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

INFLUENCE OF INDUSTRY AND COMMERCE UPON CIVILISATION. (From the French of C. Dupin.) Commerce can not exist in any country without in dustry ; therefore it follows that the fruits of industry must find consumers. But production alone will not con fine industry. Its empire is more extensive, and c•m merce may be considered only as one of the branches by which it exchanges its products against a representative value. If we look for a definition of the word industry, we find that this mother of riches is the instinct which leads us to invent objects, or new processes necessary to arts and trades, in order that we may obtain in ex change the products of foreign countries, or by culture of the earth, produce greater abundance. Sueh . is industry as we can und e rstand it. This rotation of the creation of exchange existed in the most, remote ages. It owes its birth to the first na tural wants of man ; who worked to obtain the means of satisfying his wants as we find Abel and Cain did with their flocks and harvests. The exchanges at that period were natural or in kind, but they were subse quently operated upon by a value which men placed upon the precious metals, gold and silver, and also copper. From the moment when these metals represented other products, a commencement of civilisation was observed. By this civilisation society was naturally divided into two classes. The poor having little, and the rich having much. It followed that the industry of both classes procured necessaries and superfluities. The establish ment of the most industrious upo n one geograp hi ca l point gave rise to the most remarkable states. Asia, that mother of great empires and luxury, was not in debted fur her riches to the pride and conquests of kings, but to commerce, of which she was the first theatre. Tyr, or Tyrus the superb, was the fruit of the commercial industry of the Phoenicians. Carthage had tne same origin ; in short, Greece, after having been invaded by the Persians, had no ground to fear her masters, in consequence of the power she could obtain at all times by her industry. Without wishing to enu merate all the nations which existed before, or rose , after the wars of Alexander, we may merely glance at Marseilles. That colony of merchants carried to Rome the industry and civilization of Greece, with the riches of the Gauls and Spain. If, as we must all see, the birth of several great empires upon geological points, emanated from industry, their civilisation was moreover the result of the same influence. England, turbulent and cruel before the discovery of the East Indies, has since become rich, wise, and the mistress of the sea. Commerce and industry have made her one of the great empires to which we have alluded. Industry, in these facts, will present to us one of the motives of the human mind, which can apply its force to labour and the sciences. Moreover, its genius surmounts all diffi culties—its living image is seen in the nee, euning from all the flowers the pollen which it requires. But in this march of power industry is often led by chance or necessity ; yet, whatever be the cause which gives birth to the movement, it invariably brings opu lence to a country and advancement to civilisation. We may add, that its power acts not only upon the first de velopment of this civilisation, but that it can change the mural of a whole nation. For example, the stupid be come ingenious, the idle active, and the warrior pacific. France, warlike under Napoleon, is become a new na tion. Military, and brilliant in glory, she has changed her laurels, equally disastrous for the conqueror and conquered, against the olive crowns, less dazzling, with out doubt, but far more precious for the people. Without offering many examples of this change of moral of the people, produced by the influence of industry, we may look at Russia. That horde of Sclavonians (slaves), allied to other hordes of Scan dinavians, began by degrees to receive laws under Ivan IV. Their political education was so dark, that in the reign of Peter the Great they might be considered half savage, when compared with neighbouring nations. That illustrious Monarch enter tained the noble design of civilising them. In short, to accomplish that object, he felt that he himself must learn what others were ignorant of'. He quitted his Court ; travelled into all countries ; visited all factories, and dis guised his person to gain admittance into dockyards. ,In shipyards the greatest Sovereign of Europe . was at work with the quare and the axe, receiving lessonsin the lowest offices, and the companion of a crowd of work men whose knowledgehe envied and desired to possess. Fur ni,hed Hith instruction and useful observations, ho re turned to his empire, united round him learned men and artisans, whose advice he wished to follow, and whom he was qualified to command. He ordered his people to be instructed, and, to promote c i v ili sat i on, l a i d the founda tion of a new city ; hut death t oo k hi m away at the moment when industry flourished at St. Petersburgh, giving to that city the eclat which it possesses at the pre sent day. Quitting old Eur o p e , we s h a ll st ill sec c i v ili sat i on k eep i ngpece with ind us t r y. Th e U n i te d S tates o f Amer i ca, taking advantage of the lights held out by experience, had no sooner conquered and obtained their liberty under the standard of Washington, than they applied them selves to active industry, which has for years been the rival of that of England. The last picture we offer is a stronger prcof of this influence of commerce and industry. Egypt, formerly so brilliant, and so bar barous at the present day; and Greece, the country of the fine arts in ancient times, and latterly that of servitude, are indebted for the change to the loss of industry, which fled when oppression subdued the spirit of the people. Since, however, Mehemet Ali has begun to despise the brutal system of his predecessors and in some measure thrown off. the yoke of the Ottoman Government, Egypt may revive, and prove to its gover nors the real source of the riches of nations. With re spect to the inhabitants of Attica, and the Peloponnessus, devoted not long since by the ignorance of the Ottoman Porte to the most ignoble servitude, they have only had recourse to commerce since the commencement of the present century. By degrees this commerce may pro since riches. The Greeks, under the new state of their country, can now procure better education for their chil dren. Man well instructed and industrious cannot avoid feeling a noble pride, which must awaken his courage. Such is the power of industry on the morals of the people, that it will always animate their spirit, however it may be curbed or chained to the yoke of an unjust oppressive power. THE WEST INDIES. The Clyde, Royal Mail Steam Packet, Wm - . Symonds commander, arrived in the Southampton Docks this morning, at nine A.M., bringing the usual mail=, 27 passengers, and the following on freight : —10,886 dollars on Mexican Government, account; 258,861 dollars on merchants' account; 2,920 oz. gold dust, 280Ibs. platina, 7,102 oz. silver, 5,000 pearls, 199 serons of cochine IL She had the weather extremely fine in the Gulf, and continued so till the 29th ultimo, when it changed suddenly to the north, and continued to blow a fresh gale until yesterday. He r M a j es ty' s s hi p E ury di ce an d Persian French brig were at Vera Cruz, as also La Perouse, Spanish brig Patriola, Mexican squadron—two steamers, three brigs, and eight smaller vessels of war. Her Majesty's ship Thunder, surveying vessel, was lying at Bermuda. The Royal Mail Company's steamer Avon left Havannah 9th Sept. for the Gulf; Forth left Grenada for Jacmeil or Jamaica 9th; Medway at St. . Thomas 15th; Teviot at Jamaica Bth; Thames at Bermuda 20th; City of Glasgow left Grenada for Trinidad 9th ; and Reindeer for Barbadoes on the Bth of September. Her dates are Vera Cruz the Ist ult., Carthagena, 28th August, the Havannah, Sept. 11. MEXICO. We have received letters of the 29th of August from our correspondent in the City of Mexico. On the 15th instant, General Herra was elected President, by a great majority of all the department:. On the fol lowing day- the whole Cabinet resigned, according to the agreement made on the revolution of the 7th of December ast taking place, and after a week's interval the following New Ministry was appointed : Foreign and Rome Department—Senor Pena Pena. Finance—Senor Ferdinand Castillo. y War—General Araya. Grace and Justice—Sensor Iluoto The French Minister n o t having. received s atisfaction for the insult offered to him at th e end of May has broken off all communication with the Me x i can Governm en t, ent, demanded_ e o passports, and placed his nationel und er t h e the f Minis ter of Spain, as Ministre de farnille. The tariff is in a fair way of arrangement, the differences between the to o Chambers having been settled, and the de cree authorising a new tariff published. No declaration of war has taken place, and the new Cabi net, from want of money or from prudential motives, has re mained perfectly passive. The public display the greatest apathy in political affairs. The state of credit of the Treasury is at the lowest ebb, and there is no prospect of a loan being made. The army of the north is in a state of absolute destitution. General Paredes, if not in open revolt, is acting independently of the Central Government, and Filisola has arrived in Mexico to explain the cruel position of the troops. Upper California has petitioned Congress in favour of federation. THE NEW TARIFF. Jose Joaquim de Herrera, General of Division and Presi dent of the Mexican Republic to its inhabitants greeting, and informs them that the General Congress has sanctioned the following decree : " Art. 1. The Government, within forty days of the publication of this decree, will form a new tariff maritime and frontier, com • bining all the improvements which experience has shown to be ne. cessary to conciliate the interests of the Treasury of Commerce and Manufacture. " Art. 2. The tariff shall be formed on the following bases " I. The ports already open to foreign and coasting trade shall continue to be so. " 2. The prohibition on foreign goods, the introduction of which •was not allowed at the period of the original bases, or which has been sanctioned by the present Congress, shall continue in force. "3. No variation shall take place with regard to those goods which enter free of all duty, and the rules respecting them, which are found in the sth, 6th, and 7th articles of the tariff of the 25th September, 1843, still coutinue in force. "4, With respect to the duties to be levied in future, no in crease shall take place on the amount fixed by the said tariff of 1843, nor shall the duties be diminished below the standard of the tariff af 1842. Nor can the time allowed for the payment of duties be shortened; nor the duties now payabll on foreign goods similar to those manufactured in the republic be diminished, always with the understanding that, in the opinion of the Govern. anent, or the Council of Ministers, the said manufactures are pro duced in sufficient quantity to meet the actual consumption. 1 "5. The payment of duties shall take place in the maritime and inland custom-houses in Vera Cruz and Tampico, and in the general treasury of Mexieo, with the exception of such portion of said duties as are applicable to the maintenance of the garrisons of those places, and to the payment of the interest of the foreign and home debt, all whi c h dispositions shall remain exactly as they are at present. mc : t 6 h . , The new t ar i ff shall come into effect not sooner than six from this date for goods coming from Europe by the Atlantic. With regard to those arriving from the Antilles, from Asia, and the United States, or which come from Europe by the Pacific, a reasonable period shall hereafter be fixed. .. 7. No alteration shall be made in the law of the 19th February last which allows one per cent, of all duties to the public hospitals. " Art. 3.—The tariff that may be formed acc° gto r dithe C p o r n e: ceding bases shall not be altered w i t h out the concurrence of gress, which, according to its constitutional faculties, has alone the power to do so. (Signed) " Madrid, August 27, 1845." "J. J. DE HERRER A. Dispatches from the Governor of the West India Colonies, and also from the Governor of the Cape of Good Hope, were received on Saturday at the Colonial-office. RELATIVE CLOSING PRICES OF RAILWAY SHARES IN THE PRINCIPAL CITIES AND TOWNS IN ENGLAND SCOTLAND, AND IRELAND. j NAMES or RAILWAYS. v z !. A. 4 1-4 I C.) Oct. Oct. Oct. 4. 3. 3. 5% 1 CS, Aberdeen • • • • • • . • Airdrie and Coatbridge Arbroath and Forfar .... - Ditto Half Shares •. • . - Armagh, Coln, & Portrush 23 Bandon and Bantry ... - Belfast and Ballymena - Belfast and County Down - - Birknhd•Lan. & Ches.Jnc. - 11 Birmingham and Glo'ster 127% - Do. New (iss. at 716 dis.) - - Ditto Half Shares &Oxfrd.Junc. - Illckburn, and Preston - Blckburn, Darwn,& Boltn - - Bolton, Wigan, & Liverpl. - 38 - Boston, Statnfrd and firm 1% 2%i 2% Brighton, Lewes, & Hast. Bristol and Exeter. • • • • • Ditto New • • Bristol and Gloucester Bristol and S. Wales June. - British and Irish Union • . - Caledon. and Ayreh. June - Caledon. & Dumbar. June - . • • ••• • • Ditto Extension •• • . 5% 44 - :_lambridgc and Lincoln • . 5% 4% 5% Chester and Birkenhead - 60% - Ditto New Shares - 55% - Ditto Ilalf Shares .• - 30 - Chester and Holyhead - Cheltenham and Oxford 3% 2% 2% Chichester and Brighton - - Churnet Valley . • . • - - - Clitheroe Junction - 5 Clydetdale Junction - 19 Cork, Blackrck & Passage - - Cork and Bandon - Cork and Killarney .• • - Cork and Waterford •. • - Cork and Youghal Canterbury and Dover Coventry and Leicester Cornwall . • • • • • • Derby and Crewe •• • • - Direct Lon. and Manchstr Beccles, & Yarmoth - DirectMan.(Remington's) 4% 4% 4% Direct Northern 2% 3 2% Direct Norwich .• • • • .... 2 - - Dublin and Belfast June. - - Dublin, Belfast, & Colrr e - Dublin and Drogheda • ... - Dublin and Galway . • ..• - Dundalk and Enniskillen - Dundee and Arbroath. • . - Dundee and Perth......- Durham an - Lancasaire (No. 1) - - Ditto (No. 2) ........ - - Eastern Counties . 22 Do. New ............. p 12 Do. Perp. spr Ct., No. 1 - P - Do. do. No. 2 - p - East Dereham & Norwich 2% - East Union . • Ditto Extension .• • • • Edinbgh, Glas., and Dum. Edinburgh and Glasgow.. - Do. Quarter Shares •.. - Do. New Quarter Shares - Edinb. Leith, and Granton -- Do. Pref. 5 per Cent.. . - Edinburgh and Northern - Edinburgh and Peehles • . - Edinburgh and Perth.... - Ely and Huntingdon •• •• - Enniskillen and 51ig0.... - Exeter, Yeovil, & Drchstr - Fitwood, Prstn, &W. Rid. - Garnkirk and Glasgow .. - Glasgow and Ayr. ••• • • • - Do. Quarter Shares •. • • - Glasgow and Greenock .• - Ditto New . • .• • • • • • - Ditto Preference •• • • - Glasgw, Dmfries, and Car. - • Glsgw, Kilmarnck, & Ard. - - - Glasgow and Belfast Un. -3% 3% Goole and Doncaster .... 6% 7% 6% Grand Junction - 241 - Ditto half Shares .... - 120 - Ditto Quarter Shares • • - - - Ditto New Quarters .. - - - Ditto Eighths ........ - - - Grand Union . .......... 3% 4 4% Great Eastern & Western 3% 3 % 3 5 ( z Gt Grimsby & Die Extens. - 11 11 % Gt Grimsby and Sheffield - 24% 24% Gt Sthrn & Wstru (Wild) 26 - Ditto Extension ••• • Great Minister •• • • - Gt Northern of Scotland - Grt Northern of England - - Do. New 401. Shares .. - - Do. New 301. Shares .. - - Great Western 163 - Ditto Half Shares •• • • 93 - Ditto Fifths.. ••••• • • • • 37 Farehm, & Ports. 4% - - Harwich .••••••.. • • • • • • 1 t - - Hudrstlil &3fan. R. & Canl - 23% 24 Huddersfield and Sheffield - 38 - Hull and Gainsborough- - - - Hull and Selby •• •••• • • .. - 105 - Ditto Quarter Shares • . - - - Ditto llalf Shares .... 21% - - Inverness and Elgin .... - 3Gs - Isle of Jersey ..... - - - Kendal and Windermere - 10 - Kingstown and Bray .... - - - Killarney Junctions .•... - - - Lancaster and Cat lisle .. - - - Lancaster and Preston - - - Leeds and Bradford • ... - - - Ditto Extension ..... . - - - Leeds and Dewsbury.... - 35% - Leeds and Thirsk - 22 % 21 % Leeds &W. Riding June. - 13% 13%, Leicester & Birmingham 2 p 62s 3 Leicester and Bedford ... pi 41, iB9s9dl 211A1 21 88%! - 11 I - - 4 4% N - 1 - - - 53i1 - 5% - - - - - 3% ,9656c1 4% 4% 3!4 I -- Limerick and Waterford Limrck, Ennis, & KU. Jnc. Lincoln, York, and Leeds Liv. Man. & Gt N. of Eng. Liverpool and Manchester Ditto Half Shares Ditto Quarter Shares.. I Liverpl, Ormskrk,& Prstn 15656 London and Birmingham 2171/ 2 .218 Ditto Thirds .. •• • • Ditto Quarters ....... 26% London and Blackvrall .. 930 Lndn. Oxtil. & Chlinham. London and Brignton.... 71 M Ditto Consolid. Eighths London and Croydon.... Ditto New . ........ Do. Guarant. 5 per Cnt. London and Greenwich.. 10% Do. Pref. or Privilege.. London and South Westrn 79 79 Do. New Cons. Eighths 35 Do. New, 50/. Shares.. 15% 15% 161/ Do. New, 401. Shares.. 12 London and York • • 7% 6% 7 Ditto (Bawtry) ....... London and Windsor.... 1% Londn, Salsbury, & Yeovl 4% Londondarry & Coleraine 5 % '— Londonderry & Enalskilln Lynn and Ely .......... 10 Lynn and Dereham ..... 4% Manchester and Leeds .. 150% 148 Ditto Half Shares .. Ditto Quarter Shares.. Ditto Sixteenths Manchstr and Birkenhead Manchester &Birrainglim 89 90% 89 Ditto Quarter Shares.. 16% 17 16% Ditto New Quarters . 15 15 14% Do. Con. & Welsh Junc. 3% 6633 d 31anehestr,Boltn, & Bury Mnchstr, TSuxtn, & Matlk p Man. Shef. and Mid. June. Ma uchestr & Southamptn Madland ...... .......... 173 169 1 ,4 I)itto Fifths .......... '— Ditto New ........... 28 26 % Do. Con.l3irm. & Derby 130 Midind Gt Westrn (Irish) Do. Extension to Sligo Newcstl & Daringtii June. 67 210 I - 105 1105 521'i 128 — s9d It i • i : I E . .1 74 . 1 1 . , ~.4 41 0 - 2 ii I 7.7 Ds. New (Brandling).. 60 Newcastle and Berwick.. 21 21 Newcastle and Carlisle.. Nwestle, Durham, & Lan. 4% Newport & Abergavenny 2% 3!A I Newry and Enniskillen.. 3% Newark and Sheffield ... 5% North British . • • . ..... - - Ditto New Shares ... Northern and Eastern Do. Scrip (iss. at 5 dis Do. Quarter Shares North Devon .......... North Kent . • •• • • • • .. • North Staffordshire .• • North Eastern .• • • .. North Union (A) • • • • • • • Ditto (B) • . . North Wales Mineral... Ditto New Shares • • • Not tk Western North Wales —— Norwich and Brandon : Ditto New„ ... Not., Belvoir, & grant — Nottingham and al. — l4 --- 4 L Nett., Erwsh. Val. & Man. 6 4- - Nottingham & Mansfield 63- Oxford and ]firming. June Oxf',rd and Worcester .. Oxford and Cambridge .. t'crth and Inverness • ... Portsmouth Direct • • • • • • Preston and Wyre • • • • . • Ditto Half Shares •• • - Do. Pref. 5 per Ct. Guar Do. Pref. 5 per Ct. & div. Preston & Wyre Extens. Richmond &W. End June s lt e t l o g t ty s h a I C I d e ii i t I r t a l n l ti . n . g . (1 . o . i? .. ... 1 3 1 % 1 3 0 1 4 4 2'A Scottish Midland •••• • • .. 5 % 51,4 Sheffield and Manchester 150 151 Ditto Quarter Shares • . —20 N Ditto ditto (No. 2)— 17% 18% Ditto ditto (No. 3) • • 12 % 1214 Sheffield and Lincoln .• • • B al Sheffield and Rotherham Shrewsbry & Grand June. Shrewsb., Wor., & Crewe 4 Shrws.,Wolv., Dudl,& Bir 9 ihrwsbry & Trot Val. Use. 2%p Shrws, Herefd.AN. Wales South:l 0 6 1 a pu u n t t op h h : No n 3 D }. : l,3.( e i a ; v sysi n tl o s(ea. n irnr3s, 34: 1 .. . a. 36 .. n 2 8 ... (1.i. .. 8. ) . .. aD.N . . 0). • • 0v. ... .: 2. .. 2r.1 . . _ 471 - 3374:: iii 1 _.B s 1 4 9 Do. (iss. 301.) „3 Staines and Richmond ... Staffordshire & Shropshire Stirling and Dunfermline South Wales • . .. • • • • ... Tean and Dove Valley Trent Valley.. • . • 3% - - 4 4% - 6 %p 8% 8% -• 51A 514 Oct. I Oct. Oct. l'Oct 4. 4. 4. I 4, 110256, 4% - 5% 6% 1 9% 20 20s i 46scd 2 2% G6s -- - 42Z, I - 7% - - 1 - 9 i 9 -3% 4 NI sAil 614 3% 2% Do. and Holyhead June. 2% Vale of Neath ••••• -• • • 3% West London, Old Shares West End & Sothrn Coun. Wexford and Carlow .... Warwick and Cheltenham Waterford and Kilkenny -- Watrfil,Wxfd,Wick & Dub 2% Wakefield and Bradford.. Wakfld, Pontefrct, & Gool Wakefield and Harrogate --- Warwick and London. .. West Lancashire .. .. Worcester and Tring.. Whitehaven :tad Furness Do. New Half Shares.. Welsh Wet! Cornwall • West Yorkshire ........ Wilsontwn, M.& Coltness Wilts, Somrst, & Weyrath 11 1 4 Wilts, Somrst, & Southam 234 Yarmouth and Norwich . • Ditto New .•.•• • • . . • -- York and Carlisle ..... • • 5.3 i 5% 5% York and North Midland 117 Ditto Half Shares .... Ditto Scarbro' Branch 59 Ditto Selby ••••• • • • • • 87 -- Ditto Extension • • • • • • Yorkshire& Glasgow Qn, 8 -11 8% - i%I L-- 128 s pi I3s 49d I 4 -- 2„ _ - 7 1 ,4 - 773 - 579 p' i 22s p .; - 4 u I - 30s'il -- 72s p - ; % l= 16N 3%1- - - 5 0, - 2 - c;% ;%! - 8,4 - -6 161 ---- —65 s - -6% 19%1 - iv% - - I - - 9 1::: 8 P % - - r - 1- -- 1835 5- N P, - 4 p - 1 - 4 1 / 4 i -- 2%1 13 EXETER, Oa r . 4. Cornwall STOCK EXCHANGE. —The sales are--Devon and Central , 3/4 p.—Ezetez, Yeovil, and Dorchester, 1 North Devons, 131 p.—Exeter, Topsham, and Exmouth (Daw's line), 3 % p. —Ditto ( Head's), % p.—South Wales, 7 1 4—Eastern Counties, New, 71/2. SHEFFIELD, Ocr. 4. STOCK EXCOA,M;;.—The sales are—Sheffield and Man chester, Quarter Shares, No. 2, 18 ex new—Derby and Crewe, .s%—Derby and Gainsborough, 4 1 ,f—East Lincoln shire, 6:3( i —Goole and Doncaster, 63%—Grimsby and Shef field, 254—Ditto, Quarter Shares, 6l,4—Grimsby Railway and Dock Extension, 11 1 4—Manchester, Midland, and Great Grimsby, 6 5 / B —Sheffield and Lincolnshire, 7a/—Wake field and Harrogate, s%—Wilts, Somerset, and Southamp ton, V. 17s. 6d. HUDDERSFIELD, OCT. 4. STOCK EXCHANGE.—The sales are—Essex and Suffolk, 18 p.—Leeds and Liverpool Direct, 71.i—Manchester, Bir. mingbam, and Welsh Junction, 391, - - Nottingham and Bos ton, 4%—Oxford, Worcester, and Wolverhampton, 19:%, — Wakefield and Bradford, 61. ss. 9d. YORK, OCT. 4. STOCK EXCHANGE.—The sales are—Durham and Sun derland, New (guar. 5 per cent.), 5/. 6s. 6d.—Eastern Union Extension (Norwich), sw—Midland, New, 27 1 / I —Newcastle and Darlington Junction, New (Braridling), 581 , :,—North British (Car:isles), SE / 4—Caledonian Extension, 4l4—Coven try, Nuneaton, Birmingham, and Leicester, 47.—Derby and Gainsborough, 4 1 4—Grand Union, 4/. 6s. 6d.—Leicester and Bedford, 4N,—Liverpool, Manchester, and Newcastle .Junc tion, B—Lynn and Ely, 7 1 A ex call—Manchester, Buxton, &c., 101 8 1 —Newcastle and Berwick, 20%—North Stafford shire, B:Y i —North Western, 614—South Midlands, 9—Welsh Midlands, 4 1 / 2 —West Yorkshire, 15—WLt, , , Somerset, and Southampton, 12 1 4. EDINBURGH, OCT. 3. STOCK EXCHANGE.-The sales are-Aberdeen, 41. 165.- Aberdeen, Banff, and Elgin, 2/. 133. 6d.-Airdrie and Bath gate, 4/. 1.55.-Arbroath and Forfar, 251.-Ditto. Half Shares, 151-Armagh and Portrush, 31.-Banffshire, 2/. 103. 641.- 13ritish and Irish Union, 4/. 95.-Belfast and County Down, 3/. 155.-Cambridge and Lincoln, 5/. 2s. 6d.-Caledonian, 151. 12s. 6d.--Caledonian Extension, 4/. 165.-Caledonian and Dumbarton, 5/. 2s. 6d.-Clydesdale Junction, 221.-Direct Northern, 31. 23. 6d.-Dundee and Arbroath, 371.-Ditto, New, 181.-Dundee and Perth, El. 10s.-East of Fife, 3/. 165.-Edinburgh and Bathgate, 41. 53.-Edinburgh and Glas gow, cx news, 741.-Ditto, Half Shares, 14 prem.-Ditto, Quarters, 191. 10s.-Ditto, New, 151.-Edinburgh, Glasgow, and Dumbarton, 11. 12s. 6d.-Edinburgh, Leith, and Gran ton, 261.-Ditto, Preference, 211.-Edinburgh and Northern, 3/. 55.-Ditto, Newport, 11. 15s. 6d.-Ditto, Lochgelly, 2/.- Edinburgh and Perth, 4/. 165.-Edinburgh and Peebles, 3/. 11s.-Forth and Clyde Junction, 3/. 165.-Glasgow and Ayrshire, 731.-Ditto, New Stock, 211. 12s. 6d.-Glasgow and Belfast Union, 3/. 175.-Glasgow and Garnkirk, 45/. -Glasgow, Dumfries, and Carlisle, 2/. 55.-Glasgow and Greenock, 221. 10s.-Ditto, New Stock, 10/. 155.-Ditto, Preference, 21. 55.-Great North of Scotland, 3/. 175.-In verness and Elgin, 11. 125.-Kilmarnocli and Ardrossan, 8/. 155.-London and York, 71.-Zilonkland and Kirkintil loch, 33/.-North British, ex news, 261.-Ditto, Halves, ex news, 71. 55.-Ditto, Fifths, 71. 65.-Ditto Carlisle. A 104. --4, NT7 an. m it andlnver ness, 31 45.-Scottish Central, 12/. 12s. 6d.-Scottish Mid land, 5/.-Scottish Western, 21. 165.-Shrewsbury, Oswes try, and Chester, 71. 55.-South Midland, 8./.-Shrewsbury and Hereford, 2/. 10s.-Stirling and Dunfermline, 3/. ss. 6d. -Tean and Dove Valley, 31. 12s. 6d.-Wishaw and Colt ness, 58/. REVIEW OF CONTINENTAL RAILWAYS. (From the I?aileacry I?egi.ger.) The gradual but extensive adoption of the system of railway travelling on the Continent is one of the most important features of modern times, the powerful influ ence of which, both upon the social condition and the political relations of the European world, it were now almost premature to calculate. One fact is very obvious in the manner in which these great enterprises are taken up by the enlightened Governments of the Continent— namely, that they are not merely considered in the light of private speculations, for the profit of their immediate projectors, and the convenience of the travelling public, but as important elements of national strength and eivilis sation. The French Minister of Public Works so early as 1837, declaredin his address to the Chambers that " Rail ways are assuredlynext to the invention of printing the most powerful instrument of civilisation that the ingenuity of man has ever devis(d. It is difficult, if not impossible, to foresee and define the results which they must of necessity, at some period, produce on the fate of na tions." The King of the Belgians, in taking the had of all other continental nations in promoting the forma tion of a system of railways upon a comprehensive scale within his narrow territories, set an example which is now being zealously followed by his larger and more powerful neighbours. The important relations which, thanks to a long peace, English enterprise and industry has with the Continent, and the intimate connexion which our capitalists have with these peculiar under takings, renders a calm review of continental rail ways ex tremely interesting. We therefore proceed to undertake this important task with the best materials which the subject affords. When France commenced the execution of railways there was no definitive plan settled upon by the Go vernment, and hence straggling lines here and there were projected, constructed, and worked, as mere expe riments for future guidance. As their utility became more apparent, the Government evinced an anxious and very natural desire to appropriate to itself a few of the direct advantages to be derived from them ; and hence every encouragement was held out to English capitalists and men of science and skill to enter on these undertakings. The first railway made by an English company in France was the Paris and Rouen line. Its completion within two years from its com mencement, was regarded as a tolerable proof of the ability of an English company to perform its engage ments. The continuation of the line to the coast at Havre, called the Rouen and Havre line, was then en trusted to the same parties, who hold out a promise that it will be opened in the course of the summer of 1846, thus completing a line of uninterrupted railway commu nication from Havre to Paris. Tee same company has also, a short time back, received the concession of two branch lines, film the llouen and Havre line to the coast, one of which is to run to Dieppe, and the other to Fecamp. So that from Brighton or Southampton, as the case may be, the traveller will be able to reach Paris in 16 hours from the latter place, and in 14 hours from Brighton. The object of shortening the distance between London and Paris is no unimportont one as regards the intercourse, whether for passenger traffic or for the transport of merchandise, between the two greatest capitals of Europe ; and, therefore, we have no doubt but that everything that capital and skill can do to effect that object will be done. The packet service, as now performed by the boats of the German Steam Navigation Company, between England and the coast of Normandy, is so well organised as scarcely to be sus ceptible of improvement. The distance between Brighten and Dieppe may be lessened by the construction of float ing piers, on either coast ; a measure that has long been in contemplation, is not yet ab an d one d, an d no doubt will be resumed in the course of a short time, as the best means of securing to both those towns not only their accustomed traffic, but a share in the increase which must ensue on the opening of the Havre line and the Dieppe branch. Fecamp, it will be observed, we do not notice, fir this simple reason, that we do not believe it will be opsned simultaneously with the Havre and Dieppe. Its position on the coast, between the two latter ports, its proximity to them, and, taken by itself; its own insig nificance, lead us to the conclusion that it is a branch that can never give the slightest remuneration to the shareholders ; and that consequently there is little ex pectation that the expense of equipping it with buildings, stations, locomotives, carriages, and other material for working it will ever be incurred. The Paris and Rouen line has since its opening proved to be a b. ne ficial cjncern for its shareholders ; and the Rouen and Havre presenting as great, if not greater advantages, although not quite so prosperous from various circum stances, has always kept a few figures below its pre decessor. The low figure of the latter line may be attributed chiefly to the reports that have appeared, from time to time, respecting the defective construction of the works. Whether these reports have been well founded or not, they have had the effect of lowering the market. It would be unjust towards the public, and the great mass of persons who are in the habit of in vesting their money in railways, if we were to with hold from them our opinions on this very important branch of railway management. And, as the subject has first arisen while we were treating of the Havre line, we deem it apropos that our remarks should fol low immediately the notice of the evil. To projectors of railways are confided, not only the preparatory survey, but, when the concessisn has been obtained, the duty of selecting fit and proper persons as contractors for the execution of the works. Ilow important a duty this is in every respect, whether as regards the shareholders only, or whether as regards the safety and comfort of the public, from whose patronage they first are to derive their dividends, may be inferred from the following observations :—On the solidity and durability of the works constructed on a line of railway depends chiefly the patronage which that particular line shall receive from the public. If the construction s are defective the traffic will be de creased in proportion to the alarm thereby created in the public mind, and a corresponding loss of revenue will be the consequence. If the constructions are de fective they will be continually demanding fresh public highway, expens 2s , to repair those defections, and hence will when arise another a loss of r evenue. We need not add, that such become, gets into disre puted efective from its d e f ec ti ve con cnhagearas railways thhaeveeonnsoew quences of it s l oss of character are daily depicted in the share list, that it is next to impossible to reinfuse confi dence into the public mind. Hence it is expedient, that whenever rumours prejudicial to any particular line have currency among the public, the Directors should imme diately institute an inquiry as to the truth of those ru mours, and if unfounded, give them a circumstantial contradiction ; if well founded, set about to rectify that which has produced them; and more still, to give every poss • ible publicity to the contradiction or to the rectifi cation, as the case may be. As we have before said, the public are the patrons of railways, and their pa tronage to the and means of safety they derive in return; will always be extended in proportion t c h m re f o rt re it is that, for the sake of the shareholders, the public should have every means of judging of the condi tion of any particular line, and how far its construction and management are calculated to meet those public wants which the railway system has created, and must therefore supply. We have not yet alluded to the danger to whi c h th e lives of passengers are subj ected when travelli n g on a ra il wa y whose constructi on an d management are confided to parties who have nothing more than the immediate pecuniary profit in their eye. The recent melancholy and fatal cases of this nature which have happened in England justify us in calling upon all who have the control of railways to commence at once an organisation that shall effectually prevent such occurrenees in future. Prevention is better than cure. The railway system is destined to become a power ful instrument of social revolution ; it was created to be the servant of mAnkind at large, and not, as seems to be entertained by many, to whom, by the chapter of accidents, its management has fallen, for the gratifica tion of a select few ; at-id therefore it is that we depre cate the conduct of tho 9 who, either by supineness El' a glance at the map of Belgium will readily convince one that unless such a line be executed soon, the traffic from France to Brussels must merely skirt the frontiers of Belgium instead of crossing an important portion of the kingdom. Next month we intend to give a detailed account of its prospects, drawn from offi cial documents, which we have carefully compared with the receipts of existing lines coaling under our own observations. In the mean time we pass on to notice a concession that has recently been made by the 13,1gian Government to an English Company for the execution of a line of railway from Liege to Namur. It is to commence at Liege with two branches, which unite be tween Oturree and Flemalle, thence forming but one branch to Namur. There will be a station at Seraing, Jemappes, and at Huy, independent of those at the ter mini at Liege and Namur. To the same Company is conceded also a line from the collieries of the centre to Meinage and to Mons. Among the names of those who form this society, we have noticed that of Andrew Spottiswoode, Esq., of the Union Bank in London, as giving great weight and stability to the_character of the concern. The concession of this line is, as the French would say, un fait acccnpli, yet we are desirous of drawing attention to some of the peculiarities that have marked the conduct of the Belgian government in granting the concession. The first peculiarity that forcibly strikes us is that which we find embodied in the following passage "The iron necessary for the road shall be had from the foundries of the country (Belgium), provided always that it cart be delivered at a price which shall not go beyond 10 per cent. over that which may be had from abroad and delivered at Antwerp. The locomotives, carriages and waggons, shall be made in the country (Belgium), but in consequence of the improvements which may be imported from foreigners, in the fabrica tion of locomotives, the concessionnaires are empowered to purchase such as may be necessary to serve them as models." This passage, whilst it furni hes proof of the paternal care bestowed by the Belgian Government upon the welfare of its subjects, is a remarkable proof that the true principles of political economy, which have success. fully made their way in this country, have not yet come to be appreciated by our Belgian neighbours. Let us hope that railways, which bring civilisation and enlight ened viewe in their train, may repidly impart to them a right way of thinking on these subjects, not only in re gard to the construction of railways, but every other branch of commercial enterprise. In another place the Belgian Government have imposed the following conditions upon the concessionnaires: The concessionnaires of the Liege and Namur Rail -, s"---s, "—, nuy ohstuute to Lite establishment of branches ; nor can the establishment of such embranchments give rise to any claim for iniem fifty on their part ment shall devise or authorise the construction of canals, roads, or railroads, which shall cross the conceded rail road, or any of its branches, the concessionnaires cannot put any obstacle thereto, nor reclaim, on that account, any other indemnity than the reimbursement of the eventual augmentation of the expenses of support. . . . . If in the course of the first ten years of this con cession (we should have stated that the concession is for 90 years) there shall be constructed in France, in the valley of the Meuse, a railway from the frontier to Vireux, or any other part of that valley, the conces sionaires will be bound to prolong the Liege and Namur Railway by Dinant to the frontier. Tho delay accorded for this purpose will be three years, dating from the act of the French Goverement which shall ensure the execu tion of the railway on its own territory. The clauses and conditions of the present caheirs des charges will be in every respect applicable to the section from Namur to the frontier." We have quoted these passages to bear us out in the inference we draw that the Belgian Government has no intention of slackening its progress in railway works, but that on the contrary, it contemplates a magnificent extension, which holds out every prospect of future ad vantage to the community. Asa proof of the stringent manner in which the Bel gians make their conventions with English companies, and by way of information to any of our countrymen who may contemplate future engagements, we subjoin also the following passages, which we presume are or will be applicable to every concession hereafter granted in that country. " 16. The concessionaires will conform as much as possible, in their propositions and projects, prepared by virtue of the preceding article, to the measures adopted for the construction of the national railway. " 17. The Minister of Public Works may add to the propositions and projects in question such modifications as he may judge necessary or useful, for ensuring the entire execution of the provisions of articles 1 to 10, of the present cahiers des charges. The concessionnaires will be held to conform themselves entirely to such modifications in the course of the execution of the works, nor can they evade the observance of any of the projects approved of by the Minister of Public Works, without his previous and formal authorisation. " 18. The concessionaires will undertake, at their own expense, risk, and peril, and without any charge on the State Treasury, to execute all the works of whatever description, whether foreseen or unforeseen, without any exception or distinction, as well as to provide all furniture for the preservation and renewing of the ma terial acknowledged to be necessary for the establish ment of the railway from Liege to Namur, for its work ing and for its subsequent maintenance. This clause must be considered as the basis of the contract; the parties understanding that in all possible cases it will receive the broadest applications, particularly in every tdhiastpoesointic,emrsnsintheviign m r :t b is e fe d s u w e n Ic o n t m h e authors ay, y virtueoof the projects anterior to the railway from Liege to Namur. " 19. The putting the concessionnaires into possession of all the properties (whether of buildinAs or not of buildings) necessary for the execution of the works, the occupation of all lands for the extraction of the carriage, and the deposit of materials, will take place in the same manner as in case of works decreed as of public utility, in the name of the State, but at the diligence and the expense, exclusively, of the concessionnaires. " 20. The concessionnaires will remain solely and ex clusively charged with all indemnities, and all expenses which may occur, to the profit of whomsoever it may happen, for the construction, the maintenance, the work ing, the support, and repairs of the railway and its dependencies. " 21. The concessionnaires cannot take advantage of any appropriation, nor commence any works, before having justified, to the satisfaction of the Department of Public Works, the realisation of a first deposit in Belgium of three millions of francs, including the cau tion-money required by the following article. " 22. The caution-money of one million of francs, fur nished by the concessionnaires, will remain as a security for the fulfilment of their engagements. That sum will remain deposited in the hands of Government without any interest; and will restore to the concessionnaires, by fifths, according as they shall have executed works, or acquired properties valued at double the sum of that of which they reclaim the reimbursement. " 23. If, within the delay of one year, after the pro mulgation of the law of concession, the concessionnaires have not justified the realisation of the deposit of three' millions of francs required by the article 21, or, 'f within that delay they have not commenced their works, they will be, by law, deprived of their concession, unless they have been withheld from the want of being put into pos session in any shape whatever. " 24. The concessionnaires will be deprived of all their rights, if the w(l.ks are not completely achieved within the delay fixed by the 13tli article, and according to the provisions of that article, and also in case the works shall not be half completed at the expiration of sixteen months. " 27. If during the execution of the works it be ac knowledged that they are not executed conformably to the rules of art, and to the clauses and conditions of the present cahiers des charges, the administration may cause them to be demolished and reconstructed, in whole or in part, at the expense of the concessionnaires." We promised to notice a project for communicating with Germany from London, otherwise than through France. A project has been spoken of by which a ship canal will be cut from Antwerp to the North Sea, for the purpose of conveying heavy merchandise, which now has to go by the navigation of the Scheldt, incurring a loss of time in the transit of goods of one week, which can be performed in six hours by the projected canal. Along the banks of this canal a railroad is to be con structed, which will convey passengers the same dis tance in two hours. The making of this canal will faci litate the transit of merchandise into Germany ; and so far will be no insignificant competitor with the Havre trunk line, and the line from Paris to Strasbourg, inas much as many of the vessels that now discharge their cargoes at Havre would then proceed on to Antwerp. The West Flanders project is another means by which the travelling public will have access to Germany. On this project Mr. George Stephenson has given a report, the result of his personal survey on the spot, from which we gather that the line is to pass from Calais, by Grave lines, to Dunkirk, Furnes, Dixmude, Lichtervelde, Thielt, Deynze, Courtrai, Menia, Wervicq, Ypres, and Pope ringhe. From Furnes to Dixmude the country is not only favourable for cutting the line with little expens e , but it is also of such a character as to furnish a great deal of traffic in cattle fed on the spot, destined for distant markets. From Dixmude to Lichtervelde the line bears the same favourable character ; but from the latter place to Thielt there are undulations, not however of a serious nature, the material being of an easy character to work, but the slopes will be required to be flat, as the material holds water, and is liable to slip. From Thielt to Deynze the line is again highly favourable. At Deynze it joins the State Line, about ten miles from Ghent, whichcon nexion will be easily made, and form a complete com munication between the rich agricultural districts of Fernes, Dixmude, Roulers, Thourout, and the whole of the centre of West Flanders, with Ghent, Antwerp, and Brussels. _ _ The total length of this line is about 37 miles, and the population of the towns through whi c h it p asses (ex clusive of small villages, which are considerable) stand thus : Furnes 4,757 Dixmude 3,614 Lichtervelde 12,712 Deynze The extension of this ling to Dunkirk and Calais will be of great benefit, the grout;d being extremely favour able for a railway, and it' made will form a direct com munication from the abovementioned ports to Brussels. From Courtrai to Menin, as: also from Menin to W"er vicq, the country presents great facility for the continu ance of the railway. Proceeding from the latter place to Ypres, the route pursued will require some consider able cuttings to obtain favourable gradients ; the mate rial is of the same description as beforementioned, while on the contrary, from Ypres to Poperinghe the line is carried over a very favourable district, pissing through the centre of a very rich hop and flax district, of which Courtrai is the market, A deviation from the line laid :~_- down in the map between Menin and Ypres has been suggested by going round to Wervieq. The ltngth of this line now defined is about twenty-five miles, and the town population stanch thus : Courtrai Menin Wervieq Ypres Poperinghe 19,829 8,161 5,711 17,322 10,457 It commences on the State Line from Brussels to Tournay and Lille, at the station at Courtrai, and forms a junction at the station of the state line from Brussels to Obtend, at Bruges, passing through the following towns : Courtrai Lindelede 4,187 Iseghem Routers 10,320 Lichtervelde 6,194 Thourout Bruges .... .... The length of this line is about thirty miles, while the distance of the State Railway from Courtrai to Ghent, and from Ghent to Bruges, is about fifty-one miles, showing a saving of twenty-one miles by this railway, which must ensure the whole of the traffic between these towns. The working plans, sections, &c, of the district from Bruges to Courtrai are in course of preparation ; and as this part of the line is exceedingly favourable, the works will be executed rapidly: it will connect Bruges, contain ing with its arrondissement, 111,000 inhabitants, with Courtrai, containing with its arrondissement, 140,000 and a populous intermediate district. From the charactt r of the country, &c , there can be no difficulty in com pleting this section within a year. The line from Furnes to Deynze may also be coin menced as soon as the plans and sections are prepared. In closing the review of continental railways, we are desirous of calling attention to the fact of two companies having been recently formed for obtaining the concession of and for constructing other lines on the continent. One is called the Anglo-Belgian, and the other the Great European. Of neither of these have our opinions been sufficiently matured to warrant us entering at any length upon their pretensions. RAILWAY INTELLIGENCE. GREAT KENT ATMOSPHERIC. A meeting of the inhabitants of Faversham was called on Saturday morning, at eleven o'clock, in the Town hall, by the Committee of the town council, appointed "to confer with any railway company that may project a line through or near Faversham, with a view to a settlement of such points and sugges tions as may tend to the advantage and benefit of the town and port," for the purpose of meeting a deputation from this Company, consisting of Mr. W. A. Wilkinson (chairman of the London and Croydon Railway), Mr. Benjamin Baines, Mr. W. Burchall (solicitor to the Company), and Mr. William Cott (one of the secre• saries). Some of the influential inhabitants of the town were present. Am9ngst them the Right Honourable S. R Lushington (formerly member for Canterbury and late governor of Madras), Sir Thomas Montresor, Gen. Gosling, the Rev. Dr. Birt, the Vicar, Messrs. G. Hilton, E. Hilton, and others. The Mayor (Mr. James Walker) was in the chair. Mr. WILKINSON entered into a lengthy statement de scriptive of the course of the line, and of the advantages 1 which it would confer on the districts through which it would pass. The lines originally projected by the Lon don and Croydon had been greatly improved and ex tended so as to afford the greatest accommodation to all the principal towns in the north and in the centre of the county of Kent. As now remodelled they would give the facilities and advantages of direct and inde pendent railway communicationfrom London to Graves end, Rochester, and Faversham, which would have a branch to Seven Oaks, Tonbridge, Maidstone, Ashford, Canterbury, Dover, and Deal, the distance to all of which would scarcely exceed that by the present turn pike roads. the main trunk line would pass by Faver sham about half a mile from the Mall. It would run by the back of the church, past the Abbey Tavern, to the Standard Quay, from which branches would issue to the right and left along the - various wharfs,;in order to afford the utmost accommodation to those engaged in the business of the town and port ; the Directors being most desirous to meet in every way the wishes of the inhabi tants, feeling assured that that line which would afford them the greatest convenience, whether for the convey ance of themselves or their goods, at a great saving of time and expense, would be the one most likely to meet with their support, and the approbation of Parliament. Several questions were put to Mr. Wu.KixsoN, to which be replied that the lines would intersect entirely new ground in the north and in the centre of the county, thus connecting important towns where trade was lan guishing from the present defective means of transit, and many of which other lines, whether those con structed or projected, seemed specially to avoid. By their line coals and timber would be conveyed from one town to another speedily, and at a moderate rate. The Right Hon. S. It. LUSHINGTON wished to know if the estimated charges for the conveyance of passen gers specified in the prospectus issued by the company, would be strictly adhered to, and inserted in the Act of Parliament ? Mr. WILKINSON said they would. The company pledged themselves to their being the maximum rate of charges ; but he had every reason to believe that they would be greatly reduced when the line was opened. The Right Hon. S. R. LUSHINGTON said, after read ing the report, and the whole of the evidence adduced before the Committee appointed by the House of Com mons to inquire into the practicability of atmospheric traction, and the statements pro and eon of the most eminent engineers—Brunel, Samuda, Bidder, and others —he had arrived at the conclusion that it would ulti mately supersede the locomotive traction, and that those who had expended large sums of money in rendering lines available for that power would find their only re medy in the Insolvent Court.—(Laughter.) Mr. C. HILTON stated, on behalf of the South-Eastern Company, that when the proper time arrived'he should be able to make out as good a case in their behalf as he did on a former occasion, when the town was unanimous in its favour. A vote of thanks was passed to the Mayor, and the meeting broke up. WELSH LINES. GREAT EASTERN AND WESTERN.—Last week, a nu merous meeting of the gentry and tra lespeople of Aber gavenny was held in the Town Hall; the Rev. Mr. Powell, the vicar, presiding. Mr. John Daniel delivered a long address explanatory of the advantages the Great Eastern and Western would confer on Abergavenny—a town that would be comparatively shut out by the other lines pro posing to run through the district from the trade of the hills. The Welsh Midland Company would take that trade by means of the Junction Line to Merthyr Tydvil, and the whole of the immense traffic of Plymouth, Dow lais, Cyfartha, and Pcnydarren beyond the Black Moun tains into the vale of the Wye, and would pass Aber gavenny without taking it into consideration. He con eluded by proposing a ravolution, to the effect that the direct line of the Great Eastern and Western passing Abergavenny, and through the great iron districts of Monmouthshire and Glamorganshire, was most deFerv ing of approval. Messrs. Steele, Secretan, Hill, Mor gan, and others addressed the meeting, and the resolu tion was unanimously carried. GLAMORGAN CENTRAL MINERAL.—This line is pro posed to be constructed as an extension of the present Suffryn Llynvi and Porth Cawl Railway, so as to em brace the mineral fields in the Principality, lying in the hundreds of Newcastle and Ogmore, comprising a dis trict of about ten square miles of coal, argillaceous and black band iron ore. At a meeting of the proprietors in the Porth Cawl line, held at Bridgend last week, it was resolved to carry out this amplification of the existing line, to enable them to run locomotive engines, and to become carriers. A report was read from Mr. John Scott Russell, the Company's engineer, on the improve ments rendered necessary at the port in consequence of the great increase of trade. It stated that the harbour might be so improved as to be rendered the easiest of access by the channel, and commodious enough to ac commodate a large run of traffic, for 20,0001.; and that if a breakwater was thrown off in addition, the Company would have a claim upon the Government. It is pro posed to carry a branch line up each of the mineral val leys to connect them into one trunk near Bridgend; and to enlarge the harbour of Porth Cavil (which is about midway between Cardiff and Swansea) into a com modious port. It is intended, for the convenience of passengers, to connect the main line with the South Wales at two different points towards Cardiff and Neath; which will also afford facilities of shipment at the various ports, accessible by the South Wales line. After some observations from Colonel Sir D. Mackworth, Sir R. Price, and others, the report was unanimously adopted, and resolutions for further proceedings passed. GREAT WELSH CENTRAL.—The allotment of shares in this line, which proposes to form the shortest route to Liverpool and Manchester and the northern counties from the Principality, has been completed. WELSH SOUTH MlDLAND.—Upwards of 180,000 ap plications for shares were, it is said, made in eight days. The North Wales Railway Company have obtained an injunction from the Vice•Chaucellor to restrain Henry Archer from blasting, breaking, or removing any of the rocks, and from digging, excavating, embanking, or otherwise in any manner dealing or interfering with any of the ground or soil forming part of the Portdinllaen harbour, and also from continuing in the possession. The Worcester, Hereford, and Gloucester line is to be continued to Lcdbury and Ross, and for this purpose the capital isto be increased from 750,00J1 to 1,000,000/. WELSH MIDLAND.—We understand that an arrange ment, mutually satisfactory, has been entered into be tween this company and the Brecon and Aber gavenny Canal Company, by which all that line of canal and its branches, about thirty-three miles, will become vested in the railway company in the passing of their Bill. We need not make any remark as to how much the arrangements for the ac quisition of the Swansea Canal, the Brecon and Hay Tram-road, and the Brecon and Abergavenny Canal, will tend to the stability and future benefit of the Welsh Midland Railway, as well as secure the cordial support of the landowners and capitalists through the districts where these canals are situated. Joseph Bailey, Esq., M.P. for the city of Worcester, presided at the meeting of the Canal Company, when the arrangement was en tered into, and when he and the other gentlemen present gave their unqualified approval of the excellence of the scheme of the Welsh Midland Railway. It was stated at the meeting that four other railway companies were competitors for the purchase of the canal. During the past week ffaverfordwest and Milford have been visited by several gentlemen from Manchester preparatory to the announcement of an intended new line of railway, to be called the Manchester and Milford Haven Railway, having its terminus at the town of Mil ford. The line will commence at Crewe, in Cheshire, passing through Nantwich, Whitchurch, Ellesmere, Os westry, Welshpool, Montgomery, Newtown, Llanidloes, Tregaron, Lampeter, Newcastle Emlyn, - Newport, Ha verfordwest, and Milford. In the course of it few years ~~'~'_ - 7%[ -- 17653 d 1 cupidity in their various offices, retard its advance in the glorious mission it has to perform. Because we are the friends and advocates of the railway system, we are desirons of lopping off its imperfections, wherever they are discovered. On the opinion which we have here given, as to the policy of full publicity being given of the state of works in the course of their construction, we are borne out by a recent acr of the Belgian Govern ment. Fores, eing that the benefits of railways will always be regulated by the power they have of responding to the demands of the public, they have wisely decreed that their first formation shall be watched with a jealous eye ; and that, whenever it is deemed necessary to enforce upon those who execute the works a due performance of the contracts they enter into, re ference shall be made to the last ccurt of appeal, the public, by making known to them the actual state and condition of the works. This determination once taken, there is small probability that ever it will be found ne cessary to be carried into effect—the knowledge that such a corrective hangs over them will keep the parties to the observance of their duty. These remarks, al though they have been called forth by complaints re specting the Havre line in particular, we intend to apply generally to every line in the course of construction. With respect to railways yet to be constructed, we would avail ourselves of the experience which the past has given us to avoid the justice of the censures we have felt ourselves bound to pass upon this occasion. We would advise directors to be cautious in taking gaining the concession of th e ir upon the party who shall linethe ; first that step is, a i f n ter fixing construct it. Whoever or whatever that party may be, it should be a stringent condition that he be not a director, that he be not one of the company, or that his interest in the deposit be not so great as to give him a preponderating influence in the deliberations of the society. The party, whether a company or an indi vidual, who undertakes the execution of the works, should stand in his natural position as a servant, under certain conditions, of the directors. If, on the contrary, he be one of their body, or has an overwhelming influence in their deposits, he will execute the works not as they, but as he, may think proper, and will be his own judge into the bargain. There will be no control over him except that which his own immediate interests may dictate. The disadvantageous position which we have here supposed is the very one respectively occupied by the Directors of the Ifavre line and their contractor. Hence the complaints that have been publicly made re specting the defective condition of the works have not drawn forth a single observation, but have been treated with contemptuous silence, because the contractor re norts to the director, and the director is the contractor. 'Another strict rule should be observed by Directors in future contracts, and that is, that the or .a.en engineer c..van or - melt contractor should not be identical. The want of due precaution in this matter, on the Havre line, has been productive of much well founded complaint. We will now proceed to Paris, and show what has been done to secure a railway communication thence to Germany. For a line projected from Paris to Stras bourg there are no less than four competing companies. At present the interest of the public seems to be equally extended to every one of the four candidates. Not one of them that we are aware of offers any pretensions that ought to secure to it a monopoly of public favour ; we shall therefore dismiss them from our consideration, and proceed to state the advantages of the line as a grand means of communication from London to the German frontiers. This line is more desirable for France than it is for England, because another, perhaps easier, and at all events as convenient a means of reaching Germany from London so as to avoid France altogether, has recently been broached, and shall come in for a share of our no tice before a e have concluded this review. It is by a line to Strasbourg only that France can secure to herself the full advantages of easy commer cial intercourse with Germany. With a branch to Bale, the Strasbourg and Paris line will put the capital of the fashionable world into direct commu nication with Switzerland, southern Germany, and Prussia ; and with these countries, we have the authority of statistical documents puldished by the French Government for saying, France transacts business annually to the amount of 300,000,000 of francs, or 12,000,0001. sterling. The line has been surveyed, and particulars respecting the localities through which it has to pass, have been drawn together with much care and fidelity. It passes through no less than fifteen depart ments, having a population of nearly seven millions of inhabitants. But the position in which it presents itself to our mind as the one pre-eininently commanding public interest, is that of its being the natural branch from the trunk line of Havre to Paris, thus leading us direct from the sea to Germany. Strasbourg, Germany, and Swit zerland, receive annually, on an average, by land-car riage from Havre, upwards of 100,000 tons of cotton and other colonial produce. The long, dreary, and tedious way by which this merchandise is conveyed by roulage through the very heart of France by no means contributes to the advance of commerce ; on the con trary, it has been, and is still the cause of much retarda tion, consequent depression in trade, and cor responding injurious consequences to the com munity. This line is also susceptible of other branches besides the one to Bale ; and it is in contemplation to construct one from Froyard to Metz, and one from Metz to the Prussian frontier via Sarrebruck. Although we are the advocates of peace and not of war, yet the same principle holds good in France as well as in Eng land ; there also, as with us, the best way to remain at peace is to be prepared for war. For the purpose of facilitating the transport of troops to the German fron tier, the line to Strasbourg, as well as its branches, is admirably calculated. If ever an invasion of France should be attempted from Prussia, the blow would un doubtedly come by the valley of the Sarre. The French Government understand their position in that respect well ; that valley they look upon as almost the most important outpost on their extensive confines ; and, in accordance with their recent policy, they will neglect nothing that would tend to guard them against a sur prise. The line, with its branches, will form a sort of triangle, from each outer terminus of which the French could pour their forces over the frontiers with rapidity. A French force by means of this line and its adjuncts, could readily be brought to bear upon Mayence by the valley of the Sarre, and from Stras mar, Leipzie, Wur bourg upon Wurtzbourg, Iv ey Augsbourg, Ratisbon, temburg, Stuttgardt Dresden, Munich, Vienna, Tubingen, and Ulm. The South-Eastern branch, either from Bois-le-Duc, or from Nancy to Bale, by Neufchateau, Epinal, Remiremont, Saint Maurice, and Massevaux, permits the rapid con veyance of forces upon Bale ; and from Bale they might bear upon Schuffhausen, the Lake of Constance, Icemprien, Lansberg, Munich and Vienna. By the Thionville branch the French could penetrate to the centre of the Duchies of Luxembourgh and of the Rhine, by the way which leads to Mayence, to Frankfort, and by Coblentz and Westphalia to Berlin. That part of between Thionville, t S h t e rasb fr o ( tTr t g ie a r n s d o ß f ale F , r :r n e ce exp ly o i s n e g d to the Prussians, the German Confederation, and the Austrians. With all these promised advantages both in a military and commercial view, it is quite certain that the Stras bourg will meet with every encouragement from the French Government. There are no new features in the lines to the south w,,-.horietliilyi:aldsrefirnoanrlko except th a t t h at port i on of the line to R erz i n, on the Orleans and Bordeaux Railway, is expected to be opened in the month of October or November next. The Northern Railroad has so recently been described by ourselves, that it needs little farther observation at the present moment, except to record the important fact of the adjudication, which took place on the Bth ult., and which has been in favour of the great coalition of the various rival lines, under the powerful influence of the house of Rothschild. The adjudication is for a term of thirty-eight years : and immediately on its announce ment, the shares of the new company went up in Paris as high as 171. prem. Considerable firmness will be given to this important enterprise when the scrip of the new consolidated company are issued, which we hope the directors will not long delay. and proceeding in a northerly direc tion,the activity that is going on in BeQlgui we u it m ti , nag f r o e arrestedrFrntahece by purpose of completing all her ways of communication, whether by railway or canal. Before we notice what is now going forward in Bel gium in this respect, a few preliminary observations on her present position and tendency may not be out of place. Since the period of the revolution which placed King Leopold upon the Belgian throne, this country has made rapid pro g ress in agriculture, commerce, and manufac tures ; and at the present day it is quite certain that no state in Europe offers more solid and permanent advan tages for the investment of capital. The policy of its government is to encourage the spirit of private enter prise, and the association of foreign and domestic capital for all purposes of public utility ; and this, taken in connexion with the dispositions of the people, presents a bright prospect for a future com mercial career. Her geographical position on the map of Europe renders it next to impossible that any traffic of importance can be carried on without her roads being called into requisition. It is well known to every one who has paid attention to this flourishing kingdom, that she provided with minerals in great abundance, and that her collieries are those from which a great part of France receives almost exclusively its supply. The present system of Belgian railroads is incom plete. The north and south, the rich provinces of Hainault, Tourney, and the French and Belgian Flan ders, had hitherto no continuous railway connexion with Brussels. The Lille and Valenciennes line, by Dotmy, by attracting travellers to Brussels by way of Valen ciennes, would have an injurious tendency towards Bel. gium. It was considered therefore indispensable , and of the highest utility to the country, to establish a junction between the west and the south; the first section of which would be from Monsern to Tourney. An elaborate sur vey and report thereon has been made by the Belgian authorities, the result of which is to establish the fact that one of the lines which must effect the object of com pleting the general reseau of railways contemplated by the State, must pass from Tournay to Jurbise, which would, as observed above, connect the west with the south. The immense utility which this road would con fer upo n the important localities through which it would pass is an important consideration for the Government. The valuations that have been made with great care, and without the slightest exaggeration, prove incontestably that the minimum net produce to be expected from a line between these two points, would yield a profit en the capital e m b ar k e d in its establishment of more than 17 per cent. The calculations of a Government officer exhibit a profit to the Government of one million francs a year upon an outlay of sit millions of francs. Although the inclination of the Belgian authorities ap pears at present to be in favour of executing this line, at some not distant period, by the State alone, yet, as it will be found necessary for the State to borrow funds for that purpose, it is not impossible that it will ultimately be considered advisable to grant the concession to a body of English capitalists. The line is intended to pass Leuze, Ath, and the valley of the petite Dendre to Jurbise, and THE SUN, LONDON MONDAY EVENING, OCTOBER 6, 1845 the latter place will, probably, become a rival to L i i ee pool.— IV/ !Amen. nrpea rg r KENTISH LIN ES. —The county of K en ' , likely, in the next session to absorb even a large! IT rin g e of attention as to railways than was devoted to it dorm` the last session. No fewer than five lines c le Pa. with each other have aeared First the Seuth-East pp then the North Kent, fo lowed by the Great li . T 4 t e ruospherie, the Central Kent County (Braithwai:e :4);t:tb, lastly, the Central Kent (Rennie's). The ' -e is Eastern relies upon the comprshensiveness 0 ' , sehcin s ; the North Kent upon its st:Per erit) : direct line ; the Croy=don, or Great Kent Ann o sP e , upon the superiority of its mode of propuls ion s upo n choice of district ; the Central Kent Coue, s Y, local and landed interest ; while the Cella . '" II (Rennie's) relies for support on the desirablenes',Qtj central line. The projectors are prepared toot Iticoe upwards of twelve millions in the coustruction i br railways. From the various schemes non' beferetoiel public the capital required for the different COP the is as follows :—The South-Eastern, 3,500,00 true. North Kent, 3,300,000/. ; the Great Kent Atule6Pe.,‘ 2,500,000/. ; the Central Kent County (13raithle4 1,500,0001. ; and the Central Kent (Rennie 's ) I,s°' —Grand total, 12,300,0001. It has been suggested that the amount of subset ; nidl now being gathered in for the lludson eitlujelaileil should be invested in founding almshouses , to be " 'rho Hudson Almshouses " for the widows "of dren of those who may lose their lives in the set railways, y or b scciden upon them. Last week two trains, consisting of 112 carriPere:'ole. veyed 7,000 children on a pleasure excuriion ftew mingharn to Derby. relt h. A requisition is now in course of signature oteo Mr. Hudson to take the management of th e Counties Railway. i t is s ° The opening of the line to Guildfor d has, reduced the price of coals to 103. per ton. ta 3 t i° Arrangements have been made for an 50i1,7 1 1 of the Brecon and Merthyr with the Welsh ini': n trsC ° LAND COMPENSATION.—The following are (s oft from the report of the Select Committee of t i l e j e rsti' l of Lords, appointed to take into e oosl b ii.bilg the practicability and expediency e sts og to some principle of compensation to be . 111 ,, a owners of nal property, whose lands , a` t; ;;; be compulsorily taken for the constructiot!„ tavo, ways :—..W ith respect to the land, &c., actua,b e alo r : the witnesses who were examined state that te i the' t ketab'e value of the property taken they eat le ill valuations a per centege, on the ground of the 5 3 .. es wit compulsory. The amount of this per . en rage v c : ov itte e the view of the different witnesses; but the oco° are of opinion that a very high per centage, ing to not less than 50 per cent., ought to be gi ven o ller l i pensation, fur the compulsion only to which th e - di,till a c bound to submit, the severance and damage h' ilig a lltb ° ' considerations. Public advantage may roloi r ! the 0 1 1 private considerations to be sacrificed; but as it ' 5 Li ground upon which a man can justly be dePr ic ‘ , e s , tbot property and enjoyment, so in the case of railwki lie rs, t't the public may be considered ultimately.the gtterrst° immediate motive to their construction IS lbe • u of the speculators, who have no right to thecomphigi resP(l, obliged to purchase at a somewhat high rate 1 0 0 of carrying . on their speculation. It is also to b e ° o riel that the price of the land purchased, and the c° t $ 50% ton for that which is injured, form together hu,.00 proportion of the sum required for the constrlainedu; railway ; so that no apprehension need I , e en te the sPe c o discouraging their formation, by calling uP°" lators to pay largely fur the rights which the ' C . O over the property of others." the , WAINFLEET AND LINCOLN.—Mr. rage , a 11 4 : e pany's engineer, having examined the haven de tertr i, i i ; fleet and the adjoining coast, with a view W l•neo ll3! 'a its capabilities as a port of commerce for sil - eeel p'. l : and the adjoining counties, reports, " That at t ide 9 ,51 9 tively inconsiderable expenditure it may I s I v'' 05 11; able for the class of vessels frequenting the bur d e n 0 , 4 that, with additional works, ships of greater t hsg rt i . .,i be accommodated. Situated at the entrance .o 0001,0 estuary of the Wash, close to a channel haYincigbyses-.0 to 18 feet of water at low water (which is us e , 2,5 01 , 1 v as a place of refuge in heavy gales), and heil l i ! , w oulu. v % nearer to the open sea than Boston is, yeas it, a 01 . v c i l r enabled to make or quit the proposed port 5 ", 01 161 , 0 0, of time always valuable, and in numerous co s ' " t0 130`,,/ able. And that these advantages may be op en i n I would recommend that the proposed Lio c° ,;joce " ho l should be extended from' Wainfleet to that I'd-Kate-4 thuS cargoes might be obtained at or of ett es from the latter port when the prevalence co J o wl!, t he winds cause delay to ships passing up an nt of , t ,j Boston channels." The description and ate,501,117 sea works which I would recommend to be t ia 01 :0 shall be laid before you when the surveys a lit t i e 113 ' nervations which I have directed to be made et shall be completed. s ha ve O l t PROJECTS AND DEPOSITS.—Thirty r said to be the amount requi re d in deposi?„, i ' c o,oP: o o, projects, representing a total capital of The correct account, obtained by a laborious e ° o o o f gives, we understand, 332 schemes brough t ( c api ts y the 30th September, 1845, requiring a g r b ° „, s ; to V i vi' 270,950,000/., on which 23,057,4991. will I:ts fr e t ) ," posited. But this does not include 137 PrctiAe;) n otr h ' e re narily noticed, but of which, of course, we the capitals, they not having been pub lis ",; - (0 . es ;igit have been, therefore, in fact, 469 new s e " - jo jetted. Thus much for the English projeet roe' matters, 66 have appeared up to Sept. 3 ' tiO t 190,010,000/. ; deposits, 17,095,4501. ti pe . srs, TRAFFIC.—From our official retur it 11 . - n sr f e tes the amount of traffic for the last week 0 0 - ,, e n te" oe• - mites of railway, was 152,6344 thus see e " . . 1 3 ? 0 69,8851. for the conveyance of passengers o l f o i s isegle; for the carriage of goods, and 59,3851. fli f r e d•-' 1 " and goods together, not respectively an port ie t ye ir an increase over the corr e sponding week ef 27,0831.—Railway Chronicle. RELIGIOUS PERSECUV I°I RUSSIA. con ill ° al The persecution, says the Journal des Debel ilio cent number, against the Polish Catholics i S c oal/ of with greater barbarity than ever, if we °I fro° following report, which we borrow ch iefly at' Univers : ti s in orP " On the 23d instant the Polish refugee s nbe rch - we re tended a funeral service, celebrated in the whe Roch, in honour of the forty-seven nu ns l c , I * l 3 ih recently martyred in the town of Wite bes o c red4 refinement of cruelty that one would refuse t f be lier eco . had not witnesses in every respect worthy e bii ,bel l tested the fact. This convent had been e , t e tt' e o tif time immemorial near the town of Minsk , S et i e s o er o' mates fulfilled, among the people, the satile ci dretif Sisters of Charity. They instructed the en'a 0 0 vided for the widows and aged, and assistefottall3boto by the fruit of their labours. They had, 1111 00 of t r ieci for chaplain a priest called Michclewics, creatures whom tyrannical governments itotirwretchyio to fill the chief offices of the church. This, irOj o ing become bishop, apostatised, and wished 1 :;. 1 fr his guilt the holy sisterhood. After bes ettl ise,;' s every kind of way, and vainly resorting to P r o ol suasion?, and threats, perceiving that he, C by 0' 4 0: tain his object, lie determined to puni sh ( o rr°'ltio During the night, by his orders, Cossa cks t re the m the convent, seized the nuns the an s tic ted ij ol‘ , brutality, bound them with cords, and Corli tloal ) 't thus to Witebesk nearly twenty l eag ues ce. t ior compelling them to walk the entire disr se histe ti pe rli place they were confined in a convent re pr. ° ,o lo nuns, in the capacity of servants, or vr te j otwpill f speaking as slaves. Those who are acqua lli me ci ! u s° profound ignorance, dissolute morals' ; Ito I' o 4o fanaticism of these Greek nuns can form 5 ,iste rg t the dreadful treatment which the Basilian 005-glf the e V • compelled to endure. Forced to perforn 3 _ o f s er ear offices, supplitd with a quantity of black toe/ t i j oi sufficient to support nature, each of theta 7 0 t hat, ceived regularly every Friday fifty lashes' 01 14 tri tio; ads attenuated bodies were covered with wou t hese ro ot yet they showed even more courage unde h r . t 0 10 0 4 circumstances than their enemies exh i ,`" l r et the g og r Encouraging each other to suffer patiently 03 _ . The boll God, they persevered in the Catholic relit; heal the, of the apostate Suinayko increased. fie eau% s eat ter i ol and self-devoted creatures to be ironed an oasis, galleys. Their nourishment had latter'," tire of b ps)! half a salt herring daily, with a small In a of b p This diet was now changed to half a Pltha s ' l r e d bread, with the same quantity o f water, c op e oc tia o suffering from hunger and thirst, they w i e f n e cour t iu act as labourers to the masons employe,' Orr the Episcopal Palace. Several of theta welij o e to re flir the river up to their necks, and froto_sistedhlteitie!', plunged under the water, because they P.' bo or a oi ing to apostatise ; others condemned to ~ n ot, so lo as e were placed where danger was most ira°3hit of I:l , e se ver f o in many instances ; finally, eig hied the of their eyes torn out. Their faith surmou.l3 *bitty of trials, not one of them gave way, thouga_ " s " eve attoi e ot sunk under their sufferings. Among ib e , tio tri yet survived, after the death, or rattier s t esie d s . u ch / 1 , 0 these thirty martyrs, three only V s , jort wh i t. 1 0 , strength to avail themselves of an oeee . sbr seo pa? t scored of escaping their unmoefrittehde P: r,eg ni r be e e t t : e sees ci c a tt e rft % schismatic nuns who guarded them havi n g ie , coe bie l sible from ebriety after one upon certain of their fetes, they wand 01 0 4 til e d climb over the door of their prison , " it unobserved. It was not without reg the io the t abandoned their companions, and rcnooonfcseervicespraihioej dying with them, but they hoped to be „ "as e _ f ot - e a faith and to their country • naoreover,e',"with ',,, e rs that Europe should be made' acquaint _O l o transpired. After encountering a tb °l l;tri th :s l e ot .il l e hardships, they succeeded in entering f p :A t Pl ee d , 1 41 of them, the venerable superior, i s nettuvtve lieate Paris. It is this lady from whom w_ e fro ni „ a l above facts and which we also take Jr," 0 the d journal the 9 Troisfillai. " o b s erve s • 0 pot! re "These facts appear startling, s o sst o ror des Debats, "but, unfortunately'. whe:,, e par e % Pis concerned, everything is credible. 4" be ortb eti° lig i°n ei g solved to brine. all his subjects to t any re. 5 , 00 on Church. The Autocrat will not tolerateo , rof his European states except his own. owe ycr: _„ e rot, b e treated as rebellion. We will nefl, , the M' it r ol ia . `ip Europe to join in a crusade aga 01 ::, re tort' tb ' r eatl t it Russia, and we have no desire CO s-v Outers be 51 1 , 0 , times when God's creatures cut ea c h to see „ t ot iet2 the name of religion. We would_ L' o b os i d of tolerance, which has triumphed 1 5 3 5• To g the a kep period dp whenc o f those Catholic o dious i e e x s e c l e s e br ; ,oyeep d p e bk ;t op sword the Christian sectarians of Itlti)o'es Sri bad means of preventing the Eersee Russian policy and orthodoxy T,u~' ts• Did A et , ' I INDISPOSITION OF Mo. s ourok , v ett regret to state that letters were read r of thi i, lear.:l , ol hail, announcing the sudden indispo it_tr aria t . ae ai!„ l , o da City magistrate. Its character eve e - . d i e g it is so serious as to prevent him preside arta Police-court next week, as Times. proviou. .~' ~~ 1 `Y°6 , --t '• 2 , II I The li. I The c for A t,,, res ;) °, zotteQ N ill