The Sun.
London, England, 1845-10-08 00:00:00

T H UN_ LON D O,N 'WY _tl-4'4bS 'AT vtv'r' "
-NV'E DNE SD TM C
TWE Sti N , LONDuNT,_ A 0 NINO,OCTOBER 8, 1845

Exeter and Crediton, 6—Exeter, Topsham, and Exmouth
(Daw's line), 3/4 p.—Ditto (Head's), p.—North Devons,
13/4 p.—Cornwall, 4—Bristol, New, 11.
SHEFFIELD, Ocr. 6.
STOCK Excmvsors.—The sales are—London and Brigh-
ton, 71, ex new—London and Croydon, New, *4—Midland,
1724—Ditto, 401. Shares, 27 42—Cambridge and Lincoln,
51. Bs. 6d.—East Lincolnshire, 6/. Is. 3d.—Grimsby and Shef-
field, 25%—Ditto, Quarter Shares, 6)6—London and Wind-
sor, 319.—London and York, 71. Is. 6d.—Liverpool and Leeds
Direct. 61i—Newcastle and Berwick, 221/
ex new—Not-
tingham, )!.rewash, and Ambergate, 63/4—South Wale., 8—
South Midland, Si. 18s. 6d.—Wakefield and Harrogate, 5%
—Welsh Midland, 4/. 10s. 6d.
HUDDERSFIELD, Ocr. 6.

STOCK EXCHANGE.—The sales are—Huddersfield and
Manchester, 24—Lancashire, Yorkshire, and North Eastern,
s%—Leeds and Liverpool Direct, 71. ss.—Leicester and Bed-
ford. 41. 1 Is. 9d.—Manchester, Birmingham, and Welsh
Junction, 3% Sheffield and Lincolnshire, 77/B—Wexford.
Waterford, and Valentia, 3.
HULL, OCT. 6.
STOCK EXCHANGE. —The sales are—Durham and Sunder-
land, 263 A—Ditto, New, s—Hull and Selby (10 per cent.
guar.), 104—Aberdeen, 51A—Blackburn, Damen, and Bol-
ton, 111,4—Caledonian Extension, 53/4—Great Grimsby and
Sheffield (Quarter Shares), 64—Leeds and Bradford, 614_
—Axholme, 80 p.—Cambridge and Lincoln, 514—Dittn,
New, 5%—Derby and Gainsborough, 575. p.—Derby, Staf-
fordshire, and Worcester Junction, 2 p.—Dudley, Madele%,
and Iron Bridge, 50s. p.—East Lincolnshire, 64—East Coast,
3/. Bs.—East and West Yorkshire, 54 p.—Fleetwood, Pres-
ton, and West Riding, 414—Grand Union, 4114—Great North
and South Wales and Worcester, 17s. 6d. p.—Great North
of Scotland, 31. 19s.—Leicester and Bedford, 41. 13s. 6d.—
Leicester and Birmingham, 3—Liverpool, Ormskirk, and
Preston, B—Liverpool and Leeds, 7—London and York, 7
London and Windsor, I%—London and Norwich Direct,
135.--Nottingham, Erewash, &c., 6%—Nottingham and Bos-
ton, s—Rugby and Huntingdon, 31. lls. 3d.—Scottish Mid-
land, 51,4—South Midland, 81. 19s. 6d.—Shrewsbury and
Trent Union, 4—Wakefield and Bradford, 7%—Wakefield
and Harrogate, 57i—Welsh Uidland, 41. Ils. 3d.—Worces-
ter, Tenbury, and Ludlow, 614._

YORK', Ocr. 6.
STOCK EXCHANGE.—The sales are—Durham and Sun-
derland, New (guar. 5 per cent.), 514—Eastern Union Ex-
tension (Norwich), 514—North British, 25—Ditto, New, 7
Ditto, Carlisles, s—York and North Midland Extension, 293/4
Axholme, s%—Caledonian Extension, s:Y4—Coventry, Nun-
eaton, Birmingham, and Leicester, 45A—Grand Union, 41,4
—Great Grimsby and Sheffield Junction, 251/B—Ditto, Quar-
ter Shares, 636—Lancashire, Yorkshire, and North Eastern,
5/. 14s.—Leicester and Bedford, 4%—London and York, 71ii
—Manchester, Buxton, &c., 9/p Newcastle and Berwick,
203/4—Nottingham and Boston, s—North Staffordshire,
6/. 16e. 3d.—North Western, 6%—South Midlands, 9.

RAILWAY INTELLIGENCE.
GRAND JUNCTION, GREAT WESTERN, AND
SOUTH WESTERN.

On Friday a meeting was held at Bicester, to take into
consideration the merits of this line.

Mr. J. PAXTON presided, and in opening the proceedings
adverted to the advantages Bicester would derive from
having a line right through it. He believed there were
no fewer than seven lines preparing to run through the
district.
Mr. MAr.v.v, solicitor, and local agent to the Company,
proposed the first rescluth.n, to the effect, that a line through
Bicester, connecting it with the Great Western at Slough,
and with the Oxford and Rugby at Heyford, would be a
great advantage, as it would enable them to reach London
and Birmingham direct, and to obtain► communication with
the coal fields.
Mr. W. PAXTON seconded the resolution. There were no
engineering difficulties, and it would not interfere with
ornamental property.
Mr. POWELL described the line. It would be 64 miles,
commencing at the Farnborough station of the South West-
ern, crossing the Great Western between Slough and Maiden
head, and terminating on the Oxford and Rugby line at
Lower Heyford, on the route to Birmingham. In its course
it would accommodate Bracknell, Sunning. hill, Bagstiot,
Ascot, Windsor, Great Marlow, High Wycombe, Princes
Risborough, Thame, Bicester, and several other places at
present without a railway communication, and form the most
direct route from London to Banbury, Warwick, and Bir-
mingham, and by the Grand Junction to Manchester, Liver-
pool, Lancaster, and Carlisle ; and by the Caledonian Railway
to Glasgow and Edinburgh; and from Crewe to Chester,
Birkenhead and Holyhead; thus opening the most direct
communication with Dublin—also by the branch to Oxford,
in connexion with the Cheltenham and Oxford line, it
would form the most direct route to South Wales, Water-
ford, and the south of Ireland, as well as by the Oxford,
Worcester, and Wolverhampton line to 1N orcester, and
to all the central portions of Wales, thus forming
the shortest route to Wales and Ireland. It
would save an average distance of fourteen
miles to each of the before-mentioned places as compared
with the route now traversed by the Great Western. There
were no engineering difficulties, and the land was the least
valuable of any in the counties, avoiding parks and orna-
mental property. To the saving about fourteen miles in the
transits to London, was to be added that of connecting with
the South Western and the Reading and Reigate lines, af-
fording passengers an opportunity of proceeding to South-
ampton, Isle or Wight, Dover, Brighton, and all adjacent
places, without the necessity of passing through the metro-
polis. Jo compliance with the suggestions of landowners,
the Committee had decided on forming branches from the
Thame station to Oxford and Aylesbury. Sir J. Macneill
and Mr. Thompson were the engineers. Shareholders in the
Grand Junction, Great Western, and South Western, would
have a preference in allotment of shares.
Messrs. Douglas, Mills, Chapman, and Harris, addressed
the meeting. An amendment was proposed to the effect
that further time be given for consideration of the various
other schemes, but the original resolution in favour of the
proposed line was carried.

The following is an enumeration of the schemes, twenty-
five in number, projected up to the present period, for sup-
plying the west of England with railways :—The West
Cornwall, with a capital of 500,0001.; the Cornwall Coast
Line, capital 1,500,000/.; the North Devon and its branches,
capital 1,750,000/. ; the Launceston and Tavistock, capital
100,000'., ; the Taviatoek and Plymouth Line. These two
are extensions of the South Devon ; the Cornwall and
Devon Central in connexion with the Yeovil, capital
3,000,000/. ; the Bideford and Tavistock alepkin's t, in
connexion with the Central ; the Direct Plymouth and
Bideford? capital 800,000 L ; the Great Western arid Falmouth
Junction, capital 1,500,000/.; the South Devon, now con-
structing, capitol 000,0004 ; the Direct Exeter ar.d Ply-
mouth, rid Ashburton i the Great -Western Extension
Atmospheric, to Barnstaple and Ilfracombe, capital 950,000/. ;
the Dartmouth and Exeter Line, rid Newton, in conjunction
with the South Devon, capital 300,000/.; the Dartmouth,
Torbay,
god Exeter Direct, in connexion with the Central,
capita 600,000/. ; the Exeter and Crediton, now in progress;
the Exeter, Topsham, and Exmouth, capital 120,000/.
(Head's); the Exeter and Exmouth, capital 130,000/.
(Daw's); the Direct Western, from London to the Land's
End, capital 3,000,000/. ; the law Vale Extension, capital
700,000 V. ; the Ashburton, Newton, and South Junction, ca-
pital 133,0001,; the Bridport and Exeter, or South Coast
Junction, capital 900,0004 ; the Great West of England, or
South Western and Exeter Extension, capital 1,600,000/.
the Exeter, Dorchester, and Wiyinotith, capital 1,'250,0 01.;
the Exeter, Yeovil, and Dorchester, capital 1,000,000/. ; the
Direct London and Exeter, capital 3,000,0001.
MANX LINES.—The Isle of Man, in common with every
other isle, is to have a railway added. to its patriarchal and
picturesque possessions. Two companies, the Isle of Man
'
and the Great Manx, court the popular suffiage. The former
is supported by the Earl of Uxbridge, and the latter by Dr,
Ilowring. Surveys are in progres, and application has been
made to the Legislature of the inland to give power of ex-
tension by means of an act of Tynwald
The report that the dividend of the Newcastle and Dar-
lington will be increased to 10 per cent. this half-year, and
that new '251. shares will be created for each 25/. share of
the present stock, has received confirmation, The Lancaster
Guardian asserts that the high tides have done considerably
less damage to the Furness Railway at Salthouse than has
been reported.
At the last meeting of the Carmarthen Town Council re-
solutions were passed in favour of the Welsh Midland Railway.
The contracts on the Berke and Hants line are let, the line
is staked out, and the works will be commenced immediately.
A contract has been entered into by Brassy, Stephenson,
and Mackenzie, the contractors, for the construction of the
Trent Valley at 611,619/, at the rate of 12,0001. per mile, to
be completed by the spring of 1847.
DARTMOUTH, TORBAY, AND EXETER....-AITEIIgeHICIHS have
been made within the last few days for co-operation between
this Company and the Taw Vale Extension, the Cornwall
and Devon Central, the Exeter, Dorchester, and Yeovil, aid
the London, Salisbury, and Yeovil Companies; so that there
will be one continuous line of railway with tho sama gauge,
and without change of carriage, from the I. rdon station of
the South-Western Railway, at Hungerfor eblid .-, to Brix-
haaimlizn,aDroanwr,tmouth, &c. By the Taw Vale Extort ion a direct
raißllribxehaompeannedd
Dbaerttwineoeuntitiheonhtai ran ei
sfi
C'Torquay,hanne
and. those of Barnstaple, Bideford, and llfracombe,' on the,
channels withadi.reet line to London
Bristol Channel, and the long-contemplated
connecting the two scheme or
and
this line s Ealmouth
hould will be
upported by effected. Itthe 1
is scarce s surprisinwhg
en that
is considered of how much importance it is 'a sties.
to Dartmouth to
have railway accommodation and In the shortestline pos-
sible. Dartmouth is one of the finest and safest harbours
on our south-west coast. Its situation and natural advan-
tages porticularly fit it for a packet station. Incase of its
being chosen for such purpose, it would then become, from
a small town, a large and flourishing seaport. The
commis-
sioners for inquiring into
harbours expressly state that it
would be, had it good communication with the interior, the
best port for landing and shipping the
West India mails
They say that its waters are perfectly safe and tranquil in
the most tempestuous weather, so
that - the mails could at all
times be put on board or landed, and coals be taken in. It is
not our object to establish a comparison between Falmo th
to state that Dartmouth
and Dartmouth ; but it is sufficient
1 in to a large
has merits of its own which make good its c a
traffic. The Dartmouth and Exeter line gives the neeemgary
connexion with the Bristol and Exeter Railway at
.Exeteri,
and so with Bristol, Gloucester, Birmingham: I
-erpoo ,
eovil liom-
nes,
Manchester, Leeds, and the north ; while the 1
or other direct lines, will give the main thing-7a short c
munication with the metropolis. Brixhan is another im-
portant point which is accommodated by this line. Brix-
ham is the port of Torbay anchorage, and has shipping be-
longing to it 0f20,000 tons, besides fiishing craft. .Brischant
employs 1,500 seamen, and the merchants are very desirous
of having railway accommodation. Torquay, an admired
watering-place, is now a steam-boat station to the Channel
lea, and there are also the towns and stations of Paignton,
Newton, Chudleigh, and Moretonhampstead.—.Exeter paper.
CENTRAL STATION AT CARLISLE.-..The formal adhesion,
. tys the Carlisle Journal, of the Newcastle and Carlisle
Directors to the plan for forming a united station for 'all the
railways which now have their termini in Carlisle, was re-
csiyed this week, and since then considerable progress has
%een made in the purchase of property in Court-square,
v. here it is proposed the station shall be. The Maryport and
Carlisle Railway Directors still stand aloof; but we trust
t'aey will soon see the propriety of joining the other three
eompanies in one general plan which will be ornamental to
lie town and useful to the public. They ought certainly, and
oat without any loss of time, to put an end to their danger-
ous mode of backing out. the carriages from the present
station. The Caledonian Railway, it is expected, will come
hut Carlisle nearly in a line between the two bridges across
the Caldow, and so forward to the general station. In this
way they will save much of the embankment across the
Willow Holm, which would have been necessary upon the
original plan. We understand that the railway companies
have been met in a most liberal spirit by the owners of- pro-
pery required for carrying out their plane.
NEWCASTLE AND CARLISLE.—A dispute has for some time
existed between the Directors of this line and the owners of
certain collieries and stone quarries with respect to the riles
of carriage. The owners of coal and stone
charges for carriage
higher in comparison than
not only high of themselves, but
than those of any other line in the
kingdom ; and that their
complaint is not an unreasonable
Blenekt°PP Haltwhistle Com-
panies—leave that two of the collieries—
namely, those of the
yanies---have actually ceased fromB
working for upwards of

six months, in consequence of the high charges. Committees
have been appointed, and meeting after meeting has been
held to consider the subject; but still with the same result—
an obstinate, and what we must call a suicidal adherence to
high rates, on the part of the Directors, who, although they
liy,kin the nineteenth century, have not vet found out that
two and two do not always make four. The Blenkinsopp
Company has for many years paid them, on the average,
between 8,0001. and 9.0001. per annum ; the precise
amount paid by the Haltwhistle Company we do not
know, but it must have been considerable. The last
meeting was held at Newcastle on Tuesday last, when
blind obstinacy again prevailed by a majority of eight
to five, and thus the two sources of income above stated have
been effectually destroyed. Surely it is time for the share-
holders to interfere in this matter, and no longer suffer their
best interests to be set aside for the mere sake of gratifying
the pig-headed propensities of men unfit for the emergencies
of the time they live in and the position they occupy.—
Carlisle Journal.

CONTINENTAL LINES.
ORLEANS TO JOIGNY.—The Minister of Public Works has
ordered surveys of this line to be immediately commenced;
and in order to accelerate the operations, has ordered it to be
divided into two parts, one from Orleans to the River Loing,
and the other from the Loing to Joigny.
CAEN To CHERBOURG.—The department of Calvados has
voted the sum of 3,000 f. for the preliminary surveys of a
line between Caen to Cherbourg, with a branch line to Gran-
.% ille.
BORDEAUX TO BAYONN.T. E.—The Prefects of the departments
of the Gironde and the Lower Pyrenees have announced
that a preliminary engtate has been opened for the line be-
tween Bordeaux and Bayonne.
DOLE TO LONS-LE-SAULNIER.—The Minister of Public
Works has authorised M. Delarue and other engineers under
his orders to commence surveys on the line, at the expense
of certain private persons who have offered to supply the
necessary funds; also the preliminary surveys from Lons-le-
Saulnier to the limits of the department of the Ain; this
latter work, however, being at the cost of the State.
Column. to MELUN.—A Company has been formed for the
purpose of obtaining the concession of this line. The parti-
culars have not yet been published.
DIEPPE TO FECAMP.—The statutes of this Company were
examined by the Council of State on the 30th ult., and the
royal ordinance, approving of the concession, has been pub-
lished. Mr. Newman, engineer-in chief of the Havre line,
has been appointed engineer of these branch lines, and the
works are to commence in a few days. It is supposed that
the two branch lines will be opened on May 1, 1847.
NORTHERN OF FRANCE. -T he board of Directors of this
Company, with Baron James de Rothschild as President, has
delegated its powers to a committee composed of five of its
members, viz.:—Messieurs P. Hottinguer, E. Pereire, A.
Thorne.) speu, Marquis Delon, and M. Caillard, sen.
LINE ROUND PARIS.—The Government has authorised the
preliminary enqate for the line which is to unite together the
various termini of the railways from the provinces termi-
nating in Paris.
Paws TO STRASBURG.—Two new companies have been
announced for this line, one with Admiral Arnous as presi-
dent, and the other with Admiral de Heide. The first-named
admiral is the president of the Company from Creil to St.
Quentin, of which Malachy Daly, of the Place Vendome, is
the banker; and the second has just been united with the
company called "Les Riverains," composed of persons inte-
rested in the lines in the several departments through which
the line passes.
BORDEAUX TO TILE SPANISH FRONTIER.—A new company
has been formed for this line, passing through Bayonne, with
a capital of 25,000,000 f., divided into 50,000 shares of 500 f,
of which the fourth part is reserved to the Spanish subscribers.
The surveys have been made with great care, and the exe-
cution of the line is declared to be without any difficulty.
MuuiousE AND THAUN.—The number of passengers on
this line, from the 6th July to the 21st September, was
113,398; the receipts during the same period amounted to
10,808 f. ; showing an increase for the present year, compared
with the corresponding date of 1844, of 11,115 passengers,
and of 4,486 f.

SmAsisunG.—Upon the section between Strasburg and
Colmar the number of passengers, from the 7th to the 21st
September, were 6,401, and the receipts 6,784 f. ; showing an
increase, in comparison with the corresponding period of 1844,
of 3,166 passengers, and of 1,770 f.

CECIL AND SAINT QUENTIN.-A new company, half English
and half French, has been fonned for undertaking this line ;
capital 35 millions of francs. It has taken the title of " Corn-
pagnie de l'Oise."
l'Ams AND OESAY.--Since the announcement that the sub-
scription list would soon be closed, there have been demands
for shares to the number of 45,000, and on the last day they
increased to the number of 80,000.
BORDEAUX AND CErrE.—M. Berlin, chief engineer of the
department of the Haute Garonne, has: been appointed by
Government to report upon the two proposed plans of this
line between Beziers and Cette.

ZURICH AND BALE.—A subscription has been opened for
the construction of this line at Zurich, Vienna, Berlin, Frank-
fort, Genoa, and Milan. Capital 20,000,000 of francs, to be
divided into 40,000 shares of 500 francs each. The projectors
of this company are residents at Zurich. M. de Negrelli is
the engineer.
SCHLESWIG, HOLSTEIN.—On the 18th of September, ex-
actly one year after the opening of King Christian VIII.
Baltic Sea Railway, the Rendsburg and Neumuenster
Railway was opened with the usual ceremony. In the
incredibly short space of five months this line has been
completed, with the exception of the terminus at Rendsburg,
through the zeal of the direction and engineers. Everything
seems to show that the newly-opened line operates advanta-
geously for the traffic in West and South Schlesien ; and at
the same time, its construction having cost no more than
900,000 marks (43,7501.), there is little doubt that it will
afford a good return.
SWITZERLAND.—A conference of the statesmen and engi-
neers of the cantons Tessin and Piemont is being held at
Turin, for the purp ,se of constructing a railway through Bun-
den to the Bodensee.

NUREMBERG AND BAMBERG.—The Royal North Railway
from Bamberg to Lichtenfels is to be opened on the 15th
inst., and the journey 'my then be performed in three hours.
MOEDLING AND LUxEMBERG.—On the Ist of October this
line wiis opened with the usual ceremonies.
TELEGRAPHS.— Major von Alageru has left Vienna, com-
missioned to undertake and commence a telegraphic commu-
nication between Trieste and Venice. With respect to the
great projected lines of telegraph, the commencement is to be
made on the line between Vienna and Milan.

PATENT SAFETY SELF-ACTING

BRE AK FOR RAILWAYS.
(From the Brighton Herald.)
On Monday last a series of experiments were made on
the London and Brighton line with Mr. Thoruton's
patent safety self-acting break, before General Pasley
and they were also witnessed by R. Heaviside, Esq., W.
Seymour, Esq., Mr. Bridges, the railway coach- builder,
and other gentlemen.
The object of the inventor is, to devise a means
whereby those frightful accidents, so common of late on
railways, may be effectually prevented ; and in this we
think he has fully and completely succeeded.
We are aware that numberless plans have been sug-
gested for this purpose ; but none that we have heard of
is to be compared to Mr. Thornton's.
Amongst the dangers of railroad travelling, there are
—lst. Running off the line and over an embankment, or
a bridge, as the case may be.-2.1. Two engines meeting
and dashing into each other.-3d. The blowing up of a
boiler.
In fact, whatever danger an engine may be in, the pas-
sengers are partakers of it. As remedies, it has been
proposed-Ist. to place a luggage van always between
the engine and the carriages. 2nd. To place a waggon•
load or faggots, cotton, or of some other material, in
that position ; and beyond these clumsy contrivances we
have heard of nothing to afford protection to passengers
when an accident happens to an engine.
Mr. Tbernton's plan is to have a rope (which is pre-
ferable fur the purpose to either a chain or a wire rope)
attached to the tender and the first carriage, the rope
being from twenty to thirty yards long, or, if required.
much longer, as it may be coiled on a roller beneath the
carriage. Thei engine in this way would tow the train
along, and the engine may be either on the same line or
on another, or the same engine may tow two trains, one
on each line, along. But neither of the two latter pro-
jects is essential or important. But it will be apparent,
that, with a space of thirty yards between the train and
the engine, the latter might be dashed to atoms over an
embank tnent, whilst the train would escape much of the
danger.
The project, however, would be very inefficient if it
ended here. Supposing, then, a train towed along by
a rope 30 yards long, and the engine running off the
line or running against an engine coming in the oppo..
site direction, it would be necessary, to give safety to
the train, to have means of stopping it as instantane-
ously as suoh accidents happen, and yet not with such
ajerk as to knock the carriages with violence against
each other, to the imminent danger of the passengers.
To avoid all this, Mr. Thornton's plan is, we think,
admirably adapted, and the plan will be best understood
by describing the experiment itself.
On arriving at Hay ward's Heath by the half-past 11
train, we found an engine with an old second-class car-
riage attached and fitted up on Mr. Thornton's plan, so
far as regards thej apparatus of the safety-break. We
mention that it was an old carriage, to show that it is
by no means necessary that carriages should be built
for the purpose, and that, as we learned, the whole
safety apparatus may be fixed to any carriage at an ex-
pense of a few pounds. The expense of the apparatus
itself would be reduced, as some of that now in use may
be dispensed with.
General Pasley having mounted the engine, and se-
was:aeslesseGt (ales, taandrawteheonf foitrtayrrmivieleds,
gentlemen having entered the carriage, the engine
acce-
lerated speed, at the 14 milestone,
nested, and away
rapidity of theanstthi
still
el hourrgoe
rope
eatowards
g waats
ada s Has-
seci,n
came
et
ttehiartydeaydaradtas flew the engine by itself, whilst the
carriage was gradually slackened, till,
about
gently as to occasiononl;
from where the rope was cast oft; it
a w
company then
the slightest shock. It was
a once splendid
experiment anti
was repeated several times, on
ith the engine on one,
line and the carriages on the other.
General Pasley and theaccompanied
Mr. Thornton to the Hassocks Inn, where he showed
them a great number of drawings, beautifully executed,
and a model of his break and apparatus.
To -
describe things of this kind in words is very difficult.
to as to convey a correct idea of them; but we believe
that Mr. Thornton will feel pleasure is exhibiting them
to anynd, e 5 we person. In the first place, as regards the rope.
One e
have already observed, is attached ti
the tender ; the other to a catch, in front of the
carriage., so constructed that the guard can
dens:,it in an instant ; and the moment it is detached, th..
dragging being
no longer On the catch, it draws back,
p e'Fr
ilittel,eeeitmlntvapeyanattdiiottins,
which compels the break to act
upon them and gradually delay their progress, until
of the carriage itself,
and very simple machinery is set in action by the wheels
but kept just
clear of them by the apparatus, which,
is
gnal
exceedinglybutin
form, resem-
ainfeglevasieecaos,ndsa,atdheythestoepa.
apracticabilitya beyonde deoauebht. of
the The
wheels,
in breaks,
bles.the elbow of an arm, which extends as the traction
power la removed, and as it descends the breaks press
against the wheels.
One thing is certain as regards the project, that if it
were to fail, which seems impossible, the danger will not
be, as is sometimes the case, in the smallest degree in-
creased. If the rope, for instance, were to break, no
mischief would accrue. The only possible inconvenience
would be the delay of a few m'nutes till the rope was
spliced, or another put in its place.
To our minds, then, it has been proved that the
means of avoiding the aangerof engines running off the

lines, or coming into collision with each other, or o
boilers bursting, may now be avoided—at least so far es
the passengers are concerned, and in some degree as the
engineers themselves are, for they have frequently been
killed or maim-d by the carriages crushing them when
they had escaped the more immediate danger from the
engine and tender.
Whether LL•ectors will adopt this patent safety-break
will a good deal depend on the public. Engineers, we
believe, are not very anxious to adopt any plan cot their
own, or in which they may have no direct interest, and
Directors seldom adopt plans of this kind unless recom-
mended by their engineers; but as safety in travelling is
of the first importance to the public, it ought to insist
upon this plan (or any other, if its superiority can be
shown) being adopted. Government, we believe, nor
the Board of Trade, which is pestered with all eons of
non,ensieal schemes by ignorant and self-opinionated
persons, will not take upon itself the responsibility of re-
commending plans; but it opposes none. Whether this
neutral conduct in the Executive Government is the
wisest course
.that could be pursued, is questionable; but,
at the same time, it must be admitted that, if Govern-
ment were to recommend a plan that should fail, the
blame and responsibility would rest on it and this it is
desirous to avoid. The public, however, must and ought
to be protected, and if Directors and engineers will not
do application must be made by the pubiic to the
Legislature to compel them. The means of safety, to a
much greater extent than that which now exists. are by
Mr. Thornton's plan before the public, and the " pressure
from without" will, in the end, but perhaps not till some
sc •re or two more lives have been sacrificed, compel
Directors to adopt this or some other mode of protect..
ing passengers against those dangers which of late have
produced so much apprehension.
The safety break, to be effective, must be attached to
every carriage, and therefore to render the experiment
complete, it is necessary that it should be tried, and for
a considerable time, on some line with a train, as it may
be objected that that which may answer well for a single
not be equally adapted for a long line of
will prove so ;
ccbaaurrtrriiwaa'ggeeehsmo. experiencepae3l'Vtehabte,liienvoerdtherattoput the question beyond
doubt, the Directors of some line will have a number of
carriages fitted up with Mr. Thornton's machinery, and
we know of no line better adapted for carrying the
experiment out than that from Brighton to Shoreham.
We therefore hope that the Directors of that line will do
honour to themselves by causing it to be made.
General I'asley and the other gentlemen paid a
visit also to Mr. Thornton's factory at Hassocks Gate,
and examined an engine on which Mr. Thornton
has introduced several improvements. One is to sub•
stitute a wheel by which the speed is regulated instead
of the winch or handle now used. It would be like the
wheel introduced for the steerage of a vessel instead of
the tiller. By another ingenious mode, the engineer
could not increase his speed beyond a certain extent.
Engineers sometimes negligently . lose time, and then
fetch it up by propelling the engine at a tremendous
rate, which has been frequently the cause of accidents.
To prevent this, Mr. Thornton has introduced a " go-
vernor" similar to those frequently applied to steam-
engines. This apparatus, by means of a spiral spring,
can be so set that the engineer can never exceed the pre-
scribed speed, as the moment he attempts to do so, the
" governor" acts on the spiral spring, and the steam is
let off. Another plan is in the ash hole, where, by means
of water, the heat of the chimney would be reduced.
Gen. Pa,ley and all present expressed themselves highly
gratified with tin se various experiments, but they are
tar less important than the plan for maintaining the se-
curity of passengers at a moment when the engine and
tender may be smashed to atoms.

LA W INTELLIGENCE.
COURT OF BANKRUPTCY, Oct. 7.
( Before Mr. Commissioner SHEPHERD.)
IN RE MARLEY.—LIABILITY OF HUSBANDS.

This insolvent, who was a Lieut.-Colonel in the Royal Ma-
rines, came up for his final order. An endeavour had been
made to arrange with the creditors, but there being several
disputed debts the negotiation went off.
Mr. Sturgeon appea:ed on behalf of three creditors, and the
insolvent was supported by Mr. Cooke.
The facts were these. In January, 1842, the inso'vent se-
parated from his wife, and made her a weekly allowance.
Atter that time, however, the tradesmen who had previously
supplied the defendant continued to furnish goods at the
house in Wilton-place. The deed of separation was not en-
tered into till September, 1843.
Mr. STURGEON contended that as no notice had been given
to the creditors, they were entitled to prove for the amount
of their respectivee debts; and in one case in particular the
insolvent was bound for, although there was a separation,
one of the insolvent's daughters residing with her mother.
The insolvent was examined, and said that he left active
service in Malta, in 1839. He then found his wite living in
a house in Wilton-place, and she represented to him that she
had, as his agent, obtained the lease for him • but he after-
wards parted from her, as he had reason to believe she had
been unfaithful to him. An action had been brought in con-
sequence against a certain party, but it had been dropped,
and the deed of separation signed.
The Learned COMMISSIONER said that it was clear that,
according to the principle of law, after the separation the
husband was not liable, nor was it necessary to give notice,
but he thought that in this case, where a husband left his
wife in the house, although he allowed her a sufficiency, he
ought to give notice.
Mr. STURGEON said that at all events the full debt was due
when the (laughter was living.
The insolvent said that he had corrected her for her im-
propriety ; she left his house fur three months, but he would
declare to Heaven that he did not know where she was, and
only to k her home again in order to save herfrom destruction.
The Learned COMMISSIONER said that the insolvent would
be liable for any debt contracted for the daughter with his
sanction, but here it was distinctly sworn that she was not
living with him, nor did he know -where she was ; that debt,
therefore, could not be allowed.
Mr. Cooiu said they were willing to admit all the debts
due up to the date of the deed of separation, on a principle
of justice, that as the insolvent had left his wife in the house
occupied by him they should have had notice, but at the same
time some of the creditors had been dealing with Mrs. Marley
during the insolvent's absence on service.
The COMMISSIONER said that up to that time there was an
implied agency on the part of the wife. After the separation
tradesmen could not recover from the husband or wife, and
they therefore ought not to give credit.
Air. STURGEON then urged that in the case of Mr. Tuck,
as his claim was disallowed, the name should be erased.

The L-arned COMMISSIONER said he could not allow that—
he would be lending himself to a party to bring a vexatious
action in another court. The claim had been disallowed.
Mr. CooKE contended that it was a clear case that it should
stand as a disputed debt disallowed. In bankruptcy the
same principle existed for the protection of the bankrupt.
Mr. STURGEON said that in bankruptcy, if a creditor did
not prove his debt, and the bankrupt did not get his certifi-
cate, the legal remedy to recover it still remained.
The CommtssioNEtt said it would be against the policy of
the Act to allow the claim to be struck.
A milliner's debt for 1481. was also disputed.
It was ultimately arranged that the insolvent should allow
60/. a year out of his half-pay. The debts were about 500/.

Owing to the new and excellent arrangements of Mr.
Allen, the county treasurer, the above business, which
formerly occupied the Court two days, was disposed of
in as many hours.

tion of his friend, but doubted whether the Acts in
question, which directed that the pr cue iin shouht be
taken " with all conenient sp,ed," ernpiw:•red the
magistrate to grant a rf.inand. This point he should,
therefore, leave in his Worship's ha: 4-, He had almost
forgotten the circurastanc.'s of the case when be!ore
under the consid,ration of V)e Bench ; hut tie believed
that the charge. as it now stood, was based uooe a
document exhibiting a forgery in two respects-0-e
amount said to be deposited, as Neal as the name
of the depositor, being altered. Should the magis-
trate believe that this charge was established by the
depositions and commit upon that conviction, it would
then be in the power of his friend to apply for a writ of
habeas corpus, and submit the objections which he had
to offer to the superior authority.
Mr. !TALL remarked that the circumstances of this
case were of a very peculi.lr nature, differing in an im-
portant respect from those that came b fore him in the
ordinary way. He sat there to take the sitl, of neither
party, but merely to discharge a duty, which he trusted
he should have the firmness to do according to the con-
viction of his mind ; but it should I,e remembered that
when an ordinary prisoner was brought befori him, be
usually proceeded to the investiga.ion of his ase in tkeal
ignorance of the p irticulars of the charge against him,
whiht in the present case he was .ctuitlly obliged, by th,
Act of Parliament, to make himself master of every
fact, as recorded in the depositions, before granting the
warrant.

Mr. Clarkson—ln that respect you have an important
advantage over the prisoner.
Mr. HALL—It might be considered an ailvantag- if it
was the province of the magistrate to eonneet wit x hip
own the functions of an advocate. Whether he fAt dis-
posed, however, to grant a remand, or otherwise, it was
quite clear that is this, as in all other ea-es, some evi •
dente must be previously taken. The depsitions woilA
he read over to the prisoner, and it ,touid be found the
the facts of the case, however massive was the appear
ance of the depositions, were comprised in a very narrow
compass.
Mr. Clarkson objected to the admission of the certifi-
cate of the Foreign Secretary of State (before alluded
to) in the absence of proof of Lord Aberdeen's signa
ture. _ _ _

A messenger was consequently dispatched to the pri-
vate secretary of his Lordship, Mr. Dawkins, who at-
tended at a later period of the afternoon, and identifis d
the signature.
Mr. HALL observed that the second clause t' the ori-
ginal Act authori'ed the rt-cerion copies" of the
depositions, which, it bad b'en held, rendered the pro-
duction of the original copies ire-utficient. He was not
of this opinion, and Lord Kenyon had held that the
" originals" in such a case were `admissible. Still there
were adverse opinions, and he had, therefore, used both
the copies and the orik;inals for the purposes of this
inquiry.
The depositions, as taken in New York before the Dis-
trict Attorney and Recorder of the City, together with
the certificates accompanying them, were pat in Rod
read. It aop,ittred that on the 15th of April, 1841, a
person, calling himself " Nathaniel Brittain," wP nt to
the prosecutors' offs in Walpole-street, New York,
and produced a certificate of deposit purporting to be
drawn upon the bank of New Orleans for 23.000 Mexi
can dollars. A cheque for the amount (less I per cc lit.)
was given to him, and afterwards a purr)•, alleged to n,•
the prisoner, callod and received the cash in gold. Other
evidence went to show that a man named Charles Webb
of Philadelphia, was in concert with him.
Joho Dieter Poe, clerk to Messrs. Little and Co., the
Prosecutors, deposed that he compared ttte copies with
the original depositions in the Dis ri'.l Attorney's
office at New York. He spoke to tie signatnre of the
Recorder to the original certificates, and saw other points
of form.

Cross-examined—Was not present at the examination
of the witness. Was t-xamitied hirose.f betore the Dis-
trict Attorney (who was the public prosecutor) in his
private office. Witness held nu pubic office in America.
Was not in England in 1843. Came to England in
January, 1845, and gave the documents into the hands

Mr. Mullins, the solicitor (in England) to the prose-
cutors.

Re-examined—He believed that every effort had been
since made to apprehend the prisoner.
Mr. Clarkson denied this statement, and expressed his
surprise that such a question should be put to the wit-
ness, who could know nothing at all aboat it.

The same witness was then examined as t► his own
depositions. and repeated the statements made by him
in New York. He recollected cashing the chegtni for
23,000 dollars, and identified the prisoner at the bar as
the person to whom he paid the amount in gold. The
prisoner hell a bag. into which witness plitc-ed the g,:ld.
dropping some u.,vereigns at the time on the floor. Tin.
prisoner remarked at the time that ht. (witness) might
'have them if he liked, as he was is a hurry to leave.
Witness thought the prisoner's ulanwr was very exlai-
ordinary.
Cross examined—Had not seen the prisoner from
that day (April 15, 1841) up to the present time since
his appearance at the bar. Could positively swear that
he was the person. He was not attired in ht. appear-
ance, and talked in a deep tone of Nu sovereigns
were left upon the floor. Witness picked thew all up,
and put them ia the beg.
Thomas John Sowtow deposed that he was a mc.r -
chant's clerk, living. at Bermondsey. He was formerly
in the service of Messrs. Sanders, of the Hull saw-mills.
On the bankruptcy of the firm, in the latter part of 1841,
the premises were taken by the prisoner, Mr. Clinton,
and a Mr. Charles Webb, to whom le acted as clerk
until February, 1843. The prisoner was chiefly it.
London, hut came to [lull when the Deeeinh r balanot,,
were due in 1842. Witness knew the prisoner's hand-
writing. He believed the words in blue ink on the cer-
tificate iif deposit were in his handwriting. The signa-
ture " Nathaniel Brittain," written twice at the hack of
the document, was in the handwriting of his partner,
Charles Webb.
Crwst--xsmined—Had been in one or two situation-
since that tune as clerk. Mr. Mullins came to witness
upon the subject. Did not expect any remuneration.
Would have scorned to make any such stipulation.
Had never expre:-sed a doubt as to the prisoner's hand-
writing upon the document produced. The prisoner
owed witness no money. He always behaved ver)
honourably to witness.

By Mr.HALL—Clintfm never went by any other name
whilst witness knew him.

Mr. Chambers having said that he had no other eri
dence to offer,

Mr. Clarkson addressed the Bench for the prisoner
declaring that if it was intendad that anything like jus
tice should be dote in this case, a remand must be grant d.
He denounced the species or evidence taken in the Dis-
trict Attorney's private office at New York as of the
most trumpery nature, such as could never be admissi
ble in any English court of justice. He concluded by
again demanding for his client a privilege which would
be conceded to any Englishman—the privilege of dis
ptoving the charges brought thus irregklurly against
hum.

Mr. HALL said, although it was not desired of him to
offer an opinion as to the Treaty Act being of a pro-pectis,
or retrospective character, he could not, as the subject hail
been so frequently alluded to, pass it over alto-
gether without remark. He should not attempt to
decide so grave a question himself, but would
gladly leave in the hands of the Learned Judges, to
whom the case might be submitted, in the event of
ulterior proceedings being taken on behalf of the pri-
soner Still he was of opinion that there was mithing in
the clauses of the Act that could be regarded as limiting its
operation to offences occurring after the date thereof,
and he was strengthened in this opinion by the fact that
the French treaty contained a clause expressly extending
the operation of the Act to all offences, whether of prior
or sut»equent date. With regard to the application
for a remand, he would only say that, looking at the
requisitions of the Treaty Act, and remarking that no
general rule could be laid down in such matters (which
must be left to the discretion of the magistrate), he was
bound to express hims, if satisfied that such a prinai
facie ease had been established by the evidence before
him as justified him in taking that course which was
defined by the terms of the treaty between this country
and the United States. It was his duty to allow no
unnecessary delay to take place, and therefore he should
certify his committal of the prisoner to the Government,
who would act accordingly. It was satisfactory to him
to know that if he had erred his error might be cor-
rected by a higher authority.
Mr. Clarkson applied for a copy of the depositions.
Mr. HALL said it was unusual to grant such applica-
tions, and therefore refused it.

The care, with its numerous delays, occupied the
whole of the day, to the entire exclusion of all other
business from the Court. The other charges were con-
sequently taken by Mr. Twyford in a waiting-room.