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M M OUT II ,S ii 1 itE. -

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£ ntfltu|Cttcc. J WORCESTER AND MERTHYR-TYDVIL JUNCTION.—This \V 'lnse hoes which proposes to open South Wa.es to Worcestershire, Staffordshire, the manufacturing ils.nets, and indeed the entire north. It is to commence ce at the station 01 the Monmouth and Hereford and Wor- I ■^a,e8,J,ncti0B at Proceeding tarough a rich agricultural district, now devoid of railway r iST £ °n: to Ahergavenny, and from thence bv Llanelly, Natryg o, Tredegar, Ebbw-vale, Rtimney, and l>'VUffv *1 « M ,VrVI'' at W'llc'1 place it will join Lie Taft ale Railway. The distance will not exceed 40 mileF. WELSH SOUTH MIDLAND, OR CHEPSTOW, FOREST OF DEAV, AND GLOUCESTER GRAND JDNCTIOJC—The pro- moters of this line state that « by means of the Chepstow, Forest of Dean, and Gloucester Junction, and the Bir- mingham and Gloucester railway, it will open Birmingham as a market for the manufactured iron of South Wales, from which it has been in a measure excluded, from the difficult and expensive transit by the river Severn and ca- na.s & that it "will join the Chepstow, Forest of Dean, and Gloucester Junction railway at Chepstow, and extend westward to Piercefield, the far-famed Windcliff and Tiu- tern Abbey, to the towns of Usk and Pontypool, and over the centre of the great iron and coal field of Sooth Wales, passing near to and through the midst of the extensive iron works and collieries of Monmouthshire and Glamor- ganshire, to join the Aberdare branch of the Tatf Vale riV wiliell connects Merthyr-Tydvil and Aberdare with Cardilt, thus forming a much more direct and almost straight line-by m-ans of the railways already made and projected-between those immensely populous districts and th" centre of the kingdom and London." THE GREAT WELSH JUNCTION.—This scheme proposes to connect North and South Wale?, and to give to the Principality, by means of briscL Xjt.iaffliMcation with the English border counties. TheHtietakes"adoubte departure from Bangor and Port Dynllaen. It embraces in the main course of line (amongst other towns, too nume- rous to be mentioned here) Carnarvon, Harlech, and Dol- gelly. Passing between Dinas, Mowdy, aod Pennant, it traverses Welshpool to Shrewsbury; leaving Shrewsbury, it skirts Colebrook Dale and the iron districts, and includes Ludlow, Leominster, Hereford, Ross, Monmouth, Mer- thyr- Iydvil, Neath, Swansea, and Carmarthen, and finds its southern terminus at Pembroke." MONMOUTIISUIRE.—Tills line is second in importance to no line of its extent of any of those which as yet have been projected. It offers more than ordinary inducements to the capitalist, and we have no doubt that it will be car- ried forward to successful completion. On an examination of the prospectus, it will be found to be under the direction of powerful and wealthy parties, who will not he found ten- dering their influence to any project not founded in good faith. The company is one that is sure to receive the utmost consileration of the public, since the line proposed is such as to justify the highest expectations.— Raihcay Tel-graph. In connexion with the subject of railways, it may be mentioned, upon good authority, that some" of the Man- chester houses are taking effectual means to stop the incli- nation of retail traders to speculate in railway projects. The representa ives of the Manchester manufacturers have, it is said, in many instances received instructions, when accounts over-due are not paid by their customers, to inquire whether the debtor is a holder of shares in pro- jected lines of railway; and if so, further instructions are given that the account must b:, closed. This course, it is urg.-d, is rendered necessary by the fact that in many in- stances the payment of the wholesale tradesmen's accounts is postponed in order to enable the shopkeeper to meet his railway caiis. This, in fact, is nothing less than specula- ting with the creditor's capital. — Tirms. Reports are iu circulation that a great combination of interests amongst the large existing trunk lines of both gauges is likely to take place-an alliance defensive and offensive, for next session. Mr. Bruuel, who has been in Italy for some time, re- turned last week to England. Mr. Saunders, who has also been with the great engineer abroad, returned a week or two before. The Great Western Company are now planning their campaign for 1846. The allotment of shares ia the Manchester and South- ampton Railway has given general satisfaction. The shares are at a high premium. The Company has, we be- lieve, purchased the Audover caual. During the lait few days, engineers have been employed in surveying, taking levels, &c. for a proposed brauch line of railway from the Bristol and Gloucester line, near Coal- pit heath, through the S waiaswick valley, to some point of the iatended Kennet and Avon Railway, so as to form a communication between that line and Bristol, independent of the Great Western line. Mr. Hudson, M.P., takes an active interest in the proposed branch. RAILWAY CARRIAGE BUILDING CoMPASY.—ThIacom- pany, whose objects are of so peifecdy legitimate a nature, and the promoters of which we know to be men of station in society, is, we are happy to learn, progressing most when so much capital is afloat tor investment, ana so tuhoy schemes of (to say the least) a very uncertain character brought before the public, projects, like this, evidently of it bonrtfide nature, and which, with any thing like manaae- ment, must return a handsome dividend, will find wealthy supporters. The enormous number ol railway carriages which mast uituerto be required, and the almost certainty that, on the completion of a competent establish- ment, railway companies will give up a brauch of their present business, alike irksome and unprofitable, renders it probable that the Railway CarrFlge Company will stand A 1 in the list ot public investments.—Mininy Journal. GREAT WELSH CENTRAL RAILWAY.—The committee conlinue daily to receive from their engineers and survey- ors the most encouraging communications. It appears that there will scarcely be a deviation from the direct course, nor any necessity for tunnels, that no part of the line will pass through parks or pleasure grounds; that very little expense wiil be incurred iu the purchase of land, and that the undertaking wit! possess every advantage which can possibly result Irom a line of country fonnd on examination to he peculiarly adapted for the formation of a railway. It will further be satisfactory to the shareholders, whether resident in the principality or in England, to learn, that every arrangement tor carrying out the undertaking is in a state of perfect forwardness, and tb,'re exists not a shadow of doubt that every preliminary step required by statute or Standing Order, will be takeu in due time, so as that the Company shall obtain their bill at the earliest possible period of the next session.—Ibid. Tiie passengers in a train on tile Sheffield and Manches- ter Railway were exposed to great danger the other night, by a cow having strayed upon the line. The engine ran over the animal, nearly cuttiug it in two; and the train was forced off the iioe. Fortunately, except a guard, who was bruised, every one escaped with a fright, and a delay of some hours in the cold an l dark. A labourer has been killed on the Brandling Junction Railway, through his own recklessness: a train had star- ted, and he attempted to jump on to a carriage while it was in motion lie fell, and the wheels passed over both his thighs. Two labourers on the North-eastern Counties Railway had a dispute, and they resolved to have a fight for stakes, at Saffron Walden. On the following day they met: one wanted to withdraw from the fight; but the other, John WooJIey, persisted in proceeding. After fightiug for half an hour, Woodley fell down dead. On a poit mortem examination, it was found that the man had a disease of the heant; atil a coroner's jury returned a verdict of Natural death, accelerated by excitement in fighting." .a&; THJE REVENUE. ABSTWNK of the NET PRODUCE of the REVENUE of GREAT BRITAIN, in the Years and Quarters ended 10th October, 1844, and 1845, showing the Increase or Decrease thereof. Years ending Oct. 10. 1814. 1845. Increase. Decrease. £ £ £ £ Customs 20,243,505 18,652,552 1,590,953 Excise 11,959,942 12,069,215 109,273 Stamps 6,533,385 6.961,370 427,985 Taxes 4,204,855 4,228,281 ^j,426 Property Tax 5,158,470 5.127,125 31,344 Post Office 672,000 688,000 16,000 Crown Lands 135,000 145,000 10,000 Miscelttfctous 696,357 902,960 206,603. TotalOrdinary Revue. 49,60 (.514 48,774,504 793 287 1,622,297 Imprst.&othermonies 181,515 406,619 225,104 Repay ts. of Advances 956,593 1,325,780 369,167 Total Income >0,741,622 50,506,883 1,387,558 1,622,297 Deduct Increase. 1,387,558 Decrease on the Year 234,739 Deduct laereMe. 1,387,558 Decrease on the Year 234,739 Quarters ended Oct.lO.j 1814. 1845. Increase. Decrease. £ £ £ £ Customs 6,002,855 4,843,363 1,154,492 Excise.. 13,960,890 3,955,106 5,784 Stamps 1,665,688 1,780,175 114,487. Taxes 201,439 201,279 160 Property Tax 1,958,711 1,823,883 134,828 Post Office. 200,000 209,000 2,000 Crown Lands 10,000 30,000 20,000 Miscellaneous 220,961 465,10.2 214,141 TotalOrdinaryRevue. 14,220,541 13,312,908 387,628 l,295,S6i Imprst.&other monies 28,117 24,591 3,526 Repayts. of Advances 133,692 473,881 350,189 .«•»•♦ Total Income 41,373,353 13,811,380 737,8X7 Deduct Increase.•• • Decrease qn theQuartei.»«"«*»* •*••*••• 560,97?