The Sun. — London, England, 1839-10-04 00:00:00

.._. ~, EVENING - EDITION. PRICE OF SUGAR. EFFECT OF MONOPOLY Table showing the ex-duty price of West India Suzar, Mincing-lane, and comparing the same against that of foreign sugars : London, Oct. 4, 1839. The Gearsite of this evening will quote the Per Cwt. average prise of British Plantation Mus oeva4o Sugar, etclusive of duty at 118 s The actual quantity sold on account of the io,porters in l the week ending the 28th of September, according to the returns made on oath by the West Italia sugar brokers, in conformity with the Act of Parliament, and on wlich the above price is computed, consisted of 1,664 hhds., 168 trs., and 58 barrels. The delivery of sugar from the bonded warehouses fell short last week of the delivery in the corresponding week of 1838 by 1,058 Wads. The stock of West India sugar in the docks of this port now exceeds that of 1838 by 5,252 hhds. and trs. From the Ist January to the 30th September, 1837, the deliveries were 98,982 hhds. and trs. ; from the Ist January to the 30th September, 1838, the deliveries were 89,104 hhds. and trs. ; from Ist January to the 30th September, 1839, the deliveries were 70,442 hhd,. sad trs. The decrease, thereforP, in the demand for sugar, at the Port of London only, has been, from the commence ment of the year to the present date, 28.540 hhds. And tre., as compared with the like period in 1837 ; less, as compared with the same in 1888, by 18,662 hhds. and trs. Manilla and other free labour sugars have maintained their prices since our last return, and may be quoted, qttality for quality, at 15s. 6d. per cwt. less than West India sugar. The transactions in the British Plantation Sugar Mar k.et are few, and at lower prices. KENSINGTON PETTY SESSIONS. ANOTHER. OP THE QUEEN'S SUITORS.--SINGULAR LET TERS TO HER MAJESTY, THE DUCHESS OF KENT, &c. On Wednesday, a man, about 30 years of age, attired in a blue coat, vc ith trousers and waistcoat of broad Tartan plaid, a sun-burnt countenance, and rich brickdust-co loared whiskers, applied for advice to Mr. Pilkington, the sitting Magistrate, under the following circum- stances : He said his name was James Bryan, and that he was a native of Crouchley, in Ayrshire. He had some time since taken an empty room at the house No. 8, Sutton-street, Kensington, which he had quitted in debt, to the amount of 13s. 6d., about three weeks since, when he made out a list of things which he had left be hind, at a valuation, to be taken by the landlord. He had alsoleft some things over and above the valuation, which he bad left in the eare of the landlady until he cane back ; but he then found the first articles had been sold at a certain price, and the others were de tained to make up the deficiency which had arisen. Among those were some valuable papers of a secret na -4 tare, and some prints of great value. Inspector Smith, of the T division, producing a bun de of asanus cripts, which, he said, had been handed over to him by Mrs. Stewart, the landlady of the house in which the applicant had resided, informed the Wor thy Magistrate that the secret papers Bryan spoke about were copies of letters which he had addressed to her Majesty, the Duchess of Kent, Lord Melbourne, &c., professing an intense affection for the Queen, and advising her Majesty as to the Government of the coun try, and the state of affairs in general. Mr. PILLINGTON having examined the papers, asked the applicant if those were the important papers he had been speaking of ? Bryan replied that they were. They were private documents, and ought not to be made public ? Mr. Pll.ristarrox—Some of them are, I see, addressed to the Queen. Do you mean that letters, of which these are copies, have been forwarded to her and the other parties named ? Bryan—They have all been forwarded and received by tbe parties. I have got the letters to the Queen's own hands. Ia m known to many of them. I did not think my secret papers would be made public. I could show you a great deal if was to go the bottom of it. I am not touched (pointing to his head), as you may suppose. I am perfectly sane. Ido love the Queen, and always shall. Mr. FILICINGTON—You have been carrying on a very high correspondence, and as those documents are of great importance in your estimation, you wish, I suppose to regain their possession. The landlady said the things were not worth the amount owing for rent ; they, with the exception of some old clothes, only consisted of about a dozen of Court Gazettes, having portraits of her Majesty and prints of Windsor Castle, &c., and the papers the In spector had produced. On the previous day Bryan had come back and demanded them, and, on being re rimed, had threatened her with violence. Bryan—Na, na, woman, je dinna tell the truth. The breeks wad hae dune for the bairns, and the papers are worth gold. The Worthy Magistrate said he could not interfere between, thew. The applicant had not brought any inventory of what be had left at his lodgings, and, being in arrear for rent, he (Mr. Pilkington) could make no order in the case. Bryan then left the office, casting a sad " long, lin gering look behind" at his papers, which were detained by the Inspector. The letters throughout breathe love and adoration towards her Majesty. One letter, the third, is dated " Windsor," and corn , ounces with— ! ^ Dearly beloved Lady Victoria,—l am sorry to hear 1 that you are unwell, yet I hope it is nothing serious. Ydu are well aware what feseshion (physician) to apply to for a safe and speedy cure ;" ' and ends with the following couplet : e Ns, all true lovers, brave and fair, enjoy celestial graces, y a y so old pampered party men prevent their seeing each other's faces." A fourth letter announces his arrival at Windsor in i perfect health ; and a sixth epistle, in which he apologises for having caused the Queen so much trouble, and tells i her Majesty that her not having thought his letters worthy 1 of notice or answer, is ascribable to her disdainful pride, and that " the fair" in his native land that had had an op portunity of being acquainted with him, and were at all near his own complexion, had offered him their love " with smiles and signs of love," yet but five of them had I been answered by him, " you (the Queen) having been my chief concern for years past." There was a letter addressed to the Duchess of Kent, dated " Kensington, Dec. 1838. " Kind and affectionate mother—May I he sorry that I have so passionately loved your daughter, since neither you or her think it worth your while to let me know whether or not you have received anything from my band, for which cause I walk in darkness, concerning that important matter of so much importance to many. I came voluntary to this country for no other purpose ttran to obtain a place in your fair daughter's heart, hav ing seen print impressions of her fine open features. I thought her fine large eye spoke love to me, even in print. Unadvised by any man, unassisted by any man, I left my native home, trusting in the Lord for my direction and protection, and I have found him worthy to be trusted. I have been as fortunate a:, I could expect. Dear lamb, she appears to love me, or I would not appear so often in Windsor, but for her sake and for the sake of the glorious cane of Ty dear &ord and Master." [He then goes on to say that although he is poor, he has been taken at Windsor by the soldiers for a prince, and the people in the streets have said, " What a fine looking young man, as lovely as the rising sun, for the Queen's husband, he is so like her ;" and some foreigners said so on passing him; " ehabbering in their own language." The last letter has been sent to Lord M.lbourne, and is very lengthened. It stated his first visit to see the Queen when Princess, in 1835 ; then his next visit, in 1837, when he followed her Majesty along the road, ' under the triumphal arches of evergeen and " flours," on her first visit to Windsor. How the Queen looked -4 him when in the Chapel Royal, and also while riding *the Great Park with her uncle, the King of the Bel atter a number of observations on the state tritceountter, and a wish that at least 105,0001. should ‘ . " 47 e , aide for the building of school-houses and main t6lailatteachers concludes, • fter wishing that the p eo p le of 13rit4 in inev ' know what ' is necessary for the ir soul's salvation, with the followin g co u plet : " The soar That still we shall emtion presheoue is and it can never be, for ever li ve an d no corru ption see.' HO,uGENCE. VtrORCESTEL SEPT. 28. The supply o new Hops at this day's market amounted t o ) about 1,600 p oc k e t s , and the qvastity would have l y mornin g considerably aug.- merited had not the rain The planters from sending their Hops in.B prevented manye trade op ene d brisk, and continued so throughout the day, at the and old Hops dos? 1,824 pockets of new, and 28 pockets ho.d passed the scales, none but those of thtnhefelewest de ,si2n3espslatnratenr.s.. ' scription remaining unsold, and which Hop s could not get rid of at any price. The b ic u acted during the week has been very trifling, only having been weighed. Yearlings and old agareely saleable, and prices of such are nominally as Last week. The duty is rarher lower, 29,000/ --- D ow the estimate. • being WEALD OP KENT, AND SUSSEX.—The Hops come down tolerably well, the great difficulty appears to be to produce& good sample, the Hops have been greatly injured by the wet and boisterous weather. The plan. ten complain heavily of the lowness of price ; so much go, that many say they do not pay for picking ; great care is bestowed in keeping out the damaged Hops to ~. t ririsiliPutple, when it is hoped mo re mone y will - ' be ep l i t h ~.. 1 _ 1 .,, , ,, sageousmassomensesemom ~: .. 'lreari 6 *Apt of the Cheltenham Chronicle 1 000 ? .thgt : so 044 is tha demand for labour in South ii-Vl44oW4ift We Bridgend Union Workhouse, for lOyquist4aiisltee, the only oceu ants at the present limping vrkthe-goveraer and his w ife? P ......Z...* -. 2 ,1 i --' RAILWAYS. PARLIAMENTARY PAPER . The Se:ect C ,, mmittee appointed to inquire into the state of Communication by R ailways, to whom several petitions were referred ; ar.d who were empowered to report their opinion and obi rva tions, together with the minutes of evidence taken before them, from time to time to the House ;—have considered the matters to them referred, and have to report, That although, in the discharge of the duties confided to them, they have used all the diligence in their power, yet they feel, that on a subject of so much importance, where the immediate interests of enterprising individuals, and the convenience and intercourse of the whole community, are con cerned, further and more accurate information ought to be collected before your Committee could feel itself justified in mak:ng definite recommenda tions upon many of t h e various questions which have come under their notice. The difficulty of arriving at a satisfactory con clusion upon seveial points which have been sub mitted to the investigation of your Committee has arisen from the recent origin of railway communica tion, from ,the rapidity , of its growth, and from the variety of unexpected results consequent upon so great a change in the internal communications of the country ; while the large amount of capital in vested in these speculations, and a strong disincli nation to interfere hastily with undertakings of such national importance, have supplied additional rea sons for inducing great caution before offering the opinions which your committee feel disposed to ex- press. On this account they would recommend that this Committee should be revived at the earliest possible period of the next Session of Parliament, in order to continue and complete their investigations ; and they feel that this would be a safer course than any attempt to legislate prematurely in matters where there is a difference of opinion among persons well qualified to form a correct judgment, and where there is but little experience to guide to a satisfactory conclusion. There are, however, some questions upon which your Committee have felt it to be incumbent upon them, without delay, to offer recommendations to the House, and there are other points in regard to which they believe that they cannot better execute the task which has been entrusted to them than by drawing the attention of Parliament, of the public at large, and of the railway proprietors themselves, to a careful review of the difficulties that must arise from an extended intercommunication throughout the country, solely maintained by companies acting for their private interests, unchecked by competition and uncontrolled by authority. Among the various important subjects offered to their notice, and deserving investigation, the Com mittee have taken much evidence on the following points : First—The financial situation of tail way com panies. Second—The power which has been given by the Legislature to railway companies, and the pro bable effect which the exercise of this power will have upon the general convenience of the public, and the intercourse of the country. Third—The system under which railways are taxed. Your Committee have examined into the amount of capital authorised to be raised by these com panies, whether by the creation of shares or by loan ; and much information on these points will be found in the evidence of the directors of various companies. Here your Committee must advert to the fact that the paper No. 3, inserted in the appendix to this report, and prepared by an officer of the House, has been found to be in some instances incorrect ; this inaccuracy may be partly attributed to the great number of Acts of Parliament under which the several powers were obtained, but more especially to the circumstance that, in some of the Acts by which existing railway companies have been incor porated, the optional power has been given to them of raising additional sums either by the creation of fresh shares, or by borrowing money in various ways. It is also right to notice that in several in stances railroad companies have incorporated them selves with others, have changed their designation, and have extended the scope of their original un taking. Your Committee directed their attention to the course pursued by many railway companies in coming to Parliament for the purpose of raising additional sums, rather than by enforcing the pay ment of the money which they had been empowered to raise under former Acts. The reasons which induced companies to adopt such a course will be found in the evidence. _ .......___ Your Committee also call the attention of the House to the manner in which the shares or por- tions_ of the capital stock of several companies are made the subject of speculation—the insecurity and inconvenience of the course of dealing, and the evasion practised upon the revenue. Railway Acts provide that the transfers of shares shall be made by deed; and, to give validity to the transaction, the deed is required to be registered in the books of the company to which it relates ; but no time is stipu lated within which such registration must take place. The practice has usually been for a broker to settle the price or value of the share between the vendor and the purchaser; and a printed form of transfer is filled up, except as to the purchaser's name, which being left blank, the deed is signed by the vendor and delivered to the purchaser. The deed bears the stamp of the ad valorem duty, according to :he price actually paid, but from that moment the transfer passes from hand to hand possibly for many months without the payment of any duty upon the several transactions subsequent to the first, by which not only is the duty evaded in those subsequent cases, but if the value of the shares con tinues to increase no reference whatever is had to that increase in the several transfers subsequent to the first, and the deed is not filled up until, for some reason or other, a purchaser thinks proper to register his share, and then the transfer is filled up with his name, and taken to the office of the company. Not only is the revenue by such means defrauded, but the following consequences attach :- 1. The deed itself, in strictness of law, is said to be either a nullity when executed in blank, or invalidated by the insertion of the name of a sub sequent purchaser after its execution. 2. The vendor, if a dishonest man, may sell his share a second time, and the second purchaser, upon registering his transfer, before any notice of a prior sale had reached the company, would have the better title. 3. The vendor appearing upon the Company's hooks to be the proprietor of the share, his credi tors, in case of bankruptcy, would claim to be en titled to it as a part of of his general estatate. 4. Upon the same principle it would be subject to be taken into execution for the debt of any indi vidual creditor of the vendor. 5. The vendor, although he ceased to have any beneficial interest in the share, is liable to be sued for any calls made upon the share at any time du ring which he appeared by the company's books to be the proprietor. 6. The company is unable to ascertain with certainty who are really beneficially entitled to the shares, and are much inconvenienced in obtain ing payment of calls and collecting consents to any arrangements requiring individual concurrence. Your Committee are fully aware of the very great importance of the considerations belonging to this branch of the inquiry, but they do not feel them selves warranted, under the terms of their appoint ment, to express any opinion upon it to the House. Should • this Committee, however, be re-appointed in the ensuing Session, this is a subject to which their attention should be particularly directed. The evidence taken by your Committee has esta blished that in almost every case into which they have inquired the Parliamentary estimates of the expense of constructing railways have fallen far short of the actual expenditure. Your Committee have endeavoured to ascertain under what heads, and owing to what causes, such excess of expenditure has arisen, and they believe that it may be attri buted to the following circumstances :--The parties promoting the various Bills, as well as the engineers, were devoid of that experience which would have enabled them to form an accurate calculation as to the extent and nature of the work required, the materials to be used, the quantity of land necessary for the purposes of the railroad, and the build ings indispensable for the accommodation of the public. In addition to these causes may be stated the over-sanguine expectations, and the natural de sire on the part of the promoters of the work to keep as low as possible the calculations of the antici pated expenditure, and thus to show their under taking in a favourable light. The cost of the land required for the railroads has frequently exceeded the value estimated before the passing of the Bills. Moreover, in many cases it w ill b e found that there was an advance in the price of labour and the cost of materials after the works had been commenced, thus deranging in two important particulars the total amount of the estimate. The works them selves were also of a magnitude never before at tempted ; and the scale upon which they were necessarily constructed made calculations founded upon former experience totally inapplicable. After making, however, every allowance for these circum stances, it appears questionable whether sufficient care was in all cases exercised by the companies or their engineers in bringing full and well-considered estimates of the probable cost under the notice of Parliament ; and in several instances, undoubtedly, plans for railroads have been submitted to Parlia ment as mere speculations, by projectors totally unconnected with the district, who were little anxious for the ultimate accomplishment of the undertaking, so long as they could derive a tempo rary profit from the preliminary business which such works necessarily occasion. These remarks, however, do not apply to those many useful public undertakings which redound as much to the credit of their promoters as they conduce to the general benefit of the public. There can be no doubt as to the accuracy of the statements made by several of the witnesses, that it was impossible, before the opening of the railroads, to calculate the nature and extent •f the accommo dation which would be required to meet the conve nience of the public, and thus the estimates pre sented to Parliament, as to the cost of erecting sta tions on the line of the Railway, have been defi cient to a very great extent ; the demands of the public having greatly exceeded what, in the first instance, was anticipated. The cost of engines and carriages has also increased very considerably ; the price of a locomotive engine having risen from about 1,0001. to 1,4001. or 1,6001.;' besides which a greater amount of locomotive power, involving increased ex pense, has been found necessary, and has occasioned very considerable excess beyond the calculations which were originally made under this head of charge. The second head of inquiry to which the Com mittee have directed their attention is, the power which has been given by the Legislature to railway companies, and the probable effect which the exer cise of this power will have upon the general con venience of the public, and the intercourse of the country. It does not appear to have been the intention of Parliament to give to a railway company the complete monopoly of the means of communica tion on their line of road ; on the contrary, pro vision was made in all or most of the Acts of In corporation to enable other persons to place and run engines and carriages on the road, upon pay ment of certain tolls to the company. The inten tion of Parliament in this respect cannot, how ever be carried into effect in the way contemplated by the Legislature ; for it is ob vious that the payment of legal tolls is only a very small part of the arrangement which is necessary to open railroads to public competition ; any person with the mere authority to place an engine and carriages on a railway would be practically unable to supply his engine with water, or to take up or set down his passengers at any convenient station or terminus, and, indeed, would be placed in such a disadvantageous situation that all competition with the company would be rendered impossible. The safety of the public also requires that upon every railway there should be one system of manage ment, under one superintending authority, which should have the power of making and of enforcing all regulations necessary for the protection of pas sengers, and for duly conducting and maintaining this new mode of communication. On this account it is necessary that the company should possess a complete control over their line of road, although they should thereby acquire an entire monopoly of the means of communication. But if these exten sive powers are to be granted to private companies, it becomes more important that they should be so controlled as to secure the public as far as possible from any abuse which might arise under this irre sponsible authority. It will be found to be the opinion of some of the witnesses that the interests of the railway com panies and of the public can never be at variance, and that the managers of these great establish ments, acting with an enlightened view of their own interests, will always have a due regard to the general advantage of the community. A more strict investigation has, however, shown that this assumption is not without exceptions : a main ob ject which the directors of a company must have in view is to obtain a good return for the carital expended, while it is the primary interest of the public that the intercourse should be regularly maintained with the greatest safety, speed, and economy. To a certain extent it is undoubtedly for the advantage of the company to satisfy the wishes and supply the wants of the community. especially on those lines where other means of communication yet exist and maintain a competition, although feeble, against these powerful establish ments. But cases have already arisen in which the interests of private companies and of the pub lic have bee❑ found to be opposed to each other ; and it appears probable that, in proportion as this new system shall supersede other modes of travel ling, other inconvenient consequences will ensue. unless some authority be established to watch over and protect the interests of the public. The fear of a rival line may, in some instances, be a check upon the conduct of a company ; but there are fe« districts in which the public will have any opportu nity of selection, and obvious and serious difficul ties must arise in carrying this means of contro, into execution. The Leeds and Selby Railway affords an illus tration of a case where the interests of a company have been at variance, and have prevailed over the interests of the public. Mr. Gott, in his evidence, compares two periods of time, and shows that when the company raised the fares, and diminished the number of passengers by 12,000, the income of the company was improved by 1,3001. From the evidence of Mr. Kitson, the treasurer of the Manchester, Bolton, and Bury Railway, i t appears that a larger revenue was produced to that company also by the conveyance of a smaller num ber of passengers. These results will be easily seen by a reference to the accounts contained in the ap pendix relating to the Leeds and Selby, the Man chester and Bolton, and the Dundee and Newtyle Railway ; and this as a point which your Com mittee feel to be especially deserving the attention of Parliament and of the public. It is, of course, the duty of the directors, watch ing over the pecuniary interest of the company, to maintain the faces at the point which will produce the largest amount of income ; an obligation, how ever, which may operate most injuriously upon the public, and especially upon that class of passengers who are least able to afford the charge. The injurious effect of the railway system upon the poorer class of passengers will be more severely felt in proportion as other means of cheap travel ling by stage coaches, carriers' carts, and waggons are gradually superseded. Upon this point, as well as upon the available means of applying a re medy, the opinions of Mr. Robert Stephenson and Mr. Bury are well entitled to attention. It has been already shown that the interests of private companies and of the public may be at variance, as far as regards the fares of travellers ; it is also doubtful whether the same observation be not applicable to the cost of conveying goods by railroads. Some petitions upon this subject have been referred to your Committee, and they have consequently made much inquiry upon this important point. Witnesses, whose opinions on this question are deserving of careful considera tion, will be found to differ entirely upon the com parative advantage of companies themselves be coming carriers, or of other persons undertaking the carriage of the goods, while the company only supply the locomotive power, and fix the hours of departure and arrival. It is stated that the com pany can provide, on their own line, for the convey ance of goods more cheaply than can be done by any other carriers, because the general system for the collection and delivery, the warehousing, and the carriage of the goods must, it is maintained, be more economical than when several rival esta blishments are kept up, each having a less amount of business ; and also because the nature of railroad 411 -7-- The cost of the locomotive on the Great--Westtre Railway varies from 1,8.501. to 2,1001. THE SUN, LONDON, FRIDAY, OCTOBER 4, 1839. traffic will not allow that competition among car riers, which is produced when rival establishments convey goods upon canals or common roads. Upon this subject the opinions of Mr. Bax endale, Mr. Rathbone, Mr. Bury, Mr. Plummer, and Mr. H. Earle, are peculiarly deserving of attention. In this branch of the inquiry it will be most con venient to distinguish between goods comprising the general merchandise of the country and those lighter articles requiring more rapid transmission, techni cally called coach parcels ; since it appears that these last are in almost every instance conveyed under the management and responsibility of the Railway Companies, while, as regards the former, various systems have been adopted. In respect to merchandise, the London and Bir mingham Company have adopted the system of open competition, and supplying the locomotive power and waggons, have, since the completion of their arrangements, allowed all carriers, under cer tain regulations, to convey goods over their line of road. On the other hand, the Grand Junction Com pany appear to have haen desirous of following a i contrary system; but n consequence of the regula tions adopted by the London and Birmingham, they have admitted private carriers engaged in the London trade upon their line, but have retained to themselves the conveyance of all Birmingham and Lancashire goods. The Liverpool and Manchest er C ompany h ave always been the exclusive carriers on their line The Bolton and Leigh Railway, communicating with the Liverpool and Manchester, is let to a single carrier. The North Union professes to follow the exam ple of the London and Birmingham, but as yet only one carrier has established himself upon the line, and, as he is the lessee of the Bolton and Leigh, it is conjectured that his wealth and influence may virtually enable him to retain the entire carriage of goods upon these two lines. The Newcastle and Carlisle are the sole carriers on their line. The Stockton and Darlington are carriers on their line ; but there are also other parties, using horse power, who carry goods on this railway. The Leeds and Selby Company are the sole carriers on their line. The railroads that are only partially opened do not as yet carry goods to any great extent, but the companies have in general retained the conveyance in their own hands. Although your Committee have directed their particular attention to this important subject, and have collected a great variety of evidence, as well from the gentlemen to whom they have above al luded, as from others ; nevertheless, they feel in competent to offer an opinion to the House until further experience shall more fully develope the com parative inconvenience and advantage of either system ; indeed, until the great lines of communica tion between distant parts of the country shall he more generally completed, and the public wants and demands for the conveyance of goods and parcels more extensively known, it would be difficult to decide in what way the interests of the public can be best protected, under the practical monopoly which will be then established. In regard to the conveyance of parcels different considerations will arrise ; speed and security are in this case, points of more importance than the actual cost of the transmission ; whereas, with regard to goods and heavier merchandise, economy must be also a main object of consideration. It has been suggested to your Committee that although it might b e impracticable to open a rail way to general competition, yet it might be, under certain circumstances, advisable that a facility should be afforded for the engines and trains of one company to pass over the line of a connecting rail way. Any company, as has been already stated, can at present virtually prevent other companies from passing over their line of road, not only by charging them the maximum toll, but by depriving them of all the necessary accommodations. In some cases, however, agreements have been entered into between different companies, by which the engines and trains of one company are per mitted to travel over the road of another company. This has been allowed on the Liverpool and Man chester, where, amongst others, the trains of the Grand Junction are allowed to travel over the whole line. These two railways, are, however, chiefly under the direction of the same persons, by which much of the inconvenience which would otherwise arise from this arrangement is obviated. Some witnesses state it as their belief that this liberty might be granted with safety upon railroads in general, under the restrictio n that the locomotive power should be subject to the immediate control of the company on whose line it is used. Intimately connected with the preceding question is the propriety of allowing a terminus to be com mon to more than one railw a y. U pon t h e fi rs t establishment of railways it was deemed an advan tage, especially as regarded the approaches to Lon don, that one main line should lead to the common terminus of several railroads, nor was it even consi dered necessary that there should be separate and distinct lines of rail net apart for each branch of the intercourse. It may be said that no inconvenience has attended the Grand Junction Railway, and the Liverpool and Manchester having a common ter aiinus at Liverpool ; there, however, a distinct station for passengers, and another for goods, hac been esta lAished. An Act of the present Session has al .owed the Northern and Eastern Railway to aban don their intended terminus and to make use of a nortion of the line and of the terminus of the Eastern Counties Railway. After making every inquiry upon this subject, your Committee feel ;sound to state it as their opinion, that where the same line of rails is to receive trains arriving from ,wo or more separate lines of communication the risk of accidents is greatly increased. Wherever such junctions are permitted the safety of the pas sengers requires that all the circumstances of the case should be carefully investigated. The points to be specially ascerta i ne d are t h e l engt h o f li ne which is common to more than one rai way, the peculiarities of the curves and gradients at the point of junction, and the anticipated frequency of the departure and of the arrival of the trains. This subject has been more especially brought under the notice of your Committee by an exami nation into the proposed arrangements of the Green wich Railway, to which your Committee request the , zerious attention of the House. It will be seen from the evidence that one mile and three-quarters of the Greenwich Railway is intended eventually to be made common to four different lines of communica .tion—namely, to the Greenwich, the Croydon, the Brighton, and the Dover. These two last railway ,:ompanies have made arrangements to travel over a .;neat portion of the Croydon Railway, employing, however, their own locomotive power, and thus the traffic of the four railroads will have in common the above-mentioned portion of the Greenwich line, where it further appears there are only two lines of rails, and where, without an extension of the arches on which the road is laid down, it will be imprac ticable to increase the number. The trains on the Greenwich line are despatched every quarter of an hour from each terminus ; and in holiday time, or when any circ umstance r enders more frequent trans , . „ aestratne, they are started at shorter intervals. The intercourse with Croydon will, it is stated, require a frequent despatch of trains. The arrangement, also, by which the terminus, with its necessary buildings, is situated on the northern side of the railway, so that the traffic conveyed along the Croydon Railroad must necessarily cross the south ern line of the Greenwich Railway, increases the chances of collisi on , and consequently enhances the danger to the passengers. It is but just, however, to the companies to ob serve, that the directors, by the erection of a light house at the junction of the two railways, by the establishment of a code of signals, and by other means, have endeavoured to obviate the dangers and inconvenienc es of the proposed arrangements. Your Committee feel that they should neglect their duty if they did not express a decided disap probation of these arrangements, by which they are inclined to believe the safety of passengers will be exposed to considerable hazard. The Directors of the four railways have expressed a willingness to adopt some remedy which might be satisfactory to the Committee, and have proposed three different schemes for approval. The first is a plan for doubling the width of the Greenwich Railway as far the point of junction, by adding to the arches, and substitutin g four lines of rail, instead of the two lines at present in use. The second plan is to make a new line, deviating at a certain point from the Croydon, so as to separate the communication with Brighton and Dover from all necessary con- ! nection with the Greenwich line, and to give to these railways a new terminus near the Elephant I and Castle. The third plan is to make an entirely new line from Croydon, so as to render the Brigh- ton and the Dover Railways independent both of the Croydon and the Greenwich lines. The Committee do not feel it to be within their province to express any opinion as to which of these proposals should be preferred ; but entertaining very serious doubts how far the present arrangements are compatible with the safety of the passengers conveyed on the Croydon and Greenwich line of railroad, they must record it as their deliberate con viction that the four lines referred to should not he permitted to convey passengers until some plan shall have been adopted by which the apprehended danger may be removed. Your Committee are aware that these observa tions interfere with arrangements which have re ceived the sanction of Parliament, but they are of opinion that the public safety in this instance justi fies the warning which they have thought it their duty to give; and they believe that the Legislature having conferred these large powers on private com panies, and having secured to them the possession of important monopolies, no just complaint can be mad against any interference with these establish ments which may be deemed necessary either for the security or for the convenience of the public. Under this head of the inquiry your Committee have also directed their attention to the general question. whether or not travelling by railways has been attended with danger to the passengers. Con sidering the great number of persons who have travelled over railroads, it may be confidently stated that ver few accidents occasioning any serious in jury to passengers have occurred. Under proper regulatic:,s, and with due vigilance on the part of the managers of these establishments, it does not appear that the ve'oeity of the conveyance is neces sarily attended with that degree of risk which many persons, unacquainted with this new method of travelling had anticipated.. At the same time your Committee feel it to be their duty to point out cer tain circumstances connected with railways which have flat sufficiently attracted the attention of Par liament. The good fencing of these roads is essential to the safety of the passengers ; and it must be ob served that the bank on which a railroad is formed especially attracts the cattle, by reason of its dryness, compared with the adjoining fields ; while one small defect in the fence may endanger the lives of the whole train of passengers. It is indeed doubtful whether t thorn hedge can be considered a suffi ciently secure protection for the line of a railway ; but it is certain that the power of obliging a com pany to make &ood its fences should not be left to the proprietors or occupiers of the adjoining lands, who may not be constantly vigilant, or who may not choose to interfere. The general interest of every railway company is intimately connected with the security of the passengers ; but this your Com mittee feel can hardly be deemed a sufficient gua rantee in cases where a momentary inadvertence may occasion most calamitous results. _ Another source of danger arises from railroads being permitted to cross public ways on a level. A much more objectionable system appears to have been also, in some cases, sanctioned by the Legis lature, namely, permitting one railway to cross another railway on a level. Your Committee have no hesitation in stating their belief that very great additional risk is occasioned by this permission ; and they would strongly recommend these points to the consideration of Parliament. As a branch of the same subject, your Committee beg likewise to direct the attention of the House to the great importance of the switches (or points by which two lines of rail are connected) being placed under proper and effective care. The want of due caution in these cases has been already productive of seems accidents, and it is suggested that some arrangements should be made by which the risk of similar accidents may in future be avoided. Upon this subject your Committee have examined several gentlemen connected with railway companies, and they are glad to perceive that their attention has been already engaged in considering what improve ments can be introduced to render these points of connection less dangerous. It is essential to the safety of the public, and to the maintenance of regular intercourse by railroads, that the companies should have a more perfect con trol over their own servants. Much concurrent testimony upon this point will be found in the evi dence ; and where the lives of many persons de pend on the good conduct and ready obedience of the subordinate officers, and where the smallest ir regularity may be attended with fatal consequences, a system of exact discipline should be encouraged, and powers should be given to the Directors for the pbrpose of upholding their authority. It appears that on some railroads a book is kept at every station, in which travellers may enter their complaints, and these are regularly brought under the notice of the Directors ; a practice which might be adopted on all lines with advantage to the coin panics and to the public. Your Committee have instituted various inquiries with the view of discovering how far the interests of the community may require that some controlling authority should he established to protect the pub lic against any combination or any arbitrary regula tions on the part of railway proprietors, and whe ther or not such an authority would he considered injurious to the property invested in railroads. The first part of this investigation was directed to the by-laws which every railway company has the power of making and enforcing At present it appears that the directors of any railway have the power of making by-laws, which regulate the conduct, not only of their own servants, but of all persons tra velling on their road. These companies, therefore, possess very extensive and very arbitrary powers, and in some cases these laws need not receive the sanction of any supervising authority, while by some more recent Railway Acts it is required that they shall be sanctioned either by the Judges at Assize or by the Magistrates at Qusrter Sessions. It would be far better, for the sake of establish ing as much as possible one uniform system, and for duly protecting the general liberty of the subject, that some supervising authority, in the nature of a board, should he established, to which all by-laws might he referred, and which might have the power of sanctioning all necessary regulations, arid annul ling such as were not justified by the peculiar cir cumstances of the case, or by the general interests of the community. For a purpose so plainly justi fiable as the revision of by-laws it does not ap pear that there would be any objection to the esta blishment of a superintending board. There are, however, many other questions in which the public are concerned, and upon which it would be fre quently desirable to have some controlling authority. Disputes may often arise between the directors of connecting railways, by which the public may suffer very materially, and where some superior authority might interpose with very great advantage both to the proprietors of the railways and to the travellers on the several lines. On this subject there is con siderable difference of opinion among the witnesses connected with railway companies who have been examined by your Committee ; some have thought that these questions must he left to arbitration between the parties, while others have stated it as their belief that in such cases a tribunal of refer ence, with a controlling authority, might be benefi cially established. winegv e Tr tribunal,di e ep a e d I v l d a a n no t dn a advantage he o e f c ' t oh t h ne s i r s t t a ru r r t niaooni of m t the t s u w p o e u r l i d n ' te i n m d t was such as to merit the confidence of the public and of the railway proprietors. It is clear that the general interests of the com munity must sometimes be at variance with the in terests of railway proprietors, and that in such cases the combination of capitalists, held together by common advantage and guided by able direc tors, will probably prevail against the disunited efforts and casual resistance of the public. Your Committee are unwilling hastily to put for ward opinions which might have an injurious effect on these great and useful undertakings ; on the contrary, they are desirous of recording their opi nion of the benefits which the country has already derived from the introduction of this new and im portant means of internal communication ; nor can they refrain from expressing how highly they esti mate the services of those who have devoted, and still continue to devote, their time, their talents, and their exertions to its extension and improvement. The Legislature having practically given to these companies a complete control over all the great channels of intercourse throughout the country, your Committee deem it to be indispensable, both for the safety and convenience of passengers arid the public, to prohibit, so far as locomotive power is concerned, the rivalry of competing parties on the same line, although such prohibition involves the continuance of the monopoly ; but in proportion as they recommend this, so must they, on the other hand, give it as their opinion that a supervising au thority should be exercised over all the arrange ments in which the public are interested. It would seem advisable that this control should be placed in the hands of the Executive Government, and it might be expedient to vest it in a board to be an nexed to the Board of Trade, of which the Pre sident and Vice-President should be members, to gether with one or two engineer officers of rank and experience. This Board must have certain powers confirmed by the authority of Parliament. It should not in terfere with any proposed railway before the Act of Incorporation had passed ; nor should it be autho rised to control or regulate the works of any railway during their progress, except in cases where the company might apply for the opinion or the sanctio❑ of the board. Your Committee, however, are in inclined to recommend that no new railroad should he opened for the conveyance of passengers until an inspection had been made under the sanction of the board, who, if dissatisfied with the condition and state of the railroad, should have the power of adopting legal proceedings on behalf of the public. It should possess no authority to lay down rules for the government of railway companies, but should have conferred on it a control over those regulations to which the public may be subjected by the exer cise of the extensive powers now vested in such companies by their respective Acts, nor should any by-laws have the force of law without the pre• vious sanction of this board. All complaints on the part of the public arising from the powers exercised by these companies should be addressed to this Board, who might in the first instance, if they should think fit, represent to the directors any danger or inconvenience arising, from the state of the road, or from improper ar rangements on the part of the company, or from misconduct on the part of their servants ; and, if such arrangements should be disregarded, might be empowered to take legal proceedings at the public expense. This board, moreover - , would be the fit tribunal of arbitration in all matters of dispute be tween connecting lines. Your Committee are not prepared to recommend that this controlling authority over railway com panies should be established until the subject shall have undergone that consideration and discussion which its importance demands, and which they hope and expect it will obtain previous to the next. Session of Pariiament, when, if the House should adopt the recommendation of re-appointing this Committee, it should be made the subject of fur ther inquiry ; hut your Committee do not hesitate to repeat their opinion that some such superintend ing board will he required for the purpose of pro tecting the weak against the strong, and counteract ing the evils incident to monopoly. The present system of taxing railroads. A pe tition was referred by the House to the Committee, from the Forfar and Arbroath Railway Company, praying that an alteration might be made in the principle of levying the tax upon railway passengers. The present tax is one-eighth of a penny per mile for each passenger actually carried ; but, by the 52d section of the Act imposing this tax, the Board of Treasury was empowered, whenever they shall deem it expedient, to compound with railway companies for any sum of money less than the amount of duties chargeable under this Act in lieu of these duties. By the evidence of the Chairman of the Board of Stamps and Taxes, and by an account furnished from that department, it will appear how extensively, more expecially in the north of England and in Scotland, this power has been exercised, and how much less than the full amount of tax has been levied, It further appears. from the evidence of the gentle men connected with the department of Stamps and Taxes, that these compositions are determined after a review of the peculiar circumstances of each case, and of the propriety of each individual application, and that no general principles applicable to these cases have been laid down or acted upon. These compositions have been entered into for three years, and in some instances have then terminated, whilst in others they have been renewed, thoirzh not upon terms so favourable to the railway proprietors. Your Committee have no reason to suppose tha t this power has been exercised improperly ; but they think it advisable that this subject should be con sidered by the Committee in the ensuing Session. The petitioners above referred to pray that this tax may be altered into a tax on the gross income of the railway derived from the conveyance of pas sengers. They state, as a reason for this prayer, the very unequal operation of the present tax upon railways, whose income is derived chiefly from second-class passengers; and they further state that it operates injuriously to the interests of the poorer classes, inasmuch as it obviously bears a larger pro portion to the lower rate of fares than it does to the higher. Upon this subject your Committee exa mined several witnesses, to whose evidence they wish to call the attention of the House. It can not be denied' that the pressure of the tax is un equal, and falls more heavily upon railways in the poorer districts of the country, and where the pas sengers are chiefly labourers and mechanics, than it does upon the great lines, where a number of tra vellers pay the highest rate of fare. The railroads in Scotland and in some parts of the north of Eng land are more especially affected by the present mode of levying the tax. There would, however, be considerable dif f iculty in fixing upon a per centage which would produce the present amount of revenue, and it would also he in the power of any railroad company to lessen the gross income derived from passengers without reducing their profits. For instance, the London and Birming,harn Railway does not at present limit very strictly the quantity of luggage which the travellers, without any additional charge, may carry with them ; but if a tax were to be levied upon the gross income derived from passengers, it would then be for the interest of the company to reduce the fares of the travellers, and make a charge for their luggage, since the profits arising from this charge would not he subject to taxation. In the present state of r,il - communication, your Committee do not feel prepared to recommend any immediate change in the system of taxation, such as is urged by the petitioners, especially when they consider that rail roads arc greatly favoured in this respect, as com pared with other modes of travelling by land ; but they feel that this is a subject well deserving the attention of the Legislature, and the future inves tigation of a Committee. In the appendix will be found a copy of a list of queries transmitted by the President of the Board of Trade to her Majesty's Secretary for Foreign Affairs, suggesting that the same should he forwarded to her Majesty's Ministers abroad, with a copy of Lord Palmerston's reply ; this infor mation will, your Committee hope, be obtained be fore the next Session of Parliament. Your Committee recommend the careful perusal of the evidence which they have received, and of the documents accompanying this report, from which much new, useful, and important information will be obtained. From such a perusal it will be seen that several material questions came incidentally before your Committee which are not adverted to in this report, but the consideration of which must engage the attention of the Committee should it be revived in the next Session. August 9, 1839. FRENCH HOSPITALS EXTRAORDINARY.— The Council of Physicians at Paris have been trying experiments at their Hospitals with Holloway's Oint ment and his External Disease Pill, in very severe cases of Gout and Chronic Rheumatism. Out of twenty cases selected, many of which were considered incurabl e , nineteen of them were effectually cured by th ese won derful remedies. His Majesty Louis Phillippe has in co nsequence issued an order that the surgeons iu his arm y and navy may in future be supplied with them. The immense number of cures that are effected every day by their mean s a lmo s t staggers heliel. It honk' he observed that in most eases the Out ryent and Pill s should be used conjointly. They may b obtained a t a ll res p e ctable Chemists and Druggists . throu g h ou t t h e Kingdom, or at the Establish ment of the Proprietor, 13, Broad-street-buildings, City. HUDDERSFIELD MARKET, OCT. I.—There was a decided improveme n t in the M ar k et to -d ay. t h e demand for alm os t every description o f woo ll en goo d s being animated. Superfine br oa d s may , per h aps, b e quoted as being still difficult to sell, b u t even i n them there is an evidnt mov e for the b e tt er . 'lhe fine wea ther has g i ven an impulse, by inspir;ng confidence ; and, as stocks in the country are well known to be, very small, a good autumn trade is expected Too ware houses continue doing a Or business.--.llequAestcr Guardian. EVENIN'': EDITION THE FRENCH CORN-LAWS• The Moniteur publishes a return of the average prices of wheat throughout France during thn. last week of August and the first two weeks of September, from which it results that it increased during that interval in twenty-one markets, and underwent a trifling diminu tion in only nine. The average prices of wheat during the second week of last month in the departments of the first class rated between 22f. 11c., and 27f. 86e., per hectolitre ; between 19f. 75c. and 26f. Bc. in those of the second class ; between 19f. 75c. and 29f. 38c. in the third ; and between 17f. 80c. and 28f. 27c. in the departments of the fourth class. The markets in which the prices were highest were-Lyons, 251. 83c. ; Bergues, 251. 24c.; Rouen, 26f. lc.: Marseilles, 271. 88c. ; Soissons, 28f. 27c. ; and Paris, 29f. 38c. In the departments of 1110 et Vilaine, Cotes du Nord, and Finisterre, in Brittany, the hectolitre only stood in 171. 80c., 18f. 41c., and 18f. 71c. ; and in the Charente Inferieure, it sold for 19f. 75c. The Moniteur also contains an article on the corn question, in reply to an inquiry by another journal, why foreign corn, which is abundant at Marseilles, is not sent to Havre. The lfoniteur says that the Govern ment has done all in its power to draw corn to the markets where the price is higher than in others, and states that the import duty at Havre is only 25 cen times per hectolitre, whereas at Marseilles it is 3f. 25c. If the importers of corn have not taken advantage of this encouragement, says the Monitcur, it is because Mar seilles is nearer than Havre to Odessa and Naples, and the Italian entrepots and speculators in corn do not like distant ports, which are less familiar to them for this kind of trade. "In ordinary times," adds this journal, " the prices of corn are much higher in the markets of the south than in those of the north-west , but, by an extraordinary anomaly. the contrary is the ease this year. The rise of price in the markets of the north of France has been as unexpected as it is excep tional, and it has certainly been increased by the exagge rated opinion of the injury sustained from the effects of the storms, with which the country round Paris, was more particularly visited. The trade could not foresee this rise of price, and has not yet had time to apply a remedy. But thanks to the free circulation of corn, it is finding its way to all those points at which it is dearest. Cargoes have made their appearance at the mouth of the Seine from the Loire and the Charente, and, if these should not suffice, Marseilles will not fail to scud her stores of foreign corn, which are in ea trepot, and may he freely shipped to any p or t." The Presse proposes to the Government the granting of premiums, or a legislative measure to compel fo reign vessels to unload their cargoes in the ports of the north. As to a premium, it already exists in the reduction of the tariff in these ports, and the increase of price in the neighbouring markets. As to compul sion, it is impossible, and would be dangerous. Free dom is the soul of trade. The Courrier Francais replies to the statement of the Moniteur. It commends the Ministry for refusing to adopt coercive measures, as recommen' ed by one of the journals ; but says it is wrong in attempting to defend the present Corn-laws. The Courrier agrees with Adam Smith in thinking that the best way to establish regularity of price and cer tainty of supply is to make the corn trade entirely free. DUTCH MAIL. AMSTERDAM, OCT. I.—His Royal Highness the Prince of Orange, before his departure, sent to the Burgomaster the sum of 500 florins, for the relief of the sufferers by the late fire. HANOVER, SEPT. 27.—A new decree prohibits on" versation on political subjects, and enjoins all officers , on their responsibility, to arrest on the spot all persons who may presume to talk openly on public affairs. We now want nothing but the spies of the French domi nion ; for we are on the same footing as under Napo leon, with this difference, that we now have no law and no Constitution, as we had then. Such things excite bitter feelings in the Hanoverians, who are otherwise not disposed to revolution ; the first may lead to popu lar tumults, which nobody can wish for. The Austrian Observer of the 24th September has ac counts from Constantinople of the 11th. They merely mention an audience given by the Sultan, and a fire which broke out on the night of the 6th in a suburb near Pera, and which destroyed thirty houses and shops• It is supposed to have been caused by a band of thieves. The sanitary state of the Turkish capital is saticactory. The improvement in Spanish Stock did not stop where it left off yesterday, and the simultaneous rise of the Stock at Antwerp gives a new impulse to our spe culations. The demand for Ardoin's was so great, that the prices opening at 271, rose to 271, at which it re mained, being higher than yesterday. Spanish Stock not bearing interest, was much in do mond, especially Coupons, which rose to 251. Dutch Stock is rather dull, in consequence of its having been less firm in the London Market on Se t urday. Exchange on London, 11921 ; Two Months. 11 85 • —Dutch Papers, Oct. 1. PARIS MONEY MARKET AND CC/WOW CIAL NEWS—TUESDAY, OCT. I.—The middle classe s continue to withdraw their funds from the saving s banks. The payments made on Sunday and Blonde,' amounted to 530,000 francs, whilst the investment; were not more than 485,000 f rancs . Th e surplus payments is, no doubt, triflin g , b ut i t s h ow s the want of confidence existing amongst th e wor ki ng classes in con sequence of the scarcity of p rov i s i on s. The same causes operate upon the p r o v i nc i a l sayings banks. Rentes to a large amount have been purchased funds from the savings banks. The crisis in United States has already produced an injurious effect upon the people of Lyons, where the workmen i n the silk manufacturies are likely to be thrown out of wtihthe em ployment during the ensuing winter. Failures to the amount of 15,000,000 f. have just been declared at Grenoble and Vienne (in the department of Isere), All these untoward events may have a serious re-action ir. other quarters, and precautions ought to be taken.-- Morning Herald. COLBURN'S NEW MONTHLY MAGAZINE AND HUMORIST, FOR OCTOBER, offers a more than usual attraction, from the distinguished names among its con tributors and the amusing nature of its contents. Mr. Theodore Hook, the Editor, has an exceedingly singular Nle, entitled " Emily ; or, the Unexpected Meeting," which terminates in a manner that will quite surprise the reader. " Speech-making after Dinner," by Mr. Laman Blanchard, is a diverting paper on the intolerable bores addicted to table oratory. " H o w to get on" is a pleasing article from the most distinguished essay writer of the day. " The Antidote to Love," a tale by the Countess of Blessington, is full of grace and beauty. " Extract from the Note-Book of a Physi cian" describes that insupportable bore a hypochondriac. Mrs. Trollope continues her Widow Married" in her usual amusing strain, introducing her heroine to new relations. "The Life and Times of Peter Priggins" is continued with all its former unction, unfolding the MSS. of Sam. Smith, the Curate. " The Unknown. by the late I'. Haynes Bayley, is a melancholy tale. " The Blunderers" is an amusing paper, stringing togc ther the most remarkable mistakes in history. Besides these there are a number of other articles, reviews, fcc. Two thousand cottages are vacant in Stockport; and two hundred persons have left that town for South Australia within three months. DEATH-BED CONVERSION.—Pierce Crosby, Esq., of Abbey Lodge, Kerry, having attentively exa mined the tenets of both Churches, and being firtelY convinced that the Roman Catholic Church was that in which he could more securely die, conformed to that fai:h shortly before his death. Mr. Crosby was the descendant of a long line of Protestant ancestry"' Limerick Reporter. The Shannon Navigation Commissioners will hold their first meeting in, Dublin next week. Rebuild ing Athlone bridge will be the first work on the Shan noa.—C:nnaught Journal. GENTLEMEN'S ELEGANT FLAT GOLD WATCHES are offered, price Nine Guineas each, of s s °: l suited to wear in the waistcoat pocket, enoine turned cases, b ar e enamel dial, and hand to mark the second's. The movements ar e on the celebrated horizontal constriction, led &c. with and going Wee d ! I t c o ntinue going while windincr, T. CO SAVORY'S Watchmaker, &e., N o . 47 , C ornhill (Seven d oo rs fr sul jewe, warrante Gracechurch-street ), London. N.B. Second-hand W atc h es, Plate, ice. purchased in Whole' SHEFFIELD PLATED WINE COOLERS' A. B. SAVORY and SONS, Manufacturing Si lversmiths,for 14, Condi' ill, London (opposite the Bank of England), choice in their warerooms a Selection of PLAIN and 01 1, 7 NI ENT AL ICE PAILS , to which they wish to direct attentro.:: The price of the Plain Tub-pair (now much in use), 8 i• ` the the pair ; the Classic Vase (very neat), 101. Ba. th e pal f r ; the Victoria Pattern, 15/. the pair ; the Dresden Cooler, 1 . 41 ' d pair, &c., all of whic.. are strongly mounted with Silver, an have Silver Shields for Engraving the Crest or Coat of Arm 'w pamphlet is published, with drawiags of the aboveii,:, other articles of plate generally, which may be had on &PP' tion, tree of cost. B On the 29th u lt., a t t h e RIR e THS. ctory, Braemore, the lady of the Rev. J. N. Palmer, of a son, stillborn. On the Ist inst., at Woburn-place, Russell-square, the lad y of John W arner . E,q., of a daughter. __ M4RRIED. On the Ist. inst., at St. Giles's , Camberwell, Mr. JohP. Dick , on, of Kennington, to Elizabeth, fifth daughter of the Arneld Heath, Esq., of the Camberwell New-road. On the Ist inst., at Croydon, John James Ridge, Viirgeon, third son of the late Benjamin Ridge, Esq., to Emma Annette, youngest daughter of K. Leppingwell, Esq. DIED. On the 16th ult., at Kingsland, Mr. Thomas Parkinson, formerly of the Bank of England, af fo d 85. On the 27th ult., Francis 13tyley, Esq., of Ardwick, Man chester. On the 26t1. ult., Frederick, sou of Mr. Mulliens, o f Leaden" hall-street, London, aged 22. On the Ist inst. , sud denl y , Mr. Luke Springbett, for inaq pear* auctioneer to the [ion. East India Company, a ged 60 : On the Ist inst. , Lieutenant Renwick, of Greenwich Hospital. London , Print sal and Publish e d by M ITRDO Yol7lq,- rs , ~p N a . /12, Strand, at The San Office, No 11.), Strand, in tm o .f (Jaun ty of Al iddlesex.—FridAy, O c t o b er 4, 183 - 9.