed to share equally the expense of a new carriage station here. ONTARIO (277 miles). Population, 500. GALION, Ohio (283 miles). Population, 2,500. Crossing of Cleveland, Columbus, and Cincinnati Railroad, eastern _ _ :errninna of 'l3allofontaine and Indiana Railroad in Craw- ford County, population, 24,165. From here to Marion (dis tance 21 miles) run side by side with Bellafontine and In diana Railroad. CALEDONIA (295 miles). Population, 600. MenioN (804 miles). Population, 3,000; county popu lation, 15,891. BERWICK (310 miles). Population, 700. From hence to North Lewisburg, about 30 miles, the country is new and thinly settled. Tho woods contain very valuable timber. From Marion ' east, the country is highly cultivated. RicuwooD (318 miles). Population, 800. Bryant 4 miles; Carey, 7 miles ; Middletown, 6 miles. 500 to 800 each in population. NEWTON (328 miles). No town on line ; small village 1 mile distant ; large amounts of lumber (timber) sent from this station to Dayton and Cincinnati. Nonni LEWISBURG (338 miles). Population, 1,000 ; Bellefontaine, population, 3,000 ; East Liberty, 12 miles, population, 2 , 000 ; Woodstock, population, 600 ; Middle burg, 6 miles ; East Liberty, 81 miles ; Maysville, 10 miles; Newton, 8 miles ; Middletown, 4 miles ; Pickerstown, 8 miles ; Lanesfleld, 10 miles. These towns, from 500 to 2,000 inhabitants. Railroad runs through the centre of the county. MINGO STATION (343 miles). No village hero. TAYLORTOWN (348 miles). No town ; small village north of it of 300 inhabitants. URBANA (352 miles). Population, 5,000, in Champaign° County, Ohio ; population of County, 16,591. To this point from Dayton the line runs a10n,,0-Ade of the San dusky. Dayton, and Cincinnati Railroad, and here inter sects the line from Indianopolis, Indiana, to Columbus. A fair business is derived from this road. A large live stock trade from the States of Indiana and Illinois will strike here. TREMONT (360 miles). A small village; poptila,tion, 300. Tho road from here to Esyton runs near Mad River. This valley is not excelled for fertility and agricultural resources by any portion of the West. SFRINGFIELD, CLARK COUNTY (366 miles). Population, 8,000 ; a large manufacturing town ; milling capacity, 130,000 barrels per annum; town is 11 miles from road; is a very enterprising place. SNYDERS (370 miles) No town here. Eziou (372 miles). Population, 1,000 ; town 1 mile from station ; population of County, 25,445. Road traverses centre of county East and West. OSBORNE GREEN COUNTY 378 miles). Population, 1,200; of county, 26,778 ; town of 'airfield, 2 miles; population, 1,000 ; Carlisle, 4 miles ; population, 1,500. KNEISLEY'S (381 miles). No village, 61 miles from sta tion ; a large mill, capacity 100 barrels flour per diem, and an extensive distillery. DAYTON, MONTGOMERY COUNTY (387 miles), population of city 22,000, of county 52,213 ; is a manufacturing town, largest item of production being flour to the extent of 150,000 to 200,000 barrels per annum ; the tonnage shipped in 1864, by statements from books of various railroads to . . New York, Boston, Philadelphia, and Baltimore was 24,693 tons; it is the northern terminus of the Cincinnati Hamilton and Dayton Railroad 60 miles long ; and the Eastern terminus of the Dayton and Western Railroad 40 miles ; Eastern terminus of the Greenville and Miami Rail road 42 miles, Western terminus of Oho Little Miami Rail road 70 miles from Columbus (capital of the State.) The Southern terminus of the Dayton and Michigan Railroad 140 miles; also of the Suidusky Dayton and Cincinnati Railroad 154 miles. Not much trade will be drawn from the North for the Atlantic and Great Western Railway, but a large amount will come from the South and West. A large manufacturing and mercantile jobbing busineSs is carried on here with surrounding country. The road traverses the centre of the county, and connects by the Cincinnati Hamilton and Dayton Railroad with Cincin nati, the largest commercial and manufacturing city of the West, having a population of some 200,000. In the above Report, the population has been chiefly taken from the census report of 1860, since which time it has considerably increased. THE EDINBURGH AND GLASGOW RAILWAY.--An alarming accident occurred to the passenger train leaving Glasgow on Thursday, at 11 45, and due in Edin burgh about two hours later. While passing Hay-market depot, about a mile and a half from Waverley station, Edin burgh, the train came in collision with a goods engine which had just come off a siding. The driver of the goods engine, Peter Hamilton, had left his train on the down line to go to the water tank, across the up line, but, unfortu nately, "in returning, ho failed to regard the danger signal placed on the up line to protect the passenger train, which was immediately due. The driver of the passenger train, John Shedden, observing the error, signalled to Hamilton to keep up steam and go on through the tunnel before the passenger train ; but having in the alarm of the moment stopped his engine, the latter could not again put it in mo tion in time. A sharpcoLlision occurred, which was severely felt throughout the train, and many of the passengers were seriously, though it would not in any case appear danger ously injured. The train was throWn off the line, and with one exception the carriages were broken, one third class being partially stove in, while an empty carriage truck, a horse-box, and the guards' van in front were shattered to pieces. The engine of the passenger train was completely smashed, while the goods engine after the shock, ran for ward about 100 yards and broke down. John Shedden, the driver of the passenger train, was badly cut about the head and face, but his stoker escaped with but little injury. Cunningham, the guard of the passenger train, was cut on the head, while the goods' engine-driver escaped almost without injury. Most of the passengers were cut and bruised more or less painfully, and to some of them the nervous shock was very severe. Three of them were taken to the Royal Infirmary of Edinburgh, suffering under concus sion of the brain—namely, Mri. Ann Mackenzie, a young woman travelling from Dumbarton to Inverness, who also suffered some severe bruises, Michael Brady, a navvy from Ireland in search of work, and Thomas Duffy, an Irish la bourer, who was also much bruised. The passengers were conveyed to Edinburgh in a train made up at the carriage depot, Haymarket, arriving about three-quarters of an hour late. The violence of the collision was greatly lessened by the circumstance that Shedden had, according to the usual practice, shut off steam just before coming in sight of the obstruction. Shedden's conduct in the emergency is highly spoken of. Hamilton, who also bears the character of a careful driver, was apprehended in the afternoon. In con sequence of the accident the up-line was blocked for three or four hours. Great attention was paid to the sufferers by the officers of the company and by the medical gentlemen who were called to their aid. A blood horse, which was in the shattered horse-box, escaped almost without injury. The news of an accident so alarming in its character caused great excitement and led to greatly exaggerated rumours of the result. SPIRIT OF THE PUBLIC JOURNALS. THE " SPECTATOR" ON THE ELECTIONS AND MR GLADSTONE.—The general Liberal notion seems to be that it is an admirable thing for Mr. Gladstone's prospects as the future leader of the House of Com mons, that the elections for the new Parliament should be carried through under the shield of Lord Palmerston's great name and reputation. No one hopes that the present Prime Minister—who, during the long vacation, will attain the great age of 81— can guide the new Parliament far upon its way. The most that is to be hoped is, that he may see the Administration fairly out of port, or at best pilot his vessel through the shoals and quicksands which beset the run out of soundings, and then leave her to the new captain. But the general view appears to be that if thus much is gained, everything will be gained for the Liberal party and much for Mr. Gladstone. NO doubt the Liberal party will gain by this arrangement a greater, perhaps a much greater ,number of supporters than could be expected for a iussell-Gladstone Ministry. There are many quasi-Conservatives who support Lord Palmerston who think Mr. Gladstone the Prince of the powers of the air, or his political equivalent. Then the tone of the Tory Opposition to Mr. Gladstone would be something very different indeed, and something re quiring much more judgment, nerve, and coherence to resist than the tone of the Tory opposition to Lord Palmerston. All this is indisputable. But on what side does it tell? Does it show that Mr. Gladstone ought to be thankful for the protecting aegis of this political Ajax ? or that he should regret being taught to rely upon its shelter in a battle the greater part of which must be fought after that shelter is withdrawn ? To answer this question it is essential to consider not only the incoherences in the Liberal party, but the special temperament and Parliamentary temptations of Mr. Gladstone. There can be no doubt that Mr. Gladstone's greatest diffi culty as a Parliamentary leader will be to lead an Opposition with discretion. In office he is weighted, by a very scrupulous sense of official responsi bility, and by. that perfect command of all the sources of correct information which always gives an Administration so much ad vantage over an Opposition. There can be no question but that one of the most difficult of all the functions of a Parliamentary leader is the con duct of the Opposition, and that it is the one most menacing to the present Chancellor of the Exche quer, who, though he has learned many and im portant lessons from his first great leader, Sir Robert Peel, failed to learn the greatest lesson of tactics he had to teach, a singular moderation and sagacity in offensive warfare. During the short time when Mr. Gladstone held a small Opposition party—after his resignation of office during the Crimean war—he showed singularly little prudence or forethought. He fought keenly and inflicted many telling blows, but he fought wildly, and laid down—for instance, in criticising Sir Cornewall Lewis's financial operations—many principles which he must have since regretted. It may be said, and said truly, that for Mr. Gladstone it was a much greater trial to find himself in some sense ejected from office and criticising former colleagues, towards whom his feeling was not only hostile, but sore, than it would be to be resisting a party constitu tionally, so to say, opposed to his own. There is no doubt of it. But this is precisely the reason why we feel for him the special difficulties to which he is likely enough to be exposed. If the contest of the elections were to be fought explicitly for a Russell- Gladstone as against a Derby-Disraeli Cabinet, we should not be very sanguine of a Libe ral success ; but in case of defeat, we should have great hopes of Mr. Gladstone acting with prudence and moderation as head of the Liberal Opposition. There would be nothing irritating or in any way jarring in a Conservative success achieved under such circumstances, and the strong hope of speedy victory which must sustain a Liberal Opposition would in itself conduce to as much caution , and the exercise of as much generalship as it would be in Mr. Gladstone's power to exact. He would feel sure at all events of his own party, all of whom would have deliberately chosen their side in view of of the particular emergency, and while he would feel that he had to win his way fairly to power, he would have nothing to regret and no one to ap proach. If Mr. Gladstone can lead an Opposition prudently at all, these would be the very cir cumstances to call out such prudence, and to develope that strong desire to unite and satisfy his party without being unjust to his oppo nents, which constitutes Parliamentary tact. To have a party behind him which had deliberately chosen hint as their leader, and not another, would be the very thing to inspire Mr. Gladstone's scru pulous political conscieuce and fine political feeling with a sincere resolve to avoid all dangerous or dis organising action. But now look at the other alternative, and, as we fear, the probable alternative. Suppose Lord Palmerston, after inaugurating the new Parliament—after receiving the most respectful criticism even from Tories, the most encouraging support from Liberal Conservatives, and uniting all shades of Liberalism in favour of his general policy, to retire from political life, and that shiver to run the Liberal party which precedes an earth quake. We all know what the Opposition policy would be. Mr. Gladstone is probably the best hated politician in England at the present moment. The Tories hate him with a hatred compounded of the feeling they feel towards renegades and the feeling they feel towards the,Manchester school. The Times detests him, nobody knows why. The Saturday Review never misses an opportunity for a sneer. Mr. Horsman cannot forgive himself for having been unsuccessful in his bitter assault on the French Treaty, and still looks down upon him, like Jupiter on the tattered beggar in Aristophanes, " through those rags." Mr. Lowe thirsts for vengeance on the man who has admitted an abstract right in the citizen to vote till cause be shown why he should note vote. He is suspected by numbers of the wish to render England again defenceless for the sake of economy ; extreme Dissenters think him a Jesuit, and extreme Churchmen a wolf in sheep's clothing. Add to all this, that Englishmen as a rule will never have thought of his succession to the leadership in the Commons till he does succeed, that they will be unprepared for the event, and feel it almost a kind of religious duty to their sainted Palmerston to quarrel with his successor as the man in Bulwer's play felt towards his sainted Maria—and it is not easy to doubt that Mr. Gladstone will find the opposition to him becoming acrimonious and fierce, and the support behind him faint and wavering. If in such circumstances he is defeated and compelled to resign, he will assume the lead of the Opposition under circumstances the most nicely calculated to bring out his parliamentary weakness. He will feel sore at the desertion of Palmerstonian Liberals, sore at the comparative asperity and unfairness with which he will have been treated by the Opposition, sore at the depreciation of the press, and with all this soreness conscious of prophetic power to hew Mr. Disraeli in pieces before the Lord. In such a case we may apprehend for him a wild and impru dent career in Opposition, tempered by no delicate sense of responsibility to the disorganised party he leads, and likely to prejudice permanently his pros pects as a Minister. It may be said that even if all this is true, it is a misfortune not to be avoided, only to be deplored. This is not altogether the case. What we wish to impress on both constituencies and candidates at the coming elections is, that they should define their attitude to Mr. Gladstone no less than to Lord Palmerston. No one now wishes to displace the veteran chief. So long as he can lead the Liberals every one must wish to have him, if only for the satisfaction to one's sense of historical continuity in being ruled, and ruled ably, in 1866 by the man who was helping to rule our grand fathers in 1806. But it would be a parade of de licacy and a criminal negligence to overlook the cer tainty of a coming change, and not to define our attitude in relation to it. The constituencies ought to know their members' intentions towards Mr. Gladstone no less than towards Lord Palmerston, and the members ought to define their intentions no less clearly. If this were done the danger would not indeed be surmounted, but it would be lessened. Mr. Gladstone would know beforehand on whom to count and whose desertion to expect, and would be altogether better prepared to face the break-up con sequent on Lord Palmerston's retirement and to estimate its consequences. To a mind such as his, painful surprise is an infinitely greater trial than the fulfilment of a painful anticipation, and by a clear understanding of the feelings of the Liberal candi dates to him personally at the hustings in July, the Liberal party may be saved the mortification of an unexpected collapse, and the pain of contributing to jar the equanimity and exaggerate the peculiarities of their greatest and most original statesman. " THE EXAMINER" ON THE BALLOT.—We shall -not waste words upon the dispute whether the franchise is a right, a privilege, or a trust ; be it what it may, the true question is how it can be freely exercised for the benefit of the community without injury to the possessor. " The man who holds a trust for others," says Lord Palmerston, " is bound to them for the ma nner i n w hich he exercises a trust so held ;" but what if the honest and faithful exe cution of the trust would be rendered impossible by a disclosure of what is to be, or has been, done in it ? Are we to spoil a result in order to scrutinise a pro cess, as children pull up seeds and roots to see how they are growing ? It is contrary to reason to destroy our object i n o r der to ascertain the method of performance. The best illustration of the folly is to be found in an example we have often quoted from Froissart of Bajazet, who ordered the stomach of one of his grooms to be cut out to see whether a woman's charge was true that he had stolen her milk. This was carrying publicity somewhat far ther than justice. Light was thrown on the man's stomach, but what became of his life, innocent or guilty ? And an account of the trust is not really presented in a view of the suffrage. A man who votes under the influence of a bribe or of intimida tion against his sincere preference commits a breach of the trust, if a trust it be ; but there is no test of the base coin, and it passes current. And if it were possible to establish a scrutiny of motives, elections would fill the country with contentions and discords of a most pernicious nature. As it is, the trustees are not called to account, simply because there are no means, and honest and dishonest votes pass with out distinction. The effect of the ballot would be to turn some of the bad into good, that is all. As for the deceit imputed to the secret system, it is more than the deceit of the suffrage against the convic tion, analogous to a false verdict ? A promise is broken, but it is a promise which should never have been obtained ; and a promise against a public duty cannot bebinding ; it is more honoured in the breach than the observance. Lord Pahnerston contends that shutting up the vote cannot shut out the influ ences, and to a certain extent this is quite true : " Whether it is territorial influence, or whether it is the influence of commercial engagements, you cannot divest mankind of those influences which are inherent in the nature of things, and must influence the conduct of men." It is the special virtue of the Ballot that it will defeat none but the foul influ ences. The genial, the kindly influences will pre vail as much in the Ballot as they do in the open poll. The tenants of a good landlord, the work people of a kind master, will naturally be disposed to go with opinions they have always seen well directed, unless there should be strong cause to the contrary. They will be inclined to defer to the choice of the man who has always done wisely and well for themselves. Thus the legitimate influence of property would have its sway in the Ballotto the exact degree that it had its sway in the hearts of the voters. Mr. Berkeley's speech on the question this year is one of exemplification. It has been said that the foul influences are in unabated force. The Times, opposed as it is to the Ballot, handsomely acknow ledges the humour and fertility of illustration with which Mr. Berkeley handles the question. Of the many speeches he has made on the subject no two are alike, and yet all engage the attention and ad vance the argument. He speaks, however, to a house, the majority of whose members are com mitted to practices which they are just on the point of renewing, and whose thoughts are like those of the poet's glutton in the moment of dissolution, full of the salmon's jowl. The opponents of the allot have not much reason to boast of a majority of 44 in a small house of 192. The same ratio in a fuller house would have given a minority which would have appeared considerable. It was in large houses that the minority mounted above 200. THE " SATURDAY REVIEW" ON THE ELECTIONS.— If the Irish elections are to be decided by the rela tive bearing of the contending parties towards the Roman Catholic Church, the Government may be considered fortunate in two recent opportunities of conciliating wavering friends, if not professed oppo nents. Although the priests and their superiors may possibly prefer the secular interests of Rome to the relief of their co-religionists from a disagreeable ceremony, they are perfectly aware that Mr. Dis raeli, while he refuses a reasonable demand, has no practical facility for promoting or defending the temporal power of the Pope. A year ago it was thought impossible to give office to an Irish mem ber, because the vacant seat would have been en dangered by the Italian policy of the Government ; and it is still uncertain whether domestic liberality will be considered an equivalent for diplomatic heterodoxy. Mr. Hennessy has proclaimed, in an address to his constituency, his determination to adhere to his party ; but Mr. Monsell, Mr. O'Reilly, and even Mr. O'Donoghue seem inclined to accept the compromise of an Irish University in which the Roman Catholic College will be included. It is but seldom that an Irish or religious grievance can be so easily abated. English experience has shown that an agitation for academic privileges may be quieted by the establishment of a mere Board of Examiners. The University of London is neither more nor less a University than the Civil Ser vice Commission, except that the prizes at its dis posal are much less valuable. The examinations are useful as a test of the efficiency of schools and local colleges, but a graduate who boasts of his education at the University London employs a mere figure of speech. He has certainly not been educated in a back room of Burlington House, and the University to which he nominally belongs has no other place of existence. Sir George Grey wisely offered a similar sop to the advocates of sectarian teaching in Ireland. 'lf the students of the Catholic College at Dublin think it worth their while to be come Masters of Arts, they will have the oppor tunity of applying to authorised examiners without the trouble and expense of visiting London. As if for the purpose of giving value to a cheap conces sion, Mr. Whiteside vindicated the vested rights of Trinity College and of the Queen's University, which is no longer to consist exclusively of godless colleges. The Irish elections must have been considered either safe or desperate before another Opposition leader ventured to oppose another Roman Catholic demand. Mr. Henley's denunciation of the godless colleges may, how ever, in some degree have counteracted Mr. White side's imprudent candour. Scotland has no national injury to resent, and the Edinburgh Annuity-tax furnishes it with its closest approximation to a grie vance. It appears, however, that there is at Edin burgh a little Protestant conspiracy against the in dependence of Scotch members. Lord Elcho, having a safe seat for the county of Haddington, has had the pleasure of administering a rebuff to impertinent intruders, but it is impossible to say that the No- Popery or Sabbatarian faction may not sacceed in imposing its tests on some less fortunate candidate. English candidates, except when they talk about church-rates and Parliamentary Reform, are inclined rather to boast of past achievements than to make large promises for the future. By a natural confu sion of ideas, the prosperity of the country is attri buted to the financial skill of Mr. Gladstone, who is in turn identified with his more or less congenial colleagues. During the existence of the present Parliament several millions of taxes have been re pealed, and the national debt has been perceptibly reduced. Success covers questionable experiments, and two or three consecutive deficits have been naturally condoned or forgotten. The greater part of the gratifying results which have been produced was inevitable in six years of increasing revenue and of diminishing need for expenditure. Any tolerably competent finance Minister would have reduced the tea arid sugar duties and the income-tax ; nor can it be doubted that the excise on paper would have been abolished in later years if it had not been re moved in 1861. Mr. Gladstone's chief merit has consisted in abstaining, during five successive years, from the ambitious projects which have on former occasions attracted his imagination. He has now reduced the income-tax to the convenient rate of fourpence in the pound, but in 1860 he raised the percentage from sevenpence to tenpence, for the questionable purpose of providing the purchase money of the French treaty. It may be admitted i that no rival financier s equally familiar with details, and Mr. Gladstone is incomparably the ablest ex pounder of doctrines which are all but universally accepted. Finance, which formerly supplied the matter of eager party contests, has now become a neutral subject. It is the interest of every Mini stry to diminish the public burdens, and the surplus which indicates the growth of the national wealth is applied by general consent to the removal or diminution of taxes rather than to the reduction of the debt. The sinking fund is limited to the margin between the estimated revenue of every year and the receipts which eventually accrue. As ten or twelve millions have been paid off during the administration of Mr. Gladstone, it is not necessary to remember that five years ago he increased the debt by withholding the payment of a million of Exchequer Bonds, at the same time that he made a large addition to the Income-tax. While candi dates seek in vain for distinctive theories to profess, it is gratifying to find that the crotchets of little sections and knots of politicians have rarely met with acceptance. There seem to be few boroughs in which a belief in the Permissive Bill is necessary to success, and Maynooth, with the great Protestant cause which it symbolised, has sunk into total ob livion, unless its ghost still walks in Scotland. Even Westminster ten-pounders appreciate the oddity of the medical attempt to decide an election with re ference to the views of the candidates on different modes of administering physic. The argument of the professional mal-contents would be equally ap plicable to other collateral issues which are proposed by sectional fanactics. Little globules, according to the doctors, are absurd ; and if the candidate be lieves in an absurdity, he is incompetent to under stand the interests of Westminster, of England, and of the world. It may be not less forcibly argued that beer, or nunneries, or Sunday walks are mis chievous, and that a member who would perpetrate or tolerate mischief ought to be summarily rejected. It might be urged that the House of Commons is never likely to pass a resolution for or against glob ules, whereas it will have many opportunities of re jecting bills for enforcing abstinence from alcohol on the poor. In reality, compulsory temperance is not a more practical question than homoeopathy, or than proposals for Protestant inspection of nun neries. The only pledges which it can be worth while to exact from a candidate concern his future treatment of measures which may possibly be passed. Even if Mr. Mill had any followers in his schemes for the political enfranchisement of women, they would waste their votes if they insisted on the adoption of their fancy as a condition of their support at the polling-booth. Skilful advocates of special opinions always contriyc to attach themselves to some considerable party. The doctrines of valuable allies are favourably con sidered, and sometimes they gradually find their way into the authorised creed. The early opponents of the Corn Laws faithfully adhered to the cause of the Whigs, at a time when an overwhelming majo rity of all parties still believed in Protection. In the same manner, the American Abolitionists were satisfied to be a section of the Republican party, on which they have since been enabled by circumstances to impose their convictions. Within six weeks, at latest, the election will be over, and the country will subside into its accustomed repose. It is hap pily unnecessary that the new Parliament should meet before next February, and the comparative strength of parties can be easily calculated from the list of successful candidates. The Ministers have little to fear, unless Ireland should prove contuma cious, although they are not likely to receive any large addition to their present majority. Unless the returns unexpectedly forebode an early change of Government, the possible composition of a future Liberal Ministry will excite more curiosity than the proceedings of the House of Commons. As long as Lord Palmerston retains power, there will be no exciting changes of domestic policy ; and foreign affairs have, for the first time in many years, almost ceased to provoke comment. More stirring times may be in wait for the political survivors of the present Ministers. It is not likely that the present content and stagnation will last for ever. Political prophets are sagaciously announcing the approach of a democratic movement, and they appropriately remind a sceptic generation that more than thirty years ago the majority of the educated classes was opposed to a Reform Bill. The 'Availing indispo sition to change may be founded on an erroneous judgment of expediency, or on miscalculation of probable events • but London society forms a not inconsiderable element in the entire community, and, on the whole, it is perhaps well advised in abiding by its own judgment and feeling until they are proved to be erroneous. It is not impossible that a powerful Government might even devise a Reform Bill which would be approved by the more liberal opponents of innovation. The Constitution works tolerably well, but in some respects it looks anomalous, and the dissatisfaction which its eccen tricities may create is in itself a practical evil. It is better that the House of Commons should re main as it is than that it should sink to the level of a powerless American Congress ; but a mode rate enlargement of the constituency would not necessarily impair its supreme control of national affairs. THE "LONDON REVIEW" ON RAILWAY ACCI DENTS. —The excursion season has harclly commenced, but in its yet early life we are in the midst of death. The rails are replaced, the trucks have carried home the broken travelling-cases in which human life has been crushed out, left to linger a little longer in agony, or spared life with maimed physical power ; widows, widowers, orphans, have hardly seen their dead to the grave, and again the long, crowded trains of pleasure-seekers hurry to the railway station, with return tickets, more than ever a kind of speculative scrip ; their hearts set on enjoyment from a journey, which, it would seem from late events, is fraught with the danger of a Blondin ex hibition, with the sole difference that the wonder ful skill of the traveller protects the one life en dangered ; in the excursion train some hundreds are exposed to a destruction from which no skill of their own can protect them. The public are for a time awe-stricken. There is a great execution done on a scaffold, upon which we are all for ever called to tread. For a certain proportion of every week of their lives, a large proportion of the public have to pass many hours in a railway carriage. The travelling power of a train depends upon the true bearing the wbeels of its engines and its every car riage obtain on the two rails over which it is driven. To give this bearing the rails require the greatest nicety of adjustment ; they are in limited lengths, resting on chairs at appointed distances ; these, fas-• tened to sleepers resting again on ballast, or, in the case of bridges, on certain framework. Every in dividual length of rail, solar as an accident is con cerned, is a matter requiring the closest supervision ; on its being in its proper place, and there properly secured, the state of its "face," its good or bad wear, depend the safety of the train passing over it. Any loosening of the chairs, sinking of the ballast, displacement of the sleepers, at once makes the line dangerous. Iron has a point of endurance at which it becomes weak to sustain weight, refractory to retain the position to which it has been bound. Heat, cold, much wet, long continued dry weather, all in their degree affect the condition of railroads. Permanent way is only permanent by constant repair of its actual material, perpetual provision of means to keep its every detail in proper condition. Philanthropists have great scope for literary painting when they contemplate a large excursion train in the process of being filled. Holi day work is pleasant to look upon. It may be after its sort hard work, but it is no task-work. The shop, the counting-house, the work-room, the crowded town dwelling, the cares of home, and the toil of business, are cast behind ; the crowd of men, women and children, have come to the counter where pleasure is sold as a matter of business. They pay their money—who shall say with how much self-denial it has been saved ?—take the little paste board passports which give them their title to be driven through their journey at a pace which seems to place the scene of their holiday enjoyment miles away, within the space of a few hours' joyful chatter. How content are they to bear the close packing of the carriages. So that they are once off, sure that the treat to themselves and children is de veloping into all its full reality of qui& travel, they seem to care for nothing else. All is mirth, in the vulgar tongue perhaps, but still real, honest, hearty holiday enjoyment. Four or five hundred jolly, pleasure-seeking souls, have cast care to the winds, forgotten toil ; covering the fingers which scarce ever feel a moment free of the needle, gloves are daintily worn, until heat makes them a misery ; frames of hardy men, from day to day guiltless of other clothing than that which could make hard, sweating work endurable, are clad in broad cloth and clean linen ; children are Sunday dressed ; " the excursion" to these folk is as spring to the garden ; toil makes winter of the life to which these holidays in mercy grant an occasional outgrowth of rest, ease, pleasure—social flowers to the workers of our great hive ; of short growth, but the more en joyable from their rarity. The platform is nearly cleared ; the long street on wheels, every dwelling of which is full of this pleasure-seeking life, moves with a spasmodic jerk, producing from many a win dow the welcome which, in many varying expres sions, proclaims—" We are off !" The transport is well afloat, its voyage commenced, all seems pros perous ; the pace mends, the joy of the tra vellers increases ; baskets are unpacked, bottles for men and women, bottles for babies. Each carriage is a home, all at home in it We will go-ahead some ten miles of this scene of innocent, confiding happiness. - It is a hot, reeking day ; we sit on a rail a few score feet from the— line. There is a gang of men at work upon it ; they are repacking a portion of the line, lifting the sleepers, and driving in ballast underneath them. Some rails have been removed, and are now being refastened to their chairs; the labourers look from time to time up and down the line in a sleepy half stupid sort of way ; you see heat has driven them wild with thirst ; the beer they have taken to quench it only stupefies, does not refresh them. Some are lying down on the bank asleep, with the sun's rays full upon them; one or two, a little superior in dress to the others, seem to be giving orders. You perceive these suddefily more autho , ritative ; there is a good deal of hasty activity, certain lengths of rail have men busy on them. Their tools are now cast on to the bank, the men retreat from the line—a screech is heard—another, and another. It is the train of our friends on their holiday. The engineer has seen a red flag less than a mile off ; it told him there was work doing on the line. " Good God I they are coming full swing !" says the navvy close to us. You hear the grinding of " breaks "—the engine dashes by. There is a crushing noise, as of gravel, iron, wood, all grinding together ; a cloud of dust, stones scattered in all directions —the engine is off the rails ! Thirty yards further it is on its side over a bank, in a cloud of steam. There is now one long sound—long it sounds, although it was scarcely for a minute—of crashing woodwork ; car riage is heaped on carriage. There lies the wreck. From within come the screams, frantic and agonis ing, of the living crowd crushed in that mass of wood, iron, and glass. Before the heart of the spectator can again beat to the time which gives him the courage to regard the scene at his feet, he hears the orders given to men to run with all haste with the red flag, to save, if possible, the next train, due in five minutes, from rushing on, to add its burden to the carnage. We will not attempt to describe the cruel scene in its awful details. The telegram has a marvellous power of fact-condensation. The authorities, in an hour or less, hear, " Excursion train thrown off the line at —; several killed, many wounded." They gather together a staff of surgeons and workmen, and hurry to the scene. The dead are to be carried to the nearest place for an inquest, the wounded to be given up to the medical men, the rails to be relaid, that the traffic may not be interrupted ; the debris of carriages, engine, &c., to be put out of the way. It is a railway accident, there will be a good deal of public sensa tion—for ten days ; private acute misery for many a year. Mourning for the dead ; pain to be borne, and mourning to be worn by many of the living. press will justly denounce the authors of the casta strophe, questions will be put in Parliament. The company will be some thousands out of pocket. In a low days, at many a spot? 9 1 k many " line," A spectator may, for all we can see, look upon in!t such another, or perhaps far worse scene. W°W, such careless work be allowed on any line on wine' the Queen or Prince of Wales was expected to travel ? If the directors determined to have a clai " out" and dine together to celebrate a mentary triumph at some town on their line, would their special train be subjected to such risk? Is 1 " not enough to know the danger ever present, from defective wheels and ordinary machinery, wh en driven as railways are driven, without our having to learn that the safety of a whole train depends upon the care taken by the class of men emploP°: to relay or repair the line, to so regulate the ir , work and signals, that trains shall be conduct ed safely over parts of it where nothing but slow pa ce can be consistent with safety. COUNTRY MARKETS NOTTINGHAM —SATURDAY. With a middling supply, wheat sold at an advance of i g per qr. on late rates. Very little barley at market. trade was dull at about last week's prices. Oats liraiteul and steadily disposed of at rather more money for best sorts. Beans scarce, and sold at full prices. Peas firm. sy Old white wheat, 43s to 48s ; old red, 39s to 44s ; Bar white, 43s to 47s ; new red, 39s to 43 s p er 36 s tone• ley, new malting, 28s to 35s per qr ; o ld gr i n ding, 28s; new, 25s to 27s per 30 ston e . O a t s , o ld, 26s to 30s ; new, 21s to 25s ; old foreign, 24s to 26s per stone. Dew'' old, 42s to 46s ; new, 37s to 43s per 38 stone. 26s to NORWICH—SATURDAY. The supply of wheat was rather limited at this mark et to-day, and farmers asking higher rates than buyers west disposed to follow, only a restricted business was dons about is per qr. advance upon the prices of this day an night. In other articles little doing at late quotations. A White wheat (weighing 631 b to 641 b), 48s to 495 ; ditto (weighing 631 b to 641 b), 40s to 42s ; best malting barley (weighing 551 b to 561 b), 30s to 33s ; runs ditt° weigh' (weighing 541 b to 551 b), 28s to 30s ; distilling ditto ( mg 521 b to 531 b), 24s to 26s ; oats, 24s to 26s ; beaus' 1 1 ;,'" 4 to 89s ; peas (maple), 36s to 38s per qr; flour, 2 6 s to '— ad per sack. YORK—SATURDAY. Wheat came moderately to hand, and met a steady se. le at is per qr. advance. Barley a heavy trade at forme' quotations ; no malting. A steady trade in oats at quit ° as much money. Beans not plentiful, but demand firm. New white wheat, 44s to 48s ; new red, 40s to 42s Per 36 stone. Barley, for malting, 30s to 32s per qr ; grinding' 26s to 28s per 30 stone. Oats, new, 20s to 22s per 24 stone: Beans, 38s to 40s per 40 stone. Malt, 58s ; rye, 28s P er qr. Flour, 29s per sack of 2801 b. LEWES TER—SATuRDAY. There was about an average supply of wheat, which w a d is per qr. dearer than last week. Barley was scarce, all met with a fair demand at former prices. The trade in otil ruled firm at the following prices. Beans commas & higher prices. Old white wheat, 42s to 46s • old red, 38s to 4 3 s ; ne lf white, 44s to 48s ; new red, 38;to 425 - per 36 stone. 13 1 ( ; ley, malting, 32s to 34s per qr. ; grinding, 28s to 30s per stone. Oats, old, 28s to 31 6 ; new , 23 s t o 26 s per 24 e stop ' Beans, old, 40s to 44s ; new, 39s to 42s per 38 stone. Foreign Mail Packet List. Australia and New Zealand, via Southampton Jun e .....' Ditto, via Marseilles June "'"'' Brazil and Cape Verde. by British pactet JOY 4 ' Ditto, by French packet . July 22 ' Cape of Good Hope, Ascension, and St. Helena.... July 22 ' China, Penang, and Singapore, via Southampton... July 2 Ditto, via Marseilles .. June 26 ' Falkland Islands Gibraltar, via Southimpton . •71111 2 ' India (Calcutta), and Ceylon, via Southampton July 1 ' Ditto, via Marseilles India (Bombay), via Southampton. June 25 Ditto, via siarseitles .. June 26 ' Mauritius, via Southampton • JulY. ll ' Ditto, via Marseil.e 3 July 11 Newfoundland July : s' Portugal Ditto, by private ship to Lisbon United States and British North America, by Bri tish packet Ditto, by United States packet, via Southamp ton . Ditto, via cork 30. I Ditto, by Canadian packet, via Londonderry.. June West Coast of Africa, Madeira, and Teneriffe July '— West Indies and Pacific (except Bahamas, Cuba, and Mexico June 28 ; Bahamas, via New York. June 2 ' Bermuda, ditto Cuba and Mexico Julie In spite of the hot weather the troops comPesil the Aldershott division have been actively engag! during the past week. Not a clay but has had I t° history of inspections, field manceuvres,flying colural3a or encampments. On Monday, the whole division/ including the Royal Engineers and Royal Engine er and Military Trains, formed up on Caesar's-hill in lines of contiguous columns. Field-Marshal ill Duke of Cambridge arrived shortly afterwards, On put the troops through an excelle n t field-day. ° II Wednesday, the division, under the command of Lieut.-Gen. Sir John Pennefather, K.C.8., 1175 $ formed up on the heights south of the Long valor , and again put through a variety of field rnanceuvres, the evolutions occupying two hours and a half. ° JI the same day the 2d Dragoons, under the COfs mand of Colonel Darby Griffith, C. 8., marc hed for Sandhurst, and encamped near the Staff u el lege. On Thursday a " flying column," under.' command of Brigadier-General Adams, and COw sisting of F battery, 9th brigade Royal under Major Goodenough ; the 13th Light I f t fantry, under Colonel Lord Mark Kerr; the 2 1s Fusiliers, under Col. Stuart, C. 8., and the 92d Gor donis Highlanders, under Col. Haines, left for t; ci same destination, and encamped close to th e Dragoons. On Friday the encampment Was 1- 00 spected by Gen. Pennefather, and the column Igno put through a variety of field manceuvres. Saturday the column struck tents, and marched to Bourley, whence, according to the official j ) gramme, it will proceed to-day to Woolmer. s , The head-quarters and six troops of the 3d n g iv sars will arrive at Aldershot, from Manchester ea r in July. Aldershot Camp athletic sports and foot race! under the patronage of Lieut.-Gen. Sir John Pen nefather, K.C.8., commanding the Aldershot Dl l of sion, came off on Tuesday in the Cricket Ground iec i the Royal Pavilion. About 8,000 persons assera b re on the occasion, the greater number of whomW iu e 0 enabled to witness the sports to advantage from w a hill outside the grounds. The inclosure was reser Te rt a for carriages, and was crowded with officers ladies. The sports were well contested, and aff°7d, great amusement to the large concourse assemb le 6 On the termination of the sports, about half-1 40 i o'clock, the prizes were distributed to the success competitors by Lady Pennefather. Col. William Robert Maxwell, having been g P ; pointed Col.-Commandant of the Woolwich divi sl° , of the Royal Marine Light Infantry, vice Col.-C ° .4 ° .. mandant Gallway Byng Payne, p romo ted, 1 10 _4; 0 sumed the command at Wool w i c h, a n d inspeote u division on Friday last on Woolwich-comm°ll marching order. jAnvzimsmorr.l Pills.—lndiges tion a; How much thought has been bestowed and what pen ver l ous volumes have been written upon this plague e lied/ household, which is with certainty and safety dispe without fear of relapse, by a course o f thi s p ur ifying, 549° ,0131 ing, and tonic medicine. It acts directly on the atoalgee, liver, and bowels—mo r e indire c tly, th oug h not less effect' tively, on the brain, nerves, vessels, and glands ; au cl dw ell o mends such order through the system that harmony between each organ and its functions. Dyspepsia c wi ty' 4 no longer be the bugbear of the p u bli c , s ince Iloilo. tto cl pills are fully competent to subdue the most chroni c t io distressing cases of impaired digestion, and to rest °re 9 . miserable sufferer to health, strength, and cheerfulee Births. Clap ham BROWN.—On the 22d inst., at Llandaff House, park, the wife of David Brown, Esq., of a daught e mo. CARDEW.—On the 22d inst., at Southsea, the wife 4) ' Cardew, Esq., of a son. The ifi f° NEWTON.—On the 22d inst., at Trotton, Sussex: of Lieutenant-Colonel Horace Newton, Royal ASti— of a daughter. Marriages. „ ar c% COBBOLD—KEY.--On the 14th inst., at Cuddington_,Clitock" Bucks, Henry Chevalier Cobbold, Esq of 8, Ta,7, z 110 place Tavistock-square, to Charlotte, second " 3- ' of WI R. G. Key, Esq. KINGSMILL — KENNEY.—At 2, Merrion-square South' lin, Nugent Kenney, Esq., of Correndoo 'Park, -- A be lt Galway, to Isabella Augusta Bruce, only child an PO of the late Sir J o h n an d L a d y Ki ngsm ill, of icle" -- Park, Lucan. Deaths. the Buizocx.—On the 23d inst , at Radwinter, Essex , John Frederick Bullock, * aged 56. cl EDMONDS.—On the 20th inst , J o hn Edmonds, E tter' Claremont Lodge, Hornsey • -road, N., and 21, lane, E.C. GOODALL.—On the 22d inst., at Brixton, Harley GOO Esq., aged 47. djt HILDITOII.—On the 22d inst., at Greenwich, G."' Esq., of Hammersmith. kSb il*e ' LewsoN.— .On the 22d inst ,at Brough Vr Sir William Lawson, Bart., aged 69. w e st' STODART.—On the 21st inst., at 18, Durham-terra ce ,:d 69. bourne-park, Bayswater, Adam Stodart, Esq., - .„ tll , - ;10 4 London : Printed and Published by WIL LIAM ANiTa of No. 112, Strand, Printer, at Tx.. SUN 00 1 0 0 :4 01 Strand, in the Precinct of the Savoy, In the C O vv .— lilddleuez.—Monday, June 20,1865. Rini= FRIEts 04 11 Sup thei IRRN This oeleto CEI BE It is Pure, Al acold in BOtt the Agents in . 8 . OREL' Observe the "Zinahan's SAVE YI ~K-7 your Cl 1 40 -Aft NIPI 4UTUA (Ina 14, KU:: LENDS MI Of 420 to £5O( 2pe, two, or t to enables No inquiry 01 liiscounted directed stair The hose bssoc' terms ato most a The CREDIT in conjunc ASSOCIATI( SCRIPTIONS BALANCE 0 THE Al No 60 ,000 Prefer Preference 1.1 Deposit £1 p Each Subscr of Parli TRZ FOLLC The Right I nor of t 1 (Limited), enrtit3 M. La London, George Peat Francis Le ] John Pende: tieh and I Edward Mo Samuel Gur (Messrs. ( 4 thrard rd of the Bri C n a ttain A.' Bidde (Director Co., and Engineen Sir Edward W. H. Step] on behalf Man of th Captain Da William F British A Joseph Wh' Professor V Professor V The distz 48 possible 1 0,000 Shat 1 0,000 Shai 1 0,000 Shat 1 0,000 Shea 10,000 shay The abov Ject to redu of applicati Bch applic Itessre. Gli The Union The Agra lane Lo] Messrs. Sin r ihe Natioi Ireland. The Nati( BranclaN The Consc )4 lessrs. J. Messrs. La L Messrs, Fc Messrs. Tt Messrs. SI Messrs. M Of all ever excite Atlantic 'I The rea political it tnous prof with the E gree nc Profit for Th e a m Inter( The m ferenc X6OO ' form s The a m ° XC