The Sun.
London, England, 1845-03-26 00:00:00

CABBURN'S OIL,

To be had at his Dispensary, King's Cross, London ; in bottles, 2s
9d., 4s. 6d., Us., 225., and of most respectable venders in the king.
dom.

Reports from Medical Dispensaries may be seen in "Bradshaw's
Railway Guide," and the daily papers. Ask for Cabburn's Oil for
the cure of rheumatism, &e.
.... _

To Mr. Cabburn,

Snt —My child, a boy four years old, never had the least use of his
legs from his birth until I used your oil, and in six weeks ho was
enabled to walk, to the astonishment of ourselves and all who know
us. Yours, ever gratefttl, •
6, George-street, Bagnigge Wells-road. HENRY CLOVER.
P.S.—Mr. Greenwood,7of the Northumberland Tavern, and Mrs.
Finn, 12, Weston-street, Bentonville, can speak to the truth of it also.
Mr. Cabburn, Sir—l have presented two bottles of your oil to a
poor woman named Clarke, who has been paralysed for two years,
and unable to walk, or move, without a stick or crutch, nor yet lift her
hand from her side. She can now walk comfortably without either
stick or crutch, and can lift her hand to her head with ease.--I am,
yours respectfully, W. WARNER.

No. 47, Bridle-street, Nottingham.
To. J. Cabburn, Esq.
Sir—l beg agreeably to inform you that an individual for whom I
sent for your oil has greatly felt the benefit of your most important
discovery. He has, as I said in my former letter, been under the pro
of the most eminent surgeons in this county for nearly thirty years,
and has been for several months in the various hospital., &c., but to
no effect, until he applie4 your miraculous oil ; last night he told me
with heartfelt gratitude he was well, having no pain, and the inflam-
mation gone. I should recommend your appointing an agent in this
neighbourhood.—l am, Sir, yours zespactildly,
J. C. EDWARDS.
Halden-wood Cottage, near Shrewsbury, Salop.
31r. Cabburn, King's-cross.
Sir—l beg to return you my sincere thanks for your kind attention,
and at the same time to acknowledge that I experienced more relief
fn m your oil than I did from any other application or operation per-
formed upon me, and had I been fortunate enough to have met with
you in the early commencement of my afflictions, I shotild have
avoided much misery and distress. For your kindness, I shall ever
remain, —Your obliged, humble servant,
Hatton-wall, August 30, 1841. SAMUEL BEST.
The above person's case was published in the Lancet, December 8,
1832, from an abridged lecture on neuralgia by Dr. Elliotson, being
one of the most dreadful cases ever known. Many noblemen and
geutlemeu saw the patient, among whom were
His Grace the DUKE of HAMILTON,
The EARL of ITAREWOOD,
Sir F. BURDETT,
Sir W. BACH, Aide-de-Camp to the
MARQUIS of ANGLESEY,
And many other Officers of high distinction.

Mr. Caltburn, Sir—l beg to state my satisfaction of tour oil ; the
peculiar good effects are truly astonishing ; having many convincing
proof';, I shall he able to forward you an extensive list of highly.
respectable testimonies,. Please to forward double the last supply by
first coach, and you will oblige,—Yours, truly,
biodicAl Liatituttv, St. stephafos lientcll. TINALPSOF.

3,1 R. MACILWAIN'S N e:W WORK.
Just published, Bvo., cloth, 5.3.
ON TUMOURS; their General isTATURE and
TREATMENT. By GEORGE MACILWAIN, Consulting
Surgeon to the Finsbury Dispensary, &c., No. 3, AThany-court-yard.
London : John Churchill, Princes-street, Soho.
Just published, post Bvo., cloth, Se,
N URINARY DEPOSITS; their Diagnosis,
Patholozical Indications, and Treatment. With 31 Illus
trations. By GOLDING BIRD, 31. D., Assistant Physician to
Guy's Hospital.
London : John Churchill, Princes-street, Soho.

GEORGE CRUIKSHANK'S TABLE-BOOK.
Edited by GILBERT A. a BECKETT. Price Is.
No. IV. (APRIL), contains :
The Dreams of the London Season: 'By the Editor. With Two
Illustrations.
Separation. A Tale. Two Illustrations.
The Stage Countrythan. One Illustration.
To Rosalie. One Illustration.
• Alice Brompton. One Illustration.
Sonnet to the Frost.
A Cold Love Letter. Two Illustrations.
Notes taken during the War in China. Two Illustrations.
Betty Morrison. Two Illustrations, &c., &c., 8".
Illustrated with a splendid Etching on Steel, " The Dream of the
London Season."
By George Cruikshank.
London : Published at the (lace of the Table Book, 92, Fleet-street.

DOUGLAS ;TERRoLD'S SHILLING
MAGAZINE, No. IV. (APRIL), contains :
St. Giles and St. James. By the Editor.
Sonnet on the Death of Laman Blanchard.
Truth in a Vision.
The Parson's Gamekeeper. •
Cat and Fiddle Moralities. By the Editor.
Holidays for the People.
Mother's Love.
The Hedgehog Letters.
A Case at Sessions.
A History for Young England.
Reviews of Books, Ece., &c.
Illustrated by an Etching on Steel, by Leceb.
London : Published for the Proprietors Of Punch,
at the Punch
Office. 92, Fleet-street. •

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0 N
MARRI A G E-
its Hindrances and Obligations.
" Of griefs concealed, and disappointments keen,
Which young and gentle—the matured and sage,
The lonely and the mated—all sustain."
Sty R. J. CULVERWELL, M.D.,
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the Hall, and twenty-three years Resident Practitioner in London.
Also, companion to the same (72 Engravings), price I s:, by post Is. 6d.,
ON CHASTITY—its Abuses and Diseases.
" Whereon doth hinge the dignity of man,
The health of offspring, and domestie love 1"

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CONVICTS FOR VAN DIEMEN'S LAND AND BER-
MUDA.—About 220 convicts were brought from the Mil-
bank prison, in Westminster, to the Theresa, hired con-
vict transport ship, off Woolwich, for conveyance toNew
South
Warrior, preparatory
lastto
transferred to the China, hired convict ship, for
conveyance to Deriuuda•
beingew Wales.
ek,
and Aboutput
on 2
10300 a convicts
rd
the were brought dowh

On the contrary, the proposed branch from the
Northern and Eastern line at Hertford, would, at a com-
paratively moderate expense, afibrd a communication for
Ilitchin and Biggleswade with London, which would
admit of an easy extension, if required, to Bedford,
' where it would meet the branch to the London and Bir-
mingham Railway, which is evidently required to hive
Bedfordshire an outlet to the West, although the Lo-
ndon and York line, with its Bedford branch, should be
constructed. The Ely and Bedford scheme also pro-
poses, by an easy line, to continue this communication
northwards through St. Neot's and Huntiogdon ; by
which combination the three counties of Bedfordshire,
Hertford-hire, and Huntingdonshire would be provided
with railway communications both towards Lontim and
to the North, and the manufacturing districts.
We have some doubt bow far the traffic of these
counties may be able to support even this comparatively
inexpensive scheme of communication ; and partly on
this account, and partly because we think that any
lateral communication between Ely and Bedford canr.ot
be properly decided upon until it shall be ascertained
what trunk line is adopted, we are disposed to la com-
mend the postponement of this scheme until a future
period ; but we may refer to it here, as showing that
schemes are already proposed for the accommodation of
the intermediate district, and that the adoption of the
Cambridge route by no means implies the exclusion of
this district from the advantages of railways.
We have now arrived at the first distinct and definite
result of our inquiry, viz. that Cambridge ought to be
selected as the starting point to the new line to the
north. This almost necessarily implies a pref., rence of
the Cambridge and Lincoln scheme to Lincoln. It might
be possible indeed to form a combination of the Cam-
bridge and Lincoln with the London and York scheme,
by which the northern portion of the latter was adopted
from Peterborough. The same objection, however,
which has appeared to us to be fatal to the southern
portion of the London and York scheme, viz. that it
involves great additional cost without adequate result,
applies here also. By the double line or loop, the
London and York scheme requires the construction and
making of 156 miles, partly of difficult construction, to
provide for the same traffic, which would be accommo-
dated in some respects better, and in others almost equally
well, by about 100 miles, all of very easy construction,
of the Cambridge and Lincoln scheme, with its proposed
branches to Boston, Stamford, and Spalding.
For Lincoln and Gainsborough, the Cambridge and
Lincoln scheme appears decidedly the best, since it
places them on the main line of communication, in-
stead of upon a subsidiary line. For Lincolnshire, south
of the Witham, this scheme also appears to be prefer.
able, since it runs through the heart of the county in
the line of the principal population, between the two
rich agricultural districts of the Uplands and the Fens,
and giving brarches down to the two shipping ports.
The lines of the London and York schemes, on the
other hand, just skirt these districts on their extreme
verge; and the Fen line, by keeping on the bank of
the Witham Navigation, confines its benefits to the
districts which are already provided by water commu-
nication. The amalgamation of this navigation with
the Railway, is also a measure of doubtful policy as re-
.-
gaols the public, who are thus deprived of whatever be-
nefits might have been expected to ensue from eompe-
titiott, and, as regards the Railway Company, who will
either have to pay interest on an unproductive pro-
perty, or to encourage the canal traffic at the expense of
that of the Railway.
For Boston and Spalding, the London and York
scheme is perhaps preferable, since it places them on a
through line ; but, on the other hand, having regard
to their character as shipping ports for the export
and import trade of the rich agricultural districts be-
hind, it may be questionable whether a scheme which
supplies them with branches into the interior to a main
line, through the heart of the districts with which they
are principally connected, may not be better than one
which merely connects them with one another by a
through coast line.
For Lincolnshire, north and east of the Witham
and Fosse, neither scheme affords much accom- I
modation ; but the Great Grimsby scheme, to
which we shall afterwards advert, and which
is proposed for the accommodation of this district,
connects itself equally well with either. The only clear
advantage, therefore, as it appears to us, that is obtained
by the London and York scheme, by the construction of
fifty-six miles of additional railway, is the superior
accommodation afforded to the towns along the Old
North road, Grantham, Newark, and East Retford. The
population of these towns respectively is—
Grantham 8,786
Newark 10,218
East Rettord 2,680
and they are places of considerable trade in corn and
malt, principally with the manufacturing districts.
Newark, the most important of these towns, will, how-
ever, be provided with an outlet by the proposed Not-
tingham, Newark, and Lincoln line ; and by the
projected Newark and Sheffield line, continued, as is
proposed, to join tke Cambridge and Lincoln line at
Sleaford, it would obtain very direct communication
both with Sheffield, Manchester, and the North, with
the nearest shipping port, Boston, and with London.
Grantham also might be connected with this line by
a short and easy branch, and thus all the principal ob-
jects of the direct line of the London and York scheme
attained, in connexion with the Cambridge scheme, at a
tithe of the expense.
On the whole, therefore, we are decidedly of opinion
that the London and York scheme, in its central portion
between Peterborough and Bawtry, affords no such ad-
vantages over the Cambridge and Lincoln combination as
to Compensate for the expense of constructing and work-
' ing so many miles of additional railway.
We are also by no means satisfied that the practical
effect of the "loop" or second line might not be to neu-
tralise much of the advantage promised by the direct
trunk line, since, in order to avoid the expense of sepa-
rate trains following each other at a very short interval,
there would be an inducement to detain the through train
at the far junction, in order to add to it the carriages of
the train which had parted from it at the other end, and
run round the loop.
Having thus arrived at the opinion that the Cam-
bridge and Lincoln line deserves a preference up to
Lincoln, it remains to be considered in what manner the
northern portion of the scheme may be most advanta-
geously completed.
For the completion of the trunk line four alternatives
present themselves :
1. To adopt the line of the London and Yerk scheme,
by Gainsborough, Doncaster, and Selby.
2. To adopt the line of the Midland Company, from
Lincoln to Doncaster and Swinton, and the Doncaster
branch of the York and North Midland Railway.

3. To adopt the Lincoln, Leeds, and York line.
4. To adopt the line of the Direct Northern scheme,
north of Lincoln.
The two former alternatives appear clearly inadmis-
sible, from the consideration that they involve an unne-
cessary circuit of 8 or 9 miles out of 57. The point
being once decided that the main trunk line is to go by
way of Lincoln, there is clearly no sufficient reason for
bending it so far to the west as Doncaster, when a re-
markably easy and level direct line can be obtained by
way of Gainsborough and Thorn. The only reason
assigned for this circuit is, that the direct line
would involve the necessity of a swing-bridge in crossing
the navigable river Don ; but it is stated to us that this
is not the case, and that it can be proved in evidence
before Parliament that vessels with standing masts have
never ascended above Stainforth, where there is a fixed
bridge'. Even if this had been otherwise, we should not
hat e thought, with the comparatively insignificant
amount of navigation that could have been expected to
ascend to Doncaster, that the existence of a swing-
bridge, under proper regulations, would have been an
objection equivalent to that of diverting the great trunk
line from London to York by a circuit of 8 miles.
he Doncaster route appears therefore clearly to be
inadmissible, unless it were resorted to with a view to
save expense, by availing ourselves as far as possible of
the existing York and North Midland line for the through
communication.
In this point of view a a nsiderable saving might be
effected, since the line froi., Lincoln tiainsborough
to Doncaster and Swinton being made, at any rate, the
communication to York might be completed by the pro-
posed Doncaster Branch of the York and North Midland
Railway, the length of which is only eighteen miles, and
the estimated cost' 185,0001., ‘vhi?e by the Direct
Northern scheme, 321 miles of new railway from Gains-
borough to York would be required in order to complete
the same communication.
Had these additional twenty-four miles involved such
a serious expense as to compromise or endanger the ad-
vantages of the main scheme, the same considerations
which induced up tp give a profercuce to the Cambridge

2. The distance between Hull and Gainsborough, Lin •
coin and London, would be shortened fifteen miles.
3. The distance between York and Hull, and York
and Selby, would be shortened eight miles.
4. The distance to the port of Goole from all places to
the north and south, wouli be greatly reduced.
._ 5. A rich agricultural district, north of Lincoln, com-
prising a population of 20,000 or 30,000, within a conve-
nient distance of the proposed line, and otherwise unpro-
vided, would be supplied with railway communication.
These avantages appear to us amply sufficient to
warrant the additional outlay for an independent line to
York ; but in addition, we may refer to the following
recommendation contained in the Fourth Report cf the
Commissioners who inquired into the best means of rail-
way communication between England and Scotland, in
the year 1841 :
" We consider it improper that the traffic of any new
line should open upon the York and North Midland
Railway, with which so many lines are already in con-
nexion as to render delay unavoidable, and coliision not
improbable. In consequence of the numerous trains of
luggage and passengers using this line, nearly two hours
are sometimes occupied in passing over a little more
than 30 miles from York."

We may add, that the position of the York and North
Midland line as part of the existing link of communi-
cation, with which a new eastern line between London
and York would compete, renders it peculiarly unde-
sirable that any portion of this latter line should be de-
pendent upon a small length of the former. I❑ the case
of the Northern and Eastern line, the adoption of which
to Cambridge we have recommended, the most thorough
identity of interest exit between it and the proposed
new lines for completing the communication northwards.
But the effect would be very different of placing a short
link of a few miles at the York end of this great scheme
under the control of a Company having distinct, and, to
a certain extent, conflicting interests.
For these reasons, we conclude that the chain of com-
munication from London to Lincoln should be completed
by a direct and independent line northwards from Lin-
coln to York.

The only two schemes, as we have said, which present
themselves for this purpose are the Direct Northern and
the Lincoln, Leeds, and York.

The former scheme has the advantage of having, as
it is stated to us, a subscription deed executed fur
4,000,000/. of capital, and the requisite deposits lodged
in the Bank of England.
Independently, however, of this consideration, there
are other reasons which make it obvious that a pre-
ference must be given to the line of the Direct Northern.
This line keeps on the west of the river Ouse, and thus
avoids the necessity of having any swing bridges, while
the Lincoln, Leeds, and York line crosses that navigable
river twice, once near Selby, and again close to York.
Where the navigation of vessels with fixed masts is not
considerable, we are not disposed to think that the ex-
istence of a swing-bridge, under proper regulations and
arrangements, is a very serious objection, and if any
considerable advantage in respect of distance or other-
wise had been attained by crossing and re crossing the
Ouse, we should have been prepared to balance these
advantages against any probable amount of interruption
to the navigation or to the traffic upon the railway. But
this is not the case in the present instance; the differ-
ence of length of the two lines between Selby and York
is not above a quarter or half a mile, and we are aware
of no public advantage whatever which is attained by
keeping on the east side of the river. This being the
case, there can be no doubt that the siring. bridges are
in themselves a decided objection, since, under the most
favourable circumstances, it is impossible altogether to
avoid delay and some risk of accident.
In another respect also, the Direct Northern scheme
appears to be decidedly preferable. It is the only one of
the proposed schemes which complies with the recommen-
dation of the Commissioners above quoted, and which
avoids a'l interference with existing lines at York. It
proposes to form an independent station for York,
at a convenient spot upon the Tadcaster road, a short
distance from Micklegate, and thence crosses with the
main line over the York and North Midlaed Railway,
running into the Great North of England line, about a
mile beyond York. The advantages of this arrange-
ment for all through traffic from the North are obvious,
since trains may thus be run past York with no more
stoppage than is required at an ordinary first-class
station ; while in case the whole traffic had to
cross the York and North Midland lino on a level,
cloe to the station, where it is most crowded, the loss of
time could not, under the most favourable circumstances,
amount to less than twenty minutes or half an hour.
With the prospect of a great increase of traffic in the
already crowded York station, from the opening of the
Scarborough and other lines, and with the collision of
interest that must, to a certain extent, be expectk d to
prevail among some of the Companies using that station,
and whose rails are proposed to be crossed on the level,
it appears to us that such an arrangement would be in
the highest degree. inconvenient and even dangerous.
The inconvenience and delay of such arrangements upon
great lines of through communication have been already
felt ; and one of the great objects proposed by the Trent
Valley line now before Parliament, to get rid of the
delay incurred at Birmingham in the journey between
London and Liverpool, and London and Manchester.
With such instances before us, it appears to us that it
would be unwise to incur voluntarily a similar interrup-
tion of an aggravated character in the great line of com-
munication between London and Edinburgh.
It is also highly desirable, with a view to the coal
traffic from the North, that a through communication
with the country to the south of York should be afforded
without the necessity of passing the waggons across the
other lines, and interfering with their passenger and
goods traffic. With such a communication it is confi-
dently anticipated by the Darliam coalowners that they
will be able to send their coals in large quantities down
to Goole and Selby, and even into the north of Lincoln-
shire.

For these reasons we have arrived at the conclusion
that the line of the Direct Northern, north of Lincoln,
affords decidedly the best means of completing the main
line of communication to York- ; and we are glad to be
able to state that the parties themselves have taken this
view, and that the Direct Northern Company have stated
their r:adiness to enter into arrangements by which, in
the event of Parliammt considering that the Cambridge
route should he adopted, the Cambridge and Lincoln, in
conjunction with the northern portion of the Direct
Northern, would be presented as an integral scheme for
carrying this purpose into effect-.

K short interval of about two miles at Lincoln would
remain to be filled up, but the levels of the two lines,
and the nature of the country, make it perfectly easy to
attain this object, which might be done either by adopt-
ing a short portion of the plans and sections of the
Lincoln, Leeds, and York line, or by an application to
Parliament next year.
Having thus stated our views with regard to the
main trunk line between London and York, we proceed to
consider the lateral communications which are
immediately connected with it. The most important of
these are the lines proposed for connecting the main line
and Lincolnshire with the Manchester and Sheffield, the
Manchestcr and Leeds, and the Midland Railways,, and
through them with the coal fields and manufacturing
districts.
'faking Sheffield as the first point, we find no fewer
than five schemes proposed, with the object of extend-
ing railway communications from this town and from the
Sheffield and Manchester Railway, eastwards.
The Sheffield and Lincolnshire; London and York,
Sheffield Branch; and Rotherham, Bawtry, and Gains-
borough, are competing schemes for the same olject—
viz , that of connecting Lincoln and Gainsborough with
Sheffield.
The same object is also attained by the lines from
Swinton to Doncaster and from Doncaster to Gains-
borough, in connexion with the main line from Lincoln
to York.
The Newark and Sheffield Railway, in connexion
with the Manchester, Sheffield and Midland Junction (•,r
Sheffield and Chesterfield) effects another communica-
tion from Sheffield more to the south, with Notting-
hamshire and the south of Lincolnshire.
Of these lines we may assume that a communication
betwe©n Swinton and Gainsborough is indispensable. It
affords the shortest and best communication between the
two main lines of the Midland, and of the London,
Cambridge, Lincoln and York Railways, connecting the
important town of Doncaster with both. Also it affords
a short route from Lincolnshire to Manchester, by the
Barnsley Junction, and Sheffield and Manchester Rail
ways, and to Leeds, Wakefield, and the West Milne'',
by the Midland, and Manchester and Leeds lines. And
what is even of more importance, it gives a direct out-
let from one of the best Yorkshire coal fields, that of
Silifstoue, to the east and south.
We assume, therefore, that this communication is one
which, under any circumstances, is necessary to be made.
It may be 'effected either by a branch from the main
York line to Doncaster (there to meet the Swinton
branch of the Midlands) which the Direct Northern
Company offer to pledge themselves to make, and which
might be obtained by adopting the plans and sections of
the branch
ancthhoefl‘tihidelaLuidnclioilliel,
frLeeds,om
s iandn Z Yorkto
line,
ai ne o
r
adopting junction.
with the Direct Northern at ur near GainAorou.,la. The
latter alternative would, on the whole, appear to uto be - -
preferable, supposing the 'Midland CO' uipto"4 ny
be -
ling to offer satisfactory guarantee; for the flair and un-
impeded transit of all traffic to and from the east over
this 41:Id their existing line on moderate terms.

This communication being effected, it seems Very.
questionable whether any of the other lines, proposed
for the same object, of connecting Sheffield with Lincoln
and Gainsborough, is required.
The Sheffield and Lincolnshire line is 521 miletein
length, with an estimated capital of 700,0001. ; and, with
the exception of accommodwing the two small towns of
Worksop and Lest Retford, it appears to offer no very
decided public advantage beyond that of affording a
communication between Lincoln and Sheffield a few
miles shorter than by the Swinton route. It does not
appear to us that this is a sufficient object to justify the
outlay of such a large capital ; neither do we think that
this line, if sanctioned, having to compete with the Swin-
ton. the Newark and Sheffield, and other lines of Rail•
way, and with the Chesterfield Canal, to which it runs
nearly parallel, would be at all likely to afford an ade-
quate return.
The same observation applies to the Sheffield Branch
of the London and York scheme, which is a line of an
extremely expensive character, being estimated to cost
700,000/. for 201 miles. This branch, if made, would be
in direct competition with the Sheffield and Rotherham
and the Midland's Swinton line, and to a certain extent
with the proposed Wakefield Branch of the London and
York scheme itself and it appears evident that it offers
no sufficient public advantage to justify the outlay.
If any direct line from Sheffield eastward were re-
quired, that from Rotherham by Bawtry, to Gains-
borough, le ould appear to be decidedly preferable. It is
less expensive, being estimated to cost only 400,000/.;
and, by availing itself of the existing Sheffield and
Rotherham Railway, avoids what appears, under the cir-
cumstances, to be unnecessary competition, as well as
costly and unnecessary interference with house property
in Sheffield. It affords a better connexion, also, with
the important market toe n of Rotherham, and with the
North Midland Railway, and gives as direct a commu-
nication as could be desired with Gainsborough and Lin-
' eoln, accommodating the intermediate towns of Tickhill
and Bawtry.
This line, therefore, appears to us decidedly preferable
to the Sheffield and Lincolnshire, or Sheffield branch of
the London and York ; but, at the same time, we do not
feel that more than one communication from Sheffield,
in the direction of Gainsborough and Lincoln, is re-
quired, or would be supported under existing circum-
stances ; and for the reasons already assigned, we are of
opinion that the Swinton line offers, on the whole, by far
the greatest amount of public advantage.
For similar reasons we do not consider that the line
of the London and York scheme from Doncaster to
Wakefield is required. This is also an expensive line,
having very heavy works for half its length, and accom-
plishing no public object beyond that of shortening the
distance from Lincoln and Doncaster to Wakefield by a
mile or two, as compared with the route of Swipton
and the North Midland Railway. An outlay of upwards
of 300,0001. for this sole purpose wcuid not seem to be
justifiable, and indeed it appears to us that both this and
the Sheffield Branch before referred to, are proposed
mainly with a view to carrying the traffic between Lin-
colnshire end Manchester by an independent route,
without having to pass over any immediate link in the
hands of a different, and, perhaps, a hostile interest.
This obliges us to refer t a question which is of the
t importance, both with reference to this and to
other instances—viz., the necessity of making some pro-
vision by which the free transit of traffic may be secured
over such intermediate links, and along lines of commu-
nication broken up into several portions. No provision
has been made hitherto for such cases, but each Com-
pany has been placed by Parliament in the uncontrolled
possession of powers, which, if exerted, would enable it
to exact an unfair toll upon, or entirely put a stop ta,
the traffic of its neighbours. There is nothing, legally,
to prevent the York and North Midland Company, for
instance, who hold a short link between Manchester and
Hull, from imposing the maximum charge allowed by
their Act of Parliament upon all Manchester and Hull
traffic, the effect of which would be to give them, for
the transit over about sixteen miles of railway, nearly a
half of the total sum which the competition of canals
and other modes of conveyance enabled the different
Companies interested to obtain from the public for the
whole 93 miles between Manchester and Hull. The
existence of such uncontrolled powers, without any tri-
bunal to which to appeal, n order to settle any difference
which might arise, has naturally led to disputes in almost
every instance where Companies have been so connected,
and to those disputes may be attributed a very large pro-
portion of the competing schemes which are now brought
forward throughout the kingdom. The necessity of some
provision by which Railway Companies, principally inte-
rested in particular branches of traffic, may be enabled to
regulate the rates upon that traffic, and to send it without
obstruction or delay over portions of connecting lines,
upon an equitable mileage arrangement, has become
so apparent, both for the interests of the public and of
the railway Companies themselves, that we may venture
to assume that it will be made. The present is not a
proper occasion to discuss the details of such provision,
further than to observe that, while it will be a serious
questi, n for the consideration of Parliament in what
manner such provisicn should be made, it is evident that
the difficulties described can only be completely obviated
by the Legislature providing in some manner or other
an effectual means of deciding differences in which the
public convenience is involved, and of enforcing, either
by compelling a resort to arbitration or otherwise, such
equitable arrangements in regard to mileages on through
traffic, to the use of the line of one Company by the
carriages and engines of another, under proper regula-
tions for safety. or otherwise, as may appear to be re-
quired for insuring the full, free, and unimpeded transit
of traffic in every direction over the complicated net-
work of railways with which the country will shortly
be covered.
Assuming such provision to be made, the heavy
outlay of capital and extensive interference with pro-
perty occasioned by such lines as those of the
London and York scheme to Sheffield and
Wakefield, would clearly be unnecessary ; although
in the absence of it, there may be no alternative but to
allow duplicate and competing lines to be made to com-
plete communications where portions of existing railway
intervene which would answer the purpose equally well.
We have thought it right to state these views, in order
to show that in giving a preference to the Swinton com-
bination, which avails itself of existing lines, we have not
been unmindful of the difficulties to which such com-
binations have hitherto given rise, but have proceeded on
the supposition that such difficulties will be obviated in
future.

The next lines which we have to ccnsider are those
proposed for affording a communication from Sheffield to
the south-east, in connexion with the main line through
Lincolnshire, viz., the Manchester and Sheffield and
Midland Junction (Sheffield to Chesterfield), and the
Newark and Sheffield (Chesterfield to New ark.) The
first of these Ems is proposed partly with a view of
cutting off the present extremely incorvenient and cir-
cuitous angle in the communication of Sheffield with
the south, and partly of opening up an extensive coal
field between Sheffield and Chesterfield. Both these
objects appear to be unsxeeptionable on public grounds,
and it is stated to us that the advantage to the town, of
Sheffield will be considerable, from the introduction of
a descrption of coal well suited for its mar a 'actures, at
reduced rates.
This line is, however, in parts, of a difficult and ex-
pensive character; and as an isolated scheme we should
have some doubts how far the traffic likely to pass over
it would be sufficient to support it; but having regard
to the obvious advantages which it would afford to the
town of Sheffield, and to its position with reference to
the Sheffield and Manchester and to the Newark and
Sheffield line, which we proceed next to c insider, we do
not feel that we should he warranted in reporting our
opinion that there are public grounds which ought to be
decisive against the schemes.
The Newark and Sheffield line is projected with a view
of affording, a direct outlet, towards Sheffield and the
manufacturing districts, for the produce of Nottingham-
shire and South Lincolnshire, and also an outlet for the
coals of the Chesterfield, Dronfield, Mansfield, and Pinx-
ton coal fields, towards the east and south-cast. It was
originally proposed with a view to join the London and-
York Railway at Newark, but its promoters state that
it admits of an easy extension to Sleaford, for which
they would apply in a future session, which would con-
nect it equally well, or better, with the line of the Cam-
bridge and Lincoln. This line, in connexion with the
proposed branch from the Cambridge and Lincoln line
to Boston, would thus form a complete line from Man-
chester and Sheffield to Boston, passing through a rich
and unoccupied agricultural district, and affording the
shortest communication with several important coal fields
and quarries of the best building stone, besides accom-
modating Mansfield, Newark, and several considerable
towns. We are of opinion, therefore, that the scheme
offers considerable public advantages, and that, if no
intermediate line from Sheffield eastward, between this
and the Swinton and Gainsboroug4 line, should be for
the present sanctioned, a fair remuneration might be ex-
pected upon the capital required for the construction of
these, which we consider to be decidedly the more im-
portant linos for public purposes.
The next important question of lateral communica-
tions in connexion with the main question, has reference
to the extension of railway accommodation to the port of
Goole. For this object no fewer than four schemes are
proposed ; viz :
The Wakefield, Pontefract, and Goole ;
The York and North Midland and Goole ;
The Barnsley and Goole ;
The Doncaster and Goole ;
in addition to a short line from Goole to Snaith, the
plans and sections of which have been deposited by the
Aire and Calder Canal Company, who are the proprie-
tors of the docks at Goole, with a view, however, 04 it is
believed, of securing a certain control over so much of
the terminus of whatever railway may be sanctioned to
Goole as lies within the property belonging to them, and
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that the importance of
the import and export trade of
the Number
fully justifies the construction of some one
line of railway to the port of Goole. Although this port
can hardly be considered as a rival of liu:1, which must,
in all probability, continue to command the greater part
of the extensive foreign trade to the north and east of
Europe, carried on from the manufacturing districts
through the Humber, it is one of considerable importance,
whose trade, which has suffered much from the advan-
tage afforded to Hull of being the sole point connected by
railway
with the interior, is likely to receive considerable
increase when a similar advantage shall be extended to
it. For the coasting, trade especially, consisting in the
import of corn and agricultural produce for the use of
the reanetaeturing districts and in the export of eds.!,
the partof Goole . ffers considerable advantages, and
. e
the trade already carried on is very extensive.
The corn market of Wakefield, which is one of the
largest in tba kingdom, and the prineipal est! fp 61 for the

m:=4

the consumption of a great part of manufacturing dis- '
tracts, is supplied, to a great extent, by corn grown in
the counties of Lincoln, Cambridge, and Noriolk, and
shipped coastwise to the coast of Goole, whence it is
forwarded/by the Knottingly and Goole, and Aire and
Calder Canals. The quantity of grain thus passing
through the port of Goole to Wakefield is stated to be
not leas than 15,000 quarters per week, in addition to
large quantities sent to Leeds, and in other directions.
Wool and other produce of the eastern agricultural
counties is also conveyed by the same channel to the
manufacturing districts in large quantities ; and this im-
port trade is chiefly balanced by an export of coal, lime,
&c., affording return freights.
Keeping these circumstances in view, it appears to us
that the principal objects to be attended to in laying
down aline of railway for Goole, are best attained by the
Wakefield, Pontefract, and Goole scheme.
The Barnsley and Goole, and Doncaster and Goole
schemes provide only for the eartial attainment of one
of the objects referred to. viz. the export of coals. They
are laid out principally with a view of affording an outlet
from. the Silkstone coalfield to Goole, and although this
may be a very desirable object, it is hardly sufficient to
justify the expenditure of the large sums required, when
the same object may be attained almost equally well, in
addition to others equally important, by combination.
The Wakefield, Pontefract, and Goole scheme, in con-
nection with the main line from London vid Cambridge
and Lincoln to York, will accomplish the following
objects :-
1. It will provide a direct and independent line for the
largest and most important branch of traffic existing at
Goole, viz. that of corn and agricultural produce to
Wakefield and the manufacturing districts.
2. It will, at the same time, by its connexion with
other railways, afford a good railway communication
from Goole in every direction, viz. by the London,
Lincoln and York line, to the metropolis, and to the
north and south ; and by the Mancheiter and Leeds,
and North Midland lines to Manchester, Leeds, Brad-
ford, Halifax, Sheffield, and the whole of the manufactur-
ing districts, and of the West of England.
3. It will thus afford a direct communication from the
nearest coal field, that of Wakefield, and one only a few
miles circuitous from that of Silkstone, in addition to a
communication with the Durham coal field, by means of
the northern lines.
4. It will accommodate an important intermediate dis-
trict, including the borough of Pontefract, with a popu-
lation of 12,000, and a considerable malting trade ; and
Knottingly, a.place known for its excellent lime quarries,
from which about 65,000 tons of lime are exported
attAually.
5. It will afford a good connexion from Leeds, the
West Riding, and the manufacturing districts, to the
main eastern line from London to York, and will supply
the purpose of a necessary branch from that line.
These objects seem to us abundantly sufficient to jus-
tify the construction of the Wakefield, Pontefract, and
Goole line, the estimated cost of which is only 365,0001.
It is true that the same objects might be attained more
economically, though less perfectly, by substituting for
the Wakefield, Pontefract, and Goole line, either the
branch from the York and North Midland Railway, at
Brayton, the estimated cost of which is oily 105,0001.,
or the Leeds branch of the Lincoln, Leeds, and York
line, to Normanton, in connexion with a short branch to
Goole. But the former of thes - schemes would give no
accommodation to Pontefract, and the intermediate dis-
trict, and would involve a considerable circuit upon most
of the traffic in corn and coals ,to and from the interior,
in addition to the delay and inconvenience of compelling
all this traffic to pass over the most crowded portion of
the York and North Midland Railway, the inconvenience
of which has been already referred to in the Commis-
sioners' Report ; and through the Normanton station,
which is already the centre of such a large amount of
traffic, and where the space is already limited.
The other scheme of the Lincoln, Leeds, and York
Company's Leeds branch, is also open to the latter ob-
jection, and is imperfect for the reasons which have al-
ready induced us to consider the main scheme with which
it is connected as inadtnissib:e, and because no Goole
branch in connexion with it is actually proposed.
Under these circumstances, and considering that the
traffic is likely to be sufficient to support a good line to
Goole, we have no hesitation• in reporting our opinion
that the Wakefield, Pontefract, and Goole line, appears
to us to deserve a preference over the other competing
schemes for that purpose.
Two schemes are proposed for extending railway com-
munication in the northern and north-eastern portions
of Lincolnshire, which, although not dependent on the
decision of the main question between London and York,
are in some measure connected with it ; viz

gage, &c. afforded to the other passengers shall be given
to the third-class passengers.
" To run, besides the through trains, short trains for ,
the accommodation of the local traffic, at times best
suited to the convenience and interests of the inter-
mediate population.
" To carry coals at seven-eighths of ld. per ton per
mile, and fish, by first-class trains, at 4d., and by third- ,
class trains, at 3d. per ton per mile."
And they state that they offer these advantages to
the public in the most perfect confidence that they are
justified in doing so, commercially speaking.
The traffic estimate of the Cambridge and Lincoln
Company has been taken at an average of lid. per
passenger per mile ; per ton, or id. per quarts; '
per mile on corn and flour; hi. per head per mile on
fat cattle, and one-fifth of Id. per head per mile on ,
sheep ; with rates low in proportion on wool, coals,
and general merchandise, and it shows a profit of nine
per cent. on the estimated capital.
There appears, therefore, no reason to doubt that a
tariff of charges, somewhat similar to the above, might
be safely and fairly enforced, with ample provision for
securing good accommodation for all classes of passen-
gers, and also for securing the running of one or two
quick trains daily, between London and York, at what-
ever speed was adopted upon other railways, or was
consistent with safety, which would certainly reduce the
time of the journey to less than six hours.
The advantages resulting from the establishment of
such a system o low charges would not merely be con
fined to the railway in question between London and
York, but would indirectly extend an influence over many
other parts of the general railway system. A fair par-
ticipation, also, in whatever further advantages might
result from the increase of traffic and population, or
from increased economy in working, owing to further
improvements, would be secured to the public by the
option of revision, %%hid', in this case, owing to the
smallness of the original outlay, would hold out an un-
usual prospect of becoming the means of Insuring
portant advantages for the future.
In the meantime, however, the result would be, that
first-class passengers would be enabled to travel from
London to York for a charge not exceeding 30s. or 355.,
in a time not exceeding six or seven hours, while pas-
sengers, to whom economy was an object, would be con-
veyed in comfortable covered carriages at charges pro-
portionably less.
With regard to the main object, that of affording a
ready communication between the great food-producing
districts of the East of England, and the great food con-
suming markets, viz. the metropolis and the manufac-
turing districts, an inspection of the map will show that
very complete provision is made by the lines whose
sanction we have recommended.
The Bedford and London and Birmingham, in con-
nexion with the Hitchin and Biggleswade branch of the
Northern and Eastern, and the trunk line to Cambridge,
afford a ready outlet for the produce of Bedfordshire and
Hertfordshire.
Cambridgeshire and the Eastern Counties are pro-
vided with a double outlet towards the metropolis by the
Cambridge and Eastern Counties lines, and towards the
manufacturing districts by the Norwich and Brandon
and Ely and Peterborough, in connexion with the lines
north and west of Peterborough.
From that point the Syston and Peterborough line
continues the communication through Rutlandshire and
Leicestershire, to Leicester, Nottingham, Derby, Bir-
mingham, and by the Churnet Valley line to the Potte
ries, Macclesfield, Stockport, and Manchester ; while the
Lynn and Ely, and the proposed Stamford and Spalding
Branch of the Cambridge and Lincoln, complete this
chain of communication across to the German Sea. -
Further north, the trunk line of the Cambridge and
Lincoln traverses the heart of the rich agricultural dis-
trict of Lincolnshire, while the Newark and Sheffield
Railway, in connexion with its proposed extension to
Sleaford, and with the Branch of the Cambridge and
Lincoln line to Boston, completes another transverse
communication from Manchester and Sheffield, through.
the heart of Nottinghamshire and Lincolnshire, to

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that port.
Still further to the north, the railway accommoda-
tion of Lincolnshire is completed by the trunk line
through its county town and Gainsborough, and by the
Great Grimsby line; while a double out'et for its pro-
duce is afforded to the west, either by the Doncaster
and Swinton route in connexion with the Midland line,
or by the trunk line to York in connexien with the
Wakefield, Pontefract, and Goole.
By the last-mentioned line a ready access is afforded
f)r such of the agricultural produce of the East as may
have been collected by water conveyance, to the great
eat ep6t of Wakefield, and thence to the manufacturing
disci icts.
On the other hand, the great object of securing a
ready supply of coal for the eastern agricultural districts
has been equally attended to. With a view to cheap( n-
ing the price of this important article, it is highly im-
portant not oaly that the actual charge of transport
:lhoultl be reduced, hut &so, that as many sources of
supply as possible should be brought into play, in order
that the consumer may enjoy the full benefit of such re-
ducad charges, and of competition.
By the schemes now recommended this is provided for
in the following manner :
First, By adopting the most dira ct line from York,
southwards, and avoiding the inconvenience of passing
through the York station, the coals of the South Dur-
ham coal field aid be brought into competition over a
considerable area to the South of York.
Sec ndly, By the Wakefield, Pontefract, and Goc.le
line, an abundant supply of coal from the nearest fields
will be provided for shipment and distribution among
the eastern counties.
Thirdly, The Swinton and Gainsborough line, in con
flexion with the Barnsley Junction, and with the pro-
posed Eastern line, will afford a direct outlet for the
best coals of the Yorkshire field, those of Silltstone and
Elsecar.
Fourthly, By the Newark and '7;heffit,ld line, a direct
communication will be given to the south and east from
the nearest coal fields, those of Mansfield and Pinxton;
and also in connexion with the Sheffield and Chester-
field, and Midland lines, from those of Dronfield and
Clay Cross.
Fifthly, By the Syston and Peterborough line a fur
ther outlet for the Derbyshire coal fields will be afforded
into Leic,stershire and Itutlandshire, and through Stam-
ford and Peterborough to the cast, where they will meet
the supplies of sea-borne coal brought tilt:yards by the
proposed railways from Boston, Spalding, and Lynn.
It would be difficult to overrate the advantages that
may ba expected to result from the establishment of a
system under which coals shall be carried over all this
scheme of railways at rates not exceeding (except for
short distances) per ton per mile for toll and loeo-
motive power, a rate which is already adopted on the
Midland Railway, and which miglr, under the cireurn-
stances of the lines in question, be very proper y en-
forced. The best Derbyshire and Yorkshire coals could
thus be brought even to the metropolis at rates which
would allow of their being sold at prices little if at all
exceeding 20s. per ton, while they would be di-isemi.
nated over the whole of the Midland and Eastern agri-
cultural districts at prices proportionably less, according
to the reduced distance.

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It is resp:Ttfully announced that
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LE DESERT.

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The Great Grimsby and Sheffield, and
The Hull and Gaineboreugh.
The former of these lines runs from Gainsborough,
by Glendford Brigg, to Great Grimsby, with branches
to New Holland, opposite to Hul, and to Market Kasen,
sell le the latter runs directly from Gainsborough to
Nitery Holland. An inspection of the map will show that
these are directly comp:tine scheiees, and tLat the
former is much more comprehensive in its object, corn
prising the accommodation of the imporaint agricultural
district of North Lincolnshire, and. the connexion of its
principal market towns tviih one ano- her, with Lincoln
and Gainshorough, and with the port of Great Grimsby,
which is represented as capable of great imp7-oveurre t,
'while the object of connecting the Ferry, eppesite to
Hu'l, with the main eastern lin:, et* railway, is accom-
plished by only a slight circuit. These considerations
appear to us to Le decisive, more especielly, as we do not
think that, owing to the interruption of ne trly three
miles of ferry across the Ilumber, and to the
great shortening in the railway communication
from Hull to the south, which will be effected
by the proposed main line by way of S, Iby,
any line from New Holland Point is likely
to be of material advantage to the town of Bull.
The accommodation of North Lincolnshire, therefore,
appears to us to be the main object ; and as this is much
better effected by the Grimsby line, which is likely to
afford great benefits to an important district, while, at
the same time, there is fair reason to hope, from the
estimates of cost and traffic, that it will be able to sup-
port itself, we have to report our opinion, that it appears
to us, upon public grounds, to deserve a preference.
With regard to the lateral communications further to
the south, we have already stated our reasons why the
Brandi of the London and Birmingham Railway to Bed-
ford, which at a slight cost, the Cstimatad capital being
only 125,0001., affords a communication both with Lon-
don and Birmingham, and the manuf teturing districts,
appears to us to be unobjectionable on public grounds ;
and also why the Branch from the Northern and
Eastern line' at Hertford to Hitchin and Biggleswade
would appear, in the event cf the rejection of any trunk
through that district, to be deserving of sanction.
The Ely and Bedford line, projected in the same
district, appears to us to be one which at some future
period may be required, but which can hardly be
considered at present until the main question of the
trunk linos in that quarter has been decided, and a
sufficient time has elapsed to consider the effect of that
decision ; and we therefore recommend its postponement.
The only remaining lateral schemes are those of the
Midland Counties from Nottingham to Newark and
Lincoln, and Syston to Peterborough.
We are not aware of any ( ppositiun, on public
grounds, to either of these lines, and the; are calculated
to afford considerable local accommodation to the dis-
tricts traversed ; mare especially in the conveyance of
corn and agricu!tural produce, and of coals. When
lines of this description are thus proposed, fur the ac-
commodation of an unoccupied district, by an existing
Company, with . ample resources to ensure their com-
pletion and effieient working, and when, as in this in-
stance, they interfere with no other existing or pro-
jected Railway, we are aware of no public reasons which
should lead us to report them undeserving of the sanction
of the Legislature.
There are some points of detail connected with the
pa,sing of the Syston and Peterborough line through the
town of Stamford, and the crossing if a public road
there on the ley, 1, to which we beg, however, to direct
the attention of the Committee on the Bill ; and also to
the mode of effecting a junction with the other lines in
r near Peterborough.
.We now proceed torecapitulate briefly the conclusions
et which we have arrived, ani the leading results, wish
l','ferenee to a ;great national system of railway commu-
ecaqon, which we have had in view in submitting for
the consideration of Parliament the recommendations
amteined in this Report.
The adoption of the Cambridge and Lincoln, and nor-
thern portion of the Direct Northern lines in connexion
with the line of the Northern and Eastern, which will
shortly be opened to Cambridge, and with the Totten-
ham and Farringdon-street Extension, will atilzd an in-
tegral and independent trunk line to the north,
having regard to gradients, is probably as short, in
point of time, as could possibly be constructed ; with a
first-rate metropolitan terminus ; passing through the
principal towns on the eastern side of the kingdom be.
tween London and York, by the reute, the first stage of
'whiCh has been already sanctioned by Parliament, and
which has been always considered as the most natural
and desirable.
By this line, from the completion of the portion as far
as Cambridge, and from the extreme facility of execu-
tion of the remainder, all the public advantages that can
reasonably be anticipated from economy of construction
will be insured. The completion. of the whole under-
taking within a moderate period, and whatever may be.
the state of the money market, or rise in the price of
labour and iron may, from this cheapness of construc-
tion, be rendered certain by the introduction of proper
clauses. The existence of the undertaking in a state of
independence, affording to the public whatever benefits
may be justly expected to result from the existence of a
second trunk line from London northwards, and from
the indirect effects of competition, will be also rendered
much more probable than could possiely be the case if
an expensive line was sanctioned, less capable of carry-
ing at low fares awl sustaining competition. At the same
time nothing will be created that can be considered as
tanfair or injurious competition, or that will tend to de-
predate the large amount of capital that has been in-
vested (hitherto unproductively) in the
.existing Eastern
Counties and Midland lines.
The extreme cheapness of construction of the new
lines from Cambridge to York will render it both prac-
ticabbf., and equitable to secure, by legislative provisions
a lower system of fares and charges, and greater advan-
tages than have hitherto been contemplated. Indeed,
the parties themselves voluntarily- offer such advantages,
and, what is more material, are in a condition to carry
their offers into effect.
The Direct Northern Company have stated their in-
tention of offering to introduce clauses into their Act,
binding themselves to carry passengers at the following

PIIOGP.AMME.
Part I.—EntranCe to the Desert,

Glorification of Allah ; grand chorus and orchestra—Arriral of
the Caravan—Departure of the Caravan—Tempest in the Desert—
Return of the Calm--The Caravan resumes its march.
Part IL—Night. . . .

The Evening Star—Halt of the Cahvan—Hymn to the Night:
air sang by Signor Morlani—Arabian Fantasia—The Dance of the
Mines— The Liberty of the Desert : grand chorus with orchestra—
Evening reverie : melody sang by Signor Moriani, with chorus and
orchestral accompaniments—Steep !

Part 111.---Suii-rise.

Call of the 3lttezzin; original Arabian melody, with the Arabic
words—The Caravan starts once more on Its journey—The Cara-
van gradually disappears in the distance ; grand ehoi-us and orches-
tra—Silence in the Desert—The Song of Thanksgiving—Allah.
Grand chorus final. _ _ _

Introductory Part—let. Fragment of Grand Symphony in E
flat-2d. Melodic. imitative a Grand Orchestre : Les Hirondelles,
sung by Signor Morianl-3d. Melodie Orientate : Le Chibouque-
4th. Soiree du Printemps Fragment tire des quartre Saissous de
Felicien David, executed by all the st:ing instruments.
Boxes, Two, Three, and Four Guineas each.
Applications for Boxes, Stalls, and Pit Tickets to be made at the
Opera-office, Colonnade, Haymarket.
Doors open at Eight o'clock ; to commence at Half-past Eight.

THEATRE ROYAL, DRURY LANE.
Tllhl EVENING
Will be repeated Balte's Grand Opera, THE DAUGHTER OF
ST. MARK. Lusignauo, Mr. Burdini ; Adolphe de Courcy, Mr.
D. W. King ; Catarina Colmar°, Miss Poole.
After which will be repeated, a New Comic Ballet, entitled
ItOBEIt r AND BERTRAND.
Dances in the course of the Ballet :--
Pas de Deux, by Mdlles. Adele and Louise.
Pas de Deux, by Mdlle. O'Bryan and Mr. A. Webster.
Grand Pas de Caractere, by Mdlle. Polin and 31. Gasperini.
A New Polka, by Mdlle. Polin and M. Onsperini.
Bolero, by Mesdames Louise and Adele.
La Esmeralda, by Mdlle. Polin, and
A MAZURKA, by the Principal Ballet Performers.
The Eminent Tenor, M. DUPREZ is engaged here for Twelve
Nights only, and will shortly make his appearance In his cele-
brated character of ARNOLD, in GUILLAUME TELL ; and is
also preparing himself for his unrivalled personation of EDGAR,
In Donizettl's popular Odera, THE BRIDE OF LAMMERMOOR,
tiir the Performance of which, an Engagement hat also been ex-
Kessly entered into with 31:111o. EU lENIC GARC ►.
The Box-otlice is open daily, from Ten in the Morning until Six
:n the Evening, where Private and Family Boxes, Stalls, a laces, and
i.ckets may be had on application to Mr. John Parsons.

THEATRE ROYAL, HAYMARKET.
LESSEE, %R. B. WEBSTER.
TIIIS EVENING
Will be repe ted a New and Orlzinal Comedy, entitled THE
SHERIFF OF THE COUNTY. Principal Characters by Messrs.
W. Farrell, Strickland, Buckstone, Webster, Mrs. Glower, Mrs. W.
Clifford, Mrs. Humhy, Miss Julia Bennett, &c.
After wkich, a New Grand Classical Extravaga•tza, entitled THE
GOLDEN.FLEECE. PritHpal Characters by Messrs. C. Mathews,
I. Bland, Madame Vestris, and Miss I'. Horton.
To conclude with YOUNG ENGLAND. Major Martinet, Mr.
Strickland; Mr. John James Pooley, Mr. Buckstone; Mrs. Pooley,
Mrs. Hamby ; Mrs. Smiler, Mrs. Stanley

The benefits thus conferred on those districts, in addi-
tion to those resulting from the means of cheap and cx-
peditionsintercourse far passengers, and for the trans-
port of corn, cattle, arid oth,!l- agricultural produce, being
afford d in every direction, and to all the pr►ncipal mar-
kets of the kingdom, would, we are convinced, he of the
greatest im2ortance ; and it appears to us, that by the
combination of schemes which we have described, these

TIIEATitE ROYAL, ADELPIII
UNDER THE DIRECTIO, OF MADAME CELESTE,
THIS EVENING

Will he repeated a New and Original Drama, entitled TILE
,litEEN It, SUES ; or, A Hundred Years Ago. Ccumor Oliennedy,
ND*. Scihy ; George, Mr. liadson : Wild Martogh, Mr. 0. Smith ;
Muster Grinnidge, Mr. Wright ; Jack Gong, Mr. Paul Bedford ;
Geraldine, Mrs. Yates ; Nelly O'Neill, Mrs. Fitzwilliam ; ➢liami,
Madame Celeste. _ _

After which, will be repeated a New Grand Epercal Exposition,
called ST. GEORGE AND THE DRAGON. Principal Characters
by Messrs, Paul Bedford, Wright, John Saunders, Selby; Miss
Woolgar, Miss Brooks, and Miss E. Chaplin.
To conclude with MOTHER AND .CIIILD ARE DOING WELL
Mr. Snugsby, Mr. Lambert ; Lieutenant O'Scupper, R.N., Mr. Paul
Bedford ; Mr. Felix Fluffy, Mr. Wright ; Entity, Miss Fortesene.

great objects would be attaine 1 as securely, as completely,
and as economically as it is possible to expect, and much
more so than would be the case if any of the other com-
binations which now present themselves should be
preferred.
In conclusion, we beg to draw attention to the passage
of the Fifth Report of the Select Committee of last year,
in which it is stated, in recommending that reports
should be made to Parliament by this department upon
railway schemes, " That no such report should be held
to prejudice the claims of private persons, the examina-
tion of which should be altogether reserved to the Houses
of the Legislature."
In submitting to Parliament, in conformity with the
recornmendatioes of that Committee, the results at
which we have arrived, with a view to the information
and assistance of Parliament in forming a judgment
upon the schemes in question, in so far as our re-
port may be available for that purpose, we are anxious
that it sh add Le distinctly understood that we have ar-
rived at these results solely upon public grounds, and to
the exclusion of all considerations how far such results
might require to be modified by a due. regard for private
rights and interests.

PRINCESS'S THEATRE, OXFOItD-STREET.
LE.SEE, MR. J. M. MADDOX.
THIS EVENING,
Will be performed a New Tragic Drama, called METAMORA THE
WAMI'ANOAGS Metamora, Mr. Edwin Forrest; Mordaunt, Mr.
Wallack ; Lord Fitz Arnold, Mr. Archer ; Mahmeokee, Mrs.
Stirling ; o,cana, Miss Emma Stanley.
After which, Mr. SANDS and his INFANT BROTHER, MAURICE,-
will appear in their Pleasing and Wonderful Entertainment, DE
SALON, FREAKS OF FANCY.
To conclude with a New Gran] Oriental Melo-dramatic Burlesque
Extravaganza, in Two Acts, called TIMOUR THE CREAM OF ALL
THE TARTARS. Timour, Mr. Oxberry ; Zorilda, Miss E. Stanley.
Stage Manager, Mr. 11. I. Wallack; Stage Director, Mr. Emden ;
Machinist, Mr. Edmund Bradwell.

Buperbly decorated, and with extensive alterations: forming ene of
the moil, Elegant and Comfor`able Theatres in the Metropolis
THEATur. ROYAL, LYCEUM.
UNDER THE MANAGEMENT OF MRS. KEELEY.
THIS EVENING

The Performances w.ll commence with a Comedy called THE
RECRUITING OFFICER. Supported by Messrs. VitVng, F. Mat-
thews, Emery, Meadows, Bellingham, Wigan, and Keeley ; Mrs.
Keeley, Miss Villars, Mrs. Wigan, and Miss Dawson.:
Alter which, a New Farce, entitled LOWTHER ARCADE.
Characters by Messrs. Keeley, Meadows, I'. Matthews ; Miss Dawson,
and Miss Grove.
To conclude with a Burlesque of English History, Pourtraying
Olden Ideas and Modern Notions—lnvested with all the Pomp and
Display of Scene—Painters engaged expressly—Costumes according
to Fancy--Mechanism, Ballet, Music, and Novel Stage Arrange-
ments—to be called, WHITTINGTON AND HIS CAT Dick
Whittington, Mrs. Keeley ; Maley Moloch, the Lien Tamer of the
Dessert, Mr. Keeley ; the Cat, Mr. Collier, supported by Messrs.
Emery, F. Matthews, and Wigan ; Miss Fairbrother, and Mitm Grove.
The Box-Office is open daily, under the direction of Mr. Grogan.

DALHOUSIE.
C. W. PASLEY. G. R. PORTER.
D. O'BRIEN. S. LAING.

The Yen Rev. the Dean of Chester and family
have been placed in mourning, by the d,nnise, last week,
at Sudbury Rectory, of the reverend gentleman's
youngest son, Lieutenant Thomas Anson, of the Royal
Navy. The deceased gallant officer was brother to Mr.
George Edward Anson, treasurer to his Royal Highness
Prince Albert.

Taut. CRUISE.—There appears to be something
not quite right, or hardly fair, in the late trial cruise
between the Victoria and Albert, the Black Eagle, and
the Rattler; which, while it made the trial appear very
favourable for the yacht, tended to bring the Rattler and
her screw into disrepute, and very undeservedly so. The
yacht of 1,034 tons measurement has engines 430 horse
power; the Black Eagle of 540 tons, 260 horse power;
while the Rattler of 866 tons has only 200 horse power;
with so much less proportion of power it was impossible
she could compete with them. Had the Rattler, instead
of 200 horse power had 360, which would have been in
exact proportion to her tonnage, as the power to the
tonnage is in the yacht, :lie would have beat both the
yacht and the Black Eagle hollow, not only in heavy
seas, but ie smooth water; in no case would they have
stood the least chance with her. —Deconshi? e 1 ndependent.
MILTON, NEXT GRATESEND.—Mr. William Crome,
of Erith Cottage, Old Kent-road, died on Saturday, the
17ith instant, in the 80th year of his age. Ile was the
man that brought the first news to Lord Liverpool of
the glorious victory over the French army at Waterloo.
Mr. W. Crome at that time was a resilent at Wend.
A &WV:IOUS Doc. —On SiturdEty afternoon a
large mastiff dog, kept by Mr. William Semmence, at
High Lanes, rushed into the dwelling-hens barking.
and howling violently. The inmates, thinking this was
occasioned by some person passing by, took no notice
of it, till the faithful watch-dog caught one of Mr. Sem-
arum's daughters by her clothes, and dragged her out
side the house ; he, then let her go, and began barking
and leaping up towards the roof, which the young wo-
man immediately disc
..vered to be on fire. It was soon
perceived that there was no possibility of saving the
house fraai destruction ; the inmates, therefore, con-
tented themselves with removing the furniture. The fire
soon extended to an adjoining house, occupied by
Nicholas Obvert which was also reduced to ruins, the
inmates succeeding in savtng their furniture. The pre-
mises were not insured.--Falmouth Parket,

ROYAL OLYMPIC THEATRE.
(Unger the Direction of Miss Davenport.)
TIIIS EVRNING

Will be repeatel THE GAME COCK OF TIIE WILDERNESS,
Colonel Mcreville, Mr. H. Mellon; Roderick, Mr. Binge; Samson,
Mr. Marble ; Mabel, Mrs. Griffith.
After which, THE PLAGUE OF PLYMOUTH.
To conclude with THE SEVEN CHAMPIONS OF CHRISTENDOM,

ASTLEY'S ROYAL AMPHITHEATRE.
PROPRIETOR, MR. W. BATTY.
THIS EVENING.
The Performances will commence with a Grand Military Equestrian
Drama, entitled THE MAID OF SARAGOS::A.
Scenes in the Circle, introducing M. and Mdme. Dumos, the cele-
brated French Equestrians.
To conclude with THE SLEEPING DRAUGHT.

DAVIDOE'S ROYAL SURREY THEATRE

GREAT ATTRACTION FOR TILE EASTER HOLIDAYS.

THIS EVENING

Will be repeated a Near Drama, called MARGARET CATCH.
POLE. Supported by Messrs. H. Hughes, Hicks, Fredericks, It,
lionncr, S. Cottrell, Heslop, Lewis, Mrs. Daly, Mrs. Lewis, and Mrs,
H. Homier.

After which, THE IRISH TUTOR, in which the Infant Power,
Miss Heron, will appear.
To conclude wi'h THE MOOR MAIDEN, in which Messrs. Hicks,
Neville, Fredericks, Lewis, Mrs. Hughes, Miiis Martin, and Mrs. H.
Vining will perform.
Places and Private Boxes to be bad of Mr. Kerschner, at the Box-
office, from Eleven to Four.

ROYAL VICTORIA THEATRE.
THIS EVENING

Will he repeated MARGARET CATCIIPOLE, The Female Horse-
ateAler. Onega and Pechunna (Red Chieftains), Messrs. Cony and
Blanchard ; Margaret Catchpole, Miss Vincent.
After which, IIEIICULES, KING OF CLUBS.
To conclude with THE KNIGHTS OF THE CROSS.

The oft-repeated rumour respecting an alteration
in the conveyance of mails to and from this island, and
the transf, r of the service from the regular mail packets
to the Southampton steamers, has again been revived
during the past week. From the information. we have
been enabled to collect, it would appear that there. is
some foundation for the report this time, and that the
South-Western Company have received !lode° to be in
readiness for the 15th of April.—Jersey Times.

rate :
" First class...
Second class gp 1 id• ~
Third class
" To run at the least two third-class trains per day
-gash way between London and York ; that the oar-
es p.* shall be properly seated and covered in, and the
wsengers completely protected from th© weather, and
that all the ordinary attentions and privileges as to bag-

THE SUN, LONDON, WEDNESDA Y
_MORNING, MARCH 26, 1845.

THE WEATHER.-SUN OFFICE, MARCH 25.

lIIERNOMETER, Lowest, 31 ; Highest, 48; Nom, 48.
BAROMETER, 30.02.—W1ND, S.W.
._ _

NoTx.—The figures which follow the words "Lowest" and
" Highest" denote the lowest and highest state of the
i'hermometer during the preceding twenty-four hoursz. All
he other observations are made at noon.

WATER AT LONDON-BRIDGE THIS DAY.
Morning .. 24 minutes after 31 Evening .. 41 minutes after 3.

time of such exposures still were—members of the
"New Police," to allow of our saying that we have
no misgivings as to the laxity of the discipline which
is enforced by their superior authorities. That the
military style of equitation affected by the " Mounted
Police," as they are called, is a failure sufficiently
absurd, every one who looks upon their extraordinary
figures will acknowledge. Their figures suggest the
notion of perpendiculars in blue, raised on horisontal
lines of chesnut, brown, or black, or grey. Their
faces bear an expression of divided anguish at having
to undergo, in their years of stiff and impracticable
maturity, the rack-like extension of the riding-school
manege ; and of a self. enamoured complacency with
their equestrian graces, the bosses of their cavalry
bits, bridles, and stirrups, that seems to soothe the
personal distress and the sensation of insecure seat,
which they evidently endure both from " riding
long," and from long riding. They are too amusing
to be quarrelled with, but still we find that they are
the source of a very large item in the enormous
annual charge for this constabulary.
A Parliamentary paper which was ordered to be
printed on the 11th inst., and has, within these few
days, been issued, Irs at once enlightened and as-
tonished us upon many matters touching the Metro-
politan Police. Paper, No. 114 (11. C.), entitled
" Accounts showing the sums received and expended
for the purposes of the Metropolitan Police, Police
Superannuation Fund, and Police-courts, in
the year ended December, 1841," shows that the tutul
expenditure for the year on account of " Office ex-
penses," including salaries of two Commissioners and
their allowances (2,5261.), and their four clerks
(98.00 ; and salaries and allowances in the " Re-
ceiver's Department Office," for "rent, books, print-
ing, and stationery" (3,2650 ; "Pay, clothing, and
equipment of the police force—salaries of superintend-
ents included," (271,5021.); "Horses, forage, &c.,"
(6,839/.) ; that this "total," in short, was 317,5001.,
exclusive of superannuation and police-courts. Now,
however good an establishment may be, it may cost
prodigiously too much. In determining this question
—" whether the quantum of charge is excessive or

not," it is no unfair test to consider what is the quan
turn of effective service rendered by such an establish

ment. Making allowance for the increase of popula-
tion and pauperism, has there been such a decrease in
thenumber and character of the graver crimes, of the

higher misdemeanours, and of lesser offences, within
the circuit of the Metropolitan Police, and

through their exertions and vigilance since
their establishment, as to afford the public
a commensurate benefit for this immense expenditure
of the public rn.)ney ? We are disposed—mournfully
recurring to the accumulating horrors of our criminal
returns, and police magistrate commitments—to
answer in the negative. Between the annual amount
of property plundered within the Metropolitan
Police District prior to the establishment of this
force, and that which has been annually plundered
since, is there any such difference, in favour of the
protection afforded to property, as to countervail the
burden of such an immensely increased cost of
establishment ? We answer, unhesitatingly, " No."
But we rre bound to add that we perceive, in very
recent cases, strong presumptions against the existence
both of this vigilant and strict discipline, and against
even this freedom of the reputation of the "force"
from all impeachment of negligence and collusion.
One of the frightfully numerous cases of metropolitan
murders that have written the annals of the last six
months in blood, at present, wears an aspect that
connects the police with grave liability to the former
of these impeachments. The strange affair of
Mr. VULLIAMY'S stolen dog, a few weeks back—its
recovery—its location with the police, in the super.
intending custody of Mr. Inspector BLACK—and its
second abstraction from the green-yard behind the Bow-
street office, on the very premises of one of the Chief
Offices of this boasted constabulary, on the night
before the animal was to be identified by its owner—
righteously subjects, not the inspector, but some of
the subordinates, to the latter of these suspicions. It
is high time that the chief authorities should be
bestirring themselves "t ) remove, as far as this may be
done, by a stricter management and discipline of their
constabulary in future, the prejudicial impressions to
which to many circum3tances have lately given birth.

The Madrid mail of the 17th had not arrived at

Paris on Sunday.

Two of the Paris papers contain articles on free
trade, evidently written in reference to the extensive
changes proposed by Sir ROBERT PEEL, and we
regret to find that little disposition is shown by them
to follow the example. The Commerce, which is re-
garded as the organ of the manufacturing and com-
mercial classes, admits the evils of prohibitions, but
cannot consent to any important modifications. The
prohibition system, it says, would isolate France and
put an end to commerce. Free trade, however, is
inadmissible in the present state of Europe, which is
regulated now not from choice, but tormented for ages
by a mass of laws more or less restrictive, and under
the protection of which so many vast interests have
sprung up. Th. 3 Constitutionnel takes nearly the same
view. England, it says, has adopted a system
different from that of nearly all other nations,
She has reduced the taxes on foreign produce, espe-
cially on those articles which are necessary for the
encouragement of industry, and the state of her manu-
factures and the wants of commerce, justify these in-
novations, but England alone can afford to take such
a step, and France, Belgium, Russia, and Austria, are
riot in a condition so favourable, and must therefore
prt.tect the home market by restrictions much stronger
than those adopted. This is the substance of the ar-
guments for heavy duties, and we fear the Govern-
ments of the different continental States, and nearly
all the inhabitants engaged in agriculture and maul-
factures, are of the same way of thinking. Time,
however, will dispel the delusion, and the example of
England will yet be followed even by the most bigoted
monopolists. The Presse, which, though Conserva-
tive and something more, supports the despotic
'policy of Queen CHRISTINA, and hates England cor-
dially, has a . long article on the conflicting claims
of this country 'and the United States with regard to
the Oregon territory, Texas, and the trade with
China and the islands of the Pacific. This journal
displays its usual spirit of hostility to England, and
in the fervour of its hatred forgets justice and honour.
It admits that England has the best claim to the
Oregon territory, yet, with unprincipled effrontery,
contends that America is quite right in not yielding
so valuable a possession. The article altogether dis-
plays an utter want of principle, and possibly was
dictated by some of those " sympathisers" who lay
claim not only to Texas and the Oregon, but to Ca-
nada. In fact italmost states as much, and announces,
that though Sir ROBERT PEEL has refused to lay be-
fore Parliament the papers relative to the Oregon
negotiation, nothing in the litigation will continue
secret. The writer says he has an assurance to that
effect, and further adds, that as England has recoiled
before Russia in India (to what does he refer ?), she
will also make disgraceful concessions to America.
We shall see. The following is an extract from the
article in question :

" Great Britain has in her favour, in this dispute, the
authority of past times and the letter of the conventions.
She has also offered to the United States to submit the
litigated question to the judgment of a great European
power, and to accept its intervention. This offer has
been refused: it ought to be so, for the irrevocable de-
termination of the Americans is to seize, at every risk, a
territory of which, for some years past, they well under-
stand the prodigious importance. In fact, in considering
the inevitable development which the west side of America
must take, from Cape Horn to Behriu.''sStraits ; in con-
sidering the new interest which the Sandwich Islands,
the Marquesas Islands, and Otalrite, have recently ac-
quired, and of the probable opening of a communication
through the Isthmus of Panama ; considering also the
opening of China, which appears destined, some day or
other, to open the ports of Japan to European commerce ;
and looking to the continually increasing emigration of
the American population towards the wesz. coast of
Mexico and California, how is it possible that England
and America should not dispute, with all the obstinacy
of their policy, with all the ardour of their ambition, the
possession of a country which on the one side almost
touches Louisiana, and on the other Canada ? A few
days ago Sir R. Peel, being called upon to lay before
Parliament the papers relative to the Oregon negotiation,
refused to do so ; but the Government of the Union is
less reserved, and we are assured ihat nothing in the
litigation will continue secret. We shall make our
readers acquainted with all these grave events, in order
that they may see that it is not alone in India before a
population armed by the Russians that the English re-
coil ; but that in America the threatening attitude of
her ancient colony is sufficient to force Great Britain to
the most disgraceful concessions."
These papers. furnish little additional intelligence
from Switzerland. The Diet on the 19th adopted
the following resolution :—" The forming of free

corps, as well as the levying of such bodies of men,
without the consez.t or co-operation of the cantonal
governments, are inadmissible according to the sense
and aim of the federal compact." All the other
questions were postponed, and the Diet adjourned
without axing any day for renewing the deliberations.

FLANDER:3, HAMBURGII, AND

DCTCH MAIL.

BRUSSELS, MARCH 22.—This morning a flight of
storks passed over Brussels, on their way to the north ;
this indicates the termination of the frost.

Surveyors are already examining the ground of
L'Entre•Sambre and Meuse, to make the plans which
must precede the commencement of the works of the
railway, which is to be undertaken by Richards and Co.
Three eminent English engineers, Messrs. Topwith,
Stevenson, and Scott, are expected in Belgium next
week. They are sent by this company. In the last
meeting of the Shareholders at London, the Direction
announced that the works would be completed in three
years.

A company has offered to make a railway from Ostend
to Dunkirk, whence it would be afterwards prolonged to
Calais, Boulogne, Abbeville, and Amiens.
The New Rotterdam Journal says it has been credibly
informed that Baron Bentinck, at present Ambassador
of the Netherlands at Stuttgard, will be appointed to suc-
ceed M. Rochussen at the Court of Belgium.
THE HAGUE, MARCH 21.—We have received the Java
papers to the 23d of November.
BATAviA, Nov. 15.—According to accounts from
Bawean, the island of Gilie, situated one-and- a-half
miles east of that place, was attacked on the 22d of
October by five large and six small piratical proas, who
totally plundered it without meeting any resistance from
the natives, who secured themselves partly in boats,
partly by swimming, except five of them, who fell into
the hands of the pirates, two of whom were imme-
diately killed.
'1 ne assistant resident directly took steps for the
defence of the island of Bawean, and to drive the piratical
vessels from the territory of the Government. The
resident attempted at first to do this with sloops, manner:
with armed natives, but the pirates were too well armed,
to be attacked without artillery, especially as they had •
hastened to throw up an entrenchment, armed with the
guns they had taken at Gilie, the tire of which obliged
the sloops to retreat.
" During the night nine sloops were got ready, but too
late to chastise the pirates, who had withdrawn during
the night. It was apprehended at Bawean, that the rich
booty which the pirates had made at Gilie would cause
them to attack other places. We learn from Samarang,
that the master of vessels had reported that he had
met nine pirate vessels, on the 31st of October, north
east of Bawean, and had an engagement with two IA
them, which he beat off, with some damage to his vessel,
and the loss of two men. The two pirate proas suffered
severely, and he believes that one of them were sunk."
LEEUWADEN, MARCH 17.—1 t is a remarkable circum-
stance that, in consequence of the frost, which • has been
still more severe since Wednesday last, the Stada Ver
laat, a hich has been open the whole winter, and has for
some time flowed with considerable rapidity, is now so
frozen that heavy laden sledges pass over it. The severest
cold was on Friday, the 14th. when the mercury in
Fahrenheit's thermometer was at zero. The weather is
now more mild, but the thermometer is still at 24 deg.

AMSTERDAM, MARCH 21.—The thermometer was at
eight in the morning at 30, and at one F.M. at 37.
Dutch Papers, March 22.
HANOVER, MARCH 12.—His Majesty the King has
given permission to Privy Counsellor Baron de Falcke
to accept and wear the grand cross of the order of the
North Star, conferred on him by the King of Sweden
and Norway.
RATISBON, MARCH 11.-Our journals state to-day,
that it is affirmed, on good authority, that the Rev. Air.
Diepanbrock has yielded to an earnest representation of
the Papal Chair, and consented to accept the dignity of
Prime Bishop of Breslau.
BERLIN, MARCH 15.—The changes in the army,

MONEY and C 0 NIM 12. RC lAt IN '
CITY, TUESDAY EVENOt
Consols were marked at 100 to % for Money, and Ivu,is
M for Account. Exchequer-bills were heavy, at 575. t 0"
premium.
The Foreign Bonds continued heavy. Spanish Five'.
Cents. have been 30% ; and the Three per 'Cents. . '
Portuguese Converted were 6714 to 1/2 ; Peruvian, 44,
Colombian, 15 ; Buenos Ayres, 41 to 42%; Brazilian, "'
90 ; "and Belgian Two-and-a-Half per Cents., 60%.
The additional transactions in Railway Shakes have beei!,
these :—The Bristol and Exeter, 121,4; Caledonian, t
Cambridge and Lincoln, 5%; Churnet Valley, 5; Pcuot.
and Belfast, 4; Great Western,Halt, 57; Guildford, j`if.
ham, and Portsmouth, ; Lancaster and Carlisle, 2010
London and Birmingham, Quarter, 291% to, 30;
Western, 38% ; Ditto, Eighths, 17 ; Ditto, New, 9%; °Zig).
Western, New, /4 ; Croydon, ; Lynn and Ely, 5; "'ra
chester and Leeds, Half, 32 ; Ditto, Quarter, 18 ; Nortiler
and Eastern, 20; Ditto, Scrip, 5 ; North Wales, 114 ; ;
and Sheffield; 214 ; South-Eastern, New, No. 1, F'nit
Staines and Richrnspid, %; Trent Valley, 15% 14 ; ji3;
and North Midland, 514 Selby, 461, • ' Ditto, Extension, 0
Boulogne andAmienN 731 ; Lyons and Avignon, I to 14
and Nantes, 1 ; Aberdeen, % to 1 ; and Armagh and r°
rush, N premium.
_The Foreign Exchanges generally were firm this afternel•
The following is the official return of the exports of 1;/
lion from the port of London for the week ending Tburs
Last

Silver Coin to Belgium

(From The-Sun of Last Night.) I
There was a quit market for Cotten at Livet
yesterday. Sales 3,000 bales, including 500 Bahia a 1.510
to 64d., 150 Maranham at -lid. to 54d.. 100 EgYP6e,,,es
to Bd., and 300 Surat at 2id. to 241. per lb. -r
,";es
were 4d. per lb. lower than on Friday last, and Id- !..."'dc,
than yesterday week.—RailWay Shares were et ;
and a considerable business .was done. Billet;
ham and Derby, 109; Cal.donian, 91 i; Cheat' ;
and Birkenhead, 451 ; Chester and Holyhead, "i;
Churnet Valley, 7 *; Cambridge and Lincoln, 61.:
Eistern. Counties, 214 44,-; Edinburgh and Glasc
Quarter Shares, 154; Grand Junction, 226; Pit fi
Half Shares, 111; Lonon and Birmingham, 321 Shoed,
144 ; Lond.in and York, 3i 4; Direct Northerncrlti
Manchester and Birmingham, New, 5 1-3 ;
Counties, 1404 ; North British, Half, 44 i'
• ",rod,
Wales, 131 ; Preston and Wyre, 324 ; Scottish' 010%h.
54 ; Sheffield and Manchester, 112 - 1111 ; $t 1119
Eastern, 43 424 ; Trent Valley, 174 ; Nris and Wild
14 ; Orleans, Tours, and Bordeaux, 11 ' • Sambre
M,se, 5i ; Northern of France, 64 ; Boulogne 011
e,
Amiens, 12.
With the view of extending commerce and 111"..A7
communication in Spain, a project has been annonoe7
under the name of the Royal North of Spain Bailie%
It has the patronage of Queen Isabella, and it 076
hardly be said of the whole of those interested in plO
prosperity of the country, and not a few P 0
in Great Britain, who as creditors for Ivere
raised here, and arrears of interest, have a door
deep concern indeed in anything that may tend Are
prove the resources of the Spanish Government. ;of
understand that this project—the first, we believecor,
creating railways in Spain, has met with a very ,40
siderable degree cf support, not only in London bpi
also on the Parisian Bourse. There is little doubt ea!
tained that the project will eminently succeed. oil!
ha Stock Exchange, on and after to-morrow, 0
not bP., opened until half- past ten o'clock in the morepie's
and will close at half-past three. The members, es tiiijet
go in other departments of business, maY 1-00
themselves fortunate in having to complain.,° cow
much to do. The English Funds to-day are dam' .r Ac•
sols for present transfer realise 100 to 1004, and 1"" 570.
count 1004 to 4. Exchequer-bills have been 60s, Wou
premium, and East India Bonds 70's. to 725. Prelttife.
The market for Foreign Stocks is also very tb°
Spanish Five per Cents are nominally 30 to e 4boa•
Passive have been done at 74; and Portugues
verted at 674. Columbian have ranged from 141 t° ter
Russian Bonds are firm at 1164• and Dutch /01°-•
Cents. at 991 seti
The market for Railway Shares has been act'"
the quotations generally are supported.
ONE
PRICES OF BRITISH FUNDS. O'CLOCK.
3 per Cent. Consuls
India Bonds, 1,0004. ...... 70 72
Ditto under 1,0001..
Exchequer Bills, 1,0001., I%d 5B 60 57 58 P°l* 56
Ditto 5001. . ........ 58 60 57 ern 60
Ditto Small
Ditto Advertised Pm'
o ,sargk
'4
ONE cy WC'
PRICES OF FOREIGN FUNDS. O'CLOCK.' r 41
Buenos Ayres Bonds, 6 per Cent.. 15
Columbian Bonds, ex Venezuela. 1514 147
Mexican, 5 per Cent. 1837 s6l
Ditto, Account l7

which commenced with the retirement on a pension of Ge-
neral Van Borstill, Governor of Stralsund, was continued
by a notice. yesterday, that twenty-two more general
staff and superior officers were discharged on pensions.
HAMBURG/I, MARCH 16.—The ice is closing in more
and more at Brunshausen, and off Blankenese places
which were open yesterday may now be passed on foot.
CUXHAVEN, MARCH 16.—The wind, which is rather
southerly, has made several open places near us, but
otherwise there is nothing to be seen in all directions
but solid masses of ice. The Middle Eibe is frozen over
to beyond Brunshausen, and from • Schulau to Blanke-
nese no open water is to be seen.—Hambergh Papers,
March 18.
•
DUTCH FUNDS.—AMBTzaDAM, MARCH 21.
Money. Bills.
Actual Debt, 2% per Cent.. ...... 64% 65
itto, 3 per Cent •
Ditto, 4 per Cent.
Ditto, 5 per Cent.— •• •••••• • • • • • •
Amort Syndic, 4% per Cent ••••• • • • • • 99% 16014
Ditto, 3% per Cent. •
Commercial Company, 4% per Cent • . 150% 1511,4
—Dutch Papers. March 22.
HAMBURGII BORSENIIALLE, MARCH 18.
Bills. Money.
Austrian 5 per Cents • • . 114%
Bank Shares 1670
Anglo-Russian LORII
Russian 5 per Cent., Itamb. Certificate.. 106 105%
Ditto Ist series Ittseription ...... 105%
Ditto, Rope and Co., 3tl and 4th series.. 09%
Ditto, in Certificate 993 e:
New 4 per Cent., Hope and Co. ••• • .• 92% 92%
Ditto Stleglitz •.••••• • • • • • • •
Spanish New 5 per Cent •••• • • • • 2214 221,4
Ditto 3 per Cent •• •••••••• • • • • • • • •
Anglo-Porltig,nese Loan, 21,. per Cent..
Dutch Actual Debt, vex' c0t......
Ditto 3 per Cent. .. • ••• ••••• • • • • •
Polish New 4 per Cent. Loan, 1814.... 87%
Anglo-Danish Loan, 3r. r Cent ••• • • • 88 87%
National Bank Shares•
Exchange on London.
Hamburg'', March 11 . 13 11%
Ditto Two months • • • • • • • • • 13 101,4
Christiana, March 1, 331
Stockholm, Feb. 21, 75 1) • •
—ilamburgh Borsenhalle, March. 18.

TO
cL054;3.
Irso'oo
-0 72
, ..„

AUSTRIAN FUNDS.—VIENXA, Mancir 14.
5 per Cent. Metalliques • •
4 per Ciut. ditto •• • • ...... ....... 102%
3 per Ceiit. ditto ..... ••••••• • • •• • • •• •• 78
Ditto, 1839
Bank Shares • • 1640
gsterhazy's Loan •••• • •• • • • •••••• •• 571,E
RAILWAYS.
The Northern. or Ferdinand .. • .
Gloggnitz •
Milan
—Allgemelne Zeitung, lt‘r.-fitT T.

THE MISSING PACKET SHIPS.
(From the Live, Albion.)
The missing packet ships, United States and England.
the former of which sailed from Liverpool on the 26th
of November, the latter on the Ist of Decemb,r, conti-
nued, when the last accounts left New York, to be the
theme of deep anxiety on the part Of the o,ners and the
public. Both the vessels had valuable cargoes. One of
the cabin passengers on board of the United States was
the Rev. Mr. Tulleeh, who fled from Scotland after corn
itting forgery, and after whom an officer was dispatched
by the steamer ; had he reached his destination he would
have been immediately arrested. We subjoin a list of
the crew and passengers on board of each vessel, their
fate, we fear, being no longer problematical :
PACKET SHIP ENGLAND.—SamueI Bartlett, master ;
A. W. Trubsham, mate ; Seth 1). Keys, second ditto ;
Charles Wilson, carpenter ; WM. M'Cormiek, Robert
Henry, Edward Du ;dale, James Stevenson, John Ander-
son, George Wolsey, Sampson King, James Morgan,
Colen M`Carthy, Thomas Byard, all of New York ; Ro-
derick M‘Denald, of Maim ; John Williams, of Rhode
Island ; John O'Neile, of Maryland ; Stephen Reed, of
ditto ; Theodore Thompson, of Sweden ; Olaf Wilson, of
ditto ; John Douglass, of Hamburgh ; James Thomas, of
England.
Passengers—None in the cabin. Steerage: John
Jennings, Mary Penny, Peter Boyle, Henry Moncer,
Patrick Ranyun, Michael Williams, Robert Gilchrist,
James Marson, Robert Atkins, Daniel Seunlon, Barney
Doneghm, James M'Gough, Michael Donaghey, Mary
Ann Kerr, Sarah Kerr, Francis M•Korne, Michael
Deulin, James Allen, Mrs. Mattenly, Mary Ann Mat-
tenly, William Mattenly, Biddy M'Ctbe, Roe Quillen,
Richard Tyson, Peter Reilly, John Brown, Mary Brown,
Luke Allet, Easter Allet, Downs, Margaret
M'Guire, John Bibby, William Douglas, James Mulhol-
land, Eliza Multolland, Ann and infaet Mulholland,
William Blake,William Culbert, Margaret Lovatt, Mary
M'Cloud, John Knowles, Daniel Wright, Henry Spence,
Robert Hamilton, John Armstrong, Ellen Weary, Ca-
therine Beresford, John Beresford, Thomas Beresford,
Joseph Beresford, R,,se Anne Beresford, James Corr--
gay, Margaret Walton, Bridget Donovon, Sarah Com-
stock, Mary Comstock, Jane Comstock, John Comstock,
Sarah Comstock, Thomas Wyfield, Mary Donaghey,
James Donaghey, Mary Donaghey, John Donaghey,
Isabella Donaghey.
PACKET SHIP UNITED STATES.—Alexander Britton,
master; John Crafts, mate; FrAnc;s Donnell, second
ditto; Robert M'Au!ey, Samuel atelier, Peter Rut-
ledge, Francia Mousers, Daniel Clark, George
John Brotter, George Dickson, all of New York; R. G.
Pettit, of New Jersey; William Gates, John Powers,
Henry Anderson, John Williams, William Taylor, Wm.
Johnson, all of Massachusetts ; William Thompson and
Henry Taylor, of Maine ; John Williams and James
Hogan, of Pennsylvania ; F. A. Davis, of Connecticut ;
Nicholas Pierce, of Antwerp.
Cabin Passeng rs—Mr. Hull and the Rev. Mr. Tamil.
Steerage—James Birchen, B. Malone, Elizabeth Ma-
lone, Charles Long, Luke Muldary. Jahn Tophum, Ann
and infant Tophum, Ann Meore, Archy Lyna,
Gribbs, Jane Mullen, Catherine Mullen, Mac Switza,
Mrs. Switza, James Darcy, Thomas Williams, Eliza and
infant Williams, Richard Williams, Alice Wilhams,
William 'rims, Mary Ann and infant Turns, Biddy
M'Guirk, Mary and infant Nl‘Guirk, Arthur M`Gunk,
Biddy Wads, Margaret Sales, Pat Burke, Henry Tray-
nore, Mary M‘William., Biddy M`Williams, Barney
Kelly, John M'Manus, Pat Reynolds, Michael Porter.
Thomas Guirk, Sarah Guirk, John Guirk, Francis
Guirk, Sarah Guirk, John Naylor, John May, T. S.
Saunderson, Peter Mullen, John M'Naughton.
ON BOARD THE ENGLAND—Officers and crew, 22 ;
steerage passengers, 68 : 90. On board the United
States :—Officers and crew, 2 1 ; cabin passengers, 2 ;
steerage passengers, 48 : 74. Total in the two ships, 164.

,
$34
,
671/f

Ditto, Deferred
Peruvian Bonds, 6 per Cents
Ditto, Account ..
Portuguese Bonds, 5 per Cent ...
Ditto, Converted 6714
Russian Bonds ......... 1163/4
Spanish 5 per Cent. 1840
D:tto Account
Ditto, Passive
Ditto 3 per Cent
Belgian Bonds, 4% per Cent —
Dutch, 212 par Cent .
Ditto, 4 per Cent., Certific 99% .--
Ditto, Account, ..... .. ..... ...... 993/4 C 0
40
PRICES OF PAID. AT ONE O'CLOCK. rg,-,,,54
Is AILWAY SHARES
Aberdeen
Armagh, Coleraine, and il
14
Portrush l% 15%5.........•.... ....-
Binning. and Gloucesterloo 1341/2 .. .........
Do. New '
Ditto % Shares
Bri,tol and Exeter
alto New
Bristol and Gloucester... 30
Cal. donian
Git•nsridge and Lincoln 11/ 6%3/ .........
Chester and Holyhead.... 5
Cinirnet Valley
Direct Northern
Dublin and Belfast J une. 2% 63/4 ............
Eastern Counties 25 ...... 21%%% ......
Ditto ditto, No. 2. l3s. 4d... 0.3/4% ....
Eastern Union
Ditto Extension
Edinburgh and Glasgow 50
Great (
Ireland)South. and NV es.t.
. 5
Ditto Extension
Great Western BO ...... •...............
Ditto % Shares 5O lOl3/4 ••• .........
Guildford, Farn'in,Ports. 21/2 ...............
Hull and Selby
Do. Half Shares - ............ ..
Kentish Coast l% 2l/4 ••, .........
Lancaster and Carlisle... 15
London and Birininghin (Stock) 233 234.......••
Do. Quarters 2
London and Blackwell. 161. 138.4 d —7%4. . ••••••
••••••:::::
London and Brighton... 50
London and Croydon, 13/. 15s. 9d 1814% ............
London iii,d S. Western 41/6s 10d ...............
Do. New consolidated Bths 6
Do. New
Do. New
...............
London and York 2l/2 3%74 ......... . ..
Lynn and Ely
Manchester and Leeds... 73 146 ........... :..
Du. % Shares
V 64% .......... ... •
Do Sixteenths 2IA ........
. 1 ...... .. , ,42
Midland 100 141% 140% 1
Do. New
Midland, firm., Derby 100 lO9 ...............
Newcastle and Darling-
ton Junction 24 ...... ...............
Do. ~Ntv Brandling
New..as.le and fenviek 1% 143/4 ...............
Newark and Sheffield ... 1% 4l i%. :..
North British
Do. New
Northern and Eastern... 45
Do. Scrip
........................
..
North Wales
Norwich and Brandon... 10 - 17 ... .......
Do., New .............1
..•..
Rugby; Worstr, & Tring 1
..•cottish. Midland 1%...... 2%••• ...........
Shrews., Wolverhamp ,
Dudley, and Birm 2%..... 5% 474 •"'... •..
South Devon
South Eastern & Dover 3312 s 4d 43lk•• .......... •
Do., No. 1.. 8 -..............
Do., N 0.2.
Do., No. 3
Staines and Richmond... 1
South Wales
22%..... —1862%14 ......... :::::::: ... ... ............... ...
Trent Valley— ...........
Waterford and Kilkenny 1 ...... 314.13... ..... ....
Yarmouth and Norwich. 20
Ditto,New 8
York and North Midland 50
Do. Extension
FRENCH RAIL1W011451A1AVY':S:::::::..:
... i..........:,...
Boulogne and Amien5... 4
Bordeaux and Toulouse 2
Bordeaux, Toulouse, and
. .•.•
.. . ... ..... 2
.....
Great North.. of France.. 4
Lyons and Avignon 2 ...... ...............
Orleans and Vierzon
•..,..
............
11A 11" ..•
..
Orleans and Bordeats... 2
2% 3 ........
Paris & Lyons, Latlitte's ')
Paris and Lyons, Gan-
neron's,
Paris &Lyons, (Calon's) 22 ..• •• 221 d ......... ................ ........ ..'
Sambre and Meuse
Strasbourg and Bale ... 14
Tours and Nantes, Mac- 2
.....
...... . .........
kenzie's
Ditto, ditto, Levevres... 2 ...... 214 ...... "'". ~..
JOINT STOCK BA, KS.
....... . y.)
Colonial
COURSE OF EXCITAN.. .......................... f..-6,..5j. ;ii:TA
Amsterdam CF. 12 81 Gibraltar ....• .
..
..... .16 gti
Ditto, at sight l2 6i Leghorn ..... •••
... .. 7... .
Rotterdam 0U 12 9 Genoa ..... ~ • . :.....,
....
Antwerp 26 20 Milan ...... ......
.....
_fli
flamburgh M.B. 14 0 Venice •••• • •••
.. „. .fili
Altona — Nap
0,.
... •••• .. . sh
Paris,3 days' sight 25 95 Palermo, !.1,- °.I.::: .. 53L„,k
Ditto, 3 rsonths 26 15 Lisbon ....................
.......
Marseilles 26 20 Oporto .. ......
...„
Bourdeaux 26 25 Rio 31tor" •*" ~
Frankfort on Maine l22i Bahia •••••:•,.
........ ..,
Petersburgh, 3Us — Buenos Af. ~ _sight
. NewYia.k.-.oP ir. o_7o,
Berlin l.4i ... •• • ros g
Vienna, effec. 11.3 M lO 4 Philadllt•
nutootik 17
Trieste, ditto
Madrid 36A Foreigt...
j.l _ . _
_.,.. 0 .
36i Portuga: ,x, 0
Actor..., 0 .
oil
Cadiz - 0

301$
40_,11

p2~

Uilbao —

......... ..

101

Db 113.111 ........

:23
l'l9
71/43

,
534

:se,
I Silver .t. tisre .... '
...---..--................--••• VI,
, ye or
THE SALT-HELL MURDEIt."-MOOLY i*"..405,9 bl
signed by upwards of 40 respectable 10..,,""r(lecia,de
Aylesbury and its neighbourhood Was fcr."--h FlStr
Lord Nugent to Sir James Graham, at evitsl,.:fsb
office, praying for a commutation of the rroir-0).
tence passed on John Tawell fort he suer 013 AA
Hart, to transportation for life. yesterriorow.es
swer was returned to his Lordship, for the
_,,lnon.stOthe
of the petitioners, in which Sir James Or, yothalip
that he can see no sufficient reason to interlej-,e di ',
sentence passed upon the. prisoner. CoPett II
miserable man will be executed ou F.-4dg Ile— '

The Viscountess Campden was yesterday safely
delivered of a daughter, at her residence in Portman.
square.
The whole of the farming stock, decorations of
the pleasure grounds, portiun of the furniture, &c., of
her Royal Highness the Duchess of Gloucester, at Bag-
shot Park, where the Duchess's establishment has been
broken up, is to be forthwith brought to the hammer.
Lord Ward's coming into. possession of his exten-
sive estatcs will be celebrated on Thursday next, by
public dinners, at Dudjsp

65
30 ,
9!"i

J:9
/t
1 ~ ~~

1411
11./44

7,~
~1~

Barcelona .....• —
Sevilla —

.... . ' 1
Ft
a Ca v• - ..t '
wn u t • A.A,.
VP''rint ,771:-.l',&•‘ , Alk/ ''
`-,- >.--,0. ..4‘,7411111111011 N71,11/444(' A,
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