The Liverpool Standard and General Commercial Advertiser.
Liverpool, Merseyside, England, 1844-04-23 00:00:00

LORD BROUGHAM AND THE CHIEF
BARONSHIP.

To Lord Brougham every one pointed, directly it was
known that the above judicial dignity was vacant, as one
of the most eager, if not the most successful, of candidates.
The activity of his friends niay be judged of by the fol-
lowing testimonials, that were immediately sent to the
treasury :

TESTIMONIAL NO. I, FROM EARL GREY.
The bearer, Henry Brougham, was in my service a
short time. I foUnd him a very useful person while he
ranained with me, hut be was unsteady, and always wish-
ing to better himself. Having been out of place a long
time, I ' think he will be found to have got over this de-
fect. At all events, I would suggest that there could be
no harm in trying him. (Signed) GREY.

TESTIMONIAL NO. 2, FROM THE DUKE OF WELLINGTON.
My dear Peel,—l think you know Brougham almost as
well as myself. I think something ought to be done for
him, for he has really shown himself a very useful fellow
for our purposes. It is true that the Chief Baronship of
the Exchequer requires a cool head, a temperate manner,
and a few other things which our friend is not remarkable
'or; but Parke is a steady hand to have at his side, and
will keep him from going very far wrong. My
only ob-
jection to Brougham is, that I'm afraid public opinion
would pronounce us " too bad" for giving him the ap-
pointment, for it is already said that it is rather " tco

good" of Brougham to ask for it. If the Privy Council
business is not quite off, perhaps it would be better to let
him have his own office of his own creation; for it is so
difficult to find out .hat he really wants, that perhaps his
own bill will be the best guide to his wishes. However,
do what you think best, and believe me always, yours,
WELLINGTON.

TESTIMONIAL NO. 3, FROM LORD•LYNDHURST.
My •dear Peel,—For Heaven's sake, give Brougham
the chief baronship, if you can. I find him such a bore
on the woolsack, that I shall lose all patience with him,
and say something that will make an enemy of him.—
Yours in haste. LYNDHURST.

TESTIMONIAL NO. 4, FROM LOUIS PHILIPPE.
I know Henry Brougham, and think he would be a
very good judge if he accepted the Chief B:►ronship of the
Exchequer. Louts PHILIPPE.

TESTIMONIAL NO. 5, FROM LORD MELBOURN..
Henry Brougham is, in my opini-m, a very fit person
to be appointed chief baron, for he is always sure to look
at both sides, and adhere to that Nt hi c h can give him the
best and weightiest reasons for doing so. MELBOURNE.

TESTIMONIAL NO. 6, FROM BARON NATHAN.
Mr. Baron Nathan presents his compliments to Sir
Robert Peel, and feeling that he, Baron Nathan, is likely
to clash with the pretensions of another baron, begs
leave to resign, in favour of Baron Brougham and Vans,
all claims to the Chief Baronship of the Exchequer. Mr.
Baron Nathan is sure that his bro' her, Baron Brougham.
can. have no other competitor that can at all be put in
comparison with him but Baron Nathan, who flatters
himself, therefore, that by resigning, he at once settles the
question.—Punch.

QUEEN-TREES.—It may not be generally known that
some of the queens of England have been in the habit of
choosing a fine and thriving oak or beech tree in Windsor
Forest, to which they have given their name which, with
the date of the month and year of the selection, is engraved
on a brass plate, arid screwed securely on the tree. Thus,
in one of the most beautiful and retired parts of the
forest, Queen Anne's oak may be seen, the oak of the
amiable wife of George 11., Queen Caroline, the oak of
Queen Charlotte, the oak of the excellent Queen Ade-
laide, as well as that of her present Majesty : they have
seats around them.--Jesse's Country Life.
THE BRIDGEWATER CANAL AND THE CANAL DO
MIDI.—It would be difficult to imagine a-greater, con-
trast than the origin and progress of the Bridgewater
Canal presented to that of the Canal du Midi. No turgid
proclamation heralded the former; written"—as Andre-
ossi avers of that of Louis X 117.—" in that elevated
style, and hearing the impress of that firm and noble cha
racter which marks alike the projects and the productions
of the age of Louis the XIV.' There was no Colbert
to find the funds, no Riquet to receive the magnifitent
entailed reward of the profits, no Coreeille to furnish the
battery. To these, and such as these, armed with all the
paraphernalia of maps and sections and calculations,
Louis gave audience in his sumptuous chamber at Ver-
sailles. Round the humble hearth of the black and white
manor-house of Worsley, or of the still humbler village
inn, three herd-headed men, of simple mariners and attire,
discussed a project unnoticed by Governments, and deemed
hopeless by the few besides themselves who gave any at-
tention to the matter. To fib the place of a sovereign,
the uncontrolled master of vast revenues, there was an
English nobleman, proprietor of extensive but somewhat
encumbered estates; and if to conceive and direct the
work there was a greater genius than Riquet or Andreossi,
that genius could scarcely read or write, and was hired in
the first place at 2s 6d. a day. Such at least is the state-
ment of one who had enjoyed opportunities of informa-
tion—Francis Egerton, the last Earl of Bridgewater, who
died at Paris in the .odour of
.eccentricity. ,He adds, that
Brindley offered to engage himself exclusively to the
Duke for a guinea a week—but a slight increase on the
former sum. If this be true, it confirms the French
proverb, that the vrai is not always the vraisernblable.—
Quarterly Review.,
NORWEGIAN SEACOAST SCENERY.—The entire sitar-
gord, or sea coast of Norway, from the Nase to Frederick-
shall, where the Alexander of the North received his
death-wound, and from the North Cape to the Nase, is
one uninterrupted chain of granite rocks. Innumerable
fissures present themselves, and on some parts of the coast
the sea rolls through in a hundred places within the space
of a league. Occasionally it forms a vile, or arm, of con-
siderable depth; but more frequently the opening barely
admits of the passage of a vessel. This general disruption
of the shore has produced many fantastic groups of rocks,
and spots where romance might dwell. Sometimes the
scenery assumes an aspect of grandeur, and even sublimity.
It is delightful, within bow-shot of the ocean, dashing and
roaring in its giant strength, to guide the skiff into a tiny
haven, where the sparkling water (and nowhere are the
waters more pellucid than on the Norwegian coast) is
without a ripple, and the fish may be seen disporting
fathoms below the surface. The evergreen pine grows on
all sides down to the water's edge, covering the surround-
ing rocks to their summits, forming unrivalled amphi-
theatres ; and here the blackbird sings, and the woodpecker
makes the hills echo and re-echo. Small as the haven is
it is studded with islets, where the eider duck sits brood-
ing on her nest, and the sea-gull rests with his finny prey ;
there the juniper shows its unchanging green, amidst which
the red cranberries are studded like gems, and the de-
licious wild strawberry tempts the intruder's visit. The
only sounds that fall on the ear are the sea-bird's scream,
and the splash of his wing as he settles down or skims
over the water, and the roar of the ocean outside the rocky
barrier. Seawards, widely different is the scene that pre-
sents itself. Its characteristic is a gloomy, barren grandeur.
From the summit of the rock to its perpendicular base, a
height of several hundred feet, not a trace of vegetation
is apparent. Half way down, the bold eagle has his eirie;
and in fine weather the sea-gull rests on its angles. At
its foot the sea raves with fearful violence; even in calms
immense waves dash against the rocks, into which they
have eaten fissures and caverns of great extent and singu-
lar conformation. High as the elevation is above the
ocean, its spray wets the cheek ; and as the frightful waves
surge up, a thought is apt to arise that they may overtop
the summit.—Bentley's Miscellany.

4ac-i51.3
r_

Frac, I min: aCC Tar.ra-nli
towers of the churches are immediately recognisedio be
timber painted white, and being all as like each other in
shape (architecture would be a term misapplied) as casual
design could well make them, that city bears a disadvan-
tageous comparison with the stately and imposing granite
piers and lofty stone steeples of the town of Liverpool. * *
The impression respecting New York received at landing
was entirely lost sight of, and an improved one obtained,
after traversing the principai streets—" Broadway" and
" the Bowery" yielding nothing in comparison to Ox-
ford-street and Tottenham Court Road in London, wh Ist
some of the new ranges of private dwelling-houses, faced
with polished white marble and bronzed iron-work, have
a truly magnificent appearance; and although the sizes of
the houses bear no proportion to the lordly buildings
abounding in the modern metropolis of Great Britain,
their substantial appearance, combining grandeur (on a
small scale) with extreme elegance, outrival in solidity the
splendid stuccoed palaces of the egent's-park. There is
no domestic manufacture of the United States that ex-
cites so much surprise to an Englishman as the iron-work
with which the exterior of the dwelling-houses of New
York and Philadelphia are ornamented. In this particu-
lar those two cities outrival the English towns and Lon-
don itself, which is not a little extraordinary—the mate-
rial of which this elegant work is composed being im-
ported from England. The most classically shaped urns,
pillars and other devices of lofty size and excellent work-
manship, with railing, tastefully formed in the shape of
vine and oak stems and leaves, compose the exterior iron
work of all the principal houses. This, combined with a
marble flight of steps (sometimes intruding' upon the
pavement in a very unwarrantable manner), marble pil-
lars and facade, and lamps of bronze and plate glass,
makes a very imposing entrance to the house of a re-
publican aristocrat.—There are but few things which ar-
rest the eye of an Englishman perambulating New York,
different from those to which he has been accustomed.

The" niggers,"speckling theaspect of society withouif;;;-
ing part of it except among themselves, are certainly not
the most pleasing feature of contemplation ; the total ab-
sence of street-beggars, however, more than counterba-
lances the eye-sore, and even the rank odour caused by
the numerous coloured population. In summer will be
noticed the straw hats and linen jackets, the ice vans and
charcoal carts, the portable lemonade fountains at the
corners of the streets. the cart-loads of pine-apples, me-
lons, and peaches ; the auctioneers selling their goods
under the awning of an umbrella, bawling and guessing ;
while the real black chimney-sweeper chants out hisvc!.

cation, and some other niggers are crying from their
wheelbarrows—" hominy" and " hot corn." Add to
these a carter standing up and driving his vehicle like an
ancient charioteer, two or three tradesmen sitting at their
doors reading newspapers, and several piles of wood in the
street, which some niggers are industriously sawing into
" sizes for firing" at their cross-legged mills. To carry
out the picture we must add six pigs with right of com-
mon gutterway, three or four miserable dogs with their
tongues hanging out of their mouths, and a troop of newly-
arrived " jim of the ocean" pisantry around a pump,
while some " military" volunteers must be seen in .the
distance, and the ladies opening the windows to obtain a

peep at the heroes—" sokiiers in peace, citizens in war."
The military are for a minute obstructed by six gaudily-
painted covered carts filled with merchandise, which their
owners, the " western merchants," are carrying home ;
one—" fresh spring-water" locomotive from Long Island
—an " American ginger champagne" waggon—and a
dirty cart carrying the mail of " U. S."—Uncle Sam or
United States. The placards on the wall are—" Ameri-
can Theatre. Native Talent!"—" American Museum"—
" American Fire-grates" —" American Blacking"
" American Paper-hanging," and two political bills—
" Strike for Freedom! Caucus meets on the 10th instant.
Jackson-men, do your duty !" " Democrats,—anti-
Masons,—Whigs,—beat George the Third, 1776—beat
tyrant Jackson, IS—. Elective monarchy—ruin,—des-
potism. Rouse to the fight, or slaves for ever.—Beat the
British." The picture will now be complete with the ad-
dition of a grocery store, on the outside of which is printed
the following thirsty announcement :—" French Brandy,
London Gin, Monongahela Whiskey, Jamaica Spirits,
Yankee Rum, Pine-apple Cider, Albany Ale, Philadelphia
Porter, Saratago Spring-water, Congress Water, Sarsa-
parilla Soda, Ginger Champaign, Sling, Toddy, Sangaree,
Sherry Cobler, Mint Julep, Apple Jack."—The winter
picture is different in many respects. The snow is on
the ground from four to twelve'inches deep; business is
at a stand-still ; the wheeled vehicles disappear, and
" sleighs" (sledges) of all descriptions, some of them very
handsome and drawn by from one to four horses with
bells round their necks to warn passengers of their other-
wise noiseless approach over the snow, are used in their
thosepi n s beingw
hoha a
veprso wllebtihteedargtsa
stead; the rivers and canals are blocked up, and the ice-
houses replenished ; the theatres and ten-pin alleys (nine-
Take)e them ou fill to overflowing ; and
sleighing
frolics," covered up in bear-skin wrappers, in which the
warmest courtship is carried on over the ice and snow.
The winter season is peculiarly propitious to Hymen in
otve on
the United States, as time is not then so valuable to men of
business as it is in summer.--Uncle Sam's Peculiaritier.

Standard-office, Three o'clock.

LIVERPOOL CORN EXCHANGE, This DAY.

(From Messrs. R. Makin Sr Sons' Circular.)

Exclusive of Irish and American Flour, of which we
have a further good supply, the arrivals into this port
have been very little increased since the close of the week;
in consequence of which, and the limited proportion of
the stocks of Bonded Wheat, upon which the 16s. duty
has been paid throughout the kingdom, our market ,to-
day was expected to assume a better aspect ; but the sub-
dued tone in Mark-lane yesterday counteracting any ten-
dency to improvement here, we have to report a decline in
the value of English and Irish Wheat of Id., and in that of

F77T~7

gn Id. to ea. pc. i 0 1b.,. C.... trl.ta
rates of this day se'nnight, superior qualities of the latter
only sustaining late prices; and on these terms a mode-
rately fair quantity was taken for consumption.
Flour of all descriptions, continuing to move off spar-
ingly, receded 6d. to Is. per sack, and 6d. per barrel.
Barley and Malt, upon a very dull sale, were the turn
cheaper ; and Beans, as well as Pease, attended with a
slow retail demand, barely supported our last quotations.
Oats, commanding a moderate degree of attention,
were saleable at the full rates of this day week.—
Oatmeal, on the contrary, met a very limited inquiry,
although offered at a further abatement of 3d. per 2401b5.
In the bonded market no business was apparent.

ARRIVALS OF CORN,

From the 15th to the 52nd April, 1814, inclusive,

IRE-

1 LAND

COAST-CANADA FO
WISE. REIGN.

TOTAL.

Wheat .. Qrs. I 535
Barley Qrs.l 47
Malt Qrs. 18
Oats Qrs. 612
Rye Qrs. 14
Beans Qrs.
Pease Qrs.
Shelled BarleyQrs.

5030
11:0

6643
•15g
364
1838
14
210

g3o

2JO

Indian Corn: Qrs.
Rapeseed.... Qrs.

Oatmeal .. Loads , 3304
Flour. .... Sacks' 5702
Ditto Brls.l
Into Runcorn, Ireland ac
meal, 1446 loads , Flour, 100

5651

A Coastwise, Oat
sacks.

;S, 547 qr:

36017
5726
. 6259
•s.; Oat-

EXPORTS.—Foreign. Malt, qrs ; Oats, 250 qrs. ; Pease,
3 qrs.; Indian Corn, ' qrs. ; Oatmeal, 102 loads ; Flour, 40
brls.---Ireland Wheat, 745 qrs. ; Oats, 5 qrs ; Indian
Corn, 10 qrs. ; Oatmeal. o loads; Flour, IJ3 sacks,— brls.—
Coastwise. Wheat, 299 qrs. ; Barley, 194 qrs. ; Malt, 0 qrs.;
Oats, 5 qrs. ; Beans. 10 qrs.; Pease, 20 qrs. ; Oatmeal,
loads ; Flour, 408 sacks 91 brls.

Average prices of Grain, for the week ending April 13, 1844
Wheat 555. id. I Barley 335. ld. I Oats ..20s. Id. I Rye 325. 4d
Beans.. 31s. 2a. I Pease.. 325. 3d.

Aggregate average of the six weeks.

Wheat 55sI3drBsii•ley 336 Fd I Oats 20s ed. Rye 33s 6d.
Beans.. 31t. Id. j Pease.. sit. 6d.

Duty on Foreign Grain, 8:c. this week.
Wheatl7s Od I Barley 5s Od J Oats .. . 6s Od I Rye.. 9s 6d
Beans los l Pease .. 10s 6d I Ind. Corn Os Od I Flour lOs 22d

Ditto from British Colonies out of Europe.
Wheat.. Is. Od. I Barley.. Os. lid. I Oats ..2s. od. Itye.. is Od
Beans 2s. Od j Pease 2s. yd. I Ind. Corn Os. Od. I Flour.. Os 7id

Liverpool Averages, week ending 9th April, 1844.
Wheat, 1125 qrs., price, 475. gd. ' • Barley, 136 qrs., price, 30s.
5d.; Oats, 532 qrs., price 18s. id.; Beans, 145 qrs., 34s Bd.

To the naturalist the month of April is one of the most
interesting in the year. At the beginning, the willow-
wren and the black cap make their appearance. The
swallow, the harbinger of summer, arrives about the mid-
dle, and the house-martin about a week later. At this
time the sand-martin, the white throat, the sedge war-
bler, the cuckoo' and numbers of other birds of passage
pay tbeir annual visit ; and the groves and woods now
echo with the songs of their musical inhabitants and are
rendered gay and animating with the cheerful blossoms of
numerous wild flowers.

THE POETRY OF A STEAM ENGINE.—Tbere is, to our
thinking, something awfully grand in the contemplation of
of a vast steam-engine. Stand amid its ponderous beams
and bars, wheels and cylinders, and watch their unceasing
play ; how regular and how powerful !—the machinery of
a lady's Geneva watch is not more nicely adjusted—the
rush of an avalanch is not more awful in its strength.
Old Gothic cathedrals are solemn places, preaching solemn
lessons, touching solemn things; but to him why thinks
an engine room may preach a more solemn lesson still.
It will tell him of mind—mind wielding matter at its will
—mind triumphing over physical difficulties—man assert-
ing his great supremacy— intellect battling with the ele-
ments.' And how exquisitely complete is every detail !
—how subordinate every part to the one great end !
how every little bar and screw fit and work together !
Vast as is the machine let a bolt be but the tenth-part of
an inch too long or two short, and the whole fabric is dis-
organised. It is one complete piece of harmony—an iron
essay upon unity of design and execution.—there is deep
poetry in the steam-engine—more of the poetry of motion
than the bound of an antelope—more of the poetry of
Power thar. in the dash of acataract. And ought it not to
be a lesson to those who laugh at novelties, and put no
faith in inventions, to consider that this complex fabric—
thus triumphant of art and science—was once the laughing
stock of jeering thousands, and once only the waking
phantasy of a boy's mind as he sat and in seeming idleness,
watched a little column of vapour rise from the spout of
a tea kettle ?--Illuminated Magazine.

RAILWAY INTELLIGENCE.

GLASGOW, DUMFRIES, AND CARLISLE

RAI LWAY.

A meeting of the county Cf Pfyr was held on Friciai,
the 12th current, to consider the proposed railway via
Dumfries to Carlisle, and to resolve what means should be
taken to promote its success. The area of the Court-
house was crowded by an audience comprising some of the
most influential gentlemen in the county.
On the motion of Mr. A. Oswald, M.P., seconded by
Mr. Alexander, of Southbar, the Earl of Eglinton and
Winton was unanimously called to the ehair.
The requisition calling the.meeting was then read ; after
which
The Earl of Eglinton rose, and having recalled to the
remembrance of the meeting the course taken by the in-
habitants of the county upon the first starting of the Glas-
gow and Ayr Railway, and the extent to which their
exp-ctations of advantage had been realised, expressed
briefly his opinion of the great benefit which the Glasgow,
Dumfries, and Carlisle Railway would confer upon the
west of Scotland, in comparison with that to be derived
from the success of its formidable rival, the Caledonian
line. They would, however, be better able to form a
judgment after hearing the able statement of Mr. Logie,
whom he should introduce to them; but before doing so
he would read letters of apology which had been received
from Mr. Campbell, of Craigie, and Colonel Smith Neill,
of Swindrigemuir.
The letters of these gentlemen, who had travelled over
the two lines of road, were then read, giving a decided
preferment to the Dumfries route.
Mr. Logic then rose, and after a few preliminary oh-
ser.ations proceeded to state that they were all aware that
three lines of communication with England had been pro-
posed. There was, first, the Eastern line, which was to
connect Edinburgh with Newcastle, one-half of which
might be said to have already secured the sanction of par-
liament. But what was the fact? The remit given to the
government commissioners was not a remit to consider
what was the best line to Scotland, but what was the best
line to connect Edinburgh and Glasgow with England.
The other inhabitants of Scotland were not committed to
that report. That central line, after reaching Syming-
ton, was intended to branch off to Glasgow in the one di-
rection. and Edinburgh in the other. The whole distance
from Carlisle to Glasgow was 101 miles. This was no
doubt the shortest route to Scotland; but the Caledonian
Railway had departed from the line recommended by the
government commissioners. They did not branch off at
Symington, but proposed to carry forward the single line
to a point near Lanark ; after which, instead of taking the
direct line bl keeping the south bank of the Clyde, they
intended to cr ,ss -al river, in ordar to gain the advantage
of some small mi• • al railways in Lanarkshire. They
had given no an by which their distances could be
checked ; but it was evident that the circuitous route
which it was now their intention to adopt, would tend to
lengthen the distance considerably. The total distance of
the Glasgow and Dumfries line was 125 miles ; therefore,
if it had been the Glasgow, Dumfries, and Carlisle line,
versus the Government Commissioners' line, there would
have been a difference of 24 miles in favour of the latter.
But since the Caledonian Company had departed from
that, he could not exactly state the difference between the
two lines, but he was of opinion it would not be above
fifteen or sixteen miles. (Applause.) The speaker pro-
ceeded to show that from the more favourable nature of
the country the journey would be accomplished in a shorter
time by the Dumfries than the Caledonian line. He then
referred to an opinion given by Mr. Locke, the present
engineer of the Caledonian line to the Directors of the
Grand Junction Railway in 1836, in which the line of
country taken by the Dumfries line, and the advantages
to the towns and districts through which it passes,
are very highly spoken of, and contended that when
Mr. Locke was employed by the Grand Junction
Company, in 1836, it was for him to report as to the best
line from Carlisle to Glasgow. This he reported to be by
way of. Nithsdale, for reasons which are unanswerable ;
and when the question again resolves itself into which is
the best line to Glasgow only, the same causes which
rendered the Nithsdale line the best in 1836 make it the
best still. What, therefore, has deprived us of his ad-
vocacy now is the desire to secure for the Grand Junction
Company the traffic not only of Glasgow and the west of
ScOtland, but of Edinburgh and the east. As the engi-
neer of the Grand Junction Railway, he has, naturally
enough, been,led to look to what would be the best feeder
to that company; and if he could get only one line to
Scotland, by way of Carlisle to Glasgow and Edinburgh,
it was clear that that would be the best line for the Grand
Junction. But when the hope of getting the Edinburgh
traffic was gone by the making of the line from Edinburgh to
Glasgow, then the central line became useless, and the
necessity for a Western or the Nithsdale became obvious.
The speaker then went on to compare the benefits to the
county of Ayr to be derived from the two lines. The Ca-
ledonian railway would be of no service to that county,
neither would it benefit the Stewarty of Kirkcudbright, or
the adjoining county of Wigton. There would be no
saving of time in the whole route to set off against these
obj-ctions, owing to the gradients of 1 in 75 for ten miles
on the Caledonian, which, notwithstanding the advanced
state of engineering, would still be difficult to overcome.
Besides, upon that line there was no mineral wealth to
develope, and no rich agricultural wealth to open out ;
whereas, by the Dumfries line, they would have the traffic

of the enterprising town of Dumfries, the rising seaport
of Annan, and, in Ayrshire, extensive sources of mineral

. ,
wealth, which only required a railway to bring them into
immediate productiveness. It was quite clear that one
line passing through a comparatively uninhabited country
could be of little advantage compared to two lines, which.
while traversing totally opposite directions, passed through
rich and populous districts. In looking at the map they
could not fail to see how beautifully Scotland would he en-
circled in an iron chain by the connexion between Edinburgh
and Newcastle on the one side, and by thatbetween Glasgow
and Carlisle via Dumfries on the other. Mr. Logie then
referred to the case of purchasers from the English mar-
kets, who, if they came by the Caledonian line would
rontrociy v-eer think of--going farther than Edinburithi.or-
Glasgow because they could not get to Dumfries without
taking the coach or some other expensive mode of convey-

ante; whereas with an east and western line they could
come down to Scotland by the one and return by the other,
making their purchases along both. (Applause.) The
sneaker having referred further to the benefits to be de-
rived by the people of Ayrshire by tho formation of
the Dumfries line, proceeded to remark upon the fact
that whereas the projectors of the Caledonian having
been first in the field, had secured the valuable as-
sistance of the Marquis of Qtteensbury and. other influen-
tial parties, and yet had been three years in taking up the
subscriptions necessary, their own line had only been
agitated two months, and he had much_pleasure in inform-
ing them that by that day's post he had received notice
that 50,000 shares had now been applied for, leaving only
2000 shares to complete their entire capital. (Applause.)
He mentioned this only to urge those resident in the

western counties to bestir themselves and enable the pro-

visional committee to secure, what was so very advanta-
geous, an extensive local interest in the allocation of the

shares.

Sir D. H. Blair having moved the resolutions in an ex-
cellent speech, in which he announced the important fact
that Lord Queensbui y had deserted the Caledonian and
would now lend his influence to this line,
Mr. LnGIE said, perhaps he might be permitted to
mention one argument in favour of the Dumfries line

which he had overlooked in the statement he had already

submitted to them ; and it was this, that it was well
known among those best informed on the subject, that
the black band of the Monklands, would not last above
four years. It was then fore quite clear, there not being
another district in which black band could be so easily
got as in Ayrshire, that this county would, ere long, be-
come the Monklands of Scotland. It was an invariable
result of a railway passing through a fertile country that,
as the trade and profits of the railway increased, the views
of the directors began to expand; and whenever it be-
came lucrative, branches would spring up in all direc-
tion, so that they would ultimately have all the great
mineral fields of Ayrshire supplied and collected in one
unbroken chain of communication. (Applause.)
The resolutions were then briefly seconded and carried,
and after a few words from Lord Eglinton and a vote of
thanks for his conduct in the chair the meeting broke
up.

• The railroad between Brunswick and Hanover is to be
opened on the Ist of-June next.

The total cost of the intended Chester and Holyhead
Railway is estimated at £2,100,000, of which the London
and Birmingham Company subscribes £1,000,000.

Speculations in railway'shareihave become so excessive
in Paris that it bas, been determined that there shall be
two settling days in the month.

A contemporary journal states that the Great Western
Railway Company have now in contemplation to make a
branch line to Frome and Warminster, embracing the
towns of Melksham, Bradford, and Trowbridge. A line
for the three latter was provided for in their first act.

Among the new projects of railways is one for con-
structing a line of road from Edinburgh through Fife to
Dundee, with a junction to Perth, which has the support
of the most influential and wealthy people of the Scotch
metropolis. £BOO,OOO is to be the capital.
A Newcastle paper, in adverting to the great railway
movement which had arisen throughout Scotland, antici-
pates that, in the course of two or three years, persons
will be enabled to leave Newcastle-upon-Tyne in the
morning, and dine at Aberdeen, or even Inverness, the
same day.

A general expectation gains ground amongst railroad
directors and speculators, that the present session of par-
liament will relieve third, class carriages from the tax of
five per cent., and will regulate and enforce the principle
on which railways ought to be assessed in the relief of the
poor. This expectation is not, so far as, we can learn, the
result of any communication had with government, but is
based on the reasonableness of the concessions anticipated
on the gem ral tone and language which Sir Robert Peel
and Mr. Gladstone have adopted in the House of Com-
mons during railway discussions, and on the almost uni-
versal response made by the house to the friendly disposi-
tions of the Premier and the Trade Minister.--Morning
Herald.
BIRMINGHAM AND DERBY JUNCTION RAILWAY',--
A special general meeting of the shareholders in the Bir-
mingham and Derby Junction
movednßaonat
and
tl
ovamalgamationteahrt Railway
ewo areisffgei heldncatitmh
numerously
that
motion
t e
oh ittl
board loom of the station last week, for the purpose
of considering and approving of a draft of the bill
now before parliament for the amalgamation of the North
Midland, thedo
:Midland .
c hahrsro
ntiCounties,this
nno
amf
theaennd board
dmt heent fDv eaorsb yp opo Railway',sed
which
Companies.
e directors.
at-
tended, the principle of the amalgaation having been
settled at a former special meeting of the company.
billnSamuelpa presided.
un
waspßi epes
approved.
A olevegre'Tae
t isi oev
negatived
ibo yn meetinglswas
3s was
to
e
was carried.

BRIDGE ACROSS THE SEVERN.—A number of scientific
gentlemen have been employed during the past week in
making surveys, Etcc. of the Severn, near Purton Passage,
on the Lidney side, preparatory to a report on the practi-
cability and usefulness of a bridge across the Severn at
that spot ; thus connecting the whole of South Wales with
!I.e metrorolis and marinfac!uring districts, through the
medium of the Gloucester and Bristol Railway.
RAILROAD SPECULATION IN FRANCE.—SonIe d"l)t4
are thrown by the Park papers of Thursday, liOnn tue
safety of rail-road speculations, which were proceeding to
an extent in France berind all precedent. The Rational
observes, " that speculations in railway shares have be-
come so excessive, that the stockbrokers are determined
to have two settling days in each month : we fear a me-
lancholy conclusion to this rage for speculation."
CALEDONIAN RAILWAY.—At a special general meet-
ing, held in the Black Bull Hall, of the proprietors of the
Wishaw and Coltness Railway, it was resolved to use
every exertion in promoting the proposed Caledonia
Railway, in connexion with this compitly's line; and with,
this view, the committee of management was authorised
to subscribe, for beboof of the company, a sum not ex-
ceeding £25,000 to the proposed under taking, and to cor-
respond with the provisional committee of the CaPdonitas
line as to the junction with the Wishaw and Coltaess
Railway.
SOUTH WALES ANL SOUTH OF IRELAND RAILWAI:
—An important line of railway is to be laid doWn from
Stonehouse, on the Great Western line, across :he ri'se'
near Purton to Carmarthen. The route will be throng''
the Forest of Dean, opening the vast mineral resources °{
that district, to Monmouth, thence down the vale of Vsl4n ,°
to beyond Brecon, and afterwards by the river Tow
Carmarthen. Although South Wales is so mountainonS
in character, nature seems to have provided a level lined
country far a railway. Two great interests will be mate;
rially benefited by the projected line, viz. :—the Gret;
Western railway and the mining property on " the hills.
The traffic on the former will, of course, be extensivelf
ncreased.—Cardif Advertiser.

The formation of a direct railway from London to
York, by way of Lincoln, for the purpose of connecting
the north of England and Scotland with the metropolis,
has been decided on. Prospectuses have been issued'
together with maps, explanatory of the mode of proceed'
ing intended. It appears that the proposed line is t°
commence near King's Cross, in the New Road, and in:
dependently of any other line, is to take its course through
Hertford, Bedford, Huntingdon, Peterborough, Stain'
ford, Sleaford, and other important towns, to Lincoln
and York, the distance, by the• adoption of this line,
being less, by nearly forty miles, than it can be travelled
by any existing railway. The capitsl required for the
execution of the work is estimated at £4,000,000, the
length of line being one hundred and eighty miles.
RAILWAYS IN DENMARK.—A letter from Copenhagetif
April 2, says :—" Railroads are beginning to excite atten"
tion here, and within the last mon h the king has autho-
rised different societies for the construction of the follow-
ing lines:-1. One from Copenhagen to Elsineur, about
thirteen French leagues in length. 2. Another to cross
the island of Zealand in its whole length, running from
Copenhagen by Rothschild, hingstead, and Slai:elsee, to
Corsoer, the length of which will be about thirty-one
leagues. By this line all communication between Owen-
hagen and the east of Denmark, as well as the rest of Eu-
rope during the period that steamers cannot ply in the
Baltic, will take place. 3. Six branch lines in the duchy
of Holstein, from the main railroad now in construction
between Kiel and Altona, which will unite the principal
towns of Holstein together, and the North Sea with the
Baltic."

•
EDINBURGH AND NEWHAVEN RAILWAY.—Since rel;
day, workmen have been employed in opening the groulld
in the front of Canal-street, to complete the drift tunnel
of this railway, already carried as far as Prince's-streetr
and within a few yards of the proposed terminus. A felv
days' work will thus open the bore through and tbrougbr
a d the bui ding of the tunnel may be expected to be pro
ceeded with immediately. So soon as the Edinburgh and
Glasgow, and the North British Railway bills are passed,
we may expect to see the whole of the area under the
bridge speedily transformed in appearance, and its various
buildings removed in order to its conversion into a terms'
nus of railway communication, by which the east and
west coast of Scotland will be connected with each other,
and both again with the metropolis of Britain.—Edit!'
burgh Evening Post.