The Sun. — London, England, 1845-10-07 00:00:00

INFLUENCE OF INDUSTRY AND COMMERCE UPON CIVinISATION. (From the French of C. Dupin.) Commcrce can not exist i❑ any country without in. dustry ; therefore it follows that the fruits of industry must find consumers. But production alone will not con fine industry. Its empire is more extensive, and cam merce may be considered only as one of the branches by which it exchanges its products against a representative value. If we look for a definition of the word industry, we find that this mother of riches is the instinct which leads us to invent objects, or new processes necessary to arts and trades, in order that we may obtain in ex change the products of foreign countries, or by culture ‘ of the earth, produce greater abundance.uch is industry as we can understa nd it. T his rotation of the creation of exchange existed in the most remote ages. It owes its birth to the first na tural wants of man ; who worked to obtain the means of satisfying his waws as we find Abel and Cain did their flocks and harvests. The exchanges at that Tee - e el were natural or in kind, but they were subse quently- operated upon by a value which men placed upon the precious metals, gold and silver, and also copper. from the moment when these metals represented other products, a commencement of civilisation was observed. By this civilisation society was naturally divided into two classes. The poor having little, and the rich having much. It followed that the industry of both classes procured necessai ies and superfluities. The esteblisli in7.t of the most industrious upon one geographical point gave rise to the most remarkable states. Asia, that mother of great empires and luxury, was not in debted for her riches to the pride and conquests of kings, but to commerce, of which she was the first theatre. Tyr, or Tyrus the superb, was the fruit of the commercial industry of the Phoenicians. Carthage had the same origin ; in short, Greece, after having been iiivadsil by the Persians, had no ground to fear her masters, in consequence of the power she could obtain at all times by her industry. Without wishing to enu merate all the nations which existed before, or rose ;trier the wars of Alexander, we may merely glance at Marseilles. That colony of merchants carried to Rome the industry and civilization of Greece, with the riches of the Gauls and Spain. If, as we must all see, the birth of several great empires upon geological points, emanated from industry, their civilisation was moreover the result of the same influence. England, turbulent and cruel before the discovery of the East Indies, has since become rich, wise, and the mistress of the sea. Commerce and industry have made her one of the great empires to which we have alluded. Industry, in these facts, will present to us one of the motives of the human mind, which can apply its force to labour and the sciences. Moreover, its genius surmounts all diffi culties—its living image is seen in the bee, culling from all the flowers the pollen which it requires. But in this march of power industry is often led by chance or necessity ; yet, whatever be the cause which gives birth to the movement, it invariably brings opu lence to a country and advancement to civilisation. We may add, that its power acts not only upon the first de velopment of this civilisation, but that it can change the moral of a whole nation. For example, the stupid be come ingenious, the idle active, and the warrior pacific. France, warlike under Napoleon, is become a new na tion. Military, and brilliant in glory, she has changed her laurels, equally disastrous for the conqueror and conquered, against the olive crowns, less dazzling, with out doubt, but far more precious for the people. Without offering many examples of this change of moral of the people, produced by the influence of industry, we may look at Russia. That horde of Sclavonians (slaves), allied to other hordes of Scan dinavians, began by degrees to receive laws under Ivan IV. Their political education was so dark, that in the reign of Peter the Great they might be considered half savage, when compared with neighbouring nations. That illustrious Monarch enter tained the noble design of civilising them. In short, to accomplish ;let object, he felt that he himself must learn what others were ignorant of. He q uitted his Cour! ; travelled into all countries ; visited all factories, and dis guised his person to gain admittance into dockyards. `ln shipyards the greatest Sovereign of Europe was at work with the square and the axe, receiving lessons in the lowest offices, and the companion of a crowd of workmen whose knowledge he envied and desired to possess. Fur nished with instruction and useful observations, he re turned to his empire, united round him learned men and artisans, whose advice he wished to follow, and whom he viss qualified to command. He ordered his people to be instructed, and, to promote civilisation, laid the founda tion of a new city ; but death took him away at the moment when industry flourished at St. Petersburg h, giving to that city the eclat which it possesses at the pre eept day. Quitting old Europe, we shall still see civilisation keep. ing pace with industry. The United States of America, taking advantage of the lights held out by experience, had no sooner conquered and obtained their liberty under the standard of Washington, than they applied them selves to active industry, which has for years been the rival of that of England. The last picture we offer is a stronger proof of this influence of commerce and industry. Egypt, formerly so brilliant, and so bar barous at the present day; and Greece, the country of the fine arts in ancient times, and latterly that of servitude, are indebted for the change to the loss of industry, which fled when oppression subdued the spirit of the people. Since, hoe ever, Mehemet Ali has begun to despise the brutal system of his predecessors and in some measure thrown off the yoke of the Ottoman Government, Egypt may revive, and prove to its gover nors the real source of the riches of nations. With re spect to the inhabitants of Attica, and the Peloponnessus, devoted not long since by the ignorance of the Ottoman Porte to the most ignoble servitude, they bare only had recourse to commerce since the commencement of the present century. By degrees this commerce may pro since riches. The Greeks, under the new state of their country, can now procure better education for their chil dren. Man well instructed and industrious cannot avoid feeling a noble pride, which must awaken his courage. Such is the power of industry on the morals of the people, that it will always animate their spirit, however it may be curbed or chained to the yoke of an unjust oppressive power. LLO YD'S SHIPPING. LoNDos, °cr. 6.—Wind this day at noon E.N.E., light airs, hazy but fine. DEAL, Ocr. 4.—Wind W. to S.W., fresh. S.—N.W. to N\.W.—Arrd. 4th, Assam, Currie, Calcutta; Prototne lin, Finlay, ditto ; llamilton Ross, Douglas, Madras ; Deborah, Sierre Leone; Tartar, Gordon, Rio Grande, Luzos, Bastor, Sirocco ; Robson, Prince Edward's Island ; England's Queen, Quebec ; Ariadne, Alexandria. sth British Queen, M'Lean, Montreal; Joseph Hume, Foster, Quebec. Arrd. from the River.-4th Windsor, 'fruseott, Calcutta. Arrd. from the Ricer and sailed for, sth Midlothian, Morrison, Sydney, New South Wales; Lord Hungerford, Pigott, Ceylon; Hereford shire, Richardson. Bombay ; Penelope, Prest, Africa ; Prince Albert, Freeman, Jamaica; James Holmes, Head, Demarara; l'il:trtha Washington, Greene, New Orleans; Toronto, Tinker, New York. Portai ., _ WHITEEIAVEN, °cr. 3.-51 d. Swallow, Steel, Newoort and Granada ; 4th, Eliza Ann, Carruthers, St. John's, New Brunswick. DEL, Our. 4.—A boat belonging to the schooner Swift sure, of L , ndon, was lost on the 19th of July, at Ogden's Harbour, south-west coast of Africa ; the master, J. 11. Miller, late of the Lady Rowena, and one seaman, drowned. Three of the crew, including Mr. Alexander Reed, were saved, and landed her e t o -d a y, f rom the Assam, of Greenock, havingbeen t a k en o ff th e ma i n b y tl - e Fanny. HART LEPOOL, OCT. 4.—The schooner Eaglet, of Whitby, came ashore yesterday at the Kieg y h ' as washed up under h the cliff, and is likely t o become alreck. LIVERPOOL, Ocr. s. —The schooner White, a from Mirami chi, struck on West Hoyle this morning as abandoned, but has been seen afloat, and standing;ownard's. the ll A nwicti, Oct. 2.—The Galina, of Newcastle, Dee Po ed to have struck the Shipwas h to - day ; got off and pirl e t proceeded. SUNDERLAND, OCT. 3.—The Rose, Watts, of Whitby, drove behind the South Pier, and has become a wrack. SUNDERLAND, OCT. 4.—The Maraboo, Robinson, which drove on the bar yesterday, has become a total wreck; as also the Rose, of Whitby. The Friends, of Yarmouth was on shore, but has been got off with damage. The Romulus, Pyle, of Wisbeach, has fallen over in the harbour. TO MARINERS. SUNKEN WRECK OFF DUNNOSE HARBOUR. A letter has been received at Lloyd's from the Admiralty, announcing that the wreck of a small vessel had been fallen in with south of Dunnose, by Commander Sherrington, of her Majesty's steamer Dasher. Bearings—St. Catherine's Lighthouse N., 58 deg. W., 8 miles; Ashley - down sea-mark N, 2 deg. W., in line with Sansdown Barracks; Tang ent of Culver Cliffs N., 22 deg. 30 min. E., 64- miles; 44 miles from the nearest puint of Dunnose. THE WELLINGTON STATUE IN GLASGOW.—We lament to sate that a rude and disgraceful attempt has already been made to deface one of the finest parts of this noble statue in Glasgow. Some brutes—they cannot have Leer men—knocked off and carried away, on Monday night, the as of the horses attached to the peaceful figure of the plough, on the western department of the statue, entering to the Royal Exchange. Disgraceful, truly disgraceful! It is an act, indeed, of wanton barbarity ; and we take this notice of it, for though we are opposed to the political creed of the Duke of Wellington, yet, take him all in all, we have never hesitated to say that he is one of the greatest men that ever lived, and if he came to Scotland we could reverence the very ground on which he trod. For the sake of the character of our city, we hope it will never be found that any of our fel low-citizens has laid his unhallowed hands on this statue for the purpose of deforming it. But if such there be, and if such be found, we think the appropriate punishment for him would be, to have him drawn on a hurdle, through the public streets of Glasgow, with his name and designation gibbetted before him, and then sent to the bridewell of Glas gow, there to be kept for a lengthened space at hard labour, and have his back well thrashed at the next anniversary of the battle of Waterloo.—Scotch Reformers' Gazette. There was a rumour in Liverpool on Monday that Mr. Hall, formerly of Liverpool, and now of London, was about to retire from magisterial life, and that Mr. Rushton intended to resign his office of stipendiary magistrate here for the purpose of succeeding Mr. Hall in the metropolis.— Litierpool Chronicle. THE WEATHER AND TIIE CROPS.—The weather av(' since our last, has b e e n o f th e same t ry i ng ki n d as th a t we previously experienced. The weather, with one exception, was fine every day until yesterday. when a considerable quantity of rain fell. The injury done is, however, more confined to retarding the ripening of the crops, and the leading of those already cut, than to give anj at d ra a u nLage sustained by the grain. The farmers qualitytary accounts of the yield —some saying that the grain upon their farms, considering the extra quantity o stat of straw, will be fully st e atements their crops will an average, whilst others whole there is likely take four stooks to the bushel. improved,are quite consistent to be a deficiency, for both crops ' n have with the truth. The other is a great want of warmth to improve but there and ripen them.— Durham Chronicle. BUSINESS OF THE POST-OFFICE.--On Saturday up wards of 30,000 letters were received a t t h e General Post office by the West India Mail, whi c h arr i ved aftAr the • dispatch of the morning and mid-day mails. These, and an extraordinary influx of newspapers, kept the whole establish ment in full work till near nine o'clock, when the last of the bags were dispatched by the night mails. ...:~ itELATIVE CLO RAILWA` L'ItINCIP AL CITIES A] SCOTLI,ND, NAMES OF RAILWAYS. Aberdeen .. • • Airdrie and Coatbridge • • Arbroath and Forfar Ditto Half Shares . • • . Armagh, Colr., & Portrush Bandon and Bantry ... • . IleVast and Ballymena .. Belfast and County Down L'iiknhd.Lan. & Ches.Jnc. Birmingham and Glo'ster Do. New (iss .at 73 Ms.) Ditto Half Shares .. Binninglim & Oxfrd.Junc. le.kburn, ana Preston.. akburn, Darwn,& Boltn W ion, & Liverpl. Boston, Stamfrd and Birm righton, Lewes, & Ilast 1 - 1,"itol and Exeter • • • • • • Ditto New. llrixiol r.nd 61. - nieester • • Bristol and S. Wales June. British and Irish Union.. Caledon. and Ayrsh. June Caledon. Durnbar. June 'aledon lan . • • • • • • • • • • • • Ditto Extension •• •• •• !t - ,inbridge and Lincoln .• Chester and Birilenhead.. Ditto Now Shares • • • • Ditto Half Shares -• •• Chester and Holyhead • • Cheltenham and Oxtbrd.. Chichester and Brighton.. Churnet Valley .•• • • •• Clltheroe Junction .• • • •• Clydesdale Junction • • • • Cork, Blackrck &Passage Cork and Blndon .•. • • • • Cork and Killarney .• • • • Cork and Waterford • • • • Cork and Yougbal • • • • • • Canterbury and Dover... Coventry and Leicester • • Cornwall .• • •.•.•.•• •• •• 4 3 4 i - - - Derby and Crewe ..... • Direct Lon. and Manchstr Diss, Beccics, & Yarmoth DirectMan.(ftemington'sj Direct Northern .. • • • • Direct Norwich ..... • • • • Dublin and Belfast June. Dublin, Delfast, & Colrre Dublin and Drogheda • • • . Dublin and Galway .• • • • Dundalk and Enniskillen Dundee and Arbroath . • • Dundee and Perth - • • • • Durham and Sunderland East Lancashire (No. 1) Ditto (No. 2) • • • • • 5 5% 4 % 414 - 3 2% - 5 1 A - - r - I 14 - 22 I 22%1 - Eastern Counties ... Do. Pcrp. 5 pr Ct., No 1 Do. do. No. 2 East Dereham & Norwich East Union .•• • • • • • • • • Ditto Extension .• • • • • Edinbgh, Glas., and Dum. Edinburgh and Glasgow.. Do. Quarter Shares • • • Do. New Quarter Shares Edinb. Leith, and Grantcn Do. Pref. 5 per Cent• • Edinburgh and Northern Edinburgh and Peehles• • Edinburgh and Perth• • • • Ely and Huntingdon • • •• Enniskillen and Sligo • • • • Exeter, Yeovil, & Drchstr Fitwood, Prstn, & W. Slid. Garukirk and Glasgow • • Glasgow and Avr. • - -• Do, Qu..rt , Shares • . •• cnasgow and Greenock • 9656 d 4% 3% I - 4%1 7 Ditto New.. .• . • • •• •. Ditto Preference • • • •• Glasgw,Dmfrles, and Car. Glsgw, Kilinarnck, & Ard. Glasgow and Belfast Un. Goole and Doncaster .... Grand Junction Ditto Half Shares .... Ditto Quarter Shares .. Ditto New Quarters • • 3 %1 3 14 6; - 241 - - Ditto Eighths ........ Grand Union Great Eastern & Western Gt Grimsby & Dk Extens. Gt Grimsby and Sheffield Gt Stbrn & Wstrn (Irind) 4 - 3% 3 % -- 11 11% - 24 1 M 244 - Ditto Extension •• • • • • Great Monster •••• • • • • Gt Northern of Scotland Grt Northern of England Do. New 40/. Shares • • Do. New 301. Shares .. Great Western • • • • • • • • • • Ditto Half Shares • • •• Ditto Fifths • ..... • • • • Guilfrd, Farehin, & Ports. flarwich . • • •• • • .. • • • • • • Hudrstld&Man.lt.&Canl Iluddersfleld and Sheffield Hull and Gainsborough • • Hull and Selby •......... Ditto Quarter Shares•. 23% 24 38 - Ditto liar Shares • • • • Inverness and Elgin • • • • Isle of Jersey • • • .. • • Kendal and Windermere Kingstown and Bray • • • . Killarney Junctions . • • • • Lancaster and Carlisle • . Lancaster and Preston .. Leeds and Bradford • • • • Ditto Extension .. • • .. Leeds and Dewsbury.... Leeds and Thirsk.. • • • • • • Leeds & W. Riding June. Leicester Sc. Birmingham Leicester and Bedford . • • Limerick and Waterford Limrck, Ennis, & Kil. Jnc. Lincoln, York, and Leeds Liar. Man. & Gt N. of Eng. LIN erpoel and M anchester 35 22% 21 1 4 13% 13% 62s 3 41,E 18959d1 Ditto Half Shares ...• 2 10 10 5 1 1 - 05 \ - - 52% - Ditto Quarter Shares.. Liverpl, Ormskrk,& Prstn London and Birmingham 1156561 ;218 I Ditto Thirds • • • • • • • • • • Ditto Quarters . •• • • • • London and Blackwall Lndn. Oxlil. & Chltnham. London and Drignton.. •• Ditto Consolid. Eighths London and Croydon • • • • Ditto New . Do. Guarant. 5 per Cnt. London and Greenwich • Do. Pref. or Privilege.. London and South Westrn Do. New Cons. Eighths Do. New, 501. Shares Do. New, 401. Shares London and York . • • • • • • _ ism 159 i I — I Ditto (Bawtry) ..•...• 2 - Bs9dl London and Windsor • • • • Londn, Salsbury, & Yeovl Londonderry & Coleraine Londonderry & Enniskilln Lynn and Ely ..... • • • • • Lynn and Dereham ... • • Manchester and Leeds .. Ditto Half Shares .. • • Ditto Quarter Shares•• Ditto Sixteenths • • • • • • Man clistr and Birkenhead Manchester & Birminghm Ditto Quarter Shares •• Ditto New Quarters . • 9034 89 - 17 16141 18,34 15 I 1441,1 3%,6653di Do. Coa. & *elsh Junc, Man,hestr, Boitn, & Bury Mnehstr, Buxtn, & Matlk Man. Shef. and Mid. June. Manchestr & Southamptn Midland .. • • ..... • . • • Ditto Fifths . • ••• • • • Ditto New •••• •• - 1 - 69%1 -- - 2a% I -- Do. Con. Man. & Derby \lidlnd Gt Westrn (Irtshl Do. Extension to Sligo Newcstl & Daringtn June. De. New (Brandling).. Newcastle and Berwick . • Newcastle and Carlisle • . Nwcstle, Durham, & Lan. Newport & Abergavenny Newry and Enniskillen • 2 1! :: a 3 Y. Newark and Sheffield • • North British • . • • • • • • • • Ditto New Shares • • • • Northern and Eastern • Do. Scrip (iss. at 5 dis.) Do. Quarter Shares • • North Devon . • • • • .. • • • • North Kent • • • • • • • • • • • • North Staffordshire •• • • North Eastern • . •• • • •• • North Union (A). • • . • • . . Ditto (B) • • • • • • • • North Wales Mineral.... Ditto New Shares • • • • - - 51.£ 514 - Not :k western Nortia Wales ..... Norwich and Ilrandon Ditto New. Not., Belvoir, & Granthnk . Nottingham and Boston.. Nott., Er wsh. Val. & Man. Nottingham & Mansfield Oxford and Birming. Junc Oxford and Worcester .. Oxford and Cambridge .. Perth and Inverness .... Portsmouth Direct • • • • .. Preston and Wyre • • . • • • Ditto Half Shares • • • • Do. Pref. 5 per Ct. Guar Do. Pref. 5 per Ct. & div. Preston & Wyre Extensa. Richmond 8; W. End June Rugby and Huntingdon... Scottish Central • • •• • • Scottish Midland • • • • • • • Sheffield and Manchester Ditto Quarter Shares • • Ditto ditto (No. 2)• • Ditto ditto (No. 3) • • Sheffield and Lincoln.. • • Sheffield and Rotherham Shrewsbry & Grand Junc. Shrewsb., Wor., & Crewe Shrw 5.,W0l v., Dudl, & Bic Shrwsbry & Trnt Val. 1.T2. lihrw s, dlerefd.&N.Wales Slainannan . • South Dev0n........... South Midland South Eastern and Dover Do.. New (i 55.321.) No. a Do. (i55.331.65.8d.) „2 Do. (iss. 301.) „3 Staines and Richmond ... Staffordshire & Shropshire Stirling and Dunfermline South Wales . • • • • • • • • • • • Tean and Dove Valley • . Trent Valley . • • . • ..... • • Do. and HolyheadJime. Vale of Neath. • ••• • • .. West London, Old Shares West End & Sothrn Coun. Wexford aNd Carlow • • • • Warwick and Cheltenham Waterford and Kilkenny Watrfd,Wxfd,Wick& Dub Wakefield and Bradford.. Waktid, Pontetlct, & Gool Wakefield and Harrogate Warwick and London . West Lancashire . • • • • . • . Worcester and Tring.... Whitehaven and Furness Do. New Half Shares.. Welsh Wet' Cornwa11.. West Yorkshire • • Wilsontwn, M. & Coltness Wilts., Somrst, & Weymth Wilts, Somrst, & Southam Yarmouth and Norwich.. Ditto New. • • • • • • • • • • York and Carliele York and North Midland Ditto Half Shares .Ditto Searbro'Branch Ditto Selby Ditto Extension •• • Torsohire& Glas.,;ow [ ln. - - 5%! - GNI 6%1 - 1 4BsCd 2 2% 1 66a .._ 1 3% - 11% - 5%1 - 150 1154.,1 26141 2041 - 17%1 18% - 12%1 1214 8;6 - 7141 -- 9 I 1 9 - - I 3 3 * - 9 1 A1 43%!- 4%1 - 5%1 ;.1 7% 2%! - - i76s3cl; :; p 1 - 4 4 % 1- 'xi B%l_ 4 %1 4 %1 - 4u - - 1- 14 - 13 -- 117 6%1 5%1 - 5% - - 1 - EXETER, OCT. 4. ►STOCK EXCILANGE.—The sales are —Devon and Central Cornwall, % . - - - Exeter, TeceiS and Dorchester. 1 P.-- THE SUN, LONDON TUESDAY MORNING, OCTOBER 7, 1845 SING PRICES OF SHARES TII P TOWNS IN ENGLAND LND IRELAND. ' I 1' ''S) Oct. Oct. Oct. 3 . . a. 4. Oct. 1 Oct. 1 Oct. 4. 4. 4. 10256; - I - 2% 1 - 1 1273¢ 2174 % P .- P ' - P 27/4 2 1 1 ,,i 1 21 38 24 - - 4;i , - iq 4 l - 4;j - 4% , 5% GOM - 55; 2 p 1 3 % p !2i - N 2%i 2% 4% 150yi B %P slipl 4 7 Vol) 43i is 5 % 28s pi 143;9d1 - 4 :,',i I -- 2 1 A - 1 - - 'lll - 773 1 - ins p 122 s p 24Ul - 13% 30s p 1726 p, - I 510 - - _ - 14 - 3M - 834 - 1 - 6% - - I - 658 p - 6 N - lor e 1 - 65 s I ; I - 8a - 9 i I = North Devons, 1 3 / 4 p.—Exeter, Topsham, and Exmouth (Daw's line), 3 / 4 p.—Ditto (Head's), 76 p.—South Walee, 7%—Eastern Counties, New, 71/. SHEFFIELD, Ocr. 4. STOCK EXCITANGL.—The sales are—Sheffield and Man chester, Quarter Shares, No. 2, 18 ex new—Derby and. Crewe, 5% —Derby - and Gainsborough, 4 1 4—East Lincoln shire, 6 3 / 4 —Goole and Doncaster, 6 3 / 4 —Grimsby and Shef field, 25 1 4—Ditto, Quarter Shares, 6% —Grimsby Railway and Dock Extension, 11%—Manchester, Midland, and Great Grimsby, 6%—Sheffield and Lincolnshire, 73/4—Wake field and Harrogate, 5 1 / B —Wilts, Somerset, and Southamp ton, 21. 17s. 6d. HUDDERSFIELD, Ocr. 4. STOCK EXCHANGE.-The sales are-Essex and Suffolk, 18 p.-Leeds and Liverpool Direct, 74-Manchester, Bir mingham, and Welsh Junction, n-Nottingham and Bus- Inn ' 4%-Oxford, Worcester, and Wolverhampton , 19- Waketield and Bradford, 61. ss. 9d. - YORK, OCT. 4. STOCK EXCHANGE.-The sales are-Durham and Sun derland, New (guar. 5 per cent.), 5/. 6s. 6d.-Eastern Union Extension (Norwich), 54-Midland, New, 27i/ 1 -Newcastle and Darlington Junction, New (Brandling), 58 1 /,-North British (Cariisles), 5 1 A-Caledonian Extension, 41/,-Coven try, Nuneaton, Birmingham, and Leicester, 4X -Derby and Gainsborongh, 414-Grand Union, 41. Gs. 6d.-Leicester and Bedford, 4A -Liverpool, Manchester, and Newcastle Junc tion, 8-Lynn and Ely, 71,; ex call-Manchester, Buxton, &c., 10 1 / i-Newcastle and Berwick, 20 5 -North StarThrd shire, 8 3 4 -North Western, 6%-South Midlands, 9-Welsh Midlands, 4 1 / -West Yorkshire, 15-Wi4.s, Somerset, and Southampton, 124. EDINBURGH, Our. 3. STOCK Exea!asn sales are-Aberdeen, 4/. 165.- Aberdeen, Banff. and Elgin, 2/. 13s. 6d.-Airdrie and Bath gate, 41. 155.-Arbroatii and Forfar, 251.-Ditto, half Shares, 15!-Armagh and Portrush, 3/.-Banffshire, 2!. 10s. Gel - British and Irish Union, 4/. 95.-Belfast and County Down, 31. 155.-Cambridge and Lincoln, 51. 2s. 6d.-Caledonian, 151. 12s. 6d.-Caledonian Extension, 41.165.-Caledonian and Dumbarton, Si. 2s. 6d -Clydesdale Junction, 221.-Direct Northern, 3/. 2s. 6d.-Dundee and Arbroath, 37/.-Ditto, New. 181.-Dundee and Perth, Si. 10e.-East of Fife, 3/. Ms.-Edinburgh and Bathgate, 41.55.-Edinburgh and Glue gnw, ex news, 741.-Ditto, half Shares, 14 prem.-Ditto, Quarters, 19/. 10s.-Ditto, New, 151.-Edinburgh, Glasgow, and Dumbarton, 1/. 12s. 6d.-Edinburgh, Leith, and Gran ton, 261.-Ditto, Preference, 21/.-Edinburgh and Northern, 31. 55.-Ditto, Newpcn t, 11. 153. 6d.-Ditto, Lochgelly, Edinlsurgli and Perth, 4/. 165.-Edinburgh and Peebles, 31. Ils.-Forth and Clyde Junction, 31. 165.-Glasgow and Ayrshire, 731.-Ditto. New Stock, 21/. 12s. 6d.-Glasgow and Belfast Union, 3/. 175.-Glasgow and Garnkirk, 451. -Glasgow, Dumfries, and Carlisle, 21. 55.-Glasgow and Greenock, 221. 10s.-Ditto, New Stock, 10/. 155.-Ditto, Preference, 21. 55.-Great North of Scotland, Si. 175.-In verness and Elgin, 11. 125.-Kilmarnock and Ardrosaan, Si. 155.-London and York, 71.- Zll(;nkland and Kirkintil loch, 33/.-North British, ex news, 261.-Ditto, Halves, ex ne‘ks ' . 71. 55.-Ditto, Fifths 71. 65.-Ditto, Carlisles, 4/. 19s. -North Wales Mineral, New, 61. 55.-Perth and Inver ness, 31. 45.-Scottish Central, 121. 12s. 6d.-Scottish Mid land, 51.-Scottish Western, 21. Ms.-Shrewsbury, Oswes try, and Chester, 71. 55.-South !Micland, St.-Shrewsbury and Hereford, 21. 10s.-Stirling and Dunfermline, 31. ss. 6d. -Tean and Dove Valley, 3/. 12s. 6d.-Wishaw and Colt ness, 58/. cupidity in their various offices, retard its advance in the glorious mission it has to perform. Because we are the friends and advocates of the railway system, we are desirons of lopping off its imperfections, wherever they are discovered. On the opinion which we have here given, as to the policy of full publicity being given of the state of works in the course of their construction, we are borne out by a recent act of the Belgian Govern ment. Forest eing that the benefits of railways will always be regulated by the power they have of responding to the demands of the public, they have wisely decreed that their first formation shall be watched with a jealous eye ; and that, whenever it is deemed necessary to enforce upon those who execute the works a due performance of the contracts they ent:r into, re ference shall be made to the last court of appeal, the public, by making known to them the actual state and condition of the works. This determination once taken, there is small probability that ever it will be found ne cessary to be carried into effect—the knowledge that such a corrective hangs over them will keep the parties to the observance of their duty. These remarks, al though they have been called firth by complaints re specting the llavre line in particular, we intend to apply generally to every line in the course of construction. With respect to railways yet to be constructed, we would avail ourselves of the experience which the past has given us to avoid the justice of the censures we have f.lt ourselves bound to pass upon this occasion. We would advise directors to be cautious in taking the first step after gaining the concession of their line ; that is, in fixing upon the party who shall construct it. Whoever or whatever that party may be, it should be a stringent condition that he be nut a director, that he be not one o f th e c ompany, or that his interest in the deposit be not so great as to give him a preponderating influence in the deliberations of the society. The party, whether a company or an indi vidual, who undertakes the execution of the works, should stand in his natural position as a servant, under certain conditions, of the directors. If, on the contrary, he be ene of their body, or has an everwhelmine influence in their deposits, he will execute the works not as they, but as he, may think proper. and will be his own judge into the bargain. T m There will be no con t ro l over hi except that which his own immediate interests may dictate. The disadvantageous Position which we have here supposed is the very one respectively occupied by the Directors of the Havre line and thjdr contractor. Hence the complaints that have been publicly made re specting th• defective condition of the works have not drawn forth a single observation, but have been treated with contemptuous silence, because the contractor re ports to the director, and the director is the contractor. Another strict rule should be observed by Directers in future contracts, and that is, that the interests of their engineer and those of their contractor should not be identical. The want of due precaution in this matter, on the Havre line, has been productive of much well founded complaint. We will now proceed to Paris, and show what has been done to secure a railway communication thence to Germany. For a line projected from Paris to Stras bourg there are no less thin four competing companies. At present the interest of the public seems to be equally extended to every one of the four candidates. Not one of them that we are aware of offers any pretensions that ought to secure to it a monopoly of public favour ; we shall therefore dismiss them from our consideration, and proceed to state the advantages of the line as a grand means of communication from London to the German frontiers. This line is more desirable for France than it is for England, because another, perhaps tasier, and at all events as convenient a means of reaching Germany from London so as to avoid France altogether, has recently been broached, and shall come in for a share of our no tice before we have concluded this review. It is by a line to Strasbourg only that France can secure to herself the full advantages of easy commer cial intercourse with Germany. With a branch to Bale, the Strasbourg and Paris line will put the capital of the fashionable world into direct comma nicae.on with Switzerland, southern Germany, and Prussia ; and with these countries, we have the authority of statistical documents published by the French Government for saying,France transacts business annually to the amount of 300,000,000 of francs, or 12.000,0001. sterling. The line has been surveyed, and particulars respecting the localities through which it has to pass, have been drawn together with much care and fidelity. It pa:. - tes through no less than fifteen depart ments, having a population of nearly seven millions of inhabitants. But the position in which it presents itself to our mind as the one pre-eminently commanding public interest, is that of its being the natural branch from the trunk line of Havre to Paris, thus leading us direct from the sea to Germany. Strasbourg, Germany, and Swit zerland, receive annually, on an average, by land-car riage from Havre, upwards of 100 , 0 00 tons of cotton and other colonial produce. The long, dreary, and tedious way by which this merchandise is conveyed by roulage through the very heart of France by no means contributes to the adrince of commerce ; on the con- trary, it has been, and is still the cause of much retarda tion, consequent depression in trade, and cor responding injurious consequences to the com munity. This line is also susceptible of other branches besides the one to Balt ; and it is in contemplation to construct one from Froyard to Metz, and one from Metz to the Prussian frontier vid Sarrebruck. Although we are the advocates of peace and not of war, yet the same principle holds good in France as well as in Eng land ; there also, as with us, the best way to remain at peace is to be prepared fer war. For the purpose of facilitating the transport of troops to the German fron tier, the line to Strasbourg, as well as its branches, is admirably calculated. If ever an invasion of France should be attempted from Prussia, the blow would un doubtedly come by the valley of the Sarre. The French Government understand their position in that respect well ; that valley they look upon as almost the most important outpost on their extensive confines ; .and, in accordance with their recent policy, they will neglect nothing that would tend to guard them against a sur prise. The line, with its branches, will form a sort of triangle, from each outer terminus of which the French could pour their forces over the frontiers with rapidity. A French force by means of this line and its adjuncts, could readily be brought to bear upon Mayence by the valley of the Sarre, and from Stras bourg upon Wurtzbourg, `Vey mar, Leipzig, Wur temburg, Berlin, Stnttgardt, Augsbourg, Ratisbon, South-Eastern ern Munich, Vienna, Tubingen, and Ulm. The n ch , either from Bois-le-Duc, or from Nancy to Bale, by Neufchateau, Epinal, Remiremont, Saint Maurice , and Massevaux, permits the rapid con veyance of forces upon Bale ; and from Bale they FMreutnieihcheeahnldd penetrate might bear upon Schuffhausen, the Lake of Constance, sb etrhge,the T lc h e i n e r e p r e , By to the centre of the Duchies of Luxembourgh and of the Rhine, by the way which leads to Mayence, to Frankfort, and by Coblentz and Westphalia to Berlin. That part of the frontiers of France lying between Thionville, Strasbourg and Bale, are exposed to the Prussians, the branch an German C o nfederation, and the Austrians. 'With all these promised advantages both in a military and commercial view, it is quite certain that the Stras bourg will meet with every encouragement from the French Government. There are no new features in the lines to the south worthy o f remark, except that that p or ti on o f th e line which leads from Orleans to Kerzin, on the Orleans and Bordeaux Railway, is expected to be opened in the month of October or November next. The Northern Railroad has so recently been described by ourselves, that it needs little farther observation at the present moment, except to record the important fact of the adjudication, which took place on the Bth ult., and which has been in favour of the great coalition of the various rival lines, under the powerful influence of the house of Rothschild. The adjudication is for a term of thirty-eight years : and immediately on its announce. ment, the shares of the new company went up in Paris as high as 171. prem. Considerable firmness will be given to this important enterprise when the scrip of the new consolidated company are issued, which we hope the directors will not long delay. Quitting France, and proceeding in a northerly direc tion, we are arrested by the activity that is going on in Belgium, for the purpose of completing all her ways of communication, whether by railway or canal. Before we notice what is now going forward in Bel gium in this respect, a few preliminary observations on her present position and tendency may not be out of place. Since the period of the revolution which placed King Leopold upon the Belgian throne, this country has made rapid progress in agriculture, commerce, and manufac tures ; and at the present day it is quite certain that no state in Europe offers more solid and permanent advan tages for the investment of capital. The policy of its government is to encourage the spirit of private enter prise, and the association of foreign and domestic capital for all purposes of public utility ; and this, taken in connexion with the dispositions of the people, presents a bright prospect for a future com mercial career. Her geographical position on the map of Europe renders it next to impossible that any traffic of importance can be carried on without her roads being called into requisition. It is well known to every one who has paid attention to this flourishing kingdom, that she is provided with minerals in great abut:dance, and that her collieries are those from which a great part of France receives almost exclusively its supply. The present system of Belgian railroads is incom plete. The north and south, the rich provinces of Hainault, Tournay, and the French and Belgian Flan ders, had hitherto no continuous railway connexion with Bruns( le. The Lille and Valenciennes line, by Douay, by attracting travellers to Brussels by way of Valen ciennes, vve.uld have an injurious tendency towards Bel gium. It was considered therefore indispensable, and of the highest utility to the country, to establish a junction between the west and the south; the first section of which would he from Monsern to Tourney. An elaborate sur vey and report thereon has be en made by the Belgian aultorities, the result of which is to estah!ish the feet that one of the lines which must effect the object of cons piecing the general reseuu of railways contemplated by the State, must pass from Tournay to Jurbise. which would, as observed above, connect the west with the south. The immense utility which this road would con fer upon the important localities through which it would pees is an important consideration for the Government. The valuations that have been made with great care, and without the slightest exaggeration, prove incontestably that the minimum net produce to be expected from a line between these two points, would yield a profit on the capital embarked in its establishment of more than 17 per cent. The calculations of a Government officer exhibit a profit to the Government of one million francs a year upon an outlay of six millions of francs. Although the inclination OF the Belgian authorities ap pears at present to be in favour of executing this line, at some not distant period, by the State alone, yet, as it will 1;e found necessary fur the State to borrow funds for that purpose, it is not impossible that it will ultimately be considered advisable to grant the concession to a body of English capitalists. The line is intended to pass Lenze, Ath, and the valley of the petite Dendre to Jurbise, and a glance at the map of Belgium will readily convince one that unless such a line be executed soon, the traffic from Franco to Brussels must merely skirt the frontiers I of Belgium instead of crossing an important portion I of the kingdom. Next month we intend to give a detailed account of its prospects, drawn from offi cial documents, which we have carefully compared with the receipts of existing lines coining under our own observations. In the mean dine pass on to notice a concession that has recently been made by the Thigian Government to an English Company for the execution of a line of railway from Liege . to Namur. It is to commence at Liege with two branches, which unite be tween Ougree and Flemalle, thence forming but one branch to Namur. There will be a station at Seraing, Jemappes, and at Huy, independent of those at the ter mini at Liege and Namur. To the same Company is conceded also a line from the collieries of the centre to Meinage and to Mons. Among the names of those who form this society, we have noticed that of Andrew Spottiawoode, Esq., of the Union Bank in London, as • giving great weight and stability to the character of the concern. The concession of this line is, as the Frereh would say, en felt acccnipli, yet we are desirous of drawing attention to some of the peculiarities that have marked the conduct of the Belgian government in grantig the concession. The first peculiarity that forcibly strikes us is that which we find embodit.d in the following passage : The iron necessary for the road shall be had from the foundries of the country (Belgium), provided always that it can be delivered at a price which shall not go beyond 10 per cent. over that which may be had from abroad and delivered at Antwerp. The locomotives, carriages and waggons, shall be made in the country lgium), but in c:•liscquence of the improvements which may be imported from foreigners, in the fabrica tion of lecomotivei, the concessionnaires are empowered to purchase such as may be necessary to serve them as models." This passage, whilst it furni-hes proof of the paternal care bestowed by the Belgian Government upon the welfare of its subjects, is a remarkable proof that the true principles of political economy, which have success fully made their way in this country, have not yet come to be appreciated by our Belgian neighbours. Let us hope that railways, which bring civilisation and enlight ened views in their train, may rapidly impartio them a right way of thinking on these subjects, not only in re gard to the construction of railways, but every other branch of commercial enterprise. In another place the Belgian Government have imposed the following conditions upon the cone , ssionnaires:— " The corcesionnairos of the Liege and Namur Bail way cannot, on any occasion, place any obstacle to the establishment of branches ; nor can the estshliahment of such embranchments g re rise to any claim for indem nity on their part ment shall devise or authorise the construction of canals, roads, or railroads, which shall cross the conceded rail road, or any of its branches, the concessionnaires cannot put any obstacle thereto, nor reclaim, on that account, any other indemnity than the reimbursement of the eventual augmentation of the expenses of support. . . . . If in the course of the first ten years of this con cession (we should have stated that the concession is for 90 years) there shall be constructed in France, in the valley of the Meuse, a railway from the frontier to Vireux, or any other part of that valley, the cones's sionaires will be bound to prolong the Liege and Namur Railway by Dinant to the frontier. The delay accorded for this purpose will be three years, dating from the act of the French Goverement which shall ensure the execu tion of the railway on its own territory. The clauses and conditions of the present caheirs des charges will be in every respect applicable to the section from Namur to the frontier." We have quoted these passages to bear us out in the inference we draw that the Belgian Government has no intention of slackening its progress in railway works, but that on the contrary, it contemplates a magnificent extension, which holds out every prospect of future ad vantage to the community. As a proof of the stringent manner in which the Bid gians make their conventions with English companies, and by way of information to any of our countrymen who may contemplate future eneagements, we subjoin also the following passages, which we presume arc or will be applicable to every concession hereafter granted in that country. " 16. The concessionaires will conform as much as possible, in their propositions and projects, prepared by virtue of the preceding article, to the measures adopted for the construction of the national railway. " 17. The Minister of Public Works may add to the propositions and projects in question such modifications as he may judge necessary or useful, for ensuring the entire execution of the provisions of articles 1 to 10, of the present cahiers des charges. The concessionnaires will be held to conform themselves entirely to such modifications in the course of the execution of the works, nor can they evade the observance of any of the projects approved of by the Minister of Public Works, without his previous and formal authorisation. " 18. The concessionaires will undertake, at their own expense, risk, and peril, and without any charge on the State Treasury, to execute all the works of whatever description, whether foreseen or unforeseen, without any exception or distinction, as well as to provide all furniture for the preservation and renewing of the ma terial acknowledged to be necessary for the establish ment of the railway from Liege to Namur, for its work ing and for its subsequent maintenance. This clause must be considered as the basis of the contract; the parties understanding that in all possible cases it will receive the broadest applications, particularly in every thing that concerns the indemnities which may, by virtue of the dispositions in vigour, be due to the authors of projects anterior to the railway from Liege to Namur. e 19. The putting the concessionnaires into possession of all the properties (whether of buildines or not of buildings) necessary for the execution of the works, the occupation of all landssfor the extraction of the carriage, and the deposit of materials, will take place in the same manner as in case of works decreed as of public utility, in the name of the State, but at the diligence and the expense, exclusively, of the concessionnaires. " 20. The concessionnaires will remain solely and ex clusively charged with all indemnities, and all expenses which may occur, to the profit of whomsoever it may happen, for the construction, the maintenance, the work ing, the support, and repairs of the railway and its dependencies. " 21. The concessionnaires cannot take advantage of any appropriation, nor commence any works, before having justified, to the satisfaction of the Department of Public Works, the realisation of a first deposit in Belgium of three millions of francs, including the eau tionemoney required by the following article. " 22. TITe seution-money of one million of francs, fur nished by the - e..encessionnaires, will remain as a security for the fulfilment of their engagements. That sum will remain deposited in the hands of Government without any interest; and will restore to the coucessionnaires, by fifths, according as they shall have executed works, or acquired properties valued at double the sum of that of which they reclaim the reimbursement. " 23. If, within the delay of one year, after the pro mulgation of the law of concession, the concessionnaires have not justified the realisation of the deposit of three' millions of francs required by the article 21, or, if within that delay they have not commenced their works, they will be, by law, deprived of their concession, unless they have been withheld from the want of being put into pos session in any shape whatever. "24. The concessionnaires will be deprived of all their rights, if the works are not completely achieved within the delay fixed by the 13th article, and according to the provisions of that article, and also in case the works shall not be half completed at the expiration of sixteen months. " 27. If during the execution of the works it be ac knowledged that they are not executed conformably to the rules of art, and to the clauses and conditions of the present cahiers des charges, the administration may cause them to be demolished and reconstructed, in whole or in part, at the expense of the concessionnaires." We promised to notice a project for communicating with Germany from London, otherwise than through France. A project has been spoken of by which a ship canal will be cut from Antwerp to the North Sea, for the purpose of conveying heavy merchandise, which now has to go by the navigation of the Scheldt, incurring a loss of time in the transit of goods of one week, which can be performed in six hours by the projected canal. Along the banks of this canal a railroad is to be con-} structed, which will convey passengers the same dis tance in two hours. The making of this canal will faci litate the transit of merchandise into Germany • and so far will be no insignificant competitor with the Havre trunk line, and the line from Paris to Strasbourg, inas much as many of the vessels that now discharge their cargoes at Havre would then proceed on to Antwerp. The West Flanders project is another means by which the travelling public will have access to Germany. On this project Mr. George Stephenson has given a report, the result of his personal survey on the spot, from which we gather that the line is to pass from Calais, by Grave lines, to Dunkirk, Furnes, Dixmude, Lich tervelde, Thielt, Deynze, Courtrai, Merlin, Wervieq, Ypres, and Pope ringhe. From Fumes to Dixmude the country is not only favourable for cutting the line with little expense, but it is also of such a character as to furnish a great deal of traffic in cattle fed on the spot, destined for distant markets. From Dixmude to Lichtervelde the line bears the same favourable character ; but from the latter place to Thielt there are undulations, not however of a serious nature, the material being of an easy character to work, but the slopes will be required to be fiat, as the material holds water, and is liable to slip. From Thielt to Deynze the line is again highly favourable. At Deynze it joins the State Line, about ten miles from Ghent, which con nexion will be easily made, and form a complete com munication between the rich agricultural districts of Fernes, Dixinutie, Roulers, Thourout, and the whole of the centre of West Flanders, with Ghent, Ante erp, and Brussels. The to'al length of this line is about 37 miles, and the population of the towns through which it passes (ex clusive of small villages, which are considerable) stand thus : Flumes 4.757 Dixnride 3,614 Lichtervelde Thielt Deyrze The extension of this lin,- to Dunkirk and Calais will be of great bunefit, the grout.d being extremely favour able for a railway, and if made will form a direct Com munication from the abovementioned ports to Brussels. From Courtrai to Merlin, as: also from Mersin to Wer vicq, the country presents great facility for the continu ance of the railway. Piceeding from the latter place to Ypres, the route pursued will require some consider able cuttings to obtain favourable gra-lients ; the mate rial is of the ~t.une description as lifoi'anentioned, while ~n the contrary, from Ypres to Ptimrng;he the line is carried over a very favourable district, passing through the centre of a very rich hop and flax district, of which Courtrai is the market. A deviation from the line laid down in the map between Merlin and Ypres has been suggested by going round to \Venice/. The It-ngth of this lime now defined is about twenty-five miles, and the town population stands thus : Courtrai Alenin Wervicq Ypres Poperinghe It commences on the State Lino from Brussels to Teurnay and Lille, at, the station at Courtrai, aral forms a junction at the station of the state line from Brussels to Ostend, at Bruges, passing through the following towns : Courtrai Lindelede 4,187 Isegheni Routers • 10,320 Lichtervelde ... 6,194 Thourout Bruges The length of this line is about thirty miles, while the distance of the State Railway from Courtrai to Ghent, and from Ghent to Bruges, is about fifty-one miles, showing a saving of twenty-one miles by this railway, which must ensure the whole of the traffic between these towns. The working planq, sections, &c, of the district from Bruges to Courtrai are in course of preparation ; and as this part of the line is exceedingly favourable, the works will be executed rapidly : it will connect Bruges, contain ing with its arrondissement, 111,000 inhabitants, with Courtrai, containing with i!S arrondissement, 140,000 and a populous intermediate district. From the character of the country, &c , there can be no dif&ulty in com pleting this section within a year. The line from Furnes to Deynze may also be com• menced as scon as the plans and sections are prepared. In closing the review of continental railways, we are desirous of calling attention to the fact of two companies having been recently formed fur obtaining the concession of and for constructing other lines on the continent. One is called the Anglo-Belgian, and the other the Great European. Of neither of these have our opinions been sufficiently matured to warrant us entering at any length upon their pretension. RAILWAY INTELLIGENCE. GREAT KENT ATMO:;PHERIC. A meeting cf the inhabitants of Faversham was called on Saturday morning, at eleven o'clock, in the Town hall, by the Committee of the, town council, appointed "to confer with any raila ay company that may project a line thruu L h or near Faversham, with a view to a settlement of such points and sugges dons as may tend to the advantage and benefit of the town and port," for the purpose of meeting a deputation from this Compony, consisting of Mr. W. A. Wilkinson (chairman of the London and Croydon Railway), Mr. Benjamin Baines, Mr. NV. Burchall (solicitor to the Company), and Mr. William Cott (one of the sem saries). Some of the influential inhabitants of the town were present. Amongst them the Right Honourable S. R Luihington (formerly member for Canterbury and late governor of Maclra;), Sir Thomas Montresor, Gen. Gosling, the Rev. Dr. Birt, the Vicar, Messrs. G. Hilton, E. Hilton, and others. The Mayor (Mr. James Walker) was in the chair. Mr. WILKINSON entered into a lengthy statement de scriptive of the course of the line, and of the advantages which it would confer on the districts through which it would pass. The lanes originally projected by the Lon don and Croydon had been greatly improved and ex tended so as to afford the greatest accommodation to all the principal towns in the north and in the centre of the county of Kent. As now remodelled they would give the facilities and advantages of direct and inde pendent railway communication from London to Graves end, Rochester, and Faversham, which would have a branch to Seven Oaks, Tonbridge, Maidstone, Ashford, Canterbury, Dover, and Deal, the distance to all of which would scarcely exceed that by the present turn pike roads. the main trunk line would pass by Faver sham about half a mile from the Mall. It would run by the back of the church, past the Abbey Tavern, to the Standard Quay, from which branches would issue to the right and left along the various wharfs,,in order to afford the utmost accommodation to those engaged in the business of the town and port ; the Directors being most desirous to meet in every way the wishes of the inhabi tants, feeling assured that that line which would afford them the greatest convenience, whether fur the convey ance of themselves or their goods, at a great saving of time and expense, would be the one most likely to meet with their support, and the approbation of Parliament. Several questions were put to Mr. WILKINSON, to which he replied that the lines would intersect entirely new ground in the north and in the centre of the county, thus connecting important towns where trade was lan guishing from the present defective means of transit, and many of which other lines, whether those con structed or projected, seemed specially to avoid. By their line coals and timber would be conveyed from one town to another speedily, and at a moderate rate. The Right Hon. S. R. LUSIIINGTON wished to know if the estimated charges for the conveyance of passen gers specified in the prospectus issued by the company, would be strictly adhered to, and inserted in the Act of Parliament ? Mr. WILKINSON said they would. The company pledged themselves to their being the maximum rate of charges ; but he had every reason to believe that they would be greatly reduced when the line was opened. The Right Hon. S. R. LUSHINGTON said, after read ing the report, and the whole of the evidence adduced before the Committee appointed by the House of Com mons to inquire into the practicability of atmospheric traction, and the statements pro and con of the most eminent engineers —Brunel, Sarnuda, Bidder, and others —he had arrived at the conclusion that it - would ulti mately supersede the locomotive traction, and that those who had expended large sums of money in rendering lines available for that power would find their only re medy in the Insolvent Court.—(Laughter.) Mr. C. HILTON stated, on behalf of the South-Eastern Company, that when the proper time arrived he should be able to make out as good a case in their behalf as he did on a former occasion, when the town was unanimous in its favour. A vote of thanks was passed to the Mayor, and the meeting broke up. REVIEW OF CONTINENTAL RAILWAYS. (From the Railway I?egiter.) The gradual but extemive adoption of the system of railway travelling on the Continent is one of the most important features of modern times, the powerful influ ence of which, both upon the social condition and the political relations of the European world, it were now almost premature to calculate. One fact is very obvious in the manner in which these great enterprises are taken up by the enlightened Governments of the Contine=nt — namely, that they are not. merely considered in the light of private speculations, for the profit of their immediate projectors, and the conveniince of the travelling public, but as important elements of national strength and civili•• sation. The French Minister of Public Works so early as 1837, declared in his address to the Chambers that "Rai;- ways are assuredlynext t o the invention of printing the most powerful instrument of civilisation that the ingenuity of man has ever devised. It is difficult, if not impossible, to foresee and define the results which they must of necessity, at some period, produce on the fate of na tions." The King of the Belgians, in taking the lead of all other continental nations in promoting the forma tion of a system of railways upon a comprehensive scale within his narrow territories, set an example which is now being zealously followed by his larger and more powerful neighbours. The important relations which, thanks to a long peace, English enterprise and industry has with the Continent, and the intimate connexion which our capitalists have with these peculiar under takings, renders a calm review of continental railways ex tremely interesting. We therefore proceed to undertake this important task with the best materials which the subject affords. When France commenced the execution of railways there was no definitive plan settle.' upon by the Go vernment, and hence straggling lines here and there were projected, constructed, and werked, as mere. expe riments for future guidance. As their utility became more apparent, the Government evinced an anxious and very natural desire to appropriate to itself a few of the direct advantages to be derived from them ; and hence every encouragement was held out to English capitalists and men of science and skill to enter on these undertakings. The first railway made by an English company in France was the Paris and Rouen line. Its completion within two years from its com mencement, was regarded as a tolerable proof of the ability of an English company to perform its engage ments. The continuation of the line to the coast at Havre, called the Rouen and Havre line, was then en trusted to the same parties, who hold out a promise that it will be opened in the course of the summer of 1846, thus completing a line of uninterrupted railway commu nication from llavre to Paris. The same company has slso, a short time back, received the corcession of two branch lines, from the Rouen and Havre line to the coast, one of which is to run to Dieppe, and the other to Fecamp. Ss) that from Brighton or Southampton, as the case may be, the traveller will be able to reach Paris in 16 hours from the latter place, and in 14 hours from Brighton. The object of shortening the distance between London and Paris is no unimportont one as regards the intercourse, whether for passenger traffic or for the transport of merchandise, between the two greatest capitals of Europe ; and, therefore, we have no doubt but that every thing that capital and skill can do to effect that object will be done. The packet service, as now performed by the boats of the German Steam Navigation Company, between England and the coast of Normandy, is so well organised as scarcely to be sus ceptible of improvement. The distance between Brighton and Dieppe may be lessened by the construction of float ing piers, on either coast ; a measure that has long been in contemplation, is not yet abandoned, and no doubt will be resumed in the course of a short time, as the best means of securing to both those towns not only their accustomed traffic, but a share in the increase which must ensue on the opening of the Havre line and the Dieppe branch. Fecamp, it will be observed, we do not notice, for this simple reason, that we do not believe it will be opened simultaneously with the Havre and Dieppe. Its position on the coast, between the two latter ports, its proximity to them, and, taken by itself; its own insig nificance, lead us to the conclusion that it is a branch that can never give the slightest remuneration to the shareholders ; and that consequently there is little ex- pectation that the expense of equippiiig it with buildings. stations, locomotives, carriages, and other material for working it will ever be incurred. The Paris and Rouen line has since its opening proved to be a bene ficial concern for its shareholders ; and the Rouen and H avr e presenting as great, if not greater advantages, although not quite so prosperous from various circutn • stances, has always kept a few figures below its pre decessor. The low figure of the latter line may be attributed chiefly to the reports that have appeared, from time to time, respecting the defective construction of the works. Whether these reports have been well founded or not, they have had the effect of lowering the market. It would be unjust towards the public, and the great mass of persons who are in the habit of in vesting their money in railways, if we were to with hold from them our opinions on this very important branch of railway management. And, as the subject has first arisen while we were treating of the Havre line, we deem it apropos that our remarks should fol low immediately the notice of the evil. To projectors of railways are confided, not only the preparatory survey, but, when the cencessisn has been obtained, the duty of selecting fit and proper persons as contractors for the execution of the works. How important a duty this is in every respect, whether as regards the shareholders only, or whether as regards the safety and comfort of the public, from whose patronage they first are to derive their dividends, may be inferred from the following observations :—On the solidity and durability of the works constructed on a line of railway depends chiefly the patronage which that particular line shall receive from the public. If the constructions are defective the traffic will be de creasedt the publicd and a corresponding in i n lo therebysa of revenue will r created ven in e vfveinitlilhee th th e e c y on w se i e rl uence. If the constructions are cle anse another loss obferevceonnuteinuawllye needclem annodtiandgd,frtehsaht expenses, to repair those defections, and hence will when a public highway, such . as railways have now become, gets into of its loss of ch.-ecramc.ateeregareemdeanitly disute from its defective con e dn judicial a l I t l o e n a c n e y i t share list, that it is next to impossible to adl r el e dp i i r e t t f th u ee s d e structiun or its defectiv e conse quencesionontifil w de h n e c n e el in e t r o r t u l m ie n p u u r b a l p ie n T currency among the public, utshetoDtihreecttorarusths.hoofuthhi particulari s expedient, lie haveth at Ind imme diately andinstitute if an unfounded,inquiry contradiction ; if well founded, set mstehoteramebaotniltl,etintrcguimv:raenvet.ira; o i s m e m ru e - - I F e ti r fy ee t t h i f a t t which has produced them; and possible publicity to the contradiction or to or t ( cation, as the case may be. As we derivehal•e before said, return to the aarnedholtdheerisr, pa proportiont t r h oem l g iu e bli v, c ,ill ar a e lw th a e ys pi b lt e rt e a x is t.teal o rkyld t: et r o(il a irc i . : it w ,nh a e 3 , s s h „ of any particular line, and how far its construction ptchouenbrlieritc;.°rsceoaiutrildids i t i mh oFe t'n e s . f e tr) r ft ) h,se : s etins of judging of the condi tion and management ire calculated to meet those p u bli c wants which the railway s:. stein has created, and m us t therefore supply. We have not yet alluded to the danger to which the lives of passengers are subjected when travelling on a railway whose construction and management are confided to parties ho have nothing more than the immediate pecuniary profit in their eye. The recent melancholy and fatal cases of this nature which have happened in England justify us in calling upon all who have the control of railways to commence at once an organisation that shall effectually prevent such occurrences in future. Prevention is better than cure. The railway system is destined to become a power ful instrument of social revolution ; it was created to be the servant of mankind at large, and not, as seems to be entertained by many, to whom, by the chapter of accidents, its management has fallen, for the gratifica tion of a select few ; and therefore it is that we depre cate the conduct of those who, either by supineness or WELSH LINES. GREAT EASTERN AND WES.TERN.—Last week, a nu merous meeting of the gentry and tra lespeople of Aber gavenny was held in the Town Hall; the Rev. Mr. Powell, the vicar, presiding. Mr. John Daniel delivered a long address explanatory of the advantages the Great Eastern and Western would confer on Abergavenny—a town that would be comparatively shut out by the other lines pro posing to run through the district from the trade of the hills. The Welsh Midland Company would take that trade by means of the Junction Line to Merthyr Tydvil, and the whole of the immense traffic of Plymouth, Dow lais, Cy farha, and Penydarren beyond the Black Moun tains into the vale of the Wye, and would pass Aber gavenny without taking it into consideration. He con eluded by proposing a r. solution, to the effect that the direct line of the Great Eastern and Western passing Abergavenny, and through the great iron districts of Monmouthshire and Glamorganshire, was most deserv ing of approval. Messrs. Steele, Secretan, Hill, Mor gan, and others addressed the mei ting, and the resolu tion was unanimously carried. GLAMORGAN CENTRAL MINERAL.—This line is pro posed to be constrioed as an extension of the present Suffryn Llynvi. and Porth Cawl Railway, so as to em brace the mineral foLis in the Principality, lying in the hundreds of NeWetstle and Ogmore, comprising a dis trict of about ten square miles of coal, argillaceous and black band iron ore. At a meeting of the proprietors in the Porth Cawl line, held at Bridgend last week, it was resolved to carry out this amplification of the existing line, to enable them to run locomotive engines, and to become carriers. A report was resod from Mr. John Scott Russell, the Company's engineer, on the improve ments rendered necessary at the port in consequence of the great increase of trade. It stated that the harbour might be so improved as to be rendered the easiest of access by the channel, and commodious enough to ac commodate a large run of traffic, for 20,0001.; and that if a breakwater was thrown off in addition, the Company would have a claim upon the Government. It is pro posed to carry a branch line up each of the mineral val leys to connect them into one trunk near Bridgend; and to enlarge the harbour of Porth Cawl (which is about midway between Cardiff and Swansea) into a com modious port. It is intended, for the convenience of passengers, to connect the main line with the South Wales at two different points towards Cardiff and Neath; which will also afford facilities of shipment at the various ports, accessible by the South Wales line. After some observations from Colonel Sir D. Mackworth, Sir B. Price, and others, the report was unanimously adopted, and resolutions for further proceedings passed. GREAT WELSH CENTRAL—The iiih.;tment of shares in this line, which proposes to form the shortest route to Liverpool and Manchester and the northern counties from the Principality, has been completed. WELSH SOUTH MlDLAND.—Upwards of 180,000 ap plications for shares were, it is said, made in eight days. The North Wales Railway Company have obtained an injunction from the Vice• Chancellor to restrain Henry Archer from blasting, breaking, or removing any of the rocks, and from digging, excavating, embanking, or otherwise in any manner dealing or interfering with any of the ground or soil forming part of the Portdinllaen harbour, and also from continuing in the possession. The Worcester, Hereford, and Gloucester line is to be continued to Ledbury and Ross, and for this purpose the capital is tobe increased from 750,0001. to 1,000,0001. WELSH MIDLAND.—We understand that an arrange ment, mutually satisfactory, has been entered into be tween this company and the Brecon and Aber gavenny Canal Company, by which all that line of canal and its branches, about thirty-three miles, will become vested in the railway company in the p:issieg of their Bill. We need not make any rema►k as to how much the arrangements for the cc qulsition of the Swansea Canal, the Brecon and Hay Tram-road, and the Brecon and Abergavenny Canal, will tend to the stability and future benefit of the Welsh Midland Railway, as well as secure the cordial support of the landowners and capitalists through the districts where these canals arc situated. Joseph Bailey, Esq., M.P. for the city of i , Voruster, presided at the meeting of the Canal Company, when the arrangement was en tered into, and when he and the other gentlemen present gave their unqualified approval of the excellence of the scheme of the Welsh Midland Railway. It was stated at the meeting that four other railway companies were competitors for the purchase of the canal. During the past week Haverlordwest and Milford have been visited by several 'gentlemen from Manchester preparatory to the announcement of an intended new line of railway, to be called the Manchester and Milford Haven Railway, having its terminus at the town of Mil ford. The line will commence at Crewe, in Cheshire, passing through Nantwich, Whitchurch, Ellesmere, Os westry, Welshpool, Montgomery, Newtown, Llanidloes, Tregaron, Lampeter, Newcastle Emlyn, Newport, Ha verfordwest, and Milford. In the coarse of a few ytars the latter piece will, probably, become a r Mil to Ie pool.— Wrlshnian. ancePTS KENTISH LINES.—The county o f Ie ant erseo likely, in the next session to absorb even a l ar ger p?r .. '; „ of attention as to railways then was de voted to it ot e e` , irg the last session. No fewer then five lines Eastern, with with each other have aeare d First the SOUth-Ea, At' then the North Kent, fr pp elowed by the Greet lie n on e eurapherie, the Central Kent County (Braithwaite'tee lastly, the Central Kent (Rennie's). The °‘. Eastern relies upon the comprehensiveness ca s seheria- s ; the North Kent upon direct line ; the Croydon, or Great Kent Atino°P A ss upon the superiority of its mode of propulsion eesupoo choice of district ; the Central Kent ColititY fetit its superioritcic, local and landed interest ; while the Centre'. d (Rennie's) relies for support on the de-irablenflp(od central line. The projectors are prepared te v bee upwards of twelve millions in the coustraction d o t o,e railways. From the various schemes not` swiss public the capital required for the different C ( Il l ;he is as follows :—The South-Eastern. 3,500,00°"1,erie North Kent, 3,300,0001. ; the Great Kent „Ater l etet)i 2,500,000/. ; the Central Kent Coanty (Biait°:001,00o 1,500,000/. ; and the Central Kent (Rennie s) le' - -Grand total, 12,300,0001. e s riPt ic f s i . It has been suggested that the amount or sue e.. 0 001 now being gathered in for the Hudsen Tet l co iled should be invested in founding almshouses , 10 ve n d O, " The Hudson Almshouses " for the welow g e s - ece t h e - dren of those who may lose their lives in railways, or by accident upon them. . o . o „ Last week two trains, consisting of 112 earrl,.%o;6ir %eyed 7,000 children on a pleasure excuesiou "- mingham to Derby. ceas es r A requisition is now in course of signal beasts ere Mr. Hudson to take the managemen t oft' Counties Railway. • sew The opening of the line to Guildford 1 ,115 ' it 15 reduced the price of coals to 10s. per ton. i „esti° ll Arrangements have been made for an We s .' d• 'o ls° 41 of the Brecon and Merthyr with the Weleh c osi LAND COMPENSATION.—The foliovving t he are from the report of the Select Committee of ieeratinp, of Lords, appointed to take into , e cn s l ' ta bleb ill ,', the practicability and expediency of e ode : f some principle of compensation to b e owners of real property, whose lairds , o f rs' be compulsorily taken for the constreetiellie taker' ways:--W ithrespect to the land, &c., lt ita o ' l eett 4 r . the witnesses who were examined state thet t id is tbe' e ketab'e value of the property taken they at a le b' i . n r r i valuations a per tentage, on the ground of tte compulsory. The amount of this per eentager'olosios itt; the view of the different witnesses; but thee, e 0 00 1 0 , are of opinion that a very high per cemeoier,o ing to not less than 50 per cent, ought tab gth-o pensation, for the compulsion only to wich, the • tb bound to submit, the severance and damage considerations. Public advantage mg reeloristboo% private considerations to be sacrificed; out as ic e d of ground upon which a man can justly be de.,P e r e l e stp °Lj t fe property and enjoyment, so in the case of etetwiii s ee o 9 s o f the public may be considered ultimately, tbeugieieresiog immediate motive to their construction Is L I:ll:If V el d the spi culators, who have no right to corePThsetr,,el obliged to purchase at a somewhat high istbesfee',o, of carrying on their speculation. It is also to 0 0.41 that the price of the land purchased , and al e bs o an • tion for that which is injured, form to eeetber„ertioeeedoi proportion of the sum required for the cors"tertsr railway ;so that no apprehension nee d be obeeroje discouraging their formation, by calling. e llel eeq lators to pay largely for the rights which ' Co tli over the property of others." o se ftl ie WAINFLEET AND LINCOLN.—Mr. Filg e ,' at I ~ire pany's engineer, having examined the ba y ; o lete t let fleet and the adjoining coast, with a vie / " l e s cel ti ; o fe its capabilities as a port of commerce for " -- ; it e ois rai l and the adjoining counties, reports, " Th e e t e ti o reci e s !e°! tively inconsiderable expenditure it maY we wiee ' 0 0,9 able for the class of vessels frequenting th e h ue ° re° that, with additional works, ships of g reate r of f lel be accommodated. Situated at the entrati e . v g fe°, o estuary of the Wash, close to a channel ba! l ebi l , to 18 feet of water at low water (which is be as a place of refuge in heavy gales), and b, e o l i e nearer to the open sea than Boston is, r ee- e;b ° ed€ r enabled to make or quit the proposed port " .es t o 0 of time always valuable, and in numerous e gie es e ss l c able. And that these advantages may beFr; In r ; I would recommend that the proposed Teee-,°eisreee'lle should be extended from Wainfleet to te e eifro l thus cargoes might be obtained at or of rc)- 0 1111 from the latter port when the prevaleece di °f d 0 winds cause delay to ships passing uP;e ll e oeet t ee i , Boston channels." The .description and 0 ) 0 ,01 o", sea works which I would recommend te o' cr shall be laid before you when the surveYs at tb" servatians which I have directed to be Mo le wo r e( shall be completed. PROJECTS AND DEPOSITS. —Thirty ellor said to Lc the amount required in depas i p 3 ooU t i l l oti o , P ; projects, representing a total capital a co el l s r f The correct account, obtained bY t ot o t tiel ; , gives, we understand, 332 schemes bre v e' ro ose sl y,,,: the 30th September, 1845, requiring IL,„g b " oe t c " r elw; 270,950,0001., on which 23,057,499/. sv"' „. e cl 6 ,,l t lo" re posited. But this does not include 137 P ru de) °`' St e ' nearly noticed, but of which, of course, e i .e isb efl• fr ° , , ; the capitals, they not having been Pa bi ,ebe f ° „ fore ; ' S e have been, therefore, in fact, 469 ne w . „ 40 , Pl A sir` - jected. Thus much for the Englishr e '3o , 1.- 0 1 matters, 66 have appeared up to eV ar', 60 0 190,010,000/. • deposits, 17,095,450/. it stee TRAFFIC.-- ' From our official return need teao the amount of traffic for the last week ° ;. - e oteP 0, 6 ;0 miles of railway', was 152,634/. thlls_.%l3 l ) r ',00 ; :c 6 1 69,885/. for the conveyance of passeng e r f o r P i i,-I , rl for the. carriage of goods, and 59,3filt e rtio, ee e 1 55 j" and goods together, not respectively ePr o , - of an increase over the corresponding wee 27,0831.—Railway Chro itc e 0j a ra RELIGIOUS PERSECe II „ RUSSIA. , Peig g ' s - ollno The persecution, says the Journale e es p e s is " re dlt i be cent number, against the Polish CiLti 4t) .00 c redit with greater barbarity than ever, if We eieflf following report, which we borro w ' f! t ' Univers : , re "On the 23d instant the Polish refuese,..Cleeiel„`; tended a funeral service, celebrated in tu n ' e es ei t ,re Roth, in honour of the f o rty-seven,,,; t ebe s 'ret il l 'or recently martyred in the town of "e„. o tee e eet e o refinement of cruelty that one would re o f sel f io' had not witnesses in every respect Wartiliablislltefer es.-- o l • tested the fact. This convent had been it, eie es oij time immemorial near the town of Mil i t ia der . ; o , f;or mates fulfilled, among the people, the , 3-- e e hiW t he Sisters of Charity. They instructed tu'' • ;ea 0 9 le vided for the widows and aged, and 8 1 1 0 5 o for t o ` i f by the fruit of their labours. They he.;s,elf bed for chaplain a priest called Michelewliwery, e e creatures whom tyrannical government,re his tereveem r l f to fill the chief offices of the church. to ing become bishop, apostatised, and wit e ; e ctirgi s ei r o b' his guilt the holy sisterhood. After 11 _ os os d p os every kind of way, and vainly resortingrc reel' o te t osi suasions, and threats, perceiving tha t ; s e tain his object, he determined to Pli t t e ke 0 r ee l , During the night, by his orders, Co's'-teasttelat, the convent, seized the nuns with th e e e0 134 11 , 1 , 1 0 ) ) ,ei, brutalitbound them with cords, ail" es ffr thus to Witebesk nearly twenty compelling them to walk the entire out • sew o ropt leectaecee,.4o place they were confined in a coffe n t ei er! A le t/t, nuns, in the capacity of servants, e etie ien o r ie e?' speaking as slaves. Those who are o ra ls, 01;a w ie te t e profound ignorance, dissolute un"--roo fanaticism of these Greek nuns chap i on W o o: e ll the dreadful treatment which the Basil the o: sO r f L r e compelled to endure. Forced to efeeoreofeivi offices, supplied with a quantity of blackbee so 01/0,t,, sufficient to support nature, each of I he s, IIIS O l t ceived regularly every Friday fifty e ees e r oe' o f attenuated bodies were covered wete ~ader.tA fe yet they showed even more courage .„hibitei,eed circumstances than their enemies _c:it for 'oo'ol Encouraging each other to suffer pati e e ,' i t g iotte t he 6e to God, they persevered in the Catholiy'e 0 00 . 7 5 eet te a of the apostate Suinayko increased- a art e oi° lo lei and self-devoted creatures to be irl e t terlY ol g galleys. Their nourishment had 11 e les° o .- d half a salt herring daily, with a ell a pass b This diet was now changed to be' ter, ere bread, with the same and thirst, we we re e se s• tr s suffering from hunger and thirst, tbeY,olie ev dr e t e ol act as labourers to the masons en3P l ,? e , o wer e r o t o re fva the Episcopal Palace. Several of d lu fro re P ts el the river up to their necks, tu le , peesr do r io i ece plunged under the water, because td to jabe .t, t oP, ing to apostatise ; others con detno e :l o oiti l _i 0 0 ;4 were placed where danger was Mr detbeseorocoeo in many instances killed fine l L' el oun te birte 0 1/ o f their eyes torn out. Their faith s boug h oe fitg pi ro pb trials, not one of them gave vfitlY , t n , tbe ill vi e sunk under their sufferings. Aa'- w at i i er t a '. e e f i e yet survived, after the death, or nos s e „„l3 l , these thirty martyrs, three 010 1 : orceoloot;ioaePo strength to avail themselves of ?' a puet e e soll° merit ( ' • b 00 5 . A sented of escaping their lin a , IWO c w er c e i t he% VI;( schismatic nuns who guarded tbe f the o rgt e ns 4, 1, stale from ebriety after upon certain of their fetes. in , sect 111,e1,if climb over the door of their Fr a r eg d ibeg o il'; o i unobserved. It was not wit l ', 4 ° , o o o , s e e rvi ce oei j o i abandoned their companions, el l e' eu be e,, a se e _ s eai 0 ,1 dying with them, but they hoee r "; oo e, '' oe ri oo e faith and to their country ; Erle„„eiateuue de • e°, o o l iv that Europe should be made °tee o bous tl s trioe e sel t oe transpired. After encounteriegreriae o l isb hardships, they succeeded in e U is , e 013. 11 _ , 0 1 5 one °they of them, the venerable superiof _ lO we _ o ' o 0 tP Paris. It is this lady from w .. .. ° 0 Wee I r above facts, and which we ye' s t he 170 1.1 e 0'' journal the Troisjillai." O bSer, Ve o jiA ti e _ o f lj "These facts appear startlll.lB6 _ her; p,op orrio ties DeGats, unfortunratelleb'ie7 To o l e 1 ,0 ,14 0 ,4 0 concerned, tubingevery is a c -e c o s to °no any r istao P°l solved to bring all his sub.eie not ta le" All re COll va Church. The Autocrat' t his uw o. wes sie rop ee ) his European states e s x el eePt ill ° til e 11 1 ,110 i) treated as rebellion. T. e will e enst o ote pr o jet to 5 her ibe t og desire ho t 00 1 Russia, and we have n cut each to $ Europe to join in a cruse s e 9 times when God's creatures %co jise d 0 the name of religion. "r e i e el 1 Viff O fe 1 1 of tolerance, which has odious eiteesseer.oed to v 'o take the place of thosea.ies dest i0er.1111,5 arm f - the period when Catholic ns vs ar t sword the Christian sectaria v erse ° n 1 17 ,/ elcee " eCii 0 0 0 Russian policy and ortho . • bad means of preventieg tee . 14 14 1 ...V.. l ° ll situ' Ll t j i, ) is ,!:ob4 l/ INDISPOSITION of ro d o . x' ' o f . 0 1 , l o g o id regret to state that letters wo.esipositiouivatotibe G S in hall, announcing the sudden ter sy ) wer %iog City magistrate. Its cbarae neesi an it is so serious as to Police-court next week, P Timex prevent n 1.760,101 0„. I A - ~-~. Ti