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 Sprott, C. 8., arrived at Spithead on Monday night from the Mediter ranean, where she had been employed on surveying ser vice. She was to sail last night for Woolwich to be paid off, having been in commission since April, 1851. The Cr.r.s.sar, 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 prooeed to Spithead. The Tickler steam gun-boat arrived at Portsmouth yesterday from Sheerness, and the Sandfly on Monday, to join the divisions of gnn-boats fitting for the Baltic. The Ariel, 9, screw-sloop, Commander Maxim, left Spithead yesterday morning for Gibraltar. The A jas, 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 Moorsorn, is discharging stores, &e., 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. The Geyser, 6, paddle-sloop, Commander Dew, was taken alongside her hulk at Portsmouth yesterday to receive her crew. The Orient sailing-transfort loft 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 master 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 offer a bounty of 101. to each volunteer. Among the subscriptions announced at the meeting were, Messrs. W. Briggs and Son, shipbuilders, 100/. ; Mr. Jonassohn, 50/, ; 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 Teinplemore and Mullingar, to join their respective corps. On the same day the volunteers to the 46th and 95th are to proceed with one non-commissioned officer, in command of Alfred J. Tuke, 64th Regiment, to Win chester and Parkhurst. On Friday the remainder of the volunteers to the let, 9tb, 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 Rermoy, 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 volunteering for the Artillery corps—namely, 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 ness to attend school. Lieut. Symons bas 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 arri►ed at Woolwich on Monday e►ening 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 perm, nEntly 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 (12in. by 4Sin.). 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 Pullvet. In additian to the wounded were five men of the Land Transport Corp , , all direct from the Crimea. Dr. Hiffernan, 19th Regt , inspected them previously to their being admitted into hospital. _ _ _ The Commander in-Chief has sanctioned the appoint ment of Capt. G..T. de Winton to be Major of Brigade at Smyrna to the British Swiss Legion, which corps he has lately been assisting to raise and organise. APPOINTMENTS. - The following appeared in our late edition last night : LLIUTENANTS. R. P. Jenkins to the Flying Fish. D. E. Orr to the C. G. F. Knowles to the Sappho. G. W. Strong to the Arrogant. MATE. G. F. Bridges (acting) to the Flying Fish. ASSISTANT PAT3IA3TEIS. William .T. Comerford to the Algiers. John S. Moon to the Rnyal George. MIDDLESEX SESSIONS—Jan. 22. (Before Mr. Pashley, Q.C., Assistant-Judge, and a Bench of Magistrates.) Jonathan Parma, 22, carpenter, was indicted for stealing two railway tickets, the property of the London and Noith-Western Company. Mr. Giffard appeared for the prosecution. The prisoner pleaded guilty by the advice of his counsel, Mr. Hurry. 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 being something suspicious about it, the collector felt it to be his duty to take him before the station -master. The ticket was much 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, and after considerable trouble, Mr. Belford, superin• tendent of the railway police at Wolverton, ascertained that the ticket in question and another had been stolen from Sudbury station, and erasures mane 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 dotes- Con. The prisoner bad been skulking about Sudbury station for some time. The Assistant-Judge sentenced him to 3 months' hard labner. William flarr;s, 24, Benjamin James, 26, and Charles Jones, 17, were ind►cted for stealing a gold watch, value 601.. the property of James Lees, from his person. Mr. Laurence prosecuted, Mr. Ribton defended James, Mr. Giffard appeared for Harris, and Jones was nut defended. On the evening of the 9th inst. the prosecutor, a re tired tradesman, living at No. 8, Rockingha►n-row East, New Kent-road, went to Saville-house, Leicester-square, to ace 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 co►n►nission of the offence. The evi dence afzainst Junes was less conclusive. The jury found James and Harris guilty, and 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. Jaime, as he 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 all. 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 be took us wrong when this robbery was done. '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, tak e m y wor d , I didn't have that." (Before Mr. Witham.) A TICSXT-OP-LEAYE KAN'S PUPILS. Edward Cain, 15 ; Cornelius Driscoll, 14 ; and Ed ward 4'elland, 14, were indicted for unlawfully attempt ing feloniously and burglamionely to break and enter the dwelling-house of John William Gardner, with intent to steal goods and chattels therein being. From the evidence of Waiter Holmes, police constable 50 F, it appeared that at halt-past 3 o'clock, on the mornin g oft be 17th of December, he was standing at the end of B!aekmoor-street, Drury-lane, wh en he ob served the three prisoners in company. When they saw him they turned into Vinegar-yard, and thence to Russell-court, when Driscoll left the other two, W ent 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 of a broken walking stick, the others being on the look-out. Hearing the approaching footsteps of the policeman on the beat, they ran off, and Holmes lost sight of them for a while, but from a report he bad from the constable, he went to t n he wKyienhgetorfee, where Ptrueeiap they übl ic but - house, the prosecutor ' s, i attempted to raise the cellar - flap , it fell, a n d made Inch a noise that they ran a short d ista nce, and th en watched to see if any one had been disturbed. They made a second attempt to get the flap up as a cart was going by, but catching a glimpse of the policeman, they all dart e d off at the top off their speed. They were pur sued, captured, and taken to the station. The jury found them guilty. Cain and Driscoll weld shown to be notorious thieves. Nothing was known of Yolland. The officers stated that the former had been initiated into crime by a ticket of-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 in the employ of an ironmonger, in Tott enham -court-road, to tell him where his master kept his money, and "put him up" to t a ki n g wax impressions of the loek of the safe. That wan had since been tried for burglary, and sentenced to six years' penal servitude. Mr. Witham sentenced Cain aud Driscoll to 12 months hard labour each, and Yolland to six months. THE FUN, LONDON, WEDNESDAY EVENINCV JANUARY 23....i856 HEALTH OF LONDON DURING THE "WEEK. (Prom the Report of the Registrar-General.) MORTALITY IN THE METROPOLIS. NIT3IBER OF DEATHS FROM ALL OA.USES REGISTERED IN THE WEEK ENDING SATURDAY, JAN. 19. Zymotic Diseases Diseases of Uncertain Seat Tubercular Diseases 177 Diseases of the Brain, Nerves and Senses Diseases of the Heart and Blood-vessels, 43 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 Sudden Violence, Privation, Cold, and Intemperance l3 Causes not specified 47 15 29 43 53 Totals 1,549 1,121 Males 578 Females 543 BIRTHS IN THE WEEK. Males Females 817 827 Total Sporting Intelligence. OUNDLE STEEPLECHASES—TUESDAY. The Farmers' and Tradesmen's Steeplechase. About three miles. Mr. More's Little Yeoman Mr. Price's filly by Cranbrook, dam by Sir Hercules 2 Mr. Percival's Mise Coilingwoud 3 Mr. Deacon us Marmaduko Won by four lengths ; two leagths between the second and third. The Fox-hunters' Stakes. About tbree miles. Mr. Allenby's York You're Wanted Mr. Pereival's The Times [lon. Captain Lawley ns The Serf Won by b length. Grand Handicap Steeplechase. About tour miles, Mr. Thorp's Toni Gurney Mr. Golby's Ploughboy Mr. Land's Odiham Mr. Capers Ganymede A fine race. Won by a length. The Selling Steeplechase. About two miles. Mr. Henderson's Lincoln Mr. Price's Cheddington Mr. Whitahead's The Squire Won by two lengths. LIVERPOOL SPRING MEETING, FEB. 26. WEIGHTS for the LIVEPPOOL SPRING Cur. Mile and a•balf. 31 subs. Age at lb Alonzo Eulogist 6 7 10 Beer Lightning Gamekeeper Saraband Jemmy the Black a 7 0 Little Davie a 7 0 St. Clair 5 7 0 Bolton The Rajah 4 7 0 Surgeon General 5 6 10 Cossey Ilary Prince Plausible 4 6 6 Ben zins 4 6 2 WEIGHTS for the AINTREE Age st lb The Assayer Gamekeeper Mary Sir Rowland Trenchard Menzie General Picton Hoddam 4 7 4 Tue SEFTON HANDICAP. N. Age st b fioddani 4 6 2 Laura Selina Bold Bowileuch 3 5 8 Bobby Taft (h b) 3 5 0 Staffordshire Nan 3 5 0 Prince of Orange 3 4 12 Shelah Lady Florence Pollux O'ner Pasha Ihranyss Van Brakell De Ginkel 3 4 7 Fby Birdcatcher 3 4 7 rho Village Cock 3 4 7 'LATE. Oue mile. 15 subs. Ace st lb Gathereole 3 6 0 Janet Pride Salmon Pera Pollux Shelah De Ginkel 3 5 0 The Village Cock 3 5 0 file and a quarter. 18 =bp. Age Fit lb IMenzie Prince Plaußible 4 6 6 Hoddam Laura Selina 4 6 0 Bold Baccleuch 3 5 10 Alfred 3 5 6 Prince of Orange 3 5 2 Shelab De Ginkel 3 4 9 Age et lb Alonzo Eulogist 6 7 11 Gamekeeper Little Davie a 7 .2 Bolton The Rajah 4 7 2 Sir Rowland Trenchard a 7 0 Mary 4 7 0 General Picton 4 6 10 WEIGHTS for the GRAND NATIONAL STEEPLECHASE. About four miles. 51 subs. Forfeits to be declared on or before the Ist of February. Age st lb Bourton a 11 10 Sir Peter Laurie a 10 12 Frank Picard a 10 12 Trout a 10 12 Jean du Quesne a 10 6 Star of the West (h b) Major 5lO 5 The Pasha a 10 4 Emigrant The Seaman . The Forest Queen a 10 4 Tom Gurney (h b) a 10 0 Molly Bawu (h 1)) a 10 0 Flying Buok a 7 12 Odiham (h b) a 9 12 British Sailor a 9 12 Lady Arthur st 9 10 GI i t 1 e a : t Pa r b € O de : t ********** ' a llll% : 9 111000 Jum PawaY (h b) a 9 10 Harold ........ Master D avid 9 9 19 s Minerva (h b) 9 10 Potter Age st lb Cavendish ...... a 9 8 Freedom - a 9 8 The Black Swan . 6 9 Boundaway a 9 6 Freetrader ...... a 9 6 Spring a 9 6 The Widow ....a 9 6 Motley Escape British Yeoman Teddesley Little Charley Jemmy the Black a 9 4 Minos a 9 4 Dan O'Connell Banstead Victor Emmanuel 6 9 4 Rockley 6 9 4 Stamford Wilraont Fennsan 6 9 0 Liverpool Boy Taffy a 8 10 Dangerous a 8 10 harry Lorrequer 5 8 10 Alice Grey a 8 7 gat his reel- SUDDEN DEATH os.CorLoriun LARDY 4 . T BRISTOL—COL Rment of Lardy, formerly of the 53d Shro pah i re in fantry, expired suddenly on Mo n d ay morni deuce at Bristol. The gallant officer had attended divine service o n S en d s y me ruing and eve n i ng at the Church of St. M a tth ew, K i ngs il own , o f w hi c h b e was one of the churchwardens, :tnd lie retired to rest on Su n d ay night apparently in his usttil health. At an early hour in the morning Mrs. Lardy beard a sort of moaning noble, and on speaking to her husband shortly afterwards ehefound that he was dead.. The gallant officer retired from; active service at the brevet in November, 1846, and since that time he has devoted himself chiefly to religi ous pursuits. lie was a staunch Protestant, and a lead ing and distinguiel led member of the Bristol Protestant Alliance, over w 1 hose meetings he frequently presided. Colone l L ar dy wm I also an active promoter of the mis sionary cause, bot h foreign and domestic, as well wof Church of England education. Eleven hundred and twenty one deaths were registered in London in the week that ended on Saturday, Jan. IJ. The average number of deaths, corrected for increase of population, is 1,332 in the third, week of Jan., which is the coldest week of the year, in the ordinary course of the seasons. The deaths were 211 below the average. 495 of the dead were children and young persona ; 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 zymotic diseases. Hooping•cough and typhus are epidemic. Mr. Watts, the Registrar fur the Islington West sub district, remarks:—" That 10 deaths have ocourred 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 et 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, Green with, the meek height of the barometer in the week was 29132 in. The read ing of the barometer increased from 30 . 40 in. at the be ginning of the week to 30.55 in. by 10h. a.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 eta tionary at this reading till after 2b. 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 of 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 56 deg. on each day ; the lowest, which occurred on Tae-day, was 24.3 deg. The entire range of the temperature of the week was 251 deg. The air was milder than in the previous 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. DEATHS BROM ALL CAUSER Population Deaths in corm. Deatl g Enumerated. spouding week in th. 1851. of 1855. Week. West Districts North Districts 490,396 Central Districts 393,256 East Districts 485,522 South Districts R.P.ILVTA.7 L.NTELLIGENCE. RAILWAY REFORM. A meeting of shareholders in railway companies was held yesterday at the London Tavern for the purpose of taking into consideration the seriously depreciated value of their property, and especially to consider a plan which it is be lieved will arrest further deprociatiou an I speedily place railway property in a sound and healthy condition. Mr. W. Malins was voted to the chair. Mr. Brooke, the secretary pro tens., read the advertise ment convening the meeting. The CILIIRMAN said—ln calling your attention to this very important subject, it is not necessary that I should reusiad 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 iu railway undertakings a capital almost twenty times as large as that of the Bauk of England; yet notwithstanding that large amount of ca pital, so little does the .investment enjoy the public confi dence 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,S;00 men ; and I might add that they are some of the beat 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 object 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 the half. yearly meetings, make our complaints, see the miserable state to which the property is being reduced, but who, after the meeting has separated, have no more power— the directors and officia's, 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 of shareholders. And in 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 be a very good plan, and very necessary for shareholders to interfere, the proper 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 yon 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 thatthey 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, walleye thought that it will be advisable to form a permanent 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 be governed by a council or committee, and that all shareholders be eligible, whether they be directors or not. In dealing with the question of railways, we must not forget that the canals are either 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 in saying that, provided railway directors meet the canal proprietors in a fair spirit, there will be no great difficulty in coming to some understanding. I scarcely need tell you, gentle men, that in my opinion —and it is the opinion of all prac tical men —that railways maintain the contest between themselves and the canals under much greater disadvan taees upon their side; the expense of construction, and indeed all the concurrent expenses, aro very much less, and the canals carry at far less rates than the railway; and, it 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 tho 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 Hr. R. Stephenson addressed to the Society of Engineers very recently, many of you will recol lect that he stated that the saving of a single farthing on the train mile would effect a total saving of 80,000:- 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 shoulo be employed solely by y ourse l ves an d di rect th e i r 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 p !r -feet success for the proprietors, anti 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 arid 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 you to dismiss from your minds the persons—do not look at the board of di rectors or the officials but consider that f o r ev e ry m illi on of capital you have from 500 to 1,000 families, and that, consequently, the whole aggregate of the railway inte r est in the kingdom numbers some 100,000 or 150,000 families, whose welfare in a great measure depends upon the success with which those undertakings are carried on ; and I thick that that consideration should subdue all hostility of feel ing between one railway and the other, and that the saute 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 do us no good unless we got remunerative ta riffs. If you are carrying on an amount of business a t less than it costs you, I as k you, as commercial men, what will be the result? What would be the effect ore your own affairs, if, on making up your accounts at the end of the year, you find that you have received less than you have paid ? Why, you would find the same result that these railways do—that, instead of making the profit that you are fully entitled t.,, you would have met with heavy losses. Therefore, one of the objects of the association will be to enforce the revision of the tariffs, and that negotia tions may be opened with the governing railway boards to being about such a general arrapgenient of prices and charges as shall afford to each a fair compensation for the capital 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 one great error, as it appears to me, has bees the system of audit. I know that there are 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, believe the practice is, in private lifo, 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 hoar. Therefore, I apprehend that such audits are comparatively useless. Iu some cases we find railways conducted with great prudence and care, and I could name ono 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 consideration, 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 ac counts is necessary, and the only mode of doing it is by the appointment of au 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 wreaked upon this rock. The general impression prevails that the capital account is made subservient to , revenue purposes—that no 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 rnada up there would be no dividends for the shareholders ; and I believes , that that is one of the wain 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 directors, my 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 to which shareholders should direct their attention. Now, sup posits., that such committee of audit and ceutrol 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 thatsome 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, fcr equal purposes ; but, so long as you give to your managers the power of making 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; mull, if you refer to the records, you will find that its downward progress has been unceasing, except at mo stmitiieetnuat tB s iso o on f e special e e ta: eachaalb e arr x ae c i hl i Tw t o e lha m dyeer e ore n sff t oss . eo, l n enlail a d s et l it t . you how long i s th a t e i n u ttk committeeh tehia immediate the led o ao b tf j e e a c ue t od noi audit to go on. ? (Hear.) ud control, which shall strictly examine the receipts eed 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 is costs you 9,5001., 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 -ideration hereafter, but I bslieve that too much pains cannot be given to the point of the separa tion of capital and revenue, so that not 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 is far as this that the capital should be in the custody of use set of men, and the revenue in the custody of another, ind that this board of audit and control shall be impera tively called upon, on their own responsibility as gentlemen end men of business, to certify to the shareholders bef o r e 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 ire " 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 remind 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 payaule to bearer, is continually going on, and therefore too 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 eccupy the attention of such a committee as that which I have suggested. Now, another subject of groat suspicion is the deterioration which is going on constantly in your roads end 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 Inspector, 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 up in to deal that, if you refer to the returns of the last week, you will find :hat there is an increase of 2,0001. in its traffis. There fore I say, gentlemen, what reason have we to despair ? I admit that the co s t! of railways has exceeded all expec tations anti 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 clone 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 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 spend 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 mak., a mistake in that most important point, the rate et which you can carry goods or passengers ; and one error leads to another. It is said that the Irish railways are batter 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 Ire 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 124,000,0001., were only worth, at the market price of the day, 89,000,0001. At the same time 13 French railways, on which 31,000,0001. have been expended, at the quotations of the day were worth 60,000,0001. There fore, while the British railways had depreciated more thal a third of the money actually expanded, 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 iu France 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 guarantees have totally ruined railway pro perty. If that were true all our efforts would be iu vain, eeeause if their ruin proceeded from that cause wo might save ourselves at once the trouble of any further conside ration about it. But that is not the fact. I shall refer to the London and North-Western Railway Company, not in the slightest spirit of hostility, but because it is the head and c own of all the railway undertakings. By its magnitude and length and strength of pocket it will ruin its neighbours, but at the same time it may ruin it self, and I merely make the comparison with that lino for the purpose of observing that, unless wo can get them to Act with prudence al d with wisdom, it will be quite in vain to attempt to enforce better measures in other rail ways, On the Ist of Jan., 1846, the capital invested in the rolling stock of the London and North-Western Rail way C urnpany was 851.4121., and the net earning of the year 1816 was 1,197,839/. The number of engines employed was 220; that is nine years ago. On the Ist of Jan., last year, the capital invested in their 'rolling stock was 2,404,7 )S/ 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 931,9611., being 265,878/. less for the work of 653 engines than for the work of 210. Therefore, gentlemen, I ask you not to despair of railway property, and not to suppose that these extensions have ruined you. I admit that they have injured vote, but the thing that is creating the ruin under which flit railway world is groaning is the working in many cases 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, aoti you can go to any principal town in the king loan 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. ft 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 instinct:ion from the society (which I hope we shall be able to enforce) that all railway managers, in snaking 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 au expense w:sich you incur as the coke which you burn in your engines. It is true that you can b e d e p r i ve d o f it, b u t th a t does not prevent its Leine 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 pis , 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 ehows at least one in 50 of the whole population is entirely dependent on 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 an amount of Par linmeutary influence which should save us in the hour of wed ; and I believe that our great object should be that we should exercise all that Parliamentary interest which wo can, anti so prevent that reckless ruin of our pro perty that has been going on for so many years. I think shall not trespass further on your attention than by stating that resolutions will now be proposed to you, com bining the objects which I hare so feebly laid before you, and that this meeting will be adjourned till the 31st inst. ; and in the meantime we way be enabled to collect such a body together as shall give us power to exercise in our own affairs that influence which, when united, we ought to possess; and I feel confident that if our associa tion is sufficiently numerous, and its affairs are conducted with prudence and discretion, we shall very soon see our Property placed on a very advaniagorus footing. Our ob ject was also to ask you for any suggestions which you have to make. We are not welded to any plan of our own, but all those points will form the subject of discussion before the committee or council which may be appointed ; and when you find that the saving of a single farthing per train mile will add to the gross profits of the railways of this country of 80,'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 movemt nt is followed up it will be attended with the greatest possible benefit. I see before me gentlemen of great experience in railway matters, whose opinions I have ascertained in conferences with them, and they all take the same view. Therefore, ge e . tlernen, I call upon you to give us your support in this as sociation. (Cheers.) Mr. MITCHELL 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 legiti mete value, restricting and closing the capital account, and the suppression of ruinous tariffs by territorial arrange ments. He thought if they wore 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 withi n the past th ree years i t had b een depreciated from 25 to 30 per cent, below what it was in 1853. The charges for ac commodation hal not been' framed in accorlance with the first cost of the article to the public. The chief causes of the depreciation in railway Iroperty arose from the increase in the capital accounts, competi tion, and unremunerative tariffs. The latter was what they had principally to complain of. With regard to the unjustifiable increase of capital, he would al'ude to one company that had expended 31,345,000/. in 1853, and had increased the amount in the course of eighteen months by 2,026,0001., increasing the preference charges by 109,260/. for the year, while the working expenses hail been in creased by 127,8151. The Great Western Company had increased their capital account by 2,978,9891. in the course of 11 months, the preference charges in proportion, and the working expenses 46,9231. There head been no increase in the charges for the conveyance of traffic on those lines, while the cost of working the traffic had incre teed 20 per cent. The affairs of railway companies had be en carried on in contravention of every sound commercial principle. Efforts had been made to prevent competition. They were told at the meetings of the Great Western, the Lon don anti 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 association of proprietors they would be 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, o 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 toloavotown 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 tariffon such occasions charged by the Eastern Coun ties Company was particularly low, and he would say unre munerative. 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 evn. railway directors was giving too much aecosnincirla; tion, and taking too little for it. The salaries and emolu ments of rail way officials were too high. It had been re marked by Mr. Stephenson, who Wes a great authority on railway mattere, that; notwithstanding, competition and low fares rail Way traffic had gone on increasing ; but, although the traffic had increased considerably, there had been no corresponding increase of dividend. Ho thoujot that showed a grievous error in the management. (Ap plause.) It was not likely, .as stated by Captain Huish, that Englishmen would sit down idly and repine at that state of things, without making souse energetic exertions to put matters right. If the shareholders would do 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 net 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 for ward 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 gut up fur a purpose. A comparison had been made between the management of French and English railways, but ho thought the slower rate of travelling adopted iu Franco would not be tolerated in England. They also charged lower rates, and, owing to the slower rate of travelling, their expenses were not so much as in &gland. Mr. E. J. HERAPATH remarked that the object to ac complish was the closing of the capital accounts of estab railway companies. The principal reason why the railways of the kingdom did not pay remunerative divi dends was that the capital expenditure bad 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 derta.kiugs to the proprietors, and the circumstance might be traced to the same cause —a low capital expenditure in comparison with the heavy outlay on English railways. He might mention that in Belgium the dividends of the State railways were last year as high as Gi per cent., being nearly double that on railways iu the United Kingdom, yet the traffic on the Belgian railwatelwas 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 immune nerative as in Eegland. In this country they had p iid, in Parliamentary and law expenses, about 25,000,0ei.)/. iu ob taining acts of Parliament for railway companies. Mr. R. Stephenson hal stated the amount at 14,000,0 01., but ho (Mr. Herapatb) believed the full amount would show 25,000,000/. as the expenditure. He hoped they would bo able to form sash an 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, and 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 dinidends, and secondly by giving public 'confidence to railways as investments. A powerful association of rail way shareholders would cure those gigantic evils, which but fur such interference might go on accumulating for years, and in time utterly swamp the dividends of rail way shareholders. The abeoluie and complete closing of capital accounts of old lines would vastly increase public confidence in railway undertekings. There was an impree siou iu the minds of many country gentlemen that railway dividends came out of capital, ou the ground that the cur rent capital expenditure of railway companies generally aseounted to as much as the sum paid iu dividend. The public would never believe in the honesty of rail Way ac counts until the capital accounts were closed. With regard to the raising of passenger fares, it could not be done with out damage to the railway interssts. 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 28. per train mils ; but if they had 100 third-class passengers, each at Id. 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 Uuited Kingdom amounted in 1355 to above 21,200,0001., and that in the course of six or seven years there was every probability of Cos traffic for the year amounting to 30, 00,000/., it was clear that a great deal was to be expected in the shape of increased dividend c fr o .o u m , e g ouod on the l managementpart tof th a e m a r n e h e o n l d e e r r g s e t t i o c e a l n o s d e dtehtee capitalrm i ne accounts. Mr. BULLER adverted to the successful results of au as sociation formed by Sir W. Mulesworth, Mr. flume, 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 tnemselves. 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, ho thought they were the worst-managed lines where they paid the most, sech as 2,0001. a year to Mr. Waddington, of the Eastern Counties, and !,oeo/, a year to Mr. Mecgregor, of the South-Eastern. Mr. GOETZ said he thought, with respect to railway matters, they would do well to copy from their neigh hours. The great evil to railway property iu England arose from bad legislation. - The frVe-traile policy recommended 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 nut allowed, and fixed charges were made on every line for the conveyance of passengers and goods, so that there cowl ibe no competition. The chairmen of railway companies were perfectly independent of the shareholders, and— what was worse—they were irresponsible for their acts and management. The directors of companies in other countries were trustees and made accountable for their management. Great power was Given to the managers of English railways; there was nu punishmmt for the falsifi cation of accounts. If a general manager were to put down a false or fictitious sum of 10,0)0.!. 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 fioin the CHAIRMAN the reso lution was put, and unanimously adopted. On the motion of Mr. WRIGHT, seconded by Mr. F. noun', 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 setvices to be gratuitous." Dr. COWAN recom men d e d th e - promoters to obtain lists of the shareholders of rail way companies, and send circulars to them on the subject. He cowls furnish lists of the share— holders of three railway companies to which he belonged, and he had no doubt that shareholders in other companies could do likewise. He would, if possible, send a, circular to every shareholder iu the kingdom. A great deal of mis chief had been done by unwise legislation, which had cost the companies at least 20,000,0001. out of a capital of 300,000,000/. Every one was convinced that there must be an entire change in the legislation and management of rail way property. On the motion of Mr. GRIDLEY, seconded by Mr. HOB SON, it was agreed that subscriptions should be paid into the London and Westminster Bank, and be drawn out as required, by the signature of two of the committee. Mr. HOBSON knew a case iu which a railway company was charged M. 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 short conversation it was stated that railway shareholders were under great obligations to the press generally for the able and str a i g htf orwar d warner in which hey had defended their rights and male known in juries inflicted upon them. - A committee was then appointed, consisting of Mr. Leech, Mr. Hoare, Dr. Cowan, Mr. T. Tesg, Mr. Buller, Mr. J. J. Leon, Mr. Hobson, and Mr. Mitchell, to carry out the objects of the meetieg ; and the latter was ad journed to the 31st inst., for the purpose of enrolling mem bers and for I, , eneral 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 7,722,715/., consisting of 1,869,4351. wort gage debt, 1,237,6461. preference capital, and 4,615,04/. consolidated stock. The total capital outlay (hiring the half-year has been 17,0311., of which 8,0391. has been expended for enlargement of the Loud on t erm i nus 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 aczordingly some items for additions and improvements to the liue and sta tions, which strictly belong to capital, are now charged to revenue. The gross revenue f o r th e h a lf- year h as b een 408,6061., showing an increase of 12,161/. over the corre sponding half-year of tB5l, which was 31,72 1. more than that of the corresponding half-year of 1853. Of that excess 8,3881. arises in the coaching, and the remainder in the goods traffic. The Crystal Palace traffic has produced during i 1855 the sum of 43,1531. The directors consider the re mit of the traffic ou 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 cf affording reasonable encouragement to landowners awl others whe may desire to obtain railway accommoda tiou without calling upon the company to incur any outlay of to ipital, or to undertake undue engagements in the shape 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 accountfor the past half-year. The revenue account for the half-year shows that 396,9301. had been received and 182,1591. expended, as against 334,3191. received and 177,336/. expended at the corresponding period of 1854. A tabular statement in the report shows that the gross receipts on the line forthe year 1848 amounted to 453,4081, ant for 1855t0 719,022/. The number of passengers conveyed in 1818 was 2,485,779, and the receipts 349,977/. and in 1815, 6,318,938 passengers, the receipts being 495,720/. The nu m bes of miles run by the trains in 1848 was 1,119,308; and in 1855, 2,092,517. The total expenditure in 1848 amounted to 187,0871., and in 1855 to 338,8591., including 14,774/. for the Croydon acci dent. At the same time 12,3601. was taken out of the re serve fund for renewals. The increase in the receipts on the line during the past seven years appears to have b een 249,109/., and in the expenditure 151,7721. ; showing a net increase of 97,3271. With the exception of 4 ,690/., the re serve fluid has now been expended in renewing improv ing, arid fish-jointing the permanent way, an d th e result has been a considerable diminution of the current outlay and cost of labour for maintenance. The directors propose 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 137,5741„ out of which the directors recom mend a dividend of 21. 18s. per cent. fur the half-year, amounting to 133,8231., leaving a b a l ance of 3,7211., and making the total dividend for the year 1855 amount to 5 per cent. The total expenditure on capital account amounts to 7,776,7781. MANCHESTER, SHEFFIELD, AND LINCOLN. The working expenses and other outgoings of this com pany's railways (each:hive of the Manchester, South Junction, and Altringham), have amounted in the first fortnight of the half-year to 8,8131. Os. 6d., being at the rata of 51.28 per cent. on the railway traffic for that period. The proportion of tho South Junction, &c., re. ceipts accruing to this company for the same fortnight have amounted to 736/. 2s. 2d., the expenses being 3711. 16s. 5d., or at the rate of 50.50 per cent. ric'om the London Gazette of Last Night. DOWNING•STREET, JAN. 11. The Queen has been pleased to cpustitute the Colony of Western Australia to ha a Bishop's See and Diocese, to be called the Bishopric of Perth, and to appoint the yen. 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 A'bert Adorn, Esq., to be Secretary, Registrar and Clerk of the Council and . Clerk of the Enrolm -nts, for the Island of Tobago; Henry Sharpe, Esq., to be Provost-Marshal, and. Bouverie Al leyue, Esq., to be Secretary, Registrar and Clerk of the Council, for the Island of Grenada ; Henry Francis Fynn and Benjamin Blaine, Esqrs. ' to be Resid en t M ag i s t ra t es for the District of Natal; and Hollier Griffiths, Esq., to be District Magistrate for the Island of Mauritius. FOREIGN OFFICE, JAN. 10. The Queen has been pleased to approve of Mr. John Luki3 Mansell as Consul in Guernsey for his Majesty the king of Denmark. FOREIGN OFFICE, JAN. 21. The Queen has boon pleased to approve of Mr. Louis Levison as Consul at Birmingham for the Republic of Chile. WHITEWALL, JAN. 19. The Queen has been pleased to present the Rev. Edward Revel Eardley 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. W►n. Thomson, M.A. WHITEHALL, JAN. 19. The Queen has been pleased to appoint Robert Pashley, Esq., one of her Majesty's Counsel, to be Assistant Judge of the Court of the Sessions of the Peace in and for the county of Middlesex, in the room of Mr. Sergeant Adams, deceased. CROWN-OFFICE, JAN. 21. MEMBER RETURNED TO SERVE IN THIS PRESENT PARLIAMENT. City of Lincoln—Gervaise Tottenham Waldo Sibthorp, Esq., in the place of Charles De Laet Waldo Sibthorp, Esq., deceased. COMMISSIONS SIGNED BY THE QUEEN. Forfar and Kincardine Regiment of Militia Artillery-- Henry Mackay, Esq., late Brevet-Major 79th Highlanders, to be Adjutant; John MOCoinie, Gent., to be Quarter master; William Handyside Buchanan, Esq., to be Pay master. COMMISSIONS SIGNED BY LORD-LIEUTENANTS. County of Suffolk—Andrew Arcedeckne, Esq., to be Deputy-Lieutenant; John George Sheppard, Esq., to be Deputy•Lieuteuant. BANK RUPTS. George Fossey, timber merchant, Norway Wharf, Mill wall, to surrender, Jan. 3J, at one, and March 12, at eleven, at the Court of Bankruptcy. Pennell, official as signee, BAsinghall-street ; Linklaters and ilackwood, Sise lane. Edward Rowland and Thomas Evans, builders, Cole man-street, New North-road, Jan. 30, at one, and March 12, at half-past eleven, at the Court of Bankruptcy. Nicholson, official assignee, Basingliall-street; Lawrance, Plows, and Boyer, Old Jewry-chambers. Henry Mansfield, fancy toy dealer, Liverpool, Feb. 1 and 2S, 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 ; Canis and Cudworth, Leeds. William Page Flurlston, wine and spirit merchant, Chel tenham, Feb. 4, and March 3, at eleven, at the Bristol District Court. Acramem, official assignee, Bristol; Towle, Cheltenham. Abrahain Stimson, builder, Bloomsbury, Birmingham, Feb. 4 and 2.3, at half-past ton, at the Birmingham Dis trict Court. Bittleston, official assignee, Birmingham ; Southall, Birmingham. Thomas Bare, licensed victualler, Wolverhampton, Feb. 2 and 23, at 11., at the Court of Bankruptcy, Birmingham. ChriAie, official assignee, Birmingham ; Walker, Wolver hampton ; Motteram and Knight, Birmingham. John Griffiths,- carpenter, Ludlow, Feb. 2 and 23, at e l even , at the Birmingham District Court. Christie, official assignee, Birmingham ; Parnell, Biistel ; Reece, Birmingham. Willi - tau Hinton and Samuel Meredith, builders, Pen moil, K ngswinford, Staffordshire, Feb. 8 and 29,at eleven, at the Birmingham District Court. Bittleston, official afflig nee, Birmingham ; Coldicott and Canning, Dudley; Hodgson and Allen, Birmingham. Alexander Clark, engineer, Lincolu's-inn-fields, Jan. 30, at two, and March 12, at twelve, at the Court of Bank ruptcy. Pennon, official assignee, Guildhall-chambers; • Johnson, Chancery -lane. James Fraser, spirit merchant, Lower Thames-street, Jan. 25, at one, and Feb. 26, at twelve, at the Court of Bankruptcy. Lee, official assignee, Aldermanbury ; Mar don and Prichards, 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 t Curtis, builder, Stratford, Feb. 1 at two, and March 7 at one, at the Court of Bankruptcy. Whitmore, official assignee, Basinghall-street ; G. and E. illeary, Fenchurch-buildings. Joseph Allen and Brammall 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 • Motteram an d K n i g h t,B i rm i ngha. Joseph Spooner Tru Taylor, ironfounder, Derby, Feb. 12 and 26, at half-past ten, at the Birmingham District Court. Harris, official assignee, Nottingham ; Helm, Derby ; Motteram and Knight, Birmingham. EXA.MINATIONS. At the Court of Bankrupty, Basinghall-street—Feb. 1, at half-past 1. W. Oster, 16, Earl-street, Finsbury-square, Middlesex, cab proprietor and carrier—Feb. 5, at 12. E. Hobbs, 47, North-street, Brixton, ironmonger, tiuman, and brazier—Feb. 5, at half-past 1. R. Briant, 31, Mur ray-street, New North-road, Iloxton, carpenter and builder. DIVIDENDS. At the Court of Bankruptcy, Brasinghall-street —Feb. 15, at 12. R. K. Meadon, 35, Walbrook, City, wino and spirit merchant— Feb. 18, at 12. J. Digby, Birch, Essex, miller —Feb. 1:3, at half-past 11. W. Riddell andM.T.Raymond, 5, Sherborne-lane, City, merchants and commission agents —Feb. 13, at 11. W. Donkley, Daventry, Northampton, grocer, Feb. 14, at 11—H. Rose, Jerusalem Coffee-house, City, and York -street, Portman-square, merchant—Feb. 12, at half-past 1. S. Isaacs, Queen-street, Portsea, hard warernan—Feb. 12, at 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, 131ackfriare-road, builders—Feb. 12. at 12—L. C. Hertslet and J. Okell, Union -court, Old Broad-street, City, merchants. At the District Court of Bankruptcy, Manchester—Feb. 14, at half-past 12. 11. Kay, R. Kay, and W. Kay, Hey wood, Lancaster, cotton spinners. CERTIFICATES TO BE GRANTED. D. Thotnassini, 234, Tottenham-court-road, upholsterer, Feb. II—R. Kellaway, &leaden, Walbrook, City, spirit merchant, Feb. 15—W. Dent, 21, Newcastle-street, Strand, lead merchant; W. Miller, 231 and 232, White chapel-road, coffeehouse-keeper, Feb. 12.—T. Gorton, 52, Lincolu',--inn- fields, merchant, Feb. 13—A. M'Curroll, Brighton, seller o. musical instruments, Feb. 13—N. L. Dyson, Macclesfield, Cheshire, grocer, Feb. 14—W. Install, Dudley, Worcestershire, stationer, Feb. 21—J. Gtitliths, Wednesfield, Staffordshire, iron dealer, May 19—H. A. Shilton, Coventry, trimming manufacturer; F. D. Blyth, Birmingham, factor and paper :nacho manufacturers ; W. Chamberlain, Walsall, Stafierdshire,builder ; W.Whathen, Hereford, upholsterer ; L. Baugh, Sedgeley, Staffordshire, grocer, Feb. 14. INSOLVENT PETITIONERS, J. Butler, Birmingham, boot and shoemaker—J. Mon slow, Birmingh a m, pock e t-b oo k Ina k er—F., W. Walsh, Birmingham, out f business—J. Collacot, Bristol, grocer —S. D. Saunders, Westbury -upon-Trim, Gloucestershire, medical mesmerist—W. Brown, 01.1 ham, Lancashire, coachman—J. Messant, Castle Hedingham, Essex, tailor— J. Forster, Newcas le - upon-Tyne, licensed victualler—J. Milner, Newcastle-upon-Tyne, currier—J, Scott, New castle-up3n-Tyne, licensed victualler—A. Willhraham, Newport, Monmouthshire, brewer—W. Taylor, St. Briavels, Gloucestershire, blacksmith—O. ilibberd, Col chester, hatter—G. Walker, Northampton, saddler—J. Rounding, Walkeringhatr, Nottinghamshire, boot and shoemaker. PARTNERSHIPS DISSOLVED. T. Crashaw, 111. Robinson, and T. Holgate, Old Ac crington, blacksmiths—W. Sayer and G. Sayer, Stratford, saddlers—John Adams, William Cooper, and Thomas Earloy, Longton, Staffordshire, grinders of potters' materials—Thomas Clifford and John Gorton, Tong with-Haulgh, Lancashire, soda water manufacturers— E. G. Allen and T. Page, Pitfiehi-street, Iloxton station ers—C. Mumford and Win. Casebow, Downhatn Market, Norfolk, auctioneers—Wm. Oliver and S. Oliver, mercers —,T. Hooper Hartnoll and Squire Steph en Lucas, Green wich, printers—G. Okoll and J. Kendal, Manchester, stuff merchants—R. Tucker and J. Dominy, Come Abbass, Dorsetshif e, follmonger—G. Webster and E. Bayley, New market St. Mary, Suffolk, grocers—R, Vernon and J. Vernon Davenport, Audley, Staffordshire, surgeons—Wm. Brown and E. Walker, Heekrnondwike, 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—E. Board and. Wm. Smith, Shepton Mallet, painters—T. C. Rounsell, Wm. Hounsell, and Wm. Schenk, St. John's, Neweoundland, merchants— A. Gould, Wm. Bishop, J. Broad, T. Bennett, and J. Hirst, Forest of Dean Gloucestershire, mall ea bl e i ron manufacturers —T . Routlidge and T. B. Routlidge, Pente fract,Yorkshi re, drapers--C. Ullathorne and G. T. Stewart, Liverpool, drapers —J. Jones, B. Sproule , T. G reen, Wm. Taylor, T. Bold, and J. Phillips, Liverpool, ship broad Wm. Tayl or , an d bakers—J. J ones, B. Sproule, T. Green, T. Bold, Li verpool, ship bread bakers. SCOTCH SEQUESTRATIONS. James Stewart, bootmakor, Forfar, Feb. 1, at one, within the County and Commercial Hotel, Forfar. Andrew Rutherglou, stationer, Glasgow, Feb. 4, at one, within the Globe Hotel, George•square, Glasgow. John Waddell, flesher, Kirkintilloch, Dumbarton, Feb. 2, at twelve, within the Black Bull Hotel, Kirkintill oc h. George Rogerson Goldie, cotntnission merchant, Glasgow, Jan. 16, at twelve, within Brawn and Maciudoe's Rooms, St. Vincent-street. William M'Ewan, Sons, and Company, sugar refiners, Gla sgo w, Feb.l, at twelve, within the Globe Hotel. COURSE OF EXCH. Amsterdam.. .• •• • •.. 11 17}i Ditto, three months 12 0 Rotterdam . ........ 12 0 Antwerp 25 6 Brussels • 25 6) tlamburgh ............ 13 10 I A ; P4I is ........ 25 35 Ditto, three months .. 25 77 Marseilles 25 77 Bounleaux ..•• •• •• •• •• Frankfort-on Maine.... 120% Berlin ...• •• Vienna 11 6 T rie5te............ •• •• 11 9 Petersburg ............ Sfadrid . 19 11 Cadiz ........ • • Barcelona ... .• •• 80ville..•• •• QE.-YESTERDAY .•• • • •••• •• Leghorn Gibraltar ...•• . • .••37 20 Genoa ••••• ........ ..• :•2)¢ Naples •• •• •••• Pole •••.• ;,t% Polemic,.... •.. . •••• 1A34 Messina •• • ........ ..• ;33c Llsbo- •• •.•• ..... • 5:4u Oporto .• •• • 53% Rio Janeiro ...... •• .• Buenos Ayres.... New York,6o days' sight Philadelphia • . ...... PRICER OF RULLICN, PEK oz. Foreign Gold in Bars £3 17 9 Portugal Gold ecin Mexican Dollars ...• 0 0 0 New Dollars, 0 0 0 Silver in bars Complaints have been made against certain railway companies that their permanent way is not likely to last, but we are sorry to find on inquiry that many of theta are going on in the old way, which is a very bad Way P and is likely to be only t oo permanent.—Punch. DaY VaVa in Goneral Post_ (Moe, London.* Evary morica(bylirit.pack IN • moiler. i by Unit:pi Sts. packet) .......... N merles. (by IT States packet) .... vastralia (via South ampton) .......... iki J .)itto (vie Versailles) N. , )itto (via Cape of (100.1 Hope) I Vrica (West Coast) NAd of the month ,xandria ........ 9. 24,8 z 30 of . 4.loxandria.. m; , ith ft, 20th of tnoh. :at'.amas of the 4elgium N nallY 3razil ...............4119th of the month.. ttumoeAyree........All 9 th of the month.. Cape of Good Hope ..N Cape of Good Hope ..N Cape de Yards 9d , of tb, month, Ceylon (see India) Ceylon.. ...........1v Channel Wog Chill.. ;2cl Fi 17th of vriontll China . Once a month.... Constantinople 8,13,18,23,&28 oi m Canstantinople I 4 th Sc 20th of mon. Cont. of Europe M ic N !Twice daily Egypt (see India) France i Tivich3 Gibraltar ..........3 , 1. 4 .7.17.20,27 nfni. Greece (seo India) dreytown ..........M 2tid &17th of rnon.l Ilambargh ..........N,Tuesday & a m . anna g 2nd of the monthl Holland Honduras .......... M l7O citha month.' India (viaSouthampt.)Ml4th 20th of mon.l India (via Marseilles) Al ; Rh& 25th of tuonthi lonian Wee (see India)l7, 17, & 27 of mon' Ireland & N Twice daily .. • ... Liab0............... m 17,9, 17. & 27 of m, Madeira ............M the mo n th sudeirs NI ;23d of month Malta (soo India) Malta ............ . tilB. 18, &28 of mon. Mauritius (see India) Maurithia ........ 14th of the month w ilco 2nd of the month.. N aples ........1115thiSth2.5thofmon.i Now G rana d a ,21& 17th of month New Zea1and.......... illy private 8)11) papal States Mh24thofmOn Peninsula ilthilth27thonnon. Peru 3.412 d Sr 27th of mon. Port Natal I lly private ship... Sicily ~............zr,sthlsthMthormon, Tuscany Venezuels M id& nth otmontla Van Dtemen's Li;n d (se, Australia) We it Indies 1 2a 17th o: month; Whenany of those Elates fall on a Sunday, the malls will ! ,- ,01 ?patched on the followi ng d ay, with the exception of the fildi!VO Sontharnpton), and the Malta, both of which will be doipatehe" preceding day. SHARE MARKETS. LIVERPOOL, J AN. 22, STOCK EXCHANGE.—The tone of the market has H BO very active today, a lar ge b us i ness d one, and prices closiV „ at the highest point. London and North Westerns, 91 j. r s Caledonian, 28} —East Lancashire, 18 4—Laneag and Yorkshir e , 80 793 So —North Eastern and Berivic , , (Leeds capital stock), 13 /—Midlands, 1684 iAti Manchester, Sheffield, and Lincoln, 244'24$ 24i-Dut ch of RhenCanaish, 18s. 91. p.—Ditto, new, 2i pm.--Great Weit! e b la, 26ADitto, new, 3 pm. —Soirth Eastern. 1,. 3 s• 9d. # 3s. 9 d.—Luxembourg constit., Bit 13s. 9d. Great Western, 55 Eastern Counties, 8.L3.9. MANCHESTER, JAN. 22.. TOOK EXCHANGR.—The market to-day' has been 0 01 ' a large business, and prices are considerably improf lthnchester, Sheffield, and Lincoln, 20—Ditto, 6/. Po' pm.—Great Westerns, 55—Great Northern A. 14 , Dovers, 184—Midlands, 68i—Leeds, 80—Ditto F, 16.10'` BIRMINGHAM, lAN. 22 STOOK EXCHANGE. —The tone of the ni.arket was oe bi igIC to day, and the prices of yesterday maintain ' London and North Westerns closod 96i te. 971—Midlandl 66— Birmingham and B r i s t o l Six per Cents., 132—Gre at Western Bi rm i ng h am Guaranteed Monk, 69i —b Staffords, 2.18,9. dis.—Shropshire Banks, 3i. LEEDS, JAN. 22. STOOK EXORANGE.—A very inactive businoaa to dAp Leeds, 79 8C —Midlands, c 7 i—Wakefiol a Corn Exchasir" 171. DUBLIN, JAN. 21. STOCK EXCHANGE.—Threo per Cent. Cistsols, 894 893' Ditto for Account, Feb. 7, 894 i—New 'Three per C o ° . Stock, 89.4 4—Ditto, for Account, 7th Feb., 81 Great Southern and Western, 51i—KilIarney Junction (for account), 7 i—Dublin and Belfast Junction (501. 45—Bank Stock, 218— Consumers' Gas Company, 15 -1 Dublin and Wicklow (f or accoun t) , 5 L.---Dublin Drogheda, 58—Mining Co. of Ireland, for account, 133 —Waterford and Limerick (591. paid), 224—ratriotie surance, 8. BIRTHS. OP A EION. On the 20th inst., at Florence, the Countess of :Arlie. On the 20th inst., at Great Malvern, the wife of Lieut.• Colonel Forbes. On the 21st inst., at Eton College, the wife of the Bev. John W. Havitry. OF A DAtIGHTER. On the 20th inst., at 38, Brook-street, Lady Emily Dna' garran. On the 21st inst., at 23, Berkeley -square, the Led/ 7K-aodonald. MARRIED. On the 19th inst., at Si. Stephen's, Shepherd's-WA , Mr. J. T. Hayes, of 5, Lyall-place, Eaton-square, to 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. Joseph Worboys, of Paddingt on , to E mily Sophia, eldest daughter af the late Mr. Jas. Smith, of the Edgeware-road. DIED. On the 21st inst., Thomas Fry, Esq., of Bow, and Caw non street, city, aged 75. On the 21. st inst., John Randall, Esq., of Maiden-Jane and Hadlev-como, aged 51. On the 21st in m st ~ n ' at Thornes House, near Wakefield, Bsnjn. Gaskell, Esq., for many years one of the members of Parliament for Malden, aged 75. 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. Harrison, se con d so n of _Mr. L. Harrison, ofll, Camden Unlace west, aged 21. oo the 19th inst., at Bonn on the Rhine, William, the s ldest son of the Right Hon. Edward Strntt, M.P., agsl 17. On the 18th inst., at Belfast, Wm. Rowlatt, Esq Coss -li/sander R.N., aged 47. / LONDON: Printed and Published by MURDO YOUNt't of No. 112, Strand, Printer', at The Sure Office, No 112, Strand, in the Precinct of the Savoy, in the county of Middlesex, Wednesday, JAnuary 23, 1356. Country Td:ukets. LIVERPOOL -JAN. 22. A good attendance of millers and dealars, and a tone perceptible. Wh ea t me t a goo d d eman d a t genell', a decline o f 6d per 701bs sin c e T ues d ay . Fl our mor e F e ll able at 2e per sack and barrel decline. Oats and oath ji neglected. Barley, beans, and peas sold at a decline oS e i, per qr. Indian corn met with a brisk demand, 11W American b e i ng i s t o is 61 per qr. above the rates of Y ., 1 terday and Saturday. LEEDS—DEC. 22. 10 1 There is a b e tt er f ee li ng i n the trade to-day. 10 want to purcha se w h ea t at 5 s per qr. decline, which ilyrr, tors in few i ns t ances accede to. Barley fully 2s Per 4 and beaus is cheaper. Oats in favour of the buyer. IPSWICH —JAN. 22. 1, s j The wheat supply small, a s l ow t ra d e, an d prices a-1 3s per qr. decline upon last week. The same may birys of barley, although choice m a lti ng samp l es co m mand d. to 40s per qr. Sellers wo u ld no t t a k e t h e reduce d Pll offered for beans and peas. PR% QUARTER. PIM qtr -LSO 0 Wheat, red (old) 70s to 7O Barley, grinding ... 363 t° 4 o Ditto (new) Ditto, white 76s to 80, Peas Ditto (old) Barley, malting ... 38s to 40ilolour, per sack AVERAGIie FOR TAB WHIM ENDING J. 19, 1855. Wheat Oats Peas Barley Beans HULL—JAN. 22. A good attendanco to•day, and a very excited mare Wheat a fair sh ow , chiefly in moderate c o ndition, an u ol ready sale at 3s to 4 s d ec li ne on l as t wee k . F ore i gn wha t held firmly. All spring corn is lower nominally 2 / 1 ,51 qr. Linseed and its p ro d uc t s d epresse d , b ut th e sbe" declines are difficult to quite. a s s! I. i. , Wheat, English, red 7?, to 76yeas, grey and black --- nil Ditto white 7B to ••4)l4inseed, Black Sea.,. 7 6 :0 Dantzic and Konigs- (Ditt o P e t ers b urg h ... 72 w berg B2 to 84Ditto Riga and Arch- ' PomeraulauandHam- ( angel burgh Danish, Holstein, and Memel ,„ 65 7. 0 , Friesland 74 to 78 ( M u le, Russian and Odessa 68 to 70 Lins. c., Hull 13/ Os to 1 3. ei Oats, English Ditto Danish Ditto Friesland Ditto Russian 2B to 301 Rape cakes 135 s Od to 147 ' / I Barley, malting Ditto grinding 36 to 38;Ditto foreign Beaus Ditto foreign Peas, white and yol. 50 to 54 Ry e M ea l BRISTOL—JAN. 22. 0 10 The market for all kinds of grain i s a p er f ec t 1 )15 Factors willing to submit to a redu c ti on o f f rom Os ...Mg per qr. on last week's prices for whe a t, b u t a t th es e 1 : 0 $ no business was done. Barley, oats, beaus, and pegs iu demand, and prices nominal. SEABORNE MAILS. Pl .ignites that tite malts are aent from the General P00 ..1 ..1 the night—and NI by the morning—Aespateh.) COU.NTRINt. from ►/Liu Port Dispat u. Liverpool I Liverpool 18out.hun ! r Southumpto Dover IPlymou ',Dover .. 'Southampt South AM pt. Dover .. . South imp I o. South...nt? 'Various port igouthampto , Southampto, Sontliampto iDover Sonthamptoz [Dover .... Dover .... Southamptot ISouthamptou ,Loadou itiouthamptot, Dover ....... 15outhamptor Plymouth .. !Dover ..... Dover.. if Jhead Bouthamptoi Bouthamptot Liverpool ... povor Southampt€ ipover • Southamp6 Variotui port Dover • • • • • . Agr Ifo° 6nsl 0 ,/ 1 31 01. Vouthauipior. Southampton Various pork• I Dover Dover Gln( Feb. 6 gOUthain - F.b Feb I'i' Ono Jae. 0 rgi . T h.t 6 !Jan. 9° Southampton , rola °ll Cfrio." Jap. l6. thdrl_ I 6tl lo r, Jan..' I 1 rwls O W Feb.i 0 ran. 0 ireb I I _lO anie, !unieos 1,0 10 jlAGifi~ ALBS Notice is I.Mtet the ra , AYMENT January, 1 AL BI( :14obt711 : IenainD e , fa nure besta rs d)De s bY str sr ea 3 stl stutv GOOD co: TRE2 The Bo x oil „„ so / -"le REI "'ate boxe s Z s tre); ott 7 1 es; 2/. 2 64 . ; fir MORNIN( THIS EI After whit, I nductive Episodica Phical, I Parabolic Mechanic l ')„ cal, He Sati MASicat ] inaakegp'e, LIRA] Which foi teneive at Which wi a nd.Peen' - "Q'T DIDI The Seem ' 4 %11d MCI 3 ''fit kiach 14 rties, Dec e k c44 ers. Th merogr aP h i 'enise. eZeetted b tic Ph , • does, Sprit it._..vverture a E • The .4 L. Bla Vetted and • (Mt Iludl3 t, and tl radertee ittie Jacipka] 3 'telt S r v° ttYwiok liu ra 8 v. Puy D -.LoWh orn ; Cat and the dis tinguish e In any Line s' l TOddiekin: ! teBB r B. . 31 1 haV( " Then tt And sh to gel V 4 t h distall °ling II lebed h ° Dr. Vh" 11 ), Mr. . Nags Justit Zna Starch, 1441° 11 . 1 1gL Jancitr l iisr4rt, Slypu P acker L::``tas sum Foolla not e ke , ktiah, ancf 3oln utstc p ßo w o4 Y Ladi ea a kid n( b nUble s Clatte t o dart ; M I 6 ! Isrose r nli rotevreli• 9 esut xi Jchl paid tid" atte 111* eY (h ettlita, mess lit nAkin - Bparl ti " 81! honks iltn ° o th g 411,4800e8 thE treat In I NI.I of • (Ara CLous in "ki ng thi The TrYstil tothi n " Dreg S'rhPieriwt J( )iO4 ll l 1141(1:11:, 1 16,0 „, d nr ight, „ J JUSTII il a _,rraer PUltra. erable c ued be t , at C a ) :, (ak a i( 4 , 8 e k r I t • 'elite th ' i Petth A Suds )31q( 5 h , 1134 Tw o ] 411 e I' • 111 .0 T",, • 1 , 7 70 . .11.0 T wo • A sci ut tered h._ P i t i n 7N, t—i] hat's Kew t~ te l4si!iar I, — * 4 krupi - war S I :weet "neiple The Mee ""I—e( :nionabl branu Ld ' oagi ng • oned— th4 • B A ' t To be, thick a re Lo( them , of th e w ai Tire! F of the I %laded Scott' s veryt 4.antlet Bottl e I°l ' P* T rouser Race fc .k Visi *Des e e gets T 4 ettiene c tio ten 144,9 Acti