The Sun. — London, England, 1830-04-27 00:00:00

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II) t , i 1 ; i ) :- ,AALTh . rill vrtar ,,' I , f: Ity...:,,,,z:rect to 4,. . 4 '; in 014.1.. - .-.....t- -.. ... . 4 ., . • ~/. been cr. at the i on de bark on A T a numerous and highly respectable Meeting of the LANDHOLDERS and FREE HOLDERS of the County of DUBLIN, held this day, in the Court-Louse, at Kihnainharn, to consider the pro • pad measure of the Chancellor of the Exchequer, to alter the relative DUTIES on RUM and HOME. MADE SPIRITS ; The Hon. THOMAS BARNWALL, High Sheriff, in the Chair, The following Resolutions were unanimously agreed to: Moved by George Evans, Esq., seconded by Joseph Smith, Esq., and passed unanimously - " That we have heard with an alarm, commensurate With the serious coasequences it must necessarily produce in Ireland, the measure proposed by the Chancellor of the Exchequer, namely, that of increasing the Duty on Spirits manufactured from Corn, without a corresponding advanc e in that chargeable on Rum, which must ine vitably lead to au Increased consumption of the latter, t a i t i l e d r ,4l) , Z p op r i vi )rto s d ec rease in that of the former— the .Aerieulturists of these Countries, already so heriously depressed, of that fair and just protec tion in the Home Markzt, to which they are so fully en titled." Moved by J. D. Latouche, Esq. ; seeondel by Joseph H "ne, Esq., and passed unaehnously— " That it appears to the Meeting, as well from what has already taken place in tie House of Commons, as from P arliamentary and other documents, that, in the year 1825 , after the fullest investigation, and upon due consi deration of the subject, by his Majesty's Government, a ditty of Is. per gallon was fixed on Corn Spirits, manufac tured or sold in England, and Se. 6d. on Rum ; the dif ference only affording a fair and reasonable protection to the Agriculturists of the United Kingdom ; and that no eircumstances have, since that period, occurred to call fur a dinainution of such protection." Moved by Sir Thomas Esmonde ; seconded by Peter Seaver, Esq., and passed unanimously— " That it appears from Official Returns, recently pub lished, that since the Duty on Corn Spirits and Rum were its fixed in 1825, the consumption atilt latter has steadily increased, and that in the twelvemonths ending the sth of January last, it has exceeded that of the preceding year by 237,827 gallons, while the consumption of Corn Spirits has, during the same period, decreased 55,923 gallons." Moved by Joseph Baruwall, Esq. ; seconded by Robert Molloy, Esq., and passed unanimously— " That it appears from the same Official Returns, that under the scale of Duties fixed in 1825, •the quantity of Rum used in England was equal to nearly one-third of her whole consumption in Spirits, and therefore it is manifest • that the proposed nearer approximation of Duty on the two articles must inevitably lead to the more general con sumption of Rum, and this to the exclusion of Home -Made Spirits; the latter of which is, we find, subject to restriction* and regulations , and to various indirect Taxes, -from whi c h th e Manufacturer of the Foreign article is altogether exempted:" Moved by Viscount Brabazon ; seconded by P. Murphy, Esq , and passed unanimously— " That if the consumption of inferior or damaged Corn now used in the Distilleries, and totally unfit for human food, or other purposes, shall be materially decreased, or, perhaps, wholly .discontinued by the operation of the contetnplated measure, a considerable portion of the soil of this country, which is capable of producing inferior Corn only, will cease to be cultivated, or a new source of de mand be created by the revival of Illicit Distillation, the demoralising influence of which will again disgrace, de grade, and afflict the country." Moved by Wm. F. Finn, Esq. ; seconded by Christo pher Fitzsimon, Esq., and passed unanimously— " That being thus deeply impressed with the great im portance of the proposed alteration of the Law, and i•l9 destructive effects upon the Agricultural Interests of the United Kingdom, and especially upon those of Ireland ; that 'the Petitions now read be adopted by this County, and forwarded to both Houses of Parliament ; and that we do earnestly solicit the co-operation of all the Members 'connected with Ireland, in both Houses of Parliament, to use their beat endeavours in preventing the passing of the proposed measure; and that - the High Sheriff of this , County be'requested to forward copies of these our Reso- Intim:is, without delay, to his Grace the Duke of Welling t°,,, and the Chancellor of the Exchequer, and-to entreat 'their serious attention to this most important subject." - Moved by Lundy 'Foot, Esq. ; seconded by David Lynch; Esq., and passed unanimously -"'Thatt we do recommend to the several counties in Ire-- -And inimediately•to come forward, and, by public meet . . 610 . lvgally co nvene d, t o g i ve ex p ress i on t o t h ose senti .. ments whieh we know they must necessarily entertaiu in common with ourselves, upon a subject of paramount consideration to Ireland, and that they will strenuously tb irn Presa upon th e i r res p ec ti ve representat i ves t h e necess i ty that exists of supporting the interests of Agriculture, Which are so interwoven with the permanent prosperity of this country, against the enactment of the proposed Measure." Moved by J. William Stubbs, Esq.; seconded by John Gerrard, Esq., and passed unanimously-- a That the petition to the House of Lords be intrusted to the care of his Grace the Duke of Leinster, with a re quest that his Lordship will present it to that branch of the Legislature; and that the Representative Peers for Ireland in the House, and the other Noblemen connected , with, and interested in, the Agriculture of this country, be requested to support the prayer of our petition." • Moved by George Evans, Esq. ; seconded by J. D. La touch', Esq., and passed unanimously— , " That the petition to the House of Commons be pre sented by our oenietrounty Member Colonel Talbot ; and that Colonel Whits be requested to support the prayer titereoE" THOMAS BARNWALL, Chairman. 28d April, 1830. APPROVED FAMILY MEDICINES, Bold by BUTLER and Co., Chemists, Cheapside, Corner of St. Paul's; SAVORY and Co., 136, New Bond- Street, and 220, Regent -street ; ODLING, 26, Ox ford-street; BAYLEY and Co., 17, Cockspur-street ; WINDUS, 61, 11 ;shopsgate, Without; CHALK, 47, Minories; EASUM, 27, Ald gate ; an d ODL ING, 159, Borough. nit. JAMES'S FEVER POWDER—i s universally approved by the Profession and the Public +end is administered with equal success in Fever, Intim inatory Diseases, Measles, Pleurisy, Sore Throats, Rhen 'natism, Ike. When given in Colds, Catarrhs, &c. it is generally found to cheek their progress, or shorten their duration. In packets, 2s. 9d. and 24e. DIXON'S ANTIBILIOUS PILLS. —As a mild and effectual remedy in all those Affections Which have their origin in a morbid aetion of the Liver and Biliary organ', namely, Indigestion, Loss of Appetite, Ifead-ache, Fla tulence, Heartburn, Constipation, &c., these Pills (which do not contain Mercury in any shape) have met with more general approval than any other Medicine;—they are found and acknowledged to be a most invaluable Medicine in tropical climates. In Boxes at 21. 9d., 4s. 6d., 11s., and 225. TOWERS' FLUID EXTRACT OF BARK.—In the Fluid Extract of Bark are combined the fine and essential qualities of the purest Peruvian Berk, via. the Quinine, Chinehonine, and valuable astringent principle in a con centrated state ; it thus affords the readiest means of pre paring Bark Draughts of any strength with the utmost futility. In Bottles at 2s. 9d., 4s. 6d., and I Is. FOT HERGILL'S NERVOUS DROPS are much used by those who are afflicted with Nervous Affections ; such as Lowness of Spirits, Fainting Fits, Hysteri ca l an d Spas modic Diseas es , D e bili ty and Relaxati on o f t h e S ystem , Spas and are highly extolled by those who have had recourse to them. In Bottle* at 4e. 6d., 111., and 22a. HICKMAN'S PILLS FOR GRAVEL, STONE, &c. "-This Medicine has been long approved for the relief of affections of the Kidneys and Bladder, which are attended With the formation of Gravel, Calculus, and those pains of the Back and Loins which accompany these affections ; they allay the pain, neutralise the acid which is the means of formin g the concretion, and are found to succeed when most remedies of the kind have altogether failed. In Boxes at 2.. 9d. and 111. BUTLER'S IMPROVED DAFFY'S ELIXIR.—This Preparation (made with the finest Brandy) will be found mush superior to any other. Purchases are requested to ask for " Butler's Daffy 's Elixir," and to observe their name on the Government Stamp. In half-pint Bottles at 21. 9d. lution R TOWES' SOLUTION OF CAMPHOR .— Th e So of Camphor is an elegant preparation of one of the best Medicines of the whole Materia Ikledica, by which P or nr l u F a mphor may b e g i ven in the fluid form of a Draught calms h, sylhnteitnhus produces refreshing sleep eases pain, given with effect tnovesrecent colds, and may often be 21. 9d., 4,, verheare opiates wholly ail. In Bottles at 6 c 1 ., and 11 PERRY'S ESSEN CE FOR TOOTH AND EAR ACHE has been found of such extreme service in re g T°c'th and Eir Ach e" that it hes been commented up /seat favourably in several Altdiral Journals , it affords in atantaneoue relief, d an prevents an y recurrence of poi% In Dottie, at La lit. iuld ts. and fps- at the to arrive e on the embark ad Sbef. ladraF. for the ...---.0" Be r.. 8. .....--,..--- 0 .. to 11. 50 5' SEI 42 46 ;. d. e. d. 56 60 56 6 0 59 6 11 72 8 0 00 0 0 79 98 12 6 00 1 1 0 1 0 1 2 L I 00 " up her e n h a liag :et, have up„ Al l and I 4 ~,i, gar- )er quar t the de- ' SO S i SJ S°. :;, -. _ _. .... .I. ... 40 -" ... __ .-. ._ _.. u,untrj• .... r limited• on the top net quota' Beall& 116 4 0,1 SU 41 , Tti J. to le. 03 ' 0 9 84 0 0 8 9 . 6 0 lay's Ola f ' s prices. ..£0 V ; 0 1 ,0 :: 0 I I. •Nal I 2 2g. ................° I. brisk (le' mand 0 a. d. 10 P 19 Oto2 l o —0 —. -0 6 180 ! 7 t) 180 ."0 Itlo 11 0 0 500 M ats, 1 le. 64 ' 16,,—Osti° —Oats, 1 96 ' " (lath to a --Oats, 104' 140.—Bee‘ Tons. O f o 3001 4 I 0 437 29. Esq. s°l le Rev- i' place, 00 H. RiPie Ruttier°, ° I late B. °' ail t, EA . ; youogea Mr. F- 04 a, to E lojf Baitansfra Mr. P i' • • 0 1 Esq. o float 11 101 , 41 li Braseb k of Castel° ng, son lays of _, lll ' son of pv City. IUNG, ' ‘l DON• No. 11,738. PRIVATE PUPIL. AMARRIED CLERGYMAN, for some years Tutor to a Nobleman, and subsequently re ceiving Six Pupils into his House, a moderate distance from Louden, would be glad to fill a VACANCY with a GENTLEMAN'S SON, whose Education may require more than cmunon attention. Letters addressed to the Rev. H. S., Messrs. Harding and Lepard!s, Pooksellers, No. 4, Pall-mall East, London, will be duly forwarded to him in the country. INSURANCES ON THE LIVES OF OTHERS. 1010- ARTIES having a fixed or variable interest IL in the lives of others, way have a general admis- SiOla of interest on the policy. Contingent interests,—as a father insuring the life of his SON, or a husband his wife, during minority,—may also be admitted, the insurance being confined to the par ticular interest detailed in the proposal. ASYLUM FOREIGN and DOMESTIC LIFE OFFICE, 7e, CORNNILL, and 43, PALL-MALL, LONDON. DIA ECTOILS. The Hen. WILLIAM FRASER, Chairman. Colonel LUSHINGTON, C.B. M.P. Deputy Chairman, Foster Reynolds, Zsq. C. W. Hallett, Esq. William Pratt, E.q. Sir James Gambier John Kymer, Esq. William Edmund Ferret's, Esq. Francis Kemble, Esq. Thomas Fenn, idlq. Capt. Goo. Harris, R.N., C.B. George Farron, Esq., Resident Director. PHTSICIAII.-Dr. Ferguson. S U RCIONS. —H. Mayo, Esq. F. R. S. and T. Callaway, Esq. LOWER RATES than in any other Office in England for trading voyages, foreign residence, naval and military service, and domestic insurances. Insurances may be effected without delay, and full par ticulars obtained from the Resident Director, at tbe Com pany's Louse. This day was published, Bvo. 2s. sewed, ABRIEF EXPLANATION OF THE FOREIGN POLICY of Mr. CANNING, as Contrasted with that of the Existing Administration. Printed for J. Hatehard and Son, 187, Piccadilly. LORD LONDONDERRY'S NEW WORK. This day was published, in One Vol., with Map and Plan, THE MARQUIS ofLONDONDERRY'S NARRATIVE of the late WAR in GERMANY and FRANCE. • " This highly important work is the only connected and well-authenticated account we have of the spirit-stirring Beene' which preceded the fall of Napoleon. It deserves a place in every historical library."—Globe. - Printed for Henry Colburn and Richard Bentley, 8, New Burlington-street. This day was published, complete in 2 vole. Bvo. with a Portrait of the Author, and numerous other Plates, price 30s. TRAVELS to TIMBUCTOO, and other PARTS of CENTRAL AFRICA, during the Years 1824., 5,6, 7, and S. By M. CAILLIE. " M. Caillie is the first European who has succeeded in the attempts to penetrate to Timbuctoo, and returned in spite of the perils interposed ,by the climate, to commu nicate all the information he has eolleeted."—Erening Paper. _ Henry Co'burls and Richard Bentley, 8, New Burling ton-street. This day were published, in 2 roll. Bro. with numerous Plates, 325. bound, FIELD SPORTS of the NORTH of EUROPE, including the Narrative of a Residence in Norway and Sweden. By L. LLOYD, Esq. " Mr. Lloyd's work on the Field Sports of Scandinavia is one of the most valuable productions ever given to the Sporting World. It is full of individual adventure, often of the most romantic and perilous land. The chase of the bear in th. savage and ahnost interminable forests of Sweden and Norway was the principal object of this en terprising English gentleman, who often, for this pur pose, passed whole nights in the wilderness."—Morning Journal. Henry Calbarn and Richard Bentley, 8, New Burling.. ton-street. PRESENT STATE OF CHINA. This day was published, in 2 vols. small tiro. with Plates, T RAVELS IN CHINA, SIBERIA, and KAMTCHATKA. By PETER DOBELL, Esq. Counsellor to his Imperial Majesty the Emperor of Russia. " His details respecting the little-known regions of Siberia, are remarkably curious and minute; and the course of his progress through that country, includes a certain district perhaps hitherto un•rodden by human feet save those of himself and the wild Tongusee. His ac count of China, derived from an abode at Canton, of-con siderable duration at three different periods, can hardly fail to be acceptable at the present crisis, when so anxious an attention is directed towards the state and prospects of our China trade."—Globe. Henry Colburn and Richard Bentley, 8, New Burling ton-street. This day was published, in One Vol. Bvo. price 9s. L THE DOOM of DEVORGOIL ; a Melo Drama. IL AUCHINDRANE ; or, the AYRSHIRE TRA GEDY. By Sir WALTER SCOTT, Bart. Printed for Cadell and Co., Edinburgh ; and Simpkin and Marshall, London. Who will have ready in a few days, I. The POETICAL WORKS of Sir WALTER SCOTT, Bart., in Eleven Volumes octavo, with Two Essays on BALLAD POETRY, now first published. Also, Introductions to the LAY, MARMION, LADY of the LAKE, ROKEBY, and LORD of the ISLES. The DRAMAS, just published, form Volume Eleventh of this Edition ; the whole illustrated by a Portrait of the Author, by David Wilkie, and Twenty-two engravings on steel, after Si:l4le and Nasmyth. Price 61. 11. Another Edition of these WORKS, in Eleven Vols., 18mo. beginning with the LAY of the LAST MINSTREL and including the Introductions. Volume Eleventh, comprising the DRAMAS, just published. The Illustrations the same as the Bvo. Edition. Price 31. 3s. PINNER, MIDDLESEX. TO BE LET, WOODHALL MANOR FARM, be tween twelve and thirteen miles from London, delightfully situated, and containing Three Hundred and Sixty-five Acres of good Meadow and Arable LAND, with a substantial and convenient House; good Garden, planted with fruit trees, Orchard, Barns, &e., and all necessary outbuildings, in a good state of repair; with Two Cottages at a short distance from the house. A chalk pit and lime-kiln are worked on the premises, and the tenant may be furnished with the articles of chalk and lime at prime cost, if required, or have the privilege of working the chalk-pit himself for the use of the farm. The crops and stock may be taken at a fair valuation, and possession given immediately. Apply to Mr. John Walter, No. 4, Chancery-lane, Lon don; or on the premises, where a plan of the estate may be seen. A shocking accident occurred on Tuesday last to a man named THOMAS THORNTON, who was em ployed on the Canterbury and Whitstable Railway. The deceased was riding on a waggon, which was heavily laden and going at a rapid rate, and supposing he saw a stone on the rail along which the waggon bad to pass, he very im prudently attempted to remove it; in doing which he fell, and six of the loaded waggons passing over him, caused almost instantaneous death, by crushing and cutting him in various parts of the body in a most dreadful manner. The poor fellow has left a wife and one child to lament their less. The engineer had several times exhorted the deceased to he more cautious, and it was but the day pre vious he warned him to that effect. An inquest was taken on the body the. same day by Mr. T. Da Lassaux, and the Jay returned a verdict of " Accidental Death." LONDON, TUESDAY EVENING, APRIL 27, 1830. RAIL-WAYS. (From the Observer of Sunday.) There is at present a great probability that loco motive carriages will speedily be brought to run on rail-roads for public accommodation. Should this be the case, and should the advantages of such a mode of conveyance be as great as described, they must supersede common roads, arid all vehicles moved by animal power. The changes this will effect in the face of the country, and in the moral re lations of its inhabitants, seem likely to be very ex tensive. Places will be brought nearer to each other, and communication between them will be more rapid and frequent. Nobody will consent, we presume, to be jolted along a rough road, 10 or 12 miles an hour, when he can be whirled along a smooth and pleasant one with twice the velocity. Such, however, if we may trust the experiments lately made on the Liverpool and Manchester rail road, which only confirmed experiments previously made, and accorded with the theory previously pro pounded, will be the effects of employing locomotive engines on rail-roads. They seem likely to put an end to my Lord's travelling carriages as well as to the public stage. Locomotive carriages, indeed, are not yet brought into general use; there is a dif ficulty in making them at once sufficiently light and sufficiently powerful to drag along with great ra pidity a much heavier load than their own ponder ous weight. This difficulty, however, seems at length about to be overcome, and locomotive car riages, it seems now probable, will soon come into general use. Till they are completely adapted to their projected purposes; till we can gather the fruit of the ingenious plans, and many times frustrated contrivances of men of talents ; till the throes of invention be past, and the public can en joy the advantages of the perfect machine; till we can reap the _rich harvest of ease and convenience which the toil of skilful individuals is preparing for us; till the pure metal is separated from the coutaminating earth ; till long-tasked ingenuity has, as it were, cast up its cream ; till locomotive car riages actually perform the functions of stage coaches, we shall forbear to expatiate on their wonderful advantages. We will only observe, that we look on them as one of those things which, though unnoticed in their beginning and in their pro gress till their effects are irresistible, seem destined to change the face of empires. about two hours and a half, carrying 70 to 80 passengers ; the two towns would become as it were part of each other; the merchant might almost live is Brighton, and come to his counting-house in the morning, and return at night, thus breathing the sea air instead of the unwholesome atmosphere of this vast city. And this would be done at a trifling ex pence. People do not stop to consider the difference between tram and rail-ways. Upon the latter a horse can draw as 10 to seven, and they do not require a tenth of the yearly expence to keep them in repair, particularly since the introduction of malleable iron rail-way bars by Mr. Birkinshaw, of the Bedling ton iron works—upon which principle, under that able engineer, Mr. Stephenson, of Neweastle.on-Tyne, the Stockton and Darlington, and Liverpool and Manchester rail-roads have been constructed, as also in Scotland, from Edinburgh to Dalkeith, by Mr. Grainger; and several others by Mr. Jardine, and other gentlemen of eminence and talent In that country. • It is worth mentioning, that in consequence of the opening of the Stockton and Darlington rail road, coals fell more than 6s. a chaldron at those two places. The.very judicious and handsome reward offered by the Directors of the Liverpool and Manchester Rail-way Company for the best locomotive engine called forth the talent and ingenuity of many engi neers ; amongst others, Mr. Robert Stephenson and Messrs Braithwaite and Erickson, whose engines surprised all the spectators (amongst whom were engineers of the first name and respectability from all parts of Europe and America, who travelled from their respective countries to witness it) with the safety and astonishing velocity at which they travelled, though carrying very heavy weights. It becomes of great national importance that our manufactures should be carried speedily and eco nomically, more especially when we consider that our powerful rival—America—is quite alive to the subject, and laying down vast tracts of rail-ways, as well as most of the continental powers. In case of a threatened invasion, a country with such roads, and such means of conveyance as these, becomes an impregnable fortress ; ; for whole armies, with parks of artillery, and all necessary stores might be conveyed from one part of the island to the other in less time than an enemy could disembark their troops. It would be easy to prove the great saving of the revenue of the post-office, for the mails would be carried at twenty miles per hour, and at about one third the expence. Those counties which now have hardly any markets for their agricultural produce, and are badly supplied with coals and other foreign productions, would have a new field opened for their industry, and would make a considerable saving in their own expences. Nor let it for a moment be imagined that the farmer would be injured by the introduction of steam instead of animal power; for though it might be true that so many horses would not be in demand as at present, let it be recollected that there would be a greater consumption of wheat, and sheep, and oxen ; for the labourer, being more economically supplied with articles of clothing and fire, instead of at present getting meat once, would be able to afford it three or four times ix a week. The expence of conveying one ton of goods for one mile on a railway may be estimated at one penny ; whereas now, by the waggon or canal boats, it is at least sevenpence; on the former, heavy goods might be transferred from ene part of the kingdom to the other in a few hours, while by the latter, weeks, nay months elapse, before they reach their destination. Nor is the former subject to stop page by frost in Winter, too much water in Au tumn, or too little in Summer, whereby the canals ate rendered of little use throughout a very great proportion of the year. _ _ _ . . The coal works near Leeds are connected with the neighbouring canals by numerous rail-roads, and on that one which connects Leeds itself with the Mid dleton colliery, the waggons are impelled by steam carriages. Connected with different canals and coai-work, in England, there are numberless short rail-ways of three, five, and seven miles in length, making on the whole a very considerable extent of rail-way already laid down. 'I here is a rail-road of considerable length between Canterbury and Whit stable; the one called the Stockton and Darlington rail-way is 32 miles long, and the one now making between Manchester and Liverpool is about the same length. As some of the roads of the descrip tion already made, pass through the most difficult species of country—the Shropshire Canal rail-way, for example—on which a boat, weighing five tons, besides its carriage, is dragged up one height of 207 feet, another of 126 feet, and a tWrd of 120 feet, there cannot be the least doubt as to the practica bility of constructing rail-roads from one end of the kingdom to the other. _ _ . There can be no longer any doubt, either as to the advantages of such roads as a general means of communication. The late trials on the Manchester and Liverpool rail-way have satisfied the most scep tical of the practicability of attaining, without being peculiarly exposed to danger or occident of any kind, an untired speed, at least equal to twice the rate of our present most rapid travelling. " The rail-way," says the author of General Observations already quoted, " not only like canals, is calculated for the conveyance of heavy merchandize; but like the common road, is adapted to the lightest vehicles, travelling with the greatest possible velocity. It may be stopped by snow, which, however, would be easily cleared away ; but it is not subject to be frozen in winter like canals; or to. be dried up in summer. By establishing rail-ways, every part of the country may be equally and cheaply supplied with fish and all kinds of perishable articles. They will give to the town all the advantages of the country, except, perhaps, its pure air; but by dimi nishing the temptation to dwell contiguously, they will scatter our town population more equally over the surface of the country." Nor can we omit here to notice the general fact, that as the country has become populous, the facilities for moving about have increased. Instead of men being confined to spots, as it might be supposed they would be as they filled the land, the means of transport have become easy, and such a thing as a man never quitting his native parish, or never going half a dozen miles from London, is now nearly unexampled. By means of rail-roads letters might be despatched and de livered within one-third of the time now employed for this purpose, and all pro of this empire would thus be placed more on an equality as to every branch of business. The author of the work en titled " Observations on a General Iron Rail-way," already quoted, recommended a rail-way to be laid down to the East and West India Docks, and as a proof of his judgment, we may state that this has lately been carried into execution. COMMERCIAL-ROAD STONEWAY. "In consequence (says a writer in the Mechanics' Magazine) of the Commercial-road forming the line of communication, between the East and West India Docks, and the great commercial warehouses in the eastern parts of London, the traffic of heavy goods upon it is greater than up on any ot h er a b out t h e metropo li s . The excessive wear and tear to which it is thus sub jected, d, and the l arge out l ay constant l y requ i re d f or repairs, induced the trustees of the road, about three years ago, to come to the resolution of laying down a stone tram-way, after the manner," the author says, which we apprehend to be a mistake, " of the ancient Roman pavements, of which specimens are still to be seen in Milan, Florence, Sienna, and other Italian cities." As far as our recollection serves us, the pavements here alluded to " were not two courses of large stone blocks laid down on the lines in which the wheels of a carriage would run, with gravel between them," but the whole width of the narrow street was paved, and the ears or car riages, running only in one track, wore the stones half " through," as the whor says, " into ruts." " The trustees of the Commercial-road have pre ferred stone to iron, as the material of which to make their tram-roads, chiefly because, in rainy or frosty weather, stone rail-ways are not so slippery as those made of iron ;" this, which shows the ad vantage of iron as to friction, would be no objection when locomotive carriages were the vehicles for travelling on rail-ways. The original intention of the Commercial-road trustees, was to lay down two tram-wayi, a going and a returning line, one on each side of the road; but as the heavy traffic is chiefly from the Doeks to London, it was thought sufficient, by way of a first experiment, to construct one tram way only, on the south aide of the road. This too is limited to the space between Berner -street, Whitechap4 and the West India Docks, a dis tance of two)nilets" On Saturday, March 27, last, this road was first opened to the public. The rise is only one foot in 274 of distance, so that it may be called a level. The material employed is principally granite from Aberdeen. The stones are all of one form and size, perfectly square, and dressed so as to fit closely to each other. The experiments already made on this road, of which an account is contained in the Mechanics' Magazine of April 3, give, as a result, that, with Jones's patent cylindrical wheel, the advantage was as ten to one on an ordinary road; and with common dished wheels as seven to one. Such are the advantages of stone rail ways, which are by no means equal to those made of iron." The Stockton and Darlington rail-way is thus described in the last number of the Quarterly Re view :—" The adaptation of rail-ways to speed was never, we believe, thought of till the opening, in September, 1825, of the celebrated Stockton and Darlington rail-road, a work which will for ever re flect honour on its authors, for the new and striking manner in which it practically demonstrated all the advantages of the invention. Since that time coaches have been regularly plying between the two towns on the rail-way. Each is drawn by a single horse, and yet carries, in ordinary cases, six passen gers inside and from fifteen to twenty outside, with a due proportion of luggage. In fact, with respect to number of passengers, they do not seem to be at ail particular; for, in cases of urgency, they are seen crowding the coach on the top, sides, or any other part where they can get a footing ; and they are frequently so numerous, that when they descend from the coach and begin to separate, it seems as if some petty assembly of the inhabitants were dis missing. The general speed is at the rate of ten miles an hour. The above seems an enor mous load for one horse to run with, and at such speed, and yet the animal appears to make scarcely any exertion, certainly not so much as a horse in a common gig. We ourselves have re peatedly travelled in one of these coaches, and it would be difficult to convey an idea of the interest excited by this extraordinary conveyance, and the novelty of the whole scene. Nothing appeared more surprising than the rapidity and smoothness of the motion, and the ease with which the animal drew its load. It was only occasionally that he ap peared to give the traces a pull ; at other times, even in the way from Stockton to Darlington where there is a slight ascent, the traces seemed often to hang quite loose, and ley far the greatest exertion the animal appeared to make was, in keeping up its own motion. The coach had no springs of any kind, and yet the motion was fully easier than any coach on the road—so easy that a passenger might read a newspaper with perfect comfort. The coach never turns in the rail-way, but can be drawn either backwards or for wards with equal facility, the horse being merely unyoked from one side and yoked to the other which is done in less than half a minute. Such is the extreme mobility of the whole ve hicle and its load along the railway, that when once it is set a-going it is not easy to stop it ; it requires an apparatus for the purpose— a species of drag on the wheels called a brake—the operations of which it is unnecessary to describe in detail. On some oc casions it happens, through inadvertence or other wise, that both coaches meat in a place between two passings, and where neither of them can get out of the way; thus things seem approaching to a complete stand, when one of the coachmen unyokes his horse, re-yokes him in an instant to the oppo site end, and draws his carriage back to one side of the passing places, which he enters, allows the other coach to enter, and then resumes his course. The whole affair is managed with surprising facility, and it is wonderful how little these obstacles which ap pear at first sight very serious, really obstruct the progress of the traffic; although, undoubtedly, the true remedy is to have a double line of rails the whole length of the way. The cheapness of the mode of travelling is also an additional recommenda tion. The fare for outside passengers is only one shilling between Stockton and Darlington, a distance of twelve miles, and at shorter distances at the rate of one penny for each mile." PRACTICABILITY OF FORMING A GENERAL RAIL-WAY. After all these proofs of the utility of rail-ways, there can be no doubt, we apprehend, of the practi cability of establishing rail-ways in place of turn pike roads through every part of the kingdom. Such a suggestion was thrown out several years ago, by the Author of the work entitled " Observations on a General Iron Rail-way," already quoted, the fourth edition of which was published so long ago as 1823, and of which the object then was to recommend the making such a general rail-way, as a profitable means of employing the distressed labourers. The author then suggested that the first essay should be made between Manchester and Liverpool, which would employ many thousands of the distressed population of that part of England; and though we do not be lieve that the merit of first suggesting the plan belongs to him, for a rail-wav between these places was pro jected by Mr. Will;am James, a civil engineer, as early as 1822, his sagacity was displayed in select ing, for the first experiment, a very populous, wealthy, and commercial neighbourhood. Whatever reasons, on the score of public .distress and want of employment, then existed for recommending such a great national work as a general system of commu nication by rail-ways to extend through the whole country, have at present, we apprehend, tenfold force. The people who most want employment are nut weavers, but men accustomed to dig, and at pre sent the price of labour generally, and of other things, is more advantageous for such . an under taking than at any former period. The author's plan was to have one iron rail-way frem Lon don to Edinburgh, passing near the manufacturing and commercial . towns of Leicester, Notting ham, Sheffield, Wakefield, &c. with branch railway's to all the great towns that lie to the north ; another to Falmouth, having in like manner branches to all the towns in the west; another in hke manner to Dover, and so on. Such rail-xays will, no doubt, be ultimately laid down ; but, lookiNg at the gra dual manner in which all such improvements have been effected in times past ; seeing t h e necess i ty there is that to make such things turn out to the general advantage, -they must be executed by indi viduals, or under their eye, and for their own profit, no royal or national line of road or lariat having, we believe, ever yet been profitable; being convinced, tiro, that all such great alterations must, for the advantage of all, be effected bit by bit, so that the owners and possessors of old-fashioned tontrivances, or those who get theic bread by a trade, which is destined to die out—looking at these circumstances, we cannot advocate a plcu for at once directing into a new channel such an immense portion of labour and capital of the country as would be necessary to make even one continuous line of rail-way from Lo! - don to Edinburgh. The whole active monied part of the community, every enterprising capitalist, is eagerly looking out for a means of employing 1 -, is capital to advantege ; and it is not because he or any other man doubts the ultimate national ben&fit of rail-ways that he hesitates to embark in such u concern, hut because he cannot live without imme diate profit, and such a scheme could not possibly yield any return for some years. In this case, what ever might be the ultimate consequence, immediate individual interest does not coincide with the au thor's plan for insuring national prosperity. We shall conclude this long article with a little account, borrowed from the work already so often quoted, of the origin and history of Rail-roads : " The origin of rail-roads may be traced back to the year 1680. About that period coal ease to be .si•ii stituted for wood as fuel in London, the eonsquet c e was, that at the mines the greatest inconveniern e accrued in conveying the coal from them t 3 th e ships as well as the immense expense is horses , s;;r1 machinery for the purpose; to remove which, wag gon-roads were made, consisting of wooden :ails or ledges, which the waggons were made to move upon, and from which improvement it was .found that one horse could. easily draw a waggon on these rails, which previously employed three or more horses to effect it on the common roads; atel the load was also drawn more quickly, arising frem lay ing down the frames upon an easy descent, whieb was always done. In 1738 this invention was still farther improved, by substituting cast-iron rails instead of the old wooden ones; but owing to the old-fashioned waggons continuing to be employed, which were of too much weight for the cast-iron, they did not completely succeed in the first attempt. However, about the year 1768, a simple contrivance was attempted, which was to make a number of small waggons, and link them together, and thus, by diffusing the weight of one large waggon over many, the cause of the failure in the first instance was removed. In 17l these roads having arrested the attention of many intelligent men as of great importance, numerous e.- says appeared, setting forth their utility, and as many plans for rendering them of permanent construction. Hence cast-iron rail-roads became a second deside ratum to canals, excepting only that the invention is due to Englishmen. After this time can'-iron rail-ways began to be constructed as branches cif ca nals, and,in some places as roads of traffic hot:: one place to another, established upon permanent prir ciples, so as to produce a permanent revenue to the undertakers." Their present state, and the great pro bability there now is that they will speedily be made throughout the kingdom, has been already noticed. " Such, however," says the writer in the Quarterly Review, " is the perfection to which the art is now arrived, that on a level line a single horse will draw with ease a load of ten tons, besides the weight of all its carriages : and the ktilways that are now in progress in the different parts of England and Scot land are so remarkably improved, that we may anti cipate a still greater increase in the powers of traction. IMPERIAL PARLIAMENT. NOUSIII OF LORDS--(LAST NIGHT). The House met to-day pursuant to adjournment. At half-past three these wee Commission to give the Royal assent to the East Retford Wituessee Indemnity Bill, and three private Bills. The Com missioners were the Archbishop of CANTERBURY, the LORD CHANCELLOR, and the Earl of SHAFTES BURY. At five o'clock there was a full attendance of Peers, among whom were the Dukes of SUSSEX and CUMBERLAND. The Earl of DERRY presented a petition from the borough of Preston, in favour of a free trade in India and China. Some private Bills on the table were read a third time and passed. The Duke of BEAUFORT presented two peti tions, the subject of which was not heard below the bar. The Earl of CASSILIS presented tw•o petitions from the borough of Ayr, for throwing open the trade of India and China. _ . _ The Earl of ELDON presented a petition from Haverford-wept and Monmouth, against any altera tion in the Welsh Judicature (as was understood.) The Earl of ESSEX presented a petition from the Irish Mining Company, praying for a bounty on lead. The Earl of HAREWOOD presented a petition from • Hull against the renewal of the East India. Company's Charter. The Noble Earl likewise pre sented several petitions from places in the West Riding of Yorkshire, praying the removal of the Assizes to Wakefield fur that riding. The Duke of NORFOLK presented a similar petition from a place in the West Riding of York shire. Lord NAPIER presented a petition from Dum fries (as was understood), prayng for a free trade to India and China. Lord NIELVELLE presented a petition from Edinburgh against the additional duty on spirits. The Earl of MALMESBURY moved f'r a series of returns of spirits distilled from corn and sugar, for the four years preceding the sth January, 1826, and the four years preceding the sth January, 1830, showing the average of those two periods. The Noble Earl was aware of the great dierzis which pressed upon the West India . iutr e.,;--- (Hear)—and was desirons of seeing it alleviated,. if it could be done without injury to °thar cla,st.. of his Majesty's subjects. Now the proposed duty of a shilling a gallon on British eorn spirits was one, he conceived, which was likely to prove injarii;u, to distillers; and he was not sure whether it would not tend to increase smuggling. The increased duty was at the rate of fourteen per cent. He wished, if that duty were to be imposed. that a similar one should be put upon rum ; that both might be placed on the same footing. Lord HOLLAND observed that it was not the desire of the West India proprietors to have the duty imposed on British spirits; and he much doubted whether the revenue would be benefitted in the manner anticipated. After a few farther observations from the Earl of MALMESBURY, the returns were ordered. Mr. BURRELL, and other Members of the House of Commons, brought up three private Bills. Mr. Bull, from the journal Office of the House cf Commons, presented at the bar a copy of the tninutts of evidence, and ether papers, relative to the East Retford Disfranchisement Bill. Mr. Crafer, from the Treasury, presemed at the bar certain returns of silks and Ores imported and exported. Mr. Preston, from the India House, prc , cwed at the bar an aecount of the charges incurred at Canton on account of shipping, Sm. Lord DURHAM, when presenting a petition from Neweastle•upon-Tyne, in favour of a free trade to India and China said, as far as we could collect, he understood it was the intention of his Majesty's Ministers to renew the East India Company's Charter. Lord ELLENBOROUGH denied that such an inference as that drawn by the Noble Baton could be entertained in consequence of what had falitn, from him (Lord Ellenborough) or any of his Ma jesty's Ministers. Lord DURHAM was glad to hear such a di - elevation, and hoped it'Would be borne ow by ti :e fact. The Noble Lard then presented i tions from Darlington and another place. The Earl of ‘MOUNTCASUEL pre -wed a STRUCTURE OF RAIL-ROADS. It seems now pretty clearly ascertained that we must either give up the promised advantages of locomotive carriages, or establish a line of rail-road throughout the country. After enumerating the disadvantages of our present road, as adapted to locomotive carriages, a writer in the Quarterly Review observes—" Such m being the state and capabilities of ordinary roads, we must have recourse, in order to give effect to steam carriages, to some new and improved species of road, and for this purpose no contrivance seems so well adapted as the rail-way ; which has already made such progress in this country. The great ob ject of a rail-way is to remove all the obstructions which occur on roads constructed of soft materials, which it does, by substituting for the soft and un equal surfaCe of the common road, a smooth and hard surface of wood or metal, laid in two narrow tracks, along which the wheels of the carriage roll with a facility and velocity as far exceeding the effect of the most perfect modern road, as the latter exceeds what was known on the roads of former times. These tracks were formerly made of wood, but they are now ,niversally (not universally, as we shall see) made of iron, laid in lengths of from four to sixteen feet, united firmly together by joints at their extremities, and resting at every yard on a block of stone firmly bedded into the ground. Each of these lengths is termed a rail. The two tracks together form what is called a single line of rail-road. Where the traffic is considerable another line is laid down running parallel with the first, and at a die tanco from it of four or five feet, and this is called a double line; the object, of course, being to allow carriages moving in opposite directions to pass each other, without interfering. Any number of rail-roads may be laid down in the same manner ; and com munications may be established between them at intervals, so that one carriage overtaking another in the same track may turn aside to one of the adja cent lines, and pass it without stopping either." Simple as the idea of a rail-way appeals to be, its execution is by no means easy : it is attended with great expense, and requires moreover a highly im proved state of the sciences and arts to give full effect to the principle." It is quite plain, indeed, that because a rail-road costs so much to make in the first instance, and costs so much afterwards to keep it in continual repair, that such a thing could not possibly be carried into execution, except in a densely peopled and highly commercial country. A rail road, for example, through the wilds of America, would be of no use; it would not be of much ser vice in the deserted Highlands of Scotland; but it is of inestimable utility in such a neighbourhood as that between Liverpool and Manchester. This fact shows the folly of Governments ever attempting to force such things upon a country ; they grow up in their own good time, and depend on circumstances over which Governments have not the smallest be neficial controul. Railways, the other half of the contrivance which is soon to supply us with such increased facilities of communication, are already extensively in use. Besides a vast number of them adapted to private collieries, and lime-pits, and iron founderies ; besides these, which are exclusively private property, there are several already established, which partake of the character of public conveniences, and testify to the possibility of establishing them with ease, though not without considerable expence, throughout the country. The Cardiff and Merthyr ; we are told by the author of " Observations on► a General Iron Railway," is 26 miles long; it runs near the Gla morganshire canal. The Sirhoway rail-road extends a total distance of 28 miles. The Blaen Avon rail way is 5i miles long. The Caermarthenshire rail way extends 15 miles. The Oyster-mouth rail-way is seven miles in length. Altogether, the length of rail-ways laid down in Wales, a mountainous coun try, not very proper for canals, amounted to 150 miles in 1811, according to Mr. Tredgold, exclusive of under-ground rail-ways, intended to bring iron ore and coal to the pies mouth, one of which, in Mer thyr Tidvil, was not less than 30 miles in extent. There are several rail. ways also in Scotland, though they are there not yet so extensive as in Wales, In England we have a rail-way close to the metropolis, called the Surrey rail-way. It extends from the banks of the Thames, near Wandsworth to Croydon, 91 miles, and thence to Merstham, 8 miles, or a total distance of 18 miles. This rail-way, however, has not answered the expectations of its projectors, owing, it is said, partly to the mode of constructing it, and partly to the waggons employed on it being too small.— The Surrey rail-way is in fact a tram-way, made of cast iron ; the consequence is, that it is generally filled with dirt and stones, and soon becomes of not more use than a common road, besides which the breakage of the trams is so considerable that it requires all the profits to keep it in repair. The writer saw it not long ago, and the weeds and grass had grown over it, and there appeared to be no traffic. If this had been laid with wrought iron edge-rail, and was now to be continued to Brighton, of what importance would it be to the metropolis! --A locomotive engine would run the distance in PRICE 7D. tiered.