The Sun. — London, England, 1845-03-06 00:00:00

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THE SUN is Published EVERY MORNING at FIVE 0 CLOCK, in Time for the EARLY TRAINS and TOWN DELIVERY; a SECOND -EDITION (Even:7lg Sun) is Published in Time for the AFTERNOON TRAINS, and a THIRD EDITION at SEVEN O'CLOCK, for POST, containing PARLIAMENTARY and all other NEWS in LONDON up to that Hour. RAILWAY. Capl s__ial LENGTH, FOURTEEN MILES. eyed u 0 , 0001., in Shares of 201. each, Deposit 1/. per Share. provisionally, pursuant to Act 7 and 8 Victoria, c. 110. The IaWISIONAL CORMITEER. '•.y. Sir J. P. Wood, Bart., Glazenwood House, near Braintree. Luard, Esq., Witham Lodge, Witham. areas White, Es q ., M anor House, Weathersfield. JF. Martin, Eq., Sloe Fa rm , H a l s t e d. IlaYer of Ilaldon. ." T Payne , merch ant, Maldon. ue lar dcastle, Esq., Coptfold Hall, Margaretting. Courtauld, Esq., Foley House, Docking. Pa e ttle s so n .. ,84 1, Witham. Fisher Hobbs, Esq., Marks Hall, Essex. ,;'_`ury Weston Eve, merchant, Maldon. i'orge May, Esq., Maldon 111nrYs„),Dliaa. Esa., Witham. V - "n Beddall, Brent Hall, Finchingfield. eisham, merchant, Heybridge. Ilutley, Powers Hall, Witham. .uarles Murrell, Weldon * l' u selih Foster, Blunts Hall, Witham. 114;1VVihnsburst' Maldon. Jose_a r ridance, merchant, Maldon. J. „. 1 :"_ f right, merchant, Maldon. Edw. Rickards, meichant, Mild n. badd bright, mer c h ant, Malden. , merchant, Maidon. ' - ' ll Walker Dixon, miller, Wickham Bishops. Loki, ' BANKERS. ItN ara " and CORM" Bank, Maldon. t Bawtree, Errington, and Co., Witham* - cbt lyss n bParroAv and Co. • Braintree. So*---"aal Ph Locke, Esq., I I, Adam-street, Adelphi, London. tic lu as. — Messrs. Blood and Douglas, Witham. Tile I.;;'”avnrolt..L-31r James Beadel, °visional C • for 'aging „ zit ormnittee have recen W ed it s b u a c m h ' a satisfactory and ofeiobtlzet:lnseo; : f : iarch f . their views, and such urgent applications yo that theY have determined to a ll ott the Shares before the ~TltQjaoa and u firm.ailway sell connect the important towns of 44tt 's Eli; Btal and forming it junction with the Eastern 141 th le at Witham. e l bt bti n 7 a t as will be in St. Peter's parish, Maldon, at which port l erlain "Mna ge can unload their cargo on to the Line ; and the Theth -us at Braintree, which town, from its situation, corn- trade and traffic from the north of Essex. 1.4 tom s and Populous towns of Witham, Bucking, and Braintree, of en an i d y , v fi i \ llai;e! I:orthward ai c c if n tho a se re placs, ranging to a principallytale ~ tl supplied Pact tbar e p:r l t il . es lt fro m m ay M also ° be observed that the corn has with the north of angland, which has been annually thee of Of 10 0 L a nw become of first-rate importance. There are up ,vuu seed annually exported from czebisi quarters a corn and b)o,is of the immense consumption required by the exten ct w hi , s ` u ,s locality, nearly the whole of which is supplied from titp;tornand would ;rail itself of the proposed Line. In addition atoneati r 7, 44 1 trade, the country through which the Line passes, 'll, - ; a uti sf A i i ? upon the ' port of Maldon for the supply of timber, '`'cl6 llsPoka' and Mainly so for lime, chalk, and oil cak e. ju '4l 4 ' and ;‘, Lin a will give to the towns of Maldon, Brain tree and oK , as ib n umerous surrounding villages, the advantage , of rd a hdOlEastern Counties Railway at Witham, thus affo t at I ... t ication with London on the one side, and the whole Th e e !I l l:lest 1 - '2 l fland on the other, whilst at present the passenger ,onsi,-"Pertant towns is mainly from Chelmsford. • ' 1, 41 14 0 , 41 ,., 41 Committee will, in the course of a few days, pub 'lPegt:`, col n;',St careful calculations, the extent of the actual ex ibis line of country, and which fully justifies . the. I U Coltro.;;')'erY profitable return to the Shareholders. • f refer 'th tisfaction to the annexed resolutions thb, . satisfaction ,44 O Lt, Line of Railway : CI Nt WITHAM, AND BRAINTREE ttletZt Zti ng RAILWAY. 24 4 nt of the Inhabitantsaldon (called by the Mayor, 11 0 1 '3' orPert, fliSt;on), held at the Tows Hall, on Friday, the ed by Nt e , ° N„arY. 1845 • utr,„:. • ~EORGE MAT; seconded bj Mr. Josxml WRIGHT. tt-4,(1 H abitants of Maldon , having had their attention 4 11 1tr e , (strlie f ormation of a Line of Railway from Maldon ann to s b 4 e 4 :„ ct t'd :t i t t , e ,' rv als) during the last twenty years, b w p ssm - ther the trade and interests of the place, w hose yper object istiekiZsu an ch Make a successful speculation,—have hitherto anaertaking ; but that they arenow convinced, from ktt' 4 4r, fo r in other districts, by means of Railways, that it 111, Dort that 'or the good of Maldon and the country supplied from ,_4lb; %Vivra flan with Braintree, via Witham, ato, eltabu s , c ommunication e 4 aed. k„, 14 e o „'„'' r • Paints ; seconded by Mr. HENRY HARRIDANCE. 41 44 fq t j,'`ral PlitllS for Railway communication with Maldon (74 Public having been well considered, the Merchants, ki.,',.4iitie'tturtl„lnhabitants of Maldon are convinced the separate t i.'" 4 e. called " The Ma don, Witham, and Braintree one which should be supported by the Inhabitants of lto~an4eZiaidoo a 9 ff by far the m . st likely to benefit the d a T p o p w rn n ach. 14i th is :"' t , .1 4 ty 3 4 ;:gthrough which it is propose Or i kille is . meetin g po views with cond t e ia d by MrCWHARLES pass anHUBBELL. sa factios the exertions made to or% u sed Line fairly before the public, and that it is the de p„,..4 the Inhabitants of Maldon to support it to the utmost 4. 4 a srvatert it , considered that it will be a public benefit as N 4 - niveatment of capital. kigat th Mr. _ ; seconded by Mr. STE'PHEN Caoss t . he te k, ty, kettibesolriticns be printed and circulated amongt and kt M of Parliament, and persons of influence The neighbourhood. for Resolutions were carried unanimously. s I t t sla : 41 fo r Shires in the annexedA f L onn FßE m D ay M h A e I ni ', a 3 d l n ay tn or t . he k, t_ l kt,4 l ° . do t , " ; su to ani 3 , l or at the Office o u f n t d he ir C all om an pa ce ny . 25, Gresham lAeps. ;..sasursd. Messrs.Vallan Solicitors, 20, ce ,lartin and Heseltine, Stock ,' 1,„ FO RM iane. - ," 4 OP APPLICATION FOR SHARES. , :,, IT Hit. OVI SIONALCOMMITTEE OF THE MALDON, 'ldo -4 en ', AND BRAINTREE RAILWAY COMPANY. am desirous of having Shares in the proposed 14 0 n ks to -, and Braintree Railway Company, and I hereby "skt` i, keeo t such Shares and to pay the deposit thereon, and e Parliamenta ry Contract and Subscriber's agree. e n 4 0 , 4 , 4 'aka this ' day of , 1845. I am, Gentlemen, Yours, obediently, Name,— Address Profs or Trade. and SUFFOLK RAILWAY , (tt t ,, C4441 750,0001. C0MPANY in 30,000 251. Shares. Att aci Deposit 21 per Share. ai , 44 111 %; e enformityto 7 and 8 Vic., cap. 110,) 1/. 71. 6d. klithard PROVISIONAL COMMITTEE. ~6.4 4, 41 1 1 ki fr ' roxearth Hall, Essex Esq., Ballingclon Grove, Essex 8 i yep E the Bank, Bury, and Sudbury and Rougham, ZZ TDo P Cranmore, Melford t',4.14414, JoL at arket.iaill, Sudbury. ( 1 1 4„e1., , u ; Manufacturer, Long C Melford, Suffolk. Itt, 04, ." • Coyte, Rector ofChilton .a. enharn ;Zoo, ,i k,, l'h o °B ,,; Great Henny, Essex , 1•44, all Woolstapler, t . ? t , tb.oka.s ufacturer Sudbury Lavenham ItZt`er i •co Alderman, Sudbury it t ,7 l l 'Vicklaam Hall, Essex It krie e , Lyston Hall, Essex IZ t rky , , ,,Ot or ; sq.. Sudbury lamitZ, e ' Esq., Lavenhani k.704, - 'YOR g e ,r , Esq., Eriawell, Suffolk Llitit,tlyfiil•7 SUDBURY I ';`, 4 ka'oor t ,7 t ;_lolerchant, Sudbury 'Sq., Castle Hedingham, Essex Malden, Essex kNa,'laa,; E q., Lavenham Otten Beichamp 4 or. M ilbank Esq. Belchamp Halt Essex ik, r4 tsellYer . Iteelor oiMiddleton and Vicar of Balmer 9 , , vY Hill, Margaretting 9 ;',,,Sudbury • 1.„"' Attwood's, Halstead ora *„„* , York-terrace, Regent's Park ~James, Esq., Three Ash, near Maldon, and London )t ll5 - moi , .4 0414 Ilessett and Pakenharn, Suffolk r tapler, Lavenham ` 1 114 n ;"-, 1 , 4 c1., Over Hall, Guestingthorpe Eyston Hall, Essex With Power to ad I to their number. li e t : 4B . t ar RANKERS. I t Ara . Clays Bevan, and Co., Lombard-street. 141 N, 0 114 ehan, Sir J. D. Paul, and Co., Strand. 4 4 : 1 11, s!'''es, Bevan, and Co., Bury and Sudbury. kti z r.,. ar rovr and CO., Maldon and Halstead. . — Robert hlapletoft, Esq., Stansted, Sufiblk. li N rs. NT SOLICITORS. 481 11. ..,„S • te . Yens and Fearon, Gray's Inn, London. 8 1 ' • Andrews, Sudbury. 1 4,1, 4 , tree..., LOCAL AGENTS. `'enrY Jackson, Esq. 1 ,- "cion ' l Blisrs •4 t , ',I o . • Sperling and Harris, Codd, Jun. Esq., and Messrs. Crick. - "tsars. Clarke and Son. Ite m , SURVEYORS. 49, fo , u- E. Hadden and J. 0. Browne. p, • 4 trar t i l ira ad h o n n e wi .., 11 form the connecting link between the , N.or !Amway at Thetford, and the Eastern Counties ,' 1 4„( 11 1 t „'don "r., whence it will be continued to the town and Vie'kl7'jhs' o a r e u e ° ,ll lnodating in its course the important and 114,`‘tec, bury St. Edmunds, Lavenham, Long Melford, r t dir e ,.. °c kthlg, Braintree, and Maldon, and forming at Ot al oat t „ I -. end economical line to Norwich, following the k,_ ... r ° ll gh the populous towns which that traffic has h 114‘ . ttlrai r , and opening a commaconication between the , . I fierior of Essex and Sea bi t h. ; • ill t 11,Zbtre a . at the same time the extensive traffic poi, Oil ,alr ad and hi aldon, and between Maldon and the t,:,.4l:tiroo:;,:rewh:l,llll49l:ele to Chelmsford, and L ondon , the distance _ ki r 114, a ey the coach . road, ath an ag all ref d j'a,, as even supposing Parliament to sanction Chelmsford, and another via Witham ah t lit ( 11 8 ._ e 0 f the Malden and Chelmsford traffic would stlll ; s .lf„" l ,,tti t - s i t ,..`"„nce being increased to 15 miles. This line will ` l 4 the construction of nearly 10 miles of It.tilway 114t14t1 til►tii;ofitilil.ge,minlYtizl,f3oorol.), at a sacrifice of about a mile between OC 9 II c)k " Low through a thinly inhabited district, as is the ot ti rd of 7 ,'' o n and Norwich direct line, reported against ~,Oora , ,Ovaima ` r a ds. this Railway will accommodate a popu- Vtr a , - "ths, 1 50,000 souls, seven market towns, and ea..` • Zbat -e `urilin each two Members to Parliament. erL.: 4lll c, therefore, particularly on market-days, k :qyhtVeht, ' - .derable and will form' a considerable source of ►possessed by any other line to Norwich. ' 4l l kft (411 y va ssengersconsiderable income will be de v„ Di Re, ro t , 5 . 1 k. ,a co pf1:1 „Re, tqi, s 1 and other manufactured goods, but from . ‘ l lO,. 1 , 4 h ' s e .ad Of corn, flour, wool, malt, &c., beasts, sheep, - ` l 4 c ii:;, e t and poultry, which are annually sent -r lel ; and from East Norfolk, to the London 1 11, 41 , to ile a of tisti a g Traffic is sufficient after deducting 40 per cent. Day 33 working Dower, management, and other tOtr • k ti t'• 11441ing'.:4/. 2s. 3d., 634 per cent. on the capital required, I. VI ed. 'Pea any anticipated increase from the sources 101 . e .18 • 1, 4 of th e re at be allowed on deposits and sails until t IN , " the C line. Detailed prospectuses, with a plan, may kt," 1 4, 4 ' te,7 Z n o P r Zery offices of the Company, 1, Gray's Inn -941 Ang t i arY, solicitors, or local agents, and D. • „ - court, Throgmorton-street, London ; Messrs. Manchester • J. Greaves, Liverpool; Collinson Ilait,, - , ar n,,es Jamie Leeds ; T ate and Nash, Bristol ; (• ro t ,• " . radford s°nl I t ' l '. -5. " 0 4 for Shar . es can be received except in the sub lk t 10 E enunitteo of the Essex and Suffolk Railway. t a cay, on shares i n the propose d Essex and Vag ouc h Ile terms mentioned in the prospectus ; and I " tor t : pa y 4 , shares, or so many thereof as may be allott . ed a w ,`"e deposit thereon and to execute the Parlut , S ubscribers' agreen% ent, when required so to do. Name Description Residence Date Reference to P lt ik 11 i 4 ,Th t ' ).„ 14ToNT, 4 f S PILL OF HEALTH. Y3lV4DtageS 'to the heads of families from the lulb ki krri 4 't. land „ ei ne of known efficacy, that may be resorted to tc. ) lj4t e t ba ii„L s e,d With success in t';Watie,; — "ldes more or less every day, are so obvious to it r; lking d t 'ul be raised of its importance to every house '. 2:ptctfuji nl , •FrOm among numerous testimonials, the 1 41 , gubmitted !I t of I „ 6nomas PaouT, 229, STRAND, LONDON. ht 4 'Y ex 4v e rou e ' Co pper -street, Manchester, March 12, 1842. 4414141)y4t,Tillerien,eu s atisfaction in communicating to you the re 4, ti h tt t p4 ' kba ,after repeated trials, of FRAMPTON'S PILL Os e , -4 . 1 Of L ti it but justice to state, that in the course of able to S,kr 44 dan k) , ,Nt 'v ni - ,,, — t u a Aperient Medicines, I have never found N,Tits;,war; ode 'kJ lthd efficient in the relief of the system . 4 otecii a &c., with so little inconvenience Nkbi t .. tn er ' , bei ng occiaring that supply to me a means i' 4 'YN Nan tl e kitli e recomnaend to families, schools, and 4 4 ,Itp f t if,i,,ke ' nt h, 'whether at the desk or on the road, a most tkir al l krn „N.% ut ic tja . tonal medicine. And I shall take credit t .11,4 testimony, lam the means of making .: t lb" csk et „,rore generall— y known and appreciated. th4 4 t44 e4 ted 8 1 3 r yours, " WILLIAM SMITH." ttlt Ink derived "Of th i 7 e of these Pil ls, ar i s i ng f rom th e earnest .re el. thousands who have benefit .lks tt lia al % etlrealaY lengthen e d commen t necessary ; they are t i tleZ ll lll o , 4 Liv er f gr diseases to which mankind is liable, but anq plaints, with their many well-known at tttt,jc. Headache, Pain and Oppression after meals, kii, t (3 f Ap ;.'.ging Noise in Head and Ears, Drowsiness, ‘ 4 , 1 oft I:eute, Wind, Spasms &c. 1 4,, t ; .w.lll convince the ' afflicted of their salutary 4 t rStt,Ad u r l lll , sPeedlly regain its strength ; a health ea and Kidneys will rapidly take place; 11,;NIA"t 1. 4 L, "° B B, heat, pains, and jaundiced appearance, N I , 1,4 4.4 1 sett of taking Fenwed health, extending to good old age, kht ,,, z, P t rteh ', this medicin, according to the directions , rn ut x, th' Strs,..., --e v euti - London. Price Is. I%d. and 2s. 9d. , ors of Medicines generally throughout the Ntil 44 3cal t PTOic, n Nat %Za p rilL OF HEALTH, and observe the Prout 229 kilmand, Loudon," 92 ~~.,, 1 2 - 0 54 Ole 3 1 9, 41. 59 , '' .... 11,91 ....... ....... .• ';4 S. • • ~11 1,90f0N 0 0 ...... v v Li . ; , 3U 0 (abc,lo. 1' ol10•• 1,1 .• 4 • 1 1 tare 1 0 ,1Iie l ' ric e' ) (mi t e rob tb io y. c. b 0 gfriceler:,l ao9', Vabb e, ot , 110 t " o f ,on _roar o fr ce tA ioss, ,ffc ie b en ,ons i „ t or of io d " r go tt ' n er• cr d butor co Od Y ' ki s ha s' e to s from wB , to t 13 •st. Wif e C111°1;- 0 1° viol' k i,jor J° ll* ire, e reibr aSli vo ir r's4.' I'6l 1p Rich 9 ' °°4 : P ifif ° sto re' , t of r Forbes' 9:leg 004 Do ff c, -- i i, ° :o'" ef I O t i c r : :00 0 C 0 1 t Wil t r 0 1 f t" Ibe a r atigh te AV I" rt it iogf L frioe job° )I°l tt . Vscl• rk 135 y50. oge iiao I , r CO WI k tr Of 6C CM° ADVERTISEMENTS INSERTED in ALL THE THREE PAPERS, Morning, Noon, and Night, thereby insuring a TOWN and COUNTRY CIRCULATION at ONE CHARGE. BENEVOLENT INSTITUTION for the RE- List? of AGED and INFIRM JOURNEYMAN TAILORS. Asylum, Haverstock Hill—Office, 32, Sackville-street. Established the 10th day of February, 1837. PATRONS. The Most Hon. the Mari uis of Salisbury, K.G., Lord-Lieutenant of the County of Middlesex The Most Hon. the Marquis of Downshire, K.P. The Right Hon. Earl Howe, G.C.H. The Right Hon. Lord Southampton The Right Hon. Lord Ashley, M.P. Baron L. De Rothschild ' J. J. Blackburn, Esq., M.P. General Sir John Wilson Charles B. Hamilton, Esq., M.P. Sir Henry Bethuen Abel Smith, Esq., M.P. Colonel Thomas Wood, M.P. Henry Pownall, Esq. Sir Peter Laurie F. P. Walesby, Esq. PRESIDENT -JO N STULZ, Esq. The ANNUAL DINNER of the INSTITUTION will take place at the Freemasons' Hall, on Tuesn.sv, March 18, 1845. Mr. Sheriff SIDNEY in the Ckair. Messrs. Buckmaster Henry East John Edwards Guthrie Harrison S. G. Holland Hunter Mead STEWARDS. Messrs. James Meyer R. M'Callan Pulford Simons W. H. Simpson Woollett Sidney Wyllie C. C. Young. t Six o'clock precisely. ,ned of any of the Stewards, or of titution, from Eleven till Three. W. H. HALL, Secretary. Dinner on the Table at Tickets (lss. each) may be obtaii the Secretary, at the Office of the I By order, PARIS AND LYONS RAILWAY. LAFFITTE'S COMPANY. The Provisional Committee of the Paris and Lyons Railway Com pany beg to state, for the information of their Proprietors, and in re ply to numerous inquiries, that the only LINE OF RAILWAY to Lons is that adopted by the Government, for the working of which this Company has been, tor more than two years, in a position to tender. In the event of the Government determining to lease the Railway, on the condition of the Lessees executing the earth works, a considerable increase in the capital will be speedily required. Further particulars respecting the distribution of the new shares will shortly be announced. By order, 62, King William-street, Feb. 17, 1845 ED. ♦IME, Secretary. PROVISIONALLY REGISTERED. THE LONDON, SALISBURY, and YEOVIL JUNCTION RAILWAY. Connecting also DOVER with BRISTOL. Capital 2,000,0001., in 40,000 Shares, of 591. each. Deposits 21. 10s. per Share. PROVISIONAL COMMITTEE, William Scott Binny, Esq., Bryanstone-square. William Sprott Boyd, Esq., Cleveland -rosy. John Chapman, Esq., Blackheath-park. The Chisholm, Chapel-street, Grosvenor-place James Farquhar, Esq., Blackheath. Hon. W. E. Fitzmaurice, M.P., Chesham-street. J. J. Kinloch, Esq., GlouceSter-i cad, Hyde-park. John Laurie, Esq., Charles-street, St. James's-square, James Ramsay, Esq., Bushy House, Herts. With power to add to their number. Eimislias—Sir John Rennie, F.R.S., and Francis Giles, Esq., C.E. Bankers—The Union Bank of London. SOLICITORS—Messrs. Johnston, Farhaur, and Leech, 65, Moorgate street, London. PAILIADLENTARY AGENTS—Messrs. G. and T. W. Webster, 26, Great George-street, Westminster. SECRETARY—Lewis Crombie, Esq. This Railway will establish a most desirable line of communication between London, Dover, Salisbury, Yeovil, and the West of England, traversing in its course many wealthy, populous, and important districts. It will commence at the Reigate-station on the Dover and Brighton Railways, and pass by Dorking and Guildford to Basingstoke. From thence it will proceed by Whitchurch, Andover, and Salisbury, to Ye4l4. By whichmeans the connexion between the East and West Coasts of England will be complete. A further and most important feature of the undertaking is, that by using the line of the South Western Railway from London to Basingstoke, it will bring Salisbury and Yeovil into an entirely direct line of communication with the Metropolis. The distance from London to Salisbury will be about 80 miles, ant to 'Yeovil 120 miles. It will also unite four of the principal Railways in the kingdom ; viz., the Dover, Brighton, South-Western, and Great Western, and at the same time will most materially aid communication between the ports of Dover, Shoreham, Portsmouth, Southampton and Bristol, a most desirable object in a national point of view. A reference to the accompanying map will manifestly prove that few Railways in the kingdom will form a medium of communication with a greater aggregate of wealthy, populous, and important places. By it, Salisbury, Sherborne, Yeovil, Bath and Bristol, Bradford. Trowbridge, Frome, Guildford, Farnham, Basingstoke, Whitchurch, Andover, Weyhill with its extensive fair, Shaftesbury, Milborne Port, Stalbridge, and Ilchester, with the numerous smaller towns and villages in their vicinity, will be brought into immediate connexion with each other, rendering the undertaking eminently calculated to promote the convenience of the public, and certain to yield a large return to its proprietors. The country to be traversed will, as has been ascertained from ac tual surveys, admit of the construction of the Railway at a moderate eost. The portions yet to be formed will comprise the country be tween Reigate and Salisbury, about 76 miles (less about 11 miles proposed to be used of the South Western Railway), and that between Salisbury and Yeovil about 40 miles, 'making the entire length of the line yet to be constructed no more than 105 miles. Application to be made for Shares to the Provisional Committee ; or to Lewis Crombie, Esq., Secretary, at the Company's Ofilces 63, Moorgate-street, London ; or to the undermentioned Brokers :—Mr. Anthony Laurie, Liverpool ; A Mr. Isaac Miller, Liverpool i Mr. Parsons, Liverpool; Messrs. Brady and Staniforth, 11, Manor street, Hull ; Mr. S. Grindrod, Manchester ; Messrs. Cardwell and Co., Manchester ; Messrs. Watson and Co., Leeds ; Messrs. E. King and Co., Leeds ; Messrs. Samuel Hutchinson and Co. Bradford; Luke Arnold, Bristol ; George Edwards, Bristol ; Robert Allan, Edinburgh; William Gordon, Aberdeen ; Boyle, Low s Pim, and Co., Dublin Bruce and Byrnes. Dublin ; of whom plans and prospectusee may be had. FORM OF APPLICATION FOR SHAM. To the Provisional Committee of the London, Salisbury, and Yeovil Junction Railway. Gentlemen—l request that you will allot me shares of 501. each in the proposed London, Salisbury, and Yeovil Junction Railway ; and I undertake to pay the Deposit and sign the necessary Deeds. Dated this day of , 1845. /fame Residence Trade or profession Reference BUSINESS PREMISES to be LET, with a comfortable FAMILY HOUSE attached, in an open and cheerfill situation, consisting of two parlours, drawing room, six ex cellent bed rooms, kitchen, and offices, with an extensive warehouse behind, about 37 feet by 30 feet, suitable for a manufactory or any other purpose. For particulars inquire on the premises, 7, the upper end of St. John's-street, Clerkenwell. TO MUSIC SELLERS AND PROFESSORS. TO BE DISPOSED OF in one of the principal Towns in the West of England, a long-established, very ex cellent, and most respectable MUSIC BUSINESS. The connexion is the first in the county, and the concern will be found well worth the attention of a competent person, so desirable an opportunity not being often met with. The reason of the present proprietor relin quishing it will be quite satisfaetory. As references of highest respectability can be given, equally satisfactory ones will be expected. Letters addressed X. Y. Z., office of the " Western Luminary," Exeter, pre-paid. PERIODICAL SALE OF REVERSIONS, LIFE INTERESTS, ANNUITIES, LIFE PO LICIES, ADVOWSONS, NEXT PRESENTATIONS, and all descriptions of Securities dependent upon Human Life, Shares in Railways, Mines, and all other undertakings. MESSRS. FULLER and MARSH respectfully inform the public, that by their system of PERIODICAL SALES by AUCTION, they are enabled to offer to persons expectant, or otherwise interested in the above description of property, the most prompt, economical, and satisfactory mode of disposing thereof, as by classifying these descriptions of interests and properties in the same particular, and for the same day, much expense is avoided, and a far greater competition is secured. Their Periodical Sales of Reversions, Life Interests, Annuities, Life Policies, Advowsons, Next Presenta tions, and all descriptions of Securities. dependent upon Human Life, Shares in Railways, Mines, and all tither undertakings, will be con tinued throughout the present year as follows—viz. Thursday, January 2. Thursday, July 3. Thursday, February 6. Thursday, August 7. Thursday, March 6. Thursday, September 4. Thursday, April 3. Thursday, October 2. Thursday, May 1. Thursday, November 6. Thursday, June 5. Thursday, December 4. *.* Notices of Sales intended to be effected by the above means should be forwarded to Messrs. Fuller and Marsh, a fortnight prior to each date, in order that they may have the full benefit of publicity. Messrs. F. and M. beg t 3 call the attention of the public to the economy and expedition of this system of business, as they are thereby enabled to include each property for the sum of Two Guineas and a Half, including all expenses, should a sale not be effected. The next periodical Sale will take place at the Mart, THIS DAY, March 6. Particulars of the next Periodical Sale may be obtained ten days pre vious to the Sale, at the Office of Messrs. Fuller and Marsh, No. 2, Charlotte-row, Mansion-house, London. QCHOLEFIELD'S Original CONCENTRATED JELLY and BLANCH-MANGE requiring neither flavouring nor sweetening, have acquired in'a short space of time a celebrity un paralleled. They are extensively patronised in the cuisine of the highest families among the aristocracy, while from their cheapness they are placed within the reach of the humble artisan. Sold in pots, sufficient to fill twelve glasses, Is. 3d. each ; whole sale, at the manufactory, 7, Trafalgar-place, Kentish-town ; Crosse and Blackwell, 21, Soho-square ; Barclay and Sons, Farringdon -street. Note.—As there are several spurious imitations, be careful to pro cure Scholefleld's. RHEUMATISM, GOUT, CRAMP, WEAKNESS OF LIMBS CONTRACTIONS, SPINAL AFFECTIONS, &c. rirWENTY THOUSAND PERSONS, and up wards, from the Infant to the very aged adult, have received benefit from an extraordinary BALSAMIC PREPARATION posi tively under the immediate sanction and recommendation of the faculty. CABBITRN'S OIL. To* be had at his Dispensary, King's Cross, London; in bottles, 2s, 9d., 4s. 6d., I is., 225., and of most respectable venders in'the king dom. Reports from Medical Dispensaries may be seen in " Bradshaw's Railway Guide," and the daily papers. Ask for Cabburn's Oil for the cure of rheumatism, &c. To Mr. Cabburn, Sia—My child, a boy four years old, never had the least use of his legs from his birth until I used your oil, and in six weeks he was enabled to walk, to the astonishment of ourselves and all who know us. Yours, ever grateful, 6, George-street, Bagnigge Wells-road. HENRY CLOVER. P.S.—Mr. Greenwood, of the Northumberland Tavern, and Mrs. Finn, 12, Weston-street, Pentonville, can speak to the truth of it also. Mt. Cabburn, Sir—l have presented two bottles of your oil to a poor woman named Clarke, who has been paralysed for two years, and unable to walk, or move, without a stick or crutch, nor yet lift her hand from her side. She can now walk comfortably without either stick or crutch, and can lift her hand to her head with ease .—I am, yours respectffilly, W. WARNER. No. 47, Bridle-street, Nottingham. To. J. Cabburn, Esq. Sir—l beg agreeably to inform you that an individual for whom I sent for your oil has greatly felt the benefit of your most important discovery. He has, as I said in my former letter, been under the care of the most eminent surgeons in this county for nearly thirty years, and has been for several months in the various hospitals, &c., but to no effect, until he applies] your miraculous oil ; last night he told me with heartfelt gratitude he was well, having no pain, and the inflam mation gone. I should recommend your appointing an agent in this neighbourhood.—l am, Sir, yours respectfully, J. C. EDWARDS. Halden-wood Cottage, near Shrewsbury, Salop. Cabburn, King's-cross. Sir—l beg to return you my sincere thanks for your kind attention, and at the same time to acknowledge that I experienced more ree from your ell than did from any other application or op eration per formed upon me, and had I been fortunate enough to have met with you in the early commencement of any afflictions, I should have avoided much misery and distress. For your kindness, I shall ever remain,—Your obliged, humble servant, Hatton-wall, August 30, 1841. SAMUEL BEST. The above person's case was published in the Lancet, December 8, 1832, from an abridged lecture on neuralgia by Dr. Elliotson, being one of the most dreadful cases ever known. Many noblemen and gentlemen saw the patient 1 , l is amon Grace DUKE of HAMILTON, The EARL of HAREWOOD, Sir F. BURDETT, Sir W. BACII, Aide-de-Camp to the MARQUIS of ANGLESEY, And many other officers of high distinction. Mr. Cabburn, Sir—l beg to state my satisfaction of , •our oil ; the peculiar mod effects are truly astonishing ; having many convincing proofs, I shall be able to forward you an extensive list of highly respectable testimonies. Please to forward double the last supply by first coach, and you will oblige,—"Yours, truly, Medtgil Loititutio, St. Stephen's, Norwich. S. Tllolllloli. WIL SON'S SCOTTISH ENTERTAIN MENTS. At the MUSIC-HALL, STORE-STREET, BEDFORD-SQUARE , On MONDAY EVENING, March 10, at Eight o'clock, Mr. WILSON will repeat his Entertainment of WANDERING WILLIE'S WALLET. SONGS. PART I.—The Minstrel—Hey the bonny breast-knots--The Cove nanter's Lament—Hame came our gudeman at e'en—Bessie Bell and Mary Gray—The Bonny House o' Airlie—O Bothwell Bank thou bloomest fair—John Grumlie. PART ll.—Hail to the chief who in triumph advances—Why left I my hame ?-3PLeod of Dunvegan, a curse lies upon thee—l gaed a waefu' gate yestreen—Hersel be Highland Shentleman—Watty cam' out on a moonshiny night—Gude night and joy be with you a'. Piano-forte—Mr. LAND. Tickets, 2s. Reserved Seats, 2s. 6d. Private Boxes for Six, 15s. ; Eight persons, 1/. CLARA SEYTON'S NEW ENTERTAIN MENT. Miss CLARA SEYTON'S ILLUSTRATIONS of the DRAMA and the OPERA, received with the most enthusiastic applause, will be given at the MUSIC HALL, STORE-STREET, on THURSDAY Evenings ; and on TUESDAYS, at CROSBY HALL, BISHOPS GATE-STREET. Miss CLARA SEYTON will sing admired compositions of Schubert, Weber, Mozart, Pacini, &c. Three new songs, by Mr. T. Cooke ; and the entertainment will conclude each evening with Albert Smith's brilliantly successful Medley Song, "A Musical Scamper over Europe." To commence at Eight. Tickets 2s. and 2s. 6d. each, to be had of all Music-sellers ; at the HaR ; and of Miss Clara Seyton, 47, Conduit-street, Regent-street, of whom alone Private Boxes (One Guinea each) may be obtained, BRITISH INSTITUTION, PALL-MALL The GALLERY for the EXHIBITION and SALE of the WORKS of BRITISH ARTISTS is OPEN DAILY, from Ten in the Morning till Five in the Evening. Admission, Is.—Catalogue, Is. WILLIAM BARNARD, Keeper. ROYAL POLYTECHNIC INSTITUTION. PHILLIPS'S PATENT FIRE ANNIHILATOR, illustrated by Dr. Ryan in his daily Chemical Lecture on the Mornings and Eve nings of MONDAY, WEDNESDAY, and FRIDAY.—A Series of LECTURES on ASTRONOMY by Professor Bachhoffneir, on the Mornings and Evenings of Mondays, Wednesdays, and Fridays, during Lent, accompanied by Dr. Wallis on BRABY'S CALOTONE. Working Models of New Inventions, among which KITE'S PA TENT SMOKE-CURING and VENTILATING ROOF, COWLS, &c. GOUGH'S WASHING MACHINE, ROBINSON'S DRYING MACHINE, &c., are explained daily. A beautiful Picture of the SHRINE of the NATIVITY is added to the NEW DISSOLVING VIEWS. CHILDE'S CHROMATROPE. THE PROTEOSCOPB. The PHYRIOSCOPE. EXPERIMENTS by means of the DIVING BELL and DIVER under water, &c. &c. Admission, le. ; Schools, Half-prim GREAT BRITAIN STEAM-SHIP at BLACKWALL. Tickets, enabling persons to go on board this magnificent Vessel, with a free passage down the Blackwall Railway, and including steam-boat fare to and from the Vessel, can be obtained between the hours of HALF-PAST EIGHT and FOUR (Sundays excepted), at any of the Stations on the Railway, except those of Limehouse, West India Docks, and Poplar, at the following prices :—Second Class, Is. Bd.; First Class, Is. 10d. Tickets to view the engines can be obtained on board at an extra charge of Is. Parties walk directly from the pier on board the steamer, which starts on the ar rival of each train. NEW ROYAL EXCHANGE. TO PUBLIC COMPANIES AND OTHERS. The JOINT SUB-COMMITTEE for GRESHAM AFFAIRS will meet at MERCERS' TULL, in Cheapside, on FRIDAY, the 7th March, at One o'Clock precisely, to RECEIVE TENDERS for taking on LEASE a certain SVITE of OFFICES situated on the principal floor of the Royal Exchange ; and also the Vaults under the merchants' area and ambulatories. Proper persons will be in attendance to show these rooms and vaults on and after Monday, the 3d March, from Ten o'Clock till Four. Plans, with terms and conditions, may be seen on the same days at the offices of William Tite, Esq., Architect, 17, St. Helen's-place, where orders to view may also be obtained. L'ABEILLE LITTERAIRE BIBLIOTEQUE UNIVERSELLE. REVUE DES FEUILLETOITS. d. Subscriptions—One Year . ....... .• •. 8 0 Six Months ••••• • • • • • 4 6 Three Months •••• • • • • 2 6 Foreign Countries and the Colonies •• • • 2 6 extra charge. Subscriptions received in Paris—Place du Marche St. Honore, 32 ; at M. Proux, Rue Neuve des Bons Entails, 3 ; and at all the principal Libraries of France and foreign countries —(Postage Free), SUMMARY OF THE JANUARY PUBLICATION. Le Douanier, par M. Frederic Soulie--Chasse aux Hommes dans te, par le Cordofan, par M. Leon de La borde—Aimer et Meurir, par Mme. de l'Epinay—Le Nouvel Ala din, p ar M. Paul de Musset—Un Exile en Siberie, par M. Benedict Gullet—Les Adeptes de rlmmortali M. Mery—Le Cure de Sainte Genevieve des Bois, Anecdote du Dix litlitieMe Steele, par M. P. L. Jacob, Biblophile—Poesie LA Chambre des Deputes, par M. Barthelemy—Une Attaque Nocturne, par M. Pierre Durand—La Bague et un Pays Enchante, par H. Alp. Karr— Revue Scientiflque : Nouveau Moyen d'Empecher lea Explosions dans les Mines, par H. le Docteur Morel-Lavallee—Arbres Etrangers—Un Festin en Chine—La Vigne et le Ceclre en Normandie—Article et Gravure de Modes. Every Yearly Subscriber will receive immediately (gratis and postage free) the Publication of December last. EMPLOYMENT. —Persons having a little time to spare are appriseil that Agents centime to be appointed in Lonaon, and country towns, by the EAST INDIA TEA COMTANY, or the sale of their celebrated teas. Offices, No. 9, Great St. Helen's -churchyard, Eishopsgate-street. They are packed in showy leaden canisters, from one ounce to a pound, with the price and weight marked on each packet, and but little trouble is occasioned by the sale. The license is only I Is. per ~ n nam, and many during the last nineteea years have realised con siderable incomes by the agency without ene shilling let or loss: Application to he made (if by letter post-paid) as above. BURGESS'S NEW SAUCE, for general pur poses, having gained such greht approbation, and the demand for it continuing to increase, JOHN BURGESS and SON beg meat respectfully to offer thus their best acknowledgments to the Public for their liberal patronage of the same ; its utility and great conveni ence in all climates have recomrdended to the most distinguished oreign connections, who have all spoken highly in its recommenda tion. It is prepared by them only ; and for preventing disappoint ment to fathilies, all possible care has been resorted to, by each bottle being sealed on the cork with their firm and address, as well as each label having their signature, without which it cannot be genuine. JOHN BURGESS and SON'S long-established and mach-esteemed ESSENCE of ANCHOVIES continues to be prepared by them after the same manner that has given the greatest satisfaction for many years. Warehouse, 107, Strand, corner of Savoy Steps, London. Pocket Edition (500 pages), in an envelope, price 25., by post $5. N M A R R I A GE RA; Hindrances and Obligations. " Of griefs concealed, and disappointments keen, Which young and gentle—the matured and sage, The lonely and the mated—all sustain." Hy R. J. CULVERWELL, M.D., Member of the Royal College of Surgeons of England, Licentiate of the Hall, and twenty-three years Resident Practitioner in Landon. Also, companion to the same (72 Engravings), price IL, by pest 15.6 d., ON CHASTITY—its Abuses and Diseases. " Whereon doth hinge the dignity of man, The health of offspring, and domestie love !" These publications are free from enapyricism and mawkish senti mentality—they abound in stern truths, and are addressed to the in telligence of the times. Sherwood, 23, Paternoster-row Carvalhe, 147, Fleet-street ; Hannay, 63, Oxford-street; Mann, 39, Cornhill and the Author, 21, Arundel-street, Strand.—At home daily till Two : Evenings, Seven till Nine. LAMERT ON DEBILITY, NERVOUSNESS, AND ALL DISORDERS ARISING FROM EXCESS, &c. " He, who in pleasure's downy arms Ne'er lost his health or youthful charms, A hero lives, and justly can Exclaim, in me behold a man !" Just published (in a sealed envelope), Tenth Edition, price 2s. ed., or sent by post, free, to any address, 35. 6d., QELF-PRESERVATION : a Popular Essay on L'Y those concealed disorders, originating in youthful excesses, and terminating in Nervous Debility, Local and Constitutional Weakness, and all those Sinkings, Anxieties, and Tremors, which afflict the Weak, the Sedentary, and the Delicate. With Practical Observations on Marriage, and on the Anatomy, Physiology, and Diseases of the Reproductive Organs, with plain Directions for their perfect Restoration. By SAMUEL LAMERT, Consulting Surgeon, 9, BEDFORD-STREET, BEDFORD-SQUARE, LONDON, Matriculated Member of the University of Edinburgh, Honorary Member of the London Hospital Medical Society, Licentiate of Apothecaries' Hall, London, &c. " The various positions of Lover, Husband, and Parent, the in herent privileges of mankind, are frequently marred and prevented through the follies and frailties of early indiscretions. To such, among others, this Essay addresses itself; and by its perusal many questions may be satisfactorily adjusted that admit of no appeal even to the most confidential friend."—Stafford Gazette. "Long experience in the treatment of a class of diseases hitherto neglected and most imperfectly understood by the great bulk of the medical profession, has enabled the writer to prove that there are concealed causes of Nervous Debility in existence, where the nacre routine practitioner would never dream of finding them ; traceable to certain habits, forming the most secret, yet deadly, and fatal springs of domestic misery, and premature mortality."—Wakefield Journal. Published by the Author, and sold in London by S. Gilbert, Si and 52, Paternoster-row; Starie, 23, Tichborne-street, Quadrant, Regent street; Hannay and Co., 63, Oxford-street; Noble, 114, Chancery lane ; Gordon, 146, Leadenhall-street ; and by all Booksellers. At home every day till Three, and from Five till Eight. FOURTEENTH EDITION of the SILENT FRIEND On MUM* Frailty, with Coloured Engravings. Just published, price 2s. 6d., free by post (in a sealed envelope) 3 s. 6 d. , THE SILENT FRIEND ; a Medical Work on the Infirmities of the Generative System in both sexes ; and on the loss of the reproductive powers, with means of restoration. The baneful effects of solitary indulgence, neglected syphilii symp toms, &c., are fully pointed out. Illustrated by Engravings; followed by observations on Marriage, with plain directions for the removal of certain disqualiteations. By R. and L. PERRY and Co., Consulting Surgeons, London. Published by the Authors, and may be ad at their residence, 19, BERNERS-STREET, OXFORD-STREET. Sold by Strange, 21, Paternoster-row ; Hannay and Co., 63, Ox ford-street ; Gordon, 146, Leadenhall-street ; Purkiss, Compton street, Soho; and all Booksellers. "We regard the work before us, the Silent Friend,' as a work embracing most clear and practical views of a series of complaints hitherto little understood, and passed over by a majority of the me dical profession, for what reason we are at a loss to know. We must however confess that a perusal of this work has left such a favourable impression en our minds, that we not only recommend, but cordially wish every one who is the victim of past folly, or suffering from indis cretion, to profit by the advice contained in its pages."—Age and Argus. " The authors of the Silent Friend' seem to be thoroughly con versant with the treatment of a class of complaints, which are. we fear, too prevalent in the present day. The perspicuous &vie in which this book is written, and the valuable hints it conveys to those who are apprehensive of entering the marriage state, cannot fail , to recommend to it a careful perusal."—Era. The CORDIAL BALM of SYRIACUM is exclusively direeted to the cure of nervous and sexual debility, irregularity, weakness, loss of appetite, indigestion, consumptive habits, and debilities arising from excess, &c. In bottles, price 11s., or the quantity of four in one bottle for 335., by which I Is. are saved. The dye-pound cases may be had as urinal. The CONCENTRATED DETERSIVE ESSENCE, an anti-syphi litic remedy for searching out and purifying the blood from scurvy, blotches on the head, face, and body, ulcerations, and those painful affections arising from improper treatment er the effects of mercury. removing secondary symptoms, and all eruptions of the skin. Price 115. and 335. per bottle. PERRY'S PURIFYING SPECIFIC PILLS, price 21. 9d., Is. 6d., an d 114. per box, are the most effectual remedy for strictures, inflam mation, irritation of the bladder, &c., without hindrance to business. Consultation fee, If by letter. 11. Minute detail of cues necessary. Messrs. Perry are in daily attendance, for consultation, at their:re ridence, 19, Burners-street, OxfordAreet, London, from 11 till 2, and till 8. On Sundays from 10 till 12, One p erms ' vim' is only no . Miry fatit a permanent our.. CLARK'S ROYAL WAX CANDLES ! NO PUFF !! (Daly ls. per lb.) "Their equal is unknown—their superior will never come." A pure white flame—they snuff themselvei—are hard as alabaster —pure as wax—glossy as glass—and cheap as common tallow can dles, is their true character. Composite candles, German wax, Mar garine wax, Botanic wax, and all such inferior candles must be thrown aside, bearing no comparison to Royal Wax Candles. Their great success has already created imitators. CLARK and CO. do not supply the trade, therefore all who purchase elsewhere cannot have the Royal Candles. No arsenic is used—inquiry is challenged. Royal Wax Candles of all sizes required. Only Is. per lb. Please write down the address, CLARK and CO., 447, West Strand (opposite Warren's Manufactory). 'VAUXHALL COMPOSITE CANDLES, Bs. 6d. per des. PRICE'S PATENT CANDLES, 108. 6d. per doz. GENUINE WAX CANDLES, 28s. per doz. These three sorts of Candles are an predsely alike in their burn ing qualities, but tile Vauxhall Composites are rather softer than the Price's Patent, and thence the difference in price. Even those who are compelled to Cindy economy alone, should burn them in pre ference to Tallow Dips. Patent Cocoa Nut Lamp Oil, warranted equal in every respeet t• the finest Sperm, 4s. per gallon. WM. MARCHANT, 253, Regent-circus, Oxford -street. THE MINARET PARASOL, from the ele gance and symmetry of its form, is by far the most beautifill yet introduced ; the price does not exceed that of ordinary parasols, although a very graceful improvement has been effected ix its con struction, which is such that it cannot get out of order. The attention and patronage of the public is requested to this elegant novelty, which can be had at any of the respectable Drapers, &c.. and wholesale at all.the wholesale dealers. OBSERVE—The silver runner is stamped with the word MINARET. TO ALL CONSUMERS OF TEAS AND COFFEES THROUGH OUT THE UNITED KINGDOM. THE BRITISH. HONG-KONG TEA COM PANY inforria the Nobility, Gentry, Clergy, and Families generally, that in addition to their large Wholesale business, they have new opened those extensive and commodious Premises, Nos. 12, and 13, NICHOLAS-LANE, KING WILLIAM-STREET, CITY, as a Wholesale and Retail Establishment, for the, supply of none bat genuine and superior class Teas and Coffees, at an unprecedented malliess of profit. In consequence of the enormous quantity of spurious trash now imported under the name ;of Tea, there never was a period when the public required, with a view to both Health and Economy, to be more careful in the selection of this important article, and more upon their guard against advertisers at extremely low prices. From their long experience in all branches of the Tea .and Coffee trade, the extensiveness of their transactions, and the arrangements they have made for securing the choicest growths of Teas and Coffees the world produces, the Company feel confident that nothing is wanting, but a trial of their pretensions, to ensure them that patronage it will be their constant aim and highest ambition to merit. The Company invite attention to their EXPLANATORY PAMPHLET, containing a full description of all the various sorts of Teas and Coffees imported, and sold by the Company, with prices, &c., which will be sent Post Free, on being applied for ; but the fol lowing are confidently recommended. BLACK TEAS. a. d. a. d. Good useful Congou ••• • • • 3 4 Ditto, brisk and strong. ••• • • ...... •••• •• • • 3 8 Ditto, strong Pekoe flavour •••••••• • • • • • • • • 4 0 to 4 Souchcng, good, to finest Lapsang ••••• • • . • . 4 g to 5 6 THE COMPA NY'S HOWQUA MIXTURE • • 5 6 Sold in quarter, half, and Ilb. Catties. • GREEN TEAS. a. d. a. d. Genuine Tvrankay• •••• • • • Ditto, curled leaf, to fine Flyson Kinds ••• • • • 4 0 to 4 8 Hysons, good to fir est •• • • ... 5 0 to 7 0 imperial Gunpowders, good to finest bright, rich flavour ........ ...... ••••••• • • • . .• 5 0 to 5 6 Small leaf Gunpowders, good to superfine Pearl. .... •••••• • • • • • I 6 to 7 0 ROASTED COFFEES.—These may be had at all prices, from Is. io 2s. per lb. The Company recommend good CEYLON, at Is. 2d.1 FINE PLANTATION CEYLON, la. 4d. ' • FINE JAMAICA, JAVA, COSTA RICA, and LA GUAYRA, at is. 6d. • FINE CUBA, or IKOCHA, at Is. Bd. ; FINEST JAMAICA , or MOCHA, at 2s. per lb. Terms—Cash. Orders by Post will receive immediate attention. To all parts of the metropolis and the environs, goods will be punctually delivered by the Company's Vans. Parcels, containing not less than 71bs. of Tea, will be sent, through the Company's con signees, carriage free, to all parts of England and Wales, and the principal ports of Scotland and Ireland. Purchasers of 301bs. will be allowed lib. overweight. 'THE PERFECT SUBSTITUTE for SILVER. The material RIPPON and BURTON offer to the Public has for the last ten years been found equal to silver in appearance and sweetness, and superior to it in durability. Of the prices of tea-sets, waiters, candlesticks, and all articles hitherto made in silver, &detailed catalogue, with engravings, will be sent (gratis) post free. Fiddle Threaded Victoria Pattern. Pattern. Pattern. Table Spoons and Forks, full size, per ...... 12s. Od. 28s. Od. 30s. Od. Dessert do. do. do ••• • • • 105. Od. 21s. Od. 255. Od. Tea do. do. do ••• • • • As. Od. I Is. Od. 12s. Od. Gravy do. do. do.. •• • • 38. Od. 6s. Od. Is. Od. FENDERS, STOVES, and FIRE IRONS. The largest assortment of Stoves and Fenders in the world is new on sale at RIPPON and BURTON'S extensive warehouses, 39, Oxford-street, corner of Newman-street (just removed from Wells street). Bright steel fenders, to 4 feet, from 30s. each ; ditto, ditto, with ormolu ornaments, from 60s. ; rich bronzed scroll ditto, with steel bar, 10s. 6d. • Iron fenders, 3 feet, 4s. 6d. j 4 feet, 65 . ; do. bronzed, and fitted With standards, 3 feet, 9s. ; 4 feet, 11s. ; wrought Iron kitchen fenders, 3 feet, 4s. 6d. ; 4 feet, Gs. ; bright register stoves, with bronzed ornaments and two sets of bars, from 5 guineas ; ditto, ditto, with ormolu ornaments, from 91. 105. ; black dining-room register stoves, 2 feet, 20s. ; 3 feet, 30s. ; bed room register stoves, 2 feet, 16s. ; 3 feet, 245. The new economical Thermio stove, with fender and radiating hearthpiate, from 81. ss. ; fire-irons for cham bers, Is. 9d. per set ; handsome ditto, with cut head, 6s. 6d. ; newest pattern, with elegant bronzed heads, I Is. A variety of fire-irons, with ormolu and richly-cut heads' at proportionate prices. Any article in furnishing ironmongery, 30 per cent. under any other house, while the extent and variety of the stock is without any equal. The money returned for every article not approved of. Detailed cats lognos, with engravings, sent (per post) free. Established (in Wells street) 1820. schemes; but all parties have united in the strongest representa- I lions of the vital importance to the district of obtaining a good railway communication, ill addition to these afforded by the canals. A memorial signed by the representatives of 48 iron. works, 57 furnaces, and 98 collieries, in the Staffordshire mineral district, including the trustees of Lord War ',from whose estate alone upwards of 1,000,000 tons of coal and iron are raised annually, in favour of the London and Birmingham scheme; and another memorial, representing thirty-seven iron-werks, and nine col lieries, in favour of the Great Western scheme, were presented to us; the 'memorialists in cash case urging in the strongest manner the advantages of railway commutitation to the diotriet. It is stated, that without such communication, they have to compete at a great disadvantage with the iron districts of South Wales and Scotland, which, from their readier access to the sea, can convey their products to market at a cheaper rate. The canals are stated to be not only more tedious and expensive, but subject to serious interruptions, often for weeks together, from frost in winter and drought in summer. In short, it is urged that the apprehensions of the canal Companies are the best test of the further advantage of a railway ; slime unless the latter obtained a large proportion of the heavy traffic, which it could only do by affording the public a better and cheaper means of transport, the interests of the canals could not be prejudiced. With so strongly expressed a wish on the part of such an im portant district for railway communication, and with two great Companies competing with one another to afford it, we do not think that, upon public grounds, we should be justified in report ing that it ought to be withheld on account of any apprehended interference with existing water communications. In the case of one ecnal Cowpony, special Esasons existed which might have weighed more strongly than those derived solely from private con. eiderations ; vie., that a guarantee had been given to assist the Severn Navigation Commissioners to raise money for the purpose of carrying out a great public improvement authorised by Portia. merit. Front this difficulty, however, as well as from the appre. hension of that great improvement being impeded by the intro duction of railways into the district, we are relieved by the offer made by the railway Company to whose scheme we recommend that a preference should be given, to take upon themselves the burden of the guarantee to die extent of any loss sustained in con sequence of the construction of the railway, subject to say reason able conditions and arrangements. With regard to the remaining point, that of safety, it is ad mitted that portions of the soil being undermined, subsidences occasionally take place; but there appears ne reason to apprehend any peculiar degree of danger to a railway from this source, be yond what equally affects the canals, roads, tramroads, feunderies, mills, and ether buildings of the district, and which has never been considered an impediment to the introduction of railways in other mining districts. Some of the most eminent engineer, of the day, among whom may be mentioned Sir J. Ronnie, Mr. Bru nel, and Mr. R. Stephenson, have proposed the lines which pass through the district in question, and are clearly of opinion that they may be worked without any unusual degree of danger. We are of opinion, therefore, that some one line of railway is required, and may be properly sanctioned, for the accommodation of the district in question, between Wolverhampton and Worces. ter. This being conceded, the sanction of a line in connexion with it, to connect Worcester more directly with London, and to give communication to the large intermediate district, appears to fellow almost as a matter of course. The supply of coals to this _district, where a great reduction of price will be effected, is alone an important object ; and, on the other hand. an outlet will be afforded for agricultural produce. A population of about 128,000 between Worcester and Tring would be accommodated by the line in that direction; and, on the whole, taken in connexion with the Worcester and Wolverhampton Junction, the traffic seems suffi cient to justify a fair expectation of return on the capital to be invested, as also on the Rugby and Oxford portion of the line, which will complete a chain of direct railway communication from the northern and midland to the southern and southwestern counties, and will aftbrd to those counties a valuable supply of coal from the Derbyshire collieries. We proceed, therefore, to investigate the subject, on the auump. non that one or other of the competing schemes promoted by the London and Birmiaghazn, and Great Western Companies will be sanctioned, and that the question is reduced to one of preference between them. In regard to distance, the two schemes are as nearly as possible equal, the distance from Worcester to London being 122 miles by the Tring line, and 119 by the Oxford line; the former, however, terminating at the Euston.square station, and the latter at Pad. dington. The number of miles of new railway to be constructed in either case is also nearly the same; nor does there appear to be anything in respect of gradients or engineering character calcu lated to give one scheme a decided preference over the other. The course of the Tring line accommodates a larger population between Worcester and London than the Oxford line; but the importance of the districts traversed by either line, and left out by its compe titor, is hardly sufficient to give a decided superiority on a question of such magnitude. A far more important feature of comparison is derived from e consideration of the question of gauge. The Great Western scheme is proposed to be constructed on the wide gauge of seven feet, used upon the different railways of the 'Great Western system ; while the scheme of the London and Bir. mingham Company is proposed te be constructed on the narrow gauge of 4 feet le inches, common to all the other railways of the kingdom. In order to estimate fully the importance of this question, it must be borne in mind that the Bristol and Gloucester Railway is on the wide, while the Birmingham and Gloucester is on the narrow gauge, and that the inconvenience resulting from the break of the two gauges at Gloucester has been so great as to lead to an amalga. mation of the two Companies, with a view to obviate it, by Intro ducing uniformity of gauge throughout between Bristol and Bir. mingham. From the arrangements which have been made with this view, it is perfectly evident that upon the question of the Worcester lines depends whether this uniformity will be proposed to be attained, by the Birmingham and Gloucester Railway adopt. ing the wide gauge, sor the Bristol and Gloueester adopting the narrow. The question, therefore, upon which we have had to form an opinion is, whether it is better for public interests that the wide gunge should come up to Birmingham and Rugby, or that the nar. row gauge should go down to Bristol and Oxford ? It would be difficult to overrate the importance of this question in a national and commercial point of view. If there Is one point more fully established than another in the practice of railways, It is that the inconvenience occasioned by a break upon a line of through.traffic, occasioned by want of uniformity of gauge is of such a serious description as to detract most materially from the advantages of railway communication. The following description of what has actually occurred at Glou. cester during the last few months, furnished to us by a gentleman who has been practilly engaged in the management of the traffic, will give some idea of the working of the system : " We experience the greatest possible inconvenience from the change, both as regards passengers and goods ; coals we have not attempted to tranship. " In the first place, as regards passengers and passenger trains : "The passengers and their luggage have to be hurried across from one train to the other, when there is a chance of the luggage being misplaced. Gentlemen's carriages and horses have to be changed, a process uniting time and risk. Valuable parcels lave to bo handed out in the confusion, and handed in. " The result is a delay, with the mail-trains, for instance. Of half an hour sometimes, just sufficient, if the coming.in train is after time, to miss the Manchester or other train from Birmingham, or the Exeter or Bath train from Bristol; ainoyance to the pas sengers, whet are anxious about their parcels and luggage ; risk, and expense, as a large body of porters have to be maintained, who, are not fully employed, in order that no more time than is necessary should be lost in the change of trains. " With regard to goods, the inconvenience attending the change is far more serious. "Up to this day a great number of waggons, laden with goods of all descriptions, have been lying at Gloucester, which we have been unable to remove, in spite of every exertion. We keep an establishment of clerks and porters to superintend and effect the transhipment, but, in the hurry of business, mistakes occur ; goods destined far Hull are perhaps put into the Manchester truck ; boxes are bruised, packing tern, furniture and brittle articles damaged. There is the hance of mistake in the re-invoicing of goods; the other day, for instance, a bale for Bristol was laid hold of by a carrier at Gloucester and taken to Brecon, a claim for some 301. being instantly made upon us. " In short, all the inconvenience, delay, and expense attending as unloading and reloading of goods have to be encountered, and there is nothing the senders of goods so much dread as this. The expense involved is very considerable ; there is the expense of porterage, which varies from 3d. to 6d. per ton ; the expense of clerks employed in inspecting and invoicing the goods, the expense of shunting the waggons, the waste of premises, the additional carrying stock it obliges the companies on each gauge to maintain, and, above all, the loss of trade which is sure to result from the delay and risk attending the change, and the advantage which un interrupted communications, whether by water or railway, are sure to have over you in competition. " Much of this expense and delay, it may be said, can be obvi ated by better arrangements and more care; by ample station ac commodation, by abundant carrying stock. No doubt some of it may be prevented, but this is only another name for expense. The care, too, which is required must not be confined to the railways immediately affected, but must commence on a railway a long way off. The goods from Leeds fee Bristol, for instance, must be duly placed together at Leeds, packed in such a manner as will enable you at Gloucester to get at them in the best manner. They must be forwarded from Leeds, and again from Birmingham, in such quantities as will be convenient at Gloucester. The arrangements, in short, by which our interests at Gloucester will be best con sulted, will have to be made by another Company, often not inte rested in the matter, and whose convenience may suggest another course. You cannot, therefore, look forward to remedying many of the difficulties attending on change of guage, which are of this nature." To the above summary of the practical inconveniences men. tioned, we have only to add, that the numerous representations addressed to us by the principal carrying and commercial interests which have been coneerned in the traffic affected by the change of gauge at Gloucester, have fully borne out the statement of the evils experienced, more especially with reference to the loss, delay, and misdirection of goods. The principal railway companies north of Birmingham have also made strong representations as to the obstacle thrown in the way of a proper development of the traffic by the break of gauge; an obstacle which, as regards coal, iron, salt, corn, and every description of heavy goods, they eon. eider as amounting to a virtual prohibition. The question may be raised how far it is possible to obviate the inconvenience of two different gauges by mechanical arrange ments ? These arrangements may consist either — I. Of contrivances for transferring the bodies of waggons from the wheels and axles adapted for one gauge to those adapted for the other : or 2. The laying down of additional rails, se as to permit trains of either gauge to run on without interruption. With regard to the first, it is stated that the experiment has repeatedly tried on the Liverpool and Manchester, the Newcastle and Darlington, the Leicester and Swannington, and other railways, where crossed by local coal railways of at narrower gauge, and has never succeeded. The practical difficulties also are obvious, of securing with waggons constructed with moveable bodies, the rigidity and solidity requisite for safety, and to prevent excessive wear and tear, and damage to the articles conveyed. Even if we were to suppose, however, all mechanical difficulties overcome, the serious objection would still remain, that in addition to the expenses of transfer, a large additional stock would require to be kept by all railway Companies, owners of mines, and other parties who had occasion to send traffic sometimes in the direction where the gauge was uninterrupted, and sometimes in thedirectlon where waggons of a special construction were required. This consideration is the more important as, under the system of the clearing-house, the whole stock of the narrow-gauge railways of theme untry may be considered as becoming more and more common pperty, available wherever there may be a press of business, and for as great distances as may be required, in order to avoid the inconvenience of un. loading. The second arrangement, of laying d ow n additional rails, may be practicable under peculiar circumstanced, and to a limited ex. tent, but it is open to great objections. It is very doubtful how far the addition of a single rail only would be consistent with safety, as in this case the centre of gra. vity of the carriages of different gauge in the same train would not be in the same straight line. If a complete double set of rails were laid down the expense would be very considerable. The complication of switches and crossings that would be ne cessary would involve considerable additional risk and great ex. pense. The difficulty and expense of maintaining the permanent way, and •f keeping the double set of rails in proper adjust.. ment, would be greatly increased; and on the whole, the ex pense, inconvenience, and risk, would probably be so great as to prevent the experiment from being tried to any extent. We cannot therefore consider the plan of laying down addi tional rails as applicable, unless perhaps to a limited extent and under special circumstances, such as enabling, for instance, mineral waggons constructed for the narrow guage to pass for a short distance and at a slow speed over a wide-guage railway; with which view alone it is proposed to lay down extra rails upon the Oxford, Worcester, and Wolverhampton line, for a few miles south of Wolverhampton. On the whole, therefore, we cannot consider any of the mecha nical arrangements which have been proposed for obviating the in. convenience of a meeting of different guages (even if we could assume their practicability, which in the present state of experience we should not be warranted in doing) as anything better than par tial and imperfect palliatives of a great evil. Assuming this to be the case, and assuming also, as we are cern. pelted to do, that an Interruption of guage must exist somewhere, the question is reduced to this : to ascertain at what points such interruption should be fixed in order to occasion the least inconve nience to the traffie and commerce of the country. From the fact that nearly 2,000 miles of railway are already made or sanctioned on the narrow guage, while not more than 300 are sanctioned on the wide guage, a disproportion which will be still more largely increased by the new railways now in contemplation, an inference might be drawn in favour of confining the gauge which is in such a decided minority within the narrowest possible limits.; and this inference might be strengthened by referring to the obvious fact that the wide gauge has not realised those decided advantages over the narrow gauge which were at one time anticipated. The actual speed of trains upon the Great Western Railway, as shown by the published time. tables, and by official returns, is not so high as upon some narrow.. gauge railways, and notwithstanding the excellence of its gra dients, very slightly higher than the average speed of other great railways on the narrow gauge. In respect of srfety, it Is manifest that both gauges are alike unobjectionable, with due precaution and proper management; and in respect of convenience and of economy, including the cost both of construction and working, the opinion ofa great majority of the most eminent authorities is un. favourable to the wide gauge. Without wishing to express any positive opinion ourselves upon the point, it is enough for us to say that we think there is nothing in the relative merits cf the two gauges in themselves materially to affect the question between them, which turns upon commercial considerations. In this point of view the question is, as we have already ob. served, whether the points of junction between the wide and narrow gauge should be at Rugby, Birmingham and Wolverhampton, or at Oxford and Bristol. In support of the first view, it is contended that the principle which should regulate the choice of the points of junction ought to be to fix them at great foci of traffic, and centres of converging railways, where delay must take place and large estab. lishments be maintained at any rate ; while on the other hand it is contended that such points are the worse possible to select, and that the opposite principle should be adopted, of confining an ine vitable inconvenience within the narrowest possible limits, by fixing the points of junction where there is least through-traffic. The correctness of the latter proposition seems perfectly obvious upon general considerations ; but the question is one of such great commercial importance, that we have thought it right to inquire fUlly and in detail into the practical effects that would result to the principal interests concerned from an interruption of the gauge, on the one hand, at Birmingham and Rugby, and en the other at Bristol and Oxford. By either combination the traffic of places intermediate between Birmingham and Bristol with each other, and with London, would not be affected; uniformity of guage being secured equally in the one case by the wide, in the other by the narrow guage. By either combination the traffic between places north and east of the line of the London and Birmingham Railway and places south of the line of the Great Western Railway would not be affected, interruption of guage having equally to be encountered in the one case at Bristol and Oxford, in the other at Birmingham and Rugby. By the former or wide.guage combination, the traffic between Devonshire, Cornwall, and all places south of the line of the Great Western Railway, and Birmingham, and all places between Birmingham and Bristol, would gain, e, e., would escape an in. terruption of guage; also such of the traffic of South Wales, to Birmingham, and places short of Birmingham, as in the event of the South Wales Railway tieing sanctioned, would take the cir cuitous route by that railway to the north of Gloucester. On the other hand, by the narrow-gauge combination, a break is avoided in the whole of the traffic between Manchester, Liver pool, Hull,: and the northern, eastern, and midland portions of the kingdom, and Bristol, Gloucester, Worcester, and the whole district intermediate between the London and Birmingham and Great Western Railways. The paramount importance of this consideration has been strongly urged upon us by parties practically acquainted with the traffic, and by the principal interests affected by the question. In the memorial already referred to, signed by the representa tives of 46 iron -works, 57 furnaces, and 98 collieries, in the Staf. fordshire mineral district, in favour of the London and Birming. ham line, and narrow.gauge system, it is stated that, of the total export of the district, only eight per cent. is sent in the direction of Bristol, of which by far the greater quantity is shipped from that port, and would therefore be unaffected by a break of gauge there; while 37 per cent. is sent to Liverpool and the north and north. west of the kingdom, and 13 per cent. to Hull and the east, all of which would consequently suffer by a break at Birmingham. The wool trade between Bristol, where wool fairs are held annually, and Leicester and the West Riding of Yorkshire, is very considerable, all of which would escape a break of gauge by the narrow-gauge combination. The export of salt from Droltwich, both to Glouoester and Bristol, and to Hull and other parts of the kingdom, is already large, and likely to receive very great increase, if an unbroken railway communication is afforded, which can only be done by the narrow.gauge combination. The same combination affords the important advantage of an unbroken communication to the traffic of Manchester and Liver. pool with Bristol, and indeed with the whole of the west of Eng. land, as a very inconsiderable proportion of the goods actually dispatched require to be carried in transit through Bristol. The same remark applies to the trade of the Potteries with the west of England ; of Bristol and Gloucester with the midland counties, where the imports of these ports now meet those of Hull and Liverpool ; of Worcester, Kidderminster, &c., with Liverpool, Lancashire, and Yorkshire, and of various other branches of traffic that might be specified. As a proof of the importance of some of the branches of traffic that would be thus inconvenienced by a change of guage at Bir mingham, it may be mentioned that single carriers already send as much as 20,000 tons a year in transit through Birmingham, by the Birmingham and Gloucester Railway, and that the total quantity thus sent is estimated at from 50,000 to 100,000 tons per annum, and is considered to be capable of great increase, the line of com munication having been only very recently completed by the open. ing of the Bristol and Gloucester Railway, and the development of the traffic having since been greatly impeded by the interruption of the guage at Gloucester, and other circumstances. With the low rates which it is now proposed to establish on coals, salt, agricultural produce, and other heavy goods, the amount of traffic that may be expected I. pass from the west In transit through Birmingham, and vice versa, if the advantage of an unbroken commnnication can be secured, will be exceedingly great. It has been represented to us that Droitwich alone would send upwards of 250,000 tons of salt annually. The same observation applies as to the coal traffic from the mid. land counties through Rugby to Oxford. The whole of the ex. tensive district between Rugby and Oxford, where coal is now usually at a very high price, may be cheaply supplied by railway ; an object of great importance, which could be only partially at tained if the impediment of an interruption of gauge were allowed to exist at Rugby. . _ Another important consideration which stems to point to Bristol rather than Birmingham, as a proper point for the interruption of the gauge, and which has been strongly urged upon us by carriers, merchants, and practical men acquainted with the course of traffic, is, that Bristol, like London, is a great emporium and shipping port, through which a comparatively small portion of the goods which enter by railway require to be forwarded in transit without re-lacking and assortment. The facilities for water communica. tion with Bristol also give the public a better alternative than they would enjoy elsewhere of avoiding the inconvenience of the change of gauge, and thus afford the best possible security, that if the in. terruption be fixed there, the railway Companies interested will use every possible effort to reduce the inconvenience to a minimum. For all these considerations, we can have no hesitation in express. hag our preference, on public grounds, to the alternative that pro. poses to fix the break of gauges at Bristol and Oxford, rather than at Birmingham and Rugby. Another important advantage offered by the London and Bir. mingham scheme, and intimately connected with the question of the gauge, is the arrangement by which it is proposed to lay down an additional double line of rails throughout the mineral district, to be devoted entirely to the accommodation of the mineral traffic. We have already seen that the production of iron of the district requires a continued interchange of coals, lime, ironstone, and other raw materials among the different mines and works, to the extent of about 4,000,000 tons annually. It is only by obtaining ready access to the railway by means of short branches or tramroads from those mines and works, that the benefits contemplated from the introduction of railway cemrnuni. cation can be fully realised. But if this is to be the case, and if any considerable portion of this immense local traffic is to pass by railway, it is manifest that the rails so used oould not be rendered available without extreme danger and inconvenience for the general traffic. Even the export trade alone in coals and iron could not be conducted with convenience upon the same line of rails as the passenger traffic, and would require a separate line of rails in order to allow the waggons passing and massing from the different work' within the district to reach without interruption some prin. cipal station at its extremity, where trains of the proper size mild be formed and dispatched to distant points. This :object would be very imperfectly fulfilled by the plan proposed by the wide-gauge railway, of laying down an extra rail, or pair of rails, on the narrow gauge, inside the principal rails, which would, fn fact, obviate none of the objections to the accumulation of slow mineral trains upon the main passenger line, and would allow of no access by lateral tramroads, without cutting up the main line by crossgs. It is represented also that the waggons of t he wide gauge a'e, of fr om the their greater weight and rise, ill adap ted for the purpos es mineral traffic. rails, is equally proposed by line fr w hich traverses the same The arrangement in questi tke on, line an "' addnitiiremnianighdaomubtole slhinreewol.f bury, eia Dudley and Wolverhampton. i as compared with the corn. mineral district, and must be considered as , to a great extent, withideinthiefiedcaseirbdLourryidlonneand Birmingham scheme. Junction Company, which stops at peting scheme of the G rind Junction nn the same arguments, of of the t he T S ri h l r g e importance o f opening up the Sta ff ordshire mineral fi eld by the Wolverhampton , • y communication , which have been already adduced in depends very railway of the Tring line; and the objections to it on the part of favour o the canal and othe r interests are of the same descripti on. The rrangemen to proposed for supplying the local wants of the dia. trict are also of the same nature, and the plans and sections of the two lines correspond, so that the portion between Dudley and Wolverhampton is common to the two ; the understanding being that, if both are sanctioned by Parliament, this portion is to be made by the Shrewsbury Company, and used on equitable condi. Lions by the other Company. Tho Great Western scheme, on the other hand, introduces a different gauge and different arrangements, and adopts a difkrent line between Dudley and Wolverhampton, so that its existence is hardly compatible with that of the Shrewsbury scheme. For the reasons stated we are therefore of opinion that, for the ` purpose of accommodating the great mineral district of Stafford - _ % shire, the combined scheme of the Tring and Shrerisary linet it preferable to any other that has been proposed. The Tring scheme is equally superior for the local aceornmoda. tion of Kidderminster, Stourbridge, and Stourport, to which it gives better stations, by pursuing a lower level along the bottom of the valleys, and It admits of more easy extension towards 1.46134111. eter, Ludlow, and the west. Between Worcester and London it accommodates, as we have already seen, a larger population ; and therefore, on the whole, both in these respects and in the Im. portant particular of the guage, it seems to us to be in itself -de cidedly preferable to the competing Great Western scheme. '- - It remains to be seen whether there are any other conside4tlbne which might modify this conclusion. It is urged, that the concession of this line to a Company pro_ moted by the London and Birmingham Company, will constitute a great monopoly, extending over a vast extent of country, while, by giving it to the Great Western Company, a competition would be introduced, from which the public might derive benefit. On the other hand, it may be said that, to allow the Great Western Company to embrace, by their influence, not only the whole western communications of the island, but also the whole of South Wales, and the whole district up to Worcester and Birmingham, would be to establish a monopoly much more gigantic than that of the London and Birmingham. This latter moisopoly would also be more obviously objectionable, inasmuch as an interest adverse to the public would at once be established if the line from London to Worcester and Wolverhampton, and that from Bristol to Birmingham, were to be in the same hands, and upon the same wide gauge, as the line now proposed through South Wales. The accommodation of Herefordshire, Woreestershire, South Wales, and the important districts lying to the west of the present lines of railway, will evidently, at no distant period, re quire not only a wide.guage railway along the southern coast, to place them ha communisation with London, but also a narrow. guage railway, to place them in direct and unbroken communica tion, through Birmingham, with the manufacturing districts and the great railway system of the rest of the kingdom. The extension of such a railway would be greatly facilitated by the establishment of the narrow guage, and of an interest inde pendent of the Great Western, in the Worcester district, and, on the other hand, would be greatly impeded if that district wee as. signed to the Great Western interest and to the wide guage. In respect therefore of the general question of monopoly, it Bp: pears to us that nothing would be gained by substituting that of the Great Westein for that of the London and Birmingham, which is the only alternative; at the same time, if the latter Company had shown no disposition to meet the fair demands of the public by a reduction of rates, and to obviate the objections of monopoly by the offer of reasonable guarantees, it might, perhaps, have be.. come necessary, notwithstanding the disadvantages of the Great Western scheme, in respect of the gunge and other points, to adopt this alternative. This is, however, by no weans the case ; but, on the contrary, the London and Birmingham Company have come forward velun. tarily to offer guarantees and conditions of a very advantageous character. They offer, on condition of their Worcester scheme being sanc tioned, at once to meet the objections of monopoly, by inserting in their Act the following provisions :- 1. The %hole cf the railways under their control, including the existing London and Birmingham Railway, to become subject to the options of revision and purchase contained in the Act of last year ; the option of revision, however, at 10 per cent. to accrue at an earlier period than that of 20 years, specified in the Act. 2. A revised tariff to be framed for the whole of the said rail. ways, including the London and Birmingham Railway, upon the principle of fixing 'natio:um rates for passengers and goods lower than those at present charged, and at as low a level as those charged upon any of the principal northern railways. 9. One article of such tariff to be, that coals and iron are to be ferried at rates not exceeding Id. per ton per mile, including toll and locomotive power. 4. All differences with other Railway Companies, by which the public safety or convenience are affected, to be referred to the Board of Trade, or other competent authority fer that purpose es tablished by Parliament. 6. The London and Birmingham Company to pledge the whole revenue of their existing line fbr the completion of the proposed undertaking within a reasonable time. It appears to us that these guarantees hold out for the public a prospect of permanent and certain advantage greatly beyond any. thing that could be expected from the competition of two great Companies, who would be urged by every motive of interest to combine. We attach the greatest importance to the security obtained for the cheap transit of coals and minerals. Not only will a great be. nefit be thereby, as we believe, secured for the important mineral districts of Staffordshire and the midland counties, but also a still more important benefit for the poorer and industrious classes, and for theeonsumers of coals generally throughout the southern and western counties, and in the metropolis. The charge of conveyance •f coals by railway from South Staf fordshire or Derbyshire to London will net exceed I Is. or 12s. per ton, and it has been stated to us, that, after payment of all charges, good house coals could be sold here, with a profit, at prides not ex. ceeding 20s. per ton. _ . . . _ During the recent frost and easterly winds the price of coats in London has been as high as 40s. par ton; and during the winter the price frequently exceeds 30.. for coals of ordinary quality. When we consider how materially the comfort of all classes, more especially of those in humble circumstances, depends on a regular supply of cheap coal, and also how mush the employment of industry Is affected by the same circus. stances, and when we bear in mind that a saving if every shil ling per ton on the average consumption of the metropolis is equi valent to an annual saving to its inhabitants of 160,0001., it is Impossible not to appreciate the importance of insuring low rates of charge upon the principal railways, which are in connexion with the great inland coal fields. In other respects also we think that the introduction of a system of moderate charges upon the London and Birmingham and its tributary railways, will be calculated to afford great advantage to important commercial interests, and to the community at large, while we see every reason to hope that it will not be unproductive of benefit to the Company itself. We must remember, however. that this latter point is, to a certain extent, experimental, and that it is highly important to obtain voluntarily from the Company guarantees of a permanent character. It must not be forgotten that, without some arrangement of this sort, the Company, if so disposed, has a perfect legal right to resort to charges so high as greatly to inconvenience the public. and that under an altered state of things, with a depressed money-market, and all fear of immediate competition removed, it is by no means certain that it might not find It for its interest to do so. We have also the authority of the Select Committee of last session for attaching great importance to the prospective guarrantee, for the future, in the shape of options of revision or purchase, whioh are now voluntarily offered by one of the first railway Companies in the kingdom, whose line could not be, other wise than by their own consent, subjected to the operation of any conditions not contained in their original Act. On the whole, therefore, when we consider on the one hand the superior advantagee afforded by the London and Birmingham scheme in itself, and by the adoption of the narrow gauge, and on the other the great advantages offered by the London and Birming. ham Company, in connexion with it, over their whole system, and the ample guarantees given against any possible abuses of monopoly, we can arrive at no other conclusion than that the scheme pre. moted by that Company is preferable on public grounds to the com peting scheme, which is inferior in itself, and whiels holds out no such collateral advantage.. Having already referred to the Shrewsbury, Wolverhampton, Dudley, and Birmingham scheme, as connected, in a great ace. sure, with those between Worcester and Wolverhampton, It will be convenient to include this scheme in the present report. We have stated that the general question involved in the eon. parison of this scheme with the competing line proposed by the Grand Junction Company is, that the latter joins the Grand Junction line at Wolverhampton, and thus affbrds no accommoda. tion to the mineral district between Wolverhampton and Dinning. ham. If the views which we have stated in regard to the importance of opening up this district by railway communication are correct, this consideration alone is sufficient to give a decided preference to the more extended scheme. It also appears to us, that to entrust the branch to Shrewsbury to the Grand Junction Company would be open to the objection which we have stated in our previous report upon the South-Eastern schemes, when discussing the general policy of giving a preference to lines proposed by existing Com. paniesf or the accommodation of adjoining distriets, viz., that there may he:danger in giving such preference where the scheme proposed by the existing Company, although insufficient for the complete accommodation of the district to be provided for, may yet be euftl eleat to throw impediments in the way of other parties coming for. ward with more extensive schemes. A line to Shrewsbury, In the hands of the Grand Junction Company, would manifestly be not unlikely to be used for the purposes of protection against competition, rather than of en. couragement to extensions beyond Shrewsbury, and to the legi timate development of the traffic. It appears to us, therefore, that, wader the peculiar circumstances of the case, the fact of the Shrewsbury and Birmingham line being promoted by a substantial and independent local party, is a legitimate ground of preference, in addition to that already pointed out, of the superior advantages attbrded by the independent line to the populous mining district be. tween Wolverhampton and Birmingham. As regards the line between Shrewsbury and Stafford, of which plans and sections have likewise been deposited by the Grand Junction Company, it appears sufficient to say, that although as a mere line for the town of Shrewsbury, it might afford consider able advantages, it accomplishes none of the more important ad. vantages for the district at large which are held out by the line to Birmingham. We are of *pinion, therefore, that the latter line is preferable to all the competing schemes premed, upon general grounds of public policy; and we are aware of no public reasons wby it should not receive the sanction of Parliament. At the same time, there are points of detail connected with it, more especially as regards the mode of passing through the town of Birmingham, and of effecting a junction with the London and Birmingham Railway, to which we think that the attention of Par liament should be especially directed. With regard to the Brit point, it depends to a great extent upon considerations of private property, which we are precluded from entertaining ; but with re. gard to the second point, It appears to us of the greatest importance that provision should be made for an uninterrupted and convenient junction in Birmingham between the projected line and that of the London and Birmingham Beltway. In conclusion, we beg to draw attention to the passage of the fifth report of the Select Committee of last year, in which it is stated, in recommending that reports should be made to Parliament by this department upon railway schemes, " That no such report should be held to prejudice the claims of private persons, the examination of which should be altogether reserved to the Houses of the Legislature." In submitting to Parliament, in conformity with the reeem mendations of that Committee, the results at which we have arrived, with a view to the information and assistance of Perlis. ment, in forming a judgment upon the schemes in question, in eo far as our report may be available for that purpose, we are simians that it should be distinctly understood that we have arrived at these q t u h i e re ex to clu b l e i° m n od of ifl a ed ll b cs y n ; e u r l aid at res ults i s o o n l ly h o u r f n a r p o u u b sti l a due regard fbr p r ivate rights and interests. grounds, and red DALHOUSIE. C. W. PASLET. G. It. PORTER. D. O'BRIEN. S. LA ING. BERKS, RANTS, WILTS, DORSET, AND SOMERSET DISTRICTS. REPORT OP THB RAILWAY DEPARTMENT OP TAR BOARD OF TRADR ON TUN SCORIIIRS POR EXTIINDING RAILWAY COMMENICATION IN THII DISTRICTS OF lIERICSHIRR, HAMPSHIRE, WILTSIIIRD, AND SOMERSETERIBIL Railway Department, Board of Trade, Whitehall, Feb. 2e. The Board constituted by minute of the Lords of the Committee of Privy Council for Trade, for the transaction of railway business, having had under consideration the fallowing schemes for extend. ing railway communication in the districts of Berkshire, Hampshire, Wiltshire, Dorselskire, and Someraetshire, intermediate between the Great Western and South-Western Railways, viz., the Basing stoke and Didcot Junction ; Bristol and Exeter—Yeovil Branch : London and South-Westem—Hook Pit Deviation ; London and South-Western—Salisbury to Yeovil ; Reading, Basingstoke, and Hungerford ; Southampton and Dorchester; Salisbury, notches. ter and Weymouth ; Wilts, Somerset, and Weymouth ; have de termined on submitting the following report thereon for the consi. deration of Parliament. The different railways in the above list are combined so as to form two great schemes for supplying the extensive district situated between the Great Western and South-Western Railways; the first promoted by the Great Western Compahy, consisting of the Read. tng, Hungerford, and Basingstoke ; Wilts, Somerset, and Wey mouth; Bristol and Exeter—Yeovil branch; Southampton and Dorchester; the other, promoted by the London and South.Wce tern Company, consisting of the Basingstoke and Didcot Junction ; London and South.Western—Hook Pit Deviation ; London and south.Western—Salisbury to Yeovil; Salisbury, Dorchester, and Weymouth. For the sake of distinction these may be referred to shortly as the Great Western and South. Western schemes. The lines are delineated on the map accompanying this report. The promoters of the South-Western scherae hate publicly aii„ RAILWAY DEPARTMENT OF THE BOARD OF TRADE. egroirr OF TWIS RAILWAY DEPARTMENT OF THE BOARD Or TRADE ON THE LONDON, WORCESTER, AND WOLVERHAMPTON, AND ON THE BIRMINGHAM AND lIIRRWSBURY DISTRICTS. Railway Department, Board of Trade, Whitehall, Feb. 28. The Board constituted by 'Minute of the Lords of the Committee of Privy Council for Trade, for the transaction of railway business, having had under consideration the different schemes deposited with the Railway Department for extending railway communisa tion between London, Worcester, and Wolverhampton, and in the district intermediate between the London and Birmingham and Great Western Railways, and also, in connexion with the above, the schemes for extending railway communication between Bir mingham and Shrewsbury, have determined on submitting the fol. l ow ing report thereon for the consideration of Parliament. 'llls object of the first class of schemes in question is to supply railway communication to the great mining district of Staffordshire, lying south of Wolverhampton, to the towns of Kidderminster, Stourbridge, Stourport, Worcester, arc., and to the district north of Oxford, intermediate between the Great Western and London and Birmingham Railways. For this purpose two competing schemes are proposed ; one, which is promoted by the London and Birmingham Company, comprises a line from Rugby to Oxford, and another from Wolver hampton, through Worcester and Banbury, to join the London and Birmingham line at Tring; the other scheme consists of a line from Oxford to Rugby, which is proposed to be made by the Great Western Company ; and of another line from Oxford to Worcester and Wolverhampton, which is undertaken by an independent Corn. pany, but in connexion with the Great Western Company, and w hich must be considered as forming, with the Oxtord and Rugby line, one scheme, competing with the former. For the sake of brevity we shall distinguish these as the " Lon. don and Birmingham or Tring Scheme," and the " Great Western or Oxford Scheme." Their general direction will be easily under stood by ref, rence to the accompanying map. In their general features and objects the two schemes are so nearly indentical that the two manifestly cannot stand together. A further scheme for the accommodation of the country between Worcester and Wolverhampton, was proposed by the Birmingham and Gloucester Company, but it is understood that arrangements have been made by which this scheme is withdrawn in favour of the London and Birmingham scheme, to which it was moreover inferior in several important respects, so that we may consider the question as reduced to one of competition between the schemes of the two great companies. The first point is, whether a sufficient public case can be estab. lished to justify the construction of any railway at all throughout the districts in question. As regards the South Staffordshire dis trict, this point has been disputed by various canal interests, who urge that the district is already sufficiently well supplied by water communication, and that the introduction of railway s, by destroy ing the resources and crippling the efficiency of such water com munications, will be productive of injury rather than of benefit to the public. Various special reasons have been urged in support of this view, more especially with reference to the mineral district of which Dudley may be considered as the centre. It is said that the Birmingham Canal Company have, at a great expense, created a very complete and efficient system of water communication throughout this district; that a right is reserved of making branch canals to all mines and works within certain limits, which right would be to a certain extent defeated by running a railway parallel to the existing canal, to the injury both of the Canal Company, and of the owners of the mines and works so cut off; that the management and charges of the Canal Company have always been of the most liberal description; and finally, that awing to the peculiar nature of the district, in which great exca vations have been made for mining purposes, railways cannot be carried through it without danger. . It will be readily conceded that the importance of the district in ,question is such as to entitle it to require the best means of com munication, whether by canal or railway. Between Wolverhamp. ton and Stourbridge ther e are at present about one hundred bla s t furnaces in work, produc in g about 468,000 tons of p i g iron annu- Inally. order i rona tene, and other raw materials are consumed, which are raised from th e mines of the district, and transported to lime, t o produce this quantity , nearly 4 ,000,080 tons of coals, the various fUrnaces, f o rges, and founderies. The export of iron from the district is a bout 2 40,000 tens annually, in addition to:large quantities:of heavy hardwares, tin plates, glass, and other goods. The export of coal is also very large, and might be greatly augnrented by increased facilities of communica. population of the respective towns and tion. ton and Worcester, which would be The population, depending for support en the iron -works, mines, Worcester. and manufactories of the district, is estimated at not less than be mentioned Kidd.ewrmithinisttsere,xatenplsaivcee 2$0,000'; and t w he o t i o v ta er l hamp benefited by the proposed railway semlnunication, is believed to exceed 300,000. Among these towns may of considerable manufacturing importance, end great Intercourse i ct c lei b o w will also lead, in all probability, to extensions into the fertile agricultural district saltwitnhwdeoiregkoesrn;esntsruttpocuatrtirobsnriodofgfteah,ersaktioliigarpodyolindn tjahnDreids direction on the west of the Severn, towards Leominster and Ludlow. The claim of the district, therefore, to the most improved merle of communication can hardly be disputed; and whatever claims canal Companies may have from benefits previously conferred, or from past liberality o f management, such claims cannot be con sidered by us in any other light than those of other private inte rests, unless in so far as they may be based upon public considera tions. Our report will not, in any way, prejudice or aff ec t th e r i g ht o f those canal Companies tl have their vested interests, if any, care fully considered by the Legislature. Upon public grounds, therefore, we have merely had to consider the allegation that the interests of the district will not be promoted by the introduction of railways, and that railways cannot be con. strutted through it without danger. Upon the first point it seems sufficient to refer to the unanimous opinion of the parties Principally interested, and who have the best opportunities of judging of the effects likely to follow from the in ' troduction of railways. The only difthrence of opinion has arisen from the anxiety of the parties to obtain a railway of some descrip tion or other, Web bas led them to support different competing PUBLICATIONS. TWENTY-FIRST THOUSAITD. For the use of anxious Inquirers after Salvation. This day is published, cloth, gilt edges, price Is. 6d., THE CONVERSION. and DEATH-BED EXPERIENCE of MRS. .LITTLE, who died at the age of EIGHTEEN. " There is no memoir, the production of an uninspired pen, which I would recommend in preference to that of Mrs. Little."—Rev. John Kirk Hamilton. London : John Snow, 35, Paternoster-row. ~"'-._