The Sun. — London, England, 1853-09-05 00:00:00

THE RAILWAYS OF THE UNITED STATES. The augmentation of American wealth and the development of American resources are due to so great an extent to the railroads that have already been built, and such vast amounts have been in vested in them by Europeans, that I have con sidered the subj ec t worthy of full investigation for my correspondence in the Times. I have, on former occasions, furnished you with some general statistics on this subject • but I propose in thi s letter to begin a more thorough and detailed ac count of the progress of our railways, in order that your readers may forth their own conclusions in regard to a matter which interests them so deeply —viz., how safe and valuable are the railroad bonds and securities of the United States for per manent investment. 1. In all instances the railroads of the United States have received their charters from the Go vernments of the several States through which their routes extend. lam not aware, with a few exceptions, of an instance in which the application of a company for a charter for a railway has been refused, provided the responsibility of the appli cants, or the amount of capital stock subscribed, has afforded a satisfactory guarantee for the execu tion of their designs. The powers and privileges conferred by these State charters are very similar to those conferred by the British Parliament. Railroad property in the United States occupies the same relations to State Governments as the property of individuals. The companies are inde pendent in their action, and responsible to the State authorities as private citizens. 2. I shall dwell more particularly upon the western railroads, because their history, condition, and prospects more materially concern European readers, their bonds being those now most fre quently in the market. A very large number of the western railroads have obtained their charters under what are termed general railroad laws, in distinction from special statutes enacted for the in corporation of companies named within the acts. Within the last few years the tendency in this country has been to general rather than to special legislation. The great St a t es (New York leading the way) have many o f th em en acted general laws authorising the c ons t ruc ti on a nd providing for the management of railways, as well as other corpora tions and great institutions. General railroad laws now exist in New York, Illinois, Ohio, Indiana, and Wisconsin, in all of which States special char ters conferring special powers are prohibited. Th e same principle of legislation will doubtless be adopted in the other States. There are ma n y ad vantages to the public in general laws, particularly as they concern railways ; for monopolies are thereby rendered impossible, and the principle of laissez faire is adopted and carried out with the least possible interference with private rights. Under their operation, associations of men have the same right to construct railroads as to build factories or ships, and it is found by experience that each community is fully competent to regulate its own affairs. 3. The stock and bonds of railroads are regarded as personal property, and, as such, within specific limitations, subject to taxation. No tax ever can be laid upon the bed of a road, its iron, cars, (1, , c. ; but, where valuable real estate is owned for depots, taxes may be levied. But shares and bonds can only be taxed to flab holder thereof; and, of course, cannot be taxed when held abroad. In this re spect, European holders of American shares and stocks have an advantage over ourselves. 4. Companies organised under general laws can not be dissolved without special authority from the Legislature of a State ; and, if the time comes that any American railroad company asks for a dis solution, then, and then only, will the property of the company be distributed pro rata among the stockholders. Ido not know of a single onerous condition or obligation laid upon an American railroad company by any State, while I am not aware that any railroad corporation has been formed in England of which the same can be said. 5. No railroad can exist in the United States that has any right to declare dividends until it has discharged all its obligations due at the time ; and all its bonds and debts of every description take precedence, and can be prosecuted and collected before the original stockholders can either receive a dividend or profit from it in any shape whatever. If there be a failure to pay its bonds or mortgages, the bondholders or mortgagees can, by a short and simple legal p r o cess , b ecome vested with entire control over the property, and manage it on their own account. In other words, the right to apply the well-known principles of law to the relations of mortgagees and mortgagers obtain in all our railroads, and they can be enforced by any court of equity within the judicial district. The pay ment of the railroad bonds is generally secured by deed of trust to some known and responsible citi zen of New York as trustee, with full power g i ven in the deed to the tr us t ee t o take possession of the road, its income, franchises, personal effects, &c., in case of default, and to sell the same for cash to the highest bidder,. at 60 days' notice, without the intervention of a Court of Chancery.- 6. Nearly all the bonds issued by American rail ways have the same general features. They are either secured by mortgage upon the property of the roads themselves or they are common bonds for the payment of money. But they are subdivided into two classes—those which are convertible into stock at the option of the owner, to the amount on their face, whenever the holder sees fit ; or they have no such condition attached. Convertible bonds have an advantage over the latter, inasmuch as they can be converted into stock so soon as that stock rises above par. This condition has been found peculiarly advantageous to many of the holders of the bonds of the wesfern roads, since the stocks of most of these roads have gone above par as soon as they were completed. 7. Nearly all the western railroads were pro jected and built for the special benefit of the people themselves in those districts through which they pass. Their sole object was to be brought nearer to a market for their produce, and many muncipal bodies subscribed for stocks with no expectation that they would ever become valuable in any other way. Capital was scarce in the west, as it is in most new countries. There was a serious want of outlets to New York and navigable streams. Hence these railroads were undertaken with the expecta tion of general advantages to the community. But cities and counties could not create debts, or ex pend the money in their treasuries for such pur poses, without special authorization from the State Legislatures. The object of this was to give cha racter and legality to their acts, that they might have binding force, and also to equalise the burden of those debts over the owners of property in those sections. The charters, therefore, of almost all the western railroads authorised these cities and coun ties through which they passed to subscribe by a uniform mode to the stock of those roads. But in variably one safe condition was attached to this permission —that such action should also be autho rised by a vo t e o f th e ma j or it y o f t h e c i t i zens them selves.y Thi s vo l un t ary pr i nc i p l e h as wor k e d ad mirably ; b ecause no c i ty or county has had the right to s u b scr ib e f or stock in roads until a ma theritzgo.e f the voters thereof so d ec id e d ; an d thus and of sanction of the will of the taxpayers one law was imparted to th e i r ac ti on . I n no has thus in c Can I ascertain that an y c it y or coun ty per cent , owed a debt of more than from 2 to 5 The am otmt u the ble pr o p er ty o f it s c iti zens . slibsc r i ranged taxable s wo f rom 50 00 2 yea by citi es an d coun ti es h as the dols to 400,000 dols., where dols. to 16,000, i ie as. high as from 4,000,000 000 :11 (I 8. These municipal°l4. debts thus created have been secured by all the guarantees ti t , hat the State Legis latures could throw arou n d y and The ceoitllieeestaniidi counties have been required toere; (as any and all other case of necessity, taxes sufficient to cipal taxes are) from their own citi muni should sinking pay the interest, and provide a balanceeilssh fund to pay off the debt, when it become due. In no instance has any western finally or county hitherto neglected to do this ern' ally likely that any ever will. , nor is it 9. The bonds thus issued to railroad companies by cities and counties are guaranteed by the road s , and then sold in the market. They have all the legal force of a lien on all the property of those cities or counties, real and personal, and, if the proper authorities do not provide for the payment of the interest and principal, a mandamus, or an ordinary suit at law can be issued, by which all the real and personal property of the citizens of those cities and counties can be attached and sold. Many years since the city of Bridgeport, in Connecticut, gave her bonds to a railway company for $lOO,OOO. For so ne reason the payment of these bonds wai delayed. I holder brought a suit against the city in the State Court, and the Supreme Court decided on appeal that the individual property, real and personal, of each citizen, was liable for the debt of the city, and could be sold on execution of the decree. 10. The operation of these laws and of this sys tem of sub scr i pt i on to roads has been uniformly, I believe, beneficent. I cannot learn that there is a completed roa d in Ohio, for i ns ta nce , th a t has paid less than from 10 t o 1 4 per cent.; and, as in a great majority of instances, the cities and counties that gave their bonds have been enabled, either by converting them at their will into stock or other wise, to sell them, and often at a large premium, thus realising large profits for thus lending their s4oocredit. The city of Cleveland, in Ohio, subscribed ,000 to two or three roads, and she is now selling that stock at a premium of from $24 to $27 advance. Her taxable property since 1849 has You thus see that, although the value of a ton of wheat in the market be $49 50c., and a ton of corn $24 75c., the expense of getting a ton of the former to a market 330 miles off by the common highway eats up all the value of it, and a ton of corn in 170 miles ; or, in other words, the man who should get his wheat for nothing, and be obliged to carry it 330 miles over the common highway, would have no money left in his pocket, not make anything if lie got his corn for nothing and had to transport it 170 miles ; yet he could take wheat, for which he paid $44 55c. per ton, and transport it by railway 330 miles, without losing money, and when he got his corn, which cost him $24 75c. per ton, to a market by railway 170 miles distant, he would still, after expenses, have $22 20c. per ton left in his pocket, while the man who transported either of these ar ticles by earth roads would have nothing. 12. This table is valuable, because it shows how permanent and secure must be the reliances of western railroads for their income. The vast bulk of our western population is agricultural, and will long cc ntinue to be so, and by far the largest pro portion of the receipts of their railways will be from the transportation of freight. There is, besides, hardly a country in the world where the same amount of labour produces an equal amount of freight. These, and other reasons which will sug gest themselves from the facts given, go to show how solid the basis would seem to be for the pro- . sperity of the western roads generally, while the premium for which their roads and stocks are sell ing, and the dividends they divide, illustrate the matter by in con te s table facts. 13. The year 1852 has been the most prospe rous year for our railroads in operation and in progress we have ever yet seen. Their increased earnings are said, upon good authority, to average an increase of 15 per cent. upon their mileage, and 10 per cent. upon their cost. This vast increase is attributed partly to abundant crops and partly to a general increase of activity in every department of business ; but in this country more than in any other the extension of the railroad system seems to exert a beneficial effect upon each indi vidual railroad for itself. There is scarcely such a thing now heard of as travelling or freight trans portation, except on railroads or by water. Our people are perceiving that undue importance has been hitherto attached to our canals, and it is now found to be quite difficult, if indeed it will not ultimately prove impossible, to get the people of the State of New York to appropriate 10,000,000 doll. more for the final enlargement or completion of the canals already built in this commonwealth alone. Transportation or travel by canals is too slow—it does not suit the electric speed with which we are advancing. We may therefore expect in the future that little more will be done for canals, while a network of railroads seems destined inevit ably to cover this continent. 14. I give you below a tabular statement, show ing the number of miles of railroad in operation and in progress on the Ist of January, 1853, with *he specifications for each State : Number of Number of Miles in Miles in Operation. Progress. Maine 395 111 New Hampshire 5OO 42 Vermont 439 Massachusetts Rhode Island 5O Connecticut 630 New York 2,150 New Jersey 254 Pennsylvania 1,211 Delaware Maryland Virginia 622 North Carolina South Carolina Georgia States. Florida Alabama Louisiana Texas Tennessee Kentucky Ohio ... Indiana Michigan .. .inois Missouri ... `Wisconsin. 1,418 755 Total 13,315 198 1,004 85 914 610 248 296 203 6661 875 200 509 i Total. 506 542 439 1,206 82 . 828 . 3,151 . 339 • 2,125 ▪ 27 - 521 ~ 1,231 .- 497 • 865 • 1,070 -. 23 ._ 9024 _. 970 -. 263 -. 32 6944 753 - -. 3,154 -. 1,734 659' 1,736 979 1,662 515 417 ... 427 _. 1,958 ... 115 ... 473 12,029 25,343 I have carefully compared this table with an authentic one published one year before, and it shows an increase of 2,500 miles of roads built and in operation, and 1,150 miles of roads in progress during the short period of twelve months. I may also add that, with hardly an exception, there has teen a corresponding, if not a greater, increase in the revenues of the American railways during the same period. If we go back to January 1, 1848, we find that there were only 5,565 miles of road in operation at the time, while the table I h ave g i ven a b ove shows on January 1, 1853, 13,315. I subjoin another table, showing the area and the number of square miles to each mile of railroad in the several State s :—. Areas. Square Miles Railroad.ll Miles s of toeachMileof Maine ........Railroad. New nampsi;ii.; 30,280 ... 506 ... 59.6 N e w .. 9,0 00 ... 542 ... 16.6 tt Massachuse..s 10,212 .•• 4 39 ... 23.2 7 1: 8 , 00 . ... 1,206 ... 6.4 Rhode Island NConnecticut 4,764 .. 82 ::: 12.6 ew York 486).032000 ::•3,% ... New Jersey 14.6 .... 21 ... 2 2 71 4 881:r: 5 5 Pennsylvania 4 6,000 ... 2,125 •• • Delaware 2,120 .. 7 ••• Maryland 9,356 Virgink 61,352 ... 1,235 ••• North CarA 49.6ina • : 54. Florida South Carolina :: 27.490. 90,5 Georgia 59,268 ••• 23 ... 2567 7 Alabama 50,722 ... ON ... 56.2 Mississippi Louisiana Texas 237,321 ... 32 ... 7,416 Tennessee 45,608 ... 691. ... 65.6 Kentucky 3 7 ,680 ... 723 ... 50 Ohio 39,694 ... 753 .• • 12 .7 Michigan Indiana Illinois 53,924 ... 4 7 3 0 •.• 138 67,380 ... 515 .•• 11.4 Missouri Winconsin 5 3 5 3, 4 8 0 9 59 .....: . 1 1 9 7 5 3 8 4 : ... 2189..35 Stat e ,. Total 25,' 343 I add still another, showing the population Of the Rik suisT, LONDON, MONDAY E'VEN'ING, SEPTEMBE'R 5, 1853. risen from $3,000,000 to $1,000,000, while the population as well as taxable property has increased in almost the same ratio in those cities and those counties throughout the west where railroads have been built. 11. Another point of vast magnitude should not be overlooked. Nearly all the roads that have been constructed in the west, and those now in course of construction, have been begun within the last five or ten years. A large portion of these roads have paid from 7 to 10 per cent. before they were finished. This may be said of those which strike off into dense forests, as well as of those which lead from city to city, and for a reason that will be obvious to every reader. A road can be built nowhere in the west that does not afford fa cilities to agriculturists for taking their produce to market. To show by a mathematical demonstra tion the whole philosophy of the subject, after a remark or two, I will give you a table exhibiting the increased value of agricultural products in those districts where there is railway access to markets, and in those districts where there are none. We have no great interior markets. We are obliged to find the seacoast, to which our manufactures of almost every description are mainly confined ; and from which, of course, all our exportations to foreign countries are made. It has been proved that agricultural produce can be transported over railroads at one-tenth the cost that it can over earth roads, or common highways. The table I now give will show the amount that is saved per ton in transportion by railway over the ordinary highways Statement showing the Value of a Ton of Wheat, and one of Corn, at given points from market, as a ff ec t e d by cost of Transportation by Railroad and o ver th e Ordinary' Road. Transportation by Railroad. Transportation by Ordinary Highway. several States in 1850, and the number of inhabi tants in each to one mile of railroad : Miles Population. States. Inhabitants to one Nile of Railroad. Rail•oad. Maine 506 583,188 _. 1,152 New Hampshire 542 317,964 _. 587 Vermont 439 ... 314,120 715 Massachusetts 1,206 ... 994,499 ... 83 Rhode Island B2 ... 147,544 1,799 Connecticut 829 ... 370,791 ... 447 New York 3,154 ... 3,097,349 ... 982 New Jersey 339 480,553 ... 1,417 Pennsylvania 2,125 ... 2,311,786 ... 1,088 Delaware. 27 ... 91,535 ... 33,902 Maryland 5OB .- 583,035 11,477 Virginia 1,234 -. 1,421,661 _. 1,152 North Carolina 499 8 , i8,903 ... 1,748 South Carolina 895 ... 6';8,507 ... 747 Georgia 1,060 ... 905,999 ... 855 Florida 23 ... 87,401 ... 3,800 Alabama !O2 i -. 771,671 855 Mississippi 970 .. 600,555 ... 6,253 Louisiana 263 .- 517,739 1,968 Texas 32 _. 212,592 6,643 Tennessee 6941 ... 1,002,625 ... 14,436 Kentucky 753 ... 982,405 ... 13,047 Ohio 3,154 ... 1,980,408 ... 628 Michigan 427 ... 397,654 . . 9,312 Indiana 1,734 ... 988,415 ... 570 Illinois 1,948 851,470 ... 4,374 Missouri 515 ... 682,033 ... 13,245 Wisconsin 473 ... 3 ;5,091 ... 6,452 You will therefore see that Massachusetts, which has 1,200 miles of railroad and 1,000,000 of people, has one mile of railway for every 83 persons. Americans themselves can hardly imagine the railroad progress of the United States till they come to the figures of what has actually been done; much less can we comprehend our probable pro gress in the future. Those who have bestowed the most reflection on the subject entertain no doubt that the construction of railways in the south-west and west-that illimitable granary of the world will continue and increase with augmented ratio for a long time to come. If that vast district should be supplied with railways as Massachusetts now is, it would demand at least 100,000 miles of railway. What student of political economy in England or in America can fail to draw an in ference here in favour of free trade ? With the superior facilities of Great Britain for manufac turing iron, and our still greater facilities over her for the prosecution of agriculture, who is so blind as not to see that she ought to make our iron and take her pay for it in bread, unless bad and un healthy legislation interrupts this natural order of the law of Providence ?-T imes' Correspondent. RAILWAY INTELLIGENCE. WORCESTER AND HEREFORD. The first ordinary meeting of this company was held at the Railway Station, Euston-sqnare, on Saturday— Mr. T. Haywood in the chair. Mr. E. WATKIN, the secretary, read the report, which congratulated the shareholders on the success of their second application to Parliament for the power of constructinc , a railway on the narrow gauge from Wor cester to Hereford, and by that means connecting the narrow gauge system of South Wales with the metro polis and the great network of railways on the same gauge in England and Scotland. The works would be commenced as soon as possible, and they expected to be able in November next to open nearly one mile in length of their line at Hereford, connecting the New port, Abergavenny, and Hereford, and the Shrewsbury, and Hereford Railways ; and in May, 1854, they ex pected to open eight miles of line between Worcester and Malvern. The works were heavy on the portion of the line between Hereford and Malvern, and would require about two years to complete them from the date of obtaining possession of the land. There would be two tunnels, three quarters of a mile in length each, on this portion of the line, and the sinking of the shafts for them would occupy ten months before they came down to the formation level. When these were con structed they would commence the tunnels, and also the works along this portion of the line ; they would be completed simultaneously, and when that was effected the line would be opened throughout. The landowners had shown every desire to facilitate their operations. The directors had determined to allot the unissued shares in the first place to the present shareholders, and such shares as might not be taken up would be allotted to those who had taken an interest in the first applies ti al to Parliament. They had the cordial co-operation of the London and North-Western, the Midland, and the Newport, Abergavenny, and Hereford companies, and they hoped to be able to retain it by the establish ment of mutual and friendly arrangements which would enable them to accommodate the public and develope the resources of the district. The CHAIRMAN, in moving the adoption of the report, said he thought the proprietors entertained some feeling of astonishment at finding that they were in possession of an act to carry out the undertaking which had been so long prevented by litigation. The scheme was first recommended by the Railway Department of the Board of Trade in the year 1844, and since that time it had been before no fewer than 10 committees of the Houses of Lords and Commons, wholiad admittedjthat the line would be of the greatest possible advantage to the dis trict. For the last two years the evidence had been so convincing on that point that the committee of the Lords would hear no further evidence with respect to its public advantages, yet the project had been for a period of eight years the subject of litigation in Parliament, and 450,0001. had been spent from first to last in litigation to obtain power to make this line, which it was admitted possessed many public advantages. The scheme was brought before Parliament in 1845, and the shareholders were now met for the first time in 1853 with power to carry out the undertaking. He thought this fact con veyed a bitter satire on the legislative economy of the country. There was another subject in reference to the past—it was with reference to those who had joined the abortive scheme of 1852. He was glad to say, however, that, with few exceptions, they were proprietors in the present undertaking. He mentioned this to show the great union of interests that had kept the company to gether ; for any one who had seen the result of the ses sion of 1852 with regard to the bill must have been dis mayed ; and in renewing the application to Parliament it had more the appearance of asking shareholders to participate in carrying on perpetual litigation, or to enter into a perpetual lawsuit rather than a railway scheme which was so much valued for its public advantages. He believed that 3001. would repay the deposits of those who had joined them in 1852, but had not joined them in 1853, and since they had got the bill the number outstanding of 1852 was daily diminishing. Although they were an independent company, the share holders should not go away with the idea that they were not the less bound to their friends, the London and North-Western and the Midland Companies, without whose support they could not have gone on ; but, as the gratitude of public bodies generally depended more upon favours to come than upon past services, he thought it as well to mention that already the London and North- Western had entered into an arrangement with Mr. Brown, of the Abbw-vale Ironworks, for the supply of ' 50,000 tons of coke annually, which would in like man ner be responded to by the transmission of 50,000 tons of ironstone from Northamptonshire. This traffic would go over the short line at Hereford, over part of the Shrewsbury and Hereford, and over the Newport, Aber gavenny, and Hereford Railway ; but upon the opening of their line from Worcester to Hereford the traffic• would pass over it and bring them in about 5,0001. a year. He mentioned this to show that their alliance with the London and North-Western would be a very great advantage to them. No person could have heard the evidence given before the committee in the Com mons in respect of the traffic which would pass over their line—not so much for passengers as for minerals— without perceiving that the traffic of South Wales was in its infancy, and that it would become one of the most important districts in the kingdom. Mr. MooN seconded the motion, and it was carried unanimously. The following gentlemen were then elected directors of the company,—viz., Messrs. T. Haywood, F. Hall, J. Stalworth, Honeywood, Higgins, A. Paton, Paget, Barwin, Moon, E. Tootal, Browning, T. R. Cobb, T. Pritchard, W. E. Snow, and the Hon. W. E. Fitz maurice. Messrs. Bartlett and Crossfield were elected auditors. The proceedings concluded with a cordial vote of thanks to the chairman and directors for the able and energetic manner in which they had promoted the inte rests of the company. The CHAIRMAN, in acknowledging the c , mpliment, said, that instead of spending their money in Parliamen tary committees, they would now spend if for the public advantage, and he need not,tell them how anxiously the landowners looked forward to the carrying out of the undertaking. The meeting then separated. NEWPORT, ABERGAVENNY AND HEREFORD. The half-yearly meeting of this company was held at the London Tavern on Wednesday—the Hon. W. E. Fitzmaurice in the chair. The Secretary read the report, which stated that the line will be opened for traffic on the Ist of November next. The directors are acquiring land and proceeding with the works of the Taff Vale Extension, and they an ticipate opening it as far as Crumlin on the Ist of Sep tember, 1854. Arrangements of a mutually advan tageous character have been entered into between this company and the Monmouthshire Railway and Canal Company, by which it is provided that the engines and carriages of this company shall pass over the lines of the Monmouthshire Railway Company, and every facility be afforded for the interchange of traffic be tween the two companies, the requisite station accom modation at Newport being supplied. The Shrewsbury and Hereford Railway, on which this company relies for its northern communication, will be opened simulta neously with the Newport, Abergavenny, and Hereford line. By these arrangements the large traffic expected to arise on the opening of the railway will have a thorough run from the Bristol Channel to the Mersey, .tnd the connection with the other lines at Shrewsbury will give a free communication with the whole of the narrow gauge railways in England and Scotland. The to the account showed that report of Mr. Liddell, the engineer, stated that the eluding t w h o e rk s will be executed for a sum considerably within roads amounted to 93 c 9 capi e ta st l im a ate, and that they are nearly completed. The 30th June last, an3d9B3997s2ll.67l7Jebxepeenndreeede,iviedn -96,6134 during tra the half-year, ' leaving a balance leaving a profit of The CHAIRMAN,z7IS. for the half-year on the tram of 3,804/. /., and the expenditure to 5541., positioncongrata loafttehdethcoern m ov ing the adoption of the report, proprietors on the present satisfactory PallYz Re stated that they had just concluded a supplemental agreement with the London and North-Western Company to work the line and find ~he plant. The terms were 31 per cent. for the first year, to commence three months after the opening of the line for traffic, and afterwards 4 per cent. per annum up to the opening of the Worcester and Hereford line throughout, when the agreement of 1851 would come into operation. By this agreement they would have 4 per cent. per annum, and half the surplus profits. He was happy to say that a very satisfactory agreement had been entered into with th e M oi:mout hshire'Company for the conveyance of passengers and minerals from Ponty pool to Newport. Mr. Brassey, the leisee of the Shrews bury and Hereford line, had expressed his intention and willingness to accommodate the traffic to and from their line. The line of railway from Newport to Hereford was now completed, and Mr. Rennie had recently passed over it on a locomotive engine. There could be no doubt they would have a large traffic, and he thought there was no line in the kingdom that had a better prospect of sue cess. (Hear, hear.) Resolutions were passed adopting the report, and ap proving the supplemental agreement with the London and North-Western Company for working the traffic, and authorising the directors to carry the same into effect. A vote of thanks to the chairman and directors con eluded the proceedings. OXFORD, WORCESTER, AND WOLVERHAMP TON, AND SOUTH STAFFORDSHIRE. A public meeting of the inhabitants of Dudley was held on Friday, with the view, if possible, of effecting an arrangement between the above two railway com panies, for establishing a joint station at Dudley, for the accommodation of the Dudley traffic cn these rail ways. The Mayor of Dudley presided, and deputati.ins attended from both companies. The Mayor, having ad dressed the meeting and dwelt-- on the importance of having a joint station, instead of two separate stations. Mr. WAINWRIGHT represented to the deputations the feelings of the inhabitants of Dudley on the matter, and read a resolution adopted at a previous public meeting, in which the inhabitants of Dudley imperatively de manded, "that a junction between the two railways should be effected at the Dudley station without delay, and that such joint station should be at once erected." Mr, PARSON, who attended on behalf of the Oxford, Worcester, and Wolverhampton Company, said, that company was most desirous to effect a junction, but be fore doing so there were differences between them and the Staffordshire Company which must be settled. The Oxford and Wolverhampton Company were willing to erect a joint station, on condition that if they did not find their traffic was proceeding in a satisfactory manner six months' notice should suffice them to separate. Mr. CHAWNER, for the South Staffordshire Company, said, such a proposition could not for a moment be entertained. They were also desirous of effecting a junction, but as the Oxford and Wolverhampton Com pany could not come to terms with them, he proposed a reference to the Board of Trade. Mr. PARSON then said, they were willing to entertain any proposition made in writing by the South Stafford shire Company, on which Mr. CHAWNER promised that such proposition should be made, and the proceedings terminated in that under standing, a vote of thanks to the chairman having been carried. GREAT WESTERN. The company are about to construct their extension line of 20 miles between Salisbury and Warminster. SHREWSBURY AND BIRMINGHAM AND CHESTER. It is stated that some of the shareholders in Edin burgh, while declining the Great Western terms, are of opinion that no step should be taken to secure the offer until the two companies have new directors, POSTAL ARRANGEMENTS IN AUSTRALIA. Private letters and public journals have teemed for a long time past with complaints against the Australian post-offices. Great numbers of persons in Victoria and New South %Vales do not receive letters and news papers for a twelvemonth together, even when they are_ sent from this country monthly or oftener. Parties living at a distance from Melbourne or Sydney cannot get their correspondence sent to them for weeks after it has reached the post-offices of those towns, and when an English mail arrives in Australia the people there seem under the combined influence of a revolution and a famine. Mobs of them are for days struggling and fighting to get to the post-offices to humbly beg for their letters from England. This has been going on for two years, with very slight attempts towards improvement, and emigrants are sub jected to intolerable annoyance, and the trade of the co lony is seriously obstructed in consequence. The Australian post-office department is a nuisance and disgrace. True, the same complaints as those de scribed above were made against the post-offices of Cali fornia when gold was first discovered there. In Cali fornia, however, government departments had to be improvised to meet the sudden existence of society, but in Australia the nucleus of such departments, capable of expansion to meet all emergencies, ought to have existed ; and it is the fault of the colonial government that they have not done so. The qualifications for co lonial appointments have been political influence or fa mily connexion, and a knowledge of the working of a de partment was the last thing thoilizht of when an appoint ment was made. Hence it is that an important de partment, like that of the post-office in Victoria and New South Wales, is so imperlect and disorganised The chiefs of it seem to be ignorant of what the public service requires, and the subordinates with the routine of their duties. A fortnight or two ago an extra mail, the largest ever seen in this country, brought by the Harbinger from Australia, arrived in London at midnight. It contained 60,000 letters and 90,000 newspapers. Every letter had to be stamped, and each letter and paper had to be taxed with postage. Thousands of letters had to be weighed, and thousands of bundles of newspapers had to be counted, and each of the 150,000 letters and papers had to be passed separately through hands to be sorted and resorted. By the following midday, after a lapse of 12 hours only, the work was completed, the Harbin ger's mail was absorbed with the vast inland and foreign mails of the day, and every letter and newspaper was distributed or in course of distribution. Such is the effect of system. If such a mail arrives in Australia, the officials in Melbourne and Sydney who take charge of it break down, and the post-offices of those towns art, besieged by the public for a fortnight or a month, be cause it tak , .s that time before the mail is what is tech iiically termed "sorted." Post-office business, like every other other, require to be learnt before it can be practised, and a proficient zap do as much effective work in an hour as a non proficient in a week. The English Post-office system, ‘:s designed and perfected during the last 70 years IT such men as Palmer, Freeling, Maberly, and is perhaps th e b est i n the world for corn i celerity and accuracy, an d the maximum o! accommodation n-imodation with the minimum of expense. The Eng lish plan is founded on a few fundamental principles, such as making the metropolitan office a central one, from which radiate lines of communication with all parts of the country, causing the dispatch of mails from thr central point to all provincial towns to be at one fixed hour, and the arrivals from those towns in the metro polis to be also simultaneous. Establishing forwarding offices at certain distances, to lessen the Post-office la hour in small towns, graduating the frequency of com munication between towns according to distance, popu lation, &c. Even the organisation of plans of letter distribution, modes of stamping, and sorting letters, have required long years of experience to ascertain which is the best. In Australia, where the homes of thousands are unknown in this country, a vast quantity of cor respondence is addressed to the Post-office. This appears to be sorted the same as it is in England. according to the initial of the surname. In most places in this country this does very well, because of the few letters so directed ; but in an Australian post-office there are perhaps a thousand letters beginning perhaps with the letter S, and one minute the postmas ter has to wade through this mass to discover one for the name of Smith, and to repeat the operation directly afterwards for Mr. Smithers. For a long time, it ap pears, there was only one window of about a couple of feet square, through which an eager and angry host of persons who had business with the postal Cerberi of the empire city of Melbourne could catch a glimpse of them, and according to the last accounts there was great re joicing because four windows had recently been opened. Why not divide and subdivide the post( eestante correspondence according to the first two or three initial, and open twenty windows ? Draft off a dozen post-office clerks from Plymouth, Southampton, or Liverpool, or any other place where mail packets arrive, and they would soon relieve the enlightened and wealthy cities of Sydney and Melbourne from the stigma of having postal arrangements inferior to any town in the back woods of America. It would be desirable that all persons sending letters and newspapers to Australia to number them, that their friends may know how many they lose. It would also be convenient to the public that the Postmaster- General should publish periodically an account in the public papers of every ship that takes out ship and other mails to Australia, with the time in which such mails have been accumulating in the General Pest-office ; and exact from the Australian postmasters a return of the number of bags, boxes, or packages of letters and newspapers brought by each ship which reach their ports, that it may be known and pub lished in this country when any portion or the whole of a mail is lost. —Morning Paper. FORTUNATE DISCOVERY.—A singular circumstance occurred last week to a labouring man residing in the neighb , urhood of Sotnerleyton. His father had pur chased an old chest of drawers which had been in u e in the family for fifty years, but at length becoming unserviceable it was put in the yard to be broken up for firewood. It soon, however, fell to pieces, and one of the children playing with the fragments found a roll of paper. On examination this proved to contain Bank of England notes to the value of 3001. The paper enve lope was marked "Robt. Allen." The man took one of the notes for 301. to a bank and got it changed, and then stated the circumstances connected with his pos session of it. Admiral Allen was the owner of Somer leyton manor, before it passed into the possession of the Anguish family, its late possessors.—Norwielt Mercury. STORM AT VERSAILLES. —Two nights ago Versailles and neighbourhood was visited by a tremendous hurri cane. More than a thousand trees were either torn up by the roots or injured by the wind. SPORTING INTELLIGENCE. WARWICK RACES. TUESDAY. The RACING STAKES of 5 sous. each, with 25 added, for two-yr-oids and upwards. Optional selling weights, &c. The winner to be sold by auction after the race, and the surplus over the selling price to go to the race fund. Seven furlongs. To cluse the evening before running. The GuY PRODUCE STAKES of 50 goys. each, h ft, for foals of 1850 ; colts, Bst 71b ; fillies, Bst 41b ; untried stallions or mares allowed 3lb ; if both, 41b. The mile course. Craigends (both untried). 1 The Reiner. Nightcap (both untried). Cobnut (31b). The LEAEIINGTON SrAEES of 25 sovs. each, 15 ft, and 5 only if declared, &c., with added by the town of Leamington. Penalties for winners. The second horse to receive 100 sovs., and the third 50 sovs. out of the stakes. Two-mile Course. 111 subs., 61 of whom declared forfeit. The highest weight accepting being Bst 21b, it has been raised to Bst 71b, and the others in proportion. Age st lb .... 5 8 7 Age st lb Terpsichore Victress Missive Dick Turpin Lord Lieutenant 3 5 9 The Friar Tavistock Valour Ibis Happy Joe ..... 4 5 6 Corybantes 3 5 6 Cleveland ..... 4 5 5 Peggy 3 5 5 Ballinasloe 3 5 4 Crusader 3 5 4 Pastrycook 3 5 3 Whalebone 3 5 3 Jacqueline 3 4 13 f by Touchstone— Boarding School Miss 3 4 13 Patience Minerva (lib) 3 4 12 Placid 3 4 9 Battery Chaffwax Ariosto Lady Evelyn Nancy Weather sage King cf Trumps Little Harry Poodle Colsterdale The Black Doctor Lady A rnyot t Sally Warfoot colt Exact Little Fawn Doubt (in. 51b ex.) Merry Bird... Montague ... Scarecrow ... c by Tearaway—. Cruiskeen Sackbut 4 6 Abdallah 6 6 Ambrose 4 6 Galvanism Master Shelley 4 6 Orpheus Allegro Eulogist 3 6 The CASTLE-PARK STAKES of 10 sovs. each, with 50 sovs. added, for two-yr-olds ; colts, Bst 71b ; and fillies, Bst 21b; a winner before starting to carry 41b; twice, 71b extra. T.Y.C. 12 subs. Foxhunter I Stru taway I borbr f by Sir Topaz Mabel Tatton Sykes— Spicey Remorse Lady Liverpool Domino Lioness Nightshade Lady Constance Balmoral The QUEEN'S PLATE of 100 guineas ; three-yr-olds ; Bst 21b ; four, 9st 41h ; five, 9st 91b ; six and aged, 9st 111 b. The T.M.C. To close the evening before running. The FOAL STAKES of 10 sovs. each, with 25 added, for three-yr-olds ; colts, Bst 91b ; fillies, Bst 41b ; those by untried stallions, or out of untried mares, allowed 31b, if both 41b. Once round and a distance. 4 subs. Deerhound Weething I North Pole Chilton The CORINTHIAN STAKES (Handicap) of 10 sovs. each, h ft, gentlemen riders, as qualified to ride for the Welter Cup ; professionals allowed to ride by carry ing 61b. extra. T.Y.C. To close on the evening be fore running. a 8 3 5 8 3 4 8 3 4 8 1 4 7 13 4 7 5 5 7 4 5 7 3 4 7 1 4 7 0. 3 6 12 5 6 12 a 6 12 4 6 10 6 6 9 .4 6 9 WEDNESDAY. The BOROUGH HANDICAP of 10 sovs. each, h ft, with 50 added by the members, G. W. 3. Repton and E. Greaves, Esqs., for two-yr-olds. The second horse to save his stake. A winner of a handicap, subse quent to the publication of the weights. of the value of 1001., to carry slb extra. T.Y.C. 24 subs. Jack Frost Wave 7 2 c by Hero, dam by Touchstone—Pet . 7 0 Vingt-un fhe Keunyside Hero 7 0 burley 6 12 Caliban Constancy . 6 12 Adelaide f by Touchstone Muscovite's dam 6 10 Remorse st lb st lb . 8 7 . 8 3 Alas Torn Balinora,l Cyrus Marc Antony .... St. Clare Horatio ;Insane -, Vorthless The Field-Marshal 7 Lady Bird 7 Census 7 Blame The AVON STAKES of 15 sovs each, 10 ft ; for two-yr olds, 7st ; three, 9st. Penalties and allowances. T.Y.C. 4 subs. 8 7. 7 Yrs Yrs Sylphine Vaultress 3 Vingt•un The WARWICK CUP, value 200 sovs, by subscription of 10 sovs each, with 100 added by the Race Commit tee ; the second hone to receive 30 sous out of the stakes ; three-yr-olds, 7st ; four, Bst 71b ; five, 9st 11b ; six and aged, 9.4 51b ; mares allowed 41b, and geld ings, 71b. Certain penalties and allowances. Three miles. Yrs Yrs Lady Evelyn Balloon b c by The Emperor Goldfinder —Begum 3 Talfourd Trifle Galvanism Sackbut Stockwell 4 Ilex The Black D0ct0r...... 5 Missive Teddington 5 Lambton Monarch Mine Massa Mungo 5 Goorkah Exact The COUNTY STAKES of 100 sovs., added to a handicap of 20 sovs. each, 10 ft, and sif declared, &c. Certai❑ winners extra. The second horse to receive 30 sovs. out of the stakes. One mile and a half. 49 subs, 26 of whom declared forfeit. The highest weight accept ing being Bst 31b, it has been raised to Bst 71b, and the others in proportion. Age st lb Little Harry 4 8 2 Frantic Ilex Alonzo 6 7 11 Conmore Le Juif 5 7 6 Evadne Kohinoor Calot lanthe. scarecrow Candlewick 4 5 ... 4 Age st lb Gladiole 6 6 11 The Deformed 3 6 7 Nutpecker 3 6 4 Massa Mungo Lord-Lieutenant 3 6 0 Charley Peggy 3 5 13 Tavistock 3 5 13 Nestor Chesterton Rough Robin 3 4 13 The GREAT WARWICKSHIRE STAKES of 10 sovs. each, with 50 added, for three-yr-old ; colts, Bst 71b ; and fillies, Bst 21b. Certain winners extra. One mile and three-quarters. 7 subs. br c bro to Yardley, Filbert Whangee by Sir Isaac Chilton Sylphine Deerhound Orinoco The WELTER CUP, value 100 sovs., the rest in specie, by subscription of 15 sovs. each,' 10 ft, and 5 only if de declared, &c. Winners extra. Gentlemen riders. Professionals allowed to ride in this race by carrying 61b extra. One mile and a half. Age st lb kgis a 11 4 Montague a 10 11 Bourton a 10 10 Gaylad a 10 6 Allegro 4 10 5 Thirkleby 5 10 3 The TOWN PLATE (handicap) of 50 sovs., added to a handicap of 5 sovs. each, 2 ft ; for three-yr-olds and upwards. One mile. A winner of 1001. after the de claration of the weights to carry 51b extra. Age Conmore 4 Doubt a lanthe Gladiole 6 Forester Evadne Calot Butterfly 4 Economy Octavia \faster Slender .. 4 Nutpecker 3 The Reaper The Countess of Age st lb The Hero a 10 2 Farmer's Boy Milcote Cleveland 4 9 10 Massa Mungo Age st lb Corybantes 3 6 12 Happy Joe 4 6 11 Tamerlane Auchinleck Peggy 3 6 9 Richard Primmer 4 6 9 Timothens 5 5 6 Maria Bell 3 6 4 Eliza g by Dromedary —Apricot The Arrow 3 5 12 Chaffwax Ada 3 5 10 Anglesea 3 5 9 Bloomer 3 5 9 Theba 5 7 0 Simplicity Romauldus... The SELLING STAKES of 5 sovs. each, with 25 added ; for three-yr-olds and upwards. Optional selling weights, &c. The winner to be sold by auction after the race, and the surplus over the selling price to go to the fund. One mile. To close on Monday after noon. The SCURRY HANDICAP, for all ages, of 3 sovs. each, with 20 added. Five furlongs. To close the evening before running. RACING FIXTURES FOR 1853. The figures within parenthesis denote the number of day's racing. SEPTEMBER. Doncaster (4) ..13 D0ver........ . ............ 15 Pontefract (2) ...........19 Bedford (2) ..............20 Leicester (2) 21 Lanark (2) 22 Manchester Autumn (2) 22 Canterbury (2) 92 Newmarket F. 0. (3) 27 Walsall (2) 28 Northallerton (2) 29 'OBER. Cheadle (Staff.) (2) Warwick (2) 6 Totnes & Bridgetown (2) 7 Weymouth Morpeth (2) Western Meeting 8 Rochester &Chatham (2) 8 Western Zoyland and Bridgwater (1) l2 Folkestone, Hythe, and Sandgate l3 OCT Chester Autumn (2),,,,,, 4 Monmouth ............. 4 YorkshireUnionflunt(l) 6 Wrexham (2) ............ 6 Newmarket S. 0. (5) .... 10 Warwick Autumn (2) lB Caledonian Hunt and Kelso 18 Richmond (2) l9 Newmarket (H.) (6) 24 NOVE Worcester (2) Epsom Autumn (2) 3 Cowbridge Hunt (2) 9 Liverpool Autumn (2).., 9 IMBER. Shrewsbury (2) .... ...... 15 Newton Autumn (1) ....24 Aberystwith (3) Last week I CRICKET. ARRANGEMENTS - FOR THE WEEK. THIS DAY. At Nottingham —County of Nottingham v. County of Sussex (return match.) The respective Elevens ale ex pected to be the same as fought the first match at Brigh ton last week. At the Oval—Two Eleven at Surrey, Kent, and Middlesex (benefit of Popjoy.) At Northampton Arms Ground—Nine of the I3ling ton Albion Club with Two Players v. the next Eighteen (benefit of Jordan.) At Haverstock-hill—Nine of the Hampstead Club with Goulding and Inwood v. Nine of Middlesex, with Dakin and Royston (benefit of Inwood.) At Shepherd's Bush —Regent's Park Club v, Crown Tavern Club. At Esher—Esher v. Eton. At Tynernouth—Tynemouth v. Sunderland. At Wickham —West Wickham v. Hollingbourne. These are the announced Elevens for this match : West Wickham.—A, Christy, Esq., R. Hankey, Esq., F. Miller, Esq., F. Noad, Esq., C. L. Norman, Esq , A. Warner, E4q., G. Yeates, Esq., Brockwell, Hook, Lockyer, Mortlock. Holaingbourne—J. Bridgland, Esq., W. Hammond, Esq., A. Hoppe, Esq., J. Hoppe, Esq., M. Lancaster, Esq., A Mynn, Esq., B. Roper, Esq., J. Roper, Esq. J. Spencer, Esq., Hollands, and Wilisher. To MORROW. At Haverstock-iiill—The above match concluded. At Nottingham--The above match resumed. At the Adelaide•road Gruund—•Regent's-park Club v Blackheath Standard Club. WEDNESDAY. At Nottingham—The above match concluded. At Windsor—Windsor v. Eaton-home-park Ciub. THURSDAY. At the Oval—County of Surrey v. County of Notting ham. The elevens on this occasion will be as follow. It should be stated that this is a Surrey Club match, Mr. Houghton paying the Nottingham eleven. Hitherto this has been one of the best matches of the season : County of Surrey—Hon. S. ionsenby, F. P. Miller, Esq., Caffyn, Julius Caesar, Chester, Heath, Hinkley, Loekyer, Martingell, Mortioek, and Sherman. County of Nottingham—Blekley, Brown, Clark, A. Clark, Grundy, Guy, G. Parr, S. Parr, B. Parr, R. C. Tinley, and F. Tinley. At the Adelaide•road Ground—Regent's-park Club v. Shepherd's Bush. FRIDAY. At the Oval—The above match resumed. At Eyton—Eyton v. Wenlock Club. SATURDAY. At the Oval—The above match concluded, MR. MACAULAY ON "JUNIUS." The following letter, written by Mr. Macaulay, is just published, for the first time, in a new edi tion of Lord Mahon's "History of England :" "Albany, Jan. 3, 1852. " Sir, —I am obliged to you for the new number of the Quarterly Review.' I cannot say that it has shaken my opinion. I wonder, indeed, that so ingenious a person as the reviewer should think that his objections have made any impression on the vast mass of circum stantial evidence which proves Francis to have been `Junius.' That evidence, I think, differs not only in degree, but in kind, from any evidence which can be ad duced for any other claimant. " It seems to me, too, that one-half of the arguments of the reviewer is answered by the other half. First, we are told that Francis did not write the letters, because it would have been singularly infamous in him to write them. Then we are told that he did not write them, because he did not own them. Surely this reasoning does not hang well together. Is it strange that a very proud man should not confess what would disgrace him ? I have always believed that Francis kept silence, because he was well known to have received great benefits from persons whom he had, as Junius' or as Veteran', abused with great malignity. It is odd that the reviewer should infer, from the mistake about Draper's half-pay, that Junius' could not have been in the War-office. I talked that matter over more than ten years ago, when I was Secretaty-at- War, with two of the ablest and best-informed gentle men in the department, and we all three came to a con clusion the very opposite of that at which the reviewer ha's arrived. Francis was chief clerk in the English War-office. Everybody who drew half-pay through that office made the declaration which Junius' mentions. But Draper's half-pay was on the Irish esta blishment, and of him the declarations was not required. Now, to me and those whom I consulted, it seemed the most natural thing in the world that Francis relying on his official knowledge, and not considering that there might be a difference between the practice at Dublin and the practice at Westminster, should put that unlucky question which gave Draper so great an advan tage. I have repeatedly pointed out this circumstance to men who are excellent judges of evidence, and I never found one who did not agree with me. "It is not necessary for me to say anything about the new theory which the reviewer has constructed. Lord Lyttelton's claims are better than those of Burke or Barre and quite . as *good as those of Lord George Sackville, or Singiespeech Hamilton. But the case against Francis, or, if you please, in favour of Francis, rests on grounds of a very different kind, and on coincidences such as would be sufficient to convict a murderer. " There is, however, one strong objection to the theory of the reviewer which strikes me at the first glance. `Junius,' whoever he wa s , wro t e a l ong l etter to George Grenville, which was preserved at Stowe many years. and of which I have seen a copy in Lord Mahon's pos session. The letter contains no decisive indications of the writer's situation ; but, on the whole, it seems to oe written by a man not very high in rank or fortune. The tone, though not by any means abject, is that of an inferior. The author declares himself to be the writer of a squib, then famous, called ' The Grand Council.' He says that Grenville must soon he Prime Minister. Till then I wish to remain concealed even from you ; then I will make myself known, and explain what I wish you to do for me. I quote from me mory ; but this is the substance. The original I have not seen ; but I am told that it is the handwriting of `Junius's ' letters. " Now, this circumstance seems to me decisive against Lord Lyttelton. He was George Grenville's cousin. The connexion between the Stowe family and the Hagly family had, during two generations, been extremely close. Is it probable that George Grenville would not have known Lyttelton's hand? Is it possible that a letter written by Lyttelton should have lain at Stowe 80 years and that none of the cousinhood should have been struck by the writing ? "But, in truth, the strongest arguments against the reviewer's theory are the arguments which, in my opi nion, prove that Francis was the author of the letters. " I have the honour to be, Sir, " Your faithful servant, " T. B. MACAULAY." Value at market.-- 10 miles from market... 20 ~ 71 •.• 30 „ ~ ••• 40 50 ' „ PP ••• 60 , „ ••• „ PP 70 „ ••• PP 80 „ ~ 90 „ PP 100 „ ••• ~ 110 „ •• PP 120 „ ••• JP 130 ... PP 140 „ „ JP ••• .150 „ 1, ... 160 „ JP ..• 170 „ 3P ••• 180 „ ~ ••• 190 „ PP ... 200 „ PP ... 210 „ PP •• • 1 220 „ JP ••• I 230 ~ IP ••• 240 „ PP ... 241 „ PP ••• 260 „ PP ••• 270 „ PP ..• 280 „ PP ••• 290 „ PP ••• 300 ~ „ ••• 310 ~ PP ••• 320 ~ PI ••• 330 ~ 9 f SHIPPING INTELLIGENCE. C USTOM-HO USE--SEPT. 3. ENTERED INWARDS. —The Venshabet, from Quebec ; Esther, Memel ; William , Cronstadt ; Miranda, Archangel; Lalla Rook, ditto ; Sabena, ditto ; Emanuel, ditto ; Es.se, ditto ; Thalia, ditto ; Heinrich, ditto • Duneondu, Cron stadt ; Sarah Borkett, H on d uras and Belize ; Era, Buenos Ayres ; Fanny Palmer, Patras ; Howard, Onega ; Patmos, ditto • Maid of Orle ans , St . J ohn ' s, N. 8.; Aldboro, Riga ; Ann, ; Emanuel Oporto ; Active, Stralsund ; Ter tins, Caen ; Her Majesty, St. Petersburg ; Terpsichore Skelliftia ; Juno, Riga ; Enighidine, Dantzic ; Sophia Maria, Sokia Jobling, Cronstadt ; Maria, Oporto. ENTERED OUTWARDS FOR LOADING.—The Uruguay, Port Philip ; Helene, Hamburg ; Duke of Portland, New Zealand ; Bounty of Providence, Scotia, Sydney ; Shel bourne, Cape of Good Hope and Cochin ; Mary Welsh, Leghorn. CLEARED OUTWARDS WITH CARGO.—The Constantine, for New Zealand; Harmonic, Elsinore ; Helena, Gothen burg; Agatha, Amsterdam ; Oc ean W ave, Dunkiik ; Sarah, Barcelona ; Windermere, Geelong ; J enn y Li n d , Konigs berg ; Omero, Beyrout and Alexandria; Friends, Antwerp; Leveret, Amsterdam ; Victoria, Havre ; George Reynolds, Malta, &c.; Severn, Portland Bay; Ceres, Geelong; Pris cilla Eliza, Havre and Rouen ; Gauntlet, Melbourne. QUARANTINE NOTICE. Lisbon, May 28, 1853. The Board of Health has declared Martinique infected with yellow fever, and suspects all the other islands of the Archipelago, of the Lesser Antilles, and Hamburg to be infected with cholera from the Bth inst. THE RIFF PIRATES. A letter has been received at Lloyd's to-day from their agent at Gibraltar, announcing further depredations on the maritime fleet by the Riff Pirates, whenever an oppor tunity occurs. Masters of vessels are, therefore, recom mended to keep on the Spanish coast, in passing in or out of the Mediterranean. LIVERPOOL, SEPT. 4. The Martaban, emigrant ship, he ace to Melbourne, is reported ashore on Arklow bank. The Falcon, for Jersey, in beating out yesterday, got aground on Burbo, and remained about three hours, occa siOnally thumping heavily, when she got off and proceeded. VESSELS SPOKEN WITH. ,The Sarah Thompson, from St. John's, N.B to Troop, July 29, lat. 51 N. long. 46 W. The Voyager, of Halifax ' from Jamaica to London , Aug. 12, lat. 43 N. l ong . 40 W. The Hannah, from. London to Pernambuco, Aug. 21, lat. 44 N., long. 11 W. The Neptune, from Calcutta to London, June 28, lat. 35 S., long. 16 E. The St. Helena (ship), from Belfast, July 26, lat. 13 N., long._ 26 W. 'The Thetis, from Rio Grande to Liverpool, Aug. 2, lat. 22 W„ long. 32 W. The Elias ' from London to Valparaiso, Aug. 22, lat. 49 W., long. 8 W. The Andromache, from Hamburg to Singapore, Aug. 23, lat. 49 N., long. 7 N. --------------- MARRIED. Dooo4ille On e lst inst., in St. J mes Church O, William th Stewart, Esq., of Ratandonnell, c on vv tl or t, o t y gal, only son of the late Major William Ste t yoo," Donegal Regiment, to FannY Amelia Sarnme'ster-P' daughter of Colonel Hogge, LH., of G iT i t c vsbi r ,, e 4,y 9 Hyde park gardens, and of Emery Down , l' a rgtall''',,i, Th tn n t a ,l 9 3eN l F i ti l l , t. E , astghteserraitshtoerli.7ttC.lhaavp:9prise,otT,,, ' (laughter of john Dalton, Esq., of Fvose Bank, in-Longdendale. 0J att end,rititll, On the 3d inst ,in his 791thifIir).ear, Charles '-'„ „ of the Royal Nay . y, one of the ine.li, al o fficers 1 7;014°,;i1e the battle of Trnfalgar, in Codrington's Air', the a On the 31st alt., at Southampton, LieutCo ~,,,d stone, of the Hon. East India Renal Presiden:l'd Pvlo4o On the Ist inst., Henrietta Carolina, Nvue.airde•P Stainton Laycock, sq., of 99, Gloucester -road, '-''' to o, aged 36. to aged 15' On the 2d inst , at Wrotham-park, Franc ," ° o -, g'ir . only child of Viscount and Viscountess Torrinot P THE LORD ADVOCATE AND THE ELECTORS OF LEITH. The Lord Advocate met the electors of Leith on Thursday afternoon ; and in the course of a long address, passed in review the leading measures of the late sessi. U. He vindicated Parliament from the charge of neglect to Scotch measures, showing that all of them s‘hich he had undertaken had been passed into law. The rest of the speech of the honourable and learned gentleman chiefly , consisted of an analysis of the acts of the late Parlia ment, so far as they had any special hearing on Scot land. At the conclusion of his address, a vote of confi dence in the Lord Advocate was unanimously passed. H p° CONSUMPTION OF ARDENT SPlRlTS.—Yesterday a Lo o N f p N ox parliame►itary paper stated that last year the duty paid on spirits in England was no less tha4 3,118,636/, 4 1$ 43. nd, l in the precinct of the San l At ua and in Scotland 1,817,3311. Strand, m Middlesex, Mondll9, •. 11 1Zin s t: 1 1 n a d n , d plte Published r, at vr , riTLote. ,00„1,1_4$ Optember V, lqw 43 NTRY MARKETS, HADDINGTON—SEPT. 2. The follxving are the prices of gran at °lir Ill° i to-day : - ssil t i wfizer. I sea. aos• 47 , pi First 6ss Od 38s 9d 25s 0,, 1 435 10 1 Second 6 os 8d I 36s ld 238 4 " Igs 01 iv Third s4s Od 1 34s Od 848 21s •-• *id Total quantity of wheat in market, 'Pi" 1101 367 i l ff ft barley ~ 67 qrs ., e 6 01 1 , f ~ oats tf 206 q .rs , 5} 60 Of ~ weans f I 61 qrs. , Otbs Average of wheat £3 0 8 4'" 11'1' ley 3 bs Ditto of Bar Ditto of Oats 1 16 3 4 31 4 2th do s Ditto of Beans .. '' 2 310 2 '"" .... .. ....... DALXEITH GRA N MARKET—SEPT' Qrs. Best. Current 354 Wheat 63s Oil .......• 59s Od ......... 546 Oats 22 Barley 3 ss 3d 23 Peas & beans 474 Od Average of wheat, 2/. 18s 01. CORK-SEPT. 2. / Brig, (w ret ; 14 Whita vetelt 29s 6d to 30s Od ) Os Od--g0 A° 11 1-Led r; boat 25s Gd to 29s Od 2O c l° ' Litt') )0s 6(1 to 00s 0.1 00s 0 , - --- Ditto 4Ys Od to 00s Od Barley .... 003 Od to OGs Od 6 (I° ' Ditto OGs Od to Otis Od 00s Od" / Ditto As Od to 00.4 0(1 50 133N3 l3s 1(1 to 13s 4d N 0 4 225 Oats 185 Ditto lOs 10.1 to 12. 91 IJ9il l ---'l' Dlto old OO. 0.1 to 00s Od r e'" Pigs 9us Od to 00s Ott 0 0 s Od pg Quantity sold at the highest prices :-- 40 De e 3 ba.rreis white wheat; 2 red; 0 barley. 7 oats ; t; pigs. Quantity of grain and nunt er of pigs sold last wee lc rig l' ,l Wheat, i 07. Barley, 0, Bero, 57. Oats, 123 g. Return of eattie sold for week ending Aug'''. 7 Pigs, 292 Sheep, 357. Cows, PRICES OF BUTTER. sScosa er. CART. ..... " First quality Second quality Third quality Fourth quality 83s s Th Fo i m rei th q Fifth quality B ls Fifth quality ............. • Sixth quality 7 68 Si x th quality .....•"21' .... CORR. - Flour—First, 16s 64 to 19s Od ; Ott seconds, 14s Oil 16s ; households, lOs to 136 , ":, , 59" 7s to 9s Od pei. cwt. Meal--Indian meal, 7 3 6a k i - p ' er` l o ,i oatmeal, lls 6d tons 61; wheatmeal, its to 1 231 4 ; Indian corn, 71 10s 04 to 71 15- Id per toil. 1 3,1 ,,T. to 4/ li'sod per ton. Hay —Farmers, 34s Od to47suu' set; 355; dealers, OOs Od to 00s Od ; aversge, Os per ton , 315 11 , .. 0 farniJrs, 23s 0(1 to 30s Od; aver ,,, e 26s ; deskrs' 74.0 OOs Oct ; :iverage, Os. per ton. Bread " - PA , ueate u Wf ter ' s Od ; household ditto, tiad to Od per 41b.—Fre sh bu i a t at ~•$ 12d per lb, Eggs, 5s Od to Os 0.1 per hundred. 4tl to SA ; mutton, sid to 6id ; ve al, 5d to 8d ; P, ° , r f fO r 64 ; bacon, 74 to 84; sausages, 6d per lb. Fisb,:sto.ll66oo; 'and, 00/. Os to 001 Os per ton ; Scotch herrings , A! r i , Red, do., 30s per brl.—P o t a t oes , w hite, 6d to 7'-'600,, 8d to 94. Coals, Newport, 20s ; LydneY, 2° ' '9,10 11 1; 11 Od per ton.--Whiskey, 25 0 .p., 6s 104 per iraP erl p i vt. Hides, market. As to 365; Salted ?Os to 38s Po . r tO' d skins, 3id per 10. --Bangor slates 2/. 17s. 6d t o 3/. Fleece wool, las to 23 , 4 per stone. --Hemp , 351 ',°110,i; ton—Timber, Memel, Q. 5s ; pine, 3/. 15s ; V. ss. per ton ; deals, 191. to 20/. per hundred. Si. to 10/.los. per ton. —T a ll ow , .7,3 s t o 546 Per h c i l . 6 ' ° .71. 10s to 01. per cwt.- Tar, Arch-mgel, 19s. P er Peruvian, 121. Os to 001. per toy. RAILWAY SHARE M A RlO6-,,„,'" dour LIVERPOOL, SEPT. 3. eo , STOCK MCC:TANG-E.—The market continue s , c 's 9 n t o p, and prices heavy ; a slight advance on yesteru t4. i g net! Caledonian, 34, 3, h, 3'; Dublin and Belfa st 04 24 prem. ; Eastern Counties , 13 1-16 ; East, t. V . ,, °1 0.; 17i, ; Lancashire and Yorkshire, 74, I, Z 9 s i; and North-Western, 1094, d ; ditto Fifth Shares 61,00 Manchester Sheffield, aud 1:1 Lincol 26 • Mid i° , North British, 8 ; South-Eastern and Dover9,` A ig and North Midland, 28i ; Dutch Rhenish, 24 " MANCHESTER, SEPT. ot . 3. ooa.io , wag STOCK EXCHANGE.— The business to-naY Tu- ,„ l 4O Saturday, and prices were somewhat highS3 were : Leeds 74, ; Midland, 68 ; Dover, : 4 " ' Counties, 138 ; Caledonian, 33. BIRMINGHAM, SEPT. 3. Ace"! STOCK EXCHANGE. —To-day London and IC l a t t i losl, fe ; were done at 109 J, Among the closing T ic '," ilef"lo.' —Birmingham, Wolverhampton, and Stour v pre„,o 94 ; London and North-Western Eighths , 1.16 ,e,l;':nol Shrewsbury and Birmingham, buyers 63, Preference, buyers 11, sellers 111 ; ShroPs l '.. l 7 o bar buyers 3i, sellers 3 7-16 di s . ; South-East' e ' 1 3-16, sellers 1 die. t l ` 'fi BRISTOL, SEPT. 3. b firoe.4 STOCK EXCHANGE.—The market was inne, e tep has been for sever a l d a y s p as t. B r i s t o ls and .P s d ic.; done at 99 ex. div. ; Great Westerns, 86, es land Stock, 68 ex div. ; Vale of Neath, 15k. SEABORNE MAILS. (N signifies that the mails are sent from the (lever' by the night—and 111 by the morning—dispatch.] - Fr,nn a - t l4l V.e Port V .ns,:atene"• fr od America(byfirit.pack)N Every Friday .... Liverpoo, l •' . l6 America (by United Sts 3er packet) .... •... .. N Sept. 8 .......... t,tverpool ''' ,lv, America (by U. States . seP packet) , N Australia (via South- seli. le ampton) ... ..... .. M Sept. 4 • • .. • • .... Southarnin .rer .1 Ditto (via " , larseille.s) N Sept. 8 . Dover •• ' • • • • •• • 07 0 Ditto (via Cape of Good th ' oil 6 Hope) •• - ........N Sept. 14 .... .. .. .. Pymou-',. '.ti+, 4 , ,1- .......... otilltainPt:: t. Africa (West Coast) ...N1- ept. ' , 3 • ........ Plymoo .. 'Pvt.?. Alexandria .......... NlB, 24, &30of in Dover ' • ,•,..t .l ;"' eP ot II Alexandria .. .. .. „AI l4th & 20th of mon. Southator „,i-e- i f Bahamas ........... Ni!2ticl 01 the month Soutnarain-10, 16 6 Belgium .......... .. N 1 , any............ " o w .. •• ',', Fef r . I Brazil .... .. .. .. .. Al 9th of the month.. AouthainPl% SeP t , 0 Buenos Ayre5,.,.,.„ .1l 9th of. he month.. t•touthan i P gl ) I 'ape of Good Ilo•)e ...\ 14th of the month Cape of Good Hope .. \ itrin uuth '' 50 Cape de Verds .. ....N i 4th of the month. PlYmo ntil .‘ I t P 6, ' Ceylon (see India) . PP), ' th '' , •ti / 16 Ceylon.. • • • • • • • . .. .. N 14th of the month Plyzno o „-aoll ,ot• - Channel Isles ........ N m ull „w e d . ga r id . k..uthali , t o ,`. ~ flymoUt Il • . t. 0 31 ~ -d & 17th of month SnuthanlP I t ,lu China (see India) sec . q 0 Constantinople .. N ~ F1 , 17,21,&27 of m, Dover • • ",;: ti .4F,,,e# Constantinople ........4th, & 20th of mon. Cont. Of Europe M& N; Twice daily .. , Dover •• ". I vel' 0 (1 ,1 6 Fieypt (see India) I ' • ' • " •el , - France .... .... M& N I Twice daily .. .. .. Dover •' n ' t ots to Gibraltar M I4, 7, 17, 20, 27 ofm. Sou inatnr '0 t• '61 6 P Greece (see India) prO' 00' Greytown ..........M T 2nd & 17th of mon. r'-'outtlani , 1 i f, Hamburgh .......... N Tuesday & Friday London '4,tt ° g Ptil, SouthAMP` V .; Havannah .......... ,1 2nd of the month Southarnr . S ep t, Holland .... .. .. .. Al, Wednesday & Sat. London • p 'i u ii 9 ; I Honduras ...... India (viaSoutiampt.)ll4 4th & 20th of mon. rtouthann' .. 0 ' ,:f India (via Mar , eilles)M Bth&24th of month Dover •• " . l ea I .° • lonian Isles (see India) , I, 34 '' AO 1 6 Ireland ........ AI & N Twice daily ...... f.70.3"- e too 4, haillP 4 i y Liiti0n..............M 7,9, 17, & 28 of m. Scat - atol l ' tiS' Madeira ............m 9th of the month South& 0 •• * 1 , 10 Madeira ...... ..... s Aug. 28 .......... l'illn" Sep t P Malta (see India) N!7 17 19 '8 30 f Dover . i b Fel+l , r r r 0 m• Mauritius (see India) utb .' pet' 0 Mauritius .........,N 14th of the month PlYln ° toll i , 6 ~,,, bainP Se p t 1., Mexico ..114,2nd of the month. ,- --t ~ ~.. •• aAft , Naplev .... ~, .„ ..Nbth•s.th2.sthofmon In'v e „' im ptoocoo New Granada .......Ml2d & 17th of month So ni o - u ' s pi/1i Sept' 16 New Ze11and.......... ;By private ship ..IVari . .... at PP Papal St atel ........N!thlth2',thofinon. Dover ..u i p toil 4 0, 46 P eninsula , -.• • - . .. M ' thl7th2Btbotinon. Sout ow toi. pt• in Peru ..... ...., ....M 'd & 27th of mon 'out oar! ° all " ;40;1 1 Port .Natal ..........N 14th of the month ! W .- . .• " per"l6 N , thl th2sth 'non l/n V '' .. . • s et• o+. 1 1 ..,.. .. • . j TuQeany .. . .... .. N; "it 1.15 t h2stholmon. Do '.' ara pton Venezuela .. , ......'m Id & .7th of 'flonth;soutb Van Diemen's Lam (see Australia) .... West Indies aer °:'," ITt!ior minth'SoutharriPty— , - t , e •ls ' ( OW tl ]. the 1 0 , 3 ,1 • When any oftheee date; ' o 4 7-undaY, 0 1 the tic il dispatchei on the following I r with thr exceP, t „ i°n ua - age Southampton), and the Malta, both of which iv'. day preceding. , [ADVERTISEMENT.] - The Earl of Aldborngg;a, loway's pill s . t his ev iol) , —An astounding cure by medicine after every other means had fa,i e , d i j i g, 85 :09i tract from his lordship's letter. dated " " "Ooll'e 11 c te" Leghorn, Feb. 21, 1845. To Professor vece Sir, —I beg to acquaint you that your pills whic h tlt. a cure of a diso r d e r i n my livJr and stomach, o ver 11 t y the most eminent of the faculty at h ome and 3 0 t ev e °, Continent had not been able to effect-100 ° 6 4 Afi re y 4 waters of Carlsbad or Marienbad. (Sig n o dis ° of the liver or stomach —Sold ROUGH." These wonderful pills will cure 39. , at Professor Holloway's Establishment, 2 ' 0 .10 0 London and by all medicine venders thr> kingdom, (also flollowaY,s4, otrly 1. .a. Info 01 111 . 21 5 1 0" 32 5 0 0- ASSES A,sessie oth act f° , 1 the d dath l u tes of to A 'l4 t 13 enact lao btli April h ien , In fel artieeitet)g front t'l4),-Tafter tt :s'o w eed ; go T ICE /E er i t 4l Ployi ng taet: 4e, Whici 44...r0t from ,10-„artiele, , errib , e th e bOtt ►lt et 411 or` he';' I eri, et3 fißeal T4ie- for th e RY orde Rev Loodon, T 4 t4it.• —ce t2killsand Ir hOto gaffe ;• 4) lots of 444 1" ' , tti ee e., 111' & u : o ws kl t4le grre t : Jerk, terr Illtt—d, 0 the2l , -0=3,r(1`4„,t1 ier 4ftri of 4 3' b e . I A te, htb oo kticed tt ,'tpeSed Ni t endE ▪ t: ',t alg( L 441 ~,,B l. gued or k til 11 rr -rr 4 , 1 1)11 e EN 'tow aki n _ 'of t1: 1 ', l -9 1,1 44 ;A eati '1) 1111 111 C DD° NI nity of A ", 11 441 it g th e Are tbe ktow )i Rem lq?''tr 0 • ttth or °,r. I ' l - tll b WaI kt Zt, t; ' ) :ll l'e kre e , nl(ll, r 4 1 1e3, 1 P th e It4 Z Nl°lk r e a 4 YII C hea • ji kt ltr eet ?Si t. l4l, trs tdi, ma Yi N 1 • t Dbell R, Arlin 4h, 4 - ' 4 lon f s Arlo 41 1 1.1 At! It 41 4, 4,; h t let4' 4 0 0 Ila n (1. kat •ttaNi lel at, t' 4 ' r r e (42, fs e Z. '4l' llT b 11, 1 914, 1- • po • 4, ,4%ll,llcine '4 „vta l 'lei 4: 4 rtnet na, re °I GI Ni„ la ) 0 1 11 ,- 4 )ll ec 1.414, &e. Bl lt 41'4. is t 'Prn te . head tqlt hials T e w o' h • 1 )e si 4 ttr i *4•11.14' Tistl A:p kt ssi signmeg mat tne mails are sent from the ( 461 a night—and M by the morning—dispatch.) ) ) 0 1 ,9 I) ay wt, nt ad,' it p ron ., wto , l :OLINTRI in in General t'ost- Port Olt ce, London.. !)is:"..itene.' BIRTHS. ititlf ° f OF A sON• ri non, , the v 4 On the 3 1 st ult., at Anglesey , %-" °s ' f S °b R. On the C. Yarblst inorou gh st., aqt , Es. Hampstead, the 'cif e o H en ry Mitford, Esq, if° of el OF A DAUGHTE R • on, the t.co pe On the 29th ult„ at Shute-honse , i li l i e eu tecse (s Temple We Es q ., late captain an , ' 9 4 ' Grenadier Guards. thallit On the Ist inst., the wife of T. L. Itc'w ,u--- _of Ladbroke-road, Notting-hill. i