The Sun. — London, England, 1845-10-25 00:00:00

~»~ _ t `tea ~ , -`.._--.~----__, ~,a.~. Y- - -- three .6' old. 75' The f of Ab., by P u ' cl o Ch° °s° 'Ab. 31. rick, '; s ' Sst 115 1 r, his DIY 39°' a this dat,:fiiotT ..k., o f ti A'' >tapleP ro ro i n the cot r cd. 01 4 ig deV tif J enl ont get • Cha rc ..d b ilo e ,voree' ter. oe4 00; Cti r ',4 -diga te ' • brol'eyeo 0' 4 0, y cs oril., oo ll.; S' tle4 sa - c o lleg e ' f ; %r ege , eg ,e ' of 'net f% e. a ll ie hs gitl E%%10 05 lia er f 5111 : 111 Dlichg •09 0 .f 011,055 bsP 11 0/' tbe ' I°' 01I'll D ° p 03°1 of " e, °lle tt , ' le' cone c oile4 o Y t it . e n coo, 0 of es to t io do to t lie o ic • , ,f Do re ogY `r° o , cloc . 4 bee '', j 0,,, ch0 0 riar to 507,, 1 1 14 . 5 ,r ro e, to r m ileg" IP C- TRE SUN, LONDON, U, OCTOBER, 25, 1845. RAIL A spn t n , or , . . , ...„ , _, s T ,„. , JAIL S - 151;L;C aOus,lasslss. '''DAIID Nat e , —The Times perseveres in its efforts to e a th _ . panic in the railroad share market. The project has it ot ! le otation of extreme facility. Let a child or an sib, the Cry of fire in a crowded theatre, and the sa hi! ef the lives of many will be the probable, if Lot cer ;', tos s l' ste equence. If it is asked what other temptation the tent eau have to produce such a calamity as a great corn r'ntsket _ l „arra, the answer will be found in the uniform lik ely t of that journal. It is enough that the Times is inter est ° be named in connexion with any topic of general kinentivte ensue that the Times will press that topic pro ,tie esa'' t i er Public attention, without the least regard to t4hr rittor a it may pr o d uce by d o ing so. There may be 11 4 . to n te fes understood at Capel-court fir the line taken by 4inta Patti9°ry, but as we know them not, we shall not s e ,Particularly advert tothem and the motives that eiaelr.eadY. assigned are quite sufficient to explain a c id of t ,,.‘ of the Times. That journal, in an nilsa, Projectsorg, prosecutes its design by treating all I tkir' a in the mass as bubbles. Now we have it tatot t.'3lvaered this misrepresentation. A railway project itik ahe r bubble, because it proposes an object of solid es project inan e i e ,s rlf, and permanent duration. That such a '‘'o r ,';','screet, or that men may speculate indiscreea7 ; all a s 'tict., prudently conceived, is what no man familiar 44., . Pint of commerce will be disposed to deny; there lisi e ' 4 4B . _ Much rash speculation in the ordinary material of Int estm ?, ll he charged against railroad enterprise. This t a f ttets u _t help, if it were desirable to prevent it, but are t h "u reason to extinguish all trade and all enterprise I .; , :i tat e e r t e is in the country an amount of dormant capital tu t this ci ° twelold the cost of the projected railways, and ts, ailf a e rrilant capital is in a course of rapid increase, no 1 ,7 7 n liee ' e rlY, at this time of day. Why, then, must Z''' glilsi-iZoarilY be adeficiency of means to com es _-. works in contemplation ? If some indi capital have committed themselves by Sit ent es, their places will soon be occupied by parties dou r ,?, complete every engagement ; and this simple i'atp a " 111 be executed without noise and without injury, is 4(1 tumult are not created by the means which the ttZsis7 PlPloying. It is to be remembered that pie ,_ tpnt,railtvays must be necessarily gradual, extending ZrListi O4 : e present scale, very little beyond the annual ac- Vitt s f de e f the country, and therefore leaving the vast iiiZ If h,rlilent capital already accumulated as a reserve od, , country, indeed, is unable to meet the railway , iit l i o : 4) N . could it support a single year of that war O tt :4 the Times has, by its libels upon the French tsite„,, l k ti.the French army, the French marine, and I t n 7 People, been for years labouring to plunge ONay be that though the ultimate . ability fityN, shareholders a'enerally to meet their en sst(;ttilt l s admitted, ' - serious difficultieg threaten , t, t‘ l fot ?f the process. We a se told of an extrao7lin a, ary ' l ':ve t t l i t "eY to supply the ins - rrument of deposit, i, nt. 'f , i 44 , ;it if at the deposits may be inZtle by very slightly le'llii ' '' an all upon the general cirealation. Exche- Stl e ' Prob ahi ' • ~.i i t oO f 1110 ,, y, or transfers of stock will serve the ;40 : 01 0' except in the case of the very smallest or ca s h even in their case the demand for Bank Nk . e 0 b e cannot be more than transient, certainly As to PMd the license of issue lately given to the wil f ro t he absurd hypothesis that money must be l is ktt Poth esi ill trade in order to meet railway engagements, ,4t, to ra , s B exposed by us long ago, the Times does not rla,,,,'Y es te c r °duce it. What, then is the danger attending VII, t, a r e P t lise that must ' not ' attend every great im - gut and n that may not be obviated by the exercise of Nene t ql°,anon sense ? In all cases of vast enter \kik lher e i e ,_lle much gambling; this is inevitable. But 4111, 4 1' , to sit with our arms folded and our legs s lttntlrm 'Y resolved to abstain from all means of im- N t nn ers re anistances, because forsooth a few pennyless !t tr thei r `uaY be tempted, by moving in our company, to ,„ a n a t Poverty and want of principle. We would go ~ ,I. C i i erpe r i :iraes in recommending reasonable caution i . n 14 ‘1 4 ~e ' But to recommend reasonable caution is ko,s. ts t t 'l to proclaim to men they are ruined, when 0 4 ai loti l l l e effect of such a proclamation can injure 4.lt,tkirnottitteeder and a very different . thing. We are as Ir hst e , as we can be of any thing, that there is no I ; 4 , t t i he r ol e ' . of failure in the railroad share market, t,i ii as Itl'ire be artificially . produced by an artificial 144 0 the 2 , 1 e Times is labouring to produce. The spirit t:ltti:log attract writes upon this subject will be seen by .w. oeo44;ract : I th u t , L can complete the railways . already autho- Or a i: most serious and, for the time, a most 'neon -4 4 tioi l 0 1, 01 1 its capital—if it can without an immense A llnch , the inconvenience authorise next session only tktt:lto one it did last—if 15,000,000/. are next February t not Il e Accountant-General without a great con k th 04 13 , i k't 4l ,tll, (if n the share-market, but in the money tkit4 ti t i p4t. course, the event will show the worthlessness lit;' ) e,iri i of i°n s• Strange is it that people should b o or c!titid t A i i ii o ell ri it e t t s .ll Perate rage, when our error, if errit is, own conviction and its own penalty. The 10 to moralist observed, that the worst you could th e i''rnta i i a . ll Was that he might prosper as much and as tr e litot ar ,, A rational hostility would leave us alone to o,,lte rlo ,' fruits . of our own perversity." k114,,,t4 e hiLf,nistaken, the Times has here borrowed a th r " , A si 'ok of its former prompter and patron, Mr. ke no we remember the convulsion was a few weeks ,1 1'4 , t1 r t i Y i : T his s for November ; it is now postponed to t it itt,i Pr ed ! l ,l.s just according to Mr. O'Copriell's practice. isnph 'late he is appears likely to be falsified at its . first 'l t 'll. i ll h en fe Is sure to borrow a little time, and in this "'ll 4l l U na ' s ' annually repealing the union for . fourteen I,„'ils'laq„' e sPect the Times improves upon him. Mr. IZti t "ttiti t ls his head, which, whatever its value (and V:aholes t • Paul's head, we can imagine it in a pl ace 'ttilkes be useful), still exists in rerum nature. The tOe st „ . °lll Y its character on the worth of its antici 11* • Slte), -. ' e is indeed small, but in February we shall iak t is tel : l - to claim it. And it is chiefly on this account " 3 tis:•ssfi e the foregoing extract. i A tk,Ltles tc , e ,e,Ourse we have thought proper to pursue 'lti t'l,„ersh v i Lae mania for railway speculation has ex -0,71 ' e alarm among those who depen for their iVes t f i e ,eftain temporary value being attached to kl.ltlat Intl a worthless article. It is not the dabblers o: t ,`°ti t 441 tine speculators in scrip alone whose harvest trl, t t t , ar c , at short by the bursting of the railway bubble. I "kiN iY others whose interest it has been to keep the %S , , tir nv 'r speculation alive, and who when it receives lt . tS,,ith b will find themselves deprived of a source of Vf"• , t 'Cawing never been fair and legitimate, will k t. .,, 11l s Permanent. The clamour raised against us ktr kp h . k o ,,Poraries is natural enough ; for while the most V'r tr kt b corrupt of them has been saved from St P` nee three or four have been called k tt:bli e - '- ) Y the insanity which had taken possession y b , , i , e ' , i,pd, and they all feel that their gains will kt,ie t li o . - Ple are brought to their right senses. The 1 4 nev i i t s shares in railways that will never be made is ‘c i Or ti i with the absurdity of paying for advertise ` k 4 ti t , a 's Which nobody reads, and the proprietors of ai,li t „,re s T: e acutely sensitive to any at on . trashy %,,,,, e. ll in which has a tendency to bring all ',,"' ,s,il l ,, ev al to its proper level. Such has been the N i tcii et e 11. 43 ' advertising that papers have been started if' i„ tor a „eyer intended to be sold or read, but only t t li r ''. of the money that was being thrown away .%i t ttr ae elir n i . ., :•1 tt i > al , mater announcements and prorectuses. ti li tte v, 4) ,S this kind of emolument will cease I 1 I lly ' l e mind has been brought to a sound IN a t , i of t radition. We could not blame the L. N,N, t ,' c o b, e journals who profit by the folly which N,L4 4 4 t e k i nne as a medium of publicity, but we do t . & ttuif t 'raesty which some of our contemporaries t,nDi' l ike t c" of it reportinc , all the exaggerations and ' , t ,:4 4 4li e at railway meetrngs for the purpose of deceiv :t,Lt, i t Ni 'Z ar a fraud in which - a portion of the _press has, 61`1 1 1,, a bribe, allowed itself to participate. Of k tu liMi o ," not have been consistent with our principles too te have betrayed our duty to the community , h e t "' 11 4 , 1 ' 0 11er to which we have alluded it is I lti. `ne r iner" ourselv h d with inconsistency by one t l / 4 it „ Pors s i es c arge will 1, ,, 4 1t of Pos it es, because we i not lend our influence 4 10 r ~, of schemes to which we allow the lio,ssh, o rvertising columns. We are accused, t , tviti _` writing against our own sentiment? ;" t‘, t Y ti 4lls arli e u ns have been freely expressed against :'list, ) ,;etigh s t Some of which have, of co:nrse, sought ~ l o tli to je tnld 11 ?.e medium of our paper. IN e should be eilr of , s ., Indeed if we were compelled to adopt the itth N I lvosi s -r numerous advertisers, the mere attempt ,th,srsO„ " involve the impracticable task of reading 1143515„ - ` l !lit s '„ l llent brought to our office and deciding SWlntisi`' l le in 'which we could sympathize. The folly '''' to It hicV s ° apparent, that we wonder at the amazing il; ths could Itrs t at rg e have committed so egregious ablun- Z , ' i Nn'ts it(i lls . with inconsistency for not supporting all t iki 's tv ,teJects to which in the way of business our o t l t t llk il 'ich, 0 - o t i r s are open. We can understand the won- I t IN 4 , it,4 Ws eat , C ontemporaries contemplate the contempt <<' by v srti, ern ` afford to regard the minor considerations Otir s k : t toil, ents, or the purchase of a few hundred `,l . set t i les4rl donwishig to see its proceedings re ii% ih 115 1 ; they not deserve ; but we cannot 1 41 1 4 :iti a g %i s „ , •e can be accused of venality for not ~ "tti,,Nitt r r ,„ alt rY and dishonest traffic. We are, as we said 't L ttli 01 - Tati o - r T that renders it impossible . for us to . stoop til tti n y t 7,las, llet t b , in a fraud upon the public, for our interest ti‘las ee ",',glier ground, and it is to the knowledge of ,tstr 'Y t o ' far above all other considerations than N ' 14 t t boa s t , WA' . itwithout 1614,,1tt til . Public that we owe—we say Itt (l t; 4 's hav e felt c ' f it —our transcendant influence. The tk t sei v N.„7tt t icalled upon to make on the subject of ki,.l)tib l tek'4 l 4, lt : l in railways that has lately occupied si l sy lc t o " a te the community, have, we are happy to Ql, t sj ee ,Da ttee erlect we desired—namely, that of causing ,N tt ne te :' that was discriminate before risking money in i,iNt.p i C)j ta w as advertised. We have never said that 4,Nav,?,iutt,,.,,, a i i: bad alike, but nearly all of them have ! , . th otL, up (ee nt 'imeh the prospect of their value as a per- Vann, ' either Piss not warranted. Every scheme that , Ol t wor t ? a pr j u3' fraud on the one hand or credulity on }„Nktt er t will 11 7. much higher than is justified by its 0 p r ettt es tthe_ ti inately find its level. Some one will 1:44411 ) ,'I ag a i l t he crash arrives, and our warnings have eq . •se ttott • "' the madness of buying that which, ,Ai 1 4., Net 'Mg lita t tio t eat i frore talet waste paper, must eventually be tell',Pris e market. We have been accused of ns a ' a ,: Pr a it' e llt a parcel of pickpockets disturbed in k,t4„ths e' rlitte s .„ es,l3y the entrance of the police might ih t 'q 4 1 '3' s i p / t ees t i l l uar warnings have been already kis- S.ki toi ,ta fr ! ha ve 7 have produced ; and we feel satisfied s t ': tih te tne tan rtliti vallse to thank us hereafter for having 4 t,, r,. Sla s h tt arid • The conduct of those who profit by k t ' Of - R , ' are desirous of stimulating it for their it ik . 'sei t ti stint hig'ill:rih,telligible, if not iexcusable. Our inter 7stte4 r e in 4 te Of t rd, and we cannot sacrifice the perma- Y l ir ra rY lituPablic in order to gratify its indulg t'e Lliti in ` AL E efre cta 11 . 1 e'llr, which i s likely to prove most 4tiiw n, er E ......0u , if the evil be not firmly grappled with. 11 1,,,nts e sYs. s hett er f r ZOntemporary, the Times, displayed it ,, il tl; lle 1,111;rtlug yesterday in his commentaries fume and usefulness of the railway t ' l ll t ( i ltl nfi l eZus a ; laitt d , and credit is asked by him for I: P ill' t 'lrs stile ecasiou s d . - srns e ßlir 'ti t did re descanted with some enthu . of t , 'at th _ sults which the completion of rail p;),44;'tirterY islan d a i e ti l a il „„ cispr eiie would produce upon the social 4. J, 4 ti el . b e i n E _ . even looks forward to the time IL ttr, o r ne ever hu ?glantt will he within a walk of the tt i T,lis` l ialt '''' el ca s h Otheral Englishman brought within a • Flo 'if th e have This.l4' tl Pr ve Yet is seeing further into the ti t ett te,„4 e rai „ , , attempted to do, but the main th t kv etl, gia t ' th lo o k at t i speculation is, that the hulk of the 1 11 1Ir fit till arte e ee llatrs.,„„.• question in a similar light. con • tiled 1 , ' by i te. 4l , ade thakims railroads , the d • • ' tit,l .iil - Up s ,s the m. They y desire to participate in i tf to as o 1", . expect that the new lines 'ir ald 4 ii e far._ cost than the old ; that 15,000/. per V II, O tt Y ' 'r as , 30 ‘ ,000/ • a ON t hat, ;nth • did when the system was th nseehares not„be i .se '''lgh fares must be reduced, di oe ..,_, , e,, , of the ; Buieing their faith on the pike ti . t r leCep oil ' i some ot 4.tondon and Birmingham, Great li s l tt io N rdth e e s will se le ading lines, they set that I li ' tr ' \ iill' Bar tle -e rl d 9ally desirable i e n x y p estments, a l 'rk thell a mount of !NI avi d .h i ' i re cheri s h d ividends. Actuated by these tii scri p t to hest to th by the great mass of the na itt ,,_ : 1,, ,, ( „b Ni, e owes t, .., they have rushed forward t„ t o , k i,. .t i e riee h The spien(fildt,vnispiownisthofawvieadittyh s li t ' . t k •l i l . ri tet been b o ' u nT'es in every scheme announced ,ee,•2thieteanlveadreeceah:e,id,oa chec . k of late, and speculators, a t t h thus s premium conjured ' a moderate is od thing ' ' of it' had. they been profits, now haunt the alleys near aid smiles, now look coldly at the eonteeis of tleas p,sket books, and pronounce them nothing better than "rubbish." This disparaging valuation is applied to all scrips alike that do not command a premium, and the scrips of. some lines may not perhaps be much above par at present, which com manded 21. or 3/. nrernium before the Bank of England threw out the signal to shorten sail ; and the shares of really good lines are thus indiscriminately mixed up with, and suffocated by, the had We have used our humble endeavours to stop this evil, not seeking to conceal our misgivings respect. ing the state of things, frequently urging on the promoters of new schemes the propriety of postponing them, and il lustratin g the illusory means adopted in some COS 63 to folee up the value of shares. We have pointed out at the same time that, in the midst of all this abuse and danger, he ex tension of internal comninnication by railways was in itself worthy of the age, and deserved the support of every friend to peace and civilisation. We do not, on the whole, S e siievp that there is much difference of opinion about this amongst impartial and intellectual minds, Our contemporary hears testimony that his thoughts are not at variance witli those who expect immense advantages from the construction of railroads, but he says, and we have often plaid the same thing nearly in the Fame words, " that it cannot be done all at once, and the more haste the less speed." Let the public pro' then use its influence to induce, site promoters of new • r schemes t 0 be less Impatient, to be ieSS :Trettions in their movements, sal shed that if their seltemes be really useful and brought forward under proper auspices, that they will R io s mately receive the sanction of Parliament when there is time allowed fairly to disease their merits. Having said so much upon the general question, we have still a few words to offer on the deposits. It would afford as some gratifica tion if we could discover signs of accordance on this point, but we have not been able to discover any. After all that has been asserted and argued, admitted and denied, the pea, according to our contemporary, is not with the bankers after all. If they have got it. he says they have not kept it, and whether it be 15,000,000/. or twice ae much, the money has not yet been paid. We freely acknowledge that there la no certainty of the amount that has been paid, but we repeat our statement, which will be borne out generally by those versant in the practice of the market, that in the great bulls of schemes the deposits called for were duly paid to the bankers on allotment. It seems to us that much confusion has arisen in reference to this metier from not attending to the manner of payment. It has been supposed, and very naturally so, that if the banks have received payments to the amount of ten per cent. on 300,000,000/., or even on 150,000,0004, that they would show evidence of pecuniary plethora; they would be holding out encouragement to the most improvident specula. tion, and in place of seeking to raise the value of money, they would find it a mere drug in their hands at the lowest rates ; in short, that they would be up to the eyes in scrip, and urging the members of the Stock Exchange to take money from them on any terms. But It must be kept in s'ew that in the majority of cases, both in number and va l ue, these deposits were paid into the bankers by cheques. The parties went with their letters of allotment to the bankers appointet: by the provisional eommitteee on the stipulated day, and rj:4ved a receipt for the proper sum in simple exchange their own cheques, and f.:,7 where the person paying had t int an account with the bankers of the company, he gave a crossed cheque for the proper sum. The operation, therefor'', was merely a transfer in the bankers' books from the accounts kept by A, B, and C, as individuals, to the credit of I), the name of the company. The actual amount of deposits in the banker's hands may not have been increased to any material amount by payments made in this way for deposits. The character only of them may have been altered, in so far as the cheques paid were placed to the debit of the individual accounts of A, B, and C, and passed to the credit of the companies. When the transaction was managed again either by pay ments from country banks or by crossed cheques, the whole affair resulted in settling of balances at the clearing-house. These remarks exhaust the subject so far as concerns the payment into the hands of the bankers. The next operation will be to transfer the amount from them to the Accountant- General, but that branch of the question has been already worn threadbare, it being, as our contemporary truly ob served, merely "a transfer of so many names and figures from certain accounts in the banks at large to one account in the Bank of England." HERALD.—The Times has at length "let the cat out of the bag." It has disclosed the motives—or at least one of the motives—by which it has been actuated in its crusade against railway enterprise, and its attempts to create a panic in the Railway Share Market. It charges upon the more in fluential portion of the metropolitan press that, in opposing its efforts to destroy public confidence, it has been influenced by self-interest, inasmuch as it participates largely, in the shape of advertisements, in the " profits of the bubbles" and " chimeras " they recommend. "The peculiar morality to which Capel-court has given a local habitation and a name, may," it says, " have trespassed into the purer regions of the press." This imputation of corrupt motives against the entire press, for the Times has the satisfaction of standing in a minority of one on the occasion, comes with a very bad grace from a journal, whose character for corruptness has long since passed into a proverb. If the rumour so pre valent on the Stock ;.Exchange, in reference to the probable origin of the onslaught of the Times upon railroad specula tine be correct, it has very substantial reasons for its policy. We shall not, however, stop to refute a charge evidently de signed to avert the suspicion of bad faith from its authors. It is clear, from the subdued and modified tone which they have now begun to assume, that they have discovered that they have gone a little too far, even for them. The Times of. yesterday has dropped one-half of its 30,000,0001. of depo sits, and is now content to affirm that even 15,000,000/. can not he paid into the hands of the Accountant-General without a most inconvenient drain on the capital of " the country, and a great convulsion in the Railway Share Mar ket." To arrive at such a result, it is necessary to suppose 'that the bankers, to whose custody these deposits are con fided, will lock them up in their strong boxes, there to re main until their transfer to the hands of the Accountant- General. But this no more follows than that the bankers should re-issue them to pay for fresh sheafs of railway scrip ; or employ them in imprudent and dangerous speculations. Such an imputation on the great body of the bankers of England is a calumny as un founded as it is injurious. Nothing but an obstinate determi nation to create distrust and confusion in the commercial world could have suggested so damaging an imputation. Were some 30,000,000 paid instead o half that amount, it might be temporarily withdrawn from circulation without any of the evil consequences predicted by the Times. But it is not surely pretended that the aforesaid bankers will repair to the Accountant-General at the period fixed upon for the transfer of these deposits, and pay them over in specie. If however our readers would fully satisfy themselves of the utter absurdity of such predictions as those which have been multiplied in the columns of the Times during the last few days, let them turn to the following authentic list of the sums passed by bankers at the clearing-house in the year 1840 ; SUMS PAID BY BANKERS AT CLEARING-HOUSE, 1840. Barclay and Co. ... .. £107,000,000 Glyn and Co 105,327,000 Jones Loyd and Co 104,000,000 Masterman and Co Robarts and Co. Smith, Payne, and Co 64,000,000 Williams and Co 56,000,000 Barnetts and Co. Lubbock and Co. Stone, Martin, and Co 33,700,000 Prescott and Co. Denison and• Co. Willis and Co. Hanbury and Co 24,700,000 Ladbrokes and Co. .. ........ Curries and Co 17,500,000 „ ... . . Spooner and Co. Price and Co. Hankeys and Co Barnard and Co. Veres and Co. Rogers and Co 9,000,000 Dorrien and Co. Fullers and C 0.... Brown, Janson, and Co. Bosanquet and Co. Stevenson and Salt 3,500,000 Whitmore and Co. Total ~.Z984,558.000 Clearing in 1839 £954,401,600 Bank-notes We have here an aggregate amount of nine hundred and eighty- four millions five hundred and fifty-eight thousand pounds sterling, without taking into the estimate the Bank of England, Joint-stock, and West of Temple-bar bankers, and ready money paid over the counter by City bankers. Can anything be more preposterous, therefore, than the as sumption of the Times, that the withdrasval of such a sum as 30,000,0001., under all the circumstances of the case, is cal culated to produce the disastrous results which it has suited its purpose to predict? We shall return to the subject; meanwhile, we may congratulate the commercial public on the fact that the absuadity, not to say corrupt prophecies, of the Times, have carried with them their own refutation, and are little likely to be mischievous for the future. Tug REPEALED DIITIES.—The Inspector-General of Imports and Exports of the United Kingdom, having, with reference to a minute issued by the Board of Customs some time back, relative to the amount to be taken on the importation of certain goods upon which the duties have been repealed by the new tariff, Bth and 9th Victoria, cap. 90, of the past session, submitted a list of articles of foreign and colonial merchandise, which are not subject to duty, specifying the manner in which each article will have to be described in the accounts taken at the time of landing from the importing vessels, and consequently in the returns rendered to his office for Parliamentary and other pur poses ; the same has been approved by the authorities, and directions have been issued to the heads of the several departments in London, and the collectors and comptrollers of the Customs revenue at the various outports of the United Kingdom, to take care that the returns of all such goods imported are to be made to the Inspector-General of Imports and Exports in strict conformity with the said list, which specifies with respect to each article whether import ations and re-exportations are to be stated by weight, tale, measure, or value. As a full and particular account of the names of the different articles upon which the duties have been repealed was published at the time of the measure being introduced by the Government into Parliament, it would be superfluous to mention the whole of their names again. Each article is to be returned in the manner which has been customary, or is from the nature of it best suited thereto, whether wet or dry goods. The values of of these duty-free goods, in the instances in which they are to be returned according to the value, are to be ascertained in the manner as directed by the Act Bth and 9th Victoria, cap. 86, sec. 23, and the whole of them, whether at value, by weight or otherwise, must be entered and returned in the manner and according to the form therein described. EMIGRATION TO AMERICA.—We have reeeived a variety of statements from those who emigrated-46 the United States last year, or the year previous, and they gene rally concur, though there are exceptions, in representing, matters in the new world as unpromising and gloomy. - 3fr. H. Redgate has received a letter from a lace-maker, nam4 Bennett, formerly of Old Radford, in which it is stated, thhr the erroneous accounts sent by emigrants, who, to cover their own disappointment, write in the most laudatory terms of their adopted country, are exceedingly injurious, insomuch as they tempt parties to emiaate who had much better remain at home. Bennett had heard one poor labourer, thus tempted abroad. heartily wishing himself once more in Nottingham Market-place. The poor man, however, like many others, has foued it to he an easier course to emigrate than to return. —Nottingham Review. THE POTATO PESTILENCE.—The crops on the light sandy soil in this vicinity have escaped tolerably well, though there are numerous complaints. On heavy soils, more re tentive of moisture, "the pestilence" (for so it is not inaptly termed) is more manifest. There can now be little doubt of potatoes becoming very high in the market in a short time, the intelligence from the north, and from Ireland espesially, being so disastrous, -• and it will be an act of wisdom for all who have the means, to immediately lay up a provision ofsound .mots for the coming season of scarcity.—Nottingearn Review, of tit, ex. -,- nt railv - : - occupied in the latent i, of every class of s ,,, liety, and how anxious almost every landed proprietor was to have a railway brought either through or close to his property, and it afforded him much pleasure in stating that generally a similar feeling existed along this proposed line.—(Hear, hear.) The South and Midlands Junction line would in reality form a trunk line as regarded that part of the country, for it would bring them into each of the two great main lines of the kingdom —the Great Western and the London and Birmingham.— (Hear, hear.) By this course the inhabitants of Bampton would have a direct railway communication from one end of the coontry to the other. This line would commence at Bicester, where, by a junction with the C am b r id ge and Oxford line through Wolverton, in connexion with the Eastern Counties, it would afford facility of intercourse with the metropolis in one direction, with Stafford, the Potteries, Birmingham, Liverpool, and Man chester in the other. Near to Woodstock, close to which the projected line would pass, the Oxford and Rugby and Oxford and Worcester Railways would cross, and thus they would be presented with the opportunities of entering the two great railway arteries of the kingdom—(Hear)—at Didcot in the one case, and at Rugby in the other. Passing next on to the town of Witney the line would be crossed by a communi cation to the great manufacturing district of gtroudwater— the Oxford and Cheltenham line. At this point the South and Midlands line would bend off directly south-west, close to Bampton on to Lechdale. At both of these towns it was intended to have stations.—(Hear, hear.) At Swin don their railway would cross the broad gauge—an end which hitherto has never been attempted. At this point the inhabitants of Bampton and Lechdale would take up the direct communication east and west, to London, and to Bristol and Exetr, Bath, Gloucester, Cheltenham, Stroud, and then on by means of the Gloucester and Aberystwith line, through the whole of North and South Wales.—( Hear.) He had already stated that their junction with the London and Birmingham Railway at Rugby would give them a di rect communication with the whole of the north and mid land counties.—(Hear.) Most of the gentlemen present held a prospectus in their hands, and if they would do him the kindness to refer to it, they would find that there was scarcely a part of the kingdom to which they would not be able to travel by railway so soon as the South and Midlands Junction line had been constructed.—(Hear, hear. He was happy to be in a position to inform the meeting that along the line there was a general opinion in favour of the pro ject, and in most cases he had already received the writ ten consent of the landed proprietors. (Hear, hear.) These gentlemen appeared to think that the course this line would take was that which would confer the greatest benefit upon the towns and districts through which it passed—(Hear, hear)—the more so as it would provide them with railway facilities to every line in every part of the kingdom.—(Hear.) Bampton and its neighbour hood would thus have every market throughout the country thrown open to them.—(Hear, hear.) Before he sat down he might tell the meeting that he had had the honour, in company with some of the gentlemen who acted as local agents, of waiting upon nearly every landowner between Swindon and Bicester, and that out of between 70 and 80 noblemen and gentlemen, they had met with one dissent only, and that was in the case of a Noble Lord who thought that the line would cut up a fox cover rather too much. From eighteen gentlemen out of twenty on a portion of the line, the Company had received a written consent to the rail way passing through their land.—(Hear, hear.) As a proof that the Company would be quite ready to deposit their maps and plans in the Parliament-office long ere the time had elapsed, he might state that upwards of fifty miles of the line were in the hands of the engraver. Mr. J. Durrore moved the second resolution :—" That this meeting having heard the explanation from the deputa tion as to the course which the South and Midlands Junc tion Railway is intended to take, and of the advantages which are likely to accrue to the town and neighbourhood of Bampton, pledge themselves to give the undertaking their fullest support."—(Hear.) It appeared to him, from what Mr. M'Murdie had just stated, that this was by far the very best line that could possibly be constructed for Bampton and its neighbourhood.—(Hear.) In that part of the country they were very awkwardly situated as to the other. portions of the county. Look at Bicester, for instance, and the whole of that portion of the county, what difficulty the people of Bampton had to get over there.—(Hear.) They had a very long and tedious ride, but with this line it would be found that the ride was not merely one of rapidity, but one of ease. So it would be with respect to the journey to any other part of the kingdom.—(Hear, hear.) It was well known, even in their quiet and sequestered town, that the subject of railways had for some time occupied very much of the attention of the public, and moreover that great benefits had accrued to all the towns were they ran to. The town of Bampton then de sire to participate in all the advantages which a railroad was calculated to afford to its inhabitants. The inhabitants of the district, as well as the town itself, were anxious to have the benefit of a rapid, easy, and safe mode of travelling, and that facility appeared to him to be promised by the South and Midlands Junction Railway.—(Hear.) He hoped sin cerely, too, that the line might be obtained.—(Hear, hear.) The alteration in the rate of postage had been a vast boon to society at large ; but it would appear that something was required to cause that boon to be the more general in its operation and more speedy in the method by which it shall be carried out.—(Hear, hear.) Would it be believed that at this time of day, in the year 1845, in the existence of rail ways too, that at such a place as Bampton, not more than about 60 or 70 miles from London, if an inhabitant of their town wanted to send a letter to the metropolis, which he wished should arrive the following morning, he was com pelled to put it into the post-office before half-past three o'clock the preceding afternoon.—(Hear, hear.) He trusted, then, that if it were upon no other ground, they might have this South and Midlands Junction Railway, for that surely would lead to an alteration in this system. (It was under stood, by a private communication made to our reporter, that the letters which left Bampton at half-past three o'clock in the afternoon, were not dispatched from Oxford until twenty minutes past two o'clock in the morning.) With regard to himself he would pledge himself to support them with every means in his power, for he was confident it would be most beneficial to all person _connected with the town. Mr. T. H. BATEMAN seconded the resolution, and it was carried. B. BUTLER, Esq., said that it was of little use the meeting saying they would support an undertaking unless they went further, and did all they could to back that resolution by another.—(Hear, hear.) With the view of carrying out that feeling, he would move "That petitions be presented to both Houses of Parliament in favour of the South and Midlands Junction Railway, and that the Members for the county be requested to support the same."—(Cheers.) Mr. H. Monnrs having seconded the resolution, it was put and unanimously agreed to. A vote of thailkswas then passed to the Chairman, for his able conduct in the chair on the occasion. The meeting then separated. WARWICK, BIRMINGHAM, AND NAPTON CANALS. A special meeting of the proprietors of the Warwick and Birmingham and War Wick and Napton Canals was held on Tuesday last, at the Woolpack Inn, Warwick. There was a numerous attendance. Mr. W. C. Russell having been called to the chair, the meeting proceeded, in terms of the requisi tion, "to take into consideration a certain agreement pro posed to be entered into between the said Company and the Provisional Committee of the London and Birmingham Ex tension, and Northampton, Daventry, Leamington, and War wick Railway Company, and to confirm such agreement or otherwise ; and also to take into consideration and determine on the propriety of applying to Parliament for powers for converting the said canal, or any part thereof, into a railway, or for making a railway along the line of the said canal, or any part thereof, and to enable the said Company to sell and dispose of the stock and property, or to lease the tolls of the said Canal Company, to any company or persons whomsoever, and to amalgamate with any railway or other company, or to enter into any arrangements or agreements with any other company or persons for the purpose of constructing a railway along the line of the said canal, and of the Warwick and Napton Canal, or either of them, into or from any place or places contiguous thereto, and for raising the necessary capi tal for the purpose aforesaid, and also for powers to consoli date this Company with the Company of Proprietors of the Warwick and Napton Canal Navigation, and Birmingham and Warwick Junction Canal Navigation, or either of them, and for such other powers for the purposes of managing and conducting the affairs of the said Company as may be deemed requisite." In the course of the discussion which ensued, Mr. D. Ledsam, of Birmingham, opposed the sale ; but it was finally agreed, there being no other opposition, to dispose of, the canals to the railway company, each share holder in the Warwick and Birmingham Canal receiving 1751. per share cash, or shares in the Railway Company to that amount ; and the shareholders in the Warwick and Napton receiving 137/. 10s. per share, with a like option. Six of the directors of the railway company were present at the meeting, and signed the proper documents for the ful filment of the contract, and a check for 10,0001. was handed over by them to the Canal Company, as a deposit. The seals of the two companies were then affixed to the con tract, and the meeting adjourned to the 7th of January, when the next meeting will be held at the same place. The en gineer of the railway company attended, and gave a detail of the intended operations of the company. He stated that the whole line of the canal would be available for the in tended railway, except about three-quarters of a mile. After the conclusion of the business a large party of the share holders dined together. MINERAL LINES. The vast influence which the universal construction of railways will have on the development of the mineral riches of the earth, has, perhaps, never entered the minds of many who are thoroughly conversant with the details of their several routes; . yet little doubt is there but that many household luxuries--at present denied not only to the poor, but even many of the middle classes—will come into very general use ; among these are marble for side tables, mantel pieces, wash-stands, &c., slates for paving, roofing, shelves, and safes for provisions, and numerous other productions of the mineral kingdom, will find, in every directio n , mar k e t s alike numberless and insatiable. These productions of Nature's beneficent arrangements have hitherto lain in use less profusion, only attainable by the wealthy, from the ex cessive cost of transit; but when the districts are traversed in every direction by railways, renewed energy will be instilled into the owners of mineral property, and these pro ducts raised and distributed among the community, giving employment to the immediate neighbourhoods, dispensing comfort, and increasing the ci v ili sa ti on of mankind in gene raL It is an interesting subject to notice the peculiar mine rals which each of our projected railways will aid in more general distribution ; and we have selected the following, stating the productions likely to form a large proportion of their traffic, viz : Ambergate, Nottingham, and Boston—Coal, lime, gri stone Bridgewater and Minehead—Lime, slate, and copper ore Bradford, Manchester, and Liverpool—Building stone, coal, &c. Bedfordshire, Hertfordshire, and Essex—Chalk and chalk rag Colebrook, Swansea, and Lougher—Coal, copper, iron Cumberland Union—Coal, lead, slates, flagstone Derbyshire, Staffordshire, and Worcestershire—Coal, lead, iron, stone Dudley, Madeley, and Iron Bridge—lron Direct London and Holvhead—Silver, lead, copper, slate, stone Erewash Valley—Coal, ironstone, &c. Great Eastern and Western—lron, coal, anthracite, copper, lime, salt Great Welsh Central—lron, copper, silver, slate Huddersfield and East and West Coast—Coal, stone, lime stone Irish West Coast—Beautiful marbles, lead, iron, slate, and a hard close-grained gritty flagstone Isle of Man—Lead, copper, iron, lime, granite, marble, man ganese, pottery clay, &c. Lincolnshire and Eastern Counties—Coal, from Yorkshire and Derbyshire Leicester and Birmingham—Coal, ironstone, manganese, granite, and lime Leicester, Ashby-de-la-Zouch, and Stafford—Cannel coal, lead, iron, granite, limestone, slate Manchester, Buxton, and Matlock—Coal, lime, building stone, marble, lead Nottingham, Ambergate, and Manchester—Coax, lime, grit , stone, limestone Oxford and Worcester Extension—Coal, ironstone, limestone Rhondda and Ely Valleys—Coal, ironstone, limestone Shropshire and North Midland—Coal, lime, lead, zinc, iron, marble, &c. Tean and Dove Valley—Coal, iron, lime Wear Dock and Railway—Coal Welsh South-Midland—Produce of great Welsh ironworks, coal, &c. Welsh Midland—Coal, lime, iron, copper, tin, zinc, &c. It is rumoured that the Banks of England and France are about to make arrangements fur the reciprocal remittance of railway deposits, so as to obviate derangements in the currency. On Friday a deputation of bankers waited on the Chancel lor of the Exchequer to know whether he would take stock in Exchequer-bills fur the railway deposits. Arrangements, we understand, have been made for the amalgamation of the Brighton and Croydon lines. A communication, amongst other rumours, has reached us to the effect that Mr. Hudson is to join the Birmingham and Boston, and that Mr. GI3 n is to be the Chairman. The Tring, Reading, and Reigate line prop oses t o f orm a triangular route, and t o establish a triple terminus, by adopt ing the Birmingham Railway for its northern, the Great and South-Westerns for its western, and the Dover and Brighton for its southern extremities. We learn from the Railway Telegraph that at a meeting of the Directors of the Eastern Counties Company, on Tues day, Mr. Bagshaw in the chair, a resolution of thanks was passed to Mr. Bosamiquet, the late Chairman, for the manner in which he had presided over the Company's affairs for the last ten years, requesting him; at the same time, to retain his free pass-ticket over the railway and its branches. At a meeting of the Kendal and Windermere, on Wednes day, it was agreed to lay down a double line of rails. DIRECT LONDON AND MANCHESTER. LINES.—The amal gamation between the two companies (Rastrick's and Re mington's) has been finally concluded. Yesterday the two engineers met the Directors at the:offices in Moorgate-street, and gave the board the assurance that the survey of the line from London to Manchester was completed, and ready for Parliament. GREAT WESTERN. - The Directors have given notice that they have entered into the agreement recently pub lished, for the permanent possession of the Bristol and Exeter Railway, subjected to a fixed rent-charge, for the express purpose of promoting, with perfect fairness to that Company and a due regard to the interest of all parties, the very best direct line, on a continuous broad gauge, from the south-western ports of Cornwall and Devonshire, through Exeter, to the metropolis, thus affording comprehensive com munication in the district between Yeovil, Bridport, and Exeter, recognised by Parliament in last session. The Di rectors will recollect, that at the forthcoming special meeting the undertaking and extension of their own line from Hunger ford, through the Pewsey Valley, to Westbury, with abranch to Malvern, will be considered. By a change in the direc tion of the Wilts and• Weymouth line, between Westbury and Frome, the main western traffic, direct from London, will reach Yeovil within a distance of 126 miles, of which 91 miles of railway have been either constructed, or already sanctioned by Parliament. A new Company will be formed for a line between Yeovil, Bridport, and Exeter, by an asso ciation of residents and landowners, with guarantee and prospective increase of diridend. The surveys are said to be in progress, together with the necessary applications for the coming session. SCOTCH LINES. CriaxspiLE Juitcc-nozi I:Arms-Av.—An extraordinary meet ing of the shareholders of this company was held at the Black Bull, Hotel, Glasgow, on Tuesday evening; James Dunlop, Esq., of Clyde Ironworks, and chairman of the com. pany, in the chair. The following report by the directors was then read by the secretary : _ _ " The directors have called this general meeting of the shareholders for the purpose of submitting to their approval an arrangement which has been entered into with the di. rectors of the Caledonian Railway. " That arrangement is embodied in the minutes of this board of the 24th and 25th ult., which are now laid before the meeting ; and the following is an abstract of the terms : " 1. That the stock of the Clydesdale Junction Railway Company (including the 120,0001. of stock agreed to be given for the Polloc and Govan Railway) shall be immediately amalgamated 'with the stock of the Caledonian Railway Com pany at par. " 2. That the holders of the Clydesdale Junction stock shall be guaranteed a minimum dividend of 6 per cent. p annum thereon, payable half-yearly, from the date of th opening of their line. " 3. That they shall likewise participate share for share with the holders of the Caledonian stock in the profits of the united company, so far as these may exceed the above per tentage on united stock. " The directors feel no doubt that the above arrangement will meet with the cordial approbation of the shareholders. They are satisfied that it is greatly for the advantage of both companies. To the Caledonian Company it secures con nexions with the various Renfrewshire and Ayrshire rail ways and the harbour or Glasgow, and also the means of obtaining a passenger station in the centre of that city worthy of so important a line; and to the Clydesdale Company it ensures a large fixed return upon their capital, commencing from the moment their line is completed, with a participation in all the additional profits and other advantages which may be expected from such an alliance; among these the directors may refer to the new stock about to be issued by the Cale donian company for carrying out the various extensions, branches, and stations, acquired ' and projected by them. " The shareholders in the Clydesdale Company u ill be en titled to an equal allotment of that new stock, which it is understood will be issued in the proportion of one share of 251. to each original share of 501. " The directors have taken the opportunity of the present meeting to request the shareholders to fix their remuneration, and that of the auditors, and secretary, and treasurer of the company, until the act of amalgamation be obtained." R. JAMIESON, Esq., of Newferry, Cheshire, asked if there was any fixed time when the railway was to be completed? The CHAIRMAN said it was proposed to open it in two years from the time they took possession of the ground, and he was not awareof anything to prevent this being accomplished. DAVID SANDEMAN, Esq., of Kirkwood, then moved that the meeting approve of the report, confirm the arrangement therein referred to, and authorise the directors to concur with the Caledonian Railway Company in applying to Parliament for an Act to carry it into effect. . G. KIDSTON, Esq., merchant, Glasgow, having seconded the resolution, it was carried by acclamation. ROBERT JAMIESON, Esq., then moved that the following sums be placed at the disposal of the directors 5001. for the remuneration of the provisional committee, 7501. for the remuneration of the direetors for the current year, 50/ for the auditors, and 4001. for the salary of the secretary and treasurer during the same period. J. MACDONALD, Esq., seconded this resolution, which was carried arm. con. Mr. JAMIESON then asked when it was proposed that the new stock should be allocated? The CHAIRMAN said he believed it would be immediately. The Caledonian Company would meet upon Nov. 5, to allo cate their new stock. A vote of thanks to the Chairman was then proposed by W. DIXON, Esq., and carried unanimously, after which the meeting separated. STATISTICS OF GERMAN LINES. TRAFFIC FOR AUGUST, 1845. . LUIZ AND BERDEREIS.-Passengers, 3,129 ; goods 65,970 cwt. ; receipts, 28,226f1. Corresponding month, 1844, 25,0676. Length 85 miles. LUIZ AND GMUNDEN.-Passengers, 22,003; goods 81,000 cwt. ; receipts, 28,479f1. Corresponding month, 1844, 26,732f1. Length 45 miles. KAISER FERDINAND'S NORTH LINE.-Passengers, 71,133; goods, 193,751 cwt. ; receipts, 174,4346. Corresponding month, 1844, 156,1218. - Length 210 miles. A BRUNN (BRANCH TO).-Passengers, 35,879 ; goods, 180,513 cwt. ; receipts, 158,6096. Corresponding month, 1844, 139,727f1. Length 195 miles. b STOCKERAN (BRANCH To). -Passengers, 35,254; goods, 13,238 cwt. ; receipts, 15,7246. Corresponding month, 1844, 16,394f1. Length 12 miles. VIENNA AND GLOYNITZ.-Passengers, 172,600 ; goods, 144,634 cwt. ; receipts, 132,60013. Corresponding month 1844, 125,0146. Length 50 miles. AUSTRIAN GOVERNMENT LINES.-No returns published. BAVARIAN GOVERNMENT LINES.-Passengers, 66,993 ; goods, 58,000 cwt. ; receipts, 59,376 Rhen. flor. Correspond ing month 1844. line not opened. Length, 106 miles. a MUNICH AND AUGSBURG.-Passengers, 28,734 ; goods, 36,01'0 cwt. ; receipts, 31,558 Rhen. flor. Corresponding month 1844, 30,555 Rhen. flor. Length, 41 miles. b AUGSBURG AND DONAUWOERTIL-Passengers, 111,199 ; goods, 13,000 cwt. ; receipts, 9,072 Rhen. for. Correspond ing month 1844, not opened. Length, 26 miles. C NURNBERG AND BANSBERG.-Passengers, 27,420; goods, 9,000 cwt. ; receipts, 18,744 Rhen. flor. Corresponding month 1844, not opened. Length, 39 miles. NURNBERG AND FURTIL-Passengers, 45,770 ; goods, 228 cwt. ;I receipts, 4,979 Rhen. flor. Corresponding month 1844, 5,226 Rhen. flor. Length, 4} miles. TAuNus.-Passengers, 107,538 ; goods, not known ; receipts, 71,383 Rhen. flor. Corresponding month 1844, 62,236 Rhen. flor. Length, 27 miles. BADEN.-Passengers, 258,874 ; goods, 118,896 cwt.; re ceipts, 223,241 flor. Corresponding mon th, 844, 123,242 Rhen. flor._; length, 182 miles. H AMB URG AND BERGEDOIIF.-Passengers, 25,653%, goods, 1,270 cwt. ; receipts, 12,392 mark tour. Corresponding month, 1844, 9,286 in. c. ; length 11 miles. ALTONA AND KIEL-Passengers, 37,004 ; goods, 130,922 cwt. ; receipts, 73,560 m. c. Corresponding month, 1844 (not opened) ; length 70 miles. GLUCKSTADT AND EutsnoßN.-Passengers, 6,422 ; goods, 900 cwt. ; receipts, 4,000 m. c. Corresponding month, 1844, (not opened) ; length 15 miles. RENDSBURG AND NEUMUNSTER.-Opened on the 18th of Seplember ; length 25 mil es . BERLIN AND ASHALT.-Passengers 37,597 ; goods, 41,753 cwt ; receipt s 64,837 thalers. Passengers, month in 1844 ; 64,267 thalers, length, 102 miles. BERLIN AND FRANKFORT.-Passengers, 25,066 ; gopds, 10,770 cwt. 9 • receipts, 19,821 thalers ; Corresponding m at ith, 1814, 19,285 thalers ; length, 53 miles. BERLIN AND POTSDAM-Passengers, 45,439; goods, not known; receipts, 19,173 thalers. Corresponding month in 1844, 17,957 thalers ; length, 17 miles. BERLIN AND STETTIN.-Passengers, 32,279; goods, 61,182 cwt. ; receipts, 45,114 thalers. Corresponding month in 1834, 40,679 thales ; length, 90 miles. UPPER SILESIA.-Passengers, 25,849 ; goods, 31,745 cwt. • rece ipts, 15,965 thalers. Corresponding month in 1 844, 14,654 thalers; length, 53 miles. BRESLAW, SCHWERIN, AND FREIBURG.-Pass engers, 36,311; goods, 95,133 cwt. ; receipts, 25,739 thalers. Cor responding month in 1844, 21,150 thalers; length, 42% miles. LowEit SILESIA.-Passencers,.2o,93o ; goods, 1,275 cwt.; r eceipts, 11,257 thalers. Corresponding month in 1844 (not opened) ; length, 41 miles SAXON BAVARIAN LINE.-Passengers, 18,757 ; goods, 36,077 cwt. ; receipts, 15,952 th. Correspondingmonth, 1844, 13,959 th ; length. 45 miles. LEIPZIC AND DRESDEN.-Passengers, 56,876 ; goods, 92,643 cwt. ; receipts, 62,906 th. Corresponding month 1844 : 57,600 th. Length, 77i miles. MADGEBURG AND Litirzic.-Passengers, 72,429 ; goods, 10,119* cwt. ; receipts, 66,064 th. Corresponding month 1844, 63,045 th. Length, 80 miles. MADGEBURG ANDIIALBERSTADT,-(NO returns published.) BRUNSWICK.-Passengers, 67,509 ; goods, 112,748 cwt. ; receipts, 30,791 th. Corresponding month 1844: 25,687 th. Length, 45 miles. HANOVER.-Passengers, 24,349; goods, 32,678; receipts. 15,934 th. Corresponding month 1844: 13,951 di. Length, 41 miles. DUSSELDORF AND ELBERFIELD.-Passengers, 40,54$ ; goods, 1,110,42%cwt. ; receipts, 29,462 th. Corresponding month 1844, 47,818 th. Length, 17% miles. RHENISH LINE.-Passengers, 56,608 ; goods, 261,5167 cwt. ; receipts, :73,616th. Corresponding month, 1844, 672-46th. Length, 57 miles. BONN AND COLOGNE.-Passengers, 90,243 ; goods, 1, 34 i' cwt. ; receipts, 19,098 th. Corresponding month, 1844. 10,709 th. Length, 18 miles. Total number of passengers in Aug., 1845. 1,477,909 ; goods, 1,455,617; receipts in Rhen. flor., 1,755,639. Total number of passengers in Aug. 1844, 1,183,553 ; goods, 1,242,058 ; receipts in Rhen. flor., 1,444,989. Increase over the year, 1844: passengers, 284,356; goods, 213,558; receipt, in Rhen. for. 310,649. DEATH OF W. F. BOTELER, ESQ., THE COMMIS SIONER OF BANKRUPTS.—Yesterday the bell of Lincoln's lnn was told, on information received from Leeds of the death of Mr. Boteler, one of the benchers, who died from the injuries received in the late accident on the Midland Railway. Mr. Boteler was a commissions of bankrupts for the Leeds district. -~.~ airriVE cLOSING PRICES OF RAIL WAY SHARES IN TN PRINCIPAL CITIES AND TOWNS IN ENGLAND, SCOTLAND, AND IRELAND. I . ' :1 6 Oct. 2 i. • - = - _ , . i; . • , v0.1 and C e nt ra l a, Wales, 6—Bristol, New, ltt • HULL. Our. 24. The morning's m eet i ng did not furnish so much pre of of depression as the accounts from London and the prr markets might h ave l ed us to expect. At the • ../fternoon meeting the Bears operated to some extent in light stock, anl-hecigllEMPlPe was a fall on the n•- - 4 oirnest Which kft off In tb.- -iorning's quotations. vincial prem., closed thig Otriu m ,.. . • morning at 565. to 578. 6d. Nebi. and 00)-• at 3 1 / s prem., closed at 214 prem. and Thrnsiev. at 425. 6d. and 455. prem. Hull the elf .asborough began at 30s. prem., and, although •••• .4.LS were great, the price could not be brought below z/s. prem. The sales were—Hull and Selby, Half Shares, 22 —.London and Croydor, 21—Blackburn, Darwen, and Bolton, B—Great Grimsby and Sheffield, Quarter Shales, &—lcottli British (Carlisles), 3%—OxfOrd, Worcester, and Wolver hampton, 7 3 4—Cambridge and Lincoln, s—Dudley, Made ley, and Iron Bridge, 12s. 6d. p.—East Lincolnshire, 3 1 / ( 2 — Grand Union, DA—Great North and South Wales and Wor cester, I—Leicester and Bedford, DA—Lincoln and Wain fleet, ls. dis.—London and York, 4%—London and Man chester (Rem.), 3%—London and Norwich Direct, ss. Nottingham and Gainsborough, 10s. p.—Nottingham and Boston, 3% Shrewsbury and Trent Union 2—Yorkshire and Glasgow Union, , YORK, OcT. 24. STOCK EXCHANGE. —The sales are--Newcastle and Dar lington, New (Brandling), 50—North British (Carlisles), 3 3 / 4 —Axhohne, 4A—Cambridge and Lincoln, s—Derby and Gainsborongh, 2 3 / 4 —Grand Union, 24—Leeds and Thirsk, l2—Lbeds, York, and Midland, 4s. p.—Leicester and Bed ford, 2%—Liverpool, Manchester, and Newcastle Junction, 5 —London and York, 43 / 4 —Newcastle and Berwick, 13% — Welsh Midlands, Tg. RAILWAY INTELLIGENCE. BROAD AND NARROWGAUGH COMMISSION, e i o i n he e ert rihesetkrhasl ffiaamvs et e i t hto b hi e lrw e e i te i hhe c edt o i a yGi n e s rrs i e a. d l e ti r eA i N n ivhr g e. as s t h . e C l n a ' r e k r e i t , 8 s u o - f dternformliende, wasl s l e i k e r i T e i g d i t e a ebi Commissioners y g e d o el Sir m rt F i during o s rf s any opinion of the comparative merits of the broad and narrow gauges. Mr. Clarke seplied that he had, and that it was in favour of the broad gauge. His reasons for forming that opinion were the steadiness of the trains, diminution of the wear and tear, the strength of the carriages, the greater speed which is performed upon it, and at a less cost. The carriages on the broad gauge were heavier, and the motion in consequence steadier. Sir Frederick Smith inquired whether if the broad gauge were reduced to six feet six inches, any advantage would be lost, to which Mr. Clarke replied that the increase of safety was pro portioned to the increase of base within reasonable limits. i No difficulty was experienced in going round curves. The great oscillation on the narrow gauge had a tendency to throw the carriages off the rail. A gauge of six feet six inches would answer every purpose for the present speed. The speed they aimed at was sixty miles an hour. Mr, Gooch, being questioned, said a seven feet gauge was preferable to one of six feet six inches. No greater width of the pavement would be required for safety. The great superiority of the Great Western consisted in the con struction of the engines, and the power given to them by the driving-wheel. The gradients did not operate in their favour. They had worse gradients than on the narrow gauge. They had more powei• concentrated in one engine with one driving-wheel. 'With a seven-feet wheel they would lose six miles an hour. The back pressure would be equal to 21 per cent. With a six-feet wheel it would be 25 per cent., with one of five feet six incises it would be 27 per cent., and with a five. feet wheel it would be 30 per cent. They had also advantage from the larger size of the fire-hose in their engines. One square foot of arena in the fire hose was equal to two feet cubic of evaporation in the boiler. They could not obtain a similar advantage on the narrow gauge. They would not gain the same power to their engines. The larger the fire-box, as compared to the boiler, the greater was the power obtained. Professor Airey then entered into a long examination of the witness with re ference to the ratio of evaporation consequent on the larger size of the fire-box in the engines on the Great Western. The narrow gauge would gain an advantage by corrugating their fire-boxes. That would increase the power of their engines. They had, after much trouble, succeeded in getting plates corrugated for the construc tion of fire-boxes. It was very difficult to induce parties to undertake the manufacture of them, on account of the expense it would involve for the necessary machinery to effect it. Mr. Clarke's examination lasted the whole of one day, but nothing very material was elicited. Mr. C. A. Saunders, secretary of the Great Western Company, was then examined In answer to a question from Sir Fre derick Smith, whether it was contemplated from the beginning to form the seven-foot guage on that line, Mr. Saunders said it was not. The intention was not formed until after the Act had been obtained. The company was projected in January, 1833 ; went before Parliament in 1834 for a line from London to Reading, and from Bath to Bristol. They applied for that limited length of line in consequence of difficulty in completing their subscriptions. It was thrown out in the Lords on the second reading. The opposition was a combined one; they were opposed by the South Western, Eton College, and the , canal owners. In the interval between 1834 and 1835 they completed their subscription. After a protracted contest they obtained their Act for the whole line. In other cases the width of gauge was, fixed by the Act of Incorporation. That clause was omitted in the Act of the Great 'Western. Could not say whether it was the first instance in which the clause fixing the gauge was omitted. Sir Frederick Smith—Do you know what objects Mr. Brunel had in adopting the broad gauge? Mr. Saunders—l do. They were in order to obtain a greater power in lever-motion engines and greater speed; to be enabled to place the wheels on the outside; to obtain greater strength in the construction of the engines, and to effect greater safety at a high speed, which Mr. Brunel looked forward to as an object to be accomrlished. These were the main objects which he had in vier,. Sir Frederick Smith— Do you consider that these objects have been attained? Mr. Saunders—Yes. If the line was to be re-constru c ted, they would again adopt the broad gauge. It gave increased speed and safety in proportion to the increased weight required to be carried. They would carry a greater weight at a greater speed than could be done on the narrow gauge. Sir Frederick Smith—Was there greater economy by adopting the broad gauge? Mr. Saunders—There was; he formed that opinion from an ex amination.hto, of the returns made by other companies, and a close inspection of the accounts of the Great Western. The accounts were drawn out upon uniform princicle, in order _tina_riwil.rant carnaaniss.--naigh4---re....iprocate informa tion, and therefore form a standard of comparison. Sir Frederick Smith—Mr. Gooch, when examined, stated that the cost of traction for goods on the Great Western was less by one-half than the Grand Junction ; by one third less than the Bristol and Gloucester • by four-tenths than the South-Western ; and by on e -h a lf than the London and Birmingham. Mr. Saunders—He had no reason to doubt the accuracy of that statement. There was in some items, in the construction of the locomotives, an increased cost; in others it was the same. In reply to further ques tions, he stated that the adoption of the broad gauge did not necessitate a greater width of way. They had none on the Great Western thirty feet. Sir Frederick Smith—. Is the Great Western under an obligation to run a narrow gauge from Oxford to Rugby? Mr. Saunders— There is a clause in the Act of Parliament which ren ders it obligatory, should the Board of Trade require it. Sir Frederick Smith—Assuming a narrow gauge line from Rugby to Oxford? Mr. Saunders—There should be a change of carriages w hen ever there were converging lines , in any case. There could be no question about that, both on the score of economy and convenience. A change of carriages would promote greater speed and give greater con venience to the passengers; and with regard to goods, the body of the carriages should be removed, as on the Paris and Orleans line. No greater delay would arise from adopting the loose hose system. Sir Frederick Smith—Can you state what branch and extension lines the Great Western Com pany proposes to construct, in order to accommodate the public with the broad gauge? Mr. Saunders—He could; but he should consider such communication private and con.. fidential. The information was then communicated to the Commissioners privately. After some further examination the Commission adjourned, and ;it is understood that there will not be another meeting for some days. THE SOUTH AND MIDLANDS JUNCTION RAILWAY MEETING AT BAMPTON, OXON. On Wednesday afternoon a very numerous and highly re spectable, as well as influential, meeting of the landowners and residents in the town of Bampton and its neighbour hood was held in the Town-hall, at which Le Forrestier, Esq., presided, for the purpose of receiving and hearing from a deputation of the Committee of the South and Midlands Junction Railway Company, a full explanation of the merits of their project, especially in so far as it was proposed to benefit that town. Amongst those present were the Chairman, Dr. Whittaker, F. Whittaker, Esq., G. Whittaker, Esq., R. Bullen, Esq., Price, Esq., W. Bradshaw, Esq., E. Wright, Esq., Cooper,Esq., B. Holloway, Esq., F. Hunt, Esq., H. Turner, Esq., H. Morris, Esq., G. Holloway, Esq., T. Holloway, Esq., James, Esq., M`Murdie, Esq., &c. The CHAIRMAN said that as the meeting were aware they had been called together to hear what effect the proposed South and Midlands Railway was likely to produce on their town—(Hear)—it was a most important project, as far as thetown of Bampton was concerned, because it would then open to its inhabitants a direct railway communication, amongst other towns, with Bristol, Bath, Poole, and South ampton on the one side, and Liverpool, Manchester, and Bir mingham on the other. Some gentlemen were in attendance from the Company, by whom an explanation would be given of the peculiar operation of the line ; but ere that was done, he should be happy to hear the opinion of any of his neigh bours as to the expediency of their having a railway to their town. Dr. WfirrrAxm thereupon said he did not, in the present day, consider that it was necessary for him to point out to the meeting how very beneficial a railway must be to any town to which it came.—(Hear.) This was quite clear, however, that as railways were becoming so general—indeed they were going over all parts of the country—it was absolutely neces sary that they should have one brought to their district, in order that they might participate in the advantages which all other towns possessed. That being so, ho would move as a resolution, " That this meeting is of opinion that a rail way communication to Bampton will be productive of great advantage to the town and its neighbourhood."—(Hear.) Mr. G. HOLLOWAY, with much satisfaction, would second the proposition, which was then unanimously carried. Mr. M‘MunDIE said he had the honour to appear before the meeting as the representative of the South and Mid lands Junction Railway Company—the Company which proposed to bring a railway communication to - Bampton and through its neighbourhood. Before, however, he en tered into a statement to show what would be the effect of the proposed line in reference to it, he should ex plain why it was that so few members of the deputation ap peared in that room on that occasion. It was no intended disrespect that such was the case.—( Hear.) A meeting of the inhabitants of the town of Bicester, as they no doubt were aware, had been called for the 17th. At the last mo ment, however, the solicitor of the Company received a re quisition from some of the inhabitants, asking that the meeting might be postponed until the following day. The arrangements of the deputation would not admit of this, and therefore a reply was sent stating that fact, accompanied with an intimation that the meeting would be held on the 20th in stead of the 17th, to accommodate them. On that day, ac cordingly, the deputation arrived at Bicester, but nothing was done, because they found that on the 18th some parties who were connected with other Companies, finding that they were unable to carry resolutions in favour of their respective projects, had in the end induced the inhabitants to pass a re solution declaring that they would not entertain any of the projects which proposed to pass through their town until after the 30th of November, so that they might see which of the schemes were likely to go before Parliament, as by that period they must have deposited their maps and plans, &c.—(Hear, hear.) The majority of the deputation returned to London, whilst others remained and went over to Woodstock on the following day. The deputation now came to Bampton with the hope that they should obtain the ap proval and support of the inhabitants of that town.—(Hear, hear.) Those gentlemen had already, by the resolution they had just agreed to, declared in favour of a railroad being brought to their town, and it would therefore be for him, on behalf of the Company, to explain how it was proposed that a benefit should be bestowed upon all those connected with that district.—(Hear, hear.) They NAMES or RAILWAYS. Oct. 24. 5% Aberdeen • • • • • Airdrie told Coathridge • • Arbroath and Porter • • • • lUtto Half Shares ~ • • Armagh, Colr., & Portrush Bandon and Bantry !Wiest and Ballymena Belfast 4nd c9tioy 'Dorn Birmingham mid 4lo'ster Do. New (iss.at i 410 PittP 1 1411 Stlgo • • • Ilirminglim 4 Clxfrd•J un c. Blckhurn, and PreStnn Blekb4l•il,l-10tE11,4 Boltn Bolton, Wigan, 8•P Liverpl. Boston, Stainfrd final alum :.eaves, & nest. 1 .1fig.4: 1f.7.-T-t-er • • • • • • Ditto New.. .. • • Bristol and Gloucester • • I W.Stol and S. Wales Jane. Uri ilsit and Irish !Minn? • Caledon. and Ayrsh. June Caledon. &Dumbar. Juno Caled , nian .• .• • • • • • • Ditto Extension , • ,• • • Cembridge and Lincoln Clie(•ter and Birkenhead Ditto New Shares Ditto Half Shares • Chester and Holyhead • • Cheltenham and Oxford Chichester and Brightoll.• (Anima Valley •••• • • • • Clitheroe Junction • • • • • • Clydesdale Junction • • • • , 1 1 1 4c 1 IFPil & Passage Cork and Bandon •• - • . • • Cork and Killarney . Cork and Waterford • • Cork and Yonghal • • • • • • Canterbury and Dover... Coventry and Leicester.. Cornwall . • , • , • • •• • • • • • • I Will' EMS CifeWe . • • , • • • Direct Lon. and Manchstr Diss, Beetles, & Yarmoth I)irent44 l l•(Renlingten's) Direct Northern • • • • • • Direct Norwich . - • • • • • • • Dublin and Belfast June. Dublin, Belfast, & Coiree Dublin and Drogheda—. Dublin and Galway ..... Dundalk 1 1 1 14 Dundee and Arbroath . • Dundee and Perth Durham and Sunderland galit Lancashire (No. 1) Ditto ago. 2) „ • . Eastern Counties .• • • • Do. New . • • • • • . • • • • • • Da. perp,s pr Ct., No 1 Do. do. No. 2 East Dereham & Norwich East Union .• • • •••• • • .. Ditto Extension •••• • • Edinbgh, Mesa anti Pll l ll. Edinburgh and Glasgow.. Do. Quarter Shares • • • 1)0. New Quarter Shares Edinb. Leith. and Gunton Do. Pref. 5 per Cent., Edinlutrgh and Northern Edinburgh and Peebles.. Edinburgh and Perth,, • • Ely and Huntingdon • • .• Enniskillen and Sligo.. • . Exeter, Yeovil, 3; Drehstr Ellwood, Prstn, & W. Rid. tlarnkirk and Glasgow .. Glasgow and Ayr. ••• • • 1)o. Quarter Shares • • .• ,Ilasgow and Greenock • . Ditto New . • .• • • • •• • Ditto Preference •• • • tilasgw,Dmfries, and Car. itlsgw,lcilmarnek, & Ard. Glasgow and Belfast Un. Goole and Doncaster • • • • Grand Junction . • • • • • • • • Ditto Half Shares .. • • Ditto Quarter Shares .• Ditto New Quarters • • Ditto Eighths ••• • • • • • ()rand Uni0n......... Great Eastern & Western Gt Grimsby & Pk Extens. (It Grimsby and Sheffield (It Sthrn & Wstrn (hind) Ditto Extension .• • • • • Great Munster • . • • Grt Northern of Scotland Grt Northern of England Do. Kew 401. Shares • • 1)o. New 301. Shares Great Western - • • • • • • • • Ditto Half Shares .. • • Ditto Fifths Guilt i, Farehm, & Ports. Harwich ... • • . • • • • Iludrsfld & Man. R. & Canl Huddersfield and Sheffield thin and Gainsborough.. !lull and Selby • • • Ditto Quarter Shares Ditto Half Shares . • • • Inverness and Elgin Isle of Jersey Kendal and Windermere Kingstown and Bray Killantey Junctions Lancaster and Carlisle Lancaster and Preston Leeds and Bradford • • Ditto Extension .. • • Leeds and Dewsbury • • • • Leeds and Thirsk.• • • • • • • Leeds & W. Riding Juno. Leicester & Birmingham Leicester and Bedford . • • Limerick and Waterford Limrck, Ennis, & Kit. Jnc. Lincoln, York, and Leeds Liv. Man. & Gt N. of Eng. Liverpool and Manchester Ditto Half Shares • • Ditto Quarter Shares Liverpl,Ormskrk,& Prstn London and Birmingham Ditto Thirds • . • • • • • • • • 1)itlo Quarters • London and Illaakwall • • Duni. Oxfd. & Chltnham. London and Brignton. • Ditto Consolid. Eighths London and Croydon •••• Ditto New. .•••• • • • • Do. Guarant. 5 per Cnt. London and Greenwich • Do. Pref. or Privilege • Lotulon and South Westrn Do. New Cons. Eighths Do. New, 501 Shares • • Do. New, 401. Shares • London and York • • • • Ditto (Ilawtry) ....... London and Windsor • . .• Lorain, Salsbury, & Yeovl Londonderry & Coleraine London.) en y & Enniskilln Lynn and Ely • • .. • • • • • • Lynn and Dereham . • • • Manchester and Leeds • • Ditto ;tall Shares • • • Ditto Quarter Shares. • Ditto Sixteenths . • - • • • Nranclis r and Birkenhead Slatielieqer & Birminghm Ditto ~luarter Shares.. Ditto New Quarters . . Do. Con. & Welsh June. letanohestr, Boltn, & Bury Buxtn, & Matlk Shef. and Mid. Juno. Kanebestr & Southamptn Midland ..• • • • Ditto Fifths • • • • ll.Vo New • .... Do. Con. Binn.& Derby Gt Westrn (Irish) Do. Extension to Sligo Newcs , l 1 & DarlngtnJune. Do. New (Brandling). • Newcastle and Berwick .• Newcastle and Carlisle.. Nwestle. Durham, & Lan. Newport & Abergavenny Newry and Enniskillen • • Newark and Sheffield . • • North British • • • • • • • • • • Ditto New Shares • • • • Northern and Eastern • • Do. Scrip (iss. at 5 dis.) Do. Quarter Shares • • North Devon ..• • • . • • • • • North Kent • • , • • • • • • • • • North Staffordshire - • • • • North Eastern • • • • • • • • • • North Union (A) • • • • • • • • Ditto (B) • ...... • North Wales Mineral. • • • Ditto New Shares • • .• North Western •••• • • • • Nortk Wales ••••• • • • • • Norwich and Brandon • • Ditto New . • • • • • • • • • • • Not., Belvoir, & Granthm Nottingham and Boston.. Nutt., Er wsh. Val. & Man. Nottingham & Mansfield Oxford and Birming. June Oxford and Worcester • • Oxford and Cambridge .• Perth and Inverness • • • • Portsmouth Direct • • • • • Preston and Wyre • • • • Ditto Half Shares '.• • • Do. Pref. 5 per Ct. Guar Do. Pref. 5 per Ct. & div. Preston & Wyre Eaten'. Richmond & W. End June Rugby and Huntingdon... Scottish Central • • .• • • • • S co ttish Midland • • • • • • • • Sheffiral and Manchester Ditto Quarter Shares.. Ditto ditto (No. 2) • • Ditto ditto (No. 3)• • Sheffield and Lincoln. • • • Sheffield and Rotherham Shrewsbry& Grand Juno. Shrewsb., Wor., & Crewe Slims ,Wolv., Dudl, & Bir illirwsbry & Trnt Val. Uu. Shrws, I lerefd,& N. Wales Slamannan . • • • • • • • ..... South Devon . .. South Midland .• South Eastern and Dover Do. New (155.321.) No. 1 1)o. (155.33/.68.8d.) „ 2 Do. (iss. 301.) „3 Staines and Richmond . • • Staffordshire &Shropshire Stirling and Dunfermline South Wales.. • .. ...... Teen and Dove Valley .. Trott Valley ....... Do. and llolyhead June. Vale of Neath . • •• • • • West London, Old Shares West End & Sothrn Conn. Wexford art] Carlow .... Warwick and Cheltenham Waterford and Kilkenny Watrtd•Witill,Wiek& Dub Wakefield and Bradford.. Wakfld, Pent:aret, & Gool Wakefield and Ilarrogate Warwick and London . West Lancashire Worcester and Tring Whitehaven and Furness Do. New Half Shares • • WeleliMidland . • • • • • West Cornwall.• • • • • • • • • West Yorkshire • • .. • • • • & Wilsontven, 31. & Coltness Somrst,Weymth Soinrst, & Southern Yarmouth and Norwich.. Ditto New ••••• • • • • • York and Carlisle .• • • • • • York and North Midland Ditto Bait Shares ~ •• Ditto Seat - Deo' Branch Ditty lelby • • • • • • • • • • Ditto Extension • • • • • • Yorksb. re & Olsgow Unn. ! - 3% 21% 1 7% p - P 3i PI 13% P 1 14 P 1 L I% P, 65 22% 1 - iTN 3%' ,1010 [260 14p xn 3%l 4%1) `l2 41s3d 17a7c1p1 . pl 20s 9s p' - 3Npl 6%1 3- 13 - 5 s p 14859d1 [46 — s3d 154 17‘e 16 53i9d 34 4p lClos'•,t l Oct. :4 p 514 2%p 1 iw i tr) pc,,n.EXETER, Ocr. 24. , !IT* t . —The sales are—Exeter , Yeovil, and - .iter, A p.—Exeter, Topsham, and Exmouth (Head's RAILWAY RETURNS. RAILWAY TAAFFIC.-7 he following are the Total Receipts of Rail. ways for the past week—that is to say, up to the date to which the respective returns are made, together with the receipts of the same week in the previous year:— •C m Week Last VI 4 ending NAME OF RAILWAY. week. 6 •,.. 7, ,:, ;- U. ..5. - --- X £ Oat. 18 Arbroath and Forfar •• .•••••.- .. •- .• 170 161 - Bristol and Birmingham . .... - ...... - - 17 Chester and Birkenbead .•• • • ...... .. 648 517 16 Dublin and Drogheda. • 785 642 21 Dublin and Kingstown ••••• • • • • ... • • 853 882 19 Dundee and Arbroath .••••••• • • • •• • • 324 299 18 Durham and Sunderland •• •• 810 908 18 Edinburgh and Glasgow . ... ..... ... 3,310 2,209 19 Eastern Counties and North Eastern • • 7,251 4,692 18 Glasgow, Kilmarnock, and Ayr ••• • • • 1,988 1,4 7 0 18 Glasgow and Greenock........ • •• •• 33 324 17 Grand Junction • • • • 15,377 13,837 18 Gravesend and Rochester.... - - Great North of England ---•• • • • • - - 19 Great Western . • - Hull and Selby - - '--• Liverpool and Manchester .. ...... .. - - 18 London and Birmingham ......... - 22,635 16,983 19 London and Blackwall. ..... •••• • • • • 93 813 18 London and Brighton ............... 5,686 5,174 21 Londom and Croydon ......... • ... • . 1,627 1,59.5 - London and Greenwich ..... •.•• • • •• - -- 18 Loudon and South Western . - ... •• • 7,266 6,869 19 Manchester, Bolton, and Bury ...... 995 939 17 Manchester and Birmingham........ 4,436 3,489 18 Manchester, Leeds, and Hull Assoc• • 7,192 5,962 18 Midland Counties ........... •••• • • • . 18,271 15,798 18 Newcastle and Darlington - .....• • . 2,886 1,169 18 Newcastle and Carlisle .......... •• • • 1,675 1,774 19 Newcastle and North 5hie1d5........ 457 376 17 North Union and Bolton and Preston 1,710 1,526 20 Paris, Corbeil, and Orleans • ......• • . 7,097 6,261 20 Paris and Rouen . •••.-•• • • • • • • 6,342 5,557 18 Preston and Wyre...... • • ... ..... .. 551 223 18 Sheffield and Manchester • ........... 1.196 868 18 South Eastern ••- - - .... .. 18 Taff Yale •••• • • • • ... -•••.•• •• • • •• 1,199 773 - Ulster . . • - 627 - Yarmouth and Norwich . ..... ...... - - 18 York and North Midland . MIDLAND GR AND JUNCTION RAILWAY. A meeting of the Provisional Committee of this Com pany was held yesterday, at the London Coffee-house, at eleven o'clock in the forenoon, which was very nume rously attended by gentlemen from several and different parts of England, all of whom seemed to vie with each other in their zeal in the project, and the proceedings throughout were of a most animated character. Wm. Melville Lomas, Esq , of Liverpool, was unani mously called to the chair; after which Wm. Burdett, Esq., one of the soli c it ors o the Company, opened the business by detailing the proceedings which had taken place up to the present moment, in pursuance of the carrying out of the undertaking from its first introduc tion to the public. The usual routine resolutions, all of which were una nimously agreed to, were moved and seconded by R. A. Riddell, Esq., John Holmes, Esq., William ICeily, Esq , New ton Crouch, Esq., J. Mannering, Esq., Capt. Twisle ton Graves, James Tracey, Esq., William Garrow, E q., J. R. Riddell, Esq , and Robert Causton, Esq. William Purdett, Esq., Messrs. Elmslie and Preston, and J. E. Bales, Esq., are appointed solicitors to this Company • J. U. Rastrick, Esq , consu l t i ng engi leer ; and Oliver Byrne and A. B. Clayton, Esqs., acting engineers. On the motion of W. Darrow, Esq., seconded by Newton Crouch, Esq., N. J. Kempe, Esq., was proposed as secretary, on which the Chairman and several other members of the Committee bore very flat tering testimony to the abilities and general eligibility of Ar. Kempe. He was unanimously elected to the office, Ind on the Chairman announcing his appointment, he very appropriately expressed his acknowledgment. For the information of the Company, the engineers presented the following report "To the Chairman of the Ward of Directors of the Midland Grand Junction Railway. "Gentlemen,—As a preliminary observation, we may state that the progress of the surveys are such as to ensure beyond all doubt, in ample time, a comp:lance with the requirements of Parliament. _ _ " The terminus of the railway will be on the west of the Great Western station at Reading, and will cross the Thames on the bridge by thfa Henley-road, passing along a perfectly Hat country, to within one mile and a half from, Henley, whence it will proceed between the hills at Druids' Temple, (the Thames at these points being about 150 feet broad). The line will then go near or through Great Marlow, and between High and West Wycombe, describing a segment of a circle with a radius of four miles. " From West, Wycombe to Aylesbury the line is direct, and the country flat. To the distance of about five miles beyond Aylesbury, the course is through a valley in a direct line, or nearly a dead level. " An opening , then presents itself between the Quaintnn and Pitchcot-hills, where a slight cutting will be found necessary to enter into a level and continuous valley, through which it is proposed to lay the rail, cutting the base of Zion house-hill and Claydon-hills to the east of Padbury, from thence passing the River Ouse to a proposed station within a quarter of a mile of Buckingham. From Buckingham it is proposed to pass through Whittlewood Forest in a straight line, the country here being highly favourable. After passing the forest, the country through which the line is pro. posed to be carried is in some degree interspersed with hills, the valleys of which, however, with the assistance of slight cuttings, may be made to connect so as to form a continuous and easy line, until it connects itself with the London and Birmingham Railway at the station at Blisworth, where there is at present a branch line, about four miles long, into Northampton, which continues on to Peterborough. here will be the terminus of the projected line of the Midland Grand Junction, and we cannot conclude our report without _ _ observing that we have seldom witnessed a railway present ing, from one cnd to the other, fewer difficulties in the con struction of it. " We are, Gentlemen, L y ß our very obedient servants, "OLIVERNI: 1 A. B. CLAI4- O N , - ')- Acting Engineers." A long and animated discussion ensued respecting the constitution of the Committee of Management, when the 'ollowing gentlemen were unanimously chosen, viz.:— William Bradley, Esq. John Holmes, Esq. C. Byrom, Esq. W. Kempe, Esq Wm. Byrom, Esq. J. C. K'ngston, Esq. W. Caldwell, Esq. W. M. Lomas, Esq. B. S. Fowler, 1 ., ,q. R. A. Riddell, Esq. Thos. Wynne, Esq. H. Taylor, Esq. W. Garrow, Esq. Richard Kelly, Esq. Captain Twisleton Graves A. M. M•Moran, Esq. JOHN HoLmEs, Esq., suggested that, in order to faci litate the business of the Company, two Vice-Chairmen should be appointed to assist - the - Chairman, which was agreed to. After some conversation, the Committee resolved to defer the appointment of the Chairman and the Vice- Chairman for the south. NV. Melville Lomas, Esq., was unanimously elected Vice-Chairman of the Company, for the purpose of pre siding over the business of the northern districts. After a vote of thanks to the Chairman, the proceed ings, which were characterised throughout by great spirit and unanimity, then terminated. THE EXETER,DORCHESI'ER, AND WEYMOUTH JUNCTION COAST RAILWAY, AND THE BRIDPORT AND EXETER RAIL WAY. TO THE EDITOR OF TIIE DORSET COUNTY CHRONICLE, AND SOMERSETSUIRE GAZETTE. Sir,—ln troubling you with a few remarks on these two projected lines of railway, I think I ought to state that lam a large shareholder in the Exeter, Dorchester, and Wey mouth, and that I am a considerable landowner in Dor set shire. In Trewman's Exeter Flying Post, of Thursday last, is contained a statement that the Bridport and Exeter line " is intended to complete the only link required in the great line of railway on the southern coast." If such is the intention of the promoters of that scheme, it is quite clear that it can never be realised, because the present termini of the Brid port and Exeter line is at those two places only, leaving a country of twenty-two miles on the coast between Bridport and Weymouth, and sixteen between Bridport and Dorches ter (the terminus of the Southampton coast line), and surely this is a link which will require to be filled up, and a most important one. That the public may not be misled, I think it my duty, Sir, through the columns of your widely-circulated paper, to state that the termini of the Exeter, Dorchester, and Wey mouth Railway will be at Exeter, Dorchester, and Wey mouth ; and at the two latter very important towns, it will join the coast line from Southampton, and therefore this line will, in fact, " complete the only link required on the southern coast." It is not reasonable to expect that the promoters of any scheme (whether a complete or a very incomplete one) will misrepre sent it, but to call a line of railway commencing at Bridport, and terminating at Exeter, a coast line, or to say it is in tended to complete the line on the southern coast, whilst leaving a distance of twenty miles and more between Brid port and Weymouth and Dorchester, is advancing what very few persons will believe, although repeated in the Exeter Flying Post, or any other flying post, every day in the year. Facts are stubborn things, Sir, especially when connected with projected railways. I became a shareholder, Sir, in the Exeter, Dorchester, and Weymouth Railway for several reasons :—First, because that line will, in fact, complete the line of railways on the southern coast by a junction with the Southampton line at Dorchester and Weymouth; secondly, because in its route it will in clude the two important towns of Dorchester and Weymouth, as well as Bridport, Charmouth, Lyme Colyton, Axmouth, Sidmouth, Exmouth, and all other places on the coast to Exeter; and thirdly, because I am strongly of opinion that neither Government nor any Parliamentary Committee will be induced to adopt or countenance a line springing up about midway, and traversing part only of an integral line, to gratit'y the inhabitants of a particular locality with whom it may have originated, and whether I am right in this belief re mains to be seen as to the towns of Honiton and Axminster, where the Bridport and Exeter proposes to run by two branch lines. These places are far away from the coast, and will shortly be reached by a direct line through those parts of Dorset and Devon. If you will find a corner for these remarks in your valuable columns, your will greatly oblige, Sir, A VORSETSHIRE LANDOWNER. London, October 20, 1845. P S. I ani just informed that the promoters of the Bridport and Exeter contemplate a landslip at Bridport, whereby that town may some morning be discovered very near Weymouth. CHATHAM, OCT. 24.—The Meander, 46 gins, in ' dock, fitting for commission, has had the whole of the copper taken off her bottom, and has been recaulked and eoppered, The and is now ready for the pendant. Retributionste!toit frigate, Captain S. Lushington , has got her lower rigging over the masts-heads, and is fast progressing in her equirre2,t for sea. Several hands from the dock-yard have entered fur her. Lieutenant Hall, and a party of Marine Artillery, con. sisting of about thirteen men from Portsmouth, are expected for this vessel, and also a party of Royal Marines, consisting of about eighteen men, will join this frigate in the course of a. few days. The Hague, 72 guns, and the F.urotns, 42, are ordered to be fitted with screw-propellers for steam guard. ships for the protection of the Ri ver M e d way: the former vessel is to be sent to the River Thames to befitted by con tract; the latter ship will be fitted at this yard, and will be immediately taken in hand, and shipwrights are to be hired; for that purpose. THE NEW EXCHEQUER OFFlCES.—Yesterday the new Exchequer offices, in Stone-buildings, were opened for the first time since their erection. The masters of the Ex chequer assembled, and some of the other officers transacted business. The whole of the establishment will not be pod sessed of the various offices until Saturday. win ~' II