The Sun. — London, England, 1845-10-06 00:00:00

I.NFLUENCE OF INDUSTRY AND COMMERCE UFON CIVAAJISATION. (From the French of C. Du pin.) Commerce can not exitl in any country without in :tw]try ; therefore it follous that the fruits of industry iaust find consumers. But production alone will not con :111e industry. Its empire is more extensive, and com merce may be considered only as one of the branches by which it exchanges its products against a representative value. If we look fox' a definition of the word industry, we find that this mother of riches is the instinct which leads us to invent objects, or new processes necessary to arts and trades, in order that we may obtain in ex change the products of foreign cour.tries, or by culture of the earth, produce greater abundance. Such . is industry as we can understand it. This rotation o f The creation of exchange existed in the most remete ages. It owes its birth to the first na tural wants of man ; who worked to obtain the means of satisfying his wants as we find Abel and Cain did with their flocks and harvests. The exchanges at that period were natural or in kind, but they were subse quently operated upon by a value which men placed upon the precious metals, gold and silver, and also copper. From the moment when these metals represented other products, a commencement of civilisation was observed. By this civilisation society was naturally divided into two classes. The poor having little, and the rich having much. It followed that the industry of both classes procured necessaries and superfluities. The establish ment of the most industrious upon one geographical point gave rise to the most remarkable states. Asia, that mother of great empires and luxury, was not in debted for her riches to the pride and conquests of kings, but to commerce, of which she was the first theatre. Tyr, or Tyrus the superb, was the fruit of the commercial industry of the Phoenicians. Carthage had the same origin ; in short, Greece, after having been invaded by the Persians, had no ground to fear her masters, in consequence of the power she could obtain at all times by her industry. Without wishing to enu merate all the nations which existed before, or rose after the wars of Alexander, we may merely glance at Marseilles. That colony of merchants carried to Rome the industry and civilization of Greece, with the riches of the Gauls and Spain. If, as we must all see, the birth of several great empires upon geological points, emanated from industry, their civilisation was moreover she result of the same influence. England, turbulent e.-ed cruel beore the discovery of the East Indies, has siecti become rich, wise, and the mistress of the sea. Ceminerce and industry have made her one of the great empires to which we have alluded. Industry, in these ill present to us one of the motives of the human mind, which can apply its force to labour and the sciences. Moreover, its genius surmounts all diffi culties---its living image is seen in the bee, culling Prole all the flowers the pollen which it requires. But in this march of power industry is often led by cline° or necessity ; yet, whatever be the cause which gives birth to the movement, it invariably brings opu lence to a country and advancement to civilisation. We reey add, that its power acts not only upon the first de veleprnent of this civilisation, but that it can change the inerel of a whole nation. For example, the stupid be s-oine ingeni,,us, the idle active, and the warrior pacific. nailer., warlike under Napoleon, is become a new na tion. Miiitery, :eel brilliant in glory, she has changed ber feerels, equelly disastrous for the conqueror and cell:meted, agaiost the olive crowns, less dazzling, with eeit deuht, but far more precious for the people. ‘Vithout offering many examples of this change of melee! of the people, produced by the influence of iedest.ry; We may look at Russia. That horde of ;Ad e., .niane (slaves), allied to other hordes of Scan- Av i a n,-, , , began by degrees to receive laws melee Ivan IV. Their political education was ilsrhe that in the reign of Peter the Great they chi, +,t ur censidered half savage, when compared with fee' ! e'ele airing nations. That illustrious Monarch enter tained the noble design of civilising them. In short, to ec,:oinplish that obi, ct, he felt that he himself must learn seeitt others ,vere ignorant of. He quitted his Court ; 11-d into all countries ; visited all factories, and dis eee;,s-d his person to gain admittance into dockyards. 'ln is the greatest Sovereign of Europe was at work t ee ,quare and the axe, receiving lessons in the e eece i and ihe companion of a crowd of workmen „ L „ I.eowleds^ lie envied and desired to possess. Fur ith imaruction And useful observations, he re : er eee ie his empire, united round him learned men and ere:. ins, whose advice he wished !o fellow, and whom lie eea, siiteefied to command. He ordered his people to be enteed, end, to promote civilisation, laid the founds lee of e new city ; but death took hire away at the reemefit when industry flourished at St. Petersburgh, glvMg to that city the eclat which it possesses at the pre t day. Qui aim , : old Europe, we shall still see civilisation ke ep tins pace with industry. The United States o f America, taking advantage of the lights held out by experience, Lad I) e,i , (1!14 , 1' conquered and obtained their liberty under ilr et airierd of 'Washington, than they applied them ere io active industry, which has for years been the r e e d of : . -hat of England. The last picture we offer is a stronger pecof of this influence of commerce and ilelestre. Egypt, formerly so brilliant, and so bar baeotis at the present day; and Greece, the country of the fine arts in ancii times, and latterly that of servitude, are indebted for the change to the loss of industry, which fled when oppress.'en subdued the spirit of the people Since, however, Mehere:.`t Ali has begun to despi.--e :he brutal system of his prideceesore and 3.1 sonic measure thrown off the yoke of the Otteman rirevernreent, Egypt may revive, tied prove to its gover r.ors the real source et the riches of nations. With re .,peet te tile int - I:AI:limit:: of Attica, and the Peloponnessus, eeviecil not lung s'nee by the ignorance of the Ottoman Pore, to the most ignoble servitude, they have only had erielserse to commerce since the commencement of the present century. By degrees this commerce may pro slece riches. The Greeks, under the new state of their country, con now procure better education for their chil diem Man well instructed and industrious cannot avoid feeliee a noble pride, which must awaken his courage. is the power of industry on the morals of the spie, that it will always animate their spirit, however it, ietly be culled or chained to the yoke of an unjust oppressive pop/tr. THE WENT INDIES. The Clyde, Royal Mail Steam Packet, Wm. Symonds c,aninan&r, arrived in the Southampton Docks this morning, AL nine At bringing the usual 27 passengers, and the fillowing on freight : —10,886 dollars on Mexican Government, ..u . :count ; 258,80 dollars on merctants' account; 2,920 oz. i guld dint, 2801bs. platina, 7,102 oz. silver, 5,000 pearls, 199 car,:ow, of cochine'll. She bad the weather extremely tine in i!:e Gulf, and continued so till the 29th ultimo, when it enaoged suddenly to the north, and continued to blow a fresh w .le until yesterday. Her Majesty's ship Eurydice and Teri,ian Fr3uch brig were at Vera Cruz, as also La Perouse, ;Solkush brig Patriola, Mexican squadron—two steamers, and eight smaller vessels of war. Her Majesty's i',,uader, surveying vessel, was lying at Bermuda. The ‘l.O Company's steamer Avon left Havannah 9th Sept. wr eke (lulf; Forth left Grenada for Jacmeil or 9th • Ai,oway at St. Thomas 15th ; Teviot at lri:mada at Bermuda 20th; City of Glasgow amnica Bth ; for Trinid;: 9th ; and Reindeer for Barbadoes l l ri 'der gates are Vera Cruz the Ist the Bth of September. ..7. 4 110- Ann* Sept. 11. t'arthagena, 28th August, thj MEXICO. We. have received letters of the 29th of AuguSt from our „..,, f r c pondent in the City of Mexico. On the 150 instant, General Herra was elected Presikit , 4 , y a great majority of all the department:. On the fol rving, day the Cabinet resigned, according to the ~;rcement made on the revolution of the 7tli of December „ v.:4 ia k, n 4 place, and after a week's interval the following Ministry was appointed : Yoceign and llome Dc,Tartnc at—Senor Pena y Pena. nor Fcrdiu.,nl Castillo. War—Gel:era' Ara.Ya• race and Jus'ice—Sener lueto:-,• not having received satisfa:tion for Tye French Min,...'ter ti.sult offered to hini at the end of May, has broken oft tilexican Government, demanded all comm unication with the' ;yider the care of the Minis -)orts and paced his natitn;. 4 lt , r of tipaw, as Nrini,;tre de . fandl , e. , r tnent e the differences is in a fair way o f arran, • , beta 'en the ts o Chambers having been Gettled, and the de cree authorising a new tariff published. dec;aration of war has taken place, and the new Cabi net, from want of money or from prudential Motives, has re ni:4; led perfectly passive. The public display the greatest apathy in political affairs. Cue state of credit of the Treasury is at the lowest ebb, an d th e re is no prc spect of a loan being made. The army of the north is in a state of absolute destitution. General Parede,:,%if not in open revolt, is acting independently .4 the Central Government, and I'ilisola has arrived in Mexico to x plain the cruel position of the troops. l' l , ,or California has petitioned Congress in favour of federatien ;RELATIVE CLOSING PRICES OF RAILWAY SHARES IN TN $t . RINCIP AL CITIES AND TOWNS IN ENGLAND SCOTLAND, AND IRELAND. A 4 .4 .q , %1 Ayi • I 2 .~i- - 138 17i} 2% 16% 44 4% • 60% • 55% 1% 21 :%1 ,%1 4% ! 114 3 %I 22 p 12 141 - 3% 9656 d 3 % ;%. 7 % • 241 • 120 7 41 4 ' lil .3% %! - .441 i-6; 13i pi 62s VA I 156561 ,;'2l£4 % 1 - NI - 288 p 1 - 1 is7s pl i22s pl 13►,41 30s pi ,72s p, THE NEW TARIFF. Juaquini de llerrera, General of Division and Presi d.r,t, r , f the Mexican Republic to its inhabitants greeting, „„,1 i, 11 ',-,rms them that tht General Congress has sanctioned the iyilowing decree:— " Art. 1. The Government, within forty days of the publication f this decree, will form a hew tariff maritime and frontier, corn -Lining all the improvements which experience has shown to be ne cessary to conciliate the interests of the Treasury of Commerce and Manufacture. " Art 2. The tariff shall be formed on the following bases:— " 1. The ports already open to foreign and coasting trade shall continue to be co. " 2. The prohibition on foreign goods, the introduction of which was not allowed at the period of the original bases, or which has been sanctioned by the present Congress, shall continue in force. 3. No variation shall take place with regard to those goods which enter free of all duty, and the rules respecti n g them, which are found in the sth, 6th, and 7th articles of the tariff of the 25th Septe.nlicr, 1843, still continue in force. " 4, W.th respect to the duties to be levied in future, no in crease shall take place on the amount fixed by the said tariff of 1843, nor shall the duties be diminished below the standard of the tariff of 1842. Nor can the time allowed for the payment of duties be shortened ; nor the duties now payabl" on foreign good. .similar to those manufactured in the republic be diminished, always with the understanding that, in the opinion of the Govern ment, in t t r)r the Council of Ministers, the said manufactures are pro_ quantity to meet the actual consumption. , uyment of duties shall take place in the maritime and ri,latin custom-hous, in Vera Cruz and Tampico, and in the general treasury of :ilex said du! lea a. are api.i.,eit 0. , with the exception of such portion of e to the m a i n t enan ce of the garrisons of those places, anti to the Payment of the interest of the foreign and home debt, all which dispositions shall remain exactly as they are at present. " d. The new tariff shall come into effect not sooner than siX m i x iths from this date for goods coming from Europe by the Alia.itic. With regard to tho se arr i v i ng from the Antilles, from A s i a , and the United States, or which come from Europe by the Pacific, A reasonable period shall hereafter be fixed. " 7. No alteration shall be made in the law of the 19th February lair which allows one per cent. of all duties to the public ho,;,ital.:. '' A r t. 3.—The tariff that may be formed according to the pre ceding bases shall not be altered without the concurrence of Con .: t os, which, according to its constitutional faculties, has alone the nwcr to do so. (Signed) "J. J. DE HERRERA. Madriit, August 2.7, 1815." )i,atAo; from the Governor of the West India Colonies, governor of the Cape of Good Hope, were ,eived t ,tt.-ztttirdity at the Colonial-office. AMES or RAILWAYS.I lberdeen • • • • • • • • • • • • • • Urdrie and Coatbridge • • I.rbroath and Forfar • • • • Ditto Half Shares • • • • Armagh, Coir., & Portrush Bandon and Bantry .. • • • Belfast and Ballymena .. Belfast and County Down Blrknhd.Lan. & Ches.Jnc. Birmingham and Glo'ster Do. New (iss . at 7% dis.) Ditto Half Shares Birmingiun&Oxfrd.June. Blckburn, and Preston.. Blekburn, Darwn,& Boltn Bolton, Wigan, & Liverpl. Boston, Stamfrd and Birm Brighton, Lewes, & Hest. Bristol and Exeter • • • • • - Ditto New. • • Bristol and Gloucester • • Bristol and S. Wales June. British and Irish Union Caledon. and Ayrsh. June Caledon. & Dumbar. June Caledonian .. • •••• • • • • Ditto Extension • • • • • • Cambridge and Lincoln Chester and Birkenhead Ditto New Shares • • • • Ditto Half Shares - • • • Chester and Holyhead 2 , Cheltenham and Oxford Chichester and Brighton - Churnet Valley .•.•• • • • • - Clitheroe Junction .. Clydesdale Junction .. •• - - Cork, Blackrck it Passage - Cork and Bandon .• .•• • • - Cork and Killarney .•• • • - Cork and Waterford •• • • - Cork and Youghai •. •• • • - Canterbury and Dover - Coventry and Leicester Cornwall ... - Derby and Crewe . • • • • - Direct Lon. and Manchstr - Diss, Beccles, & Yarmoth - DirectMan.(Remington'o Direct Northern • • • • - Direct Norwich . • Dublin and Belfast June • Dublin, Belfast, & Celrne - Dublin and Drogheda • • • • Dublin and Galway ... • • Dundalk and Enniskillen Dundee and Arbroath . Dundee and Perth - • • • • Durham and Sunderland East Lancashire (No. I) Ditto (No. 2) ..... . • Eastern Counties . Do. New ..... • 7. Do. Perp.s pr Ct., No 1 - Do. do. N 0.2 • East Dereham & Norwich East Union .•• - • •• • • Ditto Extension • • • • • • Edinbgh, Glas., and Dum. - Edinburgh and Glasgow • Do. Quarter Shares . • • Do. New Quarter Shares Edinb. Leith, and Granton • Do. Pref. 5 per Cent• • • Edinburgh and Northern • Edinburgh and Peeliles • • Edinburgh and Perth • . • • Ely and Huntingdon • • • • Enniskillen and Sligo.. • • Exeter, Yeovil, & Drchstr Fit wood, Prstn, & W. Rid. Garnkirk and Glasgow • • Glasgow and Ayr . • • • • • • Do. Quarter Shares.. • • Glasgow and Greenock Ditto New. • .• . • . • • • • Ditto Preference • • • •• Glasgw, Dmfries, and Car. Glsgw, Kilmarnel, & Ard. Glasgow and Belfast Us. Goole and Doncaster .... Grand Junction . • . • Ditto Half Shares .... Ditto Quarter ghares Ditto New Quarters .. Ditto Eighths . • • Grand Union . • ... • •. . • Great Eastern & Western Gt Grimsby & flit Extens. (It Grimsby and Sheffield tit Sthrn & Wstrn (Iri.nd) 2, Ditto Extension ••• • • • '— Great Munster ••••• • • • • • Gt Northern of Scotland Grt Northern of England Do. New 401. Shares — Do. New 301. Shares — Great Western •••• • .. 163 Ditto Half Shares 93 Ditto Fifths • • • • • • 37! Guilfrd, Farehm, & Ports 4 , Warwich . • • • • • • .... 1 i fludrsfld & Man. It. & Canl Iluddersfleld and Sheffield Hull and Gainsborough • • Hull and Selby — Ditto Quarter Shares Ditto Half Shares .. 21 , Inverness and Elgin •• • • Isle of Jersey ••••• • .. • • Kendal and Windermere Kingstown and Bray •• • • Killarney Junctions .•• • • Lancaster and Carlisle • • Lancaster and Preston — Leeds and Bradford — Ditto Extension .... , — Leeds and Dewsbury •• • • Leeds and Thirsk •.•• • • • • Leeds &W. Riding June. Leicester & Birmingham 2 Leicester and Bedford 3% Limerick and Waterford Lirorck, Ennis, & Kll. Jnc. Linc•ola, York, and Leeds LIV. Man. & tit N, of Eng. Li v erp )01 And Nenehestur Ditto Half Shares —• • Ditto Quarter Shares Liverpi3OritialSritA Prstn ' ondon and BirMingl44lll 2 17 Ditto Thirds. • • .. . -- Ditto Quarters .•• • . • London and Blackwell Lndu. (Wit k Cliltnham. L o ndon and Brunton, •• , 71 Ditto Consolid. Eighths j London and Croydon TIIE SUN, LONDON MONDAY EVENING, OCTORAR 6, 1M45 cupidity in their various offices, retard its advance in the glorious mission it has to perform. Because we are the friends and advocates of the railway system, we are desiruns of lopping off its imperfections, wherever they are discovered. On the opinion which we have here given, as to the policy of full publicity being given of the state of works in the course of their construction, we are borne out by a recent act of the Belgian Govern ment. Foreseeing that the benefits of railways will always be regulated by the power they have of responding to the demands of the public, they have wisely decreed that their first formation shall be watched with a jealous eye ; and that, whenever it is deemed necessary to enforce upon those who execute the works a due performance of the contracts they enter into, re ference shall be made to the last court of appeal, the public, by making known to them the actual state and condition of the works. This determination once taken, there is small probability that ever it will be found ne cessary to be carried into effect—the knowledge that such a corrective bangs over them will keep the parties to the observance of their duty. These remarks, al though they have been called forth by complaints re• specting the llavre line in particular, we intend to apply generally to every line in the course of construction. With respect to railways yet to be constructed, we would avail ourselves of the experience which the pas! has given us to avoid the justice of the censures we have felt ourselves bound to pass upon this occasion. We would advise directors to be cautious in taking the first step after gaining the concession of their line ; that is, in fixing upon the party who shall construct it. 'Whoever or whatever that party may be, it should be a stringent condition that he be not a director, that he be not one of the company, or that his interest in the deposit be not so great as to give him a preponderating influence in the deliberations of the society. The party, le hether a company or an intli• vidual, who undertakes the execution of the works. should stand in his natural position as a servant, under certain conditions, of the directors. If, on the contrary, he be one of their body, or has an overwhelmine influence in their deposits, he will execute the works not as they, but as ho, may think proper, and will be hi s own j u d ge into tke bargain. There will be no control over him except that which his own immediate interests may dictate. The disadvantageous potion which we have here supposed is the very one respectively occupied by the Directors of the Havre line and their contractor. Hence the complaints that have been p u bli c ly ma d e re specting th , defective condition of the works have not drawn forth a single observation, but have been treated with contemptuous silence, because the contractor re ports to the director, and the director is the contractor. Another strict rule should be obserVed by Directors in future contracts, and that is, that the interests of their engineer and those of their contractor should not be identical. The want of due precaution in this matter, on the Havre line, has been productive of much well fuunded complaint. We will now proceed to Paris, and show what has been done to secure a railway communication thence to Germany. Fur a line projected from Paris to Stras bourg there are no less than four competing companies. At present the interest of the public seems to be equally extended to every one of the four candidates. Not one of them that we are aware of offers any pretensions that ought to secure. to it a monopoly of public favour ; we shall therefore dismiss them from our consideration, and proceed to state the advantages of the line as a grand fleans of communication from London to the German 'rontirrq. This line is more desirable for France than it is for England, because another, perhaps casier, and at all events as convenient a means of reaching Germany from London so as to avoid France altogether, has recently b, en broached, and shall come in for a share of our no tice before e have concluded this review. It is by a line to Strasbourg only that France can secure to heiaelf the full advantages of easy cotnmer cial intercourse with Germany. With a branch to Bale, the Strasbourg and Paris line will put the capital of the fashionable world into direct eommu nicae.en with Switzerland, southern Germany, and Prussia ; and with these countries, we have the authority el statistical documents pull:shed by the French Governinent for saying, France transacts business annuelly to the amount of 300,000,000 of francs, or 12,000,0001. sterling. The line has been surveyed, and particulars respecting the localities through which it has to pass, have been drawn together with much care and fidelity. It paeses through no less than fifteen depart ments, having a population of nearly seven millions of inhabitants. But the position in which it presents itself to our mind as the one pre-eminently commanding public interest, is that of its being the natural branch from the trunk hoe of Havre to Parts, thus leading- us direct from the sea to Germany. Strasbourg, Germany, and Swit zerland, receive annually, on an average, by land-car riage from Havre, upwards of 100,000 tons of cotton and other colonial produce. The long, dreary, and tedious way by which this merchandise is conveyed by roulage through the vow heart of France by no means contributes to the ad nce of commerce ; on the con trary, it has been, and is still the cause of much retarda tion, consequent depression in trade, and cor responding injurious consequences to the com munity. This line is also susceptible of other branches besides the one to Bale ; and it is in contemplation to construct one from Froyard to Metz, and one from Metz to the Prussian frontier raid Sarrebruck. Although We are the advocates of peace and not of war, yet the same principle holds good in France as well as in Eng land ; there also, as with us, the best way to remain at peace is to be prepared for war. For the purpose of factlitating the transport of troops to the German fron tier, the line to Strasbourg, as well as its branches, .is admirably calculated. If ever 'an invasion of France shied.' be attempted from Prussia, the blow would ur.- doubtedly come by the valley of the Sarre. The French Government understand their position in that respect well ; that valley they look upon as almost the most important outpost on their extensive confines ; and, in accordance with their recent policy, they will neglect nothing that would tend to guard them against a sur prise. The line, with its branches, will form a sort of triangle, from each outer terminus of which the French could pour their forces over the frontiers with rapidity. A French force by means of this line and ite adjuncts, could readily be brought to bear upon Nlayenee by the valley of the Sarre, and from Stras beurg upon Wurtzbourg, Weymar, Leipzic, Wur temburg, Berlin, Stuttgardt, Augsbourg, Ratisbon, Dresden, Munich, Vienna, Tubingen, and Ulm. The South-Eastern branch, either from Bois-le-Duc, or from Nancy to Bale, by Neufchatcau, Epinal, Remiremont, Siint Maurice, and Massevaux, permits the rapid con veyance of forces upon Bale ; and from Bale they might bear upon Schuffhausen, the Lake of Constance, Keinprii n, Lansberg, Munich and Vienna. By the Thionville branch the French could penetrate to the centre ef the Duchies of Luxembourgh and of the Rhine, by the way which leads to Mayence, to Frankfort, and by Coblentz and Westphalia to Berlin. That part of the frontiers of France lying between Thionville, Strasbourg and Bale, are exposed to the Prussians, the German Confederation, and the Austrians. With all these promised advantages both in a military and cemmercial view, it is quite certain that the Stras bourg will meet with every encouragement from the French Government. There are no new, features in the lines to the south worthy of remark, excsepetxptheeatd to be that that porteiopeenoefd ie the the line which leads from Orleans to Kerzin, on the Orleans and Bordeaux Railway, i month of Oetriber or November next. The No-Ahern Railroad has so recently been described by ourselves, that it needs little farther observation at the present moment, except to record the important fact of the adjudication, which took place on the Bth ult., and which has been in favour of the great coalition of the various rival lines, under the powerful influence of the house of Rothschild. The adjudication is for a term of thirty-eight years : and immediately on its announce went, the shares of the new company went up in Paris as high as 171. prem. Considerable firmness will be given to this important enterprise when the scrip of the new consolidated company are issued, which we hope the directors will not long delay. Quitting France, and proceeding in a northerly direc tion, we are arrested by the activity that is going on in Belgium, for the purpose of completing all her ways of communication, whether by railway or canal. Before we notice what is now going forward in Bel gium in this respect, a few preliminary observations on her present position and tendency may not be out of place. Since the period of the revolution which placed King Leopold upon the Belgian throne, this country has made rapid progress in agriculture, commerce, and manufac tures ; and at the present day it is quite certain that no state in Europe offers more solid and permanent advan tages for the investment of capital. The policy of its government is to encourage the spirit of private enter prise, and the association of foreign and domestic capital fur all purposes of public utility ; and this, taken in connexion with the dispositions of the people, presents a bright prospect for a future corn tnercial career. Her geographical position on the map of Europe renders it next to imp issible that any traffic of importance Pen be carried on without her roads being called into requisition. It is well knowntoer p e a r r y t • one who has paid attention to this flouri shin g kin g dom, that she is provided with minerals in g reat abundance, and that her collieries are those from Which a great of France receives almost exclusively its supply. The prelent system of Belgian railroads is incom plete. The no;tlt and south, the rich provinces of Hainault, Tourney, and the Fveneh and Belgian Flan ders, had hitherto no continuous railway connexion wi th Brusseß, The Lille and Valencien nes line, by Douay, by attracting teeveliere to prpssels by way of Val ee _ eiennes, would have aat}iejuriops tendency towards Bel giue between the west and the south , the F t section of which highest t s i t i , d ) considered c t o h a e i r i terco.r,e to indispensable,establish 4 junctionn d of th would be from Monsern to Tourney. elaborate sur vey and report thereon has been made by the Belgian authorities, the rpg4t4t of which is to establish the fact that one of the lines which mnse effect the object of com pleting the general reseau of ra ilwa y s contem p lated fry the ita P ? must pass from Tourpey toJurbise. which would, as oteiereed above, conßee; the wes t wi th the south. The immense utility vehieli hl FO4d lram4ld con fer upon the important localities through which it would The valuations that liaise boil route wltn gi , (A.t. care, and pee is an important consideration for the Government. witheet the slightest exaggeration, prove incontestably thet thc) minilpuip net produce to be expected from a line between these tlict points, would yield a profit on the capital embarked in its establishment of more than 17 per cent. The calculations of a Government otlicer exhibit a profit to the Government of one millien francs a year upon an outlay of six millions of francs. Although the inclination of the Belgian authorities ap pew - NI at present to be in favour of executing this line, et seme not distant period, by the State alone, yet, as it will be found necessary for the State to borrow furies for ;hat purpose, it is not impossible that it will ultimately be con .idered advisable to grant the concession te a body of 1:p ;fish capitalists, The line is intended to pass Lenze, AO, and the valley of the petite Dendre to Jurbise, and a glance at the map of Belgium will readily- convince one that unless such a line be executed soon, the traffic from France to Brussels must imrely skirt the frontiers of Belgium instead of crossing an important portion of the kingdom. Next month we intend to give a detailed account of its prospects, drawn from offi cial documents, which we have carefully compared with the receipts of existing lines coming under our own observations. In the mean time we pass on to notice a concession that has recently been made by the B.Agian Government to an English Company for the execution of a line of railway from Liege to Namur. It is to commence at Liege with two branches, which unite be tween Ougrec and Flemalle, thence forming but one branch to Namur. There will be a station at Seraing, Jemappes, and at Huy, independent of those at the ter mini at Liege and Namur. To the same Company is conceded also a line from the collieries of the centre to Mainage and to Mons. Among the names of those who form this society, we have noticed that of Andrew Spottisvvoode, Esq., of the Union Bank in London, as giving great weight and stability to the character of the concern. The concession of this line is, as the French would say, un fait acumpli, yet we are desirous of drawing attention to some of the peculiarities that have marked the conduct of the Belgian government in granting the concession. The first peculiarity that forcibly strikes us is that which we find embodied in the following passage : " The iron necessary for the road shall be had from the foundries of the country (Belgium), provided always that it can be delivered at a price which shall not go beyond 10 per cent. over that which may be had from abroad and delivered at Antwerp. The locomotives, carriages and waggons, shall be made in the country (Belgium), but in consequence of the improvements which may be imported from foreigners, in the fabrica tion of locomotives, the concessionnaires are empowered to purchase such as may be necessary to serve them as models." This passage, whilst it furni , hes proof of the paternal care bestowed by the Belgian Government upon the welfare of its subjects, is a remarkable proof that the true principles of political economy, which have success fully made their way in this country, have not yet come to be appreciated by our Btigian neighbours. Let us hope that railways, which bring civilisation and enlight ened view:: in their train, may rapidly impart to them a right way of thinking on•these subjects, not only in re gard to the construction of railways, but every other branch of commercial enterpiise. In another place the Belgian Government have imposed the following conditions upon the concessionnaires:-- "The concessionnaires of the Liege and Namur Rail way cannot, on any occasion, place any obstacle to the establishment of branches ; nor can the establishment of such embranchments give rise to any claim for indem nity on their part ment shall devise or authorise the construction of canals, roads, or railronds, which shall cross the conceded rail road, or any of its branches, the concessionnaires cannot put any obstacle thereto, nor reclaim, on that account, any other indemnity than the reimbursement of the eventual augmentation of the expenses of support. . . . . If in the course of the first ten years of this con cession (we should have tated that the concession is for 90 years) there shall be constructed in France, in the valley of the Meuse, a railway from the frontier to Vireux, or any other part of that valley, the conces sionaires will be bound to prolong the Liege and Namur Railway by Dinant to the frontier. The delay accorded for this purpose will be three years, dating from the act of the French Goverement which shall ensure the execu- Lion of the railway on its own territory. The clauses and conditions of the present caheirs des charges will be in every respect applicable to the section from Namur to the frontier." We have quoted these passages to bear us out in the inference we draw that the Belgian Government has no intention of slackening its progress in rail Way works, but that on the contrary, it contemplates a 'magnificent extension, which holds out every prospect of future ad vantage to the community. As a proof of the stringent manner in which the Bel gians make their conventions with English companies, and by way of information to any of our countrymen who may contemplate future en::agements, we subjoin also the following passages, which we presume are or will be applicable to every concession hereafter granted in that country. " 16. The concessionaires will conform as much as possible, in their propositions and projects, prepared by virtue of the preceding article, to the measures adoptt:d for the construction of the national railway. 17. The Minister of Public Works may add to the propositions and projects in question such modifications as he may judge necessary or useful, for ensuring the entire execution of the provisions of articles 1 to 10, of the present eahiers des charges. The concessionnaires will be held to conform themselves entirely to such modifications in the course of the execution of the works, nor can they evade the observance of any of the projects approved of by the Minister of Public Works, without his previous and formal authorisation. " 18. The concessionaires will undertake, at their own expense, risk, and peril, and without any charge on the State Treasury, to execute all the works of whatever description, whether foreseen or unforeseen, without any exception or distinction, as well as to provide all furniture for the preservation and renewing of the ma ttrial acknowledged to be necessary for the establish ment of the railway from Liege to Namur, for its work leg and for its subsequent maintenance. This clause must be considered as the basis of the contract; the parties understanding that in all possible eases it Hill ceive the broadest applications, particularly in every thing that concerns the indemnities which may, by virtue of the dispositions in vigour, be due to the authors of projects anterior to the railway from Liege to Namur. " 19. The putting the concessionnaires into possession of all the properties (whether of buildings or not of buildings) necessary for the execution of the works, the occupation of all lands for the extraction of the carriage, and the deposit of materials, will take place in the same manner as in case of works decreed as of public utility, in the name of the State, but at the diligence and the expense, exclusively, of the concessionnaires. " 20. The concessionnaires will remain sol.ly and ex clusively charged with all indemnities, and all expenses which may occur, to the profit of whomsoever it may happen, for the construction, the maintenance, the work ing, the support, and repairs of the railway and its dependencies. " 21. The concessionnaires cannot take advantage of any appropriation, nor commence any works, before having justified, to the satisfaction of the Department of Public Works, the realisation of a first deposit in Belgium of thYee millions of francs, including the cau tiort i t i4required by the following article. rention-money of one million of francs, fur nished ley ace concessionnaires, will remain as a security for the fulfilment of their engagements. That sum will remain deposited in the hands of Government without any interest; and will restore to the concessionnaires, by fifths, according as they shall have executed works, or acquired properties valued at double the sum of that of which they reclaim the reimbursement. " 23. If, within the delay of one year, after the pro mulgation of the law of concession, the concessionnaires have not justified the realisation of the deposit of three' millions of francs required by the article 21, or, .f within that delay they have not commenced their works, they will be, by law, deprived of their concession, unless they have been withheld from the want of being put into pos session in any shape whatever. " 24. The concessionnaires will be deprived of all their rights, if the works are not completely achieved within the delay fixed by the 13th article, and according to the provisions of that article, and also in case the works shall not be half completed at the expiration of sixteen months. " 27. If during the execution of the works it be ac knowledged that they are not executed conformably to the rules of art, and to the clauses and conditions of the present cahiers des charges, the administration may cause them to be demolished and reconstructed, in whole or in part, at the expense of the concessionnaires." We promised to notice a project for communicating with Germany from London, otherwise than through Frayce. A project has been spoken of by which a ship canal will be cut from Antwerp to the North Sea, for the purpose of conveying heavy merchandise, which now has to go by the navigation of the Scheldt, incurring a loss of time in the transit of goods of one week, which can be performed in six hours by the projected canal. Along the banks of this canal a railroad is to be con structed, which will convey passengers the same dis tance in two hours. The making of this canal will faci litate the transit of merchandise into Germany ; and so far will be no insignificant competitor with the Havre trunk line, and the line from Paris to Strasbourg, inas much as many of the vessels that now discharge their cargoes at Havre would then proceed on to Antwerp. The West Flanders project is another means by which the travelling public will have access to Germany. On this project Mr. George Stephenson has given a report, the result of his personal survey on the spot, from which we gather that the line is to pass from Calais, by Grave lines, to Dunkirk, Fumes, Dixmude, Lichtervelde, Thick, Deynze, Courtrai, Menin, Wervicq, Ypres, and Pope ringhe. From Fumes to Dixmude the country is not only favourable for cutting the line with little expense, but it is also of such a character as to furnish a great deal of traffic in cattle fed on the spot, destined for distant markets. From Dixtnude to Liehtervelde the line bears the same favourable character ; but from the latter place to Thielt there are undulations, not however of a serious natere, the material being of an easy character to work, but the slopes will be required to be fiat, as the material holds water, and is liable to slip. From Thielt to Deynse r ( i u the line is again highly favourable, At Deynze it joins the State Line, about ten miles from Qhent, which con nexion will be easily made, and form a complete oora• municatim between t a u n r d a I t h d e t s c o of f he Fernes,cen ix tre of West Flanders, with Gheat, Antwerp, and Dixmude, einieuutih:rsrich , Tho 4 t 4 tr e Brussels. The to' al length of this line is about 3'7 miles, and the Population of the towns through which it passes (ex clusive of small villages, which are considerable) stand thus : Furnes m ......... .. ~ixmude .. • • _ Thielt Deynz3 The extension of this lin to Dunkirk and Oalais will he of great benefit, the grow d being extremely favour able for a railway, and if made will form a direct COM inunication from the abovementioned ports to Brussels. From Courtrai to Alenin, as: also from Merlin to Wer vieq, the country present: great facility for the continu ince of the railway. P,oc?eding (run the latter place Ypres, the route pursued will require some consider able cuttings to obtain favourable gralien's ; the mate rial is of the same description am beforemen.ioned, while ~n the contrary, from Ypres to Poperin.:he the line is earried over a very favourable district, p ssi , ig throutzh the centre of a very rich hop and flax di,tri.q, of which Courtrai is the market. A deviation from the line laid down in the map between Menin and Ypres has been suggested by going round to Wervicq. The length of this line now defined is about twenty-five miles, and the town population stands thus : Courtrai Menin Wervicq Ypres Poperinghe It commences on the State Line from Brussels to Tournay and Lille, at the station at Courtrai, and forms a junction at the station of the state line from Brussels to Ostend, at Bruges, passing through the following towns : Courtrai Lindelede 4,187 Iseghem Roulers 10,320 Lichtervelde 6,194 Thourout Bruges The length of this line is about thirty miles, while the distance of the State Railway from Courtrai to Ghent, and from Ghent to Bruges, is about fifty-one miles, showing a saving of twenty-one miles by this railway, which must ensure the whole of the traffic between these towns. The working plans, sections, &c, of the district from Bruges to Courtrai are in course of preparation ; and us this part of the line is exceedingly favourable, the works will be executed rapidly: it will connect Bruges, contain ing with its arrondissement, 111,000 inhabitants, with Courtrai, containing with its arrondissement, 140,000 and a populous intermediate district. From the character of the country, &c , there ca❑ be no d.fficulty in com pleting this section within a year. The line from Furnes to Deynze may also be corn menced as soon as the plans and sections are prepared. In closing the review of continental railways, we are desirous of calling attention to the fact of two companies having been recently formed for obtaining the concussion of and for constructing other lines on the continent. One is called the Anglo-Belgian, and the other the Great European. Of neither of these have our opinions been sufficiently matured to warrant us entering at any length upon their pretension. RAILWAY INTELLIGENCE. GREAT KENT ATMOiPHERIC. A meeting of the inhabitants of Faversham was called on Saturday morning, at eleven o'clock, in the Town hall, by the Committee of the town council, appointed "to confer with any railway company that may project a line thrktuah or near Faversham, with a view to a settlement of such points and sugges tions as may tend to the advantage and benefit of the town and port," for the purpose of meeting a deputation from this Company, consisting of Mr. W. A. Wilkinson (chairman of the London and Croydon Railway), Mr. Benjamin Baines, Mr. W. Burchall (solicitor to the Company). and Mr. William Cott (one of the secre saries). Some of the influential inhabitants of the town were present. Amongst them the Right Honourable S. R Lushington (formerly member for Canterbury and late governor of Madras), Sir Thomas Montresor, Gen. Gosling, the Rev. Dr. Birt, the Vicar, Messrs. G. Hilton, E. Hilton, and others. The Mayor (Mr. James Walker) was in the chair. Mr. WILKINSON entered into a lengthy statement de scriptive of the course of the line, and of the advantages which it would confer on the districts through which it would pass. The lines originally projected by the Lon don and Croydon had been greatly improved and ex tended so as to afford the greatest accommodation to all the principal towns in the north and in the centre of the county of Kent. As now remodelled they would give the facilities and advantages of direct and inde pendent railwaycommunication from London to Graves end, Rochester, and Faversham, which would have a branch to Seven Oaks, Tonbridge, Maidstone, Ashford, Canterbury, Dover, and Deal, the distance to all of which would scarcely exceed that by the present turn pike roads. the main trunk line would pass by Faver sham about half a mile from the Mall. It would run by the back of the church, past the Abbey Tavern, to the Standard Quay, from which branches would issue to the right and left along the various wharfs, in order t, afford the utmost accommodation to those engaged in the business of the town and port ; the Directors being most desirous to meet in every way the wishes of the inhabi tants, feeling assured that that line which would afford them the greatest convenience, whether for the convey ance of themselves or their goods, at a great saving of time and expense, would be the one most likely to meet with their support, and the approbation of Parliament. Several questions were put to Mr. WILKINSON, to which he replied that the lines would intersect entirely new ground in the north and in the centre of the county, thus connecting important towns where trade was lan guishing from the present defective means of transit, and many of which other lines, whether those con structed or projected, seemed specially to avoid. By their line coals and timber would be conveyed from one town to another speedily, and at a moderate rate. The Right lion. S. R. LUSHINGTON wished to know if the t stimated charges for the conveyance of passen gers specified in the prospectus issued by the company, would be strictly adhered to, and inserted in the Act of Parliament ? _ _ Mr. WILKINSON said they would. The company pledged themselves to their being the maximum rate of charges ; but he had every r: anon to believe that they would be greatly reduced when the line was opened. The Right Hon. S. R. LusinscroN said, after read ing the report, and the whole of the evidence adduced before the Committee appointed by the House of Com mons to inquire into the practicability of atmospheric traction, and the statements pro and con of the m,st eminent engineers—Brunel, Samuda, Bidder, and others —he had arrived at the conclusion that it would ulti mately supersede the locomotive traction, and that those who had expended large sums of money in rendering lines available for that pt wer would find their only re medy in the Insolvent Court.—(Laughter.) Mr. C. HILTON stated, on behalf of the South-Eastern Company, that whon the proper time arrived he should be able to make out as good a case in their behalf as be did on a former occasion, when the town was unanimous in its favour. A vote of thanks was passed to the Mayor, and the meeting broke up. WELSH LINES. GREAT EASTERN AND WESTERN.--Lust week, a nu merous meeting of the gentry and tralespeople of Aber gavenny was held in the Town Hall; the Rev. Mr. Powell, the vicar, presiding. Mr. John Daniel delivered a long address explanatory of the advantages the Great Eastern and Western would confer on Abergavenny—a town that would be comparatively shut out by the other lines pro posing to run through the district from the trade of the hills. The Welsh Midland Company would take that trade by means of the Junction Line to Merthyr Tydvil, and the whole of the immense traffic of Plymouth, Dow lais, Cyfartha, and Penydarren beyond the Black Moun tains into the vale of the Wye, and would pass Aber gavenny without taking it into consideration. He con eluded by proposing a resolution, to the effect that the direct line of the Great Eastern and Western passing Abergavenny, and through the great iron districts of Monmouthshire and Glamorganshire, was most dv-erv ing of approval. Messrs. Steele, Secretan, Hill, Mor gan, and others addressed the meeting, and the resolu tion was unanimously carried. GLAMORGAN C.,ENTRAL MINERAL.—This line is pro posed to be coustrneavi as an extension of the present Suffryn Llynvi .: ol rth Cawl Railway, so as to em brace the miner', ‘l.lti in the Principality, lying in the hundreds of New4o;le and Oginore, comprising a dis trict of about ten square miles of coal, argillaceous and black band iron ore. At a meeting of the proprietors in the Forth Cawl line, held at Bridgend last week, it was resolved to carry out this amplification of the existing line, to enable them to run locomotive engines, and to become carriers. A report was read from Mr. John Scott Russell, the Company's engineer, on the improve ments rendered necessary at the port in consequence of the great increase of trade. It stated that the harbour might be so improved as to be rendered the easiest of access by the channel, and commodious enough to ac commodate a large run of traffic, for 20,00014 tald that if a breakwater was thrown off in addition, the Company would have a claim upon the Government. It is pro posed to carry a branch line up each of the mineral val leys to connect them into one trunk near Bridgend; and to enlarge the harbour of Porth Cawl (which is about midway between Cardiff and Swansea) into a com modious port. It is intended; for the convenience of passengers, to connect the main line with the South Wales at two different points towards Cardiff and Neath; which wit; also afford facilities of shipment at the various ports, accessible by the South Wales line. After some observations from Colonel Sir D. Mack worth, Sir R. Price, and others, the report was unanimously adopted, and resolutions for further proceedings passed. GREAT WELSH CENTRAL.—The allotment of shares in this line, which proposes to form the shortest route to Liverpool and Manchester and the northern counties from the Principality, has been completed. WELSH SOUTH MIDLAND.—UpwardS of 180,000 ap plications for shares were, it is said, made in eight days. The North Wales Railway Company have obtained an injunction from the Vice Chancellor to restrain Henry Archer from blasting, breaking, or removing any of the rocks, and from digging, excavating, embanking, or otherwise in any manner dealing or interferinee with any of the ground or soil forming part of the. Portdinllaen harbour, and also from continuing in the possession. The Worcester, Heeeferd, and Gloucester line is to he continued to Ledhury and Ross, and for this purpose the capital is tobe increased from 750,004 to 1,000,000/. WELSH MIDLANP. — We understand that an arrarge meat, mutually satisfactory, has been entered into be, tween this company and the Brecon and Aber. gavenny Canal Company, by which all that line of canal and its branches, about thirty-three miles, will la, come vested in the railway company in the passit:g of their Bill. We need not make any remark as to how much the arrangements for the ace qu'sition of the Swansea Canal, the Brecon awl Hay Tram-road; and the Brecon and Abergavenny Canal, will tend to the stability end future benefit of the Welsh Midland Railway, as well as secure the cordial support of the landowners and capitalists through the districts where these canals are situated. 4' wph bailey, Esq., M.P. for the city cif WoNe.ster-, preeided at the meeting of the Canal Company, when the arrangement was en tered into, and when he and the other gentlemen present gave their unqualified approval of the excellem,:e of the scheme of the Welsh Midland Railway, it was stated at the meeting that four et,hee railway companies were competitors for the perchese of the canal. • During Om past week Fiavertordwest and Milford have been visited by several gentlemen from Manchester preparatory to the announcement of an. intended new line of railway, to be called the Manchester and Milford Haven Railway, having its terminus at the town of Mil ford. The line will eututneuce at Crewe, in Cheshire, passing through Nantwich, Whitchurch, Etleernere, Us westrv, IVelshpeol, Montgomery, Newtown, Llauidloes, Tregaron, Lampeter, Newcastle Evelyn, Newport, Ha verfordwest, and Mika Ia the course of a few years the latter place will, probably, become a rival to Liver pool.— We lshma n. KENTISH LINES.—The county of Kent erPe ers likely, in the next session to absorb even a larger p ortion of attention as to railways than was devoted to it during the last session. No fewer than five lines competing with each other have appeared First the S o uth-Eastern , then the North Kent, folowed by the Great Kent At sno pheric, the Central Kent County (Braithwaite s), end lastly, the Central Kent (Rennie's). The South" Eastern relies upon the comprehensiveness of its schemes ; the North Kent upon its superiority as direct line ; the Croyon, or Great Kent Atmosp heric, upon the superiority of its mode of propulsion and its choice of district ; the Central Kent County upon local and landed interest ; while the Central Kent (Rennie's) relies for support on the desirableness of t! central line. The projectors are prepared to expend upwards of twelve millions in the construction of these railways. From the various schemes now before the public the capital required for the different Companiei is as follows :—The South-Eastern. 3,500,000 1 . ; th e North Kent, 3,300,0001. ; the Great Kent Atmosp h . 2,500,000/. ; the Central Kent County (Braithwaite' ) ' 1,500,000/. ; and the Central Kent (Rennie's) :,500,0001 —Grand total, 12,300,000/. It has been suggested that the amount of subscriptions now being gathered in for the lludson Testimonial should be invested in founding almshouses, to be called " The Hudson Almshouses " for the widows and chil dren of those who may lose their lives in the service of railways, or by accident upon them. Last week two trains, consisting ef 112 carriages, can. veyed 7,000 children on a pleasure excursion from 1 3 i" rningham to Dtrby. A requisition is now in course of signature requesting as tern _ Mr. Iludson to take the management of the pastern Counties Railway. The opening of the line to Guildford has, it is said reduced the price of coals to 10s. per ton. Arrangements have been made for an amalgamation of the Brecon and Merthyr with the Welsh Midla nd. LAND COM L PENSATIO—The following are extracts from the report of the Select Committee of the Ilouse of Lords, appointed to take into considerati°ll the practicability and expediency of establishing some principle of compensation to be made 10 owners of real property, whose lands, &C., Int.?: be compulsorily taken for the construction o f rtn ways ith respect to the land, &c., actually tali the witnesses who were examined state that to the mar: ketable value of the property taken they add in their valuations a per centsge, on the ground of the sale belol compulsory. The amount of this per centage varies with the view of the different witnesses; but the committee, are of opinion that a very high per centage , en. ing to not less than 50 perought to be given in e 0":; pensation, for the compulsion only to whieh the seller bound to submit, the severance and damage being & tab ', considerations. Public advantage may require all thq private considerations to be sacrificed; but as it is the 0.11 ground upon which a man can justly be deprived thoughW property and enjoyment, so in the case of railways , the public may be considered ultimately the gainers. tu' t immediate motive to their construction is the Interest° the speculators, who have no right to complain of bel obliged to purchase at a somewhat high rate the men A _ of carrying on their speculation. It is also to be o bserves" that the price of the land purchased, and the comPeti tion for that which is injured, form together but a o n , a proportion of the sum required for the constructio n railway ; so that no apprehension need be entertainen:„ discouraging their formation, by calling upon the sil o lators to pay largely fur the rights which they ace over the propel ty of others." s. now WAINFLEET AND LINCOLN.—Mr. Page, tee . 0 ., pany's engineer, having examined the haven at Wrtil ive fleet and the adjoining coast, with a view to its capabilities as a port of commerce for Lincolns and the adjoining counties, reports, "That at a coMP l a il, tively inconsiderable expenditure it may be made gl a pti able for the cbss of vessels frequenting the Wash ; that, with additional works, ships of greater burden °LA be accommodated. Situated at the entrance of the estuary of the Wash, close to a channel having fr° lll . ce le detert;..• to 18 feet of water at low water (which is used by ol ie , as a place of refuge in heavy gales), and being 25 f a be nearer to the open sea than Boston is, vessels w° 11 .4 enabled to make or quit the proposed port wit h a en'der.. of time always valuable, and in numerous cases corolla, able. And that these advantages may be open to 114 1 w ay I would recommend that the prcposed Lincoln gall rid should be extended from Wainfleet to that plac e ' ~,i) 0 1 thus cargoes might be obtained at or disPll7ol from the latter rt when the p re v a lence of ° II ,: the winds cause delay to ships passing up and d OW "c t he Boston channels." The description and extent tot sea works which I would recommend to be console it shall be laid before you when the surveys and ticlalLa servations which I have directed to be made at the ht"- shall be completed. be e° PROJECTS AND DEPosru.—Thirty millions ...i re elf said to be the amount required in deposits for the:oo, projects, representing a total capital of 300 ° .?'600, • The correct account, obtained by a laborious comP l i% to gives, we understand, 332 schemes brought ent 01 the 30th September, 1845, requiring a gross ar i be de' 270,950,0001., on which 23,057,4991. will have tn . . p lpir posited. But this does not include 137 projects P:1 0 0 0 narily noticed, but of which, of course, we do Vet's published. ' l '4r the capitals, they not having been have been, therefore, in fact, 469 new schelne, jetted. Thus much for the English projects. In I „ () irist matters, 66 have appeared up to Sept. 30, req. - 190,010,000/. ; deposits, 17,095,450/. ti t TRAFFIC.—From our official return it apP" rs the amount of traffic for the last week on neat,/ for.!, miles of railway, was 152,634,'. thus secoUot e l 66 4 ` 69,8851. for the conveyance of pftssengers only ; 4- 44 0 for the carriage of goods, and 59,3851. for It, 9fre _beill and goods together, not respectively apportionea-00 an increase over the corresponding week of last Y 27,0831.—Railway Chronicle. Ditto NOV • • • • •,..• Do. Guarant. t ptn• Cnt. London and Greenwich • _ . , 4I - Do. Pref. or Privilege.. London and South Westrn 71 Do. New Cons. Eighths 3. Do. New, 501 Shares • • Do. New, 401. Shares.. 1: London and York . • • • • .. Ditto (Bawtry) . ...... London and Windsor • • • • Londn, Salsbury, & Yeovl • Londonderry & Coleraine. ; Londonderry & Enniskilln Lynn and Fly ••••• • • • • • 14 Lynn and Deseham .. • • Manchester and Ditto Half Share's • • • -- Dittci Quarter Shares • Ditto Sixteenths ••• . • Mancha& and Birkenhead Manchester & Birminglim 89 Ditto Quarter Shares • 16 Ditto New Quarters . • 1 3 Do. Con. & welsh June. 3 Manehestr, Boltn, & Bury Nlnchstr, Biotin, & Matlk 11 Man. Sher. and Mid. June. Manchestr & Soutliamptn Midland .. •••••••• • • •• • r• 173 Ditto Fifths Ditto New ... •• • ....• 29 Do. Con.Dirm. & Derby 13C Midlnd CLWestrn (Irish) Do. Extension to Sligo Newest' & DaringtnJuric 61 It?. New (Brandling).. Newcastle and Berwick • • 21 Nelvcsstle and Carlisle. • N , :ftg4.l,e, Durham, & Lan. 4 A.Pergavenny 2 " LllMekiiikep • • 3 Ne".vry at. • jet, .: : Newark and Stu_ I Yf North Ilritish • • • • • • • • • • - Ditto New Shares •• • , orthein and Eastern • • Do. Scrip (iss. at 5 dis.) I>o. Quarter Shares • • N. pill' Devon .•• • • •• • • 3 N..rtk Kent .. : th Staffordshire N.., th Eastern . ..... . •.—. ...sat Union (A) • • • Ditto (11) •• • •• • • ,th Wales Mineral • Ditto New Shares ...: Western ........ Wales s::.wich and Brandon .. 21 :ntto Nevr • • • • • • • • • • • • ••• Belvoir, & Granthm ttingham and Boston.. :rt., Er wsh. Val. & Man. ~ ,,rtingliain & Mansfield ....;.)rd and Binning. June .:Z,rd and Worcester • • 11 ford and Cambridge • • rth and Inverness • • • • ,„rtsmouth Direct ••• • • • . . 'estort and Wyre ••• • • • 41 Ditto Half Shares •• • • Do. Pref. 5 per CL. Guar Do. Pref. 5 per Ct. &di v. reston & Wyre Extens. ezW. End June itugi,7 and Huntingdon.— sottish Cjntral •,.• • .. 11 .sottish Midland • • .. .• • • •Itetlield anti Manchester' Ditto Quarter Shares.. Ditto ditto (No. 2) . • Ditto ditto (No. 3) • • Sheffield and Lincoln •• • • Sheffield and Rotherham ihrewsbry& Grand June. ihrewsb„ Wor., & Crewe 4 ihrws.,Wolv.,Dudl,& Bir I ihrwabry & Trnt Val. Ue. Shrws, IlerefLA N. Waies •'•ia:rtantrian .•• • • ..... Seuth Devon .•• • • •• • • _ South Midland ••••• • . • • • 7' South Eastern and Dover 4; Do. New (iss. 32/.) No. I Do. (iss.33/,65.8d.) „ 2 1 Do. (tae. 301.) LSN li 6h ~i ~!~ - ~, -- I~ i! l 148 ► 9014 8! ;3A, 17 If 15 JA 1% 43ii06! - 16914 3 5i P 8 7i 51,E NI - • 6 l 4%1 , 3i 1 . 2,,0, .-14886d1 668 141 34 111 A 41 - ;9dl Nlls o doli 2( ii 11 ,PI - 8 1% -4: ml Staines and ItlehinOnd , • • Staffordshire & Shropshire Stirling and Dunfermline South Wales • • • • • • • • • " • Tean and Dove Valley • • Trent Valley . • • . • • . • • • • • Do, and HolyheadJunc. i'ale of Neath • • •• • • • • • West Lontkin, Old Shares West End & Sottrt: Court. .Vexford and Carlow . , . • Warwick and Cheltenham Waterford and Kilkenny ‘Vatrfd,Wafd,Wick& Dub Wakefield and Bradford • • Wakfld, Pontefrct, & Gool Wakefield and Harrogate Warwick and London . • • West' Lancashire Worcester and Tring •. • • - ,Vidtehaven sad Furness - Do. New Ilalf Shares.. - Welsh Mi4anil • • • . Wet' Cornwall..., ••• • • • - West Yorkshire • • • • • • • • ',Vilsontwii, M. & Coltness Somrst„ & Weymtil I Wilts, Somrst, & tiontharn Yarmouth and Norwich • . •••• Ditto New.. •• • • York and Carlw- York and ",,-th n d 1,, ;Mtn y a m Burn Ditto Eicorirro' Ditto Bolbf ••••• • • • • • 8 Ditto ..,,,ension Yorkshire & Glanow (7n. - Ul ST• i•!e t T 16%' 14 13d, I 3% - I -- 5 30 - 26% 1 7 - I - 3% , - Al - , 4 , - 141 - ~ 1 ~ :%, 141 - ul - 1 65 6 i - 659 -- ,i 4 l - IN ! - ! I - IN - 141 - -14 IA - 1 - Li! - l ii - NI - - 9% 7 V Al - i% l - - Nl_ 17653t1i 4 pl S 3 s ---- N i_ ~1 4% - - 2 % - %1 5 % 1 - , - 2%1 13 %I - EXETER, Ocr. 4. STOCK EXcIIA_NGE.—The sales are—Devon and Central Cornwall, p.—Exeter, Yeovil, Qui Dorchester, 1 North Devons, 1 3 / 4 p.—Exeter, Topsham, and Exmouth (Daw's line), 3 / 4 p.—Ditto (Head's), ' I X 3 p.—South Wales, 7 I A-- . Eastern Counties, New, 71,4. SHEFFIELD, Oar. 4. STOCK EXCITANG;;.—The sales are—Sheffield and Man chester, Quarter Shares, No. 2, 18 ex new—Derby and Crewe, s%—Derby and Gainsborough, 4 1 4—East Lincoln shire, 6 3 4—G001e and Doncaster, 6 3 / 4 —Grimsby and Shef field, 25 1 4—Ditto, Quarter Shares, 6 1 ,4 —Grimsby Railway and Dock Extension, 11%—Manchester, Midland, and Great Grimsby, 6%—Sheffield and Lincolnshire, 73/4—Wake field and Harrogate, s%—Wilts, Somerset, and Southamp ton, 2/. 17s. Gd. HUDDERSFIELD, Om 4. STOCK EXCHANGE.—The sales are—Essex and Suffolk, 18 p.—Leeds and Liverpool Direct, 7'%—Manchester, Bir•. mitigham, and Welsh Junction, 3% —Nottingham and Boa ten, 4 , !,—Oxford, Worcester, and Wolverhampton, 19 7 i Waliefield and Bradford, 6/. ss. 9d. YORK, OCT. 4. STOCK EXCHANGE.—The sales are—Durham and Sun derland, New (guar. 5 per cent.), 5/. 6s. 6d.—Eastern Union Extension (Norwich), 54—Midland, New, 274—Newcastle and Darlington Junction, New (BrawHinz), 58 1 / 2 —North British (Car.isles), 5 1 /4—Caledonian Extension, 41/2—Coven try, Nuneaton, Birmingham, and Leicester, 4% —Derby and Gainsborough, 41%—Grand Union, 4!. 6s. 6d.—Leicester and Bedford, 436 —Liverpool, Manchester, and Newcastle Junc tion, B—Lynn and Ely, 7 1 /, ex call—Manchester, Buxton, &c., I()V B —Newcastle and Berwick, 20/ B —North Stafford shire, 8 3 4 —North Western, 64—South Midlands, 9—Welsh Midlands, 4 1 / 2 —West Yorkshire, 15—Wiits, Somerset, and Southampton, 124. EDINBURGH, Ocr. 3. • STOCK EXCIIANGE. - The sales are-Aberdeen, 4/. 165.- A bercleen, Banff, and Elgin, 2/. 13s. 6d.-Airdrie and Bath gate, 41. 15s-Arbroath and Forfar, 251.-Ditto, Half Shares, 15!-Armagh and Portrush, 31.-Banffshire, 2/. 10s. 6d.- British and Irish Union, 4 /. 95.-Belfast and County Down, 3/. 155.-Cambridge and Lincoln, 5/. 2s. 6d.-Caledonian. 151. 12s. 6d.-Caledonian Extension, 4/. 165.-Caledonian and Dumbarton, 5/. 2s. 6d.-Clydesdale Junction, 221.-Direct Northern, 3/. 2s. 6d.-Dundee and Arbroath, 371.-Ditto, New, 181.-Dundest and Perth, 81. 10s.-East of Fife, 3/. 165.-Edinburgh and Bathgate, 41.55.-Edinburgh and Glas gow, ex news, 741.-Ditto, Half Shares, 14 prem.-Ditto, Quarters, 191. 10s.-Ditto, New, 151.-Edinburgh, Glasgow, and Dumbarton, IL 12s. 6d.-Edinburgh, Leith, and Gran ton, 261.-Ditto, Preference, 21/.-Edinburgh and Northern, 3/. 55.-Ditto, Newport, 1/. 15s. 6d.-Ditto, Lochgelly, Edinburgh and Perth, 4/. 165.-Edinburgh and Peebles, 31. 1 Is-Forth and Clyde Junction, 3/. 165.-Glasgow and Ayrshire, 731.-Ditto, New Stock, 21/. 12s. 6d.-Glasgow and Belfast Union, 3/. 175.-Glasgow and Garnkirk, 451. -Glasgow, Dumfries, and Carlisle, 2/. 55.-Glasgow and Greenock, 221. 10s.-Ditto, New Stock, 10/. 155.-Ditto, Preference, 21. 55.-Great North of Scotland, 3/. 175.-In verness and Elgin, 1/. 125.-Kilmarnock and Ardrossan, 8/. 155.-London and York, 71.-Monkland and Kirkintil loch, 331.-North British, ex news, 261.-Ditto, Halves, ex news, 71. 55.-Ditto, Fifths ' 71. 65.-Ditto, Carlisles, 4/. 19s. -North Wales Mineral, New, 6/. 55.-Perth and Inver ness, 31 45.-Scottish Central, 12/. 12s. 6d.-Scottish Mid land, SL-Scottish Western, 2/. 165.-Shrewsbury, Oswes try, and Chester, 71. 55.-South Midland. 81.-Shrewsbury and Hereford, 2/. 109.-Stirling and Dunfermline, 3/. ss. 6d. -Tean and Dove Valley, 3/. 12s. 6d.-Wishaw and Colt ness, 58/. REVIEW OF CONTINENTAL RAILWAYS. (From the Railway Register.) The gradual but extensive adoption of the system of railway travelling on the Continent is one of the most important features of modern times, the powerful influ ence of which, both upon the social condition and the political relations of the European world, it were now almost premature to calculate. One fact is very obvious in the manner in which these great enterprises are taken up by the enlightened Governments of the Continent— namely, that they are. not merely considered in the light of private speculations, for the profit of their immediate projectors, and the convenience of the travelling public, but as important elements of national strength and sation. The French Minister of Public Works so early as 1537, declared in his address to the Chambers that " Rail ways arc assuredly next t o the invention of printing the most powerful instrument of civilisation that the ingenuity of man has ever devised. It is difficult, if not impossible, to foresee and &fine the results which they must of necessity, at some period, produce on the fate of na tions." The King of the Belgians, in taking the lead of all other continental nations in promoting the forma tion of a system a railways upon a comprehensive scale within his narrow territories, set an example which is now b,ipg. zealously f Mowed by his larger and more powerful neighbours. The important relations which, thanks to a lung peace, English enterprise and industry has with the Continent, and the intimate connexion which our capitalists have with these peculiar under takings, renders a calm review of continental railways ex tremely interesting. We therefore proceed to undertake this important task with the best materials which the subject . atEtrds. When France commenced the execution of railways there was no definitive plan settlel upon by the Go• vernrnent, and hence straggling lines here and there were projected, constructed, and worked, as mere expe riments for future guidance. As their utility became more apparent, the Government evinced an anxious and very natural desire to appropriate to itself a few of the direct advantages to be derived from them ; and hence every encouragement was held out to English capitalists and men of science and skill to enter on these undertakings. The first railway made by an English company in France was tha Parrs and Rouen line. Its completion within two years from its com mencement, was regarded as a tolerable proof of the ability of an English company to perform its engage ments. The continuation of the line to the coast at Havre, called the Rtuen and Havre line, was then en trusted to the same parties, who hold out a promise that it will be opened in the course of the summer of 1846, thus completing- a line of uninterrupted railway commu nication from llavre to Pari , . Tae same company has Also, a short time back, received the concession of two branch lines, from the Rouen and Havre line to the coast, one of which is to run to Dieppe, and the other to Fecamp. So that from Brighton or Southampton, as the case may be, the traveller will he able to reach Paris in 16 hours from the latter place, and in 14 hours from Brighton. The object of shortening the distance between London and Paris is no unimportont one as regards the intercourse, whether for passenger traffic or for the transport of merchandise, between the two greatest capitals of Europe ; and, therefore, we have no doubt but that everything that capital and skill can do to effect that object will be done. The packet service, as now performed by the boats of the German Steam Navigation Company, between England and the coast of Norman - Iy, is so well organised as scarcely to be sus ceptible of improvement. The distance between Brighten and Dieppe may be lessened by the construction of float ing piers, on either coast ; a measure that has long been in contemplation, is not yet abandone=d, and no doubt will be resumed in the course of a short time, as the best means of securing to both those towns not only their accustomei tragic, but a share in the increase which must ensue on the opening of the Havre line and the Dieppe branch. Fecamp, it will be observed, we do not notice, for this simple reason, that we do not believe it will be op.ned simultaneously with the Havre and Dieppe. Its position on the coast, between the two latter ports, its proximity to them, and, taken by itself, its own insig nificance, lead us to the conclusion that it is a branch that can never give the slightest remuneration to the shareholders ; and that consequently there is little ex pectation that the expense of equipping it with buildings. stations, locomotives, carriages, and other material for working it will ever be incurred. The Paris and Rouen line has since its opening proved to be a bsne ficial concern for its shareholders ; and the Rouen and Hevre presenting as great, if not greater ?advantages, although not quite so prosperous from various circum • stances, has always kept a few figures below its pre decessor. The low figure of the latter line may be attributed chiefly to the reports that have appeared, from time to time , respect in g the defectiv e construction of the works. Whether these reports have b een well couuded or not, they have had the effect of lowering the Market. would be unjust towards the public, and the gr eat mass of persons who are in the habit of in vesting their money in railways, if we were to with hold from theist ear opinions on this very important branch of railway managewnt. And, as the subject has first arisen while we were treating of t h e Havre line, we deem it ap - epos that our remarks should fol low inantediat.ly the notice of the evil. To piej ec top of railways are confided, not only the preparatory survey, hilt, whefl the coneessisn has been obtained, the duty of selecting fit and proper persons as contractors for the execution of 11w Works. How importot a duty this is in every respect, whether as regards the snaeabolders only, or whether as regards the safety and &AinfpfP of the public, from whose patronage they first are to deriVe Weir dividends, may be iefsrred from the following observations e•---On the solidity and durability of the works constructed on a line of railway depends chiefly the patronage which that particular line shall receive from the public. If the conutructions are defective the traffic will be de creased in proportion to the alarm thereby created in the public mind, and a corresponding loss of revenue aell be the consequence. If the constractions are de fective they will be continually demanding fresh expens s, to repair those defections, and hence will arise another l oss o f revenue. W e nee d not add, that when a public highway, such as railways have now become, gets into disrepute from its defective con struction or its defective management, and the conse quenessa of its loss of character are daily depicted in the share list, that it is next to hupos.ible to remfuse confi denc.l into the public esiesj, Bence it is expedient, that whenever rumours prejudicial to coy particular line have currency among the public, the Directors should imtne dtately institute an inquiry as to the truth of those ru moure, and if unfounded, give them a circumstantial contradiction ; if well founded, set about to rectify that which hp produced them; and more still, to give every os sible publiu.zy to t he contr adiction or to the recti fi • 1 ). • cation, as the case may be. As we have before said, the public are th e p atrons of ra ilways , and their pa tronage will al w ay s be extended in proportion to t he cll4pfth safety they d er i ve i n return; e sake of the sh are h o ld ers , t h e ct e ; u lT b i l o c itr' s tr l e : j u rti l di should have every for ave every means of judging of the condi• te m o f any pirticular line, and how far its construction and reenagement are calculated to meet those public wants whiCh She . railway system has created, and must therefore supply. We h a yp not yet alluded to the danger to which the lives of paaaeageN are subjected when travelling on a railway whose construction and initsagament are confided to parties who have nethin more thaw the immediate pecuniary profit in their eye. The recp4 InOarteholy and fatal cases of this nature which have haPPPaeti io B viand justify us iri caihng upon all who have the control of railways to co:no:mime at once an organisation that shall elfeem onis ally p re vent such occurrences in future, reventi better than cure. The railway system is destined to become a power ful instrument of social revolution ; it was created to be the servant of mankind at large, and not, as seems to be entertained by many, to whom, by the chapter of accidents,' its management haS fallen, fur the gratifica- Lieu of a selegt ffiW ; and therefore it is that wo depre , I eater !hq cooduct of these who, either by supineness or RELIGIOUS PERSECUTIONS RUSSIA. in ° f ra The persecution, says the Journal des Debu g nt io cent number, against the Polish Cathoho'., is c ; e dit with greater barbarity than ever, if we in c i f - o as following report, which we borrow tarieflY "- , Univer s vac s if "On the 23d instant the Polish refugees in `,.,, - b l of tended a funeral service, celebrated in the Chn'" ho wer e Roth, in honour of the forty-seven nuns t - with„7 recently martyred in the town of Witebesk, edit '" refinement of cruelty that one would refuse to had not witnesses in every respect worthy of beilifro. A t ee tested the fact. This convent had been eitablistl e in' dr time immemorial near the town of Minsk, antics as °" mates fulfilled, among the people, the same du"-in, lE Sisters of Charity. They instructed the childr poet vided for the widows and aged, and assi u st a e ci fort t uf ol eo l l' by the fruit of their labours. They had, for chaplain a priest called Miehelewicx, ably s elec s creatures whom tyrannical governments invarinwto bar to fill the chief offices of the church. This wr ete iro leg! S ing become bishop, apostatised, and wished to in the oi is his guilt the holy sisterhood. After besetting,eo; per every kind of way, and vainly resorting to Pri l d pot ° A tv ; suasions, and threats, perceiving that he 0011 overtyj tams his object, he determined to punish by roo en a , During the night, by his orders, Cossacks. O r yo ftino the convent, seised the nuns with the most of, the brutality, bound them with cords, and conduot7oo.; thus to Witebesk nearly twenty leagues f1° 133 At compelling them to walk the entire distance:_,.oo7., place they were confined in a convent 0 f scol: ro pe% nuns, in the capacity cf servants, or ! no% t'ob P ot speaking as slaves. Those who are aeclua i° „ te n d 0 1 4 :of profound ignorance, diseblute morals, „ to fanaticism of these Or:ek nuns can form s ° ': - ters ° its the dreadful treatment which the Basili an sl loo s; / le compelled to endure. Forced to perform tlie j ses ecel,„, offices, supplie d with a quantity of black bre ouoreoyef sufficient to support nature, each of them °l e t hat ccived regularly every Friday fifty lashes, oto i s°l4 attenuated bodies were covered with wonea s ho o yet they showed even more courage under feree,,l of circumstances than their enemies exhibit ` he Ogl e • Encouraging each other to suffer patiently fo r The 1 1, 0 11 God, they persevered in the Catholic religion., , be se of then postate Suinayko increased. He cause,esleet to: e t and self-devoted creatures to be ironed an d ens iste u t o galleys. Their nourishment had latterly e re o f Il lic i t half a salt herring daily, with a small inca s ed of b b itA This diet was now changed to half a Pn u A li t hes, 0, a bread, with the same quanity of water, ania op peb e t io% suffering from hunger and thirst, they w ere C e 0 n or Ile jo g act as labourers to the masons employ ed in t, ar ieen tio ta the Episcopal Palace. Several of them wer.. o3 , te . aor the river up to their necks, and from i '; te d in 'los, plunged under the water, because they 1 3 . 21 1, 00 u l o raro ing to apostatise others condemned to lab et, s ad had were plaoed where danger was most inut t ne e f tbea l ef ett in many instances killed ; eig ht thes e their eyes torn out. Their faith surnamn t o w ha trials, not one of them gave way, though ' s l ` oveo teel l b of sunk under their sufferings. Among th e ,,, e trinl c ieo , yet survived, after the death, or rather a . o re these thirty martyrs, three only poss .o 7 - o ,bien rose strength to avail themselves of an ocea'ka i nsee t 'ioser s sented of escaping their unmerited pefil'becoree„,oo schismatic nuns who guarded theta having, s c os i e e 4, to sible from ebriety after one of the orgr eneb,etslears upon certain of their fetes, they we t i tho 4 t th e fc climb over the door of their prison, ° t tbi, or y (,) unobserved. It was not without reg' e d g` t heir abandoned their companions, and renon o rl e s e eri ice O pe ditX 4 ,ol dying with them, but they faith and to their country ; tenoreover,c2,t.„itb to e hoped to be 0 . 0 9 oc o sy that Europe should be made acquaint :I d danr;l transpired. After encountering a the: sand *,, e ot P; hardships, they succeeded in enterin- et tb,. i s aCtna l ' l l s , ,,, e gal F o bs° of them, the venerable superior, Paris. It is this lady from whom we the above facts, and which we also tak4 " Jo ur° io jiatrflui the Troi4Mai." , e s th e obser• I" '0 r" " These facts appear startling ,,'' nuss e ror 1 geS des Debuts, 'abut, uarortunately. rvu e , rho le concerned, everything is credible. solved to bring all his subjects to the,o fe7o;eo_,. Chureit. The Autocrat will not tolern;il r etr o o c f his European states except his own. w eer , u ,ror,,, bo wor treated as rebellion. We will II" , t theagates id Europe to loin in a crusade 11,g o mn_ s „ e ret urn tbr ott ir s Russia, and" we have no desire t s h " ot hers t he sPos, times when God's creatures cut ear l ' to sef co oeq, the name of religion. We would,;`,:!l civ oiseo_ e bac! n j of tolerance, which has tr;urnelle d e l t„,. 61 .0 ,70. take th e place of th. •se odious exc i s: troy ed to; eti e the period when Catholic armieoS, " A iby, OP r e ifig sword the Christian sectarians Isecuti°l's bad means of preventing the Eer Russian policy and orti s Lo car - G oil b c 1 1 ; kit.DEn3fA s;Doeo, INDISPOSITION OF Ma. , stlttlr s o , V TOZrOt to state that letters were rTai. , be aosy retien °f le to V I I pre'' r rang' hill t it is so serious as to prevent t oy a a m n a l g rn i ' s ' t n r c a i t n e g . i rt s sodden character in.(l4P dia g _ ,L0 0.7 Police-court next week, Time& as prey].) - .%~ r ~,;,, j'.~~" .. ~: ~_ ~. _ .s~ A _ t N vu2, Th e Th e For gh a boti,. , - I 4% 18959 d 105 A2k, 135 49 d I !s6l ~..---