The Sun. — London, England, 1845-03-25 00:00:00

Wr I I. a , to 3 8 4 0 4 4 4 / f 3 4 J 31 0 +0 16 0° I , lo' sor th eie P t I . l oo' CO rlcn o, o f beinr u ig or tli b la i° At er' or ° lo nlb je 3e tr ,, o ° to 3 ' suPr 6 , to' . s. 2 8 3 , 3 $ b 4 S 4 3 48 • rig' o 5 0., 70° 40 0 .1 tto 00. OP rater 0g 0 ffer ll3 eli :0 1113 :0 g 10 - 4 4 1 , D O- ,itiOr V A ii is?' '- 01301 l are" ao ~tilte, 1‘ ' ;4 14 13° ,0 C P rice ,5,1,110 et of 11 1 ' D~sl GRAVESEND STAR PACKETS leave the Brunswick Pier, Blackwell, at 11, 3, and 5 ; on Sundays at 11 and 3. lrrona Terrace Pier, Gravesend, at 9i, I, and 5 ; on Sundays at • 91 and 5. Fares to or from London. Fore Cabin and Second Class Carriage, Ninepence. Saloon and First Class Carriage, Ono Shilling. To or from Illackwall. 'Fore Cabin, Sixpence—Sal:l , m, Ninepence. Star OfSce, Gravesend, March 11, 1545. litE GENERAL STEAM NAVIGATION P e l COMPANY'S splendid and powerfid first-class STEAM ,. 11 , 1 P8 are appointed to leave LONDON for— A OTTERDAM, carrying her Majesty's Mails—from Blackwall -yLrY Wednesday and Saturday Morning. ' l- 'TWERP—From Brunswick Pier, Blackwall—Every Thurs , Y, at Eleven, Morning. erning Lkt, • aE—From St. Katharine's Wharf—Every Sunday, at Eight, From London Bridge Wharf, for 2STEXD—Every Wednesday and Saturday Morning. , -011 LOGNE—Every Thursday and Saturday Morning. `',..ALAlS—Every Thursday and Sunday Morning. ' l . ll, L—Every Tuesday and Friday, at Eight, Morning. Y ARMOUTH—Every Saturday, at Six, Evening. A I) I-NBURGIi—From Brown's Wharf, Poplar—March 29, and pril 2 and 5, at Ten, Evening. 1r From Down's Wharf, for. 7, .0" AVCASTLE—Every Saturday, at Eight vening. T IM IGHTON and DlEPPE—Saturday , 5.. . 3. 0 secure -Berths, for Freight Ant? .131 s containing hours of `Darture, fares, &c., apply at Ofkees, 69, Lombard street ; 37, " e itent-circns ; and 35, Leadenhall-street. tASTEAN COUNTIES RAILWAY COMPANY. • o f " \' .2tlCe Is hereby giv it, that a SPECIAL GENERAL MEETING 4, "le PROPRIETO s COMPANY Triwill I neld at the London da !averii, Bish opsgate of thl , London, on tIISD 1", the 10th yof , 4 n rlll next, at One o'clock precisely, for the purpose of con Wiring determ;ning upon a plan to be then submitted to them y the Ue and of Directors, for ralging 710,400/. (the amount autho dto 4g eborrowed by the "Company's Acts of Parliament) by the issue of ti, new shares ,- of 14/. 16s. each, to be appropriated'in the propor .4°l. One new share for each three existing shares or sums of 14/. 16s. In the consolidated stock of the Company : the instalments or e uPon such new shares to be payable at such times as shall pro -10 th on e mottles far paying off the existing dcbenturs, bonds, and notea of the Company as the same respectively fall due. • HENRY BOSANQUET, Chairman. ROBERT CROSBIE, Deputy Chairman. <l.l_"ees, London Terminus, March 15; 1815. GREAT WESTERN RAILWAY, PADDING , TON. CONVEYANCE OF MERCHANDIZE. Directors having determined to reduce the charges upon goods go oa ea ttic carried by this Company, and to alter the classificatioß of 1 , 41 , s from and after the 24th inst., the public are informed that the st an e ulars of the new rates and ctasses may be known at any of the 12 ° ns. and printed bilfs Ivill be forwarded to any address by post, 1,0-" 1 1 aPplication is made at this Office. strongly- recommended that all merchandize, packages, or nr-^3, in:ended for this Railway, should be sent direct to the station, 11 8 4 t° one of the appointed receiving -houses, according to the pub te;it list, as th e Company cannot be answerable . cither for the rate oth a rge, or the punctual transmissson of goods forwarders through er °ti kes. CHARLES A. SAUNDERS, Secretary. P4 ddington, March 20, 1845. 1 4 0 NDON, SALISBURY, AND YEOVIL JUNCTION R. kI LW AY. 63, Moorgate-street, London, March 19, 1845. t 4 l :°t ‘ ice is hereby given that the Previsional Committee of this Corn -4 S h ave determined to abandon the portion of the line from Reigate 11,04` s Ingstoke, and that the capital will therefore be reduced from ,000 1. to 1,500,0001. a PPlications for Shares will be received after Monday, the 31st to r 2 1 t, and those parties who have previously to this date applied ti one Tares, and who ,wit not approve of the alteration above-men ', are requested to d raw thei r applications as soon as possible. By ()icier of the Committee, L. CROMBIE, Secretary. tiE LONDON, SALISBURY, and YEOVIL JUNCTION 'RAILWAY. Connecting also DOVER with BRISTOL. Capital 2,000,0001., in 40,000 Shares, of 5 1. each. Deposits 21. 10s. per Share. (Provisionally Registered.) PROVISIONAL COMMITTEE, William Scott flimsy, Esq., Bryanstone-square William Sprott Boyd, Esq., Cleveland-row. John Chapman, Esq., Blackheath-park. The Chisholm, Chapel-street, Grosvenor-place James Farquhar, Esq., Blackheath. lion. W. E. Fitzmaurice, M.P., Chesham-street. J. J. Kinloch, Esq., Gloucester-Toad, Hyde-park. John Laurie, Esq., Charles-street, Si. James's-square. James Ramsay, Esq., Bushy House, Herts. With power to add to their number. • "` x terts—SirJolut Rennie, F.R.S., and Francis Giles, Esq., C.E. htt e , Bankers—The Union Bank of London. _ L°l9—Messrs. Johnston, Farq'har, and Leech, 65, Moorgate i street, London. . 411 EINTAZY AGM:TS—Messrs. G. and T. W. Webster, 26, Great George-street, Westmin.ster. SECRETARY—Lewis Crombie, Esq. 01141 b ..allway will establish a most desirable line of communication 1tta.,?! .1 London, Dover, Salisbury, Yeovil, and the West of England, 41 414 111 1 C in its course many wealthy, populous, and important It Will commence at the Reigate-station on the Dover and Brighton t ttl,:‘, 3 1 ,. 5, an pass by Dorking and Guidford to Basingstoke. From It will d proceed by Whitchurch, l Andover, and Salisbury, to whiehmeans the connexion between the East and West England will be complete. 7 t i ner and most important feature of the undertaking is, that the line of the South Western Railway from London to ''t°l,e, it will bring Salisbury and Yeovil into an entirely direct q of communication with the Metropolis. The distance from ~, • ,;; ~to Salisbury will be about 80 miles, an to Yeovil 120 milei. also unite four of the principal Railways-in the kingdom ; 1 4 4 aL• t . bover, Brighton, South-Western, and Great Western, and at ll)tt a nc time will most materially aid communication between the lost ,Pf Dover, Shoreham, Portsmouth, Southampton and Bristol, a lR mem A rable object in a national point of view. h47erence to tbe -accompanying map will manifestly prove that ' l th ' W ays in the kingdom w.ll form a medium of communication itgreater aggregate of wealthy, populous, and important places. Salisbury, Snerborne, Yeovil, Bath and Bristol, Bradford, k`Nv, • r _ id ge, Frome, Guildford, Farnham, Basingstoke, Whitchurch, with its extensive fair, Shaftesbury, Milborne Pert, ilth%.. and Ilehester, with the numerous smaller to cvns and villages baps vicinity, will be brought into immediate connexion with each inv,, ; "dering the undertaking eminently calculated to promote the " , pti,',"ce of the public, and certain to yield a large return to its Oh tors. ii Z e. clantry to be traversed will, as has been ascertained from ac 01. -1. 1 . 1 , e 3'5, admit of the construction of the Railway at a moderate b u.e g portions yet to be formed will comprise the country )e -k,'vl ate and Salisbury, about 76 miles (less about 11 miles i ta i;'..cd .. to used o the Suth Western Railway), and that between Jet and be Yeovil f about o 40 miles, making the entire length of the y Rte be constructed no more than 105 miles. It „ ltr . 'n!lon to be made for Shares to the Provisional Committee ; gis Crombie, Esq., Secretary, at the Company's Offices 63, c- street, London ; or to the undermentioned Brokers :—Mr. ~,k1. 1 ,,!! Laurie, Liverpool; Mr. Isaac Miller, Liverpool ; Mr. ref, t ", Liverpool • Messrs. Brady 'and Staniforth 11, Manor ,111111; Mr. Grindrod ' , Manchester ; Messrs. Cardwell and (,ehester ; Messrs. Watson and Co., Leeds ; Messrs. E. King Leeds • *lll. d. 11 • ' 3 f essrs ' aniu WYlFi l lit 9n lVAßXllt t r, Edinburgh; ristol ; George dwa s, , Gordon, Aberdeen ; Boyle, Low, Pim, and Co., Dublin ; tt lic" Symes, Dublin ; of whom plans and prospectuses may FORM OF APPLICATION MR MAIMS. P rovisional Committee of the London, Salisbury, and 'Yeovil Junction Railway. request that you will allot me shares of 50/. I ,:q..ePrOPOSCHI London, Salisbury, and Yeovil Junction Railway ; , i4t - "gertake to pay the Deposit and sign the necessary Deeds. thla day of , 1845. Name -- Residence Trade or profession Reference I t, MINARET PARASOL, from the ele •itt r ,.,,, - -ce and symmetry of its form, is by far the most beautiful i t t4 l ot u riuced ; the price does not exceed that of ordinary parasols, cti, l 4 a very graceful improvement has been effected in its con -4* tr n ... . Which is such that it cannot get out of order. The attention bt had of the public is requested to this elegant novelty, which 411 ogle at any of the respectable Drapers, Su.. and wholesale 0r,2 Wholesale dealers. ‘‘T.k . / ,`',„TlVE—The silver runner is stamped with the word 1 1 &TENT BELMONT SPE M R CANDLES, rl , , I, C LXE SHILLING per lb. ; PATENT BELMONT SPERM t.Citd 8UR,,,• SHILLINGS per Gallon, burning more brilliantly than V', ei k — „ a rY Sperm Candles and Oil, and differing from them in being ettr t Y prepared from a pure vege table material, instead of an a aitnal one. ;,' , ICES- PATENT CANDLES, 10%d. per lb. *\(73CHALL COMPOSITE CANDLES, B%d. per lb. p44 O N BLMONT WAX CANDLES, la. per lb. • Or titles Wishing to try any of the above are recommended to 'i th, ,11 through their own tradesmen, taking notice, however, krgt hither-to being the London Cash Prices, the Country Dealer must cover his expenses of carriage. Where no dealer l i t t ltte t rund willing to sell them, Edward Price and Co. will supply Oh" of not less than 5/. worth, direct from their manufactory, Oml°llt, Vauxhall. On receiving a Post-office order for this tk3' i k ' they will forward Candies and Oil in the proportions that i „Itkili t directed ; or, to parties wishing for samples and unable to k k co them, they will, on receiving a 11. Post-office order, forward a 4'54,4 i naining 31bs of each of the four sorts of Candles, and: a :N '''r the Oil. They fix the price of the sample box so high, to '140: 1 suspicion of their wishing to interfere with the reta il trade CO s us Dealers. () tr ade mav obtain the above Candles and Oil wholesale, in 1 1 44 Q A, from Edward Price and Co., Belmont, Vauxhall ; Palmer l e r til:'l Sutton-street, Clerkenwell ; and W. M erchant, 253, Regent i'4tkr,turford-street ; in Manchester, from Richardson and Roebuck, 11 ,5 i .. L, ace ;in Bath, from T. and G. Butcher, No. 4, Sew-close ; K , heltenham, from Mathews and Co., 400, High-street. I.PWIES ' S WAXED WICK MOULDS, 6d. ),, . cttA t Pe lb. ; Candles, sd. Botanic Wax Candles, Is ; Ogleby's Ai.kl . Oil, equal to Sperm, 4s. 6d. per gallon ; Vegetable 011, nt ' ' Sperm, 7s. 64 • Solar, 3s. . • , 6d; IOC," ax. Is sd. • Genuine Sperm, 2s. ; Transparent, 2s. ; 4Zi, - ,. Wax, .2s. 3cl • . ; Yellow Soap, 465., 525., and 58s. per 4,' i4' Mottled, 60s. and 645. ; Windsor, Is. 4d. per Packet ; Palm, ;Ile: , Brown Windsor, Is. 9d. ; Rose, 25. ; Almond, 2s. 6d. ; Seal 4, %';, 4s. 60. ; Hales or Price's Composite, 10d. ; Vauxhall Compo -1(4.1, 4 . ; Pahner's Metallic, 7% cl. and 9d. 1 0,4 - h ash, at DAVIES'S Old Esta blished Warehouse, 63, St. Mar -,-:_fLoPposite Slaughter's Coffee-house. A. ~., gro t e OR STOPPING DECAYED TEET 11, Price 4s. 6d. q t 7 d by HER MAJESTY, his Royal Hi g hness PRINCE I, ‘ irtRT, and her Royal Highness the DUC IIESS of KENT. I it. THOMAS'S SUCCEDANEU M, for ;,,ii, SSTOPPINGDECAYED TEETH, however large the ca vit y . 11, 1 R , j ee d ili the tooth in a soft state, without any pressure or pain, 01 4 ,, remain firm in the tooth for many yea rs, rendering extrac „necessary, arresting the further progress of decay. All per- N s s i' 4ll nse Mr. Thomas's Saccedanetun themselves with ease, as tiZetions are enclosA. N i4 red by Mr. Thomas, Surgeon Dentist, price 4s. 6d. Sold by tZ), 0. 5 . 4 4 Moore, 220, Regent-street, and 143, Bond - street ; Sa n g er, 4'o'd- s t ree t ; i Butler, 4, Cheapsidc ; Front, 229, Strand .. John triyA,Cornhill, and all Medicine venders. p.telt:"..,oreas continues to supply the loss of Teeth on his new system initi r esion, without springs or wires. This method does not 0 , N vh ,L.ae v extraction of any teeth or roots, or any painful ciiipereat re;_t . At home from Eleven till Four. - 64, Berners--tre , N.. - street. NEA.THER PREDICTIONS.—AII who de 4,,tirn, light in this foreknowledge should purchase, without loss t;ila ORIMSTONE'S WEATHER ALMA.NACK, whows predic- • ilte,h the weather, from his publication to the present day, have ,pked by many proprietors of newspapers and other works. h.... t itle„. "es" has eulogised its correctness and peculiar mode of 22 ! age 57. Te " John Bull," published its usual check, • „1 . 0 44 p , giving it, in h deed, 336 correct daily predi"tions : sec ellres 52 and 54. Alm, " The Sun," the " Globe," the " Era," 41 , " Herald," " Chronicle," " Satirist," " Punch," and • thers, have neticed the correctness of this unique work. it o 7st the great variety Of matter, is an interesting biography of s7 1 111( . : 41 highness Prince Albert while at the College of Bonn ;also also titipoptaharonology, Royal Family, both Houses of Parliament, Summary tion of the British Empire, Pouts:ion of the chief towns and Mt 1 a c 4 ell o , alendar, containing Su. days, festivals, anniversaries, _ ett mls, chronological events, moon's age, eclipses, tides, ear (Ws ▪ a 'oonthiy calendar, a column for the weather of every day t „ .. ° Dis a to 25. stamps, assessed taxes, &c. a list of bankers. C t lieet n t. 3l letters from ladies annd gentlemen of the highest I, t vt at ," l lY, cured of ophthaltnia, gutta serene, cataract, deafness, '2et „ oeaftiess headache, and spectacles left off, some after using 11.10;1!wards of 20 ycars, . by using Grimstone's Eye Snuff—tr An s-41,421. French, Italian, and Spanish : pages 5 9 , 60, 61, 62, 63. Ltene.?, 51 , the Medical Report in the " Forceps," Feb. 14, 1 8 44, `ue great advantages arising from the constant use of Grim tYe Snuff having been the cause of clearing our streets of the een gre en 1 eye-shades, and other human disfigurements. It is the pt.% +fuonable snuff of the day sold under the authority Of the s gt t ltla: ne , t he Treasury and Royal Family. Grimstone's Weather t,Otite, !s a beautiful pocket size, with a steel engraving repre et% turd's eye view of Oxford-street, &c., bound in Waterloo Flou t "II gilt edges. at I L each, by all the London wholesale publishers an d bock bblt Yholesale only by the proprietor, W. GRIMSTONE, foreiga iicar merchant, 434, Oxford-street, London. Copy of one of the above Letters: — M artin's-le-Grand, General Post.offlee, Inland Department, Sir October 9, 1844. Il i ter-s e 7 s r a or the last three or for years I have been labouring under a tt "tin g . ress so much so 'at times as to be almost incapable of ,y,„ After trying several very eminent aurists, from whom I de w -ereet„ tdY yunt. any relief, I was induced at the solicitation of a friend b. • ea...:xcellent Eye Snuff. I accordingly procured one of your il 4 teli !'; ten', after taking which I found considerable benefit, so , s eari ng c ourt I sent for two more, which having used, I found my elnt,,,;,,Pletely restored, and I have mot been deaf since. I should 4 1 , 111 tbe time I commenced taking your Eye Snuff was in clien t ta. "'s v t, and have continued taking it since.—l am, Sir, your obe „ ant, "tr. w . W H. ADAMS. u._ssny eu ._,,ronstone. t'unty of Eye Snuff can be forwarded through the General : e nding. money orders. 2s. 4d. canister, with directiOns, •and 60 an • ui like propatiou. --~ • ~..it ~ ~,,,, •: - ,,, , --a i r" . : . . 4 ~,... _. , ..,. \\vei... i,.,,.... , 1 / 4 ,e8 ,_ . .y' 1 T" .N.'i• • (11 : 4Z - .., ~ ' \\ 4 , -; * "*.rds, - ' P' • 1 " ! ? -L 7 4 ' IL"' ' *— , ,' ' , j , s , ~ ~, .. : . as , _ 4=44 ...„. 2,..- . a..-- r. , , --• ii / • ' • - - .A 41.- . \ • I \ ''----. - • .. . . \.. ^' , .."t • .. ' % I . ! , 'V, 4t 1 i 14 -.: . ___ i • .4. 'A f''' - , I,_ ~01 -....1 k• 4 - , ,3- t 4y -- 7,-V' lllcl . .-- . c •i , J ir , ' , 1 ~, , . ~„.. i 1 .9 -•",, .41111C '.. 1., ~, !,,-,. /'' : . NI , ~.• ... ' .' ^ "' 2` Ala ; ',• ' ''. ~6. " k y , - _ .., ~ f ik '.... . -- -- . t ' '' , ZN . I' .1‘ . ,7 --''''' \ ' N, l' + \ '''''",/ 1g 4 ti ..,._,_ , I __,-,, -, . . L ., 1 ,,,, Jt .. . 41 ,1, . - t.,,,,,ttiNN , , , DROlt.q `4' i.,- \ . N. 16,1 i 3 .I_4()NDON-, TUESDAY : •. - ek‘! -, 4.."'"^" • -„,„„ • , • MARCH 25, 1845, = _ vo , _.„—! ' 15 4 9 PRICR 5 tis THE SUN is Published EVERY MORNING at FIVE 0 CLOCK, in Time for the EARLY TRAINS and TOWN DELIVERY; a SECOND EDITION (Even;ng Sun) i s Published in Time for the AFTERNOON TRAINS and u THIRD EDITION at SEVEN 0 CLOCK, for POST, Containing PARLIAMENTARY and all other NEWS in LONDON up to th a t Hour. /..4/ 9 7v, t4t 4' in the hands:of a d in the cana l, must 1 • 1 44 r. • / int eres t, and wo the] - V —, ' I/ Goole and Snaith sell( / ' DROThq 4 With regard t o th • that the import ance o f - the Humber fully j us ti o c o* 4 • + • • ADVERTISEMENTS INSERTED in ALL THE THREE PAPERS, Arornirg, Noon;'' and Night, thereby insuring a TOWN and COUNTRY CIRCULATION at ONE CHARGE. CLARA SEYTON'S NEW ENTERTAIN NEXT. Miss CLARA SEYTON will give her ILLUSTRATIONS of the DRAMA and the OPERA, received with the most enthusiastic ap• plause, at CROSBY HALL, BISHOPSGATE-STREET, on TUES DAY Evenings, and on THURSDAYS, at the MUSIC HALL, STORE-STREET, Miss CLARA SEYTON will give RECITATIONS from Ancient and Moden Dramatists, and sing admired compositions of Mozart, Weber, Schubert, &c. ; also three new songs, by Mr. T. Cooke. The e:ntertainmcnt will conclude each evening with Albert -Smith's brilliantlysuccessflil Comic Medley Scena, "A Musical Scamper aver Europe." 4 Piano-forte (on this occa4)—Mr..L L. HATTON. Doors open at Half-past Seven, to commence at Eight. Tickets'2s. and 2s. ed. each, to be had of all Music-sellers ; at the Hall; and of Miss Clara Seyton, 47, Condukstrect, Regent-street, of whom alone Private Boxes for Store•street (One Guinea each) may be obtained. VISITORS to LONDON, on business or plea sure, will find the best Accommodation on reasonable Terms, At EVANS'S HOTEL, King-street, Covent-garden. Bed and Breakfast, One Guinea per Week. RAILWAY INTELLIGENCE. REPORT OF. THE RAILWAY DEPARTMENT OF THE BOARD OF TRADE ON THE SCHEMES FOR EXTENDING RAILWAY COM NIUNICATION BETWEEN LONDON AND YORK, &c. Railway Department, Board of Trade, Whitehall, March 20, 1845. (Continued from our Afternoon Edition of yesterday.) In recommending this route we are further fortified by the consideration that it has already received, to a certain extent, the sanction of the Legislature ; the preamble of the Northern and Eastern Company's Act, passed in 1836, reciting, " that the making of a Railway from London to Cambridge, with a view to its being extended hereafter to the; Northern and Eastern Counties of England, would be of great public ad vantage ;" and the Comreisiow-rs who reported in 1841 on the best means of Railway communication be tween London, 'Edinburgh, and Glasgow, further state their opinion, " that the pericd is not far distant whin a new line will be formed to York, , passing near Cam bridge, Peterborough and Li nco l n .' In arriving at this conclusion, we by no means con sider that the result of such a course would he to de • prive the counties of Hertfordshire, Bedford Shire, and Huntingdonshire of the bent fits .of railway communica tion'. On the contrary, the proposed branch from the Northern and Eastern line at Hertford, would, at a com paratively moderate expense, afford a communication for Ilitchin and Bigglesvetsde with .Load:on, which would admit of an easy extension, if required, to Bedford, where it would meet the branch to the London and Bir mingham Railway, which is evidently required to give Bedfordshire an outlet to the West, although the Lon don and York line, with its Bedford branch, should be constructed. The Ely and Bedford scheme also pro poses, by an easy line, to continue this communication northwards through St. Neot's and Huntingdon by which combination the three counties of Bedfordshire, Hertford,hire, and Huntingdonshire would be provided with railway communications both towards London and to the North, and the manufacturing districts. We have some doubt how far the traffic of these counties may be able to support even this comparatively inexpensive scheme of communication ; and partly on this account, and partly because we think that any lateral communication between Ely and Bedford cannot be properly decided upon until it shall be ascettained what trunk line is adopted, we are disposed to recom mend the postponement of this scheme until -a future period ; but we may refer to it here, as showing that __schemes are already proposed for the accommodation of the intermediate district, and that the adoption of the Cambridge route by no means implies the exclusion of this district from the advantages of railways. We have now arrived at the first distinct and definite result of our inquiry, viz. that Cambridge ought to be selected as the starting point to the new line to the north. This almost necessarily implies a preference of the Cambridge and Lincoln scheme to Lincoln. It might be possible indeed to form a combination of the Cam bridge and Lincoln with the London and. York scheme, by which the northern portion of the latter was adopted from Peterborough. The same objection, hog ever, which has appeared to us to be fatal to the southern portion of the London and York scheme, viz. that it - involves great additional cost without adequate result, applies here also. By the double line or loop, the London and York scheme requires the construction and making of 156 miles, partly of difficult,construction, to provide for the same traffic, which would be accommo dated in some respects better, and in others almost equally well, by about 100 miles, all of very easy construction, of the Cambridge and Lincoln scheme, with its proposed branches to Boston, Stamford, and Spalding. For Lincoln and Gainsborough, the Cambridge and Lincoln scheme appears decidedly the, best, since it places them on the main line of communication, in stead of upon a subsidiary line. For Lincolnshire, south of the Witham, this scheme also appears to be prefer able, since it runs through the heart of the county in the line of the principal population, between the two rich agricultural districts of the Uplands and the Fens, and giving brarches down to the two shipping ports. The lines of the London and York schemes, on the other hand, just skirt these districts on their extreme verge; and the Fen line, by keeping on the bank of the Witham Navigation confines its benefits to the districts which are already provided by water commu nication. The amalgamation of this navigation with the Railway, is also a measure of doubtful policy as re gards the public, who are thus deprived of whatever be nefits migiita , aNy been expd o i c om pany, who wilt iii: i t nave to 0-t* an unproductive pro perty, or to encourage the canal traffic at the expense of that of the Railway. For Boston and Spalding, the London and York scheme is perhaps preferable, since it places them on a through line ; but, on the other hand, having regard to their character as shipping ports for the export and import trade of the rich agricultural districts be hind, it may be questionable whether a scheme which su pplies them with branches into the interior to a main line, through the heart of the districts with which they are principally connected, may not be better than one which merely connects them with one another by a through coast line. For Lincolnshire, north and east of the Witham and Fosse, neither scheme affords much accom modation L, but the Great Grimsby scheme, to which we shall afterwards advert, and which is proposed _for the accommodation of this district, connects itself equally well with either. The only clear advantage, therefore, as it appears to us, that is obtained by the London and York scheme, by the construction of fifty-six miles of additional railway, is the superior accommodation afforded to the towns along the Old North road, Grantham, Newark, and East Retford. The population of these towns respectively is-- Grantham 8,786 Newark • East Retford 2,680 and they are places of, considerable trade in torn and malt, principally with the manufacturing districts. Newark, the most important of these towns, will, how ever, be provided with an outlet by the proposed Not tingham, Newark, and Lincoln line ; and by the projected Newark and Shtffield line, continued, as is proposed, to join the Cambridge and Lincoln line at Slertford, it would obtain very direct communication both with Sheffield, Manchester, and the North, with the nearest shipping port, Boston, and with London. Grantham also might be connected with this line by a short and easy branch, and thus all the principal ob jects of the direct line of the London and York scheme attained, in connexion with the Cambridge scheme, at a tithe of the expense. On the whole, therefore, we are decidedly of opinion that the London and York scheme, in its central portion' between Peterborough and Bawtry, affords no such ad vantages over the Cambridge and Lincoln combination as to compensate for the expense of constructing and work ing so many miles of additional railway. We are also by no means satisfied that the practical effect of the "loop" or second line might not be to neu tralise much of the advantage promised by the direct trunk linz, since, in order to avoid the expense of sepa rate trains following each other-at a very short interval, there would be an inducement to detain the through train at the far junction, in order to add to it the carriages of the train which bad parted from it at the other end, and run round the loop. Having thus ariived at the opinion that the Cam bridge and • Lincoln line deserves a preference up to Lincoln, it remains to be considered in what manner the northern portion of the scheme may ho most advanta geously completed. For the completion of the trunk line four alternatives present themselves : 1. To adopt the line of the London and York scheme, by Gainsborough, Doncaster, and Selby. 2. To adopt the line of the Midland Company, from Linco!ri to Doncaster and Swinton,' and the Doncaster branch of the York and North Midland Railway. 3. To adopt the Lincoln, Leeds, and York line. 4. To adopt the line of the Direct Northern scheme, north of Lincoln. The two former alternatives appear clearly inadmis sible, from the consideration that they involve an unne cessary circuit of 8 or 9 miles out of 57. The point being once decided that the main trunk line is to go by way of Lincoln, there is clearly no sufficient reason for bending it so far to the west as Doncaster, when a re markably easy and level direct line can be obtained by way of Gainsborough and Thorn. The,only reason assigned for this circuit is, that the direct line would involve the necessity of a swing-bridge in crossing the navigable river Don ; but it is stated to us that this is not the case, and that it can be proved in evidence before Parliament that vessels with standing masts have never ascended above Stainfurth, where there is a fixed bridge. Even if this had been otherwise, we should not e thOught, with the comparatively insignificant amount of navigation that could have been expected to ascend to Doncaster, that the existence of a swing bridge, under proper regulations, would have been an (ejection e quivalent to that of diverting the great trunk line from London to York by a circuit of 8 miles. i he Doncaster route appears therefore clearly to be inadinissible, unless it were resorted to with a view to save expense, by availing ourselves as far as possible of the existing York and North Midland line for the through communication. In this point of view a considerable saving might be effected, since the line from Lincoln via Gainsborough to D)ncaster and Swinton being made, at any rate, the comm.nication to York might be completed by the pro posed Doncaster Branch of the York and North Midland Railway, the length of which is only eighteen miles, and the estimated cost 185,0001:, while by the Direct Northern scheme, 42} miles of new railway from Gains borough to York vvoutd be required iu order to complete the same communication. Had these additional twenty-four miles involved such a serious expense as to compromise or endanger the ad vantages of the main scheme, the same oonsideratiops which induced us to give a preference to the Cambridge route at the other extremity, might have inclined us to recommend the adoption of the existing line into York as a measure of economy. But the difficulties of con struction at the York end of the line by no means cor respond to those of the London end ; on the contrary, the line is of remarkably easy execution, running almost aloag the surface of the ground, and being nearly l eve l, with the exception of the short inclinations requisite to pass roads and rivers ; so that the additional cost of the independent line to York would probably not ex ceed 400,0001. By this additional outlay the following advantages would be secured 1. The main trunk line from York to London would be shortened ten miles. 2. The distance between Hull and Gainsborougb, Lin coln and London, would be shortened fifteen miles. 3. The distance between York and Hull, and York and Selby, would be shortened eight mileS. 4. The distance to the port of Goole from all places to the north and soutb,.would be greatly reduced. 5. A rich agricultural district, north of Lincoln, com prising a popula►ion of 20,000 or 30,000, within a conve nient distance of the proposed line, and otherwise unpro vided, would be supplied with railway communication. These advantages appear to us amply sufficient to warrant the additional outlay for an independent line to York ; but in addition, we may refer to the following recommendation contained in the Fourth Report of the Commissioners who inquired into the best means of rail. way communication bt , tween England and Scotland, in the year 1841 : " We consider it improper that the traffic of any new line should open upon the York and North Midland. Railway, With which so many lines are already in con nexion as to render delay unavoidable, and collision not improbable. In consequence of the numerous trains of luggage and passengers using this line, nearly two hours aro sometimes occupied in. passing over a little more than 30 miles from York." We may add, that the position of the York and North Midland line as part of the existing link of communi cation, with which a new eastern line between London and York would compete, renders it peculiarly unde sirable that any portion of this latter line should be de• pendent upon a small length of the former. In the case of the Northern and Eastern line, the adoption of which to Cambridge we have recommended, the most thorough identity, of interest exists between it and the proposed new lines for completing the communication northwards. But the effect would be very different of placing a short link of a few miles at the York end of this great scheme under the cintrol of a Company having distinct, and, to a certain extent, conflicting interests. For these reasons, we conclude that the chain of com munication from London to Lincoln should be completed by a direct and independent line northwards from Lin coln to York. The only two schemes, as we have said, which present themselves for this purpose are the Direct Northern and the Lincoln, Leeds, and York. The former scheme has the advantage of having, as it is stated to us, a subscription deed executed for 4,000,000/. of capital, and the requisite deposits lodged in the Bank of England. Independently, however, of this consideration, there are other reasons which make it obvious that a pre ference must be given to the line of the Direct Northern. This line keeps on the west of the river Ouse, and thus avoids the necessity of having any swing•brages, while the Lincoln, Leeds, and York line crosses that navigable river twice, once near Selby, and again close to York. Where the navigation of vessels with fixed masts is not considerable, we are not disposed to think that the ex istence of a swing-bridge, under proper regulations and arrangements, is a very serious objection, and if any considerable advantage in respect of distance or other wise had been attained by crossing and re crossing the Ouse, we should have been prepared to balance these advantages against any probable amount of interruption to the navigation or to the traffic upon the railway. But this is not the case in the present instance; the differ ence of length of- the two lines between Selby and York is not above a quarter or half a mile, and we are aware of no public advantage whatever which is attained by keeping on the east side of the river. This being the case, there can be no doubt that the swing bridges are in themselves a decided objection, since, under the most favourable circumstances, it is impossible altogether to avoid delay and some risk of accident. In another respect also, the Direct laTorthern scheme appears to be decidedly preferable. It is the only one of the proposed schemes which complies with the recommen dation of the Commissioners above quoted, and which kVra-ca"vil toped Fu inue - penuent smtion sor I OrK, at a convenient spot upon the Tadcaster road, a short distance from Micklegate, and thence crosses with the Main line over the York and North Midland Railway, running into the Great North of England line, about a mile beyond York. The adiantages of this arrange ment for all through traffic from the North are obvious, since trains may thus be run past York with no more stoppage than is re quired at an ordinary first-class station ; while in case the whole traffic had to cross the York and North Midland lina - on a level, close to the station, where it is most crowded, the loss of time could not, under the most favourable circumstances, amount to less than twenty minutes or half an hour. With the prospect of a great increase of traffic in the already crowded York station; from the opening of the Scarborough and other lines, and with the collision of interest that must, to a certain extent, be expected to prevail among some of the Companies using that station, and whose rails are proposed to be crossed en the level, it appears to us that such an arrangement would be in the highest degree inconvenient and even dangerous. The inconvenience and delay of such arrangements upon great lines of through communication have been already felt ; and one of the great objects proposed by the Trent Valley line now before Parliament, id to get rid of the delay incurred at Birmingham in the journey between London and Liverpool, and London and Manchester. With such instances before us, it appears to us that it would be unwise to incur voluntarily a similar interrup tion of an aggravated character in the great line of com municationbetween London and Edinburgh. It is also highly desirable, with a view to the coal traffic from the North, that a through communication with the country to the south of York should be afforded without the necessity of passing the waggons across the other lines, and interfering with their passenger and goods traffic. With such a communication it is confi dently anticipated by the Durham coalowners that they will be able to send their coals in large quantities down to Goole and Selby, and even into the north of Lincoln shire. For these reasons we have arrived at the conclusion that the line of the Direct Northern, north of Lincoln, affords decidedly the best means of completing the main line of communication to York ; and we are glad to be able to state that the parties themselves have taken this view, and that the Direct Northern Company have stated their rcadiuess to enter into arrangements by which, in the event of Parliament considering that the Cambridge route should be adopted, the Cambridge and Lincoln, in conjunction with the northern portion of the Direct Northern, would be presented as an integral scheme for carrying this purpose into effect. A short interval of about two miles at Lincoln would remain to be filled up, but the levels of the two lines, and the nature of the country, make it perfectly easy to attain this object, which might be done either by adopt ing a short portion of the plans and sections of the Lincoln, Leeds, and York line, or by an application to Parliament next year. Raving thus stated our views with regard to the main trunk line between London ar.d York, we proceed to consider the lateral communications which are immediately connected with it. The most important of these are the lines proposed for connecting the main line and Lincolnshire with the Manchester and Sheffield, the Manchester and Leeds, and the Midland Railways, and through them with the coal fields and manufacturing districts. Taking Sheffield as the first point, we find no fewer than five schemes proposed, with the object of extend ing railway communications from this town and from the Sheffield and Manchester Railway, eastwards. The Shsffield and Lincolnshire; London and York, Sheffield Branch; and Rotherham, Bawtry, and Gains borough, are competing schemes for the same object — viz., that of connecting Lincoln and Gainsborough with Sheffield. The same object is 'also attained by the lines from Swinton to Doncaster and from Doncaster to Gains borough, in connexion with the main line from Lincoln to York. The Newark and Sheffield Railway, in connexion with the Manchester, Sheffield and Midland Junction (or Sheffield and Chesterfield) effects another communica tion from Sheffield more to the south, with Notting hamshire and the south of Lincolnshire. Of these lines we may fIiSUMO that a communication between Swinton and Gainsboreugh is indispensable. It affords the shortest and best communication between the two main lines of the Midland, and of the Landon, Cambridge, Lincoln and York Railways, connecting the important town of Doncaster with both. Also it affords a short route from Lincolnshire to Manchester, by the Barnsley Junction, and Sheffield and Manchester Rail ways, and to Leeds,. Wakefield, and the West Riding, by the Midland, and Manchester and Leeds lines. And what is even of more importance, it gives a direct out let from one of the bast Yorkshire coal fells, that of Silkstone, to the east and aouth. We assume, therefore, that this communication is one which, under any circumstances, is necessary to be made. It may be effected either by a branch from -the main York line to Doncaster (there to meet the Swinton branch of the Midlands) a hick the Direct Northern Company offer to pledge themselves - to make, and which might be obtained by adopting the plans and sections of the branch of the Lincoln, Leeds, and Yotlasline, or by adopting'the Midland line from Swinton to . . a junction with the Direct Northern at or' ear Gditisberough The latter alternative. would, On rife whole;. appear to us to be preferable, supposing.he:Alialbuld to be wil ling to offer satisfacl ry guaraoeo, for Op fair and un- I impeded transit of all traffic to and from the east over I this and their existing line on moderate terms. This communication being effected, it seems very questionable whether any of the other lines, proposed for the same object, of connecting Sheffield with Lincoln land Gainsborough, is required. The Sheffiel and Lincolnshire line is 52i miles in length, with an estimated capital of 700,000/. ; and, with the exception of accommodating the two small towns of Worksop and Est Ret ford, it appears to offer no very decided public advantage beyond that of affording a communication between Lincoln and Sheffield a few miles shorter than by the Swinton route. It does not appear to us that this is a sufficient object to justify the outlay of such a large capital ; neither do we think that this line, if sanctioned, having to compete with the Swin ton, the Newark and Sheffield, and other lines of Rail way, and with the Chesterfield Canal, to which it runs nearly parallel, would be at all likely to afford an ade quate return. The same observation applies to the Sheffield Branch of the London and York scheme, a hich is a line of an extremely expensive character, being estimated to cost ' 700,000/. for 20. 1 , miles. This branch, if made, would be in threat competition with the Sheffield and Rotherham and the Midland's Swinton line, and to a certain extent with the prepo sod Wakefield Branch of the London and York scheme itself and it appears evident that it offers no sufficient public advantage to justify the outlay. If any direct line from Sheffield eastward were re quired, that from Rotherham by Bawtry, to Gains borouzli, would appear to be decidedly preferable. .It is less - expensive, being estimated to cost only 400,000 L; and, by availing itself of the existing Sheffield and Rotherham Railway, avoids what appears, under the cir cumstances, to be unnecessary competition, as well as costly and unnecessary interference with house property in .Sheffield. It affords a better connexion, also, with the important market town of Rotherham, and with the North Midland Railway, and gives as direct a commu nication as could be desired with Gainsborough and Lin coln; accommodating the intermediate towns of Tickhill and Bawtry. This line, therefore, appears to. us decidedly preferable to the Sheffield and Lincolnshire, or Sheffield branch of the London and York ; but, at the same time, we do not fsel that more than one communication from Sheffield, in the direction of Gainsborough and Lincoln, is re quired, or wansd be supported under existing circum stances ; and for the reasons already assigned, we are of opinion that the Swinton line offers, on the whole, by far the greatest amount of public advantage. For similar reasons we do not consider that the line of the London and York scheme from Doncaster to Wakefield is required. This is also an expensive line, having very heavy works for half its length, and accom plishing no public object beyond that of shortening the distance from Lincoln and Doncaster to Wakefield by a mile or two, as compared with the route of Swinton and the North Midland Railway. An outlay of upwards of 300,000/. for this sole purpose wculd not seem to be justifiable, and indeed it appears to us that both this and the Sheffield Branch before referred to, are proposed mainly with a view to carrying the traffic between Lin colnshire and Manchester by an independent route, without having to pass over any immediate link in the hands of a different, and, perhaps, a hostile interest. This obliges us to refer to . a question which is of the highest importance, both with reference to this and to other instances—viz., the necessity of making some pro vision by which the free transit of traffic may be secured over such intermediate links, and along lines of commu nication broken up into several portions. No provision has been made hitherto for such cases, but each Com pany has been placed by Parliament in the uncontrolled possession of powers, which, if exerted, would enable it to exact an unfair toll upon, or entirely put a stop to, the traffic of its neighbours. There is nothing, legally, to prevent the York and North Midland Company, for instance, who hold a short link between Manchester and Hull, from imposing the maximum charge allowed by their Act of Parliament upon all Manchester and Hull traffic, the effect of which would be to give them, for the transit over about sixteen miles of railway, nearly a half of the total sum which the competition of canals and other modes of conveyance enabled the different Companies interested to obtain from the public for the whole 98 miles between Manchester and [lull. The existence of such uncontrolled powers, without any tri bunal to which to appeal, n order to settle any difference which might arise, has naturally led to disputes in almost every instance where Companies have been so connected, and to those disputes may be attributed a very large pro portion of the competing schemes which are now brought rested in particular branches of traffic, may be enabled to regulate the rates upon that traffic, and to send it without obstruction or delay over portions of connecting lines, upon an equitable mileage arrangement, has become so apparent, both for the interests of the public and of the railway Companies themselves, that we may venture to assume that it will be made. The present is not a proper occasion to discuss the details of such provision, further than to observe that, while it will be a serious questi-n for the consideration of Parliament in what manner such provision should be made, it is evident that the difficulties described can only be completely obviated by the Legislature providing in some manner-or other an effectual means of deciding differences in which the public convenience is involved, and of enforcing, either by compelling a resort to arbitration or otherwise, such equitable arrangements in regard to mileages on through traffic, to the use of the line of one Company by the carriages and engines of another, under proper regula tions for safety, or otherwise, as may appear to be re quired for insuring the full, free, and unimpeded transit of traffic in every direction over the complicated net work of railways with which the country will shortly be covered. Assuming such provision to be made, the heavy outlay of capital and extensive interference with pro perty occasioned by such lines as those of the London and York scheme to Sheffield and Wakefield, would clearly be unnecessary ; although in the absence of it, there may be no alternative but to allow duplicate and competing lines to be made to com plete communications where portions of existing railway intervene which would answer the purpose equally well. We have thought it right to state these views, in order to show that in giving a preference to the Swinton com bination, which avails itself of existing lines, we have not been uronindfal of the difficulties to which such com binations have hitherto given rise, but have proceeded on the supposition that such difficulties will be obviated in future. The next lines which we have to consider are those proposed for affording a communication from Sheffield to the south-east, in connexion with the main line through Lincolnshire, viz., the Manchester and Sheffield and Midland Junction (Sheffield to Chesterfield), and the Newark and Sheffield (Chesterfield to NE IN' ark.) The first of these lines is proposed partly with a view of cutting off the present extremely inconvenient and cir cuitous angle in the communication of Sheffield with the south, and partly of opening up an extensive coal field between Sheffield and Chesterfield. Both these objects appear to be unexceptionable on public grounds, and it is stated to us that the advantage to the town of Sheffield will bo considerable, from the introduction of a description of coal well suited for its manufactures, at reduced rates. This line is, however, in parts, of a difficult and ex pensive character; and as an isolated scheme we should have some doubts how far the traffic likely to pass over it would be sufficient to support it; but having regard to the obvious advantages which it would afford to the town of Sheffield, and to its position with reference to the Sheffield and Manchester and to the Newark and Sheffield line, which we proceed next to consider, we do not feel that we should be warranted in reporting our opinion that there are public grounds which ought to be decisive against the schemes. The Newark and Sheffield line is projected with a view of affording a direct outlet, towards Sheffield and the manufacturing districts, for the produce of Nottingham shire and South Lincolnshire, and also an outlet for the coals of the Chesterfield, Drontield, Mansfield, and Pinx fon coal fields, towards. the east and south-east. It was originally proposed with a view to join the London and York Railway at Newark, but its promoters state that it admits of an easy extension to Sleaford, for which they would apply in a future session, which would con nect it equally well, or better, with the line of We Cam bridge and Lincoln. This line, in connexion with the proposed branch from the Cambridge and Lincoln line to B )ston, would thus form a complete line from Man chester and Sheffield to Boston, passieg through a rich and unoccupied agricultural district, and affording the shortest communication with several important coal fields and quarries of the best building stone, besides accom • modating Mansfield, Newark, and several considerable towns. We are of opinion, therefore, that the scheme offers considerable public advantages, and that, if no intermediate line from Sheffield eastward, between this and the Swinton and Gainsborough line, should be for the present sanctioned, a fair remuneration might he ex p ctcd upon the capital required for the construction of these, which we consider to be decidedly the more im portant lines for public purposes. The next important question of lateral communica tions in connexion with the main question, has reference to the extension of railway accommodation to the port of Goole. For this object no fewer than four schemes are I:rop°se'rdh;e- viz Pontefract, and Goole ; The Y(,rk and North Midland and Go,le ; The Barutky and Goole ; The Doncaster and Goole; in addition to a short line from Goole to Snaith, th;) plans and sections of which have been deposited by the Aire and Calder Canal Company, who are the proprie tors dine docks at Goole, with a view, however, a:4 it is believed, of securing a certain control over • SQ. ' much of the terminus of whateyer railway may be sanctioned to Goole as lies within the property belonging to them, and which may afterwards be required, may be attained better by the insertion of clauses in the Bill of the successful railway, than by the inconvenient ar rangeraent of rilaciing a short of the line EASTER HOLIDAYS, ROYAL POLY rEc HNIC INSTITUTION. Dr. Ryan's first Series of LECTURES on the Chemistry of Domestic Life daily, and on the Evenings of Monday, • Wednesday, and Friday. Popular Lectures on Natural Philosophy, with Brilliant Experiments, by Professor, Bachlu , ffner A New Series of Objects, exhibiting beautiful effects in CHILDE'S CHIIOMATROPE, in the PHYSIOSCOPE, and the PROTEOSCOPE. The SHRINE of the NATIVITY is one of the latest additions to the DISSOLVING VIEWS. A Curious MECIIANICAL'HAND, exhibiting daily on the person of an individual who has lost his natural hand. Working Models of New Inventions explained. Submarine Experiments by the DIVER. The DIVING BELL, MICROSCOPE, &c. &c. Admission, Is. ; Schools, Half-price. N.B. A Working Model of the ATMOSPHERIC RAILWAY, Fifty Feet long, is expected to be ready by the 24th inst. HODGSON, DAVIES, and CO., TEA DEALERS, 9, Philpot-lane, City, have just received a r2hoice Parcel of MANDARIN TEA, - rarely to he met with, of Full; Rich, Mellow Flavour, selected by Edward Davies, price ss. per lb. MPLOYMENT.—Persons having a little time to spare are apprised that Agents continue to be appointed in L.midon, and country towns, by the EAST INDIA TEA COMPANY, or the sate of their celebrated teas. Offices, No. 9, Great St. Ilelen's-churchyard, Bishopsgate-street. They are packed in showy leaden canisters, front one ounce to a pound, with the price and weight marked on each packet, and but little trouble is occasioned by the sale. The license is only I Is. per nnum, and many during the last nineteen years have realised con siderable incomes by the agency without one shilling let or loss. Application to mßde (if by letter post-paid) as above. ATIONAL LOAN FUND LIFE ASSUR ANCE SOCIETY, 2G. CORNHILL, LONDON . . Capital X 600,000. Empowered by Act of Parliament. DIVISION OF PROFITS. The steady success and increasing prospurity of the Society hag enabled the Directors, at the last annual investigation to declare a second Bonus, averaging 60 per cent. on the amounts invested on each Policy effected en the Profit scale. EXAMPLES. 1 z " 5 i; P. Bonus Bonus in ga g t 7 d g Premium. 2 g added. Cash. E g 2 p 0 4 5 .- • s. d. X s. d. s. d. X a. d. a. ds 1837 170 9 3 77 5 1 12 3 9 346 2 3 40,1000 74 3 4 1838 144 2 2 64 5 6 916 4 296 13 4 1839 116 16 0 51 5 11 711 9 247 4 5 The division of profits is annual, and the next will be made In De :ember of 'he . present year. This institution offers many important and substantial adv&n cages with respect both to Life Assurances and Deferred Annuities. The assured has, on all occasions, the power to borr)w, without ex pense or forfeiture of the Policy, two-thirds of the premium paid, (see table) ; also the option of selccting•benelits, and the conversion of his interests to meet other conveniences er necessity. Assurances for terms of years are granted on the lowest possible rates. F. FERGUSON CAAIROUX, tee. LONDON, EDINBURGH, and DUBLIN LIFE COMPANY, 3, Charlotte-row, Mansion-house, and 18, Chaneery-lane, London. The indisputability of tke policies granted by this Company; The obligation to pay the sum assured, although the debt for which the policy was taken out may have been paid before the claim arises ; Whole world policies not con !tied to the limits of Europe ; Option of half-premium payment for the first seven years— These form a combination of advantages which call be obtained only from the London, Edinburgh, and Dublin Life Company. ALEX. ROBERTSON, Manager. G UARDIAN, FIRE AND LIFE ASSUR ANCE COMPANY. No. 11, LOMBARD-STREET, at the Entrance of the Old Post office, London. DIRECTORS. JAMES MORRIS, Esq., Chairman. JOAN LABOUCHERE, Esq., Deputy-Chairman. Henry Hulse Berens, Esq. Lewis Loyd, jun., Esq. John W. Buckle, Esq. George Lyall, Esq., M.P. John Dixon; Esq. Stewart Marjoribanks, Esq., M.P. Francis Hart Dyke, Esq. John Martin, Esq., M.P. Sir Walter R. Farquhar, Bart. Rowland Mitchell, Esq. Thomson Hankey, jun., Esq. Robert Milford, Esq. John Harvey, Esq. Henry R. Reynolds, jun., Esq. George Johnstone, Esq. John Thornton, Esq. Jolix Loch, Esq. James Tulloch, Esq. • [TORS. Henry Sykes Thornton, Esq. George Stone, Esq. , avies, Esq., F.R.S. AUDI' A. N. Robarts, Esq Samuel Jones Loyd, Esq. ACTUARY-Griffith In the LIFE - DEPARTMENT, a Bonus' was declared in Juno 1829, exceeding one per cent. per annum on the sums insured, on an average of the different Ages ; and two subsequent divisions of nearly Tqual amounts were made up to Christmas 1835 and Christmas 1842. M an average of the three divisions the Reversionary Bonuses added of fri)er 'cad on die — total - preiniums paid thereon during those seven years, and the whole amount of Bonuses allotted at the three Septennial divisions exceeded 530,0001. In the FIRE DEPARTMENT, a Return of profit was declared on the sth of June, upon the premiums received on all Policies which had been in force seven years at Christmas 1843, and the same is now in course of payment daily (Friday and Saturday excepted) between the hours of ten and three o'clock. Notice is hereby given, that as' urances which expire at Lady Day must be renewed within fifteen days at this Office, or with Sir. Sams, No. 1, St. James's-street, corner of Pall-mall ; or with the Com pany's agents throughout the kingdom, oth ß erwise K they become v Secretary oid. GEORGE EYS, . PRESERVER FIRE, LIFE, AND FAMILY ENDOWMENT OFFICE, BOND-COURT HOUSE, WALBROOK. As an Indemnity to the Assured, a Deed of Settlement has been executed, whereby Property, producing upwards of Five Thou sond Pounds per Annum has been secured to Trustees for the fuldlment of all engagements entered into at this Office. The peculiar advantages offered over those of similar Institutions are, amongst others — TO ASSURE FROM LOSS BY FIRE EVERY DESCRIPTION OF HOUSE, CHARITABLE, and CHURCH PROPERTY, Farm ing Stock, Goods, &c., at a considerable reduction from the charges usually made. TO ASSURE THE LIVES OF INDIVIDUALS OF ALL AGES the payment of the principal sum to be made EITHER ON THE DEATH OF THE ASSURED, OR ON . A FIXED DIY, IF HE BE THEN LIVING. ADVANCES OF MONEY FOR LIMITED PERIODS on the deposit of Title Deeds, without the expense of Mortgage Securities. LOANS TO NOBLEMEN AND GENTLEMEN of established position, in conjunction with Life Assurances, upon their personal responsibility alone. The ASSURED MAY PASS FROM ONE COUNTRY TO AN OTHER without forfeiting their Policies, and MEDICAL EXAMI NATIONS are dispensed with. Vacancies for a few Agents. . *** Prospectuses and TaLies, calculated with the greatest 'pre. clsion, may be had at the Office. JOHN WIDOWSON, Secretary. MUTUAL ASSURANCe. ATIONAL PROVIDENT INSTITUTION. .1.1 No. •4S, Gracechnrch-street, London, for Mutual Assurance on Lives, &c. Enrolled under the Acts of Parliament relating to Friendly Societies. DIRECTORS. Robert Ingham, Esq. Joseph Janson. Esq. S. Hayhurst Lucas, Esq. . Charles Lushington, Esq. John St. Ilarbe, Esq. Richard Shortridge, Esq. Samuel Smith, Esq. C. P. Bousfleld, Esq. John Bradbury, Esq. William Cash, Esq. Thomas Castle, Esq. James Crofts, Esq. John Feltham, Esq. Joseph Hargrave, Esq. Thomas Hodgkin, M.D. MEDICAL I J. T. Conquest. M.D., F.L.S. Sotacrrons—Messrs. H. The following statement shows the commencement in Dec., 1835, • • DIRECTORS. Thomas Bevan, M.D., F.L.S. [ardwick and Davidson. the progress of the Institution froth to 20th Nov. last : No. of Years ending. Policies Annual Income. Amount of Capital. issued. s. d. £ s. d. 20th NoTember 1836 • • 616 8,021 12 2 10,736 3 0 1837.• 435 14,600 0 0 31,592 10 5 ft 1838.• 459 19,934 19 4 46,855 010 ft 1839 490 25,427 4 2 64,959 10 10 If 1840.• 494 31,051 10 10 90,545 13 9 ft /9 tt ft 1841.• 357 3 6 ,3 5 7 1 4 114 , 993 2 4 IP 1842.. 3h4 39,360 9 7 139,806 1 7 PP PP o 1 , 43.• 703 44 , 219 17 0 167,079 11 2 9• 1844.. 722 5 5 , 03 7 9 2 202 , 162 1 9 9. Total Numbel.••• 4,640 The gratifying result the Institution on the 9 lowing instances ; exhi been in existence from t of the valust 20th Novembc abitlng the plc one to seven Lion of thi er, 1842, i oflt assign. years : le liabilities and assets of is exemplified in the fol ned to Policies which had Equal to a • 0 g Reduction Reduction 2 A 4 ? ....: g li -. 4 , . .7.: in Pre- percent. 15 .2 ~,,-,v, J :.. 0 = 0 :ill mium in Oil the ~.„.."i F .: c ri ) g 4 0 lieu of A "" -4 4 p Original onus. Premium of -- -- - - Years. Tears. L. X. s. d. X. s. d. £. s. d. 7 59 1,000103 11 0 63 0 0 27 17 2 44 7 33 2,000177 10 0 54 1 8 20 11 6 as 6 52 2,000 227 19 0 97 11 8 34 5 10 35 6 31 seo 37 2 0 12 17 6 4 2 5 32 5 51 1,000 si 3 0 47 2 6 13 6 4 28 4 42 500 28 19 0 17 12 1 313 3 20 3 46 800 37 8 0 31 18 8 418 10 15 3 ,E 2 63 3,000140 15 0 224 15 0 23 11 7 10; 1 42 2,000 26 14 070 8 4 33 9 4y: The Nest Division of Profits will be made in Novem' Members whose Premiums become due on the Ist A] reminded that the same must be paid within thirty da date. The Report of the Directors to the last Annual Meeting of. the Membnes, and every other information, may be had on application at the Office. The Board of Directors moot every Tuesday and Friday at Two o'Clock. London, March 24, 1845 JOSEPH MARSH, Secretary. Lber, 1847. ail next, are a from that .4. - fiCIIWEITE and Co., Wine-merchants, respect 1. 3 fully invite attention to their fine STOCK of FOREIGN WINES ; comprising the whole range ..f those usually in demand, but particularly refer to their Ports and Sherries. The prices of their Ports are regulated chiefly by the age in bottle, as they import none of inferior quality :—Draught Port at 30s. to 365. ; old bottled Ports, 425., 485., and 545. ; Sherries of all kilds, pa'e, brown, and gold colour, at 305., 345., 368., and very superior 425., 485., and 548. ; the usual variety of French and Rhenish wines—first growth Lafitte and Chateaux Margaux, 725. - Mal 80s. ; second growth, 635. ; St. Julien, 40s. ; Champagnes, 545. • and 635. ; the finest, 80. s. ; a rare selection of Hocks and Moselles received direct from their agent on the Rhine, from 48s. to 98s. Lists of wines and prices sent on application, and country orders attended to immediately on receipt of a remittance or a reference.—Offiee, 51, Berner's-street ; cellars, 27, Marshall street, Regent-street. GALVANISM.—IMPORTANT DISCOVERY. ANDREW LOVELL'S GALVANIC OINT MENT for TEETHING, for the Cure of Rheumatism, Gout, Nervousness, Deatiless, Colds, Toothach., Headache, Asthma, In fluenza, Dropsy, Dyspepsiaor Indigestion, Paralysis, &c., and for Vie -prevention of all other complaints and diseases, especially those pro duced by the sudden changes of this variable climate. Signed and sealed with the name of ANDREW LOVELL (the discoverer), in full length, and stamped with. the Government Stamp. London Agent : Dr. Cullen, 30, Upper Nortlviplace, Gray's-Inn-road ; and may be had of all respectable whole ale and retail druggists and medicine vendors In the kingdom. In pots, Is. lid, and 28.94. cult. NINETY-SECOND SALE. CUSTOM-HOUSE, London, 27th March, 1845. FOR SALE, by order of the Honourable COM MISSIONERS of her MAJESTY'S CUSTOMS, at Twelve o'Clock at Noon precisely, on MONDAY, 31st March, TUESDAY, Ist, WEDNESDAY, 2d, THURSDAY, 34, FRIDAY, 4th, and SATURDAY, sth April, at the COMMERCIAL SALE ROOMS, Mincin g -lane, The following GOODS for HOME CONSUMPTION : — .19 319 pieces Back Silk Bat Plush, 1,823 pieces of Thread Pillow Lace, 56 pieces Silk Pillow Lace, 224 cartons Artificial Flowers, 128 dozen Cambric Handkerchiefs, 568 Gold and • Silver Watches, 23 Turkey Carpets, 3,893 Figured Silk, Embroidered, Woollen; and Silk Barege Shawls ; Gilt and Steel Beads, Beggar's Lace, -Gold Bronze Powder, Barege, Printed Bunting, Dntch Clocks, Porcelain, Ormolu, Marble, and other Clocks, Embroidered Muslin Curtains, Chains, Cotton Fringe, Copper Matrices, Coral Beads and Negligees, Chinese Carved Ivory Balls, Coutille French Chalk, Chutney Sauce, China Silk Damask, Embroidery, Cut and Flint Glass, Human Teeth, Hat Linings, Table and dessert Knives with Silver Handles, Silver Gilt Dessert Knives, Lute Strings; Lacquered Russian Bowls, Embroi dered Muslin Skirts, Meerschaum, and other Pipe Bowls, Musical Boxes, Needlework, Opera Glasses, Coloured Porcelain, Penholders, Purse Garnitures and Slides, Phs,' Picture Frames, Pianofortes by " Pape " at Paris, Silk Mordties, Purses, Mitts and Cloves, Chinese Silks, Silk Bandannas, Segar Cases, Snuff BoxeS, East India Scarfs, Spa Wares, Segar Cases, Tea Caddies, Tapestry, Tarlatans, Count ing -house Table, Inlaid Tables, Toy Prints framed and glazed, Wire, Watchmakers' Saws and Tools, Watch Springs, Watch Key Pipes, Gold Watch Keys, manufactured and unmanufactured Tobacco, Se gars, Cheroots, Tea, Coffee, Sugar, Wine, Brandy, Rum, &c. &c. &c. FOI EXPORTATION, Perfumed and other Spirits, Wine, Cordials, common Green Glass, Spirits, &c. &c. FOR EXPORTATION or 'LOME CONSUMPTION, on payment of the duties:— Spirits, Tea, Sugar, Wine, Sago, &c. &c. To be viewed at the Queen's Warehouse, Custom-house, Thames street ; at the East and West India, London, and St. Katherine Docks; on Thursday, 27111, Friday, 28th, and Saturday, 29th March, 1844, from Ten o'clock in the morning until Three o'clock in the after noon ; and on the days of Sale, from Ten o'clock In the Morning until Twelve o'clock at noon.' Take Notice, that the Goods sold at this Sale will not be delivered until after two clear days of the day they arc sold, and that no Lots can be paid fur at the Office of She Receiver of Fines after Two o'clock in the afternoon. During the days of Sale money will not be received by the Receiver of Fines after Eleven o'clock in the Aire- Catalogues may be bad at'the Queen's Warehouse, Custom-house, price One Shilling each. TIE NEW MEDICAL BELL.—An AGGRE GATE MEETING, for the purpose of taking steps to defend the body of Surgeons from the wrong inflicted by the recent Charter, and further aggression on their rights threatened by the Government Bill, will be held To-mortnow (Wednesday), at the Literary and Scientific Institution, Leicester-square, at Six for Seven.—All Sur geons are respectfully invited to attend. • THOMAS WYSE, Esq., 31. P., in the Chair. By order of the Committee of the Defensive Association of Surgeons, W. B. COSTELLO,} Iron. Sec. J. FOOTE, HEFFIELD AND LINCOLNSHIRE JUNC-. TION RAILWAY. • . . " At a Special Meeting of the Provisional Directors of thi s Li ne, at the Company's Office in Sheffield, on Monday, the 24th instant, March, 1845, it was resolved unanimously,— " That in the opinion of this meeting the strongest possible case, national as well as local, can, notwithstanding the adverse. report of the Board of Trade, be established in favour of the Sheffield and Lincolnshire Line ; sod that, therefore, the Committee of Manage ment be requested, and they are hereby empowered, to prosecute the Bill now pending in Parliament with all the spirit - and energy they can command, at the same time exercising a judicious administration of the funds of this Company." _ _ . . . By order of the Board of Provisional Directors, (Signed) JAMES DIXON, Chairman, J. H. HUMFREY, Sec. PUBLICATIONS. NEW WORK BY HARRY LORREQUER. • On Thursday, in One Volume, cloth gilt edges, price ss. ST. PATRICK'S EV E; or, Three Eras in the Life of an Irish Peasant. By CHARLES LEVER. With Four Etchings and numerous Woodcuts, by Phis. Chapman and Hall, 186, Strand. . On the 4th April, in three vols., post Bvo., THE COCK and ANCHOR; being a Chronicle of Old Dublin City. London : Longman and Co. Dublin ; William Curry, jun., and Co.; and.may,be had at all the Libraries. rocket Edition (500 pages), in an envelope, price 25., by post as. N M ARRI A GE its Hindrances and Obligations. " Of griefs concealed, and disappointments keen, Which young and gentle—the matured and sage, • The lonely and the mated—all sustain." 13y K. J. CULVEV,WELL M.D., _ _ _ Member of the Royal College of Surgeons of England, : Licentiate of the Hall; and twenty-three years Resident Practitioner in London. Also, companion to the same (72 Engravings), price Is., by post 13.6 d., ON CHASTITY—its Abuses and Diseases. " Whereon doth hinge the dignity of man, The health of offspring, and domestic love I" These publications are firee - il•om empyricism and mawkish senti mentality—they abound in stern truths, and are addressed to the in telligence of the times. Sherwood,' 23, Paternoster-row ; Carvalho, 147, Fleet-street ; Hannay, 63, Oxford-street ; Mann, 39, Cornhill ; and the Author, 21, Arundel-street,- Strand.—At home daily till Two : Evenings, seven ill Nine. FOURTEENTH EDITION of the SILENT FRIEND en Human • Frailty, with Coloured Engruy i ..Tvlst PlD.Us ll ,f4is 1 Nl' oft on JIL the Infirmities of the Generative System in both sexes ; and on the loss of the reproductive powers, with means of restoration. The baneful effects of solitary indulgence, neglected syphilis symp toms, &c., are fully pointed out. Illustrated by Engravings ; followed by observations on Marriage, Ns ith plain directions for the removal of certain disqualifications. fly It. anti L. PERRY and Co., Consult jig Surgeons, London. Published by the Authors, and may be ad at their residence, 19, DERNERS-STREET, OXFORD-STREET. Sold by Strange, 21, Paternoster-row ; Hannay and Co., 63, Ox ford-street ; Gordon, 146, Leadenhall-street ; Purkiss, Compton street, Soho; and all Booksellers. "We regard the work before us, the ! Silent Friend,' as a work embracing most clear and practical views of a series of complaints hitherto little understood, and passed over by a majority of the me dical profession, for what reason we are at a loss to know. We must however confess that a perusal of this work has left such a favourable impression on our minds, that wo not only recommend, but cordially wish every one who is the victim of past folly, or suffering from indis cretion, to profit by the advice contained in its pages."—Age and Argus. The CORDIAL BALM of SYRIACUM is exclusively directed to the cure of nervous and sexual debility, irregularity, weakness, loss of appetite, imligesticn, consumptive, habits, and debilities arising from excess, &c. In bottles, price 11s., or the quantity of four in one bottle for 335., by which 118. are salted. The fiva-pound cases may be land as usual. The CONCENTRATED DETERSIVE ESSENCE, an anti-syphi litic remedy for searching out and purifying the blood from scurvy, blotches on the head, face, and body, ulcerations, and those paiattll affections arising -from Improper treatment or the effects of mercury, removing secondary symptoms, and all eruptions of the skin. Price lls..and 335. per bottle. PERRY'S PURIFYING. SPECIFIC PILLS, price 2s. 9d., 45. 6d., and ILs. per box, are the most effectual remedy for strictures, inflam mation, irritation of the bladder, &c., without hindrance to business. Consultation fee, If by letter, 11. Minute detail of cases necessary.. Mess:s. Perry are in daily attendance, for consultation, at their re ridence, 19, Benters-street, Oxford.etreet, London, from 11 till 2, and 5 till S. On Sundays from lu till 12. One personal visit is only ne cessary to effect a permanent cure. --=-- -- • UNIVERSITY INTELLIGENCE. CAMBRIDGE, MARCH, 22.—CONGREGATIONS. —The following are the congrization days of the ensuing Easter Term :—Wednesday, April 9, at 11 o'clock ; Wednesday, ApriF23, at 11 o'clock ; Wednesday. May 7. at 11 . o'cloek ; Wednesday, May 21, at 11 o'clock ; WCdRE.S44y, "TLIDS' 11 (Stat. B. D. Corn.), u 10 o'clock ; Saturday, June 28, at 11 o'clock ; Monday, June 30, at 11 o'clock ; Friday. July 4 (end of term), at 10 o'clock. KING'S COLLEGE. On Tuesday next (Founder's day) the Rev. Lewis William Sampson, M.A., and Fellow of this Society, will preach the usual sermon in the College Chapel, betore the Univerbity. THE CHURCH. The following appointments of gentlemen of this Uni versity have just taken place : The Rev. Walrond Whitter, 3.1. A., of St Peter's Col lege, to. the rectory of Bradford, Devon. The Rev. William Holmes, 8.A., of Caius College, to the-rectory of Osmandiston, alias Seel°. The Rev. Thomas White, M.A., of Trinity College, to the perpetual curacy of Kirk Hamerton, Yorkshire. The Rev. Robert Hawthorn, M.A., of St. Peter's Col lege, to the vicarage of Stapleford, Cambridgeshire. The Rev. Henry Press. Wright, BA., of St. Peter's College, to the perpetual curacy of St. Mary, Quarry hill, Leeds. The Rev. Henry Paul Measor, M.A., of King's Col lege, to the curacy of Felmersham, Beds. The Rev. R. E. Kerrick, M.A., of Christ's College, to the vicarage of Pampisford, Cambridgeshire. COURT CIRCULAR. WINDSOR, MONDAY.—The Queen and Prince Albert took their accustomed early walk in the Home-park. and the pleasure grounds adjoining the Castle. At noon, her Majesty and his Royal Highness, attended by the ' Hon. Miss Hamilton, the Earl of Hardwicke, and Major- General Sir Edward Bowater, rode out on horseback for some time in the Great Park. The Prince of Wales, the Princess Royal, and the Princess Alice, were taken an airing in the Home Park. The Hon. Colonel Grey left the Castle for town this morning, and returned in the evening to dinner. In the afternoon her .Majesty and Prince Albert rode out in a pony phaeton. The Viscountess Canning, Lady in Waiting, and the Hon. Misses Stanley and Hamilton, Maids of Honour in Waiting, followed in a carriage and four. The Royal Family were taken an airing this after noon. The royal dinner•party at the Castle this. evening in cluded her Royal Highness the Duchess of Kent, Lady Anna Maria Dawson, and . the Countess Wratislaw. His Royal Highness, the Doke of Cambridge left his residence at Kew yesterday, to honour Viscount Bar rington with a visit at his seat, Beckett-house, Farring don, Berks. The Grand Duchess Stephanie, of Baden, visited the Duchess of Inverness yesterday at Kensington Palace. In the evening his Royal Highness visited the Marquis and Marchioness of Douglas in Connaught Place. Mr. James Busby had an interview with L:ird Stanley yesterday at the Colonial office. COAL 19111.32.ZET. Prices per ton at TheClOseo77l;;TiWket :—Adair's Main 15s fkl ; Buddle's West Hartley, 1683 d; Carr's West Hartley, lis ; Davison's West Hartley, 17s; Itlstin h , r's Weft Hartley, 163;- Holywell Mani, 17s; Old Pontop, 15s; Ord's Red heugh, 15s ; .Pontop Windsor, 158;. Pott's Primrose, 13s 6d ; West Hartley, 17s : Wylam, 15s 9d ; W. E. Bell and Brown, 18s 9d; Gosforth, 184 9d; Heaton; 18s 6d; Norton, 16s; jtidcle,ll's, tids 3d ; East Ireton,' Itis; Lambton, 20s 9d; ihotion, 205.6 d r - Stewart's, 21s 6d ;.CaradOe,2os 9d ; Hartle - Obi, 21a 3d ; Heugh Hall, 18s 6d; - Trliiiden, 205 . 6 d ;, Thorn ley,' ISt 9d ; Adelaide, 20s 6d; Evenwood, 16s 6d ; West Tees;l7S3it;' Cowpen Hartley, 17s ; Derwentwater Hartley, 16s; Graigola, 21s fix; 'Hartley,' 16s; Hangennech; 21s; PoWell's•Deryn 22s 6(1 ; Sidney's Hartley, .163 9d,— Etips arrived, 49. __,__' 9 distinct Company, who as owners be expected to haze a competing ?refore shall at once exclude the lerue from our consideration. :he other schemes, it appears to us 4* the import and export trade of yj, , ides the construction of some one tee of railway to the port of Goole. Although this port can hardly be considered as a rival of Hull, which must, in all probability, continue to command the greater part of the extensive foreign trade to the north and east of Europe, carried on from the manufacturing districts through the Humber, it is one of considerable importance, whose trade, which has suffered much from the advan- tage afforded to Hull of being the sole point connected by railway with the interior, is likely to receive considerable increase when a similar advantage shall be extended .to, it. For the coasting trade especially, consisting in the import of corn and agricultural produce for the use of the manufacturing districts and in the export of coal, the port of Goole offers considerable advantages, and the trade already carried on is very extensive. The corn market of Wakefield, which is one of the largest in the kingdom, and the principal eat , epo t for the consumption of a great part of the manufacturing dis tricts, is supplied, to a great extent, by corn grown in the counties of Lincoln, Cambridge, and Norfolk, and shipped coastwise to the coast of Goole, whence it, is forwardet4by the Knottingly and Goole, and Aire and Calder Canals. The quantity of grain thus passing through the port of Goole to Wakefield is stated to be not less than 15,000 quarters per week, in addition to large quantities scot to Leads, and in other directions. Wool and other produce of the eastern agricultural counties is also conveyed by the same channel to the manufacturing districts in large quantities ; and this im port trade is chiefly balanced by an export of coal, lime, &c., affording return freighte. Keeping these circumstances in view, it appears to us that the principal objects to be attended to in laying down a line of railway fur Goole, are best attained by the Wakefield, Pontefract, and Goole scheme. The Barnsley , and Goole, and Doncaster and Goole schemes provide only for the oartial attainment of one of the objects referred to. viz. the export of coals. They are laid out principally with a view of affording an outlet from the Silkstone coalfield to.Goole, and although this may be a very desirable object, IN, hardly sufficient to justify the expenditure of the large sums-required, when the same object may be attained almost equally well, in addition to others equally important, by combination.--.._ The Wakefield, Ppnteirnat, sokem., inronar nection with tile Main line from London rill' Cambridge and Lincoln to York, will accomplish the following objects : 1. It will provide a direct and independent line for the largest and most important branch of traffic existing at Goole, viz, that of corn and agricultural produce •to Wakefield and the manufacturing districts. 2. It will, at the same time, by its connexion with other railways, afford a good railway communication from Goole in every direction, viz. by the London, Lincoln and York line, to the metropolis, and to the north and south ; and by the Manchester and Leads, and North Midland lines to Manchester, Leeds, Brad furd, Halifax, Sheffield, and the whole of the manufactur ing districts, and of the West of England. 3. It.will thus off ard a direct communication from the nearest coal field, that of Wakefield, and one only a few miles circuitous from that of Silkstone, in addition to a, communication with the Durham coal field, by means of the north( ru line:. 4. It will accommodate an important intermediate dis trict, including the borough of Pontefract, With a popu lation of 12,000, and a considerable malting trade ; and Knottingly, a place known fur its excellent lime quarries, from which about 65,000 tons of lime are exported annually. 5. It will afford a good connexion from -Leeds, the West Riding, and the manufacturing districtS, to the main eastern line from London to York, and OW supply the purpose of a necessary branch from that line. These objects seem to us abundantly sufficient to jus tify the construction of the Wakefield, Pontefract, and Goole line, the estimated cost of which is only '365,0001. It is true that the same objects might be attained more economically, though less perfectly, by substituting for the Wakefield, Pontefract, and Goole line, either the branch from the York and North Midland Railway, at Brayton, the estimated cost of which is only 105,0001, or the Leeds branch of the Lincoln, Leeds, and York line, to Normanton, in connexion with a short branch to Goole. But the former of these schemes would give no accommodation to Pontefract, and the intermediate dis trict, and would involve a considerable circuit upon most of the traffic in corn and coals . to and from the interior, in addition to the delay and inconvenience of compelling all this traffic: to pass over the most crowded portion of: . the York and North Midland Railway, the inconvenience of which has been already referred to in the Commis sioners' Report ; and through the Normanton station, which is already the centre of such a large amount of traffic, and where the space is already limited. The other scheme of the Lincoln, Leeds, and York Company's Leeds branch, is also open to the latter ob jection, and is imperfect for the reasons which have al ready induced us to consider the main scheme with which it Is connected as inadmissible, and bscause no Goole branch in connexion with it is actually proposed. Under these circumstances, and considering that the traffic is likely to be sufficient to support a good line to Goole, we hare no hesitation in reporting our opinion that the Wakefield; Pontefract, and Goole line, appears • to us to deserve a preference oyor_thnaehh a sTariseetty tom- Intinicatio'n in the northern and north-eastern portions of Lincolnshire, 'which, although not dependent oa the decision of the main question between London and York, are in some measure connected with it ; viz.— The Great Grimsby and Sheffield, and The Hull and Gainsborough. The former of these lines runs from Gainsborougb, by Glandford Brigg, to Great Grimsby, with branches to New Holland, opposite to Hull, and to Market Rasen, while the latter runs directly from Gainsborough to New Holland. An inspection of the map will show that these are directly competing schemes, and that.. the former is much more comprehensive in its object, corn- prising the accommodation of the important agricultural district of North Lincolnshire, and the connexion of its principal market towns with one another, with Lincoln and Gainsbcrough, and with the port of Great Grimsby, which is 'represented as capable of great improvement, while the object of connecting the Ferry, opposite to Hull, with the main eastern line of railway, is accom plished by only a slight circuit._ These considerations • appear to us to be decisive, more especially as we do not think that, owing to the interruption of. nearly three - miles of ferry across the Humber, and to . .the great shortening in the railway communication from Hull to the south, which will be effeckd by the proposed main line by way of Selby, any line from New Holland Point is likely to be of material advantage to the town of Hull. The accommodation of North Lincolnshire, therefore, appears to us to be the main object ; and as this is much. better effected by the Grimsby line, which is likely to ufford great benefits to an important district, while, at the same time, there is fair reason to hope, from the estimates of cost and traffic, that, it will be able to sup port itself, we have to report our opinion, that it appears to us. upon public grounds, to deserve a preference. With regard to the lateral con munications further to the south, we have already stated our reasons why the Branch of the London and Birmingham Railway to Bed ford, which at a slight cost, the estimated capital being . only 125,000/., affords a communication both with Lon don and Birmingham, and the manufacturing districts,.. appears to us to be unobjectionable on public grOunds; and also why the Branch from the. Northern and - Eastern lino at Hertford to Hitchin and Biggleswado would appear, in the event of the rejection of any trunk through that district, to be deserving of sanction. The Ely and Bedford line, projected in the same district, appears to us to be one which at some future period may be required, but which can hardly be considered at present until the main question of the trunk lines in that quarter has been decided, and a sufficient time has elapsed to consider the effect of that decision ; and we therefore recommend its postponement. The only remaining lateral schemes are those of the Midland Counties from Nottingham to Newrilk and Lincoln, and Syston to Peterborough. We are not aware of any opposition, on public grounds, to either of these lines, and they are calculated to afford considerable local accommodation to the dis tricts traversed ; more especially in the conveyance of corn and agricultural produce, and of coals. When lines of this descriptic n are thus proposed, for the ac commodation of an unoccupied district, by an existing Company, with ample resources to ensure their com pletion and efficient working, and when, as in this in stance, they interfere with no other existing or pro jected Railway, we are aware of no public reasons which should lead us to report them undeserving of the sanction of the Legislature. There are some points of detail connected with the pa-,sing of the Syston and Peterborough line through the town of Stamford, and the crossing of a public road there on the level, to which we beg, however, to direct the attention of the Committee on the Bill ; and also to the mode of effecting a junction with the other lines in or near Peterborough. We now proceed to recapitulate briefly the conclusions at which we have arrived, and the leading results, with reference to a great national system of railway commu nication, which we have had in view in submitting for the consideration of Parliament the - recommendations contained in this Report. The adoption of the Cambridge and Lincoln, and nor thern portion of the Direct Northern lines in connexion with the line of the Northern and Eastern, which will shortly be opened to Cambridge, and with the Totten ham and Farringdon-street Extension, will afford an in tegral and indopendent trunk lice to the north, which, having regard to gradients, is probably as short, in point of time, as could possibly be constructed ; with a first-rate metropolitan terminus ; passing through the principal towns on the eastern tide of the kingdom be tween London and York, by the 'amt.., the first stage of which has been already sanetioned by Parliament, and which has been always considered as the most natural and desirable. By this line, from the completion of the portion as far as Cambridge, and from the extreme facility of execu tion of the remainder, all the public advantages that can reatonably ha anticipated from economy of construction will be insured. The completion of the whole under taking within a moderate period, and whatever may be the state of the money market, or rise in the price of labour and iron may, from this cheapness of construc tion, he r;.ndered certain by the introduction of proper clauses. The existence of the undertaking in a state of independence, affording to the public whatever benefit's may be justly expected to result from the existence of a second trunk line from London northwards, and from the indirect effects of competition, will be also rendered Much more probable than could possibly be the case if an expensive line was sanctioned, less capable of carry. ing at low farep and sustaining coropetitio. at too ;tuna •si .. E. le Of " ; the' a st opoj iea v n en fo afro: all pert . tPAI :II il