Northern Times.
Liverpool, Merseyside, England, 1857-08-20 00:00:00

FROM LIVERPOOL 10 HAVRE DIRECT.

BRITBIL EN...... —Monday, Aug. 24, at l pan.
ar. Shippersmus tdeacribe lutheirShippit4 Noteallecontentsot
their Packages.
For particulars apply, in Havre or Paris, to Dcnald Currie;
in London, to .1. B. F00rd,52, Old Broad-street ;in Glasgow, to cr.
and J. Burns,9, Bnchanan-street; in Manchester,toJohn Walker.
77A, Alarket-street; or here to

BURNS & MAC IVER, 10, Water-street.

rotianti.

STEAM COMMUNICATION BETWEEN LIVERPOOL AND

GLASGOW.

Unless prevented by any unforeseen occurrence, the under-noted
or other steamer, are intended to sail (with or w.thout Pilots),
between Liverpool and Glasgow, with good, and passengers, as.
under:— _ _

PANTHER (new steame.)......Capt. HUMS
* ."\LEOPARD (now l)uildlng) ....Capt. MAIM
PROM CLARENCE DOCK.
4:4-7

August

PANTHER
P:\NTHEa .. Tuesday
PAN tH ER .... Saturday 29 ....at 4 afteraooa
S3pt.

PANTHER Thursday .... 3 ....at .121 afternoon-
PANTHER Tuesday
PANTHER Saturday.— —l2 ....at 4 aftern,on_
PANTHER ...... ... Thursday .... 17 ....at •12 afternoon.
PANTHER .. Tuesday...—. 22 ....at 12 noon
PANTHER ... .. Saturday 0 ....at 2 afternoon

From Clarence.Pierhead on days marked thus e

N.B.—Goods for shipment on days marked *must be alongside tho
vessel three hours, and on other days one hour before appointed-
sailing time.
Freight for btx andhale goods,2os Merton of 20 cwt. Goods
from Manchester and the manufacturing dstricts, when consigned
to the care of the Company's Agents. 15s per ton. FAUSS—Cabin
(Including Steward's Fee ) , 15s; Steerage, 6s. Servants in Cabin-,
full fare.
Apply to GEORGE & JAMES BURNS, 9 , Buchanan-street,
Glasgow, ALEX. LITULLOCII, Excise-buildings, Greenock.
JCHN WALKER,77A, Marbet-street, Manchester ;or here to
C. MAC IVER & CO.. 18. Water-street.

,VERPOOL TRADERS,
and Renfrew.
r schooners

GLASGOW, GRE ENOCK, AND LI
Taking bloods for Bowling
The clipper
Tons. Tons.
GIPSY QUEEN.... 260 GIPSY ..248
GIPSY KING 253 GItIMALDI 219
J VIRAGO (ne,v) ....2EO PORTLAND 151
ANNA DIXON ....217 I VIXEN SS9
Warehouses and V. harf,north side Canning Baton.
AGRNTS—Lewis Potter an,: Co., 28, St. Enech equare, G:asgow;
William Lindsay and Co., Excise buildings, Greenock.
J. W. FAIRCLOUGB & CO.,
4, Tower buildings West, Liverpool.

GLASGOW. GREENOCK, AND LIVERPOOL
REGULAR TRADERS,
Tarhg Goods to BOWLING and Bamrsaw.
ONYX.... 250 tons OP L ..220 toms.
8 A PPIIIRE .... —230 „ TOPAZ
MERSEY .220 „ GARNET........ 200 „
DIAMOND. 220 tons.
1/ars or Sanwa—TUESDAY, THURSDAY, and SATURDAY.
Wharf West Side Ca, ning Dock.
Apply to 111'Arthur Brothars, Oswald-street, Glasgow; Archibald.
M'E.enzie, West Quay, Greenock; or to
bI'ARTHUti, and HOGARTH.
Columbia-Buildings, Brunswick- Street, Liverpool.

STETALIIVI C OMNI UNIC ATION BETWEEN
fiEsßtPcOlaOssLpoAwlTrfuGl:_tAeaSinGOsi‘iTp.
gl, PRINCESS ROYAL Captain 1%1•Cla sans.
Unless prevented by any unforeseen occurrence, the undernoted
or other steamer is intended to sail (with or without pilots) be.
tween Liverpool and Glasgow, with goods and passengers, as under:
FROM CLARENCE DOCK, LIVERPOOL.
August
PRINCESS .... Saturday.... 22.... at 12 o'clock. nc on
PRINCESS ....Thursday 27..... at 3 o'clock, afternoon
PRINCESS • Tuesday .. Aug 1. at 8 o'clock, evening
From Civence Pierhead on days marked thus *
N.B.—Goods for shipment on days marked *must be alongside
the vesselTluee Hours, and on other days One Hour, before time t
Fares:—Cabin,lncluding Steward's Fee, 154 ; Steerage, 6s.
Servants in Cahln,Full Fare.
JOHN MACIIII' LAN, I, inrila-buildings, water-street.

Edc of atm.

ISLE OF MAN.

LIVERPOOL AND DOUGLAS.
DAILY (SUNDAYS EXCEPTED).
The Isle of Man Company's large and powerful Royal Mail Steam-
ship TYNWALD, MONA'S QUEEN, or other of their first-class
Steamers, is appointed to leave PRINCE'S PI ERHEAD, i.IVIsRPOOL,
for DOUG AS, every Morning at Eleven o'clock ; also an extra strainer
every Monday, at or after Two o'clock in tree afternoon ;ant every
eaturday, at or after Four o'clock in the afternoon, with Pas-
songs, s only ; and from Douglas for Liverpool. every Morning at Nina
o'clock (Greenwich time), except Monday, at Si o'clock in the Morn-
ing, and Six o'clock in the Evening ; Saturday, at Eight o'clock
in the Morning, and Six o'clock in the Evening; with Her Majesty's
Mails and Passengers.
Cargo conveyed from Liverpool, by the King Orry steamer, every
TMhounrdbadya,y7aendd. essadtauyidag Flhaidylny g
:ittendietrpoomrtD,boigtastheevetrimy
eTuofesdhigay;
Water, p m.
Fasts.—.aloon Cabin and Fees, 65.; Fore Cabin, 3s. Half Fara
nlrT,e4az F.ELE Ts, available orrla4rdeays.—Saloon Cabin and Fees, gs;
Rb'ertivaTtsicFkuefltls from Douglas are issued at the Office
undero
RreE rc
cal
.41:
only, and cannot be obt..ined on board the Steamers.

AGENTS.
LIVERPOOL. • THOS. ORFORD, 32 (late 24), James-stred.
Manchester John Walker, 77A, Market-street.
Douglas Edward Moore.

CLOTHING MADE Wl:4 GREAT TASTE,
At LEWIS & CO4IIP.P:pS, Ranela2.h street.

THE NEWRY AND ARMAGH RAILWAY

PROJ EC P.

A. few days ago a meeting was held at the. Clarendon
. 'Rooms, for the purpose of promoting this proposed under.
taking. Alluding to the matter, our cotee,..porary, the
Bella:4 Daily Mercury, makes the following sting;ng re-
marks upon the London management o the Newry.
railway :

" The Bill for the construction of a Lies of Railway from
Gorah to Armagh, having pass-A the Commons and Lartis,
now awaits the Boval Assent, but it appear-3 that the principal
promoters of the Biil are averse to proceeding further with it.:
unless they are indemnified to the extent of the interest flier
have in the project. The position in which the matter at
present stands is this :—The Standing-Orders of Parliament
require that, before proceeding with• a Railway Bill, three
fourths of the capital must he ,subscribed, and a deposit ofcl.o
per cent, lodged, in order to give some security that the
parties are in earnest in promoting the Bill. The ComMittee
on the Bill has also the power to im,ocund this dep4sit as an
additional security, but the promoters can withdraw it, • on
entering into a bond to r, pay it, incase the Railway should not
i►e constructed. Now, in the case of the Newry and Armagh
Bill, three-four.hs of the capital wus not subscribed i6-nc4:l"ide
According to the first sub.,crip ion contract, which is the only
0110 we have seen, the subscription stood thus :
• Cap'tal.
£‘24,181)
110,000

Subscribed bona fide,
Fictitious, .

Deposit:
£2;418
11,000

Total, . . . . • £l--1,180 £13;418
There was a supplemental contract, however, which we
lave not seen, but we believe that it contained been fide
subscriptions for some 7,000 sharer out of the 18,000 of which
the new Company is to consist. The London Directors who
did not sub tribe bona fide, but only for the purpose of a
fictitious compliance with Standing Orders, are now alarmed
-at the impounding of the deposit. The men who ere placed, in
ouch an unp'easant predicament ere—
Charles H. Lattimore, who signed for L'563;000
James And roan, s, 71 2;000
John R. Burbridge, „ „ 2,8,000
Wan B. Heaeon, 20,000
Wm. Lewis, 19 VI 10,000
And we believe that Mr. ;fames S erling. of the ,U'eter
Carrying Company, subsequently signed for 510,000. Thus,
the subscription contract was prepared for compliance with
Standing Orders. The next thing to be done was to gee the
money to lodge as a deposit. The sum of £13,500 was not-
exactly an amount that any of the-above parties would severally
or eollect'•vely find it very convenient to part with, even at an
exorbitantly high rate of interest. The matter, therefore, was
arranged through the Union Barth of London, and the%se,bs:soo
lodged as a deposit. That sum is now to the credit of the
Accountant-General—it has been ordered to be impounded
by the Committee, as a security that the line for which the
Bill was sought will be made, and hence the alarm of those
gentlemen, who never imagined they would be placed in such
a dilemma. Such are the circumstances under which an
appeal is now made to the parties interested in having a line of
Railway from Newry to Armagh direct—the threat is held out
to them that, it they do not subscribe for the shares so as to
relieve Lattimore, Anderton, Rerbridge, Heaton, and Co ,
from the liabilities they have incurred, and in which they will
be legally involved, should the Bill receive the Royal Assent,
they will stay its progress—abandon it altogether. 'Under
such a threat they now appeal to the Irish subscribers to
double their subscriptions, and use all their influence to get,
the necessary shares taken up. We must say that, on the
face of it, this whole mater wears a very suspicious aspect.
Knowing.as we do, the history of those gentlemen in connexion
with public companies, it causes no surprise that they should
now turn .round in so short and sharp a manner on the bona
Ade subscribers to the Company, and endeavour to extort from
their fears what they failed to obtain from their calm apprecia-
tion of the undertaking as calculated to prove a remunerative
speculation. On a fotreer occasion, we warned the Irish
subscribers against those London gentry, as parties in whose
management no confidence whatever could he safely reposed.
Their single•ohject is to sell their interest in the old Newry
and Enniskillen Company, with its four miles of railway,
which, under exeellent London management, has cost some
£36,000 a mile—this alone is their object, and, in furtherance
of it, they are quite willing to sell the interests of all concerned
in the direct line to Armagh, if by so doing they can obtain a
better bargainefor themselves. The characterless and scandal-
ous jobbers, who originally usurped the management of the
Newry and Enniskillen Company, not only ruined it, and
sacrificed every:. Irish interest, hut they did more, they deprived
the promoters of the original project df the most remunerative
portion of their.undertaking—the extension from Armagh to
Enniskillen. They lend no wish to mike the line ; all they
desired was to .job and defraud, and certainly they succeeded
to a very lamentable extent. Flom first to last, the Company
has bee❑ swindled and mismanaged on all hands, and all the
interests connected with it have been betrayed. What we
would, therefore, impress on the Irish subscribers is this—
have nothing further to do with London management. If
the parties locally interested are determined to construct a line
from Gorah to Armagh, why let them enter Leo the
speculation with their eyes open, and carry it out like
men having an ordinary regard for their own interests.
There is no use in talking sentimental trashery on such a sub-
ject. The remunerative character of the speculation is a
matter about which no second opinion that is worth listening
to can exist. Bat, with all the difficulties, engineering and
financial, before them, if they determine to undertake the pro-
ject, and carry it out, we do not see that either the Ulster
Company or the Junction can reasonably object—certaiuly, ss
regards ruinous competitio'n, or anything approaching thereto,
the Ulster C .mpeny has no very serious grounds for appre-
hension. Wiih respect to the Junction Company, the case
is very different. The Directors of that Company have pur-
sued such a short-sighted and vexatious policy, that the com-
petition with which they are now threatened may be fairly
-enough said to be of their own creating. Some years ago the y
-had an opportunity of purchasing the line .from Newry to
;Comb indeed, we understand that, since the Newry and
Armagh Bill has been before Parliament, the offer to sell was
-again made to them—but they had not the sense to understand
how essential it was to tile interests of their shareheiders that
they should secure it, and theta effectually guard ag inst ail
competition. Their policy has been to mike little of Newry
—to disregard its wants and its interests; and the cmse-
(peaces of their blind neglect will now be visited on their
Shareholders. Had there been men among the Directors with
comprehensiveness of mind sufficient to understand the per-
manent interests of their Company. they would have, even at a
sacrifice, purchased the line from Newry to Gorall, and taken
active and liberal measures to develops fairly the Newry
traffic—they would have laid down their own railway to Poi ta-
downewith a double line of rails, and, in conjunction with the
Ulster Company, adopted every legitimate means to accom-
modate and develope the traffic between Newry and
Armagh. Had such a policy been acted on, there is little pre-
bability, we would ever have heard a word about the formation of
a Company to construct a direct line between Gorala and
Armagh. The policy that was pursued was not only unjust to
Newry, but injurious to the interests of the Junction Com-
pany. hey expended some thousands in erecing the main
line station, and their excuse for this piece of ex'ravagant folly
is, that they did so at the solicitation of certain parties in
Newry. But, even if correct, such an excuse must go for
.nothing. The Directors should have been capable of under-
standing their own position, and the interests of their Com-
pany—they should have had comprehension enough to resist
all importunities to commit such a blunder ; and it is perfectly
obvious that, had they consulted the true interests of Newry,
and, of their own Shareholders, such a station never would
have been erected. It is cot probable, however, that they
will gain much practical wisdom at the eleventh hour. Not
many days ago, we believe they could still have purchased the
line from Newry to Gerali—a line avhish, to them, would he
worth double what it is to any one else—and their neglect in
doing so constitutes a blunder they will never he able to
retrieve. We have only ono word of advice to give the
subscribers to the new temp any. If they obtain their Act,

and are determined to ply,up the capital necessary to eonstruct
their line, with their eyes open as to its character, why, then,
let them take the management of the Company into their own
hands? heave th 3 London gents overboard altogether —have
nothing whatever to do with them. Remove the seat of the
" Direction to Newry, and elect resident Directors, so that the
Shareholders may have at least the satisfaction of expending
their own money."

LIGHT GOLD CAIN.--There- has been published a return
by the Bank of England of light gold coin withdrawn
year by year from circulation from May, 1842, to Dec.,
1856; together with its value, at 31. 17s. 10i I. per ounce.
The total tkurah4?.r of ounces withdrawn during that periol
is 5,274,500,510, the greatest quantity occuring in the
first three years, when the respective amounts werc.
2,067,106,542, 657,436 646, and 851,:38,979. The total
value during the whole Period is 20,537,586/. 7s. 21. •
FIGHTING BP PORE DFint private Icier states :
" On the ce lterary of Plus', the Delhi mutineers had
given out that they would fight all day, and they literally
did so ; they came out at 6 a.m., and fought W 1 7 p.m ,
leaving between 400 and 500 dead. We lost thirty killed
and eighty wounded. They have upwards of fifty guns of
Large calibre in position, and lire them with the gretPst
precision. It is believed by the authorities at• Delhi, that
the mutineers muster 25,0 W. Our Europeans, up to the
23rd of Jane, were little above 1,500. but. by the 28th they
would amount to about 5 000, and with them Barnard
hoped is do it handsomely ; but we are still without news
beyond the 27th. Almost all the Dtwks, except to Lahore,
are cut off, and there have been no telegraphs ft r a long
while. All the signallers were murdered at lado-e, and
that old faggot, Baiza-Chaee, is at the boron' of the
Gwalior revolt, and she has been trying hard to incite the
Kolopoor and Satara per ple and the Deckan Sirda s She
• supposed to be worth two millions sterling, gad in be
sending bet money in every direction."