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

~L R s /A t) . • 5 1 jo • • I 1 9) oz••• 55531 , 25.1 ....o. ...9 s.••••. h t • 4 . - s! os 9 ,b 319" gi Coin I/ id J . 4 ia • y p o~ b bos ture w rie ,cel ) 0031 t , e tn bo b o , •v• t r tiv • r ,„b 1, c o. vr,o V9 l C tb ef 7 6; o ,hie 0 t b ion 0f _ off ° , 11 0 ce toiu' sjoi ‘ j s i ' 3lr , 7to Z _ e 6t :Jet' le beri f COn. 6' otor ° • 1- , 0, 1341 f e ore t E'di l Y o er• c el , bat ~dvsl ls , ha ve ten to 3 froW ee ls last los .1, 41 I:tt.l 0 1411 fo od w ife 131 ,, ; 11 o fooc l ' fait) , jobs 0 . 1 3 " 0 56 iere fo ot e 4 ije : Bic/ 01°13- •P iife e stirrei , tb 01 944 , Fort" Ao a ofor pi% J• Goret, ° o ll :9 es P uH catl,,,,': bsr , t roe' .. I t o ono 01 t )e da - ug hter 4 4th in ftlifiejelidi, , joho oiaii,log. n a t.,t d ldo r Yo jive 1111(i i i 1)0 2.1 6. ti t el 4 heGo .EXCHEQUER BILL-OFFICE, Th e 2, Whitehall-yard, February 18, 1845. hr 6 ,'" , EQUE.P. BILLS dated in the month of 1844, tut Ten cease. dt le "kt 7 \ ictoria, cap. 87, 9,132,1001., 1848, with the htterest the x; r eon, will be PAID OFF on the 18th day of March, 1845, when Such Bills will be received daily horn half at clock till Two, until and including the 7th . day of March, tiots forare , where Lists are to be obtained, containing Instrue lieir i ZAtig the Lilts. The bearers mutt ladorse each Bill 'with ~,Q u alc gnatures, and write their names and residences at th . e kras of each List ; and where the names of holders are inserted in arers, not bein bearers holders, must previously obtain the o 4°rseinents. The must attend to give receipts for v.eaYraelit ▪ • imp" ' (;f I neY be obtained,- If required, previous to the said 18th to th at ouch, :,poll leaving the Bills for examination one day p for aeR Itu:,tucli such payment is desired. ?An v.,._ 4b earilig an Interest of One Penny-Balfpenny by the day -Moth Onq Hundred Pounds, and dated the said 18th day of the Exley be ob tained in whole or in part payment of principal of aroount7quer B ills above-mentioned, upon stating the require,/ new' the Lists, delivered on or before the said 7th dof March, 58 1 lied B ilis, with the interest on the Bills exchan ay ged, will be lg ,9te 1 9th day of March. ,411Exhequer Bills charged on supplies dated prior to March ' ""ve Leen advertised to be paid off. CARL. SFORD AND BURY RAILWAY, tta L lY, 7 BRAT IitTREE HOCKING lIALSTE U), SUDBURY, 44). EN en l UM (with ' projected extenaious to Thetford and Mal- Thirty-nine Miles. C aPlial,7so,ooo/., in Shares of IL/. each. Re gf .„ .. Deposit, I/. 7s. 6d. per Share. . Provisionally pursuant to Act 7 and 8 Vie., c. 110. t el r Finis parkeer,NOVIKOIVAL ir Bart., hlelford all, Suffolk. Tyssen Tyro% Bart., H M.l'. far Essex, Boreham sir ,House, near Chelmsford. o„nel "bn Page Wood, art., Glszenwood House, Essex. T. F. Addisonhilton Lodg. Eudbury • . I/tr ue:di/Iton, Esq., the Ryes, Sudbury. The rtu„, Bennet, JUL,. Esq., Rougham Hall, Bury St. Edmonds. Jane "el'. Edward Hull, Pentlow Rectory. e ll a r t r r :s E te m r,.E , sq., Little Maplestend 111..11, Essex. Lyeton Hall, Besex, sad uti courtauld, Esq., Fole s treet, BocAing. ,Touta C hauntler, Esq., Friday Leu•Sczi. t7Ltdialuuds, Esq., Sudbury and London. Thhe Enunett, Esq., Peckham. p . V . • H. Faulkner, 'Westgate House, Melford. R. i 'cklaY, Esq. Sudbury. JeprßGreenwood, E 4., Bank, Halstead. e Haycock, Esq., Chelmsford. ./0 - Z R eale, Esq., Gray's Inn. Itio übbard, Esq., Sible Hedingham. W. iT aa ,,..lounings, Esq., Sible Heolingham, Essex. Tb s ii:• 111 11, Esq., Bank, Sudbury. 11er 5 2,...• Thomas Ludbey, Cranham Rectory, Essex. 04 . "' w • Meyleyard, Esq., Chatham-place, Blackfliars. will Oujey, Es q ., suited Dail, Essex. 446", G eorge Parker, Esq., Springfiekl-place, Chelmsford. sc ,. "bion Piper, Esq., Coins Engaine, Essex. atio, g ; .l Veller Poley, Esq., Bested Hall, Suffolk i.fler Poley, Esq., Boxted hall, Suffolk. bt n le, well, Esq., Halstead. ' 0 47, • %odium, Esq., Sudbury . . Esq., Sible Hediughans, Essex. ,Trater, Esq., the Howe, Halstead. Esq., Manor House, Weathersoeld. Essex. (With power to add to their number). ENQINBEIL. W. Thompson, Esq., C.11,* - -- - -•- 1 .014 0 „ SANIBEL Ntn,„7 ll rOlnl, Janson, and Co. Abchurch-lime. 4 1kis t . , ° rd trio Braintree — Messrs . Sparrow and Co. liedb,,,_`.l—London and County Bank. heryMessrs. Alexander and Co. I,4,eiesrs. Oakes, Bevan, and Co. 1.--- Hank of Liverpool. White SOLICITORS. and Borrett, Lincoln 'klnn-fields. ` - litrentler and Westwood, Gray's Jam-equate. LOCAL AGENTS. 111 --James Parker, Esq. Cunningtos, Yeley, and Canningtoa. ag4b*'u—D. Sewell, Esq., and G. P. Arden, Esq. ts, Y — Messrs Stedman. ht Melf ord—Riehard Almack, MK. 114 .e L-Ml l i; e- P fi ar ile"Jars the public are referred to the Prospect us ' e A ° tees :F L panY, copies of which may be obtained at the Corn lents, 11, lloorgate-street, London ; or of the Solicitors tPiqi e ,‘ 4 to the under-mentioned Brokers. 01•4'.0.ns for Shares, in the annexed form, to he addres ses to 1 . :k 11 0,1 2 °, 1t ., 1 ?..e Company, or to the Solicitors or Agents, an hi g .,,r°k_ers:--L. M. Simon, Esq., Warnford-court, Lon d on , ••• `'s t. , Live 1. Henry Benton, Esq., Manchester ; '" and Rhodes , Leeds ' ; Mason ' Nes.Esq., Bradford ; p/.)iincan and Hutchinson, (Ilasgow. — ‘ l l i 1,.. OF APPLICATION FOR SHARES. " -I VISIONI.L COMMITTEE OF THE CHELMSFORD ‘ 1 11;/ 1 „ 44 ,4ND Rum' RAILWAY COMPANY. L Please allot me Shares in the above Corn s,l4..ereby undertake to accept such Shares, and to pay the_ b t ,;" l 4 and also to execute the Parliamentary contract ano ,atreernent, when required. met s d this day of I am, Gentlemen, Your obedient servant, , 184 i, ♦ Warne, Address, Profession or trade, 1 -- ---..„- I leftrence, T sou,„ IMPnOVEMENT ACT. ~,.."-A.ol:lthi,-;';;;eNVI3EoSdr- TERN EXTENSION RAILWAY. a COPY of the Petition in favour of the above exten d of Trustees, acting in pursuance of the ' l isieZ l i t r esented by Mr. Hawes, M.P. for the Borough, on tile n o The G4 at 2 1 ?orable the Commons of the United Kingdom of nutob ie Britain and Ireland in Parliament assembled. , 4 1, a Petition of the Incorporated Trustees, whose seal is u ltiC t 4 e d. acting under and by virtue of an Act of Parliament, 6 14 41,7 Of th e beth Improvement Act, made and passed in the , l 's l llll of his late Majesty King George the Fourth, i'tlis"eil 16 'et for watching, lighting, cleansing, and otherwise a i i. r otlds, streets, and other public passages and places 41 417'jr, s tn left as belonging to the original parish church of th, in the county of Surrey, and the ecclesiastical !:IVaterloo District in the same parish' fir,,,,2,!i0t in the opinion of your Petitioners the proposed To t h `l l ir. e ,muth-Western Railway through the parish of Lam itti,;e'f; Vand very materially to carry out the purposes of lo eo e veraent, for superinter ding which your Petitioners sZ,: . 4l4. l "`A's r , f ir purated as a Board, by virtue of the Act of Parlia tith' tilt erred to ; that the organised system of watching and "'ot e ' r uret.b. t j to be attopted along a railway proposed to inter ktlo,4'',Nir sad Portion of the parish, and along the numerous / o „ . 4,„arford,,r streets to be formed in contiguity, and the In ikyql; "Oaive by such approaches for the erection of a better and Bail `quoi of house property, conformably to the new Me oinn,et, and the substitution of occupiers of a less l a b - `Aeld to contribute to the local rates, must Duni ,._..;utiiekolaciniigohnti:nsgofofyogerloecalititietyners in the improvement of the alluded to, and where at pre -1,4e,r, ti lku deficiency in these respects ; that the drainage t e heeoi Preservation of a railway, ancompuolisowrhicinhuinstebveery of grellat i.h.t these 111-built Daratively unknown, or its proper maintenance disre terkei t g i i therefore, your Petitioners, as officers appointed to 1 1 e1:A ille Dr!, etavising of such districts, seek most earnestly to U 4 , 4l Dective advantage upon your Honourable House, kl , llo, l "kaa he. remedy within local means can prove so conducive t h N. re ' a eouuteractive of periodical contagion which, to your 111,141:,e,tekugfet, must be admitted to be too frequent there, and a 4 14, 1 ,- , , Of eo v e Poverty and density of the population is difficult, t 4i l esai - o. : 51. oul. That your Petitioners are of opinion, h t , k l eilauti n l ee strient created by a railway will occasion gene (ou suer Of the local taxation of Lambeth, and thus benefit tr k P etiu Cal vi ew . VS:ltteu n : n ers, therefore, most humbly pray that the e proposed NZ t he above extension, and now depending in . your Vk t ;k4l fth re, A Bill to amend the Acts relating to Vitmreie tie N ine-elms Railway, and to authorise extensions 'lne-el/111 Terminus to a point near to Waterloo and in the parish of St. Mary, Lambeth, and to the t.,, ln ts. in the parish of Battersea, ll in the county of oUP `e wilt e t v h e e r p s r an ay e . t , i , on of your Honoaurable House, and and signed GEORGE FALL, Clerk 4) 3 . s ATIIrt BEST ENGLISH *WATCHES. 4 S . SAVORY and SONS, Watchmakers, No. kkr t tgroLiarlhill, London, opposite the Bank, request the atten -18, 511 hick to their stock of London-made PATENT LEVER : E,„„.}l, are manufactured by themselves in their own \,..Driet. r a C ases. with the I)etached Escapement and Jew k4t4tutzio;s4: ; or i r n e G F o o ld ur c Guineas n aTn,tylelaveHaFlfo,urtSiexe,nanadndEsigih.t rY 4 t4 . cl i• The ve a- ry 'el la ' rge e stock offered for selection in tt4lkolat,a•-•enlition. enabling a customer to select that which is t ;•••....zz adapted to his own use. k kl ti ' l ' tilik tt• it , li e , IS, Tea Urns, Knives and Forks , ltq l litl'oit?r,,..rs,WATSON'S, 41 and 42, BARBICAN. 4,, >6,,iier 1, ,-,-FOLGATE. Established half a century.-A set V . 1.4 1 : 5 1.11„4 8- trays, including the largest size made, 355. ; very %;::)4ae,, , t .ri all over, 5 is .° a Set of Three, and up to 141. ; Ja liat. I,,,:i'e T o s a • 6,1 . a Set, and upwards ; a Five Quart London Nt Itel l ',„, _'t of ate with the newest patterns up to five gui -4ofiiiV4l4,l; Patent raised London made Dish Covers, IBs. 6d. ; it,"'"fi•.. ed . Ws. 6d. Set of Six. Elegant silver shape, 525. 6d. , ki, 4, 4a. kn , ' Y es, Ils. per dozen, Dessert, 9s. ; Carvers, 3s. 6d. l t. b, g.t. th. TABLE. DESSERT. CARVERS. 1 . a4 - 7,orne bill doz. doz. pair. 6 Nol•4...`•lianaloyt_ see har:4le ..• • 18s. Od. 14s. Od. 6s. d. ar st and :'' ,4 t* Nt 4 4l. i'il t • t • . : o :.• •• • ..... .... „„ 295. Od. 16s. Od. 7s. 6d. 3j , w "kl4ll to " i :ll iv Al er bata Plate 94,k 4t4 •1? ...... 225. 6d. 185. Od. 85. 6d. o , h aw , Forks half the above price. ~ ttki,, sew 'so/hely Illustrated Catalogue and Price Current S„, l al l eees t i :., and families who regard economy and elegance 4111t4eZDolit f r ` rn, elves of this useful book, which may be had h,1 4 "'qu o ,. : i e., from the above address Lk!illy ~ the celebrated Albata Plate, which is so rapidly ;' h t W° Oli le Yr ' ii -P, C. WATSON'S PARAGON CAMPHINE 4 141 111J,,..iit k th w. LAmr. 414'! `'' , hich has proved fatal to the success of the Vesta e,,.s.t g, a i .,,, rit 'ssion of black smuts and smoke. is entirely ob- Vt," ) 't s„ - ,7°n -the brilliancy and purity of its light surpasses kr, 4. 11 , , i .,, , and burns for one half-Pcany per hour. . s e•IS.: blot s houses 41 and 49 Barbican, and 16, Norton Poi -4.1 y with every variety. -• The Spirit, analysed by Dr. 11` ,11 5ch,..:,li r atson, at 4s. per gallon. qt n . 2" for Chapels and Public Buildings. v t ),. E A ~"„, IN THE "I- BRITAIN STEAM SHIP, and Iv GREAT BRITIAII DRESS MART. P.Rem ondon, diy R port, thou mighty bark % I „ c0 ,„.._ 4 with delight we mark. h_olt i ~..eeratulate thee, noble ship ! tv:oii,' - * . oornplishing thy stormy trip. ~1,4 . re k, o 7,.. o f_ondoners, both great and small, isi t , o t rata t 7,,,, n ir thy appearance off Blackwell. tiq,,Vite ‘ ,„" i T I !I with thy vast structure smitten, , 4 110 le.`t'l z ` n Wonder on the huge " Great Brunie.' Th. , lie r ~,..J'eet to have our whole attention -ICriii, a ' .der claims especial mention. li(j l4 , l ie I.'at g l itY mart, whose giant bulk A , s 'm'asht i for thy stupendous hulk. h.,"'leg and k r iN have built a ship of trade-7- v.! t,,011-?,..nbue'. giant-like display'd. .S l y t b a P e i` c, l i t e lo , ll's t • ye.ves this vessel float! : . .sttj Whitt, Cr,cargo o! superior coats. Itt lii be (Ai ,. ° 1 is neede..l to equip, oi l i .,„ ‘ eh,,Oilled at this commercial ship, 474: 41 ear; 15 11, „ li n its bulk a noble slett discloses, llei ork , ie 'matchless still oiCaptain MOSES. 1 ardmiliNotrititled " THE COMMEItCIAL PHENOMENON," kst 11. °11% for Self-Measurement, on applieation, will be l t_h p , r ee. IV. , tni 'IN • hx ,„ I N , Inc READY MADE. d. -I`'‘4leld's..:" --•• •• • . ........fr0m 08 6 k:i t telkagton. . • • ...... ...: :: :: .................... 9 10 6 ViTo * eo:f k " , A.L1 1 ... 1 . ...... 0 12 6 LIN •lt ite -aitt i ,,,, ", Peltoes, and every deamiptlon of 4 - ;4 l) .ll* . h it : Com.loMely trimmed ••• • • • ............ 1 0 6 6 0 6 /\N4,q'''‘iii:l'sn'seir:ltrY 'tYl°- ) 441 4 j e t z to . s e(41 .... . ...... .. ••••.. • • • „ ... ••• • • ..... 04 6 I• • • 0 10 0 I N° ,, kil"' Ice.. .. • • • • • ... ••••• • • • • •• :: :•. :: 1 0 0 • • t "•-•••••••••" tt i ,Q_ 4 6 tea b i," • ...... ...... k • rvi k Tr i ,. ~,,it . a .‘ to ...... :: :•••'•'• '' .. .. .. ....: vc, - . 11 / 4 .lws, • b • ....... .. ... •' • • ......... It e , • • • • • .... ee 0 le, . re MADI Till MEASURE. *ll: '4 ; (:t 4tA' . tiL i o 4 4 **,4 .. i n Cu ir , V et eollar and cuffs • . ...... .. from 1 1i 0 L'Am r : i ‘to . 4 wr, ti . ii tYls and sh ape, liandsomely trimmed 1 5 0 01kCo Ih t. .°uscßA '••• • • • .... ••••• • .. •• ............ 017 6 't 't t. 4 D iet s '" .. '' •••• - • ..... ........ 0 -. 0 12 6 . 4 1 . tl !ea Tro_Pattent ..... ... ..• . : .... .............. 0 l 6 0 iti•t,Zr b itl V:set users • Vile Nt '.. in 5 ,;,,'• ••• • • ~.„ , • • ....... ..... 0 7 0 liNei l n l ito ,' • • ' I " , Pattern .. :--• • • • ...... ...... • • 0 8 6 tt t vo lit ' 'mit • to • . 4 " • • ....... •„-•• • • • • ~.... .. 11,`Y . ,, t bet,:..• • • ... nu faatured .. .: :: :::: : • • 2 15 0 tt, i 1 / 4 •••• • • • l5 % "...leapt .. 'E I Eit . itred .. - ••••• • • .. 4 % , 4 t 4 iti ; • • ................ b kl i > or ta t**t eau be • • .......... . • .... ..... I 8 0 . had at five minutes' notice, at the kX I N, , a, N'' ,, k,. telt,'" coat g prices • ,‘" t, ~,.. , 'vest, and trou • INZ(1, 4.1,1ay a s' and treustra trousers •••• • • • • ..froin 1 16 0 tl'oln 0 18 0 ti t% 44t k ''' the in niele "•••••• '' ,I) . ... o ne ._ _ , Purchased or ordered, if not approved of, ts 4,4113r,7 43 , 11 5 ' an r and SON, tRk1:414,-", /14:uttltter. SON, Tailors, Wholesale and Retail ' O a; id General Warehousemeu, 154, 311no k4t -- -F; 7, City, lk_ r v_ m ei. ,, n ‘l lol ,,,, a. ,,, opposite the Church. ~.._,t 44,: i. 114 e 7 n2 ayin ," 1 " , ,,.. . are obliged to guard the public 7 41 1 ? 'zq t, it,'"ed ~,i,'r-leu that the untradesmaulike false iot,,got uhtzi n,, ny , L. , them, or it's the same concern, has 4 144 , z -whT7i,VCCS, arid for obvious reasons. They )•'tik ;44.34,;,,, hg h 0 d eB w , I'll AnY other establishment, in or out -.NV: uP6ititt .t, zko., `re_gelo44;2l43 Cheap Clothing should (to 1•444 1 . 14 u b tialia Lue eb are can or sew; to 154, Ilinories, or 86, 3 tiliftt 54 tran a .... • 04 isittur zt y ed at this EstablLshtcoOt fiont sunset on , when business is restune4 gi; twelve - f✓ - ."---- /j . ,--- - 1 -' t ,/1 -, ,: ../7 -, / A 'f l,../ . _ .0 •,. , . .... • / ••I . f/k1. , ,! . ; , .' , ..' . ' .• , , , t ..1 ., 1 , ..,,,. 4 ....-.- ......,:., )„ 4.-.1, i , A :fil-., 2 ,, , Am ,„,. ~... ..s.- . ' , 4-.• . , ~, , ~ 1,. . '-1 ' \''.."; _, r...... \ VC - J.4bl - -'''' .• •.. .., . 1-roWs,.. • ...--, .. _ f ' A 1.,. 4 , ..„„?...,,,.- ,"I -n; 2`.. 4- *',„.f4 , 7` ti . ..e r -:/, ‘ , i ‘,.•'-•• ~, , , ,K 4 -- Po -e.'....4, oh,' , • . ' I , --'.. ' ,44.104,.• , ‘ --. 4 .,,,....n. „.„ ,„. , .„.• ..,...., • ..._‘:...,, . ..., • - ,•,.- , • ...,..,,, , , --- 4. ---, 1 • ..t. 1 '.. , -I . ‘ , •'. •4 1 - ,_ ./ ‘ ... r, r• .I.4,—____ , , ' 5 . ' , i. • It _7 , 1 :1,2: tf 1 4' -..-,-, '.f, N - ' r . • fr , ~ f... 1 .11 . 4 .• ' ' 1 X S : ; . l'. i - - - .• ,"” ' 1,. • ' i l, 4 ,-- ;"',..i 140 , •-,, 4, ‘-7 . .... .- - •"*---, ' . .,.7. ~,, x_ • .. , 020..c ~ ---•'' i - ..f 1-- --. ..,,,,. • ' .•• i l. , 1,4 4. - :t•,‘.. LM ,10 , 11" ~. •7411 7 .0,V. ' I} l2 011 . ''' ' ,:r•it ' - '" - Z. - -- - , ..'''' ,4 •?e,t. . N' ZN ' .• + No. 16,396. LONDON, WEDNESDAY N N S -Ny ivimicn. 5, 1845. PRIOR sd. THE SUN i s Pahubishe d EVERY MORNING at FIVE 0 CLOCK, in Time for the EARLY TRAINS and TOWN DELIVERY ; a SECOND EDITION (Even:ng Sun) is Published in Time for Me AFTERNOON TRAIN and a THIRD EDITION at SEVEN 0 CLOCK, for POST, Containing PARLIAMENTARY and all other NEWS in LONDON up to that Hour. ADVERTISEMENTS INSERTED in ALL THE THREE PAPERS, Mornii g, Noon, and Night, thereby insuring a TO 11 7 .:V and COUNTRY CIRCULATION at ONE CHARGE. A RGUS LIFE ASSURANCE COMPANY, 39, THROGMORTON-STREET, BANK. EMPOWERED by SPECIAL ACT of PARLIAMENT, 5 and 6 Will. IV., c. 76. THOMAS FARNCOMB, Esq., Alderman, Chairman. WILLIAM LEAF, Esq., Deputy Chairman. Richard E. Arden, Esq. James Cl:ft, Esq. William Banbury, Esq. Rupert Ingleby, F.sq. Edward Bates, Esq. Thomas Kelly, Esq., Alderman. Thomas Camplin, Esq. Jeremiah Pilchtr, Esq. John Hu.mphery, Esq , Alderman, Lewis Pocock, Esq. M.P. Pnysictiku—Dr. Jeaffreson, 2, Finsbury-square. SURGEON—W. Coulson, Esq., 2, Frederick's-place, Old Jewry. CONSULTING ACTUARY—Professor Hall, of King's College. LOW RATES OF PREMIUM. In addition to the subscribed Capital of 300,0001., the Assured have the security of the Company's income of nearly 60,0001. per annum, yearly increasing, and an accumulating Assurance Fund Invested in Government end other available securities, of considerably larger amount than the estimated liabilities of the Company. The rates of premium are reduced to the lowest scale compatible with the security of the Assured, and the stability of the Company, thereby, in effect, giving to every Policy Holder an immeqinte and certain Bonus without risk, in lieu of the deferred and frequently deluslse prospect of a periodical division of Profits. • ANNUAL PREMIUM TO ASSURE £lOO. Age. I For One Year. For Seven Years. I Whole Term ---- £0 17 8 1 1 8 1 5 0 1 14 1 3 2 4 £0 19 1 1 2 7 1 G 9 1 19 10 3 17 0 £1 11 10 2 0 7 2 14 10 4 0 11 6 0 10 One-third of "Whole Term" Premium may remain unpaid at 5 per cent. compound interest, as a debt upon the policy for life, or may be paid off at any time without notice. In Assurances for Advances of Money, as security for debts, or as a provision for a family, when the least present outlay is desirable, the varied and comprehensive tables of the Argus Office will be found to be particularly favourable to the Assured. The Medical Officers attend daily at a Quarter before Two o'Clock. EDWARD BATES, Resident Director. A liberal Commission to 'Solicitors and Agents.- NA'FIONAL LOAN FUND LIFE ASSUR AXCE f 4 OCIETY, 26, CORNMILL, LONDON. Capital £5C0,000. Empowered by Act of Parliament. DIVISION OF PEOFITS. The steady saceess and increasing prosperity of the Society has enabled the Directors, at the last annual investigation to declare a gecond Bonus, averaging 61 per cent. on the ainoults invested on eaeh Policy effected on the Profit scale. EXAMPLES. a. d. s. d 77 5 1 12 3 64 5 6 916 4 51 511 711 9 .i,',7 1 - 11 P: P. a 5 LI . .04-7., `“ t P r p '•4 Premium $ Bonus added. Bonus in Cash. s. d. l s. d, 11837 170 9 3 74 3 4 1838.144 2 2 1839 116 16 0 X a. da 346 2 3 246 13 4 247 4 5 The division of profit.; is annual, and the next will be made in De cember of 'he present year. This instkution offors many important and substantial advan tages with respect both to Life Assurances and Deferred Annuities. The assured has, on all occasions, the power to bernw, without ex pense or forfeiture of the Policy, two-thirds of the premium paid, (see table) ; also the gption of selecting benefits, and the conversion of his interests to meet other conveniences er necessity. Assurances fbr terms of years are granted on the lowest possible rates. F. FERGUSON CAMROUX, Roe. BRITANNIA. LIFE OFFICE, 1, Princes. street, Bank, and 448, West Strand, Lordon, January 1, 1845. Notice is hereby given, that the BUSINESS of the LONDON and WESTMINSTER MUTUAL LIFE ASSURANCE SOCIETY has been TRANSFERRED to this Company ; and all persons holding policies issued by the said Society are informed that, as soon as the renewal premiums thereon shall become payable, new policies will be granted to them by the Directors of this Company, at the samd rates of premium which they now pay, and without any charge for stamp-duty ; and all claimants on policies issued by the said London and Westminstor Mutual Life Assurance Society aro informed that suelt claims will be discharged by the Diree tors of this Company, a soon as the the same shall have been substantiated. PETER MORRISON, Resident Director. WITANNIA LIFE ASSURANCE COI- MANY, 1, Princee•street, Bank, London, empowered by spe cial Act of Parliament, 4 Vic. c. 9. HALF CREDIT RATES OF PREMIUM. Persons assured according to these rates are allowed credit (with out security) for half the amount of the first seven annual premiums, paying interest thereon at the rate of 5 per cent. per annum, with the option of paying off the principal at any time, or having the amount deducted from• the sum assured when the policy becomes a claim. Pelielrs may thus he effected at lower rates than are generally re quired for the term of seven years only ; whilst the holders have the same security for the payment of their claims, whenever death may happen, as if they paid double the amount of premium, which would be charged for assurances effected in the us 'al way. Extract from the Half Credit Rates of Premium. Annual Premium required for an Assurance of 1001. for the Whole Term of Life. 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Smut Navigation Commissioners to raise money for the purpose of carrying out a great public improvement antho•ised by Parlia. ment. From this difficulty, however, as well as from the appre. hension of that great Improvement being iirptyled by the intro ductlcst of railways into the distriet, we are relieved by the offer made by the railway Company to whose scheme we recommend that a preference shou'd be given, to take upon themselves the burden of the guarantee to the extent of any loss sustained in con sequence of the construction of the railway, subject to any reas,n able conditions and arrangements. With regard to the remaining point, that of safety, it is ad mitted that portions of the soil being undermined, subsidences oecas!onally take place; but there appears no reason to apprehend any peculiar degree of danger to a railway front this source, be.. yond what equally affects the canals, made, tramroads, feunderies, and ether buildings of the district, and which has never been considered. an impediment to the introduction of railways In ether mining districts. Some of the most eminent engineers of the day, among whom may be mentioned Sir J. Ronnie, Mr. Bru nel, and Mr. R. Stephenson, have proposed the lines which pass through the district in question, and are clearly of opinion that they may be worked without any unusual degree of danger. We are of opinion, therefore, that some one line of railway is required, and may be properly sanctioned, for the accommodation of the district In question, between Wolverhampton and Worces ter. This being conceded, the sanction of a line in connexion with it, to connect Worcester more directly with London, and to give communication to the large intermediate district, appears to follow almost as a matter of course. Thesupply of coals to this district, where a great reduction of price Vibe effected, is alone an important object ; and, on the other Ilknd, as outlet will be afforded for aiiricultural produce. A population of about 128,000 between Worcester and Trine would be accommodated by the line in that direction ; and, on the whole, taken in connexion with the Worcester and Wolverhampton Junction, the traffic seems sal cient to justify a fair expectation of return oa the capital to be invested, as also on the Rugby and Oxford portion of the line, which will sornplete a chain of direct raillery communication from thetios4lhan4aind.Axidland 4e-she- ittaii&tu• and southwestern counties, and will afford to thosocounties a valuable supply of coal from the Derbyshire collieries. We proceed, therefore, to Investigate the subjcet, on the assump. Lion that one or other of the competing schemes promoted by the London and Birmingham, and Great Western Companies will be sanctioned, and that the question is reduced to one of preference between them. In regard to distance, the two schemes are as nearly as possible equal, the distance from Worcester to London being 122 miles by the Tring line, and 118 by the Oxford line; the former, however, terminating at the Euston.square station, and the latter at Pad dington.' The number of miles of new railway to be constructed in either case is also nearly the same; nor does there appear to be anything in respect of gradients or engineering character calcu. fated to give one scheme a decided preference over the other. The course of the Tring line accommodates a larger population between Worcester and London than the oxford line ; but the importance of the districts traversed by either line, and left out by its compe titor, is hardly sufficient to give a decided superiority on a question of such magnitude. A far more important feature of comparison is derived from a consideration of the question of gauge. The Great Western scheme is proposed to be constructed on the wide gauge of seven feet, used upon the different railways of the Great Western system ; while the scheme of the London and Bit. mingham Company is proposed to be constructed on the narrow gauge of 4 feet 81 inches, common to all the other railways of the kingdom. In order to estimate fully the importance of this question. it must be borne in mind that the Bristol and Gloucester Railway is on the wide, while the Birmingham and Oloutester is on the narrow gauge, and that the inconvenience resulting from the break of the two gauges at - Gloucester has been so great as to lead to an amalga mation of the two Companies, with a view to obviate it, by intro ducing uniformity of gauge throughout between Bristol and Bir mingham, From the arrangements which have been made with this view, it is perfectly evident that upon the question of the Worcester lines depends whether this uniformity will be proposed to be attained, by the Birmingham and Gloucester Railway adopt. ing the wide gauge, •r the Bristol and Gloucester adopting the narrow. The question, therefore, upon which we have had to form an opi riion is, whether it is better for public interests that the wide guage should come up to Birmingham and Rugby, or that the nar. row gauge should go down to Bristol and Oxford ? It would be difficult to overrate the importance of this question in a national and commercial point of view. If there Is one paint more fully established than another in the practice of railways, it is that the inconvenience occasioned by a break upo❑ a line of through-traffic, occasioned by want of uniformity of gauge is of such a serious description as to detract most materially from the advantages of railway communication. The following description of what has actually occurred at Olou. cester during the last few months, furnished to us by a gentleman who has been practilly engaged in the management of the traffic, will give some idea of the working of the system : We experience the greatest possible inconvenience from the change, both as regards passengers and goods ; coals we have not attempted to tranship. " In the first place, as regards passengers and passenger trains:— "The passengers and their luggage have to be hurried across from one trails to the othpr, when there is a chance of the luggage being misplaced. Gentlemen's carriages and horses have to be changed, a 'process uniting time and risk. Valuable parcels Lave to be handed out in the confusion, and handed in. " The result is a delay, with the mail-trains, for instance, of half an_tkour sometimes_ lust sufficient_ if the enrning_in train is or the Exeter or Bath train from Bristol; annoyance to the pas. sengers, who are anxious *beat their parcels and luggage; risk, and expense, as a large body of pesters have to be maintained, . who 3 are not employed, in order that no snore time than is necessary should be lost its the change of trains. With regard to goods, the inconvenience attending the change is far more serious. " Up to this day a great number of waggons, laden with goods of all descriptions, have been lying at Gloucester, which we have been unable to remove, in spite of every exertion. We keep an establishment of clerks and porters to superintend and effect the transhipment, but, In the hurry of business, mistakes occur ; goods destined for Roll are perhaps put into the Manchester truck ; boxes are bruised, packing tern, furniture and brittle articles- damaged. There is the chance of mistake Its the re-invoicing of goods ; the other day, for instance, a bale for Bristol was laid hold of by a carrier at Gloucester and taken to Brecon, a claim for some 30/. being ins!antly made upon us. , "In short, all the inconvenience, delay, and expense attending there Is nothing the senders of goods so much dread as this. The expen se Involved is very consid era bl e ; there Is the expense of porterage, which varies from 3d. to 6d. per ton ; the expense o f 1 an unloading and reloading of goods have to be encountered, and of shunting the waggons, the waste of premises, the additional and, above all , th e lo ss of trade which is sure_ to result from the gand invoicing the goods, the expense clerks employed an e ng m d i ;s:oye d risko cki itattending o b li g es i s peettthihe companies on each gauge to maintain, inspecting change, and the advantage which un interrupted communications, whether by water or railway, are sure to have over you in competition. " Much of this expense and delay, it may be said, can be obvi. ated by better arrangements and more care; by ample station ac. sonsmodation, by abundant carrying stock. No doubt some of it may be prevented, hut this Is only another name for expense. The care, too, which is required must not be confined to the railways immediately affected, but must commence en a railway a long way off. The goods from Leeds for Bristol, fur instance, must be duly placed together at Leeds, packed in such a manner as will enable you al Gloucester to get at them in the best manner. They must be forwarded from Leeds, and again from Birmingham, in such quantities as will be convenient at Gloucester. The arrangements, in short, by which our interests at Gloucester will be best con sulted, will have to be made by another Company, often not inte rested in the matter, and whose convenience may suggest another course. You cannot, therefore, look forward to remedying many of the difficulties attending on change of gusge, which are of this nature." ' - To the above summary of the practical inconveniences men. Coned, we have only to add, that the numerous representations addressed to us by the principal carrying and commercial interests which have been concerned in the traffic affected by the change of gauge at Gloucester, have fully borne out the statement of the evils experienced, more especially with reference to the loss, delay, and misdirection of goods. The principal railway companies north of Birmingham have also made strong representations as to the obstacle thrown In the way of a proper development of the traffic by the break of gauge; an obstacle which, as regards coal, iron, salt, corn, and every description of heavy goods, they con sider as amounting to a virtual prohibition. The question may be raised how far It is possible to obviate the inconvenience of two different gauges by mechanical arrange ments P These arrangements may consist either 1. Of contrivances for transferring the bodies of waggons from the wheels and axles adapted for one gauge to those adapted for the other c or 2. The laying down of additional rails, so as to permit trains of either gauge to run on without interruption. With regard to the first, it is stated that the experiment:haibeen repeatedly tried on the Liverpool and Manchester, the Newcastle and Darlington, the Leicester and Swannington, and other railways, where crossed by local coal railways of a narrower gauge, and has damage to the sa a f r e t t i y cles conveyed. Even if we never sueceeded. The practical difficulties also are obviou s, of securing with waggons con structed withandmotvoeapbrleerenbtodies, excessivethe rigidity iditaynartleasro,lidaintdyrequisite for were to suppose, however, all mechanical difficulties overcome, the serious objection would still remain, that In addition to the expenses of transfer, a large additional stock would require to be kept by all railway Companies, owners of mines, and other parties who had occasion to send traffic sometimes in the direction where the gauge was uninterrupted, and sometimes in the direction where waggons of a special construction were required. This consideration is the more important as, under the system of the clearing-house, the whole stock of the narrow-gauge railways of the country may be considered a. becoming more and more common property, available wherever there may be a press of business, and for as great distances as may be required, in order to avoid the inconvenience of un. loading. additn The second arrangem ent, of laying down additional rails . ma y be practicable under pe culiar circumstances, and to a limited ex. tent, but It is open to gr eat objections. It is very doubtful how far the addition of a sin g le rail onl y efd line. ere If a complet e d ou b le set of ra il s different gauge 111 the same tra i n wou ld would be consistent wit h safety, as in this case the centre of gra vniotty be e f i t n h t e he carriages samestraight were laid down the expe nse would be very considerable. T sa h r e y pease. The diffieulty and expense of maintai ning the permanent cwomoupildieation involve ofswitches andadditional crossingsal risk that would be ne. and great ex way, and of keeping the doable set of rails in p ro p er adjust ment, would be great l y increased; and on the whole, the ex considerable ces ex pense, inconvenience, and risk, would probably be so great as to prevent the experiment from being tried to any extent. We cannot therefore consider the plan of laying down addi tional rails as applicab le, unless perhaps to a limited extent and under special circumstances, such as enabling, fur instance, mineral waggons constructed for the narrow guage to pass for a short distance and at a slow speed over a wide-guage railway; with which view alone it is proposed to lay down extra rails unfits the Oxford, Worcester, and Wolverhampton line, for a few miles south of Wolverhampto n. On the whole, therefore, we cannot consider any of the mecha nical arrangements which have beets proposed for obviating the in. convenience of a meeting of different guages (even if we could assume their practicability, which in the present state of experience we should not be warranted in doing) as anything better than par . tial and imperfect palliatives of a great evil. Assuming this to be the case, and assuming also, as we are cam. pelted to do, that an interruption of guage must exist somewhere, question is reduced to this t to ascertain at what points such interruption shouldbo fixed in qrder to occasion the leist itlsQuVe- Dierice to the traffic 3 ,,d commerce of the country. Frirm the fact that nearly 2,000 miles of railway are already made or sanctioned on the Parrow guage, While pot more thap 300 arc sanctioned on the wide gunge, a disproportion which will be still more:largely increased by the new railways now in contemplation, an inference might be drawn in favour of eonfining the gauge which is In such a decided minority within the narrowest possible limits; and this inference might be strengthened by referring to the obvious fact that the wide gauge has not realised those decided advantagea over the narrow gauge which were at one time anticipated. The actual speed of trains upon the Great Western Hallway, as shown by the published time. tahl,s, and by otlicial return:, is not so high as upon some narrow. gauge railways, and notwitastanding the excellence of its gra dients, very slightly higher than the average speed of other. great railways on the narrow gauge. In respect of vfety, it is manifest that both gauges are alike unobjectionable, with due precaution and proper management; and in respect of convenience and of economy, including the cost both of construction and working, the opinion of a great majority of the most eminent authorities is un. favourable to the wide gauge. Without wishing to express any positive opinion ourselves upon the point, it is enough for us to say that we think there is nothing in the relative merits of the two gauges in themselves materially to affect the question between them, which turns upon commercial considerations. In this paint of view the question Is, as we have already ob served, whether the points of junction between the wide and narrow range should be at Rugby, Birmingham and Wolverhampton, or at Oxford and Bristol. In support of the first view, it is contended that the principle which should regulate the choice of the points of junction ought loin to fix them at great foci of traffic, and centres of converging railways, where delay must take place and large estab. lishments be maintained at any rate ; while on the other hand it is contended that such points are the worse possible to select, and that the opposite principle should be adopted, of confining an ine. liftable inconvenience within the narrowest possible limits, by fixing the points of junction where there is least through-traffic. The correctness of the latter proposition seems perfectly obvious upon general considerations ; but the question Is one of such great commercial Importance that we have thought it right to inquire fully and tirdeadi %IV - h Eirrctreal effects that would result to the principal interests concerned from an Interruption of the gauge, on the one hand, at Birmingham and Rugby, and en the other at Bristol and Oxford. By either combination the traffic of places intermediate between Birmingham and Bristol with each other, and with London, would not be affected; uniformity of guage being secured equally in the one case by the wide, in the other by the narrow guage. By either combination the traffic between places north and east of the line of the London and Birmingham Railway and places south of the line of the Great Western Railway would not be affected, interruption of guage having equally to be encountered in the one case at Bristol and Oxford, in the other at Birmingham and Rugby. By the former or wide.guage combination, the traffic between Devonshire, Cornwall. and all places south of the line of the Great Western Railway, and Birmingham, and all places between Birmingham and Bristol, would gain, i. e., would escape an in. terruption of guage; also such of the traffic of South Wales, to Birmingham, and places short of Birmingham, as in the event of the !Louth Wales Railway being sanctioned, would take the cir cuitous route by that railway to the north of Gloucester. On the other hand, by the narrow. gauge combination, a break is avoided in the whole of the traffic 3 beiween Manchester, Liver pool, Hull,: and the northern, eastern, and midland portions of the kingdom, and Bristol, Gloucester, Worcester, and the whole district intermediate between the London and Birmingham and Great Western Railways. The paramount importance of this consideration has been strongly urged upon us by parties practically acquainted with the traffic, and by the principal interests affected by the question. In the memorial already referred to, signed by the representa. tives 0146 Iron-works, 57 fbrnaces, and 93 collieries, in the Staf fordshire mineral district, in favour of the London and Birming ham line, and narrow-gauge system, it is stated that, of the total export of the district, only eight per cent. is sent in the direction of Bristol, of which by far the greater quantity is shipped from that port, and would therefore be unaffected by a break of gauge there ; while 37 per cent. is sent to Liverpool and the north and north west of the kingdom, and 13 per eent. to Hull and the east, all of which would consequently suffer by a break at Birmingham. The wool trade between Bristol, where wool fairs are held annually, and Leicester and the West Riding of Yorkshire, is very considerable, all of which would escape a break of gauge by the narrow-gauge combination. The export of salt from Droitwich, both to Gloucester and Bristol, and to Hull and other parts of the kingdom, is already large, and likely to receive ♦ery great increase, if an unbroken railway communication is afforded, which can only be done by the narrow-gauge combination. The same combination affords the Important advantage of an unbroken communication to the traffic of Manchester and Liver pool with Bristol, and indeei with the whele of the west of Eng land, as a very inceusiderable proportion of the goods actually dispatched require to be carried in transit tbrougb Bristol. The same remark applies to the trade of the Potteries with the west of England ; of Bristol and Gloucester with the midland counties, where the imports •f these ports now meet those of Hull and Liverpool; of Worcester, Kidderminster, &a, with Liverpool, _ . Lancashire, and Yorkshire, and of various other breaches of traffic that might be specified. As a proof of the importance of some of the branches of traf f ic that would be thus inconvenienced by a change of guage at Bir- rningham, it may be mentioned that siAglo carriers already send as much as 20,000 tons a year in transit through Birmingham, by the Birmingham and Gloucester Railway, and that the total quantity thus sent is estimated at from 30,000 to 100,000 tons per annum, and is considered to be capable of great increase, the line of corn. muninatinn havino horn nnly Ivory .1.- the traffic having since been greatly impeded by the interruption of the guage at Gloucester, and other circumstances. With the low rates which it is now proposed to establish on coals, salt, agricultural produce, and other heavy goods, the amount of traffic that may be expected to pass from the west in transit through Birmingham, and vice versa, if the advantage of an unbroken communication can be secured, will be exceedingly great. It has been represented to us that Droitwich alone would send upwards of 250,000 tons of salt annually. The same observation applies as to the coal traffic from the mid. land counties through Rugby to Oxford. The whole of the ex. tensive district between Rugby and Oxford, where coal Is now usually at a very high puke, may be cheaply supplied by railway; an object of great importance, which could be only partially at tained if the impediment of an interruption of gauge were allowed to exist at Rugby. - . Another important consideration which seems to point to Bristol rather than Birmingham, as a proper point for the interruption of the gauge, and which has been strongly urged upon us by carriers, merchants, and practical men acquainted with the course of traffic, is, that Bristol, like London, is a great emporium and shipping port, through which a comparatively small portion of the goods which enter by railway require to be forwarded in transit without re-packing and assortment. The facilities fur water communica. tion with Bristol also give the public a better alternative than they would enjoy elsewhere of avoiding the inconvenience of the change of gauge, and thus afford the best possible security, that if the in terruption be fixed there, the railway Companies interested will use every possible effort to reduce the inconvenience to a Minimum. For all these considerations, we can have no hesitation in express ing our preference, on public grounds, to the alternative that pro poses to fix the break of gauges at Bristol and Oxford, rather than at Birmingham and Rugby. Another important advantage offered by the London and fir. mingliam scheme, and intimately connected with the question of the gauge, is the arrangement by which it is proposed to lay down an additional double line of rails throughout the mineral district, to be devoted entirely to the accommodetiou of the mineral traffic. We have already seen that the production of iron of the district requires a continued interchange of coals, lime, ironstone, and other raw materials among the different mines and works, to the extent of about 4,000,000 tons annually. It is only by obtaining ready access to the railway by means of short branches or tramroads from those mines and works, that the benefits contemplated from the introduction of railway communi cation can be ftilly realised. But if this is to be the case, and if any considerable portion of this immense local traffic is to pass by railway, it is manifest that the rails so used could not be rendered available without extreme danger and inconvenience for the general traffic. Even the export trade alone in coals and iron could not be conducted with convenience upon the same line of rails as the passenger traffic, and would require a separate line of rails in order to allow the waggons passing and repessing from the different works within the district to reach without interruption some prin. cipal station at its extremity, where trains of the proper size could be formed and dispatched to distant points. This object would be very imperfectly fulfilled by the plan proposed by the wide-gauge railway, of laying down an extra rail, or pair of rails, on the narrow gauge, inside the principal rails, which would, in fact, obviate none of the objections to the accumulation of slow mineral trains upon the main passenger line, and would allow of no access by lateral tramroads, without cutting up the main line by crossings. It is represented also that the waggons of the wide gauge are, from their greater weight and size, ill adapted for the purposes of the mineral traffic. The arrangement ie question, of an additional double line of rails, is equally proposed by the line from Birmingham to Shrews. bury, via Dudley and Wolverhampton, which traverses the same mineral district, and must be considered as, to a great extent, identified with the Tring or London and Birmingham scheme. Tile case of the Shrewsbury line, as compared with the corn. peting scheme of the Grand Junction Company, which stops at Wolverhampton, depends very much on the same arguments, of the importance of opening up the Staffordshire mineral field by railway communication, which have been already adduced in favour of the Tring line; and the objections to it on the part of the canal and other interests are of the same description. The arrangements proposed for supplying the local wants of the dis trict are also of the same nature, and the plans and sections of the two lines correspond, so that the portion between Dudley and Wolverhampton is common to the two; the understanding being that, if both are sanctioned by Parliament, this portion is to be made by the Shrewsbury Company, and used on equitable condi. tions by the other Company. The Great Western scheme, on the other hand, introduces a different gauge and different arrangements, and adopts a different line between Dudley and Wolverhampton, so that its existence is hardly compatible with that of the Shrewsbury scheme. For the reasons stated we are therefore of opinion that, for the purpose of accommodating the great mineral district of Stafford shire, the combined scheme of the Tring and Shrewsbury lines Is preferable to any other that has been proposed. The Tring scheme is equally superior for the local accommoda. tion of Kidderminster, Stourbridge, and Stourport, to which it gives better stations, by pursuing a lower level along the bottom of the valleys, and it admits of more easy extension towards Loon - dn. stet - , Ludlow, and the west. Between Worcester and London it accommodates, as we have already seen, a larger population ; and therefore, on the whole, both in these respects and In the im portant particular of the guage, it seems to us to be in itself de cidedly preferable to the competing Great Western scheme. It remains to be seen whether there are any other considerations which might modify this conclusion. It is urged, that the concession of this line to a Company pro. motel by the London and Birmingham Company, will constitute a great monopoly, extending over a vast extent of country, while, by giving it to the Great Western Company, a competition would be introduced, from which the public inight derive benefit. On the other hand, it may be said that, to allow the Great Western Company to embrace, by their influence, not only the whole western communications of the island, but also the whole of South Wales, and the whole district up to Worcester and Birmingham, would be to establish a monopoly much more gigantic than t,.at of the London and Birmingleau. This Wier monopoly would also be more obaiotiely objectionable, inasmuch as an interest adverse to the public would at once be establish& if the line from London to Worcester and Wolverhampton, and that fan rom Br'stol to Birmingham, were to be in the sa d ruchel:cl South upon the same wide gauge, as the line now pro.po4c throughWoreester;hire Wales. The ac.commodation of fierefordshire, Smith Va ales, and the important districts lying to d t the west of the present lines cf ra ilway, will evidently, at no is mit period, zre quire not only a wide-t3uao railway atan the southern coast, to piece them ie eouununioation with Lmiito, but 40 A narrow. guage railway, to place them In direct and unbroken communica tion, through Birmingham, with the manufacturing districts and the great railway system of the rest of the kingdom. The eztension of such a railway would be greatly facilitated by the establishment of the narrow snags, and •f an Interest inde pendent of the Great Western, in the Worcester district, and, on the other hand, would be greatly impeded If that district were as. signed to the G:eat Western interest and to the wide guage. In respect therefore of the general question of monopoly, it ap. pears to us that nothing would be gained by substituting that of the Great Western for that of the London and Birmingham, which is the only alternative ; at the same time, if the latter Company had shown no disposition to meet the fair demands of the public by a reduction of rates, and to obviate the objections •f monopoly by the offer of reasonable guarantees, it might, perhaps, have be come necessary, notwithstanding the disadvantages of the Great Western scheme, In respect of the gusge and other points, t• adopt this alternative. This is, however, by no means the ease; but, on the contrary, the London and Birmingham Company have come forward volun. tarily to offer guarantees and conditions sf a very advantageous character. limy offer, en condition of their Worcester scheme being sane. tioned, at once to inset the objections of monopoly, by inserting in their Act the following provisions : ' • • 1. The whole of t h e railways under their con►rol, including the existing Loud•n and Birmingham Railway, to become subject to the options of revision and purchase contained in the Act of last year; the option •f revision, however, at 10 per cent. to accrue at an earlier period than that of 20 years, specified in the Act. 2. A revised tariff to be framed for the whole of the said rail. ways, including the London and Birmingham Railway, upon the principle of fixing maximum rates for passengers and goods lower than those at present charged, and at as low a level as those charged upon any of the principal northern railways. 3. One article of such tariff to be, that coals and Iron are to be carried at rates not exceeding Id. per ton per mile, including toll 191.44oppaketivaposer. - 4.7 All direrences with other Railway Companies, by which the public safety sr convenience are aff•:cted, to be referred to the Board of Trade, or other competent authority far that purpose ca. tablished by Parliament. 6. The London and Birmingham Company to pledge the whole revenue of their existing line for the completion of the proposed undertaking within a reasonable time. It appears to us that these guarantees hold out for the public a prospect of permanent and certain advantage greatly beyond any_ thing that could be expected from the competition of two great Companies, who would be urged by every motive of interest to combine, We attach the greatest importance to the security obtained for the cheap transit of coals and minerals. Not only will a great be neflt be thereby, as we believe, secured for the important mineral districts of Staffordshire and the midland counties, but also a still more important benefit for the poorer and industrious classes, and for theconsumers of coals generally throughout the southern and western counties, and in the metropolis. The charge of conveyance of coals by railway from South Staf fordshire or Derbyshire to London will net exceed 1 ls. or 12s. per ton, and it has been stated to us, that, alter payment of all charges, good house coals could be sold here, with a profit, at prices not ex ceeding 20s. per ton. During the recent frost and easterly winds the price of coals in London has been as high as 40s. per ton; and during th'e winter the price frequently exceeds 30s, for coals of ordinary quality. When we consider how materially the comfort of all glasses, more especially of those in humble circumstances, depends on a regular supply of cheap coal, and also hew much the employment of industry is affected 'by the same circum stances, and when we bear In mind that a saving of every shil ling per ton on the average consumption of the metropolis is equi valent to an annual saving to its inhabitants of 1.50,000/., it le impossible not to appreciate the importance of insuring low rates of charge upbn the principal railways, which are in connexion with the great inland goal fields. _ . In other respects also we think that the introduction of a system of moderate charges upon the London and Birmingham and its tributary railways, will be calculated to afford great advantage to important commercial interests, and to the community at large, while we see every reason to hope that it will not be unproductive of benefit to the Company itself. We must remember, however, that this latter point is, to a certain extent, experimental, and that it is highly important to obtain voluntarily from the Company guarantees of a permanent character. It must not be forgotten that, without some arrangement of this sort, the Company, if so disposed, has a perfect legal right to resort to charges so high as greatly to inconvenience the public, and that under an altered state of things, with a depressed money-market, and all fear of immediate competition removed, it is by no means certain that it might not find it for its interest to do so. We have also the authority of the Select Committee of last session for attaching great importance to the prospective guarrantee, for the future. in the shape of options of revision or purchase, which are now voluntarily offered by one of the first railway Companies in the kingdom, whose line could not be, other wise than by their own consent, subjected to the operation of any conditions not contained in their original Act. On the whole, therefore, when we consider on the one hand the superior advantages afforded by the London and Birmingham scheme in itself, and by the adoption of the narrow gauge, and on the other the great advantages offered by the London and Birming ham Company, in connexion with it, over their whole system, and the ample guarantees given against any possible abuses of monopoly, we can arrive at no other eonclugoa than that the scheme pro moted by that Company is preferable on public grounds to the com- Having already referred to the Shrewsbury, IVolverhamptou, Dudley, and Birmingham scheme, as connected, in a great mea sure, with those between Worcester and Wolvethampton, it will be convenient to include this scheme in the present report _ _ We have stated that the general question involved in the com parison of this scheme with the co.npeting line proposed by the Grand Junction Company is, that the latter joins the Grand Junction line at Wolverhampton, and thus affords no accommoda tion to the mineral district between Wolverhampton and Birming ham. If the views which we have stated in regard to the importance of opening up this district by railway communication are correct, this consideration alone is sufficient to give a decided preference to the more extended scheme. It also appears to us, that to entrust the branch to Shrewsbury to the Grand Junction Company would be open to the objection which we have stated in our previous report upon the South-Eastern schemes, when discussing the general policy of giving a preference to lines proposed by existing Corn paniesf or the accommodation of adjoining districts, viz., that there may bedanger in giving such preference where the scheme proposed by the existing Company, although insufficient for the complete accommodation of the district to be provided for, may yet be suffi cient to throw Impediments in the wa f of other parties coming for. ward with more extensive schemes. _ _ A line to Shrewsbury, in the hands of the Grand Junction Company, would manifestly be not unlikely to be used for the purposes of protection against competition, rather than of en. couragement to extensions beyond Shrewsbury, and to the legi. timate development of the traffic. It appears to us, therefore, that, under the peculiar circumstances of the case, the fact of the Shrewsbury and Birmingham line being promoted by a substantial and independent local party, is a legitimate ground of preference, in addition to that already pointed out, of the superior advantages afforded by the independent line to the rpulous mining district be. tween Wolverhampton and Birmingham. As regards the line between Shrewsbury and Stafford, of which plans and sections have likewise been deposited by the (hand Junction Company, it appears sufficient to say, that although as a mere line for the town of Shrewsbury, it might afford consider able advantages, it accomplishes none of the more important ad vantages for the district at large which are held out by the line to Birmingham. We are of opinion, therefore, that the latter line is preferable to all the competing schemes proposed, upon general grounds of public policy ; and we are aware of no public reasons why it should not receive the sanction of Parliament. At the same time, there are points of detail connected with it, snore especially as regards the mode of passing through the town of Birmingham, and of effecting a junction with the Laudon and Birmingham Railway, to which we think that the attention of Par liament should be especially directed. With regard to the first point, it depends to a great extent upou considerations of private property, which we are precluded frum entertaining ; but with re gard to the second point, it appears to us of the greatest importance that provision should be made for an uninterrupted and convenient junction in Birmingham between the projected line and that of the London and Birmingham Railway. In conclusion, we beg to draw attention to the passage of the fifth report of the Select Committee of last year, in which it is stated, in recommending that reports shouli be made to Parliament by this department upon railway schemes, " That no such report should be held to prejudice the claims of private persons, the examination of which should be altogether reser►ed to the Houses of the Legislature." Ia submitting to Parliament, in conformity with the recom mendations of that Committee, the results at which we have arrived, with a view to the information and assistance of Parlia snent, in forming a judgment upon the schemes in question, in so far as our report may be available for that purpt,se, we are anxions that it should be distinctly understood that we have arrived at these results solely upon public grounds, and to the exclusion of all con. siderations how far such results might require to be modified by a due regard for private rights and interests. DALIIOUSIE. C. W. PARLEY. G. R. PORTER. D. O'BRIEN. S. LA ING. BERKS, RANTS, WILTS, DORSET, AND SOMERSET DISTRICTS. REPORT OF THE RAILWAY DEPARTMENT OF THE BOARD OF TRADE ON THE SCHEMES FOR EXTENDING RAILWAY COMMUNICATION IN THE DISTRICTS OF BERKSHIRE, HAMPSHIRE, WILTSHIRE, DORSETSHIRE, AND SOMERSETSUIRE. Railway Department, Board of Trade, Whitehall, Feb. 29. The Board constituted by minute of the Lords of the Committee of Privy Council for Trade, for the transaction of railway business, having had under consideration the following schemes for extend ing railway communication in the districts of Berkshire, llampshire, Wiltshire, Dorsetshire, and Somersetshire, intermediate between the Great Western and South-Western Railways, viz., the Basing stoke and Didcot Junction ; Bristol and Exeter—Yeovil Branch : 1 London and South.Western—liook Pit Deviation; Lon don an South-Western—Salisbury to Yeovil ; Reading, Basingstit a e r Ilungerfsrd ; Southampton and Dorchester; Salisbury,th ter and Weymouth ; Wilts, Somerset, h a e n s d . de termined on submitting the following report thereon consi deration of Parliament. combined so as to and W e ymou for • o t i i c av co e tts. for supplying the ex form two great schemes The different railways in the above list aree mive t ; h the e fi a r d st . district situated promoted between the y tGreathe Great We st ernves Western Wilts, Somerset, and Wey in,g, Hungereird, and Basingstoked t S c u o u m t h p - a N it V y :s c t o e h ri B i is ß ti li tg lwa o y f s Yeovil branch ; Southampton and mouth; Bristol and !r.,Experoteinroted by the London and theSouth-Wes- Basingstoke and Didcot Juncti on t ern Company, - I ) Western Dorchester; the other, of L on don and Sout —Hook Pit Deviation ; London and h _Salisbury to Yeovil; Salisbury, Dorchester, and N on For the sake of distinction these may be referred to s h or tly as the Great Western and South-Wester n sc h emes. The S v u e t ym -nies th. te lines are delineated on the map accompanying this report. The promoters of the South-Western scheme have puhlicly an. nounced their intention of abandoning the whole of their lines, and withdrawing all opposition to those of the Great Western sc h e me ; but as the two sehemes were fully investigated by us before arriving at the opinion which we have formed as to their eeoparative merits, we shall proceed to state our grounds for this opinion without reference to circumstances which have subsequently occurred. An inspection oi th e map will show that the two schemes are based en opposite principles. The leading idea cf the South- Western scheme is to supply the district between the Great Western Railway and the coast by a central trunk Hoe gunning V%- _ - east and west through Salisbury and Yeovil, with branch liner. north and south, draining the traffic from eacii side into this trunk. The leading idea of the Great Western scheme, on the other hand, 13 to supply the same district by a coast line to Seutbampton, affording, with the Great Western ltai . l - WaTt and west coin- municationsalong the boundary lines of the district, with cross lines between the two, affording north and south communications. The South-Western, Salisbury hne, straightened by the Hook Pit Deviation, together with the extension from Salisbury to Yeovil, form the central trunk line of the first system, which it would probably have been proposed to coorp:ete in a subsequent session by a line from Yeovil to Exeter; and in connexion with this trunk it was at first proposed to run a branch neariy at right. angles from Shaftesbury to Dorchester and Weymouth, which, however, was subsequently modified into the Salisbury, Dor. chester, and Weymouth scheme, taking a more direct course towards London. The Southampton and Dorchester, in connexion with the par. ,ion of the Wilts and Somerset scheme from Weymouth to Brid. port, constitute the coast line or base of the other sclierne; and the remaining portion of the Wilts and Somerset scheme, with the Yeovil branch of the Bristol and Exeter, form a comprehensive system of north and south communication between this coast line and the Great Western. The Reading, Basingstoke, and Huagerford, and Basingstoke and Didcot Junction lines are proportions of these two great schemes, which compete with one another for a part of the Berkshire and Hampshire district, which is to a certain extent isolated from the main question, and may be considered separately. It soon became evident to us, fioal the statements of the parties, and from the estimates of traffic, that of the two great schemes above described, one only could be supported by the re. sources of the district. The cast line and other lines of the Great Western scheme could only hope to exist by combining with the local traffic such portions of the traffic towards the metropolis as would be diverted from them by the construction of a more direct central line; and, on the other hand, the central line passing through a district com paratively destitute of local traffic, could only be supported by draining into it the whole tragic towards London. We had, therefore, at the outset to consider which of the two arrangeusent• appeared, on the whole, to be preferable for public purposes. The principal advantage of the South. Wester❑ scheme appeared :0 hp, that it afforded a somewhat shorter communication from the western counties to London. By this schemo the distance from Yeovil to London would be about 130 miles, as compared to 142 by the Great Western £CIICIIO ; from Dorchester to London, 124 miles, as compared to 137; and if continned to Exeter, it is calcu. lated that about 20 miles would be saved over the prt ant route by way of Bristol. On the other hand, the Great Western scheme affords a very much better local connexion of the different towns of the district among themselves, and places them all in railway communication, not only with London and t he east, but also with Bath, Bristol, and the north. An inspection of the map will show that by this scheme Sou. tharnpton, Salisbury, Poole, Dorchester, Weymouth, Bridport, Yeovil, Warminster, Frome, and, in fact, almost every town of any importance in the extensive district between the Great Wes tern and South-Western Railways, are placed on good ►ines of communication with one another, with London, and with Bristol. By the Scuth-Western scheme, on the other hand, too outlet is afforded towards Bristol or Bath, and of the towns in question some are entirely omitted, while others only obtain a very circuitous connexion with one another, while no town of any note except Shaftesbury is accommodated by the South-Western scheme and omitted by the other. From the evidence submitted to us, it appears that a very large propo►tion of the traffic of almost the whole district in question cows towards Bath, Bristol, and the nurth, and that consequently a scheme •f railway communication which afforded no outlet in that direction would be, comparatively speaking, of little value. It appears, also, from the result of the various public meetings that have been held, and from the different memorials that have been addressed to us, that a very geseral and decided feeling exists throughout uyfar the greater part of the district in question In favour of the Great Westetn scheme, as combining the advantages of local accommodation and of a norther■ outlet with that of a cuf ficientty good London communication. These considerations appear to us, under the peculiar eireum. stances of the case in question, to outweigh the slight advantage in distance ft - mu a few principal points to London ; and accordingly we have arrives! at the conclusion that the Great Western scheme is calculated to afford, on the whole, better accommodation to the districts to be supplied than the competing scheme. The advantages afforded, in a national point of view, by the coast line, which forms an integral portion of the Great Western scheme, have been already referrea to in our report on the South. Eastern district, and constitute, in our opinion, an important additional re commendation in favour of this scheme. When we proceed to examine the different lines of the two schemes which are in competition with one another more in detail, we are confirmed In the preference which, upon general grounds, appears to be due to the Great Western scheme. I. As regards the Berkshire or Newbury district. The Great Western line runs from Hungerford, through New. bury, to Reading, and from Reading to Basingstoke. That of the Soutli.Western Company from Basingstoke to Newbury, and thence with an alternative branch either to Dieleot or Swindon. The traffic tables submitted to us, as well as the evidence given before Parl.ament last year, show that the principal traffic of Newbury, Hungerford, and the district to be accommodated, is with London. The Great Western line, by way of Reading, giv , s Ibis traffic a shorter route of eight miles and a.half, than the South.Wedeln line by way of Basingstoke. The Great Western line also affbrds a direct communication from Newbury and Ihingerford to Reading, Maidenhead, and the dif ferent towns along the line of the old Great Western read, with which the intercourse is considerable. Thu South-Western line affords no communication in this direc- Lion, and substitutes for it only a communication towards Basing. stoke and Southampton, in which direction the traffic is inconsi. derable, and which is afforded without any very great circuit by the Great Western scheme, by way of Reading. With regard to the north and south communication, the pros- peel of a connexion being effected between Rugby and Oxford. leaves no doubt that the communication by way of Oxford is pre_ ferable to that by Swindon, as aftbrding a more direct route not only to the northern and north-western, but a Iso to the midland and north-eastern portions of the kingdom. It is evident also that there is at present no sufficient traffic to support two lines of communication to the north, and the advantages of that by Swin dell are, to a great extent, obtained by the proposed extension of the Wilts and Suaterset line to Salisbury, We may assume, therefore, that the alternative branch of the South-Westerp Cuirmany to Swjpdnn The sole advantage of the Didcot line is—that it shortens the distance from Didcot to Basingstoke (or, in other words, from north to Southampton) by 51 miles, as compared with the Great Western route by Reading. But, on the other hand, its gradients are very inferior, and it involves the construction of 2tit miles of railway, in great part of an expensive character, through a thinly populated country, while the length of the Great Western Railway from Reading to Basingstoke is only 15 miles. Had the through. traffic from the north been sufficient in itself to support a line, much might have been said in favour of one from Basingstoke to Didcot on the narrow guage, which would not only have given the most direct route, but also have afforded a prospect of attaining an unbroken communication throughont, since in that case the portion between Oxford and Didcot would alone have intervened upon the wide guage. But it appears perfectly well established that there exists at presents no through.traffic in this direction that could in itself warrant or support a line of '26 miles from Basingstoke to Didoot, and a second narrow gauge line for 10 miles between Didcot and Oxford. Such a line would present itself under very different circumstances, if the traffic towards Southampton should so far increase as to be capable of supporting It but in the meantime it is evident that it could only hope to be supported by the London traffic from the Newbury district being diverted over it, in the circuitous and In. convenient direction of Basingstoke. _ Conceiving, therefore, this traffic and the connexion with Rea ding and the eastern towns to be the paramount objects required for the accommodation of the district, we are of opinion that the Great Western scheme, which effects these objects much Letter and more economically, at a comparatively slight sacrifice of distance to the through-traffic from the north, is preferable to the competing scheme : nor do we think that this preference would interfere materially with the construction hereafter of a direct and un- Interrupted narrow-gauge communication between the north and Southampton, should such appear to be required for the public ac commodation, which, however, we do not contemplate as likely to be the case under existing circumstances. 11. The Wilts and Somerset Line, and Bristol and Exeter Branch from Durston to Yeovil. These together form a very complete and comprehensive scheme comprising 148 miles of new railway, for supplying local accorn_ modation, and a double communication, towards London and Bristol, to the principal towns of Wiltshire, Somersctshire, and Dorsetshire. By combining these objects, and by ensuring uni. formity and economy of working in connexion with the Great Western Railway, a sufficient return may be expected to justify the outlay of capital, which, from the comparatively easy nature of considerable portions of the line, is estimated not to exceed 1,700,000/. No portions of this scheme appear to be in direct competition with any of the lines proposed by the Sautlii.liVestern Company, none of which supply the main object of a con4unication towards Bristol and the north. As a wh the Wilts and Somerset scheme appears a very useful and complete scheme for the accommodation of the district wi'h the exception of the following points :- 1. The communication aftbrded from Salisbury, Warminster, Bradford, and all places north of Yeovil, towards Bath and Bristol, is circuitous and imperfect, and it is evident that a communication in this direction, in addition to that towards London, is required in order to carry out properly the avowed objects of the undertak ing. It has been strongly urged by various local interests, includ.. ing the Chamber of Commerce of Bristol and other public bodies of that city and of Bath, that the completion of this communication by a line from Bradford to Bath ought to be insisted on, as a con. dition of sanctioning the scheme. The promoters state, however, that great engineering difficulties exist in this direction, and that it is by no means certain that a better line for public purposes might not be found by Frome and Radstock, or its some other direction. They have voluntarily offered, however, to pledge themselves, in any way that Parliament may think fit, to complete their scheme, by applying next session for such line of improved communication towards Bath and Bristol, whether by Bradford or in any other di rection, as upon full inquiry shall appear the beat, leaving it to the Board of Trade, er other authority constituted by Parliament, to decide, in case of differeace, which line shall be adopted, and whe ther there are any circumstances that may reasonably require * suspension of the application. It appears to us that this 'pledge offers all that can be reasonably demanded front the Cor:ipany, and will insure the attainment of the public objects wlti.ch the memorialists have had in view. a. The city of Wells and the surrounding district are left with out railway communication by the present cosubisiation. It appears to us very desirable that this object should be attained, in order to complete the railway communications of the county ; bet at present this could only be done by the sacrifice of objects of greater importance. The promoters of the Wilts and Somerset scheme, as well as the Bristol and Exeter Co m p an y , have, however, stated the ir inten.vi ew tion of examining the ells district, with a vie to extending a b r anch to it if it should appear that such an unde r t a ki ng would ecrciianity willen tern rinsoet be long excluded from a p ar ticipation in the benefits conferred upon the re s t . ; and we hope, th ere f ore, t be li a j t u t s h t ed por a ti s o ti a " the county The Bristol and Exeter Company's Branch flora Durston to Yeovil is an integral port of this comprehensive scheme of com munication, and affords a connexion between the Bristol Channel, Devonshire, and Cornwall, and the south coast, and coast line from Dorchester to Southampton. 111. With regard to the liner from Dorchester to South ampton and Salisbury. The general features of there oompeting lines have been already described, arid the grounds upon which a preference appears to be duo to the former as a better local line, and as an integral portion of a more comprehensive schema, notwithstanding the advantage of a somewhat shorter distance to London by the Salisbury line. It only remains to add, that the Southampton line was origi nally projected by an independent local committee, and adopted by resolutions passed at county meetings and public meetiugs held at. Me principal towns of the district for the purpose of considering or: the best means of railway communication. It is obviously prefer able to the Salisbury scheme, in a national point of view, as a coact line, and affords better local accommodation to Wareham, Poole, Christchurch, and the towns on the coast ; it is also of a much less expensive character, which is a consideration of importance, as it does not appear that the traffic which may be ex. peeted will be sufficient to afford a fair return upon the larger, capital required for the Salisbury:scheme. Oil the whole, therefora,, we have no difficulty in stating our opinion that of the two com peting schemes that front Dorchester. to Southampton appears ter us to be preferable. IV. The remaining lines arc, the South-Western Extension, front Salisbury to Yeovil, and Hook Pit Deviation. L'acl the traffic of the district appeared to be sufficient to sup- SALES BY AUCTION IMPORTATION of BEAUTIFUL ITALIAN SCULPTURE, .for PEREMPTORY SALE, which will be SOLD, by AUCTION, by Thr R. EDMUND ROBINS, at tho Rooras, in Covent-garden, To-Moaaow, at Twelve - . (2clock, by direction of the Importer, without reserve, and free from Auction Duty, a beautiful assemblage of ITALIAN SCULPTURE, embracing, in every variety, Alabaster Vases and Figures, presenting rare specimens of the Sculptor's art, including splendid groups of Cauova's Graces and Dancing Girls, 30 inches high ; the Rape of the Sabines, the Birth of Venus, Cupid and Psyche, with its companion Bacchus and Ariadne, the Apollo Belvidere and Medici, the Venus of Canova, Thorwaldsen, de Medici, and Vatican; the Ilebe and Magdalen of Canova, Diana of Paris, Terpsichore, the Dying Gladiator, and finely executed busts of Galileo, Napoleon, Lord Byron, and many of the Italian and Greek Poets. Noble Vases of the Warwick, Adrian, Medici, Etruscan, Grecian, and Roman Forms. Splendid Tazzas, with solid and twisted serpent handles in Elba, Agate, Bardiglio, Giallo, and rare Volterra Marbles ; a beautiful Florentine Mosaic Table, with an infinity of elegant ornaments for the Drawing-room, Conservatory and Toilet Tables, and Glass Shades and Stands of all sizes. The Collection is now en view, with Catalogues, at the Rooms, to Covent-garden. 0 BE PEREMPTORILY SOLD, pursuant T to an ORDER of the HIGH COURT of CHANCERY, made in a Cause JOSEPH against TYNDALL, with the approbation of Sir GIFFEN WILSON, one of the Masters of the Court, at the Auction Mart, in Bartholomew-lane, in the City of London, on MONDAY, the 10th day of March, 1845, at Two of the Clock, The LIFE-INTEREST of a GENTLEMAN, in the 45th year of his age, - in 5,0001. Three per Cent. Consolidated Annuities, standing in the books of the Governor and Company of the Bank of England, in the name of Trustees of the marriage settlement of the gentleman. Particulars and conditions of sale may be had, gratis, at the said Master's Chambers, Southampton-buildings, Chancery-lane, London ; of Messrs. Gregory, Faulkner, and Co., solicitors, Bedford-row, Lon don ; of Messrs. Lyons, Barnes, and Ellis, Spring-gardens ; and at the place of sale. RAILWAY DEPARTMENT OF THE BOARD uF TRADE. RSPORY OP TRU RAILWAY DEPARTMENT OF TER BOARD OP TRAREI ON THE LownoS, WORCESTER, AND WOLVEREIAMPTOM, AND ON TIM BIRMINGHAM AND BEIRWSBURY DISTRICTS. Railway Department, Board of Trade, Whitehall, Feb. '2B. The Board constituted by Minute of the Lords of the Committee •f Privy Council fur Trade, for the transaction of railway business, having had under consideration the different schemes deposited with the Railway Department for extending railway communioa lion between London, Worcester, and Wolverhampton, and in the district intermediate between the London and Birmingham and Great Western Railways, and also, in connexion with the above, the scheme* for extending railway communication between Bir mingham and Shrewsbury, have determined on submitting the fol. lowing report thereon for the consideration of Parliament. 'I he object of the first class of schemes in question is to supply railway communication to the great mining district of Staffordshire, lying south of Wolverhampton, to the towns of Kidderminster, Steurbridge, Stourport, Worcester, Sze., and to the district north of Oxford, intermediate between the Great Western and London and Birmingham Railways. For this purpose two competing schemes are proposed; one, which is promoted by the London and Birmingham Company, comprises a line from Rugby to Oxford, and another from Woiver. hampton, through Worcester and Banbury, to join the Loudon fildnUilircrto Rugby, which is proposed to be made by the Great Western Company ; and of another line from Oafoid to Worcester and Wolverhampton, which is undertaken by an independent Corn. pany, but in connexion with the Great Western Company, and which must be considered as forming, with the Oxtord and Rugby line, one scheme s competing with the former. For the sake of brevity we shall distinguish these as the " Lon don and Birmingham or Tring Scheme," and the " Great Western or Oxford Scheme." Their general direction will be easily under- stood by reference to the accompanying map. In their general features and objects the two schemes are so nearly indentical that the two manifestly cannot stand together. A further scheme for the accommodation of the country between Worcester and Wolverhampton, was proposed by the Birmingham and Gloucester Company, but it is understood that arrangements have been made by which this scheme is withdrawn in favour of the London and Birmingham scheme, to which it was moreover inferior in several important respects, so that we may consider the question as reduced to one of competition between the schemes of the two great companies. The first point is, whether a sufficient public ease can be estab lished to justify the construetion of any railway at all throughout the districts in question. As regards the So4th Staffordshire die. trict, tt - is point has been disputed by various canal interests, who urge that the district is already sufficiently wll supp'ied by water communication, and that the introduction of railway s, by destroy , Lig the resources and crippling the efficiency of such water com munications, will be productive of injury rather than of benefit to the public. Various special reasons have been urged in support of this view, more especially with reference to the mineral district of which Dudley may be considered as the eentre. It is said that the Birmingham Car.al Company have, at a great expense, created a very complete and efficient system of water communication throughout this district; that a right is reserved of making branch canals to all mines and works within certain limits, which right wou'd be to a certain extent defeated by running a railway parallel to the existing canal, to the injury both of the Canal Company, and of the owners of the mines and works so cut off; that the management and charges of the Canal Company have always been of the most liberal description; and finally, that owing to the peculiar nature of the district, in which great exca vations have been made for mining purposes, rail .vsys cannot be carried through it without danger. It will be readily conceded that the Importance of the district in question is such as to entitle it to require the best means of com munication, whether by canal or railway. Between Wolverhamp ton and Stourbridge there are at present about one hundred blast furnaces in work, producing about 468,000 tons of pig iron annu ally. In order to produce this quantity, nearly 4,000,000 tons of coals, lime, ironstone, and other raw materials are coi.sumed, which are raised from the mines of the district, and transported to the various furnaces, forges, and founderles. The export of iron from the district is about 940,000 tons annually, in addition tejarge quantities of heavy hardwares, tin plates, glass, and other goods. The export of coal is also very large, and might be greatly augmented by increased facilities of communica- tion. e population, depending for support on the iron works, mince, and manufactories of the district, is estimated at not less than 230,000; and the total population of the respective towns and places between Wolverhampton and Worcester, which would be benefited by the proposed railway communication, is believed to exceed 300,000. Among these towns may be mentioned Kidderminster, a place of considerable manufacturing importance, and great intercourse with different parts of the kingdom; Dreitwich, with its extensive salt works; Stourbridge, Stourport and Worcester. The construction of a railway in this direction will also lead, in all probability, to extensions into the fertile agricultural district on the west of the Severn, towards Leominster and Ludlow. The claim of the district, therefore, to the most improved mode of communication can hardly be disputed ; and whatever claims canal Companies may bare from benefits previously conferred, or from past liberality of management, such claims cannot be con sidered by us in any ether light than those of other private inte rests, unless in so far as they may be based upon public considers'. lions. Our report will cot, in any way, prejudice or affect the right of those canal Companies have their vested interests, if any, care. fully considered by the Legislature. Upon public grounds, therefore, we have mercy had to consider the allegation that the interests of the district will not be promoted by the introduction of railways, and that railways cannot be con structed through it without danger. Upon the first point it seems sufficient to refer to the unanimous opinion of the parties principally interested, and who have the best opportunities of judging of the effects likely to fellow from the in troduction of railways. The only difference of opinion has arisen from the anxiety of the parties to obtain a railway of some descrip tion or other, which has led them to support different competing schemes; but all parties have united In the strongest representa tions of the vital importance to the district of obtaining a good railway communication, in addition to those afforded by the canals. A memorial signed by the representatives of 46 iron works, 57 furnaces, and 98 collieries, in the Staffordshire mineral district, including the trusteesof Lord War Vilna whose estate alone upwards of 1,000,000 tons of coal and iron are raised annually, in favour of the London and Birmingham scheme; and another memorial, representing thirty-seven iron.werks, and nine col lie, lee, in favour of the Great Western scheme, were pre sented to us; the memorialist* in each case urging in the strongest manner the advantages of railway communication to the district. It is stated, that without such communication, they have to compete at a great disadvantage with the iron d'stricts of South Wales and Scotland, which, from their readier access to the sea, can convey their products to market at a cheaper rate. The canals are stated to be not only more tedious and expensive, but subject to serious interruptions, often for weeks together, from frost in winter and drought in summer. In short, it is urged that the apprehensions of the canal Companies are the best test of the farther advantage of a railway; si..ce unl 'as the latter obtained a large proportion of the heavy traffic, which it could only do by affording the public a better and cheaper means of transport, the interests of the canals could not be prejudiced. With so strongly expressed a wish on the part of such an im portant district fur railway communication, and with two great Companies competing with one another to afford it, we do not think that, upon ptffilie grounds, We shotild be juatified in report log that it ought to be withheld on acconnt of any apprehended Con - pony, special reasons existed which might hale interference with existing water communipations. In the case of more strongly than those derived solely from private con. viz., that a guarantee had been given to assist the ‘'wbindeelegrra'atnioanls /, Pocket Edition (500 pages) ), , in an envelope ßl , price 241., by pest s. N R its Hindrances and Obligations. " Of griett concealed, and disappointments keen, Which young and gentle—the matured and sage, The lonely and the mated—all sustain." By R. J. CULVERWELL, M.D., Member of the Royal College of Surgeons of England., Licentiate of the Hall, and twenty-throe years Resident Practitioner In London. Also, companion to the same (72 Engravings), price ls., by post I ON CHASTITY—its Abuses and Diseases. " Whereon cloth hinge the dignity efman, • The health of offspring, and domestic love l" These publications are free from empyrielsm and mawkish senti mentality—they abound in stern truths, and are addressed to the in telligence of the times. Sherwood, 23, Paternoster-row ; Carvalhe, 147, Fleet-street ; Hannay, 63, Oxford-street ; Mann, 39, Cornhill ; and the Author, 21, Arundel-street, Strand.—At home daily till Two : Evenings, Seven till Nine. I I I