The Sun. — London, England, 1845-03-26 00:00:00

e -•-- .` Lb- 9 °ATI i & , 4 g . -•ar • ~.\‘, . ..„.t'Ap041 • . A ! , . , f • / 1 t , 4110 10111 Lak° r a ,"" ,/ R - Ort. A \ 0 : • I _ - • //~ - -~- I t /cy, SUREWSBURY AND BIRMINGHAM _ . 'ord, in legntets uainted -e asto RITLWAY. GENERAL MEETING OF SUBSCRIBERS. L eiti .” hereby g : iven, that in pursuance of a Resolution passed at gyi e lngof Seripholders in this Company, held this day at 12, Ar- IV,,n'et, Regegt-struet. a GENERAL MEETING or the PRO -11,,,,L0RS in this undertaking will be held at the London Coffee o'ek;iLudgate-hill, on 10EDNE311AY, the 2d of April next, at Eleven earne ""iselY imi , -at tO which all persons holding Scrip in this Company stly ted attd. , re pre' for the i far t ntained ,usly. the list er g tba ntcd Nu. 16,414 LONDON, WEDNESDAY MORNING . L ' 9 MARCH 26, 1845. Pales sd, THE SUN is Published EVERY MORNING a t FIVE 0 CLOCK, in Time for t h e EARLY TRAINS and TOWN DELIVERY; a SECOND EDITION (Evening Sun) is Published in Time for the AFTERNOON TRAINS iumired of the shpe' Smith, r. John and a THIRD EDITION at SEVEN 0 CLOCK, for POST, containing PARLIAMENTARY and all other NEWS in LONDON up to that Hour. ADVERTISEMENTS INSERTED in ALL THE THREE PAPERS, Morning, Noon, and Ni g ht, thereby insuring a TOWN and COUNTRY CIRCULATION at ONE CHARGE. 400 ; J ondon , ) ; 31r. a ryle' ty, No . le Do n :looting Lkinson CHELMSFORD 'and BURY RAILWAY. CHAIRMAN—Thomas liallifax, jun., Esq. ENGINEER—Robert Stephenson, Esq. Notice Is hereby given, teat no further applications for Shares will be received after the 31st instant. OYAL MAIL STEAM PACK.ET COMPANY. EASTER HOLIDAYS. ROYAL POLYTECHNIC INSTITUTION. Dr. Ryan's first Series of LECTURES on the Chemistry of Domestic Life daily, and on the Evenings of Mondaa•, Wednesday, and Friday. Popular Lectures on Natural Philosophy, with Brilliant Experiments, by Professor liachhoffner A New Series of Objects, exhibiting beautiful effects in CHILDE'S CHROMATROPE, in the PHYSIOSCOPE, and the PROTEOSCOPE. The SHRINE of tho NATIVITY is one of the latest additions to the DISSOLVING VIEWS. A Curious MECHANICAL HAND,exhibitingdally on the person of an individual who has lost his natural hand. Working Models of New Inventions explained. Submarine Experiments by the DIVER. The DIVING BELL, MICROSCOPE, &c. &c. Admission, Is. ; Schools, Half-price. N.B. A Working Model of the ATMOSPHERIC RAILWAY, Fifty Feet long, is expected to be ready by the 24th inst. R AIL WAY INTELLIGENCE. route at the other extremity, *might have inclined us to recommend the adoption of the existing line into York as a measure - of economy. But the difficulties of con struction at the York end of tho line by no means cor respond to those of the London end ; on the contrary, the line is of remarkably easy execution, running almost along the surface of the ground, and being nearly level, with the exception of the short inclinations requisite to pass roads and ricers ; so that the additional cost of the independent line to York would probably not ex ceed 400,0001. - . . Notice is hereby given, that the ANNUAL GENERAL METING of the PitOrttlETOltS of this Company will be held at the Lundon Tavern, Bhihopsgate-street, on THURSDAY, the 10th of April next, at Ono o'clock precisely, for the purpose of receiving the Directors' REPORT of the affairs of the Company for the year ending the 31st December last ; and for the purpose of Electing two Directors and one Auditor, in the room of Andrew Colville, Esq., and Russell Ellice, Esq., Directors, and Abraham George Roberts, Esq., Auditor, who ge out by rotation. These Gentlemen, being eligible, offer them selves for re-election accordingly. Any Proprietor !intending to Ise come a candidate, or to propose seine other Proprietor as a candidate, must signify his intention in writing, to be left at the Company's office, fourteen days at least before the day of election. By order of the Board, E. CHAPPELL, Secretary. 3foorgate-street, March 19, 1845. REPORT OF THE RAILWAY DEPARTMENT OF THE BOARD OF TRADE ON TILE SCHEMES FOR EXTENDING RAILWAY COMMUNICATION BETWEEN LONDON AND YORK, &e. By order, DAVID BATHE, Secretary. Company's Offices, 61, Moorgate-street, London, March 20, 1845. L ONDON, SALISBURY, AND YEOVIL JUNCTION RAILWAY. 63, Moorgate-street, London, March 19, 1845. Notice is hereby given that the Provisional Committee of this Com pany have determined to abandon the portion of the line from Reigate to Basingstoke, and that the capital will therefore be reduced from 2,000,000/. to 1,500,0001. No applications for Shares will be received after Monday, the 31st Instant, and those parties who have previously to this date applied for Shares, and who may not approve of the alteration above-men tioned, are requested to withdraw their applications as soon as possible. By order of the Committee, L. CROMBIE, Secretary. Railway Department, Board of Trade, Whitehall, March 20, 1845. (Continued from our Morning Edition of yesterday.) In recommending this route we are further fortified by the consideration that it has already received, to a certain extent, the sanction of the Legislature ; the preamble of the Northern and Eastern Company's Act, passed in 1836, reciting, " that the making of a Railway from London to Cambridge, with a view to its being extended hereafter to the: Northern and Eastern Counties of England, would be of great public ad vantage ;" and the Commisioners who reported in 1841 on the best means of Railway communication be tween London, Edinburgh, and Glasgow, further state their opinion, " that the period is not far distant when a new line will be formed to York, passing near Cam bridge, Peterborough and Lincoln." In arriving at this conclusion, we by no means con sider that the result of such a course would be to de• prive the counties of Hertfordshire, Bedfordshire, and Huntingdonshire of the benefits of railway communica tion. By this additional outlay the following advantages would be secured :• 1. The main trunk line from York to London would be shortened ten miles. A RGUS LIFE ASSURANCE COMPANY, 39, THROGMORTON-STREET, BANK. EMPOWERED by SPECIAL ACT of PARLIAMENT, 5 and 6 Will. IV., e. 76. THOMAS FARNCOMB, Esq., Alderman, Chairman. WILLIAM LEAF, Esq., Deputy Chairman. Richard E. Arden, Esq. James Clift, Esq. William Banbury, Esq. Rupert Ingleby, Esq. Edward Bates, Esq. Thomas Kelly, Esq., Alderman. Thomas Camplin, Esq. Jeremiah PiJelin', Esq. John Humphery, Esq., Alderman, Lewis Poeock, Esq. M.P. PHYSICIAN—Dr. Jeaffreson, 2, Finsbury-square. SURGEON—W. Coulson, Esq., 2, Frederick's-place, Old Jewry. CONSULTING ACTUARY—Professor Hall, of King's College. LOW RATES OF PREMIUM. In addition to the subscribed Capital of 300,0001., the Assured have the security of the Company's income of nearly 60,000 L per annum, yearly increasing, and an aceamulating ASsurance Fund invested in Government and other available securities, of considerably larger amount than the estimated liabilities of the Company. The rates of premium are reduced to the lowest scale compatible with the security of the Assured, and the stability of the Company, thereby, in effect, giving to every Policy Holder an immediate and certain Bonus without risk, in lieu of the deferred and frequently delusive prospect of a periodical division of Profits. ANNUAL riq:xfust TO ASSURE £lOO. NAPES BY MOONLIGHT.-JUST OPENED, at the PANORAMA, Leicester square, a VIEW of the CITY and RAY of NAPLES by Moonlight, during an erup tion of Mount Vesuvius; combining also a splendid illustration of the Planetary System, together with Pansilippo, Chiaja, Capri, and the numerous interesting features, in which this -earthly' paradiso abounds. IJON AND MULHOUSE RAILWAY. Capital 63,000,000 francs, or 2,520,0001. In 126,000 Shares of 00 francs, or 20!. each, 40,000 of which only have been reserved for this country. The View of Hong-`Fong, the British Settlement in China, will shortly be closed. Baden Laden, recently visited and highly ap proved of by 11.11.11. Prince Albert, is still Open. BATTLE OF WATERLOO. New Model, upon a large Seale, representing the Splendid Charge in the earlier part of the Battle by the British heavy Cavalry under the Marquis of Anglesea, and by the British Infantry carder Sir Thomas Piston. Deroiit 50 franca, or 2/. per Share, to be returned without deduc. ton should the Company not obtain the Lean.. PROVISIONAL COMMITTEE. PRESIDENT.—MenSieIIr Ic Comte BAUDR AND, Lieutenant-General, Pair de France, Governeur du Priice Royal le Comte de Paris. Monsieur Jules Alexandre, Comte de Larochefoucauld, Due d'Estissae, Palr de France, Aide•de-Camp du Roi. Monsieur Vejux, Conseiller x ht Cour Royale de Besancon, Depute EGYPTIAN HALL, PICCADILLY. Open from Eleven Morning to Nine Evening. Admission—One Shilling. "One may read bulletins, and dispatches, and histories for a month without obtaining the clear idea of these movements which a glance at the Model will convey."—Bell's Weekly Messenger. Described by Waterloo Men. HORIZONTAL WATCHES, VERY FLAT. A B. SAVORY and SONS, Watchmakers, 9, Conlinll, London, opposite the Bank. Price, in Silver Cases, Three and a-Half Guineas each ; or, InGokl Cases, Six Guineas each. These Watches are accurate and durable, the Horizontal Escapement being peculiarly sited to combine those important requi sites. They are jewelled in four holes, and continue going while being wound. A twelvemonth's warranty is given with each. Age. For One Tear. For :even Years. Whola Term. wr ite(' w ere were , ge the out of api3. , I :sented othe r , were rePr e. of the h re. 7 2,0° 00, in' th re' rit re- 1,2 00 d pio two d s one u vint reP lr too' 00 1 • 1. WO ft b '1 0 01 f Ase oth er son° oio Ib° ll ' Co rr ste o , ro tr, "c a c ico ' las r'' chops o l iC . ll ,f4r, 4 ot lig re fi)r oat , he ,J at att• t 0$ 3 the Per 9 9 £174,716 Deduct for working and expenses, one-third of Bross amount .. • • • • • - .. 68,238 12, t BEBB and CO. 01 e-strect, March 23, 1444. • ( ,{ EAT N °RIM of SCOTLAND RAILWAY, ArsiD .D „froin ABERI,EEN to INVERNESS, in continuation of the EEI•.T LINE from the SOUTH. Capital 1,100,0001., in Shares of 501. each. Deposit 21. 10s. per Share. tie PROVISIONAL COMMITTEE. ; 'uth h',Aglat Hon. the Earl of Errol, K.T., Lord-Lieutenant of Aber- Th!ltight Hon. the Lord James Hay. The Right Hon. the Lord Forbes. Right Hon. the Lord si r r the Hon. Sir Alexander Duff, Delgaty Castle. Sir tt .; H. Elphinstone, of Horn and Logic Elphinstone, Bart. St C p Seton, of Pitinedden, Bart. a• Dunbar, of Booth, Bart. 4 les,; L ,; Hay, of Leithhall and Rennes, M.P. . AIN "' Ur, EYI., M.P. rider Bannerman, Esq., M.P. WL„",ard Ellice, Esq , M.P. .7 Co l. Thomas Gordon, of Park, Convener of Banffshire. k i jYtler, Esq., of Balaain and Burdsyards, Sheriff of InverneVss Cs a ,; ( ;• , inn est Esq., Sheriff of Moray. h t mutisden, Es q ., of rhea ple, Sheriff of Sutherland. 40„- t ruaikie, Esq. Lord Provost of Aberdeen. Esq., of 4cobbacb. 1%-- , tbereroinbv Esq. of Glasshaugh. kleyZaus, Esq. - City Clerk of Aberdeen. "er Aildre:v, Esq., of Easter Ilaggs. 4,k,.. 11 1 Adam, Esq., of Hanna. 4,3l44ander Anderson, Esq., Aberdeen. j irses Atian t Esq., El gin. :4 -e. , Esci., of Lethen. bsoi r r i , ll , Brodie Esq., Dunkinty, Linkwood. Jay a I sikie, Esq., Aberdeen. icuj,eiutikle, Esq. of Craiglebu een. ekler. ,Durnett Esq ' . ki'slider ItroNs ' m Esq ., 'Aberd kbt id er Burnett, Kinchyle. /, t Bain , Es Elgin . ' , Sheriff Substitute of Inverness-shire. 46' cr uickshon ' k, E • f Deemount. Vulder Canty, Esq Provost of Macduff. Joh a Cr uickshank, Esq., Banker, Banff. ilollsholtn, Esq., Inverness. • ,Ct_Cowa‘,, Esq.. Inverness. q' -41 Duff, of Drammuir. 1/ 41 1. 0 ge Sken e D u ff , E q., of Milton Duff. it,l'inrh_Dunhar. of 31ouateoffer, ILE.I.C.S. itits;'„ n bar. Esq. of apark. qtri„"rant Duff, Esq. of Eden. N" Davidson Esq of Inchmarlo. hr 5 .. 4 1 1 , Dull Call:E;q. ' 11 - N., Cullen. Csl;,,'. Davidson Fs - q ;13a ker, Inverury. o ' f Inverallochy and Castle Fraser. *lee Forbes, Esq. of Blackford. 4,0 Pindla,er Es Baivente. l' •C: r(1011 Esq ' o q f ' Warlhouse and Kiltlrummy. Gordon,"`, Esq., Yor. of ditto. on, Esq., of Avoeitic. 41 11;,,,i'd0n, Esp., of Manor. A l „kias - r Clantinel, Esq., of Sbeelagreen. rilli 4 „, -e rGord Esq., of Newton. sssi,,,,'" Grant, Esq. of Glenbarry. Ils6;2rant, Esq., o ' f Prospect Lodge, Elgin. 4 47; Gordo Es. Torr House, Elgin. James .er W Gardiner Ecq of Greenskairs. 4, l G uthrie, Esq., of Tollo. kssciu.allon-ay, Esq., Provostpf Inverury. is h , e ,! Grant, Esq., Inverness. i,,,llea u rigor, Esq., Elgin. ''adden, Jan., Esq., Countes,wells, Aberdeen. It li l t ,•ttEm ~eigarth, Esq., Aberdeen. 'sq., W.S., Commissioner for the late Earl of Fife's Trus kesZler Forbes Irvine, Jun., Esq., of Drum. i t ltly ti ,,'er Johnston, Esq., of Newinill. j'er Jopp, E sq ., Aberdeen. 'kes , Esq. Elgin. itt,es Johnston, Esq., Elgin. Lidis„ lZ- ilgour Egg of Bethelnie. ) 7011 - elehoel ' - Leslie, •' Esq., of Illil , 1" 11 a i r• - 46 -Sing, Esq., Forms. I p l ; , ity l ' . °r ge Leslie, Esq., of Dunlugas. , ' • L eo unlsden Esq., of Auchindoir. is e, f W Whin tls,; .,, ber o - Nof Kininvie. ; conby 1 oung Lesne ,E s *0 ' 8 tainisden, Esq., Aberdeen. , y Esq., Braco. , Esq Banker, Keith, 'N't 4 , l4 `Eonible, Esq., of Easter Skene, ~se,„:7.sekenzie Esq., of Clack. f.4. - T e r Uoris ' on Esq., of Bognie and Montblatry. " m ll ..llnro E ' of Nevar and Muirton. i . l..Ninnot; F sq s ", Corry, Chamberlain to Lord Macdonald. gslela i Aekenzte, Eeq., Banker, Inverness. f 1 Contractor, Aberdeen. sgy I ncle~ t, Esq., Kinpsburgh. 1,1443,1150 A riclecaskill, Es., Tallisker. Esq., Ekin. 444 unan E., Beauly. 1 10,11er -turin sq on, Esq., of Bognie and 3iontblalry. et Macfarl ane E sq ., Inverness. ..,%643;qer Murchiso'n, Esq., M.D., Elgin. ) h.. l oist, ft sr kintrnie,Elgn. j' 41 11 , 1 '1 ' 11 M Esq.. Foehabers. S44tilts ~-folr, Esq., Elgin. 411ri e, „ A , S Mill of 803 - ndie. 41'S d er E - sq., Illairshinnoch. It ortline ' r, Esq., Banff. ,14.1 " i • I tEwin' Egg Banker, Banff. ' ll :li aek a,‘", E. ' bnnker and procurator-fiseal, Invernees-ehire. I.r i d e ,r Mach:N g- is!), Esq., City Clerk of Inver Not K.C.8., Banff Jot Peterkin, of Grange. I'C arey, Esq., Milton Duff. „Ith,er Pirie, jun., Esq., Milton Duff. p t erson, Esq., Banker, Aberdeen. P*4 4 ,,Nnet, Esq., Inverness. I',lll e h r Rae, Esq. ' of Ardmiddle. Esq Forres' - ' Robertson, Fsq Banker, Huntly. °be rtson: - E5;., Banker, Elgin. S klise,,-elvart, of Pittyvalch. sit:redie Spottiswoode, Esq., of Muiresk. e t eNvart, Esq., of Auclunkart. ells k t_mPson, Esq., o f Cobairdy. ,7 1 11 g 'eott, Esq. Provost of Banff. ztlahnlith, jun isq. Aberdeen. gutlie;land. ' Esq., Shemston, Elgin. k:l i er ScatterHotn,diland, -endth Es ' q ' M.D., of Whitehill. n. ' 4 tx . ,„7, 4 gster', Esq " ., Banker, Banff. *l4 l ‘ster, Souter, Esq. Banff. 'lll Stronaeh, Esq., of A e „ Tarter, of Rottdemay Erdinellie. el . T urner; of Mettle, C.B. IpiZtli Turnbull . E s , Aldroughty, Elgin, 44 t1 .11°H 'son, esq. 'e:i Balloting. th,Th! Tlio m Pson, jun., Esq., Aberdeen. T homson, Esq. ' Inverury. 4', Tait, Fsq ., Inverury Mills ' Port Elphinstone. • n,,,Crquhart, Esq. CraigstonCastle. ary Lr quart, Esq., 'Provost of Forres. Dtg; ' , Ante Eso Mont'. rt ‘a , of atson, Esq., town- clerk, Torres. Nie 3l.ll e, 'Esq., Banker, Aberdeen. `lo a s. You ng, Esq., of Burghcad. r e er ‘Young, Esq., Banker, Elgin. to, at4 ' B , Esq., of Kincorth. .k 4 t /7„, rieNaEla. Commercial Rank of London. e".llllercial Bank of Scotland, Edinburgh. 4 its n'''?unereial Banking Company, Liverpool. th t cauktng Company in Aberdeen. ° MI of Scotland Banking Company, Aberdeen. 44 ENGINEERS. :41% C4 biti, Esq., F.R.S., V. P.1.C.E., Consulting Engineer. Gibb, Esq., Engineer. 4.;slteivraity soucrroaActings.—M esrrs . Johnston, Farquhar , an d Moor, - ,•ate-street ; and Messrs. G. a nd T. W. Webster, 26 , Geo rge -street, Westminster. - S e Lte rd of Trade has reported in favour of the line front Aber trh,, south. The Bill for this line is now in pro gress through ,`ede ct Vat ; and, with the already existing lines, and others recom- IZY the Board of Trade, will form a continuous chain of rail gt'ltt,'"ntunication from Aberdeen to London, in conne x ion with h i Perth, Edinburgh, Glasgow, and the important towns of % -tt o ,,, ft long the le. The Report of the Board of Trade on Rail -llght7eatMicationin in Scotland, and which has been laid before t ll 4 h ent, states that " the Aberdeen line southward is a proper RZ t iler,"'n7 part of a system of railway communication for the 1 4 111 k ;;; Portion of Scotland ; that this line appears to be well laid out, 11,4 o r vs. to the objects which it has to attain; and that the impor- IL' , h' is increased by the consideration that a cheap and easy lOteirsing a district of considerable population and losal traffic, the 0 have been surveyed from Aberdeen to Inverness. Should t 4) t ease, it seems not improbable that railway communica: t_ ll h,, e * more northern counties may be extended in this direction. ka_erdance with the views thus indicated in the report from lj ti t le , y r4 of Trade, it has now been resolved to extend the means of ore tvg i "nntunication northward from Aberdeen to Inverness. The 04 tra cotrimence at the Aberdeen Company's Station , in the centre tg" l ey " c cn, and will proceed by Old Aberdeen, along the fertile gletict throughon, through the burghs of Kintore and Inverury, from kti44l, p Inch, Kinnethmont, and the towns of Runtly, Keith, ie h ~c r res, and Nairn, on to Inverness. where a very suitable 4', 111 be obtained, and where a convenient communication can g:iirtned with the Caledonian Canal. If will thus be seen that 1 4 "elt, N i t i a•sses through the rich and flourishing counties otAberdeen, t t ki I th ',. ° M.Y, Nairn, and Inverness, districts of the highest agricul- N Ai k „." manufacturing importance. The local traffic with the city Ztrg t 'leen, which is the great outlet for their produce, as well as the ; I , th e ` for their supplies of all kinds, is very large ; and the traffic • i• 'etiole northern counties towards England must pass along pelalt . 4t 41 ' 0 proposed to form three branch lines in connexion with, t heh same time as the trunk line. Itt/C e first to Banff and Portsoy , leavin g the main line at T iala. 'Se re second to FoChabers, leavi n g the trunk line near the point s• crosses the Spey. e third to Lossiemouth or Burghoad, from Elgin. P ik c ounties through which the trunk line and branches pass com hP) „ t hin themselves a population (as appears by the census of Ig t 'etti 38 094 In addition to the population of the four northern x.' o l of Ross, Cromazty, Sutherland, and Caithness, to which this afford an outlet. At various pints along the line are to be ?h,,4 4ll estone and slate, of the best quality; also ironstone, man and other minerals, the value of which is very great istl'Lmly facility of transit for its development. The line has al lo, specially approved of by almost every landed proprietor wi lp,-`, Whose estates it passes. 1 1 "'itth has made great progress with the Parliamentary surveys, ir:L . tly tt !lii be ready to be placed before the Board of Trade on an eq,,,„' 7 ' ) ! and all necessary steps will be taken to insure the intro r• ,rthe measure into Parliament next session. ;i, it i te favourable nature of the country, the gradients will be t,,‘Y et. ! and the expense of construction far under that of any rail :11 he similar length ever yet executed in Great Britain. There Le l ine no tunnel whatever, nor cuttings of an y extent throughout ' I 4J4 In fact, the rils for nearly one-half of the line ma y almost T• h t MI the existing le a vels. of executing the main line and branches Mr. Gibb esti gtipm at under 1,100,0001. And from a r e p ort which has been ob e since competent parties employed to value the traffic on the the month bf October last, the revenue is computed to be— F ro ,, Passenger traffic alone ..... £98,303 u4 n goods traffic •• • •• • . 14111 111, , Leaving . • ... . ttividend on the estimated cost of upwards of ten per cent. - mon is th ce rtain also that the traffic, when taken during the summer It atoe' Will exhibit a much higher aggregate revenue than that here 111, depo s i t-•a of five per cent. on each share will be required at the 1 15 4 en ts ,' kllotment and four per cent. will be allowed on all pay pto—P account of calls after the Act is obtained till the line is b,s , for traffic. to 'hoe „- r aPhed plans of the line, and all other information in regard h(lor,a 44 ertaking, may be obtained on appl ication to Adam and ,r k ,c'n, or Blaikie and Smith, advocates in A berdeen; Inglis and e rne' Edinburgh ; M`Tavish and M•Lennan, solicitors,.ln -1;1 y„ r•dward Mortimer or A. Souter, solicitors, Banff : Grigor " ) o , I !nr, solicitors, Elgin ' ; Johnston, Farquhar, and Leech, 6d, 'ipt:Z 4 , , .e . -street, London; or G. and T. W. Webster, 26, Great George tliirestniinster—to any of whom applications for Shares may be 'No n 7, under cover to the Committee. Applications may also be Ott 4 A tl 'e Committee through any of the undermentioned brokers, 01. t,,, • and M. Boyd, 2, Bank -buildings, or J. C. Morice, 1, Warn "'"burnlt'..Throgmorton-street, London ; Thomas Forsyth, or J. W. "LAY, Liverpool ; James Grayston, York ; Railton and 'oork nehester ; Robert Allan, Edinburgh; or William Gordon, en. Abtrd-een, March 20, 1845. ADAM and ANDERSON, Secretaries. To FORNI OF APPLICATION FOR SHARES. the Provisional Committee of the Great North of Scotland e oti „ Railway, Aberdeen. ofsoi. `lnes, —l request that you will allot me shares 4 btrd e4 chin the proposed Great North of Scotland Railway from Md c "n to Inverness • and I undertake to pay the deposit thereon, lin the necessary'deeds, when required to do so. Name, Residence, Trade or profession, Da t Reference, this day of , 1845. • (3 1 -OWL AND'S LOTION.—This well-known 14 -ar, 4 " highly appreciated appendage if the British toilet has for rei n ,l acentury past maintained unrivalled reputation as a perfect p tr .,7 for all impurities of the skin, together with the valuable pro ; ten;'- e , preserver and sustainer of the complexion of the mos tad2_ninature, removing every trace of sallowness and discolouration, t ots r ue emoting the transparency and brightness of the skin, which Rohr the Peculiar graces of a flue complexion. .uaw, London," is in white letters on the Government qt t .z , mthglit which none is genuine. Price €. ; 6 d. ; . 1 " r . el. it Sold t all retainers aza Vircafetw: du Doubs. Monsieur Andre Koechlin, Depute du Haul Itldn. Monsieur Benedict Allegri, Banquier a Paris. Monsieur Adolphe de :Hilly, l'roprictaire A Paris. Monsieur Michelot, Directeur du chentin de fer cht la Loire, .faire-Adjoint du dixieme arrondisement de Paris. Monsieur Bretillot, Banquier et Maine de Besancon. 11. J. Enthoven, Esq., London. Charles Bindlev, Esq., M.P. Francis Mowait, Esq , London. Francis Parker, Esq., Manchester. George Bongo - in - n, Esq , London. Thomas sands, Esq., Liverp , ol. The lion. Charles Pelham Villiers, M.P. Henry Kendall, Esq., Londoi. BANKERS. Mons. B. Allegri et Compagnie, a Paris. Messrs. Denison. II:prowl. Kennards, and Co., London. 31essrs. Arthur Heywood, Sons, and Co., Liverpool. Sir Benjamin Heywood, Bart., and Co., Manchester. ENGINEER.—JoAeph Gibbs, Esq. Notice is hereby given that no further applications for Shares in this Railway can be received. The allotment will be proceeded to forthwith. fly order of the Committee, WILLIAM VILLESEtAISNET, r,ces pro tem. EDWARD FILDER, Temporary Offices, 7, Tokenhonse-yard, March 25th, 1845. I)ILBROW'S ATMOSPHERIC RAILWAY and CANAL PROPULSION COMPANY. Provisionally Registered. Capital 120,000/., in 12,000 shares of 101. each. Deposit 5/. per Share. PATRONS. The Mest Noble the Marquis of DOURO. The Right Hon. the Earl of BESSBOROUGH. DIRECTORS. The Right lion. the Earl of ESSEX, Chairman. George Buckley Bolton, Esq. Captain Britten Lieutenant. Colonel Gillies Anthony White, Esq. RESIDENT DIRECTOR—Dr. John Grigg Hewlett. AUDITOR—Thomas Edwards, Esq. CONSULTING ENGINEER—James Pilbrow, Esq., C.E. STANDING COUNSEL—Thomas Webster, Esq. SOLICITORS—Messrs. White and Borrett. ACTING ENGlNEER—Frederick Braithwaite, Esq., C.E. SECRETARY—CharIes Collins, Esq. BANSERS—Messrs. Coeks, Biddulph, Biddulph, and Co., 43, Charing-cross. Offices, 6, King William-street, London. The prominent advantages of this system of Atmospheric traction, are, that the continuous valve is dispensed with ; roads are crossed u •on a level without interruption of main ; one atmospheric railway can be intersected by anoth?r, thus saving bridges, approaches, and leakage ; and a stationary engine every ten miles is sufficient. • - The system combines extreme simplicity with extreme efficiency, and that obtained with a small comparative expense in working and construction. It is estimated that a saving altogether upon the other plans of Atmospheric Railways (having the continuous valve) will be nearly 3,0001. per mile ; twiimains er lines can, on this plan, be laid down for little more than the cost of one, upon the other plan. Increased safety is insured, also obstruction and destruction by weather and other sources are placed beyond probability by the mains being buried, &c. The objects of the Company are to purchase the Patentee's right for the United Kingdom, to grant licences to Railway and Canal Companies to use the invention, or lay down the works under con tracts with the different Companies ; and, in the first place, to pro cure an experimental line in the neigh'.ourhood of the metropolis, if found desirable. The source of income is unlimited, and the expenses, with the ex ception of the purchase of the Patents, and laying'down the experi mental line, must necessarily be merely nominal. A Model, upon a scale of one inch to th: foot, may be seen at work on Wednesday's and Thursdays, between twelve and three o'clock, at the Company's offices, by application to the Secretary or Officers of the Company. FORM OF APPLICATION FOR SHARES ADDRESSED TO THE SECRETARY. TO THE DIRECTORS OF TILIIROW'S ATMOSPHERIC RAILWAY AND CANAL PROPULSION COMPANY. GENTLEMEN, I request you to allot me Shares of each in the above Company, and I undertake to accept the same, or any smaller number of Shares that may he allotted to me, and to pay the deposit thereon, and to execute the deed of settlement when requested. Dated this Name Profession or Trade day of Address Reference DEAN FOREST ANT) HIGH MEADOW ESTATE, GLOUCESTERSHIRE. PO BE SOLD by AUCTION , by Order of the Conmaissioners of her Majesty's Woods, &c., at the Spulk House, in Dean Forest, on TUESDAY, the Bth of April, 1845, at One o'Clock, 319 OAK TIMBER TREES, shout 1,200 tons of BARK, front Thinning', and 6,000 CORDS of WOOD. For particulars, and view of the lots in Dean Forest, apply to Mr. Langham Ellwood, and of those In the Ilighmeadow Estate, to Mr_ Turnbull, Braceland, or to different keepers and woodmen. IILVER SUPERSEDED, and those corrosive and injurious Metals, called Nickel and German Silver, sup planted by the introduction of a new and perfectly matchless AITtATA PLATE. C. WATSON, 41 and 42, Barbican, and 16, Norton Folgate, aided by a person of Science in the amalgamation of Metals, has succeeded in bringing to Public Notice the most beautiful Article ever yet offered ; possessing alt the richness of Silver in appearance, with all its dura bility and hardness—with its perfect sweetness in use, undergoing, as it does, a Chemical Process, by which, all that is nauseous in mixed Metals is entirely extracted—resisting all Acids—may be cleaned as silver, and is manufactured into every Article for the Table and Sideboard:— Fiddle. Threaded. King's. Table Spoons and Forks, 16s. 6d. doz. 303. 355. Desert Ditto ••• • • • 12s. Gd. 255. 28s. Tea Spoons.... •• ••• • • • 53. 6d. lb. 6d. 13s. 6d. Sugar Tongs C. WATSON begs the Public will understand that this Metal is peculiarly his own, and that Sliver is not more different from Gold than his metal is flout all others—on its intrinsic merit alone he wishes it to be tested, and from the daily increasing enlogiums he re• calves, he is convinced that nothing can prevent its becoming an article of universal wear. C. Watson's handsomely Illustrated Catalogue and Price Currant Is Just published, and Families who regard economy and elegance iheuld possess themselves of this useful Book, which may be had Gratis, and Post Free, from the above Address. PATENT PARAGON CAMPHINE LAMPS. The perfection of these Lamps over the Vesta has been happily attained by the invention of two parallel flat rings —a larger and a smaller forming a cone round the margin of the wick, which cause a rapid reverberation of air against the flame—thus condensing every particle of volatilized vapour, it is free from smoke or smell, having perfect combustion, and in full action, emits a light equal to 16 wax candles. C. Watson's Warehouses, 41 and 42, Barbican, and 16, Norton Folgate, will contain, throughout the season, all the most elegant recherche and new patterns, comprising Or-molu, China, Glass, and Opal. Old Oil* Lamps fitted with the Paragon Head for 21s. And the Paragon Apparatus applied to the Vesta for 6s. The Spirit analysed and recommended by Dr. Ure, is delivered in screw cans by C. Watson's carts, at 45. per gallon. 41 & 42. BARBICAN. and 16, NORTON FOLGATE. . T" " CLERK OF THE WEATHER" To E. MOSES and SON. Dear Sirs,—ln reply to the verses you wrote, I have taken occasion to send you a note. I certainly think you have very good reason To be quite out of patience with Winter's long season. But, Gentlemen, much brighter days are at hand, When a beautiful Spring will encircle the hmd. You asked me, you know, Messrs. MOSES and SON, To speak with the Winter, and this I have done. I inquired how long he intended to stay, And I said you were all in a terrible way. I told him that birds ere all waiting to sing, And that you had prepared your new stock for the Spring. I explained that the dresses of MOSES and SON Could never be worn till the Winter is done. And when I had talked with the King for a while, I succeeded in making his Majesty smile ; And, Sirs, he assured me, before I had done, That he'd not disappoint Messrs. MOSES and SON. From this I conclude that your opportune rhyme, Will produce its effect in a very short time. And now, in the hope that you'll long trade together, I remain, yours sincerely, THE " CLERK OF TIIE WEATHER." A new work, entitled " THE LEVIATHAN OF TRADE," with full directions for Self-Measurement, may be had on application, or forwarded post-free. Beaver Taglionls.... Ditto Chesterfields .. READY MADE. X s. d. ...... . Ditto Codringtons . Ditto Peinbrokes, Athols, Peitoes, and every description of Winter Coat, handsomely trimmed • 1 5 0 Boys' Winter Coats, in every style • ......... ••••••• • • • • • • • 0 8 6 Warm Winter Trousers, lined .••••••• • • • • • • • ....... ••• • • • 0 4 6 Ditto Doeskin Dress Coats, edged, &c. • • • Frock ditto, ditto • Rolling Collar Vest • • Douhle-breasted Ditto •••••••••• Boys' Hussar Suits Ditto Tunic, neatly braided •••••••• • .. • • • • •• • • ••• • • 0 18 6 MADE TO MEASURE, Saxe Gotha Coats, velvet collar and cuffs •• • •from 1 18 0 Winter Coats, in every style and shape, handsomely-trimmed 1 5 0 Milled Tweed Wrappers • • Ditto ditto Trousers ••••• • • • • Buckskin Ditto ...•.. Doeskin Ditto, any pattern . . Best, or Dress Trousers . • • • Cashmere Vest ••••••• • • • • • • • •• ••••• • • • • . Winter Ditto, in endless pattern • • •••••••••••• • • • • • • • • • • • 0 8 6 Dress Coat •••• • • • • . Ditto, ditto, best manufactured ••••• • • • . 2 18 o Frock Coat ••••• • • • • Ditto, the best manufactured •• . • ..... Boy's lius.sar Suit • • • . Ditto Tunic . • • • •• 1 8 0 Mourning to any extent can be had at five minutes' notice, at the followin ,, prices : Men's Suits, dress coat, vest, and trousers •• • • ......from 1 16 0 Ditto, jacket, vest and trousers • • Daroansyr.—Any article purchased or ordered, if not approved of, exchanged, or the money returned. Observe--E. MOSES and SON, Tailors, Wholesale and Retail Woollen Drapers, Outfitters, and General Warehousemen, 154, Mino ries, and 86, Aldgate, City, opposite the Church. C lITION.—E. Moses and Son are obliged to guard the public against imposition, having learned that the untradesmanlike false hood of being connected with them, or it's the same concern, has been resorted to in many instances, and for obvious reasons. They dive no connexion whatever with any other establishment, to or out of London, and those who desire genuine Cheap Clothing should (to psevent disappointment, &c.) call or send to 154, Minories, or 85, Aidgate, opposite the Church. N.B. No business transacted at this Establishment from sunset on Friday till poraumet Saturday when Wetness la Mimed till tweiT l o.4Citt• 20 £0 17 • 8 30 1 1 8 40 1 1 5 0 50 ; 1 11 1 00 ; 3 2 4 One-third of "IN'hole Term" Premium may remain unpaid at 5 per cent. compound interest, as a debt upon the policy for life, or may he paid off at any time without notice. In Assurances for Advances of Money, as security for 4'ebts, or as a provision for a family, when the least present outlay is desirable, the varied and comprehensive tattles of the Argus Office will be found to be particularly favourable to the Assured. The Medical Officers attend daily at a Quarter before Two o'Clock. EDWARD DATES, Resident Director. A liberal Commission to Solicitors and Agents. U NITED KINGDOM LIFE ASSURANCE COMPANY, 8, WATERLOO-PLACE, PALL-MALL, LONDON. • Established by Act of Parliament in 1834. DIVISION OF PROFITS AMONG THE ASSURED. This Company, established by Act of Parliament, affords the most perfect security in a large paid-up Capital, and in the great success which has attended it since its commencement in 1834, its ANNUAL INCOME being UPWARDS of 72,0001. In 1841 the Company declared an addition to the Shareholders of one-half of their Steck, and also added a Bonus of 21. per cent. per annum, on the Sum Insured to all Policies of the Participating Class from the time they ss - me effected. The Bonus added to olicics from March, 1834, to December 31, 1840, is as follows : Sum Time Sim added Sum Time Sum added Assured. Assured. to Policy. Assured. Assured. to Policy. £5OOO 6 yrs. 10 mths. £OB3 6 8 £5OOO 4 years £4OO 5000 6 years 600 0 0 5008 2 years 200 The Premiums, nevertheless, are on the most moderate scale, and only one-half need be paid for the first Five Years, where the Insur ance is for Life. Every information will be afforded on application to the Resident Directors, Edward Boyd, Esq., and E. Lennox Boyd, Esq., of No. 8, Waterloo-place, Pall-mall, London. BRITANNIA LIFE OFFICE, 1, Princes-street Bank, and 448, West Strand, London, January 1, 1845. Notice is hereby given, that the BUSINES 4 of the LONDON and WESTMINSTER MUTUAL LIFE ASSURANCE SOCIETY has been TRANSFERRED to this Company; and all persons holding policies issued by the said Society are informed that, as soon as the renewal premiums thereon shall become payable, new policies will be granted to them by the Directors of this Company, at the samJ rates of premium which they now pay, and without any charge for stamp-duty; and all claimants on policies issued by the said London and Westminstor Mutual Life Assurance Society are informed that such claims will be discharged by the Direc tors of this Company, a soon as the the same shall have been substantiated. PETER MORRISON, Resident Director. BRITANNIA LIFE ASSURANCE COM PANY, 1, Princes-street, Bank, London, empowered by spe cial Act of Parliament, 4 Vic. c. 9. HALF CREDIT RATES OF PREMIUM. Persons assured according to these rates are allowed credit (with out security) for half the amount of the first seven annual premiums, paying interest thereon at the rate of 5 per cent. per annum, with the option of paying err the principal at any time, or having the amount deducted from the stun assured when the policy becomes a claim. Policks may thus be effected at lower rates than are generally re quired for the term of seven years only ; whilst the holders have the same security for the payment of their claims, whenever death may happen, as if they paid double the amount of premium, which would be charged for assurances effected in the us ial way. Extract from the Half Credit Rates of Premium. Annual Premium required for an Assurance of 1001. for the Whole Term of Life, Age Half Premium for 1 Whole Premium . seven years. I after Sevtu years. X s. d. X s. d. 30 1 1 9 2 3 6 35 1 4 11 2 9 10 40 1 9 2 2 18 4 45 1 14 10 3 9 8 50 2 2 6 4 5 0 55 2 12 9 5 5 6 60 3 0 8 6 13 4 PETER MORRISON, Resident Direct CAUTION TO CONSUMERS. —DRY GAS METERS. DEFRIES'S DRY METERS have successfully stood the tests six years' trial. Among the 10,000 in use, they have been adopted by the oflizial authorities of the Houses of Parliament, Woolwich Dock-yard, Somerset-house, Foreign-office, Thames Tunnel, United Service, Reform, Conservative, and other Clab-houses, the Queen's Theatre, Chinese Exhibition, and many other large establishments. Upwards of 20,000,000 cubic feet of gas have passed through some of these meters without regula tion or repair, sad which are still working to the entire satisfaction of the gas company and consumers. All gas consumers who study economy and a good light are invited to avail themselves of the advantages and comfort to be derived from the use of Defries's Dry Meter, but, to prevent the subs titution of im perfect imitations, it is necessary at all times to order Defries's Dry Meter, and to observe Ids name on the brass badge in front of all his meters - . Testimonials from the most eminent and scientific men and large consumers can be had on application (or will be f rwarded by post), free of expense, at the Manufactory, 67, St. Martin's-lane, London. Warranted to keep correct in all weathers. -- • PATENT BELMONT SPERM CANDLES, ONE SHILLING per lb. ; PATENT BELMONT SPERM OIL, FOUR SIIIILLINGS per Gallon, burning more brilliantly Rpm the ordinary Sperm Candles and Oil, and differing from them in being principally prepared from a pure vegetable material, instead of an impure animal one. PRICES I'ATENT.CANDLES, 103‘d. per lb. VAUXHALL COMPOSITE CANDLES, B%el. per lb. PATENT BELMONT WAX CANDLES, Is. per lb. Families wishing to try any of the above are recommended to order them through their Oltill tradesmen, taking notice, however, that these being the London Cash Prices, the Country Dealer must charge higher to cover his expenses of carriage. Where no dealer can be found willing to sell them, Edward Price and Co. will supply quantities of not less than 51. worth, direct from their manufactory, at Belmont, Vauxhall. On receiving a Post-office order for this amount, they will forward Candles and Oil in the proportions that may be directed ; or, to parties wishing for samples and unable to obtain them, they will, on receiving al/. Post-office order, forward a box containing 31bs of each of the four sorts of Candles, and: a gallon of the Oil. They fix the price of the sample box so high, to avoid all suspicion of their wishing to interfere with the retail trade of the Country Dealers. The trade may obtain the above Candles and Oil wholesale, in London, from Edward Price and Co., Belmont, Vauxhall ; Palmer and Co., Sutton-street, Clerkenwell ; and W. Marchant, 253, Regent circus, Oxford-street ; in Manchester, ttom Richardson and Roebuck, Market-place; in Bath, from T. and G. Butcher, No. 4. Saw-close; and in Cheltenham, from Mathews and Co.„ 400, high-street. CLARK'S NEW BRILLIANT LIGHT. Have you seen it? The nobility, scientific men, and all who have, admit its positive superiority, and admire its simplicity. This light causes no smoke, cannot emit blacks, breaks no chimneys, creates no smell, requires no cleaning, and in its construction is so simple, that any person can trim it. It is so economical that, while producing the light of two argand oil lamps, or the light of twenty candles, it costs no more than two candles. This perfhct lamp fitted to persons' own pedestals, for 23 shillings, all complete. To be seen burning at Clark's Lamp Depot, 447, West Strand (op posite Warren's Blacking Manufactory). Clark and Co. have also an improved Oil Lamp used by the Trinity House, and all the great light houses in the world, and only just now introduced to public notice. IC .It. To prevent imposition, Clark and Co. put their name on all these lamps.. RHEUMATISM, GOUT, CRAMP, WEAKNESS OF LIMBS, CONTRACTIONS, SPINAL AFFECTIONS, &c. TWENTY 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. £1 11 10 2 0 7 2 14 10 4 0 11 6 0 10 CABBURN'S OIL, To be had at his Dispensary, King's Cross, London ; in bottles, 2s 9d., 4s. 6d., Us., 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, &e. .... _ To Mr. Cabburn, Snt —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 ho was enabled to walk, to the astonishment of ourselves and all who know us. Yours, ever gratefttl, • 6, George-street, Bagnigge Wells-road. HENRY CLOVER. P.S.—Mr. Greenwood,7of the Northumberland Tavern, and Mrs. Finn, 12, Weston-street, Bentonville, can speak to the truth of it also. Mr. 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 respectfully, 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 pro of the most eminent surgeons in this county for nearly thirty years, and has been for several months in the various hospital., &c., but to no effect, until he applie4 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 zespactildly, J. C. EDWARDS. Halden-wood Cottage, near Shrewsbury, Salop. 31r. 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 relief fn m your oil than I did from any other application or operation per formed upon me, and had I been fortunate enough to have met with you in the early commencement of my afflictions, I shotild 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 geutlemeu saw the patient, among whom were His Grace the DUKE of HAMILTON, The EARL of ITAREWOOD, Sir F. BURDETT, Sir W. BACH, Aide-de-Camp to the MARQUIS of ANGLESEY, And many other Officers of high distinction. Mr. Caltburn, Sir—l beg to state my satisfaction of tour oil ; the peculiar good effects are truly astonishing ; having many convincing proof';, I shall he 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, biodicAl Liatituttv, St. stephafo s lientcll. TINALPSOF. 3,1 R. MACILWAIN'S N e:W WORK. Just published, Bvo., cloth, 5.3. ON TUMOURS; thei r G enera l isTATURE and TREATMENT. By GEORGE MACILWAIN, Consulting Surgeon to the Finsbury Dispensary, &c., No. 3, AThany-court-yard. London : John Churchill, Princes-street, Soho. Just published, post Bvo., cloth, Se, N URINARY DEPOSITS; their Diagnosis, Patholozical Indication s , and Treatment. With 31 Illus trations. By GOLDING BIRD, 31. D., Assistant Physician to Guy's Hospital. London : John Churchill, Princes-street, Soho. GEORGE CRUIKSHANK'S TABLE-BOOK. Edited by GILBERT A. a BECKETT. Price Is. No. IV. (APRIL), contains : The Dreams of the London Season: 'By the Editor. With Two Illustrations. Separation. A Tale. Two Illustrations. The Stage Countrythan. One Illustration. To Rosalie. One Illustration. • Alice Brompton. One Illustration. Sonnet to the Frost. A Cold Love Letter. Two Illustrations. Notes taken during the War in China. Two Illustrations. Betty Morrison. Two Illustrations, &c., &c., 8 ". Illustrated with a splendid Etching on Steel, " The Dream of the London Season." By George Cruikshank. London : Published at the ( lace of the Table Book, 92, Fleet-street. DOUGLAS ;TERRoLD'S SHILLING MAGAZINE, No. IV. (APRIL), contains : St. Giles and St. James. By the Editor. Sonnet on the Death of Laman Blanchard. Truth in a Vision. The Parson's Gamekeeper. • Cat and Fiddle Moralities. By the Editor. Holidays for the People. Mother's Love. The Hedgehog Letters. A Case at Sessions. A History for Young England. Reviews of Books, Ece., &c. Illustrated by an Etching on Steel, by Leceb. London : Published for the Proprietors Of Punch, at the Punch Office. 92, Fleet-street. • L'HISTOIRE du CONSULAT et de :L'EM FIRE, par 31. TRIERS. Le COURRIER de L'EUROPE is now publishing, without abridgment, the above Work, of which an edition of 10,000 was sold in Paris on the day of publication, and for the copyright of which 20,0001. has been paid. To publish this important work of the late Foreign Secretary of Franco, and at the same time to continue Le Juif Errant of 31. Eugene Sue. Le Courtier de l'Europe will be ENLARGED, without increase of price, from 16 to 24 pages, containing 72 columns of closely-printed matter, equal to the contents of two ordinary volumes. Mee Sixpence, stamped for post. Offices, 10, Wellington-street ; and -Joseph Thomas, 1, Firch-lane, Cornhill. Pocket Edition (500 pages), in an envelope, price 25., by post 3s. 0 N MARRI A G E its Hindrances and Obligations. " Of griefs concealed, and disappointments keen, Which young and gentle—the matured and sage, The lonely and the mated—all sustain." Sty 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 London. Also, companion to the same (72 Engravings), price I s:, by post Is. 6d., ON CHASTITY—its Abuses and Diseases. " Whereon doth hinge the dignity of man, The health of offspring, and domestie love 1" These publications are tree from empyricism and mawkish senti mentality—they abound in stern truths, and are addressed to the in telligence of the times. Sherwood, 23, Paternoster-row ; Carvalho, 147, Fleet-street ; Hannay, 63, Oxford-street ; Mann, 39, Cornhill ; and the Author, 21, Arundel-street, Strand.—At home daily till Two : Evenings, Seven 11l Nine. i'Psoornrf:dleitdFtahuorycellutiGtlTeeElyanustrated by Engravings; Wowed FOURTEENTH EDITION of the SILENT FRIEND on Human Frailty, with Coloured Engravings. peNroafllevre: a Medical Work on Jest published, price 2s. 6d., free by post (I sw n ylis a itegth s e eal mtmece ed intaedn e bos n syp v; hrsex o r pe ) liss 3s rslyrn . tian 6d opnd . i. indulgence, vi 1 t plainh ntdh eL . d i rec t ions Autho rs, PERRYors .aa n d n f dd o rcmtoh.., e y C o n sul t removal bea d na o g f t STREET, OXFORD -STREET. TheTonhmet symp toms, a: ll B,n t lee E o h . the allnfirmities are of feISILENT fully E s: , o Npp o i n ted by observations on Marriage, 21, Paternoster-row ; Ilannay and Ca., 63, Ox ford-street ; Gordon, 146, Leadenhall-street ; purkin, 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 on our minds, that wo not only reemme_nu., 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 CORDIAL BALM of SYRIACUM is exclusively di rec t e d to the cure of nervous and sexual de b ility, . I f - regularity, weakness, loss of appetite, indigest icn, consumpt iv e habits, and debilities arising from excess, for 3s ces,lcc 3 . I , ' byl boo b 's , wll.ll s. are ipricelt lies" or the qua n tit y of four i n one bottle saved. The five-pound cases may be bad as usnal. The CONCENTRATED DETERSIVE ESSENCE, an anti-syphi litic remedy for searching out and purifying the blood from scurvy, blotches en the head, face, and body, ulcerations, and those palaftll affections arising from improper treatment or the effects of mercury, removing secondary symptoms, and all eruptions of the skin. Price Ils. and 335. per bottle. PERRY'S PURIFYING SPECIFIC PILLS, price 2s. 9d. , 4s. 6d., and I Is. per box, are the most e ff ectual remedy f or strictures , inflam mation,re. irritation of the bladder, &c., without hi n d rance to business. Consultation fee, If by letter, 11. Minute det a il of cases necessary. Messrs. Perry are in daily attendance, for consult at i on, at the i r re ridence, 19, Berners-street, Oxford.street, Lond on, from 11 till 2, and cessar s till n y . to O e n ff S e u ct nd a a p y e s r mf from en l t t i c t lull 12. One personal visit Is only no cu CONVICTS FOR VAN DIEMEN'S LAND AND BER MUDA.—About 220 convicts were brought from the Mil bank prison, in Westminster, to the Theresa, hired con vict transport ship, off Woolwich, f or conveyance toNew South Warrior, preparatory last to tran s f e rred to the China, hi re d convict sh i p, for conveyance to Deriuuda• beingew Wales. ek, and Aboutput on 2 1 0 3 0 0 a conv ic ts rd the w ere b roug h t dowh On the contrary, the proposed branch from the Northern and Eastern line at Hertford, would, at a com paratively moderate expense, afibrd a communication for Ilitchin and Biggleswade with London, which would admit of an easy extension, if required, to Bedford, ' where it would meet the branch to the London and Bir mingham Railway, which is evidently required to hive Bedfordshire an outlet to the West, although the Lo ndon and York line, with its Bedford branch, should be constructed. The Ely and Bedford scheme also pro poses, by an easy line, to continue this communication northwards through St. Neot's and Huntiogdon ; by which combination the three counties of Bedfordshire, Hertford-hire, and Huntingdonshire would be provided with railway communications both towards Lontim and to the North, and the manufacturing districts. We have some doubt bow far the traffic of these counties may be able to support even this comparatively inexpensive scheme of communication ; and partly on this account, and partly because we think that any lateral communication between Ely and Bedford canr.ot be properly decided upon until it shall be ascertained what trunk line is adopted, we are disposed to la com mend the postponement of this scheme until a future period ; but we may refer to it here, as showing that schemes are already proposed for the accommodation of the intermediate district, and that the adoption of the Cambridge route by no means implies the exclusion of this district from the advantages of railways. We have now arrived at the first distinct and definite result of our inquiry, viz. that Cambridge ought to be selected as the starting point to the new line to the north. This almost necessarily implies a pref . , rence of the Cambridge and Lincoln scheme to Lincoln. It might be possible indeed to form a combination of the Cam bridge and Lincoln with the London and York scheme, by which the northern portion of the latter was adopted from Peterborough. The same objection, however, which has appeared to us to be fatal to the southern portion of the London and York scheme, viz. that it involves great additional cost without adequate result, applies here also. By the double line or loop, the London and York scheme requires the construction and making of 156 miles, partly of difficult construction, to provide for the same traffic, which would be accommo dated in some respects better, and in others almost equally well, by about 100 miles, all of very easy construction, of the Cambridge and Lincoln scheme, with its proposed branches to Boston, Stamford, and Spalding. For Lincoln and Gainsborough, the Cambridge and Lincoln scheme appears decidedly the best, since it places them on the main line of communication, in stead of upon a subsidiary line. For Lincolnshire, south of the Witham, this scheme also appears to be prefer. able, since it runs through the heart of the county in the line of the principal population, between the two rich agricultural districts of the Uplands and the Fens, and giving brarches down to the two shipping ports. The lines of the London and York schemes, on the other hand, just skirt these districts on their extreme verge; and the Fen line, by keeping on the bank of the Witham Navigation, confines its benefits to the districts which are already provided by water commu nication. The amalgamation of this navigation with the Railway, is also a measure of doubtful policy as re .- gaols the public, who are thus deprived of whatever be nefits might have been expected to ensue from eompe titiott, and, as regards the Railway Company, who will either have to pay interest on an unproductive pro perty, or to encourage the canal traffic at the expense of that of the Railway. For Boston and Spalding, the London and York scheme is perhaps preferable, since it places them on a through line ; but, on the other hand, having regard to their character as shipping ports for the export and import trade of the rich agricultural districts be hind, it may be questionable whether a scheme which supplies them with branches into the interior to a main line, through the heart of the districts with which they are principally connected, may not be better than one which merely connects them with one another by a through coast line. For Lincolnshire, north and east of the Witham and Fosse, neither scheme affords much accom- I modation ; but the Great Grimsby scheme, to which we shall afterwards advert, and which is proposed for the accommodation of this district, connects itself equally well with either. The only clear advantage, therefore, as it appears to us, that is obtained by the London and York scheme, by the construction of fifty-six miles of additional railway, is the superior accommodation afforded to the towns along the Old North road, Grantham, Newark, and East Retford. The population of these towns respectively is— Grantham 8,786 Newark 10,218 East Rettord 2,680 and they are places of considerable trade in corn and malt, principally with the manufacturing districts. Newark, the most important of these towns, will, how ever, be provided with an outlet by the proposed Not tingham, Newark, and Lincoln line ; and by the projected Newark and Sheffield line, continued, as is proposed, to join tke Cambridge and Lincoln line at Sleaford, it would obtain very direct communication both with Sheffield, Manchester, and the North, with the nearest shipping port, Boston, and with London. Grantham also might be connected with this line by a short and easy branch, and thus all the principal ob jects of the direct line of the London and York scheme attained, in connexion with the Cambridge scheme, at a tithe of the expense. On the whole, therefore, we are decidedly of opinion that the London and York scheme, in its central portion between Peterborough and Bawtry, affords no such ad vantages over the Cambridge and Lincoln combination as to Compensate for the expense of constructing and work ' ing so many miles of additional railway. We are also by no means satisfied that the practical effect of the "loop" or second line might not be to neu tralise much of the advantage promised by the direct trunk line, since, in order to avoid the expense of sepa rate trains following each other at a very short interval, there would be an inducement to detain the through train at the far junction, in order to add to it the carriages of the train which had parted from it at the other end, and run round the loop. Having thus arrived at the opinion that the Cam bridge and Lincoln line deserves a preference up to Lincoln, it remains to be considered in what manner the northern portion of the scheme may be most advanta geously completed. For the completion of the trunk line four alternatives present themselves : 1. To adopt the line of the London and Yerk scheme, by Gainsborough, Doncaster, and Selby. 2. To adopt the line of the Midland Company, from Lincoln to Doncaster and Swinton, and the Doncaster branch of the York and North Midland Railway. 3. To adopt the Lincoln, Leeds, and York line. 4. To adopt the line of the Direct Northern scheme, north of Lincoln. The two former alternatives appear clearly inadmis sible, from the consideration that they involve an unne cessary circuit of 8 or 9 miles out of 57. The point being once decided that the main trunk line is to go by way of Lincoln, there is clearly no sufficient reason for bending it so far to the west as Doncaster, when a re markably easy and level direct line can be obtained by way of Gainsborough and Thorn. The only reason assigned for this circuit is, that the direct line would involve the necessity of a swing-bridge in crossing the navigable river Don ; but it is stated to us that this is not the case, and that it can be proved in evidence before Parliament that vessels with standing masts have never ascended above Stainforth, where there is a fixed bridge'. Even if this had been otherwise, we should not hat e thought, with the comparatively insignificant amount of navigation that could have been expected to ascend to Doncaster, that the existence of a swing bridge, under proper regulations, would have been an objection equivalent to that of diverting the great trunk line from London to York by a circuit of 8 miles. he Doncaster route appears therefore clearly to be inadmissible, unless it were resorted to with a view to save expense, by availing ourselves as far as possible of the existing York and North Midland line for the through communication. In this point of view a a nsiderable saving might be effected, since the line froi., Lincoln tiainsborough to Doncaster and Swinton being made, at any rate, the communication to York might be completed by the pro posed Doncaster Branch of the York and North Midland Railway, the length of which is only eighteen miles, and the estimated cost' 185,0001., ‘vhi?e by the Direct Northern scheme, 321 miles of new railway from Gains borough to York would be required in order to complete the same communication. Had these additional twenty-four miles involved such a serious expense as to compromise or endanger the ad vantages of the main scheme, the same considerations which induced up tp give a profercuce to the Cambridge 2. The distance between Hull and Gainsborough, Lin • coin and London, would be shortened fifteen miles. 3. The distance between York and Hull, and York and Selby, would be shortened eight miles. 4. The distance to the port of Goole from all places to the north and south, wouli be greatly reduced. ._ 5. A rich agricultural district, north of Lincoln, com prising a population of 20,000 or 30,000, within a conve nient distance of the proposed line, and otherwise unpro vided, would be supplied with railway communication. These avantages appear to us amply sufficient to warrant the additional outlay for an independent line to York ; but in addition, we may refer to the following recommendation contained in the Fourth Report cf the Commissioners who inquired into the best means of rail way communication between England and Scotland, in the year 1841 : " We consider it improper that the traffic of any new line should open upon the York and North Midland Railway, with which so many lines are already in con nexion as to render delay unavoidable, and coliision not improbable. In consequence of the numerous trains of luggage and passengers using this line, nearly two hours are sometimes occupied in passing over a little more than 30 miles from York." We may add, that the position of the York and North Midland line as part of the existing link of communi cation, with which a new eastern line between London and York would compete, renders it peculiarly unde sirable that any portion of this latter line should be de pendent upon a small length of the former. I❑ the case of the Northern and Eastern line, the adoption of which to Cambridge we have recommended, the most thorough identity of interest exit between it and the proposed new lines for completing the communication northwards. But the effect would be very different of placing a short link of a few miles at the York end of this great scheme under the control of a Company having distinct, and, to a certain extent, conflicting interests. For these reasons, we conclude that the chain of com munication from London to Lincoln should be completed by a direct and independent line northwards from Lin coln to York. The only two schemes, as we have said, which present themselves for this purpose are the Direct Northern and the Lincoln, Leeds, and York. The former scheme has the advantage of having, as it is stated to us, a subscription deed executed fur 4,000,000/. of capital, and the requisite deposits lodged in the Bank of England. Independently, however, of this consideration, there are other reasons which make it obvious that a pre ference must be given to the line of the Direct Northern. This line keeps on the west of the river Ouse, and thus avoids the necessity of having any swing bridges, while the Lincoln, Leeds, and York line crosses that navigable river twice, once near Selby, and again close to York. Where the navigation of vessels with fixed masts is not considerable, we are not disposed to think that the ex istence of a swing-bridge, under proper regulations and arrangements, is a very serious objection, and if any considerable advantage in respect of distance or other wise had been attained by crossing and re crossing the Ouse, we should have been prepared to balance these advantages against any probable amount of interruption to the navigation or to the traffic upon the railway. But this is not the case in the present instance; the differ ence of length of the two lines between Selby and York is not above a quarter or half a mile, and we are aware of no public advantage whatever which is attained by keeping on the east side of the river. This being the case, there can be no doubt that the siring. bridges are in themselves a decided objection, since, under the most favourable circumstances, it is impossible altogether to avoid delay and some risk of accident. In another respect also, the Direct Northern scheme appears to be decidedly preferable. It is the only one of the proposed schemes which complies with the recommen dation of the Commissioners above quoted, and which avoids a'l interference with existing lines at York. It proposes to form an independent station for York, at a convenient spot upon the Tadcaster road, a short distance from Micklegate, and thence crosses with the main line over the York and North Midlaed Railway, running into the Great North of England line, about a mile beyond York. The advantages of this arrange ment for all through traffic from the North are obvious, since trains may thus be run past York with no more stoppage than is required at an ordinary first-class station ; while in case the whole traffic had to cross the York and North Midland lino on a level, cloe to the station, where it is most crowded, the loss of time could not, under the most favourable circumstances, amount to less than twenty minutes or half an hour. With the prospect of a great increase of traffic in the already crowded York station, from the opening of the Scarborough and other lines, and with the collision of interest that must, to a certain extent, be expectk d to prevail among some of the Companies using that station, and whose rails are proposed to be crossed on the level, it appears to us that such an arrangement would be in the highest degree . inconvenient and even dangerous. The inconvenience and delay of such arrangements upon great lines of through communication have been already felt ; and one of the great objects proposed by the Trent Valley line now before Parliament, to get rid of the delay incurred at Birmingham in the journey between London and Liverpool, and London and Manchester. With such instances before us, it appears to us that it would be unwise to incur voluntarily a similar interrup tion of an aggravated character in the great line of com munication between London and Edinburgh. It is also highly desirable, with a view to the coal traffic from the North, that a through communication with the country to the south of York should be afforded without the necessity of passing the waggons across the other lines, and interfering with their passenger and goods traffic. With such a communication it is confi dently anticipated by the Darliam coalowners that they will be able to send their coals in large quantities down to Goole and Selby, and even into the north of Lincoln shire. For these reasons we have arrived at the conclusion that the line of the Direct Northern, north of Lincoln, affords decidedly the best means of completing the main line of communication to York- ; and we are glad to be able to state that the parties themselves have taken this view, and that the Direct Northern Company have stated their r:adiness to enter into arrangements by which, in the event of Parliammt considering that the Cambridge route should he adopted, the Cambridge and Lincoln, in conjunction with the northern portion of the Direct Northern, would be presented as an integral scheme for carrying this purpose into effect-. K short interval of about two miles at Lincoln would remain to be filled up, but the levels of the two lines, and the nature of the country, make it perfectly easy to attain this object, which might be done either by adopt ing a short portion of the plans and sections of the Lincoln, Leeds, and York line, or by an application to Parliament next year. Having thus stated our views with regard to the main trunk line between London and York, we proceed to consider the lateral communications which are immediately connected with it. The most important of these are the lines proposed for connecting the main line and Lincolnshire with the Manchester and Sheffield, the Manchestcr and Leeds, and the Midland Railways,, and through them with the coal fields and manufacturing districts. 'faking Sheffield as the first point, we find no fewer than five schemes proposed, with the object of extend ing railway communications from this town and from the Sheffield and Manchester Railway, eastwards. The Sheffield and Lincolnshire; London and York, Sheffield Branch; and Rotherham, Bawtry, and Gains borough, are competing schemes for the same olject— viz , that of connecting Lincoln and Gainsborough with Sheffield. The same object is also attained by the lines from Swinton to Doncaster and from Doncaster to Gains borough, in connexion with the main line from Lincoln to York. The Newark and Sheffield Railway, in connexion with the Manchester, Sheffield and Midland Junction (•,r Sheffield and Chesterfield) effects another communica tion from Sheffield more to the south, with Notting hamshire and the south of Lincolnshire. Of these lines we may assume that a communication betwe©n Swinton and Gainsborough is indispensable. It affords the shortest and best communication between the two main lines of the Midland, and of the London, Cambridge, Lincoln and York Railways, connecting the important town of Doncaster with both. Also it affords a short route from Lincolnshire to Manchester, by the Barnsley Junction, and Sheffield and Manchester Rail ways, and to Leeds, Wakefield, and the West Milne' ' , by the Midland, and Manc hester and Leeds lines. And what is even of more importance, it gives a direct out let from one of the best Yorkshire coal fields, that of Silifstoue, to the east and south. We assume, therefore, that this communication is one which, under any circumstances, is necessary to be made. It may be 'effected either by a branch from the main York line to Doncaster (there to meet the Swinton branch of the Midlands) which the Direct Northern Company offer to pledge themselves to make, and which might be obtained by adopting the plans and sections of the branch anc t h h o e f l‘ t i h id e la L u i d nc li o i l l i e l, frLeeds,om s i and n Z York to line, a i ne o r adopting junction. with the Direct Northern at ur near GainAorou.,l a . The latter alternative would, on the whole, appear to uto be - - preferable, supposing the 'Midland CO ' uipto"4 ny be - ling to offer satisf ac t or y guarantee; f or the flair and un impeded transit of all traffic to and from the east over this 41 :Id their existing line on moderate terms. This communication being effected, it seems Very . questionable whether any of the other lines, proposed for the same object, of connecting Sheffield with Lincoln and Gainsborough, is required. The Sheffield and Lincolnshire line is 521 miletein length, with an estimated capital of 700,0001. ; and, with the exception of accommodwing the two small towns of Worksop and Lest Retford, it appears to offer no very decided public advantage beyond that of affording a communication between Lincoln and Sheffield a few miles shorter than by the Swinton route. It does not appear to us that this is a sufficient object to justify the outlay of such a large capital ; neither do we think that this line, if sanctioned, having to compete with the Swin ton. the Newark and Sheffield, and other lines of Rail• way, and with the Chesterfield Canal, to which it runs nearly parallel, would be at all likely to afford an ade quate return. The same observation applies to the Sheffield Branch of the London and York scheme, which is a line of an extremely expensive character, being estimated to cost 700,000/. for 201 miles. This branch, if made, would be in direct competition with the Sheffield and Rotherham and the Midland's Swinton line, and to a certain extent with the proposed Wakefield Branch of the London and York scheme itself and it appears evident that it offers no sufficient public advantage to justify the outlay. If any dir ect li ne from Sheffield eastward were re quired, that from Rotherham by Bawtry, to Gains borough, le ould appear to be decidedly preferable. It is less expensive, being estimated to cost only 400,000/.; and, by availing itself of the existing Sheffield and Rotherham Railway, avoids what appears, under the cir cumstances, to be unnecessary competition, as well as costly and unnecessary interference with house property in Sheffield. It affords a better connexion, also, with the important market toe n of Rotherham, and with the North Midland Railway, and gives as direct a commu nication as could be desired with Gainsborough and Lin ' eoln, accommodating the intermediate towns of Tickhill and Bawtry. This line, therefore, appears to us decidedly preferable to the Sheffield and Lincolnshire, or Sheffield branch of the London and York ; but, at the same time, we do not feel that more than one communication from Sheffield, in the direction of Gainsborough and Lincoln, is re quired, or would be supported under existing circum stances ; and for the reasons already assigned, we are of opinion that the Swinton line offers, on the whole, by far the greatest amount of public advantage. For similar reasons we do not consider that the line of the London and York scheme from Doncaster to Wakefield is required. This is also an expensive line, having very heavy works for half its length, and accom plishing no public object beyond that of shortening the distance from Lincoln and Doncaster to Wakefield by a mile or two, as compared with the route of Swipton and the North Midland Railway. An outlay of upwards of 300,0001. for this sole purpose wcuid not seem to be justifiable, and indeed it appears to us that both this and the Sheffield Branch before referred to, are proposed mainly with a view to carrying the traffic between Lin colnshire end Manchester by an independent route, without having to pass over any immediate link in the hands of a different, and, perhaps, a hostile interest. This obliges us to refer t a question which is of the t importance, both with reference to this and to other instances—viz., the necessity of making some pro vision by which the free transit of traffic may be secured over such intermediate links, and along lines of commu nication broken up into several portions. No provision has been made hitherto for such cases, but each Com pany has been placed by Parliament in the uncontrolled possession of powers, which, if exerted, would enable it to exact an unfair toll upon, or entirely put a stop ta, the traffic of its neighbours. There is nothing, legally, to prevent the York and North Midland Company, for instance, who hold a short link between Manchester and Hull, from imposing the maximum charge allowed by their Act of Parliament upon all Manchester and Hull traffic, the effect of which would be to give them, for the transit over about sixteen miles of railway, nearly a half of the total sum which the competition of canals and other modes of conveyance enabled the different Companies interested to obtain from the public for the whole 93 miles between Manchester and Hull. The existence of such uncontrolled powers, without any tri bunal to which to appeal, n order to settle any difference which might arise, has naturally led to disputes in almost every instance where Companies have been so connected, and to those disputes may be attributed a very large pro portion of the competing schemes which are now brought forward throughout the kingdom. The necessity of some provision by which Railway Companies, principally inte rested in particular branches of traffic, may be enabled to regulate the rates upon that traffic, and to send it without obstruction or delay over portions of connecting lines, upon an equitable mileage arrangement, has become so apparent, both for the interests of the public and of the railway Companies themselves, that we may venture to assume that it will be made. The present is not a proper occasion to discuss the details of such provision, further than to observe that, while it will be a serious questi , n for the consideration of Parliament in what manner such provisicn should be made, it is evident that the difficulties described can only be completely obviated by the Legislature providing in some manner or other an effectual means of deciding differences in which the public convenience is involved, and of enforcing, either by compelling a resort to arbitration or otherwise, such equitable arrangements in regard to mileages on through traffic, to the use of the line of one Company by the carriages and engines of another, under proper regula tions for safety. or otherwise, as may appear to be re quired for insuring the full, free, and unimpeded transit of traffic in every direction over the complicated net work of railways with which the country will shortly be covered. Assuming such provision to be made, the heavy outlay of capital and extensive interference with pro perty occasioned by such lines as those of the London and York scheme to Sheffield and Wakefield, would clearly be unnecessary ; although in the absence of it, there may be no alternative but to allow duplicate and competing lines to be made to com plete communications where portions of existing railway intervene which would answer the purpose equally well. We have thought it right to state these views, in order to show that in giving a preference to the Swinton com bination, which avails itself of existing lines, we have not been unmindful of the difficulties to which such com binations have hitherto given rise, but have proceeded on the supposition that such difficulties will be obviated in future. The next lines which we have to ccnsider are those proposed for affording a communication from Sheffield to the south-east, in connexion with the main line through Lincolnshire, viz., the Manchester and Sheffield and Midland Junction (Sheffield to Chesterfield), and the Newark and Sheffield (Chesterfield to New ark.) The first of these Ems is proposed partly with a view of cutting off the present extremely incorvenient and cir cuitous angle in the communication of Sheffield with the south, and partly of opening up an extensive coal field between Sheffield and Chesterfield. Both these objects appear to be unsxeeptionable on public grounds, and it is stated to us that the advantage to the town, of Sheffield will be considerable, from the introduction of a descrption of coal well suited for its mar a 'actures, at reduced rates. This line is, however, in parts, of a difficult and ex pensive character; and as an isolated scheme we should have some doubts how far the traffic likely to pass over it would be sufficient to support it; but having regard to the obvious advantages which it would afford to the town of Sheffield, and to its position with reference to the Sheffield and Manchester and to the Newark and Sheffield line, which we proceed next to c insider, we do not feel that we should he warranted in reporting our opinion that there are public grounds which ought to be decisive against the schemes. The Newark and Sheffield line is projected with a view of affording, a direct outlet, towards Sheffield and the manufacturing districts, for the produce of Nottingham shire and South Lincolnshire, and also an outlet for the coals of the Chesterfield, Dronfield, Mansfield, and Pinx ton coal fields, towards the east and south-cast. It was originally proposed with a view to join the London and - York Railway at Newark, but its promoters state that it admits of an easy extension to Sleaford, for which they would apply in a future session, which would con nect it equally well, or better, with the line of the Cam bridge and Lincoln. This line, in connexion with the proposed branch from the Cambridge and Lincoln line to Boston, would thus form a complete line from Man chester and Sheffield to Boston, passing through a rich and unoccupied agricultural district, and affording the shortest communication with several important coal fields and quarries of the best building stone, besides accom modating Mansfield, Newark, and several considerable towns. We are of opinion, therefore, that the scheme offers considerable public advantages, and that, if no intermediate line from Sheffield eastward, between this and the Swinton and Gainsboroug4 line, should be for the present sanctioned, a fair remuneration might be ex pected upon the capital required for the construction of these, which we consider to be decidedly the more im portant linos for public purposes. The next important question of lateral communica tions in connexion with the main question, has reference to the extension of railway accommodation to the port of Goole. For this object no fewer than four schemes are proposed ; viz : The Wakefield, Pontefract, and Goole ; The York and North Midland and Goole ; The Barnsley and Goole ; The Doncaster and Goole ; in addition to a short line from Goole to Snaith, the plans and sections of which have been deposited by the Aire and Calder Canal Company, who are the proprie tors of the docks at Goole, with a view, however, 04 it is believed, of securing a certain control over so much of the terminus of whatever railway may be sanctioned to Goole as lies within the property belonging to them, and w i,t h t i t c e l r i m a by the theftervitards insertion be t required, ) f clause sin may be the aind Bill totafthee r I: em successfulen t oe f i I way, p i t r l g i an a by s h trlti elink o n o v f e n ea o i st e mh n oep t wentl jaieinr r es i i e n t t l h i e e h c a a n n d e s i o m f s a t, i e s t i e n x c p t t e l t o e m d refore shall at once exclude the g P to an l N ;a ' s e wh a o e m eo other s o e u h r emes, consideration. it app ears to us i G n ( t ) e (, r l ee Withs a t , nrd a e u. n s d aerad N i S t i he t o st t hhe l that the importance of the import and export trade of the Number fully justifies the construction of some one line of railway to the port of Gool e. Although this port can hardly be considered as a rival of liu:1, which must, in all probability, continue to command the greater part of the extensive foreign trade to the north and east of Europe, carried on from the manufacturing districts through the Humber, it is one of considerable importance, whose trade, which has suffered much from the advan tage afforded to Hull of being the sole point connected by railway with the interior, is likely to receive considerable increase when a similar advantage shall be extended to it. For the coasting, trade especially, consisting in the import of corn and agricultural produce for the use of the reanetaeturing districts and in the export of eds.!, the partof Goole . ffers considerable advantages, and . e the trade already carried on is very extensive. The corn market of Wakefield, which is one of the largest in tba kingdom, and the prineipal est! fp 61 for the £0 19 1 1 2 7 1 6 9 1 19 10 3 17 0 PUBLICATIONS. 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