The Sun.
London, England, 1844-01-05 00:00:00

French soul from which such a recollection could ever
be effaced? It is notorious that' the 6th corps,
amounting barely to 5000 men, defended Paris with
amazing heroism,—Paris, the heart and brain of the
world. It is notorious that Narmont had his hat and
his clothes pierced with balls in leading the bayonet
charge against the enemy, who had already invaded
the high street of Belleville. But King Joseph had
blready authorised Marshals Mortier and Marmont to
Capitulate ; and that same evening, towards five o'clock,
°the programme of the funeral of the empire was 'drawn
up in a paltry village inn of La Valette. A fact less
known is, that on returning to his hotel, and before
the ratification of the fatal convention, of which the
basis had just been laid down, the Due de Raguse re-
Mained for some time in a state of torturing hesita-
tion. Now, who was it that put an end to that hesi...
tation ? Representatives of the banking and high
commercial interests. •f make no accusation here
against M. Jacquek Laflitte. History owes him the
justice of declaring that on the very morrow after
the restoration he mounted the breach on which he
remained for fifteen years ; but, after all, M. Laflitte
had the misfortune, on the evening of the 30th of
March, 1814, to accompany M. Perregaux to the
Due de Raguse's—he had the misfortune to appear in
that green-room where the heart of Marmont opened
to the exhortations of a panic-stricken bourgeoise.
Thus it was that the foreigners entered Paris. That
the capital would
.have been capable of holding out
against a long siege is, I admit, exceedingly doubtful
but what was requisite to save the fortunes of France ?
To resist
,two days longer: for on the evening of the
battle the enemy, separated from his parks, had ex-
hausted his ammunition, and the Emperor was ap-
proaching. Unfortunately—and I insist' on this point
downfal of Napoleon had been prepared in
Paris long before hand. The people of the faubourgs
had vainly cried " To arms!' "—the men who' then oc-
cupied the political stage had muskets without cart-
ridges distributed at the Hotel de Ville, and cart-
ridges without muskets at the *Place de la Revolution.
Napoleon, who was so fond of the people in uniform,
abhorred the people in smock-frocks—and for this he
was cruelly punished. He had against him, in 1814,
the bourgeoisie, which was all powerful, and for him
the population of the faubourgs, which was powerless.
He fell because he had not chosen to be the right
arm of the democracy. The French troops hail re-
ceivod orders on the evening of the 30th of March to
fall back on the Chateau d'Eau ; thence they were
directed 'to the Barriere d'Enfer. When the roll was
Called at midnight, the iminber. present amounted to
1,800 men ! How should it have been possible for
this handful of soldiers, left to theuiselves, to hold in
Check the innumerable multitude of the assailants ?
The civilians of Paris should then have armed for the
defence of theirr-homes ? Nothing of the sort was
done. Men in their shirt Sleeves, men in rags, these
Were they who ' shoWed themselves ready to fight, to
die—and these men had nothing to defend ! But the
bankers, the manufacturers, the shopkeepers, the
notaries, the proprietors of houses, these were the men
that applauded the entry of the allies. Yesarid my
face burns as I write this, for, after all, it is of my
country lam speakingyes, small was the number
Of those among the bourgeoisie who thought then only
of grasping the sword. Subsequently, lam aware,
the bravery of the National Guard, in 1814, has been
extolled in pompous terms. The hill of -Montmartre
has been made the theatre of immortal deeds ; the bar-
rier of Clichy has furnished a moving theme for the
painter. But history, which soars above the lies of
party, and judges nations consigned to eternal sleep;
history will tell that in 1814 Paris would not defend
itself ; that the National Guard, with the exception
Of some brave hearts, did not do its duty; that the
bourgeoisie lastly, all but a small number of gallant
schoolboys, and of citizens devoted to their country,
although wealthy, welcomed the invaders withopen
arms."

m-AscuEsTf_;lt -AND LEEDS -RAIL-
WAY.
(From 'the Manchester Guardian.)
OPENING OY.c` THE LEEDS `EXTENSION
LINE TO FIUNT'S BANK AND THE VIC-
TORIA STATION.
On last, New Year's. Day, the extension
taking
ulVutilts°s thetdocap:eyn ed aNewas
announced Victoria
n Station,ou r
Ia
line of the. Manchester' and Leeds Railway, from
ritriaoirnin, fromlgat
theH Hunt's
departurer. hl,ehere wstationaisnsnttoahrept starting aci
ordinary
arsyevel‘n,
ayo celebration,'
amidstt
hk e in
traintt
hh ee
cheers of those assembled. The station is the largest
in this, or, perhaps, any other part of the kingdom,
possessing a larger covered area than even the
Derby station. Being- the joint and central sta-
tion connecting the uninterrupted railway com-
munication. between the great seaports of Liver-
pool and Hull, it will unite in a line of the
most accessible communication four of the
largest towns in the north of England—
Liverpool, Manchester, Leeds, laid Bull; and
thus bring the German Ocean and the Irish Sea
within a few hours' distance of each other—while it
also links to this great chain of railway communica •
tion the important towns and places of Bolton, Old-
ham Middleton, Rochdale, Huddersfield, Bradford,
Halifax, Selby, and York—and gives access, by
means of its junction with the North Midland and
York and North Midland Railways, to almost every
other great line of railroad in the kingdom, north and
south. We think, therefore, that a description of the
Leeds Extension Line and the Victoria Station, al-
though to some extent they have been previously no-
ticed in our columns, cannot fail to be interesting to
many of our readers. We omit all notice,' in the
present article, of the junction or extension line of the
Liverpool and Manchester Railway from Ordsall Lane
to Hunt's Bank (through Salford) ; because, although
it is in a tolerably forward state, it is net by any
means completed ; and when this portion of the con-
nection is opened (which is expected to be " in all
March"), that will be the fittest time to notice the
works of that part of the junction :--
THE LEEDS EXTENSION LINE IN MANCHESTER.
The Manchester and Leeds Extension Line com-
mences at some distance to the east of the late tem-
porary station in Oldham Road (now the goods sta-
tion), viz. :—Near Ryder's Mill, a little to the north-
east of Collyhurst Lane, which the railway crosses by
a bridge. For nearly 500 yards up to the goods sta-
tion, the original line and the extension line run nearly
parallel ; the latter being a short distance to the north
of the former, and both passing over land, the whole
of which is the property of the Company.
The extension line, where it leaves the main line,
commences on an embankment of about 14 feet, which
is gradually reduced till it reaches the surface of the
ground, on which it continues through the greater
part of the Company's land. On quitting this land
after proceeding to the north of the engine-house, it
passes the north end of Cropper and Back Cropper-
streets (which streets. are carried over the railway),
and under St. George's-road (near Buckley-street, the
road being raised about five feet for this purpose. The
road is carried over the railway by a neat bridge,
with stone facings and iron girders; 191 feet in
length. It then proceeds, in excavation, with retain-
ing walls (as near Euston-square, London), through
or near the end of several small and ill defioed streets
of cottages, lying to the north of St. George's-road,
till it reaches a paint a little north of Nelson-street.
It next passes on an embankment of ft-few feet, over
some vacant land, to Lower Tebbutt street, and there
commences a viaduct, on the east side of that street;
the line being carried over it by an iron bridge. On
this viaduct it continues to Bromley-street, which it
crosses a little to the north of the Manchester Gas-
works. It next crosses over Parker-street, Back Irk-
street, Ashley-lane, adjoining the burial-ground, and
Blakeley-street (over the last-named street by means
of a large iron-bridge), and thence, still by a viaduct,
over several small streets, till it reaches a bend of the
river Irk, east of Scotland-bridge, Which it crosses
twice, by skew arches, at an elevation of about 85 feet,
so as to leave ample passage for the river when flooded.
Thence the line is carried over Long Millgate, which
is spanned by an iron bridge in the_ direction of
Mill-hill, a little south of Scotland-:bridge. It
then proceeds close to the south side of the old
Town s Mill, and crosses the Irk a third time, at an
elevation of about 35 feet, and nearly at right angles,
and thence proceeds, still on arches, to within a short
distance of York-street, Cheetham Hill ; being a
distance, on arches, of 670 yards. The number of
arches in this viaduct, including those of the bridges,
is'3B.. These arches, of course, vary, both in height
and span, with the nature of the ground and the
width of the streets passed over ; the extreme height
being 35 feet, and the average height aboot 28 feet.
The principal bridges on this line are those at Long
Millgate, New Blakeley-street, Lower Tebbutt-
street, St. George's-road, and Cropper-street, all of'
Which are of iron. The line proceeds to York-street,
Cheetham Hill, beneath which it passes, about six-
teen feet below the level of the street, a little above
the entrance to the burial ground, near•Ducie Bridge.
Here it takes the line of the division wall between
the burial ground and the premises of the Manchester
workhouse, and so arrives at the proposed station of
the Company in Hunt's Bank, just MOW the garden
of the workhouse, and near the confluence' at' the Irk
and the Irwell.
With respect to the gradients, we may state that,
on its leaving the main line near Collyhurst Lane, it
descends at an inclination of 1 in 49, to where it
crosses St. George's7road. Thence to York-street,
the descent is continued at an inclination of 1 in 60;
and, from that point to the terminus at the Hones
Bank. Station, it will ascend at an inclination of 1 in
132. This ascent to the station possesses the advan-
tages of enabling the trains arriving to ascend it
solely by the impetus obtained by their descending
the plane of 1 in 60, which will carry them up to the
station, and gently•stop them there, almost without
needing the application of the brake ; strong buffers,
however, are provided, at the extreme end of the ar-
rival line. The departing trains descend this incline
of 1 in 132 of themselves, without the,aid of horse or
other power, till they reach the endless rope at York-
street, where they are attached, and are thence drawn
to the junction of the extension with the main line,
near Collyhurst Line. The endless rope.is of iron wire,
combined in a number of strands, and for which the in-
ventor, Mr. Newell, obtained a patent. There are two
stationary engines, or, more correctly, a double sta-
tionary engine, f 240 horses' power, placed near
the junction with the main line, at Collyhurst. The
signal to these 'engines to work the
„taidli;ss rope is
given from the York-street bridge, by the telegraph,
which we shall notice hereafter. The extension line
has two curves in it ; both of which, however, are of
so large a radius, as to be wholly unobjectionable.
The entire length of the Manchester and Leeds ex-
tion line is 2,320 yards. That of the Liverpool and
Manchester Junction, from Ordsall Lane to Hunt's
Bank will be about 1,790 yards ; so that the entire
length of the junction lines from Collyhtirst to Ordsall
Lane will be nearly two miles and a third. We do
not know the exact cost of the Leeds extension, but
presume that it will not much exceed 180,0001. In
connection with it we may mention, that parties con-
nectedll
rehisiaotivlale lvbvnlai,ysshup(m-iott ershsnui
establishments.
ago.
communicationst
mhitTmtihosa evr
theel
very
Manchester
rhnigl
taochrtohetleae)sttrth, emeart
shi
noel
havel,
,drgk,vaha.
arnoi
nut
naas
gerepeaeparql
onui
ef anti the
te thoset
the
railway
e
'whether. from Liverpool or Yorkshire, can thus be
deposited at its gates without any loss of time or cost
for carting, &c. We believe, that in compliance with
the request of the Committee of the Town's Mill, a
siding is to be laid from the line into the yard of the
mill, so that waggons of grain from either Liverpool
or Hull can be run direct into the mill. Gates have
been erected, and a similar siding is to be made from
the line to the Manchester Workhouse yard.
THE VICTORIA STATION
is approached from Hunt's Bank, by an inclined
plane, like those of the Manchester and Birmingham
and Liverpool and Manchester stations, in Man-
chester. 'lbis road commences at the Irk, just above
its confluence with the Irwell, and below the court-
yard wall of the Cheetham College. To give it greater
width, the bridge ov3r the Irk has been considerably
widened ; and the road, which rises 1 in 20, is 50
feet in width, the carriage-way being 34 feet, and the
flagged footpaths each eight feet wide. The ascent
has been. much facilitated by the late Manchester
Police Commissioners having raised . Great Ducie-
street and Hunt's Bank, to the extent of four
feet above their former level. On arriving at the
level of the railway, which is about the centre
of the edifice now being erected for the booking-
offices, refreshment and waiting-rooms, &c., the
passengers for 'the Leeds line proceed forward
in an easterly direction on the level (towards
York-street, Cheetham Hill Road), to the easterly
or higher and further. wing of the building, to the
booking office, and thence to the' departure plat-
form of that fine. The platforms, and of course the
offices, assigned to each Company, are those nearest
the direction of their respective lines—the Liverpool
being to the W., and the Leeds to the E., of the
centre of the station-house. The line of demarcation
between the stations of the two Companies is very
distinctly marked on the rails, by' double lines of
turn-tables, nearly adjoining; the one being the
limit of the Leeds, and the other that of the Liver-
pool, Cornponr4 station, and each set of the tables
being for the respective Companies to pass off their
spare carriages to the sidings, outside the north
boundary wall.
We may just notice here, that the engines of the
Liverpool trains will not come forward to the station,
but will cast off upon nearing the. bridges over the
Irwell..and Ducie-street, and then, from the rear,
push the train forward over the bridge with sufficient
impetus to send it to its destination, while the engine
returns. There are to be four lines of rails over the
Dueie-street Bridge.
stAtion, by which we mean the iines with their

iidings, turn -tables, and .Va. and oepari ore poll,-
forms fbr both Companici, heti( v;.; the largest
in England, surpassing even that at Derby in point o
extent. It covers a distance from Ilunt's Bank to the
Ducie Bridge of 552 feet, with an aVvinge %%kith of
130 feet ; having five main' linea 0:- rails trout end to
end, three of which -are appropriati d main
lines, and two are sidings. in addition to W.: there
are other sidings, which 'may hereafter le tised ils)r
goods; and the departure lines fbr tl:e tv,o • railways
are also sidings on the south side of the oziter rails.
To the length of 700 feet front Great Ducie.street, the
station is covered in with an iron rooting, erected in
three compartments, the centre one being ;39 feet 6
inches span ; that on the north side, 28 ieet ; and tl4-.t.
on the south side, 26 feet 3 incites. This rooting, with
a length of 700 feet, and an entire wi(hh of shout 114
feet, forms the largest extent of railway rooting
in the kingdom, being little short of 80,( 0.) s(lutire
feet of iron roofing. This loom o. roof is,;,[ll,),ortt
by the north boundary wall of the statiott,'and by a
number of iron columns : and the s,,)t,th stile is pro-
tected by a similar wall, finning also a retailinug wall
:lir the approach road from Bald:. aalls
bounding this approach road-are surmounted by orna-
mental cast-iron railing, instead of stone -parapet:.
The coup dm? of this splendid avenue, viewed from
either end, is very striking- - The interim• of the roof
is not left bare, as in sonic rail way ta :ions ;• but
neath the slates the Whole has- been neatly thoarded,
and the joints ()Nile boards cOvercd with ;at bs, at, that
in no case can wet penetrate into the station,.while
its appearance is much improved. •by this'
woudcn
ceiling. During the any, the nation .is well
lighted by skylights in the rooft— and dittoing
the night, by a series of gas - lands, fitted
with burners for the new • light, ibrined by a
radiating combination of- the flat datne burners,
invented by Messrs. 11.:11,.. of. Kiug-“reet. The
skylights are glazed with -Chance't Ailti-ht glass,
which is a strong, thick,. and cheaviglamsilm panes Of
about four feet in length---brtkrin- Mild', two of
which in length include.the.extent of the skylights
from the ridge downwards. Wc. u4el;stauel that Mr.
Hall's gas-lights were adoptd..after vaaiotio experi-
ments with different arrangetr,_xyrits,-,yr burners., it
being believed that they possess.c4..tiwgrtutest iilh-
minating power from the slh'..xikiiitity
u
They consist of a umber ..of.a.*ing tubes, like. the
spokes of a earrialiet4lc+l3:4otAll
_t-ed..With orifices
for the flat flame burrilfr4.434eiLttialitaghts there are
fifteen within the covered .•
one ipposite
each booking-office, andlCriii:al ._. others 'mond the
boundary wall down to IlunCs. tank. Connected
with them is an arrangement of, the utmost impor-
tance for such establishments as railways. One central
tap at the -station regulates and.aajwts all the lights
there, both along the railway and appr4elte., and
also within the ,several booking-otliees, waiting mid
refreshment rooms. When a train is arriving or de-
parting, the fullest illuminating power is required and
used; but, in the intervals botweenithat and the next
departure or arrival, the smallest modicum of light is
sufficient, and a single turn of the tap will reduce all
the lights to any required degree. This will of course
be the means of considerable saving in the consump-
tion of gas.
All the arrival and departure platforms' are, as at
Derby, on the same side of the rails; viz. on the south
side; •or that nearest the approach ; so that there is no
necessity to cross the line. The arrival platform for
the. Liverpool line is between the station-house and
Ducie-street, and to this there is a covered way for
carriages; one-half of the southerly roof projeoting
over the arrival platform, so as to protect the
passengers effectually from the weather in getting
in and out of the carriages. The platforms are
very large and. convenient. That in front of the
building is 24 feet wide (of. which catch Company
occupies,' half),-;.and`thiS is eMitinttech towards Liver-
pool, past the west end of the building, to the length
of 184 feet, by 'l2 wide; being, in fact, a con-
tinuation of the Liverpool departure platform.. To-
wards Leeds the platform is continued for 120 feet,
by 12 feet wide ;. being also a continuation of. the
Leeds departure platform. The length of each de-
-1 !Arturo platform is about 320 feet., The total length
of the several arrival. and departure platforms exceeds
a thousand lineal feet. At . each end of the station
(that for the Leeds line is a little beyond the Leeds
arrival platform) is a place where hbres carriages,
for conveyance by railway, going to or arriving &on,
the east or west,. may be en:barked or landed on the
level,With every. facility ; and near, are series of turn-
tables into the siding, which pre on the north side
of the main lines. On' that side of the station thcre is
also to be a large; covered shed, to and from which the
sidings will convey spare carriages. There will still
be some spare ground there, for building warehouses, if
necessary. Thearriving passengers who prefer walking
to their destination, instead of going along the approach
road, to Aunt's Bank, may descend a flight of steps
near the,line, which saves the detour into Great Dueie-
street. Connected with the station, we mint notice
a very ingenious and useful apparatus,—
THE TELEGRAPH. •
The Directors of the Leeds line have caused to be
put up Messrs. Cooke and Wheatstone's patent elec-
tric telegraph, extending from the Victoria station to
the top of the extension; at its junction with the main
line at Collyhurst. A set of four iron Wires' (coated
with zinc, to preserve them front rust) extend. front
beneath the York-street Bridge (l)neie Bridge) to the
Collyhurst station, and connected with them are four
copper wires, extending under ground from the York-
street Bridge to the offices of the Victoria station.
There are three telegraph stations, viz., at the -Vic-
toria station, beneath the York-street Bridge, and at
the stationary engines, near the top of the extension
line, Collyhurst, at each of which is an apparatus,
consisting of a dial with all the letters of the alpha-
bet, a pointer, and a handle for moving it, as to
point to any letter. The uses of the teleuraph, as •at
present in contemplation, will be threcal—lst. To
give the signal, from York-street, when the train
is attached to , the endless rope, to the fixed
engine to - commence drawing the train up
the incline ; and also to communicate from
the junction to the York-street Bridge, whet, a train
is arriving. 2d. To communicate front the Victoria
station to the locomotive engine-house, so as to
specify whether tiny and what engines are wanted,
&c.-3d. Generally to communicate intelligence and
directions between the Victoria station and the
junction with the main line. The zinc coated iron
wires are carried along the parapet. w;.11 of the rail-
way above ground, all the way from York-street
Bridge to the summit of the extensit.n line. One wire
only is required for the signals to the stationary en-
gines, and the other three are for general communi-
cations. These wires, at each point of support, rest
upon earthenware uprights, which are non con-
ductors. They pass round pivots, so that they can be
tightened, if they become too slack. It will, doubt-
less, be necessary to have a code of signals prepared,
expressly for railway purp:ses, as the ordinary
method of communicating—spelling the words,
making the pointer touch each letter in succession--
would obviously be too tedious a mode for the short
distance of 2,300 yards. If each letter singly repre-
sents a certain signal or direction, those most con-
stantly in use, then combinations of two letters would
supply all the less frequent signals that could possibly
be required, were they many thousands in number.—
We must now notice

THE STATION-HOUSE,
which is placed on the centre of the south side of the
station, and has two fronts ; the north to the railway
and the south to the carriage way on the approach, and
facing also the back of Cheetham College. This hand-
some building, designed in what is termed the Itoman
Doric style, is only one story in height above the
ground, and is about 266 feet long by 86 feet in width.
The material used in its erection is a dc:.eription of
wall stone, much used in the West Riding of York-
shire, though we believe this is the first instance of its
use for building in this town or neighbourhood. It is
procured at Brighouse, and is usually called " parr-
point" (pierre-point) ; it is, in fact, a flagstone, broken
into small blocks, which are of unitlq-nn and good co-
lour. The westerly half of thisbuilding, anal inked of
the whole station, will be occupied by the ,Liverpool
and Manchester Railway Company ; the other half, to
the east, is now in use by the Manchester and Leeds
Railway Company. Approaching tf.e south front of
the station by the inclined plane, the visitor finds him-
self opposite its centre, which projects a little from the
line of the building, and in which is the refreshment
saloon for the first and second class passengers, with
ladies' waiting•rooms, Bic. Tbis entre•-picsents a
frontage of about 60 feet ; the refreshment saloon is
lighted by handsome circular headed windows, with
, :.
stone pilasters and dressings, and surmounted by an
elegant cornice, about the centre of which is to be
placed a large clock. To the right and left respect-
ively are the booking-offices of the two CoMpanies,
having entrances under a covered.way,.suipoitod by
brackets nine feet six inches long. :The rt,rhstitutiou
of these four pillars is an improvement in eon vepience
aspllars are often in the way of the doori ,if elk or
coaches drawing up, while these. Inr:.:ch;.:t:s.,l:aVe the
whole of the covered way cleari At tilo ea,t and
west ends of the building are theC;flice:; nia the resi-
dences of the station masters, whieln..preet to the
same face as the central portion, of tbaliilding with
handsome doorways and cornices to "en&el;)?y lit'!;-sA
parapet surmounts the whole t 1.6 kng47-the ba lifin,,..r._
1
At the extreme east end of the bmtildii,l44 the- priv„.te
residence of Mr. Hall, the statioUNaSter of: the Leeds
Company; it being 'thought_ cleArAye on every ac-
count. to have some °peer enrtNiitirhyrient Oil the
station. His business oflie ii7orn§,„xlv,ing a window
commanding a view oft :linoq-A;.!.york..,ii,Tt
it
bridge, so that he may see arriiringand delii.rting train's.
Internally, the large central refreslm,ent room . is
of the dimensions of 40ft. in. by 221 t. 2iii., It con-
tains also a space for a bar, &c., -10 ft. 3iin. by l lft.
Sin. This room will have two entrnince-doors, both
from the railway platform ; one for the I .iyerppol, and
the other for the Leeds passengers. Tas..sidoon is
for the.. first and second-class passengers only. A
door air each end opens into the Jadies' wgiting-rooms, i

-----s--------
&e., that at • the east end for the Leeds passengers,
and that at the west for the Livapool passenger;,
These waiting. rooms have also doors of egress direct
to the railway platform. The saloon !itself will
be the • gentlemen's waiting-room. This room is
lighted by two handsome candelabra, fitted up with
Mr.. Hail's new and brilliant gas-lights. Adjoining
the bar, and connected with it, is a small room
fitted with boiler, &c,, to contain anything required
for immediate use. Below the booking-offices, on
the basement story, is a large coffee-room and chop-
house of similar dimensions, approached by • some
Atep3 from the railway platform. It is fitted upon
the plan, and bells are placed in it so as to
indicate the starting trains to the guests, who, as
they dine, may see the bell ringing for the Leeds,
olohani, or Liverpool train, as the case may be.
Adjoining it, on the same (basement) story, are ea-
rious kitchens, fitted up witli cooking al:pariahs, hot
hearths, ovens, as well as the ssulleries, pantries, wine
and spirit cellars, ale and porter store, &e. We un-
derstand that the whole of the establishment fur pro-
refreshments, including Earth the refreshment ,
saloon, the coffee room, and all the kitchens. &c., has.
'been taken by Mr. Vantini, the proprietor of the
Euston-square Hotel, at the Birmingham Railway
fern-anus, in London, and of the North Easton Hotel,
Fleetwood. Mr. Vantini has also taken the New
Palatine Hotel, adjoining tha railway station ; and
both it and the railway establishment here are to be
placed under the entire superintendence and ma-
nagement of his partner, Mr. Maurighey, late the. ,
manager at Mivart's Hotel. Superior cooks, baker,
tirewer, &e. are engaged, and the establishment is to
be in the first style of elegance and comfort. Between
the upper refreslunent-room and the wings, are.:
the large and convenient booking-offices; there
being two for the Leeds Railway Company, viz. one
of sprt. lin. by 22ft. 9in. for the first and second class
passengers. This division is made with a view to
separate all the passengers as nearly as possible into
two equal portions, so as to facilitate the booking, the
Press• of which is always great in the last few
Minutes; and there being more third-class passengers
On this line than of the other two classes together.
The clerks' office is one large room ; but the booking
Windows arc on opposite sides. Between the booking
Offices and the parcel (Aces, which adjoin on each
side, there is a waiting lobby, and other conveniences
for second or third-class passengers. Amongst these
•is a separate waiting-room for third-class female pas-
sengers. Beneath Mr. Hall's house, in the basement
story, are rooms for the porters, in which to wait and
take their meals, during the hours of attendance at
the station.

GENERAL PASLEY'S INSPECTION.
On Friday morning -last, Major-General Pasley,
the Government Inspector of Railways, was met at
the Victoria station by Messrs. Henry Houldsworth,
Chairman of the Board of Directors, Robert Gill,
Managing Director, William Entwistle, Deputy
Chairman, and Gooch, the principal Engineer of
the Company, for the purpose of inspecting the ex-
tension line, prier to its opening. A special train
was provided, consisting of an engine and tender and
two carriages, which, although they have been in use
on the line for some months, we believe have not vet
been fully described. We may, therefbre, briefly
advert to their construction here. Both these car-
riages
are constructed from designs of Ur. H. Houlds-
worth, and are intended chiefly for summer use. The..
Tourist forms one apartment, with a high dais occus
pying the centre third of the floor from end to end.
On this dais are placed at intervals two seats, backed
by others, in all 16 on the dais. On the lower floor
there are five seats on each side' which turn up, and .
then leave a passage all round. Four other seats are
in the corners, making a total of 14 on the lower floor,
the occupants of which, when seated, do not at all ohs
struct the view of-those seated on the dais. The car-
riage is thus capable of containing 30 passengers.
Besides the windows at the side, there are Wooden
slides in the covering of the roof, which, when drawn
down, open wire-gauze ventilators, which let in the
air, without admitting those draughts which are some-
times so injurious in the second-class carriages. For
this application of wire-gauze. we believe a patent has
[Ten obtained. The dais is fitted up with carpets,
&c. ; and each end of the Tourist is lined with looking-
glass, and has small ventilators for winter use. The •
other carriage, named the Gondola, is somewhat dif-
ti.rcot in construction. It has open ends, like " stand-
ups," from which doors open into a small but elegant
saloon, each side of which is occupied by a sofa,
covered with crimson velvet, and capable of seating.
six persons. There is a let-down seat within each -
door, so that this little centre will seat a party of 14,
who may have greater freedom of movement than in
the ordinary railway carriages, and may, from time
to time, walk out into the air, either in front or rear •
of the saloon. In this carriage, we believe, General
Pasley and the Directors, and gentlemen we have
named, proceeded at ten o'clock on Friday morning
from the Victoria station to the top of the extension
line, whence the General walked back to the station,
not on the rails, but under the arches of the viaduct,
inspecting them as to solidity, &c. Again ascending
to the Victoria station, he there inspected all the
buildings, the approaches, the turn• tables and rails,
and then again proceeded, by means of a locomo-
tive, to the place where the stationary engines are
fixed. Havin,, inspected them, and the works of
this part of ther line, the General next expressed
a desire to see tho working of the. Oldoam branch,
wh!ch, as many of our readers are aware, being an
incline from the main line, ascending 1 in 27, has
been worked for some time by means of a countet-
poise, Which descends a parallel line, as the train •
ascends, and thus overcomes all the resistance .of
weight, which otherwise would render it impossible.
for a locomotive to draw a single carriage up the
incline.

General PaSley expressed himself very well satisfied
with the solid and substantial character of the works
generally, and gave the usual sanction to the Company
to open the line at any time. The extension was ac-
cordingly opened, as we have stated, on Monday last.
All the establishment of clerks, booking-offices, por-
ters, &c., connected with the passengers, was removed
to it from the Oldhana-road Station, on that day ; the
Oldham.road- station being still used, but for goods
only; and the business offices of the Company, the
secretary's offices, board room, &c., will still continue
at that station, and not be removed to Hunt's Bank.
There is ample convenience and accommodation at
the Oldham-road station for storing large quantities .
of goods. The line is there carried over the streets
at a considerable height; hut, by means of a double
hoist (one half ascending; as the other descends), easy
access is obtained to the level below ; the hoist being
capable of raising or lowering a waggon of goods, of
from eight to ten tons' weight. The arches below the
line are admirably adapted for warehousing purposes,
and the Company has also a considerable quantity of
land adjoining, great part of which is laid with rails
-in various directions, to facilitate the receiving and de- ,
livering of goods, loading and unloading the waggons, •
&e. Altogether, it is computed, the Company pos-
sess at the goods station not less than eight acres of
land, all applicable to the purposes of the goods .
traffic. At and around the Victoria station, notwith-
standing its centrality, the Company possesa no less
than about thirteen acres of land, laid out as we have de-
scribed, in approaches, in the line, ac., and sidings,
in the various offices, arrival and departure plat- •
forms, &e.; a part only lying between the carriage-
way
and the river Irk, being as yet unappropriated,
except that at one point, nearly opposite the centre
of the station-house, a foot-bridge has been carne -
from the carriage-way, across the low ground and -
over the river Irk, so as to give an entrance into,
Long Millgate, just by the end of. Mr. Richard
Roberts's mill, and near Todd-street. This, which -
may be regarded only as a temporary means of ap-
proach and outlet for passengers to and from that •
quarter of the town, is fast approaching completion
if, however, a proposed improvement be carried out,
which would continue the carriage-drive from Hunt's
bank, nearly in a direct line to Ducie Bridge, thus
forming a very desirable junction with the Cheet- -
ham Hill road—the means of access from that
suburb, not only to the railway, but to . the
Exchange, and the lower part of the town
generally, would he very greatly improved. •
While mentioning proposed improvements' in
connexion with the extension line and the Victoria • ,
station, we may notice that the Liverpool Railway •
Company have liheraily consented to erect a foot-
bridge alongside of the-railway bridge they are about.
to throw over the Irwell (which is to be iron, of one
arch, 120 fec t span) ; and the inhabitants of Greengate
and Strangeways will thus be furnished with :the
means of free and ready communication. Another
bridge over the Irwell is also contemplated, at a point
opposite the Palatine Hotel. This is proposed to be a
bridge both for foot passengers and carriages; and • •
already estimates have been made of the cost (said to
be about 4,0001.), towards which 3,0001., it is stated, •
has already been subscribed by the authorities of
Manchester and Salford, and Mr. Samuel Brooks,
the owner of a considerable portion of the land ad-
joining the river on the Salford side. These va- •
rious improvements, if carried out, will greatly '
change the appearance and character of that entrance '
to the town, which, from being proverbially the
worst, is likely to become the best and most direct
Toad in point of convenience, and the greatest tho- •
roughfare in point of traffic; combining, as it will,
the greater part of the carriage communication from.:
the New Bury Road and the Cheetham llill Road,
together with much from Salford, and the whole
uf-
the arrivals and departures by the Liverpool ant
Manchester and Manchester and Leeds Railways. I%'e• • •
understand that the
Manchester Exeliangdeisitainisice from the
bc,eilear carefully
lly stationlnea:o tirt,le
di„.
and found to be
.just 494 yards.
joint one for the Ili&
two la entirely executed by,
of
ee
Companies, has
a thoughbeen
time Leeds Company, who have erected the suite oF
offices, and complcted the works of the line, the ap-
proaches, &c. The whole has been under. the ma-
ovum an 4 wrlinte4dence of Ur. Ciopell, thy,

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