The Sun.
London, England, 1852-09-08 00:00:00

RAILWAY INTELLIGENCE.
SOUTH-EASTERN.

adventure and speculation only in the temporary and
passing success of a fresh branch line of railway by con-
tractors, divested of the charec•er it should possess, of
permanent property and investment by the owners of the
soil through which it passes. We du not presume to say
that an entire list of landed subscribers is indispensable,
but we wholly
object to yeur lordship advancieg an le-
ference that this opinion is to be looked on as a direct
refusal to agree to the project.
The subscription list presents no expression of desire
by the gentlemen of North Kent to construct a
in con-
tinuation of the North Kent line by investment its
shares to guarantee its permanent welfare, but that of
contractors merely to dull with the subject as an adven-
ture, and in that light only can it be contemplated.
The directors dissent from the views of the deputa-
tion, that any deficiency which may
of the North Kent, when compared with the estimates of
1845, may chiefly or indeed in any way be attributed to
the non-completion of the line.
The first year's receipts on the North
Kent line, ending 31st July, 1850,
amounted to ...
£113,863 14 7
During the year ending 31st July,
During the year ending 31st Jul.y., 1851 129,062 8 9
exist in the receipts
and I beg leave to inform your lordship, fer the infor-
mation of the deputation, that those receipts have been
obtained in the face of severe competition, and at an
increased cost greatly beyond what was contemplated in
the year 1845.
Your lordship and the deputation have misunderstood
1852 138,869 12 2
my remark with regard to the Gravesend traffic. I
stated that the snare we obtained of that traffic
amounted only to 12 per cent. in numbers of the whole
traffi
the c, that
r sotraffic seven-eighths of that found its way
by iv

In the report of the directors to be presented at the
ensuing half-yearly meeting, and which appeared in
The Sun of Monday last, reference is made to a cor-
respondence on the subject of a proposed extension of
the North Kent Railway from Strood to Chilham.
The views of the respective parties to this correspon-
dence are fully exhibited in the two last letters of the
series.

CONTINENTAL TELEGRAPHS.
The Constitutionnel in an article on the present
need A u s
nt rool-German egrpriri aa
ss association.b
t h e A
state of the electric telegraph, shows the advantages
i forn g Theatoh len ew time
h service
whole
linecompletelyo
from
i.ot
Inh ep
of the French line from Trieste to London, by way of
Strasburg and Paris, as compared with hat of the
connected at Kehl tOlreti
but from a plainrtesofa'tß
line is
Baden, which, in its
electric
organised
cosf t ttrehal
eseabgGnurdrar
agpaah.t d
workl apTa
Duchy
ei
shdbeen
of German
ei turn,goina a joinsßelgium
and theall
England,
general net-work
for
t h e
by Strasburg, whichsoiysmtehe
notßurschal,l so that now • the tele-
graphicym fromosd
itrheec
tnaonrdt ht
the
ef
dispatches
centre and south of Germany, as well as for Italy,
ustro-German lines, but
route. Although in measure distance is not to be
much taken into accountshortest France,
as regards electricity, yet
there is every advantage in order
s to obtain celerity in
transmissions in following
from trasburg line. This
tray be readily understood :Brussels to Vi-
enna, via Prussia, there are eighteenFprincipal sta-
tions where dispatches are stopped.
to Vienna, by Paris and Strasbur throm Brussels
ere are only
eight stations, and, besides, fronagih
of the wires established with use multiplicity
French
lines are less encumbered than the the
ones. The transit, therefore, belongs to German
i us na-
turally and forcibly. Germany, however,
all her efforts to preserve it. The Austro-G Using
Telegraphic Association has increased thepricemaia
the Baden territory for dispatches which come through on
France, and which go by Kehl and Burschal beyond
the Grand Duchy. The increase is 3f. 45c. fory 20
words only. It is hoped, but doubtless erroneously,
to induce, by the attraction of the economy of a fe:,
francs, parties who are sending dispatches to take
the German in preference to the French line. The
advantage of a little lower tariff on the other side
of the Rhine cannot compensate for the advantage
of more celerity on our side. A recent instance
of this has occurred. On the 31 of August last, the
Lloyds of Trieste, sent one telegraphic dispatch rela-
tive to the India mail to London, w 4 Strasburg, and
another vie Germany, Verviers, and Brussels. The
former arrived at its destination on the evening of the
3d, while the latter did not reach until the following
evening, being a delay of 24 hours by the German
line. It is true that the dispatch by Germany cost
from sf. to 6f. less than that by way of France. The
competition which Germany seeks to make for the
transit of the electric telegraph dispatches will not be
more successful than that with regard to the Indian
mail. Strasburg and Marseilles will remain, from
the advantages inherent to their positions, the two
points of passage, the former for telegraphic dis-
pa I tahes and the other for the transmission of the
mails. If, as it has been anncunced, a convention is
in contemplation between France, Belgium, and Ger-
many for working the electric telegraph, it will give
an opportunity for settling about the extra charges
alluded to, by means of which the Austro-German
Telegraph Association seeks to prevent persons using
the French lines for their dispatches.

LORD SONDES TO MR. MACGREGOR.-EAST RENT AND
MAIDSTONE RAILWAYS.

Eloahana flail, Aug. 16, 1852
Sir,—The deputation who met yourself and other di-
rectors of the South-Eastern Railway Company on
Thursday, beg me to say that they have given direc-
tions to have their plans and sections completed, for the
purpose of being submitted for investigation, as soon as
the points and preliminaries referred to in your 'earl.
of sth instant are put on a clearer footing tnan the de-
putation think they are at present. With a view to
their elucidation, and still retaining the hope that the
project of the line from Strood to the Chilham line may
be carried out in conjunction with your company, I am
requested further to address yon on some of the ques-
tions raised at the recent conference.
The deputation understand that the directors adhere
to their resolution, as expressed in the letter to Mr,
Taylor, of September 7th, 1849, and repeated in the let-
ters to myself in 1850, and to Mr. Lubhington, in No-
vember, 1851, to the effect, that "if the gentlemen of
North Kent should see it for their advantage, and be
desirous of constructing a continuation of the South-
Eastern North sent line from Strood, the junc-
tions with the South-Eastern lines of railway,
and the plans and sections and other arrange-
ments being satisfactory, the directors will ad-
vise the company to assent to such an under-
taking." But they also understand that this advice will
not be given unless the directors are previously satisfied
that there is "an independent subscription list," ex-
plained by you to mean a list which shall not be merely
that of contractors, as in the ease of the Tilbury line;
and further, that you believed the dividends on the pro-
posed line, if completed, would be " nil;" because, as
you stated, the branches of your company had been ge-
nerally piofitless, and that the North gent traffic esti-
mates, given in evidence in 1845, bad been greatly ex-
aggerated, as instanced in the Gravesend traffic, of which
you alleged not more than 12 per cent, had been realized,
and that you did not thing the proprietors of the South-
Eastern Company would agree to a lease of the line,
when made at 3 per cent, on the outlay, though such out-
lay would not exceed 600,0001.
In reference to the first of these points it is perhaps
enough to say that we have no such share list, nor con-
template any such as that on which you stated the Til-
bury Act was obtained. In that case, you stated the
contractors guaranteed a certain per tentage of return,
and agreed for a lease previous to obtaining the Act.
In this case, no such guarantee has been given. On the
contrary, hat is asked is an understanding with your
company that they would lease the line, such offer being
made in a friendly spirit, and in a desire to avoid enter-
ing into engagements with other parties, who might be
disposed to work it in an interest hostile to the South
Eastern.

The total amount of our
passenger traffic between
London and Gravesend wes—
During the year ending July 31, 1850 £17,438 15 5
During the year ending July 31, 1851 16,882 1 0
During the year ending July
31, 1852 17,976 5 1
The competition to the local traffic of North Kent has
been extended by Parliament authorising the Tilbury
and Southend line, which no eza
the completion or non.completion of the line to Chilham,
stoomtheeir
and the extent of this increased competition is an inci-
dent not unworthy of attention
prorietors.
property of the South-Eastern Company. It justifies
the directors in pausing before they accumulate addi-
aypo:ixthee3 iitnsetelfreustps withand
nayr up some
seems to exist on another point.
ti olntails liability
bette rt
oo of
misapprehension which
The South-Eastern
Company undertook the construction of the Ashford and
Hasting lines in August, 1845, upon stringent conditions
imposed by Parliament to ensure its early completion.
The authority to construct the line to Gravesend, and
to purchase the canal from Gravesend to Strood, was
not obtained till 1846. In the same year power was
conferred on the company to make the Tunbridge
Wells and Hastings Railway, and which the com-
pany has constructed. But I beg your lordship's per-
mission to state distinctly that those schemes were not
adopted, nor has the company adopted any schemes
in violation of pledges made to complete the conti-
nuation of the North Kent line. On the contrary, the
South-Eastern Railway Company promoted a Bill in Par-
liament in 1847 to authorise a continuation of the North
Kent line from Strood to Chilham; and the Bill, after
being read a second time in your Lordshi'4 House, was
stopped, on the motion of his Grace they Duke of Wel-
lington, who referred it to the Railway Commissioners,
by whom it was detained until it became a suspended
Bill under the order of the Houses of Parliament, and
from that time the position and fluctuation in the value
of railway property has deterred the South-Eastern Com-
pany from again promoting the measure.
The gentlemen who may be responsible for the cost
and expenses of going to Parliament for the proposed
line may learn upon what trifling incidents, adversely
arising (independent of doubtful merit), a ruinous outlay
of capital may occur to their embarrassment and vexa-
tion. Before the South-Eastern Company can be soundly
advised to renew their application to continue the North
Kent line, they must distinctly see a certain prospect of
success. That moment has not arrived, and
the move-
went of the proposed scheme is decidedly premature.
The North Kent Railway, just emerging from a cost in
construction of gigantic character, is threatened with
local competition of indefinite result.
We cannot disguise from ourselves, and desire to
state our opinion frankly, that the leasing of any future
line of railway will, in the present monetary condition
of the world, demand the exercise of great prudence,
and the settlement of its terms (if it be possible must be the voluntary adoption and agreement by the
at all)
parties interested, and can in no event be left to th
responsible view which may be taken b e ir-
y the Board of Trade, or any individuals, however eminent and respectable, because an error or mistake in judgment
might entail lasting injury, without appoal or relief.
It may be, my Lord, that we have taken a view of
this subject which may be modified by the reflection and opinions of the proprietors of our company, and we
deem it more becoming and respectful to all parties in-
terested to place the substance of this correspondence be-
fore the proprietors of the South-Eastern Company for
their deliberation. It is by their judgment we must be
guided .—I have the honour to be, my Lord, your Lord-
gut .
ship's most obedient humble servant,

It is no doubt the fact, that the committee have been
and are in communication with eminent contractors,
without whose aid no railway can in the present day be
made. These parties are satisfied that the railway can
be made and completed for 600,0001, and are ready to
enter into binding contracts for that purpose. And, as
a proof and guarantee for their iotta faded, they are
ready to take shares to a large amount, executing the
usual Parliamentary contract, and incurring the ordi-
nary legal liabilities of other shareholders under the Act.

THE .ELECTRIC TELEGRAPH IN
AMERICA.

The progress of telegraphic enterprise in the United
States is just now assuming a position that indicates
the extensive nature of that branch of its economy
over that of every other country. According to the
most recent authentic information on the matter, it
appears that the total number of miles of telegraph
in the United States is 27,177, independent of the
range of lines projected or in progress. Of this
27,177, about 17,283 miles are on the Morse system,
and the remainder on that of House, Bain, and
O'Reilly. The longest existing line is that between
New Orleans and New York, by means of which,
in April last, direct communication between the
two cities in a single circuit over an extent of 3,000
miles was obtained, dispatches being sent between
the two places 60 seconds " ahead of time." The
next longest lines out of the 44, on the Morse
system, extending to all the chief States, are thedi
s
New York and Buffalo telegraph, ' Troy and
irg noa:
1,716 a total
me r
Albany, consisting of five lines, each 500 miles
long,
miles; the
Washington
and New York Telegraph, via Baltimore and
Philadelphia, with five lines of 250 miles each, or
a total of 1,250 miles. Other lines vary from 100 to
d Newsitl set; &s
or
al ofne and the
2'sTooelegraph, via
the Washington
IT
300 and 800 miles long, and the expense of their
construction from 100 to 200 dollars per mile, the
profits alternating at between 3 and 6 per cent. per
annum. The number of wires also varies, there
being between some places only one, and between
others two, four, and five. On the western and
Canada routes there is generally but one, and
between others 2,4, and 5. On the western and
Canada routes there is generally but one. The
Washington and New Orleans Telegraph charge 2
dollars from Washington to New Orleans, 1,716 miles,
with no charge for address, date, or signature. The
Atlantic and Ohio Telegraph, 1 dollar and 30 cents.,
from Philadelphia to Mil wankie, 812 miles. The
Magnetic Telegraph, from New York to Washington,
245 milee, 50 cents.; and to New Orleans, 2 dollars
50 cents.; but when a communication exceeds 100
words, the price on all words exceeding is reduced
one-third. The New York and Niagara Telegraph
charge 65 cents. for 500 miles. These charges are
the same to all places on the
intermediate route, each
line running its wires through numerous towns and
cities where telegraph stations are established.
THE

The deputation are not aware of any valid objection
to this, either legal, parliamentary, or moral. But they
feel that if your directors require that the landowners in
this or any other district should make up a list of share-
holders amongst themselves, and from which other par-
ties, the most competent for the purpose, can be ex-
chided, it is a requisition which can only be looked on
as a direct refusal to agree to the project. On this point
they would be obliged by a distinct statement of the
views of your directors.
As to your statement of the traffic not having realised
the estimates of 1845, the deputation can, of coarse,
only judge by the printed evinence, the published re-
ports of the North Kent returns, and your own remarks
have on the subject. They caused the two former to be
examined and analysed, and also to be tested by your
statement regarding the Gravesend traffic. The result
proves to the deputation the accuracy of their views
(hat any deficiency which may exist in the receipts of
the North Kent, when compared with the estimates of
1845, may chiefly be attributed to the non-completion of
the line, which this project is calculated to remedy,
For the total amount of the estimated traffic
WB3
But this includes the following items:—
From Sheerness to the Isle of Thanet £12,000
Strood to Chilham 51,000
fiungerford extension (over 2i
miles)

77,000

Leaving
The last half-yearly accounts of the South-
Eastern Company show an annual receipt
on the North Kent portion at the rate of 145,000

190,000

J MACGREGOR.
P.S. I beg to state for your Lordshi '
that no shorthand-writer was present a p
ts information,
the interview
between your Lordship's deputation and the directors.
The [tight lion. Lord Sondes, Elrnham Ilan, Norfolk.

Leaving to be supplied
But the alleged falling short of the Gravesend traffic,
taken at your stated figure of a receipt of only 12 per
cent. on its estimated amount of 77,4581. in 1846, is
66,1631. This overridos the deficiency of 45,0001.. and
warrants the conclusion that the passenger traffic to
other stations on the line has been 21,000/. in excess of
the estimates of 1845; and when tho fact is considered
that the omnibus traffic ht. tween Strood and Canterbury
at the present day greatly exceeds the estimates of 1845,
the deputations are prepared to show that there is
reasonable prospect of not leas than 61. per cent. interest
on 600,0001, it the line be duly and economically
worked.*
The deputation are not in a position to dispute the
fact alleged by you, of the loss sustained by the Ash-
ford and Hastings and other branch lines. But they beg
to remind the directors that these schemes were adopted
notwithstanding the pledges yet unredeemed to complete
the main line. The latter would, they contend, have
been remunerative. That the others have not been so
is no reply to the data on which the returns for the legi-
timate main line were estimated. But to carry out
their conciliatory views as fully and consistency as they
can, I have now to ask whether, assuming the plans, sec-
tions, and junctions to be satisfactory and in conformity
with Parliamentary usage, the directors are prepared to
advise their proprietors to work the line,if completed,
on such terms as may be deemed fair and just, having
regard to the actual traffic which may arise on it, and
the average traffic of the North Kent and South-Eastern
lines, leaving the settlement of such terms to the Board
of Trade, as proposed in the resolution of the 31st ult.;
clauses, to be agreed with the South-Eastern, being
introduced into the Act for that purpose.
The deputation repeat what was stated in conference,
that their object in thus pressing the South-Eastern
Company for a clear and definite but amicable under-
standing is, to avoid the repetition of an annual and costly
conflict, or the still more disastrous effect of rival lines
relying for success on the long-disregarded wants and
wishes of the district, the county, and the public at
large, which Parliament must sooner or later be called
on to respect and enforce.
I have finally to request your consideration of the
foregoing remarks, and a reply, after submitting the
same to the directors as a supplement to the resolutions
of the 31st ult., and Mr. Charles Lushington's letter of
the 3d inst., and as embodying our views of the confe-
rence of Thursday; and also that this letter may be sub-
mitted to the ensuing meeting of your proprietors, with
the resolutions and letter in question.
I shall be obliged by your addressing your reply to
me, under cover.to Mr, White, 10, Whitehall-place.
I remain, Sir, your obedient servant,
SONDES.
To James MacGregor, Esq., Chairman, &c.,
South-Eastern Railway Company.
P.S. As the deputation observed a short-hand writer
was present, they would be obliged if the directors could
favour them with an inspection of the transcript of his
notes.

THE ELECTRIC TIME SIGNAL AT CHAR-
ING-CROSS.
TO THE EDITOR OF THE SUN.
SIB,—I beg to forward you the following state-
ment respecting the Time Signal recently erected,
and now in operation, at, the Electric Telegraph Com-
pany's station at Charing cross.
It has for several years been the practice of the
company to transmit daily to their more important
stations in the provinces, as nearly as circumstances
would permit, the true London time ; but it was felt
by the Electric Telegraph Company that, possessed
as they were of means so extensive, it would be
possible, as well as highly desirable, thatran accuracy
might be obtained which would prove extremely va-
luable to the principal towns and seaports in the
United Kingdom, and be available not only for ordi-
nary domestic and commercial purposes, but also
for the rating of chronometers, and for all scientific
investigations in which time forms an important
element.

RAILROAD SUSPEN,SION BRIDGE
OVER THE NIAGARA.
The bridge will form a single span of 800 feet in
length. It is to serve as a connecting line between the
railroads of Canada and the State of New York, and to
accommodate the common travel of the two countries.
It is established by ample experience, that good iron
wire, if properly united into cables or ropes, is the best
material for the support of loads and concussions, in
virtue of its great absolute cohesion, which amounts to
from 90,000 to 130,0001b5, per square inch according to
quality. The bridge will form a straight hollow beam
of 20 feet wide and 17 deep, composed of top, bottom,
and sides. The upper floor, which supports the railroad,
is 24 feet wide between the railings, and suspended to
two wire cables, assisted by stays. The lower floor is 19
feet wide and 15 high in the clear, connected with the
upper one by vertical trusses, forming its sides, and sus•
pended on two other cables, which have 10 feet more
deflection than the upper ones.
The anchorage will be formed by sinking eight shafts
into the rock, 25 feet deep. The bottom of each shaft
will be enlarged for the reception of cast-iron anchor
plates, of 6 feet square. These chambers will have a
prismatical section, which, when filled with solid masonry,
cannot be drawn up without lifting the whole rock to a
considerable extent.

During the summer of last year a sum of money
was accordingly voted by the Electric Telegraph
Company, and I, as their engineer, was instructed to
take all necessary steps for carrying the object out.
An application was soon after made to the Astronomer
Royal for his valuable and ittdispensable co-operation
in the undertaking, which it is needless to add
was
instantly and most cordially afforded. He had, In-
deed, long contemplated a telegraphic communication
between the Greenwich and other observatories for
astronomical purposes, and he proposed at once
to
make arrangements for giving the company 11 daily
signal from Greenwich. Wires were accordingly
laid
down for him between the Observatory and the
Le wsham station on the South-Eastern Railway, and
thence to London-bridge along this line ; one of these
wires was liberally appropriated to the Strand time
signal, and was continued for that purpose throngh
the streets by the Electric Telegraph Company to their
office in the Strand. The permission of the South-
Eastern Railway was necessary for this arrangement,
and was granted without hesitation, and the work along
their line was executed by their able and well-known
telegraph engineer, Mr. C.V. Walker. The
Strand is liberated directly by a current sent from
Greenwich through this wire. The ball, six feet in
diameter, is made of zinc; and with its attached pis-
ton weighs a about 2i cwt. When fully raised it 1.3
129 feet above the level of Thames, and it falls through
passes
a space of 10 feet. The rod which supports it
down the centre of the column, and carries at its base!'
cast iron air
piston, which, in its descent plunges into a
the air
cylinder, 10 inches in diameter; the escape c't.
being regulated so as to check at pleasure the momen-
ttum of the ball, and prevent any concussion from.i e
ball at the
weight. The raising of the ball half-mast high take].
place daily at 10 minutes to 1 ; at five it is raised to its full height ; and at 1 precisely and.t
simultaneously with the fall of the Greenwich ball, i
is liberated from the current sent from the Observina:
tory. The true moment of 1 o'clock is, therefore,h be.
dicated by the first appearance of the line of light of
tween the dark cross over the ball and the body'th the
the ball itself. Should anything interfere with the
high,
operation the ball will be lowered half-mast
d
ill
where it will remain until five minutes to 2, and will
current from
be liberated at 2 precisely by a second
Greenwich, or be
Slowly lowered to minutes to
the base of the
Greenwich,

Saddles of cast-iron will support the cables on the top
of the towers. They will consist of two parts—the
lower one stationary, and the upper one moveable, rest-
ing upon wrought iron rollers. The saddles will have
to support a pressure of 600 tons, whenever the bridge is
loaded with a train of maximum weight. The towers
are to be 60 feet high, 15 feet square at the base, and 8
at the top. The compact hard limestone used in the
masonry of the towers will bear a pressure of 500 tons
upon every foot square.

MR.
South-EasternMAC RETGeOrm iTE OusL Sept.O Railway,R D S27lnBEdsso.2n:bridge
My Lord,—l have the honour to acquaint your Lord
ahip with the result of the consideration given by the
directors of the South-Eastern Railway Company to
your Lordship's letter of the 16th of August.
Your Lordship correctly states the opinion we formed
that the dividends on the proposed line from Strood to
:
Chilbam, if completed will be "nil," and to the expres-
sion of that belief we adhere.
We address our attention immediately to-this point,
for it is the main consideration which will influence, and
perhaps govern, the decision of the proprietors of the
company.
Inc proposed scheme is simply and plainly a branch
line, and will take its rank and place amidst all branch
railways of unremunerative investment. It is essentially
local, and will remain so—certainly for many years, and
perhaps for ever. Assume the investment made and the
line constructed, the traffic, per se, will not countervail
the cost and expense of working. We hope your Lord-
ship will pardon and courteously accept our assurance,
that if the proposed line would yield any remuneration,
we should earnestly recommend it to our company.
There is no hope or prospect of its doing so. We form
our opinions from the test of experience. Your Lord-
ship accurately states our view, in saying that we do
not think the proprietors of the South-Eastern Company
will agree to a lease when made at 31. per cent. on the
outlay, though such outlay should not exceed 600,0001.;
and with the conviction ou our minds that the line, if
formed, would be in point of remuneration worthless, it
is not possible for us to recommend it for adoption to the
proprietors.
Your Lordship asks our opinion on the list of sub-
scribers to the proposed line, and we frankky give it.
It appears that 18,000 out of 24,000 shares are sub-
scribed by contractors. and the remaining 6,000 are not
yet taken by the landowners of the district.
This is decidedly objectionable. It furnishes no evi-
dence of the stake which the gentlemen and landowners
of the district pledge to the permanent welfare and
interests of the scheme, but suggests and countenances

The illuminated
tached to it,
twenty-four hours as,
the centre voltaic cur-
of the crossing is moved by a
cur-
rent from a good regulator in the office, and is liable,
erefore, ated clock now in course of erection in
"I.Y to the minute errors of this regulator
during by An apparatus at-
iminute. It will
The minute hand moves only at the termination of
each minute,it is daily set right by the fall of the ball.
and the instant of its departure from
any minute indicates the commencement of the next
minute before 1 o'clock siniultaneously with the fall
o the ball. is indebted to
The Telegraph Company
Mr. Clarke, the extensive lamp manufacturer in the
thus be found to move over the last
tSh rand, for the willingness
however,
e prominent site selected. It is well known that
the Communication of time by means of voltaic cur-
rents originated with Mr. A. Bain, who has lent his
valuable assistance in the details.
. The time ball already acts with the greatest pre-
cision ; the internal arrangements of the clock are,
The Electric Telegraph Company the course of a few days. Absolute reliance may
make
at
all times be placed on the correctness of the signals
not quite completed, but they will be so in
arrangements made are so perfect that few interrup-
tions will occur,
intend to
similar arrangements for signalising time at their
stations in most of the principa • l towns throughout
England.

# T r
The gross average itathe ptr mile on all the rail
ways in Grcat Britain was—
In 1850 £2,227
In 1851 2,281
Average of South-F49stern, 1851-2_ 2,525
AsGurno ihat the gross traffic en the East Kent would
be 2ductiug 45 per
e.
3l , 9 ,000010:,
which or °in t s
i,:
for working expenses, there is left
eenxicy -esn2inue miles "51,0001,, after de-
f 41.
cliptlia of 600,0001! per cent. act on a

Engineces. EDWIN CLARK..
''ffice, 448, Striald.

FLORENCE
—NPT, It is believed that the Mur-
ray case will be wound up by the liberation of the prisoner,
and his banishment from
the Roman States, his Holiness
having expressed (although not as yet officially) his inten-
tion of coulorhaing to the wigliel of the Brititih Goyeruamat,

LONDON, WEDNESDAY EVENING, SEPTEMBER 8 1852

ZOINT-STOCK 2111.3 M.

PRICES OF SHARES
IN BANKS, ASSURANCE, AND OTHER COM-
PANIES' STOCK.
From the Official List.
PUBLISHED EVERY TUESDAY AND FRIDAY EVENT/W.
LONDON, TUESDAY, SEPTTEMBER 7.

Dividend Amount
tOrk Name of Company. per of Paid. Price,
ele- Annum. Share.
-
---- --- -
ace,
-...-..,_
£ a. d. £ a. d.
the Australasia .......... 5/. per cent. 40 0 0 40 0 0 56
a 1,,, BritshN orth American
~7 Commercial. of London •
64. per cent. 50 0 0 50 0 0 -
Ed. per cent., 100 4 0 20 0 0 -
but Co:or.lal .. ...........
3i. per cent. 100 0 0 25 0 0 GloncestershirO ••• • • • 151 per
test -
-
lonian ••••••• • • • •• •• 6/. pr cent 25 0 0 25 0 0 -
Ibe London and County .. 61. per cent.. 50 0 0 20 0 0 -
vet Londn and Westminstr 61. per cent. 100 0020 0 0 -, in London Joint-Stock ... i 61. per cent. AO 0 0 10 0 0 -
.- Provincial of Ireland- ' 81. per cent. 100 0 0 25 0 0
-1818 Ditto, New. •••• • • • • 81. per cent. 10 0 0 10 0 0 vi., National of Ireland .. 41. per cent. 50 0 0 22 10 0 -
ta-
Nat. Provncial of Eng. 61. per cent. 100 0 0 35 0 0 46
Ditto, New. •••• • • • 6/. per cent. 20 0 0 10 0 0 13
leis Oriental Rank Corpora. 81. p. et& be. 25 0 0 25 0 0 - Ay, South Australia ...... 6/, p. ct.& bs. 25 0 0 25 0 0 -
s., Union of Australia •• • • 6/. p. ct.& bs. 25 0 0 25 0 0 50U
ty Ditto - ............ 61. per cent. - 210 0
-
loh Union of London. -.• 71. per cent. 50 0 0 10 0 0 -
Union of Madrid .• •• • --40 0 0 40 0 0
an
La.
'NM:MAIM XI COIIXPILISZZ22.
Lig
an
Dividend Amount
)/1
Name of Company. per
of Paid. Price
rb
Annum. Share.
___
X a. d. X a. d.
id Albion 5i.106. 500 0 0 50 0 0 86
!O Alliance Brit. and For. 71. 14s.6d.bs. 100 0 0 11 0 0 22*
rs Ditto
r •Marine. -
•-•- 61.
p.c.& bs. 100 0 0 25 0 0 42
•• • • •••• • • .. 6 per cent. 5 0 0 1 0 0 -
e Argus Life • .
W Acias ..... • •
.. . 133.6 d. 50 0 0 510 0 19%
... ****
British Ce . 41. per cent. 100 9 0 16 0 0 -
e Clericlaied.ds G clai
- 7s. 6d. 50 0 0 5 0 0 7
e County .. .. en. Life spr ct.& bs. 100 0 0 10 0 0 2035
.. ..
41. 100 0 0 10 0 0 102
e Eagle .....„ ......... "' 14s. 50 0 0 50 0 163(
g Eqity and Law .... :. 58.
per cent. 100 0
4%
50 0 0 5 0 0 7%
, European Life
...: • 0 5 0 0 55.4
General ........... 102. 20 0 0 All paid. 14
(Globe .5 0 0 5%
I Guardian ............ 3.: t,
per cent. Stock. 145
Imperial Fire •••• • • •• 12yer cent 100 0 0 45 0 0 56
Imperial Life ........ .per cent. 500 0 0 50 0 0 256
12s, 100 o o 10 0 o 19%
Indemnity Marine- .• Usk. & b
2s. & 2s. bs. 100 0 0 20 0 0 51
Law Fire . ..........
Law Life .......• s. 100 0 0 210 0 4%
- Legal and General Life - 100 0 0 10 0 0 47
London Fire .....• • • 10s. & bs. 50 0 0 20 0 5%
London Ship ••... - .. 103. & bs. 2235 0 0 12 10 0 30
marine - -..... ••• • .. 15s.per shar 0 0 12 10
lif 0 -
ed.lnvlid&Gen.Life 4%1. per et.e 50 100
0 0 16
0 0 "
0 Monarch ............ - 2 O 2O 0 2%
5 0 0
National Lean Fund.. 5L per cent. 20 0 0 1 0 0 2010 d Palladium Life - ..... . 5L per cent. 50 0 - 210 0
Pelican ...... ...... .. - - 0 20 0 3 Pacenia .. .......... .. - - 45
Professional Life.... •• M. per cent. 65 0 0 - 170
Provident Life ••••• • • • 11. ss. &bs . 100 0 0
10 100 0 158.0 d
Rock Life .... .. .. .... ss. 6 0 0 40
0 010 0 7*
[loyal Exchange 6l. p.ct. & bs. Stock. all tun Fire. - 231
Ditte Life . -f, 211
United Kingdom
0 4%
frmiversal Life... .•
41 j
Victoria Life; - 412 6 5%
Waterico - 50 0 05 0 - 1
DOCILIS. r
1
Name of Company. Dividend Amount a
per of Paid. Price.
Annum. Share. I
Commercial ...... «.• 41. pr cent. X Stock.. X 5. d.
106
East and West Ind'a 6%1. pr cent. Stock. - 167
East Country .....
London .... • ... ••
e. d
-
- -
-
129 fii
- - Ditto Bonds- •• .• •• 41. per cent. - w
.... St. Katharine .....• .•4 per cent. Stock. 95%
lb
Ditto Bonds • • .... • . 43(1. pr cent. - -
Southampton .......• IL per amt. 50 0 0 50 0 0 34 hE
CE
BRIDGES al
Dividend Amount T
Name of Company, per of Paid. Price.
Annum. Share.
-- •••••=••••
.............• ••••••••,............•••••••
Hangerford ......
4. a. d. 4. a. d. 1
.... - - - - C
Nw
.......... 100 0 0 - - 1V
Ditto wof7%p. c. 70s. per cent 50 0 0 - 16
Waterloo ........ •• .•- 100 0 0 -3% 1 Ditto Old Ann. of 81. 2/. Bs. Od. - 60 0 0 243 1
Ditto Nw ditto 0f,71. 21. 2s. Od. - 40 0 0 22%.
Vauxhall - - •• • Ay. 2/. 70 10 3 - 20
at
vrairasst-wouss. lei
Name of Company. Dividend Amountper of Paid. Price.
Annum. Share.
-
------- -______ --
X 5. d. A a. d.
East London -• 5/. per cnt. 100 0 0 - 155
Grand Junction •••• • • 41. per cnt, 50 0 0 - 68
Kent.. ••••••• • • • • • •• 41. per cut. 100 0 0 - 83
Lambeth •••••• • • • . .. _lOO 0 0 -
New River Company.. 21.10 x.
-
-
60
Southwark & Vauxhall 51. per cnt. 100 0 0 - 90
ma 13]
West Middlesex ••.• • • ,61.0 a. pr cat. - -