The Sun.
London, England, 1845-10-25 00:00:00

TRE SUN, LONDON, U, OCTOBER, 25, 1845.

RAIL A

spntn, or , . . , ...„ , _,
sT,„. , JAIL S-151;L;C aOus,lasslss.
'''DAIID
Nate, —The Times perseveres in its efforts to
ea th_ . panic in the railroad share market. The project has
itot! le otation of extreme facility. Let a child or an
sib, the Cry of fire in a crowded theatre, and the sa-
hi! ef the lives of many will be the probable, if Lot cer-
;', toss
l'ste equence. If it is asked what other temptation the
tent eau have to produce such a calamity as a great corn-
r'ntsket
_l„arra, the answer will be found in the uniform
likely t of that journal. It is enough that the Times is
interest ° be named in connexion with any topic of general
kinentivte ensue that the Times will press that topic pro-
,tie esa'' tier Public attention, without the least regard to
t4hrrittor a it may produce by doing so. There may be
114. ton tefes understood at Capel-court fir the line taken by
4inta Patti9°ry, but as we know them not, we shall not
se ,Particularly advert tothem and the motives that
eiaelr.eadY. assigned are quite sufficient to explain
acid of t,,.‘ of the Times. That journal, in an
nilsa, Projectsorg, prosecutes its design by treating all
Itkir'a in the mass as bubbles. Now we have it-
tatot t.'3lvaered this misrepresentation. A railway project
itikaher bubble, because it proposes an object of solid es-
project
inane ie,srlf, and permanent duration. That such a
'‘'o r,';','screet, or that men may speculate indiscreea7
;all a
s'tict., prudently conceived, is what no man familiar
44., . Pint of commerce will be disposed to deny; there
lisie'44B._ Much rash speculation in the ordinary material of
Intestm?,ll he charged against railroad enterprise. This
tafttetsu_t help, if it were desirable to prevent it, but are
th "u reason to extinguish all trade and all enterprise
I.;,:itateerte is in the country an amount of dormant capital
tut this ci° twelold the cost of the projected railways, and
ts, ailf aerrilant capital is in a course of rapid increase, no
1,77 n liee'erlY, at this time of day. Why, then, must
Z'''
glilsi-iZoarilY be
adeficiency of means to com-
es _-. works in contemplation ? If some indi-
capital have committed themselves by
Sitentes, their places will soon be occupied by parties
dour,?, complete every engagement ; and this simple
i'atp a "111 be executed without noise and without injury,
is 4(1 tumult are not created by the means which the
ttZsis7 PlPloying. It is to be remembered that pie
,_ tpnt,railtvays must be necessarily gradual, extending
ZrListiO4:e present scale, very little beyond the annual ac-
Vitt sfdeef the country, and therefore leaving the vast
iiiZ If h,rlilent capital already accumulated as a reserve
od, , country, indeed, is unable to meet the railway
,iitlio:4)N. could it support a single year of that war
Ott:4 the Times has, by its libels upon the French
tsite„,,lkti.the French army, the French marine, and
I t n 7 People, been for years labouring to plunge
ONay be that though the ultimate
.ability
fityN, shareholders a'enerally to meet their en-
sst(;ttilt ls admitted, '-serious difficultieg threaten
,t, t‘l fot?f the process. We ase told of an extrao7lina,ary
'l':ve ttlit"eY to supply the ins-rrument of deposit, i, nt.
'f,i44, ;it if at the deposits may be inZtle by very slightly
le'llii ' '' an all upon the general cirealation. Exche-
Stle ' Probahi ' •
~.iitoOf 1110,, y, or transfers of stock will serve the
;40 :010' except in the case of the very smallest
or cash even in their case the demand for Bank
Nk. e 0 be cannot be more than transient, certainly
As toPMd the license of issue lately given to the
wil fro the absurd hypothesis that money must be
liskttPothesi ill trade in order to meet railway engagements,
,4t, to ra,sB exposed by us long ago, the Times does not
rla,,,,'Y estecr°duce it. What, then is the danger attending
VII, t, arePtlise that must 'not 'attend every great im -
gut and n that may not be obviated by the exercise of
Nene tql°,anon sense ? In all cases of vast enter-
\kik lhereie,_lle much gambling; this is inevitable. But
4111,41', to sit with our arms folded and our legs
slttntlrm 'Y resolved to abstain from all means of im-
Ntnnersreanistances, because forsooth a few pennyless
!ttr their`uaY be tempted, by moving in our company, to
,„an at Poverty and want of principle. We would go
~,I.Ciierperi:iraes in recommending reasonable caution i.n
14‘14 ~e' But to recommend reasonable caution is
ko,s. tst t'l to proclaim to men they are ruined, when
04 ailotillle effect of such a proclamation can injure
4.lt,tkirnottitteeder and a very different. thing. We are as
Irhste, as we can be of any thing, that there is no
I;4,ttihe role'. of failure in the railroad share market,
t,iii as Itl'ire be artificially. produced by an artificial
1440 the 2,1 e Times is labouring to produce. The spirit
t:ltti:log attract
writes upon this subject will be seen by
.w.
oeo44;ract :
Ith ut ,L can complete the railways. already autho-
Orai: most serious and, for the time, a most 'neon-
-4 4tioil 01,011 its capital—if it can without an immense
Allnch , the inconvenience authorise next session only
tktt:lto one
it did last—if 15,000,000/. are next February
t not Ile Accountant-General without a great con-
k th 0413, i
k't4l,tll, (if n the share-market, but in the money-
tkit4 titip4t. course, the event will show the worthlessness
lit;')e,iri iofi°ns• Strange is it that people should boor c!titid
tAiiiioellriitetts.llPerate rage, when our error, if errit is,
own conviction and its own penalty. The
10 to moralist observed, that the worst you could
thei''rntaiia.ll Was that he might prosper as much and as
tre litotar,, A rational hostility would leave us alone to
o,,lterlo,' fruits. of our own perversity."
k114,,,t4e hiLf,nistaken, the Times has here borrowed a
thr", Asi'ok of its former prompter and patron, Mr.
keno we remember the convulsion was a few weeks
,11'4,t1rtiYi: Thiss for November ; it is now postponed to
tititt,i Pred!l,l.s just according to Mr. O'Copriell's practice.
isnph 'late he is
appears likely to be falsified at its. first
'lt'll. ill henfe Is sure to borrow a little time, and in this
"'ll4ll Una's' annually repealing the union for. fourteen
I,„'ils'laq„'esPect the Times improves upon him. Mr.
IZtit"ttititls his head, which, whatever its value (and
V:aholest• Paul's head, we can imagine it in a place
'ttilkes be useful), still exists in rerum nature. The
tOest„.°lllY its character on the worth of its antici-
11* • Slte),-.'e is indeed small, but in February we shall
iaktistel:l- to claim it. And it is chiefly on this account
"3tis:•ssfie the foregoing extract.
iAtk,Ltles tc,e ,e,Ourse we have thought proper to pursue
'lti t'l,„ershvi Lae mania for railway speculation has ex-
-0,71 'e alarm among those who depen for their
iVestf ie,eftain temporary value being attached to
kl.ltlat Intl
a worthless article. It is not the dabblers
o:t,`°tit 441 tine speculators in scrip alone whose harvest
trl, t tt,arc, at short by the bursting of the railway bubble.
I"kiN iY others whose interest it has been to keep the
%S,, tirnv'r speculation alive, and who when it receives
lt. tS,,ith bwill find themselves deprived of a source of
Vf"•,t 'Cawing never been fair and legitimate, will
kt..,,11l s Permanent. The clamour raised against us
ktr kph. ko,,Poraries is natural enough ; for while the most
V'rtrkt b corrupt of them has been saved from
St P` nee three or four have been called
k tt:blie- '-)Y the insanity which had taken possession
yb,,i ,e', i,pd, and they all feel that their gains will
kt,ietlio .-Ple are brought to their right senses. The
14neviits shares in railways that will never be made is
‘ciOrtii with the absurdity of paying for advertise-
` k 4 tit,a's Which nobody reads, and the proprietors of
ai,lit„,resT:e acutely sensitive to any at on
.trashy
%,,,,, e.ll in which has a tendency to bring all
',,"' ,s,ill,,eval to its proper level. Such has been the
Nitciiete 11.43' advertising that papers have been started
if' i„ tora„eyer intended to be sold or read, but only
tt lir ''. of the money that was being thrown away
.%it ttrae elirni..,
:•1 tti > al, mater announcements and prorectuses.
tilittev,4),S this kind of emolument will cease
I 1 Illy 'le mind has been brought to a sound
IN at,i of tradition. We could not blame the
L.N,N, t,' cob, e journals who profit by the folly which
N,L444t ekinne as a medium of publicity, but we do
t.& ttuift'raesty which some of our contemporaries
t,nDi'liketc" of it reportinc, all the exaggerations and
',t,:4 44lie at railway meetrngs for the purpose of deceiv-
:t,Lt, itNi 'Zara fraud in which-a
portion of the
_press has,
61`111,, a bribe, allowed itself to participate. Of
ktuliMio," not have been consistent with our principles
too te have betrayed our duty to the community
, het"' 114,1'011er to which we have alluded it is
Ilti.`ne riner" ourselv h d with inconsistency by one
tl/4 it „ Porssi es c arge
will 1,,,41t of Posit es, because we i not lend our influence
410 r ~, of schemes to which we allow the
lio,ssh, orvertising columns. We are accused,
t, tviti_` writing against our own sentiment? ;"
t‘, tY ti4llsarlie uns have been freely expressed against
:'list,),;etighst Some of which have, of co:nrse, sought
~lo tlitojetnld 11?.e medium of our paper. IN e should be
eilr of ,s., Indeed if we were compelled to adopt the
itth NI lvosis-r numerous advertisers, the mere attempt
,th,srsO„ " involve the impracticable task of reading
1143515„-`l!lits '„lllent brought to our office and deciding
SWlntisi`'lle in 'which we could sympathize. The folly
'''' to IthicV s° apparent, that we wonder at the amazing
il; ths could
Itrstat rge have committed so egregious ablun-
Z,'iNn'tsit(ills. with inconsistency for not supporting all
tiki 'stv,teJects to which in the way of business our
otlttllkil'ich, 0-otirs are open. We can understand the won-
ItIN 4, it,4 Ws eat, Contemporaries contemplate the contempt
<<' by vsrti,ern` afford to regard the minor considerations
Otirsk :t toil, ents, or the purchase of a few hundred
`,l.setti les4rl donwishig to see its proceedings re-
ii% ih 1151; they
not deserve ; but we cannot
14114:iti ag %is „ , •e can be accused of venality for not
~ "tti,,Nittrr,„altrY and dishonest traffic. We are, as we said
't Lttli 01-Tatio-rT that renders it impossible. for us to. stoop
tilttinyt 7,las, llett b, in a fraud upon the public, for our interest
ti‘lasee",',glier ground, and it is to the knowledge of
,tstr 'Y to ' far above all other considerations than
N ' 14 t t boast, WA'.itwithout
1614,,1tttil . Public that we owe—we say
Itt(lt;4 'shave felt c'f it—our transcendant influence. The
tktseiv N.„7ttticalled upon to make on the subject of
ki,.l)tibltek'4l4,lt:l in railways that has lately occupied
silsy lc to" ate the community, have, we are happy to
Ql,tsjee,Datteeerlect we desired—namely, that of causing
,Nttnete:' that
was
discriminate before risking money in
i,iNt.piC)jtawas advertised. We have never said that
4,Nav,?,iutt,,.,,,aii: bad alike, but nearly all of them have
!,.thotL, up (eent'imeh the prospect of their value as a per-
Vann, ' either Piss not warranted. Every scheme that ,
Olt wort? a prj u3' fraud on the one hand or credulity on
}„Nkttert will
117. much higher than is justified by its
0 pretttes tthe_ tiinately find its level. Some one will
1:44411),'I agail the crash arrives, and our warnings have
eq. •se ttott • "' the madness of buying that which,
,Ai 14., Net 'Mg
litattioteat i frore
talet waste paper, must eventually be
tell',Prise market. We have been accused of
nsa' a,: Prait'ellt a parcel of pickpockets disturbed in
k,t4„ths e' rlittes.„ es,l3y the entrance of the police might
iht'q 41'3' sip/tees till uar warnings have been already kis-
S.kitoi,ta fr! have 7 have produced ; and we feel satisfied
st': tihtetne tan rtlitivallse to thank us hereafter for having
4t,, r,. Slashtt arid • The conduct of those who profit by
k t ' Of -R, ' are desirous of stimulating it for their
itik.'seittistint hig'ill:rih,telligible, if not iexcusable. Our inter-
7stte4 rein 4te Of trd, and we cannot sacrifice the perma-
YlirrarY lituPablic in order to gratify its indulg-
t'e Lliti in` ALE efrecta 11.1e'llr, which is likely to prove most
4tiiwn,
er E......0u, if the evil be not firmly grappled with.
111,,,ntsesYs. shetter frZOntemporary, the Times, displayed
it,,iltl;lle 1,111;rtlug yesterday in his commentaries
fume and usefulness of the railway
t'lll t(iltlnfileZusa;laittd, and credit is asked by him for
I:Pill't 'lrs stile ecasious d . -
srns eßlir 'tit did re descanted with some enthu-
. oft, 'at th_ sults which the completion of rail-
p;),44;'tirterY islandaietilail„„cispreiie would produce upon the social
4. J,4 ti el. be in E_ . even looks forward to the time
ILttr, o rne ever hu ?glantt will he within a walk of the
ttiT,lis`lialt '''' el cash Otheral Englishman brought within a
• Flo 'if the have This.l4' tl Pr ve Yet is seeing further into the
ti tett te,„4 erai„ , , attempted to do, but the main
thtkvetl,giat 'th look
at ti speculation is, that the hulk of the
1111Irfittillartee eellatrs.,„„.•
question in a similar light. con •
tiled 1 , ' by
i te.4l, ade thakims railroads , the d • • '
tit,l .iil - Ups ,s the m. They y desire to participate in
itf to as o 1", . expect that the new lines
'ir ald 4iie far._ cost than the old ; that 15,000/. per
VII,O tt Y' 'r
as ,30‘,000/ •
a ON that, ;nth • did when the system was
th nseehares not„be i.se '''lgh fares must be reduced, di-
oe
..,_, ,e,,, of the ; Buieing their faith on the pike
ti.trleCepoil'i some ot4.tondon and Birmingham, Great
lislttioNrdthe es will se leading lines, they set that
Ili ' tr ' \iill' Bartle -e rld9ally desirable ienxypestments,
al 'rk thell amount of
!NI avid.hi 'ire cherish d ividends. Actuated by these
tiiscrip t to hest to th by the great mass of the na-
itt ,,_ : 1,,,, („bNi, e owes
t, .., they have rushed forward
t„to,ki,..tieriee h The spien(fildt,vnispiownisthofawvieadittyh
slit'. tk•lil. ritet been bo'unT'es in every scheme announced
,ee,•2thieteanlveadreeceah:e,id,oa chec.k of late, and speculators,
at
th
thus s premium
conjured '
a moderate is od thing ' ' of it' had. they been
profits, now haunt the alleys near

aid smiles, now look coldly at the eonteeis of tleas p,sket-
books, and pronounce them nothing better than "rubbish."
This disparaging valuation is applied to all scrips alike that
do not command a premium, and the scrips of. some lines
may not perhaps be much above par at present, which com-
manded 21. or 3/. nrernium before the Bank of England threw
out the signal to shorten sail ; and the shares of really good
lines are thus indiscriminately mixed up with, and suffocated
by, the had We have used our humble endeavours to
stop this evil, not seeking to conceal our misgivings respect.
ing the state of things, frequently urging on the promoters
of new schemes the propriety of postponing them, and il-
lustratin g the illusory means adopted in some COS 63 to folee
up the value of shares. We have pointed out at the same
time that, in the midst of all this abuse and danger, he ex-
tension of internal comninnication by railways was in itself
worthy of the age, and deserved the support of every friend
to peace and civilisation. We do not, on the whole, Sesiievp
that there is much difference of opinion about this amongst
impartial and intellectual minds, Our contemporary hears
testimony that his thoughts are not at variance witli those
who expect immense advantages from the construction of
railroads, but he says, and we have often plaid the same
thing nearly in the Fame words, " that it cannot be done all
at once, and the more haste the less speed." Let the public
pro' then use its influence to induce, site promoters of new
• r
schemes t 0 be less Impatient, to be ieSS :Trettions in their
movements, sal shed that if their seltemes be really useful and
brought forward under proper auspices, that they will Rios
mately receive the sanction of Parliament when there is
time allowed fairly to disease their merits. Having said so
much upon the general question, we have still a few words
to offer on the deposits. It would afford as some gratifica-
tion if we could discover signs of accordance on this point,
but we have not been able to discover any. After all that
has been asserted and argued, admitted and denied, the pea,
according to our contemporary, is not with the bankers after
all. If they have got it. he says they have not kept it, and
whether it be 15,000,000/. or twice ae much, the money has
not yet been paid. We freely acknowledge that there la no
certainty of the amount that has been paid, but we repeat
our statement, which will be borne out generally by those
versant in the practice of the market, that in the great bulls
of schemes the deposits called for were duly paid to the
bankers on allotment. It seems to us that much
confusion has arisen in reference to this metier
from not attending to the manner of payment.
It has been supposed, and very naturally so, that if
the banks have received payments to the amount of ten per
cent. on 300,000,000/., or even on 150,000,0004, that they
would show evidence of pecuniary plethora; they would be
holding out encouragement to the most improvident specula.
tion, and in place of seeking to raise the value of money,
they would find it a mere drug in their hands at the lowest
rates ; in short, that they would be up to the eyes in scrip,
and urging the members of the Stock Exchange to take
money from them on any terms. But It must be kept in
s'ew that in the majority of cases, both in number and
value, these deposits were paid into the bankers by cheques.
The parties went with their letters of allotment to the
bankers appointet: by the provisional eommitteee on the
stipulated day, and rj:4ved a receipt for the proper
sum in simple exchange
their own cheques, and
f.:,7
where the person paying had tint an account with
the bankers of the company, he gave a crossed cheque
for the proper sum. The operation, therefor'', was merely a
transfer in the bankers' books from the accounts kept by A,
B, and C, as individuals, to the credit of I), the name of the
company. The actual amount of deposits in the banker's
hands may not have been increased to any material amount
by payments made in this way for deposits. The character
only of them may have been altered, in so far as the cheques
paid were placed to the debit of the individual accounts of
A, B, and C, and passed to the credit of the companies.
When the transaction was managed again either by pay-
ments from country banks or by crossed cheques, the whole
affair resulted in settling of balances at the clearing-house.
These remarks exhaust the subject so far as concerns the
payment into the hands of the bankers. The next operation
will be to transfer the amount from them to the Accountant-
General, but that branch of the question has been already
worn threadbare, it being, as our contemporary truly ob-
served, merely "a transfer of so many names and figures
from certain accounts in the banks at large to one account in
the Bank of England."
HERALD.—The Times has at length "let the cat out of
the bag." It has disclosed the motives—or at least one of
the motives—by which it has been actuated in its crusade
against railway enterprise, and its attempts to create a panic
in the Railway Share Market. It charges upon the more in-
fluential portion of the metropolitan press that, in opposing
its efforts to destroy public confidence, it has been influenced
by self-interest, inasmuch as it participates largely, in the
shape of advertisements, in the " profits of the bubbles"
and " chimeras " they recommend. "The peculiar morality
to which Capel-court has given a local habitation and a
name, may," it says, " have trespassed into the purer regions
of the press." This imputation of corrupt motives against
the entire press, for the Times has the satisfaction of standing
in a minority of one on the occasion, comes with a very bad
grace from a journal, whose character for corruptness has long
since passed into a proverb. If the rumour so pre-
valent on the Stock ;.Exchange, in reference to the probable
origin of the onslaught of the Times upon railroad specula-
tine be correct, it has very substantial reasons for its policy.
We shall not, however, stop to refute a charge evidently de-
signed to avert the suspicion of bad faith from its authors.
It is clear, from the subdued and modified tone which they
have now begun to assume, that they have discovered that
they have gone a little too far, even for them. The Times of.
yesterday has dropped one-half of its 30,000,0001. of depo-
sits, and is now content to affirm that even 15,000,000/. can-
not he paid into the hands of the Accountant-General
without a most inconvenient drain on the capital of " the
country, and a great convulsion in the Railway Share Mar-
ket." To arrive at such a result, it is necessary to suppose
'that the bankers, to whose custody these deposits are con-
fided, will lock them up in their strong boxes, there to re-
main until their transfer to the hands of the Accountant-
General. But this no more follows than that the
bankers should re-issue them to pay for fresh sheafs
of railway scrip ; or employ them in imprudent
and dangerous speculations. Such an imputation on the
great body of the bankers of England is a calumny as un-
founded as it is injurious. Nothing but an obstinate determi-
nation to create distrust and confusion in the commercial
world could have suggested so damaging an imputation.
Were some 30,000,000 paid instead o half that amount,
it might be temporarily withdrawn from circulation without
any of the evil consequences predicted by the Times. But it
is not surely pretended that the aforesaid bankers will repair
to the Accountant-General at the period fixed upon for the
transfer of these deposits, and pay them over in specie. If
however our readers would fully satisfy themselves of the
utter absurdity of such predictions as those which have been
multiplied in the columns of the Times during the last few
days, let them turn to the following authentic list of the
sums passed by bankers at the clearing-house in the year
1840 ;
SUMS PAID BY BANKERS AT CLEARING-HOUSE,
1840.

Barclay and Co. ... .. £107,000,000
Glyn and Co 105,327,000
Jones Loyd and Co 104,000,000
Masterman and Co
Robarts and Co.
Smith, Payne, and Co 64,000,000
Williams and Co 56,000,000
Barnetts and Co.
Lubbock and Co.
Stone, Martin, and Co 33,700,000
Prescott and Co.
Denison and• Co.
Willis and Co.
Hanbury and Co 24,700,000
Ladbrokes and Co. .. ........
Curries and Co 17,500,000

„ ... . .
Spooner and Co.
Price and Co.
Hankeys and Co
Barnard and Co.
Veres and Co.
Rogers and Co 9,000,000
Dorrien and Co.
Fullers and C 0....
Brown, Janson, and Co.
Bosanquet and Co.
Stevenson and Salt 3,500,000
Whitmore and Co.

Total

~.Z984,558.000

Clearing in 1839 £954,401,600
Bank-notes
We have here an aggregate amount of nine hundred and
eighty- four millions five hundred and fifty-eight thousand
pounds sterling, without taking into the estimate the Bank
of England, Joint-stock, and West of Temple-bar bankers,
and ready money paid over the counter by City bankers.
Can anything be more preposterous, therefore, than the as-
sumption of the Times, that the withdrasval of such a sum
as 30,000,0001., under all the circumstances of the case, is cal-
culated to produce the disastrous results which it has suited
its purpose to predict? We shall return to the subject;
meanwhile, we may congratulate the commercial public on
the fact that the absuadity, not to say corrupt prophecies, of
the Times, have carried with them their own refutation, and
are little likely to be mischievous for the future.

Tug REPEALED DIITIES.—The Inspector-General
of Imports and Exports of the United Kingdom, having,
with reference to a minute issued by the Board of Customs
some time back, relative to the amount to be taken on the
importation of certain goods upon which the duties have
been repealed by the new tariff, Bth and 9th Victoria, cap.
90, of the past session, submitted a list of articles of foreign
and colonial merchandise, which are not subject to duty,
specifying the manner in which each article will have to be
described in the accounts taken at the time of landing from
the importing vessels, and consequently in the returns
rendered to his office for Parliamentary and other pur-
poses ; the same has been approved by the authorities, and
directions have been issued to the heads of the several
departments in London, and the collectors and comptrollers
of the Customs revenue at the various outports of the United
Kingdom, to take care that the returns of all such
goods imported are to be made to the Inspector-General of
Imports and Exports in strict conformity with the said list,
which specifies with respect to each article whether import-
ations and re-exportations are to be stated by weight, tale,
measure, or value. As a full and particular account of the
names of the different articles upon which the duties have
been repealed was published at the time of the measure
being introduced by the Government into Parliament, it
would be superfluous to mention the whole of their names
again. Each article is to be returned in the manner
which has been customary, or is from the nature of it best
suited thereto, whether wet or dry goods. The values of
of these duty-free goods, in the instances in which they are
to be returned according to the value, are to be ascertained
in the manner as directed by the Act Bth and 9th Victoria,
cap. 86, sec. 23, and the whole of them, whether at value, by
weight or otherwise, must be entered and returned in the
manner and according to the form therein described.
EMIGRATION TO AMERICA.—We have reeeived a
variety of statements from those who emigrated-46 the
United States last year, or the year previous, and they gene-
rally concur, though there are exceptions, in representing,
matters in the new world as unpromising and gloomy. - 3fr.
H. Redgate has received a letter from a lace-maker, nam4
Bennett, formerly of Old Radford, in which it is stated, thhr
the erroneous accounts sent by emigrants, who, to cover their
own disappointment, write in the most laudatory terms of
their adopted country, are exceedingly injurious, insomuch as
they tempt parties to emiaate who had much better remain
at home. Bennett had heard one poor labourer, thus tempted
abroad. heartily wishing himself once more in Nottingham
Market-place. The poor man, however, like many others,
has foued it to he an easier course to emigrate than to return.
—Nottingham Review.

THE POTATO PESTILENCE.—The crops on the light
sandy soil in this vicinity have escaped tolerably well, though
there are numerous complaints. On heavy soils, more re-
tentive of moisture, "the pestilence" (for so it is not inaptly
termed) is more manifest. There can now be little doubt of
potatoes becoming very high in the market in a short time,
the intelligence from the north, and from Ireland espesially,
being so disastrous, -• and it will be an act of wisdom for all
who have the means, to immediately lay up a provision ofsound
.mots for the coming season of scarcity.—Nottingearn Review,

of tit, ex.-,-nt railv-:- occupied in the
latent i, of every class of s,,,liety, and how anxious almost
every landed proprietor was to have a railway brought
either through or close to his property, and it afforded him
much pleasure in stating that generally a similar feeling
existed along this proposed line.—(Hear, hear.) The South
and Midlands Junction line would in reality form a trunk
line as regarded that part of the country, for it would bring
them into each of the two great main lines of the kingdom
—the Great Western and the London and Birmingham.—
(Hear, hear.) By this course the inhabitants of Bampton
would have a direct railway communication from one end
of the coontry to the other. This line would commence
at Bicester, where, by a junction with the Cambridge
and Oxford line through Wolverton, in connexion
with the Eastern Counties, it would afford facility
of intercourse with the metropolis in one direction, with
Stafford, the Potteries, Birmingham, Liverpool, and Man-
chester in the other. Near to Woodstock, close to which the
projected line would pass, the Oxford and Rugby and Oxford
and Worcester Railways would cross, and thus they would
be presented with the opportunities of entering the two great
railway arteries of the kingdom—(Hear)—at Didcot in the
one case, and at Rugby in the other. Passing next on to
the town of Witney the line would be crossed by a communi-
cation to the great manufacturing district of gtroudwater—
the Oxford and Cheltenham line. At this point the South
and Midlands line would bend off directly south-west, close
to Bampton on to Lechdale. At both of these towns it
was intended to have stations.—(Hear, hear.) At Swin-
don their railway would cross the broad gauge—an end
which hitherto has never been attempted. At this point
the inhabitants of Bampton and Lechdale would take up
the direct communication east and west, to London, and
to Bristol and Exetr, Bath, Gloucester, Cheltenham, Stroud,
and then on by means of the Gloucester and Aberystwith
line, through the whole of North and South Wales.—( Hear.)
He had already stated that their junction with the London
and Birmingham Railway at Rugby would give them a di-
rect communication with the whole of the north and mid-
land counties.—(Hear.) Most of the gentlemen present
held a prospectus in their hands, and if they would do him
the kindness to refer to it, they would find that there was
scarcely a part of the kingdom to which they would not be
able to travel by railway so soon as the South and Midlands
Junction line had been constructed.—(Hear, hear. He was
happy to be in a position to inform the meeting that along
the line there was a general opinion in favour of the pro-
ject, and in most cases he had already received the writ-
ten consent of the landed proprietors. (Hear, hear.)
These gentlemen appeared to think that the course
this line would take was that which would confer the
greatest benefit upon the towns and districts through
which it passed—(Hear, hear)—the more so as it would
provide them with railway facilities to every line in every
part of the kingdom.—(Hear.) Bampton and its neighbour-
hood would thus have every market throughout the country
thrown open to them.—(Hear, hear.) Before he sat down
he might tell the meeting that he had had the honour, in
company with some of the gentlemen who acted as local
agents, of waiting upon nearly every landowner between
Swindon and Bicester, and that out of between 70 and 80
noblemen and gentlemen, they had met with one dissent
only, and that was in the case of a Noble Lord who thought
that the line would cut up a fox cover rather too much.
From eighteen gentlemen out of twenty on a portion of the
line, the Company had received a written consent to the rail-
way passing through their land.—(Hear, hear.) As a proof
that the Company would be quite ready to deposit their
maps and plans in the Parliament-office long ere the time
had elapsed, he might state that upwards of fifty miles of the
line were in the hands of the engraver.
Mr. J. Durrore moved the second resolution :—" That
this meeting having heard the explanation from the deputa-
tion as to the course which the South and Midlands Junc-
tion Railway is intended to take, and of the advantages
which are likely to accrue to the town and neighbourhood
of Bampton, pledge themselves to give the undertaking their
fullest support."—(Hear.) It appeared to him, from what
Mr. M'Murdie had just stated, that this was by far the very
best line that could possibly be constructed for Bampton and
its neighbourhood.—(Hear.) In that part of the country
they were very awkwardly situated as to the other. portions
of the county. Look at Bicester, for instance, and the whole
of that portion of the county, what difficulty the people of
Bampton had to get over there.—(Hear.) They had a very
long and tedious ride, but with this line it would be found
that the ride was not merely one of rapidity, but one of ease.
So it would be with respect to the journey to any other part
of the kingdom.—(Hear, hear.) It was well known, even in
their quiet and sequestered town, that the subject of railways
had for some time occupied very much of the attention of the
public, and moreover that great benefits had accrued to all
the towns were they ran to. The town of Bampton then de-
sire to participate in all the advantages which a railroad was
calculated to afford to its inhabitants. The inhabitants of
the district, as well as the town itself, were anxious to have
the benefit of a rapid, easy, and safe mode of travelling, and
that facility appeared to him to be promised by the South
and Midlands Junction Railway.—(Hear.) He hoped sin-
cerely, too, that the line might be obtained.—(Hear, hear.)
The alteration in the rate of postage had been a vast boon
to society at large ; but it would appear that something was
required to cause that boon to be the more general in its
operation and more speedy in the method by which it shall
be carried out.—(Hear, hear.) Would it be believed that at
this time of day, in the year 1845, in the existence of rail-
ways too, that at such a place as Bampton, not more than
about 60 or 70 miles from London, if an inhabitant of their
town wanted to send a letter to the metropolis, which he
wished should arrive the following morning, he was com-
pelled to put it into the post-office before half-past three
o'clock the preceding afternoon.—(Hear, hear.) He trusted,
then, that if it were upon no other ground, they might have
this South and Midlands Junction Railway, for that surely
would lead to an alteration in this system. (It was under-
stood, by a private communication made to our reporter,
that the letters which left Bampton at half-past three o'clock
in the afternoon, were not dispatched from Oxford until
twenty minutes past two o'clock in the morning.) With
regard to himself he would pledge himself to support them
with every means in his power, for he was confident it would
be most beneficial to all person
_connected with the town.

Mr. T. H. BATEMAN seconded the resolution, and it was
carried.

B. BUTLER, Esq., said that it was of little use the meeting
saying they would support an undertaking unless they went
further, and did all they could to back that resolution by
another.—(Hear, hear.) With the view of carrying out
that feeling, he would move "That petitions be presented
to both Houses of Parliament in favour of the South and
Midlands Junction Railway, and that the Members for the
county be requested to support the same."—(Cheers.)
Mr. H. Monnrs having seconded the resolution, it was put
and unanimously agreed to.

A vote of thailkswas then passed to the Chairman, for his
able conduct in the chair on the occasion.

The meeting then separated.

WARWICK, BIRMINGHAM, AND NAPTON CANALS.
A special meeting of the proprietors of the Warwick and
Birmingham and War Wick and Napton Canals was held on
Tuesday last, at the Woolpack Inn, Warwick. There was a
numerous attendance. Mr. W. C. Russell having been called
to the chair, the meeting proceeded, in terms of the requisi-
tion, "to take into consideration a certain agreement pro-
posed to be entered into between the said Company and the
Provisional Committee of the London and Birmingham Ex-
tension, and Northampton, Daventry, Leamington, and War-
wick Railway Company, and to confirm such agreement or
otherwise ; and also to take into consideration and determine
on the propriety of applying to Parliament for powers for
converting the said canal, or any part thereof, into a railway,
or for making a railway along the line of the said canal, or
any part thereof, and to enable the said Company to sell and
dispose of the stock and property, or to lease the tolls of the
said Canal Company, to any company or persons whomsoever,
and to amalgamate with any railway or other company, or to
enter into any arrangements or agreements with any other
company or persons for the purpose of constructing a railway
along the line of the said canal, and of the Warwick and
Napton Canal, or either of them, into or from any place or
places contiguous thereto, and for raising the necessary capi-
tal for the purpose aforesaid, and also for powers to consoli-
date this Company with the Company of Proprietors of the
Warwick and Napton Canal Navigation, and Birmingham
and Warwick Junction Canal Navigation, or either of them,
and for such other powers for the purposes of managing and
conducting the affairs of the said Company as may be
deemed requisite." In the course of the discussion which
ensued, Mr. D. Ledsam, of Birmingham, opposed the sale ;
but it was finally agreed, there being no other opposition, to
dispose of, the canals to the railway company, each share-
holder in the Warwick and Birmingham Canal receiving
1751. per share cash, or shares in the Railway Company to
that amount ; and the shareholders in the Warwick and
Napton receiving 137/. 10s. per share, with a like option.
Six of the directors of the railway company were present
at the meeting, and signed the proper documents for the ful-
filment of the contract, and a check for 10,0001. was handed
over by them to the Canal Company, as a deposit. The
seals of the two companies were then affixed to the con-
tract, and the meeting adjourned to the 7th of January, when
the next meeting will be held at the same place. The en-
gineer of the railway company attended, and gave a detail
of the intended operations of the company. He stated that
the whole line of the canal would be available for the in-
tended railway, except about three-quarters of a mile. After
the conclusion of the business a large party of the share-
holders dined together.

MINERAL LINES.
The vast influence which the universal construction of
railways will have on the development of the mineral riches
of the earth, has, perhaps, never entered the minds of many
who are thoroughly conversant with the details of their
several routes;
.yet little doubt is there but that many
household luxuries--at present denied not only to the poor,
but even many of the middle classes—will come into very
general use ; among these are marble for side tables, mantel-
pieces, wash-stands, &c., slates for paving, roofing, shelves,
and safes for provisions, and numerous other productions of
the mineral kingdom, will find, in every direction, markets
alike numberless and insatiable. These productions of
Nature's beneficent arrangements have hitherto lain in use-
less profusion, only attainable by the wealthy, from the ex-
cessive cost of transit; but when the districts are traversed
in every direction by railways, renewed energy will be
instilled into the owners of mineral property, and these pro-
ducts raised and distributed among the community, giving
employment to the immediate neighbourhoods, dispensing
comfort, and increasing the civilisation of mankind in gene-
raL It is an interesting subject to notice the peculiar mine-
rals which each of our projected railways will aid in more
general distribution ; and we have selected the following,
stating the productions likely to form a large proportion of
their traffic, viz :

Ambergate, Nottingham, and Boston—Coal, lime, gri
stone

Bridgewater and Minehead—Lime, slate, and copper ore
Bradford, Manchester, and Liverpool—Building stone, coal, &c.
Bedfordshire, Hertfordshire, and Essex—Chalk and chalk rag
Colebrook, Swansea, and Lougher—Coal, copper, iron
Cumberland Union—Coal, lead, slates, flagstone
Derbyshire, Staffordshire, and Worcestershire—Coal, lead,
iron, stone
Dudley, Madeley, and Iron Bridge—lron
Direct London and Holvhead—Silver, lead, copper, slate,
stone
Erewash Valley—Coal, ironstone, &c.
Great Eastern and Western—lron, coal, anthracite, copper,
lime, salt
Great Welsh Central—lron, copper, silver, slate
Huddersfield and East and West Coast—Coal, stone, lime-
stone
Irish West Coast—Beautiful marbles, lead, iron, slate, and
a hard close-grained gritty flagstone
Isle of Man—Lead, copper, iron, lime, granite, marble, man-
ganese, pottery clay, &c.
Lincolnshire and Eastern Counties—Coal, from Yorkshire and
Derbyshire
Leicester and Birmingham—Coal, ironstone, manganese,
granite, and lime
Leicester, Ashby-de-la-Zouch, and Stafford—Cannel coal,
lead, iron, granite, limestone, slate
Manchester, Buxton, and Matlock—Coal, lime, building
stone, marble, lead
Nottingham, Ambergate, and Manchester—Coax, lime, grit-
, stone, limestone
Oxford and Worcester Extension—Coal, ironstone, limestone
Rhondda and Ely Valleys—Coal, ironstone, limestone
Shropshire and North Midland—Coal, lime, lead, zinc, iron,
marble, &c.
Tean and Dove Valley—Coal, iron, lime
Wear Dock and Railway—Coal

Welsh South-Midland—Produce of great Welsh ironworks,
coal, &c.
Welsh Midland—Coal, lime, iron, copper, tin, zinc, &c.

It is rumoured that the Banks of England and France are
about to make arrangements fur the reciprocal remittance of
railway deposits, so as to obviate derangements in the currency.
On Friday a deputation of bankers waited on the Chancel-
lor of the Exchequer to know whether he would take stock
in Exchequer-bills fur the railway deposits.
Arrangements, we understand, have been made for the
amalgamation of the Brighton and Croydon lines.
A communication, amongst other rumours, has reached us
to the effect that Mr. Hudson is to join the Birmingham and
Boston, and that Mr. GI3 n is to be the Chairman.
The Tring, Reading, and Reigate line proposes to form a
triangular route, and to establish a triple terminus, by adopt-
ing the Birmingham Railway for its northern, the Great and
South-Westerns for its western, and the Dover and Brighton
for its southern extremities.
We learn from the Railway Telegraph that at a meeting
of the Directors of the Eastern Counties Company, on Tues-
day, Mr. Bagshaw in the chair, a resolution of thanks was
passed to Mr. Bosamiquet, the late Chairman, for the manner
in which he had presided over the Company's affairs for the
last ten years, requesting him; at the same time, to retain his
free pass-ticket over the railway and its branches.
At a meeting of the Kendal and Windermere, on Wednes-
day, it was agreed to lay down a double line of rails.
DIRECT LONDON AND MANCHESTER. LINES.—The amal-
gamation between the two companies (Rastrick's and Re-
mington's) has been finally concluded. Yesterday the two
engineers met the Directors at the:offices in Moorgate-street,
and gave the board the assurance that the survey of the
line from London to Manchester was completed, and ready
for Parliament.

GREAT WESTERN. - The Directors have given notice
that they have entered into the agreement recently pub-
lished, for the permanent possession of the Bristol and
Exeter Railway, subjected to a fixed rent-charge, for the
express purpose of promoting, with perfect fairness to that
Company and a due regard to the interest of all parties, the
very best direct line, on a continuous broad gauge, from the
south-western ports of Cornwall and Devonshire, through
Exeter, to the metropolis, thus affording comprehensive com-
munication in the district between Yeovil, Bridport, and
Exeter, recognised by Parliament in last session. The Di-
rectors will recollect, that at the forthcoming special meeting
the undertaking and extension of their own line from Hunger-
ford, through the Pewsey Valley, to Westbury, with abranch
to Malvern, will be considered. By a change in the direc-
tion of the Wilts and• Weymouth line, between Westbury
and Frome, the main western traffic, direct from London,
will reach Yeovil within a distance of 126 miles, of which
91 miles of railway have been either constructed, or already
sanctioned by Parliament. A new Company will be formed
for a line between Yeovil, Bridport, and Exeter, by an asso-
ciation of residents and landowners, with guarantee and
prospective increase of diridend. The surveys are said to
be in progress, together with the necessary applications for
the coming session.

SCOTCH LINES.
CriaxspiLE Juitcc-nozi I:Arms-Av.—An extraordinary meet-
ing of the shareholders of this company was held at the
Black Bull, Hotel, Glasgow, on Tuesday evening; James
Dunlop, Esq., of Clyde Ironworks, and chairman of the com.
pany, in the chair.
The following report by the directors was then read by
the secretary :
_ _

" The directors have called this general meeting of the
shareholders for the purpose of submitting to their approval
an arrangement which has been entered into with the di.
rectors of the Caledonian Railway.
" That arrangement is embodied in the minutes of this
board of the 24th and 25th ult., which are now laid before
the meeting ; and the following is an abstract of the terms :
" 1. That the stock of the Clydesdale Junction Railway
Company (including the 120,0001. of stock agreed to be given
for the Polloc and Govan Railway) shall be immediately
amalgamated 'with the stock of the Caledonian Railway Com-
pany at par.
" 2. That the holders of the Clydesdale Junction stock
shall be guaranteed a minimum dividend of 6 per cent. p
annum thereon, payable half-yearly, from the date of th
opening of their line.
" 3. That they shall likewise participate share for share
with the holders of the Caledonian stock in the profits of the
united company, so far as these may exceed the above per
tentage on united stock.

" The directors feel no doubt that the above arrangement
will meet with the cordial approbation of the shareholders.
They are satisfied that it is greatly for the advantage of both
companies. To the Caledonian Company it secures con-
nexions with the various Renfrewshire and Ayrshire rail-
ways and the harbour or Glasgow, and also the means of
obtaining a passenger station in the centre of that city worthy
of so important a line; and to the Clydesdale Company
it ensures a large fixed return upon their capital, commencing
from the moment their line is completed, with a participation
in all the additional profits and other advantages which may
be expected from such an alliance; among these the directors
may refer to the new stock about to be issued by the Cale-
donian company for carrying out the various extensions,
branches, and stations, acquired ' and projected by them.
" The shareholders in the Clydesdale Company u ill be en-
titled to an equal allotment of that new stock, which it is
understood will be issued in the proportion of one share of
251. to each original share of 501.
" The directors have taken the opportunity of the present
meeting to request the shareholders to fix their remuneration,
and that of the auditors, and secretary, and treasurer of the
company, until the act of amalgamation be obtained."
R. JAMIESON, Esq., of Newferry, Cheshire, asked if there
was any fixed time when the railway was to be completed?
The CHAIRMAN said it was proposed to open it in two years
from the time they took possession of the ground, and he
was not awareof anything to prevent this being accomplished.
DAVID SANDEMAN, Esq., of Kirkwood, then moved that
the meeting approve of the report, confirm the arrangement
therein referred to, and authorise the directors to concur with
the Caledonian Railway Company in applying to Parliament
for an Act to carry it into effect. .
G. KIDSTON, Esq., merchant, Glasgow, having seconded
the resolution, it was carried by acclamation.
ROBERT JAMIESON, Esq., then moved that the following
sums be placed at the disposal of the directors 5001.
for the remuneration of the provisional committee, 7501. for
the remuneration of the direetors for the current year, 50/
for the auditors, and 4001. for the salary of the secretary and
treasurer during the same period.
J. MACDONALD, Esq., seconded this resolution, which was
carried arm. con.

Mr. JAMIESON then asked when it was proposed that the
new stock should be allocated?

The CHAIRMAN said he believed it would be immediately.
The Caledonian Company would meet upon Nov. 5, to allo-
cate their new stock.

A vote of thanks to the Chairman was then proposed by
W. DIXON, Esq., and carried unanimously, after which the
meeting separated.

STATISTICS OF GERMAN LINES.
TRAFFIC FOR AUGUST, 1845.
. LUIZ AND BERDEREIS.-Passengers, 3,129 ; goods 65,970
cwt. ; receipts, 28,226f1. Corresponding month, 1844, 25,0676.
Length 85 miles.
LUIZ AND GMUNDEN.-Passengers, 22,003; goods 81,000
cwt. ; receipts, 28,479f1. Corresponding month, 1844, 26,732f1.
Length 45 miles.
KAISER FERDINAND'S NORTH LINE.-Passengers, 71,133;
goods, 193,751 cwt. ; receipts, 174,4346. Corresponding month,
1844, 156,1218. - Length 210 miles.
A BRUNN (BRANCH TO).-Passengers, 35,879 ; goods,
180,513 cwt. ; receipts, 158,6096. Corresponding month,
1844, 139,727f1. Length 195 miles.
b STOCKERAN (BRANCH To).-Passengers, 35,254; goods,
13,238 cwt. ; receipts, 15,7246. Corresponding month, 1844,
16,394f1. Length 12 miles.
VIENNA AND GLOYNITZ.-Passengers, 172,600 ; goods,
144,634 cwt. ; receipts, 132,60013. Corresponding month
1844, 125,0146. Length 50 miles.
AUSTRIAN GOVERNMENT LINES.-No returns published.
BAVARIAN GOVERNMENT LINES.-Passengers, 66,993 ;
goods, 58,000 cwt. ; receipts, 59,376 Rhen. flor. Correspond-
ing month 1844. line not opened. Length, 106 miles.
a MUNICH AND AUGSBURG.-Passengers, 28,734 ; goods,
36,01'0 cwt. ; receipts, 31,558 Rhen. flor. Corresponding
month 1844, 30,555 Rhen. flor. Length, 41 miles.
b AUGSBURG AND DONAUWOERTIL-Passengers, 111,199 ;
goods, 13,000 cwt. ; receipts, 9,072 Rhen. for. Correspond-
ing month 1844, not opened. Length, 26 miles.
C NURNBERG AND BANSBERG.-Passengers, 27,420; goods,
9,000 cwt. ; receipts, 18,744 Rhen. flor. Corresponding month
1844, not opened. Length, 39 miles.
NURNBERG AND FURTIL-Passengers, 45,770 ; goods, 228
cwt. ;I receipts, 4,979 Rhen. flor. Corresponding month 1844,
5,226 Rhen. flor. Length, 4} miles.
TAuNus.-Passengers, 107,538 ; goods, not known ; receipts,
71,383 Rhen. flor. Corresponding month 1844, 62,236 Rhen.
flor. Length, 27 miles.
BADEN.-Passengers, 258,874 ; goods, 118,896 cwt.; re-
ceipts, 223,241 flor. Corresponding month, 844,
123,242 Rhen. flor._; length, 182 miles.
HAMBURG AND BERGEDOIIF.-Passengers, 25,653%, goods,
1,270 cwt. ; receipts, 12,392 mark tour. Corresponding
month, 1844, 9,286 in. c. ; length 11 miles.
ALTONA AND KIEL-Passengers, 37,004 ; goods, 130,922
cwt. ; receipts, 73,560 m. c. Corresponding month, 1844
(not opened) ; length 70 miles.
GLUCKSTADT AND EutsnoßN.-Passengers, 6,422 ; goods,
900 cwt. ; receipts, 4,000 m. c. Corresponding month,
1844, (not opened) ; length 15 miles.
RENDSBURG AND NEUMUNSTER.-Opened on the 18th of
Seplember ; length 25 miles.
BERLIN AND ASHALT.-Passengers 37,597 ; goods,
41,753 cwt ; receipts 64,837 thalers. Passengers,
month
in 1844 ; 64,267 thalers, length, 102 miles.
BERLIN AND FRANKFORT.-Passengers, 25,066 ; gopds,
10,770 cwt. 9 • receipts, 19,821 thalers ; Corresponding matith,
1814, 19,285 thalers ; length, 53 miles.
BERLIN AND POTSDAM-Passengers, 45,439; goods, not
known; receipts, 19,173 thalers. Corresponding month in
1844, 17,957 thalers ; length, 17 miles.
BERLIN AND STETTIN.-Passengers, 32,279; goods, 61,182
cwt. ; receipts, 45,114 thalers. Corresponding month in
1834, 40,679 thales ; length, 90 miles.
UPPER SILESIA.-Passengers, 25,849 ; goods, 31,745 cwt. •
receipts, 15,965 thalers. Corresponding month in 1844,
14,654 thalers; length, 53 miles.
BRESLAW, SCHWERIN, AND FREIBURG.-Pass engers,
36,311; goods, 95,133 cwt. ; receipts, 25,739 thalers. Cor-
responding month in 1844, 21,150 thalers; length, 42% miles.
LowEit SILESIA.-Passencers,.2o,93o ; goods, 1,275 cwt.;
receipts, 11,257 thalers. Corresponding month in 1844 (not
opened) ; length, 41 miles
SAXON BAVARIAN LINE.-Passengers, 18,757 ; goods,
36,077 cwt. ; receipts, 15,952 th. Correspondingmonth, 1844,
13,959 th ; length. 45 miles.
LEIPZIC AND DRESDEN.-Passengers, 56,876 ; goods, 92,643
cwt. ; receipts, 62,906 th. Corresponding month 1844 :
57,600 th. Length, 77i miles.
MADGEBURG AND Litirzic.-Passengers, 72,429 ; goods,
10,119* cwt. ; receipts, 66,064 th. Corresponding month
1844, 63,045 th. Length, 80 miles.
MADGEBURG ANDIIALBERSTADT,-(NO returns published.)
BRUNSWICK.-Passengers, 67,509 ; goods, 112,748 cwt. ;
receipts, 30,791 th. Corresponding month 1844: 25,687 th.
Length, 45 miles.
HANOVER.-Passengers, 24,349; goods, 32,678; receipts.
15,934 th. Corresponding month 1844: 13,951 di. Length,
41 miles.
DUSSELDORF AND ELBERFIELD.-Passengers, 40,54$ ; goods,
1,110,42%cwt. ; receipts, 29,462 th. Corresponding month
1844, 47,818 th. Length, 17% miles.
RHENISH LINE.-Passengers, 56,608 ; goods, 261,5167 cwt. ;
receipts, :73,616th. Corresponding month, 1844, 672-46th.
Length, 57 miles.
BONN AND COLOGNE.-Passengers, 90,243 ; goods, 1,34i'
cwt. ; receipts, 19,098 th. Corresponding month, 1844.
10,709 th. Length, 18 miles.
Total number of passengers in Aug., 1845. 1,477,909 ;
goods, 1,455,617; receipts in Rhen. flor., 1,755,639. Total
number of passengers in Aug. 1844, 1,183,553 ; goods,
1,242,058 ; receipts in Rhen. flor., 1,444,989. Increase over
the year, 1844: passengers, 284,356; goods, 213,558; receipt,
in Rhen. for. 310,649.

DEATH OF W. F. BOTELER, ESQ., THE COMMIS-
SIONER OF BANKRUPTS.—Yesterday the bell of Lincoln's lnn
was told, on information received from Leeds of the death of
Mr. Boteler, one of the benchers, who died from the
injuries received in the late accident on the Midland Railway.
Mr. Boteler was a commissions of bankrupts for the Leeds
district.