The Sun.
London, England, 1845-09-24 00:00:00

IRISH LINES.
ULSTER.

BELPAST, FRlDAY.—Yesterday the first half-yearly
meeting of this Company, which was unusually large, was
held here.
Mr. JAMES GODDARD, chairman of the Directors, pre-
sided, and read the following report :
" The following statement shows the result of the Corn-
pany's business for the half•year ended 31st ult. :
First class passengers 25,589
Second class .. 109,235
Third class ditto
----
Total passengers ... 345,571
Net receipts for carriage of goods and parcels

£11,867
3,938

Total receipts from traffic
Register fees ... 33

X 15,838
Deduct for cost of working the line

Balance of net profits for the half-year
" Out of this sum the Directors recommend that a dividend
of 18s. per share be now declared, which will leave the sum
of 7731. 19s. sd. to be carried to the reserved fund. The pas-
senger traffic, during the last half-year, has considerably ex-
ceeded that of any corresponding period, and continues
steadily to increase. In the goods department the Directors,
after much inquiry, have felt it their duty to make a very
considerable reduction in the rates, with the hope that the
great additional accommodation thus afforded to the public
will lead to such an extension of the goods traffic as will
largely increase the receipts. IR orders helraT'er, to provide
for regularity in working, the railway, should such an in-
crease ill this department as is confidently anticipated take
' piece, the Directors are proceeding with the ballasting of the
portion of the line between Belfast and Lisburn, preparatory
to laying the second line of rails from this town to Porta-
down. The Directors, having long felt that the amount
with which the Company was charged for poor's rate was
oppressive, and that they were taxed, not only on the value
of the land, which they occupied, but also upon their
profits in trade, appealed, during the last summer, against
a rate made by the guardians of the Lurgan Union. In
this appeal they were successful, and the rate was, in con-
sequence, considerably reduced. The Directors will feel it
their duty to appeal against every rate not made on the prin-
ciple settled by that decision. This may lead to very con-
siderable litigation, which the Directors would most anxiously
avoid ; but it is the only course left them, until the Legislature
shall interfere to put upon a proper footing the rating of rail-
way companies, a subject which has so long been a matter of
complaint, and which was brought under the notice of a
Committee of the House of Commons in the summer of 1844,
but without any practical result. The Act which was neces-
sary to enable this company to complete the railway from
Portadown to Armagh has been obtained. The new Act
contains a clause compelling this Company to alter the pre-
sent gauge from six feet two inches to five feet three inches,
which has been adopted as the universal gauge for Ireland;
but, at the same time, clauses have been introduced into the
Bills of all the Companies whose lines will join the Ulster
Railway, by which, under the direction of the Board of Trade,
they will be compelled to contribute towards the expense of
that alteration. The means of raising the funds for carrying
on the works connected with the extension to Armagh have,
necessarily, been a matter of deliberation with the Directors ;
and, after full consideration, they recommend that a call be
made upon the Proprietors immediately after the present
meeting; and that the Shareholders authorise the necessary
steps to be taken for borrowing, upon the security of the
undertaking, a sum of money to the extent of 50,000/. The
engineer's report stated that the number of miles run by the
engines had been 53,000, and that preparations were being
made for laying down the second line of rails between Belfast
and Portadown, the extension from which place to Armagh,
was in the hands of Mr. Dargon, the contractor, who had en-
gaged to complete it in one year and a half."
Dr. TUOMPSON proposed a resolution to the effect " That it
is expedient to raise, by borrowing on the security of the
Ulster undertaking, the sum of 50,0001. for the purpose of the
works of the extension line to Armagh ; and that the meet-
ing do authorise the borrowing on security by bond or mort-
gage, in such sums not less than 5001. each, for such periods
not exceeding seven years, and at such rate of interest,
payable half-yearly, as the Directors might determine as
most to the advantage of the Company."
Mr. STEEN moved as an amendment, " That instead of calls
.on the. Proprietors, as recommended by Directors, they are
hereby instructed to issue new quarter shares at par, in the
proportion of one to each share now in existence."
Mr. PETER KIRK, M.P., in seconding the amendment, said
it was the practice of railway companies, both in Ireland and
in England, to issue new shares when about to engage in any
new undertaking, in order to cover the necessary expenses.
After some observations from Mr. George Pim, Mr. George
Greer, and Mr. John Harrison, the original resolution was
carried against the amendment.
A discussion ensued relative to certain other railway pro-
jects, which, if carried out, would, it was conceived, trench
upon the interests of the Ulster line, and, it was resolved, on
the motion of Mr. Coams, seconded by Mr. Wouxatkx,
Mr. Boyd being the only dissentient, "That the engineer
of the Ulster Company be directed forthwith to examine the
country between Newry, Moira, and Lisburn, with a view
to the construction of a line of railway which will afford
the best possible accommodation to the public at large, and to
the towns of Newry, Banbridge, Loughbrickland, romore,
and Hillsborough, having due regard to the interests of this
Company."
On the motion of Mr. JoHN. J.P., seconded by Mr.
KIRK, M.P., it was resolved, " That inasmuch as the Newry,
Banbridge, and Belfast Junction Company have always
shown the greatest desire to act in accordance with the wishes
of the Directors of the Ulster Company, andbe tionsctrou-octpeedrate
with them, the Directors of the -Company to'
communicate with the Provisional Committeaedoftbthaet
theyN Newry
be
Banbridge, and Belfast Junction Company, n
e
empowered to make such arrangements a
as may appear desirableviewto twhiethprothteacttiCoonmopfatnhy
with the
interests of this Company ; and that, if the Directors think
it expedient, they be further empowered to take any
other steps which may be necessary for the extension of
the Ulster Railway to Banbridge and Newry, and also to
such other points as will complete the oommunication with
Dublin."
Thanks to the Chairman and Directors closed the proceed-
ings.
GREAT COUNTY DOWN.—At a conference held on the
17th September, between a deputation from the promoters
of the Great County Down and the Directors of the Dublin
and Belfast Junction Company, the following among other
terms, which have not yet been officially ratified, were
agreed upon :—That a direct line be made by the Dublin
and Belfast Junction Company, from a point north of Newry
through Banbridge to Belfast, the trustees on behalf of the
Great County Down Company holding a certain amount of
shares in that undertaking, and being represented on the
direction in proportion to the capital invested. That the
Junction Company permit the Great County Down Company
to run in upon their line near Newry. That the two com-
panies mutually undertake to render each other any assist-
ance in their power in obtaining their respective Acts of Par-
liament.
GREAT SOUTHERN AND WESTERN.
Duisum, SaTtraDaY.—This day the half-yearly general
meeting of Proprietors was held at the Company's offices,
No. 3, College-green. The meeting was large and highly
respectable. At one o'clock George Roe, Esq., was moved to
the chair.
The SECRETARY read the following report :
tha
tp`:2lfothorfeaolt:::ltAfo-beyteeraorflla
syimrryeeloatuminregnrotoirtfeotchtoersshareholders held on
ork and Limerick, as originally
ment, and the Act lia beenwas
plated, line to C were
authorise the xt
empoweredcontain
plate
p
therefore, the satisfactiono
The applicaf made last session of Parlia-
obtained. The Directors have,
one Company, under one Direction,reportingf
undertaking, which
the purpose of carry-
inggiowhilich, when completed by
that you are now
out this great nude
Tour attention will
the addition of the branches
be called in another part of this report,which
applied
lhv e
undertaking
r an
thishe most
country. i i a
portant and productive railway
In the same session a Compony
power to make a railway from Waterford tro Parliaments
power
this line, the part which lies between Tipperarymeric
surd
Limerick runs nearly parallel to your pror =iinerick
extiaBi(4l. When the plans of these two wa
gs were

' submitted to the Board of Trade, it appeared to that
tibunal that, as the portion between Tipperary and Lime-
tick was common to the two Companies, it would be moat
; expedient for the public service, that the use thereof should
I. be given conjointly to both, under an agreement, to be em-
bodied in each of their Acts of Parliament. This has ac-
s cordingly been done. The principal conditions are :—That
• this Company is to pay to the Waterford and Limerick Com-
pany a per centage on one-half of the cost of constructing
, that portion of the railway oetween the point of junction and
the city of Limerick, and also one-half the charge of keeping
it in repair; that all stations between these two points shall
be for the joint or separate accommodation of the two Com-
panies, and that the Great Southern and Western Railway
shall have a separate terminus at Limerick. These terms
your Directors consider to be advantageous to your interests.
The support which it is the interest of your Company to give
to branch lines connecting themselves with your main trunk,
early engaged the attention of the Directors, and at your last
half-yearly meeting you sanctioned a subscription of 100,0001.
to the Galway line, and 20,000/. to the Carlow and Wexford
Junction. From circumstances which it is unnecessary to
state here, both these Companies failed in getting their Acts
of incorporation. It is intended, however, by the promoters
of these undertakings, to renew their applications for Bills
next session of Parliament, and from the opinion expressed
by the Board of Trade, and the reports made by the Parlia-
mentary Committees to which these lines had been referred,
there can be but little doubt that these applications will be
successful. It will be necessary, however, to renew your
approval of supporting both these lines by subscribing thereto
the amounts above specified. It is also proposed to make a
branch railway from Killarney, to join your line at Mallow,
which your Directors think will be of such advantage to this
Company that they strongly recommend your supporting it
also, by taking shares therein to the amount of 100,000/. In
these several undertakings it is intended that powers shall be
taken in their Acts for placing a certain number of your
Directors on their Boards, thereby securing a permanent in,
fluence in the direotion of each, and an harmonious working
of the whole. In addition to the lines already stated, a com-
pany has been fiewed for uniting Clonmel with Cashel; an-
otheT fez ecmAtpictnig a brineh from your line, near Temple-
Nenagli, the assize town of the North Riding of
Tipper4ry another for making a branch from Borris-in-
Os.sory to Roscrea and Parsonstown, in the King's County,
and another connecting Ennis, the capital of Clare, and
Killaloe, the key of the Shannon intercourse, with your
line, near its terminus at Limerick; while the Waterford
and Kilkenny Railway, for which an Act was obtained last
session, secures you the traffic of these two important towns.
From the foregoing enumerations of additional traffic about
to be brought upon your main trunk, your Directors cannot
but congratulate you on having secured a line of rail y,
which, from its geographical position, must reepi.vse yg
considerable portion of that tributary tra,ffic roi/
communication necessarily creat,e.:l. 00 "4
having been consolidated, wj4h tite4l-1-'
sion, the DiretopitiB
call ,s on bo't'h '

_ .iay
—,ension lines
and Cashel divi-
_...g the necessary steps to have the
on an equality. And as every exertion
made to complete the whole line with the least pos-
sible delay, the capital is likely to be required as quickly as
the Act will enable the calls to be made. The Directors have
much pleasure in stating that contracts have been entered
into for a large supply of sleepers, iron rails, locomotive en-
gines, and carriages, on reasonable terms, and the works
along the line are in such a state of forwardness as to war-
rant the Directors in believing that it will be opened at the
time originally contemplated. The engineers and solicitors
are now engaged in making arrangements to obtain imme-
diate possession of the land for the extension line to Cork,
so that contracts may be entered into for its construction.
The rapid progress made in the works will be found in the
subjoined report of the engineer; and the accounts of the
receipts and expenditure of the Company, made up to the
28th of August, 1844, certified by the auditors, are annexed.
By the 17th section of the Extension Act, all the members
of the board of direction vacate their seats at the present
meeting, but are eligible to be immediately re-elected."
The SERETART also read the report of the engineer, Sir
John M'Neil, on the state of the works.
The CHAIRMAN moved the adoption of the report.
Mr. JAMES PERRY said that there was an item of 7,0001.
in the accounts, which had been allocated to the Great
Western line from Portarlington to Galway. He denied that
the Company had the power to make investments of their
capital in other lines ; it had been admitted by the Directors
that they could not appropriate the funds of the Company to
any purposes but those for which the Company was formed.
There were also large sums of money proposed to be advanced
to the Killarney Junction Railway, and the Wexford and
Carlow Railway Companies. He (Mr. Perry) respectfully
denied that they could legally appropriate the funds of the
Company in those separate lines.
The CHAIRMAN said that the item of 7,0001. advanced to
the Galway Company would be refunded, and it required
only the presence of Mr. Kane to have the necessary deeds
and preliminaries put in order, for the purpose of having that
sum refunded to the Company.
A discussion arose as to the legality of advancing the
capital of the company in the speculations alluded to by Mr.
Perry, in which Sir David Roche, Bart., Sir John Burke,
Bart., Mr. Barrington, Mr. Ferrier, and the Chairman took
part ; after which the motion, that the report should be
received, was carried unanimously.
The CHAIRMAN put the third resolution, which was to
the effect that the Directors should have full power and au-
thority to invest in the Irish Great Western, or Galway Com-
pany, 100,0001. ; in the Wexford, Carlow, and Dublin Junc-
tion Railway, 100,000/. ; and in the Killarney Junction Rail-
way, 20,0007., and to carry out arrangements with the
several companies of these lines, with a view to the further-
ance and protection of the interests of the Great Southern
and Western Railway Company. The resolution was carried
unanimously.
The directors of the past year weve re-elected for the pre-
sent, after which _ _

Sir JOHN BURKE, Bart., Iva* moved to the chair, and
thanks having been voted to the prior chairman, the meet-
ing adjourned.

CONTINENTAL LINES.

STOCIUTOLV, SEPT. 15.—Count Rosen is come from Eng-
land, by which the statements in the newspapers of an
English plan for making railways in Sweden appear to re-
ceive some confirmation.

CRAM:ERG' AND ERQUELINNES.—The surveys are com-
pleted, the line staked out, and the works will be commenced
in a month. A new line in the Charleroi district, to accom-
modate the collieries of Ardinoises, Maimburg, Bellevue,
Ledelinsart, Sacre Madame, and the glass works of Dam-
premy and Charleroi, is projected.
MIDDLEBURG AND MAESTRICHT.—This line is conceded
preliminarily to Mynheer Dirk Dronckers, who has already
provided the necessary capital. The line begins at Middle-
burg, with a branch to Flushing, and proceeds to Bergen-op-
Zoom, Herbogten Bosch, or Bois le Duc, Breda, Yenloo,
Ruremond, and Maestricht.
DIEPPE AND FECAIIP.—The Presse states thet the conven-
tion relative to the concession of the Dieppe and Acamp
Railroads was signed on the 13th inst., by the Minister of
Public Works, and by Mr. E. Blount, of the firm of C. La-
tfiitte, Blount, and Co. ; Count d'Alton Shee, Peer of France ;
11. Barbet, mayor and deputy of Rouen ; Baron Michel de
St. Albin, formerly Receiver-General ; and M. Osment,
banker, of Dieppe. The concession is for the term of the
Rouen and Havre.

ROUEN LINE.—The traffic is one of the most respectable
this season, the increase during the last few days having
attained the enormous figure of 41,500 f. ; no doubt that with
such results these shares must rise considerably.—Railway
Chronicle.

The Huddersfield and Sheffield Company propose to apply
in the ensuing session to effect a junction with the Midland
Railways at Darfield, commencing at Penistone, and passing
through the richest area of coal strata via Woraborough and
Silkstone.

BIRMINGHAM AND LEICESTER DIRECT.—At a meeting of
the Directors just held at Birmingham, Mr. Shaw, the Chair-
man, stated that 180,000 shares had been applied for, when
there were only 30,000 to be allotted. Mr. Pardon, the
acting engineer, had, after examination of the line, reported
that not only were thera no difficulties of importance in the
shape of inequalites, but that the line would be one of very
easy construction.

trSIC ANn PoNTyroor..—On Friday a meeting was held at
Usk, Mr. E. 11. Phillips in the chair, to effect the establish-
' ment of a line between that place and Pontypool, when a
a letter having been read from Messrs. Johnson, Farquhar,
and Leech, the solicitors to the Newport, Abergavenny, and
Hereford line, offering to make the proposed line from Usk to
Pontypool, resolutions accepting the overture were passed.
Influential meetings were held last week at Swansea and
Llandilo, in favour of the Welsh Midland line.
The London and Birmingham have declined any con-
nexion with the proposed " London and Birmingham Exten-
sion," and intimate that they have instructed Mr. Robert
Stephenson to survey a line from Northampton to Weedon,
to connect their Peterborough branch with the proposed
London, Warwick, Leamington, and Kidderminster line, to
which they accord co-operation.
The Brighton Company propose to extend the Brighton
and Hastings line, now in course of construction, and which
will be worked by them, under a lease agreement, from
Lewes to the pert of Newhaven, in continuation of the line
at Keymer.
A direct line between London and Gravesend on the at-
mospheric system is projected.
The Coventry canal is to be converted into a railway to
run from the Rugby and Oxford line to Coventry and Bur-
ton-on-Trent, there to unite with the Birmingham and
Derby, and one of the projected lines to Manchester, forming
a direct route from Southampton to Manch enter and the
North of England, giving the Great Western a, direct outlet
north.

RAILWAY(m a
wayRe.)IMPROVEMENT.
the
In the Westminster Rev. , recently publdshed, there
is, under this head, an article
bycalculated to excite much
interest in the railway world,opening itlp a question
of the further progress of railways,
see not ; nor can we detect any.fallacyys,the end -whereof we
proposi-
tions, novel and original thoughthe b in the
The writer commences the articlee.
y
ing on the great reduction that has bk
comment-
ta en place in
railway fares, stimulated by the fear of
l
peting lines, showing that it would have beenlevr
and com•
to have taken measures to reduce fares and more wise
e
an earlier period, ere the agitation of new railwayspenses at
commenced, and that the existing lines
eaw
chance of competing with those about to be made,e no
ex-
cept by the greatest economy in reducing their expenses,
inasmuch as the fares must inevitably be roducedb
competition. But, even supposing an existing line to bey
eclipsed by a new one, as regards direct traffic, the
writer proceeds to show that the line may evert then be-
come more valuable by the proper applica.aion of the
land along its borders, distinctly pointing out that rail-
ways are even yet wholly in their infancy—Llnperfectly
applicable to mere transit between distant towns—badly
constructed as regards their future application to other
important uses—and thereby deprived of souroes of
profit immeasurably greater than mere distant transit
can ever yield. We give an eutline of the general sys-
tem which the author proposes for producing the best
economical result.
Leaving all existing railways, and the towns they
connect, to their own advantages and imperfections, be
adverts to a general system of new railways, without
regard to existing towns, to be laid out chie fly through
unpeopled districts, with a view to colonise' them with
an agricultural, horticultural, and manufacturing popu-
lation, throughout their whole extent, on the principle
that induced the Government of the State of New York,
to construct the Erie Canal through a wilderness, viz.,
that an easy route, once made, would be sure to attract
population wherever subsistence could be obtained. Be-
cause in order to attract population along a new line of
railway, i. e., a road with an artificial level, it is only
necessary to provide artificial circumstances similar to
those nature has provided in the natural levels of the
valleys, viz., water, fuel, and land to cultivate and pro-
duce crops and cattle. The absence of these circum-
stances has been the chief cause why hill land, which is
the h •
ealthiest has remained
mostly unpeopled, while
towns have multiplied •
in the valleys.
Commencing such • railways from the outekirip of any

large town, and carrying them either in a strsi,,ht or
curved line through any thinly-peopled diitriet,
stationary power should be ❑sed for the purpo..es of
traction, either by the atmospheric or other medium ;
amongst other advantages, preventing risk of fire.
Pipes for water to be laid the whole length of the
line.

Pipes for liquid manure to be laid the whole length of
the line.

Pipes for gas to be laid the whole length of the line.
And the roadway should be of ample width for two
lines, with carriages or travelling platforms not less than
ten feet in width, and of proportionate length. One line
might be laid first.

The various pipes should all be laid so as to be acces-
sible at all times for repairs and junctions.
The stationary steam-power to be placed at every two
or three miles distance.

We quote the following passage from the Westminster
Review :

"At the station we would inclose, oa the cheapest
plan of an ordinary railway terminus, from two to four
acres of land in a square form, with brick walls, say 20
feet high. The roof to be in spans of fifty to sixty fe'-t,
formed of iron, and supported On iron columns. The
whole of this we would cover in with hail-proof glass—
a process that will be ultimately cheaper than slating,
and far more durable. In Belgium, we believe, at this
time, glass for greenhouse purposes is sold at the rate of
10s. per 100 superficial feet, weighing 14 ounces to the
foot. We are much mistaken if the twu railway mag-
nates who have just established a glass-works in Sunder-
land will not produce it cheaper than this.
"Around the outer wall we would erect dwellings of
two floors, leaving four gateways into the inner square.
The exuvim from these buildings would be carried by
pipes to a common receptacle, to be supplied to the pur-
poses of manure, so chemically prepared on the plans of
Liebig as to neutralise all odour. The number of dwel-
lings( surrounding an inclosure of four acres would be
about eighty. Assuming four grown persons for
eaeh, the exuvim would be equivalent to manure
the heavy corn crops of 160 acres of ground, and be
worth 300/. per annum, or more.
ekw-AGu ~
ssie would the
ver"yrrehheeainptleyrnaatltabiuniekrgTohr fige
extesaal w*""
gratuitous, as LOA% paV4 of the h^-
colutni ve;4l4 serve s° -
wo: eequire-
cost

oe
would be
—"uses, and the central
am conduits, the ground-work
no paving or laying, and the only real
ould be the roof.
" The application of this large green-house would be
for the production of vegetables in the winter time. Four
acres thus inclosed and sheltered would be multiplied in
value many fold. Produced on the very verge of the
railway, the crops would be gathered and delivered
direct into the markets of the City within an hour of
cutting. At other periods the external land could be
applied to the same purposes.
" For all these arrangements the steam-engine would
be a most valuable adjunct. The waste steam would
warm the green-house and the dwellings, and would
serve the purposes of cooking either in a general kitchen
or separately. The condensation water would supply
baths, and thus be rendered available for irrigative pur-
poses. It would serve also for washing clothes, and the
steam would serve for drying them.
" The question that will be asked is, How will all
this pay ?' We answer, that it will pay better than a
railway. Each house will be worth 41. per annum in
exuvire, which would pay all the interest in the inner in-
closure or green-house. The next question will be,
Who will occupy the dwellings ?' We answer, that
there will be manyfold more applicants than dwellings.
The railway will ultimately communicate with the City
and Hungerford-markets. Many thousands of persons
are there in those neighbourhoods who would think the
millennium come if told that they could have houses
warmed, ventilated, gas-lighted, thoroughly drained,
and supplied with hot and cold water in a healthy
country district, transit included, for less money than
they could obtain the same for in London. Our pages
will not afford space for all the calculations, but we are
satisfied that those interested would find it a pay
ing speculation,' more secure than a railway.
We are satisfied that with such arrangements
no long time would elapse ere the washing.
cooking, and domestic service of the whole estab-
lishment would merge in one general body of servants,
precisely like the establishments at club-houses. A
school for the children would be a matter of course.
"At intervals between the atmospheric stations it
would be advantageous to place factories, involving no
nuisances, such factories having sidings to the railway.
In all cases we suppose the smoke nuisance to be
abolished. Say that a cotton mill or silk mill were esta-
blished, all the exuviaz would be pumped away to the
neighbouring land, and the waste steam and condensation
water would be applied to baths and numerous other pur-
poses. Contiguous to such factories should be the esta-
blishment of dairies, well built and thoroughly warmed
and ventilated, so that the cows would never be exposed
to bad weather. Feeding houses for sheep and other
animals should be established on the same principles,
slaughter-houses being contiguous, fitted to preserve the
greatest cleanliness, by an abundant supply of hot and
cold water, the washings being applied to irrigation pur-
poses. Milk, meat, and vegetables thus produced on the
borders of the railway, in the very finest condition,
would be conveyed to town at the minimum of cost, and
in the highest state of freshness and preservation.
" In thus interspersing factories and furnaces—always
regarding the steam-engine as a sine qua non for the
nucleus of each, a most important advantage is gained.
The same persons may apply themselves either to form
work or finishing work, as the demand may be greatest.
In the winter the factories would have the preference,
in the summer the furnaces, and all times it would be
easy to obtain abundant hands for gatheing in the
harvest ; and we think it probable that a large inclosed
space, roofed with glass, and warmed and ventilated will
ere long be considered an essential adjunct to every farm,
for the purpose of drying dung and corn during a wet
harvest time. During the late gloomy weather it would
have been well appreciated."
It is manifest that every acre of land so inclosed and
covered, would in its food-producing power be equivalent
to five or six acres of exposed land. A succession of
crops might be maintained during the whole winter, and
land external to these buildings would be irrigated with
liquid manures, and supplied with plants produced in the
green-houses.
At the extremity of the first portion of road—say
six miles—a church, a lecture-room, a reading-room,
and schools, to be erected, so that the whole population
along the line might easily be conveyed by a single train,
and returned in the same mode.
The whole borders of the line of rail, of the width of
one-third of a mile, would become a belt of the most
productive kitchen-gardens, the stock of which could be
conveyed to the town at the very minimum of cost.
Other two-thirds of a mile would be occupied by grass
and corn land, capable of irrigation by liquid manure
from pipes. At the distance of another mile another
railway should be laid down.
The whole of the roofs of the buildings should be
arranged to turn the rain-water into reservoirs, as the
cheapest mode of supply in a district scarce of water.
By these arraneements, nearly the whole of the ex-
penses and loss of time at present incurred in conveying
farm stock from distances to railway stations, would be
avoided, and they are the most heavy drawbacks on all
farming. Moreover, nearly all the oxuvim would be
saved, and conveyed to the land requiring them—almost
without cost—a mode of manuring far more valuable
than guano.
When the whole land along the line of road were oc-
cupied, it would yield a very large rental, so that the
road might almost be considered gratuitous as regarding
transit ; and then another three miles should be carried
on, capital being only invested as fast as it became pro-
fitable.
In this mode the whole of England would gradually
be covered with a net-work of what might be called
"occupation railways ;" and farms and gardens would be
adjusted to a new system, capable of being adapted to
machine help as manufactories and mills are. At con
venient intervals these occupation railways would com-
municate with the main lines, with rivers, and with
the sea.
Their cost would not be great, because, not requiring
to communicate directly with any particular spot, they
would be laid out so as to avoid any expensive works,
such as crossing rivers and piercing hills. Nor would
very high speed be required for transit. Roads and haul-
age on farms may be regarded as the heaviest expenses ;
and no road can be so economical as an iron road—no
horses can be so cheap as steam. With the present ir-
regular system of farms, railways are impracticable ;
with a regular system there would be no difficulty. It
costs more money to transport heavy goods from Staf-
fordshire to Liverpool than from Liverpool to New York.
Farming and gardening conducted on the borders of
railways would make as great a leap forward as is the
case with railway traction compared with highway trac-
tion. Soils would be interchanged ; clays would be
moved to sand, and chalks to clays. England would
grow to be one continuous garden of immeasurably in-
creased production, and land would rise greatly i . n value.
No country could compete with such a system in cheap-
ness of production, except by pursuing the same system.
The making of railways has hitherto been the busi-
ness of speculators, seeking to change an existing traffic
from one set of hands to another. And well have they
done it, with profit to themselves and to the nation. But
the business of the landowner is to resolve on making
railways to create their own traffic, and raise the value
of their land.
In process of time all roads of every description will
become railways ; even streets in towns will be laid out
of sufficient width for rails. And nothing would so much
tend to the civilization of Ireland as occupation railways;
nothing could bring so large a return to the landowners;
nothing could be so effective in putting down agrarian
outrage as a continuous line of railway farms cultivated
on the economical principles that would afford good
wages to the labourers, by reducing transport to its
minimum. The railways with artificial watercourses
would attract to them all the best of the population.
It is possible that the system thus set forth may, by
many, be deemed fallacious, but the writer is well
assured to the contrary. He says there is no single thing
that he proposes that is not to be found in actual prac-
ticein one form or other. Of the economy of the vari-
ous propositions, no mill-owner would doubt, accustomed
to the advantages of machinery, and easy means of trans-
port;, nor would agriculturists long doubt.
The originality to which the writer may lay claim is,
the application of occupation railways as agricultural
and manufacturing streets, and combining with them all
the known processes which substitute steam power_for
manual and animal labour, together with various im-
proved modes of applying the gaseous and other exuvim
of animal life to the nutriment of plants as set forth by
the various professors of vegetable chemistry. The
writer can make no claim to the use of liquid manures,
or their conveyance by pipes, or application by forced
jets over land, but simply to render them practically
available in conjunction with railways. The passing
water pipes along a railway has been resorted to in the
north for the supply of a town with water, but not for
the supply of a population bordering on the railway.
And the proposition to cover acres of land with glass for

the prodticti,m of veget,bles in winter, end w.Arteirg
and watering with warm mist such inclosed lanrls, and
applying gaseous vapour; for plant oourisbinent, is, we
believe, original in its application. Nor are we aware
that it has yet occurred to coal owners to convert their
stock into gas at the pit's mouth, and convey it along
the line of rails in pipes for the purpose of serving a
railway population.
There is another original proposition of the writer,
which, if his calculations be correct, is likely to make a
great change in the processes of agriculture.
"To convey artificial heat beneath the earth, on open
land, so as constantly to maintain the temperature suited
to the growth and development of the vegetable tribes
by means of pipes of metal or earthenware, circulating
steam, or hot water or air from a close boiler, or stove.
These pipes to be laid at depths of from four to five feet,
in the manner of deep drainage ; also by a similar pro-
cess to inject the ground with gaseous manure, as am-
monia and carbon, so that the heat and gases may be
constantly ascending towards the surface, and thus be
absorbed by the roots of the plants without waste, and
with great economy.
"By- our calculations the consumption of two tons of
coal per acre, per annum, will supply heat for the pro-
duction of crops throughout the year, and probably coal
will be delivered along, lines of railway at an average of
83. per ten, Along lines of atmospheric railway the
stationary engines would supply the steam or hot water,
and we shall yet see the time when rails will be laid
along the surfaces of our fields whereon cylinder harrows
will tumble down by the same stationary power, to break
the violent fragments fit for the growth of plants. Nor
is this artificial warming of the subsoil a mere thaary.
In some parts of Saxony the heat arising froak burning
coal-mines below so tempers 'the soil sklefoxe that snow
never lies on it, and crops are prcAufeed throughout the
whole winter."

P,,rTohfeessseorpLraieboig,itrynskror
corobinp.
me-
chanical_ knOwledge ill a jai, i
.g, chemical and
will utoe,4 with „no, and hrrmonious whole
numerous w.- 4position. It will be disputed in
sago-' -ys ;it will be cavilled over—it will be
—bed over and over again, that no railway can pay
without an existing traffic, but inasmuch as the plan is
based on unquestionable economical truth, it will at last
be tried. For as the traffic of the existing railway; was
created by favourable natural localities inducing people
to reside therein, the same result must obtain from
favourable artificial localities."

But who will try it ? Not a company, for it would
not come under the category of a strict public object,
though of the greatest possible importance to the public.
Individual powerful landowners might combine and try
it, but long and tedious would be the process of getting
them together. It were an undertaking worthy of the
State, but the State undertakes only the arts of war.
Yet whoever undertakes it, and carries it well through,
will establish a normal school of national industry that
will induce universal imitation, multiply manifold the
capital and resources of this great nation, and do more
than any other thing to extinguish poverty.
Be the time long or short, we feel assured that the
words of the writer will not perish, but in due time
become things, and bring forth fruit. They will be
weighed throughout the railway press of Europe and of
America ; for in his proposition is to be found the true
mode of restoring to agriculture the balance of the power
it has lost by the onward strides of manufacture.

TUESDAY NIGHT'S GAZETTE.
DOWNING-STREET, SEPT. 23, 1845.
The Queen has been pleased to appoint William Cayley, Esq., to hi
Inspector-General of Public Accounts for the province of Canada.
Her Majesty has also been pleased to appoint Edward P. Gribbon,
Esq., to be Colonial Surveyor and Engineer for the colony of Sierra
Leone.
Her Majesty has also been pleased to appoint the Reverend James
Leith Moody to be Colonial Chaplain for Her Majesty's settlements
in the Falkland Islands.
Iler Majesty has also been pleased to appoint tho Reverend Ed-
ward Thomas Scott to be Chaplain at George, in the settlement of
the Cape of Good Hope.
Her Majesty has further been pleased to appoint Adolphus E.
Shelley, Esq., to be Auditor General of Accounts for the island of
Hong Kong,

The Gazette of last evening contains the following :
" I do hereby give notice, that the death of Peter Greenall, Esq.,
late a Member serving in this present Parliament for the borough of
Wigan, hath been certified to me in writing, under the hands of two
Members serving in this present Parliament ; and that I shall issue
my warrant to the Clerk of the Crown to make out a new .vrit for
the electing of a Member to serve in this present Parliament for the
said borough, at the end of fourteen days after the insertion of this
notice in the London Gazette.—Given under my hand the 23d city of
September, 1845.
" CHARLES SHAW LEFEVRE, Speaker."

LATEST PRICES OF SHARES
13A:.'.ZKS, ASSURANCE. AND ()TREE, COLT.
PANIES' STOCK.

From Ow Official List,
PUBLISHED EVERY TUESDAY AND FRIDAY EVENING

LONDON, TUESDAY, SEPTEMBER 23,

SOINT-STOCK BANKS.

Dividend Amount
Name of Company. per of Paid. Price
Annum. Share.
X s. d. £ s. d.
Australasia •• .. 6/. per cent. 40 0 0 40 0 0 32
Britsh North American 4/. per cent. 50 0 0 50 0 0 48%
Commercial of London 51. per cent. 100 0 0 20 0 0 24
Colonial ... .•.• • • • 5/. per cent. 100 0 0 25 0 0 15%
Londn and Westminstr 6/. per cent. 100 0 0 20 0 0 27
London Joint-Stock .• • 6/. per cent 50 0 0 10 0 0 14%
Metropolitan ......... 25 0 0 710 0
Provincial of Ireland 8!. per cent. 100 0 0 25 0 0 49
Ditto, ..... 8/. per cent. 10 0 0 10 0 0 20
National of Ireland .. 5/. per cent. 50 0 0 17 10 0 20%
Nat. Provncial of Eng. 51. per cent 100 0 0 35 0 0 37
Ditto, New...... •• . 5/. per cent. 20 0 0 10 0 0
Union of Australia.. ~ 25 0 0 25 0 0 25
Union of L0nd0n..... 5/. per cent. 50 0 0 10 0 0 13%

DOCES.
Dividend ' Amount
Name of Compaay. per of Paid. Price.
Annum. I Share.
.-- - _ ___ --
£ s. d. £ s. d.
iommercial , 31. per cent. Stock. -
gast and West . India ;5%1. pr cent. Stock. - 13931
East Country I 11. per sh. 100 0 0 - 21
London !4311. pr cent.. Stock. - 118%
St Katharine I 5 per cent.! Stock. - 110
Southampton • • 4/. per cent. 50 0 0, 50 0 0 30
INSURANCE COMPANIES.
Dividend Amount
Name of Company. per of Paid. Price.
Annum. Share.
-- -
£ s. d. £ s. d.
Albion ••••••• • • • • • • • 31. 105 500 0 0 50 0 0 73
Alliance Brit. and For. 6 per cent. 100 0 0 11 0 0 20
Ditto Marine... .. 6/. per cent, 100 0 0 5 0 0 6%
Atlas . 133.6 d. pr sh. 50 0 0 5 0 0 17
British Commercial 7s. per share 50 0 0 5 0 0 7
Clericl,Med.&Gen.Life Si. per cent. 100 0 0 210 1 6%
County .......... • 3l. 100 0 0 10 0 0
r s. and
1 61. 1 ss. bs. j4O 0 0 50 0 -
Eagle 6s. 50 0 0 5 0 0 5%
Economic Life .
&30s.bs.
Eng. & Scot. Law Life 5/. per cent. 50 0 0 2 0 0 3
European Life •••• • • • • 531 per cent. 20 0 0 All paid. 20
Freemasons'
Globe 6/. per cent. Stock. - 14231
Guardian •••••• • • • • • • 5/. per cent. 100 0 0 36 10 0 5031
Imperial Fire •••• • • • • 12/. per cent. 500 0 0 50 0 0 235
Imperial Life... •... . • 12s. 100 0 0 10 0 0 16%
Indemnity Marine.. • • 1/. sh. & be. 100 0 0 513 1 28%
Law Life ... ••••• • • • • 1/. ss. 100 0 0 10 0 0 51
Legal and General Life - 50 0 0 2 0 0 6%
London Fire ••••• • • • . 10s. 25 0 0 12 10 0 16
London Ship ........ 10s. 25 0 0 12 10 0 16
Marine .... ... ••• • • • 51. per cent. 100 0 0 15 0 0 10%
Med. Invlid& Gen. Life - 50 0 0 2 0 0 3
National Loan Fund • . 5/. per cent. 20 0 0 210 0 2%
National Life.
Palladium Life ......
Phoenix .. .. . ..... .. • • 3/. p. ct. & bs. - - 210
Protector Life •••• .. • • 5/. par cent. 20 0 0 1 0 0 I/. 2s.
Provident Life I/. ss. 100 0 0 10 0 0 24
Rock Life . ....... 4s. 50 0 010 0 4%
Royal Exchange 5/. per cent. Stock. - 186
Sun Fire • • • • ..... - -
Ditto Life - - 18
Universal Life

LIST OP SCOTTISH COMPANIES' PRICES.
Dividend Amount
Name of Company. par of Paid. Price
Annum. Share.
£ s. d. £ s. d
Bank of Scotland ..... 61. per cent. 100 0 0 178
Royal Bank of Scotland 61. per cent. 100 0 0 169%
British Linen Company Bl• par cent. 100 0 0 228
Commercial Bank .... 6/. per cent. 100 0 0 171
National Bank. ..... 6/. per cent. 10 0 9 16%
Union Bank of Scotland 731 Lpr cent. -- 50 0 0 99
Western 8ank........ 6/. per cent. 50 0 0 8531
North of Scotland Bank 61. per cent. 5 0 0 7%
Clydesdale Bank... 6/. per cent. 10 0 0 15%
Eastern 8ank........ 3/. per cent. 15 0 0 1131
Caledonian Bank ...• • 61. per cent. 2 10 0 431
Edinb.&Glasgew Bank Si. per cent. 5 0 0 7%
City of Glasgow Bank. 5/. per cent. 815 0 15%
Scottish Union Ins. Co. 5!. per cent. 20 0 0 1 0 0 114
Hercules Insurance Co. 71. per cent. 100 0 0 10 0 0 14%
Insur. Co. of Scotlnd.. 5/. per cent. 10 0 0 All paid. 10
North British Insur. • • 9/. par cent. 200 0 0 10 0 0 28%
Caledonian Fire Insur. 101. per cent. 100 0 0 10 0 0 2431
Edinburgh Life limn 61. per cont. 100 0 0 10 0 0 1936
Edin.&Glasg. Railway 5/. per cent. 50 0 0 50 0 0 90
Ditto, 3a Shares •. .• 5/. percent. 12 10 0 All paid. 21%
Edin., Leith, & Grantn 20 0 0 20 0 0 25
Glasgw & Ayrshir Rail. 51. per cent. 50 0 0 All paid. 73
Glasgw & Greenck Rail. 2/. per cent. 25 0 0 All paid. 22%
Glsgw&Garnkirk Rail. 5/. per cent. 25 0 0 All paid. 45
"undee& Arbroth Rail. 51. per cent. 25 0 0 All paid. 37 36
;tandardLireAssurnce.l 51 per cent. 150 0 0 i 2 10 0 8

WATER-WORKS
Dividend Amount
Name of Company, per of Paid. Price.
Annum. Share.
s, d.
East London.. •.•. • • .. 8/. 100 0 0 j 230
Grand Junction .. •• • . 31. 46 13 4 91
Kent .. •••• • • • • ...... 2/. 109. 100 0 0
Vauxhall ............ 5/. per cent. 100 0 0 61
West Middlesex .. •• . • 4/. 16s. pr et. 63 12 9 —• 130

CANALS.
Names of ti ;Dividend! Price Names of
.; Dividend
u per Price.
Companies. per Companies. 4 Annum.
m I Annum.
£I
Ashtn & Ohlh 97 51.55. p c 72 Monmouthsh 100 91. 160
Ashby-d-la-Z 113, 4/. 70 31ntgoinrysh 100 Si. 93
Barnsley • ... 160, 12/. 180 Macclesfield . 1001 - 15
Basingstoke.. 1001 - - Neath .• • • 100 201. 365
Brknk&Abrg;lso 5/. 85 Nottingham. 150 12( 260
Cromford....llool 18/. 150 Peak Forest. 78 31. 40
Dudley...... 1100 41. Regent's .... 33 1/. 25%
Derby .. .. •• i 100 81. 103 Rochdale .... 85 4/. b 4
Ellsmre&Chs 133 41. 58 Shropshire .. 125 81. -
Erewash 100 321. 300 Somrset Coal 150 71. 10s. 123
Forth & Clyd 100 4/. - Do.LkFd St 12 6/. p. c. 11
GrandJunctnr 100 71. 100 Stffrd &Wore 140 28/. 440
Grand Union 100, 1/. 10s. - Shrewsbury.. 125 151. 230
Glamargnsh .'172, 13%1. 210 Stour/midge.. 145 20/. -
Glstr & Brkly 00 - - Strtfrd on Av 79 11. 10s. -
Grantham .. 150,1 12/. 100 Severn and/ 26 IL Ss. -
Huddersfield.' 57 - 20 Wye Rail.
Kennt & Avn 39 7s. 6d. 13 Trnt &
50 301.
Lancaster .•. 47 1/. 10. 40 sey, sh.
Leeds& Livrp 100 341. 500 Thams&Med 19 - 10
Leicester .... 140 10/. 105 Worcstr &I
78 41. 49
Leicstr &Nth 83' 4/. 60 Birming.
Loughboreghl42 701. -- Wilts & Brks 67 11. 4s. 11

Of 360 geese driven by their owner last week
towards Hexham market, about 300 died without reaching
their destination, in consequence of their having been per-
mitted to drink freely at a stream leading from Fallowtield
Smelt-mills to the Tyne, the water of which was probably
strongly impregnated with lead. . .

CA-U-TION- To AUCTIONEERS.—At a sale on Satur-
day last, in Russell-mews, Mr. Dixon, the celebrated horse auc-
tioneer, was accosted by a person who stated that he was an Excise
officer, and demanded to see his license. Fortunately Mr. Dixon
was provided with the necessary document, or there is no doubt he
would have been fixed with the penalty. We cannot believe that the
Commissioners of Excise sanction such proceedings.

ADVERTISEMENT. Deafness. 39, Albemarle-
street, Piccadilly.—Acoustic Instrument, which can be
sent to any part of the country by post.—lnvisible Voice
Conductors, when flied in the cavity of the ears, are not un-
comfortable, nor more perceptible than having a small piece ,n
wool in its place. They enable individuals at an advanced age,
and of extreme deafness of 40 and 50 years' standing, instantly
to join in general conversation, and to catch the sound of a
distant low speaker at church, theatre, &c. They pour the
conversation into the ears to such an extent that the most
severe cases of deafness cannot be observed. Also, original
Ear Cornets, French, German, and Spanish Artificial Ears,
and Improved Hearing Trumpets of every description. Many
of those instruments have received the approbation of the
Royal Society and Royal Institution of Great Britain. The
newly-invented Spectacles, immediately they are placed before
extremely imperfect vision, it is brought to its youthful, natural,
and original state. Also, Achromatic Telescopes, Opera
Glasses. Microscopes, &c. Caution—Messrs. S. and B. Solo-
aeons Opticians, are not in any way connected with a person
of 64; same name in their immediate neighbourhood, nor in any
part of the country. To prevent mistakes, be cautious, and
Observe—Only to be had at 39, Albemarle-street, Piccadilly,
opposite the York Hotel. Can be sent in the country by post.
ADVERTISFMENT.—THE OPINION OF DOCTOR
CSARLES C. KEANE, OF BERMUDA, AS TO THE EXTRA-
ORDINARY EFFICACY OF HOLLOWAY'S OINTMENT AND
PILLS IN THE CURE OF OLD ULCERS AND SORES.-The
Doctor expresses himself thus :—" I thought but little of
Holloway's ointment and pills at one time, but I was induced
to send to Halifax, Nova Scotia, to one of his agents, for two
dozen pots and boxes, the effects of which on some of my
patients are astonishing. Old standing sores and ulcers
vanished by their we as if by magic, so that for the future I
am determined to continue to use them. Signed, Charles C.
Keane, Hamilton, Bermuda."—To be had of all Druggists,
and at Professor Holloway's establishment, 244, Strand.