The Sun. — London, England, 1845-04-03 00:00:00

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Railway Department, _ : r - Whitehall, Alai:a - ~ - The Board constituted by the minute of the-Lii'rda---of the Committee of Privy Council for Tradi: -4 Voi - ,thii ( ;.MAV transaction of railway business, having had under con sideration the several schemes for extending railway communication to Harwich ; viz., Harwich Railway and Picr—Braithwaite's line ; Harwich Railway—Hoakina's line ; Harwich and Colchester—Mosse's scheme ; Ips wich and Harwich—Eastern Union scheme ; have de cided on submitting the following report thereon for the consideration of Parliament. It will be remembered that at different times projects to effect this purpose have been brought before Parlia ment, and from various causes have either fallen of them selves or have been rejected. Last year the struggle was of a protracted and costly character, and the parties who contested it, to avoid the recurrence of such a struggle, combined to form a general measure, which is now presented as Braithwaite's line. Neither is Hns kins's line a eew project ; it was brought forward first in I SU, and subequently has been repeatedly before the public. The prnjccts of Mr. fosse and the Eastern Union Company are now for the first time before Par liament. BIRMINGHAM and OXFOLO JUNCTION RAILWAY, with a BRANCH to STRATFORD-ON - AVON. £30n,000 in Shares of £2O each. - Deposit £2 per Share. Provisionally registered pursuant to Act ith and Bth Vic., c. 110. PROVISIONAL COMMITTEE. The Mayor of Birmingham The Mayor of Stratford-on-Avon John Adams, Esq. Servant-at law, London J. T. Alston, Esq., Liverpool W. C. Alston, Esq., Elindon Hall, near Birmingham John Aston, Esq., Birmingham Robert James Atty, Esq., IngonHar, Stratford-on - Avon F. P. Barlow, Esq., London Colonel Charles Oldfleld Bowles, North Aston Park W. E. Boyes, Esq., Alkerton, near Banbury James Butlin, Esq., Westfield House, near Rugby C. H. Corbitt, Esq., Admington John Crosthwaite, Esq., Liverpool Sir George Dashwood, Bart., Kirtlington Park. Oxon William Dickens, Esq., Cherington, near Shipston Rev. Edward Dudley, Broom Rectory, near Stourbridge Rev. John Ellis, Wootton, Henley in Arden John Branton Fere, Esq., Stratford-on-Avon - J. Gardiner; Esq., Southam Darwin Galton, Esq., Eustone Hall, near Stratford-on-Avon Robertson Gladstone, Esq., Liverpool John Greaves, Esq., Riuiford, near Warwick John Griffiths, Esq., Alveston, near Stratford-on-Avon • J. Haddon, Esq., Leamlngten William Judd Harding, Esq., Baraset House. near Stratford- _ re 0 "r 1 tzv `'t APRIL 3 ) 1845. 7 No. 16421. LONDON UltS DA _Y e•. - • . - PRICE: sd, THE SUN is Published EVERY MORNING at FIVE ()CLOCK, in Time for the EARLY TRAINS and TOWN DELIVERY; a SECOND EDITION (Even:ng Sun) is Published in Time fi,r the AFTERNOON TRAINS and a THIRD EDITION at SEVEN 0 CLOCK, for POST, containing PARLIAMENTARY and all other NEWS in LONDON up to that Hour. . . ADVERTISEMENTS INSERTED in ALL THE THREE PAPERS, Marnirg, Noon, and Night, thereby insuring a TOWN and COUNTRY CIRCULATION at ONE CHARGE. E XETER, YEOVIL, and DORCHESTER RAILWAY. The PROVISIONAL COMMITTEE hereby give Notice, that APPLICATIONS for SHARES in this undertaking CANNOT be re ceived later than THUASDAY, the 10th day of April instant, after which the Committee will proceed to allot the Shares. JOHN CLINCH, Secretary. Exeter, April 1, 1845. I QHREWSBURY, WOLVERHAMPTON, and BIRMINGHAM RAILWAY. At a numerously attended Meeting of Shareholders in this Bali way, held this day at the London Coffee-house, Lu 'gate-hill, .10s El' 11 AN DREWS, Esq., in the Chair, the following resolutions were put and carried by large majorities. Ist.—lt was moved by Mr. LawnExcE, and seconded by Mr. BILLER, That the report of the Committee of Inquiry now read be adopted and confirmed by this Meeting. 2.l.—Moved by 31r. ABRAHAM and seconded by. Mr. BLOND, That, as from the facts communicated in this Report it appears that a very large proportion of the Provisional Committee have never taken any part in the management 'of the affairs of this Company, and have in many instances withdrawn from It or expressed their disapprobation of the course pursued, and as the actual administra tion has in consequence fallen into the hands of a small section, who do not repment tile local Interests,but are wholly under the guidance of the LouMn Solicitors, and seeing that the results have been so disastrous in the occurrence of so many deplorable errors in the legal and engineering departments, together with the expenditure of an amount of capital much larger titan was warranted by the circum stances of the case, Resolved, that this meeting cannot too strongly express their opinion that the Committee of Management have acted most imprudently and unjustifiably, and have deservedly forfeited the confidence of the Shareholders. 3rd. Moved by Mr. HENDERSON and seconded by Mr. COLLETT,M.P. That further and strict inquiry be instituted Into the conduct of those Directors concerning whom so nets er e have been circu lated, that they have exercised the powers confided to them for pur poses other than those for the general benefit of the Shareholders, which reports the late advertisements as well as the reluctance of the Committee to give any account of their proceedings to the Share holders have tended considerably to confirm. 4th. Moved by Mr. THORNTON and seconded by Mr. WAGBTAFF, That the Members of the Committee of Inquiry, together with the Gentlemen hereafter named, be appointed a Committee to represent the Shareholders, and be fully empowered to take whatever steps may appear to them necessary for the following purposes, viz.--To call upon the present Committee of Management to retire from the direction of the Company. To take measures for the avoiding any further waste of the Capital in a Parliamentary opposition which must prove most expensive and of doubtful issue. And to follow whatever course may be best calculated to protect the Shareholders and advance the interests of the undertaking. That the Committee shall request Mr. Gore and the Hon. Mr. Clive to join their number and assist in carrying out the measures that may be adopted for the benefit of Subscribers. The following Gentlemen to be added to the Committee — Patrick Stewart, Esq., M.P. William Mayhew, Esq William Tite, Esq. John Crawford, Esq. William Chadwick, Esq. William Blond, Esq. William Freeman, Esq. With power to ad , (Signed) ' Thanks were then unanimousk Meeting separated BRITISI I INSTITUTION, PALL-MALT, The OA LLERY for the EXHIBITION :0,1 SALE of tlie WORKS of BRITISH ARTISTS OPEN DAILY, fron Tol iii the Morning tin F'ivo in the Ewning. • Admission, 19.--eittalove , WILLIAM I.IARN_A_RI_/, RAIL WAY IN TELLIGENCE. RETrii - yrr OF 'rrii it A I LiirAY . RT M ENT OF boAnD ot4 . TRADE ON TUE SCHEMES FOR EXTENDING RAILWAY COMMUNICA TION TO POR rsmounr. Railway Depar,ment, Board of Trade,. Whitehall, 31st March, 1845. - The Board constituted by the minute of the Lords of the Committee of Privy Council for Trade, for the transaction of railway business, having had under con sideration the several schemes for extending railway communication between London and Portsmouth, and in the intermediate district, viz., the Brighton and Chichester—Portsmouth Extension ; the Direct London and Portsmouth; the Guildford, Chichester, Portsmouth, and Farcham Branch ; London and Brighton—Horsham Branch ; London and Portsmouth, with branches to 'Shoreham-bridge, Fareliam, and Reigate, have deter mined to submit the following report thereon for the consideration of Parliament : Portsmouth is too well known to render it in the least necessary for us to enlarge on the desirableness of giving to it an east and west communication along the coast, as well as a more direct connexion with London than it at present possesses, by means of the Gosport and Bishop stoke Branch of the South-Western Railway. To eff,ct these objects, the following railway schemes have been projected, viz.:— The London and Portsmouth, with Branches to Shoreham lolge, Fareham, and Reigate. The Direetr.Atlnn. and Peltsmouth. - The Guildford, Chichester, Portsmouth, and Fare ham Branch. The Brighton and Chichester—Portsmouth Exten sion. 1 as with the locomotive system for the convenient work ing or a large and mixed traffic over an extended line. Upon this point the opinion' of some eminent authorities has been strongly expressed to the effect that s doubl e line, with double tube, &c., _would be indispensable, un less upon a short line, wl*re the traffic should coesist of a certain number of trains starting at regular intervals from each end; nor is there anything in the expe rience of the atmospheric system, up to the present time, that would warrant us in assuming this opinion to be altogether . unfounded. But it' we were to assume a double line to be necessary, the first c st of construe ton under the atmospheric system would be so greatly in creased, that no reduction in the rate of working ex penses could compensate for if, unless the traffic was exceedingly large. The cost of the atmospheric appa ratus is estimated by Messrs. Samuda, in their evidence last year before the Croydon and Epsom Committee, at 4,0001 per mile of single line, independently of the cost of stationary engines, which is estimated at about 3,000/. for every three miles. or 1,700/. per mile. 'rho actual cost of the propelling power by the atmospheric system was stated by — the manager of the l)alkey line, in his evi dence before the Croydon and Epsom Committee, last year, to have been a fraction over 7d. per mile ; _ and, including the cost of maintenance of way, the com parison was stated, by the same gentleman, to stand as .9d. per mile under the atmospheric system, against 4id. per mile under the locomotive system. It is evident, therefore, that even if we" could assume the sufficiency of a single line under the atmospheric system, we should not be warranted-in - assuming the success of that system, in a commercial point of view, as an establiShed fact, espeecially when the traffic is not likely to be large. It is also the opinion of many prac tical men,' that the atmospheric system could not be applied with advantage' when the traffic is of a mixed character, consisting, in a great measure, of heavy trains of goods and minerals, and there are, as yet, no sufficient data to warrant us in assuming this opinion to be alto gether without foundation. " Under these circumstances, and considering that, on the one hand, a good locomotive line can always be ren dered available for the atmospheric system, should that system be found to succeed; while, on the other hand, a line laid out expressly for the atmospheric system might not, in the event of its failure, admit of being readily converted into a good locomotive line, we have not thought ourselves justified, when comparing two rival projects presented to us, in assuming the complete suc cess of the atmospheric system, which is still under experiment, but have thought ourselves bound to form our opinion upon them with reference to the present, and not to the future or possible state of the science of rail way locomotion." We shall proceed therefore to compare the lines, apart from all considerations as to the atmospheric system. We have seen that with regard to gradients, the South-Western scheme possesses a great superiority over the Direct Portsmouth; but if these better gra dients were to be obtained at the sacrifice of a greatly increased cost in the construction, and if the inferior gradients were attended by a proportional economy in the first cost of formation, it would have been a ques- WII. S 0 N'S SCOTTISII ENTERTAIN m ENTS. At the Ml:Sir-iIALr, STOVE-STREET, BEI/FORD-SQUARE, On MONDAY EVENINO, April 7, at Eight o'clock, Mr. WILSON will give his new selected Entertainment on the on-Avon Lawrence Heyworth, Esq., Liverpool Captain Hitching, Ecilicote, near Shipstone Charles Lawrence, Esq., Liverpool John Lechmere, Esq., Steeple Aston George Lucy, Esq., Charlecote Park, near Stratford-on-Avon Charles Mann, Esq., Leamington Willia►n 3farshall, Esq., Husbands' Bosworth, Leicestershire William Mathews, Esq., Edgbaston, Birmingham J. W. Miles, Esq., Bristol • Rev. Robert Morris, Eatington, near Stratford-on-Avon John Moss, Esq., Liverpool • Rev. Charles Palmer, Lighthorne J. G. Reeves, Esq., Birmingham John Roskell, Esq., Bath Francis Rufford, Esq , Bellbroughton, near IstOurbridge Charles Russell, Esq., M.P., London • Charles Shaw, Esq., Biriningham Major General Smith, Rugby Gustavus Thomas Smith, Esq., Goldlcote, near Stratford •on-Avon John Staunton, Esq., Tidmington, near Shipstone Samuel Edward Steward, En., Leamington T. H. Thorne, Esq., Leamington Rev. Townsend, Honnington, near Shipstone George Richard Walker, Esq., Heathllehl House, Bletchington, PROSPECTUS OF THE - • TNVERNESS AND ELGIN RAILWAY, Passing through the Towns of NAIRN and FORRES, with Branches to FINDHOR, and LOSSIEMOUTH, or BURGHEAD. • Capital 300,0001., in Shares of 201. each. Deposit 1/. per Share. PROVISIONAL COIiSIITTEE. The Provost of Inverness The Provost of Elgin • The Provost of .Nairn The Provost of Croinarty Andrew Belford, Esq., of Glenflntaig Donald Cameron, Esq., of Lochiel Sir Duncan Cameron, of Fassfern, Bart. Arthur Cant, Esq., of Millfield J. P. Clark, Esq., of Fingask Alexander Cumming, Esq., merchant, Inverness Duncan Davidson, Esq., of Tulloch Patrick Dewar, Esq., banker, Nairn John Ferguson, Esq., wine merchant, Inverness Alexander Forbes, Esq., chemist, Inverness James Forsyth, Esq., merchant, Inverness George France, Esq., Wester Lovat Robert Fraser, Esq., 13raekla Simon Fraser, Esq., merchant, Inverness Donald Fraser, jun., Esq., merchant, Inverness E. S. Gordon, Esq., advocate, Edinburgh General W. A. Gordon, of Lochdhu, C,B. Donald Grant, Esq., dean of guild, Inverness Patrick Grant, Esq. ' county and sheriff-clerk of Inverness-shire Thomas Houston, Esq., Kintradwell Sir Thomas Dick Lauder, of Grange and Fountain Hall, Balt John Macewen, Esq., merchant, Inverness Neil Malean, Esq., factor on the estates of Kilravock, Cantu, Cluny Macpherson, of Cluny Macpherson Major Macpherson, of Glentruim Major D. Macpherson, Inverness James Macgregor, Esq., factor for Lord Abinger and others John Mackay, Esq.. banker, Inverness Dr. John Mackenzie, Kineilan, Commissioner for Sir Kenneth Mac kenzie, of Gairlock, Bart., and for Colonel Hugh Baillie, of Red castle, M.P. William Mackenzie, Esq., of Muirton Colin Lyon Mackenzie, Esq., of St. Martins Mackintosh of Mackintosh William Mackintosh, Esq., of Geddes, Convener of the County of Nairn George Mackintosh, Esq., yr. of Geddes Charles Mackintosh, Esq., of Aberarder John Mackintosh, Esq., wood merchant, Nairn • Colonel D. Macpherson, Burgie House John Malcolm, Esq., senior bailie, Nairn David Munro, Esq., of Allan Archibald Hill Rennie, Esq., of Ballilisk Arthur J. Robertson, Esq., of lushes Bailie D. Rose, Inverness Hugh Ross, Esq., of Cromarty John Bethune Ross, Esq., advocate, Edinburgh Colonel John Gray Rose, of S•rathgrave John Ross, Esq., Berbice Cottage, Inverness William Simpson, Esq., merchant, Inverness Andrew Smith, Esq., senior bailie, Inverness Thomas Smith, Esq., merchant, Inverness Captain J. Stewart, of Lesmurdie, Elgin James Suter, Esq , Inverness Charles Waterston, Esq., manager, Caledonian Bank, Inverness With power to add to their number. ACTING ENGINEER—Joseph Mitchell, Esq., F.R.S.E. SOLICITORS. Messrs. Martin and Ross, Edinburgh. , G. and P. Anderson, and C. Stewart, Esq., Inverness. ' SONGS OF SCOTLAND. PART I.—Ye Banks and Braes o' bonny Doon—Of a' the Airts the Win' can Maw—Lest May a brew Wooer—Anld Robin Gray--Dim can Cray came here to woo—John Anderson my jo—Jenny's Bawbee. PART 11.--Thou art gene awe free me, Mary—John o' Badenyon —Jock o' Hazuldean—The Birks of Aberfeldy —My jo Janet —Wha wadna feet for t'harlie. Piano-forte—Mr. LAND. Tickets, 2s. Reserved Seats, 11. lilt. Private Boxes for Six, 159. for Eight persons, It. CLARA SEYTON'S NEW ENTERTAIN MENT. Miss CLARA SEYTON will give her ILLUSTRATIONS of the DRAMA and the OPERA received with the most enthusiastic ap• plause, at CROSBY HALL, BISHOPSGATE-STREET, on TUES DAY Evenings, - and on THURSDAYS, at the MUSIC HALL, STORE-STREET, Miss CLARA SEYTON will give RECITATIONS fYom Ancient and Modell Dramatists, and sing admired compositions of Mozart, Weber, Schntrrt, ; also three new songs, by Mr. T. Cooke. The r:ntertainment will conclude each evening with Albert Smith's brilliantly successful Comie Medley Seem, "A Musical Scamper over Europe." Doors open at Half-past Seven, to commence at Eight. Tickets 2s. and 2s. 6d. each, to be 114 of all Musitsellers ; at the Hall ; and of Miss Clara Seytod, 4, Argyle-street, Regent-street, of whom alone Private Boxes for Store-street (One Guinea each) may beiobtained. Oxon Charles Woodham, Esq., Avonhurst, near Stratford-on-Avon (With power to add to their number.) BANKERS. Messrs. Roharts, Curtis, and Co., London: Messrs,' Attwood, Spooner, and Co. ; and the Birmingham Bank . lag Company, Birmingham. Messrs. Miles, Ilarford, and Co., Bristol. Messrs. Moss and Co., Liverpool. The Leamington Priors and Warwickshire Banking Company, and The Warwick and Leamington Banking Company, Leamington and Warwick. SOLICITORS. Messrs. Patterson, Haymes, and Hanbury, Leamington and ROYAL POLYTECHNIC INSTITUTION. Dr. Ryan's first Series of LECTURES on the Chemistry of Domestic Life daily, and on the Evenings of Monday, Wednesday, and Friday. Popular Lectures on Natural Philosophy, with Brilliant Experiments, by Professor BachhMiner A New Series of Objects, exhibiting beautiful effects in CHILDE'S CHROMATROPE, in the PHYSIOSCOPE, and the PROTEOSCOPE. The SHRINE of the NATIVITY is one of the latest additions to the DISSOLVING VIEWS. A Curious MECHANICAL HAND, exhibiting daily on the person of an individual who has lost his natural hand. A Work ing Model of the ATMOSPHERIC RAILWAY, Fifty Feet long, and other working Models and New Inventions explained. Submarine Experiments by the DIVER. The DIVING BELL, JiIICROS COPE, &c. &c. It is necessary to observe, that the traffic between Portsmouth and London has not equalled the expecta tions which were formed by the original projectors of the South-Western Railway according to the statements made to Parliament when its sanction was obtained to make the branch from Bishopstoke to Gosport. It has been alleged that the traffic would have been much greater if the projectors had carried the branch into the town of Portsmouth, instead of only to Gosport, since much inconvenience and delay arise from the necessity of using the floating bridge to cross Portsmouth Har bour ; but as there are four companies in the field to effect these communications, in a greater or less degree, and the returns of traffic which they bring forward are sufficient to show an expectation of a moderate profit, we may assume that the question is reduced to one of preference between the competing schemes. The London and Portsmouth scheme, which has been termed for the sake of brevity and distinctness, " Stephenson's Line," is the same, or nearly so, in its general character, with that which Mr. Robert Stephen son originally projected between London and Brighton, and which was rejected by Parliament in favour of the line now in use. This line, leaving the South-Western Railway near Wimbledon, passes close to Leatherhead, through the valley of the Mole, to Dorking; it passes a mile to the westward of Horsham, near which it throws off a branch to New Shoreham; the main line being continued by Arundel, Chichester, Havant, and Ports mouth. The Direct London and Portsmouth Railway is pro posed to be worked on the atmospheric system, being in tact a continuation of the Epsom and Croydon line, for which a Bill was obtained last year. From Epsom it taltek a 'course by Leatherhead through the Valley of ..the Mole "t&Dorking, whence it proceeds by Godalming, Haslemere, Petersfield, and Havant, to Porstmouth. In the session of last year an Act was obtained for the purptise - "of making a railway from the London and South:Western Railway, near Woking, to the town of Guildford,: its length being six miles. The South- Western Railway Company having made arrangements to piirehase this Guildford Railway, and to continue it by Gladalming to Chichester, and from Chichester by Havant to Portsmouth. . _ . Warwick.. _ - W. O. Hunt, Esq., and Charles Stevens, Esq., 10, Whitehall, . _ . London. Messrs. Clay and Swift, Liverpool. The period having elapsed for making application for Shares, the Provisional Directors beg to give notice that they are proceeding to make the allotment with as little delay as possible ; but from the un precedented.demand fur Shares, amounting to ten times the capital required, a few days must necessarily elapse before the letters of al lotment can be issued : and the Provisional Directors take this op portunity of Intimating to all parties, who within fourteen days shall not receive such letters, that they must understand their repuest can not be complied with for the reason above assigned. London, 449, West Strand, April 1, 1845. to their number. J. ANDREWS, voted to the Chairman, and the Admission, Is. ; Schools, Half-price. BATTLE OF WATERLOO. New Model, upon a large Scale, representing the Splendid Charge in the earlier part of the Battle by the British heavy Cavalry under the Marquis of Anglesea, and by the British Infantry under Sir Thomas Piston. EGYPTIAN HALL, PICCADILLY. Open from Eleven Morning to Nine Evening. Admission—One Shilling. "One may read buretins, and dispatches, and histories fora month without obtaining the clear idea of these movements which a glance at the Model will convey."—Bell's Weekly Messenger. Described by Waterloo Men. LONDON AND YORK RAILWAY. The detailed Report of the Board of Trade having been pub lished, the Committee of Direction of the London and York Company deem it right to observe upon a few of the most glaring mistakes, ap- parent on the face of it. The Committee, however, must first acknowledge the favourable opinions expressed of the London and York, compared with the rival schemes in the following passages of the Report, viz.:— "As regards local accommodation, we are of opinion that the merits of the two schemes are equally balanced, and that either 'would afford a very good Trunk Line between London and York ;" and, again, " If we disregard for the present all considerations of ex pense, it mar be con4dered that the London and York scheme, on the PREMISES or MERCANTILE ESTABLISHMENT for WARE HOUSING COLONIAL PRODUCE. rpo BE LET,. SUBSTANTIAL WARE• IL MOUSES, with Dwelling-house, Counting-houses, and Requi sites for Business. Address, pre-paid, or, apply to Mr. Atkinson, No. 28, Well close-square. whole, presents a larger and more comprehensive system of commu nication." • The Report, nevertheless, rejects the London and York scheme, upon the ground of Its being too expensive, and asserts that the same ends may be obtained at much less cost, by means of 218 rnilesof new railway instead of 327, the length of the entire London and York scheme. 'The Committee' call attention to the fact, that BANKERS. l , Caledonian Bank, Inverness, and its Branches. k; Union Bank of Scotland, Edinburgh. Do. do. Glasgow. Messrs. Barclay, Bevan, Tritton, and Co., London. Manchester and Liverpoool District Bank, Liverpool EMPLOYMENT. —Persons having a little time to spare are apprised that Agents continue to be appointed in London, and country towns, by the EAST INDIA TEA COMPANY, or the sale of their celebrated teas. Offices, No. 9, Great St. lielen's-churchyard, Eishopsgate-street. They are packed in showy leaden canisters, from one ounce to a pound, with the price and weight marked on each packet, and but bade trouble is occasioned by the sale. The license is only lls. per ~k amin, and many during the last nineteen years have realised con siderable incomes by the agency without one shilling let or loss. Application to ice made (if by letter post-paid) as above. tion of degree as to whether the advantages, together with the greater outlay, were on the whole to be pre ferred to the smaller outlay, coupled with the attending disadvantages. But the reverse is the case : the line with the better gradients has not only fifteen miles less railway on the main line to construct, but the construc tion will be less costly, as there are 3,717 yards of tun nelling on it, compared with 4,243 yards on the other scheme, the earthworks being about on a par. The Direct Portsmouth scheme does not offer any connexion between Havant and Fareham; so that if this, scheme were carried into execution the communication along the coast would necessarily be carried on by means of the Gosport and Bishopstoke branch of the South- Western Railway, and be subject to the interruption caused by Portsmouth Harbour, which interruption would prevent the continuation of the electric telegraph, and interfere with the national advantages afforded by a continued coast communication. It is manifest that, from Havant to Fareham, the construction of a railway can never be remunerative simply as a mercantile specu lation; and as it would compete with the existing branch from Gosport to Bishopstoke, the South-Western Rail way Company never would have proposed to construct it, unless with a view of excluding other parties from that portion-of the district, and at the same time providing national advantages which should render their entire scheme as comprehensive as possible. The completion of a chain of coast communication has been adverted to by Parliamentary Committees as an object of great public importance. On this point the Direct Portsmouth is defective, and any railway scheme through this district which does not afford this uninter rupted communication is manifestly incomplete. The Brighton and Chichester Extension affords a good coast communication, but fails with respect to the direct communication from London to Portsmouth; and, considering that three distinct companies have come for ward for the purpose of affording such direct communi cation, we are of opinion that public reasons are not sufficient to justify the sanction of the Brighton and Chichester Extension, to the exclusion of the others. Thus, then, we have three schemes ; the extent of railway which each has to construct being as follows : South-Western Scheme. Si. CH. Guildford to Portsmouth Fareham Branch 6 0 Whilst the report on this plea of economy rejects the London and York scheme, the whole of the lines actually recommended by that report as substitutes, contain no less than 334 miles of new railway, still leaving the public to travel from Cambridge to London (a dis tinca of more than 50 miles) upon the existing Northern and Eastern Railway, and throwing the trunk lines into the hands of three sepa- rate companies. On the question of cost, the report of the Board of Trade states " That the London and York scheme, as now proposed, could not be completed with stations, metropolitan terminus, and the requisite working stock of engines, carriages, &c. for a less sum than 8,000,0001." But the Committee beg to observe, that the carrying establishment (which the report very mu.h over estimates, at an average of 3,3581. per mile, or about 1,000,0001.) was not included, not being required by Parliament to be included in their estimate. The estimate sent to the Board, was for works only, and amounted to 6,500,0001., the difference therefore between that es timate, and the estimate put forth by the Board, is only 500,000/. ; and when the Committee state, that no question or explanation upon In submitting to the public a scheme for the construction of a rail way along the south shore of the Moray Filth, and connecting the towns of Inverness, Nairn, Forres, and Elgin, the Conunittee con sider that there is no situation in Scotland which affords a more cer tain prospect of profitable investment. • The co; ntry through which it passes is nearly a perfect level. The length of the line, with the branches to the ports, is 44Y, miles. The main line passes from Inverness to Elgin, through the towns of Nairn and Forres. The whole adjacent district is rich and fertile, and con tains a large and thriving population. It includes ten of the most im portant market towns of the north of Scotland, in which at least tlfty considerable markets are annually held. Within this district, also, and branching off to the south of the main line, lie the fertile valleys of the Spey, Findhorn, and Nairn, and the Great Glen of Scotland, between which and the different towns along the line, and the sea -ports, there is an extensive and daily increasing intercourse. This district is so situated, that all the main highways from the north and west, including those by the ferries of Kessock and Fort George, centre upon it. Besides the ports of Inverness, Nairn, Findhorn, Burghead, and Lossionouth, it comprises the basins and quays of the Caledonian Canal, and the military station of Fort George. Along the main line from Inverness to Elgin, besides a large pas senger traffic, by posting and private conveyances, there are eight daily coaches (four each was ). The traffic must be greatly increased when a more rapid communication is opened up between the termini and the intermediate towns and villages. Another and large additional traffic will be brought upon the line by the London, Leith, and Aberdeen steamers, which call at Lassie mouth and Burghead, landing their passengers for Inverness, Nairn, and the country beyond, at either of these ports, instead of taking them, as at present, by the circuitous route to Invergordon, where they are &stained for several hours. The line will also afford great additional facilities to the trade which has hitherto bean carried on by a steamer and sailing vessels, plying between the Moray and Nairashire coast and the Little Ferry in Sutherlandshire, as, on the opening of the railway, regular and efficient steam communication between these points and others on the Sutherland and Caithness coasts will necessarily be established. By these arrangements, in addition to the existing traffic by land, and that carried on by steamers to Inverness, the greater part of the traffic, both in goods and passengers, from Inverness to Sutherland and Caithness, will be brought along the line. The inquiries into the traffic, which have been caraildly made, show the following results:— The annual number of passengers of all sorts, and doubling those by coach and other conveyances, between Inverness and Elgin, and the towns along the line, according to the Parliamentary rules, amount to 87,640, which, at the average of 4s. for each passenger, For mails and small pa rce l s, & c . ..... ........ • ••'••• " " • • • • .......... yields • • • • 2,024 0 0 Tre probable revenue a r i s i ng i rom t h e transpor t o f car riages, gigs, horses, dogs, &c., taken at an average of only three per cent on the passenger traffic, the per centage usually taken in si m il ar li nes b e i ng fi ve , yields 525 0 0 Cattle and sheep.. "•'•• • • • • ..... ••••• • • • • • 600 0 0 General merchandise, heavy goods including stone from the Quarries in Morayshire and Nairnshire to the west, timber, farm produce, coals, manures, fish, spirits, •••••• • • • • • •• • ..... .......... 7,500 0 0 Goods traffic on the Branches ...... 2,500 0 0 Passenger traffic on do. •.. 468 0 0 CIGARS AND. CHEROOTS. Messrs. TOSSWILL and CO., Commission Agents and Im porters and Manufacturers of ,Cigars and Cheroots, beg to inform Dealers and others that they will at all times find on Sale, at their extensive warehouses, one of the largest and best. selected Stocks In London, of the a'Jove articles, the quality of which will be guaranteed by their own brand or mark, at. the following low prices : Cheroots, Gs. ; Ambrosial, 7s. ; Mexicans, 7s. 6d.; Cuba Cigars, 7s. ; Tara Cubas, 9s. 6cl. ; Ilavanas, 75. Gd. ; Regalias, Bs. 6(1.; Principe;, 9s. 6d.; Cabanas, 9s. 6d. ; Trabucos, 9s. 6d.; Silvas, 9s. Gd. ; and every other kind equally low. A great variety of Genuine Old Foreign Cigars of. choice quality, 17s. Gd., 19s. 6d., and 20s. per lb. In boxes of Ilb., 21b., 41b., Glb., and 121 b.; and in cases of 301 b., 501 b., 100 lb., and 2001 b. 21, BUDGE-ROW, WATLING-STREET, CHEAPSIDE, LONDON. General Agency business transacted, and every accommodation for warehousing goods. the estimate was asked by the Board of kr. Cubitt, their Engineer, nor the slightest intimation given that its accuracy was in any de gree questioned ; when it is also well known to the Board, that upon a capital of 6,500,0001., Parliament gives the power of borrowing 2,166,0001. further, the Committee deem themselves warranted in saying, the conclusion of the Board has been far too hastily ar- The. Brighton and Chichester Railway Company, whoSe works are in course of construction propose to extend their line from Chichester to Portsmouth. These companies, with the exception of the Direct Portsmouth, also. propose to complete the coast communication by connecting Havant with the South-Western Railway at Fareham. rtiedat. Another economical detail given by the Report is, that whilst the London and York would cost 8,000,0001., the lines necessary to supply Replace would only cost 4,250,600 f. On this head the seine kind of fallacy prevails : the London and York scheme is estimated, including carrying establishment, the others excluding that expenfe. 3loreover (as will be seen by the table below) instead of 218 miles at a cost of 4,t50,0001., the Report recommends 334 miles at an expense of 6,785,0001. (a sum only '115,000/. short of the London and York esti mate), and if the carrying establishment of 1,000,0001. be added, at a cost of 6,785,0001., which would be only 1,215,0001. short of the 8,000,0001., at which 'the Board estimates the London and York scheme ; still leaving the trunk traffic to run over more than fifty miles of the existing Northern and Eastern Railway. The London and York Committee are strongly impressed by the fact that no one of the estimates for the lines approved in the report of the Board of Trade exceeds 18,001/. a mile (excepting the Far- T ligclon-street Extension, and except also the North en4 l of the Direct N orthern, which is estimated at 22,0001.), whilst two of them stand f t B P OO I. a mile, the Midland schemes at 13,0001., and the Grimsby, ..,.°Y 6 0 miles th roug h Lincolnshire, at 10,0001. per mile. The whole w the lines north of Cambridge which traverse precisely the le ns country as that of the London and York, do not average 4,0001. per mile ; and there can be no reason for saying that the London and York lines in those parts would on the whole be Much more expensive. With regard to the London end of the line, the Report, w ith peculiar inconsistency , charges the London and York with 29,0001. per mile, whilst it sanctions the Eastern Cowities estimate from liertford to Biggleswade, through twenty-five miles of the same country, at 18,000/. per mile. The Committee are assured by Mr. Cubitt, and the Board of Trade's Report furnishes additional reason to rely upon his accuracy,' that the original estimate of 6,500,0001.—ab0ut 20,0001. a mile—Will be sufficient for every part of the work. On the subject of traffic the Committee will only remark, that as the Board of Trade is satisfied that the traffic of the district will not only remunerate the outlay of 6,785,0001.—the estimates for the lines they approve—but that it will also pay a mileage toll upon fifty mites of the Northern and Eastern—that toll would PUBLICATIONS. On Wednesday next, with Map, 2 vols. Bvo. ADVENTURE in NEW ZEALAND, from 1839 to 1844. With some Aceound of the Beginning of the British Colonisation of the Island. By EDWARD JERNINGIUM WAKEFIELD, Esq. John Murray, Albemarle-street. - GOLDSMITH'S GEOGRAPHY, BY HUGH MURRAY. Just published, New Edition, 18mo. 3s. Gd. bound, GOLDSMITH'S GRAMMAR of GEOGRA PHY. New Edition, revised throughout and corrected by HUGH MURRAY, Author of the " Encyclopfedia of Geography; with New Views, Maps, &c.—KEY, 9d. INTRODUCTION to the above, by DOWLING, 9d. QUESTIONS on the MAPS, 9d.—KEY, 9d. — -• London : Longman, Brown(Green , longmans. New EdiKtioEnl,THconOsNideTralihry,ifinlip'CrollvEedB' lryirJ.E/°loWlll,°°triliainl•l4%/1.A.5., 12m0., with Seven Plates, 6s. 6d. bound, ANEW TREATISE on. the U SE of the GLOBES; or, a Philosophical View of the Earth and Heavens ; comprehending an Account of the Figure, Magnitude, and Motion of the Earth ; with the natural Changes of Its Surface, caused by Floods, Earthquakes, &c., together with the Principles of Meteorology and Astronomy ; with the Theory of Tides, &c. Pre ceded by an extensive Selection of Astronomical and other Defini tions, &c. &c. By THOMAS KEITH. KEY. New Edition, l 2m0.. 25. 6d. cloth. London Longman, Brown, Green, and Longmans. Total 5l t.l FOR INDIA AND THE COLONIE. HE next Publication of the ATLAS for India T will take place on MONDAY, the 7th of April. In consequence of the new postal arrangements with India, a semi-monthly commu nication has been established, and the Indian Edition of the ATLAS will be dispatched in future on the 7th and 24th of every month. The news will be brought down to the post hour, and the general contents, with the original articles, are peculia rl y adapted for Indian readers. Price 10d. . . • April 2, 1845. Office, 6, Southampton-street, Strand, London and Portsmouth Direct. Epsom to Portsmouth Chichester Branch 8 65 £31,145 0 0 Total 6 9. 10 Stephenson's Line. Wimbledon to Arundel 47 50 Arundel to Chichester Chichester to Portsmouth l5 75 Shoreham Branch be abundantly sufficient to remunerate the outlay of the additional 1,215,0001., making 8,000,0001., which would, even in the Board's opinion, suffice to construct the integral line projected by the London and York Company, ten miles shorter in its trunk, and more com prehensive in its local accommodation. By the schemes approved, or rather suggested, by the Board of Trade, the traffic of the district would be collected upon 334 + 50 = 384 miles of railway, and the same traffic would be concentrated by the London and York Railway upon 327 miles. The Committee are prepared to show that the local traffic between Newark.and Chesterfield, and between Snaith and Wakefield, on the lines by the Board's Report substituted for those lines from Bawtry to Sheffield, and from Don caster to Wakefield, would not add materially to the amount. The Board's comparison of the London and York estimates of traffic with the income of the Eastern Counties and Midlands, must be neces lazily inconclusive ; since the Eastern Counties is not sufficiently ad vanced to enjoy the benefits of a through line, or even what may be termed an extended line ; and the Midland average of 411. per mile per week is made up for the year ending June, 1843, (and not 1844, as stated in the Report) of the aggregate of three lines—the North Midland, 72 miles bringing 541. ; the Midland Counties, 57 miles, bringing 421. ; and the ilrmingharn and Derby. 48 miles, bringing 231. pey mile—the last line being a competing line with the second. The entire Midland returns for the half year ending December, 1844, are equal to 591. per mile per week for the year, and this includes only 41. per mile for carriage of minerals, whereas, if, as the projector a of the London and York assert, and the Board of Trade are pleased to ad roit, the district of the London and York and Eastern Counties will be supplied with coal by those lines, the mineral traffic alone must necessarily be equal to 201. per mile per week. The Committee are not enly fully prepared to prove the ample traffic on their line—and that -their estimated income of 1,000,0001. is not, as alleged in the Report of the Board of Trade, exaggerated —but so far from their income being dependent open the difference between three halfpence and twopence-farthing placed on part of their passenger income, or u , on their security from compe ition, they are in a condition to show that even one-half of their whole estimated passenger traffic, and Gl. instead of 20/. per mile per week for mineral traffic, would give an income of 51 . per cent. upon a capital of eight millions, after deducting 401. per cent. for working axpense.. In allusion to the accommodation of the great county of Lincoln, the Report farther states, that, •" by a double line or loop,' the London and York scheme requires the making of 150 miles, partly of difficult construction, to provide for the same traffic which would be accom modated in some respects better, and in others almost equally as well, by about 10:1 miles, all of very easy construction." So far from this being correct, the public will be surprised to find :the reverse is the fact, for whilst that part of the London and York scheme which lies within the county of Lincoln, comprises only 111% miles, the lines Proposed by the Board of Trade within the same county extend to 121 miles ! the measurement being taken in both instances from the south border of Lincolnshire to Newark, and to Oainsborongh on the north. The accommodation afforded by the London and York lines being preferred by the inhabitants. The Report of the Board of Trade contains various other errors and inconsistencies too numerous to be treated of here, but which the London and York Committee will take care shall be fldly set forth when the merits of the case of the London and York shall be under the consideration of the Parliamentary Committee on the te• assembling of the House of Commons. In conclusion, the Committee beg leave to reiterate, that where (as in the case of the London and York) the district through which a new railway Is projected, is urgent and unanimous in its favour, and the requisite capital is subscribed, they cannot be lieve that Parliament will refuse its sanction, out of regard to the in terests of existing railways, which make the main trunk longer, and the local accommodation neither so comprehensive nor satisfactory to the inhabitants. The feeling of Parliament and of the country, with reference to the London and York Line, when coupled with the acknowledgment of its merits by the Board of Trade, and the manifest misconception under which the economical conclusions of that Board have been drawn, give every confidence to the Committee of the ultimate sue eess of the scheme—and the Committee are persuaded Parliament wlll recognise the public importance of an integral line under one Management, and its vast superiority over a series of lines, which in terpose obstacles to the traveller at every change. LINES APPROVED OR SUGGESTED BY THE BOARD OF TRADE. I . Ca%bridge and Lincoln ••••• • • • • . 2. t arr ingdon-street Extension • . a• lreet Northern •• • • 4 .. Boston Branch.• • . • • • • • • • • • • • 11 •••• • • • • • 1 . Stamford and Spalding ditto, sug gested by the Board of Trade ... • S. Eastern Counties Biggleswade, in lieu of Loudo n an d York to Big gleswade .. . • • • ....• • • • • • • ***** • • 7. Bedford, London and Birmingham in lieu of London and York Bed ford Branch.— • • • • • • • —•— a. Swinton to Gainsborough, in lieu of ~ London and York li ne to D oncaster S. . Wakefield and Goole (part of) in lieu of 21 miles the Wakefield . Branch of London an d Y or k .. . •• • LG. Rewark and Chesterfield, with 11. To Sleaford and Grantham, sug gested by the Board of Trade in len of London and York Line, through Grantham, Newark, Bet ford and Bavrtry, to Sheffield* .... Z. £ 1,250,000 15,0 800,000 1,300,000122,1 240,0001 8,1 450,000118,1 125,0001 8,1 430,000113,1 11 220,000112, 500,000 15,1 420,0001 IS,I Total 334 37 1.5,785,0001 The Districts undermentioned, accompanied by the London and York scheme, are left wholly unprovided for by the schemes of the Board of Trade. Loudon to Ili ggleswade to Ilufiting ..... 18 ~ don . 22 Miles. ......... • .. • S tamford to Granth am • • N ewark to Bawtry..... ..... ..•..• 18 ........., ~. 25 .. 83 Miles. - I Ile Report gives no estimate of these Branches, but 15,0001. a rude Is assumed, being the same cost as the Main Line. C J. R. MOWATT, Sec. e",. ' 7 ' /4 thbur7, Loudon, 25t1i March, 1845. LENGTH. Total 111 s. Chns. Cost. 83 20 5 16 87 20 32 - 24 50 16 31 33 - 22 - 32 60 28 - The engineering works of the line, from the unusually level nature of the country, and its passing over a light gravelly soil, are of a very simple character. There are no tunnels or viaducts, and the country abounds in all the materials, with the exception of iron, necessary for the construction of a Railway. The capital has been set down at 300,0001., and the revenue, as above stated, after deducting the usual allowance for working ex penses, and assuming one-third of the capital to be borrowed, ac cording to the ordinary practice of Railway Companies, at the usual rate of interest, shows a clear return of upwards of eight per cent. It is proposed, in the first place, to lay down a single line of rails, with the usual passing places, until the traffic shall be more fully de veloped. The bridges are, however, to be built, and the land pur chased, for a double line. Besides the advantages above enumerated, arising from the local traffic, there are other and important sources of revenue, to which it is proper to advert. The west. end of the line will connect with the Caledonian Canal, which originally cost 1,000,000/., and on the im provement of which 200,0001. are now in the co .re d of being ex pended by Government. These improvements, which will be com pkted before the railway comes into operation, will greatly increase the navigation, both of steamers and sailing•vessels, on the Canal, along which, even at present, wo a miners ply twice a week, while a large and powerful steamer is to he placed, on the opening of the Canal, in the direct Liverpool trade, The whole of this extensive traffic fr,m Glasgow, Liverpool, &c., towards the counties of Banff, Nairn, and Moray, must necessarily pass along the proposed Railway. On the other hand, towards the east, the line will be continued by the contemplated railway from Elgin to Aberdeen—thus connecting all the towns and manufacturing districts on the west of England and Scotland, through the Caledonian Canal, with the rich agricultural country to the east of Elgin, and onwards to the city of Aberdeen, and other towns on the east coast of Scotland. Besides constituting an important link in the direct east and west communication of this part of the kingdom, the present railway must of necessity form the northern outlet of the contemplated great direct Central Railway from Perth to Inverness, in continuation of the Scottish Central. and Caledonian Railways, thus completing the s'-ortest possible line between England and the southern counties of Scotland and the north ; and, from its position in this respect, the Inverness and Elgin Railway will become the channel through which will flow the whole traffic between the north and south. The Capital will be divided into 15,000 Shares of 201. each. The Parliamentary Deposit of five per cent. to be paid upon the shares being allotted, and the Subscribers to sign the Parliamentary Con tract and Subscribers' Agreement when required. Power will be taken to pay Interest at four per cent. on the amount of the subscription paid up till the line is opened, and no subscriber shall be answerable for more than the amount of his subscription. Application for shares to be made, in the form annexed, to Messrs. G. and P, Anderson, solicitors, and Mr. Charles Stewart, solicitor, Inverness, the interim joint secretaries ; to Messrs. Martin and Ross, 37, Castle-street, Edinburgh ; Messrs. Edward M`Callum and Com pany, stockbrokers, and Mr. William Clelland, stockbroker, Edin! burgh; Mr. James Grant, writer, and Mr. George Gatherer, writer, agents at Elgin ; Mr. William Sclanders, writer, agent at Forres ; Mr. Adam Davidson, town-clerk, agent at Nairn ; Messrs. Seton and Reid, sharebrokers, Glasgow ; Mr. J. Oliphant, sharebroker, Perth ; Messrs. Oswald, George, and Company, t harebrokers, Aberdeen; Messrs. Scott, Carthorn, and Scott, No. 16, Tluvgmorton-street, Lon don ; Mr. J. B. S May, sharebroker, and Messrs Fraser and Tay leur, sharebrokers, Liverpool; Mr. Henry Wodehouse, sharebroker, Manchester; Messrs. Grayston and Earle, sharebrokers, York; and Mr. Jonathan Drewry, sharebroker, Newcastle. FORM OF APPLICATION. To the Provisional Committee of the Inverness and Elgin Railway. Gentlemen„—l request you will allot me Shares, of 201. each, in this undertaking, and I agree to accept the same, or any smaller number that may be allotted to me, to pay the deposit thereon, and sign the Parliamentary Contract and Subscribers' Agreement when required.—l am, Gentlemen, your obedient servant, Name • • Profession • Address ....• •.•. . • • • Date • • •• • .. .. N.B. It is requested that parties in, or connected with the North, who intend to apply for Shares, will do so without delay. THE BEST APERIENT AND ANTIBILIOUS MEDICINE FOR GENERAL USE IS FRAMPTON'S PILL OF HEALTH which effectually relieves the stomach and bowels by gentle relaxa tion, without griping or prostration of strength. They remove head-ache, sickness, dizziness, pains in the chest, &e., are highly grateftil to the stomach, promote digestion, create appetite, relieve languor and depression of spirits ; while to those of a full habit, and free livers, who are continually suffering from drowsiness, heaviness, and singing in the head and ears, they offer advantages that will not fail to be appreciated. This Medicine has for many years received the approval of the most respectable classes of society, and in confirmation of its effi cacy, the following letter has been kindly forwarded to Mr. Prout, with permission to publish it, and, if requisite, to refer any respect able person to its author : " To Mr. Prout, 229, Strand, London. " Heavitree, Exeter, April 24, 1844. " -I feel pleasure in being able to bear my strong and unso licited testimony to the excellence of your " Frampton's Pill of Health," which I consider a most safe, efficacious, and very superior general medicine. The widow of an officer, an elderly lady, and near relative of mine, has used them—very rarely having recourse to other medicines for a long period of years ; she has recommended them extensively, and in one ir.stance in which she induced a person to adoptthem, and supplied the first box herself, they have proved of extraordinary efficacy. I think that perhaps there is scarcely any other of the many patent medicines before the public of equal value as a " friend in need"—certainly none possessed of superior claims. I shall be happy on all occasions to give them my individual recom mendation, and am, Sir, " Your obedient servant, ** • • Sold by T. Prout, 229, Strand, London, price Is. 1 d. and 2s. 9d. per box ; also by the Vendors of Medicines generally throughout the Kingdom. Ask for FRAMPTON'S PILL OF HEALTH, and observe the name and address of " Thomas Front, 229, Strand, Lyndon." on the government stamp. Cost per Mile. HER MOST GRACIOUS MAJESTY THE QUEEN Having been pleased ti send a Donation of 201, to the Fund now raising in consequence of the late Calamity on the Scroby Sand ; and the Subscriptions already received from several Noblemen, Public Companies, Insurance Societies, Private Individuals, and others, to gether with the Inhabitants of Yarmouth and the neighbourhood, amounting to a considerable sum ; the Committee confidently hope that the benevolent objects contemplated in the following appeal, and stated in the concluding paragraph, may be fully realised through the increased assistance and sympathising liberality of the public at large. AUTHORISED STATEMENT OF THE CALAMITY AND LOSS OF LIFE ON THE SCROBY SAND, OFF YARMOUTH BEACH, On SUNDAY, JANUARY 2F, 1845. TO THE NOBILITY, GENTRY, AND CLERGY. AND TO THE SHIPPING, MANUFACTURING, AND TRADING POPULA TION OF ENGLAND. It is well known to those acquainted with the Eastern coast of Norfolk. that, during heavy gales, the immediate vicinity of Yarmouth Roads is one of the most dangerous parts of the entire coast of England. The number of wrecks which occur on the Barber, Cross, Corton, and especially the Scroby Sands, has long ago induced a hardy, brave, and intrepid race of men to devote their entire lives to the saving of property and.life along the coast. A number of boats called yawls, measuring from 50 to 80 feet long, and from 30 to 50 tons burden, have, at an expense of from 3001. to 4001. each, been built by the joint contributions of the Beachmen, who have f rmed themselves into companies for that purpose. With these they often leave the shore at the most imminent risk of their lives, not only when the chance of saving property holds out to them the hope of a large reward in the shape of salvage, but with no less earnestness and intrepidity when the only satisfaction they have in prospect is rescuing from a watery grave some of their fellow creatures. On no occasion is it remembered that this noble and disinterested daring was more magnanimously displayed than cn Sunday, the 26th of January, 1845, on which day, during a veryheavy gale front N. W. and by IV. no less than five brigs were in distress, four upon the Scroby Sand rind one upon the Barber. In no one of these cases was there, at the time of their condition being discovered, the slightest probabi lity of saving anything like property. Nothing, therefore, but the warm promptings of humanity could offer any inducement to the Beachmen to man their boats : yet they hesitated not a single mo ment, but at once launched their gallant barks and set forward to the rescue. Happily their efforts, in four instances, were successful in saving•all the crews. The Caister Beachmen, with their yawl, Storm, succeeded in saving the crew of the Elizabeth, of Scarborough, nine in number. The liolkham Company, in their Yawl, the Red Rover, 38 tons, went off to the brig Jane, of Whitby, from which, although the yawl sustained considerable damage, they succeeded In rescuing the crew, nine in'number. The -Young Company, with their yawl, the Sailor's Friend, of 48 tons, succeeded, at very considerable risk, in taking off the crew of the brig Choice, of Newcastle, also nine in number. The Star Company, in their yawl, Phcenix, went off to the Ann, of Sunderland, from which, after splitting the stem and carrying away the mast of the yawl, they rescued and safely landed the crew of nine men. Having thus far been enabled to record the meritorious and suc cessful conduct of these gallant man, who, in addition to the limni nent risk of their lives, have suffered considerably in the injury done to their property—for which no remuneration can be anticipated but from the benevolence of a British public, it remains to relate the me lancholy catastrophe which forms the climax to tilts statement. • The Beachtnen of the " Phcenix" having safely landed the crew of the " Ann," and being themselves much exhausted, a fresh crew of the same Company re-manned the yawl, and immediately proceeded to another vessel lying in distress on the Scroby ; the wind was then blowing a hurricane. On nearing the vessel, they found the sea running over her, and made an unsiaccessinl attempt to reach her ; failing to do so, they let go their anchor and veered down ; unforta nately the force of the sea drove the yawl upon the brig and dashed her to pieces ; when the Beachmen—with the exception of one man (named Abraham Wetherell), who sank with the yawl—got on board the brig, which was now drifting, and every sea breaking with tre mendous violence over her bull. The accident being witnessedfrom the shore several men belonging to the different Companies manned the life-boat and flew to their as sistance. The danger of all was extreme, and those on shore trembled alike for the poor fellows on the brig and those in the life-boat. Hap pily she reached the brig though too late for many, some of whom were carried overboard by the falling of the brig's masts, and some drowned on the wreck. Six only of the" Phoenix's crew were saved!; and of the brig's crew, who were in a state of exhaustion when the " Phoenix" first reached ber, the whole perished. Thus in the noble attempt to save the lives of their fellow-men, seven of our gallant beachmen found a watery grave, leaving behind them four widows and fourteen children (ten of whom are under twelve years of age) totally unprovided for, as well as the aged mothers of the three single men. Their naves were Abraham Wetherell (leaving a widow and nine children), James Shreeve (widow and three children), Ganham (alias James) Hilling (widow and two children), James Boulton (widow), William Warner, George Points, and James George, single men, but upon whom their widowed mothers, or aged parents, depended for subsistence. To provide a fimd to relieve the necessities of the bereaved—to re ward the noble fellows who so gallantly risked their lives for others — to assist in replacing the serious loss suffered by the boatmen—and to form . a nucleus for a permanent fluid for the relief of sufferers under similar calamities in future—is the object of the present appeal. Subscriptions will be received at the banks of Messrs. Barclay and Co., and Sir R. C: Glynn and Co., London ; and at any of the banking houses in Norfolk and Suffolk. Signed on behalf of the Committee, W. HURRY PALMER, Mayor of Great Yarmouth, Chairman. Committee-room, Town-hall, Feb. 24, 1845. DINNER SERVICES, TABLE GLASS, &c, ANDYiiEind CO., 319, HOL BORN, corner 10 of Southampton Buildings, opposite Gray's Inn Gate, have on view the largest Stock in London of Table (Mass, Dinner, Dessert, and Tea services, ornamental China, Chandeliers, Lustres, Lamps, Hall Lanterns, &c. -- N.B.A considerable number of Dinner, Dessert, and Tea Services at a great reduction in price; these patterns are not those of the pre sent year, hut the ware Is of the best quality, and they will be found worthy of attention—some of the Dinner Services in question are porcelain—ln addition to which, there are a few suspending Drawing Room Lamps, Lustres, and Hall Lanterns. URGESS'S NEW SAUCE, for general pur poses, IP having gained such great approbation, and the demand for it continuing to increase, JOHN BURGESS and SON beg most respec•fully to offer thus their best acknowledgments to the Public for their liberal patronage of the same ; its utility and great conveni ence in all climates have recommended i. to the roost distinguished oreign connections, who have all spoken highly in its recommenda tion. It is prepared by them only ; and for preventing disappoint ment to families, all possible care has been resorted to, by each bottle being sealed on the cork with their firm and address, as well as each label having their signature, without which it cannot be cennine. JOAN BURGESS and SON'S long-established and much-esteemed ESSENCE of ANCHOVIES continues to be prepared by them after *lie same manner that has given the greatest satisfaction for many years. Warehouse, 107, Strand, corner of Savoy Steps, London. JELLY and BLANC MANGE. CHOLEFIELD' S Original CONCENTRATED k - 7 PREPARATIONS for the instantaneous production of these delicacies, combit ing every essential ingredient, and merely requiring dilution, Are becoming daily more and .more patronised throughout all classes of society, entirely superseding those made upon the old complex principle, by which half the kitchen utensils were called into requisition, The purity and intrinsic merits of these articles are fully assured to the public by the unquestionable certificates of those dis tinguished chemists Dr. Uro and Professor Herapath, combined with a galaxy ,of flattering testimonials from other professional men, gour mets, and the public press throughout the country. Sold in pots, sufficient to fill twelve glasses, Is. 3d. each ; whole sale, at the manufactory, 7, Trafalgar-place,Kentish-town ; by Barclay and Sons, Farringdon.street ; Crosse and Blackwell, Soho-square; T. Snelling, Fenchurch-street. Retail by most respectable chemists, grocers, Italian warehousemen, confectioners, and bakers. Note.—As there are several fraudulent imitations, be careful to procure Scholefleld's. PATENT BELMONT SPERM CANDLES, ONE SHILLING per lb. ; PATENT BELMONT SPERM OIL, FOUR SHILLINGS per Gallon, burning more brilliantly than the ordinary Sperm Candles and Oil, and differing from them in being principally prepared from a pure vegetable material, instead of an impure animal one. PRICES PATENT CANDLES, 10%cl. per lb. VAUXHALL COMPOSITE CANDLES, 834 d. per lb. PATENT BELMONT WAX CANDLES, Is. per lb. Families wishing to try any of the above are recommended to order them through their own tradesmen, taking notice, however, that these being the London Cash Prices, the Country Dealer must charge higher to cover his expenses of carriage. Where no dealer can be found willing to sell them, Edward Price and Co. will supply quantities of not less than 5/. worth, direct from their manufactory, at Belmont, Vauxhall. On receiving a Post-office order for this amount, they will forward Candles and Oil in the proportions that may be directed ; or, to parties wishing for samples and unable to obtain them, they will, on receiving a 1/. Post-office order, forward a box containing 31bs of each of the four sorts of Candles, and a gallon of the 011. They fix the price of the sample box so high, to avoid all suspicion of their wishing to interfere with the retail trade of the Country Dealers. The trade may obtain the above Candles and Oil wholesale, in London, from Edward Price and Co., Belmont, Vauxhall ; Palmer and Co., Sutton-street, Clerkenwell ; and W. Marehant, 253, Regent circus, Oxford-street ; in Manchester, from Richardson and Roebuck, Market-place; in Bath, ftom T. and G. Butcher, No. 4, Saw-close; and in Cheltenham, from Mathews and Co., 400, High-street. FROM ROCHDALE. ----- MR. HOWARTII—In Chronic Diseases, Blind ness, Fits, St. Vitus's Dance, Dropsies, White Swellings, Bilious Affections, Rheumatism, Gout, and Wounds, from one to twenty years' standing, cured by dressing once a week without pain, In all cases, if not approved, no charge. 9, Brewer-street, Pimlico, Ten to Four Daily. Notes to 437, Oxford-street, attended to. FISTULAS, SCROFULA, ULCERATED THROAT, &c. RESPECTABLE REFERENCES to 1,000 CASES. GOWL AND'S LOTION.—This well-known and highly appreciated appendage of the British toilet has for nearly a century past maintaleed unrivalled reputation as a perfect remedy for all impurities of the skin, together with the valuable pro perties of a preserver and sustainer of the complexion of the most genial nature, removing every trace of sallowness and discolouration, and promoting the transparency and brightness of the skin, which constitute the peculiar graces of a due complexion. " Roht. Shaw, London," is in white letters on the Government Stamp, without which none is genuine. Price Es. 9d ; Bs. 6d. ; Quarts, Be. 6d. Sold by all Perftuners and Chemists. . . — SIPORTANT TO THE. PROFESSION AN D THE PUBLIC, T HE LONDON—MEDICAL DIRECTORY is service. It reveals a curious state of thin THIS DAY published, price s s. 6 d; " A really useful book of reference, which can not fail to be of great " We beg to recommend this very useful VOI um e to all our friends both of the metropolis and the country."--Medical Gazette. " A very useful public guide, and - one that cannot fail to be much appreciated by the public."—Morning Post. John Churchill, Princes-street, Soho ; and all Booksellers. gs.”--Lancet. H 0 O.D'S MAGAZINE for APRIL, price 2s. 6d., contains I. The Flight of the Duchess, by Robert Browning. 2. The Belle of the Burthigtou Arcade, by F. O. Ward. 3. The Prayer of the B ees f ro m Alciphron, byWalter Savage Landon 4. Song and Sonnet, by the late John Keats. 5. Space, an Interwhiff, by F. 0. Ward. 6. To Major-General W. Napier, by Walter s a vage Laudon. 7. Reminiscences-of Thoulouse. 8. The . Catholic Priest ; an Incident at the Festival of Corpus Christi. • 9. Sonnet, by John Kenyon. I 0.. A Word to Young Authors on their True Position, by E. H. Lewis. 1. Frost for a Fortnight, by J. Howlett. • i 2. The Pastor and his Son. By the Mountaineer. 13. The Herring Pie. 14. A Story of the Fire of London. 15. Gideon Shaddoe. 16. Modern Hieroglyphics ; and other interesting Papers, London : Henry Renshaw, 356, Strand. PEOPLE OF ENGLAND! . for If you want to know why doc tors hold out to the public that poisons, such as Prussic Acid, Arsenic, and other deadly drugs h and chemical preparatirns are m edicines when ad " H YGEISV vised or admthis tered by them—read the 45 th Number of the APRIL, 1845, just published at 368, Strand, London, price One Penny, er Twopence if sent by post prepaid. S.e also the two Uygeian Lithographic Prints illustrating this important point, In which the safety of the whole world is c oncerned. Price of the Prints, 6d. plain, or Is. coloured; 6 d. ex tra if sent by post prepaid. FOURTEENTH EDITION of the SILENT FRIEND on Human Frailty, with Coloured Engravings. Jut published, price 2s. Gd., free by post (in a sealed envelope) 3s. 6d., F n o lea ßD ns -s o .r f R re E s E to T ra . tion. T HE SILENT FRIEND ; a Medical Work on y fo an r t d ke co re ., n 6 io 3 v , removal Ox ford-street the Infirmities of duct Generative System hi both sexes ; and on the loss of the repro The baneild effects of solitary Indulgence, neglected syphilis symp ive powers, wit x li toms, &c., are fully pointed out. Illustrated by Engravings; followed Published by the Authors, and may be ad at certain disqualifications. By It. and L. PERRY and Co., Consult lig by vT d , l ; r o e i c i a t directions mit , ority of the er Sold Surgeons,residence,b y L S o tnrd London. , ford-street ; Gordon, 146, Leadenhall-street ; p w .— , Liss Compton street, Soho ; and all Booksellers. " We regard the work before us, the ' Silent Friend,' as a work embracing most clear and practical views of a series of complaints dical profession, for what reason we are at a loss to know. We must however confess that a perusal of this work has left such a favourable impression on our minds, that we not only recommend, but cordially hitherto little understood, and passed over by a wish every one who is the victim of past follY, or suffering from indis cretion, to profit by the advice contained in its pa ges. .,_ Age and Argus. The CORDIAL BALM of SYRIACUM is exclusively directed to the cure of nervous and sexual debility, irregularity, weakness, loss d of appetite, indigestion. consumptive habits, an J debilities arising ftom excess, &c. In bottles, Price I Is., or the quantity of four in one bottle for 338., by which Ils. are saved. The fivo_pound cases may be had as usnal. The CONCENTRATED DETERSIVE ESSEIge• ,, , . an anti-syphi litic remedy for searching out and purifying th e blood from scurvy, blotches en the head , f ace, and body, ulcerations, and those pailful affections arising from improper treatment or the effects of mercury, removing secondary symptoms, and all eruptions of the skin. Price Ils. and 335. per bottle. PERRY'S PURIFYING SPECIFIC FILLS, Price 2s. 9d., 4s. 6d , and I Is. per box, are the most effectual remedy for strictures, inflain mation, irritation of the bladder, &c., without hindrance to business. Consultation fee, if by letter. 1/. Minute detail of cases necessary. Messrs. Perry are in daily attendance, for consultation, at their re ridence, 19, Berners-street, oyrord.ctreet, London, from 11 till 2, and 5 tlllB. On Sundays from 1U till 12. One personal vi s it i s o nly ne cessary to effect a permanent cure. Tows HALL, WINDSOR —Monday morn i ng two boys, named Henry E den and Francis Johnson, of the re spective ages of twelve and fourteen years, were charged b e f o re Thomas Clarke , Esq. (Mayor), a n d W illiam L eg h, Esq., with having b roken o p en a tin box, containing moneys belonging to the mother and brother of Eden, and stolen the whole of its contents, amounting to It. 18s. It appeared from the evidence that the two boys left 'Windsor as soon as they had effected the robbery, and returned pennyless on Saturday last, the day after the execution of John Tawell, at Aylesbury. On being apprehended the boy Eden ad mitted he had broken open the box, by forcing the staple of the padlock. and taken the money, in order to enable him to go to AylesbnAylesbury" to see the Quaker h ung. " Ayl e sbury is upwards of thirty miles from Windsor. A stir is likely to , be immediately made for having a line of railway from Kelso to somewhere in the neighbour hood of St. Boswell's, which will connect the proposed line between Kelso and Berwick with that between Edinburgh And Hawick..—Newcastle Journal. In comparing the three schemes for giving direct communication between London and Portsmouth, it is necessary to observe that all of them are of an expensive character. Stephenson's line gives direct accommoda tion to Horsham and to Arundel from London, but fails to serve a wide extent of country which lies between its proposed course and the South-Western Railway. Be sides, its branch to Shoreham would render it a directly competing line with the Brighton Railway. And here it is right to call the attention of the Committee on the Bill to circumstances connected with the first formation of the London and Brighton Railway. Three distinct projects were in the field in the year 1837 to accomplish this object. In order to enable Parliament to form a correct judgment between them, a Government engineer was directed to report on the competing schemes ; and in consequence of the report so directed to be made, Parliament sanctioned the line which is now in opera tion, to the exclusion of Mr. Stephenson's proposed line. Since that time the question has been raised whether, notwithstanding the report of the Government engineer, the best line, under all the circumstances, was selected ; but this is immaterial, as the prominent facts to be re garded are, the efficiency of the present railway, and to what amount of protection its proprietors are fairly en titled. No fault can be found with the directness of the line or the speed at which the trains are run ; and it is generally acknowledged that considerable accommoda tion is afforded by the Company. No objection can exist, therefore, on the ground of inefficiency. With respect to protection, the Company have reasonable claims, as they carried into effect the views of Parlia ment at an immense outlay of capital, believing them selves safe, at any rate, from any competition with a line which had been pronounced by the Legislature to be worse than the one which they were obliged to adopt. If the established Company refused to extend accom modation they would have no ground for complaint; but such is not the case. They are in alliance with the Brighton and Chichester, now proposing to extend to Portsmouth ; and they desire to make a branch to Horsham, to give railway communication with the me tropolis in a more convenient manner than is proposed to be given by Mr. Stephenson's line, which only comes within about a mile of that town. Considering all the circumstances of the London and Brighton Company, it might appear hard on them if the proposed line of railway were permitted to come close to theirs, unless some great public advantage were to be derived therefrom ; but in this instance no great public advantage is perceptible. With regard to the Direct London and Portsmouth, and the Guildford, Chichester, and Portsmouth lines, the earthworks and tunnelling are far beyond an average with regard to extent and cost upon each. The differ ence between the two lines with respect to gradients is considerable. On the direct Porstmouth the gradients are very severe; the whole line is divided into 65 planes, of which 10 are at 1 in 80, one of these being two and a half miles, and the three others about two miles in length —the whole amounting in the aggregate to fourteen miles twenty-five chains: 19 planes, extending over sixteen miles, are at 1 in 100, and the greater portion of the remainder of the line is subject to a steeper gradient than 1 in 200. The South-Western scheme shows nothing steeper than 1 in 100; at this gradient are 4 planes extending over four miles seventy chains; from 1 in 100 to 1 in 110 are 6 planes extending over seven miles thirty chains, and 4 planes extending over two miles fifty chains, from 1 in 110 to lin 200. The remainder is either level or flatter than 1 in 200. These gradients are severe, but not nearly so objectionable as the_ gradients on the Direct Portsmouth line. But the latter is proposed to be worked atmospheri cally, while on the former locomotive engines are to be used, and the advocates of the atmospheric system con tend that bad gradients are more easily overcome by their method than by the other method. This brings before us the whole atmospheric question. It is there fore necessary to repeat what we stated in our report on the Newcastle and Berwick Railways. " The experiment at Dalkey may be considered, to a great extent, conclusive as regards the success of the atmospheric system, considered merely as a mechanical problem. It is demonstrated that trains may be pro pelled by means of it at high velocities, with safety and convenience to the public; and there appears not sufficient reason for doubting that, as far as mere mechanical ar rangements are concerned, the same result may be at tained when the separate consecutive portions of line over which the trains have to pass are multiplied inde finitely. This, however, is a point which will soon be brought to the test of experience by the experiment about to be tried on the Croydon and Epsom line. " It is impossible, therefore, not to feel the highest interest in the progress of an experiment whose success hitherto has been sufficient to induce eminent authorities to entertain strong hopes that the result may be an acceleration of speed in travelling, combined with the general introduction of a system of very frequent trains and low fares. " The question, however, assumes a different aspect when we are called upon, in forming a judgment upon competing schemes, to assume the complete success of the atmospheric system, not merely as a mechanical theory, or as applicable under peculiar circumstances, but in a practical and commercial point of view, as ap plicable to railways generally. " While we wish to guard ourselves against being supposed to express any opinion whether the atmospheric system may or may not be found ultimately to be so ap plicable, it becomes necessary for us to state a few obvious reasons why we should not be justified at present in allowing the assumption of such success to enter as an element in the comparison of such lines as are now under consideration. "Assuming for the moment all mechanical difficulties to he overcome, the question still remains by which the practical success of any system Of propulsion must be tested, viz., that of expense. Under this head the im portant question is not yet fully solved, whether a double line may not be equally required with the atmospheric 88 47 Total Deduct about on account of the Brighton and Chi chester Railway, for which an Act has already been obtained, leaving 79 47 The distances from Portsmouth to London by these 9 0 schemes respectively are, by the— South-Western scheme, 77 miles to Hungerford bridge. London and Portsmouth direct, 79 miles to London bridge. Stephenson's line, 81 miles to Hungerford-bridge. From Chichester to London the distances will be re spectively, by the— South- Western scheme, 82 miles to Hungerford• bridge. By the London and Portsmouth Direct, 80 miles to London-bridge. By Stephenson's line, 65 miles to Hungerford-bridge. Even if these throe schemes were equally good in all their points, we think that the South-Western Railway Company would have a claim for preference, in conse quence of that Company having already expended, on their Gosport branch, a capital of 400,000 L, upon which, as yet, very :little profit has been realised, and whi , .th would be rendered entirely valueless if the Direct Ports mouth line were made. Having therefore taken into consideration that the Guildford, Chichester, Portsmouth, and Fareham branch scheme, has fewest miles of railway to make ; that it affords the shortest route between Portsmouth and London ; that it completes the coast communication , and that it does not interfere unnecessarily with the existing interests of railways already sanctioned and executed in the district, we have decided that there are public reasons which, in our opinion, are sufficient to induce us to report to Parliament that it is to be pre ferred to the Brighton, Chichester, and Portsmouth Ex tension ; to the Direct London and Portsmouth ; and to the London and Portsrnouth,!with branches to Shoreham bridge, Fareham, and Reigate :schemes. In treating of these projects, we have not noticed the branches to Reigate proposed by the Direct London and Portsmouth, or by Mr. Stephenson's scheme, as they are of minor importance, and do not in any way affect the main question. If the principal lines be not constructed the branches must necessarily fall to the ground. The London and Brighton Railway Company have lodged plans for the purpose of making a branch from their line at the Three Bridges station to Horsham, wbinh will be about eight and a half miles in length. No engineering difficulties present themselves line othis Project ; the line w ill be eas y of construction, and the local feeling is in i ts favour. If Ste p hens on's be sanctioned, the branch to Horsham will be unnecessary; but, if Parliament should refuse its sanction to Stephen son's line, Horsham will have no connexion with any ra ilway, except by means of the bran c h i n ques ti on . Therefore, in the event of the last-mentioned contin gency taking place, we are not aware that any public reason will exist, which ought, in our opinion, to be decisive n si o v o ea olo ga s in io s n t In we beg to draw attention to the pas sage of the Fifth Report of the Select Committee of last year, in which it is stated , ,rila in recommendin g th a t reports shouldrailway be schemes,ma de to Parliament n m o e nsti such hy report this b eh upon eld to prejudice the claims of private persons, the examina tion of which sho u ld be altoether reserved to the Houses of the legislature." In submitting to Parliament, in conformity with the recommendations of that Committee, the results at which we have arrived, with a view to the information and as sistance of Parliament, in terming a judgment upon the schemes in question, in so far as our report may be avail able for that purpose, we are anxious that it should be distinctly understood that we have arrived at these re sults solely upon public grounds, and to the exclusion of all considerations how far such results might require to be modified by a due regard for private rights and in terests. DALHOUSIE. C. W. PASLEY. G. R. PORTER. D. O'BRIEN. Braithwaite s line commences 21 miles to the east of the Colchester station, running out of the Eastern Coun ties Railway, and terminates in a pier at Harwich, the length of the line being 15 miles 30 chains. Iloskins's line has a double commencement ; one forming, a junction with the Eastern Counties Railway, and the other with the Eastern Union Railway near to Colchester : its length is 15 miles IS chains. Mosse's line commences close to the Colchester station of the Eastern Counties Railway, and terminates in a proposed pier: its length is 17 miles 17 chains. The Easteri, Union scheme, though called the Ipswich and Harwich Railway, has no immediate connexion with Ipswich. It branches out of the Eastern Union Railway about three quarters of a mile from Manningtree, passes through that place, and along the right bank of the Stour to Iferwich, having its proposed termination at the ex tremity of an intended pier: its length being 11 miles. The accompanying map shows the direction of the several lines. These lines are easy of construction, and without any engineering obstacles of-importance. Braithwaite's line and Hoskins's line save re - ape:lively about half-a-mile in the total distance between Colchester and Harwich, when compared with the Eastern Union scheme, but require about 4-i miles more of new railway to be made. Mosse's line saves about three-quarters of a mile in the total distance, but requires about t miles more of new railway. Two of these schemes are put forth by independent parties, and two by established companies. Iloskins's and Mosse's are independent lines, but Braithwaite's line is to he leased and worked by the Eastern Counties Railway Company, and the Eastern Union scheme is in fact a branch from the Eastern Union Railway. Where the traffic is so great as to enable an indepen dent company to run numerous trains, and the receipts are sufficient not only to maintain the line, but to enable the proprietors to deal liberally with the public, its inde pendence forms certainly no objection ; but, where the traffic is inconsiderable, an independent company must economise to the utmost ; its stock of locomotive engines and carriages must be re duced to the lowest limit of what is absolutely neces sary to serve the traffic : the servants of the company' - will be barely sufficient to fulfil their duties, and con sequently both the convenience and safety of the public may be compromised. Besides a short line cannot, under ordinary circumstances, be worked so economically as a long line, and there is scarcely an instance of a short railway having existed without the proprietors either seeking to extend it, or desiring its amalgamation with some more powerful company. But a line which par takes of the character of a branch, connected with a powerful company, which has the means of extending its accommodation without crippling its resources or injur ing its rate of dividend, can give to the public advan tages beyond what it is possible for the less powerful company to afford. The limited district between Colchester and Harwich is but thinly inhabited ; its local traffic cannot therefore be large. It is, on the whole, likely to be better served by the branch or extension of a large company than by an independent company. If this be conceded, the question is narrowed into whether Braithwaite's or the Eastern Union scheme be the best ; and if it depended on their being considered solely as railway schemes, irrespective of other cir cumstances, it would be reasonable to suppose that the line which requires only 11 miles of new formation ought, ceteris parilotx, to be preferred to that which requires 15 miles. But when the circumstances of the port of Harwich are taken into consideration, national interests become mixed up with, and form important ingredients in, the question, especially as each project contemplates the erection of a pier. A communication has therefore been made by this Board to the Lords of the Admiralty en the subject, and they have stated, that though they do not consider their objections to the Eastern Union scheme of such vital importance as to be at once fatal to it, they think Braithwaite's is, upon the whole, the most expe dient and the best for the public interests. Therefore, notwithstanding the Eastern Union scheme only requires 11 miles of new railway, we are of opinion that the statement which we have received from the Ad miralty is conclusive against it, and that on public grounds Braithwaite's Harwich Pier Railway is prefer able to either of the others. COLCIIESTER JUNCTION. The length of this line is six miles, and it has a branch to the port of Colchester of half a-mile in extent. It leaves the Eastern Counties line about 21 miles from its present terminus mar Colchester, and slantieg in a south-eastern direction, passes through that towi'. It then curves round in such a manner is to join the Eastern Union line ; thus forming an alternative line or loop through the town of Colchester, with so much of the Eastern Counties Railway as is already made, and a portion of the Eastern Union Railway now in course of formation. The earthworks are moderate—apparently about an average; but as it is proposed to pass through the town of Colchester in cutting, and as there will be a covered arching or tunnel 220 yards long in that part, the line, for its length, cannot be otherwise than expensive. The deposited plans and sections are very imperfect, and the scheme has the appearance of having been hastily and imperfectly got up. If the through connexion between London and Ips wich were made, and experience had shown to parties interested in developing to the utmost the traffic of the district, that it was necessary to construct a line in this direction for the accommodation of Colchester, the case would be different. But here is an independent party in the field, anxious to make a short and rather costly rail way, not likely by itself to be remunerative, and if made, coming into competition with a portion of the already constructed line. In these circumstances we beg to report that there are public reasons why the Colchester Junction Railway scheme should be postponed. In conclusion, we beg to draw attention to the passage of the Fifth Report of the Select Committee of last year, in which it is stated, in recommending that reports should be made to Parliament by this department upon railway schemes, " That no such report should be held to prejudice the claims of private persons, the examina tion of which should be altogether reserved to the houses of the Legislature." In submitting to Parliament, in conformity with the recommendation of that Committee, the results at which we have arrived, with a view to the information and assistance of Parliament in forming a judgment upon the schemes in question, in so far as our re port may be available fur that purpose, we are anxious that it should be distinctly understood that we have ar rived at these results solely upon public grounds, and to the exclusion of all considerations how far such results might require to be modified by a due regard for private rights and interests. DALHOUSIE. C. W. PASLEY. G. R. PORTER. D. O'BRIEN. LLOYD'S SHIPPING. Lo-soos, APRIL 2, e. e.—Wind N.E., fresh breeze, and fine. SOUTHAMPTON, APRIL 1. ,Sid. Port Glasgow,. St. John's. New Brunswick ; William .Lushington, Quebec ; Taps steamer, Constantinople. PORTSMBUTH, APRIL. I.—Wind E.S.E.—Arrd. Switzer land, London, and sailed for New York. Sld. Permiugham, Pernambuco ; Aurelian, Quebec. SUNDERLAND, Dimwit 31.—Sid. grown, St. John's, New Brunswick. LIVRRPOOL, Amt. I.—NO ind S.S.E.--Acrd. Ann Hall, St. John's, New Brunswick. Put hack, Clydesdale, for Africa, with loss of mainyard, C. Off Champion, La guayrs Carnia, supposed from Barbadoes ; James Moran, from ; Mobile; Cockermouth Castle, Queen Dowager, and Diana, ---. Sld. Victory and Bahamian, Hong ' Kong ; Earl Harewood, Ceylon ; Lun a p ac k et, and Wilson, ichaboe. BELFAST, MARCH. 31.—The Harriet Matilda, bound to Liverpool, was thrown on her beam-ends yesterday, in a gale, and was obliged to cut away her masts at the entrance of the Lough. A. steamer has gone to her assistance. STRANRAER, MARCH 31.—1 t blew a gale 7esterday, at S.W., suddenly shifting in the afternoon to IN.W., with in creased violence. The Thomas Parker, of and for Dublin, from Whitehaven, got ashore n e ar he r e a t high water, but has not sustained much damage. The David, from Shields to Car , thagena, stranded in the roads in January last, has driven higher up, and is now sunk five feet is the sand. The Mary. of and for Clyde, from Liverpool, has driven ashore near the David, and is somewhat strained. DEAL, APRIL 1, A.NL—Wind E.S.E., P.M. S.E. by E., mo derate.—Arrd. Robert Fulton, Philadelphia ; Mary Frances Boston. Ski. Elizabeth Adnett, Quebec; Canton, ditto; Eleanor, Mauritius, and the whole of the outward bound. STANDGATE, APRIL I.—The Hawkhill, Miller, arrived here, picked up off Cadiz the crew of the Cypre4s, from Alexandria, which was run down the previous evening by a schooner, name unknown. RAMSGATE, APRIL I.—The Rouennais, Bigot, from St. Domingo, for Havre, which put in here leaky 29th ult., cow menced discharging to -day. Cowan, APRIL 1 - .—Arrii. Mary Puns, Rio Janeiro. FALMOUTH, APRIL I.—Wind E.S.E.—Off, Europa,Ligert wood, Ichaboe, and sailed for Peterhead. GUERNSEY, MARCH 30. Sld. Adelaide, Demerara. JERSEY, MARCH 30.—Sid. Ulysses, Cape of Good Hope : Jane, Auchat. DUBLIN, MARCH 31.—Wind W.N.W.—Arrd. Britannia, St. John's, New Brunswick. Sid. Simeon Hardy, Barbadoes ; Industry, New York. The Jane and Susan, of Whitehaven, Merryman, from Newry, missed stays, and drifted against Dolly Mount Bull, capsized, and filled; crew saved. WATERFORD, MARCH 30.—S1d. Cumberland, Quebec. Cons, Marten 30.—Wind W.S.W., fresh breeze.—Arrd. Janet Guthrie, Ichaboe. Sld. Tradore, St. John's, N.B. L ONDOND ERRY, MARCH 28.—S1d. Fanny, Philadelphi a and St. John's, New Brunswick. 29. Sea Nymph, ditto. LEITH, MARCO 31.--Sid. Glance, Montreal. CI.YDE, MARCH 31.—Wind W.—Arrd. Jeanie DIMS, Brown, Ichaboe ; Conqueror, Blair, Trinidad ; Brilliant. Bair, Mobile. Sld. European and Erromanga, Montreal ; Mandarin, Calcutta; Akbar, Mauritius and ditto. BELFAST, MARCH 29.—S1d. Great Britain, Quebec. Asrawax.l, Mama 30.-51 d. Spring, New Orleans.