The Sun.
London, England, 1846-12-16 00:00:00

SPORTING INTELLIGENCE.

(RECEIVED THIS DAY.)
BETTING AT MANCHESTER.—TuzsDAY.
CHESTER Cur.-50 to 1 agst Crim. Con. (t), 50 to 1 agst
Erin-go-bragh, 1,000 to 15 agst L'Hirondelle colt (taken),
1,000 to 15 aget Burgundy, 1,000 to 15 agst Mickey Free,
1,000 to 15 agst Fitz Allen.
DERBY.-8 to 1 agst Van Tromp, 15 to 1 agst Epirote,
18 to 1 agst Planet, 25 to 1 agst Glentilt, 28 to 1 apt the
Sister to Cobweb colt, 33 to 1 agst Lunedale, 40 to 1 agst
Johnny Armstrong (taken), 40 to 1 agst Miss Martin colt
(taken), 40 to 1 agst Red Hart (taken), 40 to 1 agst Horn
of Chase (taken), 6 to 1 agst John Day's lot.

SUSPICIOUS DEATH OF A SAlLOR.—Yesterday
Mr. W. Carter held an adjourned inquest, at the Swan
Tavern, Battersea-bridge, upon the body of a man un-
known, who had been found drowned. The body had
been picked up on Thursday last, as it floated up with
the tide, and conveyed to-the above house. It had been
in the water some time, but there wero marks visible of
ill-usage. The neck was discoloured, as if some ligature
had been fastened round it, and there were two incised
wounds on the face. The circumstances were so
sus-
picious,that the coroner adjourned the inquiry for a
post mortem examination. Yesterday Dr. W. Connor
deposed to having examined the body. From the ar-
pearances, his opinion was that deceased died from im-
mersion in the water, although there were marks of some
violence, but not sufficient to prove fatal. Two young
women, living in the neighbourhood of the Commercial-
road, were examined with regard to the identity of the
deceased. They both stated their belief, but refused to
swear positively, that his name was Robert Pepper, and
he had been a boatswain. He was last seen alive about
two months since, when he joined the Pestonjee Bo-
manjee, which was lying off Woolwich with convicts
for Sydney. Pepper had, it appeared, been shipped by
a Jew named Solomons when intoxicated, and when he
knew the vessel he was going into he became very dis-
pirited. The witnesses, however, had believed him to be
on his voyage to Sydney. The jury returned the fol-
lowing verdict:—" That the deceased was found drowned
in the Thames; that he had no marks of violence as to
cause death; but who he was, or by what means he came
into the water, the jury have not sufficient. evidence to
determine."
SUDDEN DEATH IN THE STREETS.—Yesterday an
inquest was held before Mr. Baker, at the Bell, in Petti-
coat-lane, Whitechapel, on the body of Jacob Mormon,
aged seventy years, a sugar baker, in tho employ of
Messrs. Martineau and Co., in Whitechapel. On Sun-
, day evening last the deceased was proceeding along
Petticoat-lane, when he suddenly staggered and fell to
the ground. lie was immediately raised from the ground
by a City police-constable, who discovered him in a state
of insensibility. He was conveyed to the above house,
but he expired before he reached there. Verdict, " Na-
tural death."
THE LATE CATTLE Snow.—The number of per-
sons who visited the late Annual Smithfield Club Cattle
11 Show, during the four days the exhibition was open for
public inspection, exceeded 40,000.

LATEST PRICES OF SHARES,
IN BANKS, ASSURANCE, AND OTHER COM
PANIES' STOCK.

From tie Offi List,
PUBLISHED EVERY TUESDA Ycial
AND FRIDAY EVENING
LONDON, TUESDAY, DECEMBER 15
XOTATIV-STOCK

- - - ...... 4.1,G11,111 .112.0,
Dividend Amount
Natre of Company. per— of I raid. Price
Annum. Share.
d.
iustralasis •• —•••• •• 61. per cent. 40 0 od.
40 os. 0 Britsh Iv orth American Si. per cent. 50 0 0 50 0 0 .
21y,
Commercial of London Si. per cent. 100 0 0 20 0 0
:lolonial ...
Lonsn and Westminstr 61. per cent. 100 0020 0 0 London— Joint-Stock ... C 1.61 per cent. 50 0010 0 0 15 5i
Metropolitan — 25 0 0 710 0
Provincial of Ireland Si. per cent. 100 0 0 25 0 0
Ditto, New.— —•• • • 8/. per cent. 10 0 0 10 0 0
National of Ireland .. 51. per cent. 50 0 0 20 0 0 22
Nat. Provncial of Eng. 51. per cent. 100 0 0 35 0 0
Ditto, New.— —•• • • 51. per cent. 20 0 0 10 0 0
Union of Australia— —6/. per cent. 25 0 0 25 0 0 26
Union of London... • • 51. per cent. 50 0 0 10 0 0

INS unrav c .7... cCi DIP JINXES.
' Dividend Amount
Name of Company. per of Paid. (Price
Annum. Share.
, ---
Z s. d. .£ a. d.
Albion .........• •• • • 3/. 105. 500 0 0 50 0 0 75
illiance ISrit. and For. 6 ;•er cent. 100 0 0 11 0 0 187'
Ditto Marine. •.• • • • 6/. per cent, 100 0 0 50 0 sy:
Atlas . 135.6 d. pr oh. 50 0 0 5 0 0 15 4
British Commercial .. 7s. per share 50 0 0 50 0 7%
Ciericl,died.&Gen.Life Si. per cent. 100 0 0 210 0 10
31. 100 0 0 10 0 0
Crown .... ••.•• • • • • • 10s. 50 0 0 5 0 0
Eagle • 65. 50 0 0 5 0 0 s%xd
Eng.& Scot. Law •• •. 5/. per cent. 50 0 0 2 0 0 3
European Life ••• • • • 5% per cent. 20 0 0 All paid. 20
Freen:asons .•••• • • • • 51. per cent. 20 0 0 3 0 0
Globe 6/. per cent. Stock. Il'6
Guardian • ..... ••• • • • 51. per cent. 100 0 0 36 10 0 4R I 4
Imperial Fire •••• • • • • Si. and bonus 500 0 0 50 0 0 239
imperial Life •••• .. .. 12s. - 100 0 0 10 0 0
Indemnity Marine.. • . 1/. sh. & bs. 100 0 0 513 1 31
Law Life....
Legal and General Life 50 0 0 20 0 6N
Landon Fire •
”ondon Ship ..•..... 10s. 25 0 0 12 10 0 15
Marine.. ..... • ..... 51. per cent. 100 0 0 15 0 0
Wed. InvIld& Gen. Life 4%1. per ct. 50 0 0 2 0 0
National Lean Fund.. 51. per cent. 20 0 0 210 0
National Life....
Calladium Life ......
ehcenix X p. et. & bs. 205
Protector Life....
Provident Life 11.55. 100 0 0 10 0 0 23
Rock Life 45. 50 0 010 0 41A
Royal Exchange Si. per cent. Stock.
Sun Fire ... • .
Ditto Life . • ...
Universal Life
DOCIC.S.
Dividend Amount
Name of Company. I per of I Paid. I Price.
Annum. Share.

Commercial ...... l3i_ per cent.

X e. d. £ s. d.
Stock. I

East and West India... I 61. Pr cent. Stock. I
East Country •• .1 11. per sh. .100 0 0
1. andon . .. • N. pr cent. Stock.
St. Katharine ••••• • •• I 5 per cent. ' Stock.
Southampton •• -• •• • • 141. per cent. 50 0 0 50 0 0

113
99 34

WATER-IXT 0 RIES .
Dividend Amount ' '
Name of Company. ' per of Paid. Price.
Annum. Share.
, -
s. d.
East London... .. •.. • • 8/. 100 0 0 - . 2Q4
Grand Junction ••• • • • 3/. 10s. 41 13 4 - 90
Kent ••-••••• • • • • • • • 2/. 10s. 100 0 0 - -
Vauxhall •••••. . • • . • • 5/. per cent. 100 0 0 - 108
West Middlese . . • 5/.55. pr cnt. 63 12 9 , - 130
LIST 01' SCOTTISH COMPANIES' PRICES.
Dividend Amount
Name of Company. per of Paid. ' Price.
Annum. Share.
Z a. d. .£ s. d
Rank of Scotland - 100 0 0 175
Royal Bank of Scotland 61. per cent. - 100 0 159
British Linen Company Si. per cent. - 100 0 0 220
Commercial Bank •• • • 6/. per cent. - 100 0 0 163
National Bank 6l. per cent. - 10 0 0 141.-s
Union Bank of Scotland 7%1. pr cent. - 50 0 0 91
Western Bank.... - - a per cent. - 50 0 0 85%
North of Scotland Bank 61. per cent. - 5 0 0 7%
Clydesdale Bank- .• - 10 0 0 131. 8s
Eastern Bank ••• • • - -10 0 0 11%
Caledonian Bank 7141. pr cent. - 2 10 0 41. 1I s
Edinb.& Glasgow Bank 6/. per cert. - 5 0 0 71. Is
City of Glasgow Bank . 5/. per cent. - 10 0 0 131. 7s
Scottish Union Ins. Co. 51. per cent. 20 0 0 1 0 0 255. 9d
Hercules Insurance Co. 71. per cent. 100 0 0 10 0 0 14%
Insur. Co. of ScoUnd • • Si. per cent. 10 0 0 All paid. 10
North British Insur. ••5%1. pr cent. 200 0 0 10 0 0 27%
Caledonian Fire Insur. 101, per cent. 100 0 0 10 0 0 22%
Edinburgh Life Insur. 61. per cent. 100 0 0 12 10 0 18 4
Edin. &Glasg. Railway 1/.los. pere. 50 0 0 50 0 0 74%
Ditto, IA Shares 73. 6d. p. s. 12 10 0 All paid. 184
Edin., Leith, & Grantn - 20 0 0 90 0 0 18%
Glasgw & Ayrshir Rail. 71. per cent. 50 0 0 All paid. 694
Glasgw &Greenekßail. 21. per cent. 25 0 0 All paid. 16%
Gls,-„w & Garnkirk Rail. Si. per cent. 25 0 0 All paid. 39%
Dundee& Arbroth Rail. 61. per cent. 25. 0 0 All paid. 37
Standard LifeAssiwnce.l N. per cent. 50 0 0 I 2 10 0 9
CANALS.
...
Dividend)
Names of f.l Dividend Names of 7: ::
Companies. d per Price. Companies. A ,
AmilllM.
cr. Annum. 7.
Ashtn & Oldhl 57 5/.55. pc 70 Monmouthsh 100 8/. -
Ashby-d-la-Z 113 41. , 70 Mntgomrysh 100, 51. -
Barnsley.. • • 160 121. 180 Macclesfield. 1001 -
Basingstoke.. 100 - - heath ......1001 17/. I 340
Brknk&Abrg 150 51. 85 Nottingham. 150 121. , -
Cromford - • •1100 14/. ' - Peak Forest. 7E4 32. I 40
Dudley.. • .• .11001 4/. - Regent's .. .. 33 1/. ss. 20
Derby ••• • • 'lOO 6!. 73 Rochdale.... 85 4/. -
I.:llsmre&Chs 133 4/. 55 Shropshire • - 125 8/. -
Erewnsh ... 'lOO, 321. - Somrsct Coal/150 71. 10s. 130
Forth & Clyd ;100, 41. - D0.1.k Fd St 12 Gl.p. c. -
t 1 ratidJ uncto,loo; 71. 83 Stffrd & Worci 140 281. 270
t..rand Union 100, 11. ins. - Shrewsbary..,l2s 151. -
GlitniorgnSh . 172' 13%/. - Stone/ridge-1145 20/. 315
I 4istr& Brkly 00 - - Strttrd on Ay 70 11. 10,. -
Irantltatit - 150, 121. - Severn and-} i2O 11. Bs. 32
i'Huddersfield. 37 -- - wycjtail. ,
Kennt & AVII 39 7s. bd. 51i Trit Bc, 311 ', '0 30/. -
Lanca. ter .• . s 7 I!. 10s. - ( eey, !i 61L I •
LeMs&Livrp, 100 341. 533x.d Thaws &Med; 19 - , -
Leicester .... 140 10/. 105 tWorestr SIT 7f• 2/. 43
Leicstr &Nth 83 4/. 1 52 Birrnin4. , .
houghlx)rogli,l42, 70/. 1 850 Wilts &LI It;, 67 I/. I 11 ,

LAW IN TELLIGENCE:
VICE. CITA NCEIII' COURT, .Dce. 15.
(Before Vice-Chancellor Sir J. WiGliam.)
DAWES V. BETTS.

The arguments having concluded, his Honour deferred
delivering judgment till he had read the bill and answer,
as well as the evidence.

The Court rose at balf•past three o'clock.
(Before Sir J. K. BRucE.)

HOMIER V. THE BRIGHTON, LEWES, AND HASTINGS

RAILWAY COMPANY.

This was a motion for a new trial on the ground that
the jury had not given a verdict according to the
evidence. The case was tried in July last, before
Lord Denman and a special jury, on three issues—
the first, as to whether a road between Chinckly turn-
pike road and the Lewes turni,ike road was a public
road ; the second, what was the width of the arch of a
bridge constructed by the defendants at a certain point
on the line ; and, thirdly, whether the bridge was in
height, width, and position, such as the defendants were
bound by the Act of Parliament to construct.
The arguments having concluded,
his lloNoun said he was of opinion that in finding a
verdict fur the defendants the jury had not paid atten-
tion to the charge of Lord Denman, with reference to
the dedication of the whole road in question to the pub
lie, and, therefore, on the second and third issues
would direct a new trial.
The Court then rose.

COURT OF QUEEN'S BEACH, Dec. 15.
THE QUEEN V. RICHARD DUNN.
An impression seems to have gone abroad that this
remarkable case would be tried here to-day. TILE
notion was erroneous. The case is a special jury
one, and cannot Le tried during these sittit4,t,
without a special application to the Court to
appoint a day before the expiration of the or-
dinary sittings. No appl:cation of this nature
was made during the morning, which was occupied
with a running-down case of not the slightest interest,
except to the parties immediately concerned. The
Queen v. Dunn stands 92 in the printed list. In all pro-
bability it will be taken in its ordinary course.
NEGLIGENCE OF AN ATTORNEY-SMITH V. SHAW.
Mr. Watson, Q.C. and Mr. Borrill were for the plain-
tiff, and Mr. Parry for the defendant.
This was an action of a novel but an important
character. The plaintiff is a surgeon, and the
defendant an attorney, on Fish-street-hill ; and the
action was brought to recover compensation in da-
mages for the want of proper care and skill on the
part of the defendant in conducting an action which
the plaintiff had brought against a person.named Briggs.
By his carelessness and want of skill, it was alleged, a
judgment had been obtained against him, and an exe-
cution put into his house on account of it, of which the
plaintiff had received no previous intimation from the
defendant, and which had cost 211. The defendant had
placed various pleas on the record, setting forth
that he did not promise, that he bad well and faithfully
discharged his duties, and also that he was unable to
inform the plaintiff that a judgment had been obtained
against him, as he had changed his residence.
Mr. WATSON, QC., stated the case to the jury. He
said the plaintiff, Mr. Smith, was a surgeon, who had
carried on business at Walworth, but who now resided
at Stockwell, and that the action was brought to
recover compensation in damages from the defendant,
who had acted as his attorney. The defendant had car-
ried on business in Fish-street-hill for several years, and
had a country residence at Walworth. Whenever a pro-
fessional person was employed, no matter what the nature
of the profession might be, he was bound to use proper
skill and diligence in the discharge of the duties for which
he was engaged; but if he was not possessed of the skill
necessary for the proper carrying on of his professional
busines,, and should be guilty of negligence, he was re-
sponsible to his client for any damage which might
result to his interest in consequence of his waist of skill
and want of diligence. Fur ought lie (Mr. Watson)
knew, the defendant might, be a very skilful practitioner,
and might exercise skill in the service of other clients,
but in the case of the plaintiff he certainly had not. The
plaintiff had attended and supplied medicines to a minor
named Briggs, and a debt of 16L 7s. had been contracted
with him in consequence, and an action was brought
against the young man for the amount; but as it appeared
that he was wholly without the means of self-support,
and that the medicine was supplied with the cognisance
of his father, Mr. Shaw was instructed to bring an ac-
tion against him for the amount. The action was brought
in this court, but, as it was under 20/., it was arranged
that it should be tried before the Sheriff. Notice of trial
was given, but it was found, owing to the absence of the
plaintiff's assistant, who was abroad, that the
evidence would not be sufficient to prove the plaintiff's
case ; it was not then proceeded with ; the:efore the
notice of trial was countermanded. Mr. Briggs, IRA
liking to be in hot water all his life, applied for judg-
ment as in case of a nonstit, in order to put an end to
the action. The plaintiff finding that he could then

!prove his claim, proceeded a second time to put the
matter in a train for trial, and it was arranged that it
should be tried before the Sheriff in six weeks, and a fresh
notice of trial was prepared, but served a day too late
by the defendant. He then took another step, which
almost any competentpractitioner must have known would
only be incurring additional expenses. He went before
Mr. Justice Wightman, at chambers, in order to get the
rule set aside, which the Learned Judge refused to do,
but told him that the order was a peremptory one, and
that he could not interfere with a rule of the superior
court ' • but he advised him to apply to the Queen's
Bench, in Banco, to enlarge the order. He might have
done this on the 2d November, and no doubt the Court
would have acceded to such an application, but he did not
take any such step, and on the sth November judgment was
signed by the defendant "as in case of a nonsuit," so
that the action was at once brought to an end. The de-
fendant had notice of the taxation of the costs, which
were taXed at about 181., and no doubt attended to it,
but he gave no notice to the plaintiff, and the first-inti-
mation he received of the fact was the visit of a sheriff's
officer, and the putting of an execution into his house.
The levy came to 211, and as he happened to have the
amount in the house, he paid it out. The plaintiff, there-
fore, sought compensation for tfe expense of the levy,
and the costs of the debt, which were about 10/., as well
as compensation for the injury which he had sustained
on account of the negligent conduct of the defendant.
Mr. Driver, an attorney, the plaintiff's brother-in-
law, was examined at considerable length, from which
it appeared that he bad taken an active part in the legal
proceedings in the case of Briggs ; but he stated that he
merely acted an the plaintiff 'a friend, and under the
directions of the defendant, his sole object being to
forward the matter.

It was shown that the d._ fondant did not live far from
the plaintiff, and that a notice was placed on his former
residence showing where he had gone.
Mr. PARRY, in his address to the jury, contended that
the defendant, by the course he had adopted, had placed
the plaintiff in a position to renew his claim against
Briggs, as the witness referred to was still absent, and
that it could be renewed now with a reasonable proba-
bilty of success; that Mr. Driver was the agent of the
plaintiff. in the matter in question, and had
transacted, and consequently knew all about the
proceedings, and that, if any mistakes had occurred,
they were clearly attributable to him, and to no one
else. Great difficulty had been experienced in commu-
nicating with Mr. Driver ; and as he was an attorney,
and had acted as Mr. Smith in the case, some latitude
was allowed him by the defendant, and because he had
acted erroneously was the defendant to be blamed ?
Mr. Walker, the defendant's clerk, gave evidence con-
firmatory of the defence set up.
Mr. WATSON having replied,
Lord DENMAN summed up. He considered that the
defendant was not free from blame; and that he ought to
have known that the application to Mr. Justice Wight-
man, at chambers, would be of no avail, as the strict
rules of the Court could not be departed from. He left
it to the jury to say whether the plaintiff' was or was
not entitled to damages, and, if so, the amount.

,
The jury found for the plaintiff—Damages, 30/.
The Court will sit in bane.) at Westminster, according
to notice, at twelve o'clock precisely, on Thursday, the
17th instant.

COURT OF EXCHEQUER, Dec.
• EAGER V. GM:MOOD.
This was an action brought by the plaintiff, a market
gardener at Blackheath, to recover compensation in
damages for the seduction of his daughter by the
defendant.
Mr. Prentice appeared for the plaintiff; Mr. Hum-
phrey for the defendant.
Mr. PRENTICE stated the following as the facts of the
case:—The defendant carried on. business as a potato
salesman at Greenwich, and paid his addresses to the
daughter of the plaintiff, Mary Ann Eager. His ad-
dresses were accepted ;. be was treated at the house of
the plaintiff as the future husband of his daughter,
and numerous visits were paid between the parties.
Upoti one of these occasions the defendant effected
the ruin of the plaintiff's daughter; from that
time the visits of the defendant became less
frequent than formerly, and in the course of
a few months the plaintiff's daughter was delivered of a
child in her father's house; the child died, and the young
woman was indicted for the murder of her infant, and
tried at the Old Bailey and acquitted. Repeated appli-
cations had been made to the defendant for some assist-
ance, but be bad refused to render any, even upon the
trial at the Old Bailey, and had it not been for the kindness
of some of her friends, the young woman would not have
had the assistance of counsel at the trial. The Learned
Counsel concluded an impassioned appeal to the jury,
by calling the following witnesses:—
Mr. Clayton, who said that the sister-in-law of the
plaintiff had often seen the defendant at the house of the
plaintiff, and upon these occasions he always treated her
niece with kindness.
Cross-examined by Mr. HumPnnEY—Her niece was
confined on the 26th of June, 1545, she was tried on
he 18th of August upon the indictment for the murder.
Mary Ann Ecter, examined by Mr. PRENTICE—I
)(Tame first acquainted with the defendant aboat Ja-
mary; 1844, by walting upon the hill. I never went
to the shop of the Menaaa for my father. The de-
renlant made a promiF:e 01. marriage to me soon after
I became acquainted with him. I)fendant often came
to my father's he:we. I cquently went to his house.
lJp,in these occasions hi.; aunt was presc:nt. He paid
his addresses to Inc fir tically- a twavernouth. It was
in the autumn of 1844 that the defendant bad connexion
with tne. It was in the summer-house of ray father's
garden, a day or t'.ro after C!nisttnas-day, and upon that
Decation he renewed hi 3 former promises of marriage
;o me. It to,,k place baween e:glit and nine o'clock
n the crtning. Derendaut earne to see me after it took
dace, but not as fleTuritly as befAlro. lie ceased to
visit the about three mun,lis tl-e tine of our em-
u He has not givea rue tiny inum•y to pay my
I was ill fur scuP2 tizne after ear coi.finetnent.
was in Nvw:!.ate for ut a month.

S1)~t?~C'~.

examiiled by Mr. I.ll:.‘trilitEr —I am twenty
}Tan of age next birth-day. I never kept company
pith anybody else. I knew a young man of the name
of James. Ido not know his other name. I knew him
for three months. We walked oat t:,gether twice. I
was then ,sixteen years of acre. I knew him by his
bringing meal to my father's house. I had connexion
three or four times with the defendant after the first
time in the summerhouse.

ant that I was in

By a juror—l never told the del,
the fa m ly- Way.
Winterstated that she.had attended at the house
of Eager, had done washing, anti had also lodged the
children daring the time of the illness of his daughter.
Mr. Hatch, surgeon, was called, who said that he
attended Mary Ann Eager after her confinement. He
saw the child ; it was dead when he saw it. In his
opinion it wits a fully-gr Own chi"
By the LORD CHIEF BARON
ir.dication by which 1

six or seven nil)!

thy'

not, aware of any
judge whoa-er the child was a

By Mr. PRENTICE—It cert.inl.
chill.

not a six months

Cross examined by Mr. HUMPHREY—It was a full-
grown child. _

The LORD CHIEF BARON—Then the
case.

is an end to the

Mr. PRENTICE—I apprehend, my Lord, that it is not.
The action is not only aglinst the ciefen(lant as father of
the child, but for having seduced the daughter of the
plaintiff.

- The LORD CHIEF BARON--
lie except it can be proved th,
feted damage by the loss of the

—I think an :..ction cannot
it the plaintiff has suf-
scrvices of the seduced

party. -
Mr. HUMPHREY then addressed the jury on the part
of the defendant, and contended that there was no evi-
dence against the defendant. The medical adviser had
stated positively that the child was. not a six months'
one. The witness herself stated that the connexion took
place about Christmas-day. She was confined upon the
26th of June. The defendant could not, therefore, be
the father of the child.
The LORD CHIEF BARON—There is no evidence at all
to go to the jury; the question which the jury would
have to decide was, whether the defendant was the father
of the child.

The jury immediately returned a verdict for the dc.
Fondant.

RICHARDSON V. CARMICHAEL,

•
for
reno
furm, reeradpttihsforee
defendant.
me p
books,
sof ai2a
tiff,
na tnhdi smacbrsae.saielnnigl\aalretrth.ti
ineloVnanonbmrdrdoos:uwing-roth. r
ttidl,tithioeiarrppfcs
16sr.h6isd.w,
nd
stationery, supplied for the use of the Boulogne-sur-Mer
and St. Omer Railway.
The plaintiff was a bookseller and stationer, carrying
on business in Coruhill ; the defendant, Sir James Car-
michael, Bart., was -one of the promoters, and also a
director of the company.
Witnesses were called to prove the attendance of the
defendant at the various meetings of the company, and
the delivery of the goods in question. It appeared, upon
cross•examination of some of the witnesses, that some of
the goods were supplied prior to the time of the de-
fendant's connexion with the company, and his being
register( d as such.
The LORD CHIEF BARON said that there was no
doubt but that the defendant knew of the delivery of
the goods in question, they being used at the meetings
of the company. Those, however, which vire delivered
previous to the registration of the defendant as a three-
tor or promoter, he could not be held liable for.
The jury therefore returned a verdict for plaintia.—
Damages 151.
Leave was given to the defendant to move to enter a
nonsuit, if the Court should be of opinion that there
was no evidence to go to the jury to fix the liability of
the defendant.

PRICE OF GOLD.—The premium on gold 'at Paris
is 15 per milk; which, at the English IWint price ' of
3/. 17s. 10111, per ounce for standard gold, (rives a,
exchange of ,i 5 52 ; and the exchange at Paris on
London at short being 25 54, it follows that gold
is 0.02 per cent. dearer in London than in Paris.
By advices from Hamburgh the price of gold is 430 i
per mark, which, at the English. Mint price of 3/.175. ItAd.
per ounce for standard gold, gives an ex-change of 13 7?;
and the exchange at Hamburgh on London
Id short
being 13 7*, it follows that gold is 0.29 per cent. dearer
in Hamburgh than in London. The course of ex-
change at New York on London is 1061 per cent.,
and the par of exchange between England and
America being 109 23-40 per cent., it follows
that the exchange is 0.33 per cent. against England.
But the quoted exchange at New York being for bills,.
at 60 days' sight, the interest must be deducted froxa
the above difference.
THE COUNT DE MONTEMOLIN.—The Pstint de
Moutemolin received visits yesterday from t4e .folloiring
Idiosrtideg wthysolif(d 0
Lyon, Count Pietravita, Captain J. F. Benrot, 1145 T., the
Berl of Carnaryou, Sm.
id , visitors
Viscount:— T-h 9
Canterbury, llargu is
Ca 6pftr Aln iWiesilbluiarY'
A m-

PARIS TO SCEAUX RAILWAY.
The following interesting account of this railway is
taken from the Essex Herald :
The establishment and opening of the railway between
Paris and Sceaux has excited considerable interest, not
only among the Parisians, but among scientific men of
all kinds, more particularly engineers, for it establishes
a new system, that of moving a railway train without
danger in sharp curves, the projector of which is M. Ar-
noux, a French machinist of great experience. To un-
derstand the system and subject in all its bearings,a
brief account of its development is submitted, by which
it will be seen that practical proofs of its success have not
fallen short of theoretical promises.
M. Arnoux, in the year 1838, presented to the French
Academy, models and specimens of hisnewsst em.
St. The first experiments were tried at Maude,from Paris;
is situated near Vincennes, about four miles
these experiments being successful, a project for a law
was presented to the Chamber of Deputies (in English
Parliamentary language, a Bill was introduced), 29th of
June, 1844, to establish an experimental railway on the
new system, between Paris and Sceaux. The examina-
tion of the various details, and the discussion on the
subject, occupied the Chamber at least a month, and the
project became a law sth of August, 1844. The rail-
- ws was opened to the public in June, 1846.
Sceaux is about 6i English miles from, and lies due
south of, Paris ; the terminus of the railway is close to
the Barrie..e d'Enfer, on the south side of Paris, near
the observatory, and, going direct from the Louvre, the
palace of the Luxembourg is on the route, and not very
far from the Barrisi.-e. The line pa-ses over the vast
stone quarries south of Paris, and indetel over the cata-
combs ; it runs some distance parallel with, and goes
over, the Paris and Orleans coach road ; it passes
Arcueil, Cachan, Bagneux, B urg la reine, and near
Fontenay-aux -Ewe, at each of which places are
stations. On leaving the Barre, Paris is at once
cleared, and the scenery on the route is rural, diversi-
fied, and pleasing. On the return, the view of Paris,
tsking in the heights of Mont Madre, the Pantheon, the
Church of Val-de-Grace, and the Observatory, is very
striking. Before returning to the system in question, it
may be observed, as French admeasurement is used, that
a metre is a little more than 39 inches, a centimetre the
100th, and a millimetre the I,oooth part of a metre, as
the names indicate.
The inconvenience, indeed it may be added, the serious
danger that would arise from using locomotives, as at
present constructed, in turning sharp curves,
from the invariable parallel of the axles and fixity of the
wheels, whereby they turn together. To avoid this
danger in adopting the curve, it is necessary, first, that
the axle should be directed in a right angle to the curve
which the train passes over ; secondly, that the wheels
be independent of each other and turn upon the axles,
thus avoiding, in the curve, sliding on the rail. This is
the problem which M. Arnoux, the inventor of the new
system, proposed to solve, and his solution has been most
successful.
" All tends to the belief," he says in the exposition of
his system, " that in the construction of carriages des-
tined for the railways, enough perseverance has not been
used in searching fur the means whence the facility of
movement is derived in the ordinary routes ; too much
pre-occupied with the great work on hand, of which a
part may be regarded as the consequence of the imper-
fection of the carriages, it is thought that the engineers
have neglected to use their endeavours to correct the
imperfection itself, and that they have too easily ad-
mitted the principle of rigorous and inflexible parallelism
of the axles, and in consequence the fixity- of the wheels.
I say in consequence, because it is evident that with
axles invariably parallel, the movability of the wheels is
inadmissible, because it would lead too easily to dis-
lodgement from the rails." M. Arnoux then brings
forward divers inconveniences of the present system,
and points out amongst them the too great approxima-
tion of the axles in respect to the length of the bodies
of the carriages, whereby the latter do not obtain a
true bearing, and as, in consequence of this disposi-
tion, the traction cannot be transmitted but by the
extremities of the frames which bear the bodies
of the carriages, the slightest deviation gives to them
an oscillation which is conveyed from one end of the
train to the other, and tends to give to each axle an
oblique position to the direction of the rails, and re-
quires wheels capable of resisting these efforts, which
are proportionately more violent as the speed increases.
It was in the year 1838 that M. Arnoux presented to
the French Academy the specimen of the new system
which he proposed to apply to railways. This speci-
men was a model, the fifth part of the size of the car-
riage to be adopted, and it is of this model we are
about to speak ; for although the inventor has made
some changes, they are not of a nature to affect the ge-
neral principle.
M. Amoux defined his system as follows, in submit-
ting it for the judgment of the institute :
The construction of the beds of the carriages will
differ very little from the construction of those of ordi-
nary carriages ; they will consist of a fore and hind bed
resembling each other.
Each axle, pierced by a main iron bolt," will have
the power of turning horizontally upon it.
Wheels mounted with patent cylindrical boxes, will
have freedom of play on the axles.
The fore and hind beds of the different carriages in
succession will be united by means of a carriage beam,
which will be pierced by the two main iron bolts that
pierce the axles, and which will support two transoms
(cross beams) upon which the springs will be placed.
The coaches will be connected by an inflexible iron
rod (called a timon), pierced by the main bolt of the hind
bed of the preceding carriage, and upon the same bolt in
the fore bed of the carriage which follows.
The fore axle of the first coach will receive its direc-
tion from the road itself ; to effect this, two irons, each
having two prongs, will be attached to the centre of the
under part of the axle; the two prongs descending to-
wards each rail, will carry a small wheel (in all four)
which, by slightly touching the rails, will, without effort,
give to the axle the right angular direction to the road.
From this fore axle the symmetrical direction will be
communicated to the hind axle of the same carriage, by
means of two chains, one crossing the other and the ends
of each fastened to two circular crowns (one fixed on
each axle) of equal diameter. Each chain, as it may be
so called, consists of a long iron rod in the centre, with
hooks at each esrd, to which are attached pieces of chain
that are fixed to the crowns. The form of these chains
when fixed may be compared to the section of an hour-
glass in a horizontal position, in fact somewhat like the
figure 8.
From the first to the second coach the traction will be
effected by means of the inflexible iron rod (timon) be•
fore mentioned ; the direction will be communicated to
the fore axle of the second coach by similar cross chains
as above mentioned, which passing from a crown fixed to
the carriage beam of the first coach, and pierced by the
main" bolt of the hind bed, to a crown of double diameter
fixed to the axle of the fore bed of the second coach, and
in the same manner fastened by the main bolt.
To communicate successively the movement to all the
axles of a train, and to make them converge, the one
after the other, towards the centre of the curve, it is ne-
cessary to be understood that the beam of a carriage will
not change Its direction, except wht n the road itseb
changes it; thus in determining the relation which exists
between the angle which the beam describes in each
change of direction, and the angle that each axle de-
scribes also, to pass from the first to the second direction
without ceasing to be at right angles to the route, the
convergence of the axles of -any coach whverer may b,
obtained by the direction of the bt am of that which pre-
cedes it.
The question, in this state, was the subject of a special
report to the academy, which, in acknowledging the im-
portance of the proposed solution, expresse 1 a wish thee
the system should be tried to prove its value, and to re-
move, by practice, certain apparent objections.
M. Arnoux set himself immediately to work, and in a
little time invited the academy to see, not only a theory
and models, but a practical system at work on an actual
railway.
It was at St. Maude where the experimental railway
was made, and the examination of it confide] to a com-
mission, of which M. Arago, the Astronomer Royal, was
at the head.
The experiments of M. Arnoux, at St. Maude, did not
cost less than from 6,000/. to 8,000/. All sorts of obstacles
to locomotion, such as inclined planes ascending and de-
scending, crossing of ways, straight lines joined to curves,
curves in an opposite direction, succeeding each other
without intermission, and also curves of very small radii,
are found in the experimental rail in question, which is
about duce quarters of a mile in length, forming a
closed circuit. This arrangement permitted the re-
turning to the point of departure as often as
was liked without stopping, thus enablin, the
train to run as great a distance as could be de-
sired. All then that remained was to ascertain whether
anything was necessary to be done to test the syste ofM. Arnoux effectually as regarded strength, iuiuryto
the rails, duration of the wheels, and the mechanism
employed to give the axles the intended and proper di-
rection ; to examine well the effect of curves upon loco-
motion—curves of less radius than any engineer would
ever experience in a regular railroad, viz., a small circle
of a radius of only 18 metres, completely closed, joining
itself to the principal road (i. e. the closed circuit) le)
two branches of curves of 30 metres radius ; once en
tered in the circuit, the train could run over it indefi
nitely.
M. Arago, after having described the nature of the
experimeetal train, composed of a locomotive engine and
five waggons, examines the system itself.
"The system," he says, " is composed of three dis-
tinct parts." It will be right to point out the effects
of each.

The first—the particular and special rne.ins of direct-
ing the first axle of the coach.
Tae second—the common means of directing the first
axle of each of the coaches that follow.
Finally—the means of giving in each carriage the
same direction which the first axle has already deter-
mined to the axle of the second.
The first means consist, as has been stated, of iron
forks with bent prongs, furnished with small wheels.
These wheels move pretty nearly horizontally, slightly
inclined, inside and out, from top to bottom, and in rol-
ling lean against the edges, or rather against the vertical
sides of the rails. These directing wheels, when they
are well adjusted, experience no other resistance than
that which arises from the rolling, for the axles which
supports them hinders them from ever bearing by their
wheels a
horizontarel surface on the rails. The centres of these
thus
angle, between the summits maintained at four sumit of a right
quantity of play, opposite rails, with a very little
g 'Experience has proved the advantages which these
guide-wheels present. They have never shown any ten-
dency to leave the rail, there has been no breaking down
on the route ; the surface, which was worn rapidly when
made of soft iron, showed no perceptible wear when fur-
' hed with circular bands of steel.

As to the means employed for direetinq the first axle
of each carriage, they are unexceptionable in a ;Teem°-
.

trical point of view. In effect, in order that the two
axles of the coach which precedes, and the first axle of
the coach which follows, may converge towards the
centre of the circle formed by their three main bolts, it
is necessary that the radius of the small crown fixed, to
the beam should be to the radii of the crowns of the
axles as the length of the timon* is to V-e total length. of
this timon and the beam which conducts it.
Will the chains which connect the :xles together he
frequently subject to be broken ? In reply to this ques-
tion, it is stated that it is easy to see that the strain
upon them is very trifling, being limited to turning the
crowns, the draught of the train being wholly confined
to the timon and the b'am. At one of the experiments
at St. Maude a chain separated, after which they made
an entire circuit before giving notice to the persons who
conducted the train to stop its progress. This circum-
stance proves that if the whole of the means of direction
be necessary, they can, without serious inconvenience,
be dispensed with upon an intermediate point of the
train. The binding of all the parts of the system keeps
the axle, which may be without a guide, in the regular
route.

As to the essential point—that of overcoming the re-
sistances. When once the train is started, and during
the whole time of its motion, are there, in the proposed
system, causes which might definitely increase their
mean value? If the resistances are diminished in the
curves, are they increased in the straight parts, which
will always be longest ?
It is in regard to the friction of the axles that there
may be an uncertainty.
Now, M. Arnoux making the extremities of the axles
bear the weight of the waggons, as is the practice in the
ordinary system, nothing requires him to augment the
diameters of the axles and spindles. He has never-
theless increased the length of the boxes of the inde-
pendent wheels.
"This length," M. Arago says, "is a guarantee against
deviations from the plane in which the wheels turn." It
does net appear that this plane is less well maintained in
the system where the wheels turn on the axle, than in
that where they are fixed, at least for the time these
wheels last.
The duration of the wheels in the present system is not
great. It is known with what exactitude the wheels fixed
to the axles must be turned in the making. It is known
also with what rapidity the flanges of these wheels are
destroyed by their friction against the sides of the rails
in cases of curves.
In the system of M. Arnonx these resistances disap-
pear ; it gives them a longer duration to the wheels, or
admits of their being made with less perfection and
strength.
In the St. Mande experiments the wheels were simply
of wood bound with iron ; the edges, instead of forming
one body with fellies, were iron hoops made flat, and
fixed to the body of the wheel by wooden screws.
Notwithstanding, however, the length of curves so
varied, and of so small a radius, in a total circuit of
such great extent, none of the iron hoops, although so
slightly fixed, were torn off, nor did they present any
sensible alteration.
This is another material proof establishing the fact
that the wheels hold perfectly well together, and that
the axles are properly directed.
During these long experiments there was never felt
in any marked manner those oscillating movements
which are so commonly found in the ordinary railways,
and which are so uncomfortable and so destructive as re-
gards wear and tear.
The only remark which arose when going at the
greatest speed, was relative to the very slight inclina-
tion of the bodies of the carriages proceeding from the
centrifugal force, yet this effect may be lessened by rais-
ing the outer rail.
We now come to the estimate of the total resistances
by the aid of the dynanometer.
These resistances proceed from the current of the
air, from the collision of the waggons upon the ire-
movable air, from the friction of the axles upon their
periphery, from the rolling of the wheels upon the
rails, from the sliding of their edges upon their sur-
face, from sudden jolts, from the accelerations or
delay s in the route of the train, which the best con-
ductors cannot avoid, and of which the influences have
become considerable on account of the magnitude of the
mass ia motion. Now all this is susceptible of varia-
tion, according to the tightness of the screws, the
greasing of the boxes, the moisture of the air, and the
greater or less solidity of the rails. As to the last in-
fluence it is real; for on the journies, the waggons often
make on the sand lying on each side of the rails, figures
of that kind which natural philosophers call acoustic
figures.
Another question. In the system of M. Arnoux is
the resistance perceptibly the same on the straight parts
as on the curves of the railway?
Dynanometrical experiments have been made by M.
Morin with a delicate apparatus, which he has greatly
contributed to improve, and with all the care which a
scientific man brings to the estimation of the resistances
he measures.
With wheels not turned the relation which the resist-
ance bore to the charge was found, for the whole of the
road, consisting of straight lines and curves of 50 and
150 metres radius, as also in the small circle of 18 metres
radius, to be the fraction 1-175 ; with wheels turned
the relation descended to 1-204. This relation increased
in an experiment where a guide wheel accidentally
touches! the cushions of the rails.
It thence follows that the curves of the road add no-
thing to the resistance, and more than that it shows that
the wheels should be turned, and the guide-wheels ad-
justed with exactitude.
The commission of the Academy determined on cone
paring this report with that which exists upon the ordi-
nary railroads ; the experiments took place on the Paris
and St. Germain, and the result was found to be 1-200.
"It is necessary to add," said M. Arago, " to the advan-
tage of the system of M. Arnoux, that the large spindles
of the axles of all his coaches might have been brought
without inconvenience to diameters, of 55 millimetres,
instead of 65, and that then, after a co efficient of fric-
tion rather too feeble than too strong, the mean re-
sistance upon the St. Maude road, would be reduced
to 1-230.
Finally, the equality of friction and resistance upon
the curved and straight parts of the railway, when the
coaches are constructed according to the system of M.
Arnoux, and that the 'peed does not exceed certain
limits, is completely established by the experiments at
St. Maud&
These experiments prove practically that the con•
vergence of the axles is the indispensable condition of a
good service of locomotion, upon the curved rails ; they
prove also that the mechanism of which the projector
makes use, to establish this convergence, has all the pre-
cision that can be desired.
"Thus," adds M. Arago, in terminating his remark-
able report, " the system of M. Arnoux would not his-
pose, so far as one can judge of it, any appreciable in-
crease of expense for traction. With reference to safety,
this system ought to satisfy even the most timid. M.
Arnoux seems then to have completely solved the diffi-
cult problem that has been proposed. Henceforward
engineers will fear less in tracing railroad lines, to turn
from the direct routes to avoid obstacles of all kinds,
which, at present, they are obliged to have removed.
The heavy expense of tunnellir g will be less frequently
reqaired ; and finally, by having side rail stations fur
passing the roads with a single line of rail, will become
sufficient in many localities where, according to the pre-
sent method, two lines would be absolutely necessary.
" If a long experience of the new coaches dues not
produce difficulties, at present unforeseen, the name of
11. Arnoux will be most honourably priced by the silo
of others, who, by their inventions, have rendered great
service to the railways."
This is most flattering approval to an inventor, the
sweetest recompense he can desire for his labours. But
M. Arnoux has f mud that it is not merely enough to
have merited these praises, for rinse that time he has
been constantly occupied in improving his system, and,
according to the precept of Boileau, he has often turned
to his work for the purpose of polishing and repolishing
it ; we shall state presently the improvements he has
made.

Let us first consider the objections. that have been
raised against the system, or against some of its parts.
It bas been said, " The great number of pieces of
which the chains are composed render the system liable
to many accidents ;" but the chains have no tension,
since tha traction is performed by the timons ; besides,
as we have seen above, a chain has been detached on
the route, with:nit any being done.
It is added that the system is more complicated than
that in common use. To that M. Arnoux replies,
" When it is observed that the main bolts, the crowns,
and the timons are substitutes for the guard plates, the
grease boxes, the buffers, the traction and percussion
springs, and their iron bolts, as well as the braces, and
the connecting chains, it will be found that there is no
comparison to he established either in the number, in the
weight, or in the value of these essentials ; the error
cannot exist when the actual coaches are seen." The
new
others,lt ci
antiaes
a hg coaches,
cost
n saaabkroia,nett'qw-t/e.igleht..s.half ton less than the
that the coaches aro higher than
those on the other railways. This is simply a delusion
mw
dudllretahonefra,tchtt
hue aiarlt
the axles
fe
stTh
support
pwaosi
rlslte
rimmediatelytg
edfoeuisnot rdtoeh3d-e.
Fon facts ; M. Arago laboured, like persons less ac-
quainted with the subject, under this error ; in principle
the charge was supported at 50 centimetres from the
centre of the axles. Since then M. Arnoux has brought
it nearly to the extremities, by increasing the diameter
of the support of the springs.
Again, it is said, that the horizontal movement of the
beds of the carriage experiences a friction equivalent to
that of the flanges of the wheels ; but it is equivalent
only in part, since the friction takes place at the entry
an egress of the curves, while in the ordinary system
it exists tha-oughout the whole passage of the train upon
culves.

prevents
The only serious and real objectionwhich
the system of M. Arnoux from being geometrically per-
fect is, that the axles take their obliquity a little too
soon, inasmuch as the directing axle the moment it en-
ters the curve forces the second, which is still in the
straight part, to direct itself at right angles to the curve
into which it is about to enter. There, in fact, a resist-
ance is created, which acts during a time, though cer-
tainly very short, but which is, nevertheless discernable. ,
At the egress of the curve the same effect is produced 1
in an inverse ratio. But to this it may be replied that
the friction huts but a trifling period, and that it is,
moreover, of that kind which the ordinary waggons
constantly experience in circulating curves.
If a guide wheel were to break would the train be ex-
posed to danger ? In the St. Maude experiments, a
guide wheel was taken off, and the train stopped itself.
But when an axle breaks there is no remedy ; the
breaking of an axle is a very serious accident, that of a
guide wheel much less so.
It is said that wither separate coaches nor the whole
train can be moved backwards. As to the separate coaches, it is suffiaent for the purpose to render the two

• The bolt which in ordinary carriages goes through tue
Wee tend beam.

axles of each coach fixed and parallel ; this result is ar-
rived at by means of a simple bolt passing through two
holes, corresponding with each other, pierced in the two
crowns of each axle, one serving the transom plate, the
other the bed plate. As regards the whole train, that
can be backed equally well ; for this purpose M. Arnoux
applies the means which the commission of the academy
pointed out to him ; he places at the tail of the train a
coach, the hind wheels of which are furnished with
guide wheels, and on the fore bed of each a little crown,
the same as on the hind bed ; each crown carries some
chain ends, and to connect them it is necessary to take
the rods of the other chains.
As to the mode of connecting the coaches, it is effected
very easily; the two halves of each timon (inflexible iron
rod) being pierced lengthways with a screw groove, are
brought together by a screw bolt, this screw bolt being
turned by a screw key fitted to a nut which passes upon
the bolt. The directing chains are then fastened by
hooking the rods to the chain ends fixed to the beam
crown of the carriage which precedes, and to the fore
axle crown of the carriage which follows; these chains
aro tightened by the screws which attach them to the
crowns, which terminates the operation.
M. Arnoux, as we have said, has introduced important
improvements in his system; the first consists in giving
freedom to the axles to turn of themselves, independently
of the wheels. For this purpose instead of fixing the
main bolt through the centre of the axle, he fixes it to a
collar *hich encircles the centre of the axle. At
its extremity the axle is similarly encircled by two
collars, which press it sufficiently to prevent its
turning except where the wheel grips the spindle.
In the experiments which are daily made on
the Sceaux line, it has happened many times, arising as
much from the friction, which a new material always
experiences, as from other causes, that the axles have
turned in the collars, which proves that if this freedom
were not left to them, the wheel would have heated, or
at least that the friction from rolling would have been
changed into friction from sliding.
The second improvement introduced by M. Arnoux
in his system, and which seems to us to be altogether
inherent in the mode of inflexible and inextensible car-
riage beds which constitutes it, consists in a break of a
particular kind by the means of which all the wheels
can be instantaneously stopped ; this break is worked
by the stoker, the handle is upon the tender, below the
coaches are some rods which are hooked to the central
collar of the axle, and which go the whole length of the
train ; the moment the handle acts, the first rod has its
effect upon the breaks disposed nearly the same as in
the diligences on the common roads, the movement com-
municates itself from one rod through the whole length
of the train. We find but one objection to this break,
and that is that it cannot be worked except on the ten-
der and on the last carriage, thus the conductors of the
intermediate coaches cannot work it independently of
the movement which proceeds either from the tender or
the hind carriage.
A train on the Sceaux railway has at its head a loco-
motive engine, of which two axles only, the fore and
hind, are directed by the guide-wheels, but each axle
carries its guide plates ; the locomotive, therefore, is al-
together independent of the rest of the train, it directs
itself, and does not give direction. Afterwards come
the tender and the other coaches, which are fastened to-
gether. The necessity for having a uniform material, of
which all the beams are of the same length, has induced
M. Arnoux to give to his tender a different form to that
of the or'inary ones ; it resembles one of the coaches of
the train ; in front is the place fur the coals, behind and
at the bottom of the coach is the water cistern, and above
this cistern a sort of cupboard for tools ; the tender is
terminated in the hind part by a watch-ox with win•
dows, and furnished with two seats ; from this box a
conductor has a view of the fore and hind part of the
train.

The coaches consist of saloons, and first, second, and
third class divisions, and are very carefully fitted up.
The fares from Paris to Sceaux are, saloon 10d., first
class 7d., the second 5d., and the third 3d.
The appearance at each terminus is singular, you see
the whole train ranged in a curve, the bodies of the
coaches forming direct right angles, while the axles con-
verge to a point of the station indicated by a flag. The
station bears no resemblance to others ; here are no
multiplicity of rails, no needles, no turning plates, no
straight lines. The station itself is oval, having the form
of a racket bat, the outlet being, as it were, the handle.
A single line of rail forms the circle of the station, and
the train arriving to discharge its passengers is in a posi-
tion to quit again and make another journey. In prac-
tice at Sceaux and Paris, when the arriving train is near
at hand, the departing one starts, and leaves the circle
the moment the other has entered it.
On starting from Paris the curves immediately com-
mence, for M. Arnoux seems to have been willing to
give at once a high idea of what his system promises
—curves of 300, 150, 50, and even 30 metres radius!
The engine is seen twisting and accommodating itself to
all the caprices of the road, and heading the train, the
whole appears like a supple serpent moving over the
yellow sand.

- From Bourg-la-Reine to Sceaux the distance by the
carriage road is 1,600 metres, about ten yards less
than a mile ; the difference in level between these
two points is 30 metres, 100 English feet ; to have
gone direct from one place to the other it would have
been necessary to make an inclined plane of 1 in 50,
but the condition of the law imposed the obligation of
ascending by irregular planes and short curves. For
this purpose they adopted a slope of nearly one in a
100, being exactly 11 metres in 1,000 upon a distance
of 3,510 metres. ,The railway route from Bourn-la-
Reine is a straight line of 1,500 metres to the station
of Fontenay-aux-Roses, then a sudden curve of 36
metres radius takes you back parallel to the road you
have travelled for half the distance, then by a second
sudden curve you ascend the hill still higher, then a
third, then a fourth, and finally you reach Sceaux.
The route may be compared to a zigzag sheep walk up a
hill side.

The line subjected the system of M. Arnoux to a
severe test, which it has stood triumphantly.
In regard to speed, which is no object on this short
line, 21; minutes are occupied on the route, there being
three stations on a distance of little more than five
miles, which require much time for discharging and re-
ceiving passengers, express trains, without stoppages,
however, have gone at the rate of 37 miles an hour, not-
withstanding the numerous abrupt curves and steep
ascents before pointed out.

STEAM NAVIGATION.
On the Ist proximo an Act of Parliament for the re-
! gulation of steam navigation on the river Thames, and
also on the seas, will come into force. The Act was
passed on the 28th of August last (9th and 10th Victo-
ria, c. 100), entitled, "Au Act for the regulation of
Steam Navigation, and for requiring Sea-going Vessels
to carry Boats." By the preamble, it is declared to be
expedient to make further provision for regulating the
construction of sea-going vessels, and for requiring sea-
going vessels to carry boats. There are 38 sections in
the Act, which Act is not to apply to her Majesty's
ships, nor to any vessel not being a British registered
vessel. Iron steamers of 100 tons or more, commenced
after the passing of the statute, are to be divided by
watertight partitions. All sea-going vessels of 100 tons
and upwards, after the Ist of next month, are to be
provided with boats of the dimensions specified, and
no vessel carrying more than ten passengers is to pro-
ceed to see, uniss, in addition to the boats, it is
supplied with a b )at and two life buoys ; and
steamers co:nrue::ced after the passing of the Act, in lieu
of a life-boat, to have "paddle-box boats," or such other
boats as directed by the Admiralty. Steamers of 100
tons and more to have a hose for extinguishing fire.
Every steam-vessel when meeting or passing any other
steamer,is to pass as far as may be safe on the port side
of the other vessel, and every steam-vessel navigating
any river or narrow channel to keap, as far as may be
practicable, to that side of the fairway, or mid-channel
of such river or channel, which lies on the starboard
side of such vessel, due regard being had to the tide and
position of such vessel. This section (the 9th) has re-
ference to the numerous vessels on the Thames. The
Admiralty may make regulations respecting the exhibi-
tion of lights. Vessels with'n 20 miles of the coast to
exhibit lights at night, and no compensation to be
awarded to vessels not exhibiting lights at night. Be-
fore the 30th of April and the 31st of October in each
year two declarations by the owners are to be trans-
mitted to the Board cf Trade, setting forth the sufficiency
of the hull and of the machinery of the vessels, which ,
declarations are to be registered, and certificates of the
same granted. Accidents and damages to steamers are
to be reported to the Board of Trade, as also the sup-
posed loss of a steam-vessel. Inspectors may be ap-
appointed, and may require evidence as to accidents,
&c. The other provisions aro of a general character to
enforce the nt w law, prescribing the 'rode of proceedure
for disobedience, and the penalties to follow thereon.
The Admiralty and the Board of Trade have been con-
stituted the "eyes" of Government—the symbol of
knowledge—with power to enforce the new law, and to
prevent, as fir as possible, according. to the language of
the statute, " the occurrence of accidents in steam na
vigation."

WARNING TO PARENTS.—A procuress very nearly
secured lately a victim for one of the hells of vice with
which London is said to abound. The following short
and simple story may serve as a ivarning to parents and
young women. A few weeks since a respectable small
farmer, residing in a village near Boston, called upon a
tradesman in the borough, and asked if he knew a Mr.
Mason, a horse-dealer, in Oxford-street, London ? On
receiving a reply, in the negative, he said, " I thought
possibly that, as you sometimes sell horses, you might
know such a person ; for a lady has been to my house,
and has hired my daughter into the service of Mr. Mason,
and I have brought her with her clothes, &e., to go by
the coach." The tradesman remarked on the folly of
allowing his daughter to go among entire strangers ; and
inquired what sort of a lady had hired her ? "Oh,"
said the man, "she's quite a lady, and very elegantly
dressed." After further inquiries, it was elicited from
the man that tLe " lady" said she had a sister in Boston;
on which the cautious tradesman wisely recommended
the simple-hearted countryman to ask her who her sister
was. He accordingly went to the inn-yard, where the
coach was ready to start, and popped the question as to
the whereabouts of the " sister," when a commercial
gentleman standing by, attracted by the passing circum-
stances, exclaimed, " Oh, I saw that woman on the
pavement last night." Electricity could not have pro-
duced a more instantaneous effect upon this "lady,"
who "cut" in doub!e-quick time, and was seen no more
in Boston ; and thus was an innocent girl, in all proba-
bility, saved from ruin sal an infamous early doom.—
Stamford
Mercury.
We understand that the first place Mr. Rowland
liili will visit in his new official capacity will be Liver-
pool, where, we hope, he will introduce a few of the
reforms so much needed in our Post-office.—.Liverpool
Major-General :Poi, M.P., has taken one of the
spacious mansions in Hill-street, adjoining tie late resi-
dence of Sir Watkio Williams Wynn, Bart, M.Y., for
the ensuing season.

* The French word timon is employed for brevity's sake,
instead of inflexible iron rod which conhecto the coache4 t -
gather, as before stated.

THE SUN, LONDON, WEDNESD4Y, EVENING, DECEMBER, 164 1846.

REVIEW OF THE BRITISH CORN

TRADE.

The full effects of the failure of the potato crop in Ire-
land are now becoming manifest ; the wants of that
country, though sufficiently urgent before, have so greatly
increased within the last few weeks, that it has been
found necessary to send large supplies of food from
hence to the sister isle ; and this unusual demand upon
our stocks has already caused a clearance of the coarser
descriptions of grain at the principal ports on the west
coast. The inquiry MO', in the first instance, confined
principally to Indian corn ; but that article having risen
in value until it has become as dear, if not dearer, than
wheat, the Irish buyers have lately purchased Odessa.
Egyptian, and other low-priced wheat, freely. Though
the stocks of Indian corn in this country have been com-
pletely exhausted, and cargoes still on passage from the
Mediterranean and America have been bought previous
to arrival for Ireland, the demand from thence has in-
creased from day to day. The inferior kinds of wheat
have, in consequence of this state of affairs, risen rapidly
in value, and are at least 2s. per quarter dearer than
they were only a fortnight ago. Hitherto the finer sorts
of English and free foreign wheat have not been much
influenced ; but it is scarcely necessary to say that the
withdrawal of largo quantities of corn week after week
from our granaries to suply the wants of Ireland must,
should the demand continue, sooner or later cause an
advance in prices in all parts of the kingdom.
The almost universal want now prevailing in Ireland
has caused attention to be so exclusively directed to the
west, that the very extensive suffering of the poorer
classes in the Highlands and islands of Scotland has
been almost lost sight of. It is, nevertheless, certain
that great suffering is being endured there, and that
those parts of the kingdom capable of affording assist-
ance will be called upon to furnish food to their less for-
tunate neighbours. It requires very little foresight,
therefore, to perceive that the country is in anything
but a safe position with respect to the sufficiency of food;
and we have no hesitation in affirming that all the sup-
plies likely to reach Great Britain between this and next
harvest are likely to be wanted. England is not the only
Country which will require aid. In France and Belgium
the harvest has proved even more defective than with us,
and we feel fully satisfied that the much talked of sup-
plies from America will prove inadequate to meet the
deficieney caused by a generally deficient harvest over a
great portion of Europe.
In the early part of the week the trade in wheat at
Mark-lane was not lively, but since then the inquiry for
the article has undergone a considerable improvement.
The arrivals coastwise into London have been less liberal
than the preceding week, only 7,729 qrs. having been
reported up to this (Saturday) evening. The quantity
exhibited by land-carriage samples from the home coun-
ties has also been moderate. On Wednesday there was
scarcely anything on the Essex anti Kent stands, except
that left over from previous receipts ; and the millers be-
ing more inclined to buy, a clearance was easily effected
at rates fully equal to those at which sales were made
in the commencement of the week. On Friday the dis-
position to get into stock had evidently increased, and
factors succeeded in placing the little they had to
sell at an advance of Is. to 2s. per quarter. In addition
to a lively inquiry for free foreign wheat on Irish ac-
count, several purchases have been made by country
buyers ; besides which a few parcels have changed
hands on speculation. The business done on Wednes-
day was at an enhancement of ls. per quarter, and
subsequently a further rise was established, the advance
on some qualities being fully 2s. per quarter at the close
of the week. Tho inquiry for bonded wheat for ship-
ment to France has within the last few days revived ;
and though the high pretensions of holders, together with
the scarcity of shipping, have prevented many bargains
being closed, there is reason to believe that the small
quantity of wheat under lock here will be still further
diminished by exports to France.
Several of the metropolitan millers have lately been
employed grinding low qualities of wheat into meal for
Ireland, which circumstance has rendered them less
anxious to enter into forward contracts to deliver flour ;
the demand for the latter article has meanwhile in-
creased, and there is some prospect of the top price,
which was only a fortnight ago put down from 565. to
535. per sack, again rising to the former point. Many
of the principal manufacturers refused, on Friday, to sell
households at the rates current in the beginning of the
week, and ship samples were very generally held Is. to
2s. per sack higher. For barrelled Flour the inquiry
has also been active, and rather enhanced rates have
been paid for free; whilst bonded parcels have, in anti-
cipation of a demand for France, risen quite Is. per
barrel.

•
TUESDAY NIGHT'S GAZETTP
FOREIGN-OFFICE, DEC. 10, 1846.
The Queen has been graciously pleased to appoint Lord
Howard de Walden and Seafo-d, G.C.8., now her I,lnje:,ty's
Eqvoy Extraordinary and Minister Plenipotentiary to her
Most Faithful Majesty, to be her Majesty's Envoy Extra-
ordinary and Minister Plenipotentiary to the King of the
Belgians.

The Queen has also been graciously pleased to appoint Sir
George Hamilton Seymour, G.C.H., now her Majesty's
Envoy Extraordinary and Minister Plenipotentiary to the
King-of the Belgians, to be her Majesty's Envoy Exraordi-
nary and Minister Plenipotentiary to her Most Faithful
Majesty.

FOREIGN OFFICE, DEC. 10.
The Queen has been graciously pleased to appoint Ruther-
ford Alcock, Esq., now her Majesty's Consul at Foo-chow-
foo, to be her Majesty's Consul at Shanghai.
•The Queen has also been graciously pleased to appoint
Richard Belgrave Jackson, Esq., now British Vice-Consul at
Canton, to be her Majesty's Consul at Foo-chow-foo.
The Queen has also been graciously pleased to appoint
Temple Ililliard Layton, Esq., now acting as her Majesty's
Consul at Amoy, to be her Maje ty's Consul at that Tort.
FOREIGN OFFICE, DEc: 14.
The Queen has been pleased to approve of Mr. Frederic
Cartwright Dickson, as Consul in London, and of Mr.
William Jackson, as Consul at Liverpool, fur the Republic
of Chili.

DOWNING-STREET, DEc. 15.
The Queen has been pleased to apeoint G. G. Lowenfehl
Esq., to be Financial Accountant for the colony of 13ritis
Guiana.

ADMIRALTY, DEC. 14.
The name of Captain William Isaac Scott is to be included
in the list of Captains of the Royal Navy having accepted
the retirement of their rank on the terms proposed in the
London Gazette of the Ist of September 1816, on the half-pay
of one pound per diem.
With reference to the announcement in the London Cavite
of 11th December instant, the promotion of Flag Officers of
her Majesty's Fleet should have been dated on that day, in-
stead of the 10th December.
Erratum in the London Gazette of the I nth of December
instant—For Vice-Admiral of the Red Sir Edward William
Campbell Rich Owen, K C. 13., G.C.H., to be Admiral of the
Blue, read, Vice-Admiral of the Red Sir Edward William
Campbell Rich Ower, G.C.8., G.C.H., to be Admiral of the
Blue.

Commission by the Lord-Lieutenant of Montgomeryshire.
Royal Montgomeryshire Militia—The Right Honourable
Edward Herbert Earl of Powis, K.G., to be Commandant.
Commission by the Queen.
Royal Montgomeryshire Militia.—Edward Dwelt, Gent.,
to be Adjutant, with the Brevet rank of Captain, vice
Gilder, who retires, June 29.
Commission by the Lord-Lieutenant of Argyll.
Argyll and Bute Regiment of Militia—Henry Campbell,
Gent., to be Ensign July 1.
WHITEHALL, Nov. 25.
The Lord Chancellor has appointed Benjamin Brock, jun.,
of the county of the borough of Carmarthen Gent., to be a
Master Extraordinary in the High Court of Chancery.
WHITEHALL, Dec. 'lO.
The Lord Chancellor has appointed William John Cowper,
of Newbury, in the county of Berks, Gent., to be a Master
Extraordinary in the High Court of Chancery.
BANKRUPTS.
John Cross Hamby, boot and shoe manufacturer, Black-
friar's-road, to surrender, Dec. 23, at half-past one, and Jan.
29, at eleven, at the. Court of Bankruptcy. Cannan, official
assignee, Birchin-lane ; Archer, Wine Office-court, Fleet-
street.
William Thomas Gooding, glass-cutter, Old Brentford,
Middlesex, Dec. 22, at half-past two, and Jan. 26, at twelve,
at the Court of Bankruptcy. Belcher, official assignee;
Watson and Sons, Bouverie- street, Fleet. street.
William Hunter, coach-manufacturer, Gray's Inn-lane.
Dec. 22, at half-past twelve, and Jan. 21 at eleven, at the
Court of Bankruptcy. Pennell, official assignee; Philipps,
Sise-lane.
Henry Tattersall, common brewer, New Wharf-road, Bat-
tlebridge, Dec. 26, at, eleven, and Jan. 30, at one, at the
Court of Bankruptcy. Green„ official assignee, Alderman-
bury; Wilson, Aldermanbury.
Thomas Taylor, blacksmith, Headbourne Worthy, South-
ampton, Dec. 23 and Jan. 21, at half-past twelve, at the
Court of Bankruptcy. Johnson, official assignee, Basing-
hall-street ;_ Buchanan, Basinghall-street.
William Toms and John Matthews, brewers, Hungerford,
Berkshire, Dec. 24, at two, and Jan. 28, at twelve, at the
Court of Bankruptcy. Bell, official assignee, Coleman-street
buildings; Bishop, Lincoln's Inn-fields.
John Newby, haberdasher, Leicester, Jan. 1 and 29, at
half-past eleven, at the Birmingham District Court. Bittle-
ston, official assignee, Nottingham ; Holme and Co., London ;
Hoskins, Loughborough; Smit he, Birmingham.
Henry Peers, builder, Birkenhead, Jan. 1 and 19, at twelve,
at the Liverpool District Court. Bird, official assignee,
Liverpool; Vincent, Temple, London; Atkinson, Liverpool.
William Jones, boiler maker, Liverpool, Jan. 1, and 19, at
twelve, at the Liverpool District Court ; Turner, official
assignee, Liverpool ; Bridger and Blak, London-wall;
Almond, Liverpool.
Frederick William Farley, hatter, Liverpool, Dec. 81, and
Jan. 15, at eleven, at the Liverpool District Court. Caze-
neve, official assignee, Liverpool ; Keightley, Cunliffe, and
Beaumont, Chancery-lane; Hetherington and Co., Liverpool.
James Sutcliffe, cotton-spinner, Habergham Eaves, Lan-
caster, Jan. 4 and 20, at one, at the Manchester District Court.
Pott, official assignee, Manchester; Hisson and Robinson,
Manchester • Scott and Tahourdin, Lincoln's Inn-fields;
Shaw and Manchester;
Burnley.
Richard White, merchant, Sunderland, Dec. 30, at twelve,
and Feb. 8, at noon, at the Newcastle-upon-Tyne District
Court. Baker, official assignee, Newcastle-upon-Tyne ;
Young and Harrison, Sunderland ; Maples, Pearse, Stevens,
and Maples, Frederick's-place, Old Jewry.
DIVIDENDS. DECLARED.
Blingworth and Smith, worsted spinners, Bradford, York-
shire—first div. of ss. in the pound, on any day after Dec. 21,
at the office of Mr. Young, Leeds.
E. Hodgson, ironmonger, Richmond, Yorkshire—first div.
of 10s. in the pound, on any day after Dec. 21, at the office
of Mr. Young, Leeds.
E. Dibb, grocer, Idle, Yorkshire—first div. of Is. 3d. in
the pound, on any day after Dec. 21, at the office of Mr.
Young, Leeds.
J. and G. Clarke, "carpet manufacturers, Market Harbo-
rough, Yorkshire—third div. of 3/scl. in the pound, on any
Thursday, at the office of Mr. Christie, Birmingham.
J. Turner, jeweller, Ludgate-hill—first div. of ifs. in the
pound, on any Wednesday, at the office of Mr. Whit more,
Basinghall-street.
E. Cawdell, toy-dealer, Hull—first div. of 3s. 6d. in the
pound, on any Wednesday, at the office of Mr. Whitmore,
Basinghall-street,
F. Belloni, silversmith, Shaftesbury, Dorsetshire—first div.
of ls. 34d. in the pound, on any Wednesday, at the office
of Mr. Whitmore, Basinghall-street.
J. Lindon, merchant, Plymouth—final div. of 13/0. and
seven-eighths of a farthing in the pound, on any Tuesday,
at the office of Mr. Hirtzel, Exeter.
H. Murch, sail-cloth manufacturer, Norton under Herndon,
Somersetshire—final div. of 6d. in the pound, on any Tues-
day, at the office of Mr. Hirtzel, Exeter.
H. Levy, tobacconist, Plymouth—first div. of 3%d. in the
pound, on any Tuesday, at the office of Mr. Hirtzel, Exeter.
J. Reece, ironmonger, Axminster, Devonshire—final div.
of 93/4d. in the pound (in addition to ss. in the pound pre-
viously paid), on any Tuesday, at the office of Mr. Hirtzel,
Exeter.
C. S. Heywood, packer, Hulme, Lancashire—first div. of
2%d. in the pound, on any Tuesday, at the office of Mr.
Fraser, Manchester.
J. Leadbeater, merchant, Manchester—first div. of 6d. in
the pound, on any Tuesday, at the office of Mr. Fraser,
Manchester.
J. Forth, hatter, Nottingham—first div. of 51/sd. in the
pound, on new proofs only, on Friday and Saturday, Dec. 11
and 12, and Dec. 18 and 19, and Saturday Jan. 2, and every
alternate Saturday until Nov. 20,1847, inclusive, at the office
of Mr. ilittleston, Birmingham.
DIVIDENDS.
At the Court of Bankruptcy, Basinghall-street.
C. Sugars, coal merchant, Carey-street, Lincoln's Inn-
Zelda, Jan. 7, at half-past eleven—W. Leggett, miller,
Cotton, Suffolk, Jan. 7, at eleven—J. W. Cooper, clerk, Park-
road, Notting-hill, Bayswater, Jan. 7, at eleven.
In the Country.
R. Marsden, hosier, Brynmawr, Brecknockshire, Jan. 14,
at eleven, at the Bristol District Court—D. W. Acraman,
W. E. Acraman, A. J. Acraman, W. Morgan, T. Holroyd,
and J. N. Franklin, ship builders, Bristol, Jan. 19, at eleven,
at the Bristol District Court—J. Cornish, painter, Bridoort,
Jan. 20, at eleven, at the Exeter District Court—R. L. Har-
ness, spirit dealer, Dulverton, Somersetshire, Jan. 20, at
eleven, at the Exeter District Court—J. Commins, book--
seller, Weymouth, Jan. 20, at eleven, at the Exeter District
Court—J. Taylor, farmer, Higher Walton, Cheshire, Jan. 8,
at twelve, at the Manchester District Court—J. Kyle,
banker, Manchester, Jan 8, at twelve, at the Manchester
District Court—J. Sutherland, coppersmith, Liverpool, Jan. 5,
at twelve, at the Liverpool District Court—M. Scary,
maltater, Flintshire, Jan. 5, at twelve at the Liverpool Dis-
trict Court—R. F. Breed, merchant, Liverpool, Jan. 5, at
twelve, at the Liverpool District Court—S. Reading, button
manufacturer, Birmingham, Jan. 30, at twelve, at the Bir-
mingham District Court.
CERTIFICATES to be granted, unless cause be shown to
the contrary, on the day herein mentioned.
F. Holmes, ship builder, Southtown, Suffolk, Jan. B—G. S.
Whitechurch, hosier, Bishopsgate-street Within, Jan. B—J.
Ditchman, builder, Thurlow-place, Hackney-road, Jan. 12—
W. Bundy, builder, Stamford-bridge, Fulhatn-rotid, Jan. 5
J. Burton, auctioneer. Liverpool, Jan. B—J. Pidwell, iron-
monger, Falmouth, Jan. 13—W. Monk, jun., currier, Not-
tingham, Jan. 5—W. Berner, builder, West Derby, Lanca-
shire, Jan. 5—J. R. Pease, wine merchant, Ingram- court,
Fenchurch-street, Jan. 5—W. Baker, painter, Manchester,
Jan 5—J. Bird, timber merchant, Club-row, Bethnal-green,
Jan. 5—C. Wakefield, licensed victualler, Hampton Wick
Jan. 5—J. Brooks, currier, Glastonbury, Somersetshire,
Jan. 5—J. C. Edwards, bill broker, Conduit-street, Hanover-
square, Jan. 5.
PARTNERSHIPS DISSOLVED.
G. and G. W. Pilkington, tea dealers, St. John-street-road,
Clerkenwell—G. and J. Souter, button makers, Birmis ngliat
—W. Scott and J. Stoddart, ironmongers, Liverpool—J. and
e W. Tottie and 11.
G. Simmons, builders, Sandwich, Kent--J•
B. Rodway, horse-shoe manufacturers—R.
jture. rscvtlfhatndand.R.
J. Clifford,pntta:
malt crushers, Bolton-le-Moors
Old jKeneknitn-sroadnd—T:S
—J.
cotton spinners, Glossop, Derbysbcfe,re
Saunter, shoe makers, Crown_ pia
Baker and J. P. Davis, rectifiers, Castle- street, Finsburya—W
Hall and L. Smith,
cotton manufacturers, MBlnchester—G.
T. Caswell and J. R. Cr
rn pump makers,
guam—
,
J. Hipkins, W. Lakin, E. Caddtc, and Hipkins, soap
manufacturers, Bloomfield, Staffordshire—. Atkinson and
S. Oliver, jun., steel manufacturers,. Sheffield—J. and 11. W.
Barnes, plumbers, Botolph-lane, City—D. Bellhouse and J.
Flockton, ironfounders, Manchester—C. Candy, C. Teakle,
and E. Ferrand, merchants, Watling-street (so far as re-
gards C. Teakle)—E. and J. Seal?y, bankers, Brid
T. Morris, W. Morris, and T. Norm, jun., hat gwater--manufacturers,
Holland-street, Blackfriars road (so far as regards T. Morris
jun.)—W. Sinclair and J. Gritnshaw, builders, Cheetham,
Lancashire.

Indian corn has been eagerly sought for ; and the few
floating cargoes offered have been readily taken for Ire-
land, at considerably enhanced terms.

REVIEW OF THE FOREIGN CORN TRADE.
The advices from the north of Europe are of very little
interest; the weather appears to have undergone similar
changes there to those experienced here. Up to the Bth
instant the navigation of the Elbe was still practicable,
and the temperature was then mild ; we may, however,
expect that the next reports from thence will give a very
different account cf the weather, and it may be regarded
as nearly certain that no further supplies of moment will
reach us from the northern continental ports.
Letters from Dantzic, of the sth of December, inform
us that a somewhat improved demand had been expe-
rienced there for wheat, and that about 350 lasts had
changed hands during the week, and at an enhancement
of Is. to Is. 6d. per quarter on previous rates. Prime
high-mixed new, of 591bs. to 601hs. weight, was then
held at 555. to 565. per quarter free on board, and other
descriptions at proportionate rates. The weather, though
frosty, had not been particularly severe ; and the water
in the Vistula having risen, a good many of the barges
wheat laden had got down, and further supplies were
believed to be close at hand. Freight was high, say ss.
to 6s. to London, or the east coast of Great Britain, and
6s. to 6s. 6d. per quarter for wheat to Liverpool.
From Stettin we have advices of the 7th inst. Scarcely
anything appears to have been done in either wheat or
spring corn at that' port for immediate shipment; and
beyond a few contracts closed to deliver barley in the
spring at 30s. per quarter free on board, the transactions
in the grain trade had been altogether trivial.
From Rostock we learn that the supplies of wheat
from the growers had rather increased ; and the inquiry
having at the same time improved, a fair.extent of bu-
siness had been done in- wheat, at prices equal to 525.
per quarter free on board for the best qualities. Peas
had met with some attention, and had sold readily at
40s. to 41s. per quarter free on board.
From Hamburgh our educes reach up to Tuesday.
Since the previous post-day hardly anything had been
done in wheat for export ; and good to fine qualities of
red were quoted at frfrom9d. to 555. 9d. per quarter.
For cargoes to be shipped in spring from Baltic ports
there had been no offers except at high rates, the prices
asked having ranged from 525. to 535. per quarter. The
operations in barley had also been restricted, a stop
having been put to business by the fear that anything
Shipped from the Danish islands might be caught by
the frost, so as to prevent the vessels sailing till spring.
This apprehension had also checked business in oats from
outeorti.
The intelligence from France is very important ; the
value of wheat, after undergoing. a temporary check,
having again advanced nearly 2f. per hec. at several of
the princii al nvirkets. In order to encourage importa-
tion, the Government had determined to admit Ameri-
can En: in British bottoms, whether direct from the
United States or from England. This alteration in the
ig
t of the flour at present under lock in the United
Kingdom to France.
Since writing the above the Great Western has ar-
naovsation laws will most likely
m
rived. Freights to England had risen so high, as seri-
ously to check business; and the consequence had been a
decline in the price of flour of nearly 50c. per barrel.
For Liverpool si. per barrel had been paid for flour, and
for London ss. 6d. and even 6s. per barrel bad been asked.
The shipments of flour from New York, from the Ist to
the 24th of November, had exceeded 83,000 barrels.—
Mark lane Express.

EATIIBR EUSTACE.—The late decision in one of
the Irish Courts of Law, respecting the property of two
nuns, claimed by the convent of which they are mem-
bers, has created a great sensation in the Catholic com-
munity, which will, no doubt, be still further increased
by the perusal of Mrs. Trollope's new work, "Father
Eustace, a Tale of the Jesuits ;" in which the leading
incident in a highly wrought narrative, is a similar at-
tempt made by the Barns church to obtain possession of
the estates of a young lady who is devoted to a conven•
tual life. This is certainly a curious coincidence, but
the story, in which it forms so remarkable a feature, is
no ordinary one ; and is as full of startling truths as it
is of the most absorbing interest.
We are glad to find that Mr. Mark wick's Patent
Epithems, which we confidently recommended to our
readers some time ago, as being extremely valuable and
useful materials, are meeting with that extensive pa-
tronage, both from the medical profession and the public,
they are so eminently entitled to. The materials in
question, it will be recollected, are of two kinds : one,
the " Impermeable Spongio Peline,", forming an excel-
lent substitute for the common, disagreeable, and ob-
jectionable poultice ; and the other, the " Impermeable
Peline," intended as a remedy in rheumatism, tic
doloureux, &c. The " Patent Chest Protectors," manu-
factured from this article, will,
boatphpre for constant we think, at this season,
prove invaluable ; and considering the benefit and com-
fort they afford, no one, we will be
andwith
n c on
au
.t
thorn. They are adapted
sional wear ; and there can be no greater proof of their
superiority than the approbation and recommendation
they meet with from medical men.
A: short time ago, a peasant presented himself early
one morning at the Quirinal, and expressed a desire to
see the Pope. He was told that this was impossible,
on
which he declared that he would m t leave, and would
sleep at the gate of the palace until he should be able to
see his Holiness. The Pope, being informed of the man's
obstinacy, ordered him to be introduced, and, on seeing
him, recognised that it was his foster-brother. The
Pope received him very
kindly, awl, having inquired
after the health of his mother, asked him if he could do
anything to serve him. He said he had no want of
anything, but should like to remain to watch over,the
safety of his Holiness. The Pope told him that he had
no want of protection, and the peasant left ; but came a
few days afterwards, and solicited a place as une.er gar-
dener, in order that he might be able to see the Pope
his
least once a day. The Pope yielded to his desire, an
desired him to send for his mother, in order that
Holiness might also have his foster mother near his
person.
ESSEX REGISTRATION OF VOTERS.---The regis-
tersadt
for this county, just published, show an increase of
85 voters in the Northern, and a decrease of 40 in the
Southern Division, as compared with the numbers on the
preceding register. The numbers registered are as
fol-
lows :—Northern Division, 5,461 ; Southern Division,
5,326.
The numbers last year were precisely alike in
the two divisions-5,366.—Essex Herald.

SCOTCH SEQUESTRATIONS.
Andrew Robert Wilson, tailor, Glasgow, Dec. 19 and
Jan. 9, at
Glasg ow. one, at the chambers of Messrs. Hodge and
tewart,
Daniel Fisher, insurance broker, Edinburgh, Dec. 23 and
Jan. 19, at two, at Paxton's Coffee-house, Royal Exchange,
Edinburgh.
George Inglis, horse dealer, Edinburgh, Dec. 21 and
Jan. 13. at two, at Cay's.rooms, Edinburgh.

TO CLEANSE THE TEETH AND IMPROVE THE
BREAM—To four ounces of fresh prepared water, add
one drachm of Peruvian bark, and wash the teeth with
this water in the morning and evening, bef .re breakfast
and after supper. It will effectually destroy the tartar
on the teeth, and remove the offensive smell arising
from those that are decayed
Bell's Life in LOndon, Sunday, 20th December'
Boxing-thy before'ehristmlz; l Grand " Battle Show '1
between Johnny Walker and Sam Simmons for the
Championship of the Light Weights fully and grail,: i-
cally described. Price of Eel's Life, Sixpanca, Average
We, 25,000. .

RAILWAY SHARE MAR -VETS.
LIVERPOOL, DECEMBER 15.
STOCK EXCHANGE.-The sales are-Birkenhead, Lanca-
shire, and Cheshire Junction, 1 p.-Birmingham and Dud-
ley, 5% p -Birmingham and Oxford Junction, 73% p.-Bos-
ton, Stamford, and Birmingham, IA p.-East Lancashire,
New (Nos. 1 and 2), 3% p.-Ditto, New (scrip), 13/4 p.-
Glasgow and Dumfries, 1% p.-Leeds and Dewsbury Ex-
tension (green), 1% p.-Leeds and Thirsk, Preference, 7.6 p.
-Liverpool, Manchester and Newcastle Junction, 3s. Od.
di-.-London and North-Western, 1941/.2-London, Manches-
ter,• and Birmingham, 73-Manchester and Leeds Halves
(late L. and B.), 741/ p.-Ditto, New, 'A p.-Manchester,
Matlock and Midland, 1 p.-Midland Stock, 1271/-Ditto,
New, 4% p.-North British, Quarters, 23% p.-North Staff ird-
shire, 31/4 p.-North Union (B), 155-North-Western, % p.
-Preston and Wyre Halves (A), 2% p.-Ditto, Halves (11).
p.-Sheffield and Manchester, Quarters, No. 1, 81/.2 p.-
Shrewsbury and Herefordshire, dis.-Shrewsbury and
Birmingham (A), 1/ 18s. 9d. p.-Ditto (B), 1 p.-South-
Eastern, No. 4, Thirds, 9 p.-West Riding Union, 13/4 p.-
Newry and Warrenpoint, p.-Demerara, 1% p.-Dutch
Rhenish; I 16 dis.
MANCHESTER, DECEMBER 15.
STOCK EXCHANGE.-The sales are-Birkenhead, Lanca•
shire, and Cheshire Junction, 1 5-16 p.-Birmingham and
Dudley, 53/4 p.-Birmingham and Oxford Junction, 77R -
Eastern Counties, 223/4-East Lancashire, 4 p.-Ditto,
c. p.-Ditto, New (scrip), 1% p.-Ely and Huntingdon, Ip.
-Glasgow and Dumfries, 1 IA, c. p.-Great Grimsby and
Sheffield Junction, % dis.-Great Northern (late London and
York), % dis.-Leeds and Thirsk, 2% dis.--Leeds, Dews•
bury, and Manchester, Extension (green), PA p.-Liver-
pool Manchester, and :Newcastle Junction, % dis.-London,
Manchester, and Birmingham,' 75-Ditto, Quarters (C),
6 p.-Manchester and Leeds, Fifths; 5% p.-Manches:er
and Southampton, 103. 6d. c. dis.-North Staffordshire, 3%
p.-North-Western, .j‘4 p.-01dham Alliance, % c. p.-Pres-
ton and Wyre, Sixths, 4%--Sheffield and Manchester,
Quarters, No. 3, % dis.-Shrewsbury and Birmingham (A),
2 p.-Shrewsbury and Herefordshire, 1/ dis.-West Riding
Union, 13% p.-Wbitehaven and Furness, 2 7-16 dis.-
York and Newcastle, 38.
LEEDS, DECEMBER 15.
STOCK EXCHANGE.-The sales are-Birmingham and Ox-
ford Junction, 73/4 p.-Eastern Counties, York Extension,33s. p.-East Lancashire, New, /3% p.-Ditto, New Scrip,
325. p.-Glasgow and Dumfries, I Vs n. p.-Huddersfield and
Manchester, 4% n. p.-Leeds and Dewsbury, 10% p. c. n.
- Ditto, Branches (blue), 2% p.-Ditto, Extensions (green),
1% p. -Leeds and Thirsk, 2% dis. c. n.-Ditto, New, par
n. c. n.-Ditto, Preference, 18s. 6d. p.- London, Manches-
ter,. and Birmingham, 34 p.-Malton and Driffield Junc-
tion, 225. p.-Manchester and Leeds, Extensions, 235. 6d.
p. -North British, Thirds 565. p.-Ditto, Quarters (late Car-
lisle Branch), 495. p.-Ditto, Extension (scrip), 21s. p.-
North Staffordshire, 3% p.-North-Western, 10s. c. p.-
Sheffield, Rotherham, and Goole, 14s. n. p.-Leeds, Wake-
field, and Midland, Ils. 6d. dis.-West Riding Union, 37i.
HULL, DECEMBER 15.
STOCK EXCHA NGE. -To-day our market has shown the
same features as were exhibited yesterday, with quotations
fluctuating slightly, But a limited amount of business
doing, as our list will show.-The sales are-North British,
Quarters, 755.-Ditto, New Quarters (scrip), 20s. 9d. p.-
-Ditto, Thirds, 23/4 p.-Ambergate, Nottingham, and Bos-
ton, % dis.-Blackburn, Darwen, and Bolton, 1,4 dis.-Great
Northern (London and York), 2%.
NEWCASTLE-UPON-TYNE, DECEMBER 15.
STOCK EXCHANGE.-The sales are-East Lancashire,
New (scrip), 295. p.-Huddersfield and Manchester, Thirds,
p.-Newcastle and Carlisle, 113-Ditto, New, 10 p.-
North British, 111 A-Ditto, Halves, 545. p.-Ditto, Quarters,
2% p.-Ditto, Extension, I 9s. p.
YORK, DECEMBER 15.
STOCK EXCHANGE.-The sales are-London and York,
21.35.-Malton and Driffield Junction, 31. 35.-North British,
Half Shares, .15%-Ditto, Thirds, 3. 145.-Ditto, Quarters,
31. 11s. 6d.-Ditto, Extension, IL 13s. 6d.-York and New-
castle, New, 12%-Ditto, Preference, 7-York and North
Midland, Preference, 12%.
GLASGOW, DECEMBER 14.
STOCK ExcnAxotc.-The sales are-Caledonian, New, 455.
6d.-Caledonian and Dumbartonshire, 375. 6d. cum int.-
Direct Northern, 395.-Dundee and Perth, 25% Ditto,
New, 10%7-East of Fife, 395.-East Lothian Central, 435.-
Edinburgh and Glasgow, Quarters, 18%-Edinburgh and
Northern, 15'$-Glasgow General Terminus, 121/2-Glasgow,
Kilmarnock, and Ayr, 383/4-Ditto Halves, 8%-Ditto,
Quarters (5 per cent. guar.), 17114-Glasgow, Dumfries, and
Carliale, 61. 65.-Glasgow and Greenock, Halves, 345.-Glas-
gow, Kilmarnock, and Ardrossan, 475.-Glasgow, Airdrie,
and Monkland Junction, 425.-Kilmarnock and Ayr Direct,
335.-Manchester and Southampton, 295. 31-North Bri•
tish, Thirds, 778.-Ditto,- Quarters, 70s. ex thirds-Ditto,
New Quarters (scrip), 325. 9d.-Scottish Central, 193.-York
and Newcastle, Preference, 71A.

MARKET INTELLIGENCE,
(From the London New Price Current of December 15.)
SUGAR.—To-day there was more desire manifested to
operate in Sugar for home consuMption, but no improve-
ment in prices occurred, although the market was less freely
supplied. There was a good business transacted in West
India Muscovado . Sugar for grocery and refining purposes,
and the rates paid were equal to those quoted on Friday, but
not above.
REFINED.--To-day refined Sugar was largely dealt in by
the home trade, and a slight improvement in prices oc-
curred; brown grocery lumps selling at 61s 6d, and standard
lumps 62s 6d to 63s per cwt. In Bonded Crushed the
operations arc upon a more extended scale, and first quality
was not to be had under 32s 9d per cwt.
MAURITIUS.—This afternoon there was no public sale of
Mauritius Sugar ; but privately all sorts were purchased with
more freedom at last week's rates.
EAST INDIA,—This afternoon white Bengal Sugar met
with more attention, and 741 bags at auction sold at fully
former rates.
MorAssEs.—Although further reduced rates have been
submitted to for all kinds of West India, still only a limited
business has been transacted, and there is a large supply.
For St. Vincents 22s have been accepted, and 21s for St.
Kitts. Bengal Treacle has fallen in value.
FOREIGN.—To-day there was scarcely any demand for
Foreign Sugar for exportation ; but privately the home trade
operated with more freedom, paving former rates.
COFFEE.—This afternoon Coffee of all kinds was purchased
with caution privately by exporters and the home trade.
The value of good ordinary pale Native Ceylon is only 35s
6d to 36s per cwt. At auction 536 bags Bahia mostly sold
at full rates.
COCOA.—The supply having increased considerably of
West India Cocoa, produced a fall in prices of Is to is 6d per
cwt, but the demand has been good; the parcels brought
forward finding purchasers at and after the public sales.
TEA.—The dulness in the market has further increased,
and prices are still going down, although none has been sub-
mitted to public competition, and the quantity on offer by
private contract being by no means large. from specula-
tors there has been no demand, and the town and country
trade have purchased all kinds with caution, although rather
lower rates having been accepted.
RICE.—To-day East India Rice met with increased atten-
tion, and privately large parcels of Bengal were sold at a rise
on last week's rates of Is to 2s—low to fine white fetching
16s to 18s Gd. At auction 680 bags of Bengal sold at
18s to 18s 6d for good bold white, 16s 6d for
sugar damaged, and 16s Gd to 17s 6d for sea ditto : 105 brls
Carolina, from New York, in part sold—first quality good
fair bold good colour 255, second sort 21s, and slightly sea
damaged 23s to 23s 6d. 50 boxes Pearl Sago sold at 51s 6d
for large brown Pearl. 273 bags Sago Flour were taken in at
18s 6(1 to 19s for good, but the sea damaged sold at 15s to
17s 6d per cwt.
Snclis.—Today at public sale 214 bags Sumatra Pepper
sold at the full value, viz., good bright clean black but rather
stalky 2lAd to 255 d, sea damaged first class 2%d, second and
third 2d to •2%d; four boxes Singapore Nutmegs sold at 3s
for small .brown, 2s 7d to 2s 91 for very small, is for
shrivelled, and at 8d for wormy.
Faum—There has been a large business transacted in all
descriptions, but owing to the heavy stock, merchants are
willing sellers, and prices have assumed a downward ten-
dency. Patras Currants have been selling at 56s to 575,
Zante and Cephalonia 555, Valencia Raisins 40s to 465.
COCITINEAL.—This afternoon Cochineal met with little at-
tention, and 49 bags of Honduras at auction only in part sold
at 4s lld to 5s ld for good ordinary small foxey to middling
silvers, being at the full value.
Smarrs.—There are sellers of Leeward Island Rum rather
under previous rates, but the demand has been less active,
and the purchases amount to only 150 pulls. East India has
been purchased with caution, and a slight decline in the
prices has occurred. Demerara of strong quality has been in
brisk demand, but holders are inclined to sell at previous rates,
Holders of Jamaica are unwilling to reduce their prices, but
exporters and the home trade purchase all descriptions with
caution. Brandy is not offered upon lower rates, but ex-
porters and the home trade operated with caution in all de-
scriptions. Geneva has met with little attention for exporta-
tion, and being a good supply, common is attainable at 2s 6d
to 2s 7d per gallon ; fine in small parcels fetched 33 to 3s 2d.
est.
t
tL Saltpetre a large
British
oaavge
hbedeenseirriipetxiecneall eon; requ
businessS'rrkh:TasKsiheen transacted by private treaty, chiefly in the
low and middling descriptions. and principally for exporta-
tion ; a further improvement in prices of 6d has taken place.
English Refined met with a ready sale at 29s 6d to 30s; in-
deed some parties now refusa to receive orders thereat.
Nitrate of Soda . has been in good request at 17s to 18s
Per cwt:
ous—Se,al has been purchased with caution by private
treaty, although there are sellers of all qualities rather under
previous rates. For Southern the market presented a dull
appearance for all qualities, and rather lower prices are ac-
cepted. In Cod Oil a good deal has been done, but not at
thoughb et terprsicpeesr.oa Ncaenwbfoeuonbdtlaainnded pWuh ale
tdeclinedrather
w
llower
ne
r mvtaelrite.s,
still
the business transacted by privatoentrreaatye
lth
For Palm the demand has fallen off, and havisn gb been ng limitede d sup-
.
ply, prices are not so firm. There is still a large demand for
Cocoa Nut Oil, and in consequence of the small supply, prices
rule high. Rapeseed Oil is little wanted, and that a further
fall in the value will take place is the general impression.
For Linseed Oil the demand has fallen off, and further re-
duced rates have been submitted to.
TALLOW.—Although the demand has been brisk for Rut
sian on the spot, still merchants are willing sellers, and ac.
cept 48s for fine Petersburgh yellow candle.

The London Mail on Saturday forenoon was fully
three hours beyond time in reaching Edinburgh. The
chief cause of detention, we understand was the wea-
ther. In consequence of frost and snow, the mail lost
nearly two hours between Newcastle and Berwick, which
latter place it reached at about the hour it should have
arrived in Edinburgh. Nearly another hour was
lost between Grant's House and Cockburnspath, from
fear of collision on the single rail. The mail due here
on the evening of Saturday at eight o'clock did not
arrive till half-past one o'clock next morning, from
similar causes ; but the London morning mail of Satur-
day, which is. generally due here at nine o'clock on
Sunday morning, had not reached our post office at
half-past two this morning (Monday), when we were
preparing for press. In the great storm in the comnsence-
ment of 1838, the longest detention of the London mail
to Edinburgh was nine hours. Most of the leading tho-
roughfares in the north .of Scotland were then com-
pletely blocked up for several days, and, as regards stage
coaches, rendered impassible for weeks ; but that storm
was more severe on the coa3t than inland, so that the
London-mail coming viii Carlisle and Hawick found that
communication comparatively open during the whole of
the protracted storm. The Inverness mail yesterday
was seven hours beyond time. —Caledonian Mercury.
NOVEL IMPORTATION. The Miner, a Swedish
vessel, which arrived at this port last week, as part of
her cargo, had a c,se of skulls, and they were passed by
the Cust.-in's authorities as " One ca:e containing human
skulls, being speviinens Nustrative of natural history :
value 101." As " spc,clition3" they are free of duty.---
Hull Paper.

. .
Pied at his house at Greenwich, suddenly, James
Wilkinson, Esq., the wkll-knimn indigo broker in the
City. Air. Wilkinson retired to rest at twelve o'cl'xk
on Monday night, apparently in the best :health and
spirits, and was feund dead in his bed at DIM 11019 Ck
nest 1139rAingi