The Sun. — London, England, 1852-08-30 00:00:00

Zvirb TATTERSALL'S.-THIS EVENING. SL o'cLocx. LEAMINGTON STAKES. - 5 to 1 agst Lady Evelyn 8 to 1 agst Cleveland 12 to 1 agst Administrator 10 to 1 agat Hugo 13 to 1 agst Storyteller 15 to 1 apt Madeline . CAMBRIDGESHIRE. 40 to 1 agst ficrnaudez—taken 1,000 to 20 agst Tonic —taken 1,000 to 20 agst Bit of Blue—taken 1,000 to 15 agst Allegro—taken CESAREWITCH. 40 to 1 agst Scarecrow—taken 1,000 to 15 agst Stockwell—taken 1,000 to 15 agst Russborough—taken ST. LEGER. 9 to 4 agst Stockwell 3 to I agst Daniel O'Rourke 11 to 2 apt Songstress 10 to 1 agst Harbinger—taken 20 to 1 agst Longbow 30 to 1 agst Lapidist FRANCE. The Debats has the following article on Ireland : " If ever Ireland should become English, it will be when it shall be cccupied and colonised by the English; but so long as it shall be inhabited by the natives, it is probable that a fusion will be impossible. This autago nism between the two races is nowhere shown in such a striking manner as in the administration of justice. There is no country in which assassinations are so fre quent as in Ireland; but in the eyes of tae Irish to kill a landlord is not a crime, because in general he is either a Saxon or a Protestant. We lately read that in the space of twenty years nearly thirteen thousand per sons had been brought to trial in Ireland, on charges of murder, and that out of that number only 260 could he convicted. This was not owing to the facts not being clear to every one, but because juries could not be found to return a verdict of guilty. Either the jury men, therefore, morally and tacitly absolve murder, and only regard it as an act of legitimate revenge, fear, by condemning the murderers, to expose themselves known to reprisals from secret societies. It is, moreover, or they t deliver that, according to the English laws, j their verdicts unanimously, so that it m l u necessary for the prisoner to have one friendly voifcoeref.norYthe ends of in the eyes of justice to be defeated. Murder is, Irishmen deprived of its eharacterttohtemreoral crime; it is no act, which is to be j adged longer anything but a poli t ical feeling is so inherent in in a political point of view.rhis c them that they carry it with them min a n a every country in the world. We have an example of thitrial which is now before the Supreme Court of the United Stat es . An Irishman who h ad fired a pistol at a landlord es caped to America. The English Government, by virtu e of treaties, has cla imed his extradition , and it is probable e that it will be g ranted. Bet what has up to the present time delayed it is that the guilty man is an Irishman, and there are several millions of his countrymen in America who make common cause with him. These Irishmen have been already naturalised, and conse quently have a right of voting, and, as the presidential election is near, the candidates seek for Irish votes at an y price. There has been thus formed in the United States a party of sympathisers in favour of the m urderer claimed by England. The fact of the crime is not dispattd; ouly it is wished to be considered as a political act, or according to the expressions m a d e use o f t i n America: as aniso lated act of a long drama which has its origin in the conquest of Ireland, and in the confiscation of its soil by the c..equerors.' It is this unextinguishable hostility of races which in Ireland justifies all the acts of violence which are called agrarian crimes, and all the insurrec tions against the laws. During the last elections there Was a disturbance in which the soldiers, being pelted With strine, were obliged to fire in self-defence. An inquest was held, and although it was clearly proved that the soldiers did not fire until driven to the last ex tremity and only in self-defence, a number of witnesses came forward and swore that they had fired without any provocation, and the justice of the peace and six or eight of the soldiers have just been committed by the Coroner to take their trials for voluntary homicide. The witnesses knew that if they had given any other evidence they would have subjected themselves to the danger of being shot. A curious example was lately given of that free-masonary which covers Ireland with an invisible and invincible network. A murder was committed in the open day on a Sunday during the celebration of mass. The murderers being pursued by the police, took refuge in the church. The chief of the police thought himself sure of being able to recognise them as they were in their shirt sleeves, but wnen he entered the church, he soon found himself compelled to abandon his search, as all the men had thrown off their coats; they were all in their shirt sleeves, and jeered at the police. Ordinary justice is impossible in such countries, and under such condi tions." THE PAST AND PRESENT OF THE BURMESE WAR. TO THE EDITOR OF THE TIMES. Sir,—lt is of little use now to inquire whether any other plan of operations than that actually pur sued by the authorities charged with the conduct of the second Burmese war would have been more or less successful. When after a melancholy expendi ture of life and treasure we had brought the first war to a conclusion, we congratulated ourselves at least on the experience that we nad gained. It was said that a second Burmese war would be "an easy affair ;" that a single vigorous campaign would bring it to a triumphant conclusion ; that, knowing both the temper of the court and the dangers of the country, we should so shape our measures as to humble the one and escape the other, by a prompt attack on the chief cities of the empire—the main movement being made from the Arracan side by way of the Aeng Pass. All this was confidently declared at the time by the leading statesmen and soldiers of India ; and up to a certain point, doubtless, they were right. But it was necessary to the conc l us i on c f the war in a single campaign that it s h ou ld b e commence d a t th e right time. Unf o rtu nate l y, L or d D a lh ous i e cou ld nt commence the war at the right time. The rup ture with the Court of Amareepaora occurred at an untoward season. It is true, that when it occurred we had all the i cold weather—all us. the fighting months But the blow cou ld no t be struck at once. It becoming that political negotiations should precede military Court should b e operations—that the Burmese „ ping, by timely co o n w e, ea a fair opportunity of esi we were prepar e d to inflict"' the castigation which sucWop portunity could base upon them. So oNdmov.eorober. been allowed to commenced operations last them if we had The attempted wort4noffailed. But the attempt was not the less becau:,e it was unsuccessful. W e i ns ,! great nation, our time—the loss %as in itse lf A disas t e r — but we os es demon strated our unwil lin g ness to plunge intboadhhostilities seemed so likel y to bear t he accustomed fruit — an uncoveted exten sion of em pire. It was , that we should di , p la y this forbearance. It wasright ex pedient, too, to a void a collision, if it c ould be avoided without any loss of national honour or any serious injury to our national interests. India w ants nothing so much as peace. Lord Dalhousie made an effort to maintain it, and, in doing so, he threw away every chance of concluding the war in a single cam- paign. The only alternative, then, left to him was to defer operations until the commencement of the c - ..1d season of the present year. This course seems to have had some a d vo cates in India , but its ad vocacy was clearly a mistake. To have sat down quietly for a y e ar und e r the insults which the Bur mese had heaped, and, under the encouragement of such forbearance, would have continued to heap upon us, would have been interpreted by the nations of the East, and perhaps of the West, into an evidence of indecision v and irresolution, of which every advantage y o ab u i l a d b have ,. been . taken by our opponents. The as „_ policy is not understood by such a people Lue Burmese In their eyes, to delay is to hesi teatritek7to..beeisitate is to fear. Had we delayed to known tialao bounds, insolence and arrogance would have upo ,:t t a and we should have been calld - whi c h tnc y i enge a n accumulation of injuries, beside bee n niere e already inflicted upon us would have Burmes e wa l s e Th t i v., t_rifles. The chastisement of the be done at all, 4;tu a g to be done at once, or not to the corurnence reen ' t ° o r f e may have been objections to time; but there w e , ;sailibry operations at such a postponement. greater objections to their Clf e tla: .r him the Governor-G en :No evils which lay before paign was commenced a ertea chos e th e least. The cam cold season of 1851-52 sa i t es and the close of the the anticip-at'it:boate and imperfect. Events had belied statesmen of 1826, who p rophe i : i s °f the soldiers and Burmese war would be a n a eas',..4 he the second been Up to this complisbed in a single campai gn ."' % ,, i ti n i d r," to be ac er.wdietieved, tain fell upon the first act of the dram a . 5 ° the cur time, if no very striking successes havep no great harm has been done. The have set in, and the troops have been housed i i n rain.. goon. At the date of the la st advices the rain:tr. been falling for a month , bu t the health of t he troo ad had not su ff ere d. " Tne soldiers and officers," pts said, ,4 are as healthy es th e y would hav e bee n in Fort Wil l i am. " I n t hi4, at least, we may gP e the results of war. It the e xperience gaine d in the first Ran goon tirat d t the climate of of that place killed 8 tirin g our first 0 man- of our me n • it was not the . was no occupation commisariat. One y - ? medical profes s i on t members of the of the ablest one no less distinguishedthat ever went out to India, an graphy than as a successful as a writer on medical topo upon in 1839 by the essful practitioner, when called. opinion of the climate healthwer of Lo local Government to record his effect upon thePegu, and the pro bable by the Aeng Pass of the troops of an ad vancevrari throughout which declaredi; that in the last e h ad served with the , THE - SUN, LONDON, MONDAY EVENING- AUGUST BO, 1852. Governor-General's body guard, the eimate of Rao- ; goon bad not been the cause of the sufferings whip our ill-fated army endured. "Viewing the Delta of the Irawaddy," wrote Mr. J. R. Martin, in an official report, which I believe has not been published, In conuexion with its own known medical topo graphy, its latitude, and, in short, its gen e r a l c li mate, i t stands in favourable romparisen with that o' any known river. Such I believe to ho the general opinion enter tained o it by protessiosial men; and its salubrity, toge ther with the superior physical character of its inhabit ants, was early noticed by that distinguished writer and observer, Dr. Francis Buchanan Hamilton, who I believe visited the country twice, and who ascribed the general comparative healthtulness of Lower Pegu to the geolo gical nature of the soil and its undulating surface, which left no room for stagnation in the numerous com municating branches of the Irawaddy. An evil im pression of the climate, of Rangoon especially, has arisen from the enormous loss of European life during that the last war; but I believe that I am correct in sta i i n g gene ral or local climate form e d one o f the least of the ca uses of the excessive mortality s poken of, arid th at. be yond a heavier tall of rain during the south-west mon soon, and a consequently greater degree of humi he edityl rn the atmosphere than gen era lly occurs in Bengal, It he mate contributed little or n o thing to the result: of the wa scorbutic disease that destroyed so large a European force, and as the powerful causes w to its develop men t a r e so well understood I need not dwell upon them." portion of led What those causes were t he reader may g ather from the following passage in P rofessor Wilson's of obtaining cattle of the war : ird facility e d co nsump ti on t had not been th h g Relyingan vegetables u poug c necessary to embark stores for on t e a p o o g r o t o e p on board the transpo rts for Calcutta, and the Mad ras had a still mor e limited stock. As soon as the troops deficiency was ascertained a rrangements wer e ma d e to r e medy it; but in t he meantime, before suppli es cou ld reach Rangoon , t he troops were dependent for food upon salt meat, much of which was in a state of putrescence, and biecuit in an equally repulsive condition, under the influence of heat and moisture." Another lesson of the same grie vous ki n d , b ut not in its extent, was taught us 15 years after wards, 00, the climate decomposing so errible whenour British wassaid troops occupied Chusan. Then, too, to be the destroying a gent. But it was not the climat e; it was th e com missariat. These lesson s we may hope—we may be lieve—have not been thrown away. Another army is no t likely to be poisoned wholesale with • putrid meat. The last accounts r epresent that provisions of all kinds, and of the best quality, were plentiful at Ran goon, and that the people were cheerfully supplying o us with the produce of the country. There was something else, too, to be learnt from the terrible history of our occupation of Rangoon and Chusan. Swamps are not, at best, conducive to health ; but houses properly constructed will go a long way towards the counteraction of their destroying effects. Now, Colonel Bogle, the Commissioner, an officer of great energy, ability, and experience, one who knows the countries of Arracan and Pegu well, and who for many years contemplating the pro • bability of a second Burmese war, has been acquiring every description of detailed informa tion moat likely to be serviceable in such a conjuncture, has been exerting himself to provide fitting house accommodation at Rangoon for the troops during the rainy season, and his success is described as complete. The natives are expert house builders. Their services are always at our disposal. Materials are easy procurable ; and money, on such occasions, is never withheld. And so under Colonel Bogle's superintendence a wooden camp has risen up; and thus comfortably housed and protected, neither the falling rains nor the rising damps can do our troops any grievous injury. There era months of both, it is true, yet before them, and the close of the rainy season is most to be dreaded ; but so fortified against the climate, well housed, and well fed, our fighting men may bear up against the in activity of half a year of rain at the mouth of the Irawaddy. With regard, then, to the past and present of the Burmese war, what I have said amounts to this : It was expedient that the war should have been brought to a conclusion in a single campaign. But it could not be brought to a conclusion in a single cam paign, unless commenced at the right mo ment, i. e.—at the begianing of the fight ing season. Lord Dalhousie could not com mence the war at the beginning of the fight ing season of 1851-52; it would have been impolitic to defer the commencement of operations until the beginning of the cold season of 1852-53 ; and, therefore, the war, under the circumstances of which I have spoken, could not be concluded in a single campaign. But although the war has not been, an could not be, concluded in a single campaign, the interval between the two campaigns is not likely to be (as it was a quarter of a century ago) a disas trous one, because our troops at Rangoon are well fed and well housed, and there is nothing in the climate itself of the place to destroy our people by thousands. Moping soon to have your permission to say some. thing further regarding the " - future of the Burmese war," I am, Sir, your obedient servant, M. EMIGRATION FROM PLYMOUTH. During the last fiur or five days no less than ten ships, of very considerable tonnage, and with nearly 3,000 emigrants, have been in the port of Plymouth, all bound for Australia or Van Diemen's Land. Toe following are the names, destinations, &c.:— Sea Park, Captain Spedding, Port Philip, Government emigrants, in charge of Dr. natter, with 325 souls on boar, sailed on Saturday. Australasia, Captain M`Pherson, Hobart Town, Go vernmPnt emigrants, in charge of Dr. King, Mr. an d Mrs. Tucker, of Stonehouse, teacher and matron, 200 souls, sailed on Saturday- Posthumous, Captain Heard, for Port Philip, passen ger-ship, in charge of Dr. Hunt, 190 souls, sailed on Sunday. This is one of Messrs. Marshall and Edridge's ships. Eliza, Captain Pain, for Port Philip, passenger-ahip, in charge of Dr. Cleeve, 300 souls, sailed on Sunday. One of Messrs. Marshall a nd Edrid g e 's ships , Prince Alfred, Captain Smith, for P ort Phili p an d Sydney, passenger ship, in charge of Dr. M axwe ll , w i t h 230 souls. This fine vessel, the property of Mr. Pope, has not yet sailed. Blackwell, Captain M'Kerlie, for Port Philip, pas senger-ship, in charge of Dr. Field, 200 souls. This ship takes 25 needlewomen, sent out under Mr. Sidney Herbert's plan, Mrs. Thomas matron. Sailed on Tues day. One of Messrs. Green's splendid ships. Windermere, Captain Ross, for Port Philip, passenger ship, in charge of Dr. Huop.a. Among the passengers in this snip is Mr. Carlyon, son of Colunel Carlyon, of Cornwall. 180 souls. General Hewett, Captain Gatenby, for Syd ne y, pas senger-ship, in charge of Dr. Casterton. 190 souls. Belonging to Messrs. Tindall. Hyda,pcs, 800 tons, Captain Reid commander, Dr. Silver surgeon superintendent, taking about 270 souls. Government emigrants for Sydney. Northumberland. 9 00 tons register, Captain J. W. Gell, belonging to R. Green, Esq,, of Blackwell, sailed from Plymouth on the 16th instant for Melbourne. She has upwards of 160 passengers, many of them for the geld diggings, and nearly 40 needlewomen, sent out under the auspices of the Hon. Sidney Herbert's com mittee. Among the chief cabin passengers are Mr. Octavius Phillpotts, son of the Bishop of Exeter, and t Mr. No e l, son o f the Hon. and Rev. Baptist Noel. The ship i s i n exce ll en t or der, her management and di s p a t c h was in th e h an d s o f Mr. Wilcocks, of the Barbican. . Bombay, one of the largest emigrant ships that ever eft this is now Sound, and will sail in a day or t wo• This vessel is a two-decker, and formerly be -I:lnßir;atiltitopeenot,arhkrbePove vessels are under the management of men in the The j ai : made the wat °F ahiPPipg of this particular class has yie Tnen of Sutton Harbour and the trades emigration at thissed heavy duties upon the officers of It has also i 4t o y of the quays more than usually busy. ort, but upon few harder duties than Childs, the incumbentwOcfl the voluntary one ,° by the Rev. T. Cave ing the several ships andSt• a diss Mary, Devonport, in visit fnivoainaginutthioeneomf ig b r o u o n k t s s . the be tttritetions, and where re nt:fit of his counsels and quired the advantage of . is the Cleopatra, a Among the vessels now 1 from ise g 3:ott o no : s.di; P woniri o lso r le t tpa P ko h : i l ep i r p a. s ss a e n hn d e. sSClr.dewne-Ysieamer, of 1,500 tons, and is dispatched by private enterprise, 40, and 35 ginneas.-1-i uth Paper. gers at 80, 55 immemorial at onhasthefrPomOl timeSo/Voft TOAD. "PE"' traditionlVT influence to the toad, but no well.. re injury having been caused by this marked case of seve enlightenment repudiated the notion animal, modern . taePheodpual Popular : 1 s o E n o u of the toad being a ' dice against the to a d t poisonous creature, and refer red traditional account t o prejudice unlucky dogs who mig ht c hance to bite a toad simply because of its ungraceful aspect. Neverthe less, demonstrated by the rapidity w herewith the unsavoury in somethi ng b e tt er f oun ded than m ere prejudice or mouthful was dropped, that popular ruraeur onginated aversion. 'All d ou bt s as t o the poiso nous nature of the contents of the ski n p us t u les of the toad an d salaman der lizard are set at res t by th e recent experiments of two French phil oso ph ers , MM. G ra tiolet and an S. Cloez, . _ ~ who have demonstrat e d by i nocu l a t in g various is n7 with the cutaneous p o i son o f t oa d s and dens, that the sub s t ances i n question are inmati duwed w i t h well-marked and exceedingly dan gerous qualiti es . T ne fi rst exper i men t o f th ese gentlemen was prosecuted on a little A f r i can sen ani tortoise, which, having been inoculated with some of the toad-poison:in one of its hinder feet, paralysis of whetileriithe the,, limb supervened, and still existed at the expiration iit3:ti.ght rrinnths, thus demonstrating the possibility of the t Pois•ming by the agent. In order to determine poisonous material spoiled by ke e pi ng, grains' n 'emen above mentioned procured about 29 of the poiso n on the 25th of April, 1 851, and having placed a it asid e un til M arc h 16, 1852, t h ey ino culated it The bird al most with a little of this mat er i a l . irck ie di ately di e d . S u b sequently the investigat ors succeeded in eliminating the poisonous principle from the inert matters with which it 6 1 / 8 2°64 ted in thTe kin-pUßtUles, and they found that when thus purifiid its effects are greatly more intense than h.fore. Like roost of the known very strong . orpnic p01i0135, the active principle of toad-venom is alk .dine in its character; almost i nso luble in water, slightly soluble in etl:er, and very soluble in alcohol. MM. Gratiulet and S. Cloez are at this time occupied in colificting a large am-:unt of toad-venom, and will shortly make known the rosiilt of their further investigations, which are ' c alculated, in the opinion of the investigators, to throw i considerable s.3(nsof hydrophobia, pon of the serpents,natureof and conta giousactio n of fthe po di s eases, and animal poisons generally. LONDON, BRIGHTON, AND SOUTH-COAST) RAILWAY. Traffic—Week ending Ang. 28, 1852 ... £13,358 5 8 Traffic—Week endingfAug.l3o, 1851 ... 14,480 12 1 Total of the half-year, to this date, 1852 ... 126,552 2 0 Total of the half-year, to this date, 1851 ... 134,663 17 6 Total number of Passengers —Week ending Aug. 28, 1852 ... 98.533 Passengers ...E11,014 11 9 Goods ... 2,373 13 11 Total ... £13,388 5 S Total !miles open, 1852, 17314; ditto, 1851, 173 %. London Terminus, Aug. 30, 1852. POST . ..OFFICE NOTICE.—MiBOF Money Order offices will be opened at the undermentioned places on the respective dates named :—Kidlington, Oxfordshire, Sept. 1 ; Saltash , Cornwall, Sept. 1. N.B. Postmasters are informed that Callington is now served from Plymouth instead of Tavistock. The list of Money Order offices must be corrected ac cordingly. OFF BRIGHTON.—GeeIong, Shanghai. PORTSMOUTH, AUG. 28.—Wind S. to S.W.; 29th, W.S.W.—Arrd. Prince of Wales, London for Calcutta. OFF PonTsmoum.—Dudbrook, Demerara. OFF TORBAY.—Nancy, Vera Cruz, for Hamburgh. GLOUCESTER, AuG. 26.—Arrd. Louisa, St. Andrew's, New Brunswick. during the present half-year. They are now con necting it with the various tramways in the district, and we have found. as I stated we anticipated we should fi ad, a difficulty in reference to this matter—the a hip a sea interest, of course, opposing us. The demand on our line at present for slide is more than equal to about 1 tour or five months' supply; but what is technically called the rule of stem prevents our taking it, except as we can load it. Nov, gentlemen, we have no depot where we can stack the slates, and therefore we are placed in a position of considerable disadvantage.— 1 1 (Hear, hear.) Your board have, for the purpose of carrying out our slate traffic, secured eight acres of land near Chester. On Tuesday I went clown, purposing to inspect the works, and I find that vtithin six or seven weeks from this time we may expect to have wharf room for 80,000 tons of slate, at a cost to us of only 2,oool.—(Hear, hear.) The great object has been to give free accommodation to the slateowners for the stowage of slate in the vicinity of our line, so that we m ay be able to supply the demands of the country at all t i m es. These arrangements, of course, took time; and although the period I have occupied the chair is something like sixteen months; perhaps you will feel that the extension of the line for a mile and a half to the Holyhead-pier, and making the various arrange ments with the other companies, could not be done in a d a y—(llear, and cheers)—and if I took somewhat too sanguine a view at the time to which I allude, you will, I think, be inclined to ascribe it to an excessive zeal for your interest—(Cheers)—and, gen tlemen, allow me to say that when I make a mistake I am always ready to —as I do on the present occasion —confess it.—(Hear, hear, and cheers.) Well, gentle men, there are three sources from whence your goods traffic will be developed. I required at the hands of your goods' manager, some six or seven months since, when we took the question up, an elaborated report of the whole trade connected with these three sources — namely, the local trade, the coasting trade, and the Irish trade. I, in conjunction with my colleagues, requested the London and North-Western Company to permit Mr. Braithwaite Poole, their energetic goods manager, to be associated with Mr. Coomber, our own goods manager, to go into the question, feeling that it was only by cor dial amity of working we could secure the results I anticipated. That board met me in the matter as they have always done, cordially and frankly; and Mr. 1 Poole has given us:his most ,valuable exertions in a way w hich has gratified me exceedingly; and I must say, w ith regard to our own officer, Mr. Coomber, ;that nothing could exceed his zeal, energy, and clear sightedness in the discharge of the duties imposed upon him. Well, gentlemen, I hold in my hand this report, which is a most elaborate one, of the local traffic, containing, as it does, every information with regard to its sources, and our expectations with regard to them. In reference to the local traffic, I find that in 1849 it amounted to 1 2,7831., in 1850 to 22,9031., and in 1851 to 31,9311. As to the coasting traffic, at this moment we have scarcely touched it. The Irish traffic we have not touched at all.—(Hear,) Your mineral traffic is not begun.—(Hear,) The reasons I have stated to you frankly and fairly; and therefore I do feel, knowing at all these circumstances, and looking at this increase in our local traffic, which is upwards of 10,0001. a year, and without these sources being touched, and consider ing the fact that up to within a fortnight of the present time you are carrying greater tonnage of shell-fish than you were in connexion with slates, stone sets, and minerals of that kind—l say I do feel, and am satis fied that you must feel, that literally we have not began our trade, and that what we have done has been, in fact, only to build our house.—(Hear.) We have put up our counters, and put our shop in order, and what we now have to do is to work hard to fill it with goods and be gin business —and that we are determined to do.—(Loud cheers.) Our Carnarvon line is complete. The passenger traffic has now been proceeding those eight or ten weeks, and the goods trade has commenced during the present week. The tramways are not as yet connected with the slate quarries, but our line is connected with the enor mous slate quarries of Mr. Aseheton Smith, and I am looking to that branch for the future with some degree of hope that we may derive large results from it.—(Hear, hear.) So much with regard to the goods traffic. Now, gentlemen, if you will allow me, I will touch upon the passenger traffic. We have not been idle in that respect. —(Hear.) I think if you look at the newspapers and see what we are doing with regard to the Irish tourist traffic, you will find there has been no lack of exertion on our part at any rate.—(Hear.) We have done what was necessary —we have sown the seeds amply and largely —we have acted liberally in the way of advertis ing, and the result up to this moment is most gratifying; but of eoureeyou know all these preliminary arrangements are costly, and that is the reason our working expenses the last half-year were larger than they have been here tofore. But you will agree with me, that without sow ing the seed broadcast we cannot reap abundantly in future, as I believe we shall do. So far as our connection with the London and North-Western, andthe whole of the Irish companies is considered, nothing can be more gratifying. We have had the most effectual aid from all of them. I wish I could say the same results have been secured in other quarters; but I am bound to tell you the whole truth of the matter, and I may say that the state of our relations with the Lancashire and Yorkshire Companies is anything but gratifying to your directors. I look at it in connexion with this feeling, that if your line is to be treated as a Chester and Holy head line merely, and not as connected with the whole of Lancashire and Yorkshire; if it is not to be consided as a Liverpool and Dublin, a Manchester and Dublin, and as a Dublin and Yorkshire and Lancashire line, why it is nothing, and it is right that you should know that. —(Hear, hear, and loud cheers). The Lancashire and Yorkshire lines, if properly managed, would contribute greatly to the development of our traffic, but there are circumstances which, at the present moment, prevent that result, and until a better understanding exists between the companies, and the various battles that are going on between them are not allowed to affect their relations, your interests are sacrificed, the interests of the public are sacri ficed, and no effort of mine can prevent it. Some of you have, no doubt, seen the letter which appeared in one of the newspapers the other day—and here I say that we ought to be very thankful to the press for calling atten tion to these matters. The complaint was that a great number of passengers were left behind at Chester simply because the Manchester train was not in time for our expr es s. I assure you that no one can regret the cir cumstance more than I do. I have, in conjunction with Admiral Moorsom, who works heartily with me in the matter, looked again and again to see what we can do, and we h a ve delayed our express train ten m i nutes i n wait for the or der to passengers coming in from Man chester. We can do no more than that, and if we at tempted it we should be open to public animadversion. But I will read to you the result of this disjointed system of working, as contradistinguished from railways working as t h e y sbould in perfect unity, and affording the best accommodation to the public, and the best return to the proprietors.—(Hear, hear.) I will just take the returns o f t he arrivals of the Manchester trains to meet our express during the last two months. Recollect that on that depe nds the whol e o f our Lancashire and Yorkshire traffic; and when you kno w t h e enormous amount of the p o pulation of that district connec t e d w i t h t h e t h roug h tra ffic to Ireland, you will feel the great importance of matter to our interests. The other day, when I this was at Chester I had the mortification of seeing twenty passengers fro mortification Manchester left on the plat former thirty w h en our train, after waiting nine or ten minutes, had started. All I could do was, as politely as possible, to say h o w very sincerely I , as the chairman of th i s regretted it, but ' company , it was not in my power to eperevent it. At the same time you must recollect that wh i le yo u are not in a position to run your trains to Liverpool and Manchester, th roug h th e Ch es hire Junc tion, as you ou gto do, through passengers will not come over your line, despi te your short sea - passage, and un til the Legislature with a strong h an d compe l s the railway companies to agr ee so far that t h e pu bli c shall not be sacrificed while they are squabbling among them selves, an d spending the shareholders' money, I tear we may continue to suffer f rom t h e c i rcumstance I have I will now read to you a return ment i o ned.showi ng the time o f d e parture of our 2.25 'era. express train f rom Ch est er from the Ist of J u l y to t h e 25 t h o f A ugust, return showed that the departure tra i ns 1852.—(T his during t he period mentioned varied from 10 minutes to 42 minutes behind time, the a ve rage being 26 m i nutes.) Well, how am I to command th e t h rough traffic from gentlemen, L a ncashire and Y or k s hi re w i t h t h is state of 'things? I say the _ Birkenhead and Cheshir e J unction mem own interests, while th e y are also are EaCrifiei n g Chester, pr e venting us . and I earning a dividend for ourselves I have this return from the station-books at - defy contra diction t ° the statem ent; an d I say to you, while this state of t hi n gs exists, whil e y ou h ave simply to depend upon, the views !stated the . carried out, and to you London traffic chair cannot be , I am not on taking this f or their not having been carried o responsible aly object in mentioning these things u I (Hear, bear.) further than the __ agvoinced that until the public feel this present meeting, because it should because I se a t ol' and until they show through their repre state of thing, will not tolerate it, question an sentatives that they and it is 'our d t Youh hettv,e no s th U is ntil the Le ta . , hope of a remedy; tointbeeraferreocnce to agitate and .to' bringtary ham" amount of Par stern have settled their differences with and North -Virg Western, and that the Birkenheaderences with the Great r be allowed to spite Company no longer be hear37ouT and prevent you having which I should refer I here to . . have are other things to carry out h . n -ability e t e hotel felt deeply oar no re down there and saw, as I have Bangor. If you we for it, you would feel the v done, the necessity . ing as much as I do. a im portance of the n t hav e done in the matter. I can do no more than I meeting, and which was accorded took orded power from you last t make an allowance of 7 unanimously to me, s° - d that parties might er - per . cent be induced from your traffic in or k 2,00 0 shares in it; but I regr e t to erect it. The board wastook not made by the public s to say that a response d.....t have only to regret that such l way the matter deserve , to another matter, and that is the the case. I will refer to 6 I can refer with any degree a the only one to which , we have been disappoint e d, 1 gratification. Although with regard to the Bill brou g h t a 1 is stated in the report, wi enable the Londonand t to North- Western into the last ParliainPn debentures, yet I am happy to endorse our on favourable terms—, t(' tell you we have got them renewed the London and North-47 within i per cent, o f what and when I tell yon - tern are paying a g on their debentures; higher than the London the fact, that even at} per cent. id dorsernent wou enable us to and North-Western en issue them a t, ice s h o uld effect a saving to y eli of 14 .0001, a year, you will naturally believe that the cir cumstance is one that ought beard. s "" cupy) the anxious attention of your will Gentlemen, merely I will not detain you longer, and . . say that I shall be happy to answer any es that inqulrtmay be put to me.--(Loud cheers.) Mr. OLIVEI R A, M.P., wished to be allowed to tend er d the directors his thanks to the chairman an . in for the had displayed the great ability and energy they __ at echoedthe remarks 1 ma nagement of the company • ° made by the lion. Gentleman of the nemaity of the aegis, 1 lature interfering as soon as pasible in the disputes existing botceen rival companies, and he hoped the members f t h e H ouse of Commons in the corning session would give their attention to the proper government and arrangement of railway peoperty. He had ob3erved by the public prints that there had been some change amongst their executive officers, and that Mr. R )ney, a gentleman connected with the management of their affairs in Irel Ind, whose very able and valuable services to the company could not be too highly appreciated, had also ceased his connection with them. He wished to know if that were so, and, if it was not too much in terfering with the business of the board, the reasons for dispensing with the services of Mr. Roney, which wero so universally acknowledged to be of the greatest value. The CHAIRMAN had the greatest pleasure in answer ing the question of the Hon. Proprietor. It having been found that the expense of maintaining two estab lishments—one in London and one in Chester—was most onerous on the company, and materially added to their expenditure, it was resolved to consolidate the whole of their establishment at Chester. Mr. Brooks, their secretary, having large property in London, and the whole of his connexions being concentrated in the metropolis, preferred rather to resign his position to removing to Chester; but he wished it to be distinctly understood that Mr. Brooks was an officer who enjoyed the fullest confidence and highest esteem of the board, and that it was with deep regret they parted with him. With reference to Mr. Roney, he could only say that that gentleman had most zealously and most success fully carried out his temporary duty of arranging the through traffic of the line with the various Irish com panies, but the time came when Mr. Honey's en gagement ceased, and, valuable as they knew the services of that gentleman to be, we felt that this company ought not alone to bear the expense of Mr. Roney's salary for services beneficial to all, though they wished they should be secured by a pro rata payment from all the companies interested. He had great pleasure in informing the proprietors that the London and North-Western Board had unanimously agreed to bear their portion of the expense of retaining Mr. Roney's services, and within the last week ho (Mr. Peto) had communicated that resolution to all the other companies interested, and ho had no doubt they would all agree to bear their fair proportion of the expense, so that Mr. Roney would continue to devote his energies to the promotion of the interests of this and the other cora pasties interested in the full development of the Irish traffic. Ho wished at the same time to state that Mr. Roney had never, at any time, done anything in any way to supersede the valuable services of their justly esteemed superintendent, Mr. Binger, who had always conducted their traffic in the most satisfactory manner, and ho felt assured that no company possessed a more valuable officer than Mr. Binger—(Cheers)—though he should much regret the loss of the services of Mr. Roney— (Cheers)—but he felt that as those services were de voted to the protection of the interests of many compa nies, the Chester and Holyhead Company ought not to bear the whole expense.—(Hear, hear.) The report having been adopted, The CHAIRMAN said, before he put the next resolu tion, be wished to be allowed to state that the board had now the cordial assistance of Captain Huish—(Cheers) who had of late attended their meetings, travelled over their line, and who, instead of taking that relaxation which his continuous exertions required, was this year about to proceed to Ireland to see how far he could assist this company.—(Cheers.) He was happy to see Captain Huish present, and should feel obliged if he would give the proprietors the benefit of his experience with regard to the prospects of this company.—(Hear.) Captain HUISH said he had had no intention to trouble the meeting with any observations, after the very lucid and able explanations which had just been given by the Honourable Chairman ; but having been asked to express his opinion—an opinion which might carry some trifling weight with it from the experience he had had—with regard to the future prospects of this line, be at once bowed to the wish of the chairman, which appeared to be concurred in by the meeting generally.—(Hear, bear.) Until a very recent period, he must confess he took no interest in the Chester and Holyhead beyond that which necess sarily existed, and which he could not but feel as a re flected interest, from the large number of shares which the London and North-Western held in this concern; but with the multifarious duties he had to perform—in fact the map of England being very nearly spread before him every morning—he had very willingly left the traffic over the Chester and Holyhead to the guidance and direction of those who were more immediately con nected with it. But it pleased the directors of the Ches ter and Holyhead Railway to request the London and North-Western board to allow him to give some portion of his attention to the development of the through traffic over this line; and that request having been ac corded, he had recently attended the meetings of the directors at Chester, and had taken considerable interest in the development of the traffic. He might observe that after a great number of years' experience as to almost every railway in the kingdom— for the nature of his engagements had more or less brought him into contact with them—as he had before stated privately—he would now do so pub licly—that he never travelled over a line which ap peared to be conducted with more zeal, economy, and re gularity in every department than was the Chester and Holyhead Railway.—(Cheers.) He had expressed that opinion out of doors, and was only too happy to repeat it on the present occasion, because he found a degree of personal anxiety and application on the part of every one connected with it, which was amply borne out by the appearance of every thing about it, and which he was bound to admit he had not seen excelled on any railway iu the kingdom.—(Hear, hear, and cheers.) With regard to Ireland, he might say that he had never yet visited that country; but he hoped to be there next week to assist in carrying out some of their objects. Ile frankly admitted that, up to a comparatively recent period, the London and North-Western board did not throw the whole amount of its energy into the Chester and Holyhead Railway, having other and weighty matters, more immediately affecting their own in terests, to attend to; but the feeling of the London and North-Western directors had been expressed so unhesitatingly to do all in their power to assist the Chester and Holyhead Railway, that be had very little doubt the future state of their traffic would exhibit a very different aspect to the past. —(Hear, hear.) The details which the Chairman had announced, with regard to the through goods traffic, would of course rest more with their own goods manager than with him (Captain Huish); but from the elaborate reports and the mass of statistics which bad been laid before him, he could have but little doubt that, with the united exertions of the Irish railway companies, the Chester and Holyhead must be the great conduit-pipe through which the traffic between the two countries would flow.—(Cheers.) He could only further state ge nerally, that having received the permission of the London and North- Western directors to devote a portion of his time to the Chester and Holyhead Railway, no thing should be wanting on his part to promote the great objects they had in view.—(Loud cheers.) A SHAREHOLDER wished to know whether there would not be 183. 2d. due on the preference shares after the de claration of the dividend of 3s. 6d.? The CHAIRMA N replied, certainly; and moved the resolution for the declaration of the 3s. 61 dividend on the preference shares, which was unanimously carried. A vote of thanks to the Chairman and directors was then moved by Mr. Bassett, seconded by Mr. Oliviera, and carried unanimously. Brockley Whinns on a misty morning, or. still worse, an hour's wait in a cold night. But, joking apart, we do nit.!3i, caruostly direct the attention of every OGe dw,tling or interestiAl in this town to this sub• jt-et. and W 3 trust many irn,nths will not hlve elapsed wail we see the work fairly commenced. — Sunderland era,V. EAST AND WEST INDIA DOCKS AND BIRMINGHAM JUNCTION. The twelfth half-yearly general meeting of . the proprietors of thi s com pa n y was held at the offices, Euston-square station, on Friday; Mr. John Scott, chairman of the directors, in the chair. The minutes of the last meeting having been read and confirmed, the S ECRETARY r e ad the report, which stated— " The directors can again report a steady increase of the passenger traffic for the six months ending the 30th of June last, over the corresponding period of last year, viz.-1851: Passengers, 1,459,560; amount 21,5141 SS. 83. 1852: Passengers, 1,776,186; amount, 35,1361. 2s. 2d.; increase, passengers, 316,626; increase, amount, 4,422/. Is. 6d. This increase may be attributed to the progressive development of the original sources of traffic one only additional station having been opened at the Caledonian-road, Pentonville, on the 10th of June last. Adjoining the railway, in every district, land is being rapidly covered with houses, affording proof that the facilities offerded by the railway attract population to its neighbourhood, and that the large amount to which the passenger traffic has risen at the stations already opened will yet be considerably increased. The whole of the depots, constructed on the railways for the sale of coals, are now in active operation, and in conse quence of the manifold advantages and economy re suiting from this mode of conveyance, aided by the company's arrangements, the coal trade may now be regarded as permanently established on the line. In furtherance of these advantages, it is intended to obviate the irregularities in the arrival of sailing vessels with coals at the port of Loudon, by the use of screw steam colliers between the coal ports in the north and this company's dock. The vessels are being built by a com pany instituted for this express object; and three voy ages already made in connexion with the railway . by their first vessel have been most successful. The City warehouses of the London and North-Western Railway Company, in Llaydon-square, not being completed for opening, although in active progress, the goods traffic over this company's line has necessarily been limited during the past half-year to that portion which is Con nected with the river. The accommodation afforded to this class of traffic has led to the conveyance of a con siderable amount of tonnage; but the first experimental rates of toll not being found adequately remunerative, they are now under revision, and a more satisfactory result may be confidently anticipated in the current half-year. The Corporation of London have selected Co penhagen-fields for the site of the new metropolitan cattle market, the construction of which, it is under stood will be commenced without delay. This site is immediately contiguous to the company's railway, which, being connected, as the proprietors are aware, with the principal lines used for the convey ance of cattle to the London market, will serve as the channel for this important traffic, by which the necessity of driving cattle through the public thorough tares will be effecitunly obviated. The company will derive considerable benefit from being thus necessarily , employed in carrying out one of the most important de tails of a great public improvement; and a large increase of passengers must obviously follow from the establish ment upon the line of a market of such great public re sort. To effect a suitable connexion with the intended cattle market; to construct additional sidings, to provide adequately for the increasing amount of tonnage of goods and coals, which may be safely calculated upon; and to furnish sufficient rolling stock for the passenger traffic, as well as to construct the new stations and other works, not included in the company's original estimates, but now found indispensible to the working of the line to the best advantage, the directors recommend that Par liament be applied to next session for powers to raise ad ditional capital. Careful estimates will be prepared of the amount which will be necessary to effect the objects in view, and these will be laid before a meeting to be specially ccnvened for the consideration of the subject. From the capital account, it will be seen that the direc tors continue to replace the five per cent. bonds, as they fall due, at reduced rates of interest; the amount, dur ing the past six months, has been 7,6501., which has bean renewed at three-and-a-half per cent. The revenue account shows a balance of 6,702/. 10s., after paying in terest on the deb e nt ure d e b t. Thi s sum i s su ffi c i en t t o pay a dividend of 10s. per share for the half-year, clear of income-tax, on the company's capital, including 50,0004 of additional capital, not entitled to dividend on the previous occasion." The statement of the accounts having been taken as read, The CHAIRMAN said that he must offer some expla nation with reference to the accounts. It would be observed that the passenger traffic, as compared with the corresponding half-year of 1851, had increased 20 per cent., but the gross receipts of the autumn half-year of 1851 were nearly 4,0001. more than those of the past half-year, which proved that the autumn months were invariably better than those of the spring, as it appeared from the fact that the last eight weeks' receipts were 20,000 passengers and 240/. better than the same weeks in 1851, conse quently the results of the last half-year were no cri terion of what might be looked for in the half-year which they were now entering upon. The directors of the Blackwell Railway in their published report held out a prospect of the speedy completion of their branch to Hay don-square, This would bring the warehouses there into full play, and they might not unreasonably hope for the commencement of this im portant source of traffic before the end of the year, to the relief of th e crow d e d streets of the metropo li s. The North and South-West Junction from Willes den to Brentford, was expected to be completed next month, and he was g i ven to un d erstan d b y a party largely interested in that und er t a ki ng , that, in addi • tion to the existing sources of traffic, they would re ceive a lar ge a ddi t i onal traffic from the steam naviga tion betw een t h e L evant and the south of Europe with Southampton. A great portion of the traffic, as for instance in cochineal and indigo, brought by the West Indi an steamers, and which now ' went to the Nine Elms Station, must c ome over th e i r li ne . Th e junction with the Eastern Counties Railway was likely to be of great importance to their line, with respect to the conveyance of cattle from the interior as well as from Lowestoft and Great Grimsby,and from the various ports of the North of Europe, with which a connexion was now formed by means of the new Steam Navigation Company, presided over by Lord Yarborough an d M r . P eto. Th e di re ct o rs have been disappointed in the goods traffic, which was not equal to their expectations, but, as stated in the report, it was entirely experimental, pending the expiration of certain agreements with the great carriers, the West London and Blackwell Company, the Kensington Canal, and the lightermen on the Thames. The tolls were in a great measure settled by rates in these agreements, which, ;as it was stated, were found to entail a loss rather than a profit, inasmuch as power ful engines were kept constantly in steam for the con veyance of a limited but gradually increasing traffic. With all these sources now opening there was no oc casion to despair that the line would not answer the sanguine expectations of the p ro p r i e t ors . E veryt hi ng was going on satisfactorily. They would have occa sion to apply to Parliament for powers to raise more money to meet the increasing requirements of the line and he hoped the proprietors would give them per mission to raise such sums as they would require. So many things were starting up every day that it was difficult to say what they would require. At present the surplus lands lying towards Highbury would re alise the amount paid, and they were every day in creasing in value, and they did not wish to be de prived of the advantage possession gave them. A long discussion took place with reference to the accounts. Several proprietors complained of the in creased cost of the goods traffic, the charge of the direction, the amount of interest paid, and the rental of the surplus land, it was complained, was charged to oapital iu3toad of revenue, and the charges of the engineer. It was replied by the Chairman and seveial of the directors that the goods traffic was increasing, and the expense which they were obliged to go to would easily carry four times the amount. It was also shown that the rental of the surplus land was suck in the interest. The statements appeared to be satisfactory, but a strong hope was expressed that the directors would closely watch the expenditure. With respect to an objection that the liabilities of the company were not stated, and that no accounts of the traffic were issued, the Chairman said that the directors had not do ne so b ecause t h e returns wou ld be delusive from the Blackwell tolls, which had to come out of the rec e ipt s f rom t h e traffic. If the pro pri▪ etors wished they were perfectly ready to send them a weekly statement. The report an d accounts were t h en a d op t e d. A dividend of 10 3 . per s h are was also agree d t o ; and a thi▪ rd resolution, authorising the directors to app l Y, to Parliament for p owers t o raise additional to construct the necessary works for developing the, also traffic and to capitalize the debenture debt wa t s to _be ca.rried, after it was explained that the. amount raised would be submitted to the proprietors tofu raised ture occasion, and that this assent was necessary giving the required notice. pro- A vote of thanks to the Chairm an closed the ceedings. ---------- BIRMINGHAM ANL) OXFORD JUNCTION. On Saturday the directors, vngineers, contractors, and a Party of their friends, among whom were several Ladies, made an experimental trip along this line, from Banbury to Birmingha m— w the re p i t joins the Great onion between the f ormer t o wn and Oxford, he Western, having been opened and worked for a consider able time past. Toe event created considerable stir and bustle in the several localities through which th e railwa runs, and was hailed ga ug e and great triumph by the ad y vo cares of the broad arid its introduction into the m idland countie s. The lne is of a mixed gauge; b roa d and narro w g auge being laid downthe the a it. dis tance from Birm in g ham to Oxford, and the Londonnd whole North-West ern Company have powers to run over Th e experime ntal or p leasure tri p train, for it was both on e and the other, left Banbury at nine in the morning, and proceeded at a steady pace, calling where the at llarbury, and ;Secondly at Leamington, the with great euthuoium by regdents and YißlicTs of that fashionable town. The banks of t he railway from thence to Warwick were lined with the inhabitants of the district, who by their acclamations and greetings evinced the interest they took in the success ef the un dertaking. The scenery from the line between Leaming ton and Warwick is particularly beautiful, the view o f the castle being by far bolder and more pictures que than can be obtained from any other point in the mi. ni,y. From thencJ the rail'isay passes titrougo the Par k onwards to Hatton, near the residence of the late Dr. Parr, to Kingswood, Dorridge, Solihull, and mingham. The train—the first broad gauge train tha t ever en tered Birmingham—passed over the immense viaduct which spans a great portion of the town about twelve o'clock, and upon emerging from the tunnel into the tem porary station in Snow-hill was loudly cheered by the assembled populace. Among the party at the stat ion on the arrival of the train, we noticed Mr. Russe ll (chairman of the Great Western), Mr. Saunders (secretary), Lord Villiers, Captain Bulkeley, Mr. Barlow (chairman of the company), Mr. Kersnaw (secretary), (engineer), Messrs. Branson and Gwyther (contractors), Mr. Roy (director of the Shrewsbury and Chester Count; pany), Mr. Walker (director of the Shrewsbury a 3 Birmingharn),lMr. C. Snaw (director of the 13irmiegbara / and Oxford), Mr. Bertrand, &c. After partaking of refreshments and viewing tbe. Mr. Gooch spacious station in course of erection, the party returnea shortly after three o'clock, and, as on their arrival, wet ° most vociferously cheered by the spectators. The temporary station in Snow-hill is no less ( 1 , 1 , 0 1 400 feet long, 110 wide, and has in the roof 12,000nlYu! of glass. It is now stated most confidently that i le!! than a month the competing line from Birmiegliaint to London upon the broad gauge will be opened, will %II continuation northwards between the former town Wolverhampton is proceeding rapidly. RAILWAY SHARE MARKETS. BRISTOL, AUG. 28. STOCK EXCHANGE.—Our share market to -day is 303 depressed, and only a limited amoun t of business doing- E x eter The only transactions reported were—Bristol and 103 1 / 2 —Great Western, 94% ex div. LIVERYOUL AUG. 28. STOCK EXCHANGE.—There has been no tnaterial altera tion in the railway share market to-day, and but a re? limited s amount of business has been transacted. Abe ~";,.1 9 ales reported were—Birkenhead, Lancashire; and Che s ",, - ence,i Railway shire and 20%—East Lancashire 1714—.14,8,,n1i i and Yorkshire,Bl l / B —Londen and North:Western, 14',.",. and Canal), 76 '/ 2 —DUI. , --Manchester, Sheffield, and Lincolnshire, 29—Ditto PreVi per cent., 3 ' 16 P.—Newcastle and Carlisle, 91 - St. liel e 3 P South-Eastern and Dover, 21' y k and North A— or land, 241. New l'reference, ,i, New Preference, 6 per cent., Rt 3 . j. MANCHESTER, AUG. 28. were as STOCK EXCHANGE —The transactions to-da y v., follow:—Blackburn a (No. 1), 6 9-16—Caledonian, 20 . . E st Lancashire, 177/B—Manchester, Sheffield, and Lincond, shire, 29—Ditto, New V. Preference, 7.16 p.—Midlan d 769 , 8 —North Staffordshire, 4333 dis.—South..Eas.eg l 50 Dover, 21. BIR, AUG. 2 STOCK EXCHANGE.— M INGHANTThe mar k e t has bee 8. n gene ralY de° - pressed throughout the week, although it rallied a little 0, 14 , Frida •y, and more business was transacted. South St aarci i, T b e y ve , : o, shires, it will be seen, are fast approaching par. done at I i dis. The following were among the c losing g em, tations :—Birmingham and Oxford (cal's duly Paid)' A rZley, 301,4—Birmingham W o l ver h am pton, and Stour buyers, buyers, 11, sellers, 11 1 4— Coventry and Nuneaton, " ~,i " z, 125, sellers, 127—London and North - W estern, buyere, A incoln. sellers, 122 ex div.—M anc hester, Sheffiel d, an d Oi• shire, buyers, 28—Midland, buyers, 76, sellers 76 A--ellers, ford, Worcester, and Wolverhampton, buy'ers, 48 1 49 5 0 4 48%—Shrewsbury and Birmingham (Class A), buyersiiii-o sellers, 9 1 / 2 —Ditto (B), buyers, 69, sellers, 61 / 2 :7, n shire Preference, buyers, 101, sellers , 11 es div.--Survr Union, buyers, 3, sellers, 2% dis. ..---........ POLICE INTELLIGENCE. BOIV-STREET. CO O Jo e hn Arone, a foreigner, apparently between 0 50_ f lin r cl o State fo Mr. Henry of age, and plainly dressed, war chare h"..,90 to the nrryEowrietihgnwAritifin,igrsa.nd sending threateuing ie.k _, Elrl of Malecesbury, her Majesty's Secretary el Mr. Greenwood, Q.C., the joint solicitor to the Tres', s s u t rY, conducted the prosecution. The Learned Counse l stated that his Lordship's object in taking the proe_ o proc di ngs was to have the prisoner placed under sorn _ restraint kee by requiring him to find proper suretys be had the peace towards the Noble Lord whose life t ri ll : threatened to endanger. The letter in which xce threat was contained was received at the Foreige,.. f c e n at the 19th of July last, and was to the following ex : London "My Lord,—Recollect the affair of 1812- 4 °ea° the in n ffair of Bellingham and Perceval. John Aror e has bra 18 months appealing for redress, but it .. w,. not been obtained for him. One of her Majesty:s .Te nisters will have to seal this case with his blood in 'Li, lobby of the House of Commons. John Aron 6 can onif die once. He wants nothing but JOU fair " OAP N ARONN." stances, it appeared that AroetS From inquiry which had been made into the circunx: made a great variety of charges sgainst per several co h uls of her Majesty in the East, and some corresponciev.e: was a person who ha: had taken place upon the subject, showing thim to. D. g en ro n u d ndless. He (the Learned Counsel) wili hardly 1,1 . 7 the defendant letter to show that the defendant actually i e v idencewrotetrs the d Illustrated London News, question, but it would be shovvn .13 August, B,rted in ndant bad requested to have a similar letter iiif ing day taonio' s upon its being rejected, wrote the follovvve: that this tst upon its insertion. It would be pro ,a_ 't clearly identified him letter was written by Aroil, an di with the which b p Sent t ° Downing-street, . on the Bth a copy of w hich try 'ing -el printed in the Illustrated was ated Newr. Evidence having ju HENRY lot en called to the above effect. 00 Mr. LI asked him what be bad to say to , complaint 7—The defendant made a long statement whiel! it was quite impossibe to coniprehend. from his excited. manner and incoherent language. He was understoA to complain that the English consuls in Syria and else: where bad combined to confiscate his property, and to!? him of his wife and children. He bad been a greb e sufferer, but he denied that he ever meant to shoot Ibr Foreign Secretary, or any one else. He did not tv,ig the letters, but some one had used his name. A M f r., Abraham wrote them. He couid not write such letter for a thousand pounds. He wanted his injuries to oe made public in the newspapers. / Mr. LIENav explain he that if he had caused the letter.r to be written for him, he would be equally liable for the contents. we ll upoo The defendant contin ued at great length to d his claims and wrongs, when : ht ft, 0! Mr. HENRY told him, that however much he Wig -- n• himself agg rieved, be had no right to address threate ing language to a Minister of State. 0 to The defendant—lt is all stuff and lies. I ask Y read the letter which I sent to the Queen. ot th 9 Mr. HENRY declined to hear it read. This was a b d any nor the time to investigate his claims, even f . h c _ / _;, in y lo to assert. He must enter into his own recogniersue., peaceoli, and find two sureties of 50/. each, to ke p 4 or twelve months. a orde r The prisoner was committed in default, and 3 , ofil 7as given for the police to retain his papers, &c. theexpiration of his term of Imprisonment. -------, ---- SEABORNE MAJ [N Slgniff es that the mails are sont &ore by the night—and Mby the morning--dlsPi PLACES. la when m ade u p ftwe' General Post-0 London: LS the Gen" gli Ltch.) From W , na port 4,1 -2, - patCll.4' •• •• .. •• Sept. I !Live rpool , ". Live rpoo• • sonthiamt • Southanapt. Dover Plymouth . !Plymo u •" ,„ !Dover • • Dover • gouthalnP ! ' soatharnP:" !Southal l " - Plymouth . • h PlYw°al " t i Dover Southampt. !Southall:LS, soe thaaLS • Dover waver 'London • 4,onden • • !,, e tbent Pt . nolY bcad i !Sontionar • Dover plyw outh • • plvinouth • • wbGn cm& at lAug• 'i4ePt• Aug. 27 America (by Brit. pkt.) N America (by U.S. pkt.) N America (by U.S. pkt.) M Australia (via South ampton) • • .. 31 .. • • Ditto (via Marseilles) N, .• •• Ditto, via C. of G. Hope N • • • • • • • ' Africa (West coast).. N 1 4 th o f the Month BelgiumAlelandria* '• • • N 19th & 3 0 th ef Me. • • N Daily o• • nth . Brazil .. M 9th of the month Buenos Ayres M 9th of th e ntb CaliforMa(viaChagrer)M 2 d 8 c 17th of mo Cape of Good Hope N 14 th of the moth Cape de Verdi .. N2d a the month • Constantinople* N 7th 17th 27th el mo Central America .. 2d 8c 17th of mon.. Channel Isles N Mon., Wed., & Fri 31 2d & 17th of math France .. .. Mt N Twice daily Greece* .. N 7th 17th 27th . LT.,' aturHamburgh N Tuesday Holland Wednes. Honduras .. . N 17th of •• lid N Twic*,!Vm — mith India (via Southamp.) 20th 0 , 2 1 4 ,„ ,f m onth India (via Marseilles) N or month India, via C. of G. HOC N 15th onth Mauritius .. •• /1" 15th of in Mediterranean (via the Moot]: Southairpton) •• M Mediterranean (via Marseilles) • • N Mexico .. •• •• Madeira •• • • Al Malta* •• E . Naples* .. •• • N' P a pal States * .• ..• ..11 ; P en insula •• • •;: Peru • • • • •° N Tuscany* • • • West Indies except 1 v fl e : t ia e i t Nassau ) to those 11 2d of the month ..ISouthampt.l countries thin marked 0 1 ) are con **, The BIRTHS. OF A SON. Franc!) wicke t viA marseilui. • f 0 O n the 2 6 th inst. , at Southchurch , Essex, the wife Pay. John H. R. Sumner. jiol3. At King's Lynn, in Norfolk, on the 22 d inst., the Ar ra . F. J. Cresswell. lorksh i r e j On the 25 th inst., at the Parsonage , Ho rsfortb, the wife of the Rev. W. J. B. Stocker. OF A DAUGHTER. 11l On the 25th inst., at Southampton-street, Cowbell" the wife of Mr. S. A. Bateman. •• •• • • I 50.30 tug. „6 20 Aug v 0.119 - . Sept. 11, 6 SePt: 1 1 Sept. 96 • Atli. et Aug. 2 • 30 , Aug. S e P t la• • 10 Ttl• - SePt• 1 Ali Tw iced•—• Aug , 30 t. Tao* ".,9 m 0 5.77).•• sot. 16 _ Tw i cod."' Sept. 23 ! soli thataPt• A u g. 26 Aug. 26 20th of the month [ 1 . 1 51 I 1 27559728 ' T ithttB 'ttlth tl: t ihhh: 8 'o3l'B:ll°lls7oss7flttttftthhh4bhitt the 1 th h 22:2l e 7t:sma:ttmti n m tthhrhhollnoorneo o ::nff i r°t. hfot min ; hhhtttl::: Dover SoUtheraP.. SouthanW t • 1 Dover Aug• 48 Boyer ( Dover . • , South ampt. ISouthampt. Dover .. Sonthampt. Sept. 1 Sept, 16 Aug. 23 Sept. I Sept. Be pt• cep i.• S , p t. 2 t 1 Sept. On the 26th inst., C. H. F. Pouth, Dorset-square, third son of Sir Batr , at Prestwich MARRIED. C hester near Manchester (1011)11 J. Routh, K.C.13 , Commissary-General of the Forces to Mary Anne, daughter of the late James WConnel, of the Polygon, Ardwiek, Manchester. DIED. On the 25th inst., at Claremont near Manchester, $01)1316 Anne, the wife of Sir Benjamin He'ywood, Bart. In . Pembroke-square, filensingt, on the 25th inst., O r ' William Mackay, of H. M. Stationery -office. of At Bathampt'on. near Batb, on the 26th inst., Charles Lemann, Esq., M.D., of Soho -square. On the 26th inst., Anne, wife of Thomas Challis, Eat Palmer-terrace, Holloway, aged .50. On the 26th inst., J. B. Wafter, Esq., of Finsbury- On the 27th inst., at Bridge-house, lammth, Vacher, relict of the late Thomas Vacher, of l'arliarnen‘" street, 'Westminster, aged 70. square. 0: Lon d o n: Prin ted and Published by DIIIRDO No. 11 2, N o , 112, St rand, Printer, at The Sun Office, ousti Strand, in the Precinct of the Savoy, in tbe taiddleto, Divatisy, August 30, 052. RAILWAY INTELLIGENCE. CHESTER AND HOLYHEAD. The half-yearly meeting of the proprietors was held at the Easton-square terminus of the London and North- Western Railway, on Saturday. Mr. S. M. Peto, M.P., was in the chair. The advertisement by which the meeting was convened having been read, the following report of the directors was submitted : " The statement of the accounts of the half-year end ing the 30th June last exhibits a gross , increase of re ceipts from traffic to the amount of 8,2581. ss. 10d., of which sum 5,6541. Os. Bd. have been derived from the railway, and 2,6041. ss. 2d. from the steam-boats. [A tabular statement is then given, from which it appears that the net earnings of the railway in the half-year end ing June, 1850, was 21,8431. 15s. 4d.; in June, 1851, 28,4771.195. Id.; and in June,lBs2, 27,897/. 1 4 s. B d.; w hile the losses on the steam-boats had decreased from 5,8161. is. 6d. in June, 1850, to 214 3s sd. in June, 1852.] From these comparative statements it appears i that traffic, both of the railway and the steam-boats, s steadily on the increase ; and although the results of the half-year's working certainly fall short of the ex pectations of your directors, there is sufficient proof that the prospects of the undertaking are gra dually improving. The increase of expenditure has been occasioned by the measures which your directors have taken, after careful consideration, w ith a view to the eventual advantage of the company, from the in creased traffic which those measures are calcu lated to secure. The accounts show a net balance of 7,9511. 17s. 11d, to the credit of revenue, from which your d irectors recommend the payment of a dividend of 31 - 6d. p er share on the first preference shares. The development of the slate traffic) has been partly delayed in consequence Hof the alterations necessary to afford to the quarries at Port Penrhya and.;Port Dinorwic the desired facilities of communication between the tramways and the rail way. The tramways at Carnarvon are not, as yet, con nected with yoar liue. The depot for storing the slate and thus maintaining the means of constant supply, are in course of construction. This arrangement will, it is believed, materially tend to secure to your railway this important branch of traffic. The heads of an agreement with the London and North-Western Railway and the City of Dublin Steam-boat Company have been arranged, and have passed under the seals of these companies re spectively. In consequence of this settlement the traffic in goods and cattle from Ireland, via tic lyhead, will com mence immediately. Your directors have the satisfaction of stating that,with one exception, the several disputed accounts with contractors and other persons have been settled on terms which must, on the whole, be consi dered favourable to the company. In the matter of the purchase of the Mold Railway , authorised at a meeting of the proprietors held on the 30th of March, 1849, Mr. Stephenson, the referee in respect of the terms of pur chase, has given his award, fixing the rate of conversion at ten shares of 15/. each, in the Mold Railway Com pany, for three shares of 5 01 . each in the Chester and trolyhead Company. Your directors deemed it to be their duty to withdraw the Bill before Parliament last session, in consequence of the Shrewsbury and Chester Com pany having succeeded, when the Bill was in Committee of the House of Lords, in obtaining the insertion of a clause, giving that company a power of interference with the rates on your line, calculated to affect your interests injuriously. This disappointment of their reasonable expectations, arising from a cause entirely beyond their control, has prevented your directors from' carrying into effect those financial arrangements for the diminution of the burthen of your debenture debt, to which they alluded in their last report; 'dot it is satisfactory to them t apb'A,t9 state that, although the course which they [ .astieis‘d . to take has been thus impeded, they have been enabled to renew all the de bentures that have recently fallen due, at a rate of inte rest more favourable than heretofore. The annexed re port of the resident engineer is most satisfactory as re gards the general condition of the railway and progress of the works:— " RESIDENT ENGINEER'S REPORT. " Gentlemen,—l have the satisfaction of reporting that the permanent way and works of the railway are in good order and condition. The branches to the slate wharfs at Port Pairhyn and Port Dinorwic, with the necessary commtmicaiions with the tramway's, are com pleted and in good working order. The slate depot at Salteney is progressing, and will, I expect, be finished in the course of two months. The cattle-sheds, yards, and loading places at Holyhead, necessary for the full development of the Irish traffic, are completed and ready for use. The railway from Bangor to Carnarvon is now open, both for passenger and goods traffic.—l remain, gentlemen, your obedient servant, _ " HEDWORTH LEE." The CHAIRMAN then rose and said—Gentlemen, it now becomes my duty, in moving the adoption of the report, to offer to you a few remarks; and I will begin by stating to you at once candidly that when I took the presidency of your company, now some fifteen months since, I then anticipated a more rapid development of your traffic than the exertions of myself, and my col leagues, and the executive have been able to effect. Perhaps I took somewhat too sargine a view of the pros pective progress of our traffic from my not being accus tomed, as a director, to deal with such matters, and look ing at them, perhaps, more in the light of a man of business accustomed to direct his own affairs, and not ~x pecting to meet, in regard to them, aith those impedi ments which experience has now shown me must be con templated in connexion with an undertaking so situated as the Chester and Holyhead Railway. Nevertheless, my opinion with regard to its future prosperity remains unchanged.—(Hear.) The tragic remains to be deve loped.—(Hear.) The reasons why it has not been deve loped more rapidly, I will now state to you shortly, and I hope satisfactorily to yourselves. In the first place, 15 months since, as I stated when I became chairman of your company, I found your line terminating a mile and a quarter from H ilyhead, having no connexion with the harbour, without the possibility of loading or un loading a single ton of goods, and with the means only of taking our passengers on board the packets by a number of omnibuses not very well served.—(Hear, hear.) Your board applied themselves immediately to the obtaining from the Government the right of carrying down a railway to the end of the pier. They wore met, after strong representations on their part (I must say in this instance) more liberally by Government than they were ever met before, and your company have now a railway complete to the end of the pier at Holyhead. Together with that railway you have ample accommo dation for the conveyance of goods and cattle; you have a station in every way suitable for your traffic; you have refreshment-rooms, and in fact everything necessary for the conduct of your traffic at the terminus. I had hoped, when I last had the pleasure of meeting you, to be able to report on the present occasion, not only the com mencement, but a considerable development of your goods traffic with Ireland, but I regret that it is not in my power so to report, and the reasons simply are these. In the first place we have had to deal with the City of Dublin Steam packet Company and with 16 railway companies in Ire land, and to carry out the numerous details connected with such an arrangement, which those only are able to understand who are brought into contact with them and that I believe follow them up every day.—(hoar, hear.) It was in deed only last week that we obtained the seal of the companies to the agreement, and completed the various arrangements with the other companies for the tho rough and it was, working of traffic over our line. I can only say a sound disere • your board have in this matter exercised the --could only di scretion . —(Cheers .) It is not our fault that Legislature have granted to us the tail-end of an un dertaking; interests consider in the is necessarily, therefore, that your board—as I dea7ercise of a wise and sound discretion bound to say that in this may on w principles of amity with all the with which the welfare of our under takingpowerful support from ou m f atter we meet with the most say, identified ; and I am . r fiends and allies the London deservedi to be met—(Hear)— weCompany; and allow me to add— matters—n and North-Western ma tters—somewh a t which we a in nd the af w te a r y i a n n wh th ic u h se various character as one meets with in diplomatic know will arise in these whfa t transactionsof the same (eecti trying to obtain a little more or a nui e i e ) have at last settled down to a fair and proper agreement,"—we and I hope that in 10 or 12 days from this time we shall ~pen our goods tra ffic with Ire land. — (llear, hear, a n d Itellyou that there cheers.) When are, at present, 27 from Liverpool,_besides numerous merchant steamers engaged in .. the trade between Dublin vessels, constantly an d when feeling, as we do, that we are 1 and tbat port; now on terms o f amity not only with the Irish comps . ' butalso with the greater part of the . English eom. nies singular indeed if we did not antiei panics, it would be will, of that traffic in time, come that a goodly portion _ 1 —(Hear.) I now come to the come over your railway. --(Sear') , I stated slate traffic. On the last occasion to you that we had succeeded, withou t any cost to ourselves, in ob. taining a line of railway to the Port of Bangor. Colonel Pennant ha s f o und the whole of the land and works, we Providing the mill. ;,That raiIWAY bfil been °Puled , EXTENSION OF THE LEEDS NORTHERN TO SUNDERLAND. We rejoice to find that the subject of increased rail way facilities for this town has began to attract atten tion, for we cannot conceive any measure more likely to promote the prosperity of Sunderland than a direct communication with Leeds, Manchester, and the manu facturing districts. Such a line as that now proposed has been long wanted; for the inattention of the York, Newcastle, and Berwick Company to the interests of our town is notorious; and the only matter now to be consi dered is, how can the object which we have in view be best attained? With reference to this point, our opinion certainly is that the shortest and most direct line is the one which will be found to be most advantageous to Sunderland, and which, therefore, ought to be adopted; because we must not forget that we have many rival ports to contend with, and every additional mile that we place ourselves from the market in which our goods are manufactured and sold will operate against us, and in favour of our opponents. We have been favoured with the sight of a line which has been laid down by a gentleman very conversant with the country, and which appears to us to possess all the advantages that can be desired. We hope very shortly to be permitted to give our readers a plan of it; and while we promise to do so as early as possible, suffice it for the present to say that it is proposed to have the Sunderland station in the rector's park, close to the most advantageous position for crossing the river by a high level bridge, which we foresee will very soon be required, for it is clear our friends on the Tyne will speedily seek for a share of the benefits this railway must produce. The proposed line then passes up the Hetton Railway as far as to the new water-works, where it branches off, leav ing Tunstall to the east and Silksworth to the west, crosses the west end of Burdon Dene, and so on in a straight lino to Murton Colliery, Easington, Shotton Colliery, Wingate, Elwick, and Wolviston to Billing ham, where it joins the railway leading to Stockton, and there effects a junction with the Leeds Northern Railway. The entire distance of this line would be about 21 miles, but it is proposed, in addition, to make a short branch down to the docks, and one up the Rough Dene, on the south side of Warden Law, to Rainton and Houghton, by which all the coal of Lord Londonderry, of Lord Durham, and of the Hetton Coal Company, might be brought on to the main line; so that with another branch to Seaham harbour, which would pass close by the new winnings in that neighbourhood, nearly the whole of the private railways of those large coal-owners would be rendered unnecessary. We cannot help approving of a line which would em brace S O m any lucal advantages, but we must say our object is a lit le more extended. We want to see Sun derland obtain its fair share of the through traffic. W e want to see long trains of waggons laden with the bales of Manchester, Dewsbury, Huddersfield, Leeds, and all that district, bringing their valuable burdens for ship ment in our docks. Why should not this take place? We can offer advantages as great as any other port on The east coast; and when the great sea outlet is com pleted, as it will soon be, no other place w ill b e able to compare with us. The important point is to insist ou having the shortest line made, and then we shall be al most as near Manchester as Grimsby is, the distance from Leeds, and all places beyond, will be reduced 20 miles at the least, and we shall be as near Leeds as we now are to York. How truly shall we congratulato our fellow townsmen when they can en ter a carriage at their own doors, and be carried all th e way to Liverpool without a cluDgo — n° 134 1 . 9 stopping and changing at 1 3 AXIC Court 4 , 41 t, Of En 1: , z . utat a ,„.6Do, the St Fpur tla c7tnaander of t "441 • T h Peennoan ib sffi tr --4 .. not h ave -- Z 'e ra k s ti 4 ha ° e Larria ge, th "m of the d ean . of at E STr La he receive, THE El „ Y arrange cornplet Pr, I, ent for a Ix Pettu seq "b ed ' 4440 in fr al)tai e k ed si 4 , dd.— s R , J,24 D A dare a~ tetp . ;,,• Bll , Teig i 4 t f . r°ll l pl - 441 e It We e +, br,ti m ''sul)er. ~fteottli attr ,: ert er en ' k th e ts eersi ta eur , B utti - o st reet, It k rth • The t et the Qiti, I ,l l u.tcb A I,r o i've Pad 144.11,laasttli, I'o l. tat .0 , e i t t l e fo th e e li d r : j t t el j t 4 l .., oi ni lly Str ' a E TT 1/4 th e the hi, veetf,:best eu, ' ll ,l* °f )p est 1 r sc ole so , r)1(1 e • tha, t thro ug L td gla liotti."t the 3 anci tAe gallons a ER I 41t t 13)' grrlith ` w ia Fe ` ol lcl,, thel' nd kseu rec] -r4 4 , e3 ki tirll, Urar, Ur " l a.ll - . th ttf t " % 3 , g ran , 4„, i e teiv t ' the 11 . ' *4 ll :Trriecaeti 1 1 () U )3, Jll I ] , With 'Bl the r i l it aehl * O , l o, le 0 Ili. ateur crisp Pr a g rg E 'br oa , l e_ k. ' ,,;`‘ k b i_ r tri es 1 14 1. e , 1 : 1 . 1] AIIGY 'o4l,, otirt ht . 's .it, i )( 'Qrß 0 CI t o ut b 4 ter 414 t , 4 * bY th 44 Thai ily t N esire very w tilts zvtntl tt o , i .tqy 1 4t $ t klinte rr No m erY e ver ; 1 11. 14 C o , ri i rei S )1 4 :14, 13 -Pe( ) ‘ ro 4l, lai„ S . l gn 18'1 • ° ; ft . kncla3 A "' vol u „k , Dl th t ,—Y•ci, tit t : r out '444:1) ''road R ott, tZlzz ti °T 1 tu 4 °lli l 'ti i tt i Ph „% C kt •ticl 8 1 i ' 1 It ktti ")‘titri.