The Sun. — London, England, 1845-03-08 00:00:00

WS ~.-~' have cle. v. is©Monet harnber the adoP .,eday. Mare bz. iga iLat the le St. LOUf a at Ilso 3, a addressa rence, Ja z o l i ne state •elieled b 7 gratuitous nit to, alli and neand I tb °li; ,v, L i s seVenll. gl s re terminate", 0 00 thele * Le' by . the 011Valegell. tore I a pa- chblshOp 0, seed a late' Los Mc hi F rci. l a st ass. , — .! liedaughtzt g e c 6t)n e ' : ' as fr °r° ancee 0 9r,1; :oUpty . health )f ill L b e depu t ).: [chardou so ans wei a ,pear. Vr aged 19 ed on l 7 . 0 41 ! re couvl.,' 4 h value o, it father. hat the bc.; charleal* e r, ' hard la be" as given tb Di lout ha. .id d they Ne tt, la ' b le r l; s a ving it° A, ~ 8 IIOSP it : d for N . runaeats e d Montil e e . front B y by , r 7 , r k_ s tre spe e ing • situ t bei' , enter 01 ' the • ntrY f i Li t iee 'e3ed ~c e r f g land ° ' ..r3 to r y• sick ll 6 aurc" — witP . I.Y Ater 00 lly o ro• eir re . , ning• to f o p o , r eside b l i 11 0 0 ,8 a t ,A ' ex bibi! ; 7oo l °;, we c ; i ti ;Al g of ' t be $° I°. g ° )1e ,th , f 110 )f Sst t be v" from wee' 4 44 1 0( ' 1104 tat . 169 1 1 ; 119 1 6 ' 17 1 0 4 1 404 41 „i 7 9 v 6 9 11 ~, 6 1 1 2 69 83 2 1 27 10 3C 1 13 3 1 03 1 ,00 3' 2 o p (Jo c oll wociaio sfr of firo 13 4 r °5 10 e el. the .4 ort• 1 111 ." E TriBANK OF ENGLAND, MARCH 4, 1E45. j% COURT of DIRECTORS of the GO notice ERNOR and COMPANY of the BANK of ENGLAND give That a GENERAL COURT will he held at the Bank on Thurs nop', the 13th instant, at Eleven o'clock in the forenoon, to consider at • % Dirli) END ; and also that anoth e r Ge ne r a l C ou rt w ill be hheld _e Bank on Tue s d ay, the 15th of April next, from ten o ' clock in the forenoon till four in the afternoon, for the Election of a Governor tfttiatne7n?Y-Governor for the year ensuing beacon (hich will be deelaeed wean e vening) ; and the same Court will tinued by adjourn wea , and held at the same place, and during the same hours, on recto nted. by B n "daY, the 16th of April next, for the Election of Twenty-four apporors (which will also be one of the Quarterly General Courts the Charter), and the Election of the Twenty-four In of the be declared as soon as the scrutiny is over. Printed Lists 11,,,. I rnPrietors having votes will be ready to be delivered at the - - , a (41 Tuesday, the 25th of March. :ill. B . (Signed) JOHN KNIGHT, Secretary. to p er • 3 an Act passed in the ith year of the reign of George 111. b.,_ .s e on will beentitled to vote at tile said election who shall not . c .,"_' , .0 . en six calendar months possessed in his own right of the stock Vren\shich he shall then give his vote, unless the said stock shall have e 1 ,,,1° aneqtired or shall h ave come by bequest or marriage, or . by sn i c: a, ,n than h or av b - an.) t 0 i an intestate ' s es t ate, or b y the custom of the Cit:c• of Lo, ~, v • deed of settlement after the death of any p ers o n w h o e been entitled for life to the dividencl= of such stock. lIRE \‘' SBURY AND BIRMINGHAM At a , 3 . RAILWAY. thisILETING of the PROVISIONAL COMMITTEE, held Th e , the 110. It. 11. CLIVE, M.P.. in e ; on :tze Resolutionn of the Select Committee t o h f the Chair House of Commons Ntise a d ndin g orders, that in this case those orders ought not to . be dis- R esoi V . ,tP, _haring been , considered ; it was thereupon unanimously hatho,„._V---That the Committee of Management . be requested and tecti,,'ea to take such steps as they deem expedient for the band furtherance furtherance of the interests of the Shareholders, and for , p tit ". l- .!..g in the next session of Parliament the requisite Act to carry most desirable undertaking, which is cordially approved of fei. o , by ', o Roard or Trade, and declared in their report to be pr•-• of ot Z the competing schemes proposed, upon general grounds 11 Policy." orgate street, March 7. PAR IS AND LYONS RAILWAY, (C. LAFFITTE'S ORIGINAL COMPANY.) Ito • asleur Charles La. DIRECTORS. alrie s o 4 r t icl tt on r d ' ffitte 13, Upper Seymour-street, Portman- Cetnt e, Jahn s e t rAl ton Shoe Pair de France, Paris. " 3 . ESq., Liverpool. 11- ' , iglu s.ti. a. G. R. Dawson, 15, Upper Grosvenor-street, London. Acquo,•'''. l l)lln, Esq., Adelphi-terrace, London. 14 4,1 _ Ur „ Simons, Administrateur des Messageries Royales, Paris. r;,,.44 Alexandre Berignieres, Achninistrateur des Messageries lelttChar o r .,, a le', Paris. uerattx, Esq., 62, King William-street, London. 1104 an Earle, Esq., Liverpool. , 41 ' Ed. Blount, Paris. John''; 'Abingles, Esq., M.P., London. c,,'tasterinfrn, Esq., Nicholss-lane, London. Itatu:ar Atoreau Chalons, Paris. lzielli, Esq., 62, King William-street, London. Dian. h a ',visional Committee of the Paris and L3 - one Railway Coin enttt"Tng aseerta'ned that it is the intention of the French Govern- Z t4 te r y "Ile tiro line to a company able and willing to reimburse the 17rou'L l ' expenditure hitherto incurred, and to undertake all fur winch may be require.'.- for the coetlaa. ecap,ruction of the 4tets,s" determined upon increasing the capital to the full amount 4 ' l l)tij Y for this purpose. In conformity with the terms of sub tellimzon contained in the circular of the 10th August last, which eon -14, thA D M Such a contingency, they have resolved upon offering Jett .1. liarelinkkrs Two Ne'is - Share- for every Old Share, sub forili`s,:. all the liabilities of increase or diminution hereafter, as iu the atets„,4Bc, and subject also to any fu r th er c all w hi c h ma y b e foun d ftlo is 07)triY• All Shareholders who may wish to avail themselves of ri,i'' n are requested to apply at the office, and to produce the \rtibetween Tuesday, 11th, and Saturday, 22d inst. kribed`,la hereby given, that all parties not applying within the pre- Qtio,,,uale will be considered to have waived heir claim to the ad ' 'shares, which will be otherwise appropriated. By order, 62 v ., Ell. AIME, Secretary. "41`.,,s..21Ll'iniairi-street, March 6, 18 ' 15 . 1 ,3 1 I :NT AS GERAES COMPANY. C . , ‘,,1. h notice is hereby given, that the DIRECTORS of this COM -41.1. irc'e, under the award of the Arbitrator, made a FURTHER ille WU, m, • 1, 6iti N ,_ r Share on the Shareholders in this . Company, and that ii 4 ,rel k . i T to be paid on or before the 12th April next, to ,l esses. t ., tt0,,. ev an, Tritton, and Co., Lombard-street, for account of the A 4 11 I. 4tt s o rLers' rec e i p t i s to b e brought to this Office with the Certi tile Shares, to have the payment endorsed thereon. ii To , GEO. D. KEOGH, Secretary. t......._,enhouse-yard, March 8, 18.15. 0 1)t, k,, t, ''' r4 PEREMPTORILY SOLD, pursuant i ,,' , 14 3 , - l in, ORDER of the HIGII COURT of CHANCERY, made in I t () II ; uOSEPII against TYNDALL, with the approbation of n., in 3 4 art1 , one of the Masters . of the Court, at the Auction t?,? (4, _._ i olomew-lane, in the City of London, on MONDAY, the ',E `, 1 7 1 , March, 1845, at two of the clock in the Afternoon, the '" , C001 , T ,'EREST of a GENTLEMAN in the 45th year of his age, i t 's er . t i"' r ee Per Cent. Consolidated Annuities, st ,ncling in the IN of ,ie governor and Company of the Bank of England, in the ItL , trti tn rustees of the marriage settlement of the gentleman. . erTtra Cara, and conditions of sale may be had (gratis) at the said tth'lssBr,;',arribers, Southampton-buildings, Chancery-lane, London : 4t - 1 ,, 1 'n • „,. ( ;regory, F a ulk ner , an d C o. , S o li c i tors , B e df or d- row, 4g Pl ace of sa s l rs. ' 'IeR Lyon Barnes, and Ellis, Spring-gardens ; and , • r') ti, 0,0,:, MUSIC SELLERS AND PROFESSORS. „„ l i DISPOSED OF in one of the principal i s t n s in the West of England, a long-established, very ex it,. . reid tli t : first Ino6t respectable MUSIC BUSINESS. The connexion ,4,'tten tin the county, and the concern will be found well worth liii4otte x ,'''' () fa competent person, 80 desirable an opportunity not ti,„'en t it Met with. The reason of the present proprietor relin- Cetill be quite satisfactory. As references of the highest tl4l t ter s .`_, 3 " Can be ;riven, equally satisfactory ones will be expected. <,..l:4ll4.ressed X. N. Z., office of the " Western Luminary," A-.._'' ' Paid, ---- 1` -S'S PATENT BRANDY, CAPSULED, N I .. gol d _, igk i „..14,,„2 , 31‘. 6d., bottle included, by the most respectable kil t :let, '.7. 1 1 and country. Lists obtained at the Distillery, where ‘4„ 4, arig q.) ,„_` 2 gallons and above, are supplied, in hulk, at 18s. per 1 43k11y uottled, bottles and cases included, at 20s. Attention is 1 4, ,1e e,e,fitrested to the security afforded by the Patent ME 411.441'SULEB, embossed " Betts's Patent Brandy, 7, Smith ;',ttN j A .. 11., 5 t ,,',, 41 A1N EDGINGTON, 2, Duke-street, -14, ,h..4,,,C,wark, London-bridge, respectfully informs the Nobility, ( , 4 , 4 i. ;, , lea _ A griculturists that he has on sale RICK CLOTHS, i' s i gth,, , ;sre„" i niPlete, both new and second-h tad, at a reasonable ':: alne,4Pplication will insure some reall: good seco , nd-hand 14,4'r 14T arb a decided bargain. Dressed Cloths and . farpaul de Terl t c oed Trucks, of superior quality, and to any size. Mar -4 I r, 6 , S A '''‘,.., 4 1 ( 1 ,, elta, Waggon-cloths, Sack-ties, &c. ''otis,, ~r , Poet) Benjamin Edgington, 2, Duke-street, Southwark. " 41,8 , Piccadilly V At v ALL COMPOSITE CANDLES, t./tfr, per doz. !ILI 42 . ,,,, E' ,‘ PATENT CANDLES, 10s. 6d. per doz. s t .‘ f; ~thrt , ,' 'ICE WAX CANDLES, 28s. por doz. ),, ' ,at""l'orts of Candles arc all precisely alike in their burn -6,.',s i: but the Vauxhall Composites are rather softer than ~, t ~,,,,atent. and thence the difference in price. Even those 4 , !at, l a'r, lll e'l to study economy alum>, should burn them in pre '„:4)lv\ips. \i v t4 l ,,, rrn : 4 u s t Lamp ll Oil, warranted equal In every respect to ,kh't-ktICHANT, 253, Regent-circus, Oxford-street. IC 'S ROYAL WAX CANDLES ! Al'hei, \,,,gt 4 ,.- e,„,, NO PUFF ! ! (Only Is.. per lb.) ~ 11 4 ‘e t 'Al l n,:;, 4 ' is unknown—their superior will never come. N. 14 t 4 i, Iva; fla nte—thev snuff themselyer—are hard as alabaster th,tlt l'sir , r ---- glossy as - glass—and cheap as common tallow can - 1 4.' s We ' 4 X -Ite Character. Composite candles, German wax, Mar 'e i tSi c i', .otauto wax, and all such inferior candles must be Itip 4, ee k ,,' i t karing no comparison to Royal Wax Candles. Their VC° ,trade,ad created tators. CLARK and CO. do 'itil,„` lie therefore all who purchase elsewhere cannot 41,1\14akC Ca ndles. No arsenic is used—inquiry Is challenged. . 11, 14 , My :miles of all sizes required. Only Is. per lb. FlNitii e ci .,°,rn the address, CLARK and CO., 447, West , A arren's Manufactory). , 'I, co, ~tl, to , -4- MENT.—Persons havir.g a little time t : 11 ' b,altrilkjoe,,are apprised that Agents continue to be appointed In tigtii of ti,'„,trY towns, by the EAST INDIA TEA COMPANY, 10) , ' ei - 0 . , '• celebrated teas. Ittptl, ,:s;', 04"..Great St. Helen's-churchyard, Bishopsgate-street. 't l . , 14 th eke a In showy leaden canisters, from one ounce to a l', 4 p k s "tde i s t Price and weight marked on each packet, and but N:4 ,2,1 occasioued by the sale. The license is only I Is. per A ititorntnY during the last nineteen years have realised eon- Dl)llexiie: by the agency without one shilling let or loss. lib nto 'oe made (if by letter post-paid) as above. 4 1 1 ....4 hip,. ~'lSr,,,l'u e 4 -4.I . ARET PARASOL, from the ele y4 6 'ttl • 4 -'rune of its form, is by far the most beautiful Nti,, tl a „ el. + the Price does not exceed that of ordinary parasols, ptttoll4 Kraceful improvement has been effected ha its con -11411, 1,44 , t i a atich that it cannot get out of order. The attention 4 qlle k , l ., kt to t . h . e public is requested to this elegant novelty, which N lF.4t t ie,, t ; de o a r l the respectable Drapers, &c.. and wholesale ers. o silver runner is stamped with the word N E 4t FIELD'S V 4 I'l4 Original CONCEN TRATED „kli,!o k gna t ,, 4,‘ , % ,m, - ' hay, 'ANCII-MANGE requiring neither devouring nor ,'‘t L - acquirPd in a short space. of time a celebrity ills- Ne l ‘ Ttli'' Ore extemsively patronised in the cuisine of the k 7, 11 4,..ked 444 ng the aristocracy, while from their cheapness i li at rib , swltliin the reach of the humble artisan. E kk,, ll, 4 ,, En cient to fill twelve glasses, Is. 3d. each n ' ; h'll .•,,,_' , ll, r. f acter 7 T afal ar- lace, Kentish-to Crosse Itrig. th 2„" eo ho-s Y q ' ua ' re • r llarc g lay -p aid Sons, Farringdon •street. A ti l 4l.l;' are several s ' purious imitations, be careful to pro-- 1 6f 41, 11 X t'lti ' ' 4, 1 '4 th * -- SALMON, ODY, and CO., i i ;' o eto re .e Public against the numerous pretended new inven- N,llt,,, ll lipe,' 411 of them are old, and are mentioned in Arnaud's , ;,tb,'lch",..4 n - y:' , Published at l'iu - is in 1748. No essential im 14'k'' s b ;,lits 1, - ‘ ,'".e from that date until Salmon's invention in 4,,' k ri sq Z,4o,: e n, and cont' to be, recommended by the most 41 . 'te r 7J-1. - .: A l i n i t?wn an i r e c s ountry " . Salmon, Ody, and Co.', t t 8 Nr , lri 4 ,, JT. , STING TRUSSES will answer for right or ..,,,: Lori n, . no ho r , nse understrap, buckles, or any galling bandage ; 1,,, , 11, 1 ht i n t , and decrease in size and force. ' 1 114 3 : 4 4„ body o ',, e country are requested to send the dream k4 et. in , , , " inch below the hips. ~,,, g . c r er uggists in every city and principal town in 252, Strand, London. t r N b ake 01 ' 4 4 r1- u s t ( ; l C C.bs Perfumers to her Majesty, 28, c. , 0 11 , , (1ate Price and Gosnell's, and formerly Patey, ?N A p t .? , 3 ) , 1 :T the recommendation of the Secretary ,t11,; 4 4, " impress upon their Correspondents the N';111t01,16t Ind (..,T the address of all letters intended for them," t,NIIO, Ig3t" (and not " Price and Gosnell—that firm Nt4:4,711q,,,,Net of a the only means of ruarding against the fo r flclividuals who take in and retain letters and ti.-abe price and Co., by illegally assuming the firm of t`. l 4 tt lith il ' • p -at n knowing that they never were in any way 1 tit rill 1,41„ thw r k,"l t 'hy'al4o Per fu. 'SE THAN AS SERVANTS. tli u ' n erY is so superior to any other, and in such Nbi tL t c s , sp tt jaany shopkeepers are basely deceiving the 14, 4 `t0 !I t . ' t ( i l i fle rit " , t , La imitations. Price and Co. respectfully kAtlN'tl. B iNg Pret e "; n when tisey purchase not to take any 0,).,5 r , Ne t ;Mix ed 'tota label, from a design by Sir William 1 4 t 1 4 . 6 ,1 : ?. it h the signature ot " Price and Co., th '_ ll :, and" 28" conspicuously in its centre. ,yh, 4 ft , t oi ole. Wholesale Agents for DELCROIX'S 1 . 1 1 4 .4.v . Zie, t '11e c o ? inetie, surpassing all others for preserving 41 ' ' 4 tr) aik4 the Plexion , prepared for the use of her most 145, 41 l een, and her Majesty the Queen Dowager, by t)f t l ACA D , r ,°!Peted by letters.patent. Price '° , 4 ; Tr eason-, OIL, imported under the sanction of sh,, r , l 4lyal IrrY," for the use of her most Gracious bq,,,.Prot,,, t. ,,glinesses the Prince of Wales, the Princess ineq . 1 by two elegantly executed, correct like tsrt. fal .f o her Majesty Is o tah; 4) e1c„„. 4 `,- , ----" We do not hesitate to recommend ,t,:11 4 1 , 1 0 ,4 e 'X m ean s Odonto, or the Queen's . own Dentifrice 11,,, s of purifying, preserving, and embellishing t4l: 7a, , k ",,," , t bu-i"erto offcri.d ti; the public."—Court Gaz ' ette g . ih4 4 York is the last new fashionable ‘ 4 , tT,Dtly ", 4 . t though the last, is not the least in per thel'°,lries the preceding excellence of all the L t.t ,elicate and delicious fragrance of the while 4 1 1, iPcl 8 4 t n 11 110 i s 4 h t ,u and s upon a true -born gentleman, ; ) rn orit'l'ose the _honour of his birth, Mt, bri " ... l !lave pleaded truth - 4h .Y litt r ' i l and (2`" pluck a white rose with me. ki th 'ast °, 15 8, New Bond-street, have pleasure _ 8 e m. !fr , h e. _ Inflict of the season, t ied beg to inform Its ihat, during the recess, all orders for y or l!ng. thge?ase containing the royal bouquets for a t .,,ay Pri ne u `nuluets de hi Wine, d'Albert, Prince of l'ihal lt , etA a.r art o f p"se Royale, and Princesse Alice, w ill be aik t 'as fret, T atte nt country, carriage paid. To insure the 1 114 1 t r at,,,`'47 1, 101., , on b i 3 required in observing that No. 158, tk ‘ ltl - 1".. q atrg t t ' ' for each case and every bottle, „ , n t ow ._ ha,ie of profit, are sold by drug iV!Avi'lNGad country. 0 \ lO pi / &c -A r c 'Yed 0 4e trial will surpasses every soap ever in k, 11 1 , N , ehd t . i . Illy by move that the luxury of a good L.. , 1 e4 ,, 8 4hav_g,noliu who use Price and Co.'s !typo .' I 'ON ' ll (hitherto disagreeable and often pain -I`t 'NI ‘%d e ,,, 1 and r , 1 1'1 1 4:'• le? beie n. Ptl r ` - ' O 7 , 28, Lombard-street (late Price and ja: : :: a rou, ; .,np C e o r . , p0t,15 3 N . ear r I s t q o u n a d r - e s t, cakesand et th s t ' Ityp oom presenting any brother travel gratuitously, who may do him House, 2 ,Lombard-street. C 7-4 xt . 2 • . art • PLC .?1% \\C " 7 1 • o. • - b C - • . _ • N't.a *V. •1 : ,;01/41k-- ji a (L% . •. . , 1:46,4 4064 • • .046 - 101 41 w, • " ,1 4, 4 4 4 1 . \ • - • 0 "VI • / - - 1; 01 1 • • i f N). : • • •••= • . I'. V 147 'CI;; vt" .4c• • A / • • .44 • '7, 4 Z .1 ' ' :41 1 ' • • - ~e%~ <~ ~t N. 6 399 LONDON, SATURDAY MORNING SUN, MARCH 8, 1845. PRIOR sd. THE SUN i s P u bli s hed EVERY MORNING at FIVE 0 CLOCK, in Time for the EARLY TRAINS and TOWN DELIVERY; a SECOND EDITION (Enen;ng Sun) is Published in Time for the AFTERNOON TRAIN S, and a THIRD EDITION at SEVEN O'CLOCK, for POST, containing PARLIAMENTARY and all other NEWS in LONDON up to that Hour. ADVERTISEMENTS INSERTED in ALL THE THREE PAPERS, Mornirg, Noon, and Night, thereby insuring a TOWN and COUNTRY CIRCULATION at ONE CHARGE. ROYAL POLYTECHNIC INSTITUTION. A Curious Piece of MECHANISM to supply the LOSS of the HAND, is daily exhibited on a person, who, having lost his own hand, is enabled to perform many of the ordinary functions of the natural one. PHILLIPS'S PATENT FIRE ANNIHILATOR, illustrated by Dr. Ryan in his daily Chemical Lecture on the Mornings and Eve nings •f MONDAY, WEDNESDAY, and FRIDAY.—A Series of LECTURES on ASTRONOMY by Professor Bachhoffnex, on the Mornings and Evenings of Monday, Wednesday, and Friday, during Lent, accompanied by Dr. Wallis on BRABY'.4 CALOTONE. Working Models of New Inventions, are daily explained. NEW DISSOLVING VIEWS, including the SHRINE of the NATIVITY. CHILDE'S CHROMATROP E. THE PROTEOSCOPE. The ?lIYSIOSCOPE. DIVING BELL and DIVER, &c. Admission, Is. ; Schools, Half-price. RAIL WAY DEPARTMENT OF THE BOARD OF TRADE. and that the actual average time of crossing is only about six or /even minutes. It appears to us, therefore, that independently of the improve. ments in the present mode of transit which the promoters of the Cornwall Railway, in conjunction with the South Devon Railway Company, look forward to Introducing, there is no such objection to the crossing as should weigh very materially In consideration of the line. On the whole, therefore, considering that the proposed Cornwall Railway from Plymouth to Falmouth affords the only practicable means of extending railway communication to Cornwall ; that it will thus afford great benefits to a large and important district; and that although bad in respect of curves and gradients, it is not absolutely impracticable as a locomotive line, and not inferior to any other line that Is likely to be obtained at any moderate ex pense;—we have to report our opinion that there are no sufficient public grounds why it should not receive the sanction of Parlia. men t. CORNWALL AND DEVONSHIRE. REPORT OF THE RAILWAY DEPARTMENT OF TER SOLED OP TRADE ON THE SCHEMES FOR EXTENDING RAILWAY COMMUNICATION IN CORNWALL AND DEPONMIRE. Railway Department, Board of Trade, Whitehall, March 4. The Board constituted by Minute of the Lords of the Committee of Privy Council for Trade, for the transaction of railway business, hiving had under consideration the following schemes deposited with the Railway Department for extending railway communica tion in Cornwall and Devonshire, vie.:-- The Cornwall Railway (Plymouth to Falmouth) ; The Cornwall and Devon Central (Exeter to Falmouth); The Great Western and Cornwall Junction (Exeter to Fal mouth) ; The West Cornwall ; The St. Ives Junction; The Exeter and Crediton ; The North Devon (Crediton to Barnstaple) ; The Torquay and Newton ; have determined on submitting the following report thereon for the consideration of Parliament. First, as regards the schemes proposed for extending railway communication to Falmouth. IR this case the question is not so much what is preferable as what is practicable. Had the question of railway extension to the westward of Exeter been an open one, and had the nature of the country admitted of the construction, at any moderate cost, of a central line through the counties of Devon and Cornwall, cons. bining the traffics of Falmouth and I'lymouth, and of both coun. ties over one trunk, we are by no means insensible to the advan- tages which such a combination would have presented, both as shortening the distance from the extreme points to London and to the rest of England, and as affording better accommodation to the nothern and central portions of the two counties. The question, however, assumes a very different aspect when we consider that the Legislature has already sanctioned the South Devon line from Exeter to Plymouth, by which a large proportion of the traffic which was calculated upon to support a central line is irrevocably diverted into another channel; and such an advance is made towards Falmouth that the construction of 66 miles of new railway, as compared to 1001 by the central line, will be sufficient to complete the communication. As regards the central line the question is therefore reduced to this—whether the remaining traffic, that of Plymouth and its vicinity, and probably that of Tavistock in connexion with the Plymouth line, being lost, is sufficient to resider at all feasible, as a commercial speculation, the construction of 1001 miles of new railway from Falmouth to Exeter. Upon this point we have no hesitation in expressing our opinion, after a carenil examination of the traffic tables and other evidence submitted to us, that there would be no probability of such a dine being supported in a state of solvency, unless it were one which admitted of being constructed and worked with extreme economy. The existing through traffic by land between Falmouth and Exeter supports only two coaches, both of which are mails ; and the through traffic both of goods and passengers, which now goes by sea, will have to be competed for with steam-boats and sailing yes. sets. For about two-thirds of its course between Bodmin and Exeter the central line would traverse a barren, thinly-populated country, hardly passing through a single town, and consequently could not expect to command much local traffic. An examination of the traffic tables prepared by the County Committee in 1841, with a view to the central line then proposed, and which may be relied upon as es ring in excess rather than in defect, will confirm this result, and show that if, on the one band, the Plymouth and Tavistock traffic, and on the other, the various sources of local traffic which would have been commanded by the central line then projected, but not by the present line, be deducted, there will scarcely remain enough to justify the construction of a line of 100 miles in length, even if it were of cheap and easy exe. sullen. But the proposed Central Cornwall and Devon Railway would be of a most difficult and expensive character. Throughout its wholelength it has hardly a mile running at or near the natural surface of the ground. It has nine tunnels, whose united length amounts to 4,820 yards, eight miles of rutting at depths exceeding 50 feet ; nine miles of embankment of a height exceeding 70 feet ; and 1,070 yards of viaduct, at heights of 83 and 45 feet. The difficulty and expense of such immense works are greatly enhanced by the geological character of the district through which they would have to be constructed. It appears from statements submitted to us, that one tunnel of 700 yards, at a depth of 146 feet below the surface, is through granite ; a cutting of I mile, as deep in parts as 70 feet, is through granite and hard greenstone; and, generally speaking, a great part of the line runs through gra nite, greenstone, silicious slate, and other rocks of a hard deserip. tion The West Cornwall Railway is an unopposed .local scheme in connexion with the above, and with the Hayle Railway, extending railway communication through the populous mining districts west of Truro as far as Penzance. There seems no reason to doubt that it will be productive of a considerable local benefit, and will command a large Total traffic, sufficient to warrant its construction, besides affording a prolongation of the trunk line almost to the Land's End. The gradients are in part steep, but not imprac ticable, and the works are generally easy, the total estimated capital for a single line of 23 miles being only 180,000/. Plans have been deposited for a portion of the line up to Truro common to the Cornwall Railway; but of course this portion ought to be in the hands of the more important Company, and the West Cornwall line should be considered as commencing at the junction. The St. Ives Railway is a short branch, in connexion with the above, of three miles in length, from Hayle to St. Ives, intended to afford access to that port. • We are aware of no public reasons why this and the West Cornwall scheme should not recei►e the sanction of Parliament. In connexion with the question of railway communication west ward of Exeter, we have had to consider that proposed by the Exeter and Crediton, and Crediton and Barnstaple Railways to North Devon. No other schemes being actually in the field, the sole queation has been, whether those lines came within the spirit of the recom mendations in the report of the Select Committee of last year, di. BRITANNIA LIFE ASSURANCE COM PANT, 1, Princes-street, Bank, London, empowered by spos dal Act of Parliament, 4 Tic. c. 9. HALF CRFDIT 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 raie of 5 per cent. per annum, with the option of paying off the principal at any time, or having the amount deducted from the sum assured When the policy becomes a claim. Packs may thus he effected at lower rates than are generally re gnired 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 al way. Extract from the Half Credit Rates of Premium. Annual Premium required for an Assurance of 1001. for the Whole rm of Life, Age. Half Premium for V hole Premium seven years. after seven years. £ 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 AO 2 2 6 4 5 0 55 2 12 9 S 6 60 3 6 8 6 13 4 PETER MORRISON, Resident Dire! UNDER THE ESPECIAL PATRONAGE OF HER MOST GRACIOUS MAJESTY THE QUEEN. TrHE ROYAL NAVAL. MILITARY, EAST JL INDIAN, and CENTRAL LIFE ASSURANCE SOCIETT, WATERLOO-PLACE, LONDON. DIRECTORS. Lieut.-Colonel Sir FREDERICK SMITH, K. 11., R.E., Chairman. Colonel Sir WILLIAM GOSSETT, C. 8., K.C.H., R.E., Deputy. Chairman. Admiral the Right Hon. Sir G. Cockburn, G.C.8., M.P., Lord of the Admiralty Major-General Sir J. Cockburn, Bart., G.C.H. Admiral Sir C. Rowley, Bart., K.C.8., G.C.11. General Sir Thomas Bradford, G.C.8., G.C.H. Major-General Sir P. Ross, G.C.M.G., K.C.11. Lieutenant• General Sir F. W. Mulcaster, K.C.H, Lieutenant-General Sir John Gardiner, K.C.B. Major-General Sir Hew D. Ross, K.C.8., R.A. Major-General Sir J. Bryant, C. 8.. E.I.C.S. Major-General Taylor, C. 8., E.I.C.S. Major-General Edward Wynyard, C.D. Major-General Arnold, Kit., R.E. Major-General Clelland, E.I.C.S. Lieutenant-Colonel 11. Ilanmer, K. 11., late R.H.G. Lieutenant-Colonel Purchas, E.1.C.5.., Major Shadwell Clerke, K. 11., I.R.S. A - chibald Hair, Esq., M.D., late R.H.G. Captain Melville Grindlay, R.I. Army Agent Captain William Lancey, R.E. William Chard, Esq., Navy Agent James Nugent Daniell, Esq. ACTUARY—John Finlaison, Esq., the Government Calculator. Assurances are granted upon the lives of persons in every station of life, and for every part of the world, upon particularly favourable terms. Persons assured in this office may change from one country to ano ther without forfeiting their policies. A Bonus, amounting to thirty per cent. on the actual value of the policies, was apportioned to the assured at the recent First Septennial Meeting. JOSEPH C. BRETTELL, Secretary, PUBLICATIONS. VIEW OF CHRIST CHURCH, ST. GILES'S. THE BUILDER, No. 109, for March 8, con tains: —Referees' Award as to Back-yards—Westminster Ab bey—Christ Church, Endell-street, St. Giles's (Illustrated)—Gothic Ornaments in York Cathudral (Illustrated)—lnterior Decorations of St. Stephen's, Westminster—On rendering Paper Hangings Useful as well as Ornamental—Burial-ground Practices—Second Report of the Health of Towns Commission—Trafalgar-square Fountains—Smeaton the Engineer—Works in the Provinces—Jurisdiction of Official Re ferees—lnstitution of Civil Engineers.—Notices of New Books, Contracts, Tenders, Competitions, Timber Sales, &e. Price .3(1. Office, 2, York-street, CoventLgarden ; and of all Booksellers. PRIDEAUX'S CONNEXION.—NEW EDITION. In Two large volumes octavo, price Igs. in cloth. THE OLD - AND NEW TESTAMENT CONNECTED, in the History of the Jews and Neighbouring Nations, from the Declension of the Kingdoms of Israel and Judah to the time of Christ. By HUMPHREY PRIDEAUX, D.D., Dean of Norwich. A new edition, to which is prefixed—Am Account of the Rabbinic Authorities, arranged alphabetically, by the Rev. A. M'CAUL, D.D., Canon of St. Paul's, and Professor of Hebrew, King's College, London ; with Maps and Plates. London : Printed for Thomas Tegg, 73, Chcapside, and sold by all other Booksellers. The general experience of railway construction would not war rant us in assuming that a line of this description could be con structed at a less cost than 30,000/. or 40,000/. per mile; and even if we were to make every allowance for the superior economy of construction which is now expected to prevail, more especially in a district like Cornwall, where mining operations are so well under stood, we should be unable to satisfy ourselves that there was any reasonable probability for supposing that the line in question could be completed for anything like the estimate of 1,500,0001. Neither would the result of these immense works be to attain a line with good gradients, admitting of econemical and expeditious working. On the contrary, the gradients of the proposed central line are very severe. At the Falmouth end there is a gradient of two miles ten chains in length, at an inclination of one in sixty, germinating in a eurve of twenty chains radius. In the central portion of the line there is a continued accent to the summit on one side of eleven miles, at an average inclination of one in ninety. two ; and on the other side, of ten miles at an average inclination of nearly 1 in 100. It is evident that a line of this description could not be worked with speed and punctuality, as an important passenger locomotive line, without Meaning heavy expense for pouer. Considering, therefore, the unusually expensive nature of the works upon the central line, the severity of its gradients, imply ing additional cost in working, and the comparatively small amount of traffic that could be expected to pass over it, we have had no hesitation in arriving at the opinion that it must be considered, under present circumstances, as altogether impracticable as a com mercial undertaking. The plans and sections of another project for a central line, called the Great Western and Cornwall Junction, have also been deposited with this department; and although it does net appear that the project in question has ever obtained any such support, either from the public or from local interests, as would warrant us in assuming it to be a substantive scheme, likely to be sub mitted to Parliament ; we have thought it r►ght to inves'igate its engineering circumstances, in order to ascertain whether there was any probability of an easier line than that of the Cornwall and Devon Central being found in a different direction. The result of this investigation has been, however, to satisfy us that the project in question was even more objectionable than that already de. scribed. Although the plans and sections deposited with us are in such an imperfect state, that the necessary information is net always to be obtained (the extreme height and depth of the em bankments and cuttings being, for instance, frequently omitted), enough appears upon them to show that the line is one conticued succession of cuttings and embankments, many of which are of enormous dimensions. There are 31 cuttings, whose depth ex- feeds 50 feet, some of them reaching the depth of 90 and 100 feet i 1 embankments, exceeding 70 feet in height ; 4,380 yards of unnels ; and nine ♦iaducts, of the length of 3,980 yard's. We, therefore, are compelled to abandon the idea of a central recting our attention to the case " where the line taken affords strong presumption that it does not afford the best means of corn. munication between the termini, and of accommodating the local traffic," and " where a Bill of inferior ;merits may be brought be fore Parliament, and where a preferable scheme is in bons pie contemplation, although not sufficiently advanced to come simul taneously before Parliament.' In this case it was strongly urged upon us by representations from Barnstaple, Ilfracombe, South Melton, and Tiverton, that the proper direction for a line to place Barnstaple and North Devon in connexion with the railway system of England, was by Tiverton, and not by Crediton and Exeter. line, as altogether impractical, and to confine ourselves to the sole question of th• coast line from Plymouth to Falmouth. This line is only 66 miles in length, and the works are not, on the whole, of a very heavy character. The advantages of a Tiverton line were stated to be, that it would save 20 miles in distance upon the great bulk of the traffic of the district going towards London, Bristol, and the north, as compared with the Crediton route; while for the much smaller portion of the traffic going towards Exeter and Plymouth, it would only involve a circuit of about eight miles. Also, that it would accommodate a more populous district, retain the traffic in its ac. customed channel, connect Barnstaple and South Molton with Tiverton, and require the construction of only about 34 miles of new railway as compared with S - 4 miles. It is further stated that a Tiverton line would enter the town of Barnstaple, and admit of an easy extension to the coast of the Bristol Channel at Ilfracombe ; while the Crediton line would terminate at a point separated front Barnstaple by a navigable river nearly half a mile wide. Although not in a position to express a definite opinion how far these arguments may be correct, and may outweigh any that can be urged in favour of a Crediton line. el' whether the existence of the two lines may be absolutely incompatible, we consider that a sufficient prima facie case has been established to make it desirable that the question should not be prematurelydecided by sanctioning the Crediton scheme before it is ascertained whether a practicable line can be formed by way of Tiverton. ; and before an opportunity has been afforded to Parliament of a deliberate comparison of the advantages of the two schemes. The total length of cutting exceeding 30 feet in depth, is only four miles, and it has only one cutting of half a mile, at a depth exceeding 50 feet, at and beyond which depth the central line had eight miles of cutting. It has only 2i miles of embankment at a height exceeding 40 feet, and only half a mile, as compared to nine miles of the central line, at a height exceeding 70 feet. There is but one tunnel of 580 yards, and 739 yards of viaduct, at heights varying from 20 to 106 feet. . . We have to state our opinion, therefore, that, upon public grounds, it appears to us to be desirable that the Crediton and Barnstaple, and Exeter and Crediton schemes should be postponed until a future period; and we are fortified in expressing this opinion by the consideration that, until it is known what decision Parlia ment may come to with reference to the Cornwall and Devon Central line, the question of railway communication for North Devon can hardly be properly entertained. The only other scheme in this district is the Newton and Torquay, a short line, of ei miles in length, to Torquay from the South Devon Railway. This line is proposed to be constructed by an independent Company, but it is manifestly too short to support i t it lf,' and must be conside re d as a b ranc h of t h e S out h Devon line. As the South Devon R a il way i s not yet completed, and i t i s not certain whether the atmospheric or locomotive system of pro pulsion may be ultimately used upon it; and as the branch in question has heavy works, severe gradients and turves, and a ter minus apparently not very well adapted for local convenience, and is moreover strongly opposed by a respectable body of residents in the town and neighbourhood, as uncalled-for, and calculated to in. jure the place ; it appears to us in every respect desirable that the construction of it should not be at present intrusted to an inde pendent Company, but that the consideration of the scheme should be postponed until the South Devon Railway is Rather advanced towards completion, when it will be better seen whether a branch for the accommodation of Torquay may be properly undertaken by the South Devon Company. In conclusion, we beg to draw attention to .the passage of the Fifth Report of the Select Committee of last year, in which it is stated, in recommending that reports should be made to Parlia ment by this department upon railway schemes, "That so such report should be held to prejudice the claims of private persons, the examination of which should be altogether reserved to the Houses of the Legislature." There does not appear, therefore, to be any material difficulty in the way of the coast line, as regards expense of construction. The probabilty of a sufficient traffic is also greater upon this line than upon the central line ; since, in the event of the latter not being constructed, it will command the greater part of the same through traffic, while it will probably obtain a much larger local traffic in proportion to its length, passing as it does through a more po pulous district, and connecting Cornwall with the large and im. portant towns of Plymouth and Devonport. We are of opinion, therefore, that the extension of the coast line from Plymouth to Falmouth may fairly be sanctioned as a com. mercial speculation, and that, in this point of view, it affords the only practicable means at present of extending railway communica. Lion to the county of Cornwall. The principal objections to the line arise from the nature of its curves and gradients. The ruling gradient of the line is lin 60, at which high inclination there are no fewer than 28 planes, whose united length amounts to very nearly 26 miles. There are four planes even steeper than this ; one of a mile in length, being at 1 in 45, and three others at lin SO. Generally speaking, these steep inclines are for short lengths, and undulating, the longest being an incline of 1 in 60 for two miles six chains. In submitting to Parliament, in conformity with the recommen. dations of that Committee, the results at which we have arrived, with a view to the information and assistance of Parliament in forming a judgment upon the schemes in question, in so far as our report may be available for that purpose, we are anxious that it should be distinctly understood that we have arrived at these re. sults solely upon public grounds, and to the exclusion of all consi derations how far such results might require to be modified by a d ue regard for private rights and interests. DALHOUSIE. D. O'BRIEN. G. R. PORTER. T. CODDINGTON. . & LAING. NORFOLK AND SUFFOLK. The curves of the line are also very severe, there being above 60 curves, of 15 chains radius, and several others approaching the same degree of curvature, and many of these curves are upon steep gradients. REPORT OF TAE RAILWAY DEPARTMENT OP THE BOARD OF TIWILDL ON THE SCHEMES FOR EXTENDING RAILWAY C•MM VINICLTION IN THE COUNTIES OP NORFOLK AND SUFFOLK . Railway Department, Board of Trade, Whitehall, March 4. The Board constituted by hfinute of the Lords of the Committee of Privy Council for Trade, for the transaction of railway business, having had under consideration the different schemes deposited with the Railway Department for extending railway communication in the counties of Norfolk and Suffolk, have determined on submit ting the following report thereon for the consideration of ?arils. ment The promoters state that the line has been laid out with a view to the adoption of the atmospheric system, upon which system the gradients and curves might not be objectionable. In ow report upon the Newcastle and Berwick schemes, to which we must here refer, we have fully stated our views with re.. gard to the atmospheric system, and the reasons which make it impossible for us at present to assume its complete success in making a comparison between competing schemes. In the present instance, these considerations might be somewhat modified by the circumstance that, in our opinion, the central scheme cannot be It is necessary to premise, that in the year 1936 the Eastern Counties Railway Company obtained an Act to make a line from London, by Colchester and Ipswich, te Norwich and Yarmouth, but owing to circumstances, which it does net appear to us ne cessary to enter upon, they were unable to proceed beyond Col cheater, a distance of bl mil es. To complete the dropped portion as far as Ipswich, powers w ere granted by Act of Parliament, in 1843, to the Eastern Union Company, whose line is now in course of construction. In 1842 the Norwich and Yarmouth Railway Act was obtained his railway is now in use. In 1844 the Norwich and Brandon Railway Act was passed, for the purpose of connecting Norwich with an extension from the Eastern Counties Railway, th e Bill for which also passed i n 1844, and the line is in course of construction. The railway projects to traverse the district in question which have been submitted to Parliament in the present session, Ray be classed under the following heads Schemes to connect Norwich and London, vlz. : Dies and Colchester Junction. In connexion with the Norwich and Brandon—Dies Breach. Eastern Union—lpswich and Norwich Extension. London and Norwich Direct. Branch Schemes, and Schemes connected with the principal Schemes; viz.:— . . considered as practicable, and therefore not as entering into com_ petition with the coast line. Also, the comparison is ■ot with a line which offers good locomotive gradients, those of the central line being also severe, as we have already seen. At the same time we feel that these circumstances do not obviate the objections which may be urged against sanctioning any line which, in the present state of experience, cannot be consi dered practicable for the locomotive engine. Upon this point we have fully stated our views, and the conclu. sions which experience appears to justify, in our report upon the Manchester and Leeds district, to which we ►eg to refer. From these facts it does not appear that experience •would war rant us in pronouncing the gradients and curves proposed upon the Cornwall line to be absolutely impracticable, or dangerous for the ordinary locomotive engine; and nothing short of this would, as we conceive, justify us in reporting to Parliament an opinion ad. verse to a line which affords, in our belief, the only practicable means of attaining such an Important object as the connexion of the county of Cornwall by railway with the rest of the kingdom. The necessity of a passage of the Hamoase, involved by this line, has been strongly objected to, as calculated to create delay and inconvenience. Undoubtedly, if the comparison had lain between this line and one equally practicable in another direction, the interruption occasioned by the ferry would have been a strong argument in favour of the competing project. It does not appear, however, that this passage is in itself so objec tionable as to weigh materially in a consideration of the sole prat. ticable. line proposed into Cornwall. The ferry at the Ilamosse is in a situation sheltered from the sea, and comparatively little affected by the tides; and there appears to be no insurmountable impediment in the way of transporting the carriages and waggons of railway trains across it, by a moveable bridge worked by ma chinery, in the same manner as the ordinary traffic passing the ferry is now transported. It is certified to us by the treasurer of the Torpcint Steam Ferry Company, that the present bridge has been in operation for the last ten years, and has never on any occasion experienced interruption from the weather. Also, that the bridge crosses every quarter of en hour for 15 hours a day, Bury and Ipswich. Dies, Beccles, anal Yarmouth. Dias and Colchester—ltedham branch. Lowestoft Railway and Harbour. Eastern Counties—Colchester and Bury St. Edmund's Ex tension. Schemes in the Northern part of Norfolk; viz. Direct East Dereham and Norwich. Lynn and East Dereham. Norwich and Brandon—Dereham branch. Wells and Thetford. tants •f Norwich, Diss, and kowmarket, and their immediate neighbourhoods, who may be going to London, will have the means of travelling by railway to Ipswich, and thence to London either by railway or by water ; and a.s steamers ply constantly between Lon don and Ipswich, the accommodation afforded by them will keep down the fares on the existing line of the Eastern Counties as well as on the Eastern Union line, in process of formation, and the travellers to whom we have alluded will benefit by the competition to an extent beyond what any other combination of proposed rail ways can offer. If the Dies and Colchester Junction line be sanctioned, ne control of this sort will exist, and the steamers from Ipswich will be of no advantage to these travellers. The goods traffic will be affected in the same manner. The Dise and Colchester Junction gives accommodation to Eye; but it requires a greater number of villa of railway to be made than does the Eastern Union Extension : its promoters offer to charge 'between Dies and Norwich only on a distance equal to the length of the turnpike road between these two places ; and no rea sonable doubt can be entertained, provided they receive the sane. tion of Parliament, that they will make the line, and work it effi ciently when completed. With respect to the London and Norwich Direct Railway scheme, an inspection of the map will show that it does not fully acoommo. date even the thinly-peopled district through which it passes. It goes through Bury, but the convenience of the entailer towns between Bury and Stansted is sacrificed to obtain a short line. We are convinced that the through traffic will not, in this case, be sufficient to maintain the railway; and we believe that both the through and local traffic must be called into action to ensure a mo. derate return on the outlay. It is necessary, In this part of our report, to advert to a railway I called the Chelmsford and Bury Railway, projected:but not brought before Parliament, the plan and section and traffic tables of which have beers submitted to the Board of Trade. This railway appears to us to accommodate a more populous district than that intended to be traversed by the London and Norwich Direct Railway; its section shows that it may be done at a moderate cost; tbere is a strong local feeling in its favour, evinced by the memorials which have been received by the Board of Trade from the inhabitants of Braintree, Halstead, Sudbury, and other places between Chelms ford and Bury, who are of opinion, that if the direct line be sanc tioned by Parliament, they will be debarred from all chance of being at a future time placed on a line of railway : moreover, its pro moters allege, that even as to distance it gives as short a commu. nication to London from Bury as does the London and Norwich Direct line. However, while speaking thus of the Bury and Chelmsford scheme, we must guard ourselves against implying that we have formed an opinion en its merits or demerits, or to whether or not it is required by the district. We now only advert to the scheme in order to show, that, supposing a direct and short line of railway between Bury and London were required, a line al. leged to be as direct and as short may be formed, which at the same time will accommodate a more extensive population. We have carefully examined the traffic tables which have been furnished to us, but we cannot find evidence that at present two additional railways between London and Norwich are required. It is our duty to report, therefore, that as the Eastern Union Extension line affords a shorter communication between London and Norwich, by about five miles three furlongs, than does the Diu and Colchester Junction line; that as it accomplishes its ob jects while it requires a fewer number of miles of railway to be made ; that as it gives accommodation to Ipswich, which the Disc and Colchester Junction line does not, our opinion is, that the Ipswich and Norwich Extension is, on public grounds, prferable to the Disc and Colchester Junction, including the Die branch of the Norwich and Brandon Railway; and, further, that as the London and Norwich direct line traverses a district but thinly inhabited ; that as it does not even afford the best acoommo. dation to this district; that as the traffic which might come upon it, supposing the Ipswich and Norwich Extension line were made, would not be sufficient to support it ; and that, even if it were re quired, an equally, if not more useful line might be found, we are of opinion that there are public reasons which ought to be decisive against It. To give railway accommodation to the town of Bury St. Ed mund's, to the south and to the east, threet:projects have been formed : A branch from the Dies and Colchester Junction from Stow_ market. A branela from the Eastern Union Extension, leaving the main line at a point about two miles north of Stowmarket. An extension of the Eastern Counties Railway, which, com mencing at Colchester, is identical with the Dies and Colchester junction, to a point a little to the north of Hadleigh, where, leay.. ing the Disc and Colchester proposed line, It pursues a north easterly direction to Btry. Should Parliament refuse to sanction the Dise and Colchester Junction, the branch to Bury necessarily falls to the ground. After considering the circumstances of the town of Bury, we are of opinion that one railway towards the coast is as much as the traffic can maintain. The question is then narrowed into whether it be better to give to Bury such a communication as shall enable it to have access by railway to Norwich, to Stowmarket, to the port of Ipswich, and to London, at the inconvenience of a longer die. tame to London (see the annexed map), or whether it would be better to shorten the distance between Bury and London by grant. ing the Colchester and Bury St. Edmund's extension, at the same time cutting Bury off fto* railway communication with Norwich, Stowmarket, and Ipswich. On this point we have had no hesita tion in forming our opinion. We believe that shortening the dis. tance to London:is of lees importance to Bury than giving it a com munication with the places which we have mentioned, especially with Ipswich. If the Eastern Union Extension be sanctioned, such communication will be affbrded at the smallest cost, as the branch to Bury is the shortest line by which that town can be can. ranted with any main line : and we think that the branch will be efficiently and economically worked by the Eastern Union Corn. pany. It is therefore our duty to submit that, on public grounds, the branch from the Eastern Union Extension, called the Bury and Ipswich Railway, is preferable to the branch of the Diu and Colchester Junction, and of the Eastern Counties—Colchester and Bury St. Edmund's Extension. The Dies, Beccles, and Yarmouth proposed Railway, and the Dies and Colchester, Reedham branch, arc schemes pursuing nearly the same course, and having the same objects in view. Proceed. ing from Dirs, they follow the direction of the River Waveney, pass near the town of Harleston, and accommodate Bungay and Beccles—the Diss, Beccles, and Yarmouth line terminating in the town of Yarmouth; the branch line terminating at Reedham, on the Norwich and Ifarntouth Railway. The lines would not be (comparatively) expensive, nor difEcult of construction. We entertain, however, strong doubts whether such a line of railway is at present required. A navigable communication runs close to a large portion of it, with which it would bave to compete. We believe that the traffic would be insufficient to maintain an inde pendent Company ; a line of railway which is not remunerative to the proprietors is likely to bo inefficiently worked; the publis suffer, capital is sunk, and a check is given to railway combinations, which might, in a cheaper, if not in a better manner, meet the wants of the community. If the Legislature grant the Dias and Colchester Junction scheme not so much objection would exist to the Disa and Reedhana branch. A branch may not be in itself ♦ery remunerative, but so long as it forms a portion of a thriving concern, it will be w o rked dn. ciently, and it will bring additional traffic to the main line. But if Parliament refuses to sanction the main line, the branch falls to the ground. Having weighed all these circumstances maturely, we conclude, that until a better combination presents Itself, it Is desirable to postpone the establishment of additional railway communication between Dies and Yarmouth. Looking at the number of these schemes, we cannot but remark on the extent to which railway speculation has gone for the con. struction of lines In thi: district, and the improbability of the Legis lature sanctioning at present morn than a small portion of the pro jects which we have enumerated. The Norwich and Yarmouth Railway Company project a branch from the Reedham station to Ladden, four miles four chains in length, of easy construction and moderate cost, to accommodate that place. There do not appear to us to be any public grounds of objection to this scheme. Connected with the Norwich and Yarmouth Railway also is a project for making a railway about eleven miles long, commencing also at the Reedham station and terminating at Lowestoft. The ground is favourable to the undertaking, and we see no public grounds whatever for objecting to it. The Norwich and Brandon Railway Company desire to make a deviation of their original line, which was to have posed in a straight direction, at a distance of two miles from Thetford, in a manner which shall accommodate that town more effectually, under an arrangement with the inhabitants agreed to last year. Considering that the proposed deviation is made in favour of a town having four thousand inhabitants, that the distance between the terminal points thereby increased will be inconsiderable, and that the Company are willing to bind themselves in their Act not to make an extra charge upon the public for their conveyance over the extra distance, we are of opinion that the circumstances justify the deviation in question. The Wells and Thetford Railway scheme is intended to pass than the port of Wells, through Fakenham, Little Walsingham, East Dereham, and Walton, to Thetford, the whole distance being forty. two miles. For twenty miles, front Wells to East Dereham, the earthworks are considerable, if net heavy ; from East Dereham to Thetford they are less, but will amount to an average in their magnitude and cost: on the whole, the construction of the line will be laborious and expensive. The population of the district is thin : there are scarcely any public conveyances; and the great majority of the proprietors along the line oppose the scheme, as being unnecessary, and incapable of sustaining itself. We here beg leave to draw attention to the following extract ftom the fifth report of the Select Committee on railways : " The willingness of parties to expend capital in a new railway is not to be at once taken as a sufficient ground for granting the necessary powers, since proprietary rights are not to be set aside, excep t for adequate and clear public advantage; since there is no public advantage in the construction of a work which cannot afford remuneration ; since there cats be no security for the work. ing of a railway, except its yielding a profit; since there may be sometimes indirect purposes in the proposal to construct new lines, tending not to the increase, but to the ultimate limitation of rail. A main object to be attained is the through communication be. tween Norwich and London, keeping in view at the same time the imperative necessity of giving to the intermediate towns the most convenient railroad to the metropolis, and to each oth er. P arl i a. went, by granting the Eastern Counties Company's A c t , i n 1636, established the proposition that Norwich ought to have a good railway to Londen ; the present course of the Norwich and Bran don, by the Northern and Eastern Railway, cannot be considered adequately to attain that object. The Diss and Colchester Junction commences at th e present termination of the Eastern Counties Railway, at Colchest er , th ence proceedsthrough Stowmarket, andrket Brandon line, by which, Eye, and Di ss, where itjoinsthe Diss h the to Norwich branch adl c o i g f traffic may proceed by the Norwich and Brandon to Norwich and Yarmouth, to the eastward, or by Brandon, to the westward. The Ipswich and Norwich line is intended to proceed from the ternalna. ion of the Eastern Union Company's line at Ipswich, to pass by Stowmarket, to leave Eye nearly three miles to the east, and after going close to Diss, to enter Norwich on the south side of that town, then The proposed London and Norwich Direct line commences at Elsenham, on the Northern and Eastern Counties Railway, about three and a half miles beyond the Bishop Stoat - cord station, passes two rlav er miles i 1 I and t Clare, . the wes t t h through Thh a ug Bury ited, St. Ed ea urnl midway between and joins the h Norwich and Brandon Railway at Thetford. These lines have no engineering difficulties to encounter, and may be constructed at a moderate cost. The lengths of these lines are : Miles. Chains. Eastern Union Extension ........ ... .. 45 is, Diss and Colchester Junction , including • the Diss Branch .• • London and Norwich Direct The distances respectively by 4 5 11 these proposed lines, between London and Norwich, aro— _ _ way enterprise, and of public accommodation as connected with it." After a careful investigation of all the circumstances, we cannot but conclude that the Wells and Thetford Railway scheme properly belongs to the class of projects to which the Cora- mittee have alluded, and that public ;mons seem to be decisive give the best communication between East Dereham and London ; that considerable advantage would be derived from it by the district which it is proposed to traverse, we are bound to report that we believe it would be far better if Parliament were to postpone its sanction to this scheme until the completion of such main and principal railways as are now in course of construction, or may be constructed under powers granted in the present session, shall have made it clear that this miner line is needed in the district. Another mode of giving railway accommodation to East Dere. ham is proposed by the Norwich and Brandon Railway Company, who project a branch from Wymondham, at nearly right angles to their line, to terminate nearly in the centre of the former town. Its length is eleven miles and three quarters, and its cost for a single lice of way, with bridges and works sufficient for a double line of way, is estimated at 85,000/. The promoters of the scheme are prepared to admit into their Act a clause to prevent them from charging on the circuitous route thus proposed between East Dereham and Norwich for a greater distance than the length of the present turnpike.road between these two places. We have stated cur belief that there is not sufficient traffic to support a direct and independent line between East Dereham and Norwich ; we entertain doubts whether there is enough to main. tain a branch, and it is admitted that between East Dereham and Vs'ymondham there is no traffic at present existing. If either line were to be made, we should give the preference to the direct line, for the reasons already mentioned. If the branch were made, we are convinced that the direct line would never be constructed ; and then, supposing that eventually a railway were carried to Swan*. ham and Lynn, the traffic between these towns, as well as East Dereham, and Norwich and Yarmouth, would be doomed to the circuitous route by the branch proposed. We beg to refer to the following passage from the filth report of the Select Committee on Railways, which beers on the question : " It is, moreover, to be recollected, that new lines of railway are sometimes projected for the purpose, not of increasing, but of restricting railway accommodation. Cases may occur in which a Company, fearful of the competition of a parallel line, although at some distance, and calculated to afford so much of additional accommodation to the public as fully to warrant its construction, may throw out a lateral branch across the district to be traversed by such parallel line, which, although affording only a circuitous communication with the terminus, may, nevertheless, materially increase the facilities of Parliamentary opposition to the new line. Such a case would be an example (always presuming that the branch could not be sustained by its own proper traffic) of Competition of an objectionable kind, operating by anticipation." We must, however, in justice to the promoters of this branch, state our belief that they have not put the scheme forward with any intention er purpose beyond that which the project bears on its snr. faee, viz., the legitimate connexion with East Dereham. But we conceive that the principle here laid down is applicable to the case ; and en the broad ground, that no determination should be formed as to these short local lines until the direction of the arterial lines be settled, we beg to report our opinion that the East Dereham branch of the Norwich and Brandon Railway, as well as the Direct East Dereham and Norwich Railway scheme, ought to be post poned,. The:Lynn and EastDereham Railway scheme has for its ultimate object the completion of a direct line from Yarmouth to Lynn. In the first instance, however, the promoters purpose, if their project receive the sanction of Parliament, to confine their operations to making a railway between Lynn and Swatyham, a distance of about fifteen miles, dropping for the present the remaining portion of their scheme, as they are uncertain which of the two lines in. tended to terminate in East Dereham may be sanctioned, and it would be necessary for them to bring in their line to that town to agree with the terminus which wou Id eventually be fixed upon. The line presents no engineering difficalties ; it Is easy of con. struction, and its cost Is estimated at 120,000 t. The traffic tables which have been received at the hoard of Trade show that a considerable profit might be expected ; but certain parties who oppose the scheme have flirnished other returns, showing that the traffic will be quite insufficient to justify the making of the railway. There is no reason to question the estimate or the counter.estimate. Between the twe it is difficult to judge ; and we do not possess the means of procuring such data as might enable us to give a positive opinion. All we can say on this point is, that the traffic is doubtfUl. We do not think that a railway scheme which is confined to the towns of Lynn and Swafrham has sufficient public grounds to rest a case upon ; though, as forming a portion of a continuous corn. tnunieation between Yarmouth and Lynn, we see no objection t• it. It is also possible that granting permission to make a portion of the line may prevent the remainder being executed. The scheme, therefore, as a whole, depends on the fate of other Corn. ponies. In these circumstances, it becomes our duty to report our opinion that it is advisable to postpone the sanction of this scheme until consideration shall have been given by Parliament to the East Dereharn and Norwich lines, and until the requirements of the whole district be ascertained, together with its capabilities for sup. porting railway communications through it. In conclusion, we beg to draw attention to the passage of the fifth report of the Select Committee of last year, in which it is stated, in recommending that reports should be made to Parliament by this department upon railway schemes, " That no such report should be held to prejudice the claims of private persons, the exa. urination of which should be altogether reserved to the Houses of the Legislature." In submitting to Parliament, in conformity with the recem. mendations of that Committee, the results at which we have ar. rived, with a ♦iew to the information and assistance of Parliament in forming a judgment upon the schemes in question, in so far as our report may be available for that purpose, we are anxious that it should be distinctly understood that we have arrived at these re. sults solely upon public grounds, and to the exclusion of all eonsi. derations how far such results might require to be modified by a due regard to private rights and interests. Miles. Furlongs. By the Eastern Union Extension........ 113 1 Dim and Colchester Junction . 118 4 London and Norwich Direct The Eastern Union scheme accommodates on the whole a greater extent of population, although it but indirectly accommo dates the town •f Eye. The Dias and Colchester Junction scheme entirely omits the important town of Ipswich, and would leave it without any reasonable communication to the northward. The London and Norwich Direct line goes through a district less populous than either of the others. DALHOUSIE. C. W. PASLEY. G. R. PORTER. S. LAIN*. against it. The Direct East Dereham and Norwich projected line is to con nect the town of East Dereham with the city of Norwich. The main line is 15 miles and 111 chains ; the Bowtherpe branch, .5 miles 40 chains; the Lakenham branch, 2 miles 46 chains ; an other small branch, I mile 8 chains; in all, 22 miles 24 chains. The line does not appear to offer any remarkable difficulties in the RAILWAY BUSINESS IN PAR LIAMENT. THURSDAY, MARCH 6. Glasgow, Paisley, Kilmarnock, and Ayr Railway,—Report from Select Committee on Standing Orders read ; 'Jill ordered to be brought in by Mr. Hastie, and Mr. Alexander Oswald. Glasgow Junction Railway,—Report from Select Com mittee on Standing Orders read; Bill ordered to be brought in by Lord James Stuart and Mr. Hastie. Trent Valley Railway Bill,—" for making a Railway from Stafford to Rugby," presented, a n d rea d a fi rst t i me. rn Blackbu, Darwen, and Bolton Railway,—Petition for Bill reported ; report referred to the Select Committee on Stand ing Orders. Oxford, Worcester, and Wolverhampton Railway,—Peti tion for Bill ; referred to the Select Committee on Petitions for Private Bills. Standing Orders Committee,—Resolutions reported ; 1. " That, in the case of the Heywood Waterworks (No. 1.) petition, the Standi ng O r d ers oug h t not to be dispensed with. 2. " That, in the case of the Clydesdale Junction Railway petition, the Standing Orders ought to be dispensed with : That the parties be permitted to proceed with their Bill, on forthwith correcting the error on the section deposited in the Private Bill-office; and that the Committee on the Bill do examine, in the first place, how far such Order has been com plied with, and do report the same to the House on the report of the Bill." 3. " That, in the case of the Shrewsbury and Birmingham Railway petition, the Standing Orders ought not to be dis pensed with." construction, and the work to be done is below an average glum ti y. The promoters of this scheme hays sent to the Board of --- Second resolution agreed to.--Report to lie on the table. London, Worcester, and Scuth Staffordshire Railway,— Report from Select Committee on Sta n di ng O r d ers rea d Bill ordered to be brought in by Mr. Robert Clive, Mr. Tan , cred, and Mr. Benbow. Trade tables of estimated traffic, which show receipts equal to about 1,7751. per mile per annum, which if proved, would justify an approval of the scheme. But on referring to the returns trans. witted to the Board of Trade by the Norwich and Yarmouth Rail. way Company, we tied the gross amount of receipts from the Ist of July to the 3lst of December, 1844, to have been 11,3831. I es. Id., which, on a length of :20 miles 51 chains, gives an average of about 4001. per mile for the half-year, or 8001. per mile per annum. We do not mean that the traffic between Norwich and Yarmouth is precisely analagous to that which would be found on the line proposed to be made between East Dereham and Norwich, because both the latter are inland towns; but still there Is sufficient siren. larity to eatisfy us, in the absence of more positive proof, that if, between two such important places as Norwich and the port of Yarmouth the traffic is no greater than what we have stated it to be, the traffic between Norwich and the inland town of East Dereham must be much lees. We are inclined to believe that experience of the actual receipts of a line worked under circumstances favourable to traffic is a better guide to the probable receipts of a line In the same district, than any traffic estimate can be, however carefully prepared. To us, there. fore, the traffic tables to which we have alluded do not convey any proof than the line could be, at present at least, remunerative. The strong probability that the railway, if made, would not pay more than, if so much as, its expenses, constitutes our chief but strong ground of objection to the scheme. Its very independence—the absence of support from any railway Company capable of guaran. teeing to the public its being efficiently made and worked—is on. favourable to it. And though we admit that the direction of the line is good; that opening a communication through the northern part of Norfolk towards the port of Lynn is desirable ; that in con. flexion with the Eastern Union Betension It would, in our opinion, Sheffield and Rotherham Railway,—Pctition fir Bill ; re ferred to the Select Committee on Petitions for Private Bills. Dunstable and London and Birmingham Railway,—Peti tion for Bill; referred to the Select Committee on Petitions for Private Bills. NOTICES GIVEN AT TILE PRIVATE BILL-OFFICE, Mancit 6. Ulster Railway Extension,—Second reading, Monday, March 10. Direct Northern Railway,—Committee on petition, Mon day, March 17. Surrey Iron Railway Company Dissolving,—Committee on petition, postponed from Monday 10th till Friday 14th March. Cambridge and Lincoln Railway,—Second reading, Mon day, March 10. Glasgow, Garnkirk, and Coatbridge Railway,—Committee on petition, Monday, March 17. South-Eastern Rail ways,—Corn mittee on petition, adjourned till Thursday, March 13. London and Croydon Railway (Kentish Lines),—Com mittee on petition, Monday, March 17. Northumberland Railway,---Committee on petition, Thurs. day, March 20. London and Croydon Railway Enlargement aid Orpington Branch,—Committee on petition, Monday, March 17. Taw Vale Railway and Dock,—Committee on petition, Monday, March 17. Monmouth and Hereford Railway,—Committee on petition, Monday, March 17. Harwich and 'Eastern Counties Junction Railway,—Com mittee on petition, Monday, March 17. Oxford, Worcester, and Wolverhampton Railway, —Com mittee on petition, Monday, March 17. Midland Railway Branches,—Committee on petition, Mon day, March 17. bunstable and London and Birmingham Railway,—Com mittee on petition, Monday, March 17. Oxford and Rugby Railway, --Second reading, Monday, March 10. Edinburgh and Glasgow Railway,—Second reading, Mon day, March 10. York and North Midland (Goole Branch) Railway,—Se. cond reading, Monday, March 10. West Cornwall Railway,—Second reading, Monday, March 10. Rye and Tenterden Railway,—Committee on petition, Monday, March 17. Lynn and Ely Railway,—Second reading, Monday March 10. Belfast and Ballymena Railway,—Second reading, Monday March 10. If the Eastern Union scheme be carried into effect, the inhabi. Sheffield and Rotherham Railway,—Committee on petition, Monday, March 17. SHAFTESBURY ELECTION. l o e o c k tio p n la fo c r e a th 3if s em d b a e y r , SuArrEsnURY, ltiancti About one o'clock, Mr. Sheridan, of Parliament for this borough s.—The e t v.w.hitehnoubtlorp. opposition. About Brinsley Sheridan was retu rne d , friends wn a - n h d a s : . band her e o , f t m h e u music, al walke d from his forms followed h b3 c : t a el by Mr. Robert Graves, and seconded b y M r. W. Hannen. having been gone through , Mr. Sheridan was p ropose d fe to w th fri e No other candidate being nominated, the Mayor, J. L. Buck land, Esq., declared that Mr. Sheridan was 4114 Buck Mr. SHERIDAN afterwards addressed an assemblage of 600 or 700 persons from the balcony of the Town-hall. In his speech, he expressed his obligations to the Con servatives, who had supported him on the ground of peace. He declared his belief that the Government of I,ord Melbourne and Lord John Russell was the best the nation ever had ; he did think the Conservatives had as much cause to complain of Sir Robert Peel as they had of Lord Melbourne.—(A voice, " Oh! more." —Great laughter.) Sir Robert Peel reminded him of a story of two ladies is a steam-boat on an American river: one cried " Open the window, or I shall die!" the other exclaimed "Shut the window, or I shall expire!" WHITE HART COMMERCIAL HOTEL, SOUTH-STREET, EXETER. SUMMERS returns his grateful acknow e• ledgments to those Friendi who have so liberally supported Min since he became Proprietor of the above house ; and at the same time begs to assure them that no exertion on his part shall spared to insure their future favours. To his Commercial Friends, in parti cular, he wishes to offer his grateful thanks, and being one of their number, he is fully aware of the impor ante attached by them to domestic arrangements, he has therefore made it his study to com bine the comforts of a home with those of a 111 - g -rate commercial establishment. IN stables are not excelled in the West of England, being large, loose, warm, well ventilated, and comfortable boxes. A lock-up Coach-house. An Omnii•us to and from the Station for every '(rain, BRITANNIA LIFE OFFICE, 1, Princes-street, Bank, and 448, West Strand, London, January 1, 1845. Notice is hereby given, that the BUSINF,SIA 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 sans rates of premium which they aow pay, and without any charge for stamp-duty ; and all claimants on policies issued by the said London and Westininstor Mutual Life Assurance Society are informed that such elahns will he discharged by the Diree tern of this Company, a soon as the the same shall have been substantiated. PETER MORRISON, Resident Director. ENCYCLOPiEDIA BRITANNICA. SEVENTH EDITION. Edited by Professor NAPIER. The work is now completed In twenty-one volumes quarto, and may be had in every variety of binding. An Index of 65,000 references, compiled with great industry and judgment, is appended to the work, forming a ready key to its multi farious contents. _Adam and Charles Black, Edinburgh ; and sold by all Itooksellers. FOURTEENTH EDITION of the SILENT FRIEND on Human Frailty, with Coloured Engravings. Just published, price is: 6d., free by post (in a sealed envelope) 3s. 6d., THE SILENT FRIEND; a Medical Work on the Infirmities of the Cenerative System in both sexes ; and on the loss of the reproductive powers, with means of restoration. The baneful effects of solitary indulgence, neglected syphilis symp toms, &c., are fully pointed out. Illustrated by Engravings ; followed by observations on Marriage, with plain directions for the removal of certain disqualifications. By K. and L. PERRY and Co., Consult ng Surgeons, London. Published by the Authors, and may be ad at their residence, 19, BEINERS-STREET, OXFORD-STREET. Sold by Strange, 21, Paternoster-row ; Hannay and Co., 63, Ox. ford-street ; Gordon, 146, Leadenhall-street ; Purkiss, Compton. street, Soho; and all Booksellers. . . "We regard the work before us, the Silent Friend,' as a work embracing most clear and practical views of a series of complaints hitkcrto 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 bas left such a favourable impression •n our minds, that we not only recommend, but cordially wish every one who is the victim of past folly, or suffering from indis cretion, to profit by the advice contained in its pages."—Age and Argue. " The authors of the Silent Friend' seem to be thoroughly con versant with the treatment of a class of complaints, which are. we fear, too prevalent in the present day. The perspicuous style in which this book is written, and the valuable hints it conveys to those who are apprehensive of entering the marriage state, cannot fail to recommend to it a carelbl perusal."—Era. The CORDIAL BALM of SYRIACUM is exclusively directed to the cure of nervous and sexual debility, irregularity, weakness, loss of appetite, indigesticn, consumptive habits, and debilities arising from excess, Sac. In bottles, price I Is., or the quantity of four in one bottle for 335., by which Ils. are saved. The five-pound cases may be bad as usual. The CONCENTRATED DETERSIVE ESSENCE, as anti-syphi litic remedy for searching oat and purifying the blood from scurry, blotches en the head, face, and body, ulcerations, and those painful affections arising from improper treatment er the effects of mercury. reaming secondary symptoms, and all eruptions of the skin. Price I is. and 335. per bottle. TERRY'S PURIFYING SPECIFIC PILLS, price 2s. 9d., 4s. 6d., and Pie. per box, are the most effectual remedy for strictures, inflam mation, irritation of the bladder, Am, without hindrance to business. Consultation fee, if by letter, It. Minute detail of cases necessary. Messrs. Perry are in daily attendance, for consultation, at their:re ridence, 19, Berners-street, Offord.etreet, London, from 11 till 2, and 5 till 8. On Sundays from iu till 12. One personal visit Is only ne cessary to effect a permanent enre. By the death of Major-General Clement Hill, on the 20th January, a general officer's staff appointment has become at,Madras. THE GLASS ➢IANUFACTURE IN IRELAND.—We are glad to perceive from the following paragraph in the Cork Reporter, that the propoeed repeal of this tax is likely to lead to a revival of that trade in Ireland :—" We under stand that the glass manufacture is shortly to be revived in the city of Cork. It is said that ten thousand pounds is forthcoming to be embarked in it. At present there are some encouraging prospects for this trade, now that all duty is to be taken olr, and a clear stage and no favour' given to it in both countries." . SIGRT IND HEARING.-39, Albemarle-street, Picca dilly. Newly-invented spectacles, telescopes, opera glasses, microscopes, &c. Patronised by Generals Sir Edward Paget, Sir Evan Lloyd, Frederick Meister, Clayton, Galway, Grosvenor, Morrison, I)yott, Robert son, and Mackenzie ; Major-Generals Sir IL Elphin stone, P. Fyers, D. Macleod, Hamilton, and Wemyss ; Lieut.-Generals Sir Henry Bouverie, Sir J. Macdonald, Sir R. Barton, Sir T. Dallas, Lord ,John Hay ; Admirals Sir George Cockburn, Sir George Munday, Sir G. Martin, Sir James 11. Whitshed, Sir D. Gold, and Ross. By the use of these newly-invented spectacles, imperfect vision becomes preserved and strengthened, and very aged persons are enabled to employ their sight at the most minute occupation, and can see with those lenses of a much less magnifying power, nor will they require the frequent changes to further helps ; also newly-invented achromatic waistcoat-pocket telescopes and opera glasses. Every kind of telescope of larger size with increasing powers, for shooting, sea purposes, and, upon stands, for astronomical purposes, with the same celebrated lenses, the powers are so great, and the lenses so bright and brilliant, that minute objects at an extraordinary distance are brought completely under the eye. Sportsmen, tourists, and sea-side visitors will have a great treat. Their invisible voice conductor gives immediate relief to old standing extreme cases of deaf ness. Caution—Messrs. S. and B. Solomons, optician s and aurists, are not in any way connected with a person of the same name in their immediate neighbourhood, nor in any part of the country. To prevent mistakes be cautious and observe, only to be had at 39, Albemarle street, Piccadilly, opposite the York Hotel. - / ciZ .e-2," - Mr. ROBERTS, a Conservative, addressed the meeting amidst considerable opposition, observing there was a large amount of Conservative blood running through the town; but the Conservatives had not opposed Mr. Sheri dan, because they wished to preserve the peace of the borough. Thanks were then voted to the Mayor, sad the pro; eeedings terminated. A _TIVIOSPHER IC RAILWAYS PETITION OF JOSEPH IYAGUILAR SAAIUDA AND SAMUEL CLEGG. The humble petition of Joseph D'Aguilar Samuda and Samuel Clegg, humbly showeth, That your petitioners are the inventors and patentees of the Atmospheric System of Railway. That this system presents various advantages in regard to speed, safety, comfort, and economy. That a very high velocity, higher than any that is prac ticable under the common locomotive system, may be attained by means of this power, the trains being at the same time considerably lighter by the absence of an engine and tender. That the tube being dimly fastened to the ground, and the train linked to it by a strong iron plate, the chance of the carriages running off the road is greatly diminished, and thereby the passage of the train round curves is rendered much safer, the connexion with the piston always tending to counteract the centrifugal force. That from the nature of this system, as it is impossible to work both ways at the same time in one length of tube, it is absolutely impossible that two trains should ever meet, and thus the danger of those collisions, of which there have been so many fatal examples on locomotive railways, is, on the Atmospheric Line, altogether removed. That the comfort of passengers is greatly increased by the absence of fire and smoke and the diminution of noise. That danger and nuisance to the neighbourhood through which the trains pass is by the same means greatly dimi nished. That the mode of applying the power obtained by the Atmospheric System, and the comparative lightness of the trains, render it muoh . easier to surmount steep acclivities, and to pass round sharp curves, by means of which, in the constructioa of the line, the engineer is enabled to dispense with advantageous gradients, and thereby greatly to diminish the amount of earthwork, and generally to exercise a wider discretion in the choosing of his ground, in order to avoid local difficulties or accommodate local or public interests That in cases of passing through a difficult country a con siderable saving of expense will result from the adoption of the Atmospheric System in the construction and furnishing of a railway ready for working ; and that in no case, however easy the country, will an excess of cost for the construction and furnishing he required. That in the working of the Atmospheric System there is a great saving of expense in all cases, both in regard to the consumption of fuel, and more especially in the renewing and repairing of engines and other apparatus, inasmuch as stationary engines are far more durable, and require much less repairing, than locomotive, and the wear and tear upon the rails is greatly reduced by the absence of the engine and tender. That this system is peculiarly adapted to the werkibg of a use with frequent trains, as the power can, at a compara tively cheap ra t e , b e kept constantly ready for action, and a very large number of people may ,thus be conveyed at short intervals at low fares. That the use of the electric telegraph, to which so much importance has justly been attached, is a necessary appen dage to the economical working of the Atmospheric System, where it is desirable to have the means of rapidly communi cating from station to station, and that the Government may therefore more readily have the benefit of such communica tion under this than under any other system. That the above line has, by the consent of your petitioners, been adopted upon the Kingstown and Dalkey Line of Rail way in Ireland, where it has been worked with regularity and perfect success for the last eighteen months. That measures are now in contemplation by the proprietors of that railway for extending their line from Dalkey to Bray. That a Bill was obtained in the last session of Parliament for making an Atmospheric Railway from Croydon to Epsom ; and another enabling the London and Croydon Railway Com pany to make an independent Atmospheric Line from Lon don to Croydon. That various schemes have been promoted by the London and Croydon, and other Railway Cempaiiies, for making lines of railway upon the Atmospheric System, some of which arc now before your Honourable house; and your petitioners humbly conceive that it would be good for 'the public in terest, as well as a source of profit to your petitioners, that such schemes should receive the sanction of Parliament. That your petitioners humbly conceive that they, as patentees of the Atmospheric System of Railway, have been and are greatly prejudiced by a report new lying before your Honourable House, entitled, " Report of the Railway **De partment of the Board of T ra d e on th e K en ti s h and South- Eastent Railway Schemes," wherein is made, among other things, the statement following " The question is further narrowed by the exclusion of the line proposed by the'Croydon Company, London, Chatham, and Chilliam, No. 142, which, from the nature of its gradi ents, is incapable of. sustaining a serious competition with either of the other schemes. " The gradients are more severe than have ever been pro posed for a locomotive hue, 28 planes, extending over more than fifteen miles of the first thirty, being at an inclination of one in fifty. " In their subsequent projects, which are now under con sideration, the Croydon Company equally adopt the Atmos pheric System of propulsion. If that system had already been applied successfully upon any long flue of railway, the severity of the gradients in these projected lines would not have been considered so objectionable. It is clearly hcfwever impossible for us to assume the success of a system as to which much difference of opinion exists among railway en gineers, and which has not, hitherto afforded such proof of its merits as could warrant us in giving the preference to projected undertakings, the success of which must depend upon results asyet uncertain, while other projects are offered to which no such uncertainty applies." That your petitioners humbly conceive, and are prepared and willing to prove, that the above quoted statement is in correct and calculated to mislead your Honourable House: That the Atmospheric System, as invented by your peti tioners, and used and applied upon the li ne of railway from Kingstown to Dalkey, has already given abundant proofs of its merits, and such as to recommend any projected railway whereon it is proposed to adopt that system to the favourable consideration of your Honourable House. That, although the Dalkey line is only one mile and three quarters in length, yet the working thereof exhibits every result which it would be desirable to obtain upon a longer line; and that an investigation of what has there been ac complished will result in the conclusion that every extension of distance merely involves a repetition of the fixed power, and consequently a repetition (not an extension) of the effect produced, and in no way involves any further experiment or difficulty beyond that at present successfully accomplished. That your petitioners were proposed and offered to prove this fact by evidence before the Board by whom the said re port has been presented to your llonourable House : but the Board did not avail itself o f such offer. That, with respect to the opinion of railway engineers, your petitioners humbly submit and represent that the en gineers who hare given opinions adverse to the Atmospheric System have all been concerned in the invention, or improve ment, or working, of the common locomotive system ; that some of them are the makers of locomotive engines, and all of them more or less interested in the prosperity and continu ance of the present system. That, nevertheless, there are some engineers of large ex perience in the management of locomotive lines of railway whose opinions are favourable to the adoption of the At mospheric System as invented and applied by your pe titioners, but who are wholly unconnected with your petitioners, or with their patent or the profits thereof, and who have no interest whatever in the success of the Atmo• spheric System beyond that which they feel as scientific men in the progress of improvement. That the opinion of these last-mentioned persons, being free from all suspicion of bias or partiality, is entitled to the greatest weight with your Honourable House, and that your petitioners have not had the opportunity of producing the evidence of such persons before the Board of Trade. That the opinion in favour of the Atmospheric System is strengthened by the testimony of all the eminent engineers who have been deputed by the foreign Governments to in vestigate its merits, and whose testimony is the more va luable as they may fairly be considered entirely free from any preconceived bias. That there are numerous Bills now pending before your Honourable House, for making branches from, or extensions of, the main trunk railways now existing, which it is pro posed to work upon the common locomotive system. That great efforts are making by the promoters of such railways to suppress and defeat the pro g ress of the Atmos pheric System, and that, if they should succeed M. further establishing their monopoly of railway communication, the general adoption of the Atmospheric system is likely to be postponed to an indefinite period. That it is desirable for the sake of public interest that the merits of the Atmospheric System should receive a fall and searching investigation before your Honourable House is called upon to decide upon the numerous railway Bills which are now pending, the more especially as the Board of Trade, by the rejection of lines by reason of the inferiority of their (gradients, in effect condemns the Atmospheric System power of vantages sought by its adoption being the _ to a locomo • sur mounting gradients and using curves unsuited altogether, inasmuch as, one el the main ad anheAet,nanio.spherid ll eLine, d' t d would incur the expense of obtaining gradients t curves as tiv g e oe lii d ie a , s no ar e e n r g eg in e e i e r r e , d in en la a yin between two lines intended locomotive gout to be constructed on these opposite principles, the preference is to be given to that which has what are usually termed the gradients, the Atmospheric System must in all cases be conse quently if where the choice lies best rejected. Your petitioners therefore humbly pray that a Committee be appointed by your Honourable House to inquire into the merits of the Atmospheric System of Railway, and to hear the evidence of engineers and other persons upon the subject, and that your petitioners be allowed to attend before such Committee, and to be heard by counsel, or otherwise, as your Honourable House shall direct. —And ' • your petitioners .will ever pray, &c. SAMrEL CLEGG, JOSEPITA D'A. SAML7DA. FATAL ACCIDENT AT SIR F. BOOTH'S DISTIL LERY.—Thursday Mr. Wakley, M.P., Coroner, held an in quest at the Bull, Old Brentford, on Mr. Samuel Taylor, aged 83, father of the landlord, who met his death under the fol lowing circumstances. The deceased, who was an old servant at the distillery of Sir F. Booth, Bart., and Co., which ad joins the Bull, was some years since superannuated on an allowance, since which period he has been permitted to do whatever he pleased about the premises. On Tuesday he amused himself by wheeling dung in a barrow into the gar den, which chiefly occupied his attention, and was last seen doing so about a quarter before live o'clock in the after noon. He was shortly afterwards missed, when a search was made, and he was eventually found in one of the grain pits near the garden, quite dead. From the barrow being found at the edge of the pit, it is supposed that in turning the corner the barrow must have struck against something, by which the deceased, who was drawing it after him, was thrown forward and he pitched headlong into the pit, which contained two feet three inches of water, and that in falling his head struck a bar of iron attached to a large cowl which was lying in the pit, by which he was stunned, and his forehead much cut and bruised. The evidence being con • elusive that no blame was attachable to any person, the jury returned a verdict of "Accidental death ;" Mr. Waklev, however, recommending that precautions should be taken with respect to the pit to preyent similar accidents occurring, On which occasion a passenger called out " Steward, open the window and kill one of these ladies, aad then shut it and do for the other."—(Loud laughter.) The Whigs cried out for " Free-trade, and free everything." The Conservatives called out " No:" and the political Samaritan said " Shut the window for the Whigs, and then open it and get rid of the Tories."—(Laughter and cheers.) lie was opposed to a repeal of the corn-laws, because it would throw the land out of cultivation—(A voice, " No!")—and would peril the agricultural and • commercial interest. He briefly alluded to the poor•laws, stigmatising them as " harsh, pitiless, and unchristian," and said he would readily give his support toil motion for amending them. Mr. Sheridan concluded by returning thanks. ~Q` - " `~_- lij~G ~,