The Sun.
London, England, 1865-05-19 00:00:00

DEBTOR.

May 18. May 11.
fr. e. fr. c,
Capital of the Bank.... 182,300,000 182,500,000
Profits in addition to

capital (Art. 8, Law,
June 9, 1857).. 7,043,871 81 7,043,831 81
Reserve of the Bank

and its branches 22,105,750 14 22,105,750 14
Reserve in landed pro-
perty 4,000,000 4,000,000
Notes in circulation 807,978,225 817,660,875
Banknotes to order and
receipts payable at
sight 7,174,109 5G 8,694,705 87
Treasury account cur-

- - -
rent creditor
Current accounts, Paris 147,165,994 37 137,402,764 81
Do. branch banks
Dividends payable 786,530 75 833,216 75
Discounts and sundry
interests
Rediscounted the last

six months
Sundries

Total
CREDITOR.
May 18. May 11.
Cash in hand and in fr. c. fr. c.
Branch banks
Commercial bills over-

due
Commercial bills dis-
counted, not yet duo 239,181,626 36 250,587,488 87
Do. branch banks 265,388,412 272,865,588
Advances on deposit of
bullion M,727,696 35 29,455,596 35
Do. branch banks 7,067,786 6,066,795 -
Do. on French Public
Securities 14,707,700
Do. by branch banks 9,987,450
Do. on railway shares
and debentures
D. branch banks
Do. on Credit Foncier
Bonds
Do. branches
Do. to the State (con-
vention, June 10,
1857) 60,000,000
Government Stock re-

916,128 51. 3,415,457 77

14,297,300 -

10,341,950 -

30,011,500 - 80,231,500
18,936,750 - 18,701,150

507,100 - 529,600
388,900 - 377,700

60,000,000 -

12,980,750 14 12,980,750 14
36,537,487 91 36,557,487 91

serve
Do. disposable
Rentes Immobalisdes
(Law, June 2, 1857) 100,000,000 100,000,000 -
Hotel and furniture of
the Bank and landed
property branches
Expenses of manage-

8,500,265 - 8,489,265 -

merit
Sundries

1,464,186 99 1,439,942 63
9,497,814 23 8,260,413 68

Total 1,34833,787 2-1 1,325,291,982 74
Certified by the Senator Gobernor of the Bank of France.
ROULAND.

The CHAIRMAN said that in November last notices
of application to Parliament had been given for 160
bills which more or less seriously affected the inte-
rests of the Great Western Company. By arrange
meats and negotiations the directors were enabled to
reduce that list to 75 bills ; and the Great Western
Company had to present 75 petitions to Parlia-
ment against those bills. The 75 bills had sub-
sequently been reduced to 36, of . which a list had
been sent to the proprietors, informing them
that they would be submitted for their consideration.
Of those 36 bills one-half were not ready, or had
been so far modified that they did not require to be
submitted, or had failed in their progress through
Parliament. He had told them at the half-yearly
meeting in March last that a bill was then being
promoted in connection with the East Gloucester-
shire Railway. It was a scheme brought forward by
speculators, contractors, and engineers for competing
with the Great Western throughout their whole dis-
trict from London to Bristol and to South Wales.
The scheme was not required for local purposes, and
was therefore promoted for the purpose of competing
with the Great Western for their through traffic to
Bristol and South Walca. They had, huweyor, duo--
ceeded so far in defeating the principal portion of it.
The main feature of it was to make a secound route
between London and Oxford to the East Glouces-
tershire line and a branch to Bristol, and as this
branch was devoid of all local support, he thought
they would also succeed in defeating this portion of
the scheme. The Midland Company had applied to
Parliament for powers to subscribe 100,000 towards
the East Gloucestershire Railway ; the Great Western
opposed the application, and Parliamentrejected that
application. Looking at all the -features of the
scheme, and the verdict of the House of Commons
on those proceedings, he thought the Midland Rail-
way Company would be prevented, not only from
subscribing the £lOO,OOO to the East Gloucestershire,
but from previous arrangements with the Great
Western, sanctioned by Parliament, they would be
unable to make working arrangements with the East
Gloucestershire Company. He hoped that those
decisions would induce a better state of things. The
directors had to accept accomplished facts to a certain
extent, and were not disposed to obstruct local ac-
commodation. They were prepared to continue in a
friendly spirit with the Midland and the East Glou-
cestershire Companies in carrying out what Parlia-
ment had sanctioned for the accommodation of local
districts. They had succeeded during the present
Session in maintaining their position in the district
through which their line passed. There was no longer
the same state of things that existed in 1845 and
1846. The Great Western Company had since that
time made great sacrifices in respect of dividends to
accommodate the various districts in their route, and
that was a matter that ought to be taken into consi-
deration. The main line could easily accommodate
double the present traffic on it, and so long as they
were ready to supply local districts with the requi-
site accommodation, he relied on the justice and wis-
dom of Parliament to protect them from competing
schemes that had been so far frustrated. Looking
at the great requirements of the present day, they
were bound to keep their line and rolling stock in
the utmost state of efficiency, and to afford ample
accommodation for the local traffic he thought the
shareholders must not expect the working expenses
to remain at their present level. He then explained
the objects of the 36 bills they had on their list.
The first on the list was the only one promoted by
this company. It was a bill for conferring further
powers on the. Great 'Western Railway Company
for the construction of works and acquisition of
lands, and otherwise in relation to their own under-
taking and the undertakings of other companies
and persons. The bill authorised the raising of
£300,000. _ _

Mr. FENTON, deputy-chairman, seconded the
motion for the approval of the bill, which, after
some observations by Mr. Legg, Mr. Adams, and
Mr. Norris, M.P., was carried unanimously.

The next bill authorised a joint station at Bristo'

for the Great Western, Bristol and Exeter, and
Midland Railway Companies. It would afford great
facilities and accommodation for traffic, and would
only involve a contribution• of £50,000 from each
company. The bill was approved.
The third bill was not ready. The fourth bill was

for authorising the construction of a railway from
Acton to Brentford. It would branch from the main
line at Acton and further extend the suburban ac-
commodation. If sanctioned by Parliament the line
would be adopted and worked by the Great Western
Company. This bill was also approved. _

The fifth and sixth bills were not ready. The
seventh was a bill to incorporate a company for mak-
ing a railway from the Peterston station of the South
\Vales Railway to Cadoxton-juxta-Barry, with a
branch to Sully, all in the county of Glamorgan. The
line would be 12 miles in length, and the Great
Western would have permissive powers to work it.
The bill was approved.
The CHAIRMAN said that No. 8 was not ready,
Nos. 9 and 10 did not require their sanction, No. 11
was dead, and No. 12 was not ready. The next bill
was No. 13. It authorised the construction of a rail-
way from the South Wales Railway to Fishguard Bay
and of a harbour there. The object of the bill was
to shorten the distance by sea between South Wales
and the south of Ireland. It involved no liability on
the Great Western. He then moved that the bill
be approved, which was agreed to.
No. 14 was a bill for making railways from the
Hammersmith and City Railway, through Fulham to
the north shore of the River Thames. It was stated
that this was similar in its objects to No. 4, and if
sanctioned by Parliament would be adopted and
worked by the Great Western Railway Company.
The bill was approved.
The next was No. 15, to incorporate a company
for making railways in the county of Worcester, to

be called "the Halesowen and Bromsgrove Branch
Railways." The capital was £120,000. It would
form a junction with the Midland, and a friendly
arrangement had been come to with that company
for working the line when made at 50 per cent. of
the receipts. The country was said to be full of
traffic, and the bill was approved. Bill No. 16
was to authorise the Hammersmith and City Rail-
way Company to alter some of the works connected
with their railway, to purchase additional lands,
and to lease or transfer their undertaking to the
Great Western and Metropolitan Railway Com-
panies. It was explained that under those arrange-
ments with the Metropolitan the Great Western
would have access to a station at Finsbury,
within three minutes' walk of the Bank of Eng-
land, for their through and suburban passenger
traffic ; and by all arrangement with the London
and North Western they would have access to the
docks for goods traffic, via the North London Rail-
way. The bill was approved.
A bill to confer further powers on the Metropo-
litan Railway with reference to certain lands and
works, and to authorise the lease or transfer of the
Hammersmith and City Railway and arrange-
ments with other companies, was approved.
The following bills were also approved :—A bill
to enable the Northampton and Banbury Junction
Railway Company to divert a portion of their rail-
way to Chipping Norton and Blockley ; a bill to
authorise the Stonehouse and Nailsworth Railway
Company to extend theirrailway from Dudbridge
to the Great Western at Stroud ; a bill to authorise
the Stourbridge Railway Company to construct a
branch railway to Stourbridge, and raise additional
.•