The Liverpool Standard and General Commercial Advertiser.
Liverpool, Merseyside, England, 1842-10-04 00:00:00

PARIS AND ROUEN RAILWAY

A numerous meeting of the English shareholders in the
Pa •
118 and Ronen Railway was held in the Clarendon-rooms,
South John-street, at one o'clock, on the 29th ult., for the
Purpose of receiving a report of the directors and engineer,
with respect to the state of the concern up to that time.
On the motion of Mr. CHAS. LAWRENCE, Mr. Moss
was called to the chair.
had convened
CHAIRMAN commenced by stating that the directors
pconvened the meeting for the purpose of answering any
estions which the shareholders might desire to ask. The
Est course, in his opinion, would be in the first instance to
read the report, in order to enable gentlemen to put more
tiatedlY any questions either to the directors or to Mr.
6, cke, or to Mr. Reed, who were also present. As far as
Lac. report went, he (Mr. Moss) thought it would be found
satisfactory. In one respect certainly it must be so, for it
lure an assurance that before they had again the pleasure of
Meeting, the opening of the line for the purpose of working
Itilould have taken place. The only question for the canal-
vcration of the shareholders now not connected directly with
trir own line,
to would be, how far they would think it desira-
He give support to the projected continuation line to
t• avre, tig shares in that concern. Some explana-
26uas would be given to them upon that subject, and with
Loose explanations, he would leave it in their hands.
the r• it then read the report of the directors, of which
following is a copy

" Paris, 30th August, 1842
REPORT OF THE CONSKIL D'ADMINISTRATION'

GENERAL MEETING

TO THE

'4 Gentlemen,—At the period of the General Meeting last
Year, we were in a manner but preparing for our labours.
'The first year had been employed in arranging the final
flans, and accomplishing the formalities prescribed by the
sw, in letting a portion of the works, and in entering into
etnitract for the engines, rails, and chairs.
, ur plans and propositions have afforded genal ands'action to the legitimate claims of the localities, were
subjected to very little alteration.
scar ceThe purchase of the land, 'which one year ago was
!leti ly commenced, has been carried on with the greatest
vity, and now draws to a close. For this purpose the
line was divided into two sections—the one containing nine-
teen communes, and the other twenty-nine communes. The
first section has all been purchased, excepting that part re-
!Diked for our Goods Station at the Batignolles, of which a
few parcels remain to be expropriated* in order to complete
this station. We are neverthless in possession of a sufficient
?ortion of the land to be enabled to commence the works.
to the second section all the land required for the railway
sod the intermediate stations, with one exception in the
,s,taminunes of Sotteville and Rouen, is already purchased.
he contemplated construction of the Havre Line required
B°llle alterations in our plans in these communes, or the land
would also have been purchased by this time. The new
Vans have; however, passed the ordeal of the Committee of
'ugliest, and we shall now proceed without loss of time to
obtain the land.
" Notwithstanding that the property required for the rail-
WsY is divided into 7500 parcels. the value of the land and
'°uses, together with the difficulties attendant on passing
khrougli towns and villages, such as Poissy, Mantes, and
,eroon, the result has been satisfactory. The greatest por-
;!,°11 of the purchases have been made by private contract.
'c have only had recourse to expropriation in.a few cases,
Where the properties were of great value, and these were set-
tled by the jury in the most equitable manner.
Great care has been taken in drawing up the different
conveyances. As soon as the few remaining purchases are
v,.ln pleted, an exact account of this portion of our outlay
t be made out. In the interim everything is so settled as
oiPlace the company in perfect security.
In the last accounts which we had the honour to lay
Zorn you, the expenditure for the works amounted but to
f (£8,000); on the 30th June last it reacbed the sum
? 11,419,404 f. 36c. (£456,776 35.) ; and at the present mo-
nit it is 14,338,460 f. 41c. (£573,538 Bs.) This will show
Wr activity which has prevailed in conducting the
wh ice i"
, lay before you the report of the engineer chief,i
or a will give you a more complete account of the progress
our enterprise.
[Then follows Mr. Locke's report upon the state of the
woks,i

"Tojthis report we beg leave to add that the advanced state
cf the works leaves us under no apprehension as to their
y completion, nor have we any fear that the expenditure
twot exceed the capital. Our hopes and calculations on these
1, Points have not been disappointed. The whole line will
be finished two years earlier, at least, than the time allowed
fiS by the bill. We shall thus be enabled to diminish the
ii.slarge for interest payable during the construction of the
and anticipate the period when the dividends will be
PITI from the profits of the railway.
r The result will fully justify the manner of contracting
07 the works which we selected. We have taken advantage
v,ue experience acquired in Eland in these matters.
or VY doubt which existed as to success on the application
this mode of proceeding, so new to France, has been com-
to'Y removed by the energetic means which our contrac-
-23 have employed—difficulties have been overcome, and
"c;,' methods introduced with perfect sucess.
th tinsan this subject we feel called upon to contradict, in
k e most formal manner, the incorrect reports which. have
'leen circulated in respect to the want of harmony among the
ow:tricnten of various nations employed on our works. We
un,ll,BafelY affirm that, among the 8000 men now employed,
nothing has ever occurred beyond slight disputes, which it
,kalruost impossible to prevent among so vast a body of men.
i.t..ceV have never been of such a nature as to compromise or
T 1 retard the execution of the works.
In respect to the nature and solidity of the works, every
precaution has been taken in order that they may stand the
adjudged
of the most scrutinizing examination. They have been
nudged according to specifications, drawn up after the
sllOSt mature deliberation. An efficient staff of engineers has
een placed on the different portions of the line to watch
t the'exectition of the works in their most minute details.
‘We have never bad occasion, in any matter of import-
cance, as far as regards the works, to differ with the contrac-
ors: they have at all times, with the utmost promptitude,
tnplied with the orders of the engineer-in-chief
The few 'accidents which have really occurred on the
tine have been greatly exaggerated; they were perhaps inevi-
table on such a difficult and extensive line of works, requiring
i~much rapidity in their execution but they were most
omprs.tly attended to, and always at the' charge of the con-
tracto

If these
i works have been adudge on terms not hitherto
obtad here,wor be assured, gentle jmen,d that their solidity has
12,0 t been sacrificed to a false economy ; every means have
„een taken to secure their stability, and to afford, at the
;4j:re time, perfect security in the working of the line. A
r"waY is of itself a great monument. Its splendour is to be
°Mid in its utility.
in" During the period which has intervened since our last
eeting, we have completed our contracts for the supply o
!ails and chairs. The distance of the
great;w, and the extraordinary dryness of the season, to,
i." 4 accidents on the canals, have hitherto retarded the de-
liveries ; but we have taken every means to secure the strict
e 4, ecution of our contracts ; and we have, besides, received
delivered
positive assurances that the whole quantity will he
'et,l,v,sred within the present year.
he construction of the engines, carriages, &c., for work-
rilge Lrie line has kept pace with the works, two months ago
mre,Was but one engine at work in the manufactory where
omcornotives are in the course of construction, at this
iftent more than five hundred men are actively employed,
Plgether with the most complete machinery ever yet in ap-
cation here.
factor fine, every part of our enterprise is in the most satis-
re.Y position, which we are greatly indebted to the powerful
rnrees you have confided to our care.
:The calls have been paid up with remarkable punctuality.
At the period of the last general meeting, the receipts
Jenne
to 12,602,0861. 23c. (Z 04,083. 95.) ; on the 30th
at this
last the reached 28,320,991 f. 25c. (£1,132,838); and
(,tiulis Present time they amount to 31,703,8721. 35c.
,286,154. 18s.)
e;dWe have not been obl:ged to have recourse to legal pro-
ingS to get in any of the calls. Ninety-four shares only
by been sold, and these sales have generally been caused
711.,,,e death or absence of the party.
ene ',our example will not fail to produce a beneficial influ-
e Your
the xecution of great public works. In France,
the
justice was rendered to you in the chambers during
discussion of the law on railways.
hn„: Our monthly outlay has increased with the progress of
as works ; and in the last six months of the past year it
(tY3,Progressed from 1,200,000 f. (X 48,000) to 2,600,000 f.
exnt•°h?o), and it now reaches 3,500,000 (£l40,000) each
11:: The total amount of the expenditure is 27,428,59115.
". (£1 097 I'3 .) Although our resouices are not yet , .
eo,usted, we, nevertheless, thought it expedient at the
ter'roencenaent of the year to make application to the minis-
arn? f°r public works, for the return of our caution money,
various the same time to pave the way by complying with the
ous forms required, for claiming the loan of fourteen
kith°
pre pressing from the state. At this moment, even, we are
8!Ing, the ministers for return of the 3,600,0301'5. (£44,000)
caution(n money, which must precede the loan of 14 millions
!°00) return of 4-sths of the same has just been granted,
the It is perhaps owing to a greater respect for the letter ra.
f° tr.
it thisan the spirit of the law, that the whole is returned,
impossible for the g•overnment not to perceive that
izoney would be much better employed in carrying on
rite works than it is in the coffers of the state, that a secu-
kj is only of real use in guaranteeing the formation of an
B°,ciation ; but when a company has already executed
fee
to the amount of twenty-eight millions (X 1,120,000),
fee guarantee of a few hundred thousand francs must be per-
e,tis_Y useless.
Xou may rest assured we do not lose sight of the period
e° the payment of the loan will commence, and we have
irC ne°och reliance in the interest which the government takes
i'4lAr enterprise to have any fear or respect to useless delays.
the As our works proceed, we are better able to appreciate
realoture resources of this undertaking, and we have every
be r° to believe that our estimates of revenue will prove to
correct as are those of the cost of the construction.
'eThe Havre line is the necessar toocnsequence of the Rouen
ger: It promises a vast addition the number of passen-
exr, and its construction will remove every doubt as to the
‘;'t o 1 the transport of merchandise.
aeti We have taken a prominent part with the government
this chambers in obtaining the assistance of the state for
ec,„,414e, anti we may say that to the example of the Rouen
1.114-', 11 !MY may be mainly ascribed the favourable terms of
The common interest which unites the two com-
en'es will continue to be the best guarantee for their mutual
;°Petation
conclusion. permit us, gentlemen, to refer back to the
la :ft of our undertaking. You will bear in mind that the
we concession dates from 15th July, 1840, some days after
road-:„! in general assembly to examine the modifications
oeens',,Yl the law and in the statutes, but a graver subject then
seeeewled and kept public attention in suspense. In the pre-
to in.e‘f great political embarrassment you did not hesitate
fOteiVain the association. You had confidence in a better
et' a°o did not, for a moment believe that one of the best
-thee-,-°Tis of a time of peace could possibly be suspended by
Yo4ere rumour of war. By our energy and resolution,
Tbiabale us the first example how to overcome all difficulties.
rheonfidence was nobly responded to by your associates
ate/I,e other side of the water. If we allude to the circum-
the 1,1 of the shareholders being of two nations, it is only for
44'11'i-41'1'08e of assuring you that only one feeling has always
aril:ted theta, although the object to be attained was a great
help ational work the advantage of which would exclusively
On
to France.'
tlirea`ri all occasions under the critical circumstances which
hetr„,etled our commencement,and in the progress to those
ti "I,` times which liave now arrived, the English co-opera-
4°°Prielar never flagged, we have received all that we could
petitOf Powerful' assistance of its capital, and the be-
-1,1",11 great experience.
OUr a, ~n 137 nothing has been able to shake the first basis of
°fle oitciation : upon it we have been permitted to found
activ wie
it most useful and beautiful monuments of. human
of two and- to consecrate the noble alliance of the industry
great hations.''

.on works is very

Pgether

The
ni th RAIRMAN again rose, and expressed his own opi-
rta at the report was most satisfactory. I
was rib:tract, and therefore he would state it pt wasubliclya,nthiemre
to the a single director who now had the smallest doubt as
and vv. a being completed within the first estimate of cost,
00l the stipulated time. He himself felt sure, not
_
the' ' at the line woul be comp l eted, but that every part of
works, engines, statd ions, &c. would be furnished within

the take
the " expropriation" is meant the power to
required for the railway.

the original estimate;' and Mr. Locke, who wag' present,
would confirm him, and would state, that when the line
should be opened the company would have paid all their en-
gagements, and have some little capital still in hand. He
trusted the meeting would not separate without returning
their thanks to the directors in Paris for their very great
exertions in forwarding the undertaking. They and the
English directors had worked together for two years, and
although the English directors had originally had reserved to
them the power of voting by proxy on all points in which
they differed from their French colleagues, they had never
had occasion to put that power forth, so harmoniously had
the two bodies worked together. He had to add, that owing
to the rate of exchange between the two countries, a sum of
money would stand to the credit of those English sharehold-
ers who bad paid their calls in this country.
Sir JOHN EASTHOPE, Bart., said, the proper object of
the meeting was, that the shareholders might be as well sa-
tisfied as they could be upon two questions : the one was the
efficiency of the capital thoroughly and entirely to complete
the works, and the other as to the time of their completion.
Mr. Reed and Mr. Locke were both present, from whom the
Chairman, Mr. Lawrence, Mr. Chaplin, and himself, bad
mainly derived their own information. They had examined
the accounts, they had looked over the reports, and they had
inspected the minutes very carefully; but, at the same time
they had derived all the other information they posse:.
from those gentlemen. In other words, he understood tin.
object of the present meeting to be, that every gentleman
present should, as far as he possibly could, have the same
means of information as the English directors, in order to
lead them to the same conclusions as they themselves had
arrived at. The directors said that they had the utmost
confidence that, by the month of May, the line would be
open. They calculated, from the reports of Mr. Reed and
Mr. Locke, that the works would be substantially finished in
March, but that it would not be expedient to open till May.
With regard to the question of capital, inasmuch as they had
no legislative power to raise further capital, it was a vital
question to be ascertained, whether the capital already autho-
rised was itself amply sufficient for the purpose.. He under-
stood from Mr. Reed, Mr. Locke, and Mr. Lafitte, that they
had no doubt upon that question ; but, at the same time, he
wished the proprietors, by any question which they could
put, to have just the same information as the directors them-
selves, because it was an agreeable thing for directors to be
released from a certain portion of responsibility by their
partners having the same means of judging as themselves.
These were the two
.great practical questions upon which
satisfaction should be given at the present meeting. The
next question for the consideration of the proprietors was,
how much might their concern be advantaged by an exten-
sion of the line to the sea ; and whether or not, if that exten-
sion was desirable per se, it would be for the interest of those
interested in the promotion of this line to engage in that.
Now as to that, both himself and his colleagues had been for
some time under considerable hesitation, because they had
before them that which it well became every inquiring and
thinking person to investigate, namely, the navigation of the
Seine, which afforded a constant competition,_ and they had
also the expense of executing the line. That it would be an
advantage to the Paris and Rouen line, no man could enter
taro a moment's doubt ; it was impossible that it should not
be so; it was impossible that a population like that of Paris
would be content without the facility of getting to the sea
with the same celerity they had got to Rouen. He was glad
to say that the result of the enquiries which had been made
as to the cost and the traffic, gave results which promised,
satisfactorily to his mind, an ample reward for the capital to
be employed • but the English directors would afford all the
information they possessed, so that an undue amount of re-
sponsibility might not attach to them or their opinions.
They had all four embarked in it a considerable amount of
capital as the result of their confidence in it. It was, how-
ever, upon these points that gentlemen should have informa-
tion. One of the first items was this, the French govern-
ment actually gave £320,000; the town of Havre £10,000;
the Paris and Rouen £200,000, which made £560,000, besides
which the French government lent £400,000 at 3 per cent.,
commencing eight years from the present time ; and the prin-
cipal repayable by equal instalments at the end of 15 years—
in fortieths, he believed ; so that the whole sum probably
required for the completion of the line, left £BOO,OOO to be
furnished by tha shareholders. He said probable, because
it was possible, that £200,000 more might be required. One
point on which lie was disposed to think the meeting should
be informed, was, what was the amount of that possibility.
Mr. Locke had hopes that he should not require that
£200,001 but not feeling confident that he should be able to
perform the work without it, he had, with his usual caution,
and very properly, deemed it right to be on the safe side.
The hon. baronet then adverted to a great feature in the con-
cern, the payment of interest upon the capital during the
construction of the works, and the establishment of a sinking
fund ; and he said that when all these items were taken into
account, he apprehended that they met the whole question
which he had proposed.
Mr. REED then came forward and said, that in offering
the observations he had to make, it would be better to go
back to the consideration that the present was a meeting only
of the Paris and Rouen Railway shareholders; and before
they entered on the discussion of the question whether or
not they would commence a new undertaking to obtain an
assurance, that that which they were now engaged upon was
proceeding to a successful issue. If he had felt any doubt
on that subject, he would not have ventured to appear before
them in connection with a new scheme; but the report just
read, as well as the letter of Mr. Locke, conveyed to the
shareholders all the assurances which be (Mr. Reed) thought
were necessary • the railway would be finished for the capital
subscribed, and in less time than was predicted. For those
advantages the shareholders were much indebted to the great
exertions of Mr. Locke, who had applied all the energy and
experience which he possessed to make this, his first work in
France, remarkable for the speed of its execution, and the
correctness of his estimates of cost. There would have been
still less delay in the completion of the railway, but from the
unfortunate political circumstances which prevailed when
the shareholders met there two years ago to determine whi-
ther they would go on with the line or not. Just at that
period, the treaty which created such bitterness of feeling
between the two countries, had received the signature of the
continental powers; and, although there had been no very
great loss of time, the commencement of the work was is
some degree retarded. Since then, however, their progress
had been satisfactory ; every difficulty had disappeared ; and
he believed they should finish this railway of 80 miles long in
less time than any line of equal length had ever been complete].
There had been no less than 7,500 parcels of land purchase].
This had certainly being'very troublesome, but, like all other
difficulties, had disappeared; and the company was now in
the possession of the last portion of land—that which was
necessary for building a station at Rouen. They had also
had considerable anxiety on another point—they did not
know how English contractors and English workmen would
be received in France. They did not know whether the
French la'aourers would be able to go on at that railway pace
which was observed in England. These anxieties, however,
were at an end. Before closing this part of the subject, he
would say a few words in reference to an article, or paragraph,
contained in a late number of the Railway Magazine, re-
.per.t, no- Anp the bridges across the Seine. Mr. Rei d
having stated the su rstance of the paragraph, proceeded as
ton.. a :
Now, what would have been the course in this country?
Why, instead of being told by an engineer of the government
that we must remove our bridge, some gentleman of the law,
equally acute, if possible, as my friend Mr. Swift, would have
been instructed to move for an injunction, and, after having
drawn out a case long enough to stretch from hence to the
Court of Chancery, he' would, in his turn, have instructed two
or three gentlemen in black gowns and white wigs to make that
move, and after stopping our works, and which way it might,
we should have moved off, minus some hundreds, or perhaps
£lOOO for law expenses. How was it settled in France—
simply thus, a written report condemnatory of our bridge was
made by the engineer of the navigation to the department of
public works,—we were called upon to answer, not through
the medium of the aforesaid gentlemen in black gowns and
white wigs, but our own proper selves, through the medium
of our engineer and our secretary; the superior authorities
having heard both sides, and inspected the plans originally
proposed to them, and which they themselves had sanctioned
—determined that we had executed the works according to
the plan, and albeit that it was not, perhaps, the best plan
for the interests of the navigation,. we were authorised to
complete it, and our works, which in fact, had never been
suspended, were permitted to proceed. I therefore say, they
do manage these things better in France. Here the misun-
derstanding would perhaps have cost us £1000; there it did
not cost us one shilling. It is, perhaps, unnecessary for me
to say more in reference to the progress in constructing the
Paris and Rouen line. In a few months the traffic will be in

course of development, when I doubt not that our most san-
guine expectations will be realised. I now beg to draw your
attention to the proposed line of railway from Rouen to
Havre. The importance to the Paris and Rouen railway of
such a line, is too apparent to render it necessary to detain
you in describing it. Is the existence of the Grand Junction
railway important to that from Birmingham to London ?
No less so—but on account of particular local circumstances
—more so, is that of the Havre line to the Paris and Rouen.
The relative position of Paris, Rouen, and Havre, is in fact,
without a parallel in this country. To form a jut idea of
of the thing, so as to compare it with anything here, it is neces-
sary that the mind should figure to itself the filling up, or
the non-existence of the River Thames—that Liverpool

i;the—POlCOf London—that from London to Liverpool
runs the river Mersey, a beautiful stream, but circuitous and
difficult of navigation, operated upon by the tide for about
only one-third of its distance; and that the town of Man-
chester is placed somewhere about Birmingham, so as to
represent Rouen, which is the Manchester of France. I ,
ask you, gentlemen, whether you think that a railroad under
such circumstances would pay its promoters? or whether, as
men of business, you would not desire to participate in the
profits which must inevitably arise, if such a railroad were
constructed at a moderate cost ? Ido not mean to compare
the magnitude of the mercantile transactions of France with
those of this more commercial country ; but it must be borne
in mind, that not only is Paris, a city of a million inhabi-
tants, at one end of this line, but that a very large quantity
of goods are landed at Havre. and sent through Paris to the
far west of France. There is not a Hull on one side the
kingdom, and a Liverpool on the other. Cotton is actually
carted from Havre to the foot of the Swiss mountains, in
carts which move in fleets, as it were, along the road. In
order, however, to form something like an estimate of quan-
tity, I have noted down those of several leading articles of
commerce. In the year 1841, the total tonnage of the vessels
entering the port of Havre was 682,000 tons, and the ton-
nage of those which sailed was 719,000; together, 1,401,000
tons. There were landed at Havre in the same year 357,327
bales of cotton, which, I believe, would weigh upwards of
70,000 tons ; of sugar, in hhds., sacks, and cases, upwards
of 138,000, weighing perhaps nearly 70,000 tons more ; up-
wards of 150,000 tierces, sacks, and other packages of coffee ;
11,700 tons of dye-woods; upwards of 30,000 logs of ma-
hogany ; upwards of 300,000 skins of various sorts; 119,000
hides; 18,000 packages of tobacco; 265,000 plates of zinc;
and an immense Quantity and variety of other articles, all
or most part of which have to pass towards, to, or through
Paris. I should deem it an impertinent waste of your
time to detain you by entering into the proof that where
such a port, with such an amount of business, exists,
there must, necessarily, be a large traffic between that port
and the point where consumption is made of these articles ;
or, that where so many goods are constantly on the line of
transit, there must, necessarily, be a larger passenger traffic
also. The number of those passengers, or the revenue they
will yield, you will find stated in the prospectus. I rely on a
revenue from passengers of upwards of £132,000 per annum.
But there are persons who, while they admit the existence of
the traffic, yet profess to doubt whether the railway will ob-
tain that traffic—the Seine, they say, is a beautiful river—
passengers will prefer it to the railway—and, by the river,
goods will be sent cheaper than you can carry them ; to which
some add, that even if you do get the passengers, your tariff
is so low that it will have only a very small profit. I believe
that those who so think, are wrong. First, for the passen-
gers. One steam-boat per day each way runs between Havre
and Rouen during the summer months only. In order, how-
ever, that these boats may pass in safety the sands of Quille-
beuf, it is necessary they should leave Havre as soon as the
water brought by the going flood tide into the harbour is suf-
ficiently deep to enable them to go out. These boats start
frequently as early as three or four o'clock in the morning—
they must not wait for an afternoon tide, for if they do, and
they meet with any obstacle on the passage, the passengers
are kept out all night. Again, Havre being a tidal harbour,
sea-going vessels arriving in the offing, must wait until the
flood tide is considerably advanced before they can enter,
and the consequence is,
that steam-boats arriving from Eng-
land or other places beyond sea, cannot enter the harbour
until the Rouen steam-boat has necessarily departed. Sup-
-7 pose, therefore, a passenger to arrive at Havre from South-
' hampton, or any other place at 9 o'clock in the morning, the
llouen boats will have started at 8, if he will go by the steam-
boat, he must remain until 9 the next morning, whereas, if he
chooses to go by the railroad, he may remain 2 hours in Havre
to refresh himself, and be in Paris at 6 o'clockto dinner. Can

any one doubt which mode of conveyance will be preferred ?
Then, as to the goods ;—if the Seine is really so good a me-
dium of transit, how happens it that upwards of 110,000 tons
of goods per annum are transported between Paris and Havre
by land, at an expense ranging from £2 Bs. to £5 per ton ?
It is clear, from this single circumstance, that the common
road is a powerful competition with the river. The com-
monest goods sent by the river pay about lad. per ton per
mile, while the cotton pays an average of 20 francs per ton
for transport from Havre to Rouen, which will be more than
3d. per ton per mile when taken by the more direct route of
the railway. It will be seen that, in the prospectus, it is only
assumed that we shall obtain from the river 100,000 tong per
annum. lam thoroughly satisfied that we shall obtain that
quantity, and that if we choose to adopt a scale of charge not
greater than is charged on some railroads in this neighbour-
hood, we may take nearly all the goods which now go by the
Seine. I suppose no one will doubt our getting those which
now go by land. And now as to the profit on the passen-
gers :—our tariff allows us to chart
124 centimes per kilo
10 „ PP

.tre for Ist class passengers

which, rendered into English denominations, is, as nearly as
possible, rather less than 2d. per mile for Ist class passen-
gers ; rather more than lid. per mile for 2d class ; and 14d.
for 3d class. It is quite certain that in France passengers
are carried at a cost to the companies of one halfpenny per
passenger per mile. It it is observed that this is cheaper
than they are carried in England—l admit at once that it is
so : but the reason why they are carried cheaper in France
than in England, is that a greater number of passengers are
carried in each train. The Paris and Orleans train have
averaged 153 passengers by each train from the Ist January
to the present time. The average, on the most favoured line in
England, is not more than 70, while in most cases the average
ranges between 50 and 60. Now, 1 apprehend that the cost
to the company of carrying 150 passengers is very little more
than that of carrying 50. Be that as it may, it is clear, from
the accounts of the St. Germain, the Orleans, and other
railways, that the total expense of carrying passengers is not
exceeding one-halfpenny per mile; and, assuming that all
the Paris and Rouen passengers are second class, and charged
lid. per mile, it follows that they will leave a profit of 66
per cent. I therefore differ in toto -with those who predict
that we shall not have the traffic, or that, if we obtain it, it
will not be profitable ; and I beg of those entertaining such
opinions to look at the facts more closely, and I am sure they
will alter those opinions. Now let us see what is to be done
with this profit when it is obtained. It has to be divided
over a share capital of £BOO,OOO only; for, as has already
been explained to you by the hon. baronet, the extraneous
aids which we receive reduce the share capital to that compa-
ratively trifling amount. £lO,OOO a-year will, therefore, pay
5 per cent. on the shares. Gentlemen, I will not detain you
by attempting to prove what must be self-evident, namely,
that nearly sixty miles of railway, through such an important
line of country, must yield several times over such a sum.
It was a saying of the Emperor Napoleon, that " the time
would come when Paris, Rouen, and llavre would become
one large town, of which the Seine would be the principal
street." The conception was worthy of the master-mind
which conceived it. Had he lived, however, until this time,
he would have had occasion to vary one part of his predic-
tion, and for the Seine have substituted the railroad, which
will now most certainly be made. (Applause.)
Mr. LocKE said, that after the eloquent address of his
friend nothing was wanting from him to assure the proprie-
tors of the prosperous condition of the Paris and Rouen
line. It was two years since they met in that room, when
some of them were not so sanguine as he was of the result ;
but now they had obtained greater information, and he was
not less sanguine now that he had got it. He was satisfied
that the capital of the company would be sufficient. There
were, however such things as administrative acts of govern-
ment, to which they were obliged to submit; therefore, it
behoved them to behave with becoming caution when they
talked of capital; but judging from the past, he had not the
slightest doubt that they would be able to execute this
railway for the original estimate, and have some little
money to spare. (Hear, hear, and cheers.) Of the time
he had no doubt whatever; the line would be ready for
opening on the first of May. Indeed he had considered
that question fully before he had written his report, conse-
quently he bad nothing to do on that point but to refer the
proprietors to that report. It had' been made after great
consideration of the state of the works •, and he had, in
short, no doubt that the line would he ready for opening on
the first of May. (Hear.) With regard to the Havre line,
he could not speak of it with so much confidence as he had
now spoken of the Paris and Rouen line ; but he could speak
of it with quite as much certainty as he could of the Paris
and Rouen line two years ago. He thought the smaller
capital was sufficient; but as they might have seen from his
report, he had thought it right to guard himself, and in
guarding himself he guarded the proprietors, by wishing to
have £200,000 extra capital, to be employed in purchasing
stock, in the event of the Paris and Rouen Railway Com-
pany declining to find the stock, or to work the line; it was
a simple question whether it would not be for the inte-
rest of the two companies to work together, and that the
Paris and Rouen company should find the stack for both.
In that event this £200,000 which he wished for would pro-
bably not be wanted ; and this was the contingency to which
he had alluded in his report. In conclusion he felt thankful
to the directors for the confidence placed in him : and the
shareholders might rely that he would use all his energies
for the success of the undertaking. _

Sir J. EAgTHOTE recollected tbitt in the case of the Rouen
line, it was to be only after the shareholders had contributed
their funds that the government advanced their loan. He
enquired how that was with regard to the Havre line?
Mr. REED read the whole article of the law, which was to
the effect, that when the company had expended £160,000,
then the government was to begin to pay, by tenths, the
sum they were to lend; and when the £160,000 were ex-
pended, then the government had to furnish £40,000, the
company put to it £40,000; and having expended that, they
would go to the government for another £40,000, and so on.
This was as regarded the loan ; as respected the gift, (8 mil-
lions of francs,) it was to be given to the company in propor-
tion to the advance of the works. The gift and the works
would go on pari paws.
Mr. JOSEPH HORNDY made an inquiry, to the effect,
whether the £200,000 was given to the Havre Company by
the Paris and Rouen Company ?
Mr. REED said, the Paris and Rouen Company had only,
in fact, to find £40,000, the government lending the other
£160,000, at 3 per cent. ; and the simple question was, whe-
ther, for the sake of saving £4,800 a-year interest, and
£40,000 cash, they would lose the-Havre line. He thought
there could not be a question about it.
Mr. LOCKE added, that it was not, in fact, a gift of mo-
ney ; but they were to contribute towards making the line
through the town of Rouen, which would cost £400,000.
The CHAIRMAN explained, that every one was aware of
the difficulty there was in all railways in England as to mak-
ing junctions in towns between railways from opposite direc-
tions, the one coming in upon one side and another upon the
other. The French government very properly said, to the
Paris and Rouen Company, in the first instance, " we must
insist, if you make a line to Rouen, and if there is a line
made from thence to Havre, that you bear a portion of the
expense of making it through Rouen." Their portion of the
expense was £200,000 , and towards this sum the French
government lent them (as had been before explained),
£160,000, at 3 per cent., and he was quite sure it would have
been better for the English railways if the English govern-
ment had done the same.
Sir JOHN EASTHOPE asked, whether that was contem-
plated in the Paris and Rouen expenditure ; 40nd whether, in
stating his confidence in the sufficiency of the capital, Mr.
Reed had taken into his account this £40,000 ?
Mr. REED said, his hope was, that the estimate would
cover it ; but he could not positively say it would.
Mr. PARSONS begged to ask, whether the amount put
down for stock for the Paris and Rouen line would be suf-
ficient also to work the Havre line ?

Mr. LOCKE thought a few more engines and a few more
carriages might be required, but nothing for the working es-
tablishment; and he thought mutual advantages would be
derived from the Paris and Rouen Company working the
Rouen and Havre line.

Mr. PARSONS said he had seen no particulars of the cost
of the railway ; but be trusted it was the intention of the di;

rectors that the shareholders should have an opportunity of
contrasting the actual cost with the estimate.
Mr. REED replied, that by law the accounts were obliged
to be furnished at the end of the work.
Mr. LOCKE added that all the works were being done by
contract ; all the accounts were kept distinct, and it only re-
quired an order of the directors to make them out in a de-
tailed form.
Mr. PARSON s.—To a half-yearly meeting?
Mr. REED.—Yes, after the opening of the line.
Mr. PARSONS meant, before the opening?
Mr. RFED said that was not contemplated. There must
be two half-yearly meetings held in France. Those held in
England were not official meetings, but rather meetings of a
section of the proprietors; and it was a matter of convenience
as well as policy that these explanations should be periodi-
cally given. There was no express regulation, but it arose
out of the nature of things.
Mr. PARSONS said that as half the capital for this foreign
railway would be held in England, the English shareholders
should have an opportunity of asking the directors any
questions.
Mr. REED was sure the English shareholders had only to
express a wish, and it would be attended to.
The CHAIRMAN said, in point of fact, this was a French
railway, and, therefore, the meetings must be held in France.
Although the English had taken one half the capital, that
did not make it an English railway, and he could not imagine
that any influence of theirs would be sufficient to procure the
holding of the official meetings in England.
Mr. PARSONS was speaking not of the official meetings of
the company, but of those meetings which were held merely
for the convenience of the shareholders resident in England.
The same, in fact, as the present meeting.
The CHAIRMAN thought it would be extremely important,
whenever the railway was opened, that there should be meet-
ings held in England previous to the half-yearly meetings in
Paris. With regard to the accounts, they were kept as
regularly as (perhaps more regularly than) any English
company's accounts. They were kept with the greatest
possible minuteness. The directors in France, indeed, con-
sidered it their duty to act almost as secretaries rather than
as directors ; they went through the whole detail of business
themselves, and every order for money required the signa-
tures of three directors before it was paid.
Mr. REED stated, that with regard to the llavre line, £2
would be required as a deposit ; and the next call would not
be made till June, before which time the Paris and Rouen
Line would be opened. They had been enabled to extend the
interval between calls from three to four months, in conse-
quence of the aid of government going on poi passe with
the works.
Mr. PARSONS asked whether it was intended to consoli-
date the two companies ?
The CHAIRMAN said that it was a question he could not
answer. He was quite of opinion that where companies could
be advantageously consolidated it ought to be done ; but in
this case there were upwards of 2,000 proprietors resident in
France, and it would require the sanction of every individual,
or a new law, to effect an amalgamation with the Havre line ;
he, however, could not but hope that the two companies would
be consolidated hereafter. It was of importance that they
should be with regard to the saving of working expenses;
and as far as his influence went, he would assist in doing it.
Mr. PARSONS asked how the account for exchanges was
kept?
The CHAIRMAN replied that the account was not kept
with each individual, but with each share. Troublesome as
it was, each share had a separate account kept of what was
due to it. With those who held shares from the first, and
paid all their calls in England, it was very simple.
Mr. REED said it was a troubleseme business, but it was
only proper that the parties to whom the share belonged
should have their money.
Mr. PARSONS enquired whether the £2 paid with with re-
gard to the Havre line limited the responsibility ?
The CHAIRMAN replied that first of all the French go-
vernment had not done in the present case as in the Paris
and Rouen. In this latter they required £2 to be paid to
them for caution money : in the present case they had re-
quired only £1 If the Havre company did not go on with
the line that £1 was liable to forfeiture ; and according to the
law of France the shareholders would be compellable to pay
up the three first calls. Whether or not the law would be
enforced he did not know ; but he himself could not conceive
of the probability of anything occurring to make it desirable
not to go on.
After a few words on this subject, Mr. Chaplin was
called upon for his opinion on the subject of the Havre line.
Mr. CHAPLIN said he thought there was no doubt of its
success. The inhabitants of Havre, whose interests were
identified with the river Seine, thought so much of it that they
consented to give £40,000 toward it. They were, therefore,
movers in it; and the other movers were the French govern-
ment, who saw at once the inefficiency of the Seine for the
traffic between the places. This line, therefore, was not a

speculative line of the proprietors of the Paris and Rouen
Railway Company, but it had arisen from the necessities of
the people of Havre and the French government. He was
aware of the effects of the rivers running parallel with the
railways, but this was not to be feared between Havre and
Rouen. As to the Paris and Rouen he was so confident in
its results that he had not only retained but increased his
interest in the company ; and he had the strongest faith in it.
There could not be the shadow of a doubt of its drawing the
passengers to it ; neither could there be, he thought, the
shadow of a doubt of its drawing the goods and traffic from
the river. (Cheers.)-

Sir JOHN EASTHOPE stated, that the people of Havre had
exhibited the same confidence in the undertaking as Mr.
Chaplin. They were under engagement to Mr. Lafitte to
procure the subscription of one-half the whole capital to be
subscribed in France for the' undertaking, in addition to
what they gave (namely, £40,000) out of their corporate
funds. Now, if they had not imagined that the concern
would yield an ample return they would not have under-

taken in do all this. This, indeed, was the strongest
dence of their conviction of the utility and the propriety of
the undertaking. Besides this, Messrs. Mackenzie and
Brassey, the contractors, had sent in an application for no
less than 700 shares. (Cheers.)

A short discussion followed upon some minor points, at
the end of which a resolution was moved by Mr. THEODORE
W. RATHBONE, and seconded by Mr. GEORGE GRANT, Of
Liverpool, "That this meeting, having heard the statements
just made as to the projected extension line from Rouen to
Haire, (both as to its intrinsic merits and its bearing on the
Paris and Rouen Railway,) unanimously and strongly re-
commend all the proprietors of shares in the latter line to
take shares also in the former ; and, that copies of the pro-
ceedings of this day be forwarded to each proprietor."
Moved by Mr. J. WINDSOR, and seconded by Mr. W.
HILL, of Manchester, "That the thanks of the proprietors
are justly due, and are now accordingly tendered to the di-
rectors generally, and to the chairman for his conduct in the
chair to-day."
The meeting then separated.

PLAN FOR SUPPLYING WATER

Mr. Asialin, treasurer to the Highway Board and secretary
to the Watch Committee, develops, in the following letter, a
plan for supplying the town with water, which could be ap-
plied to a variety of useful and important purposes. The
plan will, no doubt, receive the consideration of the proper
authorities.

Liverpool, September 26, 1842

Dear Sir,—As you have long taken a very great interest in
the important subject of providing a better supply of water,
to be used for the purpose of watering the streets, and the
suppression of fires in this town, perhaps you will permit roe
to avail myself of the opportunity, now that the public mind
seems at length properly aroused to the subject, to recall to
your recollection, that I stated to you, as Chairman of the
" Water Committee," some months since that I had formed
a plan, which I fully believed would, if carried into effect, be
the means of remedying the adniitted defect in both these
departments.
•

At present the water available for watering the streets and
extinguishing fires is derived from the inadequate mains of
the Water Companies or from the docks. The latter is
available only to a very limited extent, and the former is
neither prompt nor sufficient in cases of emergency.
The overflow of water from the Canal has frequently been
brought under the consideration of the authorities of the
town, and has been regarded by some as all that is required
for purposes of this sort; but even this is only available to a
liinited extent, and that not constantly.

At the upper parts of Liverpool there are high grounds,
from which, however, a sufficient supply of water cannot be
derived without a most alarming outlay ; and it appears to
me, therefore, that if Liverpool is to have an abundant sup-
ply for the purpose named, it must be taken tram the docks
or river. The means for effecting this are practicable, and
might be obtained at a comparatively trifling expense. I
therefore respectfully suggest that the trust, of which you
have been a very active member for a number of years,
should, in conjunction with the Fire-police Committee of
the Council, erect a steam-engine, say of 50 horse power, at
the Waterloo Dock basin, to force water from the river, into
pipes of nine inch diameter, along Waterloo-road, Bath-
street, Chapel-street, Covent-garden, Fenwick-street, Lord-
street, Church-street, Ranelagh-street, Mount Pleasant, and
Oxford-street to Crown-street, there to flow into a reservoir,
capable of containing from 15,000 to 20,000 tuns ; from this
main should branch others, of equal capacity, into Robert-
street North, Queen-street, Lancelot's-hey, Oldhall-street,
Water-street, Paradise-street, and Mersey-street, thus co-
vering all the streets where warehouses containing the great-
est amount of property, and most exposed to extensive loss,
are situated ; and on the sufficiency of such mains I have
consulted the Head constable, who has been kind enough to
point out to me the locality where they are most wanted.
For the purpose of watering the streets, the principal mains
should be crossed by smaller ones at two intervals ; the first
at the bottom of Lord-street, extending in the northerly di-
rection to the top of Scotland-road, and terminating at the
end of Burlington-street ; and the other at Mount Pleasant,
at the corner of Clarence-street, extending northwards to St.
Ann's Church, and southward to Parliament-street, and from
thence descending to the corner of St. James's-road, down
Parliament-street, St. James's-street, and Park-lane, to the
Custom-house, sending out a lateral branch from Great
George-plaae, along Great George-street, Berry-street, and
Bold-street. I also propose another branch along Tithebarn-
street and Vauxhall-road.
The streets through which the mains would pass could be
watered by merely opening a fire-plug, properly constructed ;
and the adjoining streets by carts tilled at different convenient
points by similar means, and without the labour of pumping.
The superiority of salt water for watering streets is well
known, and admitted by all who have paid the slightest at-
tention to the subject. The Reservoir, above Crown-street,
would always enable the carts to be filled, and the streets to
be watered, whether the engine might be at work or not.
For the same reason, water would always be available at
fires ; and when the steam engine was at work, the use of
the fire engines would be frequently superseded, as, in the
vicinity of the steam engine, the water would be projected
with a power beyond the capacity of any fire engine worked
by hand labour.
I will not trouble one so conversant with the subject as
yourself with more minute details, but proceed to show that
what I have stated can be accomplished, and at a compara-
tively trifling outlay, considering the great security it would
afford for the protection of property and the comfort of the
inhabitants.
Ths following is a summary of the first cost, and in the
estimate I take it for granted that the land occupied for the
construction of the reservoir would be leased, and not
purchased ; but, in the event of not being able to procure
land in the situation alluded to, I would respectfully point
out the land in Arrad-street, opposite the Alms-house, al-
ready belonging to the town, and used as a manure and stone
depot, as an eligible site ; it contains an area of 4,000 super-
ficial yards, and might be found sufficient for the purpose,
the difference between the level of Arrad-street and Crown-
street being only 4 feet.
COST OF PIPES, AND THE EXPENSE OF LAYING DOWN.
Yards. £ s. d.
4017 at 16s. 3213 12 0

Dock to Crown-street
Pipes of 9 in dmtr. from Waterloo
„ 9 ditto Paradise-street
to Mersey-5treet.......... 557 at 16s. 445 12 0
„ 9 ditto collateral bran-
ches in Robert-street North,
Lancelot's-hey, Water-st.
and Oldhall-street 430 at 16s. 344 0 0
/1 4 ditto Mile-end to
Lord-street
4 dittoSt.Ann's church
,
to Parliament-street
2400 at Gs. 720 0 0
~ 4 ditto St. James' _road
to Custom-house..
~ 4 ditto St. James's-
place to bottom of Bold-st.. 140 G at Gs. 421 16 0
4 ditto Tithebarn-st.
and Vauxhall-road 1396 at 6s. 418 16 0

£6508 16 0

s. cl.
Steam•engine, 50 horse power 1500 0 0
House for engine, &e. 5OO 0 0
Fite plugs

Making a total of
without the expense of constructing the reservoir; which, if
made merely for the purpose of holding water, would only
be for excavating the ground to a sufficient depth, so that the
total cost of the outlay for all practical purposes would be
about £lO,OOO ; but if the reservoir is to be made use of for
public baths, the expense, of course, may be increased to any
amount. _

This sum cannot be considered too great to prevent a town
like Liverpool, the second seaport in the kingdom, from
giving due consideration to the subject : in addition to this,
the fact should not be lost sight of that the annual expense
at present incurred by the Highway Board, for water and
pumpers' wages, (which would then cease,) would very nearly
pay the interest upon the outlay, whilst the comfort of the
inhabitants would be greatly increased, as the streets could
then be supplied with abundance of water, contrasting
greatly with the present inadequate means used for that
purpose.
In addition to the subjects already named, there are others
may be classed among the useful and ornamental

Die reservoir, at a very trifling additional expense, could
be rendered of infinite advantage to the health, recreation,
and comfort of the inhabitants of the upper parts of the town,
by being converted into a Public Salt-water Bath, or Baths,
the admission to which could be so regulated as to provide
for order and management, and might also contribute a con-
siderable sum towards the expense of maintaining it. And
in- addition to this, Public Fountains at the mere cost of con-
struction, could be erected at any point along the line of the
several mains, and kept constantly to play ; and I have no
doubt that numbers of gentlemen would avail themselves,
by this made, of providing a supply of salt water for baths in
their private residences, paying no doubt, a liberal sum an-
nually for such accommodation.
In submitting these observations to you, I am perfectly

aware that persons practically acquainted with the details,
or working, of such a plan as I have described, may be able
to find many defects and omissions which have not presented
themselves to my mind, owing to my limited knowledge of
the mechanical operations required in such an undertaking ;
but if what I have stated, or any part of it, can be turned to
good account, so as to give greater security to life and pro-
perty, and add to the comfort of the inhabitants of the town,
I shall have great satisfaction in knowing that my humble
suggestions may have been the means of causing others more
competent than myself to turn their attention to this very
important and interesting subject.
I am, dear sir, very respectfully,
Your obedient servant,
CAPES ASHLIN.
To Thomas Kaye, Esq., Chairman of the
" Water Committee" of the Highway
Board.

The remains of the I%larquis of Wellesley are to be in-
terred in Westminster Abbey. The funeral will be a public
one.

DEATH or Siit M. O'Louotimx.—We regret to an-
nounce the death of Sir Michael O'Loughlin, Master of the
Rolls for Ireland. Sir Michael, who came to town for me-
dical advice, died on Wednesday evening, in George-street,
Hanover-square.
EFFECTS OF ROYAL PATRONAGE.—M. Jullien and lady,
of the Queen's Opera, London, passed through Perth on
Sunday, for the purpose of engaging eight Highland pipers
and twenty-four dancers, of the first order, to perform at
the opera, and from thence they are to be taken along with
M. Jullien on a projected tour through France and Ger-
many.—Caledonian Mercury.
ARREST OF FEARGUS O'CONNOR.—On Friday morning
Mr. Feargus O'Connor and Mr. Campbell were arrested in
London. They were brought before Mr. Hall, the chief
magistrate of Bow-street. Mr. Waddington's appearance
as counsel for the Crown gave solemnity to the occasion : a
solicitor assisted Mr. O'Connor. Mr. O'Connor repelled
the charge of sedition, and said that.n he had even been ac-
cused of being in the pay of the toes, because he prevented
the people from committing outrages, on account of the corn
law. Mr. Hall declined being the depository of Mr. O'Con-
nor's confessions, but consented to hold him to bail, to ap-
pear in due course before the Manchester magistrates. Mr.
O'Connor entered into his own recognisances to that end for
£1000; and Mr. Cleave, of Shoe-lane, and Mr. Oldfield, of
80lt-court, became bound for him, under penalties of £3OO
each. Somewhat lower bail was exacted for Mr. Campbell;
but it does not appear whether he availed himself of the.
arrangement. •

THE EXHIBITION.—(CoNitNugn.)

103. Vesuvius, frotit a Window in a Neapolitan Villa.
W. Havell.—A very charming little picture, representing a
view of the celebrated volcano, as seen through a window,

round which "the loving vine" entwines in great luxuriance

The vineyards in the middle ground have tie light sweetly
thrown upon them.
104. Scene in Castlegate, York. W. G. Herdman, Lans-
downe-terrace, Everton.—An excellent view of this portion
of the ancient city.
109. Falstaff thrown into Me Thanies. F. Goodall.—The
fat knight we here see being tumbled out of the buck basket
into the Thames; Windsor Castle in the distance. A hu-

morons picture, and well painted

116. Hymen burning the Arrows of Cupid. Geo. Fatten
A.R.A.—A picture full of .fancF, poetry, and feeling, with

clash of refined humour.
This is one of the very gi

I pictures in the r

painted

118. The Favourite. J. T. Eglington, Islington, Liver-
pool. This is a well-painted portrait of a lead-coloured
Italian greyhound. Such an odd-" favoured" dog deserves I
being put on canvas.
123. A Visit of Rich Relations ; and 130. A Visit of
Poor Relations. F. P. Stephanoff.—Two capital little pic-
tures, conveying a moral too plain to be misunderstood. In
one a hearty welcome is given to some newly-arrived visitors,
while in the other the poor widow and her children are seen
lingering at the rich man's door in a state of doubt and un-
certitude. The pretended deafness of the old.gentleman,
and the prim stiffness of the old lady nursing her quadru-
pedal pets, are very well managed.
124. Scene near Beddgelert. Coply Fielding.—A charm-
ing landscape, sweetly painted.
140. The Effects of Poaching. S. Eglington, Islington.
—This picture reminds us of Repingille, not only in the
moral of the scene, but in the management of the actors in
it. A wounded man is seen stretched on a bed in a garret,
attended by women. One of them is bandaging his hurts ;
another is administering•a potion. At the casement is a ruf-
fianly fellow on the look-out : on the floor are hares, phea-
sants, &c. A broken gun, and other details, make up the
subject. The idea is excellent, but the colouring throughout
too vivid. The window-curtains are rich enough in tint
for a palatial hall ; the valance of the low bed is more like
the lace of a state couch ; while the hangings seem as if made
of shot silk. Time will no doubt subdue all this brightues

but at present the fittings of the room appear too costly
there is too comfortable an appearance to be real: poachers
dwellings are generally desolate places. The composition of
the picture is good.
141. Banks of the Medina, Isle of Wigh
An exquisite river scene, faithfully put on the canvas
155. Aspiration. S. Gamberdella.—A lovely half-length
female, sweetly painted.
162. Juliet and the County Paris, at the Friar's Cell. J.
Hollins.—County Paris is depicted by the artist as an inani-
mate coxcomb, while the divine Juliet is a complete piece of
milk-and-waterism.

A. Vickers.—

177. Portrait of a Red Deer in Knowsley Park, 21 years
of age. R. Ansdell.—Mr. Ansdell has been very successful
in this picture. The subject of his pencil is a tine animal,
and stands in all the pride of years, before the spectator,
" waving his antlers high."
196. Antique Interior at West Bill House, Hastings.
W. Collingwood, Russell-street.—A. picture of an antique
chamber. A. lady is seen sitting at a window. It is a very

cleverly-painted picture : the shiidows deep, the lights bril-
liant in the extreme, the colours all of a most vivid hue.
198. Kirkstall Abbey; and 200. Cattle on the Moor. J.
T. Eglington.—Mr. James Eglington is making rapid strides
in his profession : a manifest improvement is perceptible
since last year.

199. Greenwich Pensioner. H. Pidding.—A good bead
of an old veteran.
214. Nature. R. Rothwell.—A half-naked child, with
flaxen locks, sitting on the ground, looking the spectator
full in the face. The bead is very clever : the legs, hands,
and arms appear unfinished. The head reminds us of Sir
Thomas Lawrence.

232. Boys dressing Guy Fawkes. T. Clater.—A. lot of
lads in a barn are actively employed dressing up a Guy
Fawkes, the face of which, and that of the quadruped near,
strongly resemble a local dramatist. This picture has con-
siderable merit.

239. Portraits of the Children of S. Jackson, Esq., S.
Bishop ;-288. Flowers, Miss Hunt ;-255. Portrait of
Miss Mocatta, E. Warren ;-256. Portrait of a Lady, P.
Westcott ;-261. Portrait of a Gentleman, P. Westcott,—
are all by Liverpool artists.
268.—The Man and his Two Wives. E. Prentis.—An
excellent little picture. The unhappy bigamist appears
greatly to suffer from the infliction he is destined to undergo.
Youth and age are happily contrasted.

- - - _
275. Sally Paddock. P. Corbett.—A cleverly-painted
head of an old woman, a resident in Lord Tankerville's
almshouses, Shrewsbury.

276. Taylor's Mill, North Shore, as it appeared on the
night of the 2d November, 1816. Turmeau, Liverpool.—
The representation of this fire must have an additional in-
terest at the present time, from the fact that the building is
now the Rotunda Tavern, situated immediately in the vici-
nity of the late disastrous conflagration. The spectator will
observe that great changes have taken place in that locality
since the circumstance depicted took place.

279. Nero. R. Ansdell, Liverpool.—A portrait of a fine
animal, the property of C. Buchanan, Esq.
28-1. Dudley Castle: Sunset. A., Hunt, Bold-street.—
Mr. Hunt's pictures may be known by his constantly intro-
ducing great glares of yellow in the sky. His picture of
Sephton Church, exhibited last year, was remarkable for the
jaundiced hue of the sky. The present little picture exhibits
it ; and the large picture-372. Moel Gwdion, near K..
—is noticeable for this strange love of an unsightly colour
294. A Portrait. T. Hyland, Liverpool
artist, we see, has but one work this year.

—This young

Burns's