The Sun. — London, England, 1853-02-18 00:00:00

LOSS OF THE QUEEN VICTORIA STEAMER. INQUEST ON FOUR OF THE SUFFERERS. The remains of two females aged respectively about thirty and forty-five years of age, and of two male chil dren, having been washed ashore at Howth on Monday evening, they were conveyed to Kingstown by the Nep tune steamer to await a coroner's inquest, it having been considered most convenient to hold the inquiry into the mysterious loss of this ill-fated vessel in the board room of the police office in that town. At twelve o'clock, on Wednesday, Mr. Davis, county coroner was in attend ance, and swore a respectable jury. The coroner and the jury then proceeded to view the bodies, which were lying in a large yard close to the ter minus of the railway. The remains of the two women and one of the children were not identified, but those of the other child, John Reardon, were pointed out by its father, a dealer from Nottingham, who appeared to be suffering from the deepest emotion, the poor man having lost his wife and three children in the wreck. There were also in attendance several of the passengers who had the good fortune to escape with their lives ; but it is deeply to be deplored that ten of them, including a young female but recently married, and whose husband was one of the many who met a watery grave, are at present in the most destitute condition, and are solely dependent upon the bounty of a few humane and chari table persons who subscribed a small sum to keep them from further suffering or actual starvation; all their pro perty and clothes having gone down with the wreck. The jury then returned to the police-station where Mr. J. A. Curran, with Mr. C. Fitzgerald as agent, ap peared for the City of Dublin Steam Packet Compa ny. Mr. Howell, the secretary, an d M r. G ray, the agen t of the Chester and Holyhead Company, were also present during the proceedings, together with several clergymen and resident gentry. The body of the court was densely crowded. The first witness examined was John Reardon, of Nottingham, the father of ong, of the children who . had been drowned, upon wise body the inquest was held. He gave his evidence in a low melan choly tone of voice. He said—l am a dealer. I have seen those bodies ; one of them is the body of my child, John Reardon. He was a year and nine months old. I saw him alive last about two o'clock on Tuesday morning. I left Liverpool at half-past two o'clock on last Monday, on board the steamer Queen Victoria, for Dublin. My wife, child, and brother accompanied me. I cannot say how many passengers were on board. I was in bed when the boat struck. That was about two or half-past two o'clock. There were two very violent shocks. I and some others got up and dressed ourselves partly, and went upon deck. I then saw a large rock, very high, and the fore part of the vessel on it. I could not say that the lower part of the rock on which the vessel was was dry. I heard an order given to back the " vessel. The vessel was then backed off the rock into deep floating water. The ship, as soon as she was backed into deep water, commenced sinking. She was about five minutes on the rock. After I went on deck I was standing on the quarter-deck. When the ves sel commenced to sink, the captain ordered all hands on deck, but before he did so, he ordered the vessel to be steered towards the rock. She was in deep water at the time. He immediately ordered the boats to be lowered. The boats at that time were un covered. The boats were not in the position for lower ing. When the boats were lowered several people jumped into them. There was a great deal of scrambling to get in. I escaped by swimming to the rock. I had to swim about 100 yards. The child who is now dead was on my knee when the water swept me off the vessel. I thought to get back to the vessel to my wife and child, but the waves struck me in the face and pre vented me. The sea was perfectly calm. Had it not been calm I could never have reached the shore, and not a soul could have been saved. There was a little snow falling at the time. I believe my wife is lost. I cannot nay anything about the vessel's striking, as I was in the cabin at the time. When the vessel struck, and was fast on the rock, if the captain had allowed the people to walk on the rocks, I believe both passengers and crew would have been saved, and it is also very likely that the vessel and cargo could have also been saved. Mr. Curran—That is only your opinion. Witness—l am quite certain the passengers could all have been saved. To a Juror—The captain, I believe, was on deck. I heard some persons exclaim, " Let us step on the rock," but I do not know who they were speaking to. To Mr. Curran—l was not near the captain at the time. It was not foggy. I could see the rock quite plain. It was very high. I do net believe the water was washing the rock. It was under the lighthouse I got ashore, about 100 yards from the place where the vessel struck. To a Juror—The fore part of the vessel was on the rock. I heard the captain say "Back her." The ropes of the boats were all tangled, and they had to be cut. Seven, besides myself, swam to the place where I got on the rocks. To a Coroner—l saw three or four sailors on deck ; I did not notice that any of them were drunk. To a Juror--When the vessel was backed out I saw the lighthouse quite distinct. Matthew Maguire, another passenger, deposed—l came from Liverpool. I was lately superintendent of police for Howden, near Hull. I was a deck passenger on board the Queen VictOria, on Monday last. I passed the greater part of the night in the cook-house. When the accident happened it was between two and three o'clock on Tuesday morning. I was then at the bow ; it was snowing a little at the time ; there was no person between the paddle-boxes and the bow of the vessel but myself. I was standing there about 10 minutes before the vessel struck. When I passed the paddle-box I ob served something like a black cloud before the vessel. I thought it was too low for a cloud, and was just consi dering it was the land, when I heard some one (I think, from his size, he was the mate, but am not sure), on the bridge between the two paddle-boxes cry out twice, " Stop her, stop her." . The vessel was immediately stopped. She was then going at the rate of about ten knots an hour. I then saw the snow on the sides of the rocks, which were perpendicular, and perceived at once she was too close to them to be saved from being smashed to pieces. I seized hold of the top-gallant forecastle, and I received a shock when the vessel first struck that loosened my hold. She fell back after the first shock, but pitched on to the rock a second time. I then knew that it was the bottom of the vessel, under the bows, that was injured. The snow was on the sides of the rocks. I cannot say there was any standing room on the rock. If there were, I would have jumped on to it. There was no look-out from the bow of the vessel. The mate, I believe, was in his proper place on the bridge. If the mate bad not stopped the engines when he did, we must have been smashed to pieces. The snow was not very heavy. It was clearing off. I could not see the Bailey light, but I could see the Kish lights plainly. I saw the light when we backed out, and it was an ex ceedingly brilliant one. I did not look in the direction of the light before the vessel struck. To Mr. Curran—The bow of the vessel was raised when we struck. It would have been more judicious to have let the vessel stay where it was. If that bad been done, the vessel and cargo might have been saved. To the Coroner—l did not see any of the sailors drunk. To a Juror—l do not know who said "Back her ;" it was all confusion. When she struck I did not see the captain on the deck. I think it was the mate who was on the bridge, but I am not certain. To the Coroner—l do not think the load was heaved at all. A Juror here remarked that the course was so well known that there was no occasion for heaving the lead. Mr. Curran—There is something very extraordinary about this light. The witness said he saw something black, but was not able to see any light. The Coroner said that lights in foggy weather were of little use, except a bell was attached to them. Examination continued—l observed the boats before the vessel struck. The boats were in an improper posi tion for lowering ; those on the quarter-deck rested on the deck. I consider that all boats should be slung. I think the boats at the paddle-box were in slings. To Mr. Curran—The boats that were on the quarter deck were slung on the davits, although resting on the deck. To the Coroner—l cannot say who ordered the vessel to be backed. After several evolutions, she went out into deep water. I think w went out too far, much farther than I liked. She t en commenced to sink in the bow ; she was then turn _ d again to the land, and her bow pointed to the Bailey Light. To a Juror--No person had left the vessel at the time. To Mr. Curran—l think the captain endeavoured to round the Bailey Light, with the intention of running her on the sand ; had he succeeded, all lives would have been saved. I know the coast well, and I think there is an escape -ladder on the beach. To the Coroner—They then endeavoured to lower the boats. There was a long swell, but the weather was very calm. There were too many people about the boats, and all was confusion. The sailors could not work, there was such a crowd about them. The bow of on e of the boats was got out, but they were unable to get the back part of the boat loosened. The boat filled with water and the p eop l e in her baled her out with their hats. I remained on the paddle-box until I was carried off by the sea, and . then I s wain towards the rocks. I had a carpet -bag in one hand and a hat-box in the other, and swam with them for some time, but when I became exhausted I dropped t hem both . I was carried from one rock to another, and was pulled into the shore by one of the crew. I was quite benumbed, and had lost all sense of feeling in my legs. I crawled on my knees to the light-house, and was treated with great kindness by the light-keeper ; I cannot say whether there was a p roper look-out. I have travelled a great deal in vessels and steamers, and have always seen two men on the 100k -out at the bow. To Mr. Curran—We .were about three-quarters of a mile from the land when I observed the black cloud; I think the black cloud intercepted my view of the Bailey light. When she struck I turned round and saw the Kish lights. To the Coroner—lmmediately when the packet backed out I saw the light. She was not then in the same course as that in which she had been travelling. I was not convinced the apparent cloud was land until I heard the order given to stop her, and we were then so close to the rock that all the endeavours in the world could not save her. Roger M'Alanus deposed—l was sitting in the place called a stable or horse-box. I did no leave the box until I heard the crack. It was'very dark. I thought the Hill of Howth was a cloud until some of the pas sengers said it was the Hill of Howth. There was a steep high rock over us, and I saw some snow on it. It appeared as if it was hollow at the bottom, and hanging over us. I thought if the vessel was allowed to stay where she was until morning we would all have been saved. I held my wife in my arms as long as I could. She and her three-little ones perished fact, I may say there were five lives lost, The police, out of their own pockets, treated us in the kindest manner. It was Providence saved my life. I went down into the water ; I saw a boat floating, and threw mysely across it, and remained half senseless in that perilous position until I was picked up by the Roscom mon. Charles Ralph, of Wicklow, a seafaring man, who exerted himself in the most exemplary manner during the frightful catastrophe, was th e nex t w itness examined. ' He said—l am a sailor, and was in the Revenue service for a short time. I have been at sea, and in the Coast Guard boats since I was a boy. I was on board the Queen Victoria on Monday. I was a deck passenger, and was "forard," with my arm on the starboard anchor, before she struck. It was very thick at the time—l mean there was a snow storm. I knew we were very near the Bailey, and was looking for the light. I was close up to the topgallant forecastle. I saw the Kish light for a long time broad on our larboard bow. It was a very fine night before it commenced to snow. It was snowing very heavily over the Bailey at the time. I was looking out for the Bailey light, and could not see it. I am sure the light was obscured by the thickness of the atmosphere. From the place where we were we could have seen the light if the weather was clear. I thought we were steering clear in between the Kish and the Bailey. An accident happened on board to a young man a short time before the vessel struck. I saw another young man who was walking on the deck on the look-out. I did not see two men on the bows on the look-out. In sailing vessels we always had a man looking out in the forward part of the vessel, but then in those vessels there is no bridge. I did not see any per sons on the look-out at the bows of the Queen Victoria before she struck. Ido not think the speed was slack ened before the order was given to stop her. I did not see the lead thrown. I think they should have had men on the bows, and that the speed should have been slack ened, particularly in thick weather, if they supposed they were near land. I attribute their not seeing the light at the Bailey to the snow, which was falling heavily over the light at the time, Mr. Curran—Do you think they should have slack ened their speed if they were in their proper course. Witness—l think they should have slackened their speed when they saw the Kish light, and knew they were approaching the land, the weather being so very thick. To the Coroner—lf there was a fog bell on the Bailey, it would have alarmed them, and might have prevented this fearful and terrible accident. If the sea was rough I do not think a single soul would have been saved. Mr. Curran—About five years ago, when the late Mr. O'Connell was nearly lost in a vessel at the same place, Mr. Howell, the agent of the City of Dublin Steam- Packet Company, requested the Ballast Board to erect a fog bell at Howth, and although they promised to do so, it has never been put up, and that has been the cause of the present 'catastrophe. Exareinglion continued—About half-pa,st two the vessel struck. Her bows were fast on the rock. They had not time to stop her before she slapped on the rock. Her bows were in a small cove, as it were. The rocks branched out at each side. I do not know what standing room there was. I went forward when she struck. I looked at the position of the vessel, and considered that if a plank was put out to the rocks the people might have been saved. The captain, I think it was, ordered the engines to be reversed. She then went out into deeper water, and she commenced to settle down very fast by the head, and the water commenced to flow in. Her head was then turned towards the Bailey, and the captain immediately directed all possible speed to be put on. I was on the quarter deck when I heard the captain tell the man at the wheel to put her helm hard a-port—that was, to run her head to the rock. She went down quite convenient to the rocks. All was then in confusion. We tried to get down the larboard quarter-boat, but failed, in consequence of the awkward ness of the people. To Mr. Curran—When I was leaning on the anchor, I thought we were keeping our course fair. They gene rally make allowance for the motions of the tide, but she might have drifted a little more than was allowed. The tide might lead the best seaman in the world astray. we had a flood tide with us almost the entire way ; a flood tide carries the vessel a little to the north ; the vessel was only a few yards out of her course ; the light on the steamer was,on the mast-head ; that light would obscure the vision of those on deck ; from the time I saw the rock, there was no time to save the vessel ; there were high projecting rocks over our heads where the vessel struck ; I did not look in the boat of the Queen Victoria for the cork ; I was too much con• fused. The Coroner said that as it would be perfectly impos sible to get through all the evidence in one day, he would suggest, it being then five o'clock, that the inquiry should be adjourned either to the next day, or to some other occasion, when it would be convenient for all the wit nesses to attend. At the same time, however, if there were any of the passengers present who wished to make any remark, he was willing to hear them. Campbell, the celebrated diver, who is in the employ ment of the Ballast-office, was sent to Howtb, and it was hoped he would have been enabled to make a de scent into the wreck, in order, if possible, to obtain _ _ possession of the papers belonging to the vessel, and the captain's list of p;.ssengers ; but, v in consequence of the unfavourable state of the weather, he had to postpone his descent until this day. Since Tuesday night the Victoria has forged three times her own length into deeper water, her topmasts now above the cross-trees being alone visible. Soldiers saved—William Pearson, 52d Light Infan try ; William Walton, 52d Light Infantry. Soldiers drowned—Sergeant, 3d Dragoon Guards, wife and child (supposed be Sergeant Wood) ' • one gun ner and driver, Royal Artillery ; one private, 54th Regi ment ; George Flatman, 5.`2d Light Infantry. NAVAL INTELLIGENCE. PORTSMOUTH, FEB. 17. The Rear-Admiral Superintendent, acting POrt-Admiral, with the clerks of the Pay-office, proceeded to Spithead this morning in the Fire Queen steam-vessel, Master-Com mander Pane, to pay wages in advance to the Furious steam-frigate, Captain Loring, and returned in the after noon. The Barracouta, 6, paddle steam-sloop, Commander George Parker, arrived at Spithead to-day from Plymouth, on her return to Sheerness, for which place she sailed, after discharging and taking in supernumeraries. The Aganiemnon, 91, Captain Sir Thomas Maitland, sent a number of sick to the hospital this morning by the Echo steam-tug. She is ordered to remain at Spithead for the present. Vice-Admiral Sir Thos. Cochrane, K.C.8., Commander in -Chief, is expected to return from leave on Friday. The gallant Admiral will reside at the Portland Hotel till his residence in the dockyard is ready. PLYMOUTH, FEB. 17. The crew of her Majesty's steam-ship Despe rate, 8, were paid two months' advance of wages, and she is now in the Sound ready for service. The steam-ship Argus is reported entering the Sound from Queenstown. The General Screw Steam Shipping Company's mail packet Queen of the South, Captain Norman, sailed en Tuesday evening with letters for St. Vincent, the Cape, Mauritius, and the East Indies. SHEERNESS, FHB : 16. The Horatio, 24, screw steam gaardship, Captain the Hon. S. T. Carnegie, returned into harbour this afternoon and proceeded alongside the coal depot to replenish her stock of coals. The Espiegle, 12, Commander George Hancock, has this day been put out of dock. 20 volunteers, AB.'s and pet ty officers, late of the Phaeton, have joined Commander Hancock, and he is only 17 short of his complement, who are daily expected to join him from Portsmouth. Mr. W. H. Annisley, mate, has joined the Espiegle to-day. The Amphion, 34, Captain C. E. Patey.—Lieutenant B. C. W. Nicolas, of this frigate, has been sent round to Devonshire to raise volunteers. Letters have been re ceived here from Portsea, stating that many men-of-war's men are finishing off their pay at Portsmouth and will soon be ready for other ships. A move at last appears to be making in the right direc tion to reduce the immense weight of spars, rigging, and sails to be fitted to ships in the navy. The Royal George, 120 guns, now being prepared for a screw line-of-battle ship, is a three-decker of the second class. She will be fitted with the spars, rigging, and sails of a I two-decker 'of the third-class ; consequently, a very considerable reduction in the weight aloft will be made, and her spread of canvas will only be reduced about 7 per cent. from that of the Agamemnon. It has been strongly recommended to put all screw vessels, large and small, under fore and aft sails—say, only courses and top sails for the larger class ships of the line ; this would bring them, comparatively; under jury rig—a rig acknowledged by all seamen, from the best practical experience, to be the best for all general purposes. It is a well-known fact, when men-of-war have been clismasted and sent home under jury masts, their logs will tell their own tale as to sailing qualities—the Daphne, to wit. Our present Admiralty begin to think this worth a trial, as will appear in the order given for the Royal George. WOOLWICH, FEB. 17. APPOINTMENTS. Masters' Assistant.—Alexander M. Mould, to the Vic. tory flag-ship at Portsmouth. Clerks' Assistants.—Corbet Edwards, to the Victory flag• ship, at Portsmouth ; and A. C. Archdeacon, to the Im peneuse, 50, screw steam-frigate, at Chatham. PROMOTIONS. Acting Assistant-Surgeon Richard Evans (1851) is con firmed as assistant-surgeon in the Blenheim, 60, screw steam guard-ship, at Portsmouth. Commander Augustus S. Booth (1848) and John M. Cooke (1852) have been appointed to study steam at the Factory at Woolwich Dockyard, in the room of Captain G. T. P. Hornby, passed out, and a Lieutenant, superseded by his own request on account of ill health. The Phoenix steam-sloop, Commander Edward A. Ingle field, has had her two boilers put in, and will be taken out of the basin and put into dock on Saturday. [ADVRRTISE3fENT.]—AUSTRALIA.—Emigrants to the gold fields and rich pastures of Australia are respectfully informed, that " Parr's Life Pills" are considered to be the best medicine for the cure of diseases incidental to that country and climate ; and they are strongly recom , mended to furnish their medicine chests with a supply of this really excellent, long-tried, and rational medicine. None are genuine u n l ess th e wor d s " P arr ' s Lif e Pill s " are in white letters on a red ground, on the Government stamp, pasted round each box ; also, the fac-simile of the signature of the proprietors, " T. Roberts and Co., Crane-court, Fleet-street, London," on the directions. Sold in boxes, at is. ild., 2s. 9d., and family packets at ils. each, by all respectable medicine vendors through out the world. Full directions are given with each box. * * A liberal dis count to shi pp ers. * SUBMARINE TELEGRAPH COMPANY.—At the meeting of the Submarine Electric Telegraph Company, held in Paris on Tuesday, the revenue for the last half-year was stated to have been 4,6321., against an expenditure of 1,9231., leaving a net profit of 2,7091. A dividend was declared, being at the 'rate of 6i per cent, per annum. RA ILW AY INTELLIGENCE. THE SUN, LONDON, FRIDAY EVENING, FEBRUARY 18, 1853. GREAT WESTERN. The general half-yearly meeting of this company was I held yesterday, at the Paddington Station ; Charles • Russell, Esq., the chairman, presiding. After the usual preliminaries had been gone through, The CHAIRMAN addressed the meeting as follows : Gentlemen, the accounts which we distributed among you on Saturday are quite as satisfactory as the directors expected they would be. We were always aware—and we often so stated to you—that the years 1852 and 1853, when we opened onr northern lines, and before the traffic on them and on the South Wales line could be fully de veloped, must of necessity be years of pressure to us. It was for this express reason that we reserved a larger balance than we were in the habit of maintaining ; and , I think we have cause to be satisfied that we have been enabled to pass over the first of those periods by drawing to so small an extent on the amount ' so reserved. The most prominent event of the last half-year has been the opening of the line to Birmingham. We were very much pressed by our Shrewsbury friends to hasten the completion of that portion of the line with the sincere object, I am satisfied, of accelerating and bringing , into action the traffic arrangements which were entered into between the three companies ; but that object, I am sorry to say, has been defeated by the delays and obstructions which were in terposed to the opening of the Stour Valley line. There were other considerations, however, which made it im portant to us not to delay the opening of that line. By the terms of our purchase of the Oxford and Birming ham and Wolverhampton and Dudley lines, we are com pelled to pay to the proprietors of these lines 5 per cent. for a period of six months, after the opening of any por tion of them ; and while money is easily obtained in the market at the rate of 3i per cent., it becomes, of course, extremely desirable that we should accelerate as much as we can the completion of that portion of our contract. The general results of our half-yearly account may be thus broadly stated :—We have charged to our revenue account the interest on 1,347,0001. on account of the Birming ham and Oxford line, from the day that it was opened, and we have still maintained our dividend of 4 per cent. by drawing on our reserve to the extent only of 9,0001. ; and we are enabled to carry forward 64,000/. as a balance to meet the exigencies of the present year. (Hear.) This, too, we have been enabled to do, although we have been obliged, in conformity with the provisions of the Legislature, to reduce our charges not with reference to the Birmingham and Oxford only, but - on our entire line, from one end of it to the other ; although we have as yet opened our Birmingham line for passenger traffic only, with very insufficient accommodation for that traffic, and during a season peculiarly unfavourable to travelling, although we have - as yet had scarcely any mineral traffic from the South Wales, and although we have had no merchandise whatever brought by our northern friends. ,(Hear, hear.) I think, combining all those circumstances together, the directors are justi fied in expressing to you the great satisfaction which they feel at the financial position of our company. The question as to the Oxford, Wor cester, and Wolverhampton Company, and as to the Shrewsbury lines remains very much in the same state in which they were when we last met you. Indeed it could hardly be otherwise, for we every day feel more and more convinced that that question is of a magnitude and character which can only be settled by the interven tion of the Legislature—(hear, hear)—and since we met you there has been a short November session of Parlia ment, in which, of course, no railway business was transacted. From the bills introduced by the Oxford, Worcester, and Wolverhampton, and by the London and North-Western Company, we infer that the policy of the former company is to be the same as that which so sig nally failed in the last session. It appears to be still resolved to endeavour to dissolve those relations with the Great Western which are clearly enjoined by the act of ncorporation, and to seek new powers to form alliances if they think fit with the London and North-Western and other narrow gauge lines, or to make a new access themselves to the metropolis by means of the Mid-Western Railway, which was rejected by the House of Commons last session of Parliament. It is, gentlemen, no fault of the Great Western that we are obliged to appeal again to Parliament. Immediately after the doge of last session by desire of my colleagues, I addressed a letter to the chairman of the Oxford, Worcester, and Wolverhampton Company, expressing our desire for the renewal of a friendly arrangement with that company, and suggesting modes by which we thought it might be carried into effect, and I am sure when I mention them to you you will not consider they were at all unreasonable. We offered them, first, if they still desired to lease that line, that wo would take it on terms the same in principle, and better in amount, than thos_e which were actually accepted from the North-Western Company, but to which the law would not permit them to give effect. We offered them, secondly, if they were prepared to dispose of the line, that we would become purchasers of it, but on its actually ascertained value, when it should have been opened and the traffic fully de veloped, and that we would work it for them in the meantime under such an arrangement that every shilling of profit should go into their own pocket. (Hear, hear.) We offered, thirdly, if they should prefer it, to enter into an arrangement with them similar to that which they had made with the South Wales Company, and which I believe practically succeeds to the satisfaction of both companies. We offered, lastly, if they were not inclined to adopt any one of those arrangements, that we would save their capital—an object of great importance to them—by providing stock for working their line, and under such , an_ arrangement as might be determined to be equitable between the parties. My letter r we r to the chairman was dated the 23d of August t last, but ceived no answer to our proposal until the beginning of November, and then they intimated to us in express terms that they preferred renewing the same struggle in the present session of Parliament s which they had to en counterloft to usThere rightswano st alternative in but th to e l defend a ourin the then be that manner we . were e st able, ern Railwaye t f h e i e s l y p e e a r perfectly e t c h t a l y t convinced it di d. give and endeavourt h e same tvoerednifcotreeuwtheernep and we stillMid gls h rtur e perseverew ilibroowvi'sdiOvnilis the Le gislature of the act of incorporation, by which they work their line continuously with the Great Westernto Company. (Cheers.) In the course of • to the Mid-Western Railway session our opposition list of Parliament, we contended, as we had done successfully * the districts between Birmingham andLo in London 1847, that b e tter supplied with railway communication by y means could be of the " dropped" lines of the Great Western than the . lines passing through the midst of them tis neces sary that we should take every precaution iin our power to give effect to the system which was approved of on both of those occasions, and it is necessary n there fore that we shou ld g o to Parliament i order to obtain an extension of time for making to Uxbridge and Henley - . Nearly in the same category may be included a sho rt line from Melksham to Devizes. All those lines do not exceed a few miles in length. We have already entered into a contract for the purchase of the land over which they will run, which must be carried out, whatever other arrangements may be made, as we have incurred various expenses. We always contem plated the completiontof those lines. With us their corn. pletion was but a question of time ; and we really believed, putting aside every other consideration, that, in an eco nomical point of view, the best thing to do was to com plete them at once, and get them out of hand. The confidence of the directors in the ultimate success of our Shrewsbury line has in no degree been shaken by the proceedings whic h took place at the meeting on the 31st of last month. It has been our purpose from t he beginning, and it is now our purpose to give effect to that affiance, and I sincerely hope we shall be able to accomplish it in the ensuing session. lam sure the directors of that com pany will admit that we made large modifications on our original engagement, with the view of propitiating the I support of their proprietors. We had consented to waive all technical obstacles to their proceeding with their bill, provided only that the London and North-Western Com pany would enter into an engagement in no way to im -1 pair our legal rights. We went even further : we our de- parted from the pri nci p les we had prescribed for the selves, and assented to g ive a qualified guarantee in interval if the proprietors would support the alliance , with the Great Western. I said it was argued at that meeting that it was extremely unjust and unreasonable not to give the same guarantee to the koprietors who opposed us as to those who supported us—that is, that we should waive the e ntire consideration for which nten ialone the guarantee was to be given. But it is not my tion to enter into a controversy which someke. of The the speeches delivered on that occasion might provo letter we sent after that meeting contains the ar gu hink mentit s on our part fully and f airl y stated, and I do not t would be possible for me to add fit to tthe d force of it. terms The Shrewsbury propriet ors thought o e no t sorry they cline the and for myself I avow frankly that I am did. I have myself individually the greatest objection to guarantees. (Cheers.) They often act n;lost injuri ously and unjustly to the companies who give them, and particularly in the present case, where, though the guarantee was to be given by us, the line was to remain in the hands of their directors. Now, far be it from me to impute to those g entlemen anything dishonour able or unfair ; but I am sure it must be obvious to them, as well as to every one who hears me, that there cannot be the same security for careful manage ment, for just and fair rates of charges, on a line where the proprietors happen to be sure of obtaining a dividend from another company, as on a line where the proprietors depended entirely upon their own resources. (Hear.) I, therefore, think we were right in declining those pro positions. The Shrewsbury Company .having refused our terms, we now fall back on the original agreements —first the traffic arrangement made with them i ee n Jan., 1851 ; and, secondly, the amalgamation agrme w hich we entered into in May in th e same year. lam happy to announce to the proprietors that we have H this year introduce d ver y few bills into Parliament. (ear, hear.) Almost all, at least all the most important ones, are with reference to the Northern lines, and for the purpose of giving effect to the Shrewsbury Act. We have a bill confirming the'traffic arrangement, a second confirming the amalgamation agreement, another seek ing running powers, and for laying fordown the broad gauge over the lines, and a fourthb making some trifling deviations These W p . am ton and that part of the country. These are the most important bills which it will be our duty to carry forward by every means in our power. Our earnest endeavours shall be devoted to settle those long-pending questions in the ensuing session. In those efforts we feel satisfied we will be supported by the good faith which has invariably actu ated the proprietors of the Shrewsbury Company. I do not, however, overlook the difficulties that are to be encountered, but the to proprietors cannot re proach us if, yielding to extrancouo inflUera or Alain _ g for other arrangements which in the end they will find impracticable, they draw themselves into a protracted struggle through successive years—they cannot complain of us if we feel bound, under those circumstances, to seek for Parliamentary approval and confirmation of the agreement entered into by them with us. I do not believe the Legislature ever can or will permit the control of the Shrewsbury line to fall into the hands of the London and North-Western Company. It is ut terly at variance with the policy which up to ,the very last session they have consistently pursued ; and I am happy to find that Mr. Clive --than whom there is no man whose Parliamentary experience enables him to form a sounder and more practical judgment on such a question—was of the same opinion. I trust we shall go, then, to Parliament with the full confidence that, with regard to one or other or a ll o f our bills, the Legislature will sustain the policy which it has invariably pursued in reference to those lines, and confirm the engagement into which the pro prietors of the Shrewsbury Company themselves volun- , tarily and deliberately entered with us, at a time when they considered themselves oppressed by the London and North-Western Company. I have thus referred as briefly as I can to the questions which affect most im portantly the interests of our company at the present period. I have intimated pretty clearly the policy which it is our intention to pursue. We were always, and are still, prepared to enter into any reasonable agree ment either to satisfy our friends or to disarm our opposition, but we cannot consent to endanger the interests, or damage the credit of the Great Western Company by undue concessions ; and if such concessions be demanded of us we must, though we shall reluctantly pursue that course, stand on our rights. (Cheers.) The chairman concluded by calling on the secretary to read the report, which was as fol lows: "During the last half-year of 1852, for which the accounts have been recently transmitted to the,propiietors, the line of railway between Banbury and the town of Birmingham beenls Ocbtroobuegrh,tbiunttoexclusively use, having been opened on or the conveyance of pas partial use has the sengers. The accommodation in buildings, sidings, and approaches to the goods sheds, requisite for carrying on a merchandise traffic, could not be provided at that time, and it was therefore impracticable to undertake any busi ness in conveying goods or minerals, even for local pur poses, o ver the Birmin g h am line. The income of the com pany has been, consequently, but slightly increased by the limited use made of that railway ; and when the general reduction of fares and rates on all the Great Western lines, as well as the long continuance of wet weather, (di minishing everywhere the usual traffic of passengers, but increasing the expenditure for maintenance), are taken into account, the result of the half-year may be considered favour able to the future prospects of the company. For it must be remembered that the effect of the compulsoryreduction con sequent upon ope n i ng the Birmingham and Oxford Rail way, was necessarily most disadvantageous at the very commencement, before any increase in the number of tra vellers or quantity of goods, ordinarily anticipated from a lower scale of charges, could be obtained to countervail the loss. The accounts of revenue and expenditure have been made up in the usual form, for the information of the proprietors. The peculiar circumstances of the last half-year of 1851, when the receipts had been so greatly increased by the Exhibition, forbid any attempt, by means of the usual comparison between corresponding periods, to show the progress of railway traffic, or to explain the nature and causes of any difference which may appear either in the income or charges upon it. It may be mentioned, however, that the two principal items of increased expen diture in the present accounts, consist of maintenance of way and locomotive power ;—the former is to be accounted for by an unexampled season of weather, affecting the works and d ra i nage o f th e ra il wa y, an d th e l a tt er ar i ses principally from the greater number of miles run ; but is augmented by increased cost of materials and labour, and heavier repairs occasioned by the effects of the wet weather and partial floods on the line. After charging interest on an expenditure of 1,347,1151. for the Birmingham and Oxford Railway from the day of its opening, and defray ing all charges on the loans and fixed capital of the Com pany, there will rema i n 228,503/. ss. 7d, at th e di s p osa l o f the company, which will admit of the usual dividend beimg paid at the rate of four per cent. per annum, leaving s balance of 63,7771. 15s. 3d. to the next account. Under the terms of agreement for the purchase of the Birming ham and Oxford and Birmingham, Wolverhampton and Dudley Railways unitedly, those railways will be trans ferred to this company on the Ist April next, from which date a further portion of the capital expended on the former line will become a charge on the revenue. The accounts of the Kennet and Avon Canal have been made up, and the directors have the pleasure to report that there will be a surplus, after defraying every charge and paying the guaranteed dividend to the Kennet and Avon shareholders out of the separate receipts from the canal traffic. The lease of a portion of the South Wales Railway between Grange Court and Swansea came into operation on the 19th July last, subject to specific conditions in the agreement between the two companies. The covenants in that deed have rendered it necessary to refer to Sir William Cubitt certain points for decision, re lating to the charges for working the South Wales line with locomotive engines and other plant ; and some ques tions remain for amicable adjustment between the boards, before the proceeds of their traffic can be correctly ascer tained. The auditors have recommended a permanent system of introducing the actual result of the half-year's revenue of the South Wales Railway, after being duly certified, into the Great Western accounts of the following six months, in preference to stating in each current half year probable or estimated results,—always liable to be inaccurate, and requiring correction by subsequent entries, —and the directors entirely concur in the propriety of that system. The accounts received for parliamentary expenses in promoting bills before parliament and in opposing hos tile measures during the session of 1851-52 are now under examination; a portion of which expenses will be defrayed by other companies, under arrangements made with them. The actual charge on this company can only be ascertained after all the bills shall have been received and examined, and the amount will be brought into account probably during the present half year. The position of agreements with the two Shrewsbury Companies for the interchange of traffic and future amal gamation, again form subjects for the consideration of Parliament during the present session. An effort has been made to persuade this company to guarantee a fixed divi dend to all the shareholders of these two companies, whe ther opposing or assisting the alliance with this company, and irrespective of the earnings of those lines. Under the agreement framed and submitted to Parliament for a different object, those undertakings will remain under the separate control and management of parties representing exclusively tho interests of the Shrewsbury shareholders, who claim to have not only the guaranteed dividend, but also the right to postpone the future amalgamation of the three companies ; and your directors have acquainted the two Shrewsbury boards, that they cannot recommend for the approval of this company conditions so inequitable and inconsistent with the principles of .the subsisting agreements already confirmed by the three companies. The proprietors are aware that writs of mandamus have been applied for and granted by the Court of Queen's Bench, requiring this company to proceed with the construction of certain lines of railway not yet commenced ; and it is deemed advisable, pending an" appeal upon those cases, to refrain from expressing any opinion upon them. But your directors have been for some past in communication of a more friendly character as to the completion of the branch of ithe Wilts and Somerset line between Melksham and Devizes (about eight miles and-a-half),'or which the land has been bought and principally paid for, and upon which the works were long since contr ac ted for and com menced, although subsequently discontinued in the times of monetary pressure. It is the opinion of the board that there should be no further delay in proceeding with that line. The estimated sum for its completion is 60,000/. ; and considerations of traffic, as well as other advantages to be derived from it, induce your directors to recommend it to the proprietors, with a view to their passing a resolution to authorise that measure. The engineer's report, which is appended, explains the principal railway works in progress, and the present condition of the new station buildings at Paddington. Since the last vote was taken in February 1852, the directors have caused plans and estimates to be submitted to them of a farther portion of the new buildings and works, consisting principally of accommodation for the locomotive establishment and the passenger arrival shed and platforms, which are, of course, indispensable for the business of the company. Those works have been arranged in the most economical manner, consistently with perma nence, and adapted to the convenience of the traffic. A resolution will be proposed to the meeting for voting an additional sum of 75,0001., to be applied generally to pur poses in connection with the new Paddington Station. The Great Western Hotel, at the London Terminus, is in a very forward state, and can be finished f or occu p a tion, as soon as the passengerbusiness shall be transferred into the adjoining buildings. An association has been proposed for taking a lease of the hotel, and the proprietors are invited to join individu ally in subscribing for thatpurpose. It is thought advisable to submit that proposal for the consideration of this meet ing, as some of the directors and others officially connected with the company, who are willing personally to unite in aiding it, decline to do so, unless with a distinct ap proval of the plan, and recognition of the principle by a von of the proprietors. The terms of the lease are re corded in a circular, which will bo read to the meeting ; and the main object being to secure a well-conducted establishment at moderate rates of charge to the public, which seems most l;kely to be effected by such an associa tion, it is intended to limit the liability of subscribers to the capital they may embark in it, by providing that any person- who may have paid up the amount invested, shall be at liberty to relinquish his interest in the association to this company, as owners of the hotel, discharged of all further liability beyond the actual sum subscribed. As the bills before Parliament, to which the company are parties, will be brought under consideration at a special meeting, in compliance with the Wharncliffe stand ing order of the House of Lords, the directors think it unnecessary upon this occasion to do more than report that powers are sought for extension of time in the con astbruouciti7onutiolfesthune U de x r b a ri rr d an ge g a e n rant d e s Henley branches (together with parties interested in them. Your directors have the satisfaction of reporting that some very important appeals against the assessments of the railway have been recently decided in favour of the company, upon principles for which they had been long, but unsuccessfully, cont e nding. The effect has been to reduce materially the mileage amount assessable for rates on some of the branch lines, and a considerable sum paid since 1849 under protest, but made subject to those appeals, will become applicable in relief of future rates. A reso lution, duly moved and seconded at the last meeting, to increase the allowance to each auditor from 501. to 1001. per annum, was withdrawn at the request of one or two proprietors, in order that it might be treated as a notice then given for the subject to be reconsidered at the Feb ruary meeting, upon the understanding that if a resolution to that effect be adopted, it shall be considered as retro active during the last half-year. It is only due to the auditors and their accountant, to represent that their duties are both arduous and responsible, in the minute of ea c h w arrant and voucher for the payment audit of every p or ti on of the accour;s, as well as the ex aminationand receipt of monies. The retirement of three directors by rotation at this meeting, viz.—Viscount Barrington, Esq., of GloucesteD—places their seats at the di s posal of M.P., James Gibb s , E sq ., of Bristol, and Richard Potter, the proprietors, under the provisions of the act ; which, however, renders those gentlemen eligible for re-election." The engineer, in his report, stated : "In reporting upon tha. proceedings and events of the last six months, the prominent subject was naturally the extraordinary,season which they had passed through, from the effects of which they were still suffering. Since the completion of the principal railways of England , they had not experienced a seasonof such long continue d wet, and there never had b een so muc h diffi c ulty in maintaining the lines in working order. Upon the Great Western Railway , and its several branches, the principal causes of inter , ruption had arisen from the washing down rather than slipping of the slopes of the clay cuttings, Which required constant watching, and the actual flooding of the line at one or two points." The report, on the motion of the Chairman, was re ceived and adopted. After a short discussion a dividend was declared as stated in the report. The retiring directors were re-elected, and, after the transaction of some other business, the meeting separated after a vote of thanks to the chairman. NORTHERN AND EABTERN.—Yesterday the half-yearly meeting of the shareholders in this company was held at the Station, Bishopsgate. Mr. Richard Paterson took the chair. The report stated that the dividend on the respective shares of this company for the half-year endinc , the 31st of December last, will become payable on and after Friday, the 25th instant, and will be as follows, viz. —On shares guaranteed 5 per cent. per annum, 11. ss. each ; on shares guaranteed 6 per cent. per annum, 1/. ' 10s. each ; less property tax. The adoption of the report was carried unanimously, and the meeting adjourned. SAMBRE AND MEUSE. Yesterday the half-yearly meeting of this company was held at the office in Moor gate-street, City. W. P. Richards, Esq., took the chair on the occasion. The directors' report has already appeared. After a few observations from the Chairman, he moved the adoption of the report, which was seconded, and was agreed to unanimously.—Mr. John Brown asked if . the 10 per cent. preference stock would all be paid off this year ?—The Chairman observed that it would in August, as the company had the means of doing it. (Hear.) A. Proprietor asked how their large balance was deposited ? The Chairman said a small portion was , at Messrs. "Hankey's, and the greater portion at the Union • Bank, and at tho Bank of Belgium, at an interest of 2 per cent. Mr. Hall asked when they would complete the whole of the works ?—The managing director said it was expected to be finished by the Ist of May, 1854. The Belgian government expected the trunk finished by the Ist of January, 1855, and the branches by January, 1856. Thus they would be finished nine months earlier than was contemplated. (Hear.)—Mr. Hall asked if they in tended to publish the weekly traffic ?—The chairman said it was now weekly published.—The meeting was then made special, for the consideration of certain altera tions proposed in the statutes of the company.—The secretary then read a list of certain alterations rendered necessary from the increase of capital.—Mr. John Brown asked how many more of the 23,000 preference shares they intended to issue, in addition to the 6,000 issued. —The chairman said they had permission to issue all, _ _ with the consent of the shareholders, but they intended only to issue 10,000, for which they had power, and there was no necessity for issuing more at present.-The statutes having been adopted, a vote of thanks was passed to the chairman and directors, and the meeting adjourned. EASTERN COUNTIES.--The half-yearly accounts of the Eastern Counties Railway show that the total receipts for the half-year ending 4th February, 18'53, upon the Eastern Counties are 375,5581. 7s. 4d., and the Norfolk 73,2101. 13s. 9d. Carrying out the comparison of for mer years, 5,212/. 15s. lid. is to be deducted, as the re ceipts of the Shepreth and Hitchin line, reducing the re venue to 443,5561. 55. 2d., as compared with 421,2931. 11s. Bd. for the half-year ending 4th January, 1852, and 388,6961. 10s. 4d. for the same period up to 4th July, 1852. The working expenses are 178,0741. ss. 6d., as compared with 186,5351. is. ld. • for the six months ending 4th January, 1852, and 177,6451. 13s. 7d. up to the 4th July, 1852. The expenditure during the half-year is 346,6151. 7s. 9d., which deducted from 448,7691. lb. id., leaves a balance of 102,1531. 13s. 4d., as the net profit from the half-year's working, which, added to the balance from las; half-year, amounts to 106,8901. 6s. 4d., not taking into account a sum of 2,6191. ss. Bd. in connection with the traffic on the East Anglian and Shepreth and Hitellin lines, expended for sheets and sacks, in addition to the ordinary expenditure for those purposes, and the whole of which has been charged to revenue. This balance enables the directors, after paying interest on guarantees and loans, to declare a dividend of 6s. per share, amounting to 102,5151. 10s. Bd., and to carry forward 4,3741. 15s. Bd. to the credit of the next half-year. MIDLAND.-The half-yearly accounts of the Midland Railway exhibit an expenditure, on capital account, dur ing the half-year of 156,3821. 18s. id. The outlay to 30th June, 1852, had been 15,881,9061. 19s. 3d., and the Leeds and Bradford Purchase (shares, 1,800,0001., and loans, 299,9991.) amounted to 2,099,9991.-together 18,138,2881. 17s. 4d. The receipts in respect of capital have been 18,018,4561. 3s. sd. ; the expenditure there fore leaves a. balance of 119,8321. 13s. lid. against receipts. The estimated liabilities and further outlay (including 130,0001. for the Gloucester and Stonehouse Junction and narrow gauge to Bristol, and 60,0001. for the Ripley branch) are put down at 220,1871. 10s. id., giving a probable total outlay of 18,358,4761. The total capital which the company is empowered to raise is as follows, viz. :-On shares, 15,456,4721. 17s. 4d., and on debentures, 4,405,685/. 17s. Bd. ; together, 19,862,1581. 155., giving an estimated surplus of capital of 1,503,6821. 7s. 7d. The traffic receipts for the past half-year have been 677,1961. 18s. 5d., and the working expenses 268,6511. 17s. 6d. The rates, taxes, and Go vernment duty have been 21,8091. 10s. 3d.; permanent way renewal, 10,0001.; provision for increase of rolling stock, 6,2501.; bad debts for the half-year, 482/. 3s. 4d.; debenture and loan interest, 77,5041. 9s. 7d.; interest on bankers' balances, 6331. is. 10d.; dividends on the guarantee shares of the Sheffield a,nd•Rotherhani, Leices ter and Swannington, Bristol and Birmingham, and in terest on Leeds and Bradford shares, 104,589/. Gs. ; Manchester, Buxton, and M a tl oc k deficiency, 1,610/ ; and redemption of mortgage d e b en t ures , requ i re d bY the Act of July 3, 1851, 5001.-in the gross, 492,0301. Bs. 6d.; leaving a disposable balance of 185,1661.95. lid. The following is the dividend proposed by the di rectors :- 9,129,7411. 10s. sd. Consolidated Stock, in cluding the 501. shares at 31.55. per cent per annum £148,358 6 0 386,2251., being 51. per share on 77,245161 13s. 4d. shares, at 47. 10s. per cent, per annum 978,5331. 9s. Birmingham Derby and Stock, at 11. 17s. 6d. per cent. per annum 9,173 15 0 25,0001. Midland Preferential Stock, at Cl per cent. per annum 146,0001. Erewash Valley 501. shares, at 6/ per cent. per annum 8,690 1 3 750 0 0 4,350 0 0 £171,322 2 3 YORK AND NORTH MIDLAND.—The report of the di rectors, to be submitted to the half-yearly meeting of proprietors, to be held in the De Grey Rooms, in the city of York, on the 23d instant, ' states that the gross revenue of the company for the half-year amounts to 257,314/. 16s. 10d., and the working expenses and tax ation to 96,0451. 3s. Bd., leaving a net profit of 160,2691. 13s. 2d. From this must he deducted rent of Hull and Selby Railway, 33,0001. ; interest on debentures, prefer ence shares, &c., 57,825/. ss. 6d. ; reserve for renewal of permanent way, 15,1381. 9s. 6d. ; loss by fire at Hull, 1,639/. 7s. 4d. ; and adding the balance of 5951. 18s. 9d. brought forward from last half-year, there remains 53,2621. 9s. 7d. applicable to dividend on the ordinary stock. The directors recommend that a dividend be de clared on this stock at the rate of 3 per cent, per annum, leaving a balance of 4,9211. 12s. id. to be carried to the credit of the current half-year. MANCHESTER, SHEFFIELD, AND LINCOLNSHIRE.—The report of the directors states that, under the head of capital account, the expenditure for the half-year amounts to 154,9951. is. 2d., of which 43,1491. 4s. is for new rolling stock, The only works of importance now in progress are Grimsby Docks and the Barnsley Branch. With respect to the former, it mustlbe observed, that although the dock itself is open for traffic, there are a variety of adjunct works still incomplete and this item cannot at present be closed. These works will be in excess of the estimates laid before the shareholders in February, 1850, in consequence of the occurrence of slips and other contingencies, over which the directors could have no control ; but the proprietors may rest assured, that no money has been expended beyond what has been found absolutely necessary. The construction of these works, and the expenditure, have been under the constant sur veillance of directors resident in .Lincolnshire. The Barnsley Branch is now progressing very rapidly, and is expected to be completed in the autumn of the present year, in time to accommodate the winter coal trade. A comparison of the receipts of the present half year with those of the corresponding period of 1851, shows a decrease of 1,7711. 17s 9d in the coaching traffic, and an increase of 8,9911. 12s 5d on other descriptions of traffic ; or, an increase of 7,2191. 14s 8d in the traffic receipts of the half-year. This comparatively small improvement arises from the loss of the Great Northern through traffic, formerly carried over thirteen miles of this com pany's line between Retford and Sykes, but ceasing to be so conveyed upon the opening of their Towns line in July last. The abstraction of this traffic entailed a loss of about 12,0001. for the half-year, of which upwards of 5,0001. was for passenger traffic, and being subject to no working charges, except maintenance of way, the actual loss to the company may be taken at nearly double this amount. When it is remembered that not only has this serious deficiency been made up from other resources of the line, but a further increase of 7,2191. obtained, the directors think they may justly congratulate the share holders upon the steady increase in the bona fide traffic of the line, which they hope still further to augment in the current year. RAILWAY SHARE MARKETS. LIVERPOOL, FEB. 17. STOCK EXCHANGE.—Tho share market opened flat this morning, under a fear of the Bank raising the rate of interest again to-day, but after mid-day, the feeling im proved, and closed to-day at yesterday's quotations : Aberdeen, 144 ; Caledonian, 324 ; Eastern Counties, 13 9-16 ; East Lancashire, 19k ; Great Western, 91; Lan cashire and Yorkshire, 78k ; London and North Western, 120 ; ditto Fifth shares, 3i prem. ; Manchester, Sheffield, and Lincolnshire, 30g ; Midland, 78a ; North British, 8 15-16 ; South Eastern and Dover, 23i ; Borough, 11g. MANCHESTER, FEB. 17. STOCK EXCHANGE.—The number of sales has been limited to-day, and prices drooped throughout. The closing sales were :—Blackburn, 7a ; Kendal and Wind or mere, 148 ex div. • Lancashire and Yorkshire, 794. • Lon don and North Western, 1201 • Manchester, Sheffield, and Lincolnshire, 301 ; Midland Railway Consols, 79 ; South E tstern, 24i ; Whitehaven and Furness, 7i. BIRMINGHAM, FEB. 17. STOCK EXCHANGE.—The railway share market at its opening this morning exhibited considerable firmness, and during the day a comparatively large amount of business was transacted. The following were among the sales effected :—Eastern Counties, 13/ 13s 9d ; Midland, ; Shrewsbury and Birmingham Preference, lla ; South Staffordshire, a dis. BRISTOL, FEB. 17. STOCK EXCHANGE.—The market was very inanimate this morning, but prices were maintained. Great Westerns were done at 94. MANCHESTER CHAMBER OF COMMERCE. (From the Times. ) There has scarcely been an age of the world when it was not a prevailing opinion that man had pretty well got to the end of his tether. Against this, in deed, may be urged the theories of revolutionists, socialists, religious fanatics, Utopians, and schemers of all sorts ; but besides that these agitators have generally made more noise than actual impression, the very existence of schemes promising a short cut to some millenium of prosperity, freedom, and hap piness, attests a general want of confidence in ordi nary means and existing resources. Many wits are at work to discover what is absolutely the best ; . not so many to do the best out of the given materials. So in all things, we repeat, in legislation, in trades and professions, in agriculture, manufacture and commerce, in social progress, in art and science, in the health and comfort of our houses and towns, in our institutions for learning and religion, the majority are apt to settle into the dreary convic tion that nothing remains to be done. Desirable as it may seem, short as our coming hitherto may seem, and wide as the interval between the fact and the ideal, fas et fata obstant—thus far and no further ; the flaming walls of the universe surround us ' • and we have reached that downward stage when retrospection vainly strives to supply the place of hope. Even now, in these stirring times, with all the world changing about us and nations springing into existence year by year, nothing is more usual than to hear people complain that the professions are overstocked, the trades monopolised, the sciences worked out, and that there is nothing for a young man to do unless he has ample means or extraordi nary opportunities. Some do not, indeed, sit still at home and do nothing, but they do much worse, for they rush into wild speculation from having a worse opinion of what can be done in an honest and re gular way. Now, we are not anxious to kindle the ambition of our more youthful readers with any of the brighter visions and grander achievements open to genius. We are about to tell a very humble and pedestrian tale, but enough, in our opinion, to show the rising generation that much yet remains to be done, and that it is still open for a tradesman's sons, and men in the pursuit of a competence, to enter upon something like enter prise, and to take a place among the benefactors of mankind. The world is not so " used up" and fortune so threadbare but that the country lad who takes his place behind a counter in the Strand or in Tottenham-court-road may still make a high and honourable position of his own—not, grublike fashion, on the fruits of other's industry, but, MO Marte, by his own endeavours, and go on to be associated, and possibly remembered, in the desti nies and progress of the world. And what is this humble and commonplace in centive to youthful ambition which we promise to supply ? It is to be found in a document in yes terday's paper, which few of our younger readers probably took the trouble to look into, repelled, as they would probably. be, not only by its length but still more by its mercantile subject. The Report of the Manchester Chamber of Commerce might seem to promise little pleasure or even profit to most readers. Commercial codification, Bank ruptcy laws, the Indian Charter, new cotton fields, the remaining rags of Protection, Quarantine, a Decimal Coinage, Weights and Measures, Early Day Mails, the Zollverein, the Mexican dishonesty, are no light entertainment for the jaded spirits and fading aspirations of youth. But read a little and think a little, and, then reflect whether, with what that document tells us, we really have got quite to the end of our commercial resources, not to speak of other and loftier vocations. Many have been before us, but have they not left us a gleaning ? Here is a plant, the seed pod of which a few gene rations ago was a curiosity because it contained a sort of vegetable wool. It came to be used for wool, old women spun it with their fingers as they did flax or wool. There are people not more than ninety years old who can remember the surprise, and possibly disgust, with which it was reported that a machine had been invented to do the work of old women, and, as some thought, to take their bread from them. Out of that little machine have grown up the largest manufacture, the largest trade, some of the largest cities, the largest re venue, and the largest national prosperity in the world. We might almost add, the largest National Debt ; for without it our debt never could have been paid, and perhaps never could have been con tracted. Next to corn, cotton is the greatest article of growth, manufacture, and commerce, and it has sprung from nothing, it may be said, within living memory. But we depend for its supply chiefly on the labour of " Uncle Toms," and on the enterprise of Haleys and Legrees. Brother Jonathan girds us with this fact when we profess philanthropy, and even talks of excluding us from the manufacture. Mrs. Julia G. Tyler writes a letter a mile long about it. But if the cultivation of cotton has grown up so quickly in the United States that the first experimental pod is still re membered, may not the experiment be as success ful elsewhere f So asks the Manchester Chamber of Commerce, and forthwith sends agents and com municates with the Board of Trade and Colonial authorities, and gets the cotton plant tried where ever the soil and climate seem to favour; first in private gardens, then in broad acres, till the forest itself begins to recede before the approach of this vegetable wool. From the Gold Coast of Africa we hear that 30,000 plants are thriving, that hun dreds of acres are being cleared by the native chiefs. The informant is an African, educated in this coun try, and he expects that the cotton plant which bears so much opprobrium by its connection with slavery will vindicate its innocence by stopping slavery at its very source. At Monte Video and New South Wales there is at least proof positive that the cotton tree may be naturalised, and that labour only is wanted for any amount of produc tion. But India is the native land of the cotton plant and the cotton manufacture. Why has it been distanced by the United States ? and why does it occupy only one desponding paragraph in this report ? There wants neither the soil, the cli mate, nor the population for cotton to clothe the whole world. There should not want the Govern ment. But the Government is want'ng. The vast resources of that famous peninsula are lavished in fruitless wars and barren conquests, while roads, bridges, quays, piers, and works of irrigation are either not done, or done to be neglected, and the cotton trade ruined by the enormous expense of the clumsy and tedious carriage, and the cotton itself injured as well by that as by bad preparation. Yet such are the social relations of the country that nothing can be done, and there would be more hope if India, was still in the hands of its native princes than it is, under the govern • ent of a com pany of British merchants and a Board of Control. Meanwhile, Egypt, cultivated by fellahs and' go verned by the son of an Albanian adventurer, the tributary of a Sultan, is increasing its contingent of a commodity so essential to the prosperity of this empire. But in these promising experiments, and these great discouragemeuts, what do we s ee but the opportuniti es o f great enterprise still left for the sons of our merchants and manufacturers, and all whom they may concern ? There is room enough in the world for more Indias, more United States, more Egypts, m or e Manchesters and Liver pools. . There is room for more Arkwrights and Strutts ; and possibly for the new fields of cultiva tion and the new cities of manufacture may be reserved the. additional glory that their labour is not slavery or any other excessive and demoralis ing toil. We have left little space for the other topics of the report, but they generally illustrate what we started with—the much that remains to be done and that promises to be done in all departments of industry and all the arrangements of life. Wh o shall say there' is not work for a young lawyer of genius when our laws are a confessed chaos, and the merchants, with harmonisedoth erclasses, are demandi ng that they shall be into a code ? A ga i n, the tariff is defo rme d b y differential duties, answer ing little other purpose thanto put a word in the mouth of foreign rivals and Protectionists. too, is an example how trade Here, still growing, and a proof how much more it may grow, even when we are fighting with hostile tariffs. Notwith standing in crease d restrictions on the parlcofF ranee, British trade with that country, which in 1830 amounted, for the whole of our exports, to only 4 75,8841., gives an average of the ten lB4l to 1850 o f 2,472,6431. per years from y ear. ~ not look as if we are coming near an end of our This does trade. P ass t o th e next paragraph. It relates to quarantine, which the Chamber would have us do away with. Here is a field for a young Esculapius to exercise his wits upon the ninetee n th century- it. In. th e m iddl e of is still left to dis cover whether quarantine, an instit u ti on o f ages, has not all along an unmitigated nuisance and a meremblun.d. blunder--at least in our ports. But pass on. calculation,ere is our coinage still to be made convenient ofso that the ac countant shall not be continuallypassing from de cimals to vigintesimals, and from Again,vigintesimals to duodecimals, and back again.agofor our post office. A very few years the letter which . left London at eight in the evening by a miracle of dispatch reached Manchester at four o'clock the next afternoon. It is now carried in seven hours, and there are even two mails in the twenty-four hours, besides the electric telegraph, for th e con venience of stockjobber s and other speculators But more may be done. C anno t a ma i l be sent by . every ordinary . train ? The Chamber of Commerce, however, always edging on, confines itself for the nonce to " an earlier dispatch of the London morn ing mail," and next March 1 that mail will arrive two hours earlier. Depend upon it, more will then be asked, and more ought to be asked for, Unix. edly more can be done. So it is in everything. There is room for improvement everywhere, enough to satisfy the most ardent enterprise and the most boundless ambition. Nothing, of course, will be done by those who sit at home and say that nothing is to be done. But they that go abroad will . learn another story, even if they have not th e ability to followit up. We, however, are no be lievers in ability. Our creed is determination and perseverance. These a re o p en to all, and, with God's help, they can work miracles. COUNTRY MARKETS. DERBY SMITHFIELD-FEB. 15. There was an increased number of fat beasts to-day some of which was of excellent quality, while many w ere only of the middling sort. The demand for beef was good, and yet there was some left on hand, ow i ng to the high price asked. The numb er o f s h eep was about the average, and in good demand. Fat calves wero more plentiful, and a shade lower in price. The supply of fat pigs was much larger, and were readily disposed of. -- -Beef, sid to 6cl ; mutton, 7d to lid ; veal, 6d to 6id per lb. ; pigs, 9s Od to 10s Od per score ; rough fat, 4s 6d per 14 lbs. ; hides, 2d to lid per lb. ; calf-skins, 2d to Od per lb. DENBIGH—FEB. 17. There was - very little alteration in the prices. Wheat, 16s 6d to 00s ; barley, lOs to lOs 6d ; oats, 5s 6d 6s Od per hobbet ' • tub butte; 10d to 103 d ; fresh ditt o, is ld to is 2d per lb. RHYL—FEB. 15. Our market to-day wag well supplied with samples a grain, but little or no variation in prices of this daY week. EDINBURGH GRAIN—FEB. 16. We had a moderate supply of grain in to-day's market the demand was good, at advanced prices. Top of Wheat • .......... •• • • ... 654 lb 56s Od Barley - Oats Beans • Total Supply and Sales. Wheat 9lO qrs • Barley 703 qrs Oats 787 qrs Beans 242 qrs 6711 b 40s Od ~sold 817 qn ~sold 647 (Ir° .sold 752 .sold 228 qrs AVERAGES PER IMPERIAL QUARTER. Average of wheat £2 9 0 6-12th 0 Ditto of Barley 1 12 1 3-12ths Ditto of Oats 1 1 5 10-12th 6 Ditto of Beaus DUBLIN—FEB. 15. White wheat, 26 Oct to 30s Od ; red ditto, 25s Od to _ A 2 BS barley, 12s 6d to 16s 6d ; oats, lOs Od to lls Od ; ral' e ; 21s Od to 23s per brl ; oatmeal, Ils Od to 12s 6d ; bake:, flour, 14s Gd to 18s Od per cwt; I n di an corn , 31 s Od to 341 v `` per 480 lbs. CORK—Fra. 16. Brix. _ Currency. 12 White wheat Us 64 to 25s 6d Os Od-20 stoll e' 290 Redwheat 14s Od to 25s 3d' Ditto 00s Od to 00s Od 00s 04-20 d e ' Ditto 00s Od to 00s Od JJJ 96 Barley l4s 3d to 14s 8d Ditto 00s Od to 00s Od . 14s 6d-1 6 d ° ' Ditto 00s Od to 00x Od IC) Bero l3s 4d to 13s 6d Os 04 523 Oats 9s 64 to lOs Od 509 Ditto 10s Od to 10s 44 10s 34 do. 335 Di 4- Lo 10s 4d to 11s Od 44 Pigs 375 6d to 43s Od 41s 64 per cwt. Quantity sold at the highest prices : . 38 11 barrels whit o w h ea l ; 18 red ; 12 b arley ; 3 bare * oats ; 2 pigs. „ - Quantity of grain and number of pigs sold last week :1 . 9 Wheat, 337. Ba r l ey, 911. Bere, 0. Oats, 3 ,u” Pigs, 339. PRICES OF Burr.at. CANT. CURRENCY. First fluality Secon , l quality. Third quality Fourth quality Fifth quality 74s Fifth quality ............... 490 Sixth quality sBs , Sixth quality ............ Return of cattle sold for week ending Fob. 12 Pigs, 706. Sheep, 178. Cows, 122. d Con-- x.—Flour— First, 15s Od t o 16 s Od ; extra, 1, 1 ; secon cls, 14s Od to 15s Od ; h ouse h o ld s, 1 2s to 13s 6d ; ,oao, 8s Od to lls per cwt. Meal—lndian meal, 8s Od to 89 w t. oatme,d, lOs 6d to ll s Od ; w h ea t meal, 10s 6d to lls per e s 6cl India] corn, 71 158 Od t o 81 2 s 6d per ton. Bran, 411 „,e, to 4/ 15s Od perton. Hay—Farmers, 23s Od to 34s Od ; 30s ; dealers, 348 Od to 45s Od ; average, Os per ton. Sid 0 Farmors, 20s Od to 27s Od ; average, 22s ; dealers, OOs T d : to OOs Od. ; avera ge , O s. per t on. B rea d— Wheaten loaf, 9a to Od ; household ditt o, 6d t o Od per 41b .—Fresh b u tter, ,„4 lid per lb. E ggs , 5 s 6d t o 5 s 7d per h un d re d . M e at — 5 l to 4d to Sd ; mutton, 5d to 6d ; veal, flid to 6id ; 6d ; 'bacon, 7d to 7id; sausages, 6d per 113.—Vish, Nowt oo; land, 111. Os to 121 Os per ton ; Scotch herrings, 28$ to4 lo , Red, do., 308 per brl.—Potatoes, white, 8d to 9c 1 j,...."1y lid t o 12d.—Coals, Newport, 23s ; Lydney, 00s ; Od ton.—Whiskey, 25 0.p., 6s Od per imperial ° calf Hide s, market, 25s to 32 s ; Salted, Wail 26s to 32s per o rt i n . , - - skins , 3id per lb.—Bangor slates 21. 17s. 6d to 31. per 2/ Fleece wool, 15s to 16s p er s t one . —H emp , 381• to e ton- 7 -Timber, Memel, 31. 10s ; re d pi ne , 31. 10s ; yell ow 04 4 3/, ss_ per ton ; deals, 16/. to 181. per hundreci.—/1'."` .0 0, 71. to 8/. 10s. per ton.—T a ll ow , 46 s t o 47 s per evrt."7, oo ol o l 71. lOs to 01. per cwt.—Tar,' Archangel, 19s. per Peruvian, 101. 10s to 111. per ton. SEABORNE MAILS. (N dgnif es that the mails are sent front the General Po- —by the night—add Al by the morning --dispatch.] Day whenmadenp From what COUNTRIES. in General Post- Port .10 0 0 in 0, Office, London. Dispatched. WO at O eriQa(byßrit.pack)N Every Friday .... Liverpool ..• Bach °°• Ameri ca (by. United Sts. eb. pack .et)..........N Feb. 24 .......... Liverpool ••• r America l6 (by U. States packet) ..........N Feb. 16 .......... Southampton Feb' 26 Austrttlia (via South ampton) ....M 4th of March .... S ou th am pton Feb; 4 Ditto (via Marseilles) N Bth of March .... Dover APr . " Ditto (via Cape of Good Hope) Marc h ..N 22d of February .. Plymouth .. g Africa (West Coast) ..N 23 r d of the month. Plymouth .• Feb . 16 NB, & 9, 24, & 30 of m. Dover Feb'. s o Alexat•dria... ...... .31 4th 2oth of mon. Southampton Feb,: i 001 1 ' Bahamas M 2nd of th e mon th S out h am pton lot Braz Belgium .. • • ....N Diver .. •• •• 0 ' 1 ,1'16 il .......• • • ...ad 9th of the month.. Southampton Feu* ib Buenos Ayres •..M 9th of the month.. Southampton Feb Cape of Good Hop e ..N 14th of the month Plymouth • • Feb. Cape of Good Hope ..N 2nd of April."... Plymouth • • mr, y 6 Cape do. Verds • N 14th of the month. Ply mou th • • Ceylon (see India) Ceylon •• • •'• •••• • • • •• N 14th of the month Plymouth .• h 26 Channel 151e5.... ••• .N 3 lon.,Wed.,&Frid. Southampton Tu id M zd &17th of month Southampton Feo• China (see India) 16 Constantinople*......N 7,8,17 , 2 4, & 27 ofm. Dover ,• 90 Constantinople .....M 4th tit 20th of mon. S ou th am pton Fob'- Cont. of Europ e M & N Twice daily ...... Dover •••• ••• T.— Egypt (see India) 01 France .... ••.. M & N Twice daily.... Dover •• .• • • b l 6 Gibraltar .... •• . ...M 4,7, 17,20, 27 oZm. Southampton Fe • Greece (see India) 40 (Ireytown .... • • .:.M 2nd & 17th of mon. Southamptol ab• 16 • Hamburgh .....• • • ..N T uesday & Friday London • • Tu b ' arch p l o Havannah ..... •• • 2nd of the month Southampton 31,, n. 0 Holland ...... •• • • —3l Brednesday & Sat. London ... • • 16 Honduras ... •••• .. 3d 17th of the month. SouthamptoniF eb. .. 20 India (viaSoutharapt.)M 4th & 20th of mon. SouthamptonliO,"ol 1 India (via Marseilles)3l Bth& 24th of month Dover ..... • lonian Isles (see India) ice Ireland .. .•••• • M & N Twice daily ...• • • Holyhead " • b. 16 Madeira .. M 7,9, 17, & 27 of m . S out h am pton 'Fo p. 16 Madeira .... .. ..• .. 31 9th o f th e month South amPtmi l L e re' I' Malta (see India) ....N 23rd of the month Ply.noath • • I 21 Malta • • ' • • • • • • • • • •• N 7,17,19,27, 30 of m. Dover ...... Yo b ' Mauritius (see India) Mauritius 14th of the month Plymouth • • 1 :. c+llo.fro 6 °li. Mexico ........31 Ind of the month.. Southampton! . 91 Naples.-- ........N sthlsth2sthormon. Dover .... • • Ir e e b , 16, New Granada ......M 2d & 17th of month Southampton &OOP- New Zealand By private ship .. Variotu portei., o. Papal States .... ..N sthl sth2sthofmon. Dover .... • • 1 6 Peninsula ..• 7 thl7th27thofmon. Southampton k b. b 16 Peru •"•••• • • • • • ..M id & 17th of mon Southampton Fe b ' a 6 Port Natal • .......... N 14th of the month Plymouth •• 0. ,b.O Tus sthlsth2sthofmon, Dover ...• •• ; v b. 9,? can. -• • • • • • .. N stblsth2sthofmon. Dover ...• •• Venezuela • .. 31 2d & 17th of month SolthaMPOn F ebp Van Diemen's Land (see Australia) ... Feb' lG West Indies 2d & 17th of month Southampton; BIRTHS. ' OF A BON. 031)tl f Co On the 14th inst., at R o tti ng d ean , the wife °- 04 1114 der G. S. Reynolds. Russell' On the 14th i ns t., a t 91, G u ildf or d- s t ree t, Ru Mrs. E. L. Levy. OF A DAUGHTER. F Br uns On the 16th inst., at 14, Grenville-stro Limn), Mrs. James Johnstone. MARD. On the 15th inst. at S R t. MIE artin's-church, tl{,e Fanny Gage, youngest daughter of Yiscouut 03 "' ffe a rs, William Tomlin. late Captain in the 10th Buss 0 41 grandson of the lat e Bi s h op of W i nc h es t e r. On the 15th i ns t. a t Christ-church, MarYle%`" to l xl,ba. Justice, Esq., of Berna r d- s t ree t Russell-stitt"" of '— eldest daughter of the l a t e Charles Clarke, Egq" coin's-inn-fields, and St. John's-wood. DIED. O• On the 14th inst , 8, Great Denmark-street ' Jolla Miss A. Vandeleur. , sister of the Righ t Hon ' ht' Vandel eur . nri srlig On the 12th inst., at Basingstoke,ilan- g, Esq., of Basinghall-street, late of Poole, AP , ' C On the 12th i ns t . f l 4 , at Moeas-court, H erefords.-- On the 12 a t g h ed in 6 5 2 t .., at Chelsea, Wil liam Sweating' 11: aged 65. t, 0 91 101 On the 14th inst , at No, 4, Blomfield - cres cent road, Paddington, 'Jane, widow of the late Lie Walker, Ci B, R.3f amed. 67. coin -bo de On the 14th inst Thomas Haigh, Es +, house, aged 87. • 0(1, LONDON : Printed nd Published by MT.J.ltp° Vo. o f No. 112, Strand Printer, at The Sum °Lice, ~ty Strand, in the Precinct of the Savoy, i n the cP ^"ela Friday, February ls, 180, o s. JoNNy BitoomE.—This individual has served 0-1-e gis ' to Upperton a n d V erra ll w i t h a not i ce that he intgiten— surrender to take his trial at the next Assizes —Brighton, Gazette. [ADvEßTlsmitzmr.}—Holloway's Ointment an d ad are an infallible remedy for Tumours, Swelling 9 ;idieg Contracted Joints.—Ann Carter, housemaid, r e lo ost with a f am il y i n Burton-crescent had an immens e ,j, A t oh ° on her right knee, which increased to such a size " lilted could not bend the joint, and was in consequen ce i o rroe to leave h er s it uat i on. H er med i cal atten d an t in t o b e her there was no chance of cure, and that it "O t E;t ti , r necessary to amputat e th e limb. This opinion , 13 °, 0 0 0 ! t „ fying h er , s h e commence d us i ng Holloway's 03 0 and Pills in good earnest, and, by God's blessing' P r , 0 10 13° have been th e means of effecting a perfect cur,_e: has res ume d h er f ormer s i tuat i on. —S o ld b y a ll and at Professor Holloway's, 244, Strand.