The Liverpool Standard and General Commercial Advertiser.
Liverpool, Merseyside, England, 1844-11-19 00:00:00

REDUCTION OF DOCK AND LIGHT DUTIES.

The following report on this subject was read :—" The
Sub-committee, to whom was referred the revision of the
dock and light duties on tonnage, and the dock rates on
gaods, beg to state to the General Committee, that im-
portant changes having taken place since their appoint-
ment, and various circumstances having prevented them
making an earlier report, the only alterations in their du-
ties which they now venture to recommend is, that the
rates to be charged upon the seventh class of voyages
be, on tonnage, Is. 6d., and on lights 11 per ton, making
Is. 71d. per ton. The sub-committee consider it to be
desirable to ascertain the opinion of the general committee
as to whether the whole question of dock rates should be
revised, it being the opinion of this sub-committee that a
small rate of duty upon goods brought coastwise shall be
charged, the inward duties to be deducted in case of ex-
portation."
Mr. BOLD explained that the seventh class of voyages
referred to all ports in South America, to the southward
of Rio de la Plata, in the Pacific Ocean, in Africa and
Asia to the eastward of the Cape of Good Hope, the du-
ties upon which at present were, for tonnage, 2s. 3d., and
for light, 2d. He stated also that the loss to the estate
would only be about £4OOO a year. The report was re-
ceived, and it was ordered that the reduction should take
place on the 10th of December next.

ANOTHER DREADFUL COLLISION.- SINK-
ING OF THE BRIG BLUNDELL, OFF THE
MAGAZINES.

(From our Second Edition of Tuesday last.)

•
; It is with exceeding sorrow that we have again to record
one of those casualties which have of late been of but too
frequent occurrence, and which it would almost appear
no human aid can avert. The Blundell, a fine brig, bound
to Trinidad, started from this port on Saturday—and on
putting back came in contact with the American ship
Feronia and sunk almost immediately. The following
particulars communicated by the captain, Mr. Townsend,
of the Blundell, will, we doubt not, be found interest-
ing.
The brig Blundell sailed from Liverpool for Trinidad
on Saturday, at half-ebb, with wind about N.N.W. At
midnight the pilot left her, the N.W. Light-ship bearing
at the time S. by W. Stood on for two hours, and then
stood towards the light. At two o'clock tacked ship, and
stood four hours heading W. and W. aS. At 8 o'clock
made the Great Ormshead ; wind light.
About 8 o'clock on Sunday night a breeze sprung up
from the northward and westward, which freshened till
midnight, when a sudden gust carried away the jibboom.
The hands were at the time reefing the maintop-
sail. At four o'clock made Lynas light, broad on
the lee bow, distance about 8 miles. Wore ship, and
at half-past eight o'clock, the sea running tremendously
high, and the ship labouring and straining dreadfully,
carried away the foretopmaststay and foretopmast, which,
with all the gear, hooked the foreyard, and split the fore-
sail to pieces.
To save the vessel, the wreck was immediately cut
away, when it was found necessary to keep the pumps
constantly going. Stood on till twelve o'clock, heading
N.E., the wind still blowing tremendously in heavy gusts,
when they spoke the fishing-boat Eliza and Betsey, which
stopped by them.
At this time the vessel was drifting bodily to leeward.
Abont four o'clock a man came on board as pilot, the
N.W. Light-ship bearing about S., distant about twenty
miles. Got the ship to wear at 8 a.m., and ran her
through the Victoria Channel. _ _ _

At -ten o'clock passed the Rock Light ; saw a ship to
the eastward, (the American ship Feronia,) and a collision
took place before there was time to clear her. The brig
had a light up, and a watch was, we learn, on the deck of
the Feronia. The Feronia's bowsprit hooked the main-
mast of the brig, and her cutwater struck her just abaft
the main rigging with such a tremendous crash that it
carried away a great portion of her side. At half-past ten
the brig was cleared from the ship, and almost imme-
diately went down, head foremost, in 91 fathoms at low

The Feronia was inward bound from Quebec, and was
anchored off the Magazines. The hands had barely time
to save themselves. The Blundell belonged to Messrs.
A. Labertouche and Co., and is, we learn, fully in-
sured in the Marine Insurance-office.

The John and Mary, of Dublin, from Quebec for Li-
verpool. out 57 days, was spoken on the 24th ult., with 4
feet 10 inches of water in her hold, making 2 feet 6 inches
of water per hour. The roaster feared she would not get
home.—The Eliza and Ann, reported yesterday at Cove
of Cork, picked up the crew of the John and Mary on
the 28th.

The England, from Liverpool, for Ichaboe, at Cork—
having been in contact with a wreck and stove her bow.
The Raw, from Ichaboe, for orders at Falmouth ; left
about 400 sail of vessels at Ichahoe.
BEAUMARIS, Nov. 11.—Put in, Sisters, Smith, from
Liverpool to Penzance, with jibboom and foremast gone,
and sails split ; and the Margaret, Hughes, from Dublin
to Liverpool, with part of her bulwarks washed away.
A flat went down at her anchors in Conway Bay ; par-
ticulars not known.

The Oriental, steamer, from Alexandria, arrived at the
Motherbank, Cowes, Nov. 10th.

PAVING AND SEWERAGE COMMISSIONERS—THURS-
DAY.—On the motion of Mr. Procter, the treasurer was
directPd to prepare a return of the law expenses for the
years 1812, 1843, and 1844, distinguishing the amount
paid to Mr. Deane, the law-clerk, the expense of deputa-
tions, and parliamentary expenses.—An application from
the trustees of Molyneux's charity having been read, after
some conversation the request, which was to place some
crossing in Myrtle-street and Falkner-street, was granted.
—A sewer was ordered to be made in Temple-street, on
the application of Mr. Bond, who is to contribute £25
towards the expenses.—An application having been made
to alter some sewers in Chatham-street and Walnut-street,
it was stated that the Board would place sewers where
there were none, before they would alter those already in
existence.—A quantity of Chinese granite was advertised
to be bought at 6s. per square foot.
ADVENTURES OF A Fox.—Mr. Henry Blunt, at Wool-
ton, bas long had a couple of foxes, male and female,
which, like Home's hermit, are " the wonder of the
neighbouring swains." Bound in chains rather stronger
than the chain connubial, neither the lady fox nor the
gentleman fox ever appeared inclined to rove from home,
till, lately, a disposition to wander suddenly seized upon
the latter, and, strange to say, he received assistance from
his lady in the accomplishment of his wishes. Mrs. Fox
actually knawed through the collar of her lord, and, like
many a heroic female " famous in story," heroically, for
his sake, dared the vengeance of offending power. Reynard
might now have made his escape, but whether the ancient
appetite of his kind prevailed over his proverbial discre-
tion, or whether he wished to fortify his inner indivi-
duality ere he set out on his travels, we know not ; but
certain it is that he crept slyly amongst the poultry, and
selected a fine, plump chicken, on which he forthwith
breakfasted. Then " consideration, like an angel," came,
and he gallantly determined upon helping his lady, who
looked wistfully on, unable to help herself. He selected
for her a black Spanish cock, of a valuable breed, which,
having killed, he laid before his spouse. He next set him-
self to work to provide provision for a future day. Seizing
a fat goose, he quietly bit off his long neck, and concealed
the huge bird beneath some branches in the garden. The
villain next snapped at a fine duck, and was proceeding
to bury it alive when he was discovered, and, upon a rush
being made at him, he at once cleared a wall ten feet high.
He took another wall into Mr. Gibbons' garden, where
his brush was seen for a moment ; but, determined to
escape, he dashed at the carriage-gate, which is planted
with spikes, and actually cleared it into the road, where
he was seen by Mr. Gore, who turned him, upon which
he made across the country. He went to a farm be-
longing to Mr. Bibby, where he lay concealed for some
time ; but, on the following morning, he appeared at the
residence of Mr. Ambrose Lace, the excellence of whose
poultry we believe lie had the honour of testing. Next
morning he favoured Mrs. Foster, widow of the late Mr.
Foster, Town-clerk with a visit, and did her a similar
favour. Here, however, he was pursued by the dogs,
which seem to have given him something of a fright, for
he was not heard of for several days afterwards. His
next appearance was at the residence of Dr. Shepherd, at
Gateacre. Here, however, he again met with a reception
which he did not like, the dogs having rushed upon him
and chased him a considerable distance. Be took the
direction of Toxteth-park. Passing behind the Coburg
Hotel, he crossed the bridge of the Coburg Dock and
took shelter under some loose timber. Here he was
taken, and Mr. Blunt was soon informed of his where-
about, and, a few days ago, he was taken back to his old
quarters.

TETE' LIVERPOOL STANDA'BD

and a proposed Buxton line, by a branch to Bramhall ;
and by two other branches it is proposed to be connected
with the Manchester and Leeds line near Oldham, and
the Manchester and Sheffield line, between Ashton and
Hyde, thus securing a portion of the traffic of Yorkshire,
Lincolnshire, and Derbyshire.
As might have been expected, at a time when capitalists
are so eagerly seizing hold of every line of country which
offers facilities for railway schemes, so favorable a coun-
try, as the route of this line from Birkenhead to Man-
chester, is not without claimants to its possession.
Amongst these we observe that a company, or rather a
combination of three powerful companies,—the Midland,
the Sheffield and Manchester, and Manchester and Bir-
mingham,—have given notice for a Hue from Altringham
to Manchester, passing by almost the same route as the
Birkenhead and Manchester line. This proposed line,
we may remark, possesses a valuable feature, inasmuch
as, instead of communicating with the Liverpool and
Manchester line and using their station at Victoria Bridge,
its promoters adopt the southern entrance into Man-
chester, in allowing themselves to be bullied out of which
by the Leeds Company the Liverpool and Manchester
Board committed so fatal a mistake. We do not think,
however, that any serious apprehension need be enter-
tained as to the success of the scheme from this or
other competing claims. On the contrary, we con-
sider it very likely, and indeed advisable, that such
a compromise will be entered into as will enable the
Birkenhead people to go to Parliament with the in-
fluence of these parties in aid of their own. The
giving up a portion of their scheme into such hands might
even operate advantageously, by securing to the Birken-
head company a greater portion of the vast traffic, of
which these companies have the disposal. We speak,
however, merely our own opinion, with no authoritative
information as to the course likely to be pursued.
Another project is by the Directors of the Birkenhead
and Chester Railway, viz.—a tunnel from their station in
Grange-lane to the docks forming at Wallasey Pool.
Upon this, however, we need not remark as a novelty,
for, in fact, such a communication was a necessary ad-
junct to these docks.
To the south of Chester important projects are also on
foot. Notices have been given of an application to par-
liament for the necessary powers to construct a line of
railway, commencing at Shrewsbury, and passing, almost
in a direct line by Hadnall and Wem, approaching the
town of Wellington, which it passes a little to the left,
then crossing a detached portion of Flintshire and pro-
ceeding thence, on the Cheshire side of the valley of the
Dee, to Chester. This line will make the distance by
railway between Shrewsbury and Chester about thirty-six
miles ; and in connexion with the proposed Sbrewsbury
and Wolverhampton line, will form a competing line from
Birkenhead and Chester to the south. A reference to the
map in our paper will show the capabilities of this line to
accommodate, by branches, the important mineral and
agricultural towns and districts, through which it passes.
A connexion is also proposed to be formed between the
Chester and Holyhead Line and the manufacturing dis-
tricts of Lancashire and Yorkshire, by means of a branch
to the proposed Birkenhead and Manchester Line, the
value of which, as affording to those districts a shorter
route for the passenger and goods traffic of Ireland and
the mineral produce of Wales, we shall not enlarge upon,
having already exceeded the limits we proposed to devote
to the Cheshire undertakings.
On the Lancashire side of the Mersey, one of the most
striking projects is the line from Liverpool to Bolton and
Wigan. This line passes through the heart of the great
coal district of Lancashire, intersecting the Wigan coal
beds, and proceeding by those of Pemberton, Winstanley,
Billinge, Knowsley, &c., through Walton and Bootle to a
station near the North Docks of Liverpool. By this line
the important towns of Chorley, Preston, &c., will also
obtain a shorter communication with Liverpool.
By another line, commencing at the north end of Liver-
pool, it is proposed to connect that port still more directly
with Ormskirk and Preston; and, by the formation of
branches from it, to join the proposed Blackburn and
Burnley line near Blackburn, and to form a communica-
tion with Southport.
We come now to an examination of the lines projected
by the Grand Junction, and first, as the most important
to this town, we take the line by which it is proposed to
shorten the route into Liverpool. The branch by which
this is to be effected commences in the township of Keke-
wick, runs through those of Daresbury, Norton, and
Runcorn, and crosses the river at a narrow about two
miles above Runcorn. From this point it proceeds, al-
most in a direct line, by Cuerdley, Widness, Upton,
Speke, and Childwall, crossing in its course the Runcorn
Gap Railway, to a junction with the Liverpool and Man-
chester Railway at or near Huyton. By the formation of
this line a saving of distance is effected between the two
of the same Company is that
with Newcastle
poiproposed
fe
rafrom
upt ecr graehnwtt
eml
line
miles.
communicates.
and Stoke, at which latter place it joins a line to be formed
by the Trent Valley Company to Stafford. These projects,
we are glad to find, have been recently laid before a pub-
lic meeting, held at Stafford, over which the mayor of that
town presided, and, with some additional accommodation
to be given to the Pottery district, have been received as

satisfactory and "meeting the requirements of the towns
interested.

With respect to the communication to be given to
Shrewsbury from the Grand Junction line, upon which,
it will be remembered, the difference occurred between
that Company and the London and Birmingham, two pro-
jects will be offered to the consideration of Parliament :
onealine running from Shrewsbury, by Wellington, to Staf-
ford and another, branching off near Wellington and pro-
ceeding on to Wolverhampton. Another line is also pro-
jected, we believe, by the London and Birmingham, pro-
ceeding from the proposed Chester and Shrewsbury line
near Wem to the Shrewsbury and Wolverhampton line
near Wellington, then cutting off the angle formed by
carrying their lines to Shrewsbury, and reducing the dis-
tance between Wolverhampton to Chester by this route
to something near that by the Grand Junction route. A
communication is also proposed to be made from the
Chester and Shrewsbury line passing by the town of
Wrexham and joining the Chester and Holyhead line
about midway between Holywell and Chester.
We now come to the new projects of the Liverpool and
Manchester company. It has long been acknowledged
that the stations, both in Lime-street and at Wapping,
were insufficient in size and arrangement for the traffic of
the Manchester and Liverpool and the Grand Junction
lines. To remedy these defects it is proposed to purchase
the buildings adjoining the station in Lime-streeet, as far
back as Hotham-street, including some on the east side of
the same street, the north side of Gloucester-street, and
the south of Sidney-street; the dwelling houses adjoin-
ing the station at the bottom of Gloucester-street and
Lord Nelson-street. Upon the site thus formed an
extensive station will be formed capable, it is thought
of furnishing the accommodation requisite. The
station at Wapping is to be extended by the
purchase of land and buildings, warehouses, &c.,
on the north side of Crosbie-street and adjoining the sta-
tion ; the warehouses and buildings on the west side of
Wapping, and on either side of Ironmonger-lane, front-
ing the King's and Queen's Docks. The tunnels and
works at Edge-hill are likewise to be enlarged ; a new
tunnel to be made to Smithdown-lane, and another from
Edge-hill to terminate at or near the Waterloo Dock in
the north end of the town. By the carrying out of these
several projects much greater facilities will be afforded to
the commerce of the port than at present it enjoys.
Another project is the formation of a line branching off
' from the main line at Barton, and passing by.Worsley,
Swinton, and Pendlebury, to a junction at Clifton with
the proposed Manchester, Bury, and Rossendale Railway.
A short line is also to be taken from a point between
Newton and Parkside to the North Union line, to reduce
the angle at present to be gone over in order to get from
the latter line to Manchester. It is further proposed to
form a branch from Barrownook Moss, in Rainford, in
the parish of Prescot, (there to unite with an intended
railway from the St. Helens and Runcorn Gap Railway,
near Rufford, a junction with the North Union at
Euxton,) and terminating at or near Lightbody-street
Boundary-street North, Victoria-road, Great Howard:
street, and Regent-road, in this town. Of this line
we have not been able to procure a plan in time
to enable us to include it in our map. The line from
Barrownook Moss, however, is intended to reduce the
present distance by the Liverpool and Manchester and
North Union lines to Preston and Lancaster, and as it
passes close to Ormskirk, is expected to remove the ne-
cessity of the proposed Liverpool, Ormskirk, and
Preston line. The communication with the north end of
the town will, of course, be a valuable feature in the line,
if constructed.
In conclusion we shall regret if in the course of these
remarks, explanatory of our plan or inthe plan itself,
we shall be found to have done injustice to any of the
lines enumerated. Our object was certainly to beimpar-
tial and just to all; and if we have offended we shall be
most willing to make all the reparation in our power.

PROPOSED RAILROAD BETWEEN SUEZ
AND CAIRO.

The idea of a ship-canal across the Isthmus of Suez
was entertained long before railways were known, and
would no doubt be of vast advantage to the commerce
of Europe with the East Indies, and now with China,—
more especially, we think, to England, whose eastern
possessions are much more extensive than those of all
European states, and who possesses (or has the means of
possessing) an almost illimitable mercantile marine, whe-
ther as regards vessels of wood, or of iron,—sailing ships
or steam ships. The rage for railways has, however, ex-
tended to such a degree, that our countryman, Mr. Wag-
horn, (a gentleman of undoubted ability) has recently—
repudiating the project of a ship canal in that quarter—
set the scientific and speculative world into a fever of ex-
citement, by proposing a railroad from Cairo to Suez in
preference to a large canal. We are not in possession of
that information in detail that enables us to pronounce a
definitive opinion on the policy of this proposition, but
from what we can learn we are much inclined to conclude,
that if both a railway and a canal cannot a priori be ac-
complished—and the probable trade and passenger transit
would, we conjecture, justify both, if properly regulated
for the mutual advantage of the European family—the

most feasible, and the most useful of the two, would be
the ship canal, by which large and valuably laden vessels
passing to and from the east would be saved some thou-
sand leagues of course now incurred by the circuitous
route round the Cape of Good Hope. The great advan-
tage of heavy ships being enabled, at a comparatively
cheap rate, to pass from the eastern end of the Mediter-
ranean into the Indian Ocean, by a cutting of less than
30 leagues, without transhipment of goods or passengers,
is by no means likely to be compensated for by a railway,
especially as it appears that the line, if constructed, must
be much longer, and the rates indubitably much higher.
Several of the most popular and scientific Parisian jour-
nals have taken up the subject, and argue on thii side of
the question with, to say the least, a plausibility that ap-
pears to be grounded on facts. A letter, pub'ishcdby
Mr. Waghorn in the Lond'en Times, advocatipg the ex-
pediency of a railroad from Cairo to Suez, has drawn
forth a long article from the Journal des D6bals, in which
the writer ably opposes such a mode of transit, and pro-
poses the cutting of a canal direct from Suez to the spot
on the Mediterranean coast, where formerly stood the
city of Pelusiuni, now the site of an inconsiderable village.
The importance of the subject, not only to commercial
men, but to all persons who have an interest in speedy
communication with the east, induces us to quote the fol-
lowing passage from that paper :7

" A railroad from Suez to dab; would serve only for the advan-
tage of travellers and the carriage of mails. With a railroad, the
passage across the Isthmus would remain of considerable length'
for in that case it would continue to be made from Alexandria to
Suez, and to require the troublesome journey from Alexandria to
Cairo. The isthmus will not be properly pierced until it shall
offer a breach through which ships may pass Without striking their
masts. European commerce is at present pressing towards the
Indian Ocean. The number of ships which now double Cape Horn
and the Cape of Good Hope amounts to 3,000, with a tonnage of
more than 1,300,000 tons. The rapid progress of the flourishing
Dutch and English colonies in the Indian seas, and the accelerated
march of the production of cotton in India, would be sufficient to
give even a more rapid increase to this trade. What Will it be now
that the great wall of China is removed, and thaLth.e moment may
be safely anticipated when, by fair means or force, a vast exchange
will be established between European manufactures and 300,000,000
inhabitants of the Celestial Empire ? All amongst these 3,000 ships
which return to Europe round the Cape of Good Hope would save
by the piercing of the Isthmus of Suez more than 3,000 leagues.
For this reason a canal cannot be abandoned in favour of a rail-
road, unless there be extraordinary difficulties. But those difficul-
ties are not insuperable. There is a mode of piercing the Isthmus
completely through without going round by Cairo, or without un-
dergoing the enormous expense of an artificial navigation between
Cairo and Alexandria. This mode consists of attackiug the Isthmus
precisely 'a here it is most narrow, from Suez to the coast of Fara-
mah, on the borders of the Mediterranean, where formerly stood
Pelusium, and where at present there is only to be seen the mise-
rable village of Thyneh. Everything tends to the construction of a
canal. The distance is short From Suez to Thyneh, in a bird's-
eye view, is but 30 leagues; and even within this space is to be
found the basin of the Bitter Lakes, in which the bed of the canal is
naturally formed to the extent of 10 leagues, together with the lake
Menzaleh, which it would be merely necessary to deepen. The
soil from Suez to Pelusium is so level that there is not an elevation
of more than three feet above the highest flood at Suez, nor more
than 33 feet above the Mediterranean at Thyneh. In fine, the Red
Sea at Suez being at least 21 feet higher than the Mediterranean,
the canal would be easily supplied from the waters of the Red Sea.
Everything is therefore favourable except one, which is, that there
is not a good harbour on the Mediterranean at the extremity of this
line. The port of Pelusium is filled up, and sands are consequently
accumulated there by the force of the current. But this disadvan-
tage, which was irremediable at the period when Alexaiidria was
built by Alexander the Great, is no longer so at present. The art
of hydraulic construction has made immense progress. At present,
engineers are possessed of a force by which harbours can be kept
clear of any accumulation of sand collected by the currents of the
sea. This has been proved in our port of Cette. The construction
of a harbour at Pelusium is not more difficult than the great works
which have been constructed at Cherbourg, nor than the new har-
bour which is being constructed at Frioul,near Marseilles, by virtue
of a bill passed last session. The question remains to be solved by
whom should the canal be executed. As it is of universal interest,
and as it is of the greatest service which could be rendered to com-
merce in general, and that the real and immediate utility of a mari-
time canal in the Isthmus of Suez surpasses even that of a canal
through the Isthmus of Panama, as nothing is less founded than
the assertion of Mr. Waghorn, according to whose authority the
Isthmus of Suez would transport to Trieste the prosperity of Mar-
seilles, all maritime nations might combine in order to take the
enterprise under their patronage, and give their guarantee that th
Isthmus of Suez may be made a neutral passage. But the work is
entirely within the capacity of the Pasha of Egypt without any fo-
reign assistance."

The Constitutionnel concurs with the writer quotei,
but throws out some insinuations with respect to the po-
licy of this country, which are not perhaps justifiable. He
imputes the desire of England to have a railroad to the
wish to transport easily to India troops and the materiel
of war, and to secure to herself " the protectorate, which
that passage of troops and the residence of an English
company in possession of the railroad would enable it to
exercise over Egypt." We do not believe that England
entertains any such exclusive wish. Her only profitable
object must be the promotion of our traffic with the east,
and troops can neither command trade nor secure it,
saving in the quelling of insurrections of the vast and scat-
tered population of our territories. The writer adds that
the Pasba of Egypt has not the means to construct a rail-
way, but that England has; and that the objections of the
former to a railway owned by foreigners disappear when
the communication is to be by canal, which he contends
the Pasha cculd execute himself. He then concludes :
" A canal which would join the Nile to the Red Sea would
procure to Cairo and Alexandria considerable commercial
advantages, impart a great activity to navigation in the
Red Sea and the Nile, and probably fertilize a long zone
of the desert extending on both its banks. A loan con-
tracted for the execution of the undertaking, and mort-
gaged on the revenues of the canal itself, might come in
aid to the finances of the Pasha without endangering in,
the least his political independence. Such an undertaking
would prove advantageous to England as well as to the
rest of Europe, and deserves to be encouraged by all those
who feel an interest in the prosperity of Egypt and the
progress of civilisation."

Some idea of the extent to which the new railway pro-
jects have already arrived may be gathered from the
monthly circular of Messrs. Railton and Son, share-
brokers, Manchester, issued on Monday last. Messrs.
Railton say—" Since our last monthly circular' of the
14th ultimo, there have been put forth forty-one pros-
pectuses of railway schemes, and the shares applied for in
each have far exceeded the number to be issued. Taking
the above forty-one lines into the account, the following
will result :—On the 14 of August upwards of ninety new
lines, requiring more than.E6o,ooo,oooof subscribed capital
to complete them, were put forward to which add the
above forty-one, stating a requirement of £35,265,000.,
together upwarps of 131, needing an investment of
£95,265,000., with the power of borrowing one-third
more, devoted to the same object; ma!ang a grand total
of £127,020,000." It ought, however, to be taken into
consideration that many of the projected railways are du-
plicate lines, and, as the legislative sanction must be
refused to a great number, the amount of capital required
may be fairly reduced to one-third.

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