The Sun.
London, England, 1848-09-09 00:00:00

N0.17,459.] LONDON, SATURDAY EVENING

GUILDHALL, 30Tif AUSUST, 1848.
THE COMMITTEE for LETTING the CITY'S
LANDS will MEET at GUILDHALL on WErNasnav, the
13tk day of September next, at One o'clock precisely, to receive
TENDERS for LETTING on LEASE, for twenty-one years from
Michaelmas next,a House, No. 11, on the north side of Broad street-
buildings; a House, No. 14, on the north side of Broad-street-
buildings ; a House, No. 28, on the south side of Broad-street-build-
ings ; and a House, No. 38, on the south side of Upper Thames-
street.
Also to receive TENDERS for LETTING on a BUILDING
LEASE for Eighty Years from Michaelmas, next, a large Plot of
Ground on the east side of Puddle dock on the south side of Upper
Thames-street, and on the north side of the River Thames.

Farther particulars may be obtained, and. plans seen, by applying
at tke Office of Works, Guildhall.

THOMAS SA:CINDERS, Comptroller.

Illustrated by 26 Anatomical Coloured Engravings on Steel.
ON PHYSICAL DISQUALICATIONS, GENERATIVE INCAPA-
CITY, &ND IMPEDIMENTS. TO MARRIAGE.
New Edition, enlarged to 196 pages. Just published, price 2s. 6d., or
by post, direct from the Establishment, 3s. 6d. in postage stamps,
`THE
SILENT FRIEND, a Medical Work on
1 the infirmities and decay of the generative system, from ex-
cessive indulgence, infection, and the inordinate use of mercury,
with remarks on Marriage, and the means of obviating certain dis-
qualifications. Illustrated by 26 Coloured Engravings. By R. and
L. PERRY and CO., 19, Berners-stroet, Oxford-street, London.
Published by the Authors : sold by Strange, 21, Paternoster-row ;
Hannay, 63, and Sanger, 150, Oxford-street ; Starie, 23, Titehborne-
street, Haymarket ; and Gordon, 146, Leadenhall-street.
PART I. treats of the anatomy and physiology of the re-productive
organs, and is illustrated by Six Coloured Engravings.
FART 11. treats of the consequences resulting from excessiveindul-
gence, and their lamentable effects on the system, producing mental
and bodily weakness, nervous excitement, and generative incapacity.
It is illustrated by Three Explanatory Engravings.
PART 111. treats of the diseases resulting from infection, either in
the primary or secondary form, and contains explicit directions for
their treatment. The consequences early neglect and o illustrated
of mercury, aro also clearly pointed out. This section is
by Seventeen Coloured Engravings.
Pear IV. treats of the Prevention of Disease by a simple ap-
plication, by which the danger of infection is obviated. Its action
is simple but ears. It acts with the virus chemically, and destroys
its power on the system. This important part of the Work should
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PART V. is devoted to the consideration of marriage, and its
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LOVE is the leading feeling of the human
breast. More exalted than mere passion, it soars high above
every other impulse of nature, and is not only stronger than avarice,
but more engrossing even than ambition. No man is exempt from
its influence, or can avoid its sway; and business, pleasure, philo-
sophy, and divinity itself become neglected under the enthralling
power of LOVE, which, unlike most things, increases in intensity
with time, until it receives the sacred consummation of marriage.
When union does not take place, however, this passion, this
fervour, this golden tide of the manliest feelings becomes a deadly
poison in the heart, which now darkens, as it before bright-
ened, all things upon earth. How is it that men, of most un-
changeable habits, will change at the very altar, and after a life-
time spent in the fulfilment of every engagement, snap the very con-
tract asunder which should be most binding to an honourable mind?
It is the effect of conscience. The Lover, by enervation of early
habits, or the results of secret disease, knows himself to be
disqualified, and dares not enter a state which has been
instituted by Divine Law for the fulfilment of Important
ends. The wretched condition of such a being insist subsequently be
beyond measure deplorable ! Loving and beloved, he entails the
most miserable disappointments on the object of his choice, and upon
himself a desolation the most horrible, when the simple possession of
natural attributes would change the scene, and yield to both a life of
unalloyed happiness. The subject is interesting, and deserves the
attention of all. Those desirous of investigating it will find the
fullest and most satisfactory information in the little work entitled
SELF-PRESERVATION,
illustrated by forty coloured engravings on the anatomy, physiology,
andtion
sdoi n
at shees
eocfr
et
th ei
nreproductive
and
Nmvi taht
uprirtayc, tri ceas
till
toi
nb
gs efrrvoam-
solitary habits, excesses, or infection.
By SAMUEL LA'MERT, M.D.,
iDdochtiobrurgohf
,MLeideiecnittliea,teMoaftriAcpuloattheedcalVdieesr
merano,f
Lt
ohne d
oUn n, 1 vneorns iot
rya
royf
Member of the London Hospital Medical Society, &c.
This treatise is the result of a long course of study in a peculiar and
much neglected branch of medical practice, and the author having ob-
tained the highest medical honours, is a guarantee for his profes-
sional experience, whisk has reference almost solely to the treat-
ment of these diseases.
REVMW OF TIER WORK.
La'Mert on the Infirmities of Youth and Maturity.—" There are
scenes in the drama of life which are acted with no spectator but
Conscience ; and of these the result is ever disastrous. Happy the
mortal who meets with a timely mentor to snatch him from the gulf
into which such scenes must plunge him 6 In the book before us
such a monitor is to be found, calculated to warn and instruct the
erring, without impairing one idea that can vitiate a mind not al-
ready tutored by the vices of which it treats. It is written in a style
of masterly precision and lucidity, blending the profoundest truths of
philosophy and physics with the loftiest precepts of morality. It is a
production calculated to confer a vital benefit, physically and morally,
upon all who are tempted from the rigid path of abstemiousness and
propriety. A father may trust it in the hands of his boy. By un-
taught innocence the book is not, of course, needed ; but wherever
laxity has prevailed, the tender yet awful voice breathing In these
pages is likely to prove as strikingly beneficial as the admonitions of
a homily blended with the practical advice of a writer on medicine."
—United Kingdom Magazine.
The work may be had price 2s. 6d., of Kent and Richards, 52,
Paternoster-row; Hannay, 63, Oxford-street; Starie, Tlchborne-
street, Haymarket ; Gordon, 146, Leadenhall-street ; Mansell, 115,
Fleet-street ; or, free by post, for forty-two stamps, from the author's
residence, who may be consulte on tse isorders personally, or
by letter, daily, from Ten to Twod , or from Fide to Eight.
37, BEDFORD-SQUARE, LONDON.

REMOVED TO 37, BEDFORD-SQUARE.
RANDON THR SECRET INFIRMITIES OF YOUTH
MATURITY. -WITH 40 COLOURED ENGRAVINGS ON

STEEL.
Just published, and may be had in French or English, in a Sealed
Envelope, 2s. ed„ or post-free, from the author, for forty-two
Stamens,
SELF-PRESERVATION; a Medical Treatise
on the Physiology of Marriage, Infelicitous and Unproductive
Unions, and the Secret Infirmities and Disorders of Youth and Ma-
turity, usually acquired at an early period of life, which enervate
the physical and mental powers, diminish and enfeeble the natural
feelings, and exhaust the vital energies of Manhood ; with Practical
Observations en the Treatment of Nervous Debility and Indigestion,
whether arising from these causes, close study, er to..a inflaence of
tropical climates: Local and Constitutional Weakness, Syphilis,
Stricture, and all Diseases and Derangements resulting from India.
cretin. With Forty colonred Engravings, illustrating the
A.natoaty, physiology, and Diseases of the Reproductive Organs,
explaining their strictui es, uses, and functions, and the various
injuries that are produced in them by solitary habits, excesses, and
infectioi.
lY SAMUEL LA'MERT, M.D.,
37, BEDFORD-SQUARE, LONDON.
Doctor of Medicine. Matriculated Member of the University of Edin-
burgh, Hall, London, Honorary Member
obmfu
thear rr.,
,t
iline dhnoesw sin, bac.
many
aciosue
Ida,
really the cause of mutual happiness. Could the
laig'aicerneqtiatitree°sf theil fulfilment of several conditions, in order
h'London Hospital Medical Society, &c.
that it may be
and its true source in eve
veil, which covers the orirgyininosftadnoeme
it be traced to physical edstisicclowrsede
the gift, which whe
point-meats. Excesses are always injurious ; n
disqualifications and their attendant disap-
or less Injury
abused .the prolific source of mischief and of greater
used in moderation is fraught with advantage, becomes, when
professes dilate,
to the constitutional and vital powers. The particuler excesses, on
the nature and consequence of which this Treati
are productive of greater severity of misery tose
tke humanto frame,
has any other to which it is subject.
Anatomy and Physiology of the Reproductive Organs, and of
complete account of the
This work contains an accurate and
their relative conditions in health and disease. It deservedly
requires the closest attention and study, for what subject can
be of more importance than the preservation of
man tho health
and and of the physical capabilities of which every
be possessed. It unfortunately happens that the unhappy
victim of excessive indulgence and vicious habits, whether acquired
la early life or from the follies of advanced age, while suffering
from their invariable consequences, unwisely entertains a fear of ap-
plying to a qualified physician for relief. Shame and the dread so
frequently, but erroneously entertained that these complaints are
beyond the reach of art, alike restrict him and prevent his seeking
for assistance where alone it can be procured. In acting thus, lie
forgets that accurato discrimination n ascertaining the causes of
disease, sympathy with the sufferer, and, above all, secrecy, inva-
riably characterise the intelligent and practical physician, and to the
medical man who can show by hia posso'sion of the requisite legal
qualifications that he is entitled to esteem and respect In his profes-
sional pursuits, the utmost confidence should be extended. Dr.
LA'MERT has obtained the highest medical honours, as his diplomas
certify, and the great extent of his practice for many years is a
guarantee for his professional experience, which has reference almost
solely to the treatment of these diseases.
Published by the Author, and may be had of Rent and Richards,
52, Paternoster-row; Hannay, 63, Oxford-street; Starie, Tiehbonie-
street, Haymarket ; Mansell, 115, Fleet-street ; Gordon, 146,
Leedenholl-street, Landon ; or, free by post for forty-two stamps,
' teorA 'he Autho:, ,h., ma; i.h c„ri ',LIU, 4 J. Vu. Cie ,litorLlers personally
or by letter, daily, from Tea till Two, and from Five till Eight, at his
residence, 37, Bedford-square, London.

SCARBOROUGH'S
Re-opened newly Embellished and Furnished inn MOdern

style.
The above old and favourite Hotel is now re-opened, and the ac-
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Comfort, cleanliness, civility, and moderate charges are the pre-
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Servants arc on pain of dismissal prohibited accepting gratuities, a
small fixed charge being made in the bill for attendance.
J. B. FLEISCHMANN, Proprietor.
Leeds, September 8, 1848.

THE FATAL COLLISION ON THE
LANCASTER AND PRESTON RAILWAY.
OFFICIAL REPORT.
The following official report from Captain Laffan,
the Government Inspector to the Railway Commis-
sioners, with reference to the accident which hap-
pened on the Lancaster and Preston Railway on
Monday, the 21st ult., clearly shows the causes which
produced this shocking disaster, and is also of the
highest importance.
After referring to the extraordinary position of the
Lancaster and Preston Railway, the rightful pro-
' prietors of it being unknown, and the companies
using it running their trains between Preston and
Lancaster without paying toll to any one, the inspec-
tor proceeds to lay before the Commissioners the re-
sult of his inquiries into the more immediate causes
of the accident in the following terms :
" I shall first observe that, on examining the line, 1
found that the signals at the stations were of the rudest
description, and that though they might have sufficed
for the traffic when this railway was only a small local
line, they are utterly insufficient to provide for the
public safety now that this line forms part of one
of the great chains of railway communication with
the north. There is but one signal at each station,
so that it is impossible to tell to which line of rails it ap-
plies, and that one signal consists simply of a small red
flag hoisted to a staff. At some of the stations an attempt
is made to keep the flag square with the line, by fixing to
it small cross sticks, but at others, and particularly at
the Bay Horse station, where the present collision
occurred, there is simply a small stick at the top, and,
the flag not being held down in any way, blows about
freely, and can scarcely be perceived when the wind
blows up or down the line. On Monday, when I was at
the Bay Horse station, it was a remarkably fine bright
day, and, having directed the signal to be hoisted, I
walked away from it to ascertain at what distance it
could be seen. I had scarcely got 200 yards:from it, when,
on turning round by chance, I was surprised at not see-
ing the flag. I returned to ascertain the cause, and on
getting nearer perceived that in fluttering to the wind it
had wrapped itself so tightly round the staff, that at a
short distance it could not be distinguished from it.
Elad another express train been coming round the neigh-
bouring curve just then, and another local train been
standing in the station, it is probable that a second dis-
aster would have occurred.
" The insufficiency of these signals was pointed out to
the company by Captain Coddington, but his suggestions
were not attended to.
" All trains running northward over the Preston and
Lancaster Railway start from the Preston station, which
belongs to the Loudon and North-Western and the Lan-
cashire and Yorkshire Railway Companies jointly. The
Lancaster and Preston Company and the Lancaster and
Carlisle pay rent for the use of it, and the whole of the
trains are started by the superintendent appointed by the
two companies to whom the station belongs. The ac-
commodation in the station is utterly insufficient for the
great traffic passing through it, and most of the trains
going northward are very much delayed, and start late
to consequence. On Monday last, the day this collision
occurred, the local train of the ;Lancaster and Preston,
which was subsequently overtaken and ,run into by the
express, started 14 minutes late. It was standing ready
in a siding, but could not be allowed even to come on the
line, because two other trains, which were timed to start
before it, were both detained.
" These were the Preston, Fleetwood, and Wyre train
of the Lancashire, and Yorkshire Company, and the Ken-
dal and Windermere train of the Lancaster and Carlisle
Company, both of which were timed to start at 3.40,
while the Lancaster and Preston train's time was 3.45.
They actually started the Fleetwood and Wyre train at
3.50, the Kendal and Windermere train at 3.54, and the
local train of the Lancaster and Preston was then allowed
to start at one minute before four, being 14 minutes after

its time.
" The express train of the Lancaster and Carlisle
Company which leaves London at nine ♦.M. should arrive
at Preston at five minutes past three, should leave that
place at ten minutes past three, and, running over the
Lancaster and Preston line without stopping, should
reach Lancaster at 44 minutes past three. For some
time past, however, it has invariably been late. For
the last fortnight, especially, it has seldom left Preston
before a quarter past four, and sometimes it has been so
late as a quarter to five. On Monday last it left Pres-
ton at 24 minutes past four, being 25 minutes after the
starting of the Lancaster and Preston local train. This
want of punctuality in the time of the express train,
causing it to start after instead of before a slow local
train, is very dangerous, when combined with the want
of cordiality between the two companies, and the insuffi-
ciency of the signals on the line.
" The local train, which left Preston at 1 minute
before 4 o'clock, consisted of an engine, tender, and five
carriages. The wind was blowing strongly across the
line, and the driver found that this circumstance affected
his engine so much that he had scarcely steam enough
to keep up his speed—in fact, it appears that he lost
time, for the time tables show that he should be leaving
the Bay Horse station 45 minutes after leaving Preston,
whereas it appears that be only reached it 47 minutes
after, and that he had been standing there 3 minutes
more before the express train came up. He was thus
already 5 minutes behind his time, and he was not even
then prepared to move away. The station-master, who
is the only man at that station, was actually in the lug-
gage-van assisting the guard to get out the luggage,
when the express train struck their train. There is a
private coal depot near the Bay Horse station, and the
stoker, to help to get up the steam, took a large lump of
coal, broke it up into small pieces, and spread it on the
fire. This caused a great smoke, which the wind blew
across the line, and rendered it difficult to distinguish the
signal flag, even if it had been blowing free in the right
direction to be seen, and, as engines do not usually emit
smoke, it was impossible for any person not seeing the
engine to know whence it came.

The express train left Preston at 24 minutes past
four o'clock, and passed the Scorton station, 2.2-3ds
miles short of the Bay Horse station, at 44 minutes
past four o'clock. It is a rule on the Lancaster and
Preston line, that on a train leaving any station no other
train be allowed to pass until it has been gone five mi-
nutes. On nearing the Scorton station, therefore, all the
parties in charge of the express train looked to see whe-
ther any signal was hoisted, but there was none, and
they passed the Swaim station without seeing any one
there, as they could have seen any signal at the Scorton
station a long way off; they, therefore, concluded that
the local train which was ahead of them must have
passed at least six or seven minutes. In this conjecture
they were right, for the station-master at Scorton de-
clares that there were seven minutes :between the two
trains. Thinking, therefore, that the line was clear be-
fore them, the express train passed on at its usual speed,
and,'on nearing the Bay Horse, the driver blew his whis-
tle loudly while yet three-quarters of a mile off. This
whistle was heard at the station, yet the local train made
no attempt to move away, nor was any precaution taken
fitodestdopinththeecloinattliengretdrallmag;.all
On
parties
nearings ee m
theed to h
station
e con-
more, the driver of the express train leaned forward over
his hand-rail to catch the first sight of a signal, if there
should be any, and to see the line as far ahead as he
could. The stoker, too, screwed up the break to within
a turn of the wheels, and stood with the handle in his
hand ; the guards also stood to their breaks. They all
knew that the Bay Horse station was dangerous when
a slow train was ahead. Yet, having to run over the
whole distance from Preston to Lancaster in 34 minutes,
they could not afford, without actually seeing a signal,
to slacken their pace.
" The Bay Horse station is placed on a wide curve,
and about a quarter of a mile before coming to it the
line sweeps round this, a deep cutting. 370 yards from
the station there is an ovorbridge, and a signal can be
seen in fine weather 100 yards before coming to the
bridge, or 470 yards from the station. On Monday last,
however, the weather was very unfavourable. There
was a high wind, and it was raining, and the smoke which
blew across the line still further obscured the view. It
is impossible to tell how the flag was blowing, for no one
seemed to have remarked it; but, even had it been blow-
ing ever so well, it is probable that under such circum-
stances it could not have been perceived further than
the bridge. No one on the express train saw the flag,
though they were anxiously on the look out for it, but
on passing the bridge they saw the other train standing
on the line. The driver of the express instantly sprang
shutto his o f
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all was unavailing. The rain had rendered the rails
slippery, the train was running at least 40 miles an hour,
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..
stoker miles
il
going about eight miles an hour when they struck the
othe
he reached the other train ; he merely came down
upon one knee, and was in no way hurt. The driver
remained on his engine, and to the last moment did all
ho could to stop it.
" The indifference displayed'on the part of those in
charge of the local train, white this disaster was im-
pending, would be difficult to account for, were it not ex-
plained by their confidence in the little red flag, which
always sufficed for their own local traffic and slower
speed, and by the feeling which evidently prevailed
among them that they were on their own ground, and
that the others were intruders. Oa hearing the distant
whistle they had disregarded it; on hearing it sounded
sharply a second time, with the full loud tone that tells
of imminent danger, the driver looked, and saw the ex-
press coming under the bridge.
"He called to the guard that he must get away, but
flu •,;ul-(1, -,....h0 ‘1 a; by the Sta,tion-m4ster, told him to
f stand still, and that the express must wait for them. A
few seconds, after, however, even the guard became

alarmed, and told the engine-driver to move on.' The
I latter did so, but it was too late. He bad not moved
five yards before the collision took place. Both driver
and stoker jumped off the engine, after having turned
the full steam on, leaving the engine to move ahead
without any one to control it. It was only by a singular
accident, resulting from the collision, that it was pre-
vented from running a wild career over the line, hurry-
ing the unfortunate passengers who had escaped the col-
lision to some fresh disaster.
" The last carriage of the local train was an old se-
cond-class carriage which was used as a third class.
The framework was quite decayed, many parts of it
being so rotten that I could scrape a hole in it with my
finger. It crumbled to pieces on receiving the shock of
the express engine, and the fragments forced under the
next carriage, which was a third-class one, lifted one
end of it high up from: the line. In this position, one
of the most unfavourable, it was struck by the engine,
and broke by the shock. The next carriage was a first-
class one; the hind wheels were forced off the line, and
the buffers were somewhat strained, but otherwise the
carriage was uninjured. It was the singular circum-
stance of the hind wheels of this carriage being off the
line, and dragging through the sand and sleepers, that
probably saved this train from another disaster. The
resistance caused by it was so great that the engine could
not get away with it,
" The train had nearly stopped of itself when the
stoker overtook it and shut off the steam.
" By this collision one-third class passenger, a wo li
-
man, was killed on the spot, and several persons were
injured, some so severely that it is feared they may not
recover.
" So many causes combined to produce this catas-
trophe that it is not easy to determine to which to give
precedence. I should say that those causes were—
" 1. The lateness of the express train and its starting
so soon after the local train.
"2. The inefficiency of the signals on the line.
"3. The local train not keeping its time, and taking
no precaution when they know they were late, and that
the express was behind them.
" 4. The uncertainty as to who is the rightful pos-
sessor of the line.
"5. The want of a proper understanding between the
Lancaster and Carlisle and the lessees of the Lancaster
and Preston Railway.
" 6. The rule which allows an express train which
often runs at 45 miles an hour to pass a station only five
minutes after a slow train.
"7. The want of sufficient station accomodation at
Preston, causing all the trains to the north to start late.
" I would suggest that the two companies should come
to a good understanding, and that every effort should be
made to determine the right ownership of the railway—
that the signals be immediately replaced by others of a
better description—that the express be not allowed to
pass till ten minutes after the starting of a preceding
train, and that means be taken to insure, as far as pos-
sible, greater punctuality in the times of starting from
the Preston station."

TO THE SHAREHOLDERS OF THE
BRISTOL AND EXETER RAILWAY.

Permit me to congratulate you upon the favourable
report made by your directors at your last half-
yearly meeting, and particularly upon the circum-
stance of the prompt payment of calls, so that it
appears there remain unpaid only about 45,0001. due
upon every description of shares.
Having from the commencement of your under-
taking attempted to promote the profitable success of
your line, by an endeavour to check unnecessary ex-
pense, in which I have reason to know I was
successful to an important extent, which I have also
reason to know was the means of causing me a con-
siderable pecuniary sacrifice, notwithstanding which,
I still feel an interest in the future progress and
prosperity of your line.
I observe that your directors are authorised to
negotiate with the Great Western or other parties, on
the subject of leasing your railway, which, judging
from the report, ought not to be on terms less than
from 5i to 6 per cent. In the absence of official in-
formation, I think a tolerably accurate estimate
of the value of your line may be based upon
the following items. It appears by your last
half-yearly report that the tollage of one farthing per
mile on passengers was 9,439, and tollage on goods
one farthing per mile per ton amounted to 3,0261. Now
as the average charge for passengers is at least seven
farthings per mile, and for goods eight farthings per
ton per mile, multiplying the former sum by seven
and the latter by eight gives a sum for half a year of
90,2811., or at the rate of 180,5621. per annum ; but
as the extra charge on light goods, cattle, parcels,
mails, &c., is not mentioned, I think it may be safely
inferred that the gross income of your line is nearly
4,5001. per week. I will, therefore, presume it equal
to 220,0001. per annum ; expense of working entire
45 per cent. will leave a balance of 121,0001. ; deduct
interest on loans, bonds, &c., 53,5001., leaving a
balance of 67,5001. per annum to be divided on
15,000 whole shares, which would be 41. 10s. per
share, or 5+ per cent. That this estimate is rather
under than over the truth, may be inferred by the
circumstance of the Great Western Company on a
former occasion offering to accept a renewal of the
lease, allowing a rent, &c., nearly equal to six per
cent., which it may be presumed they would not have
done without expecting a reasonable profit. I am,
therefore, of opinion, that if the line be worked by
yourselves, under the management of your able
chairman, directors, and officers, your line will at the
present. and for years to come, produce from 5+ to 6
per cent. My private opinion is that it will be
equal to from 6 to 7 per cent., considering that
notwithstanding the commercial panic and consequent
distress the traffic increased the last half year nearly
24,000 passengers and 5,000 tons of goods, pro-
ducing, at the low tolls, a clear gain of nearly 1,0001.,
arising from a gross amount of about 8,000/. It is,
therefore, reasonable to conclude that it may continue
to increase when trade and commerce improves, and
public confidence is restored. I am, however, willing
to admit the possibility of some reduction in the re-
venue, some four or five years hence, by the opening
of the proposed Salisbury and Exeter line, but not to
so serious an extent as some people imagine. Let it
be supposed that one-fourth of the present general
traffic is direct from Exeter to London—this would
be about 30,0001.—and that when the said line was
opened one half-of that amount may avail thereof,
making a loss of about 15,0001. per annum; but as
the speed on the broad guage is higher than on the
narrow guage, and if the charges are the same, I think
it probable that the circumstance of Taunton, Bridge-
water, Bristol, and Bath being on the line, will still
induce, at least, half to continue the use of the Bristol
and Exeter line, even if business do not require it;
thus, under the most unfavourable future circum-
stances, it appears to me quite probable that its
revenue will warrant a dividend of at least five per
cent.
There are particular circumstances likely to arise
which, in my opinion, may probably, go a great way
towards increasing the present income, perhaps
nearly equal to the supposed possible loss of 15,000;
and, therefore, I incline to believe that, by the judicious
management, which it is likely will be adopted, the
dividend will undoubtedly range from five to seven
per cent. There is also this favourable circumstance
attending your line, that, with the exception of the
contingency of the Salisbury and Exeter line, no
further competition can arise, consequently its present
local traffic will remain, and the whole of the northern
and Welsh traffic must continue to flow to the west
upon it. I remain, yours respectfully,
THOMAS MOTLEY, C.E.
Bristol, 9th month 6, 1848.

RAILWAY SHARE MARKETS.
BRISTOL, SEPT. 8.
STOCK EXCHANGE.—The Share Market remains heavy,
dull, and inactive. The sales are—Caledonian, 203/ —Great
Western, Quarter Shares, 4% dis.— Great Western, New,
3% dis.—North British, Quarters, 414.
LIVERPOOL, SEPT. 8.
STOCK EXCHANGE.—The share market to-day is
_a shade
t
better. There appears rather less stock pressing for sale, and
little more buying inquiry. The sales are—Caledonian, Pre-
ference, ren
Northern,c e,l/ilcloilAs —C
.Cdhi es erG r
ea
antdw.est ern Holyhead,lo .2. d 516. d
Lanca-
shire and Yorkshire (late Manchester and Birmingham),
10/. Preference, IA p.—Ditto (late Liverpool and Bury),
Halves' 14% dis.—London and North-Western, 111%—
Ditto, New Quarters, 6s. 3d. dis.—Midland Stock, 85 a. d.—
Ditte, New Halves, 9% c. dis.—North Staffordshire, 47'A3 dis.
—Scottish Central, 22%—South-Eastern and Dover, 233%
c. x. d.—York, Newcastle, and Berwick (G. N. E. par..
chase), % dis.
MANCHESTER, SEPT. 8.
_ _

I).—South-Eastern and
STOCK EXCITANGE.—The sales are—North Staffordshire,
1-1 G p.—South-Eastern 23.
BIRMINGHAM, SErr. 8.
..,,,t dis.—Caledonian,
.P_rsefeeortetnische,
Central,l
STOCK. EXCITANGE.— Me sales are—North British, Thirds,
5 Dover,lls-
-214 dis.—North Staffordshire, 985. 9d. dis.—Shrewsbury and
Birmingham (A), 6't dis.—South Staffordshire, 4/. ls. Bd. dis.
GLASGOW, SEPT. 7.
STOCK EXCIIANGE.—The sales are—East Lothian Cen-
tral, 14s. 6d.—Edinburgh and Northern (Newport), 61. 18s.
—Glasgow, Dumfries, and Carlisle, 51. lls.—GiasgowKu-.
marnock, and Ayr, Halves, No. 1, M. 175.—Ditto hialves,
No. 2, sX—Ditto, Preference, 615.—Great Northern, 61. 16's.
—North British, Thirds, 51. 16s. 6d.—York, Newcastle, and
,
Berwick (G. N. E. Purchase), 81A-
....

have city,
force notions.
AIANCIIESTER.—TAE LATE CIIARTIST MOVEMENTS.
—The arrest of so many
in
h of leaders,
.and the continued
t o vigilance
all
publico f
agitationthe
in
favour
The city is perfectly free from all excitement, and, as far
as can be judged from present appearances, is likely to
continue so. Some of those who were indicted and com-
mitted for sedition have been able to find bail, but the
bail offered by others has not been accepted, t ls
physical
and they still
remain in pr,., n. Most 'of these, no doubt, willletlro to
their cost that the peace and prosperity of a great city
cannot be interrupted with impunity.