The Sun.
London, England, 1845-03-06 00:00:00

ADVERTISEMENTS INSERTED in ALL THE THREE PAPERS, Morning, Noon, and Night, thereby insuring a TOWN and COUNTRY CIRCULATION at ONE CHARGE.

BENEVOLENT INSTITUTION for the RE-
List? of AGED and INFIRM JOURNEYMAN TAILORS.
Asylum, Haverstock Hill—Office, 32, Sackville-street.
Established the 10th day of February, 1837.
PATRONS.
The Most Hon. the Mari
uis of Salisbury, K.G., Lord-Lieutenant of
the County of Middlesex
The Most Hon. the Marquis of Downshire, K.P.
The Right Hon. Earl Howe, G.C.H.
The Right Hon. Lord Southampton
The Right Hon. Lord Ashley, M.P.
Baron L. De Rothschild ' J. J. Blackburn, Esq., M.P.
General Sir John Wilson Charles B. Hamilton, Esq., M.P.
Sir Henry Bethuen Abel Smith, Esq., M.P.
Colonel Thomas Wood, M.P. Henry Pownall, Esq.
Sir Peter Laurie F. P. Walesby, Esq.
PRESIDENT-JO N STULZ, Esq.
The ANNUAL DINNER of the INSTITUTION will take place at
the Freemasons' Hall, on Tuesn.sv, March 18, 1845.
Mr. Sheriff SIDNEY in the Ckair.

Messrs. Buckmaster
Henry East
John Edwards
Guthrie
Harrison
S. G. Holland
Hunter
Mead

STEWARDS.
Messrs. James Meyer
R. M'Callan
Pulford
Simons
W. H. Simpson
Woollett
Sidney Wyllie
C. C. Young.
t Six o'clock precisely.
,ned of any of the Stewards, or of
titution, from Eleven till Three.
W. H. HALL, Secretary.

Dinner on the Table at
Tickets (lss. each) may be obtaii
the Secretary, at the Office of the I
By order,

PARIS AND LYONS RAILWAY.
LAFFITTE'S COMPANY.
The Provisional Committee of the Paris and Lyons Railway Com-
pany beg to state, for the information of their Proprietors, and in re-
ply to numerous inquiries, that the only LINE OF RAILWAY to
Lons is that adopted by the Government, for the working of which
this Company has been, tor more than two years, in a position to
tender. In the event of the Government determining to lease the
Railway, on the condition of the Lessees executing the earth works,
a considerable increase in the capital will be speedily required.
Further particulars respecting the distribution of the new shares
will shortly be announced.
By order,
62, King William-street, Feb. 17, 1845

ED. ♦IME, Secretary.

PROVISIONALLY REGISTERED.
THE LONDON, SALISBURY, and YEOVIL
JUNCTION RAILWAY.
Connecting also DOVER with BRISTOL.
Capital 2,000,0001., in 40,000 Shares, of 591. each.
Deposits 21. 10s. per Share.
PROVISIONAL COMMITTEE,
William Scott Binny, Esq., Bryanstone-square.
William Sprott Boyd, Esq., Cleveland-rosy.
John Chapman, Esq., Blackheath-park.
The Chisholm, Chapel-street, Grosvenor-place
James Farquhar, Esq., Blackheath.
Hon. W. E. Fitzmaurice, M.P., Chesham-street.
J. J. Kinloch, Esq., GlouceSter-i cad, Hyde-park.
John Laurie, Esq., Charles-street, St. James's-square,
James Ramsay, Esq., Bushy House, Herts.
With power to add to their number.
Eimislias—Sir John Rennie, F.R.S., and Francis Giles, Esq., C.E.
Bankers—The Union Bank of London.
SOLICITORS—Messrs. Johnston, Farhaur, and Leech, 65, Moorgate-
street, London.
PAILIADLENTARY AGENTS—Messrs. G. and T. W. Webster, 26, Great
George-street, Westminster.
SECRETARY—Lewis Crombie, Esq.
This Railway will establish a most desirable line of communication
between London, Dover, Salisbury, Yeovil, and the West of England,
traversing in its course many wealthy, populous, and important
districts.
It will commence at the Reigate-station on the Dover and Brighton
Railways, and pass by Dorking and Guildford to Basingstoke. From
thence it will proceed by Whitchurch, Andover, and Salisbury, to
Ye4l4. By whichmeans the connexion between the East and West
Coasts of England will be complete.
A further and most important feature of the undertaking is, that
by using the line of the South Western Railway from London to
Basingstoke, it will bring Salisbury and Yeovil into an entirely direct
line of communication with the Metropolis. The distance from
London to Salisbury will be about 80 miles, ant to 'Yeovil 120 miles.
It will also unite four of the principal Railways in the kingdom ;
viz., the Dover, Brighton, South-Western, and Great Western, and at
the same time will most materially aid communication between the
ports of Dover, Shoreham, Portsmouth, Southampton and Bristol, a
most desirable object in a national point of view.
A reference to the accompanying map will manifestly prove that
few Railways in the kingdom will form a medium of communication
with a greater aggregate of wealthy, populous, and important places.
By it, Salisbury, Sherborne, Yeovil, Bath and Bristol, Bradford.
Trowbridge, Frome, Guildford, Farnham, Basingstoke, Whitchurch,
Andover, Weyhill with its extensive fair, Shaftesbury, Milborne Port,
Stalbridge, and Ilchester, with the numerous smaller towns and villages
in their vicinity, will be brought into immediate connexion with each
other, rendering the undertaking eminently calculated to promote the
convenience of the public, and certain to yield a large return to its
proprietors.
The country to be traversed will, as has been ascertained from ac-
tual surveys, admit of the construction of the Railway at a moderate
eost. The portions yet to be formed will comprise the country be-
tween Reigate and Salisbury, about 76 miles (less about 11 miles
proposed to be used of the South Western Railway), and that between
Salisbury and Yeovil about 40 miles, 'making the entire length of the
line yet to be constructed no more than 105 miles.
Application to be made for Shares to the Provisional Committee ;
or to Lewis Crombie, Esq., Secretary, at the Company's Ofilces 63,
Moorgate-street, London ; or to the undermentioned Brokers :—Mr.
Anthony Laurie, Liverpool ;A Mr. Isaac Miller, Liverpool i Mr.
Parsons, Liverpool; Messrs. Brady and Staniforth, 11, Manor-
street, Hull ; Mr. S. Grindrod, Manchester ; Messrs. Cardwell and
Co., Manchester ; Messrs. Watson and Co., Leeds ; Messrs. E. King
and Co., Leeds ; Messrs. Samuel Hutchinson and Co. Bradford; Luke
Arnold, Bristol ; George Edwards, Bristol ; Robert Allan, Edinburgh;
William Gordon, Aberdeen ; Boyle, Lows
Pim, and Co., Dublin
Bruce and Byrnes. Dublin ; of whom plans and prospectusee may
be had.

FORM OF APPLICATION FOR SHAM.
To the Provisional Committee of the London, Salisbury, and Yeovil
Junction Railway.
Gentlemen—l request that you will allot me shares of 501.
each in the proposed London, Salisbury, and Yeovil Junction Railway ;
and I undertake to pay the Deposit and sign the necessary Deeds.
Dated this day of , 1845.
/fame
Residence
Trade or profession
Reference

BUSINESS PREMISES to be LET, with a
comfortable FAMILY HOUSE attached, in an open and
cheerfill situation, consisting of two parlours, drawing room, six ex-
cellent bed rooms, kitchen, and offices, with an extensive warehouse
behind, about 37 feet by 30 feet, suitable for a manufactory or any
other purpose.
For particulars inquire on the premises, 7, the upper end of St.
John's-street, Clerkenwell.

TO MUSIC SELLERS AND PROFESSORS.
TO BE DISPOSED OF in one of the principal
Towns in the West of England, a long-established, very ex-
cellent, and most respectable MUSIC BUSINESS. The connexion
is the first in the county, and the concern will be found well worth
the attention of a competent person, so desirable an opportunity not
being often met with. The reason of the present proprietor relin-
quishing it will be quite satisfaetory. As references of highest
respectability can be given, equally satisfactory ones will be expected.
Letters addressed X. Y. Z., office of the " Western Luminary,"
Exeter, pre-paid.

PERIODICAL SALE
OF REVERSIONS, LIFE INTERESTS, ANNUITIES, LIFE PO-
LICIES, ADVOWSONS, NEXT PRESENTATIONS, and all
descriptions of Securities dependent upon Human Life, Shares in
Railways, Mines, and all other undertakings.
MESSRS. FULLER and MARSH respectfully
inform the public, that by their system of PERIODICAL
SALES by AUCTION, they are enabled to offer to persons expectant,
or otherwise interested in the above description of property, the most
prompt, economical, and satisfactory mode of disposing thereof, as by
classifying these descriptions of interests and properties in the same
particular, and for the same day, much expense is avoided, and a far
greater competition is secured. Their Periodical Sales of Reversions,
Life Interests, Annuities, Life Policies, Advowsons, Next Presenta-
tions, and all descriptions of Securities. dependent upon Human Life,
Shares in Railways, Mines, and all tither undertakings, will be con-
tinued throughout the present year as follows—viz.
Thursday, January 2. Thursday, July 3.
Thursday, February 6. Thursday, August 7.
Thursday, March 6. Thursday, September 4.
Thursday, April 3. Thursday, October 2.
Thursday, May 1. Thursday, November 6.
Thursday, June 5. Thursday, December 4.
*.* Notices of Sales intended to be effected by the above means
should be forwarded to Messrs. Fuller and Marsh, a fortnight prior
to each date, in order that they may have the full benefit of publicity.
Messrs. F. and M. beg t 3 call the attention of the public to the
economy and expedition of this system of business, as they are
thereby enabled to include each property for the sum of Two Guineas
and a Half, including all expenses, should a sale not be effected.
The next periodical Sale will take place at the Mart, THIS DAY,
March 6.
Particulars of the next Periodical Sale may be obtained ten days pre-
vious to the Sale, at the Office of Messrs. Fuller and Marsh, No. 2,
Charlotte-row, Mansion-house, London.

QCHOLEFIELD'S Original CONCENTRATED
JELLY and BLANCH-MANGE requiring neither flavouring nor
sweetening, have acquired in'a short space of time a celebrity un-
paralleled. They are extensively patronised in the cuisine of the
highest families among the aristocracy, while from their cheapness
they are placed within the reach of the humble artisan.
Sold in pots, sufficient to fill twelve glasses, Is. 3d. each ; whole-
sale, at the manufactory, 7, Trafalgar-place, Kentish-town ; Crosse
and Blackwell, 21, Soho-square ; Barclay and Sons, Farringdon -street.
Note.—As there are several spurious imitations, be careful to pro-
cure Scholefleld's.

RHEUMATISM, GOUT, CRAMP, WEAKNESS OF LIMBS
CONTRACTIONS, SPINAL AFFECTIONS, &c.
rirWENTY THOUSAND PERSONS, and up-
wards, from the Infant to the very aged adult, have received
benefit from an extraordinary BALSAMIC PREPARATION posi-
tively under the immediate sanction and recommendation of the
faculty.

CABBITRN'S OIL.
To* be had at his Dispensary, King's Cross, London; in bottles, 2s,
9d., 4s. 6d., I is., 225., and of most respectable venders in'the king-
dom.
Reports from Medical Dispensaries may be seen in " Bradshaw's
Railway Guide," and the daily papers. Ask for Cabburn's Oil for
the cure of rheumatism, &c.
To Mr. Cabburn,
Sia—My child, a boy four years old, never had the least use of his
legs from his birth until I used your oil, and in six weeks he was
enabled to walk, to the astonishment of ourselves and all who know
us. Yours, ever grateful,
6, George-street, Bagnigge Wells-road. HENRY CLOVER.
P.S.—Mr. Greenwood, of the Northumberland Tavern, and Mrs.
Finn, 12, Weston-street, Pentonville, can speak to the truth of it also.
Mt. Cabburn, Sir—l have presented two bottles of your oil to a
poor woman named Clarke, who has been paralysed for two years,
and unable to walk, or move, without a stick or crutch, nor yet lift her
hand from her side. She can now walk comfortably without either
stick or crutch, and can lift her hand to her head with ease
.—I am,
yours respectffilly, W. WARNER.
No. 47, Bridle-street, Nottingham.
To. J. Cabburn, Esq.
Sir—l beg agreeably to inform you that an individual for whom I
sent for your oil has greatly felt the benefit of your most important
discovery. He has, as I said in my former letter, been under the care
of the most eminent surgeons in this county for nearly thirty years,
and has been for several months in the various hospitals, &c., but to
no effect, until he applies] your miraculous oil ; last night he told me
with heartfelt gratitude he was well, having no pain, and the inflam-
mation gone. I should recommend your appointing an agent in this
neighbourhood.—l am, Sir, yours respectfully,
J. C. EDWARDS.

Halden-wood Cottage, near Shrewsbury, Salop.
Cabburn, King's-cross.
Sir—l beg to return you my sincere thanks for your kind attention,
and at the same time to acknowledge that I experienced more ree
from your ell than did from any other application or operation per-
formed upon me, and had I been fortunate enough to have met with
you in the early commencement of any afflictions, I should have
avoided much misery and distress. For your kindness, I shall ever
remain,—Your obliged, humble servant,
Hatton-wall, August 30, 1841. SAMUEL BEST.
The above person's case was published in the Lancet, December 8,
1832, from an abridged lecture on neuralgia by Dr. Elliotson, being
one of the most dreadful cases ever known. Many noblemen and
gentlemen saw the patient
1,l is amon
Grace DUKE of HAMILTON,

The EARL of HAREWOOD,
Sir F. BURDETT,
Sir W. BACII, Aide-de-Camp to the
MARQUIS of ANGLESEY,
And many other officers of high distinction.
Mr. Cabburn, Sir—l beg to state my satisfaction of ,•our oil ; the
peculiar mod effects are truly astonishing ; having many convincing
proofs, I shall be able to forward you an extensive list of highly-
respectable testimonies. Please to forward double the last supply by
first coach, and you will oblige,—"Yours, truly,
Medtgil Loititutio, St. Stephen's, Norwich. S. Tllolllloli.

WIL SON'S SCOTTISH ENTERTAIN-
MENTS.
At the MUSIC-HALL, STORE-STREET, BEDFORD-SQUARE,
On MONDAY EVENING, March 10, at Eight o'clock,
Mr. WILSON will repeat his Entertainment of
WANDERING WILLIE'S WALLET.
SONGS.
PART I.—The Minstrel—Hey the bonny breast-knots--The Cove
nanter's Lament—Hame came our gudeman at e'en—Bessie Bell and
Mary Gray—The Bonny House o' Airlie—O Bothwell Bank thou
bloomest fair—John Grumlie.
PART ll.—Hail to the chief who in triumph advances—Why left I
my hame ?-3PLeod of Dunvegan, a curse lies upon thee—l gaed a
waefu' gate yestreen—Hersel be Highland Shentleman—Watty cam'
out on a moonshiny night—Gude night and joy be with you a'.
Piano-forte—Mr. LAND.
Tickets, 2s. Reserved Seats, 2s. 6d. Private Boxes for Six, 15s. ;
Eight persons, 1/.

CLARA SEYTON'S NEW ENTERTAIN
MENT.
Miss CLARA SEYTON'S ILLUSTRATIONS of the DRAMA and
the OPERA, received with the most enthusiastic applause, will be
given at the MUSIC HALL, STORE-STREET, on THURSDAY
Evenings ; and on TUESDAYS, at CROSBY HALL, BISHOPS-
GATE-STREET.
Miss CLARA SEYTON will sing admired compositions of Schubert,
Weber, Mozart, Pacini, &c. Three new songs, by Mr. T. Cooke ; and
the entertainment will conclude each evening with Albert Smith's
brilliantly successful Medley Song, "A Musical Scamper over Europe."

To commence at Eight.
Tickets 2s. and 2s. 6d. each, to be had of all Music-sellers ; at the
HaR ; and of Miss Clara Seyton, 47, Conduit-street, Regent-street,
of whom alone Private Boxes (One Guinea each) may be obtained,

BRITISH INSTITUTION, PALL-MALL
The GALLERY for the EXHIBITION and SALE of the
WORKS of BRITISH ARTISTS is OPEN DAILY, from Ten in
the Morning till Five in the Evening.
Admission, Is.—Catalogue, Is.
WILLIAM BARNARD, Keeper.

ROYAL POLYTECHNIC INSTITUTION.
PHILLIPS'S PATENT FIRE ANNIHILATOR, illustrated
by Dr. Ryan in his daily Chemical Lecture on the Mornings and Eve-
nings of MONDAY, WEDNESDAY, and FRIDAY.—A Series of
LECTURES on ASTRONOMY by Professor Bachhoffneir, on the
Mornings and Evenings of Mondays, Wednesdays, and Fridays,
during Lent, accompanied by Dr. Wallis on BRABY'S CALOTONE.
Working Models of New Inventions, among which KITE'S PA-
TENT SMOKE-CURING and VENTILATING ROOF, COWLS,
&c. GOUGH'S WASHING MACHINE, ROBINSON'S DRYING
MACHINE, &c., are explained daily. A beautiful Picture of the
SHRINE of the NATIVITY is added to the NEW DISSOLVING
VIEWS. CHILDE'S CHROMATROPE. THE PROTEOSCOPB.
The PHYRIOSCOPE. EXPERIMENTS by means of the DIVING
BELL and DIVER under water, &c. &c.
Admission, le. ; Schools, Half-prim

GREAT BRITAIN STEAM-SHIP at
BLACKWALL.
Tickets, enabling persons to go on board this magnificent Vessel,
with a free passage down the Blackwall Railway, and including
steam-boat fare to and from the Vessel, can be obtained between
the hours of HALF-PAST EIGHT and FOUR (Sundays excepted), at
any of the Stations on the Railway, except those of Limehouse,
West India Docks, and Poplar, at the following prices :—Second
Class, Is. Bd.; First Class, Is. 10d. Tickets to view the engines
can be obtained on board at an extra charge of Is. Parties walk
directly from the pier on board the steamer, which starts on the ar-
rival of each train.

NEW ROYAL EXCHANGE.
TO PUBLIC COMPANIES AND OTHERS.
The JOINT SUB-COMMITTEE for GRESHAM AFFAIRS will
meet at MERCERS' TULL, in Cheapside, on FRIDAY, the 7th March,
at One o'Clock precisely, to RECEIVE TENDERS for taking on
LEASE a certain SVITE of OFFICES situated on the principal floor
of the Royal Exchange ; and also the Vaults under the merchants'
area and ambulatories. Proper persons will be in attendance to show
these rooms and vaults on and after Monday, the 3d March, from
Ten o'Clock till Four. Plans, with terms and conditions, may be
seen on the same days at the offices of William Tite, Esq., Architect,
17, St. Helen's-place, where orders to view may also be obtained.

L'ABEILLE LITTERAIRE BIBLIOTEQUE
UNIVERSELLE.
REVUE DES FEUILLETOITS.
d.
Subscriptions—One Year . ....... .• •. 8 0
Six Months ••••• • • • • • 4 6
Three Months •••• • • • • 2 6
Foreign Countries and the Colonies •• • • 2 6 extra charge.
Subscriptions received in Paris—Place du Marche St. Honore, 32 ;
at M. Proux, Rue Neuve des Bons Entails, 3 ; and at all the principal
Libraries of France and foreign countries—(Postage Free),
SUMMARY OF THE JANUARY PUBLICATION.
Le Douanier, par M. Frederic Soulie--Chasse aux Hommes dans
te, par
le Cordofan, par M. Leon de Laborde—Aimer et Meurir, par Mme. de
l'Epinay—Le Nouvel Aladin, par M. Paul de Musset—Un Exile en
Siberie, par M. Benedict Gullet—Les Adeptes de rlmmortali
M. Mery—Le Cure de Sainte Genevieve des Bois, Anecdote du Dix-
litlitieMe Steele, par M. P. L. Jacob, Biblophile—Poesie LA Chambre
des Deputes, par M. Barthelemy—Une Attaque Nocturne, par M.
Pierre Durand—La Bague et un Pays Enchante, par H. Alp. Karr—
Revue Scientiflque : Nouveau Moyen d'Empecher lea Explosions dans
les Mines, par H. le Docteur Morel-Lavallee—Arbres Etrangers—Un
Festin en Chine—La Vigne et le Ceclre en Normandie—Article et
Gravure de Modes.
Every Yearly Subscriber will receive immediately (gratis and
postage free) the Publication of December last.

EMPLOYMENT.—Persons having a little time
to spare are appriseil that Agents centime to be appointed in
Lonaon, and country towns, by the EAST INDIA TEA COMTANY,
or the sale of their celebrated teas.
Offices, No. 9, Great St. Helen's-churchyard, Eishopsgate-street.
They are packed in showy leaden canisters, from one ounce to a
pound, with the price and weight marked on each packet, and but
little trouble is occasioned by the sale. The license is only I Is. per
~nnam, and many during the last nineteea years have realised con-
siderable incomes by the agency without ene shilling let or loss:
Application to he made (if by letter post-paid) as above.

BURGESS'S NEW SAUCE, for general pur-
poses, having gained such greht approbation, and the demand
for it continuing to increase, JOHN BURGESS and SON beg meat
respectfully to offer thus their best acknowledgments to the Public
for their liberal patronage of the same ; its utility and great conveni-
ence in all climates have recomrdended to the most distinguished
oreign connections, who have all spoken highly in its recommenda-
tion. It is prepared by them only ; and for preventing disappoint-
ment to fathilies, all possible care has been resorted to, by each
bottle being sealed on the cork with their firm and address, as well
as each label having their signature, without which it cannot be
genuine.
JOHN BURGESS and SON'S long-established and mach-esteemed
ESSENCE of ANCHOVIES continues to be prepared by them after
the same manner that has given the greatest satisfaction for many
years.
Warehouse, 107, Strand, corner of Savoy Steps, London.

Pocket Edition (500 pages), in an envelope, price 25., by post $5.
N M A R R I A GE-
RA; Hindrances and Obligations.
" Of griefs concealed, and disappointments keen,
Which young and gentle—the matured and sage,
The lonely and the mated—all sustain."
Hy R. J. CULVERWELL, M.D.,
Member of the Royal College of Surgeons of England, Licentiate of
the Hall, and twenty-three years Resident Practitioner in Landon.
Also, companion to the same (72 Engravings), price IL, by pest 15.6 d.,
ON CHASTITY—its Abuses and Diseases.
" Whereon doth hinge the dignity of man,
The health of offspring, and domestie love !"
These publications are free from enapyricism and mawkish senti-
mentality—they abound in stern truths, and are addressed to the in-
telligence of the times.
Sherwood, 23, Paternoster-row Carvalhe, 147, Fleet-street ;
Hannay, 63, Oxford-street; Mann, 39, Cornhill and the Author, 21,
Arundel-street, Strand.—At home daily till Two : Evenings, Seven
till Nine.

LAMERT ON DEBILITY, NERVOUSNESS, AND ALL
DISORDERS ARISING FROM EXCESS, &c.
" He, who in pleasure's downy arms
Ne'er lost his health or youthful charms,
A hero lives, and justly can
Exclaim, in me behold a man !"
Just published (in a sealed envelope), Tenth Edition, price 2s. ed., or
sent by post, free, to any address, 35. 6d.,
QELF-PRESERVATION : a Popular Essay on
L'Y those concealed disorders, originating in youthful excesses,
and terminating in Nervous Debility, Local and Constitutional
Weakness, and all those Sinkings, Anxieties, and Tremors, which
afflict the Weak, the Sedentary, and the Delicate. With Practical
Observations on Marriage, and on the Anatomy, Physiology, and
Diseases of the Reproductive Organs, with plain Directions for their
perfect Restoration.
By SAMUEL LAMERT, Consulting Surgeon,
9, BEDFORD-STREET, BEDFORD-SQUARE, LONDON,
Matriculated Member of the University of Edinburgh, Honorary
Member of the London Hospital Medical Society, Licentiate of
Apothecaries' Hall, London, &c.
" The various positions of Lover, Husband, and Parent, the in-
herent privileges of mankind, are frequently marred and prevented
through the follies and frailties of early indiscretions. To such, among
others, this Essay addresses itself; and by its perusal many questions
may be satisfactorily adjusted that admit of no appeal even to the
most confidential friend."—Stafford Gazette.
"Long experience in the treatment of a class of diseases hitherto
neglected and most imperfectly understood by the great bulk of the
medical profession, has enabled the writer to prove that there are
concealed causes of Nervous Debility in existence, where the nacre
routine practitioner would never dream of finding them ; traceable
to certain habits, forming the most secret, yet deadly, and fatal
springs of domestic misery, and premature mortality."—Wakefield
Journal.
Published by the Author, and sold in London by S. Gilbert, Si and
52, Paternoster-row; Starie, 23, Tichborne-street, Quadrant, Regent-
street; Hannay and Co., 63, Oxford-street; Noble, 114, Chancery-
lane ; Gordon, 146, Leadenhall-street ; and by all Booksellers.
At home every day till Three, and from Five till Eight.

FOURTEENTH EDITION of the SILENT FRIEND On MUM*
Frailty, with Coloured Engravings.
Just published, price 2s. 6d., free by post (in a sealed envelope) 3s. 6d.,
THE SILENT FRIEND ; a Medical Work on
the Infirmities of the Generative System in both sexes ; and
on the loss of the reproductive powers, with means of restoration.
The baneful effects of solitary indulgence, neglected syphilii symp-
toms, &c., are fully pointed out. Illustrated by Engravings; followed
by observations on Marriage, with plain directions for the removal of
certain disqualiteations. By R. and L. PERRY and Co., Consulting
Surgeons, London. Published by the Authors, and may be ad at
their residence, 19, BERNERS-STREET, OXFORD-STREET.
Sold by Strange, 21, Paternoster-row ; Hannay and Co., 63, Ox-
ford-street ; Gordon, 146, Leadenhall-street ; Purkiss, Compton-
street, Soho; and all Booksellers.
"We regard the work before us, the Silent Friend,' as a work
embracing most clear and practical views of a series of complaints
hitherto little understood, and passed over by a majority of the me-
dical profession, for what reason we are at a loss to know. We must
however confess that a perusal of this work has left such a favourable
impression en our minds, that we not only recommend, but cordially
wish every one who is the victim of past folly, or suffering from indis-
cretion, to profit by the advice contained in its pages."—Age and Argus.
" The authors of the Silent Friend' seem to be thoroughly con-
versant with the treatment of a class of complaints, which are. we
fear, too prevalent in the present day. The perspicuous &vie in
which this book is written, and the valuable hints it conveys to those
who are apprehensive of entering the marriage state, cannot fail, to
recommend to it a careful perusal."—Era.
The CORDIAL BALM of SYRIACUM is exclusively direeted to
the cure of nervous and sexual debility, irregularity, weakness, loss
of appetite, indigestion, consumptive habits, and debilities arising from
excess, &c. In bottles, price 11s., or the quantity of four in one
bottle for 335., by which I Is. are saved. The dye-pound cases may
be had as urinal.

The CONCENTRATED DETERSIVE ESSENCE, an anti-syphi-
litic remedy for searching out and purifying the blood from scurvy,
blotches on the head, face, and body, ulcerations, and those painful
affections arising from improper treatment er the effects of mercury.
removing secondary symptoms, and all eruptions of the skin. Price
115. and 335. per bottle.
PERRY'S PURIFYING SPECIFIC PILLS, price 21. 9d., Is. 6d.,
and 114. per box, are the most effectual remedy for strictures, inflam-
mation, irritation of the bladder, &c., without hindrance to business.
Consultation fee, If by letter. 11. Minute detail of cues necessary.
Messrs. Perry are in daily attendance, for consultation, at their:re-
ridence, 19, Burners-street, OxfordAreet, London, from 11 till 2, and
till 8. On Sundays from 10 till 12, One perms' vim' is only no.
Miry fatit a permanent our..

CLARK'S ROYAL WAX CANDLES !
NO PUFF !! (Daly ls. per lb.)
"Their equal is unknown—their superior will never come."
A pure white flame—they snuff themselvei—are hard as alabaster
—pure as wax—glossy as glass—and cheap as common tallow can-
dles, is their true character. Composite candles, German wax, Mar-
garine wax, Botanic wax, and all such inferior candles must be
thrown aside, bearing no comparison to Royal Wax Candles. Their
great success has already created imitators. CLARK and CO. do
not supply the trade, therefore all who purchase elsewhere cannot
have the Royal Candles. No arsenic is used—inquiry is challenged.
Royal Wax Candles of all sizes required. Only Is. per lb.
Please write down the address, CLARK and CO., 447, West
Strand (opposite Warren's Manufactory).

'VAUXHALL COMPOSITE CANDLES,
Bs. 6d. per des.
PRICE'S PATENT CANDLES, 108. 6d. per doz.
GENUINE WAX CANDLES, 28s. per doz.
These three sorts of Candles are an predsely alike in their burn-
ing qualities, but tile Vauxhall Composites are rather softer than
the Price's Patent, and thence the difference in price. Even those
who are compelled to Cindy economy alone, should burn them in pre-
ference to Tallow Dips.
Patent Cocoa Nut Lamp Oil, warranted equal in every respeet t•
the finest Sperm, 4s. per gallon.
WM. MARCHANT, 253, Regent-circus, Oxford-street.

THE MINARET PARASOL, from the ele-
gance and symmetry of its form, is by far the most beautifill
yet introduced ; the price does not exceed that of ordinary parasols,
although a very graceful improvement has been effected ix its con-
struction, which is such that it cannot get out of order. The attention
and patronage of the public is requested to this elegant novelty, which
can be had at any of the respectable Drapers, &c.. and wholesale
at all.the wholesale dealers.

OBSERVE—The silver runner is stamped with the word
MINARET.

TO ALL CONSUMERS OF TEAS AND COFFEES THROUGH-
OUT THE UNITED KINGDOM.
THE BRITISH. HONG-KONG TEA COM-
PANY inforria the Nobility, Gentry, Clergy, and Families
generally, that in addition to their large Wholesale business, they
have new opened those extensive and commodious Premises, Nos. 12,
and 13, NICHOLAS-LANE, KING WILLIAM-STREET, CITY,
as a Wholesale and Retail Establishment, for the, supply of none bat
genuine and superior class Teas and Coffees, at an unprecedented
malliess of profit.
In consequence of the enormous quantity of spurious trash now
imported under the name ;of Tea, there never was a period when
the public required, with a view to both Health and Economy, to be
more careful in the selection of this important article, and more upon
their guard against advertisers at extremely low prices.
From their long experience in all branches of the Tea .and Coffee
trade, the extensiveness of their transactions, and the arrangements
they have made for securing the choicest growths of Teas and
Coffees the world produces, the Company feel confident that nothing
is wanting, but a trial of their pretensions, to ensure them that
patronage it will be their constant aim and highest ambition to
merit.
The Company invite attention to their EXPLANATORY
PAMPHLET, containing a full description of all the various sorts
of Teas and Coffees imported, and sold by the Company, with prices,
&c., which will be sent Post Free, on being applied for ; but the fol-
lowing are confidently recommended.
BLACK TEAS. a. d. a. d.
Good useful Congou ••• • • • 3 4
Ditto, brisk and strong. ••• • • ...... •••• •• • • 3 8
Ditto, strong Pekoe flavour •••••••• • • • • • • • • 4 0 to 4
Souchcng, good, to finest Lapsang ••••• • • . • . 4 g to 5 6
THE COMPA NY'S HOWQUA MIXTURE • • 5 6
Sold in quarter, half, and Ilb. Catties. •
GREEN TEAS. a. d. a. d.
Genuine Tvrankay• •••• • • •
Ditto, curled leaf, to fine Flyson Kinds ••• • • • 4 0 to 4 8
Hysons, good to fir est •• • • ... 5 0 to 7 0
imperial Gunpowders, good to finest bright,
rich flavour ........ ...... ••••••• • • • . .• 5 0 to 5 6
Small leaf Gunpowders, good to superfine
Pearl. .... •••••• • • • • • I 6 to 7 0
ROASTED COFFEES.—These may be had at all prices, from Is.
io 2s. per lb. The Company recommend good CEYLON, at Is. 2d.1
FINE PLANTATION CEYLON, la. 4d. ' • FINE JAMAICA, JAVA,
COSTA RICA, and LA GUAYRA, at is. 6d. • FINE CUBA, or
IKOCHA, at Is. Bd. ; FINEST JAMAICA, or MOCHA, at 2s. per lb.
Terms—Cash.
Orders by Post will receive immediate attention.
To all parts of the metropolis and the environs, goods will be
punctually delivered by the Company's Vans. Parcels, containing
not less than 71bs. of Tea, will be sent, through the Company's con-
signees, carriage free, to all parts of England and Wales, and the
principal ports of Scotland and Ireland. Purchasers of 301bs. will be
allowed lib. overweight.

'THE PERFECT SUBSTITUTE for SILVER.
The material RIPPON and BURTON offer to the Public has
for the last ten years been found equal to silver in appearance and
sweetness, and superior to it in durability. Of the prices of tea-sets,
waiters, candlesticks, and all articles hitherto made in silver, &detailed
catalogue, with engravings, will be sent (gratis) post free.
Fiddle Threaded Victoria
Pattern. Pattern. Pattern.

Table Spoons and Forks, full size, per
...... 12s. Od. 28s. Od. 30s. Od.
Dessert do. do. do ••• • • • 105. Od. 21s. Od. 255. Od.
Tea do. do. do ••• • • • As. Od. I Is. Od. 12s. Od.
Gravy do. do. do.. •• • • 38. Od. 6s. Od. Is. Od.
FENDERS, STOVES, and FIRE IRONS.
The largest assortment of Stoves and Fenders in the world is
new on sale at RIPPON and BURTON'S extensive warehouses, 39,
Oxford-street, corner of Newman-street (just removed from Wells-
street). Bright steel fenders, to 4 feet, from 30s. each ; ditto, ditto,
with ormolu ornaments, from 60s. ; rich bronzed scroll ditto, with
steel bar, 10s. 6d. • Iron fenders, 3 feet, 4s. 6d. j 4 feet, 65. ; do.
bronzed, and fitted With standards, 3 feet, 9s. ; 4 feet, 11s. ; wrought
Iron kitchen fenders, 3 feet, 4s. 6d. ; 4 feet, Gs. ; bright register stoves,
with bronzed ornaments and two sets of bars, from 5 guineas ; ditto,
ditto, with ormolu ornaments, from 91. 105. ; black dining-room
register stoves, 2 feet, 20s. ; 3 feet, 30s. ; bed room register stoves,
2 feet, 16s. ; 3 feet, 245. The new economical Thermio stove, with
fender and radiating hearthpiate, from 81. ss. ; fire-irons for cham-
bers, Is. 9d. per set ; handsome ditto, with cut head, 6s. 6d. ; newest
pattern, with elegant bronzed heads, I Is. A variety of fire-irons,
with ormolu and richly-cut heads' at proportionate prices. Any
article in furnishing ironmongery, 30 per cent. under any other house,
while the extent and variety of the stock is without any equal. The
money returned for every article not approved of. Detailed cats-
lognos, with engravings, sent (per post) free. Established (in Wells-
street) 1820.

schemes; but all parties have united in the strongest representa- I
lions of the vital importance to the district of obtaining a good
railway communication, ill addition to these afforded by the
canals. A memorial signed by the representatives of 48 iron.
works, 57 furnaces, and 98 collieries, in the Staffordshire mineral
district, including the trustees of Lord War ',from whose estate alone
upwards of 1,000,000 tons of coal and iron are raised annually, in
favour of the London and Birmingham scheme; and another
memorial, representing thirty-seven iron-werks, and nine col-
lieries, in favour of the Great Western scheme, were presented to
us; the 'memorialists in cash case urging in the strongest manner
the advantages of railway commutitation to the diotriet.
It is stated, that without such communication, they have to
compete at a great disadvantage with the iron districts of South
Wales and Scotland, which, from their readier access to the sea,
can convey their products to market at a cheaper rate. The canals
are stated to be not only more tedious and expensive, but subject
to serious interruptions, often for weeks together, from frost in
winter and drought in summer. In short, it is urged that the
apprehensions of the canal Companies are the best test of the
further advantage of a railway ; slime unless the latter obtained
a large proportion of the heavy traffic, which it could only do by
affording the public a better and cheaper means of transport, the
interests of the canals could not be prejudiced.
With so strongly expressed a wish on the part of such an im-
portant district for railway communication, and with two great
Companies competing with one another to afford it, we do not
think that, upon public grounds, we should be justified in report-
ing that it ought to be withheld on account of any apprehended
interference with existing water communications. In the case of
one ecnal Cowpony, special Esasons existed which might have
weighed more strongly than those derived solely from private con.
eiderations ; vie., that a guarantee had been given to assist the
Severn Navigation Commissioners to raise money for the purpose
of carrying out a great public improvement authorised by Portia.
merit. Front this difficulty, however, as well as from the appre.
hension of that great improvement being impeded by the intro-
duction of railways into the district, we are relieved by the offer

made by the railway Company to whose scheme we recommend
that a preference should be given, to take upon themselves the
burden of the guarantee to die extent of any loss sustained in con-
sequence of the construction of the railway, subject to say reason-
able conditions and arrangements.

With regard to the remaining point, that of safety, it is ad-
mitted that portions of the soil being undermined, subsidences
occasionally take place; but there appears ne reason to apprehend
any peculiar degree of danger to a railway from this source, be-
yond what equally affects the canals, roads, tramroads, feunderies,
mills, and ether buildings of the district, and which has never
been considered an impediment to the introduction of railways in
other mining districts. Some of the most eminent engineer, of
the day, among whom may be mentioned Sir J. Ronnie, Mr. Bru-
nel, and Mr. R. Stephenson, have proposed the lines which pass
through the district in question, and are clearly of opinion that
they may be worked without any unusual degree of danger.
We are of opinion, therefore, that some one line of railway is
required, and may be properly sanctioned, for the accommodation
of the district in question, between Wolverhampton and Worces.
ter. This being conceded, the sanction of a line in connexion
with it, to connect Worcester more directly with London, and to
give communication to the large intermediate district, appears to
fellow almost as a matter of course. The supply of coals to this
_district, where a great reduction of price will be effected, is alone
an important object ; and, on the other hand. an outlet will be
afforded for agricultural produce. A population of about 128,000
between Worcester and Tring would be accommodated by the line in
that direction; and, on the whole, taken in connexion with the
Worcester and Wolverhampton Junction, the traffic seems suffi-
cient to justify a fair expectation of return on the capital to be
invested, as also on the Rugby and Oxford portion of the line,
which will complete a chain of direct railway communication from
the northern and midland to the southern and southwestern
counties, and will aftbrd to those counties a valuable supply of coal
from the Derbyshire collieries.

We proceed, therefore, to investigate the subject, on the auump.
non that one or other of the competing schemes promoted by the
London and Birmiaghazn, and Great Western Companies will be
sanctioned, and that the question is reduced to one of preference
between them.

In regard to distance, the two schemes are as nearly as possible
equal, the distance from Worcester to London being 122 miles by
the Tring line, and 119 by the Oxford line; the former, however,
terminating at the Euston.square station, and the latter at Pad.
dington. The number of miles of new railway to be constructed
in either case is also nearly the same; nor does there appear to be
anything in respect of gradients or engineering character calcu-
lated to give one scheme a decided preference over the other. The
course of the Tring line accommodates a larger population between
Worcester and London than the Oxford line; but the importance
of the districts traversed by either line, and left out by its compe-
titor, is hardly sufficient to give a decided superiority on a question
of such magnitude.
A far more important feature of comparison is derived from e
consideration of the question of gauge.
The Great Western scheme is proposed to be constructed on the
wide gauge of seven feet, used upon the different railways of the
'Great Western system ; while the scheme of the London and Bir.
mingham Company is proposed te be constructed on the narrow
gauge of 4 feet le inches, common to all the other railways of the
kingdom.

In order to estimate fully the importance of this question, it
must be borne in mind that the Bristol and Gloucester Railway is
on the wide, while the Birmingham and Gloucester is on the narrow
gauge, and that the inconvenience resulting from the break of the
two gauges at Gloucester has been so great as to lead to an amalga.
mation of the two Companies, with a view to obviate it, by Intro-
ducing uniformity of gauge throughout between Bristol and Bir.
mingham. From the arrangements which have been made with
this view, it is perfectly evident that upon the question of the
Worcester lines depends whether this uniformity will be proposed
to be attained, by the Birmingham and Gloucester Railway adopt.
ing the wide gauge, sor the Bristol and Gloueester adopting the
narrow.

The question, therefore, upon which we have had to form an
opinion is, whether it is better for public interests that the wide
gunge should come up to Birmingham and Rugby, or that the nar.
row gauge should go down to Bristol and Oxford ?
It would be difficult to overrate the importance of this question

in a national and commercial point of view. If there Is one point
more fully established than another in the practice of railways, It
is that the inconvenience occasioned by a break upon a line of
through.traffic, occasioned by want of uniformity of gauge is of
such a serious description as to detract most materially from the
advantages of railway communication.
The following description of what has actually occurred at Glou.
cester during the last few months, furnished to us by a gentleman
who has been practilly engaged in the management of the traffic,
will give some idea of the working of the system :
" We experience the greatest possible inconvenience from the
change, both as regards passengers and goods ; coals we have not
attempted to tranship.

" In the first place, as regards passengers and passenger trains :

"The passengers and their luggage have to be hurried across
from one train to the other, when there is a chance of the luggage
being misplaced. Gentlemen's carriages and horses have to be
changed, a process uniting time and risk. Valuable parcels lave
to bo handed out in the confusion, and handed in.
" The result is a delay, with the mail-trains, for instance. Of
half an hour sometimes, just sufficient, if the coming.in train is
after time, to miss the Manchester or other train from Birmingham,
or the Exeter or Bath train from Bristol; ainoyance to the pas-
sengers, whet are anxious about their parcels and luggage ; risk,
and expense, as a large body of porters have to be maintained,
who, are not fully employed, in order that no more time than
is necessary should be lost in the change of trains.
" With regard to goods, the inconvenience attending the change
is far more serious.
"Up to this day a great number of waggons, laden with goods
of all descriptions, have been lying at Gloucester, which we have
been unable to remove, in spite of every exertion. We keep an
establishment of clerks and porters to superintend and effect the
transhipment, but, in the hurry of business, mistakes occur ; goods
destined far Hull are perhaps put into the Manchester truck ; boxes
are bruised, packing tern, furniture and brittle articles damaged.
There is the hance of mistake in the re-invoicing of goods; the
other day, for instance, a bale for Bristol was laid hold of by a
carrier at Gloucester and taken to Brecon, a claim for some 301.
being instantly made upon us.
" In short, all the inconvenience, delay, and expense attending
as unloading and reloading of goods have to be encountered, and
there is nothing the senders of goods so much dread as this. The
expense involved is very considerable ; there is the expense of
porterage, which varies from 3d. to 6d. per ton ; the expense of
clerks employed in inspecting and invoicing the goods, the expense
of shunting the waggons, the waste of premises, the additional
carrying stock it obliges the companies on each gauge to maintain,
and, above all, the loss of trade which is sure to result from the
delay and risk attending the change, and the advantage which un-
interrupted communications, whether by water or railway, are sure
to have over you in competition.
" Much of this expense and delay, it may be said, can be obvi-
ated by better arrangements and more care; by ample station ac-
commodation, by abundant carrying stock. No doubt some of it
may be prevented, but this is only another name for expense. The
care, too, which is required must not be confined to the railways
immediately affected, but must commence on a railway a long way
off. The goods from Leeds fee Bristol, for instance, must be duly
placed together at Leeds, packed in such a manner as will enable
you at Gloucester to get at them in the best manner. They must
be forwarded from Leeds, and again from Birmingham, in such
quantities as will be convenient at Gloucester. The arrangements,
in short, by which our interests at Gloucester will be best con-
sulted, will have to be made by another Company, often not inte-
rested in the matter, and whose convenience may suggest another
course. You cannot, therefore, look forward to remedying many
of the difficulties attending on change of guage, which are of this
nature."

To the above summary of the practical inconveniences men.
tioned, we have only to add, that the numerous representations
addressed to us by the principal carrying and commercial interests
which have been coneerned in the traffic affected by the change
of gauge at Gloucester, have fully borne out the statement of the
evils experienced, more especially with reference to the loss, delay,
and misdirection of goods. The principal railway companies
north of Birmingham have also made strong representations as to
the obstacle thrown in the way of a proper development of the
traffic by the break of gauge; an obstacle which, as regards coal,
iron, salt, corn, and every description of heavy goods, they eon.
eider as amounting to a virtual prohibition.
The question may be raised how far it is possible to obviate the
inconvenience of two different gauges by mechanical arrange-
ments ? These arrangements may consist either—
I. Of contrivances for transferring the bodies of waggons from
the wheels and axles adapted for one gauge to those adapted for
the other : or-
2. The laying down of additional rails, se as to permit trains of
either gauge to run on without interruption.
With regard to the first, it is stated that the experiment has
repeatedly tried on the Liverpool and Manchester, the Newcastle
and Darlington, the Leicester and Swannington, and other railways,
where crossed by local coal railways of at narrower gauge, and has
never succeeded. The practical difficulties also are obvious, of
securing with waggons constructed with moveable bodies, the
rigidity and solidity requisite for safety, and to prevent excessive
wear and tear, and damage to the articles conveyed. Even if we
were to suppose, however, all mechanical difficulties overcome, the
serious objection would still remain, that in addition to the expenses
of transfer, a large additional stock would require to be kept by all
railway Companies, owners of mines, and other parties who had
occasion to send traffic sometimes in the direction where the gauge
was uninterrupted, and sometimes in thedirectlon where waggons
of a special construction were required. This consideration is the
more important as, under the system of the clearing-house, the
whole stock of the narrow-gauge railways of theme untry may be
considered as becoming more and more common pperty, available
wherever there may be a press of business, and for as great distances
as may be required, in order to avoid the inconvenience of un.
loading.
The second arrangement, of laying down additional rails, may
be practicable under peculiar circumstanced, and to a limited ex.
tent, but it is open to great objections.

It is very doubtful how far the addition of a single rail only
would be consistent with safety, as in this case the centre of gra.
vity of the carriages of different gauge in the same train would
not be in the same straight line. If a complete double set of rails
were laid down the expense would be very considerable.
The complication of switches and crossings that would be ne-
cessary would involve considerable additional risk and great ex.
pense. The difficulty and expense of maintaining the permanent
way, and •f keeping the double set of rails in proper adjust..
ment, would be greatly increased; and on the whole, the ex-
pense, inconvenience, and risk, would probably be so great as to
prevent the experiment from being tried to any extent.
We cannot therefore consider the plan of laying down addi-
tional rails as applicable, unless perhaps to a limited extent and
under special circumstances, such as enabling, for instance,
mineral waggons constructed for the narrow guage to pass for
a short distance and at a slow speed over a wide-guage railway;
with which view alone it is proposed to lay down extra rails upon
the Oxford, Worcester, and Wolverhampton line, for a few miles
south of Wolverhampton.
On the whole, therefore, we cannot consider any of the mecha-
nical arrangements which have been proposed for obviating the in.
convenience of a meeting of different guages (even if we could
assume their practicability, which in the present state of experience
we should not be warranted in doing) as anything better than par-
tial and imperfect palliatives of a great evil.
Assuming this to be the case, and assuming also, as we are cern.
pelted to do, that an Interruption of guage must exist somewhere,
the question is reduced to this : to ascertain at what points such
interruption should be fixed in order to occasion the least inconve-
nience to the traffie and commerce of the country. From the fact
that nearly 2,000 miles of railway are already made or
sanctioned on the narrow guage, while not more than
300 are sanctioned on the wide guage, a disproportion
which will be still more largely increased by the new railways
now in contemplation, an inference might be drawn in favour of
confining the gauge which is in such a decided minority within
the narrowest possible limits.; and this inference might be
strengthened by referring to the obvious fact that the wide gauge
has not realised those decided advantages over the narrow gauge
which were at one time anticipated. The actual speed of trains
upon the Great Western Railway, as shown by the published time.
tables, and by official returns, is not so high as upon some narrow..
gauge railways, and notwithstanding the excellence of its gra-
dients, very slightly higher than the average speed of other great
railways on the narrow gauge. In respect of srfety, it Is manifest
that both gauges are alike unobjectionable, with due precaution
and proper management; and in respect of convenience and of
economy, including the cost both of construction and working, the
opinion ofa great majority of the most eminent authorities is un.
favourable to the wide gauge.

Without wishing to express any positive opinion ourselves upon
the point, it is enough for us to say that we think there is nothing
in the relative merits cf the two gauges in themselves materially to
affect the question between them, which turns upon commercial
considerations.

In this point of view the question is, as we have already ob.
served, whether the points of junction between the wide and narrow
gauge should be at Rugby, Birmingham and Wolverhampton, or
at Oxford and Bristol. In support of the first view, it is contended
that the principle which should regulate the choice of the points of
junction ought to be to fix them at great foci of traffic, and centres
of converging railways, where delay must take place and large estab.
lishments be maintained at any rate ; while on the other hand it is
contended that such points are the worse possible to select, and
that the opposite principle should be adopted, of confining an ine-
vitable inconvenience within the narrowest possible limits, by
fixing the points of junction where there is least through-traffic.
The correctness of the latter proposition seems perfectly obvious
upon general considerations ; but the question is one of such great
commercial importance, that we have thought it right to inquire
fUlly and in detail into the practical effects that would result to the
principal interests concerned from an interruption of the gauge, on
the one hand, at Birmingham and Rugby, and en the other at
Bristol and Oxford.

By either combination the traffic of places intermediate between
Birmingham and Bristol with each other, and with London, would
not be affected; uniformity of guage being secured equally in the
one case by the wide, in the other by the narrow guage. By either
combination the traffic between places north and east of the line of
the London and Birmingham Railway and places south of the line
of the Great Western Railway would not be affected, interruption
of guage having equally to be encountered in the one case at Bristol
and Oxford, in the other at Birmingham and Rugby.
By the former or wide.guage combination, the traffic between
Devonshire, Cornwall, and all places south of the line of the
Great Western Railway, and Birmingham, and all places between
Birmingham and Bristol, would gain, e, e., would escape an in.
terruption of guage; also such of the traffic of South Wales, to
Birmingham, and places short of Birmingham, as in the event of
the South Wales Railway tieing sanctioned, would take the cir-
cuitous route by that railway to the north of Gloucester.
On the other hand, by the narrow-gauge combination, a break
is avoided in the whole of the traffic between Manchester, Liver-
pool, Hull,: and the northern, eastern, and midland portions of
the kingdom, and Bristol, Gloucester, Worcester, and the whole
district intermediate between the London and Birmingham and
Great Western Railways.
The paramount importance of this consideration has been
strongly urged upon us by parties practically acquainted with the
traffic, and by the principal interests affected by the question.
In the memorial already referred to, signed by the representa-
tives of 46 iron-works, 57 furnaces, and 98 collieries, in the Staf.
fordshire mineral district, in favour of the London and Birming.
ham line, and narrow.gauge system, it is stated that, of the total
export of the district, only eight per cent. is sent in the direction of
Bristol, of which by far the greater quantity is shipped from that
port, and would therefore be unaffected by a break of gauge there;
while 37 per cent. is sent to Liverpool and the north and north.
west of the kingdom, and 13 per cent. to Hull and the east, all of
which would consequently suffer by a break at Birmingham.
The wool trade between Bristol, where wool fairs are held
annually, and Leicester and the West Riding of Yorkshire, is
very considerable, all of which would escape a break of gauge by
the narrow-gauge combination.
The export of salt from Droltwich, both to Glouoester and
Bristol, and to Hull and other parts of the kingdom, is already
large, and likely to receive very great increase, if an unbroken
railway communication is afforded, which can only be done by
the narrow.gauge combination.
The same combination affords the important advantage of an
unbroken communication to the traffic of Manchester and Liver.
pool with Bristol, and indeed with the whole of the west of Eng.
land, as a very inconsiderable proportion of the goods actually
dispatched require to be carried in transit through Bristol. The
same remark applies to the trade of the Potteries with the west
of England ; of Bristol and Gloucester with the midland counties,
where the imports of these ports now meet those of Hull and
Liverpool ; of Worcester, Kidderminster, &c., with Liverpool,
Lancashire, and Yorkshire, and of various other branches of
traffic that might be specified.

As a proof of the importance of some of the branches of traffic
that would be thus inconvenienced by a change of guage at Bir-
mingham, it may be mentioned that single carriers already send as
much as 20,000 tons a year in transit through Birmingham, by the
Birmingham and Gloucester Railway, and that the total quantity
thus sent is estimated at from 50,000 to 100,000 tons per annum,
and is considered to be capable of great increase, the line of com-
munication having been only very recently completed by the open.
ing of the Bristol and Gloucester Railway, and the development of
the traffic having since been greatly impeded by the interruption of
the guage at Gloucester, and other circumstances.
With the low rates which it is now proposed to establish on
coals, salt, agricultural produce, and other heavy goods, the
amount of traffic that may be expected I. pass from the west In
transit through Birmingham, and vice versa, if the advantage of an
unbroken commnnication can be secured, will be exceedingly great.
It has been represented to us that Droitwich alone would send
upwards of 250,000 tons of salt annually.
The same observation applies as to the coal traffic from the mid.
land counties through Rugby to Oxford. The whole of the ex.
tensive district between Rugby and Oxford, where coal is now
usually at a very high price, may be cheaply supplied by railway ;
an object of great importance, which could be only partially at-
tained if the impediment of an interruption of gauge were allowed
to exist at Rugby. . _

Another important consideration which stems to point to Bristol
rather than Birmingham, as a proper point for the interruption of
the gauge, and which has been strongly urged upon us by carriers,
merchants, and practical men acquainted with the course of traffic,
is, that Bristol, like London, is a great emporium and shipping
port, through which a comparatively small portion of the goods
which enter by railway require to be forwarded in transit without
re-lacking and assortment. The facilities for water communica.
tion with Bristol also give the public a better alternative than they
would enjoy elsewhere of avoiding the inconvenience of the change
of gauge, and thus afford the best possible security, that if the in.
terruption be fixed there, the railway Companies interested will
use every possible effort to reduce the inconvenience to a minimum.
For all these considerations, we can have no hesitation in express.
hag our preference, on public grounds, to the alternative that pro.
poses to fix the break of gauges at Bristol and Oxford, rather than
at Birmingham and Rugby.
Another important advantage offered by the London and Bir.
mingham scheme, and intimately connected with the question of the
gauge, is the arrangement by which it is proposed to lay down an
additional double line of rails throughout the mineral district, to
be devoted entirely to the accommodation of the mineral traffic.
We have already seen that the production of iron of the district
requires a continued interchange of coals, lime, ironstone, and
other raw materials among the different mines and works, to the
extent of about 4,000,000 tons annually.
It is only by obtaining ready access to the railway by means of
short branches or tramroads from those mines and works, that the
benefits contemplated from the introduction of railway cemrnuni.
cation can be fully realised. But if this is to be the case, and if
any considerable portion of this immense local traffic is to pass by
railway, it is manifest that the rails so used oould not be rendered
available without extreme danger and inconvenience for the general
traffic. Even the export trade alone in coals and iron could not be
conducted with convenience upon the same line of rails as the
passenger traffic, and would require a separate line of rails in order
to allow the waggons passing and massing from the different
work' within the district to reach without interruption some prin.
cipal station at its extremity, where trains of the proper size mild
be formed and dispatched to distant points. This :object would be
very imperfectly fulfilled by the plan proposed by the wide-gauge
railway, of laying down an extra rail, or pair of rails, on the
narrow gauge, inside the principal rails, which would, fn fact,
obviate none of the objections to the accumulation of slow mineral
trains upon the main passenger line, and would allow of no access
by lateral tramroads, without cutting up the main line by crossgs.
It is represented also that the waggons of the wide gauge a'e,
of from
the
their greater weight and rise, ill adapted for the purposes
mineral traffic.
rails, is equally proposed by line fr
which traverses the same
The arrangement in questitke on,
line
an
"' addnitiiremnianighdaomubtole
slhinreewol.f
bury, eia Dudley and Wolverhampton.
i as compared with the corn.
mineral district, and must be considered as, to a great extent,
withideinthiefiedcaseirbdLourryidlonneand Birmingham scheme.
Junction Company, which stops at
peting scheme of the Grind Junction
nn the same arguments, of
of the
t heTSrihlrge
importance of opening up the Staffordshire mineral field by
the
Wolverhampton,
• y communication, which have been already adduced in
depends very
railway
of the Tring line; and the objections to it on the part of
favour o
the canal and other interests are of the same description. The
rrangemento proposed for supplying the local wants of the dia.
trict are also of the same nature, and the plans and sections of the
two lines correspond, so that the portion between Dudley and
Wolverhampton is common to the two ; the understanding being
that, if both are sanctioned by Parliament, this portion is to be
made by the Shrewsbury Company, and used on equitable condi.
Lions by the other Company.
Tho Great Western scheme, on the other hand, introduces a
different gauge and different arrangements, and adopts a difkrent
line between Dudley and Wolverhampton, so that its existence is
hardly compatible with that of the Shrewsbury scheme.
For the reasons stated we are therefore of opinion that, for the
`purpose of accommodating the great mineral district of Stafford-

- _
%
shire, the combined scheme of the Tring and Shrerisary linet it
preferable to any other that has been proposed.
The Tring scheme is equally superior for the local aceornmoda.
tion of Kidderminster, Stourbridge, and Stourport, to which it
gives better stations, by pursuing a lower level along the bottom of
the valleys, and It admits of more easy extension towards 1.46134111.
eter, Ludlow, and the west. Between Worcester and London it
accommodates, as we have already seen, a larger population ; and
therefore, on the whole, both in these respects and in the Im.
portant particular of the guage, it seems to us to be in itself -de-
cidedly preferable to the competing Great Western scheme. '- -
It remains to be seen whether there are any other conside4tlbne
which might modify this conclusion.
It is urged, that the concession of this line to a Company pro_
moted by the London and Birmingham Company, will constitute a
great monopoly, extending over a vast extent of country, while,
by giving it to the Great Western Company, a competition would
be introduced, from which the public might derive benefit. On
the other hand, it may be said that, to allow the Great Western
Company to embrace, by their influence, not only the whole
western communications of the island, but also the whole of South
Wales, and the whole district up to Worcester and Birmingham,
would be to establish a monopoly much more gigantic than that of
the London and Birmingham. This latter moisopoly would
also be more obviously objectionable, inasmuch as an interest
adverse to the public would at once be established if the line
from London to Worcester and Wolverhampton, and that from
Bristol to Birmingham, were to be in the same hands, and
upon the same wide gauge, as the line now proposed through South
Wales. The accommodation of Herefordshire, Woreestershire,
South Wales, and the important districts lying to the west of the
present lines of railway, will evidently, at no distant period, re-
quire not only a wide.guage railway along the southern coast, to
place them ha communisation with London, but also a narrow.
guage railway, to place them in direct and unbroken communica-
tion, through Birmingham, with the manufacturing districts and
the great railway system of the rest of the kingdom.
The extension of such a railway would be greatly facilitated by
the establishment of the narrow guage, and of an interest inde-
pendent of the Great Western, in the Worcester district, and, on
the other hand, would be greatly impeded if that district wee as.
signed to the Great Western interest and to the wide guage.
In respect therefore of the general question of monopoly, it Bp:
pears to us that nothing would be gained by substituting that of
the Great Westein for that of the London and Birmingham, which

is the only alternative; at the same time, if the latter Company
had shown no disposition to meet the fair demands of the public
by a reduction of rates, and to obviate the objections of monopoly
by the offer of reasonable guarantees, it might, perhaps, have be..
come necessary, notwithstanding the disadvantages of the Great
Western scheme, in respect of the gunge and other points, to adopt
this alternative.
This is, however, by no weans the case ; but, on the contrary,
the London and Birmingham Company have come forward velun.
tarily to offer guarantees and conditions of a very advantageous
character.

They offer, on condition of their Worcester scheme being sanc-
tioned, at once to meet the objections of monopoly, by inserting in
their Act the following provisions :-
1. The %hole cf the railways under their control, including the
existing London and Birmingham Railway, to become subject to
the options of revision and purchase contained in the Act of last
year ; the option of revision, however, at 10 per cent. to accrue
at an earlier period than that of 20 years, specified in the Act.
2. A revised tariff to be framed for the whole of the said rail.
ways, including the London and Birmingham Railway, upon the
principle of fixing 'natio:um rates for passengers and goods lower
than those at present charged, and at as low a level as those charged
upon any of the principal northern railways.
9. One article of such tariff to be, that coals and iron are to be
ferried at rates not exceeding Id. per ton per mile, including toll
and locomotive power.
4. All differences with other Railway Companies, by which the
public safety or convenience are affected, to be referred to the
Board of Trade, or other competent authority fer that purpose es-
tablished by Parliament.
6. The London and Birmingham Company to pledge the whole
revenue of their existing line fbr the completion of the proposed
undertaking within a reasonable time.
It appears to us that these guarantees hold out for the public a
prospect of permanent and certain advantage greatly beyond any.
thing that could be expected from the competition of two great
Companies, who would be urged by every motive of interest to
combine.

We attach the greatest importance to the security obtained for
the cheap transit of coals and minerals. Not only will a great be.
nefit be thereby, as we believe, secured for the important mineral
districts of Staffordshire and the midland counties, but also a still
more important benefit for the poorer and industrious classes, and
for theeonsumers of coals generally throughout the southern and
western counties, and in the metropolis.
The charge of conveyance •f coals by railway from South Staf-
fordshire or Derbyshire to London will net exceed I Is. or 12s. per
ton, and it has been stated to us, that, after payment of all charges,
good house coals could be sold here, with a profit, at prides not ex.
ceeding 20s. per ton. _ . . . _

During the recent frost and easterly winds the price of coats in
London has been as high as 40s. par ton; and during the
winter the price frequently exceeds 30.. for coals of ordinary
quality. When we consider how materially the comfort of all
classes, more especially of those in humble circumstances,
depends on a regular supply of cheap coal, and also how mush
the employment of industry Is affected by the same circus.
stances, and when we bear in mind that a saving if every shil-
ling per ton on the average consumption of the metropolis is equi-
valent to an annual saving to its inhabitants of 160,0001.,
it is Impossible not to appreciate the importance of insuring low
rates of charge upon the principal railways, which are in connexion
with the great inland coal fields.

In other respects also we think that the introduction of a system
of moderate charges upon the London and Birmingham and its
tributary railways, will be calculated to afford great advantage to
important commercial interests, and to the community at large,
while we see every reason to hope that it will not be unproductive
of benefit to the Company itself. We must remember, however.
that this latter point is, to a certain extent, experimental, and
that it is highly important to obtain voluntarily from the Company
guarantees of a permanent character.
It must not be forgotten that, without some arrangement of this
sort, the Company, if so disposed, has a perfect legal right to resort
to charges so high as greatly to inconvenience the public. and that
under an altered state of things, with a depressed money-market,
and all fear of immediate competition removed, it is by no means
certain that it might not find It for its interest to do so.
We have also the authority of the Select Committee of last
session for attaching great importance to the prospective
guarrantee, for the future, in the shape of options of revision or
purchase, whioh are now voluntarily offered by one of the first
railway Companies in the kingdom, whose line could not be, other-
wise than by their own consent, subjected to the operation of any
conditions not contained in their original Act.

On the whole, therefore, when we consider on the one hand the
superior advantagee afforded by the London and Birmingham
scheme in itself, and by the adoption of the narrow gauge, and on
the other the great advantages offered by the London and Birming.
ham Company, in connexion with it, over their whole system, and
the ample guarantees given against any possible abuses of monopoly,
we can arrive at no other conclusion than that the scheme pre.
moted by that Company is preferable on public grounds to the com-
peting scheme, which is inferior in itself, and whiels holds out no
such collateral advantage..

Having already referred to the Shrewsbury, Wolverhampton,
Dudley, and Birmingham scheme, as connected, in a great ace.
sure, with those between Worcester and Wolverhampton, It will be
convenient to include this scheme in the present report.
We have stated that the general question involved in the eon.
parison of this scheme with the competing line proposed by the
Grand Junction Company is, that the latter joins the Grand
Junction line at Wolverhampton, and thus affbrds no accommoda.
tion to the mineral district between Wolverhampton and Dinning.
ham.
If the views which we have stated in regard to the importance of
opening up this district by railway communication are correct, this
consideration alone is sufficient to give a decided preference to the
more extended scheme. It also appears to us, that to entrust the
branch to Shrewsbury to the Grand Junction Company would be
open to the objection which we have stated in our previous report
upon the South-Eastern schemes, when discussing the general
policy of giving a preference to lines proposed by existing Com.
paniesf or the accommodation of adjoining distriets, viz., that there
may he:danger in giving such preference where the scheme proposed
by the existing Company, although insufficient for the complete
accommodation of the district to be provided for, may yet be euftl-
eleat to throw impediments in the way of other parties coming for.
ward with more extensive schemes.
A line to Shrewsbury, In the hands of the Grand Junction
Company, would manifestly be not unlikely to be used for the
purposes of protection against competition, rather than of en.
couragement to extensions beyond Shrewsbury, and to the legi-
timate development of the traffic. It appears to us, therefore,
that, wader the peculiar circumstances of the case, the fact of the
Shrewsbury and Birmingham line being promoted by a substantial
and independent local party, is a legitimate ground of preference,
in addition to that already pointed out, of the superior advantages
attbrded by the independent line to the populous mining district be.
tween Wolverhampton and Birmingham.

As regards the line between Shrewsbury and Stafford, of which
plans and sections have likewise been deposited by the Grand
Junction Company, it appears sufficient to say, that although as a
mere line for the town of Shrewsbury, it might afford consider-
able advantages, it accomplishes none of the more important ad.
vantages for the district at large which are held out by the line to
Birmingham.
We are of *pinion, therefore, that the latter line is preferable to
all the competing schemes premed, upon general grounds of public
policy; and we are aware of no public reasons wby it should not
receive the sanction of Parliament.
At the same time, there are points of detail connected with it,
more especially as regards the mode of passing through the town of
Birmingham, and of effecting a junction with the London and
Birmingham Railway, to which we think that the attention of Par-
liament should be especially directed. With regard to the Brit
point, it depends to a great extent upon considerations of private
property, which we are precluded from entertaining ; but with re.
gard to the second point, It appears to us of the greatest importance
that provision should be made for an uninterrupted and convenient
junction in Birmingham between the projected line and that of the
London and Birmingham Beltway.
In conclusion, we beg to draw attention to the passage of the
fifth report of the Select Committee of last year, in which it is
stated, in recommending that reports should be made to Parliament
by this department upon railway schemes, " That no such report
should be held to prejudice the claims of private persons, the
examination of which should be altogether reserved to the Houses
of the Legislature."
In submitting to Parliament, in conformity with the reeem-
mendations of that Committee, the results at which we have
arrived, with a view to the information and assistance of Perlis.
ment, in forming a judgment upon the schemes in question, in eo
far as our report may be available for that purpose, we are simians
that it should be distinctly understood that we have arrived at these
qtuhiereextoclublei°mnodofiflaedll bcsyn;
eurl aidat results
isoonl lyh
our fna rpouubstil a
due regard fbr private rights and interests.
grounds, and
red
DALHOUSIE.
C. W. PASLET. G. It. PORTER.
D. O'BRIEN. S. LA ING.

BERKS, RANTS, WILTS, DORSET, AND
SOMERSET DISTRICTS.

REPORT OP THB RAILWAY DEPARTMENT OP TAR BOARD OF TRADR ON
TUN SCORIIIRS POR EXTIINDING RAILWAY COMMENICATION IN THII
DISTRICTS OF lIERICSHIRR, HAMPSHIRE, WILTSIIIRD,
AND SOMERSETERIBIL
Railway Department, Board of Trade, Whitehall, Feb. 2e.
The Board constituted by minute of the Lords of the Committee
of Privy Council for Trade, for the transaction of railway business,
having had under consideration the fallowing schemes for extend.
ing railway communication in the districts of Berkshire, Hampshire,
Wiltshire, Dorselskire, and Someraetshire, intermediate between
the Great Western and South-Western Railways, viz., the Basing-
stoke and Didcot Junction ; Bristol and Exeter—Yeovil Branch :
London and South-Westem—Hook Pit Deviation ; London and
South-Western—Salisbury to Yeovil ; Reading, Basingstoke, and
Hungerford ; Southampton and Dorchester; Salisbury, notches.
ter and Weymouth ; Wilts, Somerset, and Weymouth ; have de-
termined on submitting the following report thereon for the consi.
deration of Parliament.

The different railways in the above list are combined so as to
form two great schemes for supplying the extensive district situated
between the Great Western and South-Western Railways; the first
promoted by the Great Western Compahy, consisting of the Read.
tng, Hungerford, and Basingstoke ; Wilts, Somerset, and Wey-
mouth; Bristol and Exeter—Yeovil branch; Southampton and
Dorchester; the other, promoted by the London and South.Wce-
tern Company, consisting of the Basingstoke and Didcot Junction ;
London and South.Western—Hook Pit Deviation ; London and
south.Western—Salisbury to Yeovil; Salisbury, Dorchester, and
Weymouth. For the sake of distinction these may be referred to
shortly as the Great Western and South. Western schemes. The
lines are delineated on the map accompanying this report.
The promoters of the South-Western scherae hate publicly aii„

noonced their intention of abandoning the whole of their lines,
and withdrawing all opposition to those of the Great Western
scheme; but as the two schemes were fully investigated by us
before arriving at the opinion which we have formed as to their
comparative merits, we shall proceed to state our grounds for this
opinion without reference to circumstances which have subsequently
occurred.

An inspection of the map will show that the two schemes are
based en opposite principles. The leading idea cf the South-
Western scheme is to supply the district between the Great
Western Railway and the coast by a central trunk line running
east and west through Salisbury and Yeovil, with branoh lines
north and south, draining the trafSc from each side into this trunk.
The leading idea of the Great Western scheme, on the other
hand, is to supply the same district by a coast line to Southampton,
afording, with the Great Western Railway, east and west com.
munications along the boundary lines of the district, with cross lines
between the tw.o allbrding north and south communications.
The South-Western, Salisbury line, straightened by the Hook
Pit Deviation, together with the extension from Salisbury to
Yeovil, form the central trunk line of the first system, uhich it
would probably have been proposed to complete in a subsequent
session by a line from Yeovil to Exeter; and in connexion with
this trunk it was at first proposed to run a branch nearly at right-
angles from Shaftesbury to Dorchester and Weymouth, which,
however, was subsequently modified into the Salisbury, Dor.
cheater, and Weyrnouth scheme, taking a more direct course
towards London.

The Southampton and Dorchester, in connexion with the por.
tion of the Wilts and Somerset scheme from Weymouth to Brid-
port, constitute the coast line or base of the other scheme; and the
remaining portion of the Wilts and Somerset scheme, with the
Yeovil branch of the Bristol and Exeter, form a comprehensive
system of north and south communication between this coast line
and the Great Western.

The Re_Wing, Basingstoke, and Huigerford, aril Basingstoke and
Didcot Junction lines are proportions of these two great schemes,
which compete with one another for a part of the Berkshire and
Hampshire district, which is to a certain extent isolated from the
main question, and may be considered separately.
It soon became evident to us, from the statements of the
parties, arid from the estimates of traffic, that of the two great
schemes above described, one only could be supported by the re.
sources of the district.

The coast line and other lines of tl,e Great Western scheme
could only hope to exist by combining with the local traffic such
portions of the traffic towards the metropolis as would be diverted
from them by the construction of a more direct central line; and,
on the other hand, the central line passing through a district com-
paratively destitute of local traffic, could only be supported by
draining imo it the whole traffic towards London.
We had, therefore, at the outset to consider which of the two
arrangements appeared, on the whole, to be preferable for public
purpeses.

The privicipal advantage of the South. Western scheme appeared
to be, that it afforded a somewhat shorter communication from the
western counties to London. By this scheme the distance from
Yeovil to London would be about 130 miles, as compared to 142
by the Great Western scheme; from Dorchester to London, 124
miles, as compared to 137; and if contlnned to Exeter, it is calcu.
lated that about 20 miles would be saved over the present route by
way of Bristol.

On the other hand, the Great Western scheme affords a very
much better local connexion of the different towns of the district
among themselves, and places them all in railway communication,
not only with Lcndon and the east, but also with Bath, Bristol, and
the north.

An inspection of the map will show that by this scheme Sou-
thampton, Salisbury, Poole, Dorchester, Weymouth, Bridport,
Yeovil, Warminster, Frome, and, in fact, almost every town of
any importance in the extensive district between the Great Wes-
tern and South-Western Railways, are placed on good lines of
communication with one another, with London, and with Bristol.
By the Scuth-Western scheme, on the other hand, co outlet is
aftbrded towards Bristol or Bath, and of the towns in question some
are entirely omitted, while others only obtain a very circuitous
connexion with one another, while no town of any note except
Shaftesbury is accommodated by the South-Western scheme and
omitted by the other.

From the evidence submitted to us, it appears that a very large
proportion of the traffic of almost the whole district in question
flows towards Bath, Bristol, and the north, and that consequently a
scheme of railway communication which afforded no outlet in that
direction would be, comparatively speaking, of little value. It
appear!, also, from the result of the various public meetings that
have been held, and from the different memorials that have been
addressed to us, that a very general and decided feeling exists
throughout by far the greater part of the district in question in
favoar of the Great Western scheme, as combining the advantages
of local accommodation and of a northern outlet with that of a suf-
ficiently good London communication.
These considerations appear to us, under the peculiar eircum.
stances of the case in question, to cutweigh the slight advantage in
distance from a few principal points to London ; and accordingly
we have arrived at the conclusion that the Great Western scheme
is calculated to afford, on the whole, better accommodation to the
districts to be supplied than the competing scheme.

The advantages afforded, in a national point of view, by the coast
line, which forms an integral portion of the Great Western scheme,
have been already refcrrea to in our report on the South-Eastern
district, and constitute, in our opinion, an important additional re-
commendation in favour of this scheme.

When we prooeed to examine the different lines of the two
scheue^s which are in competition with one another more in detail,
we are confirmed in the preference which, upon general grounds,
appears to be due to the Great Western scheme.
I. As regards the ➢erkshire or Newbury district.
_ .

The Great Western line runs from Hungerford, through New.
bury, to Reading, and from Reading to Basingstoke. That of the
South .Western Company from Basingstoke to Newbury, and thence
with an alternative branch either to Didcot or Swindon.

The traffic tables submitted to us, as well as the evidence given
before Parliament last year, show that the principal traffic of
Newbury, Ilungerford, and the district to be accommodated, is
with London.

The Great Western line, by way of Reading, gives this traffic
a shorter route of eight miles and a-half, than the SouthaWestern
line by way of Basingstoke.
The Great Western line also affords a direct communication from
Newbury and Hungerford to Reading, Maidenhead, and the dif-
ferent towns along the line of (he old Great Western road, with
which the intercourse is considerable.
The South-Western line affords no communication in this direc-
tion, and substitutes for it only a communication towards Basing.
stoke and Southampton, in which direction the traffic is inconsi.
demist°, and which is afforded without any very great circuit by the
Great Western scheme, by way of Reading.
W:th regard to the north and south communication, the pros-
pect of a connexion being effected between Rugby and Oxford,
leaves no doubt that the sommunication by way of Oxford is pre-
ferable to that by Swindon, as affording a more direct route not
only to the northern and north-western, but also to the midland
and northeastern portions of the kingdom. It is evident also
that there is at present no sufficient traffic to support two lines of
communication to the north, and the advantages of that by Swin-
don are, to a great extent, obtained by the proposed extension of
the Wilts and Sort erset line to Salisbury,
We may assume, therefore, that the alternative branch of the
South-Western Company to Swindon is untenable, and that the
comparison lies between their Didcot line and that of the Great
Western Company from Reading to Basingstoke.
The sole advantage of the Didcot line is—that it shortens the
distance from Dichsot to Basingstoke (or, in other words, from
north to Southampton) by 51 miles, as compared with the Great
Western route by Reading. But, on the other hand, its gradients
are very inferior, and it involves the construction of 26; miles of
railway, in great part of an expensive character, through a thinly
populated country, while the length of the Great Western Railway
from Reading to Basingstoke is only 15 miles.
Hid the through-traffic from the north been sufficient in itself
to support a lino, much might have been said in favcur of one from
Basingstoke to Didcot on the narrow guage, which would not only
have given the most direct route, but also have afforded a prospect
of attaining an unbroken communication throughont, since in that
case the portion between Oxford and Didcot would alone have
intervened upon the wide guage. But it appears perfectly
well established that there exists at presents no through-traffic
in this direction that could in itself warrant or support a
line of 26 miles from Basingstake to Didoot, and a second
narrow gauge line for 10 miles between Didcot and Oxford.
Such a line would present itself under very different circumstances,
if the traffic towards Seuthampten should so far increase as to be
capable of supporting it; but in the meantime it is evident that it
could only hope to be supported by the London traffic from the
Newbury district being diverted over it, in the circuitous and in.
convenient direction of Basingstoke.
Conceiving, therefore, this traffic and the connexion with Rea-
ding and the eastern towns to be the paramount objects required
for the accommodation of the district, we are of opinion that the
Great Western scheme, which effects these objects much Letter and
more economically, at a comparatively slight sacrifice of distance to
the through-traffic from the north, is preferable to the competing
scheme : nor do we think that this preference would interfere
materially with the construction hereafter of a direct and un-
interrupted narrow-gauge communication between the north and
Southampton, should such appear to be required for the public ac-
commodation, which, however, we do not contemplate as likely to
be the case under existing circumstances.
11. The Wilts and Somerset Line, and Bristol and Exeter
Branch from Durston to Yeovil.

These together form a very complete and comprehensive scheme
comprising 148 miles of new railway, for supplying local accom.
modation, and a double communication, towards London and
Bristol, to the plincipal towns of Wiltshire, Somersetshire, and
Dorsetshire. By combining these objects, and by ensuring uni-
formity and economy of working in connexion with the Great
Western Railway, a sufficient return may be expected to justify
the outlay of capital, which, from the comparatively easy nature of
considerable portions of the line, is estimated not to exceed
1,700,000/.
No portions of this scheme appear to be in direct competition
with any of the lines proposed by the Slutik;Vyestern Company,
none of which supply the main object of a communication towards
Bristol and the north.

As a wh )le, the Wilts and Somerset scheme appears a very
useful and complete scheme for the accommodation of the district
wi?h the exception of the following points :

1. The communication afforded from Salisbury, Warminster,
Bradford, and all places north of Yeovil, towards Bath and Bristol,
is circuitous and imperfect, and it is evident that a communication
in this direction, in addition to that towards London, is required
in order to carry out properly the avowed objects of the undertak-
ing. It has been strongly urged by various local interests, includ-
ing the Chamber of Commerce of Bristol and other public bodies of
that city and of Bath, that the completion of this communication
by a line from Bradford to Bath ought to be insisted on, as a con.
ditinn of sanctioning the scheme. The promoters state, however,
that great engineering difficulties exist in this direction, and that
it is by no means certain that a better line for public purposes might
net be found by Frome and Radstock, or in some other direction.
They have voluntarily offered, however, to pledge themselves, in
any way that Parliament may think fit, to complete their scheme,
by applying next session for such line of improved communication
towards Bath and Bristol, whether by Bradford or in any other di-
rection, as upon full inquiry shall appear the best, leaving it to the
Board of Trade, or other authority constituted by Parliament, to
decide, in case of difference, which line shall be adopted, and whe-
ther there are any circumstances that may reasonably require a
suspension of the application.
demanded from
to us that this pledge offers all that can be reasonably
from the Company, and will insure the attainment of the
public objects which the memorialists have had in view.
Th of Wells and the surrounding district are left with-
out railweacyitcyo communication by the present combination.
It appears tor': very desirable that this object should be attained,
in order to completee the railway communications of the county •
bet at present this could only be done by the sacrifice of objects of
greater importance.
The promoters of the Wilts and Somerset scheme, as well as the
Bristol and Exeter Company, have, however, stated their inten-
tion of examining the Wells district,
with a view to extending a
branch to it if it should appear that such
an
be justified as a commercial enterprise;
be
longwe hope,
undertaking would
d
therefore,
that this portion of the county will not excluded from a
participation in the benefits conferred upon the
rest.
ret
The Bristol and Exeter Company's Branch from Duraton to
Yeovil is an integral part of this comprehensive he
munication, and affords a connexion between the Bristol Channel,
Devonshire, Devonshire, and Cornwall, and the south coast, and coast line from
Dorchester to Southampton.

111. With regard to the lines from Dorchester to South.
ampton and Salisbury.
The general features of these competing lines have been already
described, and the grounds upon which a preference appears to be
due to the former as a better local line, and as an integral portion
of a more comprehensive scheme, notwithstanding the advantage
of a somewhat shorter distance to London by the Salisbury line.
It only remains to add, that the Southampton line was origi.
nally projected by an independent local committee, and adopted by
resolutions passed at county meetings and public meetiugs held at
the principal towns of the district for the purpose of considering of
the best means of railway communication. It is obviously prefer-
able to the Salisbury scheme, in a national point of view, as a coast
line, and affbrds better local accommodation to Warillarn, Poole,

Christchurch, and the towns on the coast; it is also of a much less
expensive character, which is a consideration of importance,
as it does not appear that the traffic which may be ex.
pected will be sufficient to afford a fair return upon the larger
capital required for the Salisburyscheme. On the whole, therefore,
we have no difficulty in stating onr opinion that of the twe com-
peting schemes that from Dorchester, to Seuthampton appears to
ns to be preferable.

IV. The remaining lines are, the South-Western Extension,
from Salsbury to Yeovil, and Nook Pit Deviation.
Fad the traffic of the district appeared to be sufficient to sup-
port a direct Yeovil or Exeter line, in addition to the coast and
Wilts and Somerset lines, the preference given to the latter would
not have been conclusive against the sanction of the former; but
it appears to us to be perfectly well established that neither the
local or through-traffic are at present of sufficient amount to
enable the two schemes to exist in conjunction, and therefore, as
a consequence of the opinion we have expressed, that the Great
Western scheme affords, on the whole, decidedly greater pre lie
advantages, it follows that we must equally express an opinion un.
favourable to the line from Salisbury to Yeovil.
It may, perhaps, be objected that the effect of the rejection of
the Salisbury and Yeovil line will be to create a monopoly of the
whole traffic of the west of England in the hands of the Great
Western Company. Thia objection, however, could only be
obviated by sanctioning a great length of otherwise unproductive
line for the sake of competition, and by so doing defeating a scheme
greatly preferable both in respect of local accommodation and of na-
tional advantage. Ner does it appear to us that any monopoly
beyond what at present exists would be thus created, since if at any
time hereafter circumstances should so change, either by the in.
creasing importance of the through-traffic or by any possible abuse
of their powers on the part of the Great Western Company, as to
justify and require the construction of a shorter or emnpetlng line to
Exeter, there would be nothing in the present settlment to prevent
such line ftom being brought forward, either by the South-Western
Company, or by other parties.
The Hook Pit Deviation, by which the angle at Bishopstoke of
the Salisbury line, sanctioned last year, is proposed to be cut off.
and the distance from Salisbury to London shortened, might be
highly desirable, if the South-Western scheme of a central line
to the west of Salisbury were adopted. But if this scheme be re.
jected, there hardly appears a sufficient case for proposing a new
line to alter one so recently sanctioned, and which is not yet com-
pleted, more especially as it may be questionable whether, if it be a
sufficient object for the South. Western Company to shorten their
line to Salisbury as much as possible, that object might not be
better attained by a line from Basingstoke by way of Andover,
which would at the same time accommodate a district now un-
provided with railway communication.
We have thus stated the grounds en which we should have been
induced to express a preference in favour of the lines of the Great
Western scheme over the competing lines of the South-Western
scheme, had both been brought forward for the sanction of Perna-
ment. The latter scheme has, however, as we have already stated,
been withdrawn by its promoters. An arrangement has also been
entered into, by which the coast line from Southampton to Dor-
chester, which, although connected with the Great Western
scheme, is promoted by an independent Company, is proposed,
with the consent of the different parties interested, to be leased to
the South-Western instead of to the Great Western Company.
This arrangement appears to us advantageous for the public, in.
asmuch as from the position of the line in question, terminating
at Southampton, and having the South.Weetern Railway for the
outlet of all its metropolitan traffic, it may be worked more con-
veniently in connexion with the South-Western than with the
Great Western Company. A consequence of the former con.
nexion also is, that the narrow instead of the wide gauge will be
carried westward from Southampton to Dorchester; and although
this will be an inconvenience for all traffic ftom the westward of
Dorchester to Southampton, and places short of it, it will be a
great advantage for all traffic passing beyond Southampton to Lon-
don, and, by the continuation of the coast line, towards Ports.
mouth and Brighton,
In order to obviate as far as possible the inevitable inconve-
iiien:es arising from the meeting of the two different gauges, it
may be well to insert clauses into the Bills of both Companies
enabling some public authority to enforce hereafter, at the request
of either Company, the laying down of additional rails over por-
tions of the other line, or such other provisions as may appear
practicable and desirable, subject to equitable conditions. For
instance, between Weymouth and Dorchester it may be very de-
sirable that additional rails should be laid down if practicable, so
as to allow narrow-gauge carriages, &e., to run on to London and
Southampton without interruption.
Some similar provision might be required at the meeting of the
two gauges at Salisbury ; and there also it is essential that pro-
vision should be made to ensure a proper junction of the two lines,
which is not shown on the plans.
Subject to these points, and to other provisions of detail, it ap-
pears to us that the system of lines, and the arrangements above
described, and which are now brought forward without opposition,
as far as the different railway interests are concerned, are well cal-
culated to promote public convenience and to provide for the ac.
comtnodation of the district.

In conclusion, we be beg to draw attention to the passage of the
Fifth Report of the Select Committee of last. year, in which it is
stated, in recommending that reports should be made to Parliament
by this department upon railway schemes, " That no such report
should be hold to prejudice the claims of private persons, the
amination of which should be al!ogether reserved to the Houses of
the Legislature."

In eubmittiog to Parliament, in conformity with the recommen.
dations of that Committee, the results at which we have arrived,
with a view to the information and assistance of Parliament in
forming a judgment upon the schemes in question, in so be as our
report maybe available for that purpose, we are anxious that it
should be distinctly understood that we have arrived at these ni-
twits solely upon public grounds, and to the exclusion of all consi-
derations how far such results might require to be modified by a duo
regard for private rights and interests.
DALHOUSIE.
C. W. PASLEY. G. R. PORTER.
D. O'BRIEN. S. LAINO.

RAILWAY BUSINESS IN PAR-
LIAMENT.
TUESDAY, MARCH 4.

Standing Orders Committe,L-Resolutions reported;
1. " That, in the case of the Thames and Medway canal Pe.
tition, the Standing Orders ought not to be dispensed with."
2. " That, in the case of the Glasgow, Paisley, Kilmarnock,
and Ayr Railway Petition, the Standing Orders ought to be
dispensed with :—That the parties be permitted to proceed
with their Bill."

" That, in the case of the Glasgow Junction Railway
Petition, the Standing Orders ought to be dispensed with :
That the parties be permitted to proceed with their Bill."
4. " That, in the case of the London, Worcester, and South
Staffordshire Railway Petition, the Standing Orders ought to
be dispensed with :—That the parties be permitted to proceed
with their Bill."

3. " That, in the case of the York and North Midland
(Goole Branch) Railway Petition, the Standing Orders ought
to be dispensed with :—That the parties be permitted to pro-
ceed with their Bill, on making, forthwith, applieation in
writing to William Smith, as owner of Numbers 108 and 109
on the plan."
6. " That, in the case of the Cambridge and Lincoln Rail-
way Petition, the Standing Orders ought to be dispensed
with :—That the parties be permitted to proceed with their
Bill, upon a memorandum of the radii of the two curves re-
ported on, not exceeding one mile in length, being forthwith
noted on the plans."
" That the Committees on this and the preceding Bill d')
examine, in the first place, how far such order has been coin-
plied with, and do report the same to the House on the report
of the Bill."

The second, third, fourth, fifth, and sixth resolutions
agreed to. Report to lie on the table.
Cambridge and Lincoln Railway,—Report from Select
Committee on Standing Urders read; Bill ordered to be
brought in by Mr. Manners Sutton, Mr. Kelly, Mr. Fitz-
william, and Mr. Eliott Yorke.

The following Bills were read a first time :
The Newcastle and Berwick Railway.
The Scottish Central Railway.
The Belfast and Ballymena Railway.
The Lynn and Ely Railway.
The Edinburgh and Glasgow Railway.

The following Bills were read a second time, and com-
mitted, and referred to the Committee of Selection :
Whitby and Pickering Railway.
Leeds and Thirsk Railway.
Barnsley Junction Railway.
Eastern Counties Railway (Ely and Whittlesea Deviation).
Black burn,Burnley,Accrington, and Colne Extension Railway.
Manchester, Bury, and Rossendale Railway (Heywood
Branch).

NOTICES GIVEN AT THE PRIVATE BILL-OFFICE,

Maack 4.

Scottish Central Railway,—Second reading, Monday,
March 10.

Brighton and Chichester (Portsmouth Extension) Railway,
—Committee on petition, postponed from Thursday, 6th, till
Friday, 7th March. _ .

Southport and Euston Junction Railway,—Committee on
petition, Monday, March 17.

West Cornwall Railway,—Petition for Bill reported, and
Bill ordered to be brought in by Mr. Pandarves and Mr. Ed-
mund Turner.

Ulster Railway Extension,—Petition for Bill reported, and
Bill ordered to be brought in by Viscount Castlereagh and
the Earl of Hillsborough...

Oxford and Rugbyßailway,—Petition for Trill reported,
and Bill ordered to be brought in by Mr. Charles Russell and
Mr. llayter.
Shrewsbury and Birmingham Railway,—Petition for Lill
reported; report referred to the Select Committee on Stand-
ing Orders.
Clydesdale Junction Railway,—Petition for Bill reported;
report referred to the Select Committee on Standing Orders.

'Northumberland Railway,—Petition for Bill; referred to
the Select Committee on Petitions for Private Bills.

York and North Midland Railway (Goole Branch),—Re-
port from Select Committee on Standing Orders read ; Bill
ordered to be brought in by Sir John Lowther, Mr. Stuart
Wortley, and Mr. Beckett.
Edinburgh and Northern Railway,—Petition for Bill ; re•
ferred to the Select Committee on Petitions for Private ➢ills.
Southport and Euston Junction Railway,—Petition for
Bill; referred to the Select Committee on Petitions for Pri-
vate Bills