The Sun.
London, England, 1845-09-27 00:00:00

SUPPLEMENT TO THE EVENING SUN, SATURDAY, SEPTEMBER 27, 1845.

Mr. Wightman—Will you be so good as to remand him
till Wednesday. I have to attend the Board of Directors on
Tuesday.
Mr. BALLAN'TINE—Let it be Wednesday then.

DOES RAILWAY TRAVELLING
INDUCE APOPLEXY ?

(From the Medical Times.)
in our leader of last week, we adverted, in general terms,
to the subject of apoplexy induced by railway travelling.
We now proceed to treat the matter more in detail, and to
offer some further and concluding observations. And we do
this the more willingly, because of the interest which the
public and the profession naturally feel in this important
topic, and because, as there is truth to be arrived at, it is
desirable that such truth should be elucidated and made ge-
nerally known.
It is fitting that we should take occasion, a priori,
to state, that the notion of railway travelling having a ten-
dency to produce apoplexy in persons predisposed to that
ailment, is not the offspring of any idle speculation or con-
ceit, but is indebted for its origin and promulgation to certain
matters of fact. These consist of curious and seemingly in-
explicable instances of apoplexy, occurring to apparently
healthy individuals, during, or shortly after, railway travel-
ling. Almost without an exception, the sufferers were in to-
lerable health before commencing their journeys, or at least
neither complained of nor exhibited any symptoms of
cerebral disturbance. This fact, coupled with another
of equal importance, namely, that of the sudden
deaths (not arising from external injury) of railway tra-
vellers, the ascertained cause has almost invariably
been apoplexy, will remove the anticipated objec-
tions, that, what would appear to be consequences are merely
coincidences—that the individuals might have died at the
same time, and of the same disease, had they been placed
under other circumstances—and that apoplexy only shares,
with other pathological conditions, as an agent of death in
the instances in question. The removal of the last objection
is a matter of much importance, and, indeed, essential to
the whole weight and bearing of the arguments about to be
offered. Sudden death, from various causes, we know to be
one of the common heritages of humanity, and the wonder
of its occurrence ceases with advancing pathological know-
ledge. Apart from relative considerations, it is not more
singular that people should suddenly die in railway carriages
than in other places, and did the instances of death so hap-
pening present a variety, instead of preserving a uniformity of
cause, they would be no matter of surprise, but would be con-
sidered as belonging to the common category of calamity
" that flesh is heir to." But when, on the contrary, indi-
viduals, seemingly healthy, are observed to die under parti-
cular circumstances, and almost constantly of a particular
disease, we naturally enough connect these things together
in the relation of cause and consequence.
It is not necessary to our purpose that we should give a
history of the apoplectic deaths that have occurred during
railway travelling—most of our readers, we presume, are fa-
miliar with the chief of them ; but to such as may not be,
we may observe, that one of the earliest of these melancholy
events is memorable from Sir Henry Halford, in his delicacy
of etiquette, leaving his friend at a lonely station to be bled
by any chance surgeon, rather than delay a dinner-party an
hour, by himself staying to render the extreme services of
humanity and professional skill. More recently, Viscount
Canterbury and Lord Bateman have died under these pecu-
liar circumstances, and to their names might be added many
of people in more humble life, who have suffered in like man-
ner from a like cause.
Before proceeding with a further explanation of these
things, we must remind our readers that, in treating this
subject last week, we premised the probability of a predis-
position to apoplexy on the part of those who had fallen vic-
tims to it on railroads. It is only upon people so constituted
that we can suppose trifling moral or physical causes to ope-
rate with any degree of force in the production of this ail-
ment. Now, we know that in such people, whether owing
their peculiarity of condition to birth, to accident, or to dis-
ease, the slightest deviations from their ordinary habits and
modes of life suffice to place them in jeopardy. Examples
of these deviations we shall find, abundantly enough, in
railway travelling. For convenience sake we will divide
them into moral and physical.
We should say that fear deserves a.prominent place in the
first division. It is not necessary that we should quote from
the many cases on record which prove the influence of this
emotion upon the functions of the human organism. We
know it to be capable of arresting the heart's action in fatal
fainting, or of terminating life more slowly, but as surely, by
an impression upon the brain. Nor do we think it impro-
bable, that amongst the cases of apoplexy which have hap-
pened upon the railroad, some may have been due to this
condition of the mind. It has occurred to us, on many
occasions, to witness an agonising fear on the part of travellers
who have coupled a terrific pace of the engine, or a passage
through a tunnel, with a reflection upon the destiny to which
either event might tend. Nor should we be inclined to pay a
compliment to the sensibility of any man whose mind would be
unaffected by a journey in an express train, or by a transit
through one of those awful excavations which typify to one's
fancy the vestibules of the grave. It was only the other
day that we were travelling in the same carriage with a lady,
who, whenever we approached a tunnel, buried her face, in
an unutterable agony of apprehension, in her husband's lap,
and could scarcely be roused from her silent dread until long
after the object of her terror had been passed. Who can
say that such an amount of fear, in a system less able
to resist it, might not have been productive of nervous
apoplexy
There are some people, again, in whom the mind is
strongly affected by certain external objects or circum-
stances operating through the senses. Some cannot
listen to a continued murmur, or noise, without experiencing
a painful headache ; others cannot look upon a dazzling,
rapidly-passing, or revolving object, without a sensation of
giddiness ; and others cannot travel with any degree of
velocity but some head trouble or other will be the
consequence. What are these various states of the brain
but so many advances to a condition that may be
fatal ? Increase any one of them to a certain extent,
and even the strongest will become the victim of apoplexy.
And is it any wonder that this should sometimes be the
issue of railway travelling in cases of individuals peculiarly
susceptible in temperament ? Take, for instance, a man
whose head is easily made to ache by monotonous or dis-
agreeable sounds, and subject him to this annoyance on a
railroad for five or six hours in succession, with the addi-
tional troubles which of necessity await him there, such as
absence of diversion, exercise, and uniform ventilation, and
it will be no matter of astonishment if he shall suffer from a
serious, or even a fatal impression upon his brain. Take
another whose head soon becomes disturbed by the sight of
objects in rapid motion, and see, after he shall have gazed
for hours at the banks and hedges apparently flitting past his
carriage, whether lie will not be the worse for the experiment.
Take a third, who is both morally and physically incapacitated
for swift travelling, and depend upon ita ride of one hundred
miles in an express train wiil make an onslaught upon his
nervous stamina. We have never seen a complete case of
apoplexy consequent upon railway travelling, but we have
met with individuals, of the peculiar temperament just men-
tioned, who have suffered so seriously from this form of loco-
motion, as to lead to some apprehension of their safety. And
we know plenty more, amongst whom, indeed, we may class
ourselves, who can never travel by rail without headache,
giddiness, or sickness, more or less severe, and entirely owing
to the disturbance which the mind suffers through the af-
fected senses. This disturbance is not sufficient to be alarm-
ing, but, via foram- ritium, it requires no stretch of imagina-
tion for the belief, that in persons of greater susceptibility
and less vigour, the effects might be fatal.
The mischievous influence which railway travelling may
exert physically, is perhaps chiefly due to irregular or im-
perfect ventilation, and to a consequent impediment to the
proper performance of the respiratory function. If this be of
any continuance, congestion of the brain will of course result,
and apoplexy will be the issue of this singly, or of one of the
consequences to which congestion tends, viz., extravasation,
or effusion. And here, again, we must premise, that though
people the most hale and heallhy might probably suffer in
some measure from the irregular respiration caused by
railway travelling, yet only in people of particular states and
constitutions could it be expected to threaten fatally. These
would be chiefly such as were sufferers from organic disease
of the heart, or its vessels, giving rise to interrupted return
of blood from the head—from disease of the lungs, limiting
their extent of surface, and their efficiency for the purposes of
complete respiration—from any mechanical impediments to
the due action of the heart and lungs, such as tumours, or
fatty accumulations in the chest, empyema, hydrothorax, or
ascites—from laxity of the bloodvessels, favouring rupture of,
or transudation through, their coats—from tendency to deter-
mination of blood to the brain, &c. These affections we
know to be common enough, and we also know that those
who suffer from them are amongst the multitude who are
exposed to the vicissitudes and liabilities of railway travelling.
The irregular ventilation we have spoken of affects, though
in different ways, travellers who face the engine, as well as
those who ride with their backs to it. The former, from the
pressure of air against them, the latter, from the rush of air
from them. We all know what are the effects of facing
a very high wind. Inferior animals instinctively turn
their backs upon it, and we ourselves observe a
similar precaution by a partial inclination of the head. To
breathe in direct opposition to it is next to impossible, from
the spasmodic closure of the glottis, which almost invariably
accompanies the attempt. And it has been found, that if a
strong current of air be continuously directed in an animal's
face he becomes asphyxiated in a few minutes. This is from
spasmodic closure of the glottis, as we have said. If the
current be of less intensity, so that the respiration of the
animal shall be irregular and interrupted, but without be-
coming actually suspended, then he slowly falls asleep, and
bi continuing the experiment he may be rendered apoplectic
purse-maids are in the habit of quieting (soporising, we should
say,) cross children by blowing in their faces. Now, the
draught of air which meets you in a railway carriage, when
your face is to the engine and the window is down, will of
course vary with the velocity of transit : in many instances
the rate is such that you cannot respire, without extreme dif-
ficulty, under the impetus of air, and in most instances the
respiratory function meets with a perceptible impediment. We
are now speaking of the effects produced upon healthy indivi-
duals ; and surely, upon those who suffer from the organic
diseases we have before alluded to, these effects must be pro-
portionally severe. If a man, who, from idosyncrasy or local
ailment, may be unable to mount a flight of stairs, or climb
a hill, or face a moderate wind, without a feeling of suffoca-
cation and a throbbing head-ache, shall travel for several
hours by rail with the transit current in his face, can it be
any wonder if apoplexy be the consequence ? Independently
of direct proof of the fact, we should say that analogical evi-
dence was very conclusively in its favour.
People who ride with their backs to a railway engine, of
course have the current of air from them, and this in pro-
portion to the rate of travel. Under these circumstances
respiration is far from natural, and some voluntary effort is
required to draw as much air into the lungs as shall suffice
for the proper oxygenation of the blood. After a time this
effort ceases to be made—it may be from fatigue, it may be
from diverted attention, or from diminished sensibility—
whatever may be the cause, the effect will he the same, viz.,
the imperfect decarbonisation of the blood will be followed by
sleepiness or stupor. In a healthy individual it may simply
be the former; but in one liable to congestion of the brain, the
latter would not be an unlikely occurrence.

THUNDER-STORM.--RoctIESTER, SEPT. 22.—0 n
Thursday evening, between six and seven o'clock, this neighbour.
hood was visited by a fearful storm, which fortunately was but of
short duration The vivid flashes of lightning were followed by
thunder.elaps loud and deep, and accompanied by a heavy shower
of hail and rain, during which a young man named Catt, a brick-
maker, about twenty years of age, lost his life. He left Strood
at about the commencement of the storm, on his way home to
Cuxtotue, a village on the bank of the Medway, about three miles
above Rochester-brldge, and before he had proceeded one-thin! o
the distanee lost his life. The corpse was found early this morn-
ing by a labouring man in the employ of Mr. William 141anclark,
otmnearrn rent
oceHa sidefiwhoseaid o f
appearst farmhe face
hoe ebh
eai,n.g smtmelancholyruucchu tbhcatastrophe
unfortunate
and occurred.his
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saitozd
INTELLIGENCE.
shoes torn trihoocrpnEsiLtotThsehhrbeedigth;
winds and
cold ad hswicselb;htteehhleaeeedftr;
have s wept away from 30,0001. to 50,0001. of the duty. have been prostrated, and hops scattered all over theardeonss
Many of those remaining on the bine have likewise been.
greatly depreciated in quality. Picking has been carried on
generally, and all accounts concur in the hops being not only
bad in quality, but very light. General reports state that
great havoc has been made among the hops—that they are
rapidly going off, and the duty is as rapidly falling.—Kentish
Obserrer.

RELATIVE CLOSING PRICES OF
RAILWAY SHARES

IN THE
PRINCIPAL CITIES AND TOWNS IN ENGLAND
SCOTLAND, AND IRELAND.

a 4. Ai j
NAMES or RAILWAYS. 4 aid f
1
A :4 q P 4

• g •
i 3 i
4 a. 4

Sept. Sept. 'Sept. Se]
26. 25. 2i. 21
4%

Sept.lSept.faept,
26. 25. 125.

Aberdeen • .....
Airdrie and Coatbridge • •
Arbroath and Forfar •
Ditto Half Shares •• • • -
Armagh, Colr., & Portrush -
Bandon and Bantry ... • • -
Belfast and Ballymena • • -
Belfast and County Down -
Birknhd,Lan.&Ches.Jnc. -
Birmingham and Glo'ster 128 -
Do. New (iss.at 7 dls.) - -
Ditto Half Shares •• • • - -
Ilirminghm &Oxfrd.Junc. 6% -
Blckburn, and Preston.. -
Blckburn, Darwn,& Beltn -
Bolton, Wigan, & Liverpl. -
Boston, Stamfrd and Birm -
Brighton, Lewes, & Hast. -
Bristol and Exeter.......
Ditto New ••••• • • • • •
Bristol and Gloucester • •
Bristol and S. Wales June.
British and Irish Union.. -
Caledon. and Ayrsh. June -
Caledon. & Dumbar. June -
Caledonian .• • • • • • • • • • • •
Ditto Extension • • • • •
Cambridge and Lincoln..
Chester and Birkenhead..
Ditto New Shares ....
Ditto Half Shares •
Chester and Holyhead ..
Cheltenham and Oxford..
Chichester and Brighton.. -
Churnet Valley . • ... •• • . -
Clitheroe Junction • ....• -
Clydesdale Junction ..... -
Cork, Blackrck & Passage -
Cork and Bandon ... ... •
Cork and Killarney • • • •
Cork and Waterford • • .
Cork and Youghal .. • • •
Canterbury and Dover. •
Coventry and Leicester •
Cornwall • • • • • • • • ••
Derby and Crewe .. •
Direct Lon. and Manchstr -
Dies, Beccles, & Yarmoth - - -
DirectMan.(Remington's) 4% 4% 4%
Direct Northern •••• • • • • 3% 596 3
Direct Norwich.•. - -
Dublin and Belfast Janc. - -
Dublin, Belfast, & Colrne -
Dublin and Drogheda....
Dublin and Galway .....
Dundalk and Enniskillen -
Dundee and Arbroath ... -
Dundee and Perth •• • • -
Durham and Sunderland -
East Lancashire (No. 1) -
Ditto (No. 2) .. -
Eastern Counties ..... 21% -
Do. New .•••••• • • • • • • 7p -
Do. Perp. spr Ct., No. 1 - p -
Do. do. N 0.2 % p -
East Dereham & Norwich - -
East Union .•••••• • • • • .. - - -
Ditto Extension ••• • .. 4% - -
Edinbgh, Gies., and Dnm. -1% -
Edinburgh and Glasgow.. 76 78 -
Do. Quarter Shares . - - •
Do. New Quarter Shares 19 -
Edinb. Leith, and Granton -- -
Do. Pref. S per Cent •• - -
Edinburgh and Northern - -
Edinburgh and Peebles.. -
Edinburgh and Perth....
Ely and Huntingdon .... -
Enniskillen and Sligo • - - -
Exeter, Yeovil, & Drchstr -3%
Fit wood, Prstn, &W. Rid. -3% 3%
Garnkirk and Glasgow - - -
Glasgow and Ayr .••• • • • - - -
Do. Quarter Shares •• • • - - -
Glasgow and Greenock - 22 -
Ditto New.- • • - - -
Ditto Preference ••• • • • - - -
Glasgw, Dmfries, and Car. - -
Gisgw, Kilmarnck, & Ard. - - -
Glasgow and Belfast Un. - - -
Goole and Doncaster -6% 6%
Grand Junction 240 -
Ditto Half Shares •• .• - - -
Ditto Quarter Shares .. - - -
Ditto New Quarters .. - - -
Ditto Eighths - -
Grand Union
Great Eastern & Western -3%
Gt Grimsby &Dk Extens. - -
Gt Grimsby and Sheffield -
Gt Sthrn & Wstrn (Wild) 25
Ditto Extension • • • -
Great Munster.. • • -
Gt Northern of Scotland -
Grt Northern of England 214
Do. New 401. Shares .. 50
Do. New 301. Shares .. -
Great Western •• • •• • • 161
Ditto Half Shares •• • • -
Ditto Fifths -
Guilfrd, Farehm, & Ports. 4
Marwieh .•... • • •• • • -
Iludrsfld & Man. R. & Canl -
Huddersfield and Sheffield -
Hull and Gainsborough • . -
Hull and Selby •• •• ••• • • • 104% -
Ditto Quarter Shares.. - -
Ditto Half Shares .... - -
Inverness and Elgin •..• -
Isle of Jersey ••••• • .. • - -
Kendal and Windermere - -
Kingstown and Bray - -
Killarney Junctions - - -
Lancaster and Carlisle .. -t 53 -
Lancaster and Preston .. - 60 -
Leeds and Bradford - - -
Ditto Extension ...... - -
Leeds and Dewsbury.... - - -
Leeds and Thirsk - 18% 17
Leeds &W. Riding June. - 24859 12%
Leicester & Birmingham -2%
Leicester and Bedford ... 3% p 7889 d 4%
Limerick and Waterford - - -
Limrck, Ennis, & Kil. Jne. - - -
Lincoln, York, and Leeds - -
Liv. Man. &GtN. of Eng. - -
Liverpool and Manchester - -
Ditto Half Shares - -
Ditto Quarter Shares.. -
Li verpl, Ormskrk, & Prstn -
London and Birmingham 221
Ditto Thirds .• •••• • • • • - -
Ditto Quarters .. •• •• •• - -
London and Blackvrall • • 9 - -
Lndn. Oxfd. & Chltnham - 214 21,4
London and Brighton •• • • 7414 -- -
Ditto Consolid. Eighths 55 - -
London and Croydon •• • • 24 -
Ditto New . ........ - -
Do. Guarant. 5 per Cut. - -
London and Greenwich.. - -
Do. Prof. or Privilege .. -
London and South Westrn 79
Do. New Cons. Eighths -
Do. New, 501. Shares..
Do. New, 401. Shares.
London and York .....
Ditto (Bawtry) .• • .. • •
London and Windsor.. •.
Londn, Salsbury, & Yeovl -
Londonderry & Coleraine 5%
Londonderry & Enniskilla -
Lynn and Ely • • • ... - -
Lynn and Dereham . • • - -
Manchester and Leeds • • 214 -
Ditto Half Shares .... -
Ditto Quarter Shares • • 41 -
Ditto Sixteenths • • - -
Manchstr and Birkenhead -5656 d -
Manchester & Birminghm 88 87 88
Ditto Quarter Shares.. 15% 15% lb%
Ditto New Quarters 1414 13% 13%
Do. Con. & Welsh Junc. - 3 X 2%
If anehestr, Boltn, & Bury - - -
Mnchstr, Buxtn, & Matlk 8p -
Man. Shef. and Mid. Junc. -
Manchestr & Southamptu
Midland.... .• •• • • • •
Ditto Fifths .. •
Ditto New ... • •• • • • •
Do. Con. Birm. & Derby
Midlnd Gt Westni (Irish) 4.4
Do. Extension to Sligo - -
Newesti & DarlngtnJune. 60% 64%
Do. New (Brandling) • • 50 52%
Newcastle and Berwick • . 2014 -
Newcastle and Carlisle.. -
Nwestie, Durham, & Lan. -
Newport & Abergavenny
Newry and Enniskillen..
Newark and Sheffield .
North British ....
Ditto New Shares • • •
Northern and Eastern
Do. Scrip (ise. at 5 dis.)
Do. Quarter Shares
North Devon . ...... • . •
North Kent • . • • ..
North Staffordshire
North Eastern • • •
North Union (A) • • • • • • ••
Ditto (B) • • • • • • ••
North Wales Mineral-..
Ditto New Shares
North Western •
North Wales
Norwich and Brandon • •
Ditto New • • .• • •
Not., Belvoir, & Granthm -6% -
Nottingham and Boston • • 4% 4% 41%
Neat., Erwsh. Val. & Man. 6% 6% 6%
Nottingham & Mansfield - - -
Oxford and Birming. June
Oxford and Worcester • •
Oxford and Cambridge •
Perth and Inverness ••••
Portsmouth Direct......
Preston and Wyre ••• • • • -
Ditto Half Shares
Do. Pref. 5 per Ct. Guar - -
Do. Pref. 5 per Ct. & die. -
Preston & Wyre Extens. -
Richmond &W. End June -
Rugby, Worcestr, & Tring -
Scottish Central et; -
Scottish Mid1and........
Sheffield and Manchester - 138 -
Ditto Quarter Shares.. - 18 18%
Ditto ditto (N 0.2).. 16 16:v
Ditto ditto (No. 3).. - 91 „I
Sheffield and Lincoln.... _ 80 7,
Sheffield and Rotherham -
Shrewsbry& Grand June. -
7% -
Shrewsb., Wor., & Crewe 4% 4% 4%
Shrws.,Wolv.,Dudl,& fir 9 8, BL,
Shrwsbry & Trnt Val. Un• 2%p 3;', 314
Shrws, Herefd,& N. Wales -
Siamannan .•••••• • • • • • • -
South Devon .••.•• • • • • • _ _
South Midland ••••• • • . • • 6%p -
South Eastern and Dover 431/. 43%
De. New (iss. 321.) No. 1 - -
Do. (155.331.68.8 d.) „ 2 - -
Do. (is.s. 301.) „3 -
Staines and Richmond . • •
Staffordshire & Shropshire
sSotiurtlihngWaanleds r. m.
.line.
Teen and Dove Valley • •
Trent Valley • • • ...... • •
Do. and HolyheadJane.
Vale of Neath • • • • • • • • •
West London, Old Shares
West End & Sothrn Coon.
Wexford a, d Carlow ..
Warwick and Cheltenham
Waterford and Kilkenny
Watrfil,Wxfd,Wick & Dub
Wakefield and Bradford • .
Wakfld, Pon tefrct, & Gool
Wakefield and Harrogate •
Warwick and London ... -
West Lancashire . ... -
Worcester and Tring.... -
Whitehaven and Furness -
Do. New Half Shares.. -
Welsh Midland.......
West Cornwall .•••• • • • • • -
West Yorkshire • -
Wilsontwn, M. & Coltnees -
Wilts, Somrst, & Weymth 4%
Yarmouth and Norwich • • -
Ditto New . ..... -
York and Carlisle . • ... • • 5%
York and North Midland 115
Ditto Half Shares .. • • 57
Ditto Scarbre' Branch -
Ditto Selby • • • •
Ditto Extension . •• •
Yorkshire & Glasgow' Un.

234 _
-

131,41 12

11%
42%
2%156e3d

10%1 -

3%
- I --

1314 14% 14 -3Fi 4 - -
4% 4% 5M -

I 25%
20% 20%

5%1 541-

7 %
1 -

3U -
- I-

"I 3% 4
-
3% 5

sxl -:

7% -
- i -

22% 23M
loy,

334
3% VA
4% -

20%1 20

3%1 -
---

24%1 23 I
33 32 -

-7%1

64i 63ii 61,i

2 1 28s

.69 1168%

4.5%1 25%

5 I 6%1 -

3% - -
414 - - -
4%p 11 6% -
- - 218 -

6NI -7

,4%1 14%1 14%1 -

_ 18%
3 I 341 3

5%1 -4-

83i1 8;4

441 441 44

14 j 14

'Ai-

775
595
5%
210 s
ass

- 13703

158. p
20 p

-61 pl

-: 1
2-5 4 I

P 1167% -

2%1 -

61,41 -

16136p1 -
6 -

6%pl 77i

[64s p]

41Ap

4%
6256 p

EXETER, SEPT. 26. STocic EXCIIANGE.—The sales are—Exeter and Craditon,
E'34—Exeter, Yeovil. aid DorchesterEl p..—North Deyon, 2 p.

—Exeter, Topsham, and Exmouth (Daw's line), p.—
Ditto (Head's), 3/4 p.—Newark, Sheffield, and Boston, Ws—
Eastern Counties, 21%.
SHEFFIELD, SErr. 26.

STOCK EXCTIANGE.—The safes are—Derby and Gains-
borough, 4%—East Lincolnshire, 6%—Goole and Doncaster,
63/4—Grimsby and Sheffield, 22—Ditto, Quarter Share,
51. 18s. 6d.—Grimsby Railway and Dock Extension, 1034—
Grand Union (Nottingham to Lynn), 4%—Huddersfield and
Sheffield, 341/2—Leeds and Bradford, 60—Liverpool and
Leeds Direct, 634—Manchester, Midland, and Great Grimsby,
s%—Yorkshire and Glasgow Union, 5%.

HUDDERSFIELD, SEPT. 26.
STOCK EXCIIANG E.—The sales are—Clithcroe Junction, 5%
—Grand Union, 44Manchester, —Huddersfield and 244—
Leicester and Birmingham, 21. 15s.—Manchester and Bi rken-
head Continuation, 21. 12s.—North Western, 6Th—York-
shire and Glasgow, 54.
HULL, SErr. 26.

STOCK EXCITANGE.—The sales are—Eastern Counties,
2034—Hu1l and Selby, Quarter Shares, 22—York and North
Midland Extension, 2934—North British (Carlisle), 5%
Axholme, 403.—Cambridge and Lincoln, s—Ditto, New, 4',
—Chelmsford and Bury, 23%—Coventry, Nuneaton, &c., 4
Derby and Gainsborough, 545.--Derby, Staffordshire, and
Worcestershire Junction, 1 Vs—Direct Northern, 3—East
Lincolnshire, 6%—East Coast, 3/. 2s.—Fleetwood, Pres-
ton, and West Riding, 3/. 16s. 3d.—Goole, Doncaster, Shef-
field, &c., 6%—Grand Union, 4%—Great North and South
Wales and Worcester, Ils.—Leicester and Bedford, 41/8—
Liverpool and Leeds, 3%—London and Birmingham Exten-
sion, 214—London and Manchester (Rem.), 45/B—Nor-
wich Direct, 12s. 6d.—South Midland, 71.195. 6d.—Wakefield
and Bradford, 6M—Yorkshire and Glasgow Union, 51.35. 9d.

railway, they left them in the lurch. Be cautious, therefore, gen-
tlemen, of relying upon promises. The proprietors of houses and
the tradesmen of Hounslow found it necessary that they should
partake of some of the advantages of steam. What had they done ?
Why set on foot a direct line.—(Cheers.) Some time since I was
solicited by the people of Hounslow, and the property of my family
being close by, I accepted a Directorship. I will 13014 state to you
an extraordinary fact : since the railway to Hounslow has been
projected the town has begun to revive, and it now becoming in
a prosperou:. state. The houses are rising in value. I appeal to
any gentleman here, whether I could illustrate anythingbetter than
by referring to the sister-town of Hounslow to show the depreciation
of property in consequence of the railway having passed by it : it
is a remarkable fact. Now, I lately have had occasion for a friend
of mine, in fact, a relation, to look out for a house with about fifty
acres of land. For this purpose I visited most of the house-agents in
London, and I found that houses might be obtained cheap where
there was no communication with railways, and that houses in the
neighbourhood of railways increased in value ; one in particular,
the terms demanded were reasonable for the first three years, but if
taken for a term, the rent increased to an immoderate degree. Upon
Sir,
aa srkaiinl
wg a tyh
ise ar enat
coinp,att he
de
?h °Nuys
We have
-a g n ttrheeppl replied,
eDoofna't
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0,
that in letting houses for a term of seven years, we expect an increase
in rent for the last four years. Now, gentlemen, what kind of
persons are likely to benefit the town of Barnet? It is not the
man who is about to take land, or cultivate landed property ; but it
is the man who requires a comfortable house with a little garden
attached, the tradesman, the lawyer, the barrister, who, after he
has realised a certain sum of money, is only too delighted to pass
his time in some secluded part of the country; but you will find
they will not do this unless they have some facility for travelling
to London and back by railway. If the carriages leave two or
three times a day, thus affording easy communication, clerks can
visit their employers if need requires their immediate attention,
and men of business can come to town and return without diffi.
culty. If you have a terminus in your town, houses which are
at present vacant would soon become tenanted, property will rise
in value, trade will flourish, and the dreadful pauperism which
now prevails will no longer continue. I may say, without exagge-
ration, that the London and York Railway cannot be finished
within three years; the present railway will be finished in one
year and a half. In offering this to your consideration do we ask
you for anything ? No, not even a subscription. We simply
offer it to you for your benefit, and if it suits you, you may avail
yourselves of the railway, as a means of conveyance. One more
remark I would make before concluding, and as it appears to me
to be a very important one as regards this town, I would tell you
that in offering you this railway, we shall be enabled to do away
with a complaint which, I understand, is very prevalent here, viz.,
that fuel is so dear. Now, as you will perceive by reference to
the plan of the proposed line, we shall be in direct communication
with the Thames, and enable you to obtain this important article
at a much cheaper rate than at present. I think it would be need-
less to dwell longer on this point, because it must be obvious to all
that the benefits it would confer on the inhabitants of the town of
Barnet and its vicinity, and particularly to the poorer classes, must
be considerable. In conclusion, gentlemen, I must beg to return
you my sincere thanks for the patient and attentive hearing you
have given me upon the present occasion. (The Hon. Member
sat down amidst long and continued cheering.)
WILLIAM A. HILL, Esq., Deputy-Chairman, after having con.
gratulated the meeting upon the eloquent address of the Honour-
able Member for Bristol, said, he would ask them in what posi-
tion the town of Barnet now stood, and where was her brilliant
display of wares in the shops that formerly were exhibited ?
When he looked around him, he was sure that some great
change had been wrought by the gigantic arm of steam. The
Hon. Gentleman who preceded him stated that, that which had
brought misfortune and difficulties upon the town must be
looked to for succour, and with this he perfectly coincided. He
wished it not to be supposed that he and hi 3 friends had come
there as a band of adventurers. If they looked at the pros-
pectus, headed as it was by so respectable names, he was certain
they could not entertain such a thought. It had already been
stated, they asked not for money, •r that the meeting should
pledge themselves to incur any liability. All that was required
was, that they should be permitted to come into the town of Barnet,
and carry out the project. He would only ask them to say, after
a careful consideration of the matter, whether the railway would
be advantageous or not to the town of Barnet ? He was
anxious to cause it to rise like a phoenix from its ashes, and to
become a more important town even than it was before. He
begged to refer gentlemen present to the map of the proposed
line. They would perceive, that it would afford direct communi.
cation with the River Thames, east and west, and also several of
the principal lines of railway in the kingdom. He had no doubt
many present were feeders of cattle; if, then, they wanted to
ship their beasts they could do so without that injury which fre.
quently occurs if driven to any distance. Here (reference being
made to the plane) they would have a direct conveyance to the docks
and all parts of the river. Again, they would find, on the other
side it would be connected with the London and Bir.
mingharn, and Great Western lines of Railway continued
by the West London Junction, at which place it is contemplated
to carry the line over the river by a bridge at Battersea, to con.
nect the latter line with the Southampton Railway. Every re-
flective mind must see the advantages a railway would afford to
the town of Barnet. The traffic has now fallen to decay ; if this
be carried out, thousands of persons who never visited the town
will do so. He regretted, on entering the town, to see so many
houses vacant, which he alone attributed to the want of an easy
conveyance. Before concluding, he would say one word upon
another railway—he alluded to the London and York. He would
caution the meeting not be deluded by promises. He under-
stood there was some sort of promise to give them a branch
from the main line. He would ask the gentlemen present, if such
were the case, if the people of Barnet would give their succour
to the proposed company, which he represented would restore
them to their former glories ? Why ; if a main line were made,
it would not come within a mile and a half of the town. He
would tell them that no reliance was to be placed on such pro.
mises. The Gloucester and Birmingham Railway Company en-
tered into an arrangement with the people of Worcester to give
them a branch railway if they did not oppose their line; they
did not oppose it—they confided in the promise—but no branch
branch was ever made to Worcester, and that once flourishing
place was reduced in the scale of cities. In consequence of this,
what has taken place? Why, the people of Worcester said they
would have a railway of their own, and it has now become the
focus of railways. He would pledge himself to bring the proposed
line of railway into the town of Barnet. His honourable friend,
the member for Bristol, had stated one advantage to be derived
from it, and which appeared to him to be of vast im-
portance, viz., the eonveyance of fuel. He would un-
dertake to say that the Clay Cross coals might be delivered
at a cost of 18s. to 20s. per ton in Barnet—being a saving of at
least 12s. or 14s. on the present price. In conclusion, he must
beg to thank the meeting for the attention they had displayed.
and at the same time he would take this opportunity of acknow-
ledging the great warmth and, he might almost add, the affection
with which he and his friends had been received by the people of
Barnet and all other places they had visited on the proposed line.—
(Cheers.)
HENRY HAMMOND, Esq. of Wentworth Lodge, Finchley, said,
that residing in the parish of Finchley, through which the proposed
railway was intended to pass, he had been requested to solicit the
inhabitants of Finchley to give their support to the present under.
taking, which he readily acquiesced in, feeling confident it would
be the means of conferring great benefits upon the place and its
vicinity; and he was happy to say that during the three evenings
he had been enabled to devote to the matter in going through
Finchley, the population of which is scattered over a large extent,
he had procured the names of 32 of the most respectable inhabi-
tants who were all extremely anxious for its completion ; that out
of all those he had been able to see there was but one dissentient.
He had no hesitation in saying that had he an opportunity of call.
ing on every parishioner, 17 or I S out of every 20 would have
consented to have given it their support. He could only say, that,
as an inhabitant of Finchley, he would do all in his power to pro.
mote the undertaking.—(Cheers.)
FRANCIS Wrsuaw, Esq., of Hendon, consulting engineer, said
that in the absence of the gentleman who had surveyed the pro-
posed line, and who, from press of business was unable to attend
that day, and at the solicitation of the Committe, he attended before
the meeting to afford information to any question they might think
proper to put. He was a freeholder on the proposed line, and so
impressed was lie with the importance of railways that he thought
that if the people of Hendon had been aware of the meeting they
would have put off all other engagements for the purpose of being
present. He had called on many of the most influential and re-
spectable residents in the neighbourhood of Hendon, who all said
if the intended railway did not cut through their ornamental pro.
party, they would give their consent and support. It had been
asked why so circuitous a route had been taken ? He would an.
sorer that by stating it was their object to avoid Hampstead, which
is 400 feet above the level of London. This it was that precluded
their making a more direct line; but he thought that could not
make much difference, for distance was calculated by time in rail.
way travelling. The whole distance between Barnet and the
intended terminus in London might be performed in half an hour.
He thought it was not certain that the present projected London
and York line would be carried out, on account of the engineering
difficulties. He was employed to lay out a direct line between
London and York some years ago. The line then chosen was
through Cambridge, thence to Peterborough, Lincoln, to York.
This was a beautiful line, and presented no difficulties. This line,
as gentlemen were aware, as far as Cambridge, was already com-
plete, and iso doubt existed in his mind but that it would be carried
on to York. If the projected line to Barnet is not carried out, the
people of Barnet cannot say for certain that they ever will have a
direct line to Barnet. If the other Company should succeed in
obtaining their bill they will say, "Two miles is near enough."
It seemed to him, therefore, that if any other Company would
promise a line its writing the people of Barnet should not reject this;
for if they obtained the other, the people of Barnet would have a
twofold advantage. He begged they would mark the con.
venience in having a terminus direct into Barnet. The
people of Barnet would then be enabled to go from their
doors and get direct into London in half an hour. With
regard to the engineering, he thought great merit was due to the
gentleman who laid out the proposed line. It might, perhaps, be
said, on looking at the plan—why not take a more direct line ?
But he considered that the present was a-more judicious selection,
for many reasons, which, if time permitted, he could fully explain.
Communication can be had with all trains on the London and
Birmingham Railway; besides this, they will have direct commu

nication with the Northern and Eastern line near the Seven

Sisters; also the Northern and Eastern Counties Railway, and all
the main lines diverging from the before-mentioned railways. He
was happy to say there were no engineering difficulties throughout.
In conclusion, he begged to add that he should be happy to give

-
any answer respecting the engineering questions that might be
put to him. As a freeholder in the vicinity, he hailed the present
• " •

undertaking as one that would confer great advantages .on the
town of Barnet and the adjacent villages through which it was in-
.

tended to pass.—(Clacers.)
WM. H. HALPIN, Esq., said, that the meeting having heard the
facts connected with the railway so fully and ably put before them,
he was sorry to trespass on the time of the meeting, but was in-
duced, from the great interest taken in the projected lime by the
presence of the numerous and highly respectable body assembled,
to offer a few remarks. The present projectors did not come as
mere speculators. With the means and friends they possessed, it
would have been easy to select any other spot for speculation;
but it arose from a desire to connect the town of Barnet with the
metropolis, in order that it might keep pace with other towns of
the same importance. He supposed, if the promise were kept to
make a line within two miles of Barnet, the other Company would
not pay the cost of making a branch to it, they would expect the
people of Barnet to pay for a feeder to their line, and deprive them
of the advantage of visiting their friends at Hendon and Finchley.
If Icft to the branch promised there would be but one straight line
to London, and no intermediate stopping places. The projected
line is intended to open a direct communication, as will be seen by
the plan annexed to the prospectus (reference was here made to
the various places mentioned in the prospectus through which the
intended line would pals) to a great number of important places
hitherto neglected.—(Mr. Halpin then read a long extract from
the work of Mr. NVishaw, C.E , where it was stated, on good
authority, that in certain parts of Scotland, where formerly there
had been scarcely any communication, since a railway bad been

established the number of persons who travelled by the line was
almost incredible, showing that, although traffic may not take place
between isolated spots, it does not arise from the non.desire of
communicatiop, but the want of a cheap and easy mode of con .
veyance.

The CHAIRMAN said, that having heard the statements of those

gentlemen who formed the deputation of the Barnet and North
Metropolitan Railway, now was the time, if any gentleman present

wished to put any questions, to do so.
After same questions had been put by various gentlemen, and

answered to their satisfaction,
The CHAIRMAN put the following resolutions, which were
carried.

Moved by J. SPENCER, Esq., seconded by the Rev. J. D. TROMP.
50N, and carried unanimously,

That it is the opinion of this meeting, that a direct railway
communication between the northern districts of the Metropolis

and the town of Barnet, is of vital importance to its prosperity,
and is now imperatively called for.
_ _

2. It was proposed by BENJAMIN SMITH, Esq., and seconded by
Mr. JOHN HOPWELL, and resolved unanimously,
That 014 meeting having duly toniiidered the prospectus and

map of the line of the proposed Barnet and North Metropolitan
Junction Railway, and on comparing the same with the other
projected lines does most unhesitatingly declare, that the proposed
Barnet and North Metropolitan Junction Railway will afford to the
town greater advantages than any line of railway hitherto pro-
posed to come in the vicinity of Barnet, it being the only one
which will afford to the residents of the town the advantage of
a sta,ion; and that it deserves the support of the inhabitants and
all others having an interest in Barnet and its vicinity : and that a
petition be presented in favour of the line immediately upon the
assembling of the Houses of Parliament ; and the meeting pledges
itself to further the views of the Company, and resolves that a
Committee be appointed to promote the object, and secure the in-
terest of the Town of Barnet.
That the Committee consist of—
Benjamin Smith, Esq.
Mr. John Hopewell
Mr. George Bower
Mr. James Hill
Mr. James Cooper
Mr. Brunt

Mr. Spencer
Rev. Alexander Stuart
Rev. John Dawson 1 liciro.)son
(With power to add to link number.)
3. It was proposed by the Rev. ALEXANDER STUART, and se.
conded by J. SPENCER, Esq., and resolved unanimously,
That the thanks of the meeting be tendered to the Hon.
F. H. F. Berkeley, the Chairman and the Deputy-Chairman,
and the other members of the deputation from the Barnet and
North Metropolitan Junction Railway Company, for the able
manner in which they have laid before the meeting the project of
the Company.

4. It was proposed by WILLIAM HILL, Esq., and seconded by W.
W. HALPIN, Esq., and carried unanimously,
That a vote of thanks be tendered to John Hey Puget, Esq., for
his impartial and able conduct in the chair.