The Sun.
London, England, 1853-09-05 00:00:00

several States in 1850, and the number of inhabi-
tants in each to one mile of railroad :
Miles

Population.

States.

Inhabitants
to one Nile of
Railroad. Rail•oad.
Maine 506 583,188 _. 1,152
New Hampshire 542 317,964 _. 587
Vermont 439 ... 314,120 715
Massachusetts 1,206 ... 994,499 ... 83
Rhode Island B2 ... 147,544 1,799
Connecticut 829 ... 370,791 ... 447
New York 3,154 ... 3,097,349 ... 982
New Jersey 339 480,553 ... 1,417
Pennsylvania 2,125 ... 2,311,786 ... 1,088
Delaware. 27 ... 91,535 ... 33,902
Maryland 5OB .- 583,035 11,477
Virginia 1,234 -. 1,421,661 _. 1,152
North Carolina 499 8,i8,903 ... 1,748
South Carolina 895 ... 6';8,507 ... 747
Georgia 1,060 ... 905,999 ... 855
Florida 23 ... 87,401 ... 3,800
Alabama !O2i -. 771,671 855
Mississippi 970 .. 600,555 ... 6,253
Louisiana 263 .- 517,739 1,968
Texas 32 _. 212,592 6,643
Tennessee 6941 ... 1,002,625 ... 14,436
Kentucky 753 ... 982,405 ... 13,047
Ohio 3,154 ... 1,980,408 ... 628
Michigan 427 ... 397,654 . . 9,312
Indiana 1,734 ... 988,415 ... 570
Illinois 1,948 851,470 ... 4,374
Missouri 515 ... 682,033 ... 13,245
Wisconsin 473 ... 3 ;5,091 ... 6,452
You will therefore see that Massachusetts, which
has 1,200 miles of railroad and 1,000,000 of people,
has one mile of railway for every 83 persons.
Americans themselves can hardly imagine the
railroad progress of the United States till they
come to the figures of what has actually been done;
much less can we comprehend our probable pro-
gress in the future. Those who have bestowed the
most reflection on the subject entertain no doubt
that the construction of railways in the south-west
and west-that illimitable granary of the world-
will continue and increase with augmented ratio
for a long time to come. If that vast district
should be supplied with railways as Massachusetts
now is, it would demand at least 100,000 miles of
railway. What student of political economy in
England or in America can fail to draw an in-
ference here in favour of free trade ? With the
superior facilities of Great Britain for manufac-
turing iron, and our still greater facilities over her
for the prosecution of agriculture, who is so blind
as not to see that she ought to make our iron and
take her pay for it in bread, unless bad and un-
healthy legislation interrupts this natural order of
the law of Providence ?-T imes' Correspondent.

RAILWAY INTELLIGENCE.

WORCESTER AND HEREFORD.

The first ordinary meeting of this company was held
at the Railway Station, Euston-sqnare, on Saturday—
Mr. T. Haywood in the chair.
Mr. E. WATKIN, the secretary, read the report,
which congratulated the shareholders on the success of
their second application to Parliament for the power of
constructinc, a railway on the narrow gauge from Wor-
cester to Hereford, and by that means connecting the
narrow gauge system of South Wales with the metro-
polis and the great network of railways on the same
gauge in England and Scotland. The works would be
commenced as soon as possible, and they expected to be
able in November next to open nearly one mile in
length of their line at Hereford, connecting the New-
port, Abergavenny, and Hereford, and the Shrewsbury,
and Hereford Railways ; and in May, 1854, they ex-
pected to open eight miles of line between Worcester
and Malvern. The works were heavy on the portion of
the line between Hereford and Malvern, and would
require about two years to complete them from the
date of obtaining possession of the land. There would
be two tunnels, three quarters of a mile in length each,
on this portion of the line, and the sinking of the shafts
for them would occupy ten months before they came
down to the formation level. When these were con-
structed they would commence the tunnels, and also the
works along this portion of the line ; they would be
completed simultaneously, and when that was effected
the line would be opened throughout. The landowners
had shown every desire to facilitate their operations.
The directors had determined to allot the unissued
shares in the first place to the present shareholders, and
such shares as might not be taken up would be allotted
to those who had taken an interest in the first applies-
ti al to Parliament. They had the cordial co-operation
of the London and North-Western, the Midland, and
the Newport, Abergavenny, and Hereford companies,
and they hoped to be able to retain it by the establish-
ment of mutual and friendly arrangements which would
enable them to accommodate the public and develope
the resources of the district.

The CHAIRMAN, in moving the adoption of the report,
said he thought the proprietors entertained some feeling
of astonishment at finding that they were in possession
of an act to carry out the undertaking which had been
so long prevented by litigation. The scheme was first
recommended by the Railway Department of the Board
of Trade in the year 1844, and since that time it had
been before no fewer than 10 committees of the Houses
of Lords and Commons, wholiad admittedjthat the line
would be of the greatest possible advantage to the dis-
trict. For the last two years the evidence had been so
convincing on that point that the committee of the Lords
would hear no further evidence with respect to its public
advantages, yet the project had been for a period of
eight years the subject of litigation in Parliament, and
450,0001. had been spent from first to last in litigation
to obtain power to make this line, which it was admitted
possessed many public advantages. The scheme was
brought before Parliament in 1845, and the shareholders
were now met for the first time in 1853 with power to
carry out the undertaking. He thought this fact con-
veyed a bitter satire on the legislative economy of the
country. There was another subject in reference to the
past—it was with reference to those who had joined the
abortive scheme of 1852. He was glad to say, however,
that, with few exceptions, they were proprietors in the
present undertaking. He mentioned this to show the
great union of interests that had kept the company to-
gether ; for any one who had seen the result of the ses-
sion of 1852 with regard to the bill must have been dis-
mayed ; and in renewing the application to Parliament
it had more the appearance of asking shareholders to
participate in carrying on perpetual litigation, or to enter
into a perpetual lawsuit rather than a railway scheme
which was so much valued for its public advantages.
He believed that 3001. would repay the deposits of
those who had joined them in 1852, but had not joined
them in 1853, and since they had got the bill the
number outstanding of 1852 was daily diminishing.
Although they were an independent company, the share
holders should not go away with the idea that they were
not the less bound to their friends, the London and
North-Western and the Midland Companies, without
whose support they could not have gone on ; but, as the
gratitude of public bodies generally depended more upon
favours to come than upon past services, he thought it
as well to mention that already the London and North-
Western had entered into an arrangement with Mr.
Brown, of the Abbw-vale Ironworks, for the supply of '
50,000 tons of coke annually, which would in like man-
ner
be responded to by the transmission of 50,000 tons
of ironstone from Northamptonshire. This traffic would
go over the short line at Hereford, over part of the
Shrewsbury and Hereford, and over the Newport, Aber-
gavenny, and Hereford Railway ; but upon the opening
of their line from Worcester to Hereford the traffic•
would pass over it and bring them in about 5,0001. a-
year. He mentioned this to show that their alliance
with the London and North-Western would be a very
great advantage to them. No person could have heard
the evidence given before the committee in the Com-
mons in respect of the traffic which would pass over
their line—not so much for passengers as for minerals—
without perceiving that the traffic of South Wales was
in its infancy, and that it would become one of the most
important districts in the kingdom.
Mr. MooN seconded the motion, and it was carried
unanimously.
The following gentlemen were then elected directors
of the company,—viz., Messrs. T. Haywood, F. Hall,
J. Stalworth, Honeywood, Higgins, A. Paton, Paget,
Barwin, Moon, E. Tootal, Browning, T. R. Cobb, T.
Pritchard, W. E. Snow, and the Hon. W. E. Fitz
maurice. Messrs. Bartlett and Crossfield were elected
auditors.

The proceedings concluded with a cordial vote of
thanks to the chairman and directors for the able and
energetic manner in which they had promoted the inte-
rests of the company.
The CHAIRMAN, in acknowledging the c ,mpliment,
said, that instead of spending their money in Parliamen-
tary committees, they would now spend if for the public
advantage, and he need not,tell them how anxiously the
landowners looked forward to the carrying out of the
undertaking.
The meeting then separated.

NEWPORT, ABERGAVENNY AND HEREFORD.

The half-yearly meeting of this company was held at
the London Tavern on Wednesday—the Hon. W. E.
Fitzmaurice in the chair.
The Secretary read the report, which stated that the
line will be opened for traffic on the Ist of November
next. The directors are acquiring land and proceeding
with the works of the Taff Vale Extension, and they an-
ticipate opening it as far as Crumlin on the Ist of Sep-
tember, 1854. Arrangements of a mutually advan-
tageous character have been entered into between this
company and the Monmouthshire Railway and Canal
Company, by which it is provided that the engines and
carriages of this company shall pass over the lines of
the Monmouthshire Railway Company, and every
facility be afforded for the interchange of traffic be-
tween the two companies, the requisite station accom-
modation at Newport being supplied. The Shrewsbury
and Hereford Railway, on which this company relies for
its northern communication, will be opened simulta-
neously with the Newport, Abergavenny, and Hereford
line. By these arrangements the large traffic expected
to arise on the opening of the railway will have a
thorough run from the Bristol Channel to the Mersey,
.tnd the connection with the other lines at Shrewsbury
will give a free communication with the whole of the
narrow gauge railways in England and Scotland. The
to the account showed that
report of Mr. Liddell, the engineer, stated that the
eluding
twhoerk s will be executed for a sum considerably within
roads amounted to 93c9
capietastlima ate, and that they are nearly completed. The
30th June last, an3d9B3997s2ll.67l7Jebxepeenndreeede,iviedn-
-96,6134 duringtra the half-year,' leaving a balance
leaving a profit of
The CHAIRMAN,z7IS.
for the half-year on the tram-
of 3,804/.
/., and the expenditure to 5541.,
positioncongrata loafttehdethcoernmoving the adoption of the report,
proprietors on the present satisfactory
PallYz Re stated that they had just

concluded a supplemental agreement with the London
and North-Western Company to work the line and find
~he plant. The terms were 31 per cent. for the first
year, to commence three months after the opening of the
line for traffic, and afterwards 4 per cent. per annum up
to the opening of the Worcester and Hereford line
throughout, when the agreement of 1851 would come
into operation. By this agreement they would have 4
per cent. per annum, and half the surplus profits. He
was happy to say that a very satisfactory agreement had
been entered into with the Moi:mouthshire'Company for
the conveyance of passengers and minerals from Ponty-
pool to Newport. Mr. Brassey, the leisee of the Shrews-
bury and Hereford line, had expressed his intention and
willingness to accommodate the traffic to and from their
line. The line of railway from Newport to Hereford
was now completed, and Mr. Rennie had recently passed
over it on a locomotive engine. There could be no doubt
they would have a large traffic, and he thought there was
no line in the kingdom that had a better prospect of sue-
cess. (Hear, hear.)

Resolutions were passed adopting the report, and ap-
proving the supplemental agreement with the London
and North-Western Company for working the traffic,
and authorising the directors to carry the same into
effect.

A vote of thanks to the chairman and directors con
eluded the proceedings.

OXFORD, WORCESTER, AND WOLVERHAMP-
TON, AND SOUTH STAFFORDSHIRE.
A public meeting of the inhabitants of Dudley was
held on Friday, with the view, if possible, of effecting
an arrangement between the above two railway com-
panies, for establishing a joint station at Dudley, for
the accommodation of the Dudley traffic cn these rail-
ways. The Mayor of Dudley presided, and deputati.ins
attended from both companies. The Mayor, having ad-
dressed the meeting and dwelt-- on the importance of
having a joint station, instead of two separate stations.
Mr. WAINWRIGHT represented to the deputations the
feelings of the inhabitants of Dudley on the matter, and
read a resolution adopted at a previous public meeting,
in which the inhabitants of Dudley imperatively de-
manded, "that a junction between the two railways
should be effected at the Dudley station without delay,
and that such joint station should be at once erected."
Mr, PARSON, who attended on behalf of the Oxford,
Worcester, and Wolverhampton Company, said, that
company was most desirous to effect a junction, but be-
fore doing so there were differences between them and
the Staffordshire Company which must be settled.
The Oxford and Wolverhampton Company were willing
to erect a joint station, on condition that if they did
not find their traffic was proceeding in a satisfactory
manner six months' notice should suffice them to
separate.

Mr. CHAWNER, for the South Staffordshire Company,
said, such a proposition could not for a moment be
entertained. They were also desirous of effecting a
junction, but as the Oxford and Wolverhampton Com-
pany could not come to terms with them, he proposed a
reference to the Board of Trade.
Mr. PARSON then said, they were willing to entertain
any proposition made in writing by the South Stafford-
shire Company, on which
Mr. CHAWNER promised that such proposition should
be made, and the proceedings terminated in that under-
standing, a vote of thanks to the chairman having been
carried.

GREAT WESTERN.
The company are about to construct their extension
line of 20 miles between Salisbury and Warminster.

SHREWSBURY AND BIRMINGHAM AND
CHESTER.

It is stated that some of the shareholders in Edin-
burgh, while declining the Great Western terms, are of
opinion that no step should be taken to secure the offer
until the two companies have new directors,

POSTAL ARRANGEMENTS IN
AUSTRALIA.

Private letters and public journals have teemed for a
long time past with complaints against the Australian
post-offices. Great numbers of persons in Victoria and
New South %Vales do not receive letters and news-
papers for a twelvemonth together, even when they are_
sent from this country monthly or oftener. Parties
living at a distance from Melbourne or Sydney cannot
get their correspondence sent to them for weeks
after it has reached the post-offices of those towns,
and when an English mail arrives in Australia the
people there seem under the combined influence of
a revolution and a famine. Mobs of them are for days
struggling and fighting to get to the post-offices to
humbly beg for their letters from England. This has
been going on for two years, with very slight
attempts towards improvement, and emigrants are sub-
jected to intolerable annoyance, and the trade of the co-
lony is seriously obstructed in consequence.
The Australian post-office department is a nuisance
and disgrace. True, the same complaints as those de-
scribed above were made against the post-offices of Cali-
fornia when gold was first discovered there. In Cali-
fornia, however, government departments had to be
improvised to meet the sudden existence of society, but
in Australia the nucleus of such departments, capable
of expansion to meet all emergencies, ought to have
existed ; and it is the fault of the colonial government
that they have not done so. The qualifications for co-
lonial appointments have been political influence or fa-
mily connexion, and a knowledge of the working of a de-
partment was the last thing thoilizht of when an appoint-
ment was made. Hence it is that an important de-
partment, like that of the post-office in Victoria
and New South Wales, is so imperlect and disorganised
The chiefs of it seem to be ignorant of what the public
service requires, and the subordinates with the routine
of their duties.

A fortnight or two ago an extra mail, the largest ever
seen in this country, brought by the Harbinger from
Australia, arrived in London at midnight. It contained
60,000 letters and 90,000 newspapers. Every letter had
to be stamped, and each letter and paper had to be
taxed with postage. Thousands of letters had to be
weighed, and thousands of bundles of newspapers had
to be counted, and each of the 150,000 letters and papers
had to be passed separately through hands to be sorted
and resorted. By the following midday, after a lapse
of 12 hours only, the work was completed, the Harbin
ger's mail was absorbed with the vast inland and foreign
mails of the day, and every letter and newspaper was
distributed or in course of distribution. Such is the
effect of system. If such a mail arrives in Australia,
the officials in Melbourne and Sydney who take charge
of it break down, and the post-offices of those towns art,
besieged by the public for a fortnight or a month, be-
cause it tak,.s that time before the mail is what is tech-
iiically termed "sorted."
Post-office business, like every other other, require-
to be learnt before it can be practised, and a proficient
zap do as much effective work in an hour as a non
proficient in a week. The English Post-office system,
‘:s designed and perfected during the last 70 years
IT such men as Palmer, Freeling, Maberly, and
is perhaps the best in the world for corn-
i celerity and accuracy, and the maximum o!
accommodation
n-imodation with the minimum of expense. The Eng
lish plan is founded on a few fundamental principles,
such as making the metropolitan office a central one, from
which radiate lines of communication with all parts
of the country, causing the dispatch of mails from thr
central point to all provincial towns to be at one fixed
hour, and the arrivals from those towns in the metro-
polis to be also simultaneous. Establishing forwarding
offices at certain distances, to lessen the Post-office la
hour in small towns, graduating the frequency of com-
munication between towns according to distance, popu
lation, &c. Even the organisation of plans of letter
distribution, modes of stamping, and sorting letters,
have required long years of experience to ascertain which
is the best.

In Australia, where the homes of thousands are
unknown in this country, a vast quantity of cor
respondence is addressed to the Post-office. This
appears to be sorted the same as it is in England.
according to the initial of the surname. In most
places in this country this does very well, because
of the few letters so directed ; but in an Australian
post-office there are perhaps a thousand letters beginning
perhaps with the letter S, and one minute the postmas-
ter has to wade through this mass to discover one for the
name of Smith, and to repeat the operation directly
afterwards for Mr. Smithers. For a long time, it ap
pears, there was only one window of about a couple of
feet square, through which an eager and angry host of
persons who had business with the postal Cerberi of the
empire city of Melbourne could catch a glimpse of them,
and according to the last accounts there was great re
joicing because four windows had recently been
opened. Why not divide and subdivide the post(
eestante correspondence according to the first two or
three initial, and open twenty windows ? Draft off a
dozen post-office clerks from Plymouth, Southampton, or
Liverpool, or any other place where mail packets arrive,
and they would soon relieve the enlightened and wealthy
cities of Sydney and Melbourne from the stigma of having
postal arrangements inferior to any town in the back-
woods of America.

It would be desirable that all persons sending letters
and newspapers to Australia to number them, that their
friends may know how many they lose. It would also
be convenient to the public that the Postmaster-
General should publish periodically an account in
the public papers of every ship that takes out ship
and other mails to Australia, with the time in
which such mails have been accumulating in the
General Pest-office ; and exact from the Australian
postmasters a return of the number of bags, boxes, or
packages of letters and newspapers brought by each ship
which reach their ports, that it may be known and pub-
lished in this country when any portion or the whole of
a mail is lost.—Morning Paper.

FORTUNATE DISCOVERY.—A singular circumstance
occurred last week to a labouring man residing in the
neighb ,urhood of Sotnerleyton. His father had pur-
chased an old chest of drawers which had been in
u e in the family for fifty years, but at length becoming
unserviceable it was put in the yard to be broken up for
firewood. It soon, however, fell to pieces, and one of
the children playing with the fragments found a roll of
paper. On examination this proved to contain Bank of
England notes to the value of 3001. The paper enve-
lope was marked "Robt. Allen." The man took one
of the notes for 301. to a bank and got it changed, and
then stated the circumstances connected with his pos-
session of it. Admiral Allen was the owner of Somer-
leyton manor, before it passed into the possession of the
Anguish family, its late possessors.—Norwielt Mercury.
STORM AT VERSAILLES.—Two nights ago Versailles
and neighbourhood was visited by a tremendous hurri-
cane. More than a thousand trees were either torn up
by the roots or injured by the wind.

SPORTING INTELLIGENCE.

WARWICK RACES.
TUESDAY.
The RACING STAKES of 5 sous. each, with 25 added, for
two-yr-oids and upwards. Optional selling weights,
&c. The winner to be sold by auction after the race,
and the surplus over the selling price to go to the race
fund. Seven furlongs. To cluse the evening before
running.

The GuY PRODUCE STAKES of 50 goys. each, h ft, for
foals of 1850 ; colts, Bst 71b ; fillies, Bst 41b ; untried
stallions or mares allowed 3lb ; if both, 41b. The
mile course.

Craigends (both untried). 1 The Reiner.
Nightcap (both untried). Cobnut (31b).
The LEAEIINGTON SrAEES of 25 sovs. each, 15 ft, and 5
only if declared, &c., with added by the town of
Leamington. Penalties for winners. The second
horse to receive 100 sovs., and the third 50 sovs. out
of the stakes. Two-mile Course. 111 subs., 61 of
whom declared forfeit. The highest weight accepting
being Bst 21b, it has been raised to Bst 71b, and the
others in proportion.

Age st lb
.... 5 8 7

Age st lb
Terpsichore
Victress
Missive
Dick Turpin
Lord Lieutenant 3 5 9
The Friar
Tavistock
Valour
Ibis
Happy Joe ..... 4 5 6
Corybantes 3 5 6
Cleveland ..... 4 5 5
Peggy 3 5 5
Ballinasloe 3 5 4
Crusader 3 5 4
Pastrycook 3 5 3
Whalebone 3 5 3
Jacqueline 3 4 13
f by Touchstone—
Boarding School
Miss 3 4 13
Patience
Minerva (lib) 3 4 12
Placid 3 4 9
Battery
Chaffwax

Ariosto
Lady Evelyn
Nancy
Weather sage
King cf Trumps
Little Harry
Poodle
Colsterdale
The Black Doctor
Lady A rnyot t
Sally Warfoot colt
Exact
Little Fawn
Doubt (in. 51b ex.)
Merry Bird...
Montague ...
Scarecrow ...
c by Tearaway—.
Cruiskeen
Sackbut 4 6
Abdallah 6 6
Ambrose 4 6
Galvanism
Master Shelley 4 6
Orpheus
Allegro
Eulogist 3 6
The CASTLE-PARK STAKES of 10 sovs. each, with 50 sovs.
added, for two-yr-olds ; colts, Bst 71b ; and fillies, Bst
21b; a winner before starting to carry 41b; twice, 71b
extra. T.Y.C. 12 subs.
Foxhunter I Stru taway Iborbr f by Sir
Topaz Mabel Tatton Sykes—
Spicey Remorse Lady Liverpool
Domino Lioness Nightshade
Lady Constance Balmoral
The QUEEN'S PLATE of 100 guineas ; three-yr-olds ; Bst
21b ; four, 9st 41h ; five, 9st 91b ; six and aged, 9st
111 b. The T.M.C. To close the evening before
running.
The FOAL STAKES of 10 sovs. each, with 25 added, for
three-yr-olds ; colts, Bst 91b ; fillies, Bst 41b ; those
by untried stallions, or out of untried mares, allowed
31b, if both 41b. Once round and a distance. 4 subs.
Deerhound Weething I North Pole Chilton
The CORINTHIAN STAKES (Handicap) of 10 sovs. each,
h ft, gentlemen riders, as qualified to ride for the
Welter Cup ; professionals allowed to ride by carry-
ing 61b. extra. T.Y.C. To close on the evening be-
fore running.

a 8 3
5 8 3
4 8 3
4 8 1
4 7 13
4 7 5
5 7 4
5 7 3
4 7 1
4 7 0.
3 6 12
5 6 12
a 6 12
4 6 10
6 6 9
.4 6 9