The Sun. — London, England, 1851-08-27 00:00:00

RR impe• snd the bhot fight of ry ing SS r of deer en from Their .?n~;s S. ntities of • portr in g., 1851, 14. 395 163 1111 --.610 ------ follow: red, old chevalier m alt 5 31 ~,, 276 t 4 I to --*; ick, - I; g"" • red Sg i • m iddle ;yr 241 ; ditch . 6 , 181 ts' Oatmeal' is lli a j , t ths vs• . ditto, ;ley, PI o 19A 6 ' 16r 3 1 ; d; saSl ; be niu g °l Peat. Vv. :. COS lnf'. 04 °CI; I to l id; W 8d ; to new, $OO )0 , 42 Of; cougo °l l' , o ‘' 1)0 16 ato oaf' 4 221 °6 l itnPer— ;. lotstiall Pes ll A . o d • ,54 prICO 13640 4. 38d '- 341 e i i 2 00 60. - 7 sold 135 9 °!, d ) 21 s ow ) 43i V d 0 01 P er sh P°l Sr Dim*" lis ds . per V) 1 r; I, 90" d cted to currait en eV The —Lan' rester* no 0- ay ten llow:.. 134 -- 474-- 1: 6 6 -"" 0, 1.1. 1 / .16. ', alter ne w° e sat° Ices a sc bing 320- Or gof= TO be SOLD pursuant to en ORDER of the HIGH COURT of CH k.NCERY, made in certain causes of BUTLER v. BUTLER, MIRTIN v. BUTLER, and _BARTLETT v. BUTLER. with the approbation of JOSEPH 111 :IMPHItY, Es , one of the Masters of the said Court , so m e t im e fII the month of October, of which due notice will be given, A Capital FREEHOLD RESIDENCE, -with extensive Collaring, Outbuildings, and Appurtenances, situate ant bein: No. 42, oa the north side of Trinity-square. Tower-II:IL in the city of London, late the property of Thomas Butler, of Water-lane, Tower-street, in the City of London, Esquire, deceased, and now let on Lease to Messrs. Vickers and Plaisted, at the yearly rent of 2207. The property may be viewed, and printed particulars and condi tions of sale may in a short time be had (gratis) at the Master's Chambers, Southampton-buildings, Chancery-lane, London ; of R utherford and S on , S o licitors, 58, Gracechurch-street , and at the Auction Mart, opposite the Bank of England. COMMUNICATION between ENGLAND and IRELAND via CHESTER and lIOLYHEAD. la addition- -te-the existing - booking- throagh -system to - and from FIRST and SECOND-CLASS PASSENGERS can, on and alter Ist SEPTEMBER, be BOOKED THROUGH, at REDUCED ~.} ' -kRES, between London, Birmingham, Manchester , Liverpool , an d Chester, with Cork, Limerick, Kilkenny, Galway, Ballnasloe, Ath lone, Mulltngar, Belfast, Newry, arid Dundalk. RETURN - TICKETS are issued at about a FARE and a HALF. Those to or from Lon . 4101 1 are available for 14 days after date of issue. 'nose between the Other stations in England and Ireland for 7 days. The sea passage _la about 4. 5 4 hours. Children under 12 half-price. Booking office in Lon on. Euston Station. For full particulars of fares, arrivals and departures of trains and Of steam-boats, see local time-bills, Bradshaw and Walsh's Irish o Ri - "waY On de for September. GREAT WESTERN RAILWAY. CHEAP EXCURSION TRAINS TO OXFORD , CIRENCES -rdt• STROUD, GLOUCESTER, AND CHELTENHAM. On SATURDAY, August 30. an Excursion Tra i n will leave Pad dington at Six o'clock in the Evening, for Oxford, returning there torn on Monday Morning, September 1, at Half•past Eight o'clock. Fares there and back. First Class .• .. • ... 6s. i Closed Carriages.. 3s. 61 No luggage allowed exceeding a carpet-bag. On SUNDAY, August 31, a Train will leave Paddington for Ciren cester, Stroud, Gloucester, and Cheltenham, at a Quarter before Eight o'clock in the Morning, returning the same evening from Cheltenham at 6 30, Gloucester at 6 30, Stroud 7, and Cirencester 7 15 o'clock. FARES. Ist Closed Class. Carriages. To Stroud or Cirencester and Back.. •• 9s. Od. .• •• ss. 01. To Gloucester or Cheltenham and Back 10s. Od. .. • • Gs. Od. 'Passengers having luggage will only be conveyed at the ordinary fares. Tickets for the last-mentioned Train may be obtained previously at the Paddington Station ; 27, King-street, Cheapside, and 449, West Strand. MIDLAND RAILWAY. LOANS ON DEBENTURES. The Directors of the Midland Hallway Company are receiving LOANS in sums of One Hundred Pounols and upwards, en security vi Debentures, for three, five, or seven years, at interest after the rate of 41. per cent. per annum, payable half-yearly. Derby, to be made to the Secretary at th e Company's Office, +Perby. By order, J. F. BELL, Secretary. Derby, August 13, 1851. THE ELEVEN HOURS ROUTE to PARIS, with only Two flours Sea, is by the SOUTH-EASTERN via Folkestone or Dover. DOUBLE SPECIAL EXPRESS SERVICE DAILY. SPECIAL EXPRESS TRAIN leaves the London-bridge Ter enus EVERY MORNING and EVERY EVENING, reaching Paris . 8 11 hours. Return Tickets, London to Paris and back, available until the wt l l September. The NIGHT MAIL TRAIN, via Dover, leaves the London rilgo Terminus at 8.30 p.m., reaching Paris at 9 o'clock the follow tBll morning, and Brussels at half-past 9. SCOTTISH CENTRAL RAILWAY. lAND DIRECT ROUTE to the CENTRE and NORM of SCOT . _ __ AUGUST, 1851. Express. Express. , Trains leave a.m. a.m. p. m. p .m. AtWon Station at .. 930 .... 10 0 •• 5 0 .... 8 45 fitt Arrive at p.m. a.m. a. m . p .m. r.L l ing about .. • • lO 30 •• • . 2 8 • • 835• • .. 123 I, d ' ~ .. •. 11 25 .. .• 343• • .. 930• • .. 258 A:le:Lee 2 ••• • • — .. .. 443 .... 10 30 .... 4 8 a.m. p.m. 2 0 .• 841 •• .. 2 10 .... 6 13 REDUCED FARES. Third Class to Perth, Dundee, and Aberdeen , every Wednesda y "lid Saturday, at 8 45 p.m. Fare—Thirty Shillings. ROBERT JOHNSTONE, General Manager. Perth, August 11, 1851. ---__ The GREAT EXIIIBITION and the ROYAL POLYTECHNIC INSTITUTION. all the most interesting Deposits at the Great Exhibition will, in Ito turn, be lectured on at the OYAL POLYTECHNIC INSTITUTION ~ The present Lectures are on the Chemistry of the Minerals ; I ' t " o. tne Great Exhibition, including the precious Gems , Crystaltsa st Ste.. by J. H. Pepper, Esq. Popular Lecture by Dr Bachho ffn er ~..0 . the recent Total Eclipse of the Sun, with splendid Diagrams, show -4 the appearances which actually occurred on the line of Totality. The Rotation of the Earth, exhibited by Foucault's Experiments. z - The great economy of Cooking by Gas explained.—A Lecture on (e History of the Ilarp, by Frederick Chatterton , Es q. , with Vocal Vlston ll s.—Two Series of splendid Dissolving Views. — Diver and ug rati Admission, Is.; Schools, Half-price. ' e ve daily from Half-past Ten to Five, and every Evening from 'even till Half-past Ten. .........___ LAURENT'S GRAND CASINO, Licensed by Act of Parliament. ARGYLL ROOMS, GREAT WINDMILL (BOI STREET, ST. JAMES'S. WINDMILL (BoIe Lessee, Charles Emile Laurent, jan., 57, Brompton-square.) OPEN EVERY EVENING, With LAURENT'S UNRIVALLED BAND. Principal Cornet-a-Pistons, M. Boulconrt. tae open at Half-past Eight o'clock — Danc in g to COMIIII4IIOO at m ute and terminate at Half-past Eleven o'clock precisely. Admission, One Shilling. THE GREATEST WONDER IN LONDON IS IiATTY'S GRAND NATIONAL HIPPODROME, Kensington. OPEN DAILY. „The wonders of the daring feats performed has astonished all the Ott and country, and for the flattering manner the entertainments Are Spoken of in the London and country n ews p a p ers, has induceh r. Batty to assure his patrons that nothing shall be wanting on his Pitt to retain the public favour. On FRIDIY—Mr. Hampton, the celebrated Aeronaut, will make Z.Ascent in his magnificent Balloon the Erin-go-Bragh, precisely h alf-past Six o'clock. „ il Ratty has much pleasure in announcing to his Patrons that psi -MORROW, August 2S, there will be a Grand DAY PER `,s'itMANcE, Doors open at One, to commence precisely at Two. 4 " 0 entertainments in the Evening as usual. Doors open at Five. Performance to commence precisely at Six. Private Boxes Admission to the Reserved Seats - 3s. Od. First-class do. Second do. Third do. C REMORN E.—Admission , One Shi llin g ; Children, Half-price. Re-engagement of Franconi's Equestrian Troupe. • ' The Four o'clock Performance is free from any charge. El ements new Italian Ballet Pantomime, entitled Har le q uin and the Four • or Earth, Air, Fire, and Water, with e ntire new scener y , t t g pointments, , &c., of the most magnificen t descri p tion, arranged by O Deulin Family. Fetus, DAY, THURSDAY, and S ATURDAY —Grand Italian " 1 8, including Venetian Lanterns, Luminous Flowers, &c., &c. A n FRIDAY—A Grand Balloon Ascent by the celebrated Spanish B : r unaut, Giuseppe Lunardini, in the 'Loyal Cremorne Balloon, at ,; 7511 o'clock. b un Tuesday ,SeptemberSer 2, a variety of attractive novelties, for the i'nntit of Mr. Partrie, Treasurer. Four o'clock in the Afternoon, and half-past Eight Evening, .inconi's celebrated Equestrian Troupe, from Le Cirque National France, no charge made for the Four o'clock performance. duct Roo, the celebrated composer of dancing music, con the great Cremorne Band, and will execute all the x'i.",!le which he composed and conducted at her Majesty's lat Bu c ki ng ham Palace. Exhaustless entertainment s dail y , in vading the Bosjesmans or Bash People , Deu lin's Ballet the Star of h o c 4 ntY, the Ethiopian Serenaders , t he double-sighted Youth, I,.tello's Ehatching, the Bowling Saloon , &c. Doors o p en at 7 ., 'Past Two, g- admission Is.. Children half - p rice. The Hotel affords u~~rY accommodation for private and public dinner and supper par- Steam-boats and omnibuses nightly after the entertainments, 44 4 e transit being superintended by Directors. Fare, 4d. by Boat, (j)6d. by Omnibus. gUnday the Gardens are open in the afternoon for refreshment, mission by refreshment card (id. Table d'Hote at Four and Six `clock, 2s. 6d. W HAT IS IN A NAME? " A rose by any other name would smell as sweet." i t ~ e ubt of it, but would any other name invite so many to smell in We think not. The rose has a good name,—there is everything or Viame, but it must he a name acquired by good service. Many leading , merchants and manufacturers in this kingdom have ri c iea rti ed a good name for whatever they sell or make, the public con th,ce in their names, as a guarantee for the quality of whatever •Y sell or make, is settled. Hundreds may imitate them, but there .....Zornettong repugnant to well-regulated minds in all imitations ke attempts to profit by another man's enterprise. What gave OZ."- E. MOSES and SON a nametheir originating Che ap of " economy in dress," not by making cheap clothes, as „; 4 1) clothes are enerally made, not by using damaged materials, iZeutting all sous of ways, making clothes of all shapes but the L , to eke out the piece of cloth, but by combining with cheapness t 3 / 4 ;,." ,3 t material, the best workmanship, the newest designs, arid Peculiar art of cutting out for the human figure that placed a or '"- I Y-triade coat of theirs upon a higher footing than three-fourths t he clothes made to measure by fashionable tailors. and many trial have proved that they deserved the confidence of the r t ,;," .l e which they have so completely secured. Messrs. E. MOSES a d : 80N have now enormous quant ities of every article of apparel r ne 'Ptecl for an c l asses —the most exquisitely finished articles for k t 2 l of fashion ; neat, sound, durable, and novel garments of all i'," , ds for the middle classes • some thousands of themost respectable, liardwearing, clothes for wor king men, and all at prices that the t oile w ou ld th in k impossible, but for the simple fact, that there t - :l3' are with the prices in plain figures, for any ono who chooses to them, and sot only at their great Mart in Aldgate and the Is litleries, and their enormous West-end branch establishment in an d Oxford-street, but also at their country branches in Sheffield Bradford, where there are also hundreds of sporting dresses of ;r3 , appropriate material at half the price charg ed by ordinary twee for worse articles. E. MOSES and SON, tendon City Establishment, 154, 155, 156, and 157, Minorles, 83, -0, and 56, ildgate, opposite the Church, all communicating. 1.44 ndon West-end Branch, 506, 507, 508, New Oxford-street, 1,2, Elart-street, all communicating. 'redford "Yorkshire" Branch, 19, Bridge-street 811 effield Branch, 36, Fargate. Tka tam te rat Clothiers, Ratters, Hosiers, Furriers, Boat and Shoe thrs. and General Outfitters for Ladies and Gentlemen. tam Establishments are closed from sunset Friday to sunset Bs __ 43 '. When business is rearmed till Twelve o'clock. . SIX LANGUAGES—FORTIETH -T ONING TUE REMEDY FOR TILE PREVENTION OF DISEASE. by One Hundred Anatomical Coloured Engravings on 0$ OrF a Steel. SICA.L DISQUALIFICATIONS, GENERATIVE INCA lir,...Plierry, AND IMPEDIMENTS TO MARRIAGE. and Improved Edition, enlarged to 196 pages, price 2s. 6d. All “Dost, dir ec t f ro m the Establishment, 3 s. 6 d. in pos ta g e stamps, ' ll4 trounleations being strictly confidential, the Authors have Tdi sco ntinued the publishing of Cases. H SILENT FRIEND, a Medical Work on exhaustion and physical decay of the system, produced by ere t .— ffe Indulgence, the consequences of infection, or the abase of eti o ZY, with explicit directions for the use of the preventive lotion, tion a . ' bY observations en the Marr ied State, and the disqualiflca „„„ w hich prevent it. Illustrated by 100 Coloured Engravings. By 40 4 - g . PERRY and CO., 19, Berners-street, Oxford-street, Lon- P ublished by the Authors ; and sold by Stra n g e, 21, Pater de; 14 W ; Hannay, 63, and Sanger, 150, Oxford-street ; and Gor p Leadanhall-seet, London. o rg ,t . a_r I. treats of he y anatomy and physiology of the re - productive ", and is Illustrated by 28 Coloured Engravings. ki t -41 :r 11. treats of Pee consequences resulting from excessive in reaptlee, and their lamentable effects on the system, producing Ilie tb 7,„aild bodily weakness, nerveus excitement, and generative P.,.` — ` t Y• Illustrated by 10 Explanatory Engravings. th e t reats of the diseases res ulting from infection, either in ,illei l r )r t i r T er Y,_ or secondary form, and conta ins explicit directions for 'age. `atnaent, This section is illustrated by 62 Coloured Engrav- T ,„ • contains a Remedy for the Prevention of Disease by a 'his t-I). P u eation, by which the danger of infection is obviated. nOtla t 7Portrust part of the Work should not escape the reader's PA A W v Is devoted to the consideration of marriage, and its du- Wh ole The causes of unproductive union are also considered, and the .p ita e ,iibiect critically and philosophically inquired into. tb tatili , oaDIAL BArist OF STILIACUM exclusively employed in Atir b o f ti nervous and sexual debility, impotence, &c., I Is. and 335. I.e iXedy et: The Concentrated Detersive Essence, an anti-ay - 011We "Pte ' °r fYing the blood in cases of infection, secrdary bottle. 24, eru ptions, and the abuse of mercury, lie, and 3.5. per i ' e r box -" r e Purifying Specific Pills, 2s. 9d., 4s. 6d., and 1 is. ekraa... 1 . 1 ! certain remedy for gonorrhoea, gleet, stricture, and ta l h t rnmation of the bladder. Consultation fee, if by letter, h '°l3 50e1..... te det ail of the Can is required: age, habits, and posl- .1114 014 ^r• 61. Packets, with advice, to be had at the Esta are In 0 Z 41 ,...7 , by which the fee, 11., is saved. Messrs. Perry, fron. ---“uaa ve ce daily , BonterS4tFeet, Oxfori-street, Lon )lZot4 r m ., t4ll ITro, ana five to E gilt; on Sunday, from vwvi THE LATE FATAL ACCIDENTS INSURANCE agair.st ACCIDENTS of ALL KINDS, whether from Falls of Houses, Fires, Railway Collisions, Explosions or any other cause whatever. ACCIDENTAL DEATH INSURA.NCE COMPANY, 7, Bank-huildinqs, Lothbury, London. Incorporated under 7th and Bth Vic., c. 110. CHAIRMAN —KENYON S. PARKER, Esq., Q.C. Distinctive Feat - ares of the Company. A fixed payment in case of death from accident or violence. To Insure 1001. by Annual Payment. Class I. I Class 11. I Class 111. 29. Gd. ss. 7s. Gd. to 40s. Single Payment for Life, Class 1., 1/. is. A fixed payment in case of death from accident or violence, with a fixed wo.ekly sum in case of non-fatal injury, and an allowance for medical expenses. To insure 1001. on death, it. per week compensation, and 21. for medical expenses, by annual payment. Class I. I Class 11. I Class 111. 123. I 15s. 20s. to 50s. A fixed sum on death by accident while travelling on a railway, with conipeusation in case of non-fatal accident, by annual payment. To insure £lOOO .. .. 10s. 500 .. • • , • 7s. 300 .. • • • • Os. f t Prospectuses, with further information, may be had at the offices the Company, or from any of the Company's Agents. WILLIAU YOUNG, Secretary. ALL S 0 PP'S EAST INDIA PALE and other BURTON ALES. The public is respectfully informed that these favourite Ales%lay be had Genuine, in Casks of 18 Gallons and upwards, at their respec tive Stores as under, where also a List of the Bottlers may be ob tained:— The Brewery, Burton-on-Trent. Stores, 61, King William-street, City, Lonlon. Cook-street, Liverpool. lligh•street, Birmingham. The Exchange, Manchester. 33, Virginia-street, Glasgow. QUEEN'S CONCERT ROOMS, HANOVER SQUARE. Engagement of the HUNGARIAN LOEZER MUSICAL COMPANY, Their First knpearance in England The perfbrmances are conducted without musical notes, and the performers appear in the splendid national costume of their country, viz., red and blue uniform, embroidered with silver. Every Evening at Eight o'clock, commencing Wednesday, August 27, 1851. Conductor ...................Mr. Johann Kalozdt. This company have had the honour of playing the best pieces of the most celebrated composers of Germany, Italy, Sclavonia, and Hungary, before the principal Courts of Europe, who have specially certified their admiration of the wonderful harmony, originality, and force of their execution. 'PROGRAMME. PART I. Overture from the Opera of Guillaume Tell .. .. Rossini. Hungarian Melodies In F—'.Mlle • • • • •• Egressy,ll. Cavatina from the Opera Ernani, the Solo in which will be performed by Mr. Horanyi, on the Cornet-a-Pistons Verdi. Recollections of Poland —Mazur .. •• Doppler, March from the Opera of The Prophet .• •• Meyerbeer FART 11. Overture from the Opera Iltea •• •• •• • • Doppler. Original Hungarian Melody .. •• •• •• J. Kalozdy Bohemian Polka .. • • •• •• •• . Petruke. Duo from the Opera Ernani, the Solo in which (arranged as a Duet) will be performed by Messrs. lloranyi and Verdi. Bessnak, on the Cornet-a-Piston • • • • •• Rakoczy's March (two hundred years old.) PART 111. Introduction of the Overture, Robert le Diable .. Meyerbeer Hungarian Melody .. .. • • •• •• •• Egressy,l3. " Magur Heroic" (Polish Melody) .• •• • • J. Kalozdy Air from the Opera, Nabucodonozare, the Solo of which will be performed by Mr. lloranyi, on the Cornet-a- Verdi. Piston • • • • • • •• •• •• Kossuth March Admission-55., Fs., and 2s. Agent, Mr. Mitchell, Old Bond-street. .. Muller. PARLOUR LIBRARY—VoIume LXV., for SEPTEMBER, a Double Vollime, price Is. Gd. In boards, or 2s. in cloth, containing A DVE N TURES of an EMIGRANT in .731. ARC II of a COLONY. An Original Work. By CHARLES ROWCROFT, author of " Tales of the Colonies," &c. Simms and M`lntyre, 13, Paternoster-row, London ; and Belfast. Sold at all the Railway Stations. TRAVELLERS and VISITORS to the SEA COAST would do well to provide themselves with a bottle of Rowlands' Aqua d'Oro. This fragrant and spirituous perfume re freshes and invigorates the system during the heat of summer, and will be found an essential accompaniment for the opera, the public assembly, and the promenade. In all cases of excitement, lassitude, or over exertion, it w.ll prove of great advantage taken as a bever age, diluted with water. Price 3s. Gd. per bottle. ROWLANDS' KALYDOR will also prove a most refreshing preparation for the complexion, dispelling the cloud of langour and relaxation, allaying all heat and i•ritability, and immediately affording the pleasing sensation attend ing restored elasticity and healthful state of the skin. Freckles, Tan, Spots, Pimples, and Disco'orations are effectually prevented and era dicated by its application ; and in cases of sunburn, stings of insects, or incidental inflammation, its virtues are universally acknowledged. Price 4s. 6d. and 88. Gd. per bottle. Sold by A. ROWLAND and SONS, 2P, Hatton-garden, London ; and by Chemists and Perfumers. REMOVED to No. 9, GREAT WINCHESTER-STREET, OLD BROAD-STREET, ROYAL EXCHANGE. CARSON'S ORIGINAL ANTI-CORROSION PAINT, specially patronised by the British and other Govern ments, the Hon. East India Company, the principal Dock Companies, most Public Bodies, and by the Nobility, Gentry, and Clergy for out door work at their country seats. The Anti-Corrosion is particularly recommended as the most durable out-door Paint ever invented, for the preservation of every description of Iron, Wood, Stone, Brick, Compo, Cement, &c., work, as has been proved by the practical test of upwards of 60 years, and by the numerous (between 50 i and 600) testimoidals in its favour, and which,: from the rank and station in society of those who have given them, have never yet 'ken equalled by anything of the kind hitherto brought before the public notice. Lists of Colours, Prices, together with a copy of the Testimonials, will be sent on application to Walter Carson and Son, No. 9, Great Winchester-street, Old Broad-street, Royal Excha ,, ge, London. No Agents.--All orders are particularly requested to be sent direct. .13 R. CULVERWELL'S NEW WORKS . To be had of Sherwood, 23, Paternoster-row ; Carvalho; 147, Fleet-street; Mann, 39, Cornhill ; or direct from the author, price Ono Shilling each ; by post, Is. ENJOYMENT OF LIFE. "Health, Recreation, and rational Use of Time." CONTENTS:—EarIy Rising—Spring and Summer Mornings—Ex irsions about the Environs of London—The Parks, Lanes, Hills, teorests, Fields, High-roads, and other pleasant places—Country Prips and Rambles—The Sea—London at Night—Evening. at Homo —Music—The Drama—On Eating, Drinking, Sleeping, Bathing, Air, R at, Ease, Occupation, &c., &o. IrItAGNENTS FROM THE MOUNTAINS. Two Vols. Vol I. A VISIT TO THE LAKES; SKETCH OF EDINBURGH, ha. Vol. 11. tHE LAKES 01' KILLARNEY; REMINISCENCES OP DUBLIN, kte. WHAT TO EAT, DRINK, AND AVOID. "That three seore years and ten our course may run." A pspnlar review of almost every form (cause and cure) of ner msly-dcbilltated health and enfeebled constitution , that h arasses t young, besets the man of pl e asure, business, er study, and em b store old age , with tables and rules for the diet and physical rep la ion of every-day life, THE GREAT EXHIBITION. (Continued from The Sun of yesterday.) Messrs. Fairbairn exhibit a locomotive tank engine, designed with a view to the economical working of a limited passenger traffic. In order to diminish the dead weight and obtain:compactness arrangements are made for carrying the supply of water and fuel upon the same frame which carries the engine. The total weight of the engine, including the tank, is thus re duced to 12 tons. The tank holds 400 gallons of water, with a corresponding supply of coke, and the engine will make a run of 35 miles without any fur ther supply. The cylinders are 10 inches diameter and 15 inches stroke ; the driving wheels 5 feet diameter, the effective heating surface 415 square feet, which generates an ample supply of steam with a consumption of coke of 101 b. per mile. One of the great disadvantages under which the management of the passenger traffic on the railways of the United Kingdom has laboured hitherto is the disproportionate ratio of the dead weight to the pro fitable weight in the passenger carriages, as com monly constructed. Thus first-class passenger car riages, which will weigh empty from four to five tons, will generally be incapable of transporting, when full, more than 18 passengers, without luggage. It is well known that in America railway carriages are worked which transport 80 passengers, with very little more dead weight. An attempt is made to obviate this great waste of power in a new form of carriage, exhibited by the North-Western Railway Company. This vehicle, which was constructed at Wolverton, besides economising the dead weight, is also so con structed as to have greater durability and safety, in consequence of introducing the use of iron instead of wood into the framing and body of the carriage. The sheet iron which is used for the panelling is corru gated, which, while it increases the strength, gives greater external beauty to the outline and appearance of the vehicle. This carriage is supported by six wheels of peculiar construction, each wheel being formed of wrought iron in one solid piece, tire included, an arrangement which obviously gives greater security against fracture than the common mode of constructing the wheels in parts. The length of the carriage is 40 feet by 8 feet in width, and it is divided into two first class bodies, each capable of accommodating eight pas sengers, and so lofty that a person of ordinary sta ture can stand erect with his hat on. There are five compartments, each of which accommodates 12 se cond class passengers, besides compartments of suffi cient magnitude for the luggage of the passengers and accommodation of the guard. Thus this carriage may be regarded as a train in itself, capable of conveying 76 passengers, with their luggage and guard, the total weight of the carriage, without its load, being only 8i tons. To convey the same number of passengers with the carriages at present used on railways would re quire a dead weight of from 17 to 18 tons. There are other features in this important vehicle which our limits render it impossible to explain, but which will be observed on examining the vehicle. One of these is the contrivance for facilitating the motion of the carriage through curves. We may observe here, however, that the obstructions and dangers commonly imputed to curves are greatly exaggerated, as every one knows who has travelled much on the American and some foreign railways, where sharp curves are passed over at great speed without either sensibly in creased resistance or greater frequency of accident. The South-Eastern Company exhibit a still larger passenger carriages. This vehicle is 44 feet in length and has a floor of 374 square feet distributed over eight supporting wheels. It is built upon the prin ciple of Adams' patent, and is arranged so as to be separable into two four-wheeled carriages, which, however, are so coupled that the combined bodies form a perfectly rigid frame. Notwithstanding its great length, provision is made to enable it to pass freely ov©r curves of the smallest radius known on the English railways. This is accomplished by an arrangement which gives a lateral play of some inches to the wheels in their bearing, so that they can move right or left independently of the body of the carriage. By this plan each pair of wheels be neath the carriage is at liberty to follow the path of least friction by incessant lateral divergence, while the body of the carriage maintains perfect steadiness, whatever be the speed, by reason of its great length and width, precisely as a large steamer at sea is steady while a short one pitches. The load, also, being distributed uniformly over eight springs, and not subject to oscillation, the springs are not liable to be broken by sudden shocks, and may be made more light and flexible. The advantage claimed for this species of passenger vehicle, a considerable number of which, are in process of construc tion for the South-Eastern Company, are, first, economy in tractive power by diminished friction ; secondly, economy in structure by a dimi nution of the ratio of the dead to the profitable weight ; thirdly, freedom from oscillation ; fourthly, greater safety in case of collision. The woodwork, as well as the wheels, is constructed of varnished teak timber, similar to that used in Dutch shipping. The body of the vehicle consists of four first class and four second class compartments, with a compartment for the guard and luggage. There is thus accommoda tion for eighty passengers. The bodies are so con trived that they are capable of being uncoupled, so that the second class may be separated from the first class, thus resolving the carriage into a four-wheeled first class and a four-wheeled second class carriage. It is remarkable that among these attempts to obtain economy in the structure of railway passen ger carriages no attempt is visible—at least among the carriages which appear in the Exhibition—to introduce the system of passenger carriages so uni versally and successfully adopted in the United States, and which would appear to be advantage ously applicable here—at least for the purpose of second class vehicles forming parts of trains where express speeds are not attempted. The American railway carriage consists of a large body like that of a London omnibus, but much wider and twice or thrice the length. The doors of exit and entrance are at each end, a line of windows being placed at each side similar to those of an omnibus. Along the centre of this species of caravan is an alley, or pas sage, just wide enough to allow one person to walk from end to end. On either side of this alley are seats for the passengers extending crossways. Each seat accommodates two persons, four sitting in each row, two at each side of the alley. There are from fifteen to twenty of these seats, so that the carriage accommodates from sixty to eighty passengers. In cold weather a small stove is placed near the centre of the carriage, the smoke pipe of which passes out through the roof, and a good lamp is placed at each end for illumination during the night. The vehicle is perfectly lighted and warmed. The seats are cushioned, and their backs, consisting of a simple padded board, about six inches broad, are so sup ported that the passenger may at his pleasure turn them either way so as to turn his face or his back to the engine. For the convenience of ladies who travel unaccompanied by gentlemen, or who other wise desire to be apart, a small room, appropriately furnished, is sometimes attached at the end of the carriage, admission to which is furbidden to gentlemen. It will occur at once to the engineer that vehicles of such extraordinary length would require a railway absolutely straight; that it would be impossible to move them through any portion of a line which has sensible curvation. Curves which would be altogether inadmissible on any European line are, nevertheless, admitted into the construction of American railways without difficulty or hesitation, and through these the vehicles just described move with the utmost facility. This is accomplished,by a simple and effec tual arrangement : each end of this oblong caravan is supported on a small four-wheeled railway truck, on which it rests on a pivot, exactly similar to the curves at corners of the streets are turned by'causing the outer wheels of the trucks 'to mu upon their flanges, so that they b ecome , w hil e p ass i ng round the curve, virtually larger wheels than ,theiPliftr ones. We have seen, by this means, the largeirrtiii way carriages enter the depots in Philadelphia, palffmore, and New York, with as much precision, kaigtfacility as was exhibited by th,e coaches that ua4to enter the gateway of the Golden Cross or the Saracen's Head. The North-Western Company exhibit two speci mens of goods waggons on improved principles, con structed under a patent obtained by Mr. Henson. One of these waggons, which appears in the Exhibi tion, is made of hard mahogany, with sliding doors on one side and a sliding roof for about half the breadth of the waggon, and about one-third of its leng.h, corresponding to the opening of the doors on the side, for the purpose of facilitating the loading and unloading. The sliding doors and roof are se cured by means of a peculiar fastening, which locks the doors and roof at the same time, without a key ; but the doors cannot be opened without the proper key. This waggon weighs about four tons and a half, and is capable of holding six tons of goods, forming when closed a kind of fire and waterproof warehouse, and at the same time preserving the goods from thieves. The other waggon differs from this in construction to some extent, being made wider, but with similar framework, and instead of having wooden panels, corrugated sheet-iron is used for that purpose, which is fitted exactly in the rounds and hollows to the framework inside, and secured thereto by screws, thus forming a comparatively light and very strong body. This waggon tv6;c13.1 about 4-tons 2 cwt., and is capable of conveying 1%; tons of goods, thus saving a considerable amount of dead weight. From its superior construction there is every probability that it will last for a much longer period without requiring repair than the ordinary goods waggon. There is also a model of Henson's improved goods waggon made to a scale of two inches to the foot. This model is of beautiful workmanship, and includes the latest improvements of the inventor. The frame • work is lined or panelled with corrugated sheet iron of superior quality, which is covered on both sides with a thin coating of glass which completely pro tects the surface of the iron from the weather, and adheres so closely to it that severe blows will not break or remove it. This process of glazing the surface of iron appears to be a valuable discovery, not only for this purpose, but for many others, particularly as the expense is said not to be greater than galvanizing, while it is believed to be much more durable and never likely to require painting. The roof of this model is covered with glazed corrugated iron of the same description as that forming the panels on the sides and ends of the waggon. These waggons are, in fact, movable warehouses. Besides the engines and vehicles of railway trans port, a great variety of improveed arrangements in railway mechanism of a miscellaneous kind appears in the Exhibition, many of which are well worthy of at tention, and we have only to regret that our limits compel us to piss without notice many of these in teresting and uKful inventions and contrivances. Mr. J. C. Haddon exhibits specimens of patent papier mache for the panelling of railway carriages. This panelling is recommended for cheapness and durability: The paper panels will not shrink, and present no grooves to retain water, which rots the framing. Mr. D. Harvey exhibits a patent contrivance, by which the locomotive may be disconnected from the train whenever it accidentally escapes from the rails. Mr. H. Pooley exhibits a weighing machine, by which the gross weight, and also the pressure of each separate wheel, of a locomotive can be at once ascer tained. Its use is to enable the superintendent engi neer to adjust the springs of the engine so as to obtain the proper amount of tractive power which is con sistent with safety from tendency to run off the line at curves. Messrs. Sanford and Watson, of Rotherham, ex hibit railway wheels, three feet in diameter, of wrought iron, and welded into one piece. The ma nufacture is effected by machinery, and they are not much more expensive than the common wheel. Mr. H. Smith, of West Bromwich, near Bir mingham, also exhibits solid wrought iron railway wheels, forged in a single piece, including the tire and nave, made of various diameters, and adapted for the leading and trailing wheels of engines and ten ders, as well as for carriages and waggons. Mr. B. Jeffrey, of Gray's Inn, exhibits a railway tunnel signal, intended to prevent accidents to a train while in a tunnel from being overtaken by another train. By this contrivance a large white disc is displayed by day and a lamp by night, at the upper end of the tunnel immediately on the train en tering, and continues to be displayed until the train issues at the other end of the tunnel, when it in stantly disappears. This is repeated whenever a train enters or quits a tunnel, and the signal appears and disappears by self-acting machinery. Nothing can more strikingly manifest the progress which has been made in the art of locomotion since the opening of the Liverpool and Manchester Rail way—an interval of scarcely more that 20 years — than a comparison of the railway mechanism at such epoch with the railway mechanism as it exists at pre-• sent, and a retrospect of the Progress it has undergone in that interval. The first rails laid down ork the Liverpool and Manchester Railway had a forth called fish-bellied —now out of use—and weighed 351 h. per yard. The strength of these was, at the time, considered great to superfluity, and the form was regarded as emi nently favourable to their durablity. Experience, however, soon proved their wei g ht to be utterly in sufficient and their form to be a source of weakness. _ wooden pegs driven into holes bored in the stone I block, the rail being fixed in the chair by an irpn pin. These blocks were then supported by transverse beams of wood called sleepers, which served at once as a support and a tie to the rails. The timber com • posing these sleepers being found perishable, its dura bility was augmented by impregnating it with cer tain saline substances, by which soft wood became as durable as oak; but it is now proposed to lay aside this foundation of timber and to substitute for it a complete cast iron framing. A model of a railway constructed on such a prin ciple is exhibited by Mr. P. W. Barlow, the well known engineer. This improved rail has been laid on a portion of the South-Eastern line. He also ex hibits models of supports for points and switches. The novelty of the rail consists in casting the chair upon a cast iron plate, which supplies the place of a wooden sleeper or a stone block. The advantage claimed for this system over the common method of constructing railways is greater durability and an increased number of chairs or points of support, which being planed true to line and level, afford a means of obtaining greater accuracy in the construction of the road. A great variety of contrivances are presented in the Exhibition, the object of which is to give increased security to railway travelling, by pro viding against the effects of collision and other ca sualties. Mr. E. Cheshire exhibiti a contrivance for les'seen ing the danger of egilision on railways. This object is proposed to be attainad by fußpnclipg_under the centre of every carriage a. a tl°o' , 111 TO* or tube, with an expanding head at each end, called a "safety buffer," and moving, when acted upon, in a longitudinal direction ; and also by attaching at the hinder end of the train a strong van with a low centre of gravity, for the purpose of receiving the first shock of a collision, should it take place from behind; the tender being made to answer a similar purpose should the collision occur at the front. The force of the shock will throw the " safety buffers" into one con tinuous inflexible rod, by means of which its force will be transmitted to the opposite end, so as to pro tect the intermediate carriages. Mr. W. N. Crips exhibits a model locomotive ten der and carriage for reducing the danger of collision on railways, and for affording refuge to the engine driver and stoker. The novelty of the invention consists in the construction of a carriage with longi tudinal tubular beams and rods, in lieu of the solid timber or iron beams at present used, and in the ar rangement of elliptical springs, forming together an expanding and collapsing carriage, capable of sus taining an immense shock without receiving injury. Any description of body may be placed on the car riage, and a portion of the arrangement of springs is so designed as to be capable of being adapted to the form of every carriage in present use. It is consi dered that a train so fitted would suffer but little in jury from shocks from front or rear. M. C. Chabot exhibits models of three railway car riages, showing the application of a self-acting break, by means of which a train in motien can be stopped without shock and without wear and tear of the wheels or rails. The breaking power is communi cated to each carriage in succession through the train. He also exhibits the application of locked buffers, by means of which oscillation is diminished and the concussion occasioned by collision received upon the line of buffer rods, instead of being spent upon the carriage frames. Mr. W. Hatherley exhibits a contrivance to enable passengers to communicate at all times with the drivers and guards. This contrivance consists of a cylindrical tube or casing to be fixed to the top of each carriage. When the casing is opened a lamp secured by a spring lock, which remains covered until it is required to give the signal, when by means of a bell pull suspended in each, the spring lock is withdrawn and the lamp forced up so as to be ren dered visible to the guard and engine driver. Mr. George Gray, of Birmingham, exhibits a guard's van with a break of great force and intense effect, having a direct communication between the guard and the engine, and acting only on the road when it has a surface of friction of 15 feet, that of the common breaks having only four :inches. The inventor claims that this break will stop a train within one quarter of the distance required at present. Although these expedients, having for their object the increased safety of railway travelling, are en titled to all praise and encouragement, the great source of security to the railway traveller must depend on the managers of the railways themselves. While, however, no exertion should be spared to stimulate the directors of railways to a proper vi gilance, it is right that the public fears should not be exaggerated, and that the real amount of risk in railway travelling should be known.—Morning Paper. (To be continued.) RAILWAY INTELLIGENCE. GREAT NORTHERN. The weight of the rails now laid down on many of :he railways which carry the greatest traffic amounts :o from 801 b. to 901 b. per yard. The changes which have been applied in the form and weight of the rails laid down upon the railways, showing the varieties of their section and weight, are illustrated in the Exhibition by an interesting collection of specimens, and some remarkable rails are exhibited rolled in single pieces of extraordinary length. It may not be uninteresting here briefly to explain the manner in which these prodigious railway bars are fabricated. The iron, being softened by heat in large masses, is first reduced under the hammer into pieces of a certain length. These are successively placed between iron rollers, the surfaces of which are cut to the form intended to be given to the rails. The incandescent iron, having the softness of wax, and being introduced at one end between these rollers, is drawn through them and reduced by their pressure to the desired form. The first engine placed upon the Liverpool and Manchester Railway weighed, with its tender, 7f tons. There are now several engines which, with their tenders, exceed 60 tons, and at the beginning of last year there were in the service of a single company not less than 36 engines, having the average weight, tenders included, of 40 tons: The carriages have undergone a corresponding in crease. The first carriages placed upon the railways weighed about three tons; some of those now in use are very little short of double that. The quantity of the traffic and the speed of the trains since the opening of the railways has gradually increased far beyond any limit which had entered into the contemplation of the engineers who pro jected and constructed these lines of communica tion. Thus, in 1831, the average speed of the rail way passenger trains was 17 miles an hour ; it was gradually increased until, in 1848, it attained 30 miles an hour. The speed of the fast trains in 1831 on the London and Manchester Railway was 24 miles an hour ; in 1848 their average speed on the Grand Junction and London and Birmingham was 50 miles an hour. In 1831 the number of trains per day which ar rived at and departed from the Stafford station on the Grand Junction line was 14 ; in 1848 it was 38. The number of trains per day which arrived at and departed from the Euston-square station of the Birmingham line in 1837 was 19; in 1848 it was 44 ; and at present the number is still greater. In 1831 the number of trains arriving at and departing from the Liverpool terminus was 26 ; in 1848 it was 90; and is now above 100. A corresponding i n c rease has taken place in the weight of the trains. In 1831 the average weight of a passenger train, tender and engine included, was 18 tons; in 1848 the average weight of the engine and tender alone was considerably above 20 tons, and the average weight of the passenger trains, en gine and tender excluded, 75 tons. In 1831 the average weight of a goods train, tender and eng i ne included, was 52 tons ; in 1818 it was about 170 tons. Thus the number of trains for some of the principal railways has increased 150, on others 250, per cent. ; the weight of the engines has been increased 114 per cent., the weight of the carriages 30 per cent., the average speed 90 per cent., and the average weight of the trains 350 per cent. _ The road structure has undergone corresponding changes. The mode originally adopted for support ing the rails was upon squctre blocks of stone, mea suring two feet in the side and one foot in depth, upon which a cast iron chair was fastened with THE PASSIONS. " What passions hart the body—what iMproTes Truths as refined as Athens ever heard." g :taxer : -Life's pilgrimage, from infancy to old age. The advent of the passions. Chastity and its infringements. The casualties of licentiousness and dissipation, with illustrations, graphic, narrative, aid regnediative. Advocacy of early marriages.; V. THE MARRIAGE STATE. " To be or not to be, that is the question." nt.)olADitta:—Laws and obligations of nature, society, and re marriage, to be observed by either sex. Time and Ill'oioien regard t rdin bot g h sides, as to age, temperament, complexion, and ti ore, to secure healthy offspring, with the art of rearing them. Physical defectiveness and its removal. Sterility and its conversion. c uLvERITELL, M.D. (1841), M.R.C.S. (1827), L.S.A. R rears "4 ndical and Forensic Rnferee in these (t 34 matters. Reception hours Regent-stre daily till Five. Evenin gs , Seven till Nine. 10, Argyll-place, [ADVERTISEMENT]. --THE GREAT EXHIBITIO N: A valuable newly invented ver y small powerful waistcoat pocket glass, the size of a waln ut, b y which a person can b e seen and known 14 mile distan t, they answer every pur pose on the race-course, at the o pera-houses, country scenery, and ships, are clearly seen at 12 t o 14 miles, they are in- valuable for Hunting, Shooting, Deer Stalking, .Yachting, to Sportsmen, Gentlemen, Game Keepers , and Tourists— To be had at Messrs. S. and B. Solomons, Opticians, 39, Albermarle street, Piccadilly, opp osite the York Hotel. Telescopes - A new and most important invention in telescopes pons sling such extraordinary powers, that some , 3 inches, with an extra eye piece, will show distinctly Jupiter's moons, Saturn's Ring. and the double stars, with the same Telescepe, weighing only three ounces, can be seen a person's countenance, 3miles distant, and an object from 16 to 20 miles, they supersede every other kind for the Waistcoat pocket, and are of larger, and all sizes with increasing powers accordingly. Opera and Race-course glasses, with wonderful powers ; an object can be clearly seen from 14 to 16 miles distant. Invaluable preserv ing Spectacle Lenses. The invisible Organic Vibrator, and all kinds of Acoustic instruments for relief of extreme deafness. —39, Albermarle-street, Piccadilly, opposite the York Hotel. MELANCHOLY CIRCUMSTANCE. —On Wednesdey evening three labouring men were drinking at the White Lion Inn, Deerhurst. One of them, a reaper, who passed by the name of " Isaac," went out into the yard and fell down. He was carried into the stable and placed upon some straw. The other two men went and slept by his side until five o'clock in the morning ; when they attempted to wake their comrade they found that he was dead and cold. It is presumed that ho died from suffocation.— Worcester Chronicle. The tenth half-yearly meeting of this company was held yesterday at the London Tavern. Edmund De nison, , M.P. in the chair. The m ee ti n g was originally called for j Thursday, the 28th, but in con sequence of her Majesty having signified her intention of proceeding by the company's line en route to Scot land, the day was altered from Thursday last to Tuesday, and notice of the alteration was given to each of the shareholders of the company. The SECRETARY having read the advertisement calling the meeting, and the notice altering the day of meeting the report was taken as read. The CHAIRMAN said that he presumed they would admit that the gracious command of her Majesty to proceed by their line would be a sufficient excuse for altering the day of meeting. During the past six months public opinion had decidedly set in in favour of their line, and he hoped that her Majesty's selection would restore to Huntingdon, York, and other towns on the old road from London to Scotland, their old traffic. It was gratifying to the directors to find that the affairs of the company were prosperous, and pro mised to continue to be so. Their suceess had been great, and their future prospects most cheering, and by steadiness and forbearance he had no doubt whatever that they would arrive at a satisfactory and remunerat ing issue. They did not come forward on that occasion to ask them precipitately to adopt the report, which he was prepared to believe would illicit discussion, and that they might be all prepared to give it their mature consideration, it had been circulated, before they entered the meeting, amongst the shareholders. The balance of 108,0881. 7s. 2d. left over from the last half-year, was cleared away during the present half-year, and the surplus of 47,0001. would be entirely consumed by the dividend of la per cent. which they proposed. The dividend was a small one, but they considered it better to make a beginning, and he was disposed to think, under the circumstances, as it was the first, it would be regarded as reasonable. The directors were of opinion that no balance should be left for contingencies, and that every half-year should take care of itself. They had been driven to the pain ful necessity of asking permission to raise an addi tional capital ; and the report which bad been circu lated explained the mode in which they proposed to raise it. It was intended to issue preference shares to the shareholders of 121. each, at five per cent., with a power reserved to the company to redeem them, paying the holders ten per cent. The next subject which he would touch upon was that of the compe tition going on between the London and North-Wes tern and Midland and this company. He humbly sub mitted that the line which the directors had pursued was one of prudence as regarded the interests of the shareholders, and of fairness as regarded the compa nies he had named ; or rather, he should say, the North-Western, for they pulled the strings, and the Midland had no independence whatever. On the 16th of February last the Great Northern submitted a pro position to the North-Western and Midland, to ob viate the necessity of running duplicate trains, and to prevent a ruinous competition. The course on that occasion was prudent as regarded them and fair to wards the other parties. That proposal, however, was not accepted, and which would have prevented the in fliction they wished to avert. On the 19th March, 1851, a correspondence was entered into, and then it was proposed to modify tne original proposals by in troducing other places than those originally contem plated, namely, York, Leeds, Wakefield, Doecester, Sheffield, and Lincoln, the six towns first contem plated. To that proposition no answer was returned until the 19th of March. After some negotiations, as it was clear the companies could not come to an understanding, it was eventually agreed that the share of the traffic to six towns named should be re ceived by each company, and should be fixed by the Right Honourable William E. Gladstone. That agreement was made on the 2d of April, and it was found that the other parties would not proceed until June, when they wished to introduce other towns which ware not included in the original agreement ; and which, if included,. would deprive the Great Northern of a share of the traffic to those additional towns which were much nearer to the Great Northern line than the lines of either of the other companies. Although the Railway Clauses Consolidation Act gave power to one company to run carriages over the line of another company, that power was inoperative, because no power was given to use the water and the stations of the other compa,Dies. she case YIP laid expedient by which the forewheels of a carriage sustain the perch. These railway carriages have, in fact, two perches, on at each end ; but instead of resting on two heels, each of them rests on four. The vehicle has, therefore, the facility of changing the directions of its motion at each end, and in moving through a curve one of the trucks will be in one part of the curve while the other is at another, the length of the body of the carriage forming the cord of the intermediate arc. For the purposes they are designed to answer these carriages present many advantages. The simplicity , of the structure renders the expense of their con struction incomparably less than that of any class of carriages on an European railway; but a still greater source of saving is apparent in their operation. The proportion of the dead weight to the profitable load is far less than in the first or second class car ridges, or even the third class, on the English rail ways, It is quite true that these carriages do not offer to the wealthy traveller all the luxurious accom modation which he finds in our best first class car riages, hut they afford every necessary convenience and comfort. In several of the principal American cities, the railways are continued to the very centre of the town, following the windings of the streets, and turning without difficulty the sharpest corners. The locomo tive station, is, however, always in the suburbs. Having arrived there, the engine is detached frog the train, and horses are yoked to the carriages, by which they are drawn to the passenger depot, usually established at some central situation. Four horses are attached to each of these oblong cUriagm The sharp The dividend declared at the meeting of the Ge neral Steam Navigation Company, held yesterday afternoon, was at the rate of ten per cent. per annum, and the report and accoiwt were as usual adopted. --- -- _ `!-- 1-' ' ' -----‘.* ----:::' . •'- --' •• - —:.__ ~ i t'-`" - 7,____,___,__,....:.J._.__ _______ 1 1 • • _ . ... .--4.:..1,4....1..„_,i:,.:,-,.. li,, -7-:-*7'.. ' . 4 _ l . . , ~ _ _ . -- • r . • •_.,.......-, --, ..., : : i -... • ..,,, ).,:'• - . , 1 • r l .4.„ . ..,, , , 7; _e1,,, , 7: •71'` .• . ' , . ~.,.., 4- 4, 4 1 0 ,1 — ' -,, „ .0.ur..... . ,„,-- ~,' • N l ' ' 'l - i, _,i ::______;:7; z/ 4/frK/, ,1 :,,, , ~, , : l.its. ! . 0,...,.0 11; .. f i I ri- 14 .--1 4;A z___ -, , :. :; .... ,,. (,t ,- - ..:,, , , ,,, 1 . il/ ~,'.. :,,::\ ~.4 : . ...,4,:v.. ST i_ l . y:74. ~..4,, _.. ~,- Vii .... 1 1• Il i / N" . : - '4 , - - -R)vi- r 47, ~ ri .1 , / ... : Z.' , •-k'; 4 , e.. ~., A,.1. • ....,.,,,\__ 4---......_ .3}- 4 .. - _ . s U . . ,--, 04 1N , , , .:::..,.!.: 14.—r:‘ ,' . ~,, sl -, 4'" /,'• -'*;..;, '' , .. - t‘' { ' , - ; - z: 4- - ..,: • !.5 ,- ~ ,.s . \\.„...._ -, " _„--,; 4 iii/, t kr.%- ,,, ,4,,, ~ , _L. .t.z- , f , ti. , :, •'S iO l4 it A. l. V•••"‘!, •••, 1D.1 44 , , 11k---.---- •V• %-) ~ ;;,/ 1,, ~1;‘,.1 ~v ~,,iIS, - :, - ;.__ - ' l .O IT', • ' 1 . . . c i 1 b / 41 , . - -, • - . before the Hon. Mr. Gladstone by Mr. Barber and Mr. Swift, but the negotiation was protracted from time to time, and finally it was arranged to be on the original proposal of the 31st July. The case was them t in abey ance , Mr. Gladstone not yet having made his report. Th ey said they might name the fares and they would a dh ere to them. They would charge as high as they did, b ut they would nut charge less. On the' 10th July th e i r competitors reduced their rates, w to he r n ai - se the agreement to a ren was that be the same. The rates fr om W akefield to London were redifeed from 15s. to 10s. and ss. N ow , h e wished Although the competition was most ruinous, dan , as Mr. Glyn •said, „meet foolish, still it was the fault of the her companies that the ruinous corn petitivits maintained, and not the fault of the Gieat Northern. He had said both to Mr. Glyn acid Mr. Ellis that they should name the fares, and they. (the Great Northern) would keep them, The next point was with regard to the Bradford rates. He would, adp. reference to that, read an extract from the Lainutesirft the company, which was as follows : " The bard would again call the attention of the ,L6isdOn ancr North-Western and Midland joint com mittee to the fact that as Mr. Gladstone has under taken the division of the traffic of the six towns re . ferred to him, the companies as to these have no inte rest in competing for traffic, and that the continued reduction of fares is a direct loss to the London and North-Western and Midland Companies, and this hooard again submits for their consideration the impo licy of the present course—Resolved "that this board ettiheres to the resolution of the 29th ult., with refer ence to the traffic of places from which the Great Nor thern Company is excluded under the hostile treaties of the London and North-Western Company." The Honourable Gentleman then read extracts from the correspondence which passed between the Great Northern and the other companies, to show that all the delay was occasioned by the North- Western and Midland. They had done all they could to bring about an amicable arrangement, but he had been unsuccessful. He had to complain of the lan guage used by Mr. Glyn to his shareholders the other day, and which was calculated to throw odium on them. Mr. Glyn saw that he had recommended a settlement of their differences without mention ing that he (the Chairman) had also strongly recommended a settlement. In his speech Mr. Glyn recommended the shareholders to keep a large sum in reserve for the avowed purpose of fighting the battle against other companies. That, he thought, was a most improper and threatening state of things, and showed' the animus of the North-Western, and as long as - he was Chairman of the Great Northern, he would never give way to such threats. He concluded by saying that their success was tolerably certain ; but at the same time they must have patience, for now that the old lines were in open hostility against them they must be prepared to encounter the consequences; but they were, notwithstanding, justified in believing that their property was sound, and that success and prosperity were ahead. He begged to move the adop tion of the report, and that it be printed and circula ted among the proprietors. Mr. HERIPATII, jun., proposed to move an amend ment to the adoption of the report, that the paragraph referring to the East Anglian agreement, should be struck out, which was as follows :—" The Great Northern have also commenced working from Peter borough to Wisbeach ; and over the East Anglian lines from Wisbeach to Dereham. The Eastern Counties Company, in contravention of their agree ment with the Great Northern, as well as against the rights of the East Anglian Company, secured by Act of Parliament, have shut up the points of junction between the Eastern Counties line and the East An glian line at Wisbeach, in consequence of which the passengers and traffic have to be transferred from train to train by omnibus about half a mile, and great loss and inconvenience are occasioned, as well to the public as to the companies. The directors have been, therefore, obliged to institute proceedings, which are still pending." The adoption of this agree. ment would impose upon them a burthen of 25,0001. He opposed this arrangement on three grounds. First, that it was bad in principle; secondly, that it was bad in law ; and, thirdly, that it was bad in commercial policy. It was bad in principle, because the directors might enter into the same engagements with any other company. In fact, there was no limit to their power. He had great confidence in the present board, but it was ton much power to invest in any future board. At the last meeting of the shareholders no allusion was made to this agreement. The great body of the shareholders knew nothing about it, and now they were told they could not disturb it, and this was a case in which 15,000/. a year was gua ranteed for the working of the line. It was also bad in law, and for this opinion he had the authority of a decision of Lord Cranworth, in the case of the Oxford, Worcester, and Wolverhampton Railway. In delivering his judgment, his Lordrhip said that one company had no power to delegate to another powers with which they were invested by an Act of Parlia ment, without the sanction of another Act of the Legislature to enable them to do so, and this was precisely the case with regard to the East Anglian agreement. A SHAREHOLDER observed that it was useless to argue the legality of the agreement, as that was not a tribunal competent to decide it. He therefore con ceived that the Hon. Proprietor was out of order. The CHAIRMAN said it was a waste of time to argue the question of law, because it could not be decided by that meeting. Mr. HERAPATH resumed. He would not press that point further, and would proceed to the question of the policy of the transaction. He objected to it in that view, on the ground that the directors ought nut to enter leases without the consent of the share holders. They had now three guaranteed lines to pay—the Royston and Hitchin, the East Lincoln, and the East Anglian. On the East Lincoln they would lose 23,000/. ; on the Royston and Hitchin 10,6001. ; and the East Anglian 25,608/. a year. He then went into a calculation to verify this statement, and concluded by moving an amendment to the effect, that the paragraph relating to the agreement should be ex punged from the report. Mr. DAY seconded the motion. Mr. BAITES believed that the bargain made with the East Anglian Company was the best bargain that any company had ever made with another, The East Anglian was a most efficient line, was cheaply worked, and when the resources of the district through which it run were fully developed, it would be found to be the best line in the kingdom. The Rev. Mr. HUNT said he had taken shares in other companies, by which he had lost considerable sums, and he attributed the want of success in these cases from hanging guarantees around their necks, and the same would be the result in this case, by adopting the same policy. They ought to get rid of the agreement. Mr. HUGHES remarked that no practical result could arise from adopting the resolution, because they could not get rid of it. The case was concluded by their Act. Mr. BARNETT thought the agreement was sanc tioned at the last general meeting. He wished to know how many shares the gentleman who proposed this resolution held,in the company—(Marks of dissent) — and he put that question, which he considered he bad a right to do. The CISAIRMAN said the Hon. Proprietor had an un doubted right to put that question. It was competent for any shareholder to ask the name and the number of shares held by any gentleman who interfered in the proceedings of the company. That was legitimate, the advantageof which hewould illustrate by reference to the House of Commons. There could be no doubt that a Dlember of Parliament who represented a large constituency would have more attention than one who represented a small borough, in consequence of the greater interests which he represented. With regard to the other question, that the shareholders had been taken by surprise with regard to the East Anglian agreement, he had to observe that it was em bodied in the report—that it wa s f u l ly discussed at the meet ing, and adopted by the shareholders. He would at hi m whether, after that decision, it would be COD sistent on their part now to throw it over ?There could be no doubt that many parties hadit made that vious arrangements, acting upon the faith de considered agreement, and it would not fair to them to set it aside. legality of the agreement, he Witahheonly regard t t o referthe had taken upon to the opinion which the directorshi s igned by three that point, and which emine n t lawyers, Messrs. I_Vs'ig'arsams, Molt, and Miller, W e have perused the and which was as agreement, and wiftolliloariewgaa:ord to the question on which to g legality of the cove our opinion is asked, mint for the payment of 1.5,0001. a year to the EastAnglian v , e are of opinion that, as the is C o °lll b P e a p a g aid o w ut of.. lines, thetolls arisin from the money traffic of the East Anglianth e arrangement comes within the 87 th section of the Railway Clauses Act, and is binding on the Great Northern line." Mr. HERAPATH—But the case was not fairly stated. The money does not arise wholly out of tolls, as may be seen by the terms of the agreement. The CHAIRMAN—The agreement was placed before them, and they gave that opinion. He would ask, was it reasonable under these circumstances to attempt -~ ~~-~`~~ ST 74 -rrte . .~ to reject it ? He was not competent to decid e upon the question of law, and was bound to abide by the opinion of these emi nent lawyers. ' With regard to the policy of the transaction, however, he felt that he was responsible. He thou g ht i t was a good bargain, as they paid so little for the use of the line. In fact, the terms of the agreement were fair and liberal for . both parties. How did the case stand ? They were blocked up on the east and west, and h a d no vent for their traffic, but by this arrangement they were en.. abled to let out the traffic of the line, and in that view he considered it a prudent measure. One word in reply to the Rev. Gentleman. It was no wonder, 'after the losses he had sustained, he should wish th e directors should be careful in making their agree erinents. He could assure him that none of the direc lora had shares in those lines that were sold, as had been the case in other companies. The Rev. Gentle man would understand what he meant. Now he would ask the meeting were not the directors entitled to exercise their discretion in the matter ? The transaction was fully considered ,at the board, and they had come to - the decision that it was for the in terest of the company to adopt,it. Mr. lierapath was quite justified in referring to.other guarantees, which were injudicious, and should in future be avoided. The East Lincoln had 4 percent. guaranteed, and the Royston and Hitchin 6 per cent. That might not be so advantageous as they - would secure now. Then they were anxious to get into Cambridge, and, in fact, they were for their own interest to go there by Royston. The Eastern Counties op posed this, sled they to counteract -that, put on ,coaches to Shepreth. Railways were highways, and ' were open to the public, who had a right to be ac commodated, and they were determined to stand to the policy of Parliament, which bad declared that right to exist. They were determined to go to Carn hrid ge .— (Hear, hear. ) T hen w i t h regard to the navigation,. upon which it Blight be said a . loss bad been sustained, but which was not so great as it appeared.—(Hear, hear.) The guarantee was no doubt great, but 'the 'parties engaged to find the land, for 'Which they had to pay 150,0001., upon w hi c h =runt but for that arrangement, the company would have to pay intere s t f or the purchase. Taking the _whole question of guarantees into view, he did 4-;,tate to say he was averse to them, but they were taken at a time when the general opinion was, that railways would realize 10 per cent., instead of what was the case, 3or 4 per cent. The experi ence they had obtained from the . past upon this point should sere for them as a guide for the future. —(Hear, hear.) In truth, however, they were more lightly burthened with guarantees than other trunk lines. He felt confident therewas not any lin e i n the kingdom more likely to rise in value and im portance, forming as it would a trunk line from north to south. The Rev. Mr. HUNT wished to know why the chairman had not answered his question, which he contended required explanation, namely—why the opinion of the shareholders had not been taken be fore the agreement was entered into? The CHAIR MAN — Because they were not bound to call a special meeting for the purpose, and that it was brought forward in the next half-yearly report. They had done nothing behind their backs, and never would. Mr. TRIMMING inquired wh e th er t h e l ega l op i n i on quoted by the chairman referred to the whole agree ment, or merely to the legality of the payment of 15,0001. a year to the East Anglian Company ? The CHAIRMAN said counsel bad the agreement be fore them, upon which their opinion was formed, and he should conclude that it referred to the agreement as an entire document. Mr. TRIMMING wished to know whether there would be any objection to give a copy of the case submitted to counsel, and their opinion thereon, upon payment of the expense of making the copy ? He asked the question in case he or any other shareholder might consider it proper to adopt any measure with reference to it. The CHAIRMAN said he thought before they gave a document which might be used against them, they ought to know whether the party who sought it held shares in another company in competition with them, and which might influence him to give advice contrary to their interests. If any gentleman held shares in another company he was bound in honour to discard any bias on that account and to look solely to the in terests of that company. He thought they ought to be cautious in taking advice from parties so circum stanced. He did not apply these remarks to Mr. Herapath, or to the gentleman who bad put the ques tion, but threw them out as a general suggestion for their consideration. Mr. GitovEs inquired whether they had offered more for the line than the South Yorkshire ? The CHAIRMAN said they had. The chairman of the Eastern Counties had offered more for the East Anglian than they had, and when they considered how competent that gentleman was to estimate the value of the line ; it was a fair criterion for them to judge of the importance of the acquisition it was to the Great Northern. Mr. SUKER expressed great dissatisfaction at the policy of the E ist Anglian agreement. The CHAIRMAN then put the amendment to the meeting, and upon a show of hands it was negatived, there being but three in favour of it. Mr. llEitapazu said he considered the matter of so much importance, that he should demand a poll. Mr. linofins then proposed a resolution, to the effect that it was the opinion of this meeting that the directors should not in future enter into agreements with other companies without the previous sanction of the shareholders. Mr. TRIMMING seconded the resolution. Mr. DicKsoN opposed the motion, which he re garded as a censure upon the directors, and on that ground ought not to be adopted. The CHAIRMAN then took the sense of the meeting upon the motion, and upon the show of hands it was rejected, there being but five in favour of it. The CHAIRMAN then put the original motion, "That the report of the directors be adopted, printed, and circulated amongst the proprietors," which was unanimously agreed to. The CHAIRMAN then proposed the following reso lutions seriatim :—" That a dividend be, and is hereby declared, at the rate of 1/. 10s. per cent. per annum, upon the Original Great Northern Stock; and of 3/. per cent. per annum upon the 13 Great Northern Stock, as guaranteed by the A Stock."—Agreed to. " That to raise the 750,0001. capital, as authorised by' The Great Northern Railway Act, No. 1, 1851,' there be issued at par, rateably to the proprietors re gistered in the books of the company, on this date, upon the terms and conditions recommended in the report of the directors, 60,000 five per cent. prefer ence shares, of 12/. 10s. each, redeemable by the com pany at any period on six months' notice, at a pre mium of 10 per cent. ; and that any shares not ac cepted by the proprietors be disposed of in the dis cretion of the directors."—Agreed to. That the directors be, and hereby are, empowered to borrow under the provisions of the several Acts re lating to the company, the various amounts of loans thereby authorised, and which are not already raised. —Agreed to. The CHAIRMAN then proposed the following reso lution That the salary of the secretary be 8001. per annum, and be included in the arrangement for contingent increase, adopted by the directors with reference to the other officers." Ile said they bad made some revision of the salaries, but they thought that the scale now fixed should remain as they stood as long as the dividend paid to the shareholders re mained at three per cent., but they considered it a g principle that they should be increased rateablys ot he dividend increased. It was a great object give un dertaking to have efficient officers, and ibis in would pro moting the those of this company an interest in P everay welfare of the undertaking. a On putting th e re s olution, several asrheadreghroeladtelrys ex pressed their dissent, and many pPe cited at the proposition. a o p w pr p o r v o e p d oa a e n d. d 3 d decided"'a that the salary of The CHAIRMAN said the prop aop s p al ein d te id d n bo ot originate with him. A committee consider the scale of salaries, w as ho n the secretary should a b t n e h e i n d c i r r e e a c a t t This was reported to d h always been of opinion that a o T n h s ieb case a i t s y e w d confirmed it. Ile - a . t entitled to a large salary, because secretary de volved upon require of the i as diflii different i h e reaedirectors with et s eti n sh d e :i adomnf theirdahmanagers hs ai gsodewpruonstsyoi position ihroeedtli discretion. n. p i on t f were frequently locomo tivecalled to act upon their own responsibility, A nd traffic departments,. w h o and to exercise their own discretion. Still, he thought they ought to agree to this resolution. It was not given from any personal consideration for the secretary, but on the ground that it was a fair remuneration for the office. The proposal provoked considerable excitement, and when a show of hands was taken, and the Chair man declared the majority was in favour of the reso lution, a large number of the shareholders were dis satisfied with the decision. After a scene of consi derable excitement, the meeting divided in 8 formal [canner, tellers b e i ng appo i n t e o, w h e n there appear For the r eso l u ti on ....... ••••• • • ''• 10099 Against it .. • • •• • • .. —1 Mejority a 011, havg de cided th a t th ey we re precluded from a A poll was th e n demanded, . ........ . AIR MAN ppointment of consented to take the division by the p tellers. HERAPATII then f orw ard, and stated that came d he would not persevere in emen ding a poll on his amendment. separated. and directors, and the meeting A vote of thanks was then passed to the Chairman The notorious murderer, the cure Gothland, nearly effected his escape from the galleys at Rochefort the o th er d a y, He had cont rived to possess himself of a priest's cos tume, but was discovered before he had quite finished drezoiiag. MEDICAL ADVICE ON THE SECRET INFIRMITIES OF YOUTH AND MATURITY. With Plain Directions for their Prevention and Cure. FIFTY COLOURED ENGRAVINGS ON ?TEEL. J at published, in French, English, German, Dutch, Spanish, and Italian, in a Sealed Envelope, •2s. 6d., or post-free, from the Author, for forty-two Stamps, SELF-PRESERVATION; a Medical Treatise on tho Physiology of Marriage, and on the Secret Infirmities and Disorders of Youth and Maturity, usually acquired at an early period of life, which destroy t ie physical and mental powers, diminish and enfeeble the natural f 14ings, and exhaust the vital energies of Manhood ; with Practical 0 )iervations on the certain Prevention and successful Treatment of Nervous Debility, Local and Constitutional Weakness, Syphilis, S ricture, and all Diseases and Derangements resulting from Indis c 'ellen, as adopted by Lallemand, Ricord, and other eminent mem riers of the faculty in France. With Fifty coloured Engravings, illustrating the iiatoriy, Physiology, and Diseases of the Re productive Organs, explaining their structures, uses, and functions, and the various injuries that are produced in them by solitary habits, excesses, and infection. BY SAMUEL LA'MERT, M.D., 57, BEDFORD-SQUARE, LONDON. Doctor of Medicine. Matriculated Member of the University of Edin burgh, Honorary Member of the London Hospital Medical Society, Licentiate of Apothecaries' Hall, Lowion, Member of the Hunterian Medical Society of Edinburgh, &c., tee. This work contains a plain and complete description of the ana tomy and physiology of the reproductive organs, and of their relative conditions in health and disease. Dr. La'Mert, who has taken the highest medical honours, as evidenced by the diplomas and testimo nials inserted in the work, is the only legally qualified medical man who has exclusively, and for many years, devoted his studies to the treatment of these complaints. 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