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

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emblems of their rank by putting on the cloaks
belonging to some of their men. The enemy recog-
nised them, without doubt, by their not carrying
muskets, Nothicg is to be done with cannon against
barricades—they were to be carried by the bayonet.
The Georgian companies and the militia of the Caucasus
did not exhibit much courage ; it was found necessary
to replace them by other battalions. As soon as one of
our men fell, the enemy carried off his arms and his
cartridges. As to our dead, they left them ; but they
concealed their own dead in the forest. The natural
and artificial barricades which opposed the march of our
army, the wild shrubs which covered the soil of these
virgin forests, and the narrow and steep roads did more
harm than the obstinate resistance of the enemy. Not-
withstanding their impetuous courage, our battalions
could only advance slowly, at the rate of one worst and
a half per hour. Our avant- guard, however, reached
Dargo before night. This Aul is situated on the
slope of a mountain, at the edge of a gorge, and
was composed of sixty to seventy small houses
built of stone, and a few other more solid buildings,
which appeared to be of very ancient date. Schamyl,
seeing that the Russian troops were advancing
notwithstanding the vigorous resistance of his own
soldiers, set fire to every point. Before the setting of
the sun the chasseurs of Lithuania occupied the aban-
doned villages. It was already night when the staff
arrived at Dargo and had the tents pitched. The fire of
the buildings served for those of the bivouac of our head •
quarters. On the 19th of July there was a murderous
battle. Schamyl occupied, with an army of 5,000
Tachetscheezes, on the nearest point to Dargo, a high
mountain which commanded our position. He even
threw some balls into our camp, and, :although the shots
did not generally go true, it happened, however, that a
ball fell near the tents of the staff. It was a six-pounder,
coming probably from one of the cannons which Schamyl
had obtained possession of after the taking of Unzula.
According to the report of the natives, these pieces are
served by Russian deserters. However, the enemy
rarely uses them, either through fear of losing them, or
in order to save powder. The Commander•in-Chief
ordered General Labinzoff, with five battalions of in-
fantry and a large body of cavalry, to drive the
enemy from their position and seize on the guns.
Our sharp-shooters climbed up. the mountains, but
were forced to give way, for the mountaineers
defended themselves vigorously. However, the heights
were at last taken at the bayonet's point ; but the guns
had been removed into the forest. Our columns being
furnished with provisions for only five days, it was found
necessary to order up a convoy. Six battalions were
detached, under the command of General Pluke de Pluge-
neaut to serve as the escort to it. This column, on its
march, was surrounded by numerous bodies of moun-
taineers ; but the real attack took place on the return to
Dargo. The convoy was half a league in length, and
Schamyl directed in person to attack at the head of his
determined Murides. Two Russian generals, Wicktoroff
and Pasek, were killed in the combat, by a discharge of
balls, like General Fox, a few days before, but by the
edge of the sword. Seeing the impossibility of defend-
ing the convoy, General Pluke bad renounced covering
the whole line. The enemy had seized on some Russian
trumpeters, whom they forced to sound in the forest,
in order to deceive the Russians, and draw them into
a snare. Some Russian sharpshooters, led astray by its
sound, followed a false direction, and the unfortunate
column reached Dargo in the most deplorable state, af-
ter having left 1,300 men dead in the forests. The enemy
loaded several waggons with the spoil, and upwards of
300 mules and horses laden with baggage fell into their
hands. On the 25th July we marched on the valley of
Axai, and as soon as the troops got into the forests the
combat began afresh. Continual reinforcements were
found necessary to prevent the ehasseurs from perishing.
General Freytag, who had received dispatches, suc-
ceeded in forcing his way through the enemy with 6,000
infantry and 300 Cossacks. He arrived at last at the
bivouac of the army, and the two corps, thus united,
proceeded towards Irselaul. The more the forests were
left behind, the greater weakness and irresolution the
enemy showed. On the Ist August the fortress was
reached. Numerous bands of the enemy ate still within
two days' march of the valley of Ances. Schamyl has
retired with his cavalry to the interior of Tsches-
tehnaya."

LITERATURE.

LAW OF RAILROADS, -c. By Leonard She ford,
Esq., of the Middle Temple, Barrister-at-Law.

A work of this description—properly executed—must
be found of great use to railway companies, directors, &c.,
as well as to the respective shareholders, but at the
present time, when such vast works are in progress, it
becomes indispensable. A few of the subjects on which
the work treats will show the nature of the plan. The
author gives at length the general Acts for the regula-
tions of nubs ays, and especially those of last session,
with explanatory notes. These notes are important in
regard to many of the acts passed before last session, as
they embody the decisions of the Courts of Chancery,
as well as the Law Courts on disputed points. For in-

stance :
" When large powers are entrusted to a company to carry
their works into execution without the consent of the owners
and occupiers of the land. it is reasonable and just that any
injury to property which can be shown to arise from the
prosecution of such works, should be fairly compensated for
to the party sustaining such injury; and where the intention
to give compensation in such a case has been clearly ex-
pressed, every fair intendment ought to be given to effectuate
that intention. (Reg. v. Eastern Counties Railw. Co., 2
Railw. C. 736., pp. 752, 754.) Lord Cottenham, C., observed,
It is extremely important to watch over the interests of
those whose property is affected by these Companies, to take
care that the company shall not, in any misrepresentation
they may make, if they have made any, be permitted to
exercise powers beyond those which the Act of Parliament
gives them, and to keep them most strictly within the powers
of the Act of Parliament. The powers are so large and so
injurious to the interests of individuals, that I think it is the
duty of every Court to keep them most strictly within
those powers ; and if there be any resonable doubt as to the
extent of their powers, they must go elsewhere and get
enlarged powers ; but they will get none from me by way of
construction of their Act of Parliament.' (Webb v. Man-
chester and Leeds Railway Company, 4 My. and Cr. 120; 1
Railw. C. 599 ; Scales v. Pickering, 1 M. and P. 195 ; 4 Bing.
448.) These companies procure ample powers to be
bestowed upon them ; but it not unfrequently happens that
in the course of their works they find that they have not
powers sufficient for perfecting all they. contemplated; when
that is the case, they must either make what bargain they
can with the persons whose rights are adverse to them, or
they must again apply to Parliament to have their powers
enlarged. The Court of Chancery does not sit to enlarge
such powers, but to keep both parties within the limits
which the Legislature has prescribed. (Kemp v. London
and Brighton Railway Company, 1 Railw. C. 508.")
It treats also of " Incorporation of Railway Com-
panies," " Transfer of Shares," " Liability of Railway
Companies as Common Carriers," "Indictments against
Companies," &c., &c., and furnishes a list of cases
which had been decided by the respective Courts, fur-
nishing altogether a very comprehensive and intelligible
book of reference with regard to a new species of pra-
pertT which has been created within the last few years,
and in which the whole nation is interested.'

PARIS ACADEMY OF SCIENCES.

THE POTATO DISEASErSITTING OF SEPTEMBER 15.
Several communications were received relative to the disease
which has this year manifested itself in the potato. The
writers who treat on this subject scientifically are divided in
opinion as to whether the disease is the result of the invasion
of a parasitical mushroom, or solely attributable to the unfa-
vourable nature of the season. One writer thinks that the pa-
rasitical invasion alluded to is common to the potato, and that
it has been developed more extensively by the coldness and
dampness of the summer. With due deference to the
scientific gentlemen who have turned their attention to the
visitation, we beg to observe that it is comparatively of little
importance whether the disease have one origin or the other.
The great quest ions to be considered are, first, whether the
diseased potato is, as people suppose generally poisonous, or
in any way injurious to health ; secondly, whether, supposing
this not to be the case, the disease has deprived the tubercle
of its nutritive properties; and, thirdly, whether these dis-
eased potatoes can be used as seed for the next year's crop
M. Philippon and M. Pouchet say that they have eaten pota-
toes in their diseased state without suffering from them in any
way. This is tranquilising news ; but these gentlemen do
not tell us to what extent the potatoes which they ate were
diseased, or whether, supposing that the diseased potato is
not poisonous, it has not m its affected parts lost all its fari-
naceous character. We have examined diseased potatoes of
the present year in all the stages of the disease, and have
eaten some of those which were least infected, first, how-
dgeNoi-vuee rb,tremoving all the unsound parts with a knife, and cer-
tainly we did not experience any ill effects. This shows that
the malady has only invaded such parts of the tubercle as
evidencehat such
cohf iptsart existence
a s reina
; remain
and o u
nthere
e fit cannotforblo
od, least
whe-
ther for man or beast. As to the diseased parts, we have no
hesitation in saying that they are wholly unfit for food,
whether they be poisonous or not, for they can have no nutri-
tion whatever. As to whether the diseased potatoes may be
safely used for seed for the next crop, we do not think it re-
quires much science to give an answer. If any part of the
potato remain sound it may germinate, and produce as good
stock as that from a potato that is not diseased, and it is very
improbable that the diseased portion should have the power
of propagation, for it is a mass of putrid matter; but it re-
mains to be seen whether the malady will not continue its
ravages between this time and the period for planting, and
so deprive the tubercle of the power of propagation. A letter
then was read from M. de la Rive, of Geneva, on the pos-
sibility of rendering the electric light available for the use of
the workmen in mines. This gentleman states that five of
six elements of a pile of copper, and an amalgam of potassium
sufficed to render incandescent two cones of charcoal inclosed
in a small glass globe. Messrs. Ledoyen and Raphaol in-
formed the academy that they had obtained a liquid of great
utility for the purpose of disinfection in the emanations from
animal excretions, by dissolving 125 grammes (4 oz.) of ni-
trate of lead in two two pounds of water. This is a valuable
discovery for Paris, half the houses in which are infected by
these emanations to an extent which is dangerous to health
as well as repugnant to the olfactory organs. There were a
few other chemical and some medical communications read
in this sitting, but they did not possess general interest.

The Constitutionnel, after quoting this account of
affairs in Circassia, says, " It is easy, from the details
which reach us successively relative to the last expedi-
tion of the Russians in the Caucasus, to form an idea of
the new plan of operations which the Russian Govern-
ment has adopted to reduce the mountaineers to obedi-
ence. The Russians are fond of comparing the war of
the Caucasus to that of Algeria. This comparison
pleases the Emperor. He would have cause to congra-
tulate himself, in fact, if it were exact, and if the success
of his army in the Caucasus were as positive as that of
ours in Algeria. The expedition of General de Woron-
zow, wad, therefore, traced out after our razzias in
Algeria. In the impossibility of seizing these roving
mountaineers, he aimed at reaching them through their
property ; he thought he should find collected in the
village of I)argo all the gunpowder, muskets, and stores
of the army of the mountaineers, but this was quite an
erroneous calculation. A heavy blow could be inflicted on
Abd-el-Kader by seizing his stores, for the Emir had an
army to pay ; but the mountaineers of the Caucasus com-
bat for their independence at their own expense, and expect
nothing from their chief beyond the order to precipitate
themselves on the enemy ' • they carry their powder
about with them, and never lay aside their arms, which,
in fact, constitute their whole riches. There are flocks
in the Caucasus as there are in Kabylia, but in time of
war they are so well guarded that the Russians can never
reach them. Dargo was burnt down by Schamyl him-
self, and the Russians did not find there a single gun or
barrel of powder. Still more, it was on the Russian
army itself that the razzia was made, for the consider-
able convoy which General Pluke was bringing up
passed entirely into the possession of the mountaineers,
and thus the pleasure of booty was added to the love of
independence. The loss of Darge was thus more than
compensated for. In fine, this campaign renders the
situation of the Russians worse than ever. It cannot
fail to encourage the mountaineers, and augment the
discouragement which is spread through the Russian
army. The symptoms of this feeling are above all
manifested amongst the native auxiliary troops, who had
previously been distinguished for their spirit against the
mountaineers, as the latter are very disagreeable neigh-
bours. The Russian Government will probably abandon
its new system of razzias, as it has abandoned twenty
others. Meanwhile it has obtained for Count de
Woronzow the title of Prince. A few years before a
similar attempt drew disgrace and dismissal on General
G rabbe."

WOOL ANO POPULATION.
(From the Sydney Herald.)
Thirty-seven years ago the population of this colony
consisted probably of between 6,000 and 7,000 souls ;
the increase within that period has been about twenty-
five fold. The quantity of wool then exported (i.e., in
the year 1807), was 2451b5. ; the increase has been up-
wards of fifty-five thousand fold !
The relative increase of population and wool within
certain periods during the last 22 years, has been as fol-
lows : Per Cent.
From 1822 to 1825.—Population increased l7
Wool ditto l3B
From 1825 to 1828—Population increased
Wool ditto
From 1828 to 1833—Population increased
Wool ditto lOB
From 1833 to 1836—Population increased
Wool ditto ll3
From 1836 to 1841—Population increased
Wool ditto 127
From 1841 to 1844—Population increased
Wool ditto
Another and not less interesting point of view in
which the relation between wool and population may be
regarded is, that of the average quantity exported per
head of the community, in successive years.
In 1832, explrted 71bs. per head of population
1825, ditto 131bs. ditto ditto
1828, ditto 231bs. ditto ditto
1833, ditto 291bs. ditto ditto
1834, ditto 341bs. ditto ditto
1836, ditto 48ibs. ditto ditto
1841, ditto sfilbs. ditto ditto
1842, ditto 591135. ditto ditto
1843, ditto 771bs. ditto ditto
1844, ditto 781bs. ditto ditto
It is thus seen that within the last ten years the ratio
of wool to the population has considerably more than
doubled itself.
The population in 1834 was 66,200 souls ; in 1844 we
estimate it at 172,000 ; being an increase of 105,800, or
about 160 per cent. The quantity of wool exported in
1834 was 2,246,9001b5.; in 1844, it was 13,542,1701b5;
being an increase of 11,295,2701b5, or upwards of 500
per cent.
It is worthy of remark that the export of wool during
1837 to 1840. was less than three-fifths of the quantity
exported during 1841 to 1844. In the first four years,
the export was 26,022,0001b5. ; in the last four,
44,065,000 ; being an increase of 18,043,000, or nearly
70 per cent. Thus, while bankruptcy was stalking
through the land, and the croakers were crying out that
the country was ruined, and would soon become a desert,
the real wealth of the colony was silently advancing
with rapid strides.

PROTECTION TO BRITISH PROPERTY ON THE
FRENCH COAST.—A letter from Lloyd's agent at Boulogne
mentions that some Frenchmen had been fined and impri-
soned for plundering the British vessel Trinidad, Brown,
from Manilla to London, wrecked on the coast there, and that
the tribunal had directed the restoration of the stolen goods.
As some reports injurious to the French character were afloat
at the time of the destruction of the Conqueror on that
coast, the above instance of French justice deserves mention.
HARBOURS IN THE UNITEDKINGDOM.—ML Hume
moved in the last sessions for a return (which has been is-
sued within the last few days), showing the receipt of every
harbour in the United Kingdom, for each of the last three
years, setting forth the several heads of income and expendi-
ture. The return extends to 91 pages, and contains a mass
of info. mation. The total income of the harbours in the
United Kingdom amounted, in the following years respec-
tively, to the sums mentioned :-1841-2, the sum of 783,782 k
14s. 4id. ;1842-3, the sum of 805,4181. 115. sid; and 1843-4,
the sum of 830,323/. 9s. 50 ; of which sums the harbours in
England and Wales, and islands in the British seas, produced
respectively in the years 524,7241. 10s. Oid., 547,123/. 4s. 1 lid.,
and 554,6451 10s. lid. ; whilst those in Scotland, in the same
period, realised 168,626/. ls. 10Id., 163,879/. 18s. Ild., and
177,123/. 16s. 90; and those in Ireland, 90,4321. 2s. 50.,
94,415/. 7s. 61d., and 98,554/. Is. 9d. The harbour dues are
collected under Acts of Parliament. It appears, midst the
immense array of figures presented by the lengthened return,
that the income of the port of London in 1841-2, was 13,182!.
4s. 11d.; 1842.3, 13,385/. Is. 4d ; and in 1843-4 it was
13,207/. 18s. 7d. The expenditure was, in the years respec-
tively, 8,141/. 9s , 8,310/. 17s. 11d., and 10,623!. 17s. sd. The
excess of income is annually invested in Government securi-
ties towards forming a final to provide for the reduction or
ultimate extinction of the duties, and the fund now amounts
to 39,5681.
THE ROYAL EXCHANGE.—The frequenters of this
noble ornament of the City have been much interested lately
by the proceedings of the workmen in fixing the permanent
gates at the north entrance, facing Bartholomew-lane. It
will be recollected, that at the time of the opening of the
new Royal Exchange by her Majesty the Queen, last October, THE CARRIAGES OF THE SHERIFFS ELECT.—
all the gates were temporary, and of wood, it having been These very splendid carriages, which have not been out-done
found impossible by the architect to get those very ela- by any former exhibition of the kind, are to be seen at Mr.
borate specimens of ironwork in such a state as to justify the Manners' coach establishment, in Oxford. street. The follow-
fixing of them on that occasion. The merchants acknow
ing is a description :—Mr. Chaplain's carriage is a beautiful
ledge that the delay was most judicious, and there seems t-
o dress chariot, with side lights hung upon a handsome perch
be but one opinion entertained as to the perfection of the carriage, the whole painted a pale yellow, relieved with ultra-
workmanship in the gates now being fixed. The gates them- marine blue and gold, and highly varnished, the doors and
selves have a highly ornamented and enriched frame. They panels of the body emblazoned with the City arms, richly
are made of wrought iron, the decorations being in cast iron. ornamented, the front part and quarter panels emblazoned
In the centres of the gates, on either side, are the arms of the with the arms of the Innholders' Company, supporters two
City of London, and of the Mercers' Company, with the white horses en pedestals, the door and hind rails ornamented
i
cypher of Sir Thomas Gresham, T. G., very ingeniously n- with the Sheriff's arms within crimson velvet mantles. The
troduced. In the ornamental heads of the gates the rose, body lined with superfine white cloth and rich figured silk,
thistle, and shamrock appear entwined. Though of enormous white silk radient roof issuing from embroidered silk, City
weight, the gates are so well poised as to be capable of being arms in the centre, the whole trimmed with very handsome
moved with the least impulse. On the gates are the names broad silk lace with scarlet edging. The coachman's box
of Grissell and Co., who, we are informed, are the founders. mounted on richly carved standards and blocks, and covered
The Exchange having four entrances, there will, of course, with an elegant superfine scarlet cloth hammock trimmed wi th a
be four pair of gates. Those to the east and south, will, blue fringe and silk hangers of white and yellow. On each
we are given to understand, be similar to those which the end the City arms chased, chased lamps with the City crest,
workmen are employed in fixing. Those to the great western and the roof mounted at each corner with the Civic cap. Mr.
entrance will be much larger, and will be even more deco- Laurie's carriage is equally splendid. The body painted with
rated than the others, and will contain, besides the arms bronze green, relieved with lines of white and gold. The
before referred to, the arms of all the twelve great coin- carriage painted a delicate white, relieved with lines of green
panies. It is understood that the Gresham Committee are and gold, the City arms on the panels, and the arms of the
making arrangements for erecting the pedestal and the Saddlers' Company. Supporters two white horses. The Sheriff's
statue of the Queen, by Lough, in the merchants' area, and arms on the rails. The body lined with white cloth, white
that as the merchants complain that the asphalte in the satin, and white silk lace, scarlet fringe to festoon ; hammock
open part is found to be cold from its non-absorbant character, cloth white, trimmed with green fringe; silk hangings of
they have resolved to lay down the old Turkey stone-pave- white, green, and scarlet, and chased lamps.
ment which has been preserved, adopting some ornamental
devices in stone of richer colour.
,loofa
stbthete6Biiith Rtoegbie-
MORE PREPARATION.—Orders from the Horse
WEST RIDING REVISION.—IMPORTANT DECISION Guardisohaving been received by the Lieutenant-Governor to dispatch
ell; from the garrison to inspect the staff of the militia in
IN FAVOUR OF THE FREE-TRADE JOINT-VOTERS.—The revision of the this district,
lists of Parliamentary voters for the West Riding commenced at Li,c_colonel LpourtdtinWgilltiinime
mPailuitlicat
ment (Light Infantry), has been selected for that duty. We trust
Sheffield on Wednesday. The Tories made it their great point to
strike off the new votes created by the free-trade party, to the whole called this
of which they had objected. Mr. Baxter opposed the votes, as ren-
dered illegal by the Splitting Act, and the ease was gone into at ADVERTISEMENT.—THE OPINION OF DOCTOR
great length. The Revising Banisters, however, unanimously de- CHARLES C. KEANE, OF BERMUDA, AS Ili THE EXTRA-
cidetl that the votes were good ; and Mr. Blanchard, the senior bar- ORDINARY EFFICACY OF HOLLOWAY'S OINTMENT AND
lister, said distinctly, that "it was rather meritorious that any
PILLS IN THE CURE OF OLD ULCERS AND Soaxs.—The
person should desire the privilege of a vote, and should purchase
Doctor expresses himself thus :—'' I thought but little of
property to secure it ; it could not be made an objection to him,
that that was his primary object in the acquisition of the property." Holloway's ointment and pills one time, but I was induced
This decision will, we believe, take away the only ground on winch to send to Halifax, Nova Scotia, to one of his agents, for two
fr.= 1,500 to 2,000 of the Tory objections rested ; and it, therefore, dozen pots and boxes, the effects of which on some of my
most materially affects the relative strength of parties in the West patients are astonishing. Old standing sores and ulcers
Riding. At Sheffield the balance on the revision was 173 in favour
vanished by their rase as if by magic, so that for the future I
of the Orange or Liberal party ; at Barnsley it was 100 in their
favour, and at Rotherham 56. At Doncaster the Tories had an ad-
am determined to continue to use them. Signed, Charles C.
vantage, but the balance on those four districts is 333 in favour of 1 Keane, Hamilton, Bermuda."—To be bad of all Druggists*
tits Liberals.—Leeds Mercury. • and at Profaner Holloway'a eotahlishment, 244, Strand.

LONDON, WEDNESDAY, SEPTEMBER 24, 1845.

RAILWAY INTELLIGENCE.
NORTH KENT (VIGNOLES') LINE.
A very numerous meeting, convened by the Mayor, was
held on Monday at Canterbury, for thepurpose of taking into
consideration the projected line of railway proposed by the
Directors of the Vignoles' North Kent Railway Company.
At half-past one Mr. J. BRENT (the Mayor) was called to
the chair. His Worship having read the requisition, stated
that he had in pursuance of that requisition, which was very
respectably signed, called the meeting together ; but he re-
gretted its having been called for the purpose of taking into
consideration the merits of any particular line, instead of the
consideration of any line which might be brought forward,
regarding only the interests of the city of Canterbury and
the general interests of the country. The great objects
which they had to consider were the celerity and cheapness
of railway communication between the cities of Canterbury
and London, and they ought to support the line which
offered in the greatest perfection these advantages.—(Hear,
hear.) He hoped the meeting would not decide too hastily
as to the particular line which they should give their sup-
port to, for it was a very important subject of consideration.
There was sufficient time for considering the various lines
that might be projected between this period and the as-
sembling of Parliament, and he hoped that they would avail
themselves of that time for selecting the best line of commu-
nication.—(Hear, hear.) For his part, he was actuated only
by one object—namely, the establishment of the most eligible
and advantageous line, as regarded the interests of the city of
Canterbury.—(Hear, hear.)
Mr. MarrnEws proposed the first resolution, which was
to the effect that it was the opinion of the meeting that a
direct line of railroad along the old post line of communica-
tion with London from Dover, through Canterbury, was
greatly required by the wealthy and thickly-peopled districts
of North Kent, which would thus be brought into direct
connexion with the metropolis. He said it was unnecessary
for him to dwell at any length upon the very great advan-
tages which must necessarily result to the city of Canter-
bury from the establishment of a direct line from London
to Dover, through Canterbury—the line was called Vig-
noles' North Kent line.—(Cheers.) They were aware that
the prosperity of the city of Canterbury depended in a great
degree on the establishment of a line of railway communica-
tion direct between Canterbury andsthe metropolis.—(Hear.)
The South-Eastern Railway Company had given an inti-
mation of their intention to propose a line as a substitute for
that line ; but he did not see anything, -either in their finan-
cial operations, or in the amount of accommodation which
they afforded to the public, which could induce him to forego
the advantages which would result from having the com-
munication direct between the city of Canterbury and the
metropolis, and in the hands of an independent line, the
Directors of which would have the interests of North Kent
close at heart. Mr. Matthews concluded by proposing the
resolution, which was seconded by Mr. Thomas Cooper, and
carried unanimously.
The next resolution'was proposed by Mr. W. J. COOPER. It
set forth that, in the opinion of the meeting, the line pro-
jected by Mr. Vignoles, termed the North Kent Railway,
appeared to be best adapted to meet the wants and promote
the interests of the county generally, and of that district
(the neighbourhood of Canterbury) in particular. He was
satisfied that every inhabitant of Canterbury who heard him
approved of that resolution.—(Cheers.) There was, in fact,
so little ground for doubt or question as regarded the advan-
tages to be derived from a direct line to London from Dover
through Canterbury, that the only subject of consideration
was which line they ought to adopt.—(Hear, hear.) Looking
retrospectively at the proceedings of the South-Eastern Rail-
way Company, he should say that he did not consider it ad-
vantageous to the city of Canterbury. It could not be denied
that the effect of a line which did not give an independent
terminus to Canterbury, and establish a direct communi-
cation between that city and London, must be injurious to
the city of Canterbury, no matter however liberal spirit
in which such a railway might be carried out. 'lt was the
duty of the citizens of Canterbury to see that it was made a
main trunk station, for nothing short of that could be suffi-
cient to supply the just claims of the city of Canterbury for
railway accommodation.—(Cheers.) He (Mr. Cooper) had
for the last thirteen years enjoyed the opportunity of witness-
ing the condition of the passenger traffic through their city,
that great thoroughfare of traffic to the Continent. He re-
membered a timewhen the constant passage of carriages-and-
four and stage-coaches was a great source of wealth and
Profit to the inhabitants of that city; but that was now alto-
gether changed, so that it was a novelty to see carriages-
and-four pass through on their route to the Continent ; and
it was not until within a recent period that they saw any
examples of such intercourse revived, in consequence of
the misgivings of some timid persons who were thus in-
duced to adopt the old coach road and travel in their car-
riages-and-four. They had seen, too plainly to admit of
doubt, the effects which had been produced in Canterbury
by drawing away the capital which formerly she enjoyed.—
(Hear, hear.) They had seen shops shut up, and a tenant
not to be found for them, in those positions which were the
best calculated for business of any in the city; and he was
sure they must all feel convinced that it was their duty to
make the most strenuous exertions to restore the city of
Canterbury to that prosperity she formerly enjoyed, and
to which her position entitled her.—(Cheers.) They ought to
make the most strenuous and energetic. exertions to secure
for their city her proper share of traffic, founded on a libe-
ral and enlightened basis. They ought to exert themselves
to procure for Canterbury a direct communication with the
metropolis, which was the only communication by railroad
that was capable of conferring real and substantial benefit
upon them. He was not there to oppose the South-Eastern
Railway—he had nothing to do with that line; but he
could not agree to their proposition to make another line
to Dover, in contradistinction to the North Kent line,
which had been projected by Mr. Vignoles, and which
had received the universal support and assent of the
citizens of Canterbury.—(Hear, hear.) Tbe line to which
he alluded, as being proposed by the South-Eastern
Company, would go (if carried) through thinly-
peopled parts of the county of Kent, whilst it would leave
untouched those which were of far more importance from
their greater wealth and population ; and that he looked
upon to be in itself a very serious objection to it—(Hear,
hear)—whilst it was in opposition to a railway that would
not only go through the most populous and prosperous dis-
tricts in the county. It had been urged as an objection
against the people of Canterbury, that they on a former
occasion opposed a line through their town ; but the truth
was, that they had been always opposed to the principle of
inflicting upon Canterbury the evils which would result to
her from any other but an independent and speedY communi-
cation with the metropolis.—(ilear, hear.) He trusted soon
to' see their view carried out, by the establishment of the
North Kent Railroad, which would, perhaps, have the effect
of increasing the prosperity of their city, and of bringing back
a traffic such as they had once before enjoyed.—( Hear, hear.)
He felt that the establishment of a direct line from Canter-
Wry to London was the only true mode of increasing their
prosperity.—(Cheers.) He looked upon the North Kent
Railway, as projected by Mr. Vignoles, to be the line which
was best calculated to develop their resources and increase
their prosperity; and therefore had great pleasure in propos-
ing the resolution.—(Cheers.) '
It was seconded by Mr. W. H. TRIMNEL, who expressed
himself dissatisfied with the present state of the railroad
communication between Canterbury and London by the
South-Eastern Railway, and stated that it required to travel
fourteen miles by coach from Canterbury to Ashford, to join
the trains going to London or:Dover. That city, which had
assembled its inhabitants upon that occasion, was one of the
oldest in the empire, and he thought it not only ought to
have a terminus on an independent line, but ought to be the
nucleus from which all the other railways in the neighbour •
hood should radiate.—(Hear, hear.) And the best way to
ensure that was. to proceed energetically with the North
Kent line.—(Cheers.) By having such radiating lines
though all the important towns and villages in the neigh-
bourhood, they would be enabled fully to develop all the
resources of the wealthy and fertile district of North Kent.
Mr. BRENT, junior, wished to say a few words before the re-
solution was put from the chair.—(Hear, hear.) He thought
the requisition calling the meeting restricted them too
closely to Mr. Vignoles' line, instead of allowing them, as
it ought, to select from all the lines which might be brought
forward by different projectors that which they might deem
best calculated to advance the interests of Canterbury, and
secure for them cheap and rapid transit.—( Hear, hear.) He
thought they ought not to be prevented on that occasion from
considering which of the proposed lines would secure to them
the most speedy and the most rapid communication with the
metropolis, for he thought these were the two most important
elements in railway communication.—(Hear, hear.) They
had heard of the South-Eastern Company's intention to pro-
pose a competing line with the North Kent, and he felt it
proper to state to the meeting that there was still in contem-
plation another that bad great advantages, he meant the
atmospheric line. It was a line which, in his opinion,
offered more advantages than the North Kent, as
being more speedy and cheaper in its mode of working
than any other, being at the same time re-
markably safe. These were the advantages which the
promoters of the Great North Kent Atmospheric line
offered to the public, and it would, he was sure, be admitted at
once that they were very great advantages : indeed, when
they were told that a velocity of eighty miles an hour could
be attained without risk, or any inconvenience being felt
by the passengers, they would at ence perceive the facilities
for speedy communication with the metropol. which
such a power afforded, and when they had such a project
before them, he thought the meeting ought at least to
pause before they decided at once on adopting another line
which did not possess those advantages. There was suffi-
cient time to consider the relative merits of the different
competing lines, and, under the circumstances, and con-
sidering the vast improvements in motive power which were
making every day, he thought they ought to pause before
they determined definitively on one particular line in
preference to all other,. The Great North Kent Atmospheric
line had another advantage which he ought to have mentioned,
namely, a power of overcoming gradients which could not
be surmounted by other locomotives, and the effect' of this
was to save a great deal of expense to the proprietors in the
purchase of land, as they were from this cause often enabled
to avoid the necessity of going through gentlemen's de-
mesnes or such pieces of land, the purchase of which was
very expensive. It would at once be seen that a line upon
the atmospheric principle could be worked with less capital
from this cause, as it could be laid down from Canterbury to
London at considerably less expense than any other de-
scription of line, whilst its scale of fares for passengers
would be very low, thus offering the greater inducement to
travellers to pass frequently. on the line, whilst its economic
working would allow a fair profit to the proprietors from
these reduced charges.
Sir LIONEL GOLDSMID, as a landed -proprietor in
Kent, and chairman of the projected North Kent Railway,
felt called upon to address a few observations to the meet-
ing, deeply interested as he was in the success of the pro-
posed direct line between Dover, Canterbury, and the me-
tropolis. Such a communication had long occupied his
thoughts, not as a chairman of a railway Company, but from
a desire to obtain for bis tenants in Kent an opportunity of
more favourably disposing of their produce than they now
enjoy.—(Cheers.) They had been recommended by a gentle-
man opposite to wait for new projects, but they had waited so
many years in vain for a direct railway communication with
the metropolis, that be would advise ithem to exert them-
selves, and wait patiently no longer.—(..aughter and cheers.)
This project was well matured, and it would have been
brought out in 1841 but from an accidental circumstance,
and he thought the tim now come when North Kent
ought not to be any gearlonger deprived of the advantages of
such a communication with the metropolis.—(Hear, hear.)
Under such circumstances, he did not see how they were
called on to wait for any longer period, and he thought
that such a delay would be peculiarly inopportune at the
present moment, when the
rin increased facilities:pcurbea"scminl—(Hear, hear.
wassoin""ce
pied with the subject
The promoters of the Northo Kent Railway had the interest
of that district and of the city of Canterbury at heart ; and
he was of opinion that any line which was brought forward
by parties avowedly forth' wan.vifart,, oruhgehtn
projected to,buenpereo-f
It , in
ferred to it.—(Cheers.)
the North Kent Railway which called the competing lines
into existence, and he hoped-that ouch an opposition would

not be advocated by those who had an interest in the city of
Canterbury and }he district of North Kent. They had
united for ten years without any beneficial result, so far as
regarded the introduction of a direct line through Canterbury
to London, and it was now time to bestir themselves. With
respect to the introduction of the atmospheric principle,
which one gentleman brought forward as an argument fur
delay, it ought to be recollected that the atmospheric prin-
ciple could be introduced on the line at any future period, if
its application were found to be desirable.—(Hear, hear.)
He thought the North Kent Railway could not be in better
hands than the present Company, and he thought there
would be infinitely more security with them than with a
Company which was constantly changing its Directors and
engineers. He had looked at the share list of the North
Kent Railway, and he could say that he never saw a better
one.—(Cheers.)
. Mr. Witaissox, one of the Croydon Atmospheric Railway
Company, said that, when he saw the requisition at first, he
had some doubts as to the propriety of his attending, inas-
much as it was to be a meeting for the purpose of specially
considering the merits of one particular line, namely, the
North Kent Railway. However, as he belonged to a Com-
pany who had on that day brought forward another pro-
jected line, in a tangible shape, he thought it would
hardly have been respectful towards the citizens of Canter-
bury if he did not avail himself of that occasion to state to
them the views whicn he entertained with respect to the
projected line of railway with which he was connected.
As to the motives for the introduction of particular
lines, there was no doubt that all the projectors had
motives of their own. Sir Lionel Goldsmid had acknow-
ledged that his motive was to serve his tenants, and he
(Mr. Wilkinson) had a desire in the same way to serve his
own constituents; but the great question for the public to
consider was, which line would be most advantageous to
them.—(Hear, hear.) He should not have thought of pro-
posing a line which was different from the projected line of
the North Kent, if he did not think that he had a better one
than it, and he would ask them if he produced a better plan
than that of the North Kent, and one which was better cal-
culated to secure the sanction of Parliament, would they not
Support it? He should be happy to go into details when a
more detailed statement was made on the other side, but
until the citizens of Canterbury had more detailed informa-
tion with respect to the different lines, he hoped they would
not decide in favour of any one in particular. He believed
that the atmospheric system afforded means of carrying pas-
sengers more cheaply than the other system ; indeed, such
was the nature of the atmospheric principle, that it almost
compelled any company which applied it, to convey passen-
gers at a cheap rate, as they would be obliged to dispatch
trains very frequently, in order to economise their power.
Mr. POOLE said that the North Kent had been first in the
field, and had long since proposed the line of the old coach-
road to London as the most direct.
A desultory conversation here took place as to the compa-
rative length of the proposed lines of atmospheric and North
Kent, after which
Sir J. M. Tti.riezt addressed the meeting, and stated his
impression that the atmospheric principle would be generally
adopted on all railways, and he gave the Croydon Company
credit for availing themselves of the experience of that prin-
ciple on the Kingston and Dalkey line, but he did not think
the line they proposed as a competing line with the North
Kent was calculated to be successful. The people of Canter-
bury wanted one direct line to London, and this the North
Kent line proposed to give them.—(Cheers.)
Mr. SLA.DREN (solicitor) moved an amendment to the re-
solution, to the effect that it was not expedient for the meet-
ing to come to any definite decision until the details of the
plans of all the projected lines were before the public, and
that a committee of the citizens of Canterbury should be ap-
pointed to decide which of the lines was best deserving of
support.
The amendment was negatived, and the resolution was
carried, with about half-a-dozen dissentients.
Mr. WARD moved a resolution to the effect that the local
interests of Canterbury could not be so efficiently served by
a company in possession of a line already, as by an inde-
pendent and competing company.
The resolution was agreed to.
Another resolution was agreed to, pledging the meeting
to support the North Kent line; after which the meeting
separated.

ralleled in the history of railway competition, the inhabitants
of that town had, in the past conduct of the men who
came before them on a former occasion, sufficient to justify
them in relying with confidence upon them for the fulfilment
of any other reasonable project which they might bring for-
ward. When the promoters of the Oxford, Worcester, and
Wolverhampton Railway came before them, they did so with
an express assurance that their only object was the public
welfare. They showed to a demonstration that their in-
terests were those of the inhabitants ; and liavingestablished
the fact, they readily obtained their support, and with it the
most triumphant success. They had now come before them
to recommend another project, which was one intimately in
connexion with the former, and which might be said to be a
part of the natural consequences of the former undertaking.
The great consideration with the inhabitants of that town
was how they should best proceed from Dudley to the east
and north-east part of the kingdom, and looking at the im-
mense amount of goods to be removed from Dudley, it was
quite evident that they stood in need of the most direct line
which they could make from Dudley to the north-east point.
The Hon. Gentleman then proceeded to point out the line of
route which it was intended to take by the company which
he had the honour of representing, and, having done so, ob-
served that the line brought forward by their opponents might
be said to occupy the same ground, and, in fact, was identical ;
so that in considering one line they might be said to be
considering both ; and if it was only a question of district,
the inhabitants of Dudley might say they did not care
which line they bad, provided they got a good line
but there were other circumstances connected with the ques-
tion at issue, which when properly considered could not fail
to weigh with the meeting in favour of the project which he
that day brought before them. Mr. Mathews then adverted
to the Trent Valley and Midland line, and referred to the al-
liance of Colonel Anson's line with the Birmingham Canal
Company. There had adlready been a meeting in Dudley to
obtain the sanction of the town to the proposed line of rail-
way running along the banks of the canal, which it was pro-
posed should be done, the Railway Company giving a gua-
rantee to the Canal Company. He would just remind
the meeting that where guarantees were given by ,one
public body to another, in the end the public
themselves had to pay for them. A guarantee could
not be given for any sum beyond fair profits without the public
being injured thereby.—(Hear, hear) The South Stafford-
shire came before the public unfettered by any of these gua-
rantees; at the same time he was not surprised that the 13ir-
mingham Canal Company should want this guarantee. He
did not deny but that the Canal Company had, in former
years, done much by opening the traffic to various parts, and
they were entitled to just consideration for that; but the
Canal Company had derived great advantages by so doing,
and the shares that cost 17/. 10s. each were now worth 94/. ;
so that whatever convenience the Canal Company had afforded
the public, the latter had paid handsomely for it.—(Hear,
hear.) The Canal Company, however, did not say, come and
guarantee us on the 171. 10s., but they wanted it upon 100/.
each, just six times more than they originally cost. The
project was one which the public bad no right to recognise.
He wished_ to be understood, that he did not object to the
scheme of having a line of railway from Dudley to Birming-
ham, and if that was all that was proposed, he should offer
no opposition to it. But looking at the circumstance, that
the Oxford, Worcester, and Wolverhampton line, which
would cost so much money, would well accommodate the pub-
lic between Dudley and Wolverhampton, the question then
was, whether the proposed railway on the banks of the canal
should go to Wolverhampton, or whether it should not stop
at Dudley, and there join the Oxford, Worcester, and Wolver-
hampton line, which would have a double line of rails laid
down to suitcarriages for either gauge, so that there was no
excuse, nor could they say that they could not be accom-
modated.—(Hear' hear.) The Oxford and Worcester Com-
pany then would say, "We do not object to your line from
Birmingham coming to Dudley, but we do object to your
taking it on to Wolverhampton, when we have been to Par-
liament and are _in possession of the ground on which we
offer you accommodation.—(Applause.) He had, he hoped,
shown the meeting that the line on the canal was not ne-
cessary from Dudley to Wolverhampton, and the public
would have to pay for it. So far, then, dismissing the
guarantee, he would say that if the project came before
them, in a legitimate way, from Dudley to Birmingham, he
for one, connected with the Oxford and Worcester Com-
pany, would not oppose it.—(Hear, hear.) There was
another project afloat that would most materially affect Dud-
ley, and he thought, when he came to tell the meeting the
bearings of that project, that the parties present would say
that the gentlemen who, a short time ago, made a crusade
into that district must have drawn largely upon the credulity
of the parties they addressed. The project he alluded to was
this—that at Smethwick a line should pass through Old-
bury to Stourbridge, Stourport, and other places in the
Stour Valley district. The distance from Spon-lane to
Stourbridge, through Dudley, was eight and a half miles,
and by the line proposed by the Stour Valley it would be
eight, so that they could not claim the sanction of Parlia-
ment on the ground of a saving of the distance. They
would, instead of using the Oxford. Worcester, and Wol-
verhampton line, divert their line, and take a great deal
of traffic from udley which ought to pass through it.—
(Hear.) He would say nothing of the proposed line cutting
through their great feeder for traffic—the coal-fields of the
district—but he spoke on the ground that the scheme proposed
would take the traffic from Dudley a distance of three or four
miles. He thought he need not tell the meeting of the sort
of district the proposed line would pass through, west of
Stourbridge, and that at present it did not require a railway
through it. True, it was a district filled with pleasant asso-
ciations, full of green fields and murmuring brooks, but it
was very scant indeed of the necessary materials of traffic.—
(A Voice—" There is not enough for one omnibus.") There
were a few works in the neighbourhood of Dudley,
which removed more goods along the line of railway
than the Stour 'Valley district he had referred to did
altogether. If that district then went upon the ground of
the goods they removed he might as well apply for a separate
Act of Parliament because- he moved the same number of
tons in a week. The question of, a branch from Smethwick-
to Stourbridge had been mooted in the Committee of the
House of Commons, and he (Mr. Mathews) had been ap-
plied to because of his local knowledge. He told them
that he did not care who made that line, providing not
us, but that if no one else would snake it, and subse-
quent improvements in the neighbourhood rendered it
necessary, we should be obliged by our Oxford, Worces-
ter, and Wolverhampton Act of Parliament to make it.
He would again refer to the gentlemen who had been in
Dudley in support of the Stour Valley line, and he would say
that they must make great allowances for them, as they
were using their energy to avoid suffering in their pockets,
for he did not think that any other motive could have in-
duced them to come to Dudley to ask support for a project
that would take away traffic from the town. He could assure
the meeting that he, with many men of experience, was of
opinion that no scheme was so likely to benefit the town of
Dudley as the South Staffordshire line, and would therefore
commend it to their consideration and support.—(Cheers.) .
G. B. THonsevatorr, Esq., next addressed the meeting
as one of the deputation from the South Staffordshire Junc-
tion line, and in doing so said he had the honour of ap-
peering before them twelve months ago in connexion with
the project then on hand. The inhabitants told them
what their wants were, and he had the satisfac-
tion of saying that be and his colleagues bad supplied
those wants.—(Hear, hear.) He stated then emphati-
cally that if the inhabitants of Dudley would give them
their unqualified support, they would obtain an Act of
Parliament which would supply them with good railway
accommodation. The inhabitants did give him their
support, and the Oxford, Worcester, and Wolverhampton
Company obtained the Act.—(Loud cheers.) He and his
colleagues had now come before them with another mes-
sage.—( Hear, hear.) He said to them, give us again your
unqualified support, and we will give you the benefit of
another good line.—(Applause.) The Oxford, Worcester,
and Wolverhampton line came before them twelve months
ago, when their wants were many, and no one to supply them ;
but no sooner had they made their appearance than other
gentlemen tendered their services. And who were those
gentlemen? Were they gentlemen who solely and entirely
consulted the wants of the inhabitants; or were they gentle-
men who wished to increase their own monopoly, and drive
the Oxford, Worcester, and Wolverhampton Company out of
the field? After that came another company, and, in fact,
they had many offers ; but the inhabitants well knew who
really were their friends, and they had nobly supported them.
The inhabitants of Dudley well knew that the promoters of
the South Staffordshire Junction line were like those of the
Oxford, Worcester, and Wolverhampton line, identified with
their interests. They had no objects in view not identical
with the great commercial interests of that district. They
came there untramelled, and they were not pledged to any
guarantees. The company which he represented were the
first in the field. It was projected, advertised, and registered
before the new line made its appearance and they were en-
titled to public support.—(Applause.) He, therefore, claimed
their support, and boldly asked them would they give it?
T. BADOER, Esq., moved the first resolution. In doing
so, the speaker remarked upon the great injury that Dudley
had sustained by a want of direct railway communication
with London and other places, and that Dudley had remained
like a devoted town, so high in the clouds that nothing could
reach it. Some twelve years ago an attempt was made to
have a railway from Wolverhampton to Dudley. Unfor-
tunately that was not made, and nothing more was done till
last year, when he (Mr. Badger) was called upon to support
a line from Shrewsbury to Birmingham, which was to pass
through Dudley. He wished here to be understood that he
did not think a more honourable man existed than the gen-
tleman at the head of that line, the Hon. Mr. Clive ; but
afterwards lie (Mr. Badger) was told that Dudley must be
left out. And who was it that caused that to be done but
the London and Birmingham Company ?—(Hear, hear.)
When be found that Dudley was to be left out, he (Mr.
Badger) immediately withdrew his name from the list of
supporters, finding that, though railways were passing
through all other towns, they could not come to Dudley.
After expressing his opinion that the proposed South Stafford-
shire line would be of the greatest benefit to the town of
Dudley, Mr. Badger concluded by moving the first resolution,
which was secended by Mr. Thomas Wood, and passed
unanimously.
After a few observations from Mr. W. FELLOWES, in sup-
port of the proposed South Staffordshire line,
JAMES FISHER, Esq., proposed the second resolution, which
was seconded by Mr.'England, who contended that the people
of Dudley were bound in common gratitude to supporta
t°
a
measure emanating from the Oxford, Worcester, an
much
the town of Dudley.
The resolution was then put to the meeting, and carried
unanimously.
• d by ISAAC BADGER, Esq.,
The next resolution was moMr.s e
S TErnEss.
and was briefly seconded by
or the northern divsion of
Mr. Ile x.r.xn, formerly the
bameetd i ne gn i n
shown i
fs obuyr
the county of Stafford, tplern.PaCidfreled
of the proposed line, which he contended
the various speakers. lie stated that he came forward on the
present occasion on account. of the interest he felt in any
i object which tended to benefit the county in which
lie had spent his life. They must recollect that the
South Staffordshire line was supported by the Grand Junc-
tion and Oxford, Worcester, and Wolverhampton Com-
panies, while the other was supported by the London and
Birmingham, together with "the Railway King," and the
Midland Company ; and, looking at the various allies, he
thought they could not do better than unite themselves with
the South Staffordshire Junction. The Hon. Gentleman re-
sumed his seat amidst; loud applause.
A vote of thanks was then unanimously carried conveying
the thanks of the meeting to the Chairman, Vice-Chairman,
and the Provisional Committee of the South Staffordshire
Junction.
C. S. FOSTER, Esq., Chairman, and Mr. CHAWNER, Deputy-
Chairman of the Committee, acknowledged the compliment.
A vote of thanks to the deputation ot the South Stafford-
shire Company who had attended that meeting was then
carried unanimously.
Capt Deorr returned thanks in a very excellent speech, in
which he compared the merits of the rival companies, and said
if there wag any point upon which information was required,
lie should be happy to afford it.

LONDON AND YORK.
LINCOLN, SATURDAY.—A special meeting of the Town
COuncil of this city was held in the Guildhall this day, to
take into consideration several matters materially affecting
the interests of the citizens, arising from the intention of pro-
secuting the projected London and York, and other lines.
The TOWN-CLERK read the clauses of the London and
York -Bill, as affecting the navigation of the river Witham,
from the high bridge of the city of Lincoln, through the port
of Boston, to the sea, also the Fossdyke navigation from the
city of Lincoln to the river Trent, from which it appeared
that the material provisions are to secure a five foot water-
course in each navigation, and to reduce the present amount
of tonnage by one-third.
Mr. Alderman RUnGARD thought the Railway Company,
who were to derive the profits of the navigation, ought to
rebuild the bridges over that part of the river which connects
the two navigations together. In case of refusal, he should
propose that application be made, to the House of Lords for
leave to oppose the London and York Bill, unless clauses for
protecting the public interests as regards the bridges and
navigation were introduced. He moved that the Town-
Clerk do attend the Board of Directors, and make' the request
of them.

Mr. Alderman WETHERELL, a Director of the London and
York Railway, considered the proposal of Mr. Rudgard as
fair and reasonable, and as he was going to town on Monday
to attend a meeting of the Board of Directors on Tuesday,
he would take care to represent what were the feelings of the
citizens of Lincoln on the subject. He was certain it was
the wish of the Railway Company to render the navigations
complete, and to aid the object in view; he requested a
written statement to lay before the board, in order that an
engineer might be appointed to inquire into the matter, as
he expected before anything could be done, Mr. Cubitt, or
some, other competent person, would be consulted.
The TOWN-CLERK remarked that the river interests ap-
peared to have been forced upon the Railway Company by
the alteration of the line, and the adoption of what was called
the loop along the line of the rivers, or he thought the Direc-
tors would have been inclined to have thrown that part of
the scheme overboard altogether, if they could have done so
consistently as men of honour.
Mr. MIDGARD said. if he were a Director, he should urge
on the Railway Company to comply with the request, to pre•
vent the opposition of the citizens ; for as regarded the ma-
jority of the people in Lincoln, they were most decidedly op-
posed to the London and York scheme.—(Hear, hear.)
At length a resolution was unanimously carried, calling
upon the London and York Railway Company to take upon
themselves the rebuilding of the three bridges.
A ;Committee of seven members of the council was then
appointed to adopt means with a view of carrying out ex-
tensive improvements in the city, rendered necessary by the
opening of railways.
IMPORTANT RAILWAY MEETING AT DUDLEY.

DUDLEY, MONDAY, SIX O'CLOCK.—To-day a numerous and
most respectable meeting of the inhabitants of this borough
was held in the Town-hall, for the purpose of considering the
propriety of supporting the South Staffordshire Junction
Railway.
The meeting was called for twelve o'clock, and shortly after
that hour the chair was taken by Edward Terry, Esq.,
Mayor, who opened the business by observing that be felt
highly pleased at meeting on that occasion so numerous, re-
spectable, and highly influential a body of gentlemen as he
had then the honour of presiding over. On a former occasion
he had the pleasure of introducing to the inhabitants his
friends who were connected with the Oxford, Worcester,
and Wolverhampton Railway, and on that occasion it was
unanimously resolved that they should support that under-
taking, and they all knew the result of that resolution.
They had fought a hard battle, but they fought and won.—
(Applause.) Having won one battle in connexion with the
interest of that district, it now became them to consider
another line which was to act as a feeder to that great and
important line which they had obtained, and that line was
the South Staffordshire Grand Junction. They had then
present a numerous deputation from that company, who
would explain the nature of the undertaking, and lay before
them the claims which that company had to their support.
Of the importance of such a line of communication between
the town of Dudley and Wolverhampton, and all those great
towns into which it would bring them in direct communica-
tion there could not be the least doubt. They had already
secured a communication with the south of England, and by
the proposed line they would gain a connexion with the north
of England and all the great outports. As all these advan-
tages would be more fully and ably set forth than he could
possibly detail them, he should not detain them longer, but
call upon Mr. Mathews.
WM. MATnews, Esq., then rose, and in a very powerful
and effective speech pointed out the advantages which
would result from the proposed undertaking. lie com•
menced by saying that it was only 12 months ago since the
inhabitants of Dudley met in that place to consider the
propriety of supporting a line of railway which was to
afford that accommodation which their great commercial
transactions entitled them to expect. The opinion of the
inhabitants of that important town, with respect to that
accommodation, was heard, and attended to in the manner
in which it ought to have been. The town of Dudley was
then not placed upon a level with the surrounding country,
and the general opinion was that it was impossible to afford
the necessary accommodation to the town on account of its
elevated position. Previous to the meeting 12 months ago
he had connected himself with the project of a line through
that district, but according to their plan they were not to
embrace Dudley, but leave it one or two miles out of the
main line. His Hon. Friend, Mr. Badger, with two other
gentlemen connected with the town, expostulated with him
upon the impropriety of leaving Dudley out of the main line,
and he then thought it necessary to communicate with the
engineering department of that line, in order to place Dudley
in its proper position ; and Dudley was accordingly placed
on the main line. He then hazarded an opinion that Dudley
would not only not be placed in a worse position than other
towns in the neighbourhood, but that it only required the
perseverance, diligence, and public spirit which the men of
Dudley always evinced to place it in the best position. He
knew that there were great difficulties in the wsy of effect-
ing that object, He knew that there were great obstacles
to contend against arising from influential parties, and
he said to the men of Dudley, "Do not make us put
Dudley upon the main line, unless you give us such support
as will enable us to ensure the passing of the Bill for the
making of that line." The gentlemen of Dudley assured
him they would give to the undertaking that support which
it deserved, and the result was that which they were all
well aware of, and he was there that day to say that the
gentlemen of Dudley had redeemed their pledge honour-
ably, nobly, and efficiently, and he had no hesitation in saying
that one of the main ingredients in their triumphant suc-
cess, was the important support which they received from
the inhabitants of this important place. Having gained
that object, he ventured to state it as his opinion, that if
the gentlemen of Dudley continued to make the same de-
monstrations with that prudence and caution and propriety
which they had hitherto manifested, instead of being
placed in a worse position than other towns, they would be
placed in a better position, and he now. thought I* e facts
he had to state would bear out the grounds up which he
came to that conclusion. He thought the animus that guided
the parties who opposed them would fully justify the inhabi-
tants of that town in disclaiming any overtures from that
body in any shape in which it might be presented to them.
lie need not say that no demonstration was made upon the
part of that rival body until they were obliged to ally them-
selves with other parties who were opposed to the interest of
'
the Oxford, Worcester, and Wolverhampton line. These
gentlemen did not afford any accommodation to the
inhabitants, but they threw every obstacle in their
way. They not only denied them their assistance to carry
out their project, but they offered every resistance that
could be given to stop the proposed railway commu-
nication through that town. The inhabitants of Dud-
ley were of necessity compelled to ally themselves with
the important line to which he has already alluded ; and
having now witnessed the accomplishment of that great pro-
ject—having seen s victory gained over difficulties unpa-

r,

GRATIS.

~.~:~1

A vote of thanks to the Mayor was then carried, a f
which the meeting broke up.
The parties afterwards sat down to an excellent dinner at
the Royal Hotel.

GREAT CANAL CONFEDERATION.-011 Thursday a meeting
of the proprietors of the Ellesmere and Chester Canal, who
have formed a confederacy with the Birmingham and Liver-
pool, the Shrewsbury and Montgomeryshire, and other canal
interests in the mirth, fur the conversion of their canal pos-
sessions into railways, in conjunction with the promoters of the
Worcester, Shrewsbury, and Crewe, and Shrewsbury and Trent
Valley union lines, so as to furnish a complete system of rail-
ways to the district west of the Grand Junction, between Chester
on the north and Worcester on the south, met at Chester on
Thursday, when the proprietors confirmed the arrangements
made by the Committee for carrying out the proposed conver-
sions of the several water-ways into railways, by means of a
Company to be called the Shropshire Union and Canal. The
Earl of Powis heads the movement, and surveys have
already been made by the Company's engineers, Mr.
Cubitt and Mr. Robert Stephenson, for five miles, namely :
I. From the proposed Birmingham, Wolverhampton, and
Stour Valley, at Wolverhampton, by Autherley, Bre-wood,
Gnosall, Norbury, Market Drayton Audlem, and Nant-
wich, to the Chester and Holyhead and Chester and
Birkenhead lines at Chester. 2. From the Manchester and
Birmingham at Crewe, by Nantwich, Wrenbury, Whitchurch,
Ellesmere' Oswestry, and Welchpoot, to Newtown. 3. From
the Trent Valley at Stafford, by Gnosall, Newport, and Wel-
lington, to Shrewsbury. 4. From the main line near Wem
to Shrewsbury. 5. From the Birmingham and Gloucester,
in the valley of the Avon, passing the Severn at Worcester,
and proceeding through Bewdley and Bridgenorth over the
Severn, below Coalpert to Wellington. A general conversion
into Railways of the entire canal interest of the kingdom is
inevitable. Those that remain unmetamorphosed must
speedily become bankrupt, so that a canal, in time, will be as
great a curiosity as the almost obsolete stage coach.
RICHMOND AND WEST-ESD.—The usual notice required by
Act of Parliament to be given to the holders of land on new
lines having expired, with reference to the Richmond and
West-end, and there being but slight objection to the works
being proceeded with, 1,000 labourers have been hired to com-
mence operations. The Directors have announced that the line
will be completed from Wandsworth to Richmond by Christ-
mas next. In order to do this, both ends will be commenced at
the same time, half of the men are to be employed between
Richmond and Putney, and the remainder between the latter
place and Wandsworth, where the line will join the South-
Western. The most difficult portion of the work is near
Wandsworth, where it will have to cross an immense osier
bed, full of deep ditches, and very swampy, and where it is
said the workmen will have to dig a depth of upwards of 20
feet before they obtain a suitable foundation; and in some
places a great quantity of bricks will have to be sunk, in order
to make the foundation solid.
The surveyors of Mr. Lock's line, the Salisbury and Yeovil
Junction, are engaged in the necessary examinations.
A meeting of the engineers, solicitors, and others connected
with the lines to Yeovil was held on Saturday last.
The Directors of the Northumberland Atmospheric line
promoted by Lord Howick in last session, have announced
that they are prepared to return 21. 3s. 4d. per share to the
shareholders, having deducted 16a. Bd. for Parliamentary
expenses.
KENDAL AND WINDERMERE.—A survey has been made
of the projected deviation. It is now supposed that the
junction between this line and the Lancaster and Carlisle will
pass through Kendal, and afford that town the benefit of a
station. • • .
The works on the Tynemouth Extension have been com-
menced. • -
It is stated that the Welsh Midland have. brought up, or
are about to do so, the Brecknock and Abergavenny Canal.
' The works on the Furness Railway, equally with those
on the South . Devon, have suffered much from the recent
storms.
YORK AND NORTH MIDLAND.—This company propose
the following extensions in next session :-1. A new line
from York to Leeds, rid . Tadcaster, adopting a portion of
the existing-lines of the York and North Midland and the
Leeds and Selby Railways, and connecting the latter line
with the North Midland and other stations at Leeds. 2.
A line from York to Pocklington, Market Weighton,
Beverley, Driffield, and Hull, with a branch to Selby, and
extension lines to Horsea and Patrington. 3. A line from
the Whitby and Pickering, commencing near the Tunnel Inn
to Lealholm Bridge, Stokeley, and Yarm. Other minor ex-
tensions are, we understand, in contemplation.
WHITBY AND PICKERING —Workmen are now engaged
in driving piles for the widening of the railway bridges in
this town, preparatory to the laying down another line of
rails on the Pickering branch of the I7ork and Scarborough.
THIRSK AND MALTON. —Mr. Hudson has given direc-
tions for the survey of a line from the Great North of Eng.,'
land at Thirak to 'Mallon, with branches to Helmsley and
Kirbymoorside, it being intended to apply to Parliament
for power to construct a line through that large agricultural
district.
The Midland Company have, it is said, made arrange-
ments for laying down the narrow gauge between Glouces-
ter and Bristol, so as to produce uniformity in the northern
lines.

-----
DIRECT NORTHERN COUNTIES OF SCOTLAND RAILWAY.....
A line under this title has been proposed, between Inverness
and Wick, to complete the line of railway communication
from Land's-end to John o'Groat's. It is to proceed from In.
verness by Bennly, Dingwall, and Novar, through the coun-
ties of Ross, Sutherland, and Caithness, containing many im-
portant pastoral districts. It has already, we are informed,
received the report of a great many landowners and others
along the line, and the plans and surveys are to be imme-
diately executed. From the main line there will be branches
to Tuin, Thurso, and other towns in the north.
TELEGRAPHIC PROGRESSION.—The electric telegraph is
rapidly advancing over the country. It is already established,
or in the course of formation, to an extent exceeding 500
miles. upon the South-Eastern, South-Western, Great Western,
London and Birmingham, London and Croydon, London and
Blackwell, Liverpool and Manchester, Grand Junction, South
Devon, Yarmouth and Norwich, Maidstone and Tunbridge,
Northampton and Peterborough, North Midland, Sheffield
and Manchester, Preston and Wyre, Leeds and Manchester,
Edinburgh and GlaQgow, and Chester and Holyhead.
The surveyors fi)r the Great Western Railway Company
have been engaged in the neighbourhood of Dolgelly for
the last fortnight, in levelling and surveying for the line
from Worcester to Porthdynllaen. It is generally believed
that Wales does not present so many natural difficulties as
was at first supposed.
THIRD CLAss.— On Friday last the Manchester and Bir-
mingham Company commenced lighting up their third-class
carriages, leaving other companies to follow their example.
LONDON AND BIRMINGHAM, AND MANCHESTER AND BIR-
MINGHAM.--The terms between these companies were, it
is said, settled last week. The terms are an amalgama-
tion of the latter with the former in perpetuity, at eight per
cent. for the first year, nine for the second, and ten for the
time to come after. Of the new stock to be created one-
third is to be given to the Manchester and Birmingham
proprietors alone. A new line from Macclesfield to Lich-
field is to be made by the two companies jointly, and when
completed, the Manchester and Birmingham proprietors to
come in rateably for that and all new stock afterwards to be
created by the Tring Railway. Since then it has transpired
that it is a simple amalgamation at eight for the first year,
nine for the second, and London and Birmingham dividend
afterwards. The Manchester and Birmingham debentures
are to be funded and reckoned as capital stock as they fall
due. The next Manchester and Birmingham dividend rests
on its own basis. The amalgamation comes into operation
when ratified by Parliament.
MANCHESTER AND LEEDS AND MIDLAND.—We are in-
formed of a private meeting having taken place between Mr.
Hudson and the stirring spirits in the Manchester and Leeds
Company, on Thursday last, with the view of an amicable
arrangement of all differences. We are not aware that the
result was anywise final of an agreement, but we trust that
it is an earnest of so desirable a termination to a feeling of
profitless rivalry that has long subsisted between the powerful
Midland and Manchester and Leeds.—lierapath.

THE NEW LINES.
Constructive operations on nearly all the new lines
granted last session have been commenced, and will be in
full operation before the close of the year, affording to the
working population of the kingdom permanent supplies of
winter work. The East Lancashire, comprehending an im-
portant group of lines in the north, is about to commence
its works, extending from Cohie to a junction with the
Leeds and Bradford. The works in connexion with the
South-Eastern line at Canterbury, Ramsgate, and Margate,
and those on the line from Brighton to Lewes and Hastings,
are in active progress. The South Devon works are drawing
to a close ; and during the last fortnight the masonry com-
posing the sea-wall has had to undergo the severe test of a
tremendous storm from the south-west. The extension lines
in connexion with the Midlands are proceeding, and the
branches in connexion with the Birmingham are being
laid out. The whistle of the locomotive will soon be heard
echoing over the lakes, whose population are now employed
on the Kendal and Windermere and Lancaster and Carlisle.
The Richmond branch of the Great North of England will
be commenced at the close of the month. The construction
of eight miles of the Edinburgh and Northern is to be in
the hands of the contractors by October. Five miles of the
permanent way and works of the Exeter and Crediton will
be in hand probably before the termination of October, to-
gether with 1,000 tons instalment of the necessary iron-
rails. Engineers and navigators have made their appear-
ance in seven or eight miles of the Manchester South Junc-
tion and Altrincham, on which there is to be a viaduct of
1,000 yards. The Leeds, Dewsbury, and Manchester, com-
mence operations with a continuous contract of 22 miles,
embracing a viaduct over Churwell Valley; and the
t's lines, proposing New-
castle and Berwick, one of Hudson
complete the intereational chain of railways between_,
ltaankdesanad Sficrsottlansttpienadeooansjunsctteipon with t thecol\i tii3olit is
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etghieorntso n
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toe
or five
and
Birmingham begin their tribt:taeri,
including, en
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a, nad
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have also commenced ope-
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nneltoefA33shot3o,anrdasn. d Macclesfield,
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ofofrtahelahrigieedisleacbtoiounr
of
Greatntorequisitionest
Western
by the South
to Fishguard and
Pembroke, 182 miles; by the North Wales, from Porthdynn-
-IWYaalleess from line e calledth e
linen to Bangor, 28 miles; by the Aberdare line, near the
Taff Vale, 8 miles; by the North Wales Mineral, 12
miles; and by the Monmouth and Hereford, 36 miles;
by which collectively between three and four million sterling
will be expended in the district. The Wilts, Somerset, and
Weymouth, one of the great arteries for travel through
the West of England, 129 miles in length, branching oft
from the Great Western, with its termini at Salisbury
and Weymouth, will place upwards of one million
and a half at the disposal of the labour market of that
district, to which the Berks and Hants, also a Great
Western offshoot of 40 miles, will add 400,0001. more. The
East Anglian line, including the Eastern Counties exten-
sions to Cambridge, Huntingdon, and Ely, 40 miles; the
Eastern Union and Bury, 26; the Ely and Huntingdon,
22 ; the Lowestoft, 111,4 ; Lynn and Dereham, 26 ; Lynn
and Ely, 37 ; will contribute their quota to the total outlay
of upwards of two millions, and 162 miles of new
locomotion for those districts. The Great Grimsby and Shef-
field have commenced expending, between Gainsborough
and Great Grimsby, 59 miles, 600,000/., and the Hud-
dersfield and Manchester, 22 miles, and Huddersfield and
Sheffield, 15 miles, between their termini, 1,162,000/., the
outlay of the former being 630,0001., and of the latter
532,0001. Leeds is to have laid out on it and the dis-
tricts adjacent between two and three millions sterling, by
the construction of the Leeds, Dewsbury, and Manchester.
20 miles ; Leeds and Bradford, 31 ; Leeds and Thirek lines,
41—giving a total new route by railway to that district of
nearly 100 miles. Liverpool is to be overlaid with a com-
plete lattice work of new lines, preparations for which have
been commenced. on the Liverpool and Bury, with exten-
dons to Bolton, Wigan, and elsewhere, a length of 40 miles
41 an outlay of nearly two millions. Upwaraa of thirty