The Liverpool Standard and General Commercial Advertiser. — Liverpool, Merseyside, England, 1844-04-16 00:00:00

April 16, 1844. bt &oar. T ° be SOLD, by PRIVATE TREATY, a commodious FAMILY HOUSE, situate in Chatham-street, im tnediately adjoining Abercromby-squire. .„ For particulars apply to Mr. CULSHAW, Surveyor, 13, numford-place. TO IRONFOUNDERS. ESS RS. FOSTER and GRIFFIN, IRONFOUNDERS, Beckwith-street, Liverpool, being about to retire oktru business, are ready to receive applications from Per sons who may be disposed to take their entire Establish- Ment. Their Patterns are new, and the Machinery and Tools ar e of the best description, and in excellent working order. TO CHEMISTS AND DRUGGISTS. TO be DISPOSED OF, by PRIVATE TREATY, the BUSINESS of a CHEMIST and DRUGGIST, in Pne of the largest thoroughfares in Liverpool. The trade has been established upwards of twenty years. This is as opportunity rarely to be met with, as the capital re !aired will be very small considering the advantage to °e derived. Every satisfaction will be given why the Present proprietor is declining the business. Address by letter, T 7, Standard-office. " MADONNA" BY GUIDO. TO. BE DISPOSED OF BY LOTTERY, IN TEN THOUSAND SHARES OF ONE SHILLING EACH. MR. LACEY begs to call the attention of Admirers of justly ne Arts to this exquisite Picture, which has been styled the " Gem'' of the late Leeds Exhibi tion. _,The Pai n ti ng w ill rema i n f or a s h ort per i o d ON VIEW -11 his Pri n t R oom, 100, Bol d -street, w h ere S u b scr ib ers ' Names are received. B AY HORSE, STANHOPE, AND HARNESS. T ° b e SOLD, a very neat and complete TURN-OUT. tiou:l'he Horse is equal to great weight, has superior ac of Eat Verfect Hunter, and quiet in Harness. A Pair suPer''°r7Pa,SES, perfect matches, very handsome, and that c i a „; „ a cz.s. Also, one of the most perfect HACKS Gentleni -s a v n ° . BBl blY be met with, either for a Lady or timid To be see n at Mr. BRISCOE ' S, Islington. 15th April, 1844. ON SALE, by PRIVATE TREATY, an excellent HOUSE, No. 16, Colquitt-street, next door to Seel street, containing in front to Colquitt-street 8 yards, and extending in depth to Back Colquitt-street , lo yards 1 foot a nd 9 inches, togethe r w ith a two-sto r ied BUILDING fronti ng Back Colonitt-street, which is let for £l2 per a nnum. The House contains Parlour, large Dining room, Kitchen, Butler's Pantry, and other conveniences on the first floor ; and Drawing-room, seven Bed-rooms, elld thre e Atti cs , w ith Bath-room, and Bath for Hot and Cold Water, Shower Baths, and Water Closet, and has most excellent Cellars. The Tenure is Leasehold under the Corporation, an d p ar t o f the purchase money may re main on mortgage, if required. Apply to M r. J OHN STEWART, Architect ; and f or Tickets to View, to Messrs. DAVENPORT and COLLIER, Commerce -court, Lord-street, Liverpool. Co be Kolb or Ea. ri n t?e SOLD or LET, a newly-erected VILLA. IDENCE, situate in Everton, near St. Da- Sizi g o" 41 t, containing Dining-room and Drawing-room, W i t :J a Garden.-edchambers, Dressing-room, and suitable Offices, 4 state- a .„ Por price and further particulars apply to W. J. READE, gent, 16, Clarence-street, Mount-pleasant. Co 1)1 Rrt. APARTMENTS. A. SINGLE 'GENTLEMAN, or TWO }'MENDS, may meet with comfortable and genteelly Furnished AP ARTMENTS, within a short distance of St. Anne street and Isli n gt on . For Car ads of Address apply, or address to A B, at the Standard.office. CELLARS TO BE LET. SEVERAL excellent DRY CELLARS to be LET, UNDER GILL-STREET MARKET. A. Rent, X per Annum. ,--13,y to the SUPERINTENDENT. be LE , on moderate terms, at 44, D a l e - s t ree t, T 0 LEI', several excellent OFFICES. D. B. SMITH and ,„, N , PAPE R M ANUF ACTURERS, WHOLESALE STA ...ONE Rl3, and COMMISSION AGENTS, have received a Sge q uant i ty of all sorts PAPER, su i ta bl e f or G rocers, 1 1 3 Pers, and Cotton Brokers, at prices unusually low. Apply as above, opposite the Wellington Hotel. TO be LET, a HOUSE and GARDEN, No. 4, He mer-terrace, near the Rimrose Hotel, Bootle-road. The internal arrangements of the House are most con venient; and it contains a small Cellar, Dining-room, Parlour, 'Kitchen, Store Room, Pantry, -and Scullery, on the first floor, and six good Bed-rooms. , Apprßent, x4O pe r A nnum. y co Mr. GEORGE BELEY, Crown Chambers, Redcross-street. PLAS TEG PARK, FLINTSIIIRE. To be LET, FURNISHED, and may he entered upon immediately, PLAS TEG PARK, Plintshire. The Ilansion is suitable for a Nobleman or Gentleman's Fa- V, and consists of Draping, Dining, and Breakfast f " 38, Study, Schoolroom, &c., ten best Bedrooms and our Dressin g -rooms. six Servants'-rooms, and every con venience for a large Family. P LAs TEG is situated ten miles from Chester, four from . 04 old, s even f rom W rex h am, an d w i thin drive of the s utton Station. The SHOOTING is various and zood, and two Packs of .roz boundsmithin reach. An excellent TROUT STREAM r uns very near. AliY quantity of LAND may be had with the House. Por further particulars, and an order to view the house, Flpnt s Y hi to Mr. R. T. ROPER, Lettawood Hall, Mold, re. FIRST-RATE HOTEL, PICCADILLY, MANCHESTER, Close to Me Manchester and Birmingham Railway Station. TO be LET, with immediate possession, a large and Si Commodious HOTEL, with a fir s t- ra t e b us i ness , Bit in Piccadilly, Manchester. The louse is of very faadern construction and has been furnished within the Zulthree years, regar , dles . s o . f cost. It contains handsome „ n ?"ee-room, Private Sitting-rooms, forty-three Bed (7:418, Bar, and every requisite convenience for carrying a fir st - rate b us i ness. The house may :be.entered upon ""tediately, and the Furniture and Stock ken at a Zaluation. The .rent is very moderate, and a ta lease may be had if required. /"'ar further particulars apply to R. P., HAESON, Esq., ;/eorge-street, Manchester ; JOHN WCILURE, Messrs. s,l,e,o Printer, 32 A, Mosley-street, Manchester ; TiNsTANLEr and SONS, Wine Merchants,Liverpool ; l'.outitain-s,l to Messrs. SALE and WORTHINGTON, :Solicitors, treet, Manchester. get' Vtibliratti)lls. THThis day is published, in cloth, price E LAW OF 'FASTING, as contained in Holy Scripture, and taught by the Church of England. By the Rev. J. B MARSDEN, M.A.. Rector of Tooting, _ _ _ vo., in Also, by the same Author, in one thick vol. 8' ,cloth lettered, Price 125.. CH.I3I.IiSttecTiRSES FOR THE FESTIVALS OF 'THE Collect i O R ENGLAND: [viz., those f which a wi t h Nolels:oovided in the Book of Common ctrn Praer. —2. The Succenss—s o l i al Tradition; Historical and compared Doctrinal of Ithe Gospel in the fiMisteunstur; icos;—.4. Grace in - IPt 3. The Title Theoto ., —a rs tis, Eze- y London: Hatn utonrAdams, and Co., Paternoster-row; liatchard and Son, Piccadilly. ........__ THE ATMospHERIC RAILWAY. IN THE BRITISH AND FOREIGN REVIEW, A No. S 3, just published, appe ars an A r ti c l e on t h e TMOSPHERI C RAILWAY, -containing a History of R e ßevie w I nvent i on, a detailed Examination of its Merits, and a eview (with copious extracts) of all the Reports, English th e Foreign, which h ave hi t h erto appeare d , together with 1. 1 , 1 e results o f E xperiments made on the Kingstown and "Jalkey Railway. London : R. and J. TAYLOR, Red Lion-court, rs Fleet ttreet ; Liverpool : G. and J. Ronm w so, and all Book selle THE RAILWAY CHRONICLE. THE First Number of the RAILWAY CHRONICLE A will appear on. SATURDAY NEXT, the p ost instant. 2, detailed Prospectus will be sent free, by ,to all ' 4 O furnish their address to the O ffi ce, 14, Wellington= et North, Strand, London. * * Order of any Newavendor: ORTANr TO FAMILIES, HOTELS, AND BOARDING SCHOOLS. WT -PRESSING FEATHERS BY HAND. VV DRESSING NOWLAND, 149 and 15], DALE.- 1812 411 LE ET near Byrom-street. Liverpool, established for p ")ntioues the good old process of Stoving Feat hers c anim ht Hours, by which means the effluvia and de str Z wkich causes them to smell, are effectually 13 —37o d ; they are then thrashed with flails, in canvas 0 , a, 7. 8 , till not a article of dust remains, and lastly, fanned ''l l ,.,arge veire P sereens. lar ge W ROOMS and FEATHER STORES, where a p i Stock of Feather Beds, Hair, Wool, Silk and Cotton Mattresses and Paillasses, and'an elegant assort -13_1,1: of Four_ pos i , tead s are constantly on Sale, Camp, French Stump, and Nursery /B. 4ellent R a bbi t Down Beds. L arge Fl o ck Beds, pakrvgreat assort m t of ready-made Bed Ticks, that ' e s nutY choose and see them filled. Mutat. PORTER WANTED, by a Wine and Spirit Merchant. He must be an experienced Bottler and Packer, and be able to give the most satisfactory:references for honesty and sobriety. It is particularly requested none others will apply. Apply to IFILER and Co., Back Goree. LIVERPOOL INFIRMARY. WANTED, an APOTHECARY to this Institution. He must be unmarried, and a Licentiate of Apo thecaries' Hall. Salary, £lOO per Annum, with Board, Washing, and Lodging. Testimonials of character and qualification to be sent to the Infirmary, on or before the Ist day of May next, ad dressed to EDWARD GIBBON, Esq., Chairman of the Committee. _ _ The Elebtion will take place on MONDAY, the 6th of May next, at Ten o'clock in the Forenoon, when the Can didates are expected to attend. TOWNSHIP OF EVERTON. _ _ DERSONS desirous of CARTING theSWEEPINGS, SCRAPINGS, and RUBBISH offtbe HIGHWAYS of the TOWNSHIP of EVERTON. for the ensuing year, ending 20th April, 1815, will be pleased to deliver in Tenders for the same at the Parish Office, Everton Vii lage, on or before FRIDAY EVENING, the 19th instant. Further particulars may be had by applying at the Parish Office any Morning from Nine to Twelve o'clock. W. SHAW, Surveyor of Highways. Parish Office, Everton, 11th April, 1844. eb t' tr , . BIRKENHEAD AND CLAUGHTON-CUM GRANGE. TO ROAD CONTRACTORS. PERSONS desirous of CONTRACTING f or MAK ING about THREE MILES of ROADS and DRAINS, in the NEW PARK now in progress, may see the Sections and Specifications on application at the Surveyor's Office, in the Park. Sealed Tenders to be sent to the General Superintendent, at the Town-hall, on or before WEDNESDAY, the Ist May next, addressed to the Improvement Committee, and marked " Tenders for Roads." JOSEPH MALLABY, Clerk to the Commissioners. Town-hall, Birkenhead,l2l h April, 1844. TO be LET, a good FAMILY HOUSE, with Grounds and Stabling attached, situated near Wallasey Church, with a fine Sea View, lately in the occupation of Thomas Murray, Esq., of Liverpool. Apply to J. A. MARSDEN, 1, Duke-street, or Marine Villa, New-road, Liscard. ALBION AUCTION-ROOMS. WEEKLY SALE OF FURNITURE. CARPETS, FLOOR CLOTHS, Bre. By Mr. GREEN, On THURSDAY next, the 18th instant, at Eleven o'clock precisely, at his Rooms, Market- s t ree t, Bi r k en h ea d , GENERAL Assortment of excellent modern HOUSEHOLD FURNITURE, Carpets, Floor cloths, &c., comprising Sets of Four-post, Tent, French, Nursery, and Press Bedsteads, Paillasses, Feather Beds and Bedding, handsome Mahogany Swing Cot, Sets of Mahogany Chairs, Easy Chairs, Sofas, Couches, Loo, Pembroke, and Dining Tables, Chiffonniers, in Rosewood and Mahogany, handsome Oak Secretaire and Bookcase, with Glazed Doors, Brussels and Kidderminster Carpets, Rugs and Druggets, Floor and Lobby Cloths, handsome Chimney and Dressing Glasses, Patent Water Filters, Eight-day and other Clocks, handsome Bronze and other Fenders and Fire-ironsavory-handled Knives and Forks, Chamber and Kitchen Candlesticks, and the usual Kitchen Requisites, also a quantity of Pickles and Sauces. The whole may be viewed on WEDNESDAY next, the 17th instant, and on the Morning of Sale, and Catalogues had. CHARLES PHILLIPS, Esquire, one of Her Ma jesty's Commissioners authorised to act under a fiat in bankruptcy, bearing date 'the 13th day of December, 1833, awarded and issued forth against SETH FLIT CROFT and THOMAS MUSGROVE, of Liverpool, ire the county of Lancaster, Grate-manufacturers, Iron founders, dealers, chapmen, .and copartners, will sit on the 19th day of April instant, at Twelve of the clock at Noon precisely, at the District Court of Bankruptcy, in Liverpool, in the county of Lancaster, in order to make a FINAL DIVIDEND of the estate and effects of the said bankrupts., when and where the creditors who have not already proved their debts are to come prepared to prove the same, or they will be excluded the benefit of the said dividend.; and all claims not then proved wEI be disallowed. LEATHER, Solicitor. SHREWSBURY AND GRAND JUNCTION RAILWAY. CAPITAL, £400,000. IN SHARES OF £5O. DEPOSIT, .E 5 PER SHARE. A PROSPECTUS of this undertaking (in pursuaoce of a resolution of a Special General Meeting of the Grand Junction Company, held on the 4th instant, to lease the 'line in perpetuity.at 4 per cent., with an equal division of all further profits) will shortly be published. A proportion of the Stock will be reserved for a limited time for Shrewsbury and the parties locally interested in the line -; and application for Shares generally may be made to Messrs. EASTHOPE and SoN . , Lot hbury, London ; HENRY TUDOR, Esq., Hatton-court, Threadneedle strect,!London ; or to the Secretary, at Liverpool. By order, MARK FULTISH, Secretary. THE EASTERN UNION RAILWAY. ANSWER TO AN ARTICLE IN THE IMPARTIAL - a RAIL WAY TIMES;" OF 6TII APRIL, 1544. OUR Readers will perceive that we have copied an article from the Railway Times, of Saturday last, having reference to the -Eastern Union Railway, as con trasted with the proposed East and West Suffolk Railway. We have preferred giving . the whole of this precious docu ment, containing, as it does, mis-statements and false reasoning in abuudance,.that we may show " how . plain a tale shall put him down." Let us premise, however, that in quoting the Railway Times our readers must bear in mind that they must con sider the parties speaking to be Messrs. J. Duncan, the Law Clerk of the Eastern Counties' Railway Company, and John Braithwaite,• their Engineer, these gentlemen having such a property •or connection with the Railway Times that it may be taken as their organ; they are also the active promoters of the East and West Suffolk Rail way. But let us analyse their attack upon the Eastern Union line, which they say is the most " absurd imaginable." Whence the absurdity? we would ask. The only differ ence between it and the original line of the Eastern Coun ties' Railway consists in taking rather a shorter line between Colchester and Ipswich, and avoiding the.most expensive and absurd works projected by the very gentle men who now call that an absurd line which unites the same two towns at much less than half the cost of their own bantling. We can imagine both lawyers and engineers thinking this a very absurd mode of proceeding, but the public will hardly sympathise with them. But, say these same absurdity-mongers, any goods or traffic on the Eastern Unicn line must come out of the pockets of the ship owners of Ipswich. How affectionately careful of the interests of the Ipswich shipowners, - for which we hope they willike duly grateful ; but it so happens that the good advice is grievously thrown away, for it appears that,the Provisional Directors of the Eastern Union line number amongst their most active men those who are most deeply interested in the Ipswich shipping, and who certainly re quire no assistance from either lawyers or engineers to teach them how to take care of their own interest. But then, says the article, the Directors do not intend to pro ceed a yard beyond Ipswich, hoping the Suffolk people will drag their carts and wagons to Ipswich from this time forth, &c. What may be the intention of the Directors we cannot say; but this we know, that if one thing be more generally desired by the inhabitants of this town than another, it is that the railway .should communicate with Bury St. Edmund's, which is manifestly for the in terest of both parties, should it be done; and knowing the respectability of the Directors of the Eastern Union line, we have no doubt'it will be accomplishee. Let us now examine the two lines as proposed. The East and West Suffolk is a perfect misnomer. The course is from Colchester to Hadleigh, and thence west ward to Bury St. Edmund's and Cambridge, with a branch to Ipswich, and this may be said to go from east to west in Suffolk ; but what accommodation does it afford to that which is truly the district named cast Suffolk— the important and populous towns of Woodbridge, Stow market, Needhammarket, Debenham, Stradbroke, Fram lingham, Saxmundham, Bungay, Harlestosk, Beccles, Halesworth, and a host of others. These are all to be taken of no account, from which we would almost infer that the writer of the article knows nothing of the county, did we not know also that other reasons exist for the state ment. The Eastern Unionline, on the other hand, takes a course that, whilst it does all that the other professes, adds much more by running through central Suffolk„ and gives facilities infinitely beyond the other to a very large population. It is true that the Bill now in Parliament embraces only the line from Colchester to Ipswich. We can readily imagine that the Directors of the Union Line considered it much better to apply for power for a portion of the whole line and complete that first, rather than to procure an Act for a long line and then stop short of half way. The writer has attempted a little bit of facetiousness in proposing to change the name of the Eastern Union to that of the Ipswich Selfish Railway. We would suggest to our Bury friends to call the East and West Suffolk the Duncan and Braithwaite Railway, because, if it is given up, there will not seem to be the abandonment of the public interest. It may not perhaps be known to the West Suffolk public that a few weeks since an offer was made by the same parties to support the Eastern Union, on condition that it took the old line of the Eastern Counties' Railway, as far as it ran towards Harwich, in which case Western Suffolk would have been told of the immense advantages of the Eastern Union over going by Hadleigh. The Directors, however, pre ferred an engineer who has executed large works within the estimates to one whose calculations have been so ex travagantly exceeded. The public ought to bear in mind that the cost of 51 miles to Colchester is nearly three mil lions, or about £60,000 per mile, whereas Mr. Locke's estimate for the Eastern Union is not a third of that sum. Our distant readers will be surprised to find a writer committing so great an absurdity as to state that the Eastern Union line runs by the side of the Orwell, when it is upon the map almost exactly at a right angle thereto —the meeting point' being Iplivici e „...—E ssex an d svfQlk Mercury, ilh April, 164,1, GLASGOW, DUMFRIES, AND CARLISLE RAILWAY. THE PROVISIONAL COMMITTEE be g to inti mate, that in consequence of the numerous applica tions for Shares, the whole of the Capital being now very nearly applied for, no applications will be received after FRIDAY, the 19th current. Immediately thereafter the Committee will proceed to allocate the Stock. By order of the Committee, WILLIAM LOGIE, Int. Secretary. 76, St. Vincent-street, Glasgow, April 10, 1844. PROSPECTUS OF THE GLASGOW, DUMFRIES, AND CARLISLE RAILWAY, VIA PAISLEY, JOHNSTONE, KILMARNOCK, AYR, CUMNOCK. SANQUHAR, DUMFRIES, AND ANNAN. CAPITAL £1,300,000; SHARES £25 EACH. DEPOSIT, £1 ss. No Subscriber liable beyond the amount of his Subscription. GOVERNOR. The Right Hon. the EARL of EGLINTON & WINTON. DEPUTY-GOVERNOR. The Right Hon. LORD JAMES H.C. STUART, M.P. PROVISIONAL COMMITTEE. JOHN LEADBETTER, ESQ., CHAIRMAN. THE RIGHT HON. THE EARL OF ORKNEY, SIR DAVID HUNTER BLAIR, of Blaorquhan, Bart. SIR C. G. STUART MENTEATH, of Closeburn, Bart. SIR JAMES CAMPBELL, Glasgow. JOHN LEARMONTH, Esq., Chairman of the Edin burgh and Glasgow Railway. GEORGE HUDSON, Esq., of York. THE PROVOST OF DUMFRIES. THE PROVOST OF PAISLEY. THE PROVOST OF AYR. THE PROVOST OF KILMARNOCK. THE PROVOST OF ANNAN. JAMES MONTEATH, Esq., of Stonebyres. JOHN HENDERSON, Esq., of Park. THOMAS D. DOUGLAS, sq. JOHN MILLER, Esq., of Muirshiels. JOHN WILSON, Esq., of Drindyvan, JOHN FLEMING, Esq., of Claremont. JAMES DOUGLAS, Esq., Glasgow. ARCHIBALD SMITH, Esq., Glasgow. ROBERT DYKES, Esq., Glasgow. WILLIAM BROOKS, Esq., Glasgow. ANDREW M'GEORGE, Esq., Glasgow. GEORGE STIRLING, Esq.. Glasgow. JOHN ROSS, Jun., Esq., Glasgow. ALEX. BROWN, Esq., Glasgow. ALEX. CHRISTIE, Esq., Muirkirk Iron Works. JAS. STUART MENTEATH, Jun., Esq., of Close- burn. MARMADUKE C. MAXWELL, Esq., of Terregles. Colonel FERRIER HAMILTON, of Cairnbill and Westport. WILLIAM M. ALEXANDER, Ef.q., of Southbar. C. D. GAIRDNER, Esq., Banker, Kilmarnock. JAMES DUNLOP, Esq., of Annan-hill. BANKERS. Glasgow. . . . UNION BANK OF SCOTLAND, AND WES- TERN BANK OF SCOTLAND. Edinburgh.. Do. Do. Do. Manchester.. Messrs. JONES, LOYD, and Co. London .... Messrs. GLYN, HALIFAX, and Co. Liverpool .. BANK OF LIVERPOOL. ENGINEER. JOHN MILLER, C. E., Edinburgh. SOLICITORS. Glasgow.. Messrs. BANNATYNES and KIRKWOOD, 16, Gordon-street. Glasgow. London .. Messrs. W. 0. and W. HUNT, 10, Whitehall, London. INTERIM SECRETARY. WILLIAM LOGIE, 76, St. Vincent-street, Glasgow. Applications for Shares may be made to WILLIAM LOGIE, 76, St. Vincent-street, the Interim Secretary ; or JAMES WATSON, Esq., Messrs. M'EvirAN and AULD, or Messrs. BUCHANAN and ArrKEN, Sharebrokers, in Glas gow ; to ROBERT ALLAN, Esq., or Messrs. PILLANS and HOME, Sharehrokers, Edinburgh; and to MATTHEW WOTHERSPOON, or SAMUEL WOODS, Jun., Sharebrokers, Liverpool. GLASGOW, DUMFRIES, AND CARLISLE AND CALEDONIAN RAILWAYS. THE LIVERPOOL STANDARD. TO THE EDITOR OF THE GLASGOW COURIER. SIR, The Friends of the CALEDONIAN RAIL WAY have been attempting to fix a charge of incon sistency against the Gentlemen of the county of Renfrew because three years ago they pronounced an opinion in favour of the Caledonian line as compared to the East Coast or North British Railway, the only other project then before the public, an opinion which was given on the ground of its being, of the two, the most beneficial fur Renfrevvshire, and the West of Scotland, and " to prevent the alternativeof haying the inferior line by the East Coast of Scotland substituted." Even " lovers of consistency" can hardly find fault with the same gentlemen still more strenuously advocating a line possessing the same advan ta,2_e with the Caledonian, of uniting the West of Scotland with England, and, in addition, passing through their own county. __ I take the liberty, for the special benefit of " A Lover of Consistency," to subjoin , a few extracts from a report addressed to the Directors of the Grand Junction Railway as to the best means of uniting London and Glasgow through Lancashire, and as the opinion there expressed on a direct comparison of the Beatock, or Caledonian, with the Dumfries line is most unqualified in favour of the Dumfries, and as, moreover, it proceeds from a gentleman whose capability to judge, and freedom from bias in its favour, cannot be called in question, being s i gne d by no other thanl Mr. Joseph Locke, Engineer of the Caledonian Railway, the testimony thus given is fully stronger in favour of its superiority than anything that has yet been adduced during the present controversy. I am, sir, your obedient servant, JUSTITIA. Glasgow, April 10, 1844. LONDON & GLASGOW RAILWAY, THROUGH LANCASHIRE. TO THE DIRECTORS OF THE GRAND JUNCTION RAILWAY COMPANY. pr [ e A st s on tl t i o e C fi a rs d t is p le a , rt it o is f u th n e ne r c e e p s o sa r r t y d t e o ta g il u s ot t e he it. l 3 ine from " The shortest and best road now existing between Carlisle and Glasgow is that traversed by the mail, and was, I believe, laid out by the late Mr. Telford. lat first directed my attention to this route, which, as far as Beatock Bridge, near Moffat, I found tolerably favourable. In proceeding farther, however, the valley for several miles rises very rapidly, until reaching the summit near Elvan foot, where it attains-the height of nearly 1,000 feet above the level of the sea, Beatock Bridge, which is only ten miles distant, being only 300 feet above the level of the sea: in ten miles, then, the rise is nearly 700 feet, which, supposing it to be uniform the whole way, would give an inclination of lin 75. Not wishing to recommend a line having such a plane as this, I was under the necessity of departing from the straight course which, in the former part of the line, I had preserved. In making this detour, however, a very considerable improvement in the levels is obtained, besides passing through a district decidedly more populous than assyother route that can be found. " This line will pass from Gretna, leaving Annan to the south-west to near Dumfries, where it will enter'the valley of the Nith, in which it will continue to Thornhill, San- Kirkconnel, to New Cumnock, a little beyond which is the summit level. It will then pass near to Old Cumnock, Mauchliue, and Kilmarnock, westward of Stewarton, and Dunlop, to near Bith, thence round by the banks of the Calder, near Lochwinnoch, to Johnstone, Paisley, and Glasgow. 'Of the advantage to all the towns in Scotland through or near to which this line will pass, no adequate idea can be -formed. They exist in the most favourable part of Scotland, requiring only a cheap means of transport to develope the many resources they possess. Several of these towns have already grown into some importance ; and itzhould be an object withthe proprietors of the soil, and with the manufacturers of the district, to encourage the formation of a road like the one proposed, so as to extend to them the benefits which it is capable of affording. (Signed) " JOSEPH LOCKE. "Liverpool, January 27. 1836." GREAT NORTHERN RAILWAY, FROM PERTH through STRATI-MORE to ABERDEEN, FORMING A CONTINUATION. OF THE CALEDONIAN Ab-§-6-61"-d§fi-CENTRAL RAILWAYS. --- THIS line will complete the great chain of central rail way communication between England and the north of Scotland. It will join the Scottish Central Railway at Perth, and will in this way connect the northern parte of Scotland in the most direct line with the south and west of Scotland, and with England by the Caledonian Railway. The whole traffic from Aberdeen, and from Inverness, and the whole northern counties towards England, and all parts of Scotland, must pass along this railway. By this line, the interruption, delay, and expense in curred in crossing two arms of the sea, will be avoided, and passengers will be more quickly, easily, and econo mically conveyed than by any other line which can be constructed. A considerable portion of this line was surveyed some time ago, and was found to be upon one uninterrupted level. _ _ _ The valley of Strathmore, through which a great portion of the line passes, is famed for its unsurpassed fertility, and is very populous. It is already the seat of important manufactures, which will be greatly extended, and is studded with towns and villages. The importance of Aberdeen az a seat of commerce and manufactures is well known. The railways from Arbroath to Forfar, and from Dun dee to Strathmore, by Newtyle, already constructed, will run into this line, and form feeders to it. It is proposed to invite the distinguished engineers, Messrs. LOCKE and ERRINGTON, to undertake the exe cution of the line. This will ensure the adoption of the line from the south to Aberdeen, best adapted to the in terests of the public. A Provisional. Committee is in course of formation, and will be immediately announced. It already includes many noblemen and other extensive proprietors and influential persons. It is believed there will be no dissent along the whole line. Till the report of Messrs. Locke and Errington is ob tained, the capit a l canno t be precisely fixed; b ut i t i s proposed that it be divided into shares of X,50 each, the parliamentary deposit of 10 per cent., or £5 per share, being payable on subscription. Applications for shares, or generally for information on the subject, may in the meantime be made to Messrs. HOPE and OLIPHANT, W. S., Edinburgh ; Messrs. CHRISTOPHER and JOHN KERR, writers, Dundee; Mr. LANG, Parliamentary Solicitor, 11, Park-street, West minster, London; or to the following Sharebrokers, viz., Messrs. FosrErt. and BRAITHWAITE, 64, Old Broad street, London ; Messrs. JOHN ROBERTSON and Co., 15, Royal Exchange, Edinburgh, and Mr. ROBT. ALLAN, 8, St. Andrew-square, Edinburgh; Mr. W. H. OLIPHANT, Perth; Mr. J. C. FOULDS, Glasgow; Messrs. FORSYTH and PRITCHARD, and Messrs. Too and ASHTON, Liver pool; and Mr. J. B. LOCKE, Manchester. EDINBURGH, LEITH, AND NEWHAVEN __ _ RAILWAY. THE Public are respectf u lly informed that the Books for Subscription for the preference SHARES in this undertaking, which bear an Interest of Five per Cent. over the old Stock, will be CLOSED on SATURDAY, the 20th instant. Further applications for these Shares will be received in Liverpool, by Mr. RICHARD DAWSON, No. 10, Ex change-alley. A. G. FIELD, Secretary. EDINBURGH AND NORTHERN RAILWAY, FROM EDINBURGH THROUGH FIFE, TO DUNDEE, WITH A JUNCTION LINE TO PERTH. CAPITAL £BOO,OOO, IN SHARES OF £25 EACH. PROVISIONAL COMMITTEE. JOHN GLADSTONE, Esq., of Fasque—Chairman. CAPTAIN WILLIAM RAMSAY, Deputy Chairman, resident at Edinburgh. The Lord Provost of the City of Edinburgh. The Lord Provost of the City of Aberdeen. The Provost of Arbroath. The Provost of Burntisland. The Provost of Cupar. The Provost of Dundee. The Provost of Kirkaldy. The Provost of Montrose. The Provost of St. Andrew's. The Chairman of the Chamber of Commerce, Edinburgh. Lord Frederick Hallyburton, M.P. for Forfarshire. Sir Adam Hay, of Haystone, Bart., Banker, Edinburgh. Sir James Forest, of Coniston, Bart. Sir David Brewster, of Allerly, K.H. John Elliot Drinkwater Bethune, Esq„ of Balfour. James H. Burnett, Esq., Moray-place, Edinburgh. Peter Cameron, Esq., Thomaston Mill, of Messrs. Ca meron and Co., General Carriers. W. F. Lindsay Carnegie, Esq., of Boysack, Chairman of the Arbroath and Forfar Railway Company. William Curr, Esq., Dundee, one of the Directors of the Dundee and Arbroath Railway Company. George Duncan, Esq., M.P. for Dundee. William Stark Dougall, Esq., of Scotscraig. Edward Ellice, Esq., M.P. for the East Fifeshire Burghs. Colonel Ferguson, of Raith, M.P. for the South Fifeshire Burghs. George Fyfe, Esq., Dundee, one of the Directors of the Dundee and Arbroath Railway Company. John Gibson, Jun., Esq., Charlotte-street, Edinburgh. David Greenhill, Esq., Grant Lodge, late Bombay Civil Service. Archibald Horne, Esq., one of the Directors of the Royal Bank. John Learmouth, Esq., of Dean, Chairman of the Edin burgh and Glasgow Railway Company. Donald Lindsay, Esq., one of the Directors of the Royal Bank. James M. Melville, Esq., George-street, Edinburgh. George Moon, Esq., Manufacturer, -Russell Mill. David Nairne, Esq., of Drumkilbo. Erskine Douglas Sandford, Esq., Chairman of the Edin burgh, Leith, and Newhaven Railway Company. Henry Stewart, Esq., of St. Fort. John Thompson, Esq., Cashier of the Royal Bank of Scotland. Alexander Thompson, Esq., of Whiterig. William Thorns, Esq., Banker, Dean of Guild and Dun dee. William Tullis, Esq., Auchmuty Mill. Patrick Wallace, Esq., St. Andrews. Robert Wiseman, Esq., Cupar-Fife. David Yool, Esq., Manufacturer, Blebo Mills. With power to add to their number. BANKERS. The Royal Bank of Scotland and Branches. The Union Bank of Scotland and Branches. Messrs. Coutts and Co. Sir Richard Carr Glynn and Co. }London. Sir Claude Scott, Bart. and Co. ENGINEERS. Messrs. Grainger and Miller, Edinburgh. SOLICITORS. Sir Charles Gordon and Co., Edinburgh. Messrs. Richardson and Connell, and Messrs. G. and T. W. Webster, London. - I A RAILWAY through the COUNTY of FIFE has b e e n very anxiously called for as an object of National as well as of great Local importance. The communication by this route is the mcst diaect to the North of Scotland. The City of EDINBURGH is at the one terminus, and the enterprising and rapidly increasing Town of DUNDEE is at the other; while the important City of PERTH presents a central point for ready communication with the North ern and Middle Di: tricts of the Country. A very careful Survey has been obtained of the line to Dundee; and three Engineers have concurred in opinion as to the direction of that Line. It commences at the Royal Burgh of Burntisland, in connection with the Low water Pier, now nearly completed there for the Burntis land and Granton Ferry. Large Iron Steamers are now being built for the Service of the Ferry, which are intend ed to pass every hour during the day from either side. From Burntisland - the Line proceeds by Kinghorn, Kirk- . aldy (wiOu a branch to the harbour of that town,) Dysart, New In'n, the County Town of Cupar, and Guard Bridge, to .Ferry•port-on-Craig and to Craighead opposite to Dundee, where a Floating Bridge is about to be made by the co-operation of Government. The Line to Perth is intended to diverge from the main trunk at a point north of the village of Kettle, and to pass by Collessie, Lin dores, Newburgh, and Abernethy, to the South Inch of Perth. The length from Burntisland to Craighead, including the Branch to Kirkaldy, will be 39 miles. The length of the. Junction Line from Kettle to Perth will be 17 miles, and from Burntisland to Perth 37 miles. The total length of the several Lines will be 56 miles. The Summit Level is only 273 feet above Burntisland Pier. The Gradients are favourable ; and there are no Engineering difficulties. The Line, whether considered with reference to its esti mated cost, its permanent working, or the great traffic it will command, is unquestionably the best which could be selected. By it the distance to Aberdeen, and to the principal towns on the East Coast of Scotland north of Dundee, is greatly shortened, as compared with any line of Railway which has ever been proposed. From Aber deento Edinburgh it is shortened 454 miles; from Perth to Edinburgh, 40-1 miles ; from Perth to London, 37 miles ; from Dundee to Edinburgh, 544 miles ; from Dundee to London, 54 miles ; and from Dundee to Glas gow, 5i miles. The time which will be occupied in tra velling from Perth to the centre of Edinburgh will be 2.1 hours ; and between Dundee and Edinburgh, including the Ferry and the Floating Bridge, it will be 2 hours. Railways are already formed, and others are in pro gress, at both termini. At the north there is th e R a il way from Dundee to Arbroath • and in further con ti nuat i on are the Lines to Forfar and to Newtyle. There is also the prospect of the Line being soon still further extended, in connection northwards, to Montrose, Brechin, Aber deen, and the other important towns in the same direc tion. At the Southern Terminus it will be connected at Granton Pier with the Edinburgh, Leith, and Granton Railway, which, being carried to the centre of the City of Edinburgh, there unites with both the Edinburgh and Glasgow and the North British Railways. By the former, continued by the Greenock and Ayr Lines, the communi cation will be extended directly to the great manufacturing City of Glasgow, and the other important Depots of Trade and Manufactures in the populous Counties of Lanark, Stirling, Dumbarton, Ayr, and Renfrew; and by the North British Railway from Edinburgh to Berwick, it will be in direct connection with the great Southern Lines on the East, and equally so with Lancashire and the south west of England, either by the proposed new Lines of Railway, or by those already formed. COST. Estimates of the Expense have been made with great care ; every item has been carefully considered ; and the Committee find that the Railway, with the Line to Perth, will be made, including every expense excepting Plant or Working Stock, at a cost below £800,000; but that sum has been fixed upon as the Capital, to cover all contingen cies. REVENUE. iThe Line passes through a country comprising within itself the three chief branches of Railway Revenue—a great Passenger Traffic—Goods manufactured and in the raw material—and Minerals. The estimated Traffic, without'', taking credit for several important articles, and after a most careful inquiry, shows a clear Revenue of upwards of £70,000, being nearly nine per cent. on the capital. The Population of the counties of Fife, Forfar, Edin burgh, and the part of Perth immediately connected with the Line, amounts to 605,251. The Counties connected with the Line, but not immediately adjoining, have a po pulation of 474,750—together 1,080,000. The Line passes through a country studded with Manufactories. It is distant not more than a few hundred yards from the nu merous mills on the Eden, and approaches many of the most important Manufactories on the river Leven—a stream which embraces a great number of works, and affords an ample and uniform supply of water power. The number and importance of the Manufactories of Dundee, the northern terminus, are well known. The traffic be tween Edinburgh and Dundee alone, by Leith and Gran ton, is very great, and continues to increase by additional means of transport being placed on the road. The Minerals consist of Coal, Lime, Freestone, and Iron-stone. The Line intersects the great east Coal-field of Fife to the extent of about eleven miles, and approaches .the extensive Coal-fields in the parish of Auchterderran, which are the most northern in Scotland. Limestone of the best quality is in great abundance in many places contiguous to the Line ; and rich black-band Ironstone abounds, and is wrought for export. As an Agricultural district, Fife, Forfar, and the ad joining counties are among the first in Scotland. Grain and Cattle are largely raised and very extensively supplied to the Southern Markets. The Line to Perth will be productive of great advantage to various interests. Passing through a rich mineral district, it will open an ample supply of Lime, and of cheap and excellent Coal, for that City and the surround ing country. It will secure a corresponding advantage to the Proprietors of thaife Coal-fields. The saying in the carriage of these articles, which are at present brought to Perth from a :great distance, will be very considerable. This source of traffic must at all times secure a large re venue. It is however to be understood that the final ar rangements of the details connected with the Perth Junc tion will be determined by the Shareholders. The Traffic has been subjected to a searching inquiry by a Committee, th e members of which are individuals of much experience, and chiefly connected with the Mercan tile and Manufacturing interest. Perhaps in no previous instance have greater facilities been available for obtaining complete information in regard to the existing traffic. I.—PASSENGER TRAFFIC. 1. The Committee estimate the number of Thorough Passengers now using the coaches to Dundee, at 30,576 annually, which being, as is usual, doubled, and allowing ss. for each passenger, gives.. £15.288 0 0 2. The number of Steam-boat Passengers between Edinburgh and Dundee, and to the towns beyond Dundee, who actually sailed from, or arrived at, Granton Pier, during 1843 (which is well known to hate been a very unfavourable year) was 44,346. Besides these, there were the numerous passengers who were landed at the intermediate ports. Credit may very safely be taken for 40,000 Passen gers of this class, which at an average of 4s. each, the present steam-boat fare gives 8,000 0 0 3. The Coach Traffic at present between Edinburgh and Perth is 20,160 yearly, which being doubled, at ss. eac*a. gives. 10,080 0 0 Sum expected from Thorough Pas sengers, using the Public Convey ances 4. The Coach Traffic between Edinburgh and St. An drews, is at present 6912 paz•sengers yearly, which, at 4s, each, and being dou bled, gives.. 5. The Local Passenger TrHffic on the line, at the lowest computation, gives.l7,l6B 0 0 19,933 0 0 Amount for Passengers To these should he added a considerable number of pas sengers who at present travel with post-horses. They will be greatly increased when the new Low-water Piers are opened ; but for these no credit is proposed to be here taken. 2.—GOODS TRAFFIC. I.—Parcels and for carrying the Mail, &c £2,000 0 0 2.—Goods from Shore to Shore, 40,000 tons, at 6s 3.—Goods from Perth to Burntisland, 20,000 tons, at 65...... • • 4.—Goods as Local Traffic, 32,000 tons, at an average of 2s. 9d. per ton s.—Farm produce, 15,000 tons, at 2s 6.—Minerals, viz., Coal, Limestone, and Iron stone, 170,000 tons, at an average of 2s. 6d. per ton .. 7.—Minerals on the Perth line, 50,000 tons, at 2s. per ton.. B.—Wood, 10,000 tons, at 25.. 9.—Materials for Buildings —Bricks, Tiles, Pave ment, Slates, &c..... 4,000 0 0 Io.—Carriages, and Horses, Cattle, and other Live Stock, on the lowest calculation 3,000 0 0 Amount for Goods Traffic 60,150 0 0 Total Traffic £113,451 0 0 From which deduct for Annual Expense of working the line, and for the Interest of the first cost of Plant 42,817 0 0 Leaves of Free Revenue.... £70,634 0 0 Being nearly Nine per Cent. on the Capital. In making the above estimate, it is to be observed that the average rate of fares for Passengers has bee.l taken under per mile; the Goods under 2d. per ton per mile, aad the Minerals at little more than lid. per ton per mile ; and no credit is taken for any increase in the amount of Goods at present carried. Keeping this re mark in view, and other important articles not stated, the Committee have every confidence that the estimate is be low the amount which will be realised. The principal Landed Proprietors on the line have sig nified their intention to support, or not to oppose the Bill; and the Committee have the satisfaction of being able to state, as regards the Capital required, that subscriptions to a large amount are promised as soon as the books are opened. The Standing Orders of the Houseof Commcns Provide that ten per cent. on the sums subselibed shall be depo sited before a Railway Bill can be read a second time, and a deposit to that amount will therefore be required before applying to Parliament. A deposit of 10s. per share to be paid as the Shares are awarded. The amount of the calls to be payable at such time as the Committee may direct. The Shares of parties failing to pay the Calls, when re quired, will be forfeited, along with any sums which they may have previously paid. No Subscriber will be liable beyond the amount he has subscribed. The Act will provide, that not more than £2 10s. per Share will be called fur at any one time ; and that there shall be an interval not less than three months between the Calls. After the Act is obtained, four per cent. interest will be allowed upon the Calls from the date of payment until the Line is opened for traffic. If the Act is not obtained, the payments, deducting expenses, will be returned. Edinburgh, 6th April, 1844. Books to receive the subscriptions of those who propose to be Shareholders will be found at the following places, where copies of the Prospectus may be obtained. London .. Messrs. Coutts and Co., Bankers. Sir Richard Carr Glyn and Co.. Bankers. Sir Claude Scott and Co. Bankers. Messrs. Johnston, Longdon, and Co., Bro kers, Token House Yard. Messrs. Capel and Co., Brokers, Popes head-alley. LIVERPOOL.. Messrs. Moss and Co., Bankers. Messrs. D. and J. B. Neilson, Brokers. Manchester. John Duncaft, Esq., Broker. Leeds .. Messrs. R. B. Watson and Co., Brokers. Derby ...... Messrs. Thomas Earp and Son, Brokers. Newcastle .. Jonathan Drury, Esq., Broker. Edinburgh .. The Royal Bank of Scotland. The Union Bank olScotland. Albert Cay, SharebrOker, 99, George-street. Pillans and Home, Sharebrokers, 68, Prince's-street. Glasgow The Royal Bank of Scotland. The Union Bank of Scotland. James Watson, Sharebroker. Buchanan and Co., Sharebrokers. Duncan and Hutchison, Sharebrokers. Dundee.. The Western Bank of Scotland. Shiell and Small. D. B. Niven, Sharebroker. J. Sturrock, Sharebroker. Cupar-Pjfe . Carstairs, M`Glashan, and Doug 7 as. Perth .. Duncan and M'Lean. Gray and Jameson. Montrose Messrs. Lindsay and Walker, Bankers. Aberdeen.. William Gordon, Sharebroker. Oswald, George, and Co., Sharebrokers. Those who may not find it convenient to enter their subscriptions at any of these places, may transmit their applications to any of the Bankers or Brokers ; to the Provisional Committee, at 7, Darnaway-street, Edin burgh ; or to the Solicitors in Edinburgh or London, in the form annexed : To THE PROVISIONAL COMMITTEE OF THE EDINBURGH AND NORTHERN RAILWAY. GENTLEMEN, I request that you will allot to me Shares, of £25 each, in the proposed Edinburgh and Northern Railway, on the terms and conditions of the Prospectus. I shall pay the deposit, and sign the neces sary deeds when required. Dated at the day of IS4I. Name. Residence, Trade or Profession, CALEDONIAN RAILWAY. TO TILE SECRETARY TO THE GLASGOW, DUMFRIES, AND CARLISLE RAILWAY. SIR, lOBSERVED that the Provisional Committee of the Caledonian Railway stated in their letter to your Chairman, that it was not their intention to notice further attacks from the promoters of the Glasgow, Dumfries, and Carlisle Railway. How far a knowledge of this in tention may have induced you to put forth a statement of such a nature as that which has appeared in the papers of this week, 1 know not ; but as I, and doubtless many others, deem it calculated to mislead the public. I must beg your indulgence, if I endeavour, as shortly as possi ble, to set them right in the matter. With regard to what you are pleased to call the satis factory reply of your Chairman, as far as I can see, that Gentleman simply disclaims .being a party to any crusade against the Caledonian Railway, and declines responsibi lity for the statements of others, leaving them to get out of the scrape the best way they can. The reply of Mr. Watson seems to me to be but little more " satisfactory" than that of your Chairman. It is not of great moment at what precise time the parties to whom he alludes did subscribe. The sum and substance of the matter is, that two or three names only, I believe, have been withdrawn from the Provisional Committee of the Caledonian Rail way, and the remainder of the " formidable array of names" stands as originally put forth, with numerous in fluential additions. I do not know whether it was Mr. Watson, or some one else, who stated that he was stay gered when be saw the formidable array of names ; but it seems to me a doubtful matter, whether the withdrawal of two or three names from the formidable array will ena ble him to recover his equilibrium. It cannot but have struck the public as a conclusive answer to the statements respecting the gentlemen com posing the Committee of the Caledonian, published by you and others, that not one of thcse gentlemen has come forward to contradict the statements in the letter of the Committee, signed by their Secretary, and to stepper! your random assertions. This being the case, it is quite ludicrous to see you and others, who state what you wish were the case, endea vouring to induce the public to give credit to your state ments, against authorized contradictions of them. To enable you to understand how the whole of the North of Scotland will be benefited by the Caledonian Railway, it is only necessary to state, that by that line the communication with England will be shorter, Quicker, and cheaper. than by any other line; and that from Edin burgh and the North-East of Scotland there will be a saving of upwards of seventy miles in distance, and from Glasgow and the West, of upwards of twenty miles to the West of England, with which Scotland has most commu nication. Since you are pleased by an " ingenious plan" of your own to make out a statement of population in favour of the line by Dumfries, perhaps your "ingenuity" will ena ble you to inform the public, how you have contrived to omit, from the population on the Caledonian line, the pa rishes of Lanark, Carluke, and •Carstairs, containing a population of upwards of 12,000, and the whole of the parishes on the line to Edinburgh, as well as those of Dumfries, Tinwald, Kirkmichael, and Lochmaben, through w hi c h the Dumfries Branch would pass; and, moreover, how, while you abstain in the case of the Ca ledonian line, from taking any account of the parishes near to which the line ?Josses, you have contrived to in troduce in favour of the Dumfries line the population of Greenock, Port-Glasgow, &c..--places which would be at least fourteen miles nearer to England by the Caledonian than by the Dumfries Railway, With regard to these somewhat important omissions. although I may be disposed to believe that you have done so from carelessness, others may be less charitable. To quote from a no less celebrated author than yourself, I may say that " I wish to ovoid all expressions of an offen sive nature, btit must beg of you to recollect, that if you are not more accurate in future in quoting from public documents, you, and the Committee of your Company who sanction these misquotations, cannot escape the im putation of attempting to mislead the public." You will search in vain, I believe, in the Government Commissioners' Report fqkany decision to the effect that the making of the t lifftrs, namely, that by Dumfries, and also that by Newcastle, would be better for the country than the Caledonian line. Now, let me ask you, could the country generally be benefitted by a Railway system, by which it is proposed to send the traffic between Edinburgh and the east of Scotland upwards of 70 miles, and that from the great commercial city of Glasgow, upwards of 20 miles out of their way to the west of England? On the subject of &stances and gradients, a few words may not be thrown away upon you. Various statements have been put forth by parties unfriendly to the Caledo nian Railway, with a view to lead the public to the con clusion that the gradients to be obtained were of a nature unheard-of in Railway making. You and your party argue against the gradients of the Caledonian Railway, and yet one of your Committee stated at Dumfries that you could do nothing without a Railway carried from Lancaster and Carlisle through Shap Fells ; a line of which the gradients are steeper than on the Caledonian line. On many of the English lines now in successful operation, there are gra dients as steep or steeper than those proposed on the Ca ledian—such as the Liverpool and Manchester, Birming ham and Glo'ster, North Union ; and even your favourite North British line, if executed, must be added to these. Nor do we find that the average speed on these lines is materially less than on the more level lines. The Edin burgh and Glasgow is one of the most level lines in this country ; yet the speed of the fast trains is only 23 miles an hour. You state that going round a steep hill is easier than going over it—this language seems to me somewhat vague, for you do not enlighten us by stating bow far we should be justified in going round to avoid a hill of a given steepness. I presume you mean we should go round by Kilmarnock and Dumfries, whatever be the distance ; but why not carry out your own principle, and state, that to avoid the summit of the Dumfries line, the ibhabitants of Glasgow should, on their way to Lancashire, adopt the more level route by Edinburgh, Newcastle, and Carlisle. Finally, with regard to your grand climax of what you call the objects of parties," which being rendered into the vernacular means, I presume, motives, I can see nothing in the letter of the Provisional Committee of the Caledonian Railway, showing that they wish to mislead the public into the belief that the Directors of the Eng lish Lines, whose names appear in the list of the Provi sional Committee, are influenced solely by public motives. But you may very safely conclude, from seeing their names in the said list, that they are quite satisfied that the Caledonian Railway will send far more traffic to their lines than will the Dumfries line, or any other and if, as you seem to hint, they are sufficiently awake to their own interest, the legitimate inference is that the Caledonian Railway will accommodate a greater proportion. of the travelling public than either or both of its rivals. I remain, Sir, your most obedient servant, A FRIEND OF THE PUBLIC. G'asgow, sth April, 1844. NOTICE TO JOURNEYMEN SHIPWRIGHTS. AT a MEETING of the SHIP-BUILDERS' ASSO CIATION, held on WEDNESDAY, the 10th instant, to take into consideration the numerous and repeated complaints which have born made from time to time by Ship-Owners, of the present high rate of Wages in this Port. After having taken into consideration the great Reduction which has taken place in the necessaries of life, since January, 1839, at which time, in consequence of the high price of Provisions, the Wages were raised to the present rate; and, considering the ruinously depressed state of the Shipping Interest, it was unanimously agreed, that from and after the 13th day of May next, the Rate of Wages shall be REDUCED to FOUR SHILLINGS and SIX-PENCE per Man per Day, the overtime ; &c. to be paid in the proportion observed when the Wages were before at the same rate. (Signed,) THOS. WILSON, Chairman. P. CATO, Secretary. Liverpool, April 13th, 1844. ' THE ALARMING EXPLOSION OF GAS IN A HOUSE IN ISLINGTON. — We furnished in our last, and we believe exclusively, an account of the gas explosion in the house of Mr. Holden, which took place a few hours before our going to press. The Courier quotes our whole paragraph, and, after correcting some assumed inaccuracies, states— " It has been ascertained since the explosion, that the house in which it occurred had been entered by thieves, the bells and a portion of the water and gas-pipes baring been wrenched off and taken away, and a lead pump taken down preparatory to its removal ; and as the concussion took place about a quarter-past seven, it is supposed it originated with the depredators having obtained a light, the better to enable them to carry on their proceedings— a half-burnt lucifer match and a piece of burnt paper having been found on one of the chimney-pieces. It may be right to mention, that when the former tenant left the house, the gas was regularly turned off by the Gas Com pany, as is usual in such cases." The Courier states that our account was " inaccurate in some particulars," yet, strange to say, in correcting us " by request," does no thing more than recapitulate all that we stated, to the letter, with the exception of stating that Mr. Molyneux, on going to the Gas-office, was told that he might have a man that night, but that as be (Mr. M.) " had deter mined to turn the gas off for the night, he considered it unnecessary till morning for a man to be sent up." All we can say is, that our reporter derived his information on this point from Mr. Molyneux and his lady, in person, in their own lobby, and noted it down in their presence at the moment; and he must have therefore strangely mistaken Mr. M. The thing is the more inexplicable when it is considered that Mr. M. went down to the office expressly at that early hour of the evening, yet returned immediately, and had just prepared to go to bed ten mi nutes after, when the explo s i on t oo k p l ace ,—h e having, it is stated, determined to turn the gas off for the night. What need had he to go to the office that night, if he did not care about the matter being looked to till morning ? We never accused the Gas Company of negligence at all, but we see in " the correction" (as the matter did not at all impugn Mr. Molyneux) an attempt to meet a supposed or imputed neglect, on our part, of the Gas Company; and this is confirmed by the gratuitous finale of the Cou rier, that " when the former tenant left the house, the gas was regularly turned off by the Gas C om p any , as i s i usual n such cases"—a regularity of which we never be fore heard, and which induces us to inquire whether the Gas Company had an outside gas-tap or valve to the house, to turn it off irrespective of the wish of those within. The fact is, our whole account was substanthlly correct, in conjunction with these " corrections " ; and we rather opine, that when the Gas Company learnt that there was a strong smell of gas in the house, t was their duty to send up a man immediately to arrest the further escape of so inflammable a matter. If they were as punc tual in turning off their gas, so that it might not enter an uninhabited house, as they are in demanding their rates, the explosion would probably not have taken place. There is one correction, however, of our contemporary, to which we submissively bow, in deference to his superior gram matical taste and accuracy. TVe said that about three o'clock no smell of gas could be perceived. He sets us right by stating that " at th a t ti me no effluvia Was ap parent "—in obedience to the laws of Lindley Murray, or rather of those laid down in Ruddimae's Rudiments of the Latin Language, of which he affects to have a smattering ! The Journal of Saturday states of this ex plosion :—" As no one was hurt by the explosion, it is certain that it took place after the departure of the thieves ; and the gas-men are of opinion that the ignition may have taken place from a lighted cigar outside. That the thieves had departed. may be further inferred from the fact, that a gentleman residing next door was alarmed at an early hour by a strong escape of gas." RATTAN, THE DERBY FAVOURITE. —As may be sup posed, I was extremely anxious to see Rattan, the pre sent favourite of the coming Derby.. Every one knows that this valuable colt is the property of Mr. Crockford, and that be is trained by one of the most skilful profes sors of the time, Mr. Joseph Rogers. Rattan is a nice wiry animal, with a pedigree good enough to run any-- thing. Some fastidious writers have thought fit to pro nounce him " leggy," and " not at all a Derby horse ; " my Opinion is very different. It is true that he is not so powerful as a Plenepotentiary or a Bay Middleton; but many a horse of less substance, and without a tithe of his character for speed and stoutness, have carried off the Derby easily ; need I allude to Frederick, in 1829, to Spaniel, in 1831, and Little Wonder, in 1840. Rattan, without doubt was the best two-year old performer of last season, and he won hi s t wo engagemen t s so eas i ly that i t isimpossible to say how greatly superior he was to the fields he met—and they were large fields of good horses. I do not fancy him much grown since I saw him "pull up" in the Houghton Meeting, but he unquestionably is im proved in the muscular department, and his action is straight and good—just such as I prefer to mount the tiring hill at Epsom. In health Rattan looked blooming and well. Pineapple, his " leader, " also looked well and went in good style. It is said that be is to go for the Craven Stakes.—Sporting Review for April. woo. .......,..... . .....--........ clock Lithe., and cons' gingsf tidies, Sofa , tcheu Cata' ;EEI47 'dock OLD iecest Sets ablest wers, dder- t and lan°' c c e rs, roilet other jg ueS , 011 clock font? sSE ttaq hiri3r hiS :c. ;lock (b) P re" 5 , or )001. 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