The Sun.
London, England, 1863-03-24 00:00:00

N°. 22,069.

98,00 C). Now ready, price 58. 6d. each,
WORKS by the Author of " Heaven our
notiae.'4

T. LIFE IFORE
AVEN
IvIEE P HEAVEN.
HI. HEAVEN OUR HOME.
The above popular books have already attained (in this
country alone) the sale of 9A,00') copies.
LIFE IN HEAVEN.— his is certainly one of the most re-
markable works Which has been issued from the press dtq-
ing the prtsent Yeneration, and we have no i'oubt 't will
prove as accoptable to the public as the two attractive volumes
to which it forms an appropriate and beautiful sequel"—
Cheltenham Journal.

HEAVEN Ottn HoME.—" This volume, to which the author
has not thought prol er to attach his name, must be welcomed
With esnrCial gratification by those who look forward to that
heavenly home which he so wor drously and delightfully
pourtrays. It proves, in a manner as beautiful as it is con-
vincing*, the doctrine of the • Recognition of Friends in
Heaven ' It demonstrates the interest those in Heaven
feel In earth,' and proves with remarkable clearness that such
an interest exists, not only will' tine Almighty and the
angels, but also among the spirits of departed friends."
Glasgow Herald.
MEET FOR HEAVER.—" We are not the least surprised at
so many thousands of this anonymous writer's books being
bought up. We seem to be list. ning to a voice and language
we never heard before. Matter comes at command ; words
flow with unstudied ease; the pages e full of life, light,
and force ; and the result is a stirring volume, which the
Christian critic pronounces free from affectation, and the man
of taste, averse to evangelical religion, admits to be exempt
from cant.' "—London Patriot.
Edinburgh : William P. Nimmo. London : Simpkin.
Marshall, and Co. ; and Houlston and Wright. Sold by all
booksellers.

THE FARMER'S BAROMETER, 505., a
new Instrument, by Negretti and Zambra, wilcor-
rectly indicate whether the Barometer falls for Rain or for
Wind. Particulars by enclosing stamp.-1, Hatton-garden;
57, Cornhill ; and 122, Regent-street.

MOORE BROTHERS' TEAS.

Choice SOUCHONG, recommended 3s. 9d. per lb.
suitable for superior purposes, full rich Souchong flavour.
Mixed ASSAM, I,lghly recommended 4s. Od. per Z.
of very choice quality, and the cheapest Tea sold.
ld per lb. deduction on 201 b. Bags and 451 b. Chests.
Prospectus free.
MOORE BROTHERS, 35, London-bridge, City, E.C.

LUXURIANT WHISKERS, Moustaches, and
Eyebrows produced in a few weeks by the use of
ELLIOTT'S TONIC LOTION, the stimulative properties
of which are unfailing in their operation. Thomas Elliott
invites a trial from the most sceptical, that they may be con-
vinced of its infallible power. Price 3s. 6d., is. 6d., 10s. ed.,
and 21s. Forwarded on receipt of postage stamps.—Thomas
Elliott, hairgrower (first floor), 51, Fenchurch-street. T. E.'s
wigs, £1 10s.

STEEO EID ON:
Patent, March 1, 1862, No. MO.
GABRIEL'S Self-adhesive Patent Indestructible MINE-
RAL TEETH and FLEXIBLE GUMS, without palates,
?)1 igise °aril di' RilAtthgt operation.
MASTICATIONO e set lasts
tasnd
ARTICULATION, even when all others fail. Purest ma-
terials only, at half the usual .-ost.
Messrs. GABRIEL, the old-established Dentists,
27, HARLEY-STREET, CAVENDISH-SQUARE;
34, LUDGATE-HILL, LONDON;
65, NEW-STREET, BIRMINGHAM; and
134, DUKE-STREET, LIVERPOOL.
Complete Sets, 4 to 7 and 10 to 15 guineas.
One visit only required from country patients. Gabriel's
Practical Treatise gratis.
Consultations free.

RUPTURES.—BY ROYAL LETTERS PATENT.
WRITE'S MOC-MAIN LEVER TRUSS
(PERFECTED AND EXHIBITED IN THE GREAT
EXHIBITIONS OF 1851 AND 1862), is allowed by upwards of
Two Hundred Medical Gentlemen to be the most effective
invention in the curative treatment of it ERNI A.
The use of a steel spring, so often hurtful in its effects,
is here avoided—a soft bandage being worn round the
body, while the requisite resisting power is supplied by the
Moc-Main Pad and Patent Lever, fitting with so much ease
and closeness that it cannot be detected, and may be worn
during sleep. A descriptive circular may he had," and the
truss, which cannot fail to fit, forwarded by post, on the cir-
cumference of the body, two inches below the hips, being
sent to the manufacturer,
Mr. WHITE, 228, Piccadilly.

A Single Truss, 165., 215., 265. 64., and Ms. 6d. Postage, ls.
k Double Truss, uls. 6d., 425., and 525. 6d. Postage, is
An Umbilical Truss, 425. and 525. 6d. Postage, ls. 10d.
Post-office Orders to be made payable to John White, Post-
Allee, Piccadilly.
NEW PATENT
FLASTIC STOCKINGS,
J KNEE-CAPS, &c., for Varicose Veins and all cases of
Weakness and Swelling of the Legs, Sprains, &o. They are
porous, light in texture, and inexpensive, and are drawn on
19-e an ordinary stocking. Price 4s. 6d., 7s. 6d., 10s., to 16s.
eacih. Postage 6d.
JOHN WHITE, Manufacturer, 22R, Piccadilly.

AN EFFECTUAL REMEDY.-LAMBERT'S
ASTHMATIC BALSAM, without confining the
bowels or affecting the head, truly efficacious and pliasant,
is admitted to be the beet medicine for immediately relieving
coughs, colds, confirmed eases of asthma, and incipient con-
sumption. It frequently cures persons whom the faculty
pronounce incurable. admirablyallays the tickling which pro-
vokes frequent coughing. In approaching consumption its
effects are truly beneficial. Persons deprived of sleep, or even
lying down for fear of suffocation, may depend on relief in
a few minutes atter taking it. Prepared only and sold by
W. LAMBERT, Chemist, 8, Kine William-street, Charing
cross, London, and by all druggists, in bottles, 1344., and
three quantities in one, 2s. lid. each. Be particular, and
ask for Lambert's Asthmatic Balsam. The name and ad-
dress is engraved on the stamp.

rHESTER MEETING.
V.) The following races close and name on Tuesday next,
the 17th of Mareh. For conditions see Sheet Calendar and
Bolt Calendar. Nomination received by Messrs. Weatherby,
London ; Mr. R. Johnson, St. Mary's, York ; and Mr. E. W.
Topham, Chester.
The Palatine Cup Stakes.
The Wynnstay Handicap.
A Handicap Plate of 50 sous.
A Sweestakes 5 sovs .
The Eton Stakesof (Handicap)each.
A Sweepstakes of 10 sovs each.
Handicap of 70 sous.
he Marquis of Westminster's Plate.
The Cheshire Welter Cup.
Handicap of 5 sous each.
The Cheshire Stakes.
The Stewards' Cup.
A Handicap Plate of 60 soya.
In all races, where fewer than three horses start, the added
money will be withheld.

LIVERPOOL JULY MEETING.-
SECOND DAY.—TUESDAY, JULY 14.—The LIVER-
POOL CUP, in specie, value 2'tt sovs. given by the Lessee.
added to a R andicap Sweepttakes of 25 sovs each, 15 it, and
5 only if declar.,d on a day hereafter to be named, to Messrs.
Weatherby, London; or to Mr. W. Topharn, Clerk of the
Course, Chf ster ; the winner of any sweepstakes, cup, cup
stakes, or plate, of the clear value of 500 soya after the weights
appear 51b, two of such races 101 b extra, but this in an% case
to be the extreme penalty; the winner of the Manchester
Union or Trades Cup, Ascot Stakes, Northumberland Plate,
or Cumberland Plate, lolb extra ; or of any other handicap
race of the value of 200 sovs clear 51b. of 400 71b, or of any
two of such last mentioned handicaps 81b extra ; the winner
to pay 30 scvs to the judge, and 20 soya towards expenses of
the course ; second to save his stake; two miles. Weights to
be published in due time.
PRESENT SUBSCRIBERS:
Lord Annesley Mr. J. Bennett
Lord Canterbury I%tr. R. Bignell
Lord Hartington Mr. W. G. Craven
Lord Sefton Mr. Dawson

Mr. Jackson
Mr. W. Lynn
Mr. J. Merry
Mr. W. Owen
Mr. Payne
Mr. W. Ralph
Mr. R. Riddell
Mr. R. Riddell
Mr. Saxon..

7')/‘e

THE SUN, LONDON, TUESDAY EVENING, MARCH 24, 1863.

Naval and Military Intelligence.

THE NAVY.

VALETTA, March 17.—The marriage of the Prince
of Wales was celebrated at Malta by a review of all
the troops of the garrison on the 10th inst. The
Governor and the Admiral gave dinner parties in
the evening. The fleet was brilliantly illuminated.
At 9 30 p.m. the yards were manned; three cheers
were given, amid a blaze of blue lights and a shower
of rockets from each yardarm of the line-of-battle
ships, which produced a gorgeous and magnificent.
spectacle. Later a grand ball was given by the
officers of the army and navy and the members of
the Union Club, at the Auberge de Provence. The
subscriptions for this were so liberal that it is said
there will remain a considerable surplus to be banded
over to the Lancashire Relief Fund. Prince Alfred
is now completely recovered, but is still in hospital,
hich he will leave to embark on board the Magi-
cienne for conveyance to Marseilles, when the time
for his departure is fixed on. Orders have been
received by the Commander-in-Chief to grant leave
of absence to the Deputy Inspector, Dr. A. Arm-
strong, who will accompany his Royal Highness
and Major Cowell. It is expected the Magicienne
will leave some day this week, and, after landing
the Prince, Major Cowell, and Dr. Armstrong at
Marseilles, will return to Malta. The Marlborough,
131, Capt. W. H. Stewart, C. 8., bearing the flag
of the Vice-Admiral Commander-in-Chief Sir W.F.
Martin, K.C.8., will proceed to sea for a cruise on a
favourable change of the weather. The Queen, 74,
Capt. F. C. Hillyar, will hoist the flag in her absence.
The St. George, 86, Capt. the Hon. F. Egerton,
will leave to-day for target practice. The Trident,
Commander C. J. Balfour, will leave on Saturday
next for Gibraltar, to be stationed there. The sur-
veying ship Medina, 5, Capt. T, A. Spratt, C. 8., is
to be sold or broken up, and she will probably be
replaced by the Hydra, 6, now lying at Woolwich.
Lieut. Wilkinson, of the Medina, left by the Penin-
sular and Oriental Company's steamer Euxine for
England on leave of absence. The Wanderer, 4,
Commander M. C. Seymour, which was on her way
from the coast of Syria to Malta, has been, a telegram
from Smyrna of the 15th inst. states, detained there
by her Majesty's Consul. The Chanticleer, 17,
Commander C. Stirling, has been ordered foom Corfu
to Beyrout to relieve the Alacrity, 4, Commander J.
Baird, which has been ashore at Latakia. The Ma-
lacca, 17, Capt. G. J. Napier, is still on the coast of
Syria. Her Majesty's ships at Corfu are :—The
Edgar, 89, Capt. the Hon. F. A. Foley (bearing the
flag of Rear-Admiral S. C. Dacres, C. 8.), and the
Trafalgar, 70, Capt. the Hon. T. Baillie. I regret
to state that Commander R. Reid, of this vessel, who
arrived here a few days ago from Corfu, invalided,
died this morning from pericarditis in the hospital
at Bighi. The Phoebe, 35, Capt. T. D. Fortescue,
had left the Piraeus for Corfu, having been relieved
by the Liffey, 39, Capt. G. Parker, from Malta. The
latter vessel and th© Pelican, 17, Commander P.
Brock, were at the Piraeus by the last accounts. The
Shannon, 35, Capt. O. J. Jones, was at Patras. The
Foxhound, 4, Commander the Hon. A. Hobart, left
the Piraeus on the 14th inst., having on board the
Hon. P. C. Scarlett, her Britannic Majesty's Envoy
at Athens, who purposes making an official visit to
the different ports of the Greek Archipelago. The
Hon. H. Elliot would perform the duties of the Em-
bassy during the absence of Mr. Scarlett. The
Icarus, 11, Commander N. Salmon, V.C., is on her
way back to Malta from Naples, whither she has
been to take up supernumeraries for the Meeanee,
60, Capt. G. Woodhouse. She called at Marsala on
the 10th. The Supply, iron screw atoreship, left
Malta on Thursday last for Corfu, and is expected
home shortly.
Her Majesty's steam storeships Rhadamanthus,
Master Commander Raymond, and the Wye, Master
Commander Valentine G. Roberts, entered the
outer basin at Woolwich yesterday, the Rhada-
manthus from Portland, and the Wye from the
West Coast of Africa. The latter vessel will be
inspected this morning at 10 o'clock and will be
afterwards surveyed throughout, with a view of
ascertaining the extent of her defects. She will be
ordered to be paid off.

circle in little more than twice her own length.
Experiments were made in starting and stopping
the engines. From the time of giving the order
from the bridge to the engine-room, by means
of Allen's engine-room telegraph, the engines were
stopped dead on two separate occasions in 61
minutes and 6 minutes respectively. From the order
being given from the bridge the steam was shut off
and engines started in 7 seconds. The course of the
vessel was then laid for the measured mile ; but at
this time a thick haze came on, rendering objects
almost invisible at a cub'e's length. The frigate,
however, kept on her way, at reduced :peed, in the
hope that the fog would rise, especially as it was
bright and clear above. Ou reaching the Mil plins
it was found that there was too great a haze pre-
vailing to allow of the experimental runs being
made with safety, and the vessel was accordingly
hove to for some time, under the impression that the
mist would clear off. After waiting till late in the
afternoon, however, and the atmosphere being stilt
very thick, the ship's head was turned to the Nore,
where the anchor was dropped at 2.30 p.m. The
official trial was conducted by Commander Crewe-
Read, of the Cumberland, guardship, of the Chatham
Steam Reserve, and the working of the machinery
was under the supervision of Mr. W. Rumble, in-
spector of machineiy afloat, and'Mr. Baker, chief.
engineer of Chatham dockyard, on the part of the
Government. Mr. Maudslay and Mr. Field, the
manufacturers of the engines, were also on board,
the engines being under the charge, for the day, of
Mr. Warriner. Should the weather be favourable
the trial will be resumed today.
Rear-Admiral Robert Spencer Robinson, Con-
troller of the Navy, arrived at Portsmouth dock-
yard yesterday from London, and inspected the
Royal Sovereign iron clad turret ship, the iron clad
frigate Royal Alfred, the iron frigate Hector, &c.
The last-named vessel is ordered to have the external
surface of her bottom plates coated with the pro-
tective composition prepared by the Admiralty chy-
mist, Mr. Hay. The anti-fouling composition will
not be applied until the ship is further advanced in
her outfit for sea.

The following appointments were made yester-
day at the Admiralty :--John Andrews (a) to be a
retired Deputy-Inspector-General of Hospitals and
Fleets; and Robert George Cragie is nominated to
a naval cadetship.

LordWeetrnoreland iiii: Picas
Sir L. Newman Mr. Frail
Col. Forester Mr. F. Hall
Col. C. P. Leslie Mr. Hargreaves
Capt. Christie Mr. Hart
Capt. White I Mr. riudgman
Mr. G. Angell Mr. T. Hughes
Mr. Barber Mr. T. Hughes

ii: :T:Seott
Mr. F. Swindell

If the highest weight accepting be under Sat 121 b, it will be
raised to that, and the others in proportion.
The MERSEY STARES of 15 sovs each, 5 ft, with GO sovs
added, for two year olds ; colts Sat 101 b, and fillies Rst 71b ;
second to ,•ave his stake ; winners of 100 sovs clear Sib, 200 or
more 81b extra, but not to be accumulative; 8 subs or no
race ; T.Y.C.
THIRD DAY.—WEDNESDAY, JULY 15.—The STANLEY
STARES of 15 soya each, 5 ft, with 50 sovs added, for two and
three year olds ; two year olds 7st 41b, three 9st ; fillies and
geldings allowed 21b; winners of plates or sweepstakes in
the present year amounting to 100 sovs clear to carry 51b, 200
or more Blb extra, handicaps excepted ; the winner to pay 10
Boys to the fund; T.Y.C.
PRESENT SUBSCRIBERS.
Lord Annesley, 1 Mr. W. G. Craven, I Mr. G. Payne.
In all races, at Liverpool, where fewer than three horses
start, the added money will be withheld.
The Stanley Stakes closes on Tuesday, the 17th of March,
and names the evening preceding the race; and the Cup and
Mersey Stakes also close and name on Tuesday, the 17th of
March, being the Tuesday following the Liverpool Spring
Meeting.
Nominations received by Messrs. Weatherby, London ; Mr.
R. Johnson, St. Mary's, York ; and Mr. E. W. Topham,
Chester.

QTR ATF ORD - ON- AVON STEEPLE CHASES
will take pace over the Borden Hill Ground, on Wed-
nesday, April 8, 18'3.
The STRATFORD-ON-AVON OPEN STEEPLE CHASE 'Han-
dicap) of 10 soya each, 5 It, and 2 only if declared on or before
Thursday, April 2, 1861, with CO soya added, overseas7auntdfothuer
nail a of fair hunting country.; the winner of any handicap
steeple chase, after the weights are declared, to carry -lb
extra the winner to pay 10 suys towards expenses,
second horse save his stake. To close an nam- to Capt.
Hamilton, Shottery, Stratford-on-Avon, on or before Mon-
day, March 23, 1,'63; weights to appear in" Bell's Life," on
the 29th day of March ; the 5 soya ft, name of horse, and
colours of rider to be enclosed together, or the nomination
will not be received; three horses to start or the public
money will not be added.
The HUNTERS' STAKES of 5 soya each, 3 forfeit, with 30
soya added, over about four miles of fair hunting country, for
horses that have been regularly hunted with any established
pack of foxhounds in the season 1862-63 ; four years 12st,
five years 12st 71b, six and aged 13st ; winners 71b extra;
profess.onal riders 71b extra ; the winner to pay 5 soya to-
wards expenses. To close and name to Capt. Hamilton,
Shottery, Stratford-on-Avon, on or before March 23. 1863;
the 3 soya ft, name of horse, and colours of rider to be en-
closed together, or the nomination will not be received ;
three horses to start, or the public money will not be added.
The WELTER Cue, adted to a Swee -stakes of 10 sovs earl ;
13st 71b ; about three miles ; a winner of 100 sovs to carry 71b
extra, and of 2,0 sovs 141 b extra ; gentlemen riders : nomi-
nation, with entrance-money, name of horse, and colours of
rider, to he sent to Capt. Hamilton, on or before Wednesday,
April 1, 1863.
The FARMERS' AND TRADESMEN'S STARES of 2 soya each,
with 15 sovs added, for horses bona fide and unconditionally
the property of farmers or tradesmen residing* within fifteen
miles of Stratford-on-Avon, and that have not been in a train-
ing stable for six months from date of entry ; 12st each ; to
be rid len by farmers, tradesmen, or their sons ; winners of
any steep echase or hurdle race 101 b extra. To close and
name (with entrance money) to Capt. Hamilton, Shottery,
ratford-on-Avon. on or before Wednesday, April 1; about
three miles ; three horses to start, or the public money will
not be added.
Sir HARLES MORDATINT, Bart., .5f.P.,
sir ROBERT HAMILTON, Bart , K.C.8.,
Stewards
Capt. PEAFIT.
Liloornd o
H. NORTH,
F. W. HAMILTON, Shottery, Stratford-on-Avon,
N E
Son georetary and Treasurer.

The first of the official trials of the armour-clad
war vessel Royal Oak, the pioneer of the fleet of
ships of this class, completed and building, took
place at the Government trial ground, Maplin
Sands, yesterday, under somewhat unfavourable cir-
cumstances of weather. The Royal Oak has any-
thing but a handsome appearance, her square-built
hull, receding bows, and general form being alto-
gether different from what is generally associated
with vessels of her size and tonnage. She has no
figure-head, the absence of this ornament being
rendered the more apparent by her tumble-home
stem. Like the Defence and Resistance, she is only
bark rigged, with double topsail yards, which,
taken with her immense size, gives her a peculiarly
strange and weird-like appearance. The armament
of the Royal Oak is not yet on board, and, as only
a portion of her sea stores have been shipped, the
trial yesterday was only at light draught, and forms
therefore no criterion of what her performance will
be when she is fully equipped for sea, with all her
provisions, stores, cables, shot, shell, coals, guns,
&e., on board, increasing her draught of water some
three or four feet. The ;engines have been con-
structed by the firm of Maudsley, Son, and Field,
and were originally intended for the line-of-battle
ship Bulwark, at Chatham, but the Royal :Oak
being completed before her they were placed on
board that vessel. They are nominally of 800-horse
power, but can be worked up to 3000-horse power,
and are the horizontal double piston-rod direct act-
ing, fitted with improved gear for tightening the
piston-rod bands without stopping the engines.
The cylinders are 82 inches in diameter, and the
length of stroke four feet. The screw is an im-
proved Griffiths, the blades being bolted to the boss
with flanges, instead of being fixed with the key
and wooden wedges. The diameter of the screw is
19ft., and its weight rather more than 19 tons;
by its improved mode of construction the pitch can
be readily varied from 22ft. 6in. to 27ft 6in.,
The officials under whose superintendence the trial
yesterday took place left Chatham dockyard at an
early hour in the steam tender Adder, Mr. Blayer;
Master Commander, and steamed out to the Royal
Oak, which lay lashed alongside .the coaling-ship.
Since she was floated out of dock on Thursday, the
stowage of the shot, shell, cables, and other stores
on board has been altered so as to bring her
from an even keel to about two feet down by the
stern. Since Thursday she has also had about 150
tons of coals placed on board, and yesterday morn-
ing she was found to draw 23ft. lin. aft, and 20ft.
7in. forward, with her midship ports lift. 21in.
from the water. At 11 o'clock the frigate got
under way, and her head turned towards the Maplin
Sands. Scarcely a breath of air stirred, and the
sea was in every respect most favourable for the
trial. The enginee were in the official charge of
Mr. Tuck. the chief engineer, and, although it was
almost the. first time that they had been tried, were
found to work very satisfactorily. After steaming
well out to the Nore, the engines working a little
more than half speed, some experiments were made
in turning the circle and stopping
and starting the
engines. The force of the wind at the time was
barely 1, and the sea calm. Tho experiment was
first made in completing the circle, but, owing to
vessels being in the way of the frigate, the first
two trials were failures, and at the second trial the
wheel slipped. With the helm hard over to star-
board, and four men at the wheel, the circle was
made in 5 min 23 sec., with the rudder at an angle of
311 deg., and the screw making 52 revolutions per
minute. The helm was then put hard sport, and
with the rudder at 264 deg. the circle was made in
5 mile. 6 sec., the engines making 54 revolutions per
minute, the pitch of the screw on both occasions 27ft.
6in., and diameter 19ft. 6in. ; vacuum, 24 ; load on
safety valve, 201 b. The frigate was found to answer
her helm remarkably well, and turned the complete

stations within 330 yards of each other ; one, the
Metropolitan, with the rails 19ft. below the surface,
and the other, the North London City Branch in
Liverpool-street, with the rails 19ft. above the sur-
face. This, however, was of little importance, as
there was not any great necessity for intercommu-
nication between them; but thecase was altogether
different as regards the proposed establishment of
the Great Eastern terminal station in Finsbury-
circus, with the rails above 18ft. above the surface,
within 220 yards of the Metropolitan terminus,
19ft. below it. This proposal, however, had not yet
been sanctioned, and the subject would probably
r( ccive full and thorough investigation. The open-
ing of the Metropolitan Riilway between Padding-
ton and Farringdon-street, and the manner in
which it was made use of by the public, had clearly
pointed out the expediency of providing other lines
ofrailway within the metropolitan area proper which
would abstract some of the passenger traffic at pre-
sent carried on by cabs and omnibuses, and thus
materially relieve the great pressure in the main
thoroughfares. The experience gained by the open-
ing of the Metropolitan Railway was valuable in
another respect. It was almost proved beyond doubt
that, as at present constructed with two lines of rail-
way, though exeeed:ngly well adapted to supersede
to a very great extent omnibus and cab traffic, it
would not accommodate through passenger traffic,
and would have great difficulty in disposing of any
large amount of goods traffic. South of the Thames,
in the low-lying districts contiguous to the river,
this could only be done by constructing the lines on
viaducts, which would interfere with, and somewhat
prejudice the appearance of, the public streets ; but
there was no sufficient reason why the bridges over
important thoroughfares in the metropolis or else-
where should be made so objectionable in appearance
as they sometimes had been, and this in future might
be obviated by special provisions introduced into the
several acts; but it must be borne in mind that,
where railways crossed important streets by over-
bridges, the safety of the public travelling in
vehicles or on horseback along those streets required
that the trains should be hid by some kind of screen.
North of the Thames the case was somewhat diffe-
rent, as the elevation of the district generally was
such that facilities existed for the construction of
railways under streets in covered ways of tunnels,
where there need not be the same amount of inter-
ference with private property or disfigurement or
injury to the public streets, and where the construe-
tion of such railways would to a great extent free
the thoroughfares from a large amount of traffic.
Of course it was absolutely indispensable that these
railways should be so laid out and constructed as not
to interfere with the drainage of the metropolis,
and, as far as possible, they might be expected to
follow the general course of the crowded roadways.
When sanctioned under important thoroughfares,
some special provision would be necessary
to prevent these thoroughfares from being
blocked up while the lines were in course of con-
struction. The policy of authorising the appro-
priation of the squares in the metropolis for the
purposes of terminal stations, covering the area with
lofty railway buildings, was exceedingly doubtful.
In some instances circumstances might justify it;
but there were no grave objections to railways pass-
ing under the squares or parks, provided the drain-
age and sewerage were not interfered with. The
removal of houses, where the existing buildings
were ill-constructed and too densely inhabited by
the poorer classes, in order to allow of the construc-
tion of railways through such districts, was not
always objectionable, and might even be desirable,
if provisions were introduced into the Acts securing
the construction of a better class of houses else-
where, and providing for the running of certain
daily trains at very low fares. Railways were gra-
dually being introduced into the metropolis, and,
comparing the past with the present, ono was
enabled somewhat to anticipate the future, and to
arrive at the conclusion that more railways would
be constructed within that area. It was only a
question of time. The formation of lines of inter-
communication between the terminal stations of the
northern and eastern main lines of railway north of
the Thames with those of the southern and eastern
lines south of the Thames, and with each other,
would necessarily diminish the cab and omnibus
traffic through the streets ; but it would probably
have a much greater effect in clearing them by
allowing the goods traffic to pass directly, without
being conveyed through the streets by means of
heavy goods vans. A scheme was before Parliament
—the East London and Rotherhithe—proposing to
connect the Blackwell Railway with the south
aide of the Thames through the Thames Tun-
nel, but the inclines and curves on the proposed
line were very objectionable. The subject, how-
ever, was of great importance, and if such a
communication could not be satisfactorily made
through the Thames Tunnel, or by the bridge
of the Charing-cross Railway leading to Cannon-
street station, it would be still more requisite that
the expediency of providing intercommunication
between these districts should be steadily kept in
view, and its feasibility examined, through the
Ludgate Station and Junction Railway and the
Metropolitan Railway, by placing the Great Eastern
terminus on such a level as would admit of a junc-
tion with the Metropolitan Railway at Finsbury-
circus. In many instances the schemes brought
before Parliament were prepared in a very hurried
manner, and as regarded the metropolis lying north
of the Thames especially the plans did not gene-
rally show the position of the sewers nor give any
information respecting the drainage, which was so
important in examining the merits of any scheme
or in judging of its feasibility. The construc-
tion of many new lines of railway in so limited an
area as that of the metropolis by a considerable
number of independent companies would probably
fail to afford the public all the advantages which
would result from the construction of thoroughly
considered schemes in the hands of a limited num-
ber of companies—the fewer the better—with proper
facilities to each other for the interchange of traffic
at the various junctions. This interchange would
not be possible if the termini of any two lines placed
in close proximity to each other were in one case on
a viaduct and in another in a subway or tunnel,
or on such different heights above the same datum
plane that a junction could not be effected between
them. Anumber of the schemes affecting the metro-
polis had already fallen through, from failing
to pass the standing orders, or been rejected or
withdrawn. Possibly some of the best schemes
might thus be shut out from view ; and he thought
it seemed well deserving of consideration whether
the true interests of the public and those of the
railway companies would not be best consulted
by postponing the consideration of all railway
schemes which proposed to establish new lines, enter-
ing, approaching within narrow limits of, or passing
across the metropolis proper, until a future Session,
when all the schemes to be then brought forward
might bo considered together, and those of them
sanctioned which should appear to best meet the
public requirements. The railway schemes in ques-
tion were all named in group D, but six of them
were no longer before Parliament. The plans de-
, posited for the Session of 1863 might be divided
into the following groups
MAIN LINES SEEKING TERMINI IN TILE METROPOLIS.
1. Great Eastern Railway—New Metropolitan Station
and Branches. Length, 10 miles 36 chains. Capital,
£1,200,000.
2. Midland Railway—Extension from Bradford to Lon-
don, with a terminus at the Euston-road. Length, 51 miles
4 chains. Capital, £750,000.
3. Ludgate Station and Junction Railway. Length, 66
chains. Capital, £1,000,000.
LINES PROPOSED TO MEET THE EXIGENCIES OF EXIST-
ING TRAFFIC, OR TO IMPROVE THE CONSTRUCTION OF
, EXISTING OR AUTHORISED RAILWAYS.

4. No 4 of the London, Brighton, and South Coast Rail-
way (extensions and alteration). Length 421 chains. 5
Nos. 5,6, 7, and 8, and Victoria Station of the London,
Chatham, and Dover Railway, No. 1. Length 2 miles 73
chains, Capital, /500,000, 6. Victoria Station and Pimlico

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Railway, widening, proposed by the London, Brighton, and
South Coast Railway Company, Length, 60 chains.—Com-
peting schemes.
117. No. 1 of the London, Brighton, and South Coast Rail-
way (extension and alteration). Length 2 miles 40 el:tains.
Capital £300,000. No 3of the Landon, Brighton, and
South Coast Railway. (extension and alteration). Length
77 chains. (Brixtox to Denmark-hill).
8. North London Railway, branch to Imperial Gasworks.
Length 48 chains. Capital not stated.
9. Tottenham and Harnp,tead Junction Railway
(branches). Length 65 chains. Capital £50,000.
10. Hammersmith and City Railway (Junction with the
Great Western liai4ay). Length 45 Chains. Capital,
£6 1,000.
LINES PROPOSED TO ACCOMMODATE TRAFFIC IN TILE

SUBURBAN DISTRICTS.
NORTH OF THE THAMES.

Part of the Great Eastern scheme, referred to above, from
Edmonton to the Junction with the North London Rail-
way. Length, 2 miles 63 chains. Capital £240,000.
11. North London and Edmonton. No Bill lodged.
12. Hammersmith, Kew, and Richmond. Length, 6
miles 42 chains. Capital £240,000.

13. Fulham and Hammersmith. Length 3 miles 34
chains. Capital, 120,000.
14. Barnes, Hammersmith, and Kensington. Length, 5
miles 43 chains. Capital, £340,000.
SOUTH OF THE THAMES.
15. Wimbledon and Streatham. Length, 3 miles 19
chains. Capital, £50,000.
16. Putney, Balham, and City Junction. Length, 5 miles
7 chains. Capital, £180,',',00.
17. London, Chatham, and Dover Bill (No. 2) to Epsom
and Sutton. Length, 14 miles 16 chains. Capital 400,000.
18. London, Brighton, and South Coast, South London,
Tooting and Sutton Junction. Length, 16 miles 45 chains.
Capital, £186,600.—Competing schemes.
19. The Greenwich and Woolwich. Length, 2 miles 61
chains. Capital £200,000. 20. The South London, Green-
wich, and Woolwich Railway. Length, 6 miles 62 chains.
Capital, £420,000. 21. Nos. 1,2, 3of the London, Chatham,
and Dover Railway, No. 1. Length, 7 miles 25 chains.
Capital, £1,400,000,—Competing schemes.
No. 9 of the London, Chatham, and Dover Railway, No.
1, Length, 2 miles 71 chains, (Crystal Palace communi-
cation,
LINES PROPOSED TO ENTER OR CROSS THE METROPOLIS

OR WHICH LIE IMMEDIATELY OUTSIDE OF IT.
22. Metropolitan, Tottenham, and Hampstead. Length,
7 miles 8 chains. Capital, £400,000.
23. Northern and Southern. Length, 85 chains.
24. Regent-circus. Length, 1 mile, 57 chains. Capital,
£1,000,000.
25. Albert Station and Mid-London. Length, 4 miles
51 chains. Capital, £740,000. 26. Leicester-square, Ham-
mersmith, Kew, and Richmond. Length, 13 miles 6
chains. Capital, £990,000.—Competing schemes.
27. Kensington, Knightsbridge, and Metropolitan.
Length, 2 miles 40 chains. Capital, £600,000. 28. Pim-
lico and Paddington. Length, 3 miles 13 chains. Capital,
£850,000. 29. London Railway (Victoria Station). Length,
2 miles, 77 chains. Capital, £700,000.—Competing schemes.

30. East London and Rotherhithe. Length, 1 mile 32
chains. Capital, £300,000. 31. Rotherhithe Railway.
Length, 2 miles 62 chains. Capital, £lOO,OOO. 32. Grand
Surrey and Commercial Docks Railway Bill. Length, 3
miles 76 chains. Capital, £260,000. 33. No. 4of the Lon-
don, Chatham, and Dover. No. 1, Thames Branch. Length,
1 mile 46 chains.—Competing schemes.

With regard to the proposed Metropolitan sta-
tion of the Great Eastern Company, Col. Yolland
remarked that the Finsbury-circus was designed
for the site of the terminal station, as the whole
area is included within the limits of deviation shown
on the plans. It was only a very short distance
from tha terminal station of the North London Rail-
way at Liverpool street, but in his opinion the con-
struction of another terminal station for the Great
Eastern Railway further to the west was desirable.
The line from Edmonton, in additisn to providing
facilities for the suburban traffic, would, by
means of the short connecting railway, shorten
the Cambridge route by some miles, and the diver-
sion of the Cambridge traffic would much relieve
the overcrowded main line bet ween Shoreditch and
Stratford. It was most important that in the con-
struction of a line from Dalston to the city the de-
sirability of effecting a junction with the metropo-
litan Railway should not be lost sight of. II Parlia-
ment was satisfied with the necessity of the lines
from Edmonton to the North London at West Hack-
ney, that portion of the scheme might be separated
from the southern portions, which required further
revision.

The Midland Extension to London was 49 miles
5 chains long, commenced at Belford, entered Lon-
don on the east side of the Edgware-read, crossed
over the Hampstead Junction Railway and the
Finchley-road, then tunnels for 1,484 yards under
Hampstead-hill any the Hampstead-road, passed
under the Hampstead Junction Railway and the
Kentish-town-road at the point of junction with the
Highgate-road, through Camden-town, under the
North London Railway, over the Regent's Canal,
across a mass of small streets to the Metropolitan
Railway in the New-road, which it joined by a short
branch, 31 chains long, at the King's-cross station
of the Metropolitan Railway. The ruling gradient
was lin 129. He doubted the propriety of sanc-
tioning the junction of the proposed line with the
Metropolitan Railway in its present ftipt.
With regard to the Ludgate Station and Junc-
tion Railway, the bridge over Ludgate-hill was 40
feet span and 10 feet in height. The line descended
from Ludgate-hill to Skinner-street by a steep in-
cline of 1 in 40. No open space was interfered with,
except a small portion of Smithfield. The space
marked on the plans as7property which might be
taken for station purposes was very extensive along
the whole route on the east side of Farringdon-
street. Provision should probably be made for a
bridge of such dimensions as would provide for any
future widening of the main thoroughfare along
Ludgate-hill, and the nature of the bridge, in an
architectural point:of view, should be subject to the
approval of some public board.
As to the proposed widening of the Victoria Sta-
tion and Pimlico Railway, the report stated that
there was an urgent necessity for additional means
of entering that station at Pimlico.
The London, Chatham, and Dover scheme pro-
posed to build a new bridge across the Thames
adjacent to the Victoria-bridge. It would be de-
serving of consideration whether the widening of
the existing bridge, or the placing of a new one
close to the Victoria-bridge would not be less ob-
jectionable to the navigation than the construction
of a separate bridge at a distance from the former.

The following bills had been withdrawn, or were
no longer before Parliament :—North London
(Branch to the Imperial Gasworks) ; the North
London and Edmonton; the Hammersmith, Kew,
and Richmond; the Wimbledon and Streatham;
the Putney, Balham, and City Junction; the Lon-
don, Chatham, and Dover, No. 2; the Greenwich
and Woolwich ; the South London, Greenwich,
and Woolwich ; the Northern and Southern (City
Junction) ; the Albert Station and Mid-London ;
the Leicester-square, Hammersmith, Kew, and
Richmond ; the Kensington, Knightsbridge, and
Metropolitan ; the Pimlico and Paddington, and
the Regent-circus. The latter project for a line
from King's-cross station to Great Windmill-street
was thrown out on the second reading, but Colonel
Yolland had no doubt that a line connecting the
Great Northern Railway with Charing-cross or
Regent-circus would be found usefulto the public.
After describing the routes and particulars of the
other projects-, he concluded by stating that he had
not in his possession the information that would
enable him to express an opinion upon thei•ailway
schemes which affected the purely suburban dis-
tricts; and he regretted that his observations in the
report were not more complete.

A letter from Vienna states that the Emperor
Francis Joseph has decided upon a very early meeting of
the Hungarian Diet. It also says that new reforms are to
be octroyed in Hungary.
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