The Sun.
London, England, 1845-08-23 00:00:00

SC() am LINES.

EDINBURGH AND IIAWICK.-A special general meet-
ing of the Proprietors was held an Monday, at Gihts's
Royal Hotel, Edinburgh, Mr. J. L•airmouth, of Dean,
in the chair, wham on the mation of the chairman, se
Bonded by Sir James Forrest, a requisition concurring
in the sale of the line to the North British Railway
Company, was carried unanimously. The chairman
5.11,1 the holders ofshares of the Hawick :"Ine would now
become ho ders in the North British, the former being
hereafter an integral part of the latter. Ho might
mention that it was intended to form the line all the
way to Carlisle, and that there was the prospect of ar-
rangements being made with two of the principal pro-
prietors in the district of the country through which the
lime to that town would pass, by which arrangement the
formation of the line all the way to Carlisle would be
proceeded with previous to obtaining an Aet of Par-
liament. He trusted they would arrive at Carlisle as
soon as the Caledonian line, and by that means
keep the tra,ffie in this district of the Country
on their owa line. People would tako ad-
vantage of the Hawick line in preference to the
Caledonian Railway, as the country was much more popu-
lous, m re beautiral, and in every respect much more
attractive. M... Millar. the engineer, was desirous that
the Company should get possession of the land as soon
as possible, in order that the inure expensive und tedious
portion of the line might immediately be proceeded
with, so that within a year of obtaining an Act of Par-
liament, the hue might be open for traffic for the whole

distance from Edinburgh to Carlisle.—(Hear, hear.)
The line from Dalhousie Mains, southward, had already
been staked off, and as contracts had been entered into,
the works would forthwith be commenced.

NORTH BRlTlSH.—Subequently a meeting of Pro
prietors in this line was held, when a res'2l:..inn*oi
transference of the llawick line was agreed to, together
with resolutions withorising the Directors to raise
400,0001., by the issue of 32,000 new shares, to be divided
amongst North British holders—one share for every 251
share.

ABERDEEN.--On Monday a meeting was held at Mont-
rose, when resolutions were passed requesting the
Aberdeen Company to delay for a short time the exeeu.
of their plan of entering the town by the east,
being satisfied that, by a mutual arrangement, a line far
more natural, shorter, and less expensive, may he de-
termined on, without detriment or prejudice to the
interest of the company, avoiding numerous level cross-
ings, the links to the dock, the house of refuge, and the
race-course.

GLASGOW AND AYR, BARRHEAD AND GLASGOW, AND
ARDROSSAN LINES.—The proposal for an amalgamation
of the above lines, which was broken off some time ago,
has been again revived, and is likely to be brought to a
favourable termination. The amalgamation of these
railways would be mutually beneficial, as it would lead
to a lame saving in the management. The united lines
would a the most profitable in the kingdom.—Ghsgow
Chronicle.

IRISH LINES.
DUNDALK AND ENNISKILLEN.

DUBLIN, Atm. 20.—Yesterday the first meeting of
this Company was held at their offices in Talbot-street,
in pursuance of the Companies Clauses Consolidation
Act.

G. HOYTE, Esq., who presided as chairman, stated that
the meeting shoul•i be attended by proprietors holding
at least one-twentieth part of the Company's shares. Ile
regretted that representatives of the necessary amount
of capital were not present, so that in point of fact the
meeting was not legally constituted to do that which the
Act of Parliament directed them to perform. The Di-
r-ctors, however, were most anxious to afford the
Proprietors every information in their power ; and they
had prepared a report on the state of the concern,
which, together, with Sir John Macneill's report,
relative to the engineering department of the line,
should be read. Constituted as the meeting was, they
could not transact the business contemplated by the
Act cf Parliament, which was of an unimportant nature,
so far as regarded the stability of the Company, namely,
the salaries to be paid to the Directors and secretary,
and the appointment of auditors to audit the Company's
accounts.

Mr. G. V. PORTER asked the solicitor how many
shares he thought were represented at the meeting?
Mr. KANE replied that there were representatives of
478 shares in attendance, and the Act of Parliament
required that there should be 750.
After some conversation relative to the shortness of
time allowed by the Companies Clauses Act for the in-
dispensable preliminary arrangements,
Mr. KANE, solicitor of the Company, read the report
from the Board of Directors, in which they "con-
fidently anticipate that the total outlay for legal,
engineering, and parliamentary expenses to the
time of the passing of the Act, will be co-
vered by the sum o!' 13,0001., an amount which,
considering the circumstances under which the Act
was obtained, and the late period of commencing the
preparations for Parliament, is more moderate than
might have been anticipated." The report proceeds,
"In the progress of the Bill through Parliament, an ar-
rangement was made, at the suggestion of the Parlia-
mentary Committee, with the Newry and Enniskillen
Company, regarding the competing portion of the
two lines which run from Clones to Enniskillen,
by which the construction of that part is to be executed
by the Newry and Enniskillen Company, who are bound
by the terms of their Act to complete it within three
years, and on its completion this Company is to pay one-
half its cost, and to become joint proprietors, paying half
the expense of maintmanee, &c , thus having the free use
of the line for the whole of their traffic for an outlay equal
to only one half its cost. Your Directors consider that, in
every point of vie w,this arrangement is a very advantageous
one for this Company. Sir John Macneill, the Company's
engineer, is proceeding with great expedition in the
detailed survey of the line in order to the purchase of
the land ; and by his report it appears that the expense
of construction will in many instances be considerably
less than the estimate made from the former surveys for
Parliament." Ihe report concludes by stating that the
works will be urged with great expedition, and it is ex
pected that the whole may be completed for public traffic
in 18 months from the time that the contracts are made.
On account of the legal impediment referred to, the
report could not be formally adopted at this meeting,
but several shareholders expressed themselves highly
satisfied with its contents.

Mr. KANE also read the report of the engineer, Sir
John Macneill, who says—" I have no hesitation whatever
in stating that the line may be completed and opened under
my original estimate. The experience I have had in
such undertakings, and the fact of more than eighty mile-,
of the Great Southern and Western Railway havir-4:be„
lately contracted for considerably under Itiy Parlia-
mentary estimate, justifies me in giviLg this opinion,
the accuracy of which the shareholders and the public
will soon be able to test, fe,r I am in expectation
of having all the plans specifications of the two
first contracts rea lay the end of this month, so
as to advertise for tenders ; and as the Earl of Roden
has been mot;i, liberal in the arrangement made
with him for the purchase of the land required fur
the railway and the terminus and station at Dundalk."
In conclusion, Sir John Nlacneill says :—" The large
.steamers plying between Liverpool, Glasgow, and Dun-
dalk now come up close to the quays, and will he
enabled, as soon as the railway is comp!eted, to load and
unload to and from the railway carriages without a
second transhipment ; and when it is considered that
the west coast of Ireland will be thus brought within
three hours or three hour; and a half of the
eastern part, and within fifteen or sixteen. hours
of Liverpool, it is, I think, is fair presumption that a
railway which will effect such an object must prove re-
munerative to the shareholders, more especially if con-
structed cheaply-, and worked economically, which I have
no doubt will b• the case in this insta•.ce. Besides the
line from Enniskillen to Sligo, I have surveyed another
line from Ballybay to Cavan, which is also about to
be undertaken by an influential and powerful Company
(the North Midland), and which will also prove a
most beneficial feeder or branch to the Dundalk and
Enniskillen Railway, as it will ope❑ the whole of that
country to the nearest seaport, where the agricultural
produce is at present sent by common carts, the number
of which on market days is extremely large. On the
whole, therefore, and considering the increased track of
Dundalk, the prospect of most important branch rail-
ways and extension of the line being constructed, anil
the certainty of its being cheaply made, I have no hesi-
tation whatever in stating that I consider the Dundalk
and Enniskillen Railway en excellent and useful under
taking, likely to prove beneficial to the country and re-
munerative to its proprietors."
15nm:in—The tr,flic on this Railway (25 miles
opened) was, for the week ending 17th August, 18.15:
Passeligers, 13 009, amount 4611. 14c. Id. ; goods.
131/. 1 Is. 44.-5931. ss. sd. Corresponding week or
last year :—Passengers, 11,373, amount 409/: 12s. 4d.;
goods, 122/ 124. 3d.-5321.45. 7d.
THE PROPOSED AMALGAMATION OF COUNTY DOWN
LlNES.—Difficulties have arisen in the way of the above
measure; ,such as seem very likely to prevent its a^com
plishment. A meeting of the shareholders of the Belfast
and County Down, and the Newry, Banbridge, and
Belfast Junction Railway, is called to consider and decide
upon the suhject.

GREAT SOUTHERN AND WESTERN.—The Directors
have made a call of 51. per share upon the Extensions to
Limerick and Cork.

tion :of the points we have endeavoured to illustrate.
These are:-
1. London and Manehe.ter Direct (Iletulilly..._ . ::
2. Derbyshire, Stafford ~....,a-s).
Jur'-- ...... —.Lee, and Worcestershire

3. Sheffield and South Staffordshire.
4. East and West junttion.
5. Leeds, Huddersfield, and South Staffordshire.

6. Chester and Manchester.
We consider Remington's London and Manchester
Direct Independent Railway to be one of the mo:t im-
portant projects ever brought before the public. It
will pass through or near to St. Alban's, Bedford, Ket-
tering, Market Harborough, Leicester, Ashby-de-la-
Zouche, Burton, Utbxeter (with a branch through the
Staffordshire Pateries to Crewe), Leek, and Macclesfield,
to Manchester, The places which we have marked in
itates have now no direct railway communication. Lon-
don is the starting point, and Manchester the terminus—
the actual capital of the country, and the real capital
of the great manufacturing districts, being thus brought
into direct and rapid communication. The district of
which Manchester is the centre comprises the important
towns of Bury, Bolton, Rochdale, Ashton, Oldham, Mac-
clesfield, Stockport, &c., and the population is nearer
1,500,000 than 1,000,000. It cannot be denied that a
district so important requires other than a circuitous
and dilatory railway communication with London, and
the centre of the kingdom. Yorkshire, Lancashire,
Staffordshire, the Northern, Eastern, Western, and Welsh
counties, besides Scotland and Ireland, must inevitably
feed such a line, by an abundant supply of goods and
passengers. The branch through the S affordshire Pot-
teries (a district yet without a railway) mint be im-
menselyproductive.

The direct East and West Junction, although a com-
paratively short line, will possess commanding advan-
tages. It is to commence at Kidderminster (at the sta-
tion of the Oxford, Worcester, and Wolverhampton
Railway), proceed through Tenbury, and Leominster,
and Hereford, where it will join the Hereford and
Monmouth, and other lines converging from Here-
ford, and running through the west of England into
South and Central Wales. It has been decided that
Port Dynllaen shall be the terminus and port of the
communication. line from London to Dublin. The direct
route of that railway will be through \Vales, by Ludlow,
and into Tenbury ; whence goods and passengers
brought by it can have the shortest and quickest transit
by the East and %Vest Junction to the midland and eas-
tern counties. On the other hand, a new and direct
communication will be opened, through this line, be-
tween South Wales and the west of England, and the
great manufacturing districts of Lancashire and York-
shire, with ready access to the more nor,hern parts of
England and the whole of Scotland.
The Derbyshire, Staffordshire, and Worcestershire
Junction Railway is intended to continue the line of
railway which we have just described. It will run from
Uttoxeter through Rugeley, with a fork to Dudley on
one side, and to Wolverhampton on the other. At
Dudley it will join the short line to Kidderminster. To
Wolverhampton it will give the incit:culable advantage
of direct communication with the agricultural district of
the Dove Valley, of which Uttoxeter is the capital.
East Staffordshire, with its immense agricultural, min-
ing, and manufacturing wealth, will thus be brought
close to Wolverhampton ; .while the rich mineral dis-
tricts of Derbyshire will, for the first time, b.. thoroughly
opened. From Uttoxeter, by Remington's Direct
London and Manchester, there will be communication
with these great termini, south and north. Wolver-
hampton, which has hitherto gained so little by the
railway system, cannot fail to benefit immensely by this
line, which will place it in a very commanding position,
by opening new outlets for its important manufactures.
It will thus be placed in advantageous rivalry with
Birmingham. _

Another section of this great project is the Leeds,
Huddersfield, Sheffield, and South Stafford,hire Direct
Railway, commencing at Uttoxeter—which seems in-
tended, by position, to be the key-stone, as it were, to a
most extensive series of railway communication—this
line will proceed through Huddersfield to Leeds. The
line, passing through the most picturesque, part of Der-
byshire (and opening that beautiful county to tourists),
will give Leeds a direct railway through South Stafford-
shire to Wales, and the West of England ; and what is
no less importance, to Southampton—thus saving a
great circuit which must now inevitably be made, Owing
to the want of direct lines. The mineral produce to
which it will give a ready outlet, north and south, is of
incalculable value. New markets will also be opened for
agricultural produce, for building materials (with which
the district abounds), and for a supply of wood from
Needwood and other places. We would venture to sug-
gest the great advantage of carrying a branch from Ash-
bourne into the Derby, and ' Gatnsborough line near
Belper, which would introduce the traffic of at lcast
200.000 inhabitants.

NATIONAL S Y SIE of ttAILWAYS
(From the Ba4way Express of yesterday.)
The advantages of the direct lines of railway corn•
munication arc so obvious as to require neither com-
ment nor recommendation. The whole system of tra-
velling has undergone a great organic change within the
last twenty years. Instead of creeping on at the snail-
pace of eight miles an hour—the mails did not average
more than ten and a half-,---we have learned to complain
of thirty miles as too dilatory. Nor is there any duubi
that even double that speed will be readily and safely
accomplished within the hour, ere we are much older.
The word is " Forward," and Science is busy, even now,
in devising means by which that gulvance may be car-
ried out. We are by no means sure—so great have
already been the triumphs of science—that, in the ful-
ness of time, some mode of travelling will not be dis-
covered by which even 100 miles per hour may be ac-
complished. Meantime, let the public have the, full ad-
vantage of all the "aids and appliances to Loot" now at
their service.

•
The direct line from Cho;ler and Birkenhead to Man
chester, also belongs t the series. The effect will be to
restore Chester tr.., the commercial station she once held
and should :all occupy; to bring that city into direct
cc'T'n'::ateation with the manufaeturine• districts, and to
"...Jae Manchester with the docks of Birkenhead. Holy-
head will continue to be a considerable port of transit
and intercourse between England and Ireland ; this
line places it in connexion with the great manufacturing
towns of the north of England ; and connects North
Wales, Shropshire, Hereford, Gloucester, South Wales,
and the West of England, and, superseding the cir-
cuitous routes by Crewe and Birkenhead, will save
eighteen miles in one instance and twelve in another.
Anotther line has been started connected with Birken-
head ; Two cannot answer, though one would yield large
profits, and we would recommend an amalgamation as
likely to benefit the projectors and the public.

In-deed, we are inclined to think that the principle
of amalgamation might be advantageously brought to
bear upon some of the other lines. We think that the
shire, Staffordshire, and Worcester Junction.
the Sheffield and South Staffordshire, the East and
West Junction, and the Leeds, Huddersfield, and South
Staffordshire lines, should properly be combined—and
thus the great series we have described would consist
of two lines instead of six. One line, that from Lon-
don to Manchester Direct, the other from the West of
England to the manufacturing districts of the Ni•rth.
Taking a general glance at the statements which
we have thus made, after close examination of the dif-
ferent lines now proposed, we perceive that if they be
carried out, not only Manchester and Leeds, but the
North of England and Scotland, will have the most di-
rect communication that can be made with London—
with Southampton and the south of England—with
Bristol and the great clothing districts of the West—
with South Wales and the agricultural counties which
border it—with North Wales—with Ireland—with Ches-
ter and Birkenhead—with Worcester, Gloucester, and
Cheltenharn—with Wolverhampton and the Midland
manufacturing districts—and with the yet unopened
Staffordshire Potteries and the rich mines of Derby-
shire.

An essential point connected with these lines remains
to be noticed—the respectability of the • Direction in
each case. When we see men of wealth, judgment, in-
fluence, and character, heartily aiding such projects, and
not sparing personal exertions and money to aivanee
them, we cannot entertain a doubt of the stable grounds
upon which they are based—the sound principl,s upon
which they have been formed. On the other hand, the
companies formed to carry those lines into execution,
and ,confer permanent benefits upon the public, have
been most fortunate in having, as their " right-hand," a
solicitor with that energy and judgment which unite
boldness in design with caution in action. We have had
personal knowledge of that gentleman for many years,
and have often had occasion to admire his grasp of mind,
his untiring devotion to business, and his comprehensive
ability in carrying out whatever objects he might have
in view.

We shall take an early opportunity of showing what
railway lines, whether in operation or in course of
formation, directly bear upon and must serve as feeders
to the great direct trunks which we have been describ-
ing. The traffic which must flow from these sources is
considerably beyond what may be imagined, and will
show that those projects have not been lightly entered
upon.

[ADVERTISEMENT.]
LONDON AND MANCHESTER

DIRECT RAILWAYS.

Sir,—Amid the hosts of railway schemes intruded on
the public attention, I have been much struck with the
prominence the two direct independent, London and
Manchester lines, commonly called Remington's and
Ashursts, have assumed. The daily, the weekly, papers
seem to be crowded with advertisements of these
schemes, sometimes as many as five or six in one paper
expatiating on their respective merits—why is this ? Are
the public at the present time so devoid of railway excite-
ment—so little disposed to gambling, that it is only by
dint of published meetings and accumulated e‘avertt?e-
ments, repeated, as has been the case ;.-.1 reference to
these projects for months, till the eye an 1 ear are
wearied with them, that the seat railway speculators
and the public are to be it:ld:aced to take shares ? Or is
it that these lines are truth so vast, so little trusted
to by sensible cal;:ialists, so marked by want of real
strength in theie committees, or of sterling merit in
their o,':).ject t so late in the day, and so little likely to
be. ..;uccteisful in the inevitable contest with existing
i!eterests, that they require lengthened and inordinate
puffing, even in pre:ent times, to force them upon the
market. Looking at the matter as a plain person, I
cannot but think the latter is the fact, and I will adduce
some few of the many reasons that have struck my mind
with conclusive -force in reference to these prejects.
Take, for example, Remington's line. If the weight of
London and Manchester really supported it, would
months have elapsed before the shares were taken, wifen
in ordinary schemes the shares are allotted and paid for
in as rattly weeks. How many of the landowners art,
on the committee ? Without something of !ended sup-
port, can ihey hope to get through the standing orders
in any reasonable time ? Will their surveyors even
have permission in all places to survey ? This is
doubtful,. especially when it is considered that in many
of the district schemes the owners of miles and miles of
the land through which the lines would pass are on the
committees. Again, look at the absurd opposition of
Remington's line to existing railways, take, for instance,
the Manchester and Birmingham Railway, already made
from Manchester by Stockport to Macclesfield, though
not opened for part of the distance. Why, Remington's
is laid out as an independent and competing line from
Macclesfield to Manchester, consequently it must pass,
not at the distance of a mile or two from the Manchester
and Birmingham, but absolutely parallel with it at
the distance of a few hundred yards most part of the
way, at times almost running against it, in a manner
unknown in the annals of railways ; another viaduct
would probably be required through Stockport, -and
fresh mills and houses to be cleared away. The expense
of the present line from Manchester to Macclesfield has
been stated, and, I believe, not understated, at 40;0001.
or 50,0001. a mile, and it has been questioned whether
the Macclesfield. Branch would pay, at any rate it has
not yet been opened. Ho* absurd, then, to supposa- -
that Parlitiment will suction such unheard of oonipetii•

The acceleration of speed, great as it is, has not yet
done for the public all that it could and ought to have
done. Our lines of railway have been so formed that
they do not take the shortest routes. In almost every
instance they take circuitous routes, and thus, whatever
speed may be obtained, the prAnged distance is a bar to
the qui,ke.t transmission of goods and passengers. If
this object he sought, the means must be DIRECT INDE-
PENDENT RAILWAYS. On the Continent, this principle
is universally recognised, and hence the admirable 're-
sult—viz., the sho test lines from place t 9 place. ;:n this
country, hitherto, the formation of railways 'nits been
almost independent of control or check froea the powers
that be, and the natural issue is, our mart lines of rail-
way run zigzag, take a bend here, an a an angle there,
and have been made, in fact, to ecetniunodate particular
districts and towns rather than t'ae community at large.
When we speak Kof " dirt lines," we do not mean
that a projector is to take the reap, draw a line from
one terminus to the other, and deolare eiut to be the un-
deviating course of the future railway. But we do say
that a direct line so drawn should be ever held in view
by the railway projector, as that which should be tie
guide-track as far as possible. No occasion, if a mountain
be in the direct way, to cut through it, or to run a via-
duct over an extensive valley, when hill and hollow can
be avoided, with lessened expense, and very slightly in-
creased distance, by the skilful divergement of the rail-
road to the right or to the left ; but the straightest line
should ever be adhered to when it is in the power of the
engineer to do so. His aim should be to "annihilate
both time and space." by taking the shortest mite and
using the most rapid means of transit.
So universally is this principle in course of recogni-
tion, that we venture to predict its adoption to the fullest
by the Legislature. Our opinion, formed upon no light
grounds, is, that in the next session the Parliament will
take a decided line for the public advantage, and give
the preference to such Bills as have for their object
direct and independent railway communication between
important termini. The Freat trunk lines must be the
shortest that can be made.
One great chain of direct independent railroads has
been laid before the public, and the favour with which
the series has been received affords the best confirma-

Lion ag •

THE SUN, LONDON, SATURDAY_—uYPi
.;e4_Ni-NG, AUGUST fd. 3, 1845.

BeSides, the London and York line has
almost passed through Parliament ; this proceeds in its
course from London to Mefferd, and here would be
another competing parallel litre the former, equally
nut of the question. The independent line, of course,
does not intend amalgamating, or its very fundamental
propositions of independence would fall to the ground.
Again, look at the capital as an evidence of weakness,
this was first stated at 3,000,Q00/., but this being too
palpable it is now stated at 5,000,0001. w
It
is ell
known, however, that the London and Blrmingham cost
near 8,000,000/. Is it conceivable then, even with
modern improvements, that a line of nearly twice the
length will cost much less ? Besides this, as I have
sometime seen noticed, the Manchester and Buxton,
Midland Counties, Leicester and Bedford, and London
and York, would form °le complete line, and
the London and Birmingham, Trent Valley, Chur-
net Valley, and Manchester and Birmingham, another
complete line, from Manchester to London ; these
would surely be sufficient for the Manchester
traffic, which, according to the late returns of the
Grand Junction, was only 17,000!. a year on their
line, and do away with any necessity for the vast
undertakings alluded to. And I have good authority
for believing that the London and Birmingham and the
above lines in connexion with it will be absolutely
nearer, as between London and Manchester, than
Remington's project.
One more remark, and I have done—l cannot but
confess my surprise that some of the inhabitants of the,
intermediate towns seem to have been induced to sup-
port the independent lines, which seems especially
absurd as regards them, for the very pecial object
and distinguishing intent of the above schemes, is to
give the great :termini of London and Manchester a
direct line independent of the district towns ; there is to
be little or no stopping for cross or luggage-trains, or
waiting for local traffic, nothing inatkrially to interfere
with the unimpeded transit from end to end. And yet
these are the projects, those very intervening places
(which are professed in some measure to be neglected),
think it well to support I,

Surely, after what has been said, it a ill appear to any
person exercising reasonable rctld•ction, that it did not
require that the chances of success should be divided
betwcen Ashurst's and Remington's projects, to detract
anything from their respective merits.
I am, Sir, your obedient humble servant,
• AN OBSERVER:
London, August 21, 1845.

EXPERIMENTS ON THE LONDON
AND CROYDON ATMOSPHERIC LINE OF
RAILWAY.

A series of private experiments have been conducted
on this line of railway, and will be continued for the
next few days, for the purpose of testing the powers of
atmoTheric propulsion, and the molt marked ant d,
Bided success has- attended all the experiments that have
been hitherto performed. The question as to the
power of a•cending inclines was completely set
at rest by an experiment which may be regarded
as an experimental& erucis. A train was brought
to the foot of an incline of 1 in 50, and stopped, so as
to depriveit of any power it might have acquired from the
impetus of its pr2vious progression. It was then pro-
pelled by the atmosphere up the incline, and that
which many of our most eminent engineers
have declared en impossibility vs as accomplished
with the greatest ease imaginable. Atncng other re-
sults that have been obtained, we may mention that
the five miles' length of tube has been exhausted
in its whole extent, the barometer being at the
time at 271, and that the piston has traversed its
whole length. As we before said, the experiments are
not yet completed, but, as far as they have gone, they
demonstrate not only the practicability but the supe-
riority of the atmospheric mode of propulsion. The
train was frequently propelled at the rate of eighty miles
an hour.

ADMIRALTY, AUG. 18.

Corps of Royal Marines—Second Lieutenant C. L.
Barnard to be First Lieutenant in the A.rtill:ry Com-
panies of the Corps.

MARKET INTELLIGENCE.
COAL IVIAIMET.
Prices per ton at the close of the market :—Holywell Main,
16s 6d; Ord's Itedheugh, 15s; Taylor's West Hartley. 17s;
West Hartley. 178: Wall's End Hartlepool, 18s 6d ; Wall's
End Kelloe, 18s; Wall's End Adelaide Tees, 18s; Derwent •
water Hartley, 15s 6.1, Morgan's Stone Coal, 23s 6d. Ships
arrived, 3.
(From the London New Price Current of Aug. 22.)
SUGAR.—'Ito day importers of West India Muscovado
Sugar were more inclined to realise, but submitting to a
slight re.luction on former rates, tempted buyers to come
forward with increased freedom, and a large business
was transacted in every description for the scale and re-
fining purposes. At public sale 273 hhds 57 tierces and
63 barrels of Bt. Lucia, were all sold, but ut a decline on
former rates of 6:1 per cwt, good yellow selling at 49s 6d
to 50s, good middling49s, middling47s 6d to 48s 6d, low 46s
to 46s 6d, good grey 48s 611, middling 47s to 47s 61, low
45s 6d to 465. 145 hhds of Barbadoes went rather,
cheaper, but the whole sold, fine yellow at 535, good sls
6d to 52s 6d, middling 49s to 51s, and low 48s per cwt.
In all 970 were sold to-day, making the total sales for the
week 2,40 hlide and tierces.
REFINED. —To-day several purchases were made in
Refined Goods by the home trade, brown lumps at 66s
to 66i 6d, and standard 67s to 68s per cwt. Of Bonded
Crush, d Sugar there is yet very little offering for sa!e.
MAURITIUS.—There are ready purchasers of all
qualities, and the rates offered are fully as high as they
were on Friday last, but privately little is to be had,
and none has been submitted to public competition. For
auction on Tuesday 7,000 bags are declared.
EAST INDIA.—in brown Bengal an extensive business
has been transacted, and higher rates are paid; indeed
the market has been nearly cleared at 37s to 395, and
better quality at 40s to 42s per cwt ; the home trade
have been tne chief buyers. White is much wanted,
and stiffer rates have been given. Of the genuine
Dobah sort there is yet little to be had, and
for such high rates are offered. Of Madras none has
again been brought to public sale, much inquiry has pre-
vailed, and the few parcels on offer by private treaty met
with eager buyers at prices showing an advance on those
of the last auction of Is 6d to 2s per cwt. Holders of
Foreign East India have confidence, the stock being re
duced to 61,583 bags, &c., which is 89,526 bags, &c.,
less than it was last year. Manilla is held with firmness.
Java has supported the former value, but there has not
been much business done.
FOREIGN—The accounts come to hand from the va
rious Continental markets being highly favourable fur
Foreign Sugar, cause holders here to hare confidence,
and none of any description has been brought to public
sale. Yellow Havannah has been purchased with more
freedom, and the rates given are fully equal to those of
this day week. Brazil is much wanted by exparters and
our refiners working under bond, but the quantity at
market is still small, although buyers are willing to pay
stiffer rates. Porto Rico is wanted at 25s to 26s per
ewe, but there is little to be had. All other sorts of
Foreign are wanted, and stiff prices are offered, but few
parcels are to he met with.
MOLASSES.— rho demand has been active for all
descriptions of West India, and prices are still going up.
Bengal Trea de is wanted, but there is little to be had.
TEA.—An increased desire has been manifested to
purchase all descriptions, and for Black prices have
assumed an upward tendency, but in the value of Green
there is little improvement to notice at present. Mer-
chants -manifest firmness, and still refrain from offering
any at public side.
COCOA.—With Foreign the wants of the trade are not
yet supplied, and the supply has again become small ;
prices are firm, and rule at 36s to 41s per cwt according
to quality. Pritish Plantation has been purchased with
increased freedom, and the rates obtained are fully equal
to those of this day weele:,
COFFEE.—This afternoon Ceylon Coffee mat with less
attention, and 892 bags at public sale were mostly taiten
in at 48a for good ord pale. Of Costa Rica 3,810 bags
were ()tiered, and chiefly sold at stiff rates ; fine fine
ord colour} at 59s to 625, and second class 40s to 47s ;
132 bags Manilla sold at 41s 6d to 42s 6d for fine ord
green, 41s 6d fur repacked, 35s for sea damaged, which
was the full worth ; 76 bales Mocha went 2s above.
RICE.—To-day the market presented a flat appearance
for Bengal Rice ; 3,201 bags were offered at public sale.
11, 7
after 500 bags had been disposed of at 12s 6cl to 15. for
good middling pearly white, being a deeline on the rates
of the last auction of 43 to 5s per cr.vt.; the remainder was
all withdrawn, the brokerelai being inclined to sell any
more at the reducad
S Pa
r 8
ate quantity SPIRITS,—or Jamaica Rum of all qualities prices
rem
as
sold
sales
has tboe.ean fair:s extento pu havens.
Leewardbeen m
Island
has met with less attention, and prices are not so firm.
ldaed n
Demerara has been in fair demand at former rates.
Calcutta has been purchased with caution, but holders
have refused to accept lower rates. For Brandy
there has ben a lively demand, and a further
advance in prices hai taken place. Geneva has been in
good demand for export, and prices have advanced to
Is lld to 2s, flue fit for duty has been selling at 2s 3:1
to 2s 8,1. Tne market is very firm for British Corn
Sprits, and the supply is not large ; 10s 2tl per gallon
is the value, nett cash.
hanno.—There has been more activity in the market
for East India, but the heavy stock, and the favourable
accounts of the forthcoming crop prevents any improve-
ment in prices from taking place.
SPICES.—This afternoon at public sale 608 bags
M.dab tr Pepper were chiefly sold at the lug worth,
heavy brown at 3id, sea dAtnagel first class 3 el, se-
cond class 3+.1, third class 31, Tar dam iged 2il tee
30. 3 barrels of Cayenne Is Bd, slightly damage d
Is. 11 barrels of Jam dm Ging,.r taken in at 91 for
good quality,
SALTPETRE.,—To day 945 bags of Madras Saltpetre
were submitted to public competition, and sold at rather
lower rates, th is to say, at 23s 6d to 24s for good
white, 13 tee 12 per cent refraction.
OILS.--This afternoon at public sale 30 tuns of Sperm
Oil were withdrawn; 50 tuns of Southern sold at 25/10.
to 27/ 5s for low to fine; 100 barrels of Palm 24s to 29s
per cwt for low to fine.
Ta.u.ow.—This afternoon at public sale 60 casks 100
skins of Thrall were sold at 40s to 40s 6d, 484 casks of
Odessa 40s 3d to 40s 61, 410 casks of Australian 37s 6d
to 41s 9d, and 415 packages of South American 36. 6d
to 40s per cwt.

BANKRUPTS.

John Sims, wheelwright, Tollard Royal, Wiltshire,
to surrender, Sept. 1, at half-past twelve, and Oct. 3, at
eleven, at the Court of Bankruptcy. Whitmore, official
assignee, Basinghall-street ; Ashley, Shoreditch.
Benjamin Ling, timber-dealer, Fore-street, Limehouse,
Aug. 28, at twelve, and Sept. 26, at half past one, at the
Court of Bankruptcy. Alsager, official assignee, Birchin-
lane, Cornhil I ; Norton and Son, New. street, Bishopsgate.
John Kirkman, butcher, Lupus-street, Pimlico, Sept.
1, at half-past one, and Oct. 3, at half-past two, at the
Court of Bankruptcy. Alsager, official assignee, Birchin-
lane ; Turner, Mount-place, Whitechapel-road.
Edward Thomas Hogg and William Neale Walton,
wine merchants, Duke street, Adelphi, Aug. 29, at half-
past eleven, and Oct. 2, at two, at the Court of Bank-
ruptcy. Belcher, official assignee ; Shirreff, Line
Inn-fields.

James Mantle Pratt, wine merchant, Berners-street,
Oxford-street, Aug. 29, at half-past two, and Oct. 9, at
two, at the Court of Bankruptcy. Pennell, official as-
signee, Guildhall-chambers ; Lawrence and Plows, Buck-
lersbury.
Thomas Howell, hotel-keeper, Queen's Head-passage,
Ne wgate• street, Aug. 29, at eleven, and Oct. 9, ut twelve,
at the Court of Bankruptcy. Belcher, official assignee ;
Treherne and White, Bucklersbury.
Nathan Solomons and Elcazer Solomons, shoemakers,
Church-lane, Whitechapel, Aug. 29, at two, and Oct. 9,
at one, at the Court of—Bankruptcy. Penn.:ll, official
assignee, Guildhall-chambers ; \Vatic) n, Worship .street.
Robert Sugden, worsted manufacturer, Bogthorne,
Yorkshire, Sept. 2 and 25, at eleven, at the Leeds District
Court. Freeman, official assignee, Leeds ; Williamson
and Hill, Gray's Inn ; Rudd and Co., Halifax ; Bond,
Leeds.

FRIDAY NIGHT'S GAZETTE.
WHITEtIALL, Atro. 21, 1845.
Sir James Robert George Graham, Baronet, one of
her-Majesty'sPrincipal Secretaries of State, has been
pleased to appoint William Blamire, E-1., and George
Darby, Esq., Inclosure Commissioners for England and
Wales.

ADMIRALTY, Aua. 16.

-Corps of Royal Marines—First Lieutenant H. Fleming
to be Captain, vice W. Ford, retired on full pay ; Second
Lieutenant IL W. Gwynne to be First Lieutenant, vice
H. Treming, promoted. • - -

John Holman Suckling, ironmonger, Birmingham,
Sept. 11, at eleven, and Oct. 7, at twelve, at the Bir-
mingham District Court. Christie, official assignee,
Birmingham ; Jackson, Gray's Inn, London.