The Sun.
London, England, 1846-12-17 00:00:00

THE SUN, LONDON, TrtURSDAY EVENING, DECEMBER 17, 1846.

OUTLINE of a PLAN for IMPROV-
ING the FISHERIES of GREAT BRITAIN and
IRELAND. By John Jagoe, Esq.

FRE NCH AND BELGIAN RAIL-
WAYS.

The fisheries attracting public attention, particularly
as a means of improving the condition of Ireland, the
following plan is proposed to effect such a desirable ob-
ject. Since 1830, when the functions of the Government
Board for superintending and encouraging Irish fisheries t
ceased, efforts have been made by private individ-uals to
establish fisheries, which were unsuccessful pr:ncipally
from the difficulty of procuring men capabPa of using
improved boats and nets. This occurred i'd the case of
the Derry Company, which sent to Killibs.!gs boats pur-
chased in Scotland ; similar attempts wv.sse made on the
coast of Galway, which failed from the same cause.
Hence it is evident that boats and fishing gear in them-
se:ives will be found ineffectual until me n are trained to
'the use of those of an improved structua e. It is not ne-
cessary to enter at any great length into the advantages
of industrial education ; those acquafx,ted with Ireland
must admit that it would be far more desirable to teach
the boy to enable him in after life to. earn a subsistence
than book education alone, which, in too many instances,
makes him discontented with his sit,csation in life, parti-
cularly when he finds that the maze book-educated ex-
ceed the demand for that class to %which he belongs.
Industrial education is much encouraged in Central
Europe, where instruction is supplied to fit the pupil for
the trade or profession in which he is to be employed.
At Amsterdam schools are established for fishery and
maritime instruction, which have materially assisted in
raising the Dutch fisheries to a high state of perfection.
The Russian Government give great attention to every
foreign manufacturing invention, and encourage its in-
troduction to the utmost possible extent. Dr. Taylor
says, " I hare always regarded, as v ery little short of a
national calamity, the almost total want of the means for
a mercantile and commercial education in this country.
It is sufficiently obvious that any gmat revolution in the
business of active life, any larger or more varied demand
on the intellectual powers, must call for a wider exten-
sion of the cycle of school instruction, and a change
in the system of preparatory training proportioned
to the change in the ob.i,ects in which the trained
minds will have to be exercised. In every branch
of industry the head that plans becomes daily of more
importance than the hand that executes. In plain
truth, the manufacturing youth of the higher and
middle classes are not trained for the order to which
they must eventually belong." The report of the Com-
mittee of the douse of Commons on arts and manufac-
tures, presented in the year 1836, states, " Yet to us, a
peculiarly manufacturing nation, the connexion between
art and manufacture is most important, and for this
merely economical reason (were there no other motive),
it equally imports to encourage art in its loftier attri-
butes, since it is admitted that the cultivation of the
most exalted branches of design tends to advance the
humblest pursuits of industry, while the connexion of
art with manufacture has often developed the genius of
the greatest masters in design." Mr. Morrison, M.P.,
' observes, in his evidence before the Committee, "It
is a very extraordinary circumstance that, while in
small states, where there are scarcely any manu-
facturers, one hears of schools of design, yet in this
country, the head of the manufactures of the world,
and where it would be of the utmost importance,
we have nothing of this kind." It is strange, indeed,
that a great maritime country like England, where it
would be of so much importance to have trained fisher-
men and seamen, that their education is totally ne-
glected. Science is unceasingly applied in the construc-
tion of vessels to improve their sea-going and sailing
qualities, yet when constructed, the difficulty of pro-
curing seamen presents itself, who are taken on board
without any known qualification, except a medical cer-
tificate of health. As the benefit of agricultural schools
is admitted, how much more essential would be the es-
tablishment of schools where the varied modes of fishing
would be taught, the complicated implements for the
capture of fish constructed, and science brought to assist
art? To effect a permanent improvement in fisheries,
it is essential that schools should be established to prac-
tically instruct boys in every branch connected with
them, where they would receive an education to fit them
for fishermen or merchant seamen. In these schools
nets and lines should be prepared, maritime and fishery
improvements explained, the use of the chart and com-
pass taught, as well as of inventions for assisting vessels
in distress, and saving the lives of seamen.
To each of the proposed schools there should be at-
tached a deep-sea fishing vessel properly equipped for
the line and net fishery, and two row-boats for in-shore
fishing and training. At first the best fishermen should
be engaged for the vessels and boats; their services may
in a short time be dispensed with, by taking six boys on
every fishing voyage, who would soon bec)me suffi-
ciently trained to manage the boat. Connected with
each school there should be a curing house, to teach the
process of salting fish for the home and foreign markets.
As the establishment of such schools would be of general
importance, and though Ireland, from her peculiar cir-
cumstanc, s, ought to be the first place fer carrying out
the proposed plan, Great Britain ought not to be ex-
eluded from the advantages : hence the direction should
be in London.

Monthly reports of each school should be made, em-
bracing its condition, the quantity and description of
fish taken by the vesseb,, the bearings where taken, &c.
This information being desirable, not only to show the
progress of the establishments, but to afford informa-
tion to those who may be inclined to fit out fishing
vessels.

Large shoals of fish are met with off the Irish coast,
when there are none in shore. The fishermen, if aware
of the circumstance, cannot reach this mine of wealth,
their boats being two small and fragile for such a pur-
pose. When fisli approach the shore for the purpose of
depositing their spawn during their short visits, the
greater part being unfit for food, they are generally cap-
tured in Ireland.
COST OF THE PROPOSED FISHERY ESTABLISHMENT.
Twenty-four dwelling-houses and industrial
schools, at 8001. each
Twenty four vessels at 500/. each
Forty-eight row-boats, at 15/. each

:31,920

To feed and clothe 960 boys, being 40 to each
school, per year
For masters per year 2,400
Half the fish taken would be sufficient to pay the wages
of fishermen. The proceeds of the other half should ac-
cumulate to form a fund, to be applied in purchasing
boats for six of the best instructed in each school, which
would leave an opening for the admission of the same
number of pupils. As this would occur annually, the
distribution of boats would soon increase the fishing fleet
and the number of pupils.
The advantages of the plan proposed would not alone
be confined to the instructed, as the model fishery esta-
blishment would benefit those who may desire to specu-
late in fisheries, as agricultural schools do the cultivators
of land. The shipping interest would also be materially
benefited. With the exception of Dublin, there are no
pilot-boats in Ireland ; the fishing boats connected with
the schools would be an efficient substitute ; a part of
their duty may be to render assistance, and supply infor-
mation to vessels in distress.
The next consideration is, how the necessary funds
are to be provided—whether by private subscription or
by the State. For the Irish establishments the sum may
be advanced out of the Conso!idated Fund for building
schools, the first vessels, and necessary outfit, which may
be repaid in the same manner as the money lent for
building Poor-law workhouses. The annual sum for
clothing, feeding, and education might be assessed on the
counties, or, as the expense of the constabulary is paid
out of the Consolidated Fund, there could be no objec-
tion to pay the amount necessary for the present object
in a similar manner. It may be said that this plan con-
templates only the education and support of future
fishermen, which must be admitted ; but it would be un-
just not to afford some means to the present race, whose
Ignorance and destitution can scarcely be attributed to
themselves ; therefore 20,0001. should be voted to form
a loan fund to be lent at the different fishing stations
exclusively to fishermen, so as not to perpetuate the
half farming and half•fishing class, who cultivate the
land when they ought to be at sea, and at sea when the
land requires their labour, which causes the neglect of
both.

The Norfolk News states that Mr. Benjamin
Smith, in consequence of the state of his health, will not
offer himself again for the representation of Norwich.
A NEGRO PRIEST.—A manual, composed by the
celebrated Abbe Gregoire, for his " children of colour,"
and which he published at his own expense some thirty
or forty years since in Paris, was decorated with the
portraits of some half-dozen black saints (of probably his
own canonization). The following paragraph from the
Moniteur Parisien of Sunday, the 13th instant, shows
that colour is no objection to ordination, at least in the
Catholic Church :—" A negro, the Abbe Moussea, who
was ordained six years ago, will this day celebrate a
solemn grand mass and preach a sermon at the church
of the Petits P4res. This is a subject of great interest
to us, and we think it worthy of the attention of the
public to see one of those men whom the colonists treat
as beasts of the field speak from the Evangelical pulpit
even in the centre of the capital of the civilized world."
FOREIGN Hors.—The members of the hop trade ,
have been rather excited by the statements abroad as to
the probable competition they will be subjected to under
the operation of the new tariff: As right views upon the
subject are of importance, we subjoin the following in-
teresting particulars contained in a part of a letter dated
New York, Nov. 14, and addressed to Messrs. Keeling
and Hunt :—" We have exported from this city from
September Ist to November Ist, 2,585 bales of hops,
averaging say 2251b5. to the bale. I should judge tbat
about 1,000 of these have been sent to Havre,about 1,000
to the different ports of Germany, and the balance of 585
to England. In addition to this the city of Boston may
have sent home 500 bales. We grow in this country a
large surplus, say full 10,000 bales, and have consequently
still a large surplus to dispose of. The quality, as far as
the eye is concerned, of our New York growth of hops,
is not as good as usual ; the outer leaf of the hop is
browned by what is termed a rust. This does not affect
the intrinsic quality of the hop, but I fear would render
it unsaleable in your country. Our eastern hops, how-
ever, are entirely free from this misfortune, ; and al-
though they are not so strong a hop by full 20 per cent,
as our western New York hops, stilt I am inclined to the
opinion that they would sell full as well in England as
the stronger article. Prices here range from eight to
nine and ten cents, per pound for the best qualities, and I
think they will fall still lower. I yet hope to
send you
a lot this season ; however, another year, to say -the least,
we will be enable to send you a large quantity,"'—Maid-
stone Journal.

CONSIDERATIONS BEARING ON TEIE COMPARATIVE COST
OF WORKING RAILWAYS IN FRANCE AND ENGLAND.
The French railways are subject to several special
charges heavier than they are in England.
For example, the Government inspection on the Paris
and Rouen line, defrayed by the company, amounted to
(207,526 francs) 8,3001.
The coke is more expensive in France.
The system of charge for the passengers' luggage, and
generally this branch of the traffic requires a greater
number of hands in France, for its greater complexity.
So with the goods' traffic, a large proportion of the
cost of delivery, loading and unloading, which in France
is wholly performed at the expense of the company, is
borne in England by the carriers who perform the work.
These observations are made with a view to explain
the greater ratio which the working expenses bear to the
nett receipts in France than in England.
An important element that mat materially influence

The skaters were very numerous at the Surrey
Zoological Gardons yesterday, Vesuvius being still
standing ; and the ladies promenading the borders of
the lake, and the ornamental bridges, had a r aost pleas-
ing effect.

The following are interesting extracts from the ap-
PendiY, to the report from the select committee on Rail -
way /sets Enactments just issued, pursuant to order o,f
the House of Commons ; they are quoted from the
" /,.bstraets of the Regulations of the French and Belgian,
,ailways :"
FRENCH RAILWAYS.

this proportion is the lower scale of charges in France,
producing for the same number of passengers or weigh)
of goods conveyed a smaller gross return.

ABSTRACT OF REGULATIONS APPLICABLE TO ALL RAIL-
WAYS,
OF WHICH THE ACTS ARE TO DATE FROM OR
AFTER THE 15TH JULY, 1845.
besonsuntosr
eligible to
approved of b
l compete for the
grant aNnot of person
any orp
railroader unless
the Minister of Public Works.
Unless he shall have deposited,
With the Accountant-General (a la caisso des dipOtt
et consignations) the sum specified in the terms and con-
ditions annexed to the Act (Cahier des Charges) :
With the Minister of Commerce two copies of the pro-
posed statutes of the company :
With the Minister of Public Works the counterpart
registers of the scrip issued.
The deposit receipts not transferable.
Subscribers to be liable for one-half the full amount of
their shares.
Each subscriber entitled to demand from the company
all the shares assigned to him in the register deposited
with the Minister of Public Works.
These conditions to be printed on the deposit receipts.
The projectors to be entitled to the refunding of the
actual preliminary expenses only ; such expenses, duly
vouched for, to be allowed at a general meeting of the
shareholders after the concession has been obtained and
confirmed by royal ordinance.
The remuneration to the directors for their services to
be fixed by a general meeting of the shareholders.
All publication of the price of the shares before the
final confirmation of the grant, to be punished by a fine
of not less than 201., not more than 1201.
Any broker who shall have been instrumental in ne-
gotiating the sale of bankers' receipts or promises of
shares before the final concession, to be punished by a
fine of the like amount.
Unless when specially authorised by the Government,
the company is prohibited (under certain penalties, ac-
cording to clause 419 of the penal code), from making, in
favour of any carrier or carriers, arrangements, from
the benefit of which other carriers are excluded.
The works being of public utility, the company is
clothed with the same powers and privileges as the Board
of Public Works, in regard to the materials required for
the construction and maintenance of the line ; and the
compensation is to be determined by agreement or ar-
bitration, as in the case of public works undertaken
by the State.
The company to be subject to the controul and super-
intendence of the authorities, in all that concerns the
maintenance and repairs of the railway, and generally all
arrangements affecting the safety and convenience of the
public. Power given to the Government to provide (if
need be) for the repair and maintenance of the works ;
the expense to be defrayed by the company, and reco-
vered by summary process.
The expenses of superintendence to be defrayed by
the company.
If works not commenced within the time specified in
the Act, the caution money to be forfeited. (In the
case of the Great Northern of France, amounting to
160,0000
The amount of land-tax to be determined according to
the area of land occupied by the works of the railway ;
the quota to be calculated in the same manner as for
canals, according to the provisions of the law of 25th
April, 1843. The buildings and warehouses belonging
to the railway to be rated in the same manner as similar
property in the district.
The Government duty on the passenger traffic to be
calculated on that proportion only of the total charge
which is described as the carrying charge.
All bye-laws cf the company to be submitted for ap-
proval by the Government.
The locomotives to be constructed on the best models;
to consume their smoke; to be constructed in conformity
with the Government regulations.
The passenger carriages to be of the best construction:
to be hung on springs; to be provided with seats.
Three classes of carriages at least. First class to be
covered, stuffed, and glazed ; second class to be covered,
glazed, and to have the seats stuffed ; third class to be
covered, and to close with side curtains.
The goods and cattle waggons to be of approved con-
struction.
Maximum duration of the concession fixed by the
Acts. (The railway from Paris to the Belgian frontier
limited to 41 years.)
Government to fix the maximum and the minimum
speed of the passenger and goods trains.
Unless special exemption be given by the Government
(which exemption may at any time be revoked), every
passenger train is to comprise a sufficient number of car-
riages of each class for the accommodation of persons
coming to the station.
Should the company deem it proper at any time to
charge either for the entire distance, or for portions of
the line, fares and tolls less than those authorised by the
Act, those fares and tolls cannot be raised before an in-
terval of three months at the least for passengers, and of
one year at the least for goods.
One month's previous notice shall be given by adver-
tisement of the proposed alteration in the charges ; such
charges to be confirmed by the authority of Government.
Wht n a reduction is made on the fares, it is to be
apportioned pro rata, on the tolls and the carrying
charges.
Weight of luggage allowed to each passenger without
extra charge : 661bs. Avoirdupois (30 Kilogrammes.)
The company b )und to forward goods within two days
from the date of delivery at the station. If consent be
given by the consigner for longer delay, the charge to be
less than that authorised by th Act, and according to a
scale approved by the Government.
Soldiers and sailors travelling singly on the public
service, or on furlough, to pay half fares ; military or
naval men travelling in bodies to pay quarter fares.
If the Government have occasion to send to any point
on the line troops, military and naval stores and mate-
riel, the company to place at its disposal all its carrying
stock and plant at half charges.
The Government engineers, and other Government
officers on duty on the railway to travel free.
The same privilege to belong to the collectors of rates,
and the customs and excise agents, engaged on duty on
the railway.
All the service of the Post-office to be performed free
of charge by the ordinary trains. The company to pro-
vide in every train a partition specially devoted to the
use of the Post-office ; the size and form of the partition
to be fixed by Government. Special trains may, more-
over, be demanded by the Government at such times as
it may direct. The carriages required by the Post-office
authorities, for special trains, to be constructed and kept
in repair at the expense of the Government.
The charges for these special trains not to exceed
11 id. per mile for one carriage ; for every additional
carriage 3id. per mile extra.
Those charges subject to be revised every five years,
and settled by arbitration ; but in no ease to exceed the
above rates.
The company bound to convey, when required; by
every ordinary train, the wagons and carriages required
for the conveyance of prisoners. These waggons and
carriages to be constructed at the public expense, but
their conveyance to be free. The Government officers,
police, and prisoners travelling in such carriages and
waggons to pay half third-class fare.
Power to Government to construct an electric telegraph.
At any time after the lapse of fifteen years from the
date of the opening of the line, Government may pur-
chase the railway on the following conditions, viz.:—
To determine the nett revenue from the railway for the
seven years next preceding the date of the purchase, and
to take the average nett revenue of the five most pro-
ductive years out of the seven.
This average to constitute the amount of an annuity
payable to the company for the remainder of the term of
the grant.
In no case this annuity to be less than the nett revenue
of the last year preceding the purchase.
At the end of the term of the concession the com-
pany to surrender the railway in good repair, under cer-
tain conditions more minutely specified ; the Govern-
meat then to succeed to all rights and privileges of the
company in respect of the line, and the works attached
thereto.
Any subsequent grant authorising the construction of
roads, canals, or railways, in the same or neighbouring
districts of country, not to entitle company to a plea for
compensation.
To allow of an easy comparison of the rates authorised
by the Act previously analysed, with the English rates,
it is necessary to add to the rates already given ten per
cent, allowed to be charged, in addition, for the Govern-
ment duty, this ten per cent being calculated (clause 38)
not upon the total charge authorised to be raised, but
upon the carrying charge only.
Police Regulations applicable to all Public Railways, and
having reference to the safety of Passengers and
others on Railways.
Punishments in various degrees, up to pain of death,
for wilful damage or destruction of the railway, or im-
peding of the transit.
Further regulations relating to wilful impediments, or
threats of impediments.
Whosoever shall, either by imprudence, inattention,
awkwardness, negligence, or nonobservance of the laws
and regulations, have (not wilfully) caused an accident
followed by wounds, or bruises, shall be punished by im-
prisonment, not less than eight days, nor more than six
months, and fine not less than 5f., nor more than I,ooof.
Engine drivers or conductors regulating the breaks
'who shall have left their posts during the progress of a
train shall be punished by imprisonment, not less than
six months, nor more than two years.
Historical review of the two systems of constituting rail-
way companies in France; viz., by direct grant, or by
grant by tender.
Although the introduction of the railway system in
France is comparatively recent, enough has been done to
admit of a comparison of the practical working of the
two systems, that of directs grants, and that of grants
by tender.

Revenue, for the year ending the 21st of December,
1845, are as follows:—
Passengers, first class 397,608
Ditto, second class
Ditto, third class 2,074,796
Soldiers, &c 27,612

Total passengers 3,470,678 producing £255,732
Luggage, 11,041,782 kilog == 10,867 tons,
17 cwt. 3 qrs., producing
Parcels, 241, 661 single packages, at 60 cen-
times each. 45,061,340 kilog. 41,354 tons,
14 cwt. 1 qr. large parcels
Goods of all classes, 645,501,654 kilog.

16,861

220,311

635,336 tons 5 cwt. 2 qrs.
Specie, 32,848 parcels of money
Carriages, 3,552 in number
Horses, 2,499 do.
Oxen and cows, 7,597 do. ~, i
Sheep and pigs, 30,005 do. )

The working expenses, detailed as under, for
1845, amounted to 481 per cent. of gross re-
ceipts

Nett profits for 1845 £255,691
Yielding an interest on an expenditure of 148,628,693 f.,
or 5,945,1481,0t:the rate of 4 1-3;per cent. per annum.
The gross receipts for 1845 present an augmentation
over those of 1844, of 1,154,056 f. 46,162/., notwith-
standing which, the produce of canal traffic in Belgium
for 1845 also exceeds that for 1844 by 473,6401.
18,9451. The working expenses for the year 1844
amounted to 51 2-10ths of the gross receipts ; and for
1543, to 61 9-10ths of ditto.
The working expenses are thus divided :
Administration, superior officers, clerks, print..
ing-office expenses, and petty charges
Maintenance of road, workmen's wages, and
works executed, renewal of rails, chairs, and
sleepers
Locomotive engines, wages, coals, oil, tkc ,
tools, and materials, repairs of engines and
carriages
Carrying expenses, guards, porters, clerks, in-
spectors, delivering goods in towns, &c.
Money department, clerks at ticket-office, and
goods warehouses, rent of stations, light-
ing, &c.

14,480

63,165

'BIRMINGHAM, TUESDAY.—SOUTH STAFFORDSHIRE
JUNCTION CONTRACTS.—Contracts for rails for a portion
of this company's line were taken to-day at prices that
indicate another advance on the price of iron.
BIRMINGHAM, WOLVERHAMPTON, AND DUDLEY.—
The Directors of this company held a meeting at their
offices at Birmingham yesterday, for the purpose of re-
ceiving
contracts for the works on that portion of the
line between Birmingham and Great Bridge, the dis-
tance being a little mpre than six miles. The number of
estimates sent in was thirteen ; the one accepted was
from Messrs. Hood, Hill, and Hll, of Ramsay, Hants, it
being considerably under the parliamentary estimates.
The works are to be completed within eighteen months,
and it is understood to be the purpose of this company
and of the Birmingham and Oxford Junction to expedite
matters so far that the whole line from Fenny Compton
to Wolverhampton shall be opened in two years.
BIRMINGHAM AND OXFORD JUNCTION.—The certifi-
cates of the shares in this company were issued at Bir-
mingham yesterday, and with the view to convenience
shareholders, they were supplied to the brokers in all
the large towns.
The EASTERN COUNTIES and the GREAT NORTHERN
are about conjointly to erect two immense docks at Wis.
bech, in connexion with their lines there. One of the
docks will cover an area of thirteen acres.
DISCHARGE OF MASONS ON THE CORK AND BANDON.
—On Tuesday last between sixty and seventy masons
were, by directions of the company's engineer, discharged
from the work between Innishannon and Bandon, many
of them being from remote districts of the country, and
who must by this step be subjected to sufferings and pri-
vations too obvious to need being mentioned. We are
also in a position to state that, in consequence of this
proceeding on the part of the company, the contractor
will be compelled to discharge this evening two hundred
poor people, employed on labour work collateral with
the masonry, who have for some time past drawn their
only means of subsistence from the extensive employ-
ment afforded on the line. We are requested to correct
a report which appears in a contemporary stating that
over sixty masons had been discharged from the work-
at Innishannon, and that no expectation of re-engage-
ment had been given them—the fact being that arrange-
ments were contemplated for affording increased employ-
tient on the earth-works adjacent—which resulted in the
" temporary" removal of a much less number of masons
than above stated ; and we are credibly informed that
the number of men, including masons, will be consider
ably augmented on the works near Bandon, in the eourse
of next week. The same paragraph states that the com-
pany cannot avail themselves of the sessional grants
lately made in favour of the railway, in consequence of
the non-possession of the land in the two baronies for
which the presentments were made. Such is not the
fact, the company being in actual possession of the land
required in one barony, and three-fourths of the required
in the other, and would be in possession of the remain-
der before the grant could be fiated by the Treasury ;
but we understand that this company, as well as the
other railway companies, decline accepting the amounts
voted, in consequence of the very stringent conditions
insisted on by the Board of Works, which almost totally
prohibit railway companies from availing themselves
of the Treasury minute on this subject.—Cork Consti
tution.

38,060

Total as above £240,473
The working stock at the end of 1845 consisted of
149 locomotive engines, of which 106 Belgian, 42 Eng-
lish, 1 American, 145 tenders, 654 passengers' carriages,
2,150 goods waggons, 394 trucks, for the service of the
lines ; and there were in construction 1 passenger car-
riage of eighty-four places, on an American model, and
on eight wheels ; 118 passenger carriages ; 4 Post-office
ditto ; 375 goods waggons, various kinds.
The total mileage travelled was 1,702,832 miles, of
which 56 per cent, was for passengers' trains, and 44 per
cent. was for goods trains.
For the last five years the consumption of coke has
been— Kilogs. per League.
1840

1841 .

100

RAILWAY SHARE MARKETS.
LIVERPOOL, DECEMBER 16.
STOCK EXCHANGE.-The sales are-Edinburgh and Glas-
gow, 75 -Ditto, Halves, 1014 p.-London and .N orth-West-
ern,l94l/2-Ditto, Quarters, 203/4 p.-Ditto, ditto, New, 123/4
p.-London and Manchester, and Birmingham, 75-Ditto,
Quarters (A), 7% p.-Ditto, ditto (B), 71/2 p.-London and
South-Western New, 50!. Shares (scrip), 14 p.-Ditto,
Tenths, 5%-Ditto, New 501. Shares (scrip), p.-Man-
chester and Leeds (late Huddersfield and Sheffield, 414 IN
-Ditto, Extension 11/8 p.-Ditto, Halves (late L. and B.),
41/, p.-Ditto.( late 'Manchester, Bolton, and Bury), Fifths, 5%
p.-Ditto, Extension, % p.-Midland, 127-Ditto, New, 4%
p.-Newcastle and Carlisle, New, 1034 p.-North British, 38
-Ditto, Quarters, 2% p.-Ditto, New, 18s. 9d. p.-Ditto,
Thirds, 2% p.-North Union (B), 155-Sheffield and Man-
chester, Quarters, No. 3, % dis.-South-Eastern and Dover,
382-Ditto, New, No. 4, % p.-York and Newcastle, Ex-
tension, 7% p.-Ditto, Preference, 5 p.-York and Selby,
Preference, 1014 p.-East Lancashire, New, 3% p.-Ditto,
New (scrip), Bs. 9d. p.-Huddersfield Canal and Railway, 4
p.-Leeds and Dewsbury, Halves, 434 p. ex new-Leeds
and Thirsk, New, Preference, % p.-Strewsbury and Ches-
ter (late N. M. W.), Halves, 2% p.-Shrewsbury, Oswestry,
and Chester, 1 dis.-Birkenhead, Lancashire, and Cheshire
Junction, 1 p.-Birmingham and Oxford Junction, 7% p.-
Glasgow and Dumfries, 114 p.-Great Northern, Nos. 108,001
and up., cum int., 3/4 dis.-Newport, Hereford, and Aber-
gavenny, I dis.-North Staffordshire, 3% p.-North-Western,
13s. 9d. p.-Shrewsbury and Herefordshire, 14 dis.-Shrews-
bury and Birmingham (A), 2 p.-Ditto ( B), 18s. 9d. p.-
Shropshire Union Railway and Canal, % dis.-West Riding
Union, 335. 9d. p.-Liverpool, Crosby, and Southport, 114 p.
-Dutch Rhenish, 11/8 dis.-Great Luxembourg, 635. 9d. dis.
MANCHESTER, DECEMBER 16.
STOCK EXCHANGE.-The sales are-Birkenhead, Lanca-
shire, and Cheshire Junction, 1 p.-Birmingham and Ox-
ford Junction, 7 11-16 p.-Birmingham, Wolverhampton;
&c., 23/4 p.-Direct Northern, % c. dis.-East Lancashire,
3% p.-Ditto, New (scrip), 11,/ p.-East Lincolnshire, 3/4 p.
-Glasgow and Dumfries, 1 j p.-Great Grimsby and
Sheffield Junction, 33/4 c. dis.-Huddersfield and Manchester
Railway and Canal, 32-Ditto, Thirds, 1 5-16 p.-Leeds and
Thirsk, New, par c. n.-Liverpool, Manchester, and New-
castle Junction, y 4 e. dis.-London, Manchester, and Bir
mingham, 75q-Ditto, Quarters (C), p.-London and
South-Western (scrip), 3% p.-Manchester, Bolton, and
Bury, Extension, 7,, p.-Marcheser and Southampton, lie.
6d. dis.-North Staffordshire, p.-North-Western, p.
-Northern Counties Union, IN, dis.-Oldham Alliance, %
c. p.-Preston and Wyre, Ralf 'Shares (A), 21% p.-Ditto,
Sixths, 43A-Shrewsbury and Birmingham (A), 1 15-16 p.
-Shropshire Union Railway and Canal, 5-16 dis.-South-
Eastern and Dover, No. 4, % p.-South Yorkshire, Doncas-
ter, and Goole, IA p.-Trent Valley, Midlands, % p.-West
Riding Union, 1 11-16 p.
LEEDS, DECEMBER 16.
STOCK EXCHANGE.-The sales are-East Lancashire,
(Blackburn and Preston), 3112 p.-Ditto, New, 31,4 n. p.-
Ditto, New Scrip, 1% p.-East and West orkshire, 16s.
dis. -East Lincolnshire, 15s. n. p.-Leeds and Bradford, 4514
p.-Leeds and Dewsbury, 10% p. c. n.-Ditto, Half Shares,
6 p. c. n.-Leeds and Thirsk, 2 dis. c. n.-Ditto, New, par
n. c. n.-Ditto, Preference, 18s. 6d. p.-Malton and Driffield
Junction, 21s. n. p.-Manchester and Leeds, Half Shares
(late Huddersfield and Sheffield, 4% n. p.-Midland, New,
414 p.-North British, Extension (scrip), 20s. p.-North
Staffordshire, 31% p.-North-Western, 12s. 6d. p.-Sheffield,
Rotherham, and Goole, 15s. p.-Wharfdale Junction, 12s. c.
dis.-Leeds, Wakefield, and Midland, Ils. dis.
SHEFFIELD, DECEMBER 16.
STOCK EXCHANGE.-The sales are-Great Grimsby and
Sheffield, Docks, 2/. dis.-Huddersfield and Manchester, 4
p.-Manchester, Buxton, Matlock, and Midland, 11. p.-
North Staffordshire, 3% p.-North-Western, 1% p.-York and
North Midland, New, 101/4 p.-Leeds, Wakefield, and Mid-
land, 12s. dis.-South Yorkshire, Doncaster, and Goole, is. p.
HULL, DECEMBER:I6.
STOCK EXCHANGE.-Our market to-day is without varia-
tion from yesterday, with the exception of North British
stock, which has improved. The amount of business done
still continues limited. The sales are-North British, 36%
-Ditto, Half Shares, 16s 3d.-Ditto, Extension (scrip), 20s.
p.-Ditto, Thirds, 2/. 16s. p.-Ambergate, Nottingham,
and Boston, % dis.-Northern Counties Union, 235.
YORK, DECEMBER 16.
STOCK EXCHANGE.-The sales are-Eastern Counties,
York Extension, 3'7%1-East Lothian Central, 214-Ipswich
and Bury, 10%-Loudon and York, 21. 45.-North British,
Thirds, 3/. 175.-Ditto, Quarters, 3/. 185.-Ditto, Extension,
11. 145.-York and Newcastle, New, 121/2-Ditto, Prefer-
ence, 71. Is. 6d.-York and North Midland, Preference, 12%,
GLASGOW, DECEMBER 15.
STOCK EXCHANGE.-The sales are-Aberdeen, 2344-Ayr
and Galloway, 275.-Caledonian, New, 455. 6d.-Caledonian
and Dumbartonshire, 365. cum int.-Direct Bombay and
Madras, ss. 9d.-Dundee and Arbroath, 451. -Eastern Coun-
ties, York Extension, 74 6d.-East of Fife, 443.-Edin-
burgh and Glasgow, Halve4;2ol.-Glasgow, Kilmarnock, and
Ayr 383/-Ditto, 81.''3-Glasgow, Dumfries, and
Carlisle, 6/. 75.-Glasgow, Kilmarnock, and Ardrossan, 455.
-Glasgow, Airdrie, and Monkland Junction, 4,3s._Kilmar-
nock and Ayr Direct, 375._manchester and Southampton,
295. 3d.-North British, Thirds, 80s.-Ditto, New Quarters
(scrip), 335.-Scottish Grand Junction, 155.-Strathern June
tion, 78s.

TH

---
FRANCE AN D
OWERS. —E NORTHERN
P
(From El Espeetador.)
The present state of European politics and the in-
terior of the Peniusular has allowed the Carlists to make
their calculations respecting the future; and from these
calculations they have deduced consequences, to them
very advantageous.
The Carlist party is reanimating itself; the Carlist
party, considered by some superficial observers as a mere
corpse, incapable of manifesting the feeblest signs of life,
is sud‘!enly incorporating itself with all the energy of its
impetuous youth; and ventures to anger its triumph with
more security than during the first days which suc-
ceeded the catastrophe of Pardinas, and the retreat from
Oran. Who can have galvanised the corpse of this party,
when it found itself in such a state of decomposition that
it was almost impossible to recognise it for what it had
once been?
The Carlists themselves explain this miraculous re-
surrection ; they themselves say, that if Montemolin
could have directed the policy of France and Spain with
his own hand, he would not have succeeded in directing
it in a manner so favourable to his interests as those
who are actually directing it. The treaty of the Quad.
ruple Alliance—that treaty which imposed an insuperable
barrier to all the absolutist pretensions—has been defi-
nitively broken by the disagreements produced by the
Montpensier marriage between France and England ;
whilst, at the same time, the latter is perhaps preparing
to strengthen the alliances of the north, which are hos-
tile to all the reigning dynasties in the south of Europe,
and to keep Louis Philippe, and the other monarchs over
whom that sovereign exercises his influence, in continual
check.
Impotent in her state of isolation, France remains
condemned to a shameful state of inaction, condemned
to endure humiliations without the power of righting
herself ; condemned to swallow affronts without
force to avenge them condemned to behold lying
on the ground the gauntlet so insolently flung
down to her by the Holy Alliance without dar-
ing to take it up. In order to prove the estima-
tion in which they hold her, the great Powers
incorporate Cracow with Austria ; and if she
does not accept the challenge involved in this ihfraction
000
•
of the treaty of Vienna, let her prepare for fresh in- v
DIED. p_ the
sults, from which it is certain that the great Powers of On the 14th inst., in Blandford-squar-anicatta., pug
bt
the north will not refrain. If the Napoleon of war were
tJtd
to rise from his tomb and see the state to which Francebaster? •
On
ne Robertson,
61Ntiti. Ai
n. eLsaednyi senior cl
Harrietal n
Howard, second
has been reduced by the Napoleon of peace, he would of the Earl and Countess of Wicklow-e, near 110,,.
..„.001/
inquire, " Where is France ?—where is that nation On the 4th inst., in Frindsbury-J;(2. u_cbliged,!t'op tto
which resisted all the coalitions formed against her by Rev. Thomas Deacon, incumbent orf.Wu"
Europe combined ?" He would ask, " Where is that
nation—an army in itself—that at the first sound of the BrOitinsht
On the 11th inst., Elizabeth, wife t
trumpet made every man a soldier ?"
Vice-Consulh 4 4th ins t. ,
at
tt
tVhaetnipelea,cell,l
IgNeoNd:i61.„12111i:::
isICA:OOI,4
-hil S.
Unfortunately all that now passes before our eyes of
OLavendern the 12thl 'insturr_ ,eat Shandwick-Place'
is no more than a mare prelude to that which may ensue ; Esq., R.N., Deputy-Inspector of Hospital
it is the brightness of the beaming liehtnirg and the re-
On the Hui In:A. at. Leicester,
echo of the W .:taw thtn,zier annialuee:, the tezo- Macau icy, id the 21st Regiment,
,
pest that is gathering in the north 4 Europe, and gra-
YO Car 8
0
iluaily approaching to burst on the south, where its de-
L 0114011: Printed snit Published by lkitrl, stranclyilotw"
vastating ravages and its dismal convulsions will be Strand, Printer, at Vie sun office, I,lo.2ffidoeses,
felt. And, however terrible may be the fate of certain of the Savoy, in the County 'll7
dyne 4tieSt they may roigq themselves to it, Wad COh§ider "sib" 1; 1846,

tli
___-------'/:: OA, 6
BIRTHS. ,Ir Cale a Ebo
On the 27th of September, at Ishapore,n,,e-nahter'gr .-
ady of Major William Anderson,' C. 8., of a uoti—.o(l4" e'
,j
On the Bth inst., in Harle • street, Cavell fok
wife of James Coles, Esq„ of ay daughter. ~ 4 George 13e
On the 12th inst. at Cheltenham, the wife " 011 t '
Copeland, Esq., of a'daughter. Virilliala I,f
On the 12th inst., at Edinburgh, Mrs. - ,fs'
Verl°l Pi(
of a daughter.
On the 12th inst., at the Vicarage, ChieveleYd' oplf -
~,
J. E. Robinson, of a daughter, which survive ,61117
a l'• " ,
hours.
Fleming, Esq.,
r 1,31.,
oinfsat.d,
daughter. the
the Wire fPi
lag 47•
On the 14th inst.. at Bromley, Middlesex, tiletlie wife tit
Abbott, jun., Esq.. of a son. gents, 0,
On the 14th inst., at Hatfield Rectory, Of
the Rev. Richard Davies, of a son. Ina °. '
On the 15th inst., in Norfolk-crescent, tbe -
Philip Lee, of a son.

untington,, Esq.,
iferiri;f
On the 3d inst., at A44anßstegaff, EsseX, r".s9iUl_cbtaelflt,
Esq., of Hither-green,
Etsterre Hemsworth, Esq., of Shrophani, -013`0',1,
Bth inst., at Lewisham Church, Jlej,
Esq., N., to Mary Ann, eldest daughter
greoef:Laen: snot,