The Sun. — London, England, 1856-01-23 00:00:00

Naval and Military Intelligence. The sailing-transport Nelson left Portsmouth yester day for Constantinople, with 460 tons of provisions, which she shipped from the Royal Clarence-yard. The Spitfire, 5, steam-sloop, Captain Spratt, C. 8., arrived at Spithead on Monday night from the Mediter ranean, where she bad been employed on surveying ser vice. She was to sail last night for Woolwich to be paid oIL having been in commission since April, 1851. The Cmsar, 91, screw-ship, Captain Robb, got up steam in the steam-basin at Portsmouth yesterday, after having had her machinery extensively repaired. The trial of the engines was very satisfactory. The Caesar is to go out of the steam-basin to-day, and will in a few days proceed to Spithead. The Tickler steam gun-boat arrived at Portsmouth yesterday from Sheerness, and the Sandfiy on Monday, to join the divisions of gun-boats,fitting for the Baltic. The Ariel, 9, screw-sloop, Commander Mamie, left Spithead yesterday morning for Gibraltar. • The. Ajax, 60, screw-ship, Captain Warden, is to leave Spithead in a few days for Leith, to be stationed there as a guard-ship. The Rodney, 90, Captain Moorsom, is discharging stores, Bre., at Portsmouth, prior to being converted into a shell magazine for the Baltic. The Indian steam-transport was ordered to leave Portsmouth yesterday for Plymouth, to embark troops. From Plymouth she will go to Dublin. 6, paddle-sloop, Comm an d er D ew, was The Geyser, taken alongside her hulk at Portsmouth yesterday to receive her crew. The Orientsailing-transport left Portsmouth yesterday to discharge old stores at Deptford, and to be paid out of the transport service. A. Naval Patriotic Association has been formed at Sunderland, with the view of raising a sum of money for the purpose of manning one or more of the gun-boats building on the Wear. It was set on foot by Mr. D. Jonassohn, colliery owner, who communicated with the Admiralty with the view of ascertaining if Government would countenance the scheme. An answer, couched in terms of cordial approval, was returned, and conveying all necessary information upon the subject. The men who enter are to have the option of claiming their dis charge at the end of this year's Baltic season, and the niaeter in charge of the rendezvous has been ordered to afford every assistance to the association. A meeting of ..the members was held on Monday, when it was resolved to Ofhta bounty of 101. to each volunteer. Among the subscriptions announced at the meeting were, Messrs. Briggi and Son, shipbuilders, 100/. ; Mr. Jonassobn, 501.'; the Mayor of the borough, 20/. ; &c. An order was issued yesterday to the Commandant of the Provisional Battalion, Chatham, for the volunteers from the Provisional Battalion to the 41st, 55th, 62d, and 90th Regiments to proceed to-morrow morning, in command of Ensign G. S. Black, 99th Regiment, to Teroplemore and Mulling ar , to join their respective corps. On the same day th e volunteers to the 46th and 95th are to proceed with one non-oommissioned officer, in command of Alfred J. Take, 64th Regiment, to Win chester and Parkhurst. On Friday the remainder of the volunteers to the Ist, 9th, 30th, 33d, and 50th Regi ments, in command of Capt. James Baillie, sth Regi ment, and three non-commissioned officers, are to pro ceed to Limerick and Fermoy. Orders have been received at head-quarters of the Royal Marines, at Woolwich, to the effect that lists may be transmitted to the office of the Assistant Adjutant- General, made out in the usual manner, of such men of the division, of the following description, who are desi rous of volunteerin g r , for the Artillery c o r p s — name l y , height not under 5 feet 8 inches, of strong muscular frame, general intelligence, and good character. Men not able to read and write are to express their willing nese to attend school. Lieut. Symons has been appointed to the command of the gun-boat Charger, fitting out in Woolwich basin. The Charger will be ready to join the squadron in a day or two. The Vixen arriTed at Woolwich on Monday evening from Portsmouth. The ingeniously contrived percussion-cap•making ma chine, lately purchased by Government, and which was temporarily set into operation on the occasion of the late Royal visits to Woolwich Arsenal, is now perma ntntly fixed in the large machinery room of the Royal Laboratory there. The advantage which this apparatus possesses consists of the facility of forming and charging the cap at the same time. The machine is supplied with copper in sheets (lain. by 48in.). The blank is cut, formed, and charged without handling, producing 3,000 caps per hour, ready for being varnished. The patentee is a Mr. Wright, an American engineer. A party of invalids arrived at Chatham yesterday, in command of Assistant-Surgeon White, 3d Dragoon Guards, with Hospital Dresser Pulivet. In addition to the wounded were five men of the Land Transport Corp- , , all direct from the Crimea. Dr. Heffernan, 19th Rogt , inspected them previously to their being admitted into hospita►. _ _ _ The Commander•ie-Chief has sanctioned the appoint ment of Capt. G. J. de Winton to be Major of Brigade at Smyrna to the British Swiss Legion, which corps lie has lately been assisting to raise and organise. APPOINTMENTS. The following appeared in our late edition last night : LIEUTENINTS. R. P. Jenkins to the Flying Fish. D. E. Orr to the Esk. C. G. F. Knowles to the Sappho. G. W. Strong to the Arrogant. MaiE. G. F. Bridges (acting) to the Flying Fish. ASSISTANT PAY3IASTEBS. William J. Comerford to the Algiers. John S. Moon to the Royal George. MIDDLESEX SESSIONS—Jan. 22. (Before Mr. Pashley, Q.C., Assistant-Judge, and a Bench of Magistrates.) Jonathan Parrot, 22, carpenter, was indicted for stealing two railway tickets, the property of the London and North-Western Company. Mr. Gi tfard appeared for the prosecution. The prisoner pleaded guilty by the advice of his counsel, Mr. Horry. The circumstances of the case stated to the court were these. On the 10th of December the prisoner arrived at Wolverton by the half-past four o'clock train, and pre sented a passenger ticket ; but in consequence of there bein g something suspicious about it, th e co ll ec t or f elt it to be his duty to take him before the station-master. The ticket was touch defaced, and was such a one as would not be issued from Euston station to Wolverton, as it purported to be. An investigation took place, aid alter considerable trouble, Mr. Bedford, superin• tendent of the railway police at Wolvertou, ascertained that the ticket in question and another had been stolen from Sudbury station, and erasures made on the face of it by the prisoner, who went to Wolverton, and presented it, as a regularly-issued and paid-for ticket, expecting that the erasures on it would prevent detee• Con. The prisoner had been skulking about Sudbury station for some time. The Assistant Judge sentenced him to 3 months' hard labour. flace;s, 24, Beajamin James, 26, and Charles Jones, 17, were indicted for stealing a gold watch, value 601., the property of James Lees, from his person. Mr. Laurence prosecuted, Mr. Ribton defended James, Mr. Gillard appeared for Harris, and Jones was not defended. On the evening of the 9th inst. the prosecutor, a re tired tradesman, living at No. 8, Rockingham-row East, New Kent-road, went to Saville-house, Leicester-square, to see a "sparring match." While there he was robbed of his watch ; and the evidence of Cole, 53 C, a detec tive, went to show that the prisoners were together there, and that at least two of them, Harris and James, acted iu concert in the commission of the offence. The evi dence xuainst Jones was leas conclusive. The jury found James and Harris guilty, aad ac quitted Jones. Numerous convictions were proved against Harris and James ; the latter had been sentenced to 18 months' for robbery with violence, and two years for smashing. The Assistant-Judge sentenced James to four years' penal servitude, and Harris to 18 months' hard labour. Jones was cautioned as to his future conduct. James, as be was being removed, said, " I've just got four years' penal servitude. That I don't mind ; but I've get it wrong, that's ail. I'm innocent this time, any how. I've been a thief all my life—that's right enough—and am a thief still ; that policeman knows it, and he took us wrong when this robbery was dote. Why, that watch was stole twenty minutes before we went into Saville-house, as I know. So we didn't do it. I'd steal a dozen watches, too, if you like, if I'd half a chance ; but, take my word, I didn't have that." (Before Mr. Witham.) A TICKET•OF-LEAVE MAN'S PUPILS. _Edward Cain, 15 ; Cornelius Driscoll, 14 ; and Id ward Tolland, 14, were indicted for unlawfully attempt ing feloniously and burgla.riously to break and enter the dwelling-house of John William Gardner, with intent to steal goods and chattels therein belay. From the evidence of Walter Holmoß, police constable 50 b, it appeared that at half-past 3 o'clock, on the morning of t h e 17 t h o f D e c e mb er , h e was standing at the end of lilackmoor-street, Drury-lane, wh en h e oh. served the three prisoners in company. When they saw bun they turned into Vinegar-yard, and thence to Russell -court, when Driscoll left the other two, went into a corner, had a good look round, and rejoining the others, they all went into a coffee shop in Brydges street, where they remained some time. On leaving they went into White Hart-street, where Cain and Yolland stooped down and tried to force open a cellar flap with part af a broken walking stick, the others being on the look.out. Hearing the approaching footsteps of the policeman on the beat , t he y ran off, and H o l mes l os t sight of them for a while, but from a report h e h a d f rom the constable, he went to the King of P russia public- Louse, the prosecutor's, in Wych-str ee t, where they attempted to raise the cellar-flap, but it fell, and made such a noise that they ran a short distance, and then watched to see if any one bad been disturbed. Tkley made a second attempt to get the flap up as a cart was g oi ng by, but catching a Klimpqe of the policeman, they all darted off at the top off their speed. They were pur sued, captured, and taken to the station. The jury found them guilty. Cale and Driscoll were shown to be notorious thieves. Nothing was known of Yolland. The officers stated that the former had been initiated into crime by a ticket o!.-leave man who fell in with them in the pit of a theatre. He put them through a course of instruction in burglary, and induced one of them, who was then iu the employ of an ironmonger, in Totte nham -court-road, to tell him where his master kept his money, and "put him up" to takin g . wax impression s o f the lock of the safe. That wan ad since been tried for burglary, and sentenced to six years' penal servitude. Mr. Witham sentenced Cainang Drisc o ll t o 12 mont h s Lard labour each, and Yolland to Six monthe. HEALTH OF LONDON DURING THE WEEK. (Prom the Report of the Registrar-General.) Eleven hundred and twenty one deaths were registered in London in the week that ended on Saturday, Jan. 19. The average number of deaths, corrected for increase of population, is 1,332 iu the third week of Jan., which is the coldest week of the year, in the ordinary course o f the seasons. The deaths were 211 below the average. 495 of the dead were children and young persons ; 156 were of the age 20-40 ; 211 of the age 40.60; 217 of the age 60.80 ; and so few attain ripe old age in the present imperfect state of the public health that 42 only were of the age of 80 and upwards. 264 persons of all ages died of small-pox, measles, scarlatina, hooping•cough, typhus, and other zymotio diseases. Hooping•cough and typhus are epidemic. Mr. Watts, the Registrar for the Islington West sub district, remarks:•." That 10 deaths have occurred in the London Fever Hospital, between the 11th and 19th January ; the whole of the causes have been from typhus. The hospital is at present very full of patients suffering from fever." 132 persons died of consumption, chiefly of the age of 20 and under 60 ; 26 of apoplexy, and 34 of paralysis ; 191 of inflammation of the lungs and air tubes; 12 women died of childbirth. Last week the births of 817 boys and 827 girls, in all 1,644 children, were registered in London. In the ten corresponding weeks of the years 1846-55 the average number was 1,494. At the Royal Observatory, Greenwich, the mean height of the barometer in the week wail 29 . 732 in. The read ing of the barometer increased from 30.40 in. at the be ginning of the week to 30.55 in. by 1013. 9.. m on the 13th ; decreased to 29 . 82 in. by 3h. p.m. on the 15th ; increased to 29'87 in. by 9h. a.m. on the 16th ; decreased to 29 . 35 in. by 9h. p.m. on the 17th ; was nearly sta tionary at this reading till after 2h. p.m. on the 18th ; and then further decreased to 29.07 in. by the end of the week. Rain fell on the last four days of the week. The wind blew chiefly from the south and south-west, with an average horizontal movement pf about 119 miles each day. The sky for the most part was overcast, and the electrical state of the atmosphere was positive through out the week. The mean temperature of the air was 38 . 7 degrees, which is 21 degrees above the average of the same week in 38 years. The highest temperature occurred on Friday and Saturday, and were 50 deg. on each day; the lowest, which occurred on Tee-day, was 24.3 d•ig. The entire range of the temperature of the week was 251 deg. The air was milder than in the In:raviolis week ; the mean daily temperature being above the average on the last four days. The mean dew-point temperature was 35 . 8 deg., and the difference between this and the mean air temperature was 2.9 deg. The mean temperature of the water of the Thames was 37 . 5 degrees. MORTALITY IN THE METROPOLIS NUMBER OF DEATHS FROM ALL CAUSES REGISTERED IN THE WEEK ENDING SATURDAY, JAN. 19. Zymotic Diseases Diseases of Uncertain Seat Tubercular Diseases Diseases of the Brain, Nerves and Senses Diseases of the Heart and Blood-vessels 4B Diseases of the Lungs and other Organs of Respiration . 227 Diseases of the Stomach, Liver, and other Organs of Digestion Diseases of the Kidneys, &c. Childbirth, Diseases of the Uterus, &C. Diseases of the Joints, Bones, and Muscles Diseases of the Skin, &c. Malformations Premature Birth and Debility Atrophy Old Age 5udden................ . Violence, Privation' Cold, and Intemperance l3 Causes not specified ... 47 ... 15 DZA.TIIS BROM ALL CAusts 1,121 Population Deaths in corr.- 1)ea11 a Enumerated. sponding week in th. 1851. 01855. Week. West Districts North Districts 490,396 Central Districts 393,256 East Districts 485,522 - 314 South Districts Totals 1,549 Males Females BIRTHS IN THE WEEK. 578 543 Males Females.. 817 827 Total Sporting Intelligence. 1,121 OUNDLE STEEPLECHASES—TuzeDAY. The Fanners' and Tradesmen's Steeplechase. About three miles. Mr. More's Little Yeonaan Mr. Price's filly by Cranbrook, dam by Sir Hercules 2 Mr. Percival's Mise Collingwood 3 Mr. Deacon ne Marmadeke Won by four lengths ; two lengths between the second and third. The Fox-hunters' Stakes. About three miles, Mr. Allenby's . York You're Wanted Mr. Percival's The Times Hon. Captain Lawley us The Serf Won by h length. Grand Handicap Steeplechase. About four miles. Mr. Thorp's Torn Gurney Mr. Golby's Ploughboy . Mr. Land's Odiham Mr. Capel's Ganymede A fine race. Won by a length. The Selling Steeplechase. About two miles. Mr. Henderson's Lincoln Mr. Price's Cbeddington Mr. Whitahead's The Squire Won by two lengths. LIVERPOOL SPRIN WRIGHTS for the LIVER2OI a•half. 3. MEETING, FEB. 26. IL SPRING CaP. MN and 31 subs, Age et lb Alonzo Eulogist 6 7 10 B ier Lightning Gamekeeper Saraband Jemmy the Black a 7 0 Little Davie a 7 0 St. Clair 5 7 0 Bolton The Raja b 4 7 0 Surgeon General 5 610 Cossey st,ry Prince Plausible 4 6 61 zina 4 6 2 WEIGHTS for the AINTREE P Age st • Ibi The Assayer 5 8 7 Gamekeeper Mary 4 7 12 Sir Rowland Age st b Haddam 4 6 2 Laura Selina 4 6 0 Bald Boor:tench_ 3 5 Bobby Taft (h b) 3 5 0 Staffordshire Nan 3 5 0 Prince of Orange 3 4 12 Shelah Lady Florence Pollux Omer Pasha Baroness Van /Make!! De Giotto! 3 4 7 Fby Birdcatcher 3 4 7 the Village Cook 3 4 7 'LATE. One mile. 15 subs. Atle et lb Gatheroole 3 6 0 Janet Pride Salmon Pera 'Trenchard Menzie General Picton ... 4 7 4; De Giukel 3 5 0 Hod dam 4 7 4 The Village Cock 3 5 0 Tne SEFTON HANDICAP. Mile and a quarter. 18 subs. Ago st lb Age st lb Alonzo Eulogist 6 7 11 Prince Plausible 4 6 6 Gamekeeper Little Davie Bolton The Rajah 4 7 2' Alfred 3 5 6 Sir Rowland I Prince of Orange 3 5 2 Trenchard a 7 0, Shelab . 3 5 0 Mary 4 7 0 De Giukel 3 4 9 Ueneral Picton ... 4 6 10 WEIGHTS for the GRAND NATIONAL STREMERHASE. About four miles. 5.1 subs. Forfeits to be declared on or before the lato.L.Febrtiary. Age st lb Bourton Sir Peter Laurie a 10 12 Frank Picard a 10 12 Trout a 10 12 Jean du Que..ne a 10 6 Star of the West Ago st lb Cavendish Freedom The Black Swan 6 9 8 Boundaway Freetrader ...... a 9 6 Spring The Widow :Motley Escape British Yeoman Teddesley Little Charley Jemmy the Black a 9 4 Minos a 9 4 Dan O'Connell a 9 4 Banstead Victor Emmanuel 6 9 4 Rockley 6 9 4 Stamford Wilmont Fenman 6 9 0 Liverpool Boy Taffy Dangerous a 8 10 Harry Lorrequer 5 3 10 Alice Grey a 8 7 (h b) Major 5 10 5 The Pasha a 10 4 Emigrant The Seaman a 10 2 The Forest Queen a 10 4 Tom Gurney (It b) a 10 Molly Bawa (4 b) a 10 0 Flying Buck a 7 12 Odiham (la b) a 9 12 British Sailor a 9 12 Lady Arthur 1 10 Gerard Q 0 Ilopbless Star a 9 10 Hatbox Jumpaway (4 b) a 9 10 Harold Master David Minerva (lib) Potter ----- ' SUDDEN DEATH OF COLONEL LARDY AT MIISTOL—OOI. I Lardy, formerly of the 53d or Shropshire Regiment of in fantry, expired suddenly on Monday morning at his resi• - deuce at Bristol. The gallant officer bad attended divine 4ervice on Sunday morning and evening at the Church of St. Matthew, Kingsdown, of which he was one of the churchwardens, and he retired to rest on Sunday night apparently in his usual health. At an early hour iu the morning Mrs. Lardy heard a sort of moaning noise, and on speaking to her husband shortly afterwards shefound that he was dead. The gallant officer retired from active service at the brevet in N o vember, 1346, and since that time he has d evo t e d h i mse lf chiefly to religi ous pursuits. He was a staunch Protestant, and a lead inn' and distinguished member or the Bristol Protestant Alliance, over whose meeting s he frequently presided. Colonel Lardy was also an active promoter of the mis sionary cause, both foreign and domestic, as well as of Church of EuglAnd education. : .:. ~,.: ftt ~„ THE: sUN, LONDON, WEDNESDAY ENENING-. JANUARY 23. 1856. RAILWAY INTELLIGENCE. RAILWAY REFORM. A meeting oishareholders in railway companies was held yesterday at the London Tavern for the purpose of taking into consideration the seriously depreciated value of their properly, and especially to consider a plan which it'is be lieved will arrest further depreciation and speedily place railway property in a sound and healthy condition. Mr. W. Malins was voted to the chair. Mr. Brooke, the secretary pro tem., read the advertise ment convening the meeting. The CHAIRMAN said—ln calling your attention to this very important subject, it is not necessary that I should remiad you that we approach the largest commercial ques tion with which it has ever fallen to the lot of any meet ing to deal. We have embarked in railway undertakings a capital almost twenty times as large as that of the Bank of England ; yet notwithstanding that large amount of ca pital, so little does the investment enjoy the public.confi deuce that men of prudence very often chuckle and con gratulate themselves that they do not hold a single railway share. Gentlemen, this is not as it should be ; and it is hardly necessary to remind you that the railway interest has at its command and in its employment an army double that in numbers which has been carrying on the war— viz., according to the statement of Robert Stephenson, 90,00 men ; and I might add that they are some of the best behaved and best-educated labourers in the country; that we have 5,000 locomotive engines, each of which re presents the power of 100 horses, and, multiplying each horse acting on the iron road by 10, would make a power equal to 500,000 horses; adding all these to the capital in vested in the undertaking, of course it must be matter of the deepest regret that our property is not more remune rative and more successful. It is rather a remarkable thing, gentlemen, that almost everybody connected with railways has been doing well except the ordinary share holders. The railway world may be divided into three or four classes. First of all we have the employes, to the number as I have stated of 90,000 men. Then we have the preference shareholders and debenture holders, who are pressing rather heavily on you at the present moment; and thirdly, you have those who bear the brunt of the whole undertaking, viz., the ordinary shareholders, who take a dividend if there is anything left after the others are paid; and if not, like residuary legatees, they go without. There fore, gentlemen, the abject in calling you together to-day is to see whether, by the united action of the shareholders, the last of the three classes, to whom I have alluded as having to bear the brunt of the whOle undertaking, we can form such an association as shall combine its action from time to time, whenever necessary instead of being, as we are now, a body of shareholders who attend tho half yearly meetings, make our complaints, see the miserable state to which the property is being reduced, bnt who, after the meeting has separated, have no more power— the directors and officials, and those who have the management of the property, being left uncontrolled, to do as they think fit. The object of _calling you together to-day is to discuss a subject which is not new to me. I have been carefully watching the railway interest for the last three or four years, and I have made frequent efforts at the London and North-Western meetings to bring the matter before the attention o f s h are h o ld ers . A n d i n Feb ruary last I moved the appointment of a committee of in vestigation, but I was told by the late chairman, that, al though it might bo a very good plan, and very necessary for shareholders to interfere, the prbper time had not yet arrived—that it would be deemed offensive to the directors should such a committee be appointed and I was requested to withdraw my proposition, and I accordingly did so. At the following meeting, which took place in August last, the directors of the London and North-Western Company, as you will no doubt many of you recollect, proposed the ap pointment of a committee, which committee, I presume, is now sitting and making theirinvestigations, and when you meet in February next you will probably get some very useful information. But the precaution necessary on the part of shareholders is to combine their action, so that they shall be prepared for all contingencies, and to put their shoulders to the wheel to move in the work of reforma tion. Therefore, gentlemen, having consulted those whom I have remarked from time to time as having taken active parts at the various railway meetings, we have thought that it will be advisable to form apermarient association of such a numerous body of shareholders in railways, as shall by their weight and influence effect a change whenever it is re quired in the management of the properties in which they are interested, andthat the society be called the "Associated Railway Proprietors," or any other name that may be deemed more appropriate, to bo governed by a council oi committee, and that all shareholders be eligible, whether they be directors or not. Iu dealing with the question 01 railways, we must not forget that the canals are elate] powerful friends or enemies ; and I have made it my busi ness to ascertain what is the feeling of the heads of the canal interest as to coming to some beneficial arrangement for mutual advantage, and I think I am justified iu saying that, provided railway directors meet the canal proprietors in a fair spirit, there will be no great difficulty iu coming to some understanding. I scarcely need tell you, gentle men, that in my opinion —and it is the opinion of a 1 prac tical men —that railways maintain the contest between themselves and the canals under much greater disadvan twee upon their side; the expense of construction, and indeed all the concurrent expenses, are very much less, and the canals carry at far less rates than the railway; and, if you come to the real contest who shall do the work the cheapest, I am afraid that you will find the canals will be able to carry at a cheaper rate. Now, it is imagined by people in general that the management of railways is so difficult that men are scarcely to be found who are capable of conducting them with success ; but this is an opinion in which I do not participate. I believe that the same straight forward business habits which are applied to carrying on the vast commercial concerns of this country may be with equal success applied to railway affairs, and that your pro perty could be made highly and fairly remunerative. In an interesting paper which Mr. It. Stephenson addressed to the Society of Engineers very recently, many of you will recol lect that ho stated that the saving of a single farthing on the train mile would effect a total saving of 80,0001. a year to railway proprietors. What we want, therefore, gentle. men, is a careful and constant vigilance to insure economy in every department ; that those whom you employ shoal(' be employed solely by yourselves and direct their attention I solely to your interests, and I have no doubt that we can find sufficient men with straightforward integrity and talent to carry on the great concerns of railway companies with psr feet success for the proprietors, and with perfect safety to the public, Now, gentlemen, in looking at the various undertakings of railways we should endeavour to separate all hostility of feeling from a calm and just consideration of their affairs. If you look at the North-Western, for example, that is one of the largest commercial undertakings in the world. I would recommend yon to dismiss from your minds the persons—do not look at the board of di rectors or the officials, but consider that for every million of capital you have from 500 to 1,000 families, and that, consequently, the whole aggregate of the railway interest in the kingdom numbers some 100,000 or 150,000 families, whose welfare in a great measure depends upon the success with which these undertakings are carried on ; and I think that that consideration should subdue all hostility of feel ing between one railway and the other, and that the same goodwill should be entertained by those proprietors who hold shares in the different lines, and that all should ex ercise their influence to reduce asperities and bring about peace , and harmony. But then all the harmony in the world will de us no good unless we get remunerative ta riffs. If you are carrying on an amount of business at less than it costs you, I as k you, as commercial men, what will be the result ? What would be the effect on your own of s, if, on making up your accounts at the end of the year, you find that you have received loss than you have paid? Why, you would find the same result that these railways do—the+, instead of making the profit that you are fully entitled to, you would have met with heavy losses. Therefore, one of the objects of the association will he to enforce the revision of the tariffs, and that negotia tions may be opened with the governing railway boards to hying about such a general arrangement of prices anti charges as shall afford to each a f a i r com p ensa ti on f or th e c ',pal expended, and shall provide a sufficient fund to bear the casualties and vast expenditure to which railways are subject. Now, I have not the slightest intention in bringing this subject before you to cast a shadow of blame on any board of directors. We want their co-operation, and not their hostility; and I am ready to believe that the railway boards throughout the kingdom embrace men of the highest integrity and talent. But ono groat error, as it appears to me, has bawl the system of audit. I know that there aro several auditors in the room, and to them I ap peal as to whether the system carried on is likely to pro duce such a check upon the expenditure of railways as they would adopt in their own private affairs. For example, I believe the practice is, iu private life, before we pay ac counts, to audit them ourselves, and see that they are cor rect. Butthat is not the practice of railways, for the audit takes place at the end of the half-year, when the whole of the mischief is done, and as to refunding, it is a thing of which we seldom, if ever hear. Therefore, I apprehend that such audits are comparatively useless. In some cases we find railways conducted with great prudence and care, and I could name one or two which some two or three years ago were in a very intricate position, but, through good management and prudence, have raised their dividends and regained their position in the mar ket ; but I do not deal with this question individually. It -is a matter for general consideratiou, and it appears to me that the only efficient mode of audit is that which precedes payment ; that a much more powerful mode of examining, auditing, and passing railway as eounts is necessary, and the only mode of doing it is by the appointment of an efficient- board or committee of —.....-- audit, with control to deal with all subjects before the payment is made and finally passed. The public confi dence is wreoked upon this rock. The general impression prevails that the capital account is made subservient to revenue purposes—that uo railway is earning sufficient money to pay its way, if honestly and fairly every charge were paid out of the earnings of the line. Prudent men are afraid to invest their money in railways. They appre hend that they are being grossly deceived, and that.if the accounts were fairly made up there would be no dividends for the shareholders ; and I believe that that is one of the main points with which we have to deal in the future go vernment and management of railways; and, however dis agreeable it may be to boards of directuss, soy opinion is, that if something effectual be not done on that point, all our efforts will be comparatively useless, and railways will continue to be a depreciated and suspected property ; and, therefore, the formation of such a committee of audit and control forms the principal and primary object t) which shareholders should direct their attention. Now, sup posing that such committee of audit and control could be formed, the objects to which they would have to direct their attention would be the closing, when possible, of capital accounts, and, where not yet possible, the adoption of such stringent measures as would render the application of capital to revenue purposes absolutely impossible. The exercise of an efficient audit has never yet, to my know ledge, bean experienced by any railway company ; as far as I can judge, the audit has been exclusively confined to the debtor side of the account ; hence you have been carrying on your great concerns for some time past at a continually depreciating price, and it is within my knowledge that some railways of the first respectability and magnitude are now carrying goods for particular people at prices which are per• fectly absurd. Now, my impression is, that we are standing in the position of old turnpike-road trustees—that the rail ways of the kingdom are public roads—that all men have the right to use them on equal terms, for equal purposes ; but, so long as you give to your managers the power of snaking what I call exceptional or special rates, so long will it be perfectly impossible to control the expenditure of the receipts of railways, and so long will your property con tinue to be depreciated, as it is at the present moment, if not much worse, for the downward progress has not yet been arrested. Railway property has been something like from 5 to 10 per cent. lower this year than it was last year; and'', if you refer to the records, you will find that its downward progress has been unceasing, except at rim meets of special excitement. I ask you how long is that to go cm.? (Hear.) Therefore, I think that the object of the associated shareholders should be the immediate con- 1 stitution on each railway of an efficient committee of audit and control, which shall strictly examine the receipts and payments of every description, and shall look into every source of revenue, and the cost at which that revenue is obtained. Because if you get a revenue of 10,0001. a week, and it costs you 9,500/., then you, the third parties, who come and take the residue of anything that is left, are the sufferers -- but not the preferential shareholders, or the bondholders, nor the employes. As to the num ber to form the committee, that is a matter for con sideration hereafter, but I believe that too much pains cannot be given to the point of the separa tion of capital and revenue, so thalinot the shadow of sus picion shall rest on the minds of the public that the one is appropriated to the other. I believe that we ought to go as far as this that the capital should be in the custody'of one set of men, and the revenue in the custody of another, and that this board of audit and control shall be impera tively called upon, on their own responsibility as gentlemen and men of business, to certify to the sharehold e r s b e f ore any payment is made, as to whether it belongs to revenue or to capital. (Hear.) It is a common saying, gentlemen, and one of which I need scarcely remind you, that things are " made pleasant" at the expense of the capital account. Now, although the closing of the capital account is one of the favourite theories of railway shareholders, yet I would rewind you that the capital account can never be finally closed, because the important operations of issuing deben tures, that is, of creating vast sums of money by bonds payable to bearer, is continually going ou, and therefore coo much care cannot be taken to provide funds to meet these debentures, so that your property shall not be en dangered. Therefore that is an object which would occupy the attention of such a committee as that which I have suggested. Now, another subject of great suspicion is the deterioration which is going ou constantly in your roads and your rolling stock. At the present moment, in con sequence of what has occurred on a railway which I need not name, by the report of the Government Insp ec t or , Colonel Wynne, it appears that the permanent road has been miserably neglected, and it is a source of great an xiety that any public railway should be in such a state ; but yet, gentlemen, though there have been meetings in two or three towns, promulgating the notion that that ailway is not safe or fit to travel upon, yet so elastic is the property with which we are called upon to deal that, if you refer to the returns of the last week, you will find that there is an increase of 2,0001. in its traffii. There fore I say, gentlemen, what reason have we to despair ? I admit that the coat of railways has exceeded all expec tations and all estimates. But I remind you that the re turn has also exceeded as much all the estimates by which it was calculated, and I believe that we have only to adopt the right course to make those returns as remunerative as they ought. to be. But it cannot be done without trouble and attention, and it is for the shareholders to consider whether it is worth their while to give that attention to their own affairs or not. Mr. Robert Stephenson, in the paper to which I before alluded, very properly remarks that the deterioration, after a course of years, reaches en annual average, and is a charge just as fixed as the fuel which you burn or the salaries which you pay. Therefore, to attempt to put it off and create depreciated funds, and put into them less money one year than you Tend in that year, and shifting the burden to the future, is not dealing with the subject in that wise and prudent manner in which it ought to be dealt with, because, what is the effect of under-rating expenditure ? If you do so, you make a mistake in that most important point, the rata at which you can carry goods or passengers ; and one error leads to another. It is said that the Irish railways are better managed than the English, but I am not sufficiently acquainted with the subject to say whether it is so or not, but I think it is possible that the want is provided in f re land which is the ruin of those that we represent. Look ing to the other side of the Channel, I would allude to a leading article which appeared in a morning paper. In that article a comparison is given between the French and English lines. The article begins with stating that on the Ist Jan last 31 British railways, on which capital was ex pended of 121,000,000 e, were only worth, at the market price of the day, 89,000,0001. At the same time 13 French railways, on which 31,030,0001. have been expended, at the quotations of the day were worth 60,000,0001. There , fore, while the British railways had depreciated more than a third of the money actually expended, the French rail ways had actually doubled, or nearly so, their capital, the dividend on the French lines being 10 7-4 per cent., after providing funds out of which to redeem the capital ; for, as you are aware, after a certain lapse of time the railways in Frances revert to the Government of the country. Now, gentlemen, there is one delusion under which I believe the railway world is very much depressed ; it is that the ex tensions and guaran t ees h ave J totally ruined railway pro perty. If that were true all our efforts would be iu vain, necau.se if their ruin proceeded from that cause we might save ourselves at once the trouble of any further conside ration about it. Bet that is not the fact. I shall refer to the London and North-Western Railway Company, not in the slightest spirit of hostility, but Wellies it ie the head and crown of all the railway undertakings. Ey its magnitude and length and strength of pocket it will • uin its neighbours, but at the same time it may ruin it self, and I merely make the comparison with that line for the purpose of observing that, unless we can get them to act with prudence and with wisdom, it will be quite in vain' to attempt to enforce better measures in other rail ways. On the let of Jan., 1846, the capital invested iu the rolling stock of the London and North-Western Rail way Company was 851.412/., and the net earning of the year 1$ l 6 was 1,197,8391. The number of engines employed was 220; that is nine years ago. On the let of Jan., last veer, the capital invested in their reeling stock was 2,404,7181 The net earnings were only 931,9611., although the engines were thrice as numerous—viz , 653 so that by tripling the engines from 220 to 653, the net traffic revenue of the North-Western had been reduced from 1,197,8391. to 931,961/., being 265,8781. less for the work of 653 engines than for the work o f 2?.0. Therefore, gentlemen, I ask - you not to despair of tailway property, and not to suppose that these extensions have ruined you. I admit that they have injured you, but the thing that is creating the ruin under which the railway world is groaning is the working in many eases for nothing. I believe the passenger traffic is paying extremely well. Calculations which have been carefully gone into show that the working and unavoidable expenses are not so heavy that they impose any real impediment to railways paying as well in England as they do abroad. But the figure of our country is much less favourable than that of France, because ours is a long and narrow country, aid you can go to any principal town in the king lone along two or three lines of railway. But not so with France, which is a square block of country, and in which railways enjoy not only Governmental, but territorial, monopoly. It is for railway proprietors to neutralise this conformation of our country, and insure by mutual concession and goodwill that very moderate profit which you require to pay your dividends. Now, I think, gen tlemen, that it should be an instillation from the society (which I hope we shall be able to enforce) that all railway managers, in making calculations of the cost at which they can carry goods or passengers, should add to them interest at least of 4 per cent. to the ordinary shareholders, because interest for your capital is just as much an expense which you incur as the coke which you burn in your engines. It is true that you can be deprived of it, but that does not prevent its being an expense of daily occurrence, and it ought not to prevent such expenditure being charged among the common working expenses, instead of being confined to the 50 per cent, ordinarily allowed for work ing expenses. The next item—debenture interest —is just as much a charge as coke. Until you get 4 per cent. for your capital you get nothing; because without the trouble incidental to the management of the line your money would pay that amount at simple inierest ; but with all this trouble you do not get simple interest. Another sub ject of great anxiety to us is the way in which Parliament deals with railway property. Parliament, you will recol lect, gentlemen, is the representative of the people; but we form a very important section of the people also, for Mr. Robert Stephenson shows at least one in 50 of the whole population is entirely dependent bn the existence of rail ways. Now, if we embrace so large a portion as one in 50 of the population, and a very large section of all the men of property in the kingdom, we possess au amount of Par liamentary influence which should save us in the hour of need P • and I believ e th a t our grea t o bj ec t s h ou ld b e th a t we should exercise all that Parliamentary interest which we can, and so prevent that reckless ruin of our pro perty that has been going on for so many years. I think I shall not trespass further on your attention than by stating that resolutions will now be proposed to you, com bining the neojects which I have so feebly laid before you, and that this meeting will be adjourned till the 31st inst. ; and in the meantime we may be enabled to collect such a body together as shall give us power to exercise in our own affairs that influence wbich, when united, we ought to possess; and I feel confident that if our aesocia ti ut is sufficiently numerous, and its affairs are conducted with prudence and discretion, we shall very soon see our Property placed on a very advantageous footing. Our ob ject was also to ask you for any suggestions which you have to make. We are not wedded to any plan of our own, but all thane points will form the subject of discussion before the committee or council which may be appointed ' • and when you find that th e sav i ng o f a s i ng l e f a rthing p e r train mile will add to the gross profits of the railways of this country of 80, 1 '00/, per annum, you can readily believe that no suggestion, however minute, will be considered unim portant. We have already received numerous letters ap proving in the very highest terms the objects which we propose to carry out; and gentlemen holding very large interests in railway property express very confident opi nions and hopes that if this movement is followed up it will be attended with the greatest possihle benefit. I se e before tue gentlemen o f grea t experience in railway matters, whose opinions I have ascertained in conferences with them, and they all take the same view. Therefore, gen tlemen, I call upon you to give us your support in this as soci Alien. (Cheers.) Mr. MITMELL proposed a resolution to the effect that a society be now formed, to be called "The Railway Proprie tors' Association, the object being for the protection of railway property and its restoration to a fair and logja m de value, restricting sand closing the capital account, and the suppression of ruieotte tariffs by territorial arrange rnents. Ito thought if they were to take an account of their stock they would find that it had been depreciated fully 10 per cent. during the past year, and that within the past three years it had been depreciated from 25 to 30 per cent, below what it was in 1853. The charges for ac commodation had not been framerlin accorlance with the first cost of the article to the public. The chief causes of the depreciation in railway eroperty arose from the increase in the capital accounts, competi tion, and unremunerative taritle. The latter was what they had principally to complain of. With regard to the unjustifiable increase of capital, be would al'ude to one company that had expended 31,345,0001. in 1853, and had increased the amount in the course of eighteen mouths by 2 , 02 6,0001., increasing the preference charges by 109,2601, for the year, while the working expenses had been in creased by 127,8151. The Great Western Company had increased their capital account by 2,978,9891. in the course of re months, the preference charges in proportion, and the working expenses 46,9231. There had been no increase in the charges fir the conveyance of traffic on those lines, while the cost of working the traffic had increased 20 per cent. The affairs of railway companies had in en carried on in contravention of every gonad commercial principle. Efforts had been male to prevent competition. They were told at the meetings of the Great Western, the Lon don and North-Western, and the Great Northern that they were compelled to charge low rates for goo is in con sequence of the competition of other lines. He believed if they succeeded in forming the assooiation of proprietors they would he enabled to put a step to that state of things. They would be enabled to bring their power to bear at each meeting. The chairman and directors would, e f :ourse, tell them it was not their fault, but the fault of the direc tors of some other company. Another very foolish thing was done by the directors of the metropolitan lines in re spect to the excursion traffic; just at the time that every one was preparing to leavetown excursion trains were started to convey them for fares considerably below the ordinary rates. It was clear that if innkeepers were to charge only one-half or one-quarter the usual rates when their houses were filled with 'customers the effect would be disastrous. The tariff on such occasions charged by the Eastern Coun ties Company was particularly low, and he would say unre munorative. The London and North-Western Company did not sin so much in that respect as others, although their excursion fares to Liverpool, Birmingham, and other places were less than they ought to be. The great fault wi railway directors was giving too much aecommoda tion, read taking too little for it. The salaries and emolu ments of railway officials were too high. 'lt had been re marked by Mr. Stephenson, who was a great authority on railway matters; that, notwithstanding, competition and low fares railway traffic had gone on increasing ; but, although the traffic had increased considerably, there had been no corresponding increase of divideud. He thought that showed a grievous error in the management. (Ap plause.) It was not likely, as stated by Captain finish, that Englishmen would sit down idly and repine at that state of things, without making some energetic exertions 10 put matters right. If the shareholders would du their duty as men of business, he, for one, had no fear for rail way property. They did not want to alter railway boards so much as they required the alteration of their plans. It was the system of dealing with the property that required alteration. A SHAREHOLDER fully concurred in these observations, but thought they should lay down some general principles to guide them as to future management. He considered that railway directors were not paid sufficient for their services ; 1001. a year was not sufficient to secure their attention to the interests of the shareholders. Mr. VANCE said the great evil was not so much from want of good management as from what was called the jobbery of directors. Whenever the question of an exten sion line, or a branch or lease of another line was brought forward to which he was opposed, he always found that the independent shareholders were swamped with proxies sent to the directors, and; of course, they could do nothing. At other times competition was got up for a purpose. A comparison had been made between the management of French and English railways, but he thought the slower rate of travelling adopted in France would not be tolerated in England. They also charged lower rates, and, owing to the slower rite of travelling, their expenses were not so much as in England. Mr. E. J. HERAPATH remarked that the object to ac complish was the closing of the capital accounts of estab liehed railway companies. The principal reason why the railways of the kingdom did not pay remunerative divi dends was that the capital expenditure had been so enor mous. The railways of France had been alluded co by their hon. chairman, in contrast with those of England. it was quite true that French railways were valuable un dertakings to the proprietors, and the circumstance might be traced to the same cause—a low capital expenditure in comparison with the heavy outlayon English railways. He might mention that in Belgium the dividends of the State railways were last year as high as 6i per cent., being nearly double that on railways in the United Kingdom, yet the traffic on the Belgian railways was thinner than on Eng lish lines. The reason the Belgian railways were enabled to pay a fair rate of dividend was the comparatively light cost at which they were constructed. It was so in every other country where railways were fairly, and even highly remunerative to the proprietors, instead of being unretnu nerative as in Eugland. In this country they had paid, in Parliamentary and law expenses, about 23,000,0001. in ob taining acts of Parliament for railway companies. Mr. It. Stephenson had stated the amount at 14,000,0 01. but he (Mr. Herapeth) believed th e f u ll amount would show 25,000,000/. as the expenditure. He hoped they would be able to form such au association of railway shareholders as would control the proceedings of railway companies in fu ture. It was well known that established railway com panies were still progressing in capital expenditure, an d the causes of it, to the detriment of the present and future dividends. The beneficial effect of controlling the future capital expenditure would be felt firstly in the increase of dividends, and secondly by giving public confidence to railways as investments. A powerful association of rail way shareholders would cure those gigantic evils, which but for such interference might go on accumulating for years, and in time utterly swamp the dividends of rail way shareholders. The absolui,e and complete closing of capital accounts of old lines would vastly increase public confidence in railway undertakings. There was au impres sion iu the miudlpf many country gentlemen that railway , dividends came out of capital, on the ground that the cur rent capital expenditure of railway companies generally amounted to as much as the sum paid in dividend. The public would never believe in the honesty of railway ac counts until the capital accounts were closed. With regard to the raising of passenger fame, it could not be dine with out damage to the railway interests. The rates for goods might in some cases be raised with advantage. The means of reducing the working expenses were chiefly to be found in reducing the number of trains, by taking off those that were unremunerative. If a train had only five or six pas sengers it could not pay, although they might charge the highest fares allowed, as the cost was about 2s. per train mile ; but if they h a d 101 third-class passengers, each at ld. per mile, it would yield Bs. 4d. per mile, which would be very remunerative. When it was considered that the traffic on railways in the United Kiugdoin amounted iu 1855 to above 21,200,000/., and that in the course of six or seven years there was every probability of the traffic for the year amounting to 30,2 00,0001., it was clear that a great dual was to be expected in the shape of increased dividend from good management and an energetic and determined conies on the part of the shareholders to close the capital accounts. Mr. BULLER adverted to the successful results of au as sociation formed by Sir W. Molesworth, Mr. Hume, and others for reforming the management of the colonies, and they succeeded in convincing those who opposed them that the colonies should be allowed to govern themselves. The question was whether the shareholders would take the trouble to govern their own affairs ; and with regard to paying the directors for their services, he thought they were the worst-managed lines where they paid the most, each as 2,0001, a year to Mr. Waddington, of the Eastern Counties, and 2,0J0/. a year to Mr. Macgregor, of the South-Eastern. Mr. GOETZ said he thought, with respect to railway matters, they would do well to copy from their neigh bours. The great evil to railway property in England are se from bad legislation. The free-trade policy recouamended by the late sir R. Peel had nearly ruined railway property. There was no occasion for 3 railroads from London to Manchester and other places. In France competing lines were not allowed, and fixed charges were made on every line for the conveyance of passengers and goods, so that there cord ibe no competition. The chairmen of railway companies were perfectly independent of the shareholders, and-- what was worse—they wore irresponsible for their ants and meeagernent. The directors of companies in other countries were trustees and made accouutable for their management. Great power was given to the managers of English railways; there was nu punishment for the falsifi cation of accounts. If a general manager were to put d own a false or fictitious su m o f 10,020% with a view to deceive the shareholders, the Government of other countries would have him put in prison for his misconduct. There was no check in England on railway managers, and, unless a dif ferent policy were adopted, railways would never be re munerative to the original shareholders. After a few observations from the CHAIRMAN the reso lution was put, and unanimously adopted. On the motion of Mr. WRIGHT, seconded by Mr. F. TUCKETT, it was resolved " That the government of the as sociation should be by a president and council, consisting of 12 or more members, and their services to be gratuitous." Dr. COWAN recommended the promoters to obtain lists of the shareholders of railway companies, and send circulars to them on the subject. He could furnish lists of the share holders of throe railway companies to which he belonged, and he had no doubt that shareholders in other companies could do likewise. He would, if poesihle, send a circular to every shareholder in the kingdom. A great deal of mis chief had been done by unwise legislation, which had cost the companies at least 20,000,000'. out of a capital of 300,000,0001. Every ono was convinced that there must be an entire change in the legislation and management of railway property. On the motion of Mr. GRIDLEY, seconded by Mr. Hon- SON, it was agreed that subscriptions should be paid into the London and Weettninster Bank, and be drawn out as required, by the signature of two of the committee. Mr. HonsoN knew a case in which a railway company Was charged $Ol. per ton for certain stores which he showed could be purchased of other persons for 331. per ton. That was a specimen of how companies were overcharged. In the course of a eleort conversation it was stated that railway shareholders were under great obligations to the press generally for the able and straightforward manner in which they had defended their rights and made known in juries inflicted upon them. A committee ;vt:s then appointed, consisting of Mr. Leech, Mr. Hoare, Dr. Cowan, Mr. T. 'Poug, Mr. Buller, Mr. J. J. Leon, Mr. Hobson, and Mr. Mitchell, to carry out the ebjacts of the meeting ; and the latter was ad journed to the 31st inst., for the purpose of enrolling mem bers and for genera! business of the association. A vote of thanks to the chairman concluded the pro ceedings. LONDON BRIGHTON, AND SOUTH COAST. The directors of this company have just issued their report. It states that the amount of capital raised to the 31st of December last is 7,722,7151., Consisting of 1,869,433/. mort gage debt, 1,237,6461. preference capital, and 4,015,631/. consolidated stock. The total capital outlay during the half-year bas b e en 17,0311., of w hi c h 8 , 0 J9/. has been expended for enlargement of the London terminus and the completion of the Crystal Palace station, and the remain der for the several works necessary to insure the safety and convenience of the public. Considering that there only re mains a balance of 23,222/. of unexpended capital, the directors have endeavoured to curtail as much as possible the charges to the debt of capital, and aeJordingly some items for additions and improvements to the line and sta tions, which strictly belong to capital, are now charged to revenue. The gross revenue for the half-year has hews 403,606/., showing an increase of 12,1611. over the eorre spondiug half-year of 1851, which was 31,72'1. more than that of the corresponding half-ycarof 1853. Of that excess 8,3881. arises in the coaching, and the remainder in the goods traffic. The Crystal Palace traffic has produced during 1855 the sum of 43,1531. The directors consider the remit of the traffic on the East Grinstead line as opposed to the opinion of the prejudicial effect of branch lines upon the parent railway, and as proving the propriety and desira bility of affording reasonable encouragement to landowners and others who may desire to obtain railway accommoda tion without calling upon the company to incur any outlay of capita!, or to undertake undue engagements in the ,hape of rent. The sum of 14,7731. has beau paid under the award in respect to the Croydon accident, and the amount has been placed to the debit of the revenue account for the past half-year. The revenue account for the half-year shows that 396,9801. had been received and 182,1591. expended, as against 364,319/, received and 177,3361. expended at the corresponding period of 1854. A t a bular statement in the report shows that the gross receipts on the line forthe year 1848 amounted to 453,4081, ant for 1853t0 719,022/. Th e number of passengers conveyed in 1848 was 2,485,779, and the receipts 349,9771., and in 18)5, 6,348,938 passengers, the receipts being 495,720/. The numbes of miles run by the trains in 1818 was 1,119,308; and ia 1855. 2,092.517. The total expenditure in 1848 amounted to 187,087/., and i n 1855 to 338,85 e/., including 14,774/. for the Croydon acci dent. At the same time 12,360/. was liken out of the re serve fund for renewals. The increase in the receipts on the line during the past seven years appears to h ave b een 249,109/., and in the expenditure 151,772/, ; showin g a not increase of 97,327/. With the exception of 4,6901,, the re serve fund has now been expended in renewing. improv ing, and fish-jointing the permanent way, an d . t h e result has been a considerable diminution of the current outlay and cost of labour for maintenance. The directors p-opose to continue from time to time to relay the line with fished joints. The net amount to the credit of revenue for the half-year is 137,574/„ out of which the directors recom mend a dividend of 2/. 18s. per cent, for the half-year, am ounting to 133,8231., leaving a b a l ance of 3,721/., and making the total dividend fur the year 1855 amount to 5 per cent. The total expenditure on capital account amounts to 7,776,7784 MANCHESTER, SHEFFIELD, AND LINCOLN. The workirg expenses and other outgoings of this com pany's railways (excln.i*e of tho Manchester, South Junction, and Altringharn), have amounted in the first fortnight of the half-year to 8,8131. Os. GI, being at the rate of 51.28 per cent, on the railway traffic for that period. The proportion of the South Junction; die., re ceipts accruing to this company for the same fortnight have amounted t 0736/. 2s. 2d the expenses being 3711. 16s. 5d., or at the rate of 50,50 pertcent. From the London. Gazette of Last Night. -- DOWNING-STREET,,JAN. 11. The Queen has boon pleased to constitute the Colony of Western Australia to be a Bishop's See and Diocese, to be called the Bishopric of Perth, and to appoint the Ven. Matthew B. Hale, Archdeacon of Adelaide, to be ordained and consecrated Bishop of the said See. DOWNING-STREET, JAN. 18. The Queen has been pleased to appoint Chas. A. Berke ley, Esq., to be Treasurer, and Albert Allow, Esq., to be Secretary, Registrar and Clerk of the Council, and Clerk of the Enrobn-nts, for the Island of Tobago ; Henry Sharpe, Esq., to be Provost-M ars h a l, and Bouverie Al leyne, Esq., to be Secret ar y, Registrar and Clerk of the Council, for the Island of Grenada ; Henry Francis Fynn and Benjamin Blaine, Esqrs., to be Resident Magistrates for the District of Natal; and Hollier Griffiths, Esq., to be District Magistrate for the Island of Mauritius. FOREIGN OFFICE, JAN. 19. • The Queen has been p:eased to approve of Mr. John Lukis Mansell as Consul in Guernsey for his Majesty the King of Denmark. • FOREIGN OFFICE, JAW. 21. The Queen has been pleased to approve of Mr. Louis Levison as Consul at Birmingham for the Republic of WHITEUALL, JAN. 19. The Queen has been pleased to present the Rev. Edward Revel Raniley Wilmot, M.A., to the district rectory of All Souls, in the parish of St. Marylebone, in the county of Middlesex, and diocese of London, void by the resigna tion of the Rev. Win. Thomson, M.A. WHITEHALL, JAN. 19. The Queen has been pleased to appoint Robert Paihley, Esq., one of her Majesty's C, - ,unsel, to be Assistant Judge of the Court of the sessions of the Peace in and for the county of Middlesex- I ; 4 in the room of Mr. Sergeant Adana, deceased. CROWN-OFFICE, JAL 21. MEMBER RETURNED TO SERVE IN THIS PRESENT PARLIA.MENI'. City of Lincoln—Gervaise Tottenham Waldo Sibthorp, Esq., is the place of Charles De Laot Waldo Sibthorp, Esq., deceased. COMMISSIONS SIGNED BY THE QUEEN. Forfar anti Kincardine Regiment of Militia Artillery— Henry Mackay, Esq.. late Brevet-Major 79th Highlanders, to be Adjutant ; John McCutnie, Gent., to be Quartet. master; William Handyside Buchan an , Esq., to be Pay master. COMMISSIONS SIGNED BY LORD-LIEUTENANTS. County of Suffolk—Andrew Arcedeckne. Esq., to be Deputy.LieuteUaut ; John George Sheppard, Esq., to be Deputy-Lieutenant. BANK RU PTS. George Possey, Umlaut- merchant, Norway Wharf, Mill wall, to surrendor, Jan. 3J, at ono, and March 12, at cloven, at tho Court of Bankruptcy. Ponnoll, official as signee, Basiughall-street ; Linklators and Hackwood, Sise lane. Edward Rowland and Thomas Evans, builders, Cole man-street, Now North-road, Jan. 30, at one, and March 12, at half-past eleven, at the Court of Bankruptcy. Nicholson, official assignee, Basinghall-street ; , Lawrence Plows, and Boyer, Old J ewry - c h am b ers. Henry Mansfield, fancy toy dealer, Liverpool, Feb. 1 and 23, at eleven, at Liverpool. Turner, official assignee, Liverpool ; Dodge, Liverpool. Stephen Amer, grocer, Bradford, Feb. 5, at twelve, and March 3, at eleven, at the Leeds District Court. Hope, official assignee, Leeds ; Barret, Bradford ; Carrie and Cudworth, Leeds. Willisle Page Hurlitoa, wine and spirit merchant, Chel tenham, Feb. 4, and March 3, at eleven, at the Bristol District Court. Acraman, official assignee, Bristol; Towle, Cheltenham. Abraham Stimson, builder, Blootnsbury, Birmingham, Feb. 4 and 25, at half•past ten, at the Birmingham Dis trict Court. Bittleston, official assignee, Birmingham ; Southall, Birmingham. Thomas Ba'e, heensed victualler, Wolverhampton, Feb. 2 and 23, at 11, at the Court of Bankruptcy, Birmingham. Christie, official assignee, Birmingham ; Walker, Wolver hampton ; Motteratu and Knight, Birmingham. • John Griffiths, carpenter, Ludlow, Feb. 2 and 23, at eleven, at the Birmingham. District Court. Christie, official assignee, Birmingham ; Parnell, Bristol ; Reece, Birmingham. Willi:tin Hinton and Samuel Meredith, builders, Pen gaol', ngswinford, Staffordshire, Feb. S and 29,at eleven, at the Birmiughani District Court. Bittleston, official asAig nee, Birmingham ; Coldicott and Canning, Dudley ; Hodgson and Allen, Birmingham. Alexander Clark, engineer, Lincoln's-inn-fields, Jan. 30, at two, and Marl 12, at twelve, at the Court of Bank ruptcy. Pennell, official assignee, Guildhall-chambers ; Johnson, Chaneery-lane. James Fraser, spirit merchant, Lower Thames-street, Jan. 25, at one, and Feb. 26, at twelve, at the Court of Bankruptcy. Leo, official assignee, Aldermanbury ; Mar don and Priehards, Christchurch-chambers, Newgate-street. Benjamin Richardson Lawrence, apothecary, Carshalton, Feb. lat one, and March 4 at twelve, at the Court of Bankruptcy, Edwards, official assignee, Sambrook-court; Reed, Ironmonger-lane. Edward Charles Cartis, builder, Stratford, Feb. lat two, and March 7 at one, at the Court of Bankruptcy. Whitmore, official assignee, Basinghall-street ; G. and E. Hilleary, Fenchurch-buildings. • Joseph Allen and 13ranamall Holmes, silk throwsters, Derby, Feb. 12 and 26, at half-past ten, at the Birming ham District Court. Harris, official assignee, Notting ham ; Helm, Derby ; Metter:tin and Knight,Birmingham. Joseph Spooner Taylor, ironfounder. Derby, Feb. 12 and 26, at half-pa It ten, at the Birmingham District Court. Harris, official assignee, Nottingham ; Helm, Derby ; Motterain and Knight, Birmingham. EXAMINATIONS. At the Court of Bankrupty, Basinghall-street--Feb. 1, at half-past 1. W. Osier, 16, Rul-street, Finsbury-square, Middlesex, cab proprietor and carrier—Feb. 5, at 12. R Hobbs, 47, North-street, Brixton, ironmonger, tiuman, and brazier—Feb. 5, at half-past 1. R. Briant, 31, Mur ray-street, New North-road, lioxton, carpenter and builder. DIVIDENDS. At the Court of Bankruptcy, Basingball-street —Feb. 15, at 12. It. K. Mes.den, 35, Walbrook, City, wine and spirit merchant— Feb. 18, at 12. J. Digby, Birch, Essex, miller 13, at half-past 11. W. Riddell and M.T.Raymon(l, 5, Sherborne-lane, City, merchants and commission agents —Feb. 13, at 11. W. Dunkley, Daventry, Northampton, grocer, Feb. 14, at 11—H. Rose, Jerusalem Coffee-house, City, and York-street, Portman-square, merchant—Fob. 12, at half-past 1. S. Isaacs, Queen-str ee t, Portsea, hard wareman—Feb. 1, half-past 11. W. Burgess, Miles's lane, City, and Clink-street, Southwark, export oilman— Feb. 13, at half-past 1. F. G. Teale and F. Smith, Wel beck-street, Cavendish-square, and 140, Blackfriars-road, builders—Feb. 12, at 12—L. C. Hertslet and J. Okell, Union court, Old Broad-street, City, merchants. A t the District Court of Bankruptcy, Manchester—Fob. 14, at half-past 12. H. Kay, R. Kay, and W. Kay, Hey wood, Lancaster, cotton spinners. CERTIFICATES TO BE GRANTED. D. Thomassini, 234, Tottenham-court-road, upholsterer, Feb. 14—R. Kellaway, &leaden, Walbrook, City, spirit merchant, Feb. 15—W. Dent, 21, Newcastle-street. Strand, lead nierchaat ; W. Miller, 231 and 232, White chapel-road, coffeehouse-keeper, Feb. 12.—T. Gorton, 52, Lincoln':-inn-fields, merchant, Feb. 13—A. McCarron, Brighton, seller o musical instruments, Feb. 13—N. L. Dp.on, Macclesfield, Cheshire, grocer, Feb. 14—W. Instill, Dudley, Worcestershire, stationer, Feb. 21—J. Griffith, Wedne.field, Staffordshite, iron dealer, May 19—H. A. Shilton, Coventry, trimming manufacturer; F. D. Blyth, Birmingham, factor and paper macho manufacturers ; W. Chamberlain, Walsall, Staffordshire,builder ; W.Whathen, Hereford, upholsterer; L. Baugh, Sedgeley, Staffordshire, grocer, Feb. 14. INSOLVENT PETITIONERS. J. Butler, Birmingham, boot and shoemaker—J, Mun slow, Birmingham, pocket-book ma k er —F . W. Walsh, Birmingham, ou t of business—J. Collacot, Bristol, grocer —S. D. Saunders, Westbury -upon-Trim, Gloucestershire, medical mesmerist—W. Brown, Oliham, Lancashire, coachman—J. Nana, Castle Hocßrigham, Essex, tailor— ." Forster, Newess le - upon-Tyne, licensed victualler—J. Milner, Newcastle-upon-Tyne, currier--J. Scott, New castle-upon-Tyne, licensed Willbraham, Newport, Monmouthshire, brewer —W, Taylor, St. Briavels, Gloucestershire, blacksmith—G. Hibberd, Col chester, hatter—G. Walker, Northampton, saddler—J. Rounding, Walkeringharc, Nottinghamshire, boot and shoemaker. PARTNERSHIPS DISSOLVED. T. Crashaw, M. Robinson, and T. Holgate, Old Ac crington, blacksmiths—LW. Sayer and G. Sayer, Stratford, saddlers—John Adams, William Cooper, and Thomas E•trlow, Longton, Staffordshire, grinders of potters' materials—Thomas Clifford and John Gorton, Tong. with-Haulgh, Lancashire, soda water manufacturers— E. G. Allen and T. Page, Pitfield-street, Horton, station ers—C. Mumford and Wm. Casehow, Downham Market, Norfolk, uuctioneers—Wm. Oliver and S. Oliver, mercers --J. Hooper Hartnoll and Squire Stephen Lucas,•Green wich, printers—G. Okell and J. Kendal, Manchester, stuff merchants—R. Tucker and J. Doming, Came Abbass, Doreetshire, fellEnonger—G. Webster and E. Bayley, New market St. Mary, Suffolk, grocers—R. Vern on an d J . Vernon Davenport, Audley, Staffordshire, surgeons—Wm. Brown and E. Walker, Heckmoudwike, Yorkshire, paint ers—P. Turner and A. Tilleroth, Warwick, photographic artists—J. Curtis and J. Richardson, Leeds, upholsterers —B. Wertheim and Wm. Mackintosh, Paternoster-row, booksellers—C. Bissell and W. Clark, Birmingham, gun manufacturers—S. C. Silverwood and Wm., Horton, Shef field, skate manufacturers—S. Board and Wm. Smith, Shelton Mallet, p a i n t ers—T. C. Hounsell, Wm. Hounsell, and Wm. Schenk, St. John's, Newfoundland, merchants„ A. Goold, Was. Bishop, J. Broad, T. Bennett, and J. Hirst, Forest of Dean Gloucestershire, mall ea bl e iron tuauultcturers—T . Routlidge and T. B. Routlidge, Pante fract,Yorkshire, drapers—C. Ullathorne and G. T . Stewart, Liverpool, drapers —J. Jones, B. Sproule, T. Green, Wm. Taylor, T. Bold, and J. Phillips, Liverpool, ship bread bakers —J. Jones, B. Sproule, T. Green, Wm. Taylor, and T. Bold, Liverpool, ship bread bakers. SCOTCH SEQUESTRATIONS. jamas Stewart, bootmaker, Forfar, Feb. 1. at ono, within the County and Commercial Hotel, Forfar. Andrew Rutherglen, stationer, Glasgow. Feb. 4, at one, within the Globe Hotel, George-square, GlaPgow. John Waddell, flesher, Kirkintilloch, Dumbarton, Feb. 2, at twelve, within the Black Bull HotrA, Kirkintilloch. George Rogerson Go ldie , commission merc h ant, Glasgow, Jat .n. IG, a ntsh twel eet. ve, within Brown vold Macindoe's R ooms, William S Vince WEwan, Sons, anti Company, sugar refiners, Glasgow, Feb.l, at twelve, within the Globe Hotel. COIJRSE OF EXCH. Amsterdam .....• . • .... 11 IN Ditto, three months 12 0 Rotterdam 12 0 Antwerp .............. 25 60 Brussels 25 6 ) Ramburgh ..13 1042 Altoua Pa is t ~ 25 35 Ditto, three months .. 25 7714 Marseilles 25 7734 Bourdeaux ........ Fi arilcfort.on tune .... 12032 Berlin •...• •• •... • • • • •• 6 Trieste ........ •• •• •• .• I 1 9 Petersburg Madrid • • .• •• 49 4/ Cadiz ........ • • Barcelona .••• • • •• Seville.. • . • • on [ANGL-YESTERDAY ilGibraltar •• •• •• Leghorn •• • ....... •• ••• 3 . ) 20 Genoa ..... •• .• 25 e• Milan .. •• ..•• Venice.. •• •• • • •• Naples •• •• •• •• . /14 Palermo ••••.• Messina • • 1:3 , Lisbon .• •• • • . ... .. • 5,4 Oporto.. 53% Rio Janeiro • Buenos .... •.• • • New Yor A., • • es .k 1 , ‘ 60 ' Lys' sight Philath i ftit,i s Pr lctSsi OF aviator(' PEE 02 . For e. ; gn Gold in Bars £3 17 9 cztugal Gold Coin 00 0 '.4exican Dollars .... 0 0 0 New Di 'liars 0 (1 0 Silver in 1 iars . • 0 0 0 Complaints have been made agk►inst certain railway companies that their permanent way is not likely to last, but we aro sorry to find on inquiry that many of them are going on in the old way, which is a very bsiti way, awl is likely to be only too permanent.---Punch Day wri. ft n'Atl,,r in General °dice, Lowlon.* F, - very Friday larteriett(byllrit.pack).N • mericit t by United Ste. oacket) ..........N .naerica (by U States packet) N ,ustralia (via South ampton) Atto (via Marseilles) N l)itto (via Cape of Good Hope) ............N! Africa ( West Co:1W N 23d of the month k. exstidria ..........N K. 9 . 24, & 30 of Alexandria 4th & 2fith of mop. IlaharrlAS of the month Relgium DailY • • • • 3razil „ „ ; 9th of the month.. Buenos Ayres ........ M 9th of the month .. Cape of Good Ilope .N Cape of Good Elope .N :Zit o° de Verde N; 9th of tb3 month Ceylon (see India) Ceylon ..............N Channel Isles ...N IMoil•tWed.,&Fri Chi1i.........„ „ „ „ & 17th of ntonti, Chine . Once a month.... Constantistople „. ..N,11,13,18,23,&28 ui n. Constantinople ;4th & 20th of mon. Cont. of Europe M & N Twice daily Egypt (see India) France ........ M & N ',Twice daily... Gibraltar 7 .17, 2 0, 27 .flu Greece (Coo India) Groytowu & 17th of mon. llemburglt .......„ „N l Tuesday & Friday rlavannah „ m Ind of the month Holland NI; Daily Honduras 1 7t.i tithe month. India (viaSouthampt.)M ;4th 4 t 20th of mon. I n di a -(vla mareeilles)M 9th&26th of month lonian Isles (see India) , 7, 17, & 27 of mon Ireland & N ;Twice daily • • .... 7 . 9 , 17, & 27 of m. Madeira __ld 9th of the month Madeira „. „ N''23,l of month •... Malta (see India) Malta ............ IS, &241 of MOD. Mauritius (see India) 34,, n .11i us ;14th of the nunith Mexico 2nd of the month., Naples „ „Ncsth!Mh2stliofmon. N ew Granad a „ &17th of month ▪ I , l3 t y hi p s ri th v 2 a New Papal Z :States o a t e h s o l fmon ip .l ald Peninsula „ /thl7th27thotinon.! Peru ‘. N 3d & 27th M mon. Port Natal lay private ship..., Sicily „N'sthl3th2Stinifinon,l Tuscany „ ..N! s thiMll2sthcfmon; Venezuela „ „ & 17th elmonth Van Diem en's Land (se, knstralla) Welt Indies IHlj'lr i 7tho mono, tie Whonany of theso dat es f a ll on a Sunday, the mails will '-'1 !patched on the followi ng d ay, w i th the exception of the Indio' /1/ t o Southampton), and the Malta, both of which will he despatch.° preceding 44Y. SHARE MARKETS. LIVERPOOL, JAN. 22. STOCK EXCHANGE.—Tho tone of the market has bp s very active to-day, a large business done, and prices clot," at the high es t p o i n t. L ondon and North Westerns, 97; Caledonian, 284 —East Lancashire, i—L a seashil and Yorkshire, 80 794 t;o—North Eastern and Berwri,,e (Leeds capit a l s t oc k) , 131— Midlands, 684 a Li s Manchester, Sh e ffi e l d, and Lincoln, 24 , 1 24i 24i—r. 1. Rhenish, 18s. 9i. p.—Ditt o , new , 22 pm.—Great Weatiro b of Canaria, 264—Ditt o , now, 31 pm.—South Eastern, o 35. 9d. 3s. yd,—Luxembourg conatit., 84 13s. 9d. Iu• Groat Western, 55 Eastern Counties, 8.13.9. MANCHESTER, JAN. 22. STOCK EXOHANGE.—The market to-day has been doi" a large business, and prices aro considerably improvOl' M•►nohester, Sheffield, and Lincoln, 244—Ditto, 61, pref.' pm.—Great Westerns, 55—Great Northern A, 10"; Duvers, 181—Midlands, 68j—Leeds, SO—Ditto F, 15.16 BIRMINGHAM, JAN. 22. STOCK EXCEIANGT.—The tone of the market was vet brisk today, and the prices of. yesterday maintaisow Loudon and North Westerns closed 96i to 97i—midland% 66— Birmingham and B r i stol Six per Cents., 132—Great Western Birmingh am G uaranteed Stook, 69i South &affords, 2.18.9. dis.—Sbropshire Banks, 3h. LEEDS. JAN. 22. STOCK EXCITANGE.—A Very inactive business to-do/ Leeds, 79/ K.—Midlands. 67 i—Wakofield Corn Exchaers' 171. DUBLIN, JAN. 21. STOCK EXOTIANGE.—Three per Cent. Conrols , 891 891' Ditto for Account, Fob, 7, 894 —New Three per Cent' Stock, 89# 5 /—Ditto, for Account, 7th Feb., 81 4 Great Southern and Western 514—Killarney Junetioa (for account), 7i—Dublin and Belfast Junction (501. pd.) , 45—Bank Stock, 218— Consumers' Gas Company, SI Dublin and Wi c kl ow (f or account), 5 ILDublin sa'' Drogheda, 58—Mi n i ng C o. of Ireland, for account,l33 I a' —Waterford and Limerick (50/. paid), 221—Patriotic lA' surance, 8. BIRTHS. • . 07 A SON. On the 20th inst., at Florence, the Countess of Alai*. On the 20th inst., at Great Malvern, the wife of Lieut.' Colonel Forbes. On the 21st inst., at Eton College, the wife of the Ref• John W. Hawtry. OP A DAUGHTER. On the 20th inst., at 38, Brook-street, Lady Emily Dar garvan. On the 21st inst., at 23, Berkeley-square, the Lad/ Macdonald. MARRIED. On the 19th inst., at St. Stephen's, Shepherd's-busk. Mr. J. T. Hayes, of 5. Lysll-plaee, Eaton-square, t 0 Catherine Elizabeth; fifth daughter of the late Captain T. Harrison, of the West India Docks. On the 21st inst., at St. James's Church, Mr, Josepk Worboys, of Paddington, to Emily Sophia, eldest daughter of the late Mr. Jas. Smith, of the Edgeware-road. DIED. On the 214 inst., Thomas Fry, Esq., of Bow, and Can' non street, city, aged 75. On the 21st inst., John Randall, Esq., of 3faiden-ian• and Hadley-common, aged 51. On the 21st inst., at Thornes House, near Wakefield. Benjn. Gaskell, Esq., for many years one of the members of Parliament for Maldon , agerl'76. On the 21st inst., W. T. Tuxford, Esq., of Melton Mowbray, Leicestershire, aged 64. At 15, Gate-street, Lincoln's•inn-fields, Mr. Pat. Clark, engineer, aged 41. On the 21st inst., Arthur H. Harris on, secon d son o f Mr. L. Harrison, ofll, Camden ten ace west, aged 21. On the 19th inst., at Bonn on the Rhine William, tba eldest son of th e Right Hon. Ed war d Stru tt,i M.P., aged 17. On the 18th inst., at Belfast, Wm. Rowlatt, Esq., Corr minder R.N., aged 47. LONDON: Printed and Published by MIIRDO Voilve• of No. 112, Strand, Printer, at The Sun Office, N.. 112, Strand, in the Precinct of the Savoy, in the countte f Middlesex, Wedues lay, January 23,18b0. Country ivarkets. LIVERPOOL-JAN. 22. A good attendance of millers and dealers, and bel t tone perceptible. Wheat met a good demand at generlu,' , a, decline of 6d per 'Nibs since Tuesday. Fl our m ore Po r i able at per sack and b arre l d ec li ne . O a t s an d ostno s neglected. B ar l ey, b eans, and peas sold at a decline o fd per qr. Indian corn met with a brisk demand, Lol l .. American being is t o is 6d. per qr. above the rateteef 1' turday and Saturday. LEEDS -DEC. 22. There is a better feeling in the trade to-day. want to purchase w h ea t at 5 s per qr. decline, which 0., tors in few instances accede to. Barley fully 2s pg and beans is cheaper. Oats in favour of the buyer. IPSWICH —JAN. 22. t The wheat supply small, a s l ow t ra d e, and prices ob° s ; 4 3s per qr. decline upon last we e k. Th e same may be 61i, of barley, although choice m a lti ng samp l es comman ded ; 1 0 to 40s per qr. Sellers would no t t a k e th e re d uce d Prl offered for beans and peas. L OP ?BR 4IIARTER. PBR au- el Wheat, red (old) 70s to 76i\B ar l e y, gr i n di ng ... 36510 Voi Ditto (new) Ditto, white 76s to 80. Pea s .. ,6 Ditto (old) --• Barley, malting ... 38s to 40,1 Flour, per sack AVIRAGIie FOR THE Wasa ENDING JA -N. 19, 1855. Wheat Oats 5 „ 26s Od Peas Barley Beans HULL-JAN. 22. A good attendance today, and a very excited roar% • Wheat a fair sho w , chiefly in moderate condition, an d ready sale at 3s to 4s d ec li ne on l as t wee k. F ore i gn lim e ,/ held firmly. All spring corn is lower nominally 2° / I qr. Linseed and its products depressed, bat the ac t declines are difficult to quote. 0 s s s. Wheat, English, red 71 to 76T r eas, grey and black --* ~ to. 0 Ditto white 7B t o *4 4 Li useo d, Bl ac k S ea... 76 "" II Dantzic and Konigs- (Ditto Potersburgh ... Y 2 0 berg B2 to 84 Ditto Riga and Arch- it) PoineranianandHam- I angel burgh Danish, Holstein, and Memel Friesland 74 to 78 Pit 1 ' - 0 Russian and Odessa 63 to 70Lins. c., Hull 1310 s to 18 1 f i Oats, English Ole t Ditto Danish Ditto Friesland Ditto Russian 2B to 30 R a p e cakes 135 s Od to 1400 :, Barley, malting - 33 to 40 T ares , E ng li s h — 9 to -", Ditto grinding 36 to 38 Ditto f ore i gn - Beaus Ditto foreign Peas, white and yel. 50 to 54f Rye Meal BRISTOL—JAN. 22. The market for all kinds of grain is a perfect blibt Factors willing to submit to a reduction of from 6 1 t 4 0 per qr. on last week's prices f o r w h ea t, b u t a t th es e 0 '„I no business was done. Barley, oats, beans, and pea§ in demand, and prices nominal. SEABORNE MAILS. , ignMea that the mails are sent from the General Pow ,g the night—and lit by the morning—despatch.) Fro ft.t Port due; , .1 7-1 0. I Dlsp,ttetto Liverpoo) I Liverpool ran. 21 Ifioutham; t Southempto Dover .. Plymouth Dover .... ISouthatnpto_ Southampt..) , Dover ..... !South:imp!, South.ttno , , , Valloll3 port iSouthampto. !Bouthimpto! igouthiunpto 'Dover ..... 11outhampto: Dover Dover .... Southtuupto, !South umptin London Southampun. Dover ..... Southampton Plymouth .. Dover . • • • • • Dover.. • • Holj hea d... Southamptol Southampto) Liverpool,., ; Dovor .... , Ifloattiampt , m 'Dover ...... tiouthainptol Various port ;Dover ...... !!;outhatuptoll Southamptot Various port, Dover !Dover -. I southana—iio"; ' Southampton lan. 96 Once Feb. 6 D OW. , Feb I" Feb I '.o Unger' IJan. 0 ra.Th o ran. 90 rfriced lo rwloo6.° Ilan. 16 ' a 16thotol o ,Jan. 90 • I f PsvlaaC r ~ Feb. IS Jan, 20 Ire) 1 Unceri !unisito lkifil ip 11 k IC 113°! COUNTRIM into I • Jan • - '1 • Per out • 'eh( Lox exe mit Elv Qv( Tul Ilattt gerjt t b e* Pitd Plot troll Grin Clod Bun: ur it at van qui] &c. into ',vitt BLA and bon tarf and Iron tice' hIIIO, quei a gr Pull deal, Sod Ron Hon Rap Illui Rar Tre] Per fires Fuk The (Bar Mr. Bey this The The The The The lki reg reg. 1411 Pox teri A e gu hiv Pri Th thi the thi