The Sun.
London, England, 1844-10-12 00:00:00

DIVIDENDS.

At the Court of Bankruptcy, Basinghall-street.
J. Clark, colonial broker, Mincing-lane, Fenchurch-
street, Nov. 1, at half-past eleven—R. Howland, auc-
tioneer, Thame, Oxfordshire, Nov. 6, at twelve—E.
Tuck, silversmith, Haymarket, Nov. 6, at half-past
eleven—G. Coates, apothecary, Hart-street, Bloomsbury,
Nov. 6, at eleven—T. Wright, cheesemonger, Blackmore-
street, Clare-market, Nov. 6, at one.
In the Country.

B. Norman and E. Buckman, ironmongers, Chelten-
ham, Nov. 5, at twelve, at the Bristol District Court—
R. Crowder, ironfounder, West Auckland, Durham,
Nov. 4, at one, at the Newcastle-upon-Tyne District
Court—J. C. Petrie, miller, Bedlington, Durham, Nov.
4, at eleven, at the Newcastle-upon-Tyne District Court
—J. Harbottle, grocer, Amble, Northumberland, Nov.
4, at twelve, at the Newcastle-upon-Tyne District Court
—H. Pearson, attorney-at-law, York, Nov. 8, at eleven,
at the Leeds District Court—T. 0. Hazard and H.
Bingham, merchants, Sheffield, Nov. 8, at eleven, at the
Leeds District Court—J. L. Smith, cabinet maker,
Leicester, Nov. 7, at half-past one, at the Birmingham
District Court—J. C. Lister, wine merchant, Wolver-
hampton, Nov. 7, at half-past one, at the Birmingham
District Court.

CERTIFICATES to be granted, unless cause be shown
to the contrary, on the day herein-mentioned.
J. Brandon, merchant, Walbrook-buildings, City,
Noy-. 5—R. Crowder, ironfounder, West Auckland, Nov.
4-11. Catlow, victualler, Leeds, Nov. 13—W. Ashwin,
steel-pen maker, Birmingham, Nov. 7—J. Jones, ship
builder, Conway, Carnarvonshire, Nov. I—J. Vernon,
licensed victualler, Monks Coppenhall, Cheshire, Nov. 1
—W. B. Smith, surgeon, Sudbury, Suffolk, Nov. I—G.
Mackenzie, ship broker, Liverpool, Nov. I—W. Gray,
wine merchant, Sheffield, Nov. 1.
PARTNERSHIPS DISSOLVED.

R. M. Parke and R. Harrison, prussiate of potash ma-
nufacturers, Newcastle-upon-Tyne—B. Cort and J.
Curt, jun., ironmongers, Leicester—J. Coates and J.
M'Ntiughtan, calico printers, Manchester—G. and D.
Brearley flushing-cloth manufacturers, Batley, York.
shire—R. Murphy and A. B. Malcomson, merchants,
King William-street, City— G. W. Dutton, R. Dutton, and
T. Cartwright, jun., linendrapers, Chester—W. H.
Jackson and C. Carter, ironmongers, Rochford, Essex—
J. and T. Beaumont, Sutton-street, Commercial-road
East—R. and T. Archbutt, builders, Now Manor-street,
Chelsea—W. Newsome and C. Holt, emery-roller
makers, Rochdale, Lancashire—J. Harding, J. Cox, and
J. G. Shaw, olive oil merchants, Bristol (so far as re-
gards J. Harding)—J. Mogg and J. Currah, flour mer-
chants, Falmouth—T. Hudson and G. Boyd, wholesale
leather merchants, Newcastle-upon-Tyne—W. Sheffield
and J. E. Keates, tailors, Manchester—M. Clark, E. 11.
Keeling, and H. F. Clark, wine brokers, Tower-street,
City (so far as regards E. 11. Keeling)—C. and E. D.
James, grocer, Newcastle-upon-Tyne-
SCOTCH SEQUESTRATION.
ALEXANDER RENNIE, solicitor, Inverness, Oct.
16 and Nov. 9, at two, at the Union Hotel, Inverness.

PRICE OF SUGAR.
The Average Price of Brown or:Muscovado Sugar, for the
week ending Oct. 8, 1844, is 31s. 7hd. per cwt., exclusive
of the Duties of Customs paid or payable thereon on the im-
portation thereof into Great Britain.

BANK OF ENGLAND.
(From last Night's Gazelle.)
An Account, pursuant to the Act 7th and Bth of Vic-
toria, cap. 32, for the Week ending on Saturday, the
sth day of October,lB4 4.
ISSUE DEPARTMENT.

Notes issued 28,082,905,Government debt 1 1,015,100
Other securities 2,984,900
,G old coin and
bullion
Silver bullion

£28,082,905
M. MA
Dated the 10th day of Oct

£28,082,905
SHALL, Chief Cashier.
her, 1844.

BANBINQ
X.

:PA RTMENT.

Proprietors' capi-
tal 14,5.53,000
Rest 3,552,704
Public deposits
(including Ex-
ehequer,savings'
banks, Commis-
sioners of Na-
tional Debt, and
dividend ac-

Governmentseeu-
rities (includ-
ing Dead Weight
Annuity)
Other securities
Notes
Gold and silver
,1 coin

counts)
Other deposits
Seven day and
ether bills 1,081,255

X 33,614,3661
M. MA:
Dated the 10th day of Oci

SPIRIT of the PUBLIC JOURNALS.

THOM THE EVENING PAPERS OF YESTERDAY.
GLOBB.—The official returns of the National
Revenue for the year and quarter, made up to the
10th October (yesterday), will be found in the usual
tabular form in another column. The results scarcely
Robert Peel for his
i
warrant the inordinate praises which the Ministerial
journals pour upon Sir
skill in finance. The Robert
in the Customs
department is designated by the Herald as
" enormous." Of this increase the " sliding-scale"
has the principal merit. That ingenious piece of mis-
chievous mechanism is as slippery as Sir Robert Peel;
and yields to atmospheric influences as certainly as he
does to expediency in the adaptation of his scheme of
Government to the ever-changing events of the age
and nation. The threatening aspect of the Spring
months, the long drought which prevailed, and the dis-
astrous effects upon the growing crops which were ap-
prehended, gave a stimulus to speculation. Large
quantities of wheat were imported, in the expectation
that high price would be realised. • The genial change
of weather that took place just at the critical moment,
and which continued throughout harvest, until the
almost unprecedentedly abundant crops were safely
housed, was fatal to the hopes of the importer ; and,
by a natural operation, also deprived the farmer of
the advantages which, under a sound policy, a good
harvest would confer on him. To meet his engage-
ments the importer, who had speculated on the proba-
bility of a deficient harvest, was compelled to enter
large quantities of foreign corn for home consump-
tion, at 18s. and 19s. duty. This produced an ad-
vantage to the Exchequer of little less than a
million sterling. But this advantage to the na-
Lionsl revenue has fearfully diminished the English
grower's legitimate profits. The foreign
corn
poured into the market at the moment when
that of native production was ready to be sent
*hither, and large quantities of which were com-
pelled to be sent and sold, to supply the farmer with
pnuacrementS. caused a

. ,
of. To the absence of speculation in corn in the pre-
ceding year, and to the activity in the speculators in
that just closed, must the increase be attributed. The
same veritable oracle keeps the deficiency in the
Excise upon the quarter wholly out of sight. " The
Excise, the index to the comfort of the people, presents
also its increase upon the year, 173,8981." But if
the Excise be " the index to the comfort of the
people," then during the past quarter there must
have been a diminution in those comforts ; for in
the Excise there has been a falling off in the quar-
ter's receipts of 5,600/. ; and this upon what is
called "the long quarter," which consists of five
days more than is assigned to either of the three
other quarters of the official financial year.
On this decrease, the Times remarks : " A
trifling decrease in the Excise on the quarter is
to be ascribed rather to growing habits of tem-
perance in the lower orders, than to any diminution
of means. It will bear, in fact, no other construction,
for activity reigns in almost all the departments of
trade, and the wages of labour in the manufacturing
districts have probably doubled in amount within the
past year." But if " growing habits of temperance
in the lower orders" have induced increased abstinence
from ardent spirits, with activity in trade, and increased
wages, there would have been an increased consump-
tion of the real and substantial comforts of life. Tea,
sugar, soap, and such like articles, of which the
lower orders are the principal consumers, would have
been purchased in greater quantities; and thus what
had been lost to the revenue by decreased con-
sumption of ardent spirits, would have been more
than compensated by the increase upon the prin-
cipal articles of consumption we have named. The
fact is, that the stimulus given to manufactures
by the opening of China to our merchants has
somewhat subsided. The manufacturing districts
are still the seats of much distress, occasioned by the
lack of full employment in some of the staple commo-
dities. Though in the exhibition afforded by the
official tables of revenue there is much cause for
gratitude, there is nothing to justify boasting—much
less is there anything to warrant the slightest cessa-
tion from legitimate exertions to obtain that much-
desired abrogation of the existing restrictions upon
commerce, without which the same consequences will
be entailed on our manufacturers and merchants, and
the same suffering poured out upon our labouring
population, which have formerly resulted, at intervals,
from an " insane and cruel policy."

STANDARD.—The increase in the revenue upon
the year, as compared with the year ending October
10, 1843 (itself a year of increase), amounts to the
great sum of 1,395,3491. The increase upon the
quarter, as compared with the corresponding quarter
of last year, to 520,944/. This, however, is but
an inadequate index to the rate of improve-
ment, for, setting aside the miscellaneous or casual
payments (such as the Chinese ransom, &c.,
1,375,0001.), for both years, the increase upon
the regular constant revenue would be upwards of
two millions three hundred thousand pounds sterling.
The net revenue of the year amounts to 50,741,622/. ;
and of this no less than 20,243,5051. is from the Cus-
toms—an increase in this department alone of
1,723,165/. since last year; such has been the rapid
improvement of foreign trade, such the effect of the re-
ductions of the tariff. The improvement in the Excise
upon the year has not been so great, but it has been con-
siderable (173,8981.), and on the quarter there has
been a trifling decrease, 5,660/. This has been as-
cribed to the temperance movement, we think, with-
out reason, for though the happy movement in ques-
tion may, and probably does, operate generally to
prevent an increase in the Excise, there is no
ground for supposing that it has been more
active in the last than in any of the other
three quarters of the year. It is much more
natural to account for the trifling decrease in
the last three months, by imputing it to the late-
ness and perhaps deficiency of the barley har li
-
vest, which must have seriously affected the malt
trade, from which so great a portion of the Excise
revenue is derived. The year's increase upon the
Stamps amounts to more than 69,000/., upon the
Property-tax to 106,413/., upon the Post-office to
82,0001.—such is the state of the Revenue as com-
pared with last year ; but the just way in which to
appreciate the merit of that financial system, of which
it is the result, is to compare it with the state of the
revenue as the present Ministers found it three years
ago. This we may, perhaps, undertake to do here-
after.

length the policy of supporting an independent company'
whose object would be the construction of the best line
at the least sacrifice of property. It was the interest of
an independent company to bring as many passengers to
their line as they could, whereas it would be the object
of the South-Eastern to bring but few, lest it should de-
tract from their Surrey and 'Folkstone line, seeing that
in the matter of coals and timber they were interested in
the double character of carriers and harbour-owners.
By the Act they were compelled to charge equal tolls,
but the charge for carriage and locomotive power was
discretionary, and would tend to give them a monopoly.
Mr. Lake concluded, amidst applause, by showing that
the interests of the Kentish line were identical with those
of Faversham, not only with reference to the tolls on
goods, but the general accommodation of the town.
After a few observations from Mr. B. DvmE with re-
ference to what he termed the :unequal charges for the
carriage on coal, as compared with the distance travelled
on the South-Eastern line, subsequently accounted for
by Mr. Whitehead and Mr. Bidder, to the effect that it
was owing to the company being obliged, for the conve-
nience of the Medway navigation and other parties, to
bring their engines extra distances, and without reaping
adequate remuneration in return.
Mr. VICNOLLES, engineer of the North Kent line, ad-
dressed the meeting. He stated that the groat object of
the company he represented was to furnish a direct
railway communication between London, Faversham,
Ramsgate, Margate, and the Downs, commencing either
at London-bridge or the Bricklayers' Arms, mid by the
means of the Blackwall line, with whom they were in
communication, and so onward through Dartford, Grave-
send, Stroud, and Rochester, and uniting from thence
the arsenals of Chatham and Portsmouth. There would
be a first-class station at Faversham, from whence, pass-
ing by Chatham, the line, after skirting Canterbury,
would sweep on to Ramsgate and Margate. The line
would be a good engineering locomotive one, and be 'pro-
sided with a double sat of rails.
Mr. J. HILT." in an able speech, advocated an
alliance with the South-Eastern as the most advan-
tageous for Faversham and the important districts of
North Kent. lie canvassed at considerable length the
statement put forth by Mr. Lake and Mr. Vignolles,
contending that the South-Eastern undertaking would
best adapt itself to the exigencies of the district; that
the circumstance of its repute as an old established line
was the best guarantee that they could have of the line
being carried out effectively and well—a pledge which at
present they could not secure from new and independent
companies.
A discussion of local interest ensued, in which Mr.
Wildman, Mr. Holmes, and Mr. Dyne, and the lion. G.
Harris, and others took part, after which,
Mr. FEARON, solicitor to the South-Eastern Company,
entered into a lengthy and able statement respecting the
claims of that company to the consideration of the inha-
bitants of North Kent. He commented on the anony-
pmroinntsscroemspmecutniniczatitohnes ws
ohui ct had
-Eastern
t ern appeared
Company,in the public a
nd
de-
scribed them as false and incorrect. If it could be
proved that the company he represented charged for
tolls (and he denied that they did) unfairly, an immedi-
ate remedy was at hand, by either an application to the
Queen's Bench or the Board of Trade. The Directors
of the South-Eastern had not the most distant idea of
fostering the trade of Folkstone to the sacrifice of that
of Faversham. On the contrary, they wished to place
both upon an equal footing. After explainin., the sys-
tem of charging adopted on the line, Mr. Fearon said
that the assertion that the connection of Faversham with
the South-Eastern project would be only favouring a
great monopoly, was absurd. If it were a monopoly,
how came it that the South-Eastern was the first line in
the kingdom that had come to the resolution of adopting
the low fare system ? and that the question with the
board even now was not whether they should raise, but
reduce them still lower ? What guarantee from the other
companies would the people of North Kent have equal to
that of the South-Eastern, supposinganother panic should
arise in the money market consequent upon the scarcity of
money ? The South-Eastern were in a position to com-
mand the capital for constructing the cheaper line, and
also to work it most economically, seeing that they al-
ready had in play a large locomotive establishment and
staff, which in the other cases would have to be called
into existence, and, instead of charging 31d. per passen-
ger per mile, which they were empowered to do by their
Act of Incorporation, they were now only charging lid.
per mile for first and second-class passengers, and seven-
eighths of a Id. for third-class passengers, exclusive of a
considerable distance, which, owing to the circumstances
of.the line at some points, they left altogether out of the
fares, carrying passengers over it gratis—a system of
policy intended to be adopted by the company in any of
their subsequent extensions. After quoting the opinions
of Mr. Gladstone, the President of the Board of Trade,
on the subject of competing lines, and enforcing his own
argument by a citation from the evidence of Mr. Laing
before a Committee of the House, to the effect that mo-
nopoly would be worse in the hands of two companies
than if wielded by one,_ Mr. Fearon stated, that although
the advocates of the Kentish line proposed to go from
Croydon to Hungerford-bridge for 500,000/., including
stations, and through a most expensive part of the me-
tropolis, it could not be accomplished for double that
sum, seeing that the London-bridge station alone had
gcost
rtle joint
ai
l remarks, companies 0 0
mrF e4a
rson, 0/.
concluded Af t e somer a
m dl furtherud p

plause.
Mr BIDDER then explained that the route proposed by
the South -Eastern would commence at the.iunction with
the Croydon at the Bricklayers' Arms, runnine. through
Greenwich, Lewisham, Eltham, Dartford, dlavesend,
along the quays to Rochester, crossing the Medway to
Milton, Sittingbourne, on to Faversham, where there
would be a depot and a first-class station, and then on to
the junction with the Canterbury, Ramsgate, and. Mar-
gate. He urged in forcible terms upon the meeting not
to throw away the certainty of having a good and ser-
viceable line constructed for them within twelve months
from the passing of the Act, for that which at present
they must view as an uncertainty, so far as the other
lines were concerned, who would in the event of a change
in the money market be placed in an awkward dilemma,
who had to establish their share register, and to contend
with the difficulty of what were technically termed calls.
which would probably never be responded to.
After considerable discussion (in which Sir J. Tylden
protested against support being given to the South-
Eastern Company) upon the principle that monopoly
should not be encouraged,
Mr. 'TILTON moved a substantive resolution, to the
effect that the line proposed by the South-Eastern be
approved as best adapted to the district ; followed by an
amendment proposed by Mr. Sharpe, and seconded,
that the meeting was not in a position to declare the
South-Eastern line to be the one best suited to the in-
terests of Faversham and its neighbourhood.
The MAYOR, on a show of hands, declared the amend-
ment to be carried, an announcement which was received
with applause and confusion, Mr. Hilton demanding a
poll, and protesting against the votes of several gentle.
men, who, though landed proprietors in Kent, were not
identified with the interests of Faversham. The result
of the poll, which did not close until past five, was de-
clared, we understand, in favour of Mr. Hilton's resolu-
tion, affirming the expediency of the South-Eastern
project.
The result of the day's proceedings leaves the town
unpledged to any particular line.
A meeting for a similar purpose took place simulta-
neously at Deal.

FATAL RAILWAY ACCIDENT.
CORONER'S INQUEST.
SOUTH SHIELDS, WEDNHSDAY EVENING.—This morn-
ing an inquest on the body of John Brown, who was
killed by the collision on the Brandling Junction Rail-
way yesterday morning, was held at the Adam and Eve
public-house, in Laygate-street, before Mr. Favell,
coroner, and a respectable jury, of' which Mr. Mather
(the gentleman who drew up the South Skields Report
on Alining Accidents) was foreman. The room was
crowded during the day, and great interest excited by
the proceedings.
The CORONER stated that Joseph Burrell, a person in-
jured by the collision, died yesterday evening. He
should only at present hold the inquest on Brown, leaving
whether he should hereafter hold an inquest on Burrell
to be determined by circumstances.
Mr. henry Plews, one of the Directors of the Com-
pany, Mr. Henry Newton, the solicitor, and other officers
were present to witch the proceedings. The following is
the principal evidence adduced :
Mr. John Reid—l live at Shields, and am a butcher
there. Yesterday I proceeded by the fire o'clock train
from South Shields to Gateshead. There were two car-
riages, and I was seated in the one farthest from the
engine. When we got a little beyond Burdon-lane, I
felt a shock, and heard the engine stopped for a few
seconds—the train moved back. I looked out, when
Seeing there was no driver on the engine, I leaped Ott' in
the same direction as the train was proceeding. WYhen
I leaped out, the train would be at a speed of fifty miles
unhurt.an hottr.
italdreneootiteleierbpeeenrs,o,nivselne,apthe(el
u
the collision.
have escaped immediately after po;sts,eanzlersesincaiophe(t
h same carriage as John
Brown,
Thomas Gallon—l
discovering further
cut, but the darkness provente me _
eit ter with a coal
the deceased.
fitnert ledfelt the shock, I looked
been told to jump
cwonethaaedt
waggonan that ao tr
aw
and saw some person
louwe I think there was time for us to have saved ourselves.
elochoamd oe try ee.lf
as slightly stunned by the fall. When I recovered
myself I walked on the platform,
take Mr. Brown out from under either the carriages or
the engine, in a state of insensibility. I never heard
any signal given except the usual one on crossing Bur-
don-lane.suffiy
severe
etvheirnek t
ot hiemc,eolklinsioocnkewdboiffehthtoeokenateee-mwaz
if he had been on the engine. I
.got outside immediately
after the shock, and stood on thefoot rail until I reached
near South Shields station.
Joseph Arbey—Yesterday morning I was too late for
the five o'clock train, and remained on the platform for
some time. On looking up the line I observed a train
coming towards Shields almost as rapidly as the wind.
There were some empty carriages standing on the line
at the station. and the train

Ralph Donkin—l was engine-driver of the Leopard
yesterday morning, at the time of the accident. l&fr.
Bell, the out-door foreman of the engine department, told
me on Monday night it was more than likely I should be
wanted- to take up the butchers' train in the morning.
About a quarter before four o'clock one of the night-
watch called me up, and when I went to the shed at
Gateshead, he told me I was to go and bring the butchers
at half-past five o'clock. I told him it was five o'clock,
and prepared to start at that ho►fr. In answer to my in-
quiry, the night-watch told me there was not an engine
at Shields. In taking in coke and water, some unusual
dytention took place, the coke having been upset, and
there being a short supply of water. On the road to
Shields, when on the curve near Burdon-lane End, I
observed another train coming. I instantly shut off
the steam, reversed the engine, put on the steam to force
it back, and got on the break. When I saw it was sure
to strike us, I shut off the steam again, and,- with the
fireman, leaped off. The Leopard struck the Nelson,
and then stood still. I afterwards saw the engineman of
the Nelson attempting to get upon the engine, but the
footboard and hand-rail being broken, he had no chance
of doing so. If the passengers had been informed of
their danger at the time of the collision, I think they
might have got out. I saw the light of the Nelson before
I heard its whistle. I did not see the guard at the time
of the collision.

George Taylor—About half-past seven o'clock on
Monday night I told Burdis he had to take the first train
on the following morning from Shields to Newcastle. I
received this order from William Chapman, a fireman,
with Donkin, the engine-driver. I understood him to
refer to a passenger train, as Burdis had been for a short
time before working passenger trains. I supposed the
order had come from Mr. Bell, the foreman of the en-
gine department, as Chapman came from the repairing
shed, at which Mr. Bell may frequently be found.
The CORONER said, if the regulations of the company
were to the effect that an engine-driver was to receive
orders from any person, a plate-layer or a fireman, they
were infamous. If there were no such regulations, the
conduct of witness in obeying a fireman's orders was ex-
tremely culpable.
Witness—lt is customary for us to pass orders from
one to another. The Nelson was employed because
one of the passenger engines was in an unfit state for
working.

W. Chapman, the person above referred to, said he
received the directions which he gave to Taylor, from
Mr. Bell. He saw Mr. Bell in the engine-room, and
Taylor had been himself in there a few minutes before.
Taylor. on being recalled, said a coal train, with
empty waggons, generally leaves at five o'clock in the
morning; but he understood Chapman to speak of the
passenger train.

Mr. tell said—On Monday night I directed Chapman
to tell Taylor to inform Burdin he was to come away
with '° his own train" at five o'clock in the morning—
the train referred to, is a train of empty waggons, which
usually comes up. On the night before I told Donkin
he would hare to go to Shields to bring the butchers'
train, and the night-watch that he was to call Donkin,
en that he might leave the station at four o'clock, and
be at Shields at half-past four o'clock. I have generally
sent instructions in this manner, when I could not go to
the persons, myself. I should have had to have gone to
Shields to see Burdin, and I could not leave, as I had to
attend to supplying the engines with water. my day's
work is generally from half-past five in the morning till
twelve at night—sometimes later,
By a Juror—r never send written orders. If I bad
been there in the morning, I should have ordered him to
wait at Brockley Whins until the five o'eloek train came
up. We have no telegraph on the line.
Mr. William Coward, surgeon, was called upon at five
o'clock to attend the parties injured at the railway sta-
tion. He found John Brown bleeding profusely from the
nose and left ear, and from the left hand, which MIS
lacerated. He died four hours afterwards, and was never
sensible. To-day lie had made a post mortem examina-
tion, and found the cause of death was an extensive
fracture o the skull.

Mr. Allport, the superintendent of the railway, pro-
duced a list of persons seriously injured:—Joha Brown
and Joseph Burrell (since dead), John Young, William
IVeatherill, George Gamble, Thomas Batey, William
Greenwell, John Dorthwaite, John Tindall, John Wil-
kinson, guard, and Anthony Brown. There were other
rersons slightly injured.
At half-past eight the examination was proceeding,
and it was doubtful whether it would be concluded to.
night.
Soul% SHIELDS, OCT. 10.—After a minute exami-
nation of several other witnesses, the jury delivered the
following verdict :—" That the deceased was killed by the
Nelson locomotive engine propelling a carriage, in which
eas the said John Brown, to and against certain other
carriages, thereby causing his death, the engine being
the property of the Brandling Junction Railway Com-
pany. Deodand on the engine, 3001." The jury also
expressed a strong opinion that the accident was the
result of gross negligence and mismanagement of the
agents of the Company.
Considerable interest was taken in this unfortunate
affair. Mr. Alport, the railway manager ; Mr. Flues,
director ; and Mr. Newton, solicitor for the Company,
were in attendance ; and the verdict was received with
expressions of satisfaction on behalf of the friends of
the sufferers.

Burrell, another passenger, has since died of his in-
juries, and Greenwell, Gamble, and Young, are still in
a precarious state.

PARIS AND ROUEN RAILWAY.

-
LIVERPOOL, WEDNESDAY, OCT. 9.—To -days Numerous
meeting of the English shareholders in the Paris and
Rouen Railway, convened by the English directors, wa►s
held in the Clarendon-rooms, for the purpose of sanction •
in; a proposition for making two branch railways, one to
Elbceuf and the other to Louviers, and of recommending
the mode of raising the necessary funds. ➢ir. John
Moss, banker, of Liverpool, occupied the chair, and Mr.
Reed, one of the French directors, entered into a long
explanatory statement, from which it appeared that,
addition to the purposes already named, the directors at
the general assembly to be held in Paris on the 30th inst..
propose to agree to a resolution for applying to the Go-
vernment for a modification of the statute, so that in
future thirty shareholders, representing one-tenth of
the share capital, shall be sufficient to constitute a legal
meeting, and to another for providing one-half the funds
for making a communication through the town of Rouen
to join the Rouen and Havre Railway. These points
were minutely entered into, and it appeared that the in-
tended branches, as well as the projected junctionot
h
the Havre line, will return a
should The
be raised by
estimated expenditure is 400,0004";
were left to say whether this sumliares. After some dis-
cussion or by the creation of new handsome
shareholders
distributed among the existing pro-
be raised in shares dtiost
cussion it was unanimously resolveds that the sum should
all the rest, proxies should be de-
prietors, and that els.
ish directors for use at the generai
on the 30th inst. The line was de-
scribed being in a most prosperous condition.
as
assemblyl ere(i tointhreaErinsg,

Immenso Attraction and Double Spectacle at
ASTLEY'S ROYAL AMPHITHEATRE OF ARTS.
Proprietor and Manager, Mr. BATTY.
Re.engagernenr of Mr. Cr ter, the American Lion King.
I'HIS EVENING, OCTOBER i 2,
Will be performed Lord Byron's Equestri.in and Dramatic Spec.
tacle of MAZEPPA, AND THE \NILO HORSE, with all its
Original Yffects.