The Sun. — London, England, 1845-03-05 00:00:00

ff EXCIIEQUER BILL-OFFICE, 2, Whitehall-yard, February 18, 1845. The EXCHEQUER BILLS dated in the month of MARCH, 1844, Per G and 7 Victoria, ca 87 9 132 1001 1848 with the Irterest due thereon, will be PAID OFF on the 18th day of March, 1845, when the Interest will cease. Such Bills will be received daily ft om half- Past Ten o'clock till Two, until and including the 7th day of March, at this Office, where Lists are to he obtained, containing Instructions f ; h r . ar r , inging the Bills. The Waren , must indorse each Bill with "e'r usual signatures, and write their names and residences at the T . ?torn of each List ; an d where the names of holdurs are i nserted i n . I ;_u e ls, the bearers, not being such holders, must previously obtain ir en dorsements. The bearers must attend to give receipts for th e a!-•Vinent may be obtained, if required, previous to the said 18th t that . 1 :r of March upon leaving the Bills for examination one day p for en which such payment is desired. Plion err Bills, bearin g an i nterest of One Penny- H al f penny b y t h e day e ery One Hund re d P oun d s, an d d ate d th e sa id 18 t h d ay o f Batch, may be obtai ne d i n whole or i n part payment o f pr i nc i pa l of me aTu Exchequer 11111 s above-mentioned, upon stating the required 9unt on the Lists, delivered on or before the said 7th day of 3farch, 11811414caih new Bills, with t h e Interest on the Bills extdianlPul, will be sued on th e 1 9th day of March. . All Exchequer Bills charged on supplies dated prior to March hare been advertised to be paid off. ELMSFORD AND BURY RAILWAY, at , , .3' BRAINTREE, ROCKING, HALSTE D, SUDBURY, don,. A.LVENILIM (with projected extemions to Thetford and Mal )• Lellgtit, Thirty-nine Mike. Capital', 750,00 - 0 - / — .,ln . Shares of 25/. each. Deposit, I/. 7s. 6d. per Share. Registered provisionally pursuant to Act 7 and 8 'Vie., o. 110. ?IIOVISIONIL COMMITTER. I . l 3'de Parker, Bart., Melford Hall, Suffolk. J ' 41,1 Tyson Tyrell, Bart., M.P. for Essex, Bonham House, near Chelmsford. Sir John Page Wood, earl., Glazenwood House, Essex. Colonel T. F. Addison, Chilton Lodge, Wudbury .1;'• B arnardiston, Esq., the Ryas, r hihP Bennet, jun., i.sq., Roughain Hall, /;ury St. Edmonds. the Rev. Edward Bull, Pentiow Rectory. Ja mes Brewster, Esq., Little ilaplestend Hall, Essex. " 1 54, • W. Cater, Esq., Lyeton Hall, I:esex, and L.:wet - pool. nuiel Courtauhl, Esq., Foley Home, Beehistx. John Chemnitz', Esq., Friday-street, Leis4u. Ron Edmunds, Esq., Sudbury and London. _ert Emmett, Esq., Peckham. The ite, 11. B. Faulkner, Westgate Haase, Melford. .` 1 1 4 ,./ . . S. G oo d ay, Esq., Sudbury. , F. Greenwood, Esq Bank, Halstead. ""rge Haycock, Eeq., Chelmsford. J j osi sh Beale, Esq., Gray's Inn. 1,011 Hubbard, Esq., Sible Iledingham. 1.v.. hout.lJennings, Esq., Sible Essex.king, Esq., Bank, Sudbury. ii„" e Rev. Thomas Ludbey, Cranharn Rectory, Essex. C r aeeW Meyleyard, Esq., Chatham-place, Blackfriars. Savill Parke r: Only , Stisted F,ssex. Jolly Georgee Esq iiiprinelleld-place, Chelmsford. ",- ; !' 4 1 Dixon iper,Esq..,COin's Engatne, ' Essex. j r 2rge Weller l'olev, Esq., Boxted Hall, Suffolk Weller Foley, Boxted Hall, Suffolk. r ,4 4 ePh Sewell, Esq., Halstead. .lej: er t F. Stedman, Esq., Sudbury. raylor, Esq., Sible Essex. 4 11 eis Welter, Ese., the Howe, Halstead. ' 41 4-5 White, Esq., Manor House, Weathorsfleid, Essex. (With power to add to their number). lINGINEER. R. W. Thompson, Esq., C.B. Lona I•NIERS. e h ,h—lirown Janson, and Co. Abel/Auer-lane. /.4litsford and Bralntree—Messrs. Sparrow and Co. q,a! e ad — Lendon and County Bank. }fury ' u rY—Messrs. Alexander and Co. t — lfies3rs. Oakes, Bevan, and Ccleears. Ter Peol—Bank of Liverpool. SOLICITORS. rg• white and Rorrett, Lincnln -`‘sers. Chewier and Westwood, Gray's Inn-aqttare. LOCAL AGYNTS. lir • "'ord—James Parker, Esq. kintre,—Uessrs. Cunning - ton, Teley, and Cunnington. S m a jt t ". (l —D. Sewell, Esq., and G. P. Arden, Esq. ....."'urY — lleum Stedman. lie lford—Richard Almack, Esq. 14 0 4,3 ;I:: : t u y rt t i h ie e r e P o art m j i , e , u n lars co th i public are referred to the Prospectus e es p o u f which may be obtained at the Corn n(:s ffie " , ‘ 6l Y :lion p rgate-strect, I, radon ;or of the Solicitors tie or to te under-mentioned Brokers. l)fseations forh Shares, in the ann , exod form, to be addressel to f of the Company, or to the Solicitors or Agents, and also is ing Broke • 11,:as p o . L. M. Simon, Esq., Wanfford-court, London ; nil, Esq., Liyerpool ; Henry Benton, Esq., Manchester Of and Rhodes, Leeds Mason, Esq., Bradford ; essrs. Duncan and llutchinson, Cilasgow. 1°1 1)2 isROYr°RII OF APPLIC kTION FOR SHIRES. ' ISIONIE COMMITTEE OF THE CIIIILMSFORD 4 svr,,, mt l'XD BURY RAILWAY COMPANY. hZr ginci Please allot me Shares in the above Corn a'rereOn eirY undertake to accept such shares, and to pay the and also to execute the Parliamentary contract and ers'a when required. Dated this day of I am, Gentlemen, Your obedient servant, , 184 i. Name, _ _ Addrese, Profession or trade, Reference, AI‘,iB ETIi lALPROVEMENT ACT. roll' - ' IS T I I-WESTERN EXTENSION RAILWAY. klc iPte,; ll l 4( the cony of the Petition in favour of the above exten - IGe i Y Board of Trustees, acting in pnrsuance of the li ii ' t .l 4 Presented by Mr. Hawes, 31. P. for the Borough, on 7` t ", , 1845 TO the honourable the Commons of the United Kingdom of t ,, 4 4 6-Feat Britain anti Ireland in Parliament assembled. k,'tc ; •tti lite Petition of the Incorporated Trustees, whose seal is ed, acting under and by virtue of an Act of Parliament, Yaiir ;e Lambeth Improvement Act, made and passed in the the r ,„'a'gn of his late Majesty King George the Fourth, !e9ving th - Act for watching, lighting, cleansing, and otherwise t ailed the stein ti t di Q roads streets, and other public passages and !dimes Lambeth, ft 0 - 1 • to the ori , -11,11 parish church of in c e o (l u l iTy ng of Sur ' rey, ' a ' nil the ecclesiastical t_ k isZ t ‘ s etli Waterloo District in the same parish.' 'eti t - .011,,,RTh , at in the opinion of your Petitioners the proposed t ittit4,: t t i lil, i n the South -Western Railway through the parish of Lam imitelf, tend very materially to carry out the purposes of hiPrnYetnent, for superinter ding which your Petitioners h ~htl - r e , e r r P°rated as a Board, by virtue of the Act of Parlia -cilt'lg Tie•'' i• rred to • that the organised system tof watching and ,31)9N)..Woritt"•,r113. to be adopted along a railway proposed menter h".4,47h4, new of the parish, and along the nrous C p i ire„ ..x i tt fur or - d !,. ( - 1, streets to be formed in contiguity, and the ind oZielitltehsive dby such approaches for the erection of a better and A nti , A l ass of house property, conformably to the new Me i•ing Act, and the substitution of occupiers of a less tit an tith e nabled to contribute to the local rates, must mani (' labour s o f your Pet l • tie improvement of the 4 4 t i ,Pet itio ners in • kncre .oilng of the locality alluded to, and where at pre to th deficienc - these respects ; that the drainage ,l kl „ili; t _' l is i ll y tit Preservati% of a railway ' , and which in every Rail t,ee tit -we Legislature rendered compulsory, must be of great Vrii4el44,h•aese ill-built portions of the parish, wherein wholesome mo ili paratively unknown, or its proper maintenance disre •"l,`ena I herefore, your Petitioners, as officers appointed to tr eed ' 4 ht B ,"„e cleansing of such districts, seek most earnestly to th and thialt°,Pective advantage upon your Honourable Ilouse, 2, 1 ° remedy within local means can prove so conducive 4,44 th 8 ers' Unteractive of periodical contagion which, to your th s • Must be admitted to be to.) frequeutthere, and aries e Poverty and density of the population is difficult, 1 ; 1 1 4 4 1 . 1% m .mtroul. That your Petitioners are . of opinion, that ,I); tr a nt 4 , B, essrrient created by a railway will occasion gen n (,- t 11 1 ,1'n:li n of the local taxation of Lambeth, and thus bene f t „ N titi wiea I view. iii,% 9 l4, rr ,eetin„ "er s , therefore, most humbly pray that the proposed 91,,,Ltin„ - 411 4 ,7, the above extension, and now depending in your Vet, 4 ' o ll n re, I ntituled ' A Bill to amend the Acts relating to 'll; 4 4 f r i t eiri a ti: e • S 2Uth-Western Railway, and to authorise extensions t.,,lliilt*„r4,l-1.41,, in Terminus to a point near to Wate and iXi t ,', •s • in the parish of St. Mary, Lambeth, anent the nrp ay — eints, in the parish of Battersea, all In the county of -'tieneceire th er praye sanction of your Honourable House, and ev." ' e aled and signed. GEORGE FALL, Clerk. A 13. s ATIIE• BEST ENGLISH WATCHES. IY ' ' 9, ( ~VORY and SONS, Watchmakers, No. W C i, London, opposite the Bank, request the attest ritS, w ls to their stock of London-made PATENT LEVEE 111 1 „' 0 4 , 4 silo i ell are manufactured by themselves in their own Caret, with the Detached Escapement and Jew "tiiti4"it Ya ; or are Four Guineas and a Ilalf, Six, and Eight Case., to Gold Ten,Twelv ff e, , I d •ou fo rt r ce s n , , lec a t n io d n S t ix ii : Pt, I, 4l, t e r s i e , r iPi ion, e enablingle largea customer stock o to select that ' which is Ea , 3 adtflted to his own use. tft, A l 9 C0 , ,,,"Y5, Tea Urns, Knives and Forks' PIN I. 4 s 4 , o ltr ( s t ' r , i t,• B ce_., at C. WATSON'S, 41 and 42, BARLIICAN. 'l - n a `` - FOLGATE. Established half a century.--A set , 4 td: , 4, t at rieti t , tr aYa, including the largest size made, 355. ; very 4,,,5 . 14 4 :4y, , 7 ' o all over, 5 is. a Set of Three, and up to 14/. ; JR- L i., I,' 6(1 . a Set, and upwards ; a Five Quart Loudon e 4t 355., witli the newest patterns up to five gill al t k i,: t liatent raise London made Dish Covers, 18s. 6d. ; 'h „ ar, ahte "I'Y -e `' , 35 8. lid. Set . o j t Six. Elegant silver shape, 525. 6d. '41v68. 118. per dozen, Dessert, 9s. ; Carvers, 3s. 64. 14,P. b• an TABLE. DESSERT. CARVERS. b cat , doz. doz. pair. •• an dt ,, ee handle ..•• 185. Od. 14s. Od. 6s. 6d. N ith *lit t .• '• • . l argest and best 1V A1.140,.. ,• ••'•••• • • • • • • 20s. Od. 16s. Od. 7s. 6d. te , - AAibata Plate thf iti,7 St % 311 225. 6d. 183. Od. Bs. 6d, , Forks Olq 1414 1 ,. na nd4o alf the above price. • sd, a „,, lt aelY Illustrated Catalogue and Price Current th e „,“. families who regard economy and elegance reff re ,"selees of this useful book, which may be had 41p . Mi n 'ilt t4 . o i,'• from the above address l A4 ilYs t . t he celebrated Albata Plate, which is so rapidly .;11 1 .'4 tre kt - - 4 1 t, C. WATSON'S PARAGON CAMPIIINE til whl LAMP. %, e nt ,,,,,e,h has proved fatal to the SUMAS of the Testa k t " or black smuts and smoke. is entirely ob k4, to brilliancy and purity of its light surpasses I•4 nl t Sarei to ,, i ' l lrns for one half-penny per t hour. tNni t .4ll.,, ( te witit les e , r 4l and 42, 1 ca s n d v N s or c ton y E p o r l : pint, al. u ti p t' Plv elt l r au 21. - 4 R . . a p ri e e r t gallon. •‘ l ( 4 ,4 • aloha and Public Buildings. "‘IIAT 4 , 4 , BRITAIN STEAM SIIIP, and 4 11). - ` 4 4e 4EAT TIPITISII DRESS M %UT • ' • ( I arri v , port, thou mighty bark 1 1 11, b ` eori tcr „' with delight we mark. lte noth “ii?latis thee, noble ship ! tt a i v ni - il tll shing thy stormy trip. f or m t i niliers, both great and small, ILt„ ll l%,hittil,, , i !Y appearance off Blickwall. ` ,l -e wi th :ith thy vast structure smitten, '1•1:' 1 11 4 , o t , t hler on the huge " Great Britain." 14 gnitti't t. Wend, haYe our whole attention— tlthestaans especial mention. A t i s .)t, in,,,V,,in-art, whose giant bulk 80 ,,i 0 1 thy stimendous hulk. have built a ship of trade— ,),,cltlt tlit nh ?, giant-like display'd. _ . ‘,4le inn ,‘", waves this vessel floats, 1,11,1,1,,,,i,a6it,,,,,,,,TrYc iseoi,oefedsuperior coats. l' l lir,t t oc ( i j :„•2ll, t 4(1 at this e e d or t n o nrer u c i i p f;l ship, Qil l wor k a th e a noble sight discloses, tq t , 4 t ,,h_e ri sa r skill of Capt , ain M?S MFNON " I ; t ) ,,eti• free! for Sel f - - 11 e ( TL 'i s ) ur i c I tm iF e A ri t t CL o t r application, will be i ; Z 1 t t4 4 ., t 1 4 11 0n1 5 tti'"(t ' "AM . SIADR. X S. d. Ai rin front 0 8 6 11,yr te,• ( , Po ke. , •• . ••• • • . , ........ a 10 6 jklbois •• • . •••• 0 13 6 1 1 ;91,91, 1 r ' l . o e-s, and every description of • 4 4;rs It .Y 5tY1e....., L 1 4 411 4 1 ,5 11,N!toilittn, (1 . , ' ..... • • V tBt .. •• • • • • • • • t 4., , teq • • ''•• • • • .. 4%4 1, 4r sui,.)ltto •• • • ........ t k ` ' •• • • " •••• • • - 4 ti nt,,, , ttl, , brat 44 .. • • • .. LI I 'l 111 An . R .' • • _ - TO It/USUAL. t Zi . tj t ,7l W r 7try stlicollar and cuffs ..IYont 1 lA k_''ki' l, l4 .) l 4)( l , 4 PPtar, ' • and thape handsomely trimmest 1 5 0 tosi, itt n ,•• • • ............................ 017 6 , 0 • i • • • .. ..... ....... ..... ........ 0 8 6 t k l)t;;-h, •r r Datt, r ; •"••• • • • . ..... ................ 012 6 tliNt . c, ll ltOlt °4 tis ••• • • 012 0 Pt tt ' i at •"' 1 4 ••• • • ••• • •• • • ..... . . . . .. 1 6 0 11 1 N 4 Ili n d1 4 ,,,,' •• • • • ' •••• • • • • • 0 7 0 . 44 ` nu fa . tiu — r •.. 112 j4it • • S(I 2 15 0 IN )1 4 i. B4 , "fact n ••••• • • • • ..... ......... ..... 115 0 . ..... .. .. .... 0 8 6 .. .... .. . ..... 0 4 6 0 10 0 .. .. .. .. . ..... 1 0 0 0 1 4N, , 3,. . 44.. .. : .. ... .. .. _ .. .. .3 1 7 :1 0 0 1 8 0 I lil, ll llt i , 1 l'lt 'ellt,l„ . :','• •• • • ... ~, k ,,, itt ,, 3 , o re,* fo - 0( 1 ne had at five minutes' notice, at the ' 1 ;1 l'AN 4 qltt e oat, ~ Ywi tiit Prices -. 1, r it,.. , :1k,,• ( 1,,,, , test 4 , , !kt, and trousers ..........front 1 16 0 ti'%l7,,,'' ir tl Vly ,rti,ii.......... .. front 0 18 0 '4 ,' 4 ) 4 1 liii'rt,'l.so4ls(tlseY :el3unrrnellecl.sed or ordered, it not approved of, hk!tiii,:;ll,,,'l, 14"511tlitta," S ON, Tailors, Wholesale and Retail el l . 1 4, 1 '• . 1. : g , e, e i - r , s, and (leneral Warehousemen, 154, :11ino k-Zk r h e p c Nti; n • 05.,, 3a:sPposite the Church. t,r',t „i.' 6 '3 co n liati n ;`; l bon arc obliged to guard the public 1 .3, 1 ' , p ) -- m to I " ( *etm learned that the untradesmanliku false 'tit it tiv% n With th 4,, ~, ~, sxi Than,. i ein, or it's the same concern, has .1. tli; l itcl t v 4 4, whiit. "ta nces, and for obvious reasons. They ) Z, t_ di l .., oll oh, ,who'rer with anv other establishment, in or out IN, ealt4:4li!itt, & C)lra genuine Cheap Clothing should (in 5 1: , lt, t K._ Ra t e, eall or seed to 154, Minories, or SC •k - ' , %b.,_ 4 lng t mirth, ''tt 1 Illlasa.,. -' Sattir c i„, * lt ta.LI Igatabllalarnent from satnmt osa ~ . • 7' W hen huSloess Is resarnedl te twelve • \~ -,:.`~ __ STO v 3/ 8 5 to v 101; ditto, 51 I! ri 1/ 16 ' t° w ' with e 3c, 7ado, • ct 4 I, but thog , Si 1 05 t0 . 41,,5' d i tto , 51 3 0 IW, ill6s t b ° 011 t 3/ Si 41 land ditto, traw, 111 L full aVerw lantition ss re:. found buY i . o44' ,l y offere 4 „S o MuSCO":O r previoT l o fl l, 1 2 qUAnt iv ~ 2 tiere .„ 0 3 11(16 617 t ie C0 6°7 0 r 174 bags ?,- for mid le4'l, ' Y Cost.; 111,1-10 t)le latter ag'" P SI 0 Lek at toe _44 tliete icer' te+ ll j: ; and P 301,1 brisld,faki e , which 11 11'" ,und buyers 3.10 .he eltreaie r cwt on the el' casks• el. a, Id to Sd 0, kind, 2 , 5,1 to ? s 9d ; Tweel'°,'6,ll is, good o rd, P O O ,wider, Id ° The stocli of .2,00 0 1 b., And 19 1 4 ' roll suppOr%""c? de on forogo,9antl nsiderable s continue sc..- Y latell. —. • go ail, rren t or .4u, r , st India r, st nder those the private p. t o / ade in neflee",.`, .ade, although :to ; selling At °Cr/ 'wt. Waded . p s ,l ices are droel°D delivery. jetssr4, L h bt i ng off in e tda ilue of Is Per oce, LI at a pahle,ogJ,;, wever was disc o " t 615 to 653, Ming 03 tjta t o 565, ° to 535, low cgU to 63s per ain sm f •0 parcelS .;6 boxes o , `..rif lion' and id ic ee , , )art so ;h , 48s to 51°6°1,7,0'4 47s to 495,5g3. 6 j, o il middling ,:ep • inre.llior6, in and o,,,`,teri to 54, and POT!' innate go od to 'to id brow n ,ess tranOct`a bf0.,0;,:f )r white to, d 22i .014, r good and tile en in ah(fe 9 0 11. 0 Idling wbl,tetod 171° ;Toy 203 604 4. iteil ft't r very int' 4,,,,1tir0 .n with 'l° clv, ue. F.set e sell. ,00110 i n ill-lilted ir"tgeof lien in et ;rives ~oy, r good oruin wet r cpti ca sold at oAtily ry. Plant:J.:Jo eel,' gs 4 caP t A o uLl fo the rc f . t , ;,;t lini.Toe r o f 2 5 . o d Ord 61Iceletif ot4 Peaberri d 5. Ilohiersarcol; require 463 r It ce. A rOD; ) , d a gat APO# , tne pu ,04), 4,, 1 the sale I r , it s; found hoYej 4.01,09 Congo' 00'0„,",ff ction hale Dee r rivals 4 ,400 PACl‘'et ft4l:l. $ 9 . as in ex 0 4 01.. sr di . s poseu ler c wt ; gln a ri 4 'or 5Ss 6d, er"';isl,.rJ sea 0010,4 colo' the ebiet P5`1.00,,,0 to 525 6d fe,,,oj 0P,,6 Leewarde ';tro there ar bee t o ;, - , 4 s have proof. o' o ' on . for Prc'cieprr,iAt further docr' 56 ,r s tron,,, tot lo 1 0 aringlY3o ;i1 ii ,,s; 3 Or° trio to 7 0 ro Pe have be,„,44 of 1635,Pib.15 6(1; 1.9' 9 Pu P4 dg 1843, 13/1 i;1 'd to goo d " 1100. 0,41 3d Per g 8 ,pVrt td .% oonnnio,e,4 ed br clutY , better s,Plic c0"41,0' ted to Puvi,",,le I(rfit/ and the 1.11" er 63 36ot° id retchedf foto, iecoo d od sl I brovo '10;4 Is se an d c , 100 IP • Anu ention, ,d a ll d , 1# ligto',o4ll ut whiter 10 , Is, secoSi 1101 civt• cleoo/1", y liWitteiluctie° 5 icutp wb ite , , g dingyfoe gal „ appearerlfeops °ft ing iet with ;dr prices ta , odefolll3 el I ouvcia f the trowg seoe up ; lrete:A 1,14 o e o n i1 1 , , nesw sv 1 ro tbe ri of t he r, .00 to ve te°,i3( och e' is' lary ot nd at A y stroct 11` septst fed e tbt ; the rePr.eopling( pearl): re'r nsrtei, -t , Stan:l tb 1# 44 I‘ , , IfydrPsic I. ' ebi' e lady of the la df ordsbire, °Dti 0e the w ife °f .1 vedf o rd, - tory, P liter. 31 11 1 1° rear 110 10 ' .' r , a F on. fj , the lady ° Cr , un d Tav psi ertl Ole legjj': l e , Sussex, lify C liftoff-100 .(ais stout Grocer , t • 11ighlande.,„0 rA; ties, 31r. J. of NoivleY, 1 ?: 0 11 ,be t, in l'eljt'iora I, f o er l Y 04 , Ids, Sir Joll°.l,6eqlllo Id rt Cou of Efits sti,at f hired Pecitt, of • • o f the .1° oerl)4 ig). - tort.- po, ilanter, tool ident ° I ' t are d "s tos with to le o i f; fo gy,t i i llls°l cd 5 Williso3 ,rdow ri 13,00,0„, t. 'nolds• .clesnor, . sr of l• 1•0 1 • ;Pi lUD, M j`L, if 0 0 v, 7‘ , ‘P / - , 111111111111111111111 . ift ..14L3‘.\! (,• A . ' J."; • „ ' \ llll l, • • • 5,1 s. IV --- -r - . ••ar • • 4 • • 0, l• - • 1 , * V 7 r. • • 1 . 17, I `,, 14 _ , • - 1 - 144 • • • " •‘; '" - • - (11-Pr' Na. 16,396. LONDON, WEDNESDAY EVENING SUN, MARCH 5, 1845. PRIOR sd. THE SUN is Pububishe d EVERY MORNING at FIVE 0 CLOCK, in Time for the EARLY TRAINS and TOWN DELIVERY; a SECOND EDITION (Eren:ng Sun) is Published in Time for the AFTERNOON TRAIN and a THIRD EDITION at SEVEN O'CLOCK, for POST, Containing PARLIAMENTARY and all other NEWS in LONDON up to that Hour. ADVERTISEMENTS INSERTED i n ALL T H E THREE PAPERS, Mornii.g, Noon, and Night, thereby insuring a TOWN and COUNTRY CIRCULATION at ONE CHARGE. A RGUS LIFE ASSURANCE COMPANY, 39, TIIROGMORTON-STREET, BANK. EMPOWERED by SPECIAL ACT of PARLIAMENT, h and 6 Will. IV., c. 76. THOMAS, FARNCOMB, Esq., Aldennan, Chairman. WILLIAM LEAF, Esq., Deputy Chairman. Richard E. Arden, Esq. kfames CM, Esq. William Banbury, Esq. Rupert lugleby, Esq. Edward Bates, Esq. Thomas Kelly, Esq., Alderman. Thomas Camplin, Esq. ,Jeremiah filcher, Esq. John Humphery, Esq., Alderman,' Lewis Pocock, Esq. M.P. PwrslcrAN—Dr. Jeaffreson, 2, Finsbury-square. SURGEON—W. Coulson, Esq., 2, Frederick's-place, Old Jewry. CONSULTING AcTuAßY—Professor Ilall, of King's College. MESMERISM AM) CLAIRVOYANCE. SOrTIIWARK LITERARY INSTITUTION, BOROUGH-ROAD. TWO LECTURES AND DEMONSTRA TIONS, by Mr. W. J. VERNON ; with the celebrated Solo lututhule Paris, and other cases, un FAIDIV, March 7th, and FRIDAY, March 14th, at Eight o'Clock. Sovern Navigation Commissioners to raise money for the purpose of carrying out a great public improvement authorised by Parlia. ment. Prom this difficulty, however, as well as from the appre hension of that great Improvement being impeded by the intro duction of railways into the district, we are relieved by the offer made by the railway Company to whose scheme we recommend that a preference should be given, to take upon themselves the burden of the guarantee to the extent of any loss sustained in eon. sequence of the construction of the railway, subject to any reason able conditions and arrangements. With regard to the remaining point, that of safety, it is ad mitted that portions of the soil being undermined, subsidences occasionally take place; but there appears no reason to apprehend any peculiar degree of danger to a railway from this source, be yond what equally affects the canals, roads, tramroads, feunderics, mills, and ether buildings of the district, and which has never been considered an impediment to the introduction of railways in other mining districts. Some of the most eminent engineers of the day, among whom may be mentioned Sir J. Rennie, Mr. Bru nel, and Mr. R. Stephenson, have proposed the lines which pass through the district in question, and are clearly of opinion that they may be worked without any unusual degree of danger. We are of opinion, therefore, that some one line of railway Is required, and may be properly sanctioned, for the accommodation of the district in question, between Wolverhampton and Worces ter. This being conceded, the sanction of a line in connexion with it, to connect Worcester more directly with London, and to give communication to the large intermediate district, appears to fellow almost as a matter of course. The supply of coals to this district, where a great reduction of price will be effected, is alone an important object ; and, on the other hand, an outlet will be afforded for agricultural produce. A population of about 1 2 / 3 ,000 between Worcester and Tring would be accommodated by the line in that direction; and, on the whole, taken in connexion with the Worcester and Wolverhampton Junction, the traffic seems suffi cient to justify a fair expectation of return on the capital to be invested, as also on the Rugby and Oxford portion of the line, which will complete a chain of direct railway communication from the northern and midland to the southern and south.wostern counties, and will afford to those counties a valuable supply of coal from the Derbyshire collieries. We proceed, therefore, to investigate the subject, on the assump tion that one or other of the compet:ng set , DI et 1 -orooted by the London and Birmingham, and Great Weetexii Companies will be sanctioned, and that the question is reduced to one of preference between them. In regard to distance, the two schemes are as nearly as possible equal, the distance from Worcester to London being 122 miles by the Tring line, and Ile by the Oxford line; the former, however, terminating at the Euston.square station, and the latter at Pad dington. The number et miles of new railway to be constructed in either case is also nearly the same; nor does there appear to be anything in respect of gradients or engineering character calcu. lated to give one scheme a decided preference over the other. The course of the Tring line accommodates a larger population between Worcester and London than the Oxford line ; but the importance of the districts traversed by either line, and left out by its compe titor, is hardly sufficient to give a decided superiority on a question of such magnitude. A far more important feature of comparison Is derived from a consideration of the question of gauge. The Great Western scheme is proposed to be constructed on the wide gauge of seven feet, used upon the different railways of the Great Western system ; while the scheme of the London and Bir. mingham Company is proposed to be constructed on the narrow gauge of 4 feet inches, common to all the other railways of the kingdom. In order to estimate fully the importance of this question, It 300 are sanctioned on the wide guage, a disproportion which will be still more'largely increased by the new railways now in contemplation, an inference might be drawn in favour of confining the gauge which is in such a decided minority within • the narrowest possible limits ; and this inference might be strengthened by referring to the obvious fact that the wide gauge has not realised those decided advantages over the narrow gauge which were at one time anticipated. The actual speed of trains upon the Great Western Railway, as shown by the published time tables, and by official returns, is not so high as upon some narrow gauge railways, and notwithstanding the excellence of its gm dients, very slightly higher than the average speed of other great railways on the narrow gauge. In respect of safety, it is manifest that both gauges are alike unobjectionable, with due precaution and proper management; and in respect of convenience and of economy, including the cost both of construction and working, the opinion of a great majority of the most eminent authorities is un favourable to the wide gauge. Without wishing to express any positive opinion ourselves upon the point, it is enough for us to say that we think there is nothing in the relative merits of the two gauges in themselves materially to affect the question between them, which turns upon commercial considerations. In this point of view the question is, as we have already ob served, whether the points of junction between the wide and narrow page should be at Rugby, Birmingham and Wolverhampton, or at Oxford and Bristol. Ip support ofthe first view, it is contended that the principle which should regulate the choice of the points of junction ought to be to fix them at great foci of traffic, and centres of converging railways, where delay must take place and large estab lishments be maintained at any rate ; while on the other hand it is contended that such points arc the worse possible to select, and that the opposite principle should be adopted, of confining an ine vitable inconvenience within the narrowest possible limits, by fixing the points of junction where there is least through-traffic. The correctness of the latter proposition seems perfectly obvious upon general considerations; but the question is one of such great commercial importance, that we have thought it right to inquire fully and in detail into the practical effects that would result to the principal interests concerned from an interruption of the gauge, on the one hand, at Birmingham and Rugby, and en the other at Bristol and Oxford. By either combination the traffic of places intermediate between Birmingham and Bristol with each other, and with London, would not be affected; uniformity of guage being secured equally in the one case by the wide, in the other by the narrow guage. By either combination the traffic between places north and east of the line of the London and Birmingham Railway and places south of the line of the Great Western Railway would not be affected, interruption of guage having equally to be encountered in the one case at Bristol and Oxford, in the other at Birmingham and Rugby. By the former or wide-guage combination, the traffic between Devonshire, Cornwall, and all places south of the line of the Great Western Railway, and Birmingham, and all places between Birmingham and Bristol, would gain, i. e., would escape an in terruption of guage; also such of the traffic of South 'Wales, to Birmingham, and places short of Birmingham, as in the event of the bauth Wales Railway being sanctioned, would take the cir. cuitous route by that railway to the north of Gloucester. On the other hand, by the narrow-gauge combination, a break is avoided in the whole of the traffic between Manchester, Liver pool, Hull,: and the northern, eastern, and midland portions of the kingdom, and Bristol, Gloucester, Worcester, and the whole district intermediate between the London and Birmingham and Great Western Railways. The paramount importance of this consideration has been strongly urged upon us by parties practically acquainted with the traffic, and by the principal interests affected by the question. In the memorial already referred to, signed by the representa tives of 46 iron -works, 57 furnaces, and 98 collieries, in the Staf fordshire mineral district, in favour of the London and Birming ham line, and narrow-gauge system, it is stated that, of the total expert of the district, only eight per cent. is sent in the direction of Bristol, of which by far the greater quantity is shipped from that port, and would therefore be unaffected by a break of gauge there; while 37 per cent. is sent to Liverpool and the north and north west of the kingdom, and 13 per cent. to Hull and the east, all of which would consequently suffer by a break at Birmingham. The wool trade' between Bristol, where wool fairs are held annually, and Leicester and the West Riding of Yorkshire, is very considerable, all of which would escape a break of gauge by the narrow-gauge combination. The export •f salt from Droitwich, both to Gloucester and Bristol, and to Hull and other parts of the kingdom, is already large, and likely to recei►e ♦ery great increase, if an unbroken railway communication is afforded, which can only be done by the narrow-gauge combination. .• Admission—One Shiling. Also, MORNING and EN - ENING SEANCES, at Two and Eight o'Clock, every Tuesday, Thursday, and Saturday, at the INSTI TUTE of MESMERISM and PHRENOLOGY, 27, Duke-street, Manchester-square. Nervous and other Diseases mesmerically treated. Phrenolo gical manipulations. Private SEANCES and Classes attended. For Terms, &c., apply at the Institute. LOW RATES OF PREMIUM. In addition to the subscribed Capital of 300,0001., the Assured have the security of the Company's income of nearly 60,000/. per annum, yearly increasing, and an accumulating Assurance Fund invested is Government end other available securities, of considerably larger amount than the e stimated liabilities of the Company. The rates of premium are reduced to the lowest scale compatible with the security of this Assured, and the stability - of the Company, thereby, in effect, giving to every Policy Holder An immediate and certain Bonus without risk, in lieu of the deferred and frequently delude-c prospect of a periodical division of Profits. ROYAL POLYTECHNIC INSTITUTION. PHILLIPS'S PATENT FIRE ANNIHILATOR, illustrated by Dr. Ryan in ilia daily Chemical lecturo on the Mornings and Eve nings of MONDAY, WEDNESDAY, and FRIDAY.—A Seri& of LECTURES on ASTRONOMY by Professor Bachhoffner, on the Mornings and Evettings of Mondays, Wednesdays, and Fridays, during Lent, accompanied by Dr. 'Wallis on BRABY'it CALOTONE. Working Models of New Inventions, among which KITE'S PA TENT SMOKE-CURING and VENTILATING ROOF, COWLS, &c. GOCGII'S WASHING MACHINE, ROBINSON'S DRYING MACHINE, &c , are explained daily. beautiful Picture of the SHRINE of the NATIVITY is added to the NEW DISSOLVING VIEWS. CIIILDE'S CHROMATROPE. THE PEOTEOSCOIII. The PIIYSIOSCOPE. EXPERIMENTS by means of tie DIVING BELL and DIVER under water, &c. &c. Admission, Is. ; Schools, Ralf-prim ANNUAL PREMIUM TO ASSURE £lOO. Age. ! For One Year. For Seven Years. I Whole Term £0 17 8 1 I 8 1 5 0 1 14 1 3 2 4 £0 19 1 1 2 7 1 6 9 1 19 I() 3 17 0 XI 11 10 2 0 7 2 14 10 4 0 11 6 0 10 One-third of "Whole Term" Premium may remain unpaid at 5 per cent. compound interest, as a debt upon the policy for life, or may be paid off at any time without notice. In Assurances for Advances of Money, as security for or as a provision for a family, when the least present outlay is desirable, the varied and comprehensive tables of the Argus Office will be found to be particularly favourable to the Assured. The Medical Officers attend daily at a Quarter before Two &Clock. EDWARD BATES, Resident Director. A liberal Commission to Solicitors and Agents. N ATIONAL LOAN FUND LIFE ASSUR ANCX SOCIETY, 26, CORNMILL, LONDON. Capital 2600,000. Empowered by Act of Parliament. DIVISION OF PROFITS. The steady seceess and increasing prosperity of the Society has enabled the Directors, at the last annual investigation to declare a second Bonus, averaging 60 per cent. on the amounts invested on each Policy erected on the Profit scale. ~i ~ c o ~ Premium. E £ s. d. EXAMPLES. 4e Bonus Bonus in g added. Cash. E • £ s. d. 77 5 1 64 5 6 51 5 11 X s. d. 1837 170 9 3 74 3 4 1838 144 2 2 1839 116 16 0 X 8. d. 12 3 5 9 16 4 1711 91 . 4 . E-Eg X a. ds 346 2 3 2911 13 4 247 4 5 The division of profit is annual, and the Next will be made in De *ember of the present year. This imtitution offers many important and substantial advan tages with respect both to Life Assurances and Deferred Annuities. The assured has, on all occasions, the power to borr)w, without ex pense or forfeiture of the Policy, two-thirds of the premium paid, (see table) ; also the option of selecting benefits, and the conversion of his interests to meet other conveniences er necessity. Assurances fbr terms of years are granted on the lowest possible rates. F. FERGUSON CAMROUX. See. BRITANNIA LIFE OFFICE, 1, Princes•street, Bank, and 448, West Strand, London, January 1, 1845. Notice is hereby given, that the BUSINESS of the LONDON and WESTMINSTER MUTUAL LIFE ASSURANCE SOCIETY has been TRANSFERRED to this Company ; and all persons holding policies issued by the said Society are informed that, as soon as the renewal premiums thereon shall become payable, new policies will he granted to them by the Directors of this Company, at the lams rates of premium which they How pay, and without any charge for stamp-duty; and all claimants on policies issued by the said London and Westminstor Mutual Life Assurance Society are informed that such claims will be discharged by the Diree tors of this Company, a soon as the the same shall have been substantiated. PETER MORRISON, Resident Director. VAUXHALL COMPOSITE CANDLES, Ss. 6d. per doz. PRICE'S PATENT CANDLES, 109. 6d. per doe. GENUINE WAX CANDLES, 28s. per doz. These three sorts of Candles are all precisely alike in their burn ing qu alities, but the Vauxhall Composites are rather softer than the Price's Patent, and thence the difference in price. Even those who are compelled to study economy alone, should burn them in pre ference to Tallow Dips. patent Cocoa Nut Lamp Oil, warranted equal in every respect t• the finest Sperm, 49. per gallon. WM. MARCHANT, 253, Itegeut-Brous, Oxford-street. RAILWAY DEPARTMENT OF THE BOARD uF TRADE. IMPORT •P Tit RAILWAY DIPARTNIIINT OP TR@ ROAR) OP TakOß IN TRS LONDON, WORCIITIR, AND WOLVIIRRAMPTOM, AND IN TIER ■IRYINOIAMI AND mitaawsatna DISTRICTS. Railway Department, Board of Trade, Whitehall, Feb. 28. BRITANNIA LIFE ASSURANCE COM PANY, 1, Princes•street, Bank, London, empowered by spe. dal Act of Parliament, 4 Vic. c. 9. HALF CREDIT RATES OF PREMIUM. Persons assured according to these rates are allowed credit (with out security) for half the amount of the first seven annual premiams, paying interest thereon at the rate of 5 per cent. per annum, with the option of paying off the principal at any time, or having the amount deducted from the sum assured when the policy becomes a claim. Polici , s may thus be effected at lower rates than are generally re quired for the term of seven years only ; whilst the holders have the same security for the payment of their claims, whenever death may happen, as if they paid double the amount of premium, which would be charged for assurances effected in the us !al way. Extract from the Half Credit Rates of Premium. Annual Premium required for an Assurance of 1001. for the Whole Term of Life Half Premium for Whole Premium. ge. seven years. after seven years. X s. d. s. d. 30 1 1 9 1 3 6 35 1 4 11 2 9 10 40 1 9 2 2 18 4 45 1 14 10 3 9 8 80 2 2 6 4 5 0 55 2 12 9 b 5 6 60 3 6 8 6 13 4 PETER 310ERISOX, Rea Went Director. The Board constituted by Minute of the Lords of the Committee of Privy Council for Trade, for the transaction of railway business, Is,iving had under consideration the different schemes deposited with the Railway Department for extending railway communica tion between London, Worcester, and Wolverhampton, and in the district Intermediate between the London and Birmingham and Great Western Railways, and also, in connexion with the above, the schemes for extending railway communication between Bir mingham and Shrewsbury, have determined on submitting the fol. lowing report thereon for the consideration of Parliament. 1 he object of the first class of schemes in question is to supply railway communisation to the great mining district of Staffordshire, lying south of Wolverhampton, to the towns of Kidderminster, Stourbridge, Stourport, Worcester, Scc., and to the district north of Oxford, intermediate between the Great Western and London and Birmingham Railways. For this purpose two competing schemes are proposed ; one, which is pronaeted by the London and Birmingham Company, comprises a line from Rugby to Oxford, and another from Wolver. hampton, through Worcester and Banbury, to join the London and Birmingham line at Tring ; the other scheme consists of a line from Oxford to Rugby, which is proposed to be made by the Great Western Company ; and of another line from Oxford to Worcester and Wolverhampton, which is undertaken by an independent Com. pany, but in connexion with the Great Western Company, and which must be considered as fotming, with the Oxtord and Rugby line, one scheme, competing with the former. PUBLICATIONS Just published, in demy Bvo., price 25., sewed, J ORD AUCKLAND and LORD ELLEN BOROUGH. By A BENGAL CIVILIAN. London : ;Smith, Elder, and Co., Cornhill. For the sake of brevity we shall distinguish these as the " Lon don and Birmingham or Tring Scheme," and the " Great Wevern or Oxford Scheme." Their general direction will be easily under stood by reference to the accompanying map. In their general features and objects the two schemes are so nearly indentical that the two manifestly cannot stand together. A further scheme for the accommodation of the country between Worcester and Wolverhampton, was proposed by the Birmingham and Gloucester Company, but it is understood that arrangements have been made by which this scheme is withdrawn in favour of the London and Birmingham scheme, to which it was moreover inferior in several important respects, so that we may consider the question as reduced to one of competition between the schemes of the two great companies. The first point ie, whether a sufficient public case can be estab. lished to justify the construction of any railway at all throughout the districts in question. As regards the So,ith Staffordshire dii. trict, this point has been disputed by various canal interests, who urge that the district is already sufficiently w,ll aupp ied by water communication, and that the Introduction of railwa)s, by destroy. jig the resources and crippling the efficiency of such water com munications will be productive of injury rather than of benefit to the public. Various special reasons have been urged in support of this view, more especially with reference to the mineral district of which Dudley may be considered as the centre. It is said that the Birmingham Cat.al Company have, at a great expense, created a very complete and efficient system of water communication throughout this district; that a right is reserved of ranking branch canals to all mines and works within certain ►imits, which right would he to a certain extent defeated by running a railway parallel to the existing canal, to the injury boils of the Canal Company, and of the owners of the mine■ and works so cut off; that the management and charges of the Canal Company have always been of the most liberal description ; and finally, that owing to the peculiar nature of the district, in which great exca ♦ations have been made for mining purposes, rail Nays cannot be carried through it without danger. It will be readily conceded that the importance of the district in question is such as t• entitle it to require the best means of com munication, whether by canal or railway. Between Wolverhamp ton and Stourbridge there are at present about one hundred blast furnaces in work, producing about 468,000 tons of pig iron annu ally. In order to produce this quantity, nearly 4,000,010 tons of coals, lime, ironstone, and other raw materials are consumed, which are raised from the mines of the district, and transported to Just published, price 2s. 6d., JOURNAL of the STATISTICAL SOCIETY. vol. VIII. fart I. Contents:- 1. Norfolk Island and its Population of Criminals. 2. Population and Mortality of Calcutta. 3. Insanity in the East Indies : Bengal Asylums. 4. Statistics of Mahon. 5. Vitality among• Peers and Baronets. 6. Army and Navy Mortality and Sickness compared. 7. Miscellaneous, Mortality of the Metropolis and the Country, Prices of Provisions, Revenue, Corn, Currency, Bank ruptcy, &r. John William Parker, 445, West Strand. In one vol. foolscap fivo., neatly sewed, 55., THE MANUAL of FREEMASONRY. Part 1., 11., and 111., originally published by Carlile for 155., and now extremely scarce. This volume contains the whole of the cele brated Introduction to the three Parts, being a complete Key to the Science and history of Freemasonry. (Postage, 2011.) The MYSTERIES of PARIS, the only complete translation that has appeared in the English language, 960 pages, 50 engravings, and handsomely bound in red. A liberal allowance to the trade. PAUL DE KOCK'S WORKS—The Barber of Paris, 25.; Gustavus, or tho Young Rake, 2s. ; Georgette, or the Scrivener's Niece, Is. ; Brother James, As.; The Man with the Three Pair of Smalls, As. ; Moustache, or the Three Students of Paris, 2s. ; My Wife's Child, Is. 6d. ; My Neighbour Raymond, Is. ; Tourlourou, or the Conscript, 3s.—klso Indiana, by George Sand, Is., &c.—A Catalogue may NI had. George Croke', 199, Strand, St. Clement's. rocket Edition (300 pages), lu an envelope, price 2e., by pest 35. N M A R R I A GE its Hindrances and Obligations. "Of grle eoncealed, and disappointments keen, Which young and gentle—the matured and sage, The lonely and the mated—all sustain." By R. J. CULVERIVELL, M.D., Member of the Royal College of Surgeons of England, Licentiate of the llall, and twenty-three years Resideet Practitioner in Lends!). Also, companion to the same (72 Engravings), price Is., by poet ls. ON CIIASTITY—its Abuses and Diseases. " Whereon cloth hinge the dignity of man, The health of offspring, and domestle love l" These publications are free from empyricism and mawkish senti mentality—they abound in stern truths, and are addressed to the in telligence of the times. Sherwood, 23, Paternoster-row ; Carmine, 147, Fleet-street ; Hannay, 63, Oxford-street ; Mann, 3h, Cornhill ; and the Author, 21, Arundel-street, Strand.—At home daily till Two : Evenings, seven till Nine. the various furnaces, forges, and founderies. The export of iron from the district is about 940,000 tons annually, in addition to large quantities of heavy hardwares, tin platett, glass, and other goods. The export of coal Pi also very large, and might be greatly augmented by increased facilities of communica tion. The population, depending for support on the iron -works, mince, and manufactories of the district, is estimated at not less than 230,000; and the total population of the respective towns and places between Wolverhampton and Worcester, which would be benefited by the proposed railway communication, is believed t• exceed 300,000. Among these towns may be mentioned Kidderminster, a piece of considerable manufacturing importance, and great Intercourse with different parts of the kingdom ; Droitwich, with its extensive salt works; Stourbridge, Stourport and Worcester. The construction of a railway in this direction will also lead, in all probability, to extensions i►rto the fertile agricultural district on the west of the Severn, towards Leominster and Ludlow. The claim of the district, therefore, to the most improved mode of communication can hardly be disputed; and whatever claims canal Companies may have from benefits preciously conferred, or from past liberality of management, such claims cannot be con sidered by us in any ether light than those of other private inte rests, unless in so far as they may be based upon public considera tions. Our report will not, in any way, prejudice or affect the right of those canal Companies t') have their vested interests, if any, care fully considered by the Legislature. Upon public grounds, therefore, we have mere'y had to consider the allegation that the interests of the district will not be promoted by the introduction of railways, and that railways cannot be con structed through it without danger. must be borne in mind that the Bristol and Gloucester Railway is on the wide, while the Birmingham and Gloucester is on the narrow gauge, and that the inconvenience resulting from the break of the two gauges at Gloucester ha., been so great as to lead to an amalga mation of the two Companies, with a view to obviate it, by intro ducing uniformity of gauge throughout between Bristol and Bir. mingham. From the arrangements which have been made with this view, it is perfectly evident that upon the question of the Worcester lines depends whether this uniiormity will be proposed to be attained, by the Birmingham and Gloucester Railway adopt ing the wide gauge, or the Bristol and Gloucester adopting the narrow. The question, therefore, upon which we have had to form an opinion is, whether it is better far public interests that the wide guage should come up to Birmingham and Rugby, or that the nar row gauge should go down to Bristol and Oxford ? It would be difficult to overrate the importance of this question in a national and commercial point of view. If there is one paint more fully established than another in the practice of railways, it is that the inconvenience occasioned by a break upon a line lo f through.traffic, occasioned by want of uniformity of gauge is of such a serious description as to detract most materially from the advantages of railway communication. FOUR.TEENTII EDITION of the SILENT FRIEND on ri in ai Frailty, with Coloured Engravings. Jest published, price 2s. Gd., free by post (in a sealed envelope) 3 s. 6 d., THE SILENT FRIEND; a Medical Work on the Infirmities of the fienerative System iu both sexes ; and on the loss of the reproductive powers, with means of restoration. The baneful effects of solitary indulgence, neglected syphilis symp toms, &c., are fully pointed out. Illustrated by Engravings; followed by observations on Marriage, with plain directions for the removal of certain disqualifications. By it. and L. PERRY and Co., Consulting Surgeons, London. Published by the Authors, and may be ad at their residence, 19, BERNERS-STREET, OXFORD-STREET. Sold by Strange, 21, Paternoster-row ; llatntay mud Co., 63, Ox ford-street ; Gordon, 145, Leadenhall-street ; Purities, 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 hitherto little understood, and passed over by a maority of the me dical profession, for what reason we are at a loss to know. We must however confess that a perusal of this work has loft such a favourable impression en our minds, that we not only recommend, but cordially wish every one who is the victim of past folly, or suffering from indis cretion, to profit by the advice contained in its pages."—Age and Argue. " The authors of the Silent Friend' seem to be thoroughly con versant with the treatment of a class of complaints, which are. we fear, too prevalent in the present day. The perspicuous .tylo in which this hook is written, and the valuable hints it conveys to those who are apprehensive of entering the marriage state, cannot fail to recommend to it a careful perusal."—Era. The CORDIAL BALM of SYRIACUM is exclusively directed to the cure of nervous and sexual debility, irregularity, weakness, loss of appetite, indigestion, consumptive habits, and debilities arising from excess, &c. In bottles, price lie., or the quantity of fbur in one bottle for 33s , by which Ils. are saved. The five-pound cases may be had as usnal. The CONCENTRATED DETERSIVE ESSENCE, an anti-syphi litic remedy for searching out and purifying the blood from scurvy, blotches en the head, face, and body, ulcerations, and those paiutbl affections arising from improper treatment or the effects of mercury, removing secondary symptoms, anal all eruptions of the skin. Price Upon the first point it seems sufficient to refer to the unanimous opinion of the parties principally interested, and who have the best opportunities of judging of the effects likely to fellow from the in troduction of iailways. The only difference of opinion has arisen from the anxiety of the parties to obtain a railway of some descrip tion or other, which has led them to support different competing schemes; but all parties have united in the strongest representa tions of the vital importance to the district of obtaining a good railway communication, in addition to those afforded by the canals. A memorial signed by the representatives of 46 iron works, 57 furnaces, and 98 collieries, in the Staffordshire mineral district, including the trusteesof Lord War I,frem whose estate alone upwards of 1,000,000 tons of coal and iron are raised annually, in favour of the London aid Birmingham scheme; and another memorial, representing thirty-seven iron -works, and nine col- Het ies, in favour of the Great Western scheme, were pre sented to us; the memorialists in each case urging in the strongest manner the advantages of railway communication to the district. It is stated, that without such communication, they have to compete at a great disadvantage with the iron d stricts of South Wales and Scotland, which, from their readier access to the sea, can convey their products to market at a cheaper rate. The canals are stated to be not only more tedious and expensive, but subject to serious interruptions, often for weeks together, from frost in winter and drought in summer. In short, it is urged that the apprehensions of the canal Companies are the best test of the further advantage of a railway; si..ce unless the latter obtained a large proportion of the heavy traffic, which it cculd only do by affording the public a better and cheaper means of transport, the interests of the canals could not be Prejudiced. With so strongly expressed a wish on the part of such an im portant district for railway communication, and with two great Companies competing with one another to afford it, we do not think that, upon public grounds, we should be justified in report. ing that it ought to be withheld on account of any apprehended interference with existing water communications. In the ate of one Banal Cowpony, special reasons existed which might hare weighed more strongly than those derived solely from private con. siderations ; viz., that a guarantee had been given to assist the 110. and 335. per bottle. PERRY'S PURIFYING SPECIFIC YILLS, price Ss. 9d., 41. Gd., and Ile. per 'ox, are the most - effectual remedy for strictures, inflam mation, irritation of the bladder, &e., without hindrance to business. Consultation fee, if by letter. 11. llinute detail of cases necessary. Messrs. Perry are in daily attendance, for consultation, at their:re rident.e, 19, Berner-etroet, OsA , rd..treet, London, from 11 till 2, and 5 tlllB. On Sundays from 10 WI 11. One personal viiit Is only ne cessary to effect a permanent cure. The following description of what has actually occurred at Glou ceater during the last few months, furnished to us by a gentleman who has been practilly engaged in the management of the traffic, will give some idea of the working of the system : " We experience the greatest possible inconvenience from the change, both as regards passengers and goods ; coals we have not attempted to tranship. " In the first place, as regards passengers and passenger trains:— "The passengers and their luggage have to be hurried across from one train to the other, when there is a chance of the luggage being misplaced. Gentlemen's carriages and horses have to be changed, a process uniting time and risk. Valuable parcels Lave to be handed out in the confusion, and handed in. " The result is a delay, with the mail-trains, for instance, of half an hour sometimes, just sufficient, if the coming.ita train is after time, to miss the Manchester or other train from Birmingham, or the Exeter or Bath train from Bristol; annoyance to the pas sengers, whe are anxious about their parcels and luggage; risk, and expense, as a large body of ;.enters have to be maintained, whoa are aot fully; employed, in order that no more time than is necessary should be lost in the change of trains. With regard to goods, the inconvenience attending the change is far more serious. " Up to this day a great number of waggons, laden with goods of all descriptions, have been lying at Gleucester, which we have been unable to remove, in spite of every exertion. We keep an establishment of clerks and porters to superintend and effect the transhipment, but, in the hurry of business, mistakes occur; goods destined far Hull are perhaps put into the Manchester truck; boxes are bruised, packing tern, furniture and brittle articles damaged. There is the chance of mistake in the re-invoicing of goods; the other day, for instance, a bale for Bristol was laid hold of by a carrier at Gloucester and taken to Brecon, a claim for some 30/. being instantly made upon us. "In short, all the inconvenience, delay, and expense attending an unloading and reloading of goods have to be encountered, and there is nothing the send ers of goods so much dread as this. The expense invelved is very co ns id erable ; there is the expense of porterage, which varie s f rom 3d. to 6d. per ton ; the expense of clerks employed in inspecting and invoicing the goods, the expense of shunting the waggons, the waste of premises, the additional carrying stock it obliges the companies on each gauge to maintain, and, above all, the los s o f trade which is sure to result from the delay and risk attending the change, and the advantage which un interrupted communications, whether by water or railway, are sure to have over you in competition. " Much of this expense and delay, it may be said, can be obvi ated by better arrangements and more care; by ample station ac commodation, by abundant carrying stock. No doubt some of it may be prevented, but this is only another name for expanse. The care, too, which is required must not be confined to the railways immediately affected, but must commence en a railway a long way off. The goods from Leeds far Bristol, for instance, must be duly placed together at Leeds, packed in such a manner as will enable you at Gloucester to get at them in the best manner. They must be forwarded from Leeds, and again from Birmingham, in such quantities as will be convenient at Gloucester. The arrangements, in short, by which our interests at Gloucester will be best con sulted, will have to be made by another Company, often not inte rested in the matter, and whose convenience =ay suggest another course. You cannot, therefore, hook forward to remedying many of the difficulties attending on change of guage, which are of this nature." To the above summary of the practical inconveniences men. boned, we have only to aid, that the numerous representations a e been Gloucester, concerned addressei to us by the pri nc i pa l carrying and commerci al interests which with refer e nc e e nce have rned in the traffic affectedaffectedby the change of gauge have at and misdirection of go o d s. Th e pr i nc i pa l railway companies north of Birmingham hav e a l so made strong re presentations as to fully or n out thestatementt o theo f delay, th e evils experienced, moreespecially the obstacle thrown in the way of a proper development of the traffic by the break of gauge; an obstacle which, as regards coal, iron, salt, corn, and every description of heavy goods, they can. sitter as amounting to a virtual prohibition. The question may be raised how far it is possible to obviate the inconvenience of two different gauges by mechanical arrange ments? These arrangements may consist either 1. Of contrivances for transferring the bodies of waggons from the wheels and axles adapted for one gauge to those adapted for the other t or— The same combination affords the important advantage of en unbroken communication to the traffic of Manchester and Liver. pool with Bristol, and indeed with the whole of the west of Eng. land, as a ♦ery inconsiderable proportion of the goods actually dispatched require to be carried is transit through Bristol. The same remark applies to the trade of the Potteries with the west of England ; of Bristol and Gloucester with the midland counties, where the imparts of these ports now meet those of Hull and Liverpool ; of Worcester, Kidderminster, &c., with Liverpool, Lancashire, and Yorkshire, and of various other brooches of traffic that might be specified. As a proof of the importance of some of the branches of traffic that would be thus inconvenienced by a change of guage at Bir mingham, it may be mentioned that single carriers already send as much as 20,00 W tons a year in transit through Birmingham, by the Birmingham and Gloucester Railway, and that the total quantity thus sent is estimated at from 50,000 to 100,000 tons per annum, and is considered to be capable of great increase, the line of corn. munication having been only very recently completed by the open ing of the Bristol and Gloucester Railway, and the development of tho traffic having since been greatly impeded by the interruption of the guage at Gloucester, and other circumstances. With the low rates which it is now proposed to establish on coals, salt, agricultural produce, and other heavy good; the amount of traffic that may be expected to pass from the west in transit through Birmingham, and vies versa, if the advantage of an unbroken commnnication can be secured, will be exceedingly great. It has been represented to us that Droitwich alone would send upwards of 250,000 tons of salt annually. The same observation applies as to the coal traffic from the mid. land counties through Rugby to Oxford. The whole of the ex tensive district between Rugby and Oxford, where coal is now usually at a ♦ery high price, may be cheaply supplied by railway ; an object of great importance, which could be only partially at tained if the impediment of an interruption of gauge were allowed to exist at Rugby. Another important consideration which seems to point to Bristol rather than Birmingham, as a proper point for the interruption of the gauge, and which has been strongly urged upon us by carriers, merchants, and practical men acquaiuted with the course of traffic, is, that Bristol, like London, is a great emporium and shipping port, through which a comparatively small portion of the goods which enter by railway require to be forwarded in transit without re-packing and assortment. The facilities for water communica tion with Bristol also give the public a better alternative than they would enjoy elsewhere of avoiding the inconvenience of the change of gauge, and thus afford the best possible security, that if the in. terruption be fixed there, the railway Companies interested will use every possible effort to reduce the inconvenience to a tninirntnn. For all these considerations, we can have no hesitation in express. ing our preference, on public grounds, to the alternative that thepro aptosnesirtmoinfigxham and break ßu o g f b g y a . uges at Bristol and Oxford, r a th er than Another important advantage offered by the London and Bir mingham scheme, and intimately connected wins the question of the gauge, is the arrangement by which it is proposed to lay down an additional double line of rails throughout the mineral district, to be devoted entirely to the accommodation of the mineral traffic. guage railway, to place them In direct and unbroken communica tion, through Birmingham, with the manufacturing districts and the great railway system of the rest of the kingdom. The extension of such a railway would be greatly facilitated by the establishment of the narrow guag•, and •f an interest inde pendent of the Great Western, in the Worcester district, and, on the other hand, would be greatly impeded If that district were as. signed to the Great Western interest and to the wide guage. In respect therefore of the general question of monopoly, it ap pears to us that nothing would be gained by substituting that of the Great Western for that of the London and Birmingham, which is the only alternative; at the same time, if the latter Company had shown no disposition to meet the fair demands of the public by a reduction of rates, and to obviate the objections of monopoly by the offer of reasonable guarantees, it might, perhaps, have be. come necessary, notwithstanding the disadvantages of the Groat Western scheme, in respect of the guage and other points, t• adopt this alternative. This is, however, by no means the case; but, on the contrary, the London and Birmingham Company have come forward volun tarily to offer guarantees and conditions of a very advantageous character. 1 hey offer, on condition of their Worcester scheme being sane. tinned, at once to meet the objections of monopoly, by inserting in their Act the following provisions :- 1. The whole of the railways under their control, including the existing London and Birmingham Railway, to become subject to the options of revision and purchase contained in the Act of last year; the option of revision, however, at 10 per cent. to accrue at an earlier period than that of 20 years, specified in the Act. 2. A revised tariff to be framed for the whole of the said rail ways, including the London and Birmingham Railway, upon the principle of fixing maeinaurn rates for passengers and goods lower than those at present charged, and at as low a level as those charged upon any of the principal northern railways. 3. One article of such tariff to be, that coals and iron are to be carried at rates not exceeding Id. per ton per mile, Including toll and locomotive power. 4. All differences with other Railway Companies, by which the public/ safety or convenience are affected, to be referred to the Board of Trade, or other •ompetent authority for that purpose es. tablished by Parliament. 6. The London and Birmingham Company to pledge the whole revenue of their existing line for the completion of the proposed undertaking within a reasonable time. It appears to us that these guarantees hold out far the public a prospect of permanent and certain advantage greatly beyond any. I thing that could be expected from the competition of two great Companies, who would be urged by every motive of interest to combine, We attach the greatest importance to the security obtained for the cheap transit of coals and minerals. Not only will a great be nefit be thereby, as we believe, secured for the important mineral districts of Staffordshire and the midland counties, but also a still more important benefit for the poorer and industrious classes, and for the consumers of coals generally throughout the southern and western counties, and in the metropolis. The charge of eenveyanc• •f coals by railway from South Staf fordshire or Derbyshire to London will net exceed lle. or 12s. per ton, and it has been stated to us, that, after payment of all charges, good house coals could be sold here, with a profit, at prices not ex. ceeding 20s. per ton. During the recent frost and easterly winds the price of coals in London has been as high as 40s. per ton; and during the winter the price frequently exceeds 30s. for coals of ordinary quality. When we consider how materially the comfort •f all classes, more especially of those in humble circumstances, depends on a regular supply of cheap coal, and also hew much the employment of industry is affected by the same circum stances, and when we bear in mind that a saving of every shil ling per ton on the average consumption of the metropolis is cqui. valent to an annual saving to its inhabitants of 150,0001., it is Impossible not to appreciate the importance of insuring low rates of charge upon the principal railways, which are in connexion . with the great inland coal fields. We have already seen that the production of iron of the district requires a continued interchange of coals, lime, ironstone, and other raw materials among the different mines and works, to the extent of about 4,000,000 tons annually. It is only by obtaining ready access to the railway by means of short branches or tramroads from those mines and works, that the benefits contemplated from the introduction of railway cemmuni. cation can be fully realised. But if this is to be the case, and if any considerable portion of this immense local traffic is to pass by railway, it is manifest that the rails so used could not be rendered available without extreme danger and inconvenience for the general traffic. Even the export trade alone in coals and iron could not be conducted with convenience upon the same line of rails as the passenger traffic, and would require a separate line of rails in order to allow the waggons passing and repassing from the different works within the district to reach without interruption some prin. cipal station at its extremity, where trains of th• proper size could be formed and dispatched to distant points. This object would be ♦ery imperfectly fulfilled by the plan proposed by the wide-gauge railway, of laying down an extra rail, or pair of rails, on the narrow gauge, inside the principal rails, which would, In fact, obviate none of the objections to the accumulation of slow mineral trains upon the main passenger line, and would allow of no access by lateral tramroads, without cutting up the main line by crossings. It is represented also that the waggons ef the wide gauge are, from their greater weight and size, ill adapted for the purposes of the mineral traffic. In other respects also we think that the introduction of a system of moderate charges upon the London and Birmingham and its tributary railways, will be calculated to afford great advantage t• important commercial interests, and to the community at large, while we see every reason to hope that it will not be unproductive of benefit to the Company itself. We must remember, however, that this latter point is, to a certain extent, experimental, and that it is highly Important to obtain voluntarily from the Company guarantees of a permanent character. It must not be forgotten that, without some arrangement of this sort, the Company, if so disposed, has a perfect legal right to resort to charges so high as greatly to inconvenience the public, and that under an altered state of things, with a depressed money-market, and all fear of immediate competition removed, it Is by no means certain that it might not find it for its interest to do so. We have also the authority of the Select Committee of last session for attaching great Importance to the prospective guarrantee, for the future, in the shape of options of revision or purchase, which are now voluntarily offered by one of the first railway Companies in the kingdom, whose line could not be, other wise than by their own consent, subjected to the operation of any conditions not contained in their original Act. On the whole, therefore, when we consider on the one hand the superior advantages afforded by the Loudon and Birmingham scheme in itself, and by the adoption of the narrow gauge, and on the other the great advantages offered by the London and Birming ham Company, in connexion with it, over their whole system, and the ample guarantees given against airy possible abuses of monopoly, we can arrive at no other conclusion than that the scheme pro. moted by that Company is preferable on public grounds to the com peting scheme, which is inferior in itself, and which bolds out no such collateral advantages. Having already referred to the Shrewsbury, Wolverhampton, Dudley, and Birmingham scheme, as connected, In a great mea sure, with those between Worcester and Wolverhampton, it will be convenient to include this scheme in the present report. We have stated that the general question involved in the corn. parison of this scheme with the co npeting line proposed by the Grand Junction Company is, that the latter joins the Grand Junction line at Wolverhampton, and thus affords no accommoda tion to the mineral district between Wolverhampton and Birming ham. 2. The laying down of additional rails, se as to permit trains of either gauge to run on without interruption. With regard to the first, it is stated that the experiment has repeatedly tried on the Liverpool and Manchester, the Newcastle and Darlington, the Leicester and Swannington, and other railways, where crossed by local coal railways of a narrower gauge, and has never succeeded. The practical difficulties also are obvious, of securing with waggons constructed with moveable bodies, the rigidity and solidity requisite for safety, and to prevent excessive wear and tear, and damage to the articles conveyed. Even if we were to suppose, however, all mechanical difficulties overcome, the serious objection would still remain, that in addition to the expenses of transfer, a large additional stock would requir e to be kept by all railway Companies, owners of mines, and other parties who had occasion to send traffic sometimes in the direction w h ere the gauge was uninterrupted, and sometimes in thedirection w h ere waggons of a special construction were required. This consideration is the more Important as, under the system of the cle aring -house, the whole stock of the narrow-gauge railways of the country may be considered a. becoming more a nd m ore common property, ava il a bl e wherever there may be a press of business, and for a s great di stances as may be required, in order to avoid the inconvenience of un. loading. The second arrangement, of laying down additional rails, may single rail only be nsthe in abe practicable under peculiar ci r c u mstances, and to a limit e d ex tent, but it is open to great objections. It would is s gra vity of the carriages of different gauge in the same tr a i n wou ld not be In the same straight line. If a complete double set of ra il s y ecroy doubtfulco nsistent with how owsafety, far as addition this of case the centre of were laid down the expense would be very considerable. The complication of switches and crossings that would be ne cessary would involve considerable additional risk and great ex. pence. The difficulty and expense of maintaining the permanent way, and of keeping the doable set of rails in proper adjust ment, would be greatly increased; and on the whole, the ex. pence, inconvenience, and risk, would prob a bl y b e so great as to prevent the experiment from being tried to any extent. We cannot therefore consider the plan of layi— ss* down addi. tioual rails as applicaole, unless perhaps to a limited extent and under special circumstances, such as enabling, for instance, mineral waggons constructed for the narrow d nage to pass for a short distance and at a slow speed over a wide_guage railway; with which view alone it is proposed to lay down extra rails upon the Oxford, Worcester, and Wolverhampton line, for a few miles south of Wolverhampton. s e i d d "' for a" of the (n mecha nical) obviating the in h convenience of a meeting of differe n t guages a t r h ra e n w g h em ol e e n , t %h w er h e i f e or h , a w y e e i c . azio p t ro c p o o n s (even if we could assume their practicability, which in the present state of experience we should not be warranted in doing) as anyt hi ng better than par tial and imperfect palliatives ofa great evil. Assuming this to be the case, and assuming also, as we are cam. pelled to do, that an interruption of guage must exist somewhere, the question is reduced to this i to ascertain at what points suck interruption should be fixed in order to occasion the least inconve nience to the traffic and commerce of the country. grew the fact that nearly 2,000 miles of railway are already made or sanctioned on the narrow guage, while not mere than If the views which we have stated In regard to the importance of opening up this district by railway communication are correct, this consideration alone is sufficient to give a decided preference to the more extended scheme. It also appears to us, that to entrust the branch to Shrewsbury to the Grand Junction Company would be open to the objection which we have stated in our previous report upon the South. Eastern schemes, when discuusing the general policy of giving a preference to lines proposed by existing Com paniesf or the accommodation of adjoining districts, viz., that there may be.danger In giving such preference where the schonae proposed by the existing Company, although insufficient for the complete accommodation of the district to be provided for, may yet be sutE eient to throw impediments in the way of other parties coming for. ward with more extensive schemes. The arrangement its question, of an additional double line of rails, is equally proposed by the line from Birmingham to Shrews. bury, oia Dudley and Wolverhampton, which traverses the same mineral district, and must be considered as, to a great extent, identified with the Tring or Londo■ and Birmingham scheme. The case of the Shrewsbury line, as compared with the com peting scheme of the Grand Junction Company, which stops at Wolverhampton, depends •ery much on the same arguments, of the importance of opening up the Staffordshire mineral field by railway communication, which have been already adduced in favour of the Tring line; and the objections to it on the part of the canal and other interests are of the same description. The arrangements proposed for supplying the local wants of the dis trict are also of the same nature, and the plans and sections of the two lines correspond, so that the portion between Dudley and Wolverhampton is common to the two; the understanding being that, if both are sanctioned by Parliament, this portion is to be made by the Shrewsbury Company, and used on equitable condi. tions by the other Company. A line to Shrewsbury, in the hands of the Grand Junction Company, would manifestly be not unlikely to be used for the purposes of protection against competition, rather than of en couragement to extensions beyond Shrewsbury, and to the legi timate development of the traffic. It appears to us, therefore, that, auder the peculiar circumstances of the case, the fact of the Shrewsbury and Birmingham line being promoted by a substantial and independent local party, is a legitimate ground of preference, in addition to that already pointed out, of the superior advantages afforded by the independent line to the pc,pulous mining district be. tween Wolverhampton and Birmingham As regards the line between Ehrewsbury and Stafford, of which plans and sections have likewise been deposited by the Grand Junction Company, it appears sufficient to say, that although as a mere line for the town of Shrewsbury, it might afford consider able advantages, it accomplishes none of the more important ad_ vantages for the district at large which are held out by the line to Birmingham. The Great Western scheme, on the other hand, introduces a different gauge and different arrangements, and adopts a different line between Dudley and Wolverhampton, so that its existence is hardly compatible with that of the Shrewsbury scheme. For the reasons stated we are therefore of opinion that, for the purpose of accommodating the grea' mineral district of Stafford shire, the combined scheme of the Tring and Shrewsbury lines is preferable to any other that has been proposed. The Tring scheme is equally superior for the local accommoda. tion of Kidderminster, Stourbridge, and Stourport, to which it gives better station+, by pursuing a lower level along the bottom of the ♦alleys, and i t admits of more easy extension towards Lecroin. liter, Ludlow, and the west. Between Worcester and London it accommodates, as we have already seen, a larger population ; and therefore, on the whole, both in these respects and in the im portant particular of the gauge, it seems to us to be in itself de cidedly preferable to the competing Great Western scheme. It remains to be seen whether there are any other considerations which might modify this conclusion. We are of opinion, therefore, that the latter line Is preferable to all the competing schemes proposed, upon general grounds of public policy ; and we are aware of no public reasons why it should not receive the sanction of Parliament. At the same time, there are points of detail connected with it, snore especially as regards the mode of passing through the town of Birmingham, and of effecting a junction with the London and Birmingham Railway, to which we think that the attention of Par liament should be especially directed. With regard to the first point, it depends to a great extent upon considerations of private property, which we are precluded from entertaining ; but with re gard to the seconl point, it appears to us of the greatest importance that provision should be made for an uninterrupted and convenient junction in Birmingham between the projected line and that of the London and Birmingham Railway. 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 examination of which should be altogether reserved to the Houses of the Legislature." I■ submitting to Parliament, in conformity with the recom mendations of that Committee, the results at which we have arrived, with a view to the information and assistance of Parlia ment, in forming a judgment upon the schemes i■ question, in so far as our report may be available for that purpose, we are anxious that it should be distinctly understood that we have arrived at these results solely upon public grounds, and to the exclusion of all con. siderations how far such results might require to he modified by a due regard for private rights and interests. DALHOUSIE. C. W. PASLEY. G. ?L. PORTER. D. O'BRIEN. S. LAING. It is urged, that the concession of this line to a Company pro moted by the London and Birmingham Company, will constitute a great monopoly, extending over a vast txtent of country, while, by giving it to the Great Western Company, a competition would be introduced, from which the public might derive benefit. On the other hand, it may be said that, to allow the Great Western Corripany to embrace, by their influence, not only the whole western communications of the island, but also the whole of South Wales, and the whole district up to Worcester and Birniingliam, would be to establish a monopoly much more gigantic than that of the London and Birminglr.m. This latter monopoly would also be more obviously objectionable, inasmuch as an interest adverse to the public would at once be established if the line from Londo,i to Worcester and Wolverhampton, and that from Bristol to Birmingham, were to be in the same hands, and upon the same wide gauge, as the line now proposes' through South Wales. The accommodation of Herefordshire, Worcestershire, along the southern mast, t o London, e but also a narrow. South Wales, and the important districts l yi n g to the west of the present lines of railway, will evid entl y , at no distant period, re. place them tnhoetm in only s eorn wit u g n u i a e g at s ion with railwa BERKS, HANTS, WILTS, DORSET, AND SOMERSET DISTRICTS. IMPORT OF THE RAILWAY DRPARTHRNT OP THE BOARD OF TRADE ON THE SCIIEMEII IVOR EXTENDING RAILWAY COMMUNICATION IN THE DISTRICTS OF BERXEIIIRII, HAMFBHIRE, WILTBMIRR, DORBETsIIIRE, AND IoMERSETSIII RR. Railway Department, Board of Trade, Whitehall, Feb, 28. The Board constituted by minute of the Lords of the Committee of Privy Council for Trade, for the transaction of railway business, having had under consideration the fallowing schemes for extend ing railway communication in the districts of Berkshire, Hampshire, Wiitshire, Dorsetshire, and Somersetshire, intermediate between the Great Western and South-Western Railways, viz., the Basing stoke and Didcot Junction ; Bristol and Exeter—Yeovil Branch : London and South.Western—Hook Pit Deviation; London and South. Western—Salisbury to Yeovil ; Reading, Basingstoke, and Hungerford ; Southampton and Dorchester; Salisbury, Dorches. de termined on submitting the following report thereon for the eons'. deration of Parliament. ter and Weymouth ; Wilts, Somerset, The different railways in the above list are combined so as to for supplying the extensive district situated form two great schemes between the Great Western and South-Western Railways; the first promoted by the Great Western Company, consisting of the Read ing,Wilts, Somerset, and ing, Hungerford, and Basingstoke ; and Weymouth ; have repo be rt r . eferred Wey mouth; Bristol and Exeter—Yeovil branch; Southampton and Dorchester; the other, promoted by the London and South-Wes tern Company, consisting of the Basingstoke and Didcot Junction ; London and South-Western—Hook PitesDchheael,.n:icaetflohoraede Lopanbdltiovioclythaaen:dr. South-Western —Salisbury to Yeovil; Salisbury, Dorchester, and to h linesxe l y hea m e rap o err u rdo t i em h :l,i . iritgee F arast o ted r ot t rho h ten e h ne s t a phs k ieno e n iii o tan f hp.wl vh accompanyingiec te distinction r:l et this s may shortly as the Great Western and South. Western schemes. The o notinced their intention of abandoning the whole of their lines, and e re su at bse W qu e e st n e t r i n: tion scheme ; but as the two schemes were fully investigated by us circumstances t thoe which i c t h he ha G y comparative merits, we shall proceed to state our grounds for this o occurred. An inspection of the map will show that the two schemes are based nn opposite principles. The leading idea cf the South. Western scheme is to supply the district between the Great Western Railway and the coast by a central trttnk line running TO ADVERTISERS, ED INB UR aIfREV IE NV, No. CLXIV Advertisements for insertion in No. 164 of the Edinburgh Review, are requested to be sent to the Publishers' by Thursday, the 20th inst. ; and Bills on or before Saturday, the 22d. 39, Paternoster-row, March 6, 1845. Published this day, Svc., gratis, PROSPECTUS AND CATALOGUE OF A SERIES OF ONE- VOLUME ENCYCLOPED LAS and DICTIONARIES, forming Special and Independent Works, edited by Writers distinguished In the various departments. The Series comprises— Blaine's Rural Sports Brande's Literature, Science, Art, Copland's Practical Medicine (Vols. 1 and 2), Loudon's Trees awl Shrubs, M'Culloch's Commerce (Maps and Plans), M'Culloch's Geographical (2 vols. Maps and Plane), Murray's Geography, lire's Arts, Manufactures, and Mines (and Supplement of Recent Improvements); Webster's Domestic Economy. Svo., price 401. 13s. warts of 22,000 Woodcuts. Its of all Booksellers, and will be applying by letter to reen, and Longmans. Gwilt's Architecture, Johnson's Farmer, Loudon's Agriculture, London's Rural Architecture, Loudon's Gardening, Loudon's Plants, Fifteen Works, forming IS V The Series contains up , 41' The Prospectus may had grati sent free by post, on f Longman, Brown, Gr SALES BY AUCTION IMPORTATION of BEAUTIFUL ITALIAN SCULPTURE, for PEREMPTORY SALE, which will be SOLD, by AUCTION, by MR. EDMUND ROBINS, at the Rooms, in Covent-garden, To-Moe - Row, at Twelve O'clock, by direction of the Importer, without reserve, and free from Auction Duty, a beautiful assemblage of ITALIAN SCULPTURE, embracing, in every variety, Alabaster Vasee and Figures, presenting rare specimens of the Sculptor's art, including splendid groups of Canova's Graces and Dancing Girls, 30 inches high ; the Rape of the Sabines, the Birth of Veaus, Cupid and Psyche, with its companion Baconua and Ariadne, the Apollo Belvidere and Medici, the Venus of Canova, Therwaldsen, de Medici, and Vatican; the Bebe and Magdalen of Canova, Diana of Paris, Terpsichore, the Dying Gladiator, and finely executed busts of Galileo, Napoleon, Lord Byron, and many of the Italian illd Greek Poets. Noble Vases of the Warwick, Adrian, Medici, Etruscau, Grecian, and Roman Forms. Splendid Tazzas, with solid and twisted serpent bandies in Elba, Agate, Bardiglio, Giallo, and rare Volterra Marbles; a beautiful Florentine Mosaic Table, with an infinity of elegant ornaments for the Drawing-room, Conservatory and ToiletTablea, and Glass Shades and Stands of all size,. _ The Collection is now .n 'dew, with Catalogues, at the Rooms, Cevent-garden. TO BE PEREMPTORILY SOLD, pursuant to an ORDER of the HIGH COURT of CHANCERY, made in a Cause JOSEPH against TYNDALL, with the approbation of Fir GIFFTN WILSON, one of the Masters of the Court, at the Auction Mart, in Bartholomew-lane, hi the City of London, on MONDAT, the 10th day of March, 1545, at Two of the Clock, The LIFE-INTEREST of a GENTLEMAN, in the 45th year of his age, in .5,000/. Three per Cent. Consolidated Annuities, standing in the books of the Governor and Company of the Bank of England, in the name of Trustees of the marriage settlement of the gentleman. Particulars and conditions of sale may he had, gratis, at the said Master's Chambers, Southampton-buildings, Chancery-lane, London ; of Messrs. Gregory, Faulkner, and Co., solicitors, Bedford-row, Lon don ; of Messrs. Lyons, Barnes, and Ellis, Spring-gardens ; and at the place of sale. - fy - 2 ‘jl east and west through Salisbury and Yeovil, w' branch line, north and south, draining the traffic from each sideinto t The leading idea of the Great Western scheme, on the other hand, is to supply the same district by a coast line to Southampton, affording, with the Great Western Railway, east and west coin_ municationsalong the boundary lines of the district, with cross line, between the two, affording north and south communications. The South-Western, Salisbury line, straightened by the Hook Pit Deviation, together with the extension from Salisbury to Yeovil, form the central trunk line of the first system, 'oilier it would probably have been proposed to complete in a subsequent session by a line from Yeovil to Exeter; and in connexion with this trunk it was at first proposed to run a branch nearly at right. angles from Shaftesbury to Dorchester and Weymouth, which, however, was subsequently modified into the Salisbury, Dor chester, and Weymouth scheme, taking a more direct course towards London. The Southampton and Dorchester, in connexi on with the por tion of the Wilts and Somerset scheme from Wey mouth to Brid. port, constitute the coast line or base of the other scSteme; and the remaining portion of the Wilts and Somerset scheme, with the Yeovil branch of the Bristol and Exeter, form a comprehensive system of north and south communication between this coast line and the Great Western. The Reading, Basingstoke, and Hungerford, and Basingstoke arid Didcot Junction lines are proportions of 'these two great schema's, which compete with one another for a part of the Berkshire and Hampshire district, which is to a certain extent isolated from the main question, and may be considered separately. It soon became evident to us, from the statements of the parties, and from the estimates of traffic, that of the two great schemes above described, one only could be supported by the re sources of the district. The co mst line and ether lines of the Great Western scheme could only hope to exist by combining with the local traffic such portions of the traffic towards the metropolis as would be diverted from them by the construction of a more direct central line; and, on the other hand, the central line passing through a district com paratively destitute of local traffic, could only be supported by draining into it the whole traffic towards London. We had, therefore, at the outset to consider which of the two arrangements appeared, on the whole, to be preferable for public purposes. The principal advantage of the South_ Western scheme appeared to be, that it aflimrded a somewhat shorter communication from the western counties to London. By this scheme the distance from Yeovil to London would be about 130 miles, as compared to 142 by the Great Western scheme; from Dorchester to London, 124 miles, as compared to 137, and if continued to Exeter, it is calcu lated that about 20 miles would be saved over time ploS ant route by way of Bristol. On the other hand, the Great Western scheme affords a very much better local connexion of the different towns of the district among themselves, and places them all in railway communication], not only with London ling the cast, but also with Bath, Bristol, and the north. An inspettfeh of the map will show that by this scheme Sou tharoplon, Salisbury, Poole, Dorchester, Weymouth, Britiport, Yeovil, Warminster, Frome, and, ill fact, almost every town of any importance in the eitensive distrita between the Great Wes tern and South-Western Railways, are pisoted on good lines of communication with one another, with London, pn d with Bristol. By the South-Western scheme, on the other hant;, no outlet is afforded towards Bristol or Bath, and of the towns in qu e s tion some are entirely omitted, while others only obtain a very circuitous connexion with one another, while no town or any note except Shaftesbury is accommodated by the South-Western scheme and omitted by the other. From the evidence submitted to us, it appears that a very largre proportion of the traffic of almost the whale dirtrict in question flows towards Bath, Bristol, a nd the north, and that consequently a scheme of railway communication which afforded no outlet in thatt direction would be, comparatively speaking, of little value. It appears, also, from the result of the various public meeting' that have beer held, and from the different memo: lois that have been addressed to us, that a very general and decided feeling exists throughout by far the greater part of the district in question in favour of the Great Western scheme, as combining the advantages of local accommodation and of a northern outlet with that of a aid• ficiently good London communication. These considerations appear to us, under the peculiar circuits.: statuses of the case in question, to outweigh the slight advantage in distance from a few principal points to London ; and accordingly' we have arrived a t th e conclusion that the Great Western sc h erse e is calculated t o a ff or d , on the whole, better accommodation to the': districts to be supplied th an th e compet i ng scheme. The advantages afforded, in a national point of view, by the coast line, which forms air integral portion of the Great Western scheme, have been already referrea to in our report on the South-Eastern district, and constitute, in our opinion, an important additional re. commendation in favour of this scheme. When we prooeed to examine the different lines of the two schemes which are in competition with one another more in detail, we are confirmed in the preference which, upon general growls:la, appears to be due to the Great Western scheme. I. As regards the Berkshire or Newbury district. The Great Western line runs from Hungerford, through New.: bury, to Reading, and from Reading to Basingstoke. That of the South-lArestern Company from Basingstoke to Newbury, and theate with an alternative branch either to Didcot or Swindon. The traffic tables submitted to us, as well as the evidence given before Parliament last year, show that the principal traffic of Newbury, Hungerford, and the district to be accommodated, is with London. The Great Western line, by way of Reading, gist's this traffic a shorter route of eight miles arid a-half, than the South.Westeru line by way of Basingstoke. The Great Western line also affords a direct communication from Newbury and Hungerford to Reading, Maidenhead, and the dif ferent towns along the line of the old Great Western read, with which the intercourse is considerable. The South-Western line affords no communication in this direc tion, and substitutes for it only a communication towards Basing stoke and Southampton, in which direction the traffic is inconsi. derable, and which Is afforded without any very great circuit by the Great Western scheme, by way of Reading. NV,th regard to the north and south communication, the pros pect of a connexion being effected between Rugby and Oxford, leaves no doubt that the communication by way of Oxford is pre ferable to that by Swindon, as affording a more direct route not only to the northern arid north-western, but also to the midland and north-eastern portions of the kingdom. It is evident also that there is at present no sufficient traffic to support two lines of communication to the north, and the advantages of that by Swin don are, to a great extent, obtained by the proposed extension of the Wilts and So r erset line to Salisbury, We may assume, therefore, that the alternative branch of the South-Western Company to Swindon is untenable, and that the comparison lies between their Didcot line and that of the Great Western Company from Reading to Basingstoke. The sole advantage of the Didcot line is—that it shortens the distance from Didcot to Basingstoke (or, in other words, from north to Southampton) by 51 miles, as compared with the Great Western route by Reading. But, on the other hand, its gradients are very inferior, and t involves the construction of 2ti4 miles of railway, in great part of an expensive character, through a thinly populated country, while the length of the Great Western Railway from Reading to Basingstoke is only 15 miles. Had the through traffic from the north been sufficient in itself to support a line, much might have been said in favcur of one from Basingstoke to Didcot on the narrow guage, which would not only have given the most direct route, but also have afforded a prospect of attaining an unbroken communication throughont, since in that case the portion between Oxford and Didcot would alone have intervened upon the wide guage. But it appears perfectly well established that there exists at presents no through-traffic in this direction that could in itself warrant or support a line of 28 miles from Basingstake to Didcot, and a second narrow gauge line for 10 miles between Didcot and Oxford. Such a line would present itself under very different circumstances, if the traffic towards Southampton should so far increase as to be capable of supporting it; but in the meantime it is evident that it could only hope to be supported by the London traffic from the Newbury district being diverted over it, in the circuitous and in convenient direction of Basingstoke. Conceiving, therefore, this traffic and the connexion with Rea ding and the eastern towns to be the paramount objects required for the accommodation of the district, we are of opinion that the Great Western scheme, which effects these objects much better arid more economically, at a comparatively slight sacrifice of distance to the through.traffic from the north, is preferable to the competing scheme: nor do we think that this preference would interfere materially with the construction hereafter of a direct and un interrupted narrow-gauge communication between the north and Southampton, should such appear to be required for the public ac commodation, which, however, we do not contemplate as likely to be the case under existing circumstances. 11. The Wilts and Somerset Line, and Bristol and Exeter Branch frotn Durston to Yeovil. These together form a very complete and comprehensive scheme comprising 143 miles of new railway, for supplying local accom. modation, and a double communication, towards London and Bristol, to the principal towns of Wiltshire, Somersetahire, and Dorsetshire. By combining these objects, and by ensuring uni formity and economy of working in connexion with the Great Western Railway, a sufficient return may be expected to justify the outlay of capital, which, from the comparatively easy nature of considerable portions of the line, is estimated not to exceed 1,700,000/. No portions of this scheme appear to be in direct competition with any of the lines proposed by the Siuth.Western Company, none of which supply the main object of a communication towards Bristol and the north. As a wh de, the Wilts and Somerset scheme appears a very useful and complete scheme fur the accommolation of the district with the exceptiot: of the following points :- 1. The communication afforded from Salisbury, Warminster, Bradford, and all places north of Yeovil, towarels Mill and Bristol, is circuitous and imperfect, and it is evident that a communication in this direction, in addition to that towards Loudon, is required in order to carry out properly the avowed objects of the undertak ing. It has been strongly urged by various local interests, includ ing the Chamber of Commerce of Bristol and other public bodies of that city and of Bath, that the completion of this communication by a line from Bradford to Bath ought to be insisted on, as a con dition of sanctioning the scheme. The promoters state, however, that great engineering difficulties exist in this direction, and that it is by no means certain that a better line fur public purposes might not be found by Fume and Radstock, or in some other direction. They have voluntarily offered, however, to pledge theinselves, In any way that Parliament may think fit, to complete the r scheme, by applying next sessio,i for such line of improve.] communication towards Bath and Bristol, whether by Bradford or in any other di. ruction, as upon full inquiry shall appear the best, teatime it to the Board of Trade, or other authority constituted by Parliament, to decide, iri case of difference, which line shall be ad o p ted, and wire ther there arc any circumstances that may reas onabl y re q uire a suspension of thz. application. demanded from the Company, and wi ll insure time attainment of the It appears to us that :his pledge offers a ll that can be reasonabl y public objects which the memorialists have had in view. The city of Wells and the surrounding district are left with. out railway communication by the present combluation. It appears to us very desirable that this object should be attained, in order to complete the railway communications of the county ; but at present this could only be done by the sacrifice of objects of greater importance. The promoters of the Wilts and Somerset scheme, as well as the Bristol and Exeter Company, have, however, stated their intern ehope, undertaking would be jtherefore thin of examining the Wells district, with a view to extending a bra r u icp tifi to ed it a i s f a it c s ( ti a„a ou sg h e i r a c t i i a p i ea e r nte th n a r t is s e u ; cl ai n a a fi w not Branch fro xo excluded D un f t r o o , thistcountywilln a Participation in the bene fi ts conferred up on the rest. itme his Bristol potion an of l h Exeter Company's i t to , that Yeovil is an ;ureteral root of thi s com sie, se:Acme of com munication, and affords a connexion between the Bristol Channel, Devonshire, and Cornwall, and the south coast, arrd coast line from Dorchester to Southampton. 111. With regard to the lines from Dorchester to South ampton and Salisbury. The general features of these competing lines have been already described, and the grounds upon which a preference appears to be due to the former as a better local line , amid , as an integral portion of a more comprehensive scheme, notwithstanding the advantage of a somewhat shorter distance to London by the Salisbury line. It only remains to add, that the SGuthampton fine •xas origi nally projected by an independent local ceminit t ea, and adopted by resolutions passed at county meetings and eublic meetings held at the principal towns of the district for the purie,se of considering of the best means of railway communication. It is obviously pref.r. able to the Salisbury scheme, in a national point of view, as a coast line, and affords better local accommodation to Wareham, Poole, Christchurch, and the towns on the coast; it is also of a much less expensive character, which is a consideration of importance, as it does not appear that the traffic which may be ex. pected will be sufficient to afford a fair return upon the larger capital required for the Salisbury scheme. On the whole, therefore, we have no difficulty in stating our opinion that of life two com peting schemes that from Dorchester to Southampton appears to us to be preferable. IV. The remaining lines are, the South-Western Extension, from Salisbury to Yeovil, and Hook Pit Deviation. rad the traffic of the district appealed to be Sufficient to sup. ~ ~ ~'. ra, ~"