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No. 16,912. LONDON, DNESDA Y EVE NING S Er 31, DECEMBER 2, 1846.

HOLBORN-HILL, SNOW-HILL, AND
FARRINGDON-STRNET VIADUCT COMPANY.
(Registered Provisionally,)
Capital 200,000/., in 20,000 Shares of 101. each.
Deposit lls. per Share.
The allotment of Shares will take place as early as practicable by
the Committee of Management, and in the meantime all further ap-
plicat'ons for Shares are to be made to the solicitors, Messrs. Carritt
and Osgood, 5, Guildhall-chambers, Baslnghall-street ; and
cants are requested to confine their references as much as possible to
bankers, brokers, and others within the city of London.
The estimate of John Stead, Esq., the civil engineer, and George
Smith, Esq. the architect, is highly satisfactory.
30th November, 1846.

checked the inclination to buy. Good qualities were
then offered pretty freely at 295. per qr. free on board.
At Stettin (from whence we have also letters of the
23d instant) hardly anything appears to have been done
in wheat, except for local consumption ; bat the deliveries
from the growers having been exceedingly
buyers had to pay quite former rates. Of barley a pur-
chase or two had been made by buyers from the interior,
at equal 304. per qr. free on board. small, needy
The Hamburg reports of Tuesday last are of very
little interest. In wheat hardly a sale has been made
since the preceding post. day, either of parcels on the
spot or cargoes to be shipped from outports. From
Holstein and Wismar there were offers of wheat at 535.,
from Denmark at 51s. Gd. to 525. 3d., and from Pome-
rania at 525. to 535. per qr„ free on board, without hav-
ing led to much business.

reduced on the South-Western Railway, and that there
the same result has arisen.
What was the reduction of fares on the South
Western ; what were their rates formerly, and what
are their rates now ?—The reduction was from 15 to 20
per cent.

What were their rates per mile, and what are their
rates now ?—They charged a guinea to Southampton,
and now they charge 175.; they charged over 3:1. a mile,
and. now they charge between 2id. and 21.1. a mile.
Do you call that a very low fare?—l do not, and
therefore I complain of it. It is exactly my position,
that the fares on English railways ought to be lower
than they are.
When.the reduction took place, what was the increase
in money and in passengers?—To give these details I
have no doubt that you will have somebody from the.
South• Western Railway Company here; I merely state
the general fact.

WANTED, by a BracVord Stuff-house, a
COMMISSION TRAVELLER for the Midland Counties,
who bas a good connexion in that part of the country.
Apply by letter, stating full particulars, to A. 8., box 234, Posq
office, Bradford, Yorkshire.

In the principal Dutch markets prices of wheat have
rather risen of late ; but quotations are not as yet suffi-
ciently high in Holland to admit of shipments being
made from Great Britain with a prospect of a profit.
For Rye there appears to have been an immense de-
mand both at Amsterdam and Rotterdam, by buyers
from the Prussian pi ovinces, &c.
At the principal French ports the value of wheat has
been very firmly supported. A letter from Marseilles,
dated 23d instant, informs us that, by a new regulation
in the quarantine laws, the time of detention had been
shortened to five days. This had liberated nearly the
whole of an immense fleet of vessels wheat-laden. all of
which had come into the harbour to unload. The enor-
mous supplies thus poured into the harbour had failed,
however, to depress prices, the demand from the interior
having taken off the receipts as soon as landed. Ma-
rianopoli wheat was then still worth 505., and superior
soft Polish Odessa 535; 6d. to 555. 6d. per qr. free on
board.—Mark-lane Express, Monday.

MNOuniNe'r-oTusEreRportEsEXCURSION-GenTerßal AoflßNaSil..
ways and of the Assistant-Inspector, on the opening of new
portions of railways, on the occupation of land for pre-
venting slips, and on other subjects, have just been
printed in a volume, by direction of the Houses of Par-
liament (to whom the documents were presented by the
Queen's command, just before the prorogation), consti-
tuting appendix No. 3, to the report of the officers of the
Railway Department to the Lords of the Committee of
Privy Council for Trade, for the two years 1844 and
1845. The following is an interesting document from
this volume, being "on the best mode of arranging
large excursion trains with a view to the public safety."
It was written by Major-General Pasley, and dated from
the Railway Department of the Board of Trade, White-
hall, and is addressed to the Lords of the Committee of
Privy Council for Trade, &c.:—
" My Lords,—Having considered the question of very
large or monster trains for pleasure excursions, and
having seen the opinions of several engineers, or other
officers of railway companies on the subject, collected
by Captain O'Brien, besides having myself taken the
opinion, of several other railway officers personally, and
having reflected fully on the same, I beg leave to report
as follows :
" There are two obvious modes of conveying passen-
gers by these trains, which may be adopted by any rail-
way company—first to collect them all in one train, to
be drawn by as many locomotive engines in front as may
prove necessary.
" Secondly, To divide them into several sections, or
distinct trains, following each other at certain intervals,
and not containing more carriages than are usually
inclines.
drawn by one engine in the ordinary passenger traffic of
ot 1 ire os
eme po
na nd ye,
nbgui
nt
ew
tho i c
hhe mayld
t n occasionallyupee req ui r the aid
" Of these two systems, I am of opinion that the first
is objectionable, inasmuch as trains requiring, under all
st e
circumstances, two or more engines, have too great a
momentum, and when several engines and tenders are
connected together, it is impossible for all the engine-
men to act in concert ; so that, if any engine or carriage
were to break down, or get off the rails, the crash would
be tremendous, and the consequences might be fatal.
" On the other hand, when several smaller trains fol-
low each other, a collision is possible without a previous
breakdown, as was the case recently on the Croydon
Railway, but that accident, luckily not attended with
loss of life, was caused by peculiar circumstances, upon
which I have made a special report ; and the experience
of several great railways in the north of England, where
the practice of successive trains, drawn by one engine,
following each other at very short intervals, has been
adopted for many years, must be considered conclusive
as to the safety of this system ; especially when such
successive trains all belong to the same railway company,
as is the case in the excursion or pleasure-trains now
under discussion.
" I therefore beg leave to confirm the opinion of the
majority of the engineers, or other officers of rail-
ways, who have been consulted on this head, in recom..
mending—
" Ist. That no monster train for excursions, drawn by
two or more engines, should be allowedi, but that the
passengers should be conveyed in successive trains by
one engine each, with the aid of a second engine only to
help them up steep inclines; that these trains shall start
at intervals of not less than three minutes after each
other, which time is to be corrected by signal at every
station; besides which the engineman of each succeed-
ing train is to look out for the train in front of him, after
having passed a station, and take care never to approach
nearer to it than half a mile.
" 2ndly. That no goods or coal-waggons shall be al-
lowed to carry any part of the passengers of excursion
trains, however they may be fitted up.
" 3dly. There shall be a proportion of guards, not
less than one to every eight carriages, and that no pas-
sengers shall be allowed to sit on the roof of any first or
second-class carriage, or on the side or end of any open
third-class carriage.
" 4thly. That arrangements shall be made in respect
to the departing trains, to prevent the admission to the
platform at one time of a greater number of passengers.
than one train is calculated to carry.
" I have, &e.
" C. W. PASLEY, Major-General, Sze."

COTTON CULTIVATION AT
PORT NATAL.
We have been favoured with the sight of a letter
from a settler at Port Natal, who has started as a
cotton planter, the fictil_ int the country, and who
declares that cotton' is the only thing—.the _coun-
try is good for. " Should the resources of Natal,"
says the writer of this letter, "be properly
developed, it must become of vast importance to
England, as we have thousands of acres of unculti
vated ground which is actually useless except for cotton,
which article grows with a facility not equalled in any
part of the world, if I may credit the evidence of re-
spectable American missionaries, several of whom are
►n this country, and one of them was bred a cotton
planter, who states that the cotton produces 75 per cent.
per acre more here than in America, and as we have the
cheapest labour in the world here we shall be able to
send home cotton at as low a price as the Yankees, which
is saying a great deal."
The writer mentions hi& intention of shipping some
Natal cotton to London and to Liverpool, as an experi
ment. We shall be anxious to learn the opinions of the
merchants and manufacturers of the north, as to the
quality of the Natal cotton. The supply of American
cotton is diminishing every year ; the cotton of India,
is of very inferior quality to that of America. From
Egypt, we can never expect more than a limited supply.
It is of the greatest importance, therefore, to our very
existence, as a nation, that some new district, capable Of
growing cotton sufficient to supply our demands at a
reasonable price should be brought into cultivation, and
if Port Natal should turn out to be so admirably adapted
for cotton growing as the writer of this letter describes
it, the time is not far distant when it will become one of
the moat valuable colonies of the British empire.

EFFECT of REDUCING RAILWAY

FARES.

In the course of evidence given by Mr. R. Creed
before the Commons' Select Committee on Railway Acts
Enactments (the minutes of which have just been issued
pursuant to an order of that House, dated August 25),
the following details are given with respect to the
operation of reduced fares, as regards the increase of
revenue, &c.:-
The Committee understand that the London and Bir-
mingham Railway Company have at different times made
reductions in the fares and charges ; can you state the
particulars of them ?-In September, 1844, the fares
through, between London and Birmingham, were
325. 6d. for the mail train, 30s. for the ordinary
first class, for the second class 255. and 205., and for
the third class 14s. In October, 1844, they were 30s.
and 275. for the first class, for the second class
18s., and for the third class, 9s. sd. In April, 1845,
they were for the first class 305., 275.. and 235., for the
second class 18s. and 165., and for the third class 9s. sd.
In May, 1845, we reduced to 275. for the express, and
235. and 20s. for the first class, the second class to 17s.
and 145., and the third class the same. In January this
year the first class were reduced to 255. for the express
train, and 20s. for the ordinary first class, 14s. the second
class, and the third class a penny a mile, 9s. sd.
In addition to the above reductions, on the Ist of
January, 1845, day tickets were issued at one-third less
than the regular fares ; so that while, in 1844, a pas-
senger from London to Birmingham and back paid 655.
or 60s. for the first olds., and 50s. or 40s. for the second
class, he now pays only 265. 6d. for the first class, and
18s. 6d. for the second class.
What is the extent of the difference between the
prices charged originally and the present prices?-Ex-
actly one-third reduction.
Have thoe reductions been attended, in any instance,
with a loss of revenue?-The reductions on the first
clasi, in the half-year ending 30th June, 1844, were 171
per cent., and it caused an increase in the number of
passengers of 19i per cent. In the second class it was
a2n6
increase3.6ths p ern
rn ciehnet . n reduction
of ipna
st
shee
nfares,gers
nf andthere
61
1.5 t was h
per
cent.
halt-year
let
per cent.
atcahre
ninrdetd.ntdchli,eanrsghi snactttrhheeieas rstee3hdoei unt
hec
fftt
jihe
(oeun.
June,
nfml
tbstheh4er4e
r, fe
ofada rpnueseds wasthe
.
3i
n3e rkt shpe2e.
30th of June, 1845.

Those 'Auctions have been therefore beneficial to the
company. so far as they have been carried hitherto, in
every ca,,e?—ln the case of passengers they have.
Has this increased traffic, which the lower prices have
occasioned, been attended with any considerable addi-
tion to the expense?—We have certainly found our ex-
penses increase with the number of passengers and
goods we have carried, but it has been principally with
the goods.
It appears that the last year, which was the year of
the lowest fares, the receipts have been the largest, by
nearly 100,0001., of any year since the opening of the
line?—Yes ; but I should observe, that the return from
June, 1845, to December, 1845, includes the traffic of
the Northampton and Peterborough line ; so that, in
order to rake a fair comparison, 22,0001. must be de-
ducted for the Northampton and Peterborough. The
increase of passengers does not continue at the same
rate at which it went on before?—(Mr. Glyn.) We have
made further reductions since, but the increase of traffic
does not keep up in proportion to the reductions.
Would it not be a successful experiment,
as far as the
public are concerned, if you did not lose by it 2—l think
you must give credit in 1845 for the extra travelling at
that period, before you put it all down to the reduction
of fares ; it is not keeping up in the same proportion
now. There is no increase whatever now upon our pre-
sent workings, as compared with the last year.
But you sustain the traffic of last year ?—Yes ; but
we have made an additional reduction since that period.
Do you mean to say that there has been a loss?—No,
Ido not mean to say that ; but that the increase does
not go on at all in the same proportion.
Have there been lines open coming in competition with
you this year, which did not exist before ?--None yet.
The following testimony was also given on the same
subject by W. Reed, Esq., a director of two French
Railways, &c.:—.

Do not you think that, in proportion to the value of
money in the two countries, the fares in England are as
low as those in France?—No, Ldo not.
Take Southampton/and Havre?—ln Southampton
there would be more travelling out of the thousand,
certainly. . _

Would there not be an equal number travelling in
London as would travel of the Paris population?—At
least that, and more. . .

Do you think that that is so at the existing rate of
fares ? I think very likely it is at the existing rate of
fares ; but if the fares were reduced, the number would
be greatly augmented.
If the fares were equal in both countries, you have no
doubt that in England there would be more travelling ?
—No doubt.
What is the difference of fares between the Eastern
Counties and the Paris an 3 Rouen line ?—I do not know
what the fare is on the Eastern Counties.
You do not know that the fares on those two lines are
syatNedoichinatththeefofarrmeseraprearitn o;ramn
my
examine-
France.
Have you in France any yearly tickets or day tickets?
equallytlamina-
tion h
a l ov
e w
—No.
Do not you know that they are very common in
England ?—Yes; and we mean to introduce them into
France.
Have you a practice of charging on short distances, on
the Rouen and Paris line, lower fares ?—Yes. The first
station out of Paris is Maisons: I stated to the commit-
tee the other day that we could charge a franc and 75
centimes by the second class, which are inclosed car-
riages, and lined and glazed ; we charge a franc and 25
centimes; reducing it into English Tiles, it is ten miles,
and in English money it is one shilling.
Do not you krow that there are many English rail-
ways which aro running at a little over Id. a mile for
the first-class ?—I do not know that. I give the compa-
rison between the French and English fares. I take
the general English fares, and I say that if those fares
were reduced they would carry more passengers ; but,
as I said in the early part of this day's examination, I
do not think it necessary that they should be reduced
quite so low as the French fares.
On what do you ground the opinion that low fares
bring an accession of traffic and of income; is it a specu-
lative opinion, or has it been tested by considerable ex-
perience in the management of railways?--I have taken
the fares on the Rouen Railway; there, though the
fares were already low, we have reduct‘d them, and the
traffic, and income, and profit have increased. I believe
that we shall reduce them still lower, because we have
faith that we shall produce the same result in a still
greater degree. I also knew that the fares Imo been

/V,

PRICE SD.

act by the decree of the 3d of February, 1830, which
enjoins the use of scarlet bandages ; but the next clearly
shows that this decree never referred to foreigners, and,
in fact, it has never been applied to them till now."

TUESDAY NIGHT'S GAZETTE,
WHITEHALL, NOVEMBER 28, 1846.
The Queen has been pleased to direct letters patent to be
passed under the Great Seal of the United Kingdom of Great
Britain and Ireland, nominating, presenting, and appointing
the Venerable Walter Augustus Shirley, M.A. to the
Bishopric of the Isle of Man and Sodor, void by the trans-
lation of the Right Reverend Father in God Doctor Thomas
Yowler Short to the see of St. Asaph. •
WHITEHALL, Nov. 30.
The Queen has been pleased to present the Rev. John
Keillor to the church and parish of North Ronaldshay, in the
presbytery of North Isles and county of Orkney, vacant by
the resignation of the Rev. Robert Waugh.
WAR-OFFICE, DEC. 1.
10th Light Dragoons—Lieutenant Thomas Tristram Spry
Carylon, to be Captain, by purchase, vice Tomline, who re-
tires ; Cornet John Walrond Clarke, to be Lieutenant, by
purchase, vice Carlyon ; Edward Stacey, Gent., to be Cornet,
by purchase, vice Clarke; Dec. 1.
Ist, or Grenadier Regiment of Foot Guards—Lieutenant-
Colonel Arthur Augustus Thurlow Cunynghame, from the
13th Foot, to be Captain and Lieutenant-Colonel, vice Stuart,
who exchanges; Captain Henry Caldecot, from half-pay 2d
Dragoon Guards, to be Lieutenant and Captain, vice Pen-
leaze, promoted ; Ensign and Lieutenant William Drogo
Viscount Mandeville to be Lieutenant and Captain, by pur •
chase, vice Caldecot, who retires; John Davie Ferguson
Davie. Gent., to be Ensign and Lieutenant, by purchase,
vice Viscount 111andeville, Dec. 1.
Ist Foot—George Rowland, Gent., to be Ensign, by pur-
chase, vice Williams, who retires, Nov. 30; Henry Howard
Barber, Gent., to be Ensign, by purchase, vice Deane, pro-
moted in the 63d Foot, Dec. 1.
13th Foot—Captain and Lieutenant-Colonel Charles
Stuart, from the Ist or Grenadier Regiment of Foot Guards
to be Lieutenant-Colonel, vice Cunynghame, who exchanges
Dec. 1.
27th Foot—Lieutenant Herman Stapylton to be Captain,
by purchase, vice Lewes, whose promotion has been cancelled,
Dec. 1; Ensign Frederick Charles Herring to be Lieutenant,
without purchase, yic.,e Lewes, deceased,- Aug. 5 ; Ensign
Charles Adrian Wafter Wedderburne to be Lieutenant, by
purchase, vice Herring, whose promotion, by purchase, has
been cancelled ; Gentleman Cadet Joseph 'William Tate
Dickson, from the Royal Military College, to be Ensign,
without purchase, vice Wedderburne, promoted, Dec. 1.
63d Foot—Ensign Henry Allen Murray Deane, from the
Ist Regiment of Foot, to be Lieutenant, by purchase, vice
Hunt, whose promotion, by purchase, has been cancelled,
Dec. 1.
66th Foot—William Yates Peel, Gent., to be Ensign, by
purchase, vice Conner, promoted, Nov. 30; Webster Thomas
Gordon, Gent., to be Ensign, by purchase, vice Robert Gor-
don, who retires, Dec. 1.
69th Foot—Captain the Honourable Charles Reginald Pa-
kenham, from the Ist West India Regiment, to be Captain,
vice Losack, who exchanges, Dec. 1.
73d Foot—Gentlemen Cadet Cameron Neville Hogge,
from the Royal Military College, to be Ensign, without pur-
chase, vice Coney, deceased, Dec. 1.
93d Foot—Robert Bryce Hay, Gent., to be Ensign, by
purchase, vice Thompson, who retires, Dec. 1.
Ist West India Regiment—Captain George Losack, from
the 69th Foot, to be Captain, vice Pakenham, who exchanges,
Dec. 1.

./-2---*1