The Sun.
London, England, 1851-10-21 00:00:00

OCTOBER

cut a case in favour even of prophetic Protection.
The marrow of his address consisted in extracts from
the speeches and writings cf M. 'Tiers, Mr. Greasy,
and Mr. Gordon Bennett—one Frenchman and two
Americans. We should like to know why the Noble
Marquis, in his search for prophets of evil from the
adoption of a free-trade policy, should have gone so
far from home ? Why cross the channel in one case,
and the Atlantic in the other two cases ? He doubt-
less had his reasons, though ho did not condescend to
inform his auditory what those reasons were. May
we be permitted to venture a conjecture ? We take
the secret of the matter to be this—that Protectionist
prophets, of home production, have hitherto proved
so singularly unfortunate in their predictions of dis-
aster to the country, from the repeal of the corn-laws,
that even the farmers have ceased to repose any faith
in them. There is, therefore, no alternative for Pro-
tectionist orators but to lug in the prophecies of those
foreigners who foretell the destruction of all the in-
terests of any country which can be insane enough to
abandon protective duties, and substitute for them a
free and unfettered system of commercial policy.

► RAILWAY INTELLIGENCE.
F IMPORTANT RAILWAY ARRANGEMENT.
LIVERPOOL, OCT. 18.—The announcement wade
to-day that an amicable adjustment has been effected
cf thy protracted differences in regard to the entry
of the Great Western Railway into this town or
Birkenheeal,las excited considerable interest both in
Lancashire and Cheshire. We are happy to be en-
abled to state that the contest which has for so long
a pericd been carriad on between the Great Western
and the London and North-Western Railway Com-
panies for possession of the last link of the Shrews-
bury lines, has at length been brought to a conclu-
sion. By an arrangement just entered into between
the Great Western and tie Shrewsbury and Chester
Companies jointly with tile Birkenhead and Cheshire
Junction Cowpony, the directors of the former have
secured a through passage of their line to Birken-
head, upon condition that they shall not proceed via
Runcorn to Liverpool. The whole of the bridges,
embankments, cad cuttings on the Birkenhead and
Cheshire Junction are easily adaptable for
the broad gauge, which, it is generally expected, will
be ultimately carried into effect throughout the whole
line. In reference to these arrangements, the iilail
observes :—" During the last few days depressing
rumours have been rife that the arrangement recently
entered into by the Great Western and Shrewsbury
Railway Companies with the Birkenhead Company
only indicates a determination on the part of the
Great Western to push on to Liverpool by the south
end of the town, if not to invade the Lime street
station itself. We are, however, in a position to state
positively that no such grasping intention exists. On
the contrary, the allied companies are perfectly con-
tent with their intended terminus at Birkenhead, the
transit to which will shortly be placed on a satisfac-
tory footing, while a good understanding will be
sought and cultivated with the great North-Western
and all other neighbouring lines. It is felt to be
infru dig. fOr boards of directors to step aside to con-
tradict such rumours, but this announcement may be
relied upon as semi-official. It is firmly believed, in
well-informed quarters, that this auspicious arrange-
ment as to the Birkenhead terminus, will open the
door to an amicable settlement of all those untoward
disputes which have so angrily and so injuriously
agitated the railway world of late. If the wiser and
more peaceful counsels of the above allied companies
be followed up severally by the two great rival com-
panies, it needs no seer to predict that there will soon
be a marked improvement in the market value of all
really substantial railway property."

FURTHER OPENING OF THE GREAT NORTHERN.—
The principal portions of the works on the main line
of this company are now fast advancing towards com-
pletion. The different sections on the town lines,
that is to say, from Peterborough to Grantham,
Newark, Worksop, and Sleaford, are being pushed
on with all possible dispatch, and the greatest vigour
is being displayed in every department- A very large
number of hands are engaged on that part of the line
between Corby and Hangham, where the works are
heavy, and include two tunnels. The loop junction
to Corby is far advanced towards completion, and
that across the valley of the Trent at Newark is
finished. The stations are being rapidly proceeded
witb, and should nothing unfavourable occur the line
will be opened for traffic early in the month of
February.
LANCASHIRE AND YORKSHIRE..--The directors of
this company have for some time past been in com-
munication with the York and North Midland board,
for a mutual agreement between the two companies,
which would be equally beneficial to both. We are
happy to say that the arrangements have been com-
pleted, and that in a day or two we shall be in a
condition to lay the terms before our readers. In the
meantime we may state that they are considered very
satisfactory by both boards.

CALEDONIAN.—The amount of compensation in re-
spect of certain lands in the barony of Gorbals, be-
longing to the city of Glasgow, that have been taken
under the compulsory powers of their Act by the
Caledonian Railway Company, who have deposited a
sum of 20,000/. to meet the claim, has been referred
to the determination of Mr. Anderson, banker, and
Mr. J. Horne, land valuer of Glasgow. The extent
of land taken is 48,436 square yards. The city
claims 15g. a yard, and the railway company con-
tends that it is only worth ss. a yard.
NEWPORT, ABERGAVENNY, AND HEREFORD.—The
works of this line have at length been commenced
in the shape of a tunnel on the road from Monmouth
to Abergavenny.
YORK AND NORTEL MIDLAND.--This company
have no new works of any consequence now in hand
They will have to go to Parliament for a Bill for
powers to lease or amalgamate with the East and
West Yorkshire Company, which will probably also
comprise other powers.
BLACHBURN.—In consequence of the great increae
of traffic on this line, the directors of the company
are making the necessary arrangements for the erec-
tion of a large station at Whalley, to which will be
attached an immense range of goods' warehouses.

NAMUR AND LIEGE RAILWAY.
The majority of the railways on the continent owe
their origin to English enterprise, while the principal
trunk lines on the other side of the Channel have
been constructed by English engineers and with
English capital. Having exhausted the resources of
our own country, it was natural enough that the rail-
wry speculator should seek a field of operation in the
different states of Europe ; but if the work had to be
done over again his exceedingly doubtful whether he
would be so ready to invest his money abroad. Not
that the rail ways themselves have proved unsuccessful
in a pecuniary point of view, but because the various
Governments, who were the first to benefit by them,
have taken unfair advantage of the dependent situa-
tion of the British capitalist. The one sole object of
those Governments would seem to have been nothing
more nor less than obtaining a perfect railway system
at other people's expense, without making an ade-
quate return for the benefits which it conferred upon
them. Perhaps no other Government is more repre-
hensible on that score than the Government of Bel-
gium. The lines which they constructed with their
own money, comparatively speaking, cost but a trifle,
so lightly were the works made, and so parsimonious
was the expenditure ; but not so the lines which
have been conceded to private companies. They
took care that those should be built like their
own fortresses, to last for ever, and two
or three of the Belgian provinces, which
formerly could hardly support a three-horse
diligence, are now supplied with lines that are
scarcely inferior to those which belt our own
manufacturing districts. How this is to be accounted
for it is difficult to say, except it be that when once
these undertakings were commenced it was thought
better to go on with them rather than abandon them
altogether, which most likely was the very object
that the Government all along had in view. The last
of these lines, which has been formed with English
capital, is the Namur and Liege Railway ; and when
the obstacles which the Government threw in the way
of its dauntless promoters are taken into considera-
tion, the surprise is that it was ever brought to com-
pletion. But it has been completed in spite of police im-
pudence and the stupid surveillance of state engineers,
and now it remains to be seen whether the Government
will allow the concern to have fair play in its work-
ing operations. Up to the present moment they have
shown no such disposition, and unless the company of
proprietors, whose hard cash has been sunk on the
banks of the Meuse, make a determined stand against
the unblushing attempts that will be made to cheat
them of their legitimate traffic, they may give up all
hope of ever receiving any substantial return for
their enterprise. The elements of success are to be
found in the line, and if the managers can only se-
cure what is meant by the terms a clear stage and no
favour, the railway may eventually become
one of the best in Belgium. The open-
ing of the line throughout, from Namur and
Liege, affords tourists who pass through Belgium to
the Rhine an opportunity of viewing the valley of the
Meuse, through which it runs, the most picturesque
portion of the Belgian territory. From the sea to
Brussels the country is of the must uninteresting cha-
racter, and the traveller to the continent in search of
the beautiful, as he is dragged along at the maximum
Government rate of travelling, through a dull, flat
swampy-looking country, begins to fancy that he has
left the best behind in his own little isle, and it is not
until he gets within a few miles of the Prussian fron-
tier that he gets a sight of anything on the present
1
mute which the most enthusiastic lover of nature
could dignify by the name of" scenery." Now, how-
ever, that the Namur and Liege Company have
opened their line through for passenger traffic, no
g
travellers ought to miss taking Namur in their way,
as the scenery through which
the
tirely different descriptiony ass is of an
from that p
to be found on

•
I _.;;4,
2 1)

any other part of their route. To those who go by
way of France to Cologne this route will be
shorter by nearly ore hundred miles than the one at
present pursued through Matinee, while to those le he
take Brussels in their way the detour by Nernur does
not exceed ten miles. But the increased beauty and
attractiveness of the scenery makes the way seem
scarce half so long. Before Brussels has been left
behind ten miles, before the country begins to rise,
the flat expanse is changed into a beauiful undulating
surface, covered with extensive plantation, until
arriving at Namur, when it at once assumes
the character of romantic and imposing. Namur
itself is a town well worth visiting, both on account
of its historical reminiscences and its own local pe-
culiarities. There is scarcely a town in Europe which
has so frequently changed its masters or undergone so
many sieges, and though not presenting the noble and
magnificent appearance of Antwerp and Ghent, yet,
as a fortified town inferior scarcely to any in Europe
in reputed strength, it must always be interesting and
attractive to the Englishman who, fortunately, never
saw such a spectacle in his own country. Here com-
mences the most beautiful portion of the valley of the
Meuse, which has been compared to the course of the
Wye in our own country, running in the same
manner through overhanging rocks, around which
cluster plantations of dark larches, and above may
occasionally be seen peeping the ruins of an old
tower, the remnant of the stronghold of some old
robber-knight, who exercised his trade on the traffic
of the Meuse. The river and the rail run side by
side the greater part of the way, in many places the
road being actually built into the river on a came-
way carried over islands formerly existing in the
river, but have thus become joined to the mainland.
One of the stations a short way from Namur is
Andennes, the point at:which the Government propose
to throw a bridge over the valley in order to shorten
the route between Luxembourg and Brussels. When
this is effected a considerable amount of additional
traffic will be thrown on the line, and Andennes being
then in the direct route to Namur and Liege from
the province of Luxembourg, will become a station of
considerable importance. Proceeding on from
here we come to Huy, the centre of the
line and the locomotive depot, where Mr.
Stooks, the able and inteligent enginineer, resides.
Here commences what may be called the most profit-
able portion of the line, and the remainder of the
way runs through the centre of the important and
ha
s
grown and manufacturing district which
grown up on the outskirts of Liege. The surrounding
country is now undermined for miles round with ex-
tensive mines of coal and iron, and on each side of
the line are numerous factories which supply
Belgium, France, and a great part of the continent
with machinery and arms, besides a number of
collieries, most of which have their branch tram roads
from their establishments to the main line. Indeed
this district may be styled the South Staffordshire of
Belgium, :Uhl considering the short time that the
Namur and Liege Railway has been opened, it is
wonderful to remark how quickly the traffic has
diverted on the line from the Meuse, formerly the
great means of transport. 'We have no doubt that in
a little space longer the whole of the goods traffic—
which mu.st be immense, far exceeding that of
any other part of the country—must necessarily
be carried on through the Namur and Liege Com-
pany. At Hemalle the line separates into two
branches, one crossing the Meuse by a fine bridge,
and running past Serraing, the extensive iron
manufactures of Mr. Cockerill, and enters the town of
Liege on the south side, while the other, keeping
the northern side of the valley, forms a
junction with the Government line from
Malines and the frontiers of Prussia, at
Liege. Throughout the whole route the , line is
built in the most substantial manner, and it is a posi-
tive relief to change for an hour the jolting and
shaking of the ricketty, cheap-made Government line
for the steady, easy motion of the Namur and Liege.
The carriages are handsome and comfortable, the
second almost as good as our first in England. The
locomotives are of a substantial and durable character,
mostly made by Cockerill, at Serrsing, and we no-
ticed that some of them bore English names. The one
which drew us was the " Lord Mayor Parncombe "
and we were glad to recognise his Lordship in such'
beautiful scenery, so far from the smoke and din of the
City.

The Belgians are not the sharpest people in the
world, but the advantages offered to them by the
Namur and Liege line running through their great
and only manufacturing district—the only one, in
fact, which presents any signs of life or animation—
are so obvious that they cannot fail to appreciate
them. At present the great obstacle to the progress of
the company is the unfair and discouraging conduct
pursued towards them by the Government, which,
now that the line is opened, would gladly take it into
its own hands, and therefore seems determined to dis-
gust the company by all those ungracious acts to
which petty Governments condescend. By one of the
conditions of concession the company is obliged to
carry the mails withoutremuneration—a circumstance
which they are not slow to take advantage of ; but
when goods arrive at Liege for Namur, the Go-
vernment officials will transmit them along their own
line, round by Malines, Brussels, and Charleroi, a
detour of abont 150 miles, in preference to sending
them along the direct Namur and Liege
line. Other instances might be cited of the
jealousy of the Government in keeping the company
out of the direct traffic to Germany, but when the
proposed extension of the Great Northern of France
line from Charleroi is effected, which will make the
distance from Paris to Cologne, en route of Namur
and Liege, at least 100 miles less than it can be tra-
velled at present, they will no longer be able to pur-
sue this lice of conduct, so disgraceful to themselves
and harassing to the officials of the company. The
company, however, have been fortunate in obtaining
an efficient staff of officials, who look zealously after
the interest of the concern and evidently possess
more than the requisite ability and knowledge for
developing the resources of the locality through
which the line passes. The heads of the department
are Mr. C. P. Stooks, the engineer, and Capt. Hill,
the inspector, whose duties seem to be confined to
watching the progress of affairs on the spot, and re-
porting the result to the directors in Brussels and
London ; but the active portion of the service, which
is on a scale of considerable moderation, rests with
Messrs. Hill, Longden, and Stanforth, three gentle-
men who not only thoroughly understand the
business of traffic management, but are perfectly
familiar with the manners and customs, the
feelings and prejudices of the people who
use the railway. The two first are stationed at
Liege, the former in the central station in the town,
and the latter at the station adjoining the state line,
where the great bulk of the merchandise and minerals
come upon the line. Mr. Stanforth is the superin-
tendent of the company's affairs at Namur; like his
colleagues in Liege, he has a difficult post to fill in
softening down the petty jealousies and combating
with the paltry meddling policy of the state authori-
ties. Oa the whole, the working of the line may be
looked upon as excellent, presenting a strong con-
trast to the miserable mode of doing business upon
the Government railways, and if not equal, at least
very nearly approaching the routine systems observed
upon the best lines in England. The Mons and
Manage Railway, which belongs to the same company,
is a short colliery branch of some eight-and-twenty
miles in length. It is the most profitable bit of
railway in the kingdom, and is worked with great
success under the supervision of Mr. Bell, a gentle-
man who has long been resident in the neighbour-
hood, and is perhaps the best manager of mineral
traffic to be met with on the continent.

SOUTH-EASTERN RAILWAY.
Gross traffic receipts for passengers
and goods, week ending Oct. 18,
1851 £16,487 17 9
Ditto, Oct. 19, 1850 ... 14,470 8 9

Increase in 1851 ...
London Terminus, Oct. 20, 1851.

... £2,017 9 0

Majesty'sife ofSir
alimeilllya,tethheerw
DEATH OF LADY KELLY.—It is with feelings of
Fregiurreot
Solicitor-General. Her Ladyship died on the 19th inst., after
yw lei record
h thee heer ndemise
b a° rf r i 31' taedry,
much suffering. The deceased lady was the daughter and
}h,ei
ti
zr e.rsosy
loiefrLds
Captain
a Mason, of Leith, Scotland. By Sir
Ladyship leaves issue:but one child, a daughter,
who is married to a Yorkshire gentleman.
THE LEVIATHAN IRON STEAMER OF THE PENIN-
SULAR AND OILIENTAL COMPANY.—The keel of the first of
these enormous vessels was laid a few days since in Messrs.
Mare and Co.'s building-yard at Blackwell, and is, perhaps,
the longest and heaviest bar of iron ever forged, being abeut
320 feet in length, and weighs upwards of 1 cwt. to the foot.
The massive iron framework is in a forward state, and will
soon be put up, when the outline of the vessel will
be shown.
She will be something over 3,000 tons builders' measurement.
The engines will be direct acting, with four oscillating
cylinders, each 8514 inches in diameter, with a stroke of nine
feet, placed at an angle so that each pair of cylinders will be
attached to each paddle-wheel, the whole forming an aggre-
gate of 1,200-horse power. Iler speed is 155.2
knots, equal to 18 statute miles per hour; at which rate she
would steam from Southamptom to Alexandria - 3,0)0 milesor
—in eight days and two hours. Her cost when completef
service is estimated at not less than 150,0001.
iNGDON-
THE NEW " HALTING PLACE," FAREblic
STREET.—Another " halting-place," or lodge feoratp
the con-
venience,Fleet-
companion to the one already
oracular inscriptions
Hol-
born end of the latter street. Simiar
those observable on the
Fleet-
street end of Farringdon-street, has been inerusected at the
are engraven on the new lodge
much to their comfort
accommodated with,
others have been accom
in black
word " halt" is lettered on
one which for some months pasttothe London porters and
and convenience.
Hs of the small building these sea-
along the sides of the walls
"Rest, but do not loiter." 2. "Do
inscribed-1.
I the gas lamps surmounting the the roof of the new lodge, while
tences are
not leave your goods."
We find
arrival at that port of the mail-steamer
with 1,700,000 dollars
SPECIE.—LIVEEPOOL, ItIONDAY.— in our
New York advices the
oLio, with 1,435,711 dollars on freight. The steam -ship
is specie en her freight
Tennessee left Panaolnistthe Ist ult.,

----
NAVAL INTELLIGENCE.
ROYAL MARI.NEr3.
Second Lieutenante Couca send Bowker, of the
Plymouth division, have received eu intimation from
the Admiralty thst they must either resign their
commi&dons or submit to a court-martial. Some
pecuniary transactions are said to be the cause of
their Lordships' displeasure.
The court-martial on Lieut. Oaslow, of this divi-
sion of Royal Marines, was not brought to a close at
the rising of the court lest evening.
Lieut. Edmund John Piper (1812) died last week
at his residence in Herefordshire. He lost his leg in
the Adriatic, when a midshipman of the Northumber-
land, in an attack of a convoy, and was in receipt of
a pension of 91/.55. per annum.
APPOINTMENTS TO THE CRANE.—The following
appointments have been made to the Crane, 6 :—Com-
mander M`Donnell, Lieut. Geo. A. W. Welch (1851),
Acting Master W. B. Brund (second master of
1844, and "acting master" of two or three ships),
Paymaster J. Mallard (1851), Clerk John Shepherd
(1S50); Master's Assistant, Daniel May.
THE ENTILT or BOYS IN THE NAVY.—The regula-
tions of the Admiralty for the entry of boys are well
known, and the consequence is, that there are always
above a score of candidates to one vacancy. But the
most cruel injury is too frequently inflicted upon the
parents of the poor boys by the ignorant statements
of the casual contributors to the newspapers.
Mr. Diunen, inseector of machinery afloat, is still
at Devonport, carrying cut the experiments with the
engines of the Desperate screw-sloop. They are said
to be progressing satisfactorily, and that a great sav-
ing of fuel is likely to be the result.
Lucifer steam-vessel, Lieutenant-Commander
Jackson, with supernumeraries from Cork, arrived
at Devonport on Sunday afternoon. She went into
harbour to coal, and proceeds to Woolwich to be
paid off.
Ranger, 8, Commander T.iiller, from the coast of
Africa, last from Portsmouth, arrived at Devonport
The
oyOaclelalnthihjilrynedvfriceti
on Sunday morning, to be paid off.
the guahltlisehgipi
the Cape of Goo:I Ho e.
raisrdlo, loading stores
for
PORTSMOUTH, MONDAY,._ The Birkenhead iron
steam-frigate, Master-Commander Sahnond, aseived
at noon from the Cape of Good Hope, last from Ply-
mouth. Sue left at Simon's Bay, on the 12th ult., the
Castor, 36, Commodore lArysill, the Hermes steam-
sloop, Commander Fishbourne; and the S •
eringapa-
tam store ship, Mister-Commander Russell.
The Ithadamanthus steam troop-ship and the Dee
steam-vessel had both gone up the Buffalo with
levies.
The Orestes, 14, Commander Ilawkes, Pantaloon,
10, Commander Parker, and the Penguin, 6, Com-
mander Etheridge, were in the Mozambique Channel.
The 8010, a prize brig, taken some time since by
the Orestes, has been fitted out as a tender to the
Castor.
The Cyclops steam-frigate, Master-Commander
Hoffmeister, arrived at the Cape from England, with
troops, a few days before the Birkenhead left, bat the
Sidon and Retribution had not.arrived.
WOOLWICH, OCT. 20.—The Tyne troop and store•
ship is to he towed from Deptford to Woolwich to.
morrow to have some fittings applied, and on Monday
next will embark Captain Dareville's company, 10th
battalion of the Royal Artillery, for a passage to Bar-
badoes.

TEMPER AN CE DEMONSTRATION.
A. crowded meeting was held in the large room at
Exeter-Hall last night, for the purpose of hearing
a lecture on temperance by Dr. F. R. Lees, F.S.A.,
of Edinburgh, Mr. Heyworth, M.P., occupying the
chair; and among the audience was a Mrs. Tracy, of
America, attired in the full costume of a "Bloomer."
The lecturer commenced by declaiming against
the assertion recently put forth, that the object of this
movement was other than temperance, that was to
say true moderation, in dietetics, the use of proper
articles on proper occasions, but total abstinence
from all articles which were not proper; and the
soundness of that doctrine was admitted as far back
as the days of Aristotle. The question of temperance
was not primarily a religious one, but a question of
nature and fact, to be settled by experience. The
dietetic doctrine of temperance and the intellectual
and moral improvement of the human race were
strictly in harmony. Of all the elements of human
food which nature produced the teetotallers
rejected none. Did they reject the albumen
which formed the principal element of grain ? No ;
but they who drank wine and other intoxicating
liquids always used that element in its decomposed
state. So, too, with sugar. God made the sugar,
but man made the alcohol. And it was an important
fact that in manufacturing the articles of wine, beer,
cyder, and porter in Europe alone—including of
course the United Kingdom—more focd was de-
stroyed annually than would support the entire popu-
lation of unhappy Ireland. The law of stimulants
and the law of food were opposed to each other.
Food satisfied, whilst stimulants cut created:an appetite
for more. The drinking system as a whole was not
in accordance with the natural and divine law
of food, and therefore could not be in accord-
ance with the highest physical and social inte-
rests of mankind. The lecturer then proceeded at
considerable length to describe the properties of water,
and its advantages to man. Water assisted digestion.
Alcohol left the food undigested. Place a beefsteak
in alcohol, and it would remain a beefsteak for 20
years, but put it in water, and the result would be di-
gestion or decomposition. Man could get alcohol
only by first destroying the food produced
by nature. Go to experience, and see what
was the rule of the Arctic voyagers who
last went forth in search of Sir John Franklin.
That rule was that the men on board the exploring
ships should act upon the principle of the teeto-
tallers, and they were not permitted to use intoxicat-
ing drinks. It was found that they could better re-
sist the intense cold of the Arctic regions without
alcoholic drinks than with them ; and Sir John
Richardson had borne his valuable testimony to the
fact that tea proved more refreshing than wine or
spirits, " which," said he, " we soon ceased, to care
for, whilst the craving for tea increased."—(Cheers.)
As the body itself was solid, so of course it was neces-
sary that that which was to supply the waste in the
body should also be solid. But alcohol could not
nourish the body, because it was not a solid. It
lacked the nitrogen, the phosphorus, the sulphur, the
potassium, and the iron, to assimilate it to the elements
of the body. There could not, therefore, be a more
absurd proposition than to announce that it could
supply waste or give real strength to the body. The
lecturer then prcceeded to treat the question in its
religious aspect, with the view of showing that the
Holy Scriptures gave their divine sanction to the
principles of temperance, and concluded his very
lengthy, though able, discoure amidst loud and general
cheering.

DINAR
ELOPEMENT EXTRAORDINAR Y.
(Frcm the Liverpool Mail)
On Sunday morning last, as the clock struck the hour
of eight, a lady was seen to emerge from her dwelling,
in Breck-road, Everton. Her anxious look and hurried
step betokened, to the casual observer, " that there was
something in the wind," though, at the time, not a
" breath was stirring," save that of the gay pedestrian,
whose true love flushed her idolised cheek, .1 giving it a
sweet and wholesome odour." The fate of happiness,
however, too often sealed in disguise, was now to be
sealed, signed, and delivered in the presence of a select
few—a chosen band of true fidelity—
" Destined to secrecy, no doubt :
What a pity! murder will out !"
" And the best laid schemes of men and mice gang aft
agley." In another part of the town, more thickl
might
populated, and precisely at the same hour y
,
be seen emerging from his
private
gentleman of fair proportions dwelling a
" neat, trimly dressed,"
shorn of his daily weeds, " like stubble land
at harvest home," and moving onwards at a very rea-
sonable pace towards a " half-way," home, evidently a
place of meeting, where a carriage was in attendance,
waiting for further orders. But, alas! the foulest of
human passions—suspicion—had taken possession of the
gentleman's quarters, and quietly and unobservedly had
he been pursued, as he' wenued his way through the high-
ways and byways of "short cuts." No sooner did his
pursuer perceive him enter the supposed place of ap-
pointment, and a carriage in attendance, then, obtaining
e
possession of a cab, he gave strict orders to follow in the
rear. In a few minutes the banging of
end the short whistle
with an on-
wardthey were off. Street after street was passedstill following
carriage
that
of too driver,
tendency, the one-horse
testi
hackneys
fine old church,
in the rear, until at length they stoppedhall be nameless. Here
which, for the sake of mammas, gaveth too
indication
steadfastly, advanced to
they alighted, and entering
few momentss
for the master
the altar, waiting a
daunted, entered also the
of the ceremonies.
Nothing of matrimony (for she
not to forbid the bands
pursuer ;
too was a heroine of the fair sex), but merely to appeasethe appetite of curiosity.
But where was the bride-
groom, an
d where was
the bride?
~ They knelt at altar, the organ had ceased,
And the . the
hands of the lovers were joined by the priest."
It was now
time for our heroine to beat a speedy re-
treat, having thus far remained unnoticed ; so also did
the
married couple to their separate places of abode,
and the whole affair remains a complete secret for the
present. The only telling influence which occurs is that
of the pursuer singing the tune of the " Old Hundred"
in the gentleman's hearing, but which he does not seem.
to comprehend.

The wiles and guiles that woman works,
assembled iu a gaudy show;
The tricks and toys that in them lurks,
The man that rears them will not know."

- -
I)ARING HIGHWAY ROBBERY.—OH Thursday
evening, at the early hour of eight o'clock, a servant of Mr.
Perry, of Catherine-place, Bristol, was sent by her master to
procure change of a 5/. note, to a grocer's stop at the top of
Stokes'-croft ; she had received the change, and was return-
ing home, when a person came behind her and threw a rope
across her throat, he then pulled her backrards, and took
from her the five sovereigns and decamped. The poor girl's
throat bears ample proof of .the violence used by the ruifiati,
who took care to prevent her making ally alarm before ha
had time to escape.—Bristol Alirror.