The Sun.
London, England, 1851-08-27 00:00:00

THE LATE FATAL ACCIDENTS
INSURANCE agair.st ACCIDENTS of ALL KINDS, whether
from Falls of Houses, Fires, Railway Collisions, Explosions or any
other cause whatever.

ACCIDENTAL DEATH INSURA.NCE COMPANY,
7, Bank-huildinqs, Lothbury, London.
Incorporated under 7th and Bth Vic., c. 110.
CHAIRMAN —KENYON S. PARKER, Esq., Q.C.
Distinctive Feat-ares of the Company.
A fixed payment in case of death from accident or violence.
To Insure 1001. by Annual Payment.
Class I. I Class 11. I Class 111.
29. Gd. ss. 7s. Gd. to 40s.
Single Payment for Life, Class 1., 1/. is.

A fixed payment in case of death from accident or violence, with
a fixed wo.ekly sum in case of non-fatal injury, and an allowance for
medical expenses.
To insure 1001. on death, it. per week compensation, and 21. for
medical expenses, by annual payment.
Class I. I Class 11. I Class 111.
123. I 15s. 20s. to 50s.
A fixed sum on death by accident while travelling on a railway, with
conipeusation in case of non-fatal accident, by annual payment.
To insure £lOOO .. .. 10s.
500 .. • • , • 7s.
300 .. • • • • Os.
f t
Prospectuses, with further information, may be had at the offices
the Company, or from any of the Company's Agents.
WILLIAU YOUNG, Secretary.

ALL S 0 PP'S EAST INDIA PALE and
other BURTON ALES.

The public is respectfully informed that these favourite Ales%lay
be had Genuine, in Casks of 18 Gallons and upwards, at their respec-
tive Stores as under, where also a List of the Bottlers may be ob-
tained:—

The Brewery, Burton-on-Trent.
Stores, 61, King William-street, City, Lonlon.
Cook-street, Liverpool.
lligh•street, Birmingham.
The Exchange, Manchester.
33, Virginia-street, Glasgow.

QUEEN'S CONCERT ROOMS, HANOVER-
SQUARE.
Engagement of the

HUNGARIAN LOEZER MUSICAL COMPANY,

Their First knpearance in England
The perfbrmances are conducted without musical notes, and the
performers appear in the splendid national costume of their country,
viz., red and blue uniform, embroidered with silver. Every Evening
at Eight o'clock, commencing Wednesday, August 27, 1851.
Conductor ...................Mr. Johann Kalozdt.

This company have had the honour of playing the best pieces of
the most celebrated composers of Germany, Italy, Sclavonia, and
Hungary, before the principal Courts of Europe, who have specially
certified their admiration of the wonderful harmony, originality, and
force of their execution.

'PROGRAMME.
PART I.

Overture from the Opera of Guillaume Tell .. .. Rossini.
Hungarian Melodies In F—'.Mlle • • • • •• Egressy,ll.
Cavatina from the Opera Ernani, the Solo in which will
be performed by Mr. Horanyi, on the Cornet-a-Pistons Verdi.
Recollections of Poland —Mazur .. •• Doppler,
March from the Opera of The Prophet .• •• Meyerbeer
FART 11.

Overture from the Opera Iltea •• •• •• • • Doppler.
Original Hungarian Melody .. •• •• •• J. Kalozdy
Bohemian Polka .. • • •• •• •• . Petruke.
Duo from the Opera Ernani, the Solo in which (arranged
as a Duet) will be performed by Messrs. lloranyi and Verdi.
Bessnak, on the Cornet-a-Piston • • • • ••
Rakoczy's March (two hundred years old.)
PART 111.

Introduction of the Overture, Robert le Diable .. Meyerbeer
Hungarian Melody .. .. • • •• •• •• Egressy,l3.
" Magur Heroic" (Polish Melody) .• •• • • J. Kalozdy
Air from the Opera, Nabucodonozare, the Solo of which
will be performed by Mr. lloranyi, on the Cornet-a- Verdi.
Piston • • • • • • •• •• ••
Kossuth March

Admission-55., Fs., and 2s.
Agent, Mr. Mitchell, Old Bond-street.

.. Muller.

PARLOUR LIBRARY—VoIume LXV., for SEPTEMBER, a Double
Vollime, price Is. Gd. In boards, or 2s. in cloth, containing
A DVE N TURES of an EMIGRANT in
.731. ARC II of a COLONY. An Original Work. By CHARLES
ROWCROFT, author of " Tales of the Colonies," &c.
Simms and M`lntyre, 13, Paternoster-row, London ; and Belfast.
Sold at all the Railway Stations.

TRAVELLERS and VISITORS to the SEA-
COAST would do well to provide themselves with a bottle of
Rowlands' Aqua d'Oro. This fragrant and spirituous perfume re-
freshes and invigorates the system during the heat of summer, and
will be found an essential accompaniment for the opera, the public
assembly, and the promenade. In all cases of excitement, lassitude,
or over exertion, it w.ll prove of great advantage taken as a bever-
age, diluted with water. Price 3s. Gd. per bottle.
ROWLANDS' KALYDOR
will also prove a most refreshing preparation for the complexion,
dispelling the cloud of langour and relaxation, allaying all heat and
i•ritability, and immediately affording the pleasing sensation attend-
ing restored elasticity and healthful state of the skin. Freckles, Tan,
Spots, Pimples, and Disco'orations are effectually prevented and era-
dicated by its application ; and in cases of sunburn, stings of insects,
or incidental inflammation, its virtues are universally acknowledged.
Price 4s. 6d. and 88. Gd. per bottle.
Sold by A. ROWLAND and SONS, 2P, Hatton-garden, London ; and
by Chemists and Perfumers.

REMOVED to No. 9, GREAT WINCHESTER-STREET, OLD
BROAD-STREET, ROYAL EXCHANGE.
CARSON'S ORIGINAL ANTI-CORROSION
PAINT, specially patronised by the British and other Govern-
ments, the Hon. East India Company, the principal Dock Companies,
most Public Bodies, and by the Nobility, Gentry, and Clergy for out-
door work at their country seats. The Anti-Corrosion is particularly
recommended as the most durable out-door Paint ever invented, for
the preservation of every description of Iron, Wood, Stone, Brick,
Compo, Cement, &c., work, as has been proved by the practical test
of upwards of 60 years, and by the numerous (between 50 i and 600)
testimoidals in its favour, and which,: from the rank and station in
society of those who have given them, have never yet 'ken equalled
by anything of the kind hitherto brought before the public notice.
Lists of Colours, Prices, together with a copy of the Testimonials,
will be sent on application to Walter Carson and Son, No. 9, Great
Winchester-street, Old Broad-street, Royal Excha,,ge, London.
No Agents.--All orders are particularly requested to be sent direct.

.13 R. CULVERWELL'S NEW WORKS.
To be had of Sherwood, 23, Paternoster-row ; Carvalho;
147, Fleet-street; Mann, 39, Cornhill ; or direct from the author,
price Ono Shilling each ; by post, Is.
ENJOYMENT OF LIFE.
"Health, Recreation, and rational Use of Time."
CONTENTS:—EarIy Rising—Spring and Summer Mornings—Ex-
irsions about the Environs of London—The Parks, Lanes, Hills,
teorests, Fields, High-roads, and other pleasant places—Country
Prips and Rambles—The Sea—London at Night—Evening. at Homo
—Music—The Drama—On Eating, Drinking, Sleeping, Bathing, Air,
R at, Ease, Occupation, &c., &o.
IrItAGNENTS FROM THE MOUNTAINS. Two Vols.
Vol I.
A VISIT TO THE LAKES; SKETCH OF EDINBURGH, ha.

Vol. 11.
tHE LAKES 01' KILLARNEY; REMINISCENCES OP
DUBLIN, kte.
WHAT TO EAT, DRINK, AND AVOID.
"That three seore years and ten our course may run."
A pspnlar review of almost every form (cause and cure) of ner-
msly-dcbilltated health and enfeebled constitution, that harasses
t young, besets the man of pleasure, business, er study, and em-
b store old age
, with tables and rules for the diet and physical rep-
la ion of every-day life,

THE GREAT EXHIBITION.
(Continued from The Sun of yesterday.)
Messrs. Fairbairn exhibit a locomotive tank engine,
designed with a view to the economical working of a
limited passenger traffic. In order to diminish the
dead weight and obtain:compactness arrangements are
made for carrying the supply of water and fuel upon
the same frame which carries the engine. The total
weight of the engine, including the tank, is thus re-
duced to 12 tons. The tank holds 400 gallons of
water, with a corresponding supply of coke, and the
engine will make a run of 35 miles without any fur-
ther supply. The cylinders are 10 inches diameter
and 15 inches stroke ; the driving wheels 5 feet
diameter, the effective heating surface 415 square
feet, which generates an ample supply of steam with
a consumption of coke of 101 b. per mile.
One of the great disadvantages under which the
management of the passenger traffic on the railways
of the United Kingdom has laboured hitherto is the
disproportionate ratio of the dead weight to the pro-
fitable weight in the passenger carriages, as com-
monly constructed. Thus first-class passenger car-
riages, which will weigh empty from four to five
tons, will generally be incapable of transporting, when
full, more than 18 passengers, without luggage. It
is well known that in America railway carriages are
worked which transport 80 passengers, with very little
more dead weight. An attempt is made to obviate
this great waste of power in a new form of carriage,
exhibited by the North-Western Railway Company.
This vehicle, which was constructed at Wolverton,
besides economising the dead weight, is also so con-
structed as to have greater durability and safety, in
consequence of introducing the use of iron instead of
wood into the framing and body of the carriage. The
sheet iron which is used for the panelling is corru-
gated, which, while it increases the strength, gives
greater external beauty to the outline and appearance
of the vehicle. This carriage is supported by six
wheels of peculiar construction, each wheel being
formed of wrought iron in one solid piece, tire
included, an arrangement which obviously gives
greater security against fracture than the common
mode of constructing the wheels in parts. The
length of the carriage is 40 feet by 8 feet in
width, and it is divided into two first class

bodies, each capable of accommodating eight pas-
sengers, and so lofty that a person of ordinary sta-
ture can stand erect with his hat on. There are five
compartments, each of which accommodates 12 se-
cond class passengers, besides compartments of suffi-
cient magnitude for the luggage of the passengers and
accommodation of the guard. Thus this carriage may
be regarded as a train in itself, capable of conveying
76 passengers, with their luggage and guard, the
total weight of the carriage, without its load, being
only 8i tons.
To convey the same number of passengers with
the carriages at present used on railways would re-
quire a dead weight of from 17 to 18 tons. There
are other features in this important vehicle which
our limits render it impossible to explain, but which
will be observed on examining the vehicle. One of
these is the contrivance for facilitating the motion of
the carriage through curves. We may observe here,
however, that the obstructions and dangers commonly
imputed to curves are greatly exaggerated, as every
one knows who has travelled much on the American
and some foreign railways, where sharp curves are
passed over at great speed without either sensibly in-
creased resistance or greater frequency of accident.
The South-Eastern Company exhibit a still larger
passenger carriages. This vehicle is 44 feet in length
and has a floor of 374 square feet distributed over
eight supporting wheels. It is built upon the prin-
ciple of Adams' patent, and is arranged so as to be
separable into two four-wheeled carriages, which,
however, are so coupled that the combined bodies
form a perfectly rigid frame. Notwithstanding its
great length, provision is made to enable it to pass
freely ov©r curves of the smallest radius known on
the English railways. This is accomplished by an
arrangement which gives a lateral play of some
inches to the wheels in their bearing, so that they
can move right or left independently of the body of
the carriage. By this plan each pair of wheels be-
neath the carriage is at liberty to follow the path of
least friction by incessant lateral divergence, while
the body of the carriage maintains perfect steadiness,
whatever be the speed, by reason of its great length
and width, precisely as a large steamer at sea is
steady while a short one pitches. The load, also,
being distributed uniformly over eight springs, and
not subject to oscillation, the springs are not liable
to be broken by sudden shocks, and may be made
more light and flexible. The advantage claimed for
this species of passenger vehicle, a considerable
number of which, are in process of construc-
tion for the South-Eastern Company, are,
first, economy in tractive power by diminished
friction ; secondly, economy in structure by a dimi-
nution of the ratio of the dead to the profitable
weight ; thirdly, freedom from oscillation ; fourthly,
greater safety in case of collision. The woodwork,
as well as the wheels, is constructed of varnished teak
timber, similar to that used in Dutch shipping. The
body of the vehicle consists of four first class and four
second class compartments, with a compartment for
the guard and luggage. There is thus accommoda-
tion for eighty passengers. The bodies are so con-
trived that they are capable of being uncoupled, so
that the second class may be separated from the first
class, thus resolving the carriage into a four-wheeled
first class and a four-wheeled second class carriage.
It is remarkable that among these attempts to
obtain economy in the structure of railway passen-
ger carriages no attempt is visible—at least among
the carriages which appear in the Exhibition—to
introduce the system of passenger carriages so uni-
versally and successfully adopted in the United
States, and which would appear to be advantage-
ously applicable here—at least for the purpose of
second class vehicles forming parts of trains where
express speeds are not attempted. The American
railway carriage consists of a large body like that of
a London omnibus, but much wider and twice or
thrice the length. The doors of exit and entrance
are at each end, a line of windows being placed at
each side similar to those of an omnibus. Along the
centre of this species of caravan is an alley, or pas-
sage, just wide enough to allow one person to walk
from end to end. On either side of this alley are
seats for the passengers extending crossways. Each
seat accommodates two persons, four sitting in each
row, two at each side of the alley. There are from
fifteen to twenty of these seats, so that the carriage
accommodates from sixty to eighty passengers. In
cold weather a small stove is placed near the centre
of the carriage, the smoke pipe of which passes out
through the roof, and a good lamp is placed at each
end for illumination during the night. The vehicle
is perfectly lighted and warmed. The seats are
cushioned, and their backs, consisting of a simple
padded board, about six inches broad, are so sup-
ported that the passenger may at his pleasure turn
them either way so as to turn his face or his back to
the engine. For the convenience of ladies who
travel unaccompanied by gentlemen, or who other-
wise desire to be apart, a small room, appropriately
furnished, is sometimes attached at the end of the
carriage, admission to which is furbidden to gentlemen.
It will occur at once to the engineer that vehicles
of such extraordinary length would require a railway
absolutely straight; that it would be impossible to
move them through any portion of a line which has
sensible curvation. Curves which would be altogether
inadmissible on any European line are, nevertheless,
admitted into the construction of American railways
without difficulty or hesitation, and through these
the vehicles just described move with the utmost
facility. This is accomplished,by a simple and effec-
tual arrangement : each end of this oblong caravan
is supported on a small four-wheeled railway truck,
on which it rests on a pivot, exactly similar to the

curves at corners of the streets are turned by'causing
the outer wheels of the trucks 'to mu upon their
flanges, so that they become, while passing round the
curve, virtually larger wheels than ,theiPliftr ones.
We have seen, by this means, the largeirrtiii way
carriages enter the depots in Philadelphia, palffmore,
and New York, with as much precision, kaigtfacility
as was exhibited by th,e coaches that ua4to enter the
gateway of the Golden Cross or the Saracen's Head.
The North-Western Company exhibit two speci-
mens of goods waggons on improved principles, con-
structed under a patent obtained by Mr. Henson.
One of these waggons, which appears in the Exhibi-
tion, is made of hard mahogany, with sliding doors
on one side and a sliding roof for about half the
breadth of the waggon, and about one-third of its
leng.h, corresponding to the opening of the doors on
the side, for the purpose of facilitating the loading
and unloading. The sliding doors and roof are se-
cured by means of a peculiar fastening, which locks
the doors and roof at the same time, without a key ;
but the doors cannot be opened without the proper
key. This waggon weighs about four tons and a half,
and is capable of holding six tons of goods, forming
when closed a kind of fire and waterproof warehouse,
and at the same time preserving the goods from
thieves.

The other waggon differs from this in construction
to some extent, being made wider, but with similar
framework, and instead of having wooden panels,
corrugated sheet-iron is used for that purpose, which
is fitted exactly in the rounds and hollows to the
framework inside, and secured thereto by screws,
thus forming a comparatively light and very strong
body. This waggon tv6;c13.1 about 4-tons 2 cwt., and
is capable of conveying 1%; tons of goods, thus saving
a considerable amount of dead weight. From its
superior construction there is every probability that it
will last for a much longer period without requiring
repair than the ordinary goods waggon.
There is also a model of Henson's improved goods
waggon made to a scale of two inches to the foot.
This model is of beautiful workmanship, and includes
the latest improvements of the inventor. The frame •
work is lined or panelled with corrugated sheet iron
of superior quality, which is covered on both sides
with a thin coating of glass which completely pro-
tects the surface of the iron from the weather, and
adheres so closely to it that severe blows will not
break or remove it.

This process of glazing the surface of iron appears
to be a valuable discovery, not only for this purpose,
but for many others, particularly as the expense is
said not to be greater than galvanizing, while it is
believed to be much more durable and never likely to
require painting. The roof of this model is covered
with glazed corrugated iron of the same description as
that forming the panels on the sides and ends of the
waggon.
These waggons are, in fact, movable warehouses.
Besides the engines and vehicles of railway trans-
port, a great variety of improveed arrangements in
railway mechanism of a miscellaneous kind appears in
the Exhibition, many of which are well worthy of at-
tention, and we have only to regret that our limits
compel us to piss without notice many of these in-
teresting and uKful inventions and contrivances.
Mr. J. C. Haddon exhibits specimens of patent
papier mache for the panelling of railway carriages.
This panelling is recommended for cheapness and
durability: The paper panels will not shrink, and
present no grooves to retain water, which rots the
framing.
Mr. D. Harvey exhibits a patent contrivance, by
which the locomotive may be disconnected from
the train whenever it accidentally escapes from the
rails.

Mr. H. Pooley exhibits a weighing machine, by
which the gross weight, and also the pressure of each
separate wheel, of a locomotive can be at once ascer-
tained. Its use is to enable the superintendent engi-
neer to adjust the springs of the engine so as to obtain
the proper amount of tractive power which is con-
sistent with safety from tendency to run off the line
at curves.

Messrs. Sanford and Watson, of Rotherham, ex-
hibit railway wheels, three feet in diameter, of
wrought iron, and welded into one piece. The ma-
nufacture is effected by machinery, and they are
not much more expensive than the common wheel.
Mr. H. Smith, of West Bromwich, near Bir-
mingham, also exhibits solid wrought iron railway
wheels, forged in a single piece, including the tire
and nave, made of various diameters, and adapted for
the leading and trailing wheels of engines and ten-
ders, as well as for carriages and waggons.
Mr. B. Jeffrey, of Gray's Inn, exhibits a railway
tunnel signal, intended to prevent accidents to a
train while in a tunnel from being overtaken by
another train. By this contrivance a large white
disc is displayed by day and a lamp by night, at the
upper end of the tunnel immediately on the train en-
tering, and continues to be displayed until the train
issues at the other end of the tunnel, when it in-
stantly disappears. This is repeated whenever a train
enters or quits a tunnel, and the signal appears and
disappears by self-acting machinery.
Nothing can more strikingly manifest the progress
which has been made in the art of locomotion since
the opening of the Liverpool and Manchester Rail-
way—an interval of scarcely more that 20 years—
than a comparison of the railway mechanism at such
epoch with the railway mechanism as it exists at pre-•
sent, and a retrospect of the
Progress it has undergone
in that interval.

The first rails laid down ork the Liverpool and
Manchester Railway had a forth called fish-bellied
—now out of use—and weighed 351 h. per yard. The
strength of these was, at the time, considered great
to superfluity, and the form was regarded as emi-
nently favourable to their durablity. Experience,
however, soon proved their weight
to be utterly in-
sufficient and their form to be a source of weakness. _

wooden pegs driven into holes bored in the stone
I block, the rail being fixed in the chair by an irpn pin.
These blocks were then supported by transverse
beams of wood called sleepers, which served at once
as a support and a tie to the rails. The timber com •
posing these sleepers being found perishable, its dura-
bility was augmented by impregnating it with cer-
tain saline substances, by which soft wood became as
durable as oak; but it is now proposed to lay aside
this foundation of timber and to substitute for it a
complete cast iron framing.
A model of a railway constructed on such a prin-
ciple is exhibited by Mr. P. W. Barlow, the well-
known engineer. This improved rail has been laid
on a portion of the South-Eastern line. He also ex-
hibits models of supports for points and switches.
The novelty of the rail consists in casting the chair
upon a cast iron plate, which supplies the place of a
wooden sleeper or a stone block. The advantage
claimed for this system over the common method of
constructing railways is greater durability and an
increased number of chairs or points of support, which
being planed true to line and level, afford a means of
obtaining greater accuracy in the construction of the
road.
A great variety of contrivances are presented
in the Exhibition, the object of which is to give
increased security to railway travelling, by pro-
viding against the effects of collision and other ca-
sualties.
Mr. E. Cheshire exhibiti a contrivance for les'seen-
ing the danger of egilision on railways. This object
is proposed to be attainad by fußpnclipg_under the
centre of every carriage a. a tl°o', 111 TO* or tube,
with an expanding head at each end, called
a "safety buffer," and moving, when acted upon, in
a longitudinal direction ; and also by attaching at the
hinder end of the train a strong van with a low centre
of gravity, for the purpose of receiving the first shock
of a collision, should it take place from behind; the
tender being made to answer a similar purpose should
the collision occur at the front. The force of the
shock will throw the " safety buffers" into one con-
tinuous inflexible rod, by means of which its force
will be transmitted to the opposite end, so as to pro-
tect the intermediate carriages.
Mr. W. N. Crips exhibits a model locomotive ten-
der and carriage for reducing the danger of collision
on railways, and for affording refuge to the engine-
driver and stoker. The novelty of the invention
consists in the construction of a carriage with longi-
tudinal tubular beams and rods, in lieu of the solid
timber or iron beams at present used, and in the ar-
rangement of elliptical springs, forming together an
expanding and collapsing carriage, capable of sus-
taining an immense shock without receiving injury.
Any description of body may be placed on the car-
riage, and a portion of the arrangement of springs is
so designed as to be capable of being adapted to the
form of every carriage in present use. It is consi-
dered that a train so fitted would suffer but little in-
jury from shocks from front or rear.
M. C. Chabot exhibits models of three railway car-
riages, showing the application of a self-acting break,
by means of which a train in motien can be stopped
without shock and without wear and tear of the
wheels or rails. The breaking power is communi-
cated to each carriage in succession through the train.
He also exhibits the application of locked buffers,
by means of which oscillation is diminished and the
concussion occasioned by collision received upon the
line of buffer rods, instead of being spent upon the
carriage frames.
Mr. W. Hatherley exhibits a contrivance to enable
passengers to communicate at all times with the
drivers and guards. This contrivance consists of a
cylindrical tube or casing to be fixed to the top of
each carriage. When the casing is opened a lamp
secured by a spring lock, which remains covered
until it is required to give the signal, when by means
of a bell pull suspended in each, the spring lock is
withdrawn and the lamp forced up so as to be ren-
dered visible to the guard and engine driver.
Mr. George Gray, of Birmingham, exhibits a
guard's van with a break of great force and intense
effect, having a direct communication between the
guard and the engine, and acting only on the road
when it has a surface of friction of 15 feet, that of
the common breaks having only four :inches. The
inventor claims that this break will stop a train
within one quarter of the distance required at
present.

Although these expedients, having for their object
the increased safety of railway travelling, are en-
titled to all praise and encouragement, the great
source of security to the railway traveller must
depend on the managers of the railways themselves.
While, however, no exertion should be spared to
stimulate the directors of railways to a proper vi-
gilance, it is right that the public fears should not be
exaggerated, and that the real amount of risk in
railway travelling should be known.—Morning
Paper.

(To be continued.)

RAILWAY INTELLIGENCE.
GREAT NORTHERN.

The weight of the rails now laid down on many of
:he railways which carry the greatest traffic amounts
:o from 801 b. to 901 b. per yard.

The changes which have been applied in the form
and weight of the rails laid down upon the railways,
showing the varieties of their section and weight,
are illustrated in the Exhibition by an interesting
collection of specimens, and some remarkable rails
are exhibited rolled in single pieces of extraordinary
length.
It may not be uninteresting here briefly to explain
the manner in which these prodigious railway bars
are fabricated. The iron, being softened by heat in
large masses, is first reduced under the hammer into
pieces of a certain length. These are successively
placed between iron rollers, the surfaces of which
are cut to the form intended to be given to the rails.
The incandescent iron, having the softness of wax,
and being introduced at one end between these rollers,
is drawn through them and reduced by their pressure
to the desired form.

The first engine placed upon the Liverpool and
Manchester Railway weighed, with its tender, 7f
tons. There are now several engines which, with
their tenders, exceed 60 tons, and at the beginning of
last year there were in the service of a single company
not less than 36 engines, having the average weight,
tenders included, of 40 tons:
The carriages have undergone a corresponding in-
crease. The first carriages placed upon the railways
weighed about three tons; some of those now in use
are very little short of double that.
The quantity of the traffic and the speed of the
trains since the opening of the railways has gradually
increased far beyond any limit which had entered
into the contemplation of the engineers who pro-
jected and constructed these lines of communica-
tion. Thus, in 1831, the average speed of the rail-
way passenger trains was 17 miles an hour ; it was
gradually increased until, in 1848, it attained 30 miles
an hour. The speed of the fast trains in 1831 on
the London and Manchester Railway was 24 miles
an hour ; in 1848 their average speed on the Grand
Junction and London and Birmingham was 50 miles
an hour.
In 1831 the number of trains per day which ar-
rived at and departed from the Stafford station on
the Grand Junction line was 14 ; in 1848 it was 38.
The number of trains per day which arrived at
and departed from the Euston-square station of the
Birmingham line in 1837 was 19; in 1848 it was
44 ; and at present the number is still greater. In
1831 the number of trains arriving at and departing
from the Liverpool terminus was 26 ; in 1848 it was
90; and is now above 100.
A corresponding increase has taken place in the
weight of the trains. In 1831 the average weight
of a passenger train, tender and engine included, was
18 tons; in 1848 the average weight of the engine
and tender alone was considerably above 20 tons,
and the average weight of the passenger trains, en-
gine and tender excluded, 75 tons. In 1831 the
average weight of a goods train, tender and engine
included, was 52 tons ; in 1818 it was about 170
tons.
Thus the number of trains for some of the principal
railways has increased 150, on others 250, per cent. ;
the weight of the engines has been increased 114 per
cent., the weight of the carriages 30 per cent., the
average speed 90 per cent., and the average weight
of the trains 350 per cent. _
The road structure has undergone corresponding
changes. The mode originally adopted for support-
ing the rails was upon squctre blocks of stone, mea-
suring two feet in the side and one foot in depth,
upon which a cast iron chair was fastened with

THE PASSIONS.
" What passions hart the body—what iMproTes
Truths as refined as Athens ever heard."
g :taxer : -Life's pilgrimage, from infancy to old age. The advent
of the passions. Chastity and its infringements. The casualties of
licentiousness and dissipation, with illustrations, graphic, narrative,
aid regnediative. Advocacy of early marriages.;
V.
THE MARRIAGE STATE.
" To be or not to be, that is the question."
nt.)olADitta:—Laws and obligations of nature, society, and re-
marriage, to be observed by either sex. Time and
Ill'oioien regard
trdinbotg
h sides, as to age, temperament, complexion, and
ti ore, to secure healthy offspring, with the art of rearing them.
Physical defectiveness and its removal. Sterility and its conversion.
cuLvERITELL, M.D. (1841), M.R.C.S. (1827), L.S.A.
Rrears "4 ndical and Forensic Rnferee in these
(t 34
matters. Reception hours
Regent-stre daily till Five. Evenings, Seven till
Nine. 10, Argyll-place,

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MELANCHOLY CIRCUMSTANCE. —On Wednesdey
evening three labouring men were drinking at the White
Lion Inn, Deerhurst. One of them, a reaper, who passed by
the name of " Isaac," went out into the yard and fell down.
He was carried into the stable and placed upon some straw.
The other two men went and slept by his side until five
o'clock in the morning ; when they attempted to wake
their comrade they found that he was dead and cold. It
is presumed that ho died from suffocation.— Worcester
Chronicle.

The tenth half-yearly meeting of this company was
held yesterday at the London Tavern. Edmund De-
nison, , M.P. in the chair. The meeting was
originally called forj Thursday, the 28th, but in con-
sequence of her Majesty having signified her intention
of proceeding by the company's line en route to Scot-
land, the day was altered from Thursday last to
Tuesday, and notice of the alteration was given to
each of the shareholders of the company.
The SECRETARY having read the advertisement
calling the meeting, and the notice altering the day
of meeting the report was taken as read.
The CHAIRMAN said that he presumed they would
admit that the gracious command of her Majesty to
proceed by their line would be a sufficient excuse for
altering the day of meeting. During the past six
months public opinion had decidedly set in in favour
of their line, and he hoped that her Majesty's selection
would restore to Huntingdon, York, and other towns
on the old road from London to Scotland, their old
traffic. It was gratifying to the directors to find that
the affairs of the company were prosperous, and pro-
mised to continue to be so. Their suceess had been
great, and their future prospects most cheering, and by
steadiness and forbearance he had no doubt whatever
that they would arrive at a satisfactory and remunerat-
ing issue. They did not come forward on that occasion
to ask them precipitately to adopt the report, which
he was prepared to believe would illicit discussion,
and that they might be all prepared to give it their
mature consideration, it had been circulated, before
they entered the meeting, amongst the shareholders.
The balance of 108,0881. 7s. 2d. left over from the
last half-year, was cleared away during the present
half-year, and the surplus of 47,0001. would be entirely
consumed by the dividend of la per cent. which they
proposed. The dividend was a small one, but they
considered it better to make a beginning, and he was
disposed to think, under the circumstances, as it was
the first, it would be regarded as reasonable. The
directors were of opinion that no balance should be
left for contingencies, and that every half-year should
take care of itself. They had been driven to the pain-
ful necessity of asking permission to raise an addi-
tional capital ; and the report which bad been circu-
lated explained the mode in which they proposed to
raise it. It was intended to issue preference shares
to the shareholders of 121. each, at five per cent., with
a power reserved to the company to redeem them,
paying the holders ten per cent. The next subject
which he would touch upon was that of the compe-
tition going on between the London and North-Wes-
tern and Midland and this company. He humbly sub-
mitted that the line which the directors had pursued
was one of prudence as regarded the interests of the
shareholders, and of fairness as regarded the compa-
nies he had named ; or rather, he should say, the
North-Western, for they pulled the strings, and the
Midland had no independence whatever. On the 16th
of February last the Great Northern submitted a pro-
position to the North-Western and Midland, to ob-
viate the necessity of running duplicate trains, and to
prevent a ruinous competition. The course on that
occasion was prudent as regarded them and fair to-
wards the other parties. That proposal, however, was
not accepted, and which would have prevented the in-
fliction they wished to avert. On the 19th March,
1851, a correspondence was entered into, and then it
was proposed to modify tne original proposals by in-
troducing other places than those originally contem-
plated, namely, York, Leeds, Wakefield, Doecester,
Sheffield, and Lincoln, the six towns first contem-
plated. To that proposition no answer was returned
until the 19th of March. After some negotiations,
as it was clear the companies could not come to an
understanding, it was eventually agreed that the
share of the traffic to six towns named should be re-
ceived by each company, and should be fixed by the
Right Honourable William E. Gladstone. That
agreement was made on the 2d of April, and it was
found that the other parties would not proceed until
June, when they wished to introduce other towns
which ware not included in the original agreement ;
and which, if included,. would deprive the Great
Northern of a share of the traffic to those additional
towns which were much nearer to the Great Northern
line than the lines of either of the other companies.
Although the Railway Clauses Consolidation Act
gave power to one company to run carriages over the
line of another company, that power was inoperative,
because no power was given to use the water and the
stations of the other compa,Dies. she case YIP laid

expedient by which the forewheels of a carriage
sustain the perch. These railway carriages have, in
fact, two perches, on at each end ; but instead of
resting on two heels, each of them rests on four.
The vehicle has, therefore, the facility of changing
the directions of its motion at each end, and in
moving through a curve one of the trucks will be
in one part of the curve while the other is at
another, the length of the body of the carriage
forming the cord of the intermediate arc.
For the purposes they are designed to answer these
carriages present many advantages. The simplicity,
of the structure renders the expense of their con-
struction incomparably less than that of any class of
carriages on an European railway; but a still greater
source of saving is apparent in their operation. The
proportion of the dead weight to the profitable
load is far less than in the first or second class car-
ridges, or even the third class, on the English rail-
ways, It is quite true that these carriages do not
offer to the wealthy traveller all the luxurious accom-
modation which he finds in our best first class car-
riages, hut they afford every necessary convenience
and comfort.
In several of the principal American cities, the
railways are continued to the very centre of the town,
following the windings of the streets, and turning
without difficulty the sharpest corners. The locomo-
tive station, is, however, always in the suburbs.
Having arrived there, the engine is detached frog
the train, and horses are yoked to the carriages, by
which they are drawn to the passenger depot, usually
established at some central situation. Four horses are
attached to each of these oblong cUriagm The sharp

The dividend declared at the meeting of the Ge-
neral Steam Navigation Company, held yesterday afternoon,
was at the rate of ten per cent. per annum, and the report and
accoiwt were as usual adopted.

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before the Hon. Mr. Gladstone by Mr. Barber and
Mr. Swift, but the negotiation was protracted from
time to time, and finally it was arranged to be on the
original proposal of the 31st July. The case was
themt
in abeyance, Mr. Gladstone not yet having made his
report. They said they might name the fares and
they would adhere to them. They would charge as
high as they did, but they would nut charge less. On
the' 10th July their competitors reduced their rates,
wtohernai-se the
agreement
to
a ren was that be the
same. The rates from Wakefield to London were
redifeed from 15s. to 10s. and ss. Now, he wished
Although
the competition was most ruinous, dan , as Mr.
Glyn •said, „meet foolish, still it was the fault
of the her companies that the ruinous corn-
petitivits maintained, and not the fault of
the Gieat Northern. He had said both to Mr.
Glyn acid Mr. Ellis that they should name the fares,
and they. (the Great Northern) would keep them,
The next point was with regard to the Bradford rates.
He would, adp. reference to that, read an extract from
the Lainutesirft the company, which was as follows :
" The bard would again call the attention of the
,L6isdOn ancr North-Western and Midland joint com-
mittee to the fact that as Mr. Gladstone has under-
taken the division of the traffic of the six towns re-
. ferred to him, the companies as to these have no inte-
rest in competing for traffic, and that the continued
reduction of fares is a direct loss to the London and
North-Western and Midland Companies, and this
hooard again submits for their consideration the impo-
licy of the present course—Resolved "that this board
ettiheres to the resolution of the 29th ult., with refer-
ence to the traffic of places from which the Great Nor-
thern Company is excluded under the hostile treaties
of the London and North-Western Company." The
Honourable Gentleman then read extracts from the
correspondence which passed between the Great
Northern and the other companies, to show that
all the delay was occasioned by the North-
Western and Midland. They had done all they could
to bring about an amicable arrangement, but he had
been unsuccessful. He had to complain of the lan-
guage used by Mr. Glyn to his shareholders the
other day, and which was calculated to throw odium
on them. Mr. Glyn saw that he had recommended a
settlement of their differences without mention-
ing that he (the Chairman) had also strongly
recommended a settlement. In his speech Mr. Glyn
recommended the shareholders to keep a large sum in
reserve for the avowed purpose of fighting the battle
against other companies. That, he thought, was a
most improper and threatening state of things, and
showed' the animus of the North-Western, and as
long as-he was Chairman of the Great Northern, he
would never give way to such threats. He concluded
by saying that their success was tolerably certain ;
but at the same time they must have patience, for now
that the old lines were in open hostility against them
they must be prepared to encounter the consequences;
but they were, notwithstanding, justified in believing
that their property was sound, and that success and
prosperity were ahead. He begged to move the adop-
tion of the report, and that it be printed and circula-
ted among the proprietors.
Mr. HERIPATII, jun., proposed to move an amend-
ment to the adoption of the report, that the paragraph
referring to the East Anglian agreement, should be
struck out, which was as follows :—" The Great
Northern have also commenced working from Peter-
borough to Wisbeach ; and over the East Anglian
lines from Wisbeach to Dereham. The Eastern
Counties Company, in contravention of their agree-
ment with the Great Northern, as well as against the
rights of the East Anglian Company, secured by Act
of Parliament, have shut up the points of junction
between the Eastern Counties line and the East An-
glian line at Wisbeach, in consequence of which the
passengers and traffic have to be transferred from
train to train by omnibus about half a mile, and
great loss and inconvenience are occasioned, as well
to the public as to the companies. The directors have
been, therefore, obliged to institute proceedings,
which are still pending." The adoption of this agree.
ment would impose upon them a burthen of 25,0001.
He opposed this arrangement on three grounds.
First, that it was bad in principle; secondly, that
it was bad in law ; and, thirdly, that it
was bad in commercial policy. It was bad
in principle, because the directors might
enter into the same engagements with any
other company. In fact, there was no limit to their
power. He had great confidence in the present
board, but it was ton much power to invest in any
future board. At the last meeting of the shareholders
no allusion was made to this agreement. The great
body of the shareholders knew nothing about it, and
now they were told they could not disturb it, and
this was a case in which 15,000/. a year was gua-
ranteed for the working of the line. It was also bad
in law, and for this opinion he had the authority of a
decision of Lord Cranworth, in the case of the
Oxford, Worcester, and Wolverhampton Railway. In
delivering his judgment, his Lordrhip said that one
company had no power to delegate to another powers
with which they were invested by an Act of Parlia-
ment, without the sanction of another Act of the
Legislature to enable them to do so, and this was
precisely the case with regard to the East Anglian
agreement.
A SHAREHOLDER observed that it was useless to
argue the legality of the agreement, as that was not a
tribunal competent to decide it. He therefore con-
ceived that the Hon. Proprietor was out of order.
The CHAIRMAN said it was a waste of time to argue
the question of law, because it could not be decided
by that meeting.
Mr. HERAPATH resumed. He would not press
that point further, and would proceed to the question
of the policy of the transaction. He objected to it in
that view, on the ground that the directors ought nut
to enter leases without the consent of the share-
holders. They had now three guaranteed lines to
pay—the Royston and Hitchin, the East Lincoln, and
the East Anglian. On the East Lincoln they would
lose 23,000/. ; on the Royston and Hitchin 10,6001. ;
and the East Anglian 25,608/. a year. He then
went into a calculation to verify this statement, and
concluded by moving an amendment to the effect, that
the paragraph relating to the agreement should be ex-
punged from the report.
Mr. DAY seconded the motion.
Mr. BAITES believed that the bargain made with
the East Anglian Company was the best bargain
that any company had ever made with another, The
East Anglian was a most efficient line, was cheaply
worked, and when the resources of the district
through which it run were fully developed, it would
be found to be the best line in the kingdom.
The Rev. Mr. HUNT said he had taken shares in
other companies, by which he had lost considerable
sums, and he attributed the want of success in these
cases from hanging guarantees around their necks,
and the same would be the result in this case, by
adopting the same policy. They ought to get rid of
the agreement.
Mr. HUGHES remarked that no practical result
could arise from adopting the resolution, because they
could not get rid of it. The case was concluded by
their Act.

Mr. BARNETT thought the agreement was sanc-
tioned at the last general meeting. He wished to know
how many shares the gentleman who proposed this
resolution held,in the company—(Marks of dissent)—
and he put that question, which he considered he bad
a right to do.
The CISAIRMAN said the Hon. Proprietor had an un-
doubted right to put that question. It was competent
for any shareholder to ask the name and the number
of shares held by any gentleman who interfered in
the proceedings of the company. That was legitimate,
the advantageof which hewould illustrate by reference
to the House of Commons. There could be no doubt
that a Dlember of Parliament who represented a large
constituency would have more attention than one who
represented a small borough, in consequence of the
greater interests which he represented. With regard
to the other question, that the shareholders had been
taken by surprise with regard to the East Anglian
agreement, he had to observe that it was embodied in
the report—that it was fully discussed at the meet-
ing, and adopted by the shareholders. He would at
him whether, after that decision, it would be COD
sistent on their part now to throw it over ?There
could be no doubt that many parties hadit
made
that
vious arrangements, acting upon the
faith de
considered
agreement, and it would not
fair to them to set it aside.
legality of the agreement, he Witahheonly
regard t t o
referthe
had
taken upon
to the opinion which the directorshi
signed by three
that point, and which
eminent lawyers, Messrs. I_Vs'ig'arsams, Molt, and Miller,
We have perused the
and which was as
agreement, and wiftolliloariewgaa:ord to the question on which
to g legality of the cove-
our opinion is asked,
mint for the payment of 1.5,0001. a year to the EastAnglian
v, e are of opinion that, as the
isCo°lllbPeapag
aid o wut of..
lines,
thetolls arisin from the
money
traffic of the East Anglianth e arrangement
comes within the 87 th section of the Railway
Clauses Act, and is binding on the Great Northern
line."
Mr. HERAPATH—But the case was not fairly stated.
The money does not arise wholly out of tolls, as may
be seen by the terms of the agreement.
The CHAIRMAN—The agreement was placed before
them, and they gave that opinion. He would ask,
was it reasonable under these circumstances to attempt

-~
~~-~`~~

ST 74 -rrte

. .~

to reject it ? He was not competent to decide upon
the question of law, and was bound to abide by the
opinion of these eminent lawyers. 'With regard to
the policy of the transaction, however, he felt that he
was responsible. He thought it was a good bargain,
as they paid so little for the use of the line. In fact,
the terms of the agreement were fair and liberal for
. both parties. How did the case stand ? They were
blocked up on the east and west, and had no vent for
their traffic, but by this arrangement they were en..
abled to let out the traffic of the line, and in that
view he considered it a prudent measure. One word
in reply to the Rev. Gentleman. It was no wonder,
'after the losses he had sustained, he should wish the
directors should be careful in making their agree-
erinents. He could assure him that none of the direc-
lora had shares in those lines that were sold, as had
been the case in other companies. The Rev. Gentle-
man would understand what he meant. Now he
would ask the meeting were not the directors entitled
to exercise their discretion in the matter ? The
transaction was fully considered ,at the board, and
they had come to-the decision that it was for the in-
terest of the company to adopt,it. Mr. lierapath was
quite justified in referring to.other guarantees, which
were injudicious, and should in future be avoided.
The East Lincoln had 4 percent. guaranteed, and
the Royston and Hitchin 6 per cent. That might
not be so advantageous as they -would secure now.
Then they were anxious to get into Cambridge,
and, in fact, they were for their own interest to
go there by Royston. The Eastern Counties op-
posed this, sled they to counteract -that, put on
,coaches to Shepreth. Railways were highways, and
' were open to the public, who had a right to be ac-
commodated, and they were determined to stand
to the policy of Parliament, which bad declared
that right to exist. They were determined to go
to Carn hridge.—(Hear, hear.) Then with regard to the
navigation,. upon which it Blight be said a. loss bad
been sustained, but which was not so great as it
appeared.—(Hear, hear.) The guarantee was no
doubt great, but 'the 'parties engaged to find the
land, for 'Which they had to pay 150,0001., upon
which =runt but for that arrangement, the company
would have to pay interest for the purchase. Taking
the
_whole question of guarantees into view, he did
4-;,tate to say he was averse to them, but they
were taken at a time when the general opinion was,
that railways would realize 10 per cent., instead of
what was the case, 3or 4 per cent. The experi-
ence they had obtained from the. past upon this
point should sere for them as a guide for the future.
—(Hear, hear.) In truth, however, they were more
lightly burthened with guarantees than other trunk
lines. He felt confident therewas
not any line in
the kingdom more likely to rise in value and im-
portance, forming as it would a trunk line from
north to south.

The Rev. Mr. HUNT wished to know why the
chairman had not answered his question, which he
contended required explanation, namely—why the
opinion of the shareholders had not been taken be-
fore the agreement was entered into?
The CHAIRMAN—Because they were not bound to
call a special meeting for the purpose, and that it was
brought forward in the next half-yearly report. They
had done nothing behind their backs, and never
would.
Mr. TRIMMING inquired whether the legal opinion
quoted by the chairman referred to the whole agree-
ment, or merely to the legality of the payment of
15,0001. a year to the East Anglian Company ?
The CHAIRMAN said counsel bad the agreement be-
fore them, upon which their opinion was formed, and
he should conclude that it referred to the agreement
as an entire document.

Mr. TRIMMING wished to know whether there would
be any objection to give a copy of the case submitted
to counsel, and their opinion thereon, upon payment
of the expense of making the copy ? He asked the
question in case he or any other shareholder might
consider it proper to adopt any measure with reference
to it.

The CHAIRMAN said he thought before they gave
a document which might be used against them, they
ought to know whether the party who sought it held
shares in another company in competition with them,
and which might influence him to give advice contrary
to their interests. If any gentleman held shares in
another company he was bound in honour to discard
any bias on that account and to look solely to the in-
terests of that company. He thought they ought to
be cautious in taking advice from parties so circum-
stanced. He did not apply these remarks to Mr.
Herapath, or to the gentleman who bad put the ques-
tion, but threw them out as a general suggestion for
their consideration.

Mr. GitovEs inquired whether they had offered
more for the line than the South Yorkshire ?

The CHAIRMAN said they had. The chairman of
the Eastern Counties had offered more for the East
Anglian than they had, and when they considered
how competent that gentleman was to estimate the
value of the line ; it was a fair criterion for them to
judge of the importance of the acquisition it was to
the Great Northern.

Mr. SUKER expressed great dissatisfaction at the
policy of the E ist Anglian agreement.
The CHAIRMAN then put the amendment to the
meeting, and upon a show of hands it was negatived,
there being but three in favour of it.

Mr. llEitapazu said he considered the matter of so
much importance, that he should demand a poll.
Mr. linofins then proposed a resolution, to the
effect that it was the opinion of this meeting that the
directors should not in future enter into agreements
with other companies without the previous sanction
of the shareholders.
Mr. TRIMMING seconded the resolution.
Mr. DicKsoN opposed the motion, which he re-
garded as a censure upon the directors, and on that
ground ought not to be adopted.
The CHAIRMAN then took the sense of the meeting
upon the motion, and upon the show of hands it was
rejected, there being but five in favour of it.
The CHAIRMAN then put the original motion,
"That the report of the directors be adopted, printed,
and circulated amongst the proprietors," which was
unanimously agreed to.
The CHAIRMAN then proposed the following reso-
lutions seriatim :—" That a dividend be, and is hereby
declared, at the rate of 1/. 10s. per cent. per annum,
upon the Original Great Northern Stock; and of 3/.
per cent. per annum upon the 13 Great Northern
Stock, as guaranteed by the A Stock."—Agreed to.
" That to raise the 750,0001. capital, as authorised
by' The Great Northern Railway Act, No. 1, 1851,'
there be issued at par, rateably to the proprietors re-
gistered in the books of the company, on this date,
upon the terms and conditions recommended in the
report of the directors, 60,000 five per cent. prefer-
ence shares, of 12/. 10s. each, redeemable by the com-
pany at any period on six months' notice, at a pre-
mium of 10 per cent. ; and that any shares not ac-
cepted by the proprietors be disposed of in the dis-
cretion of the directors."—Agreed to.
That the directors be, and hereby are, empowered
to borrow under the provisions of the several Acts re-
lating to the company, the various amounts of loans
thereby authorised, and which are not already raised.
—Agreed to.
The CHAIRMAN then proposed the following reso-
lution That the salary of the secretary be 8001.
per annum, and be included in the arrangement for
contingent increase, adopted by the directors with
reference to the other officers." Ile said they bad
made some revision of the salaries, but they thought
that the scale now fixed should remain as they stood
as long as the dividend paid to the shareholders re-
mained at three per cent., but they considered it a g
principle that they should be increased rateablys ot
he
dividend increased. It was a great object give
un-
dertaking to have efficient officers, and
ibis in
would
promoting the
those of this company an interest in P everay
welfare of the undertaking.
a
On putting the resolution, several
asrheadreghroeladtelrys ex-
pressed their dissent, and many pPe
cited at the proposition.
aopwprporvoepdoaaend.d
3
d decided"'a that the salary of
The CHAIRMAN said the propaopspaleindteiddnboot originate
with him. A committee consider
the scale of salaries,
washon
the secretary should abtneh
ei ndcirreeacatt
This was reported to d
h always been of opinion that a
oTn
hs ieb
case
ai ts ye
wd
confirmed it. Ile -a.
t entitled to a large salary, because
secretary
de-
volved upon require of
the i
as
diflii
different
ihe
reaedirectors
with
etseti nshde:i
adomnf theirdahmanagers
hs
ai gsodewpruonstsyoi
position
ihroeedtli
discretion.
n.pi
on t
f
were frequently
locomo-
tivecalled to act upon their own responsibility, And traffic departments,. who
and to
exercise their own discretion. Still, he thought they
ought to agree to this resolution. It was not given
from any personal consideration for the secretary, but
on the ground that it was a fair remuneration for the
office.

The proposal provoked considerable excitement,
and when a show of hands was taken, and the Chair-
man declared the majority was in favour of the reso-
lution, a large number of the shareholders were dis-
satisfied with the decision. After a scene of consi-
derable excitement, the meeting divided in
8 formal
[canner, tellers being appointeo,when there appear
For the resolution ....... ••••• • • ''• 10099
Against it .. • • •• • • ..
—1
Mejority
a 011, havg
de-
cided that they were precluded from a
A poll was then demanded, . ........ . AIR MAN
ppointment of
consented to take the division by the p
tellers.
HERAPATII then forward, and stated that
camed
he would not persevere in
emending a poll on his
amendment.
separated.
and directors, and the meeting
A vote of thanks was then passed to the Chairman

The notorious murderer, the cure Gothland, nearly
effected his escape from the galleys at Rochefort the other
day, He had contrived to possess himself of a priest's cos-
tume, but was discovered before he had quite finished
drezoiiag.