Monmouthshire Merlin

ROSS BRITISH SCHOOL. The Twelfth Public Examination of the above School, took flace on Easter Monday, in the presence of a crowded and ighly respectable company. Kedgwin Hoskins, Esq., AI.P., was IInaalmously caUed to the chair, and supported by Rich- ard Blakemore, Esq., M.P., N. Morgan, F-sq., Capt. Adams, and other influential gentlemen. Thechiidreapassed trough the various exercises in a man- ner that elicited tl^e marked approbation of the numerous J??1:01?* ev wr-re especially delighted with a class of about Vorta tih' W*1° ^ave commenced 'be study of that most im- promit' most neglected science—agriculture; and who v from the specimen given of their present attainment, useful, alike to themselves and the community in wbicn, in all probability, they may have to reside. The duties devolving upon the female farm servant were afierwards mi- nutely explained by a class of girls. Numerous compositions of that celebiated class teacher Hullah were given, with great precision, and reflected much credit en Mr. Trotter, who, we understand, had devoted much time to the instruction of the children in that branch of education. At the elose of the examination. Captain Adams addressed the company in a forcible speech, in the course of which he stated that the institution was progressing prosperously. The teachers were deeply impressed with the importance of the work in wh.ch they had embarked, and the deep responsibility attaching to their oflice. In the examination which they had just an opportunity of witnessing they had seen an attempt had been made to engraft on the British system the study of the theoiy of agriculture and agricultural chemistry. He had no doubt that in a very few months they would be able to show hem something very much superior to that they then beheld, and that it would be to the advantage of those interested in the cultivation of the soil, to give to this institution their un- qualified support. Richard Blakemore, Esq., M.P., said that he could not pos- sibly allow that opportunity to escape without saying a few words. He was sure that all that numerous assemblage, in common with himself, must have felt gratified at the progress of the children before them. To those children he would say to on in the attainment of education, but remember that edu- | cation unless combined with virtue will be useless; nay, it will be absolutely hurtful. May you carry out into practice the lessons which are here daily being instilled into your minds, by those who are watching over your temporal and eternai happiness. He then, in a most appropriate manner addressed the parents of the children, urging on them the importance of bSbreS^fhn'S V e/0rtf °futheir instructors, and setting SSFSMJK KA ? an(i at home'a *ood example. Teach SwTvsWofe»K°n" *eman• never to tell a lie set the truth you shall nof J? "ng tlJem ul' in the fea' °f God, and out savin* th»f U* r?ward* could not sit down with- Adam« £ .a v- i1? ^anks 'his meeting be given to Capt. which tk- I8 CM(ljatorc, for the care and assiduity with Kshment J 6Ver w#tcked 0Ter interests of the estab- its or' uuder whose superiotendance it bad arrived at am °, <s*nt state of excellence. The hon. gentleman sat down ♦*dst much applause. Kedgwin Hoskins, Esq., M.P., said be so entirely concurred In all that had been uttered by his hon. friend—that he would not tresspass upon their time, by any observations he might have felt disposed to make upon the occasion. He thought with his hon. friend that there was a large debt of gratitude due 10 Captain Adams and his excellent lady, for all they had done to forward the progress of the schools. In the name of the children, himself, and all connected with the institution, he begged to thank the ladies and gentlemen for their attendance | on that occasion. After other suitable observations the worthy member resumed his seat amids' much cheering. A vote of thanks was proposed hy Captain Adams, and seconded by Mr. IToskins, to Mr. Trotter, for his kind and gratuitous instruction of the children in singing according to the improved method of Hullah. Proposed by R. Blakemore, Esq., in an eloquent speech, that a vote of thanks be given to the teachers, Miss Walwyn and Mr. Burrows, for the zeal and ability they had displayed 1D the work of education, which was seconded by Kedgwin Hoskins, Esq. Nathaniel Morgan, Esq., proposed that the thanks of the meeting be riven to K. Hoskins, Esq., the chairman, for the services he had rendered that day and at all times to the institution; and R. Blakemore, Esq., had sincere pleasure in seconding the vote to the worthy gentleman, who had the honour of represling the county ef Hereford. The company then separated apparently delighted, and the children, 230 in number, were regaled with plum cakes, pro. Tided for them by the liberality of the visitors.

CAUTION TO PROPRIETORS OR COMMERCIAL IWMS;— A rtspectabie looking person, having the appearance of a commercial traveller, has, within the last few days, been "doing" some of the innkeepers in Abingdon, and Wan- tage, by getting them to cash cheques, drawn on London, bankers, or distant country ones, when on presenting them, they have discoveted there were no effects. The delinquent is described as of middle stature, of cadaverous counte- oancc, and light itair. NARaow ESCAPE FROM ASSASSINATION.—As Mr. Por- ter, of Sea Mills near Ilminster, was riding along the road near Windwhistle, one night last week, a ball was fired at him which pierced his fiat and pasted through without touching his head! Mr. Porter made a search for the assassin, but wiihoat effect; a gipsey is supposed to have made the diabolical attempt, but no clue as to motive or intent can be traced. TRADE IN CANADA.—Some idea of the suffering among the commercial community may be gathered from a calcu- lation made, that during the past year, and to the 13th ot February, 1843, the tailures in Quebec and Montreal alone amounted to and it is supposed th about a third of the amount may, on an average be paid to the creditors en dividends, being a dead loss to some- tody of no less than £600.000. The New Corn-Laws Act, transfers the collection of the 7fvenue arising from the sale of Game Certificates from (|M Stamp Office to the Board of Excise, and increases 4he penally of sporting without a certificate from twenty to Aft1 pounds Mm Baonix.—It is with deep regret we have to state that the valuable life of this talented engineer has been pjaoed in jeoparey by an accident arising out of an amia- ble wish to amuse the children of a friend. The father and Mr. B., pretended, by slight of hand, to pass money from the mouth to the ear, and vice versa, when Mr. B. placing a half sovereign in his mouth, it unfortunate y •lipped into the jhroat, where it stuck, and every enor to lemove it proving ineffectual, Sir P. Brodie has been called in, and an operation, by making an incision init e thorax,determined upon, which was performed on Tuesday. We have uot heard the result of the operation. The anniversary sermons at Trinity Church, Hotwells, preached on Sunday week, for the Bristol Church Mission- ary Society, produced not less than £216. Sintzemc, who was remanded on the charge of attempt- ing to shoot the Rev. Mr. Hadon, in St. Paul's Cathedral has been fully committed to take his trial at the ensuing suasions. A fine specimen of the Honey Buzzard was taken in a trap on Saturday, near Shrewsbury. It is a rare species ia this country. Barker, who was so severely injured at the late Cheltenham Steeple chase, that his life was despaired of for some time, ia( now slowly recovering from the effects of his accident, and is .eenetdered out of danger. Njmwew Escaptt PROM ASSASSINATION.—As Mr. Porter, of Sea Mills, sear lllninsier, was riding along the road near WiatfwlMSile, 8De night last week, a ball was fired at him, that pi treed his hat and passed through, without touching his head I Mr. Petter made search for the assassin, but without eflect. A gtptey is supposed to have made the diabolical attempt, but no Im II m metta er iattat eta be tn,

OUR LETTER BOX. NEWPORT AND NANTYOLO RAILWAY. To the Editor of the Monmouthshire Merlin. SIR,-As your pages were made the medium through which the vain threats and unwarrantabteabust of the Monmouthshire Canal Company, that has been indulged in by the advocates for improved communication in our county, were set forth to the public, and as I took rather a prominent part therein, allow me through the same medium to thank the committee of the Monmouthshire Canal Company for the gratuitous and con- temptible allusion to myself and oihers, contained in their II Circular," and to assure them, if plain unvarnished state- ments—FACTS, and TRUTHS deserve at their hands silent con- tempt," I for another am content to'pocket the affront. Unpalatable as were the undeniable statements set forth, and numerous as were the charge; laid at the door of the Canal Company, 1 can assure you, sir, that the evils inflicted by that Company upon the trading poition of this county, have hitherto been but slightly dwelt upon, and as their committee have at length declared their contempt of such statements, I will once again take up my pen to enlarge upon these abuses-inlolera. ble and oppressive as they are-and in doing so, I repeat what I have so often reiterated in their ears, that the statements I have already set forth, as well as those which now follow, are founded upon the rock of truth," and that they WILL NOT reply to them, because they CANNOT do so and this, Mr. Edi- tor, is the sum and substance of their "silent contempt, they cannot confute the arguments of their opponents. It appears to me from their circular, that they are upon the eve of taling a long and last farewell of their cherished 10 per cent dividends, coupled with their acknowledged capitalization of property and they may rest assured that the time has at length arrived, when the owners of the mineral wealth of this county will bo longer quietly submit to be legally plundered of their properly, through the Company's extravagant rates of ton- nage and badly constructed roads-for they will find that in due time a phalanx, equally numerous, respectable, influential, and wealthy as themselves, will be arrayed against them in let's than twelve months, who, with stout hearts, and a good cause in hand, will make very short work of their overgrown mono- p°'y. The emancipation of the trade of Monmouthshire has been commenced by men who will never rest till they see it accom- plished and their numbers are daily on the increase. The reduction as recommended in the circular, is intended to produce the following effect. [I will, however, give the exact words of the circular] The boon [! !!] which your committee now propose to offer, will have the effect of conciliating, as it is most desirable to do, those of the freighters who are reasonable, and of dis- arming those who are otherwise." Let us now examine, and see what will be the condition of the freiehters as compared with their competitors in trade, after this BOON is granted. Here it is — 20 per cent higher on the Monmouthshire canal and toad, than Porthcawl and Duffryn Llynvi. 20 Llanelly Railway. 20 Swansea and Neath Canals. 50 Glamorganshire Canal. 50 Taff Vale Railway. 100 is paid in the North of England. The above is as far as coal is concerned. Upon iron in no I case is it less than cent. per cent. greater on the Monmouthshire Canal Company's roads, as compared with the conveyance from Merthyr to Cardiff, Staffordshire to Liverpool, or from the Scotch iron works to Glasgow, &c. Talk of conciliation, in. deed, with these figures before you Is there not enough of the unreasonable here? Since the publication of my letters in your valuable journal, I have been favouttd with copies of some important papers, that have been transmitted to the committee of the Canal Com. pany, by the respected managing partner of the Tredegar iron works. The first of these papers that I shall lay before the pub lie, applies to the cost of maintenance of way, and general expenses, upon the Sirhowy tram road, for twelve months- 1842. With a desire to set this statement forward in the fairest pos- sible manner, I shall adopt the course laid down by Wood on Railways, and the Comte de Pambour, on the Locomotive En. gine-two works containing every information, up to a recent date, upon such matters. That is, to take ihegroii load in tons, conveyed one mile, and afterwards divided upon the expense attending the same. The items are as follow Cash paid for labour £ 845 13 8 Irou plates. 1069 2 8 Salaries, taxes SC everyotherexp. 234 19 10 D149 16 2 Maintenance of way and general expenses on Sirhowy tram road, 12 months, ending 1842. Iron fiom Tredegar, Ebbw Vale, and goods from Newport, is 76,955 tons. Say, Tredegar iron 18,380 tons Ebbw Vale ..13,120 Back carriage.14,000 Coal 31,455 Total 76,955 Tredegar iron, as above 18,380 tons add tocarriages 4084 tons tons X 2 = 26,548 Ebbw Vale ..13,120 add 1886 tons X 2 = 16,892 Coal from Tre- degar.31,455 add 11009 tons X 2 =■= 53,473 Back carriage = 14.000 Conveyed 14 miles .11091 Coal from Argoed 28,347 tons-a tram carries 3 tons, an,1 weighs 16 cwt. therefore coal 28,347 tons X7559 x 2 conveyed 7 miles 43,465 Coal from Gellygroes and Gellydeg. 22,914 tons, same as last eniry for trams, ditto4 miles 35,134 Coal from Penllwyn 59,219 tons, same as last entry for nan's conveyed 2 miles 90,797 SUMMARY. TONS. 110,913 tons convyd. 14 mis. is = convyd. 1 mile«l,552,782 43,465 II 7 = „ 304.255 35,134 „ 4" = „ 140536 90,795 „ 2 „ = „ 181.594 Total in tons gross conveyed one mile 2,179,167 Total cost of maintenance of way and general expenses per ton per mile gross, 0.236 pence. As Mr. Homfray justly observes iu his letter, a much greater traffic may have been conveyed along the Sirhowy road at a nominal extra expense. Referring to my letter of February the 21st, the detail of the following account will be seen :— Maintenance of way on Canal Company s roads and canals for 15 years ending 1842. The traffic is ascertained as follows Coal conveyed in that time, as being conveyed one TONS. mile 60.496.440 Allow each tram to cany 3 tons and 16 cwt. each 20,165.480 x 16 x 2 ZIN^"768 Iron coDveyed equal to 1 NIILE -797.030 Allow each carriage to carry 3 tons and 12 cwt. 6.599.010 x 12 x 2 = 7.918.812 General merchandise free of carriages = 7.734.645 CUlt EI.13,530 9s 2d. Tons conveyed 1 mile 128 211.695 Cost per top gross 0.268d. General expenses on Moniijouthshire Caaa]Co.'s canal and roads for same period, amounted to146,741 7 10 Or, per ton gross conveyed one mile. 0087 Total for the maintenance of way and general expences on Canal Company's road per too per mile gross 0.355d. Ditto ditto on Sirhowy tram road 0.236d. Or 50 per cent highet on the Moomouthshire Canal Company's roads than on Sirhowy tram road. Here, Mr. Editor, is one reason, and by no means a trifling one, why the Canal Company are obliged to ex-ict high rates of tonnage, in order to support their dividends. Thill is the way in which the freighters are made to suffer by the Canal Co.'s persisting in the maintenance ot a badly constructed road. Notwithstanding the disparity of 59 per cent in cost of main- tenance and general expenses on these two lines of tram road, 1 will now set forth the same items on the S ockton and Dal. liogton railway, for the year ending June, 1835, as detailed in Pambour, pages 565-6. Maintenance of road, including workmen, and all materials for repairs to the road, new rails, drawings, ballasting, repairs to bridges, walls, fences, and other incidental expenses of the same natuie, per ton gross per mile, considering the weight of the waggons, and their return empty .10452 pence. General expenses, consisting of office expenses, stationary and printing, clerks, law disburse- ments, taxes, rates, police, and contingin- cies, per ton gioss per mile, according to the same proportion as above.037 penre. Total per ton gross npon a level >141 pence. Here, Mr. Editor, is surely enough to satisfy any one of the advantages, the overwhelming advantages, of rail roads, as compared with tram roads, bearing in mind, that the traffic on the latter does not exceed three miles per hour, whilst upon the former a speed of eight miles per hour is attained and the Monmouthshire Canal Company must have found by experienc « that the expenses are considerably enhanced by a quiet transit, as compared with a slow transit, previous to their memorable order in council, that no speed was to be adopted on their roads, quicker than that of a 0000 WALK 1 I will next take the cost of haulage and maintenance of trams by the Tredegar Iron Company for six months, 1842, under the following heads. TONP. Iron & coal conveyed to Pill, 23 m. 30 957 Iron and iron ore from Pill 6.999 37.956 cost £1 737 9 11 Of the above 9.190 tons was iron average load upon four wheels, say 4 tons 10 cwt would make an addition of 2042 tons for trams o o 11.232 tons This leaves 21.767 tons for coal, each car. riage holds 9 tons odd, say 9 ions, and the weight of the carriage is three tons 3 cwt-then 2418 carriages each 3 tons 3 cwt. is equal to 7616 tons = 29.383 40 615 tons. These carriages having to return empty, will be 2042 add 7616 = 9.658 tons The back cariiage should be entered nett, as the carriages that took the iron and coal down, served to bring that back. 6.999 Total 57.272 tons. 57.272 tons conveyed 23 miles is 1.317.256 tons conveyed one mile-cost £1737. 9., Us., at equivalent on atevetto 1 |.FL8,LWT08»> Cost for act! will be as follows :— 16061 tons of coal consumed to perform the above is 2.562 lbs per ton gross per mile. Cost for COAL at 5s per ton, being the rate charged on the Stockton and Darlington railway, will amount to per ton gioss per mile 0.0595 pence. For repairs to engines. engine men, and assistants' wages, fuel, oi1, grease, hen p, and other articles of daily consumption, for conducting the engines and trains, per ton per mile, charging coal 5s per ton— reduced to a level 0.18611 pence. I must confess that I felt much surprised at the low cost of these items—so much so, that I apnlied to Messrs. H-irfordsfor the cost of the same expenses in the delivery of their iron to Newport. More than one half of their iron is conveyed to Newport from Ebbw Vale, in order to avoid the extravagant rates of tonnage exacted by the Canal Company, an extra dis- tance of six miles, via Tredegar, and therefore travelsthe same line of tram road. The cost I find to be for locomotive power and trams, per ton per mile gioss, on a level .51699 pence. I am not unmindful of the difficulty (in an extensive Iron Work), of separating the charges upon any particular depart. meat-this will, I think, be readily admitted by a numerous class of your readers, nd, therefore, I will not attempt to decide which of these conflicting statements may be the most relied on, being sure that each has been furnished with the sole view of setting forth the truth. 1 am, however, inclined to think that the latter is the nearest of the two. As these are the only two parties who at present use locomo- tive engines in Monmouthshire, with the exception of the Rhymney Iron Company, (where they have been but recently in use,) further comparisons cannot be drawn. Taking, however, the mean between Harford's and Tredegar Company, we have, for the cost of locomotive power 0.2645L pence, and comparing it with the cost of haulage on the Stock- ton and Dailington Railway, by horses, previous to the intro- duction of steam (see Pambour, page 570), 1 find the charge 0.267 pence per ton per mile gross, leaving a difference too trifling to be noticed. Yet this shews clearly that locomotives upon tram-roads, are no cheaper than horses upon railways. The following table will exhibit the cost of locomotive power and trams or waggons, by the Tredegar Iron Company, Messrs. Harford's, and the Stockton and Darlington Railway Com- pany, for the conveyance of one ton gross, for ooe mile on a level Cost of locomotive Cost of TRAINS Total cost of power. ORWAGGF'II*. trams&loco- motive power. Tredegar Iron Company "J 18611 .073 pence .25911 Harford's and Company ^34299 .1~4 .51699 Stockton and Darlington J20915 .017 .2261 This acount shows that the cost of locomotive power on the Stockton and Darlington Railway is nearly 13 per cent. greater than that of Tredegar Iron Company, whilst the expense for trams or waggons is about four to one the other way. Taking, however, the item of coal on each of these lines, and charging it at the same puce, viz., five shillings per ton, the cost of this anicle for the Tredegar engines is .0595 pence, or more than double the cost of that of the Stockton and Darlington Company, where it is.0218 pence. The quantity of coal has been shown to be 2.562 lbs. per ion per mile gross, or equiva- lent to 1.5 lbs. of Coke. In Pambour, page 312-313, the ave- rage quantity of coke consumed in 30 experiments was 0.48lbs, on the Liverpool and Manchester Railway, with an average speed of 18.65 miles per hour, and load of 72.53 tons. On the London and Birmingham Railway (see Mechanic's Magazine, March 1843), at an a.erdge-speed of 27 miles per hour, and load 68 tons the coke consumed is 0.41lbs. per ton per mile, gross. There is, however, no allowance made for the general engi- neering esrablishment indispensable at all [ron WOlks, aod were it not for this, 1 have little doubt but that both Messrs. Har- ford's and Tredegar Iron Company would find horses equally as advantageous, as they have been found by other parties who have attempted steam upon tram-roads. Several cases might be cited, in which the application of lo- comotive power has been unsuccessful upon tram-roads, but one instance may here suffice, namely, that of Mr. Prothero, a large coal-ship per, who purchased two excellent locomotives from the Neath Abbey Company, worked them upon the Monmouth- shire Canal Company's tram-roads, and aftei losiog a conside- rable sum of money by using them, found it more economical, again to resort to horse labour. I:> I find that the easiest line of road communicating with New- port, as regards gradients, is that from the Tredegar Iron Works (about 23 miles), on which the average inclination is one in 121.5. in favour of the traffic. It has been found by experience, and laid down by Wood and others (see Wood, page 605), that on all those parts of a rail way descending above 1 in236 the trains require no propelling power, but that their gravity is sufficient to carry them forward. It would, therefore, be unnecessary to set forth the quantity of iron or coal conveyed from Tredegar to Newport, as the re- resistance to the engine is only offered in bringing the empty carriages and tender back. My object being to show the comparative performances of locomotive engines upon railways, as compared with tram-roads I will select the line of road from Newport to Tredegar Works, as being the best in point of gradients, as well as in general re- pairs fifteen miles of it belong to the Sithowy Tram-road Company, who, for several years, have spared no expense in putting it in the most efficient stdte for traffic, and which, as compared with those of the Monmouthshire Canal Company, will be found infinitely superior in every respect, and to the disgrace of the latter company is maintained at a cost of 60 per ceni. less. I find the maximum load taken by the Tredegir" engine from Newport to Tredegar Iron Woiks, at a speed of six miles per hour, to be, 26 empty iron carriages, each 20 cwt 26 0 0 0 Back carriage of goods, if to be had 12 0 0 0 Makiogagrossioadof. 38 0 0 0 On looking over the" Experiments on the velocily and Ihe ¡ load ofLocomo'ive Engines," in Pambour, page 389, the near- est approach in gradients to the lafer road that 1 can find is I in 96. Up this inclination the Fury" took a gioss load of 56 16 tons, at a speed of 61 miles per hour. Upon an inclination of even 1 in 89,<he"Attas,"w))Kh is as near as can be the same sized engine and power as the Tre- degar," took a gross load of 40 tons at a speed of 7& miles per hour. The Leeds took 36 tonsat a mean velocity of 21 miles per hour. VU'can, 39 D„,0 11 ditto I URy. 48 ditto 8 ditto SLAR. 42 ditto 10 dito The comparative performances of locomotive engines upon tram.roads and railways will, however, be better elucidated by comparing some expeilments made in the present year by the Monmouthshire Canal Company, upon that pari of their road WHICH lies between Abeibeegand Blaina Church,A distance of 4J miles with those made on railways. A locomotive engine belonging to the Monmouthshire Iron and Coal Company on the 16th of March 1843, took up a load 20 empty coal-tiams, each 16 cwt. 1 ons. cwt. qr. lbs. 16 0 0 0 Tramplates loaded in the trams 4 2 2 0 Gross load exclusive of tender and engine.. 20 2 2 0 Petforming the distance, all stoppages included, in one hour and 45 minutes. This experiment did not, however, sa- tisfy the Monmouihshtre Canal Company, therefore, on the 21st of the same month the Tredegar Iron Company's locomo- tive engine Tredegar, with 12 inch cylinders, and weighing 12.75 tons, made an experimental trip. The following IS the result Eight large coal-waggons, each 3 tons 3 cwt..25 4 0 0 One tender-tram, containing 2 tons ol coal, say. 2 16 0 0 Total, exclusive of engine and water.tram.. 28 0 0 0 Rate of speed exclusive of stoppages 62 miles per hour. „ inclusive 4.4 „ This I take to be the maximum effect this engine is capable of producing up this inclined plane, rising, on an average, one in 62 or 86 feet per mile, as the wheels of the engine were con- tinually slipping, notwithstanding the industrious application of sand under the wheels by one, and sometimes two men, from a plentiful store placed on a platform in front of the engine. According to the rules laid down in Wood, Pambour, and oiheis, a load of 28 tons, on an incline plane of one in 62, at a velocity of 6 2 miles per hour, is equivalent, on a level, at the same velocity, to 154.4 ions. This may, and doubtless does, appear to the committee of the Monmouthshire Canal Company as an extraordinary peiform- ance, and a great triumph of mechanical skill, but when com- pared with the railways now in use, it sinks into utter insignifi- cance. Upon the Gloucester and Birmingham Raitway at Bromsgrove, is the steepest incline plane in England not woiked by a fixed engine its extreme length, according to Whishaw." is two miles four chains, rising in the whole dis- tance 290 feet, or one in 37. Locomotive engines, upon ihis railway, weighing 10 to 12 tons, draw up an average gross load of 40 tons, at a rate of 10 miles per hour. This in equivalent on a level, at a velocity of six miles per hour, to 566 tons, or 350 per cent. greater performance than that of the Tredegar, upon a tram-road. To particularize a few of the engines on this railway and their performances, I will first mention the Philadelphia, as near as may be the power of the Tredegar, but weighing 12 tons 3 cwt. At the first expeiiment this engine took up a gross load of 34 tons, exclusive of engine and tender, weighing 19 tons, at an average speed of 10F miles fer hour. At another experiment the same load at an average speed of 121 miles per hour. At a third experiment she took the same load at an average speed of 13 miles per hour. The engine started off a temporary plane 60 yards long, and in every case reached the top of the plane AT a speed varying 3J to 5 miles per hour greater than its commencement. The Boston, en engine similar to the Philadelphia, upon the same incline, .15th of September, 1840, with a gioss load of 36 ions, exclusive of engine and tender, weighing 19 toos, and on a damp day, with the rails in their worst state, namely, half dry and dirty, accomplished the first trip at an average rate of 61 miles per hour; second trip, 7.45; third, 7.55.; in every experiment terminating the trip at a greater speed than its com- mencement. A fourth tiip at an average raie of 8.32 miles per hour. I find on the 7th March last, in the proceedings of the Insti- tution of Civil Engineers, London, a discussion took place upon the American locomotive engines, and their capabili'ies upon the Lickey Incline. It was there slated that an American -1 Bogie engine, with 12J inch cylinders, weighing 14 Ions, conveyed a gross load of 54 tons up the incline at Bromsgrove, at the rate of 12 miles per hour. This may possibly include engine and tender. I cannot say that it dues, of does not, but I find, by the same method of calculation as used in the former cases, if it is exclusive of the engine, that it is equivalent on a level to a load of 916 tons, conveyed at a rate of six miles per hour, and if THE performances of the latter engioe upon an in- C'L[)C plane ol one in 62, the same as that on which the Trede- gar took up a load of 28 Ions be calculated, allowing the speed to be the same in both instances, it would be equivalent to 166 tons, I conld adduce numerous other cases equally forcible as the above, but trust enough has been shewn on this head to satisfy the most SCRUPULOV^ It is far from my intention to depreoiata the psrformsnces or merits of the locomotive engines, or engineers of the TredegsiH Iron Company. They have disadvantages to contend against. such as are but litile contemplated by the general classs of rail H way engineers, and as far as my judgment and experience go, I frankly acknow!edge that I am surprised at their having suc. ceeded to the extent they have done against all these peculiar disadvantages, a few of which I shall enumerate in attemptingH to account for the great disparity set forth. ||3 In the first place I find in Wood: p<ge 414, some upon the Killingworth Railway, in which the relative resisi-FIJ ances of the plate to the edge rail was found to be as 73 to 63.FL rhe great disparity appears to me to arise from the friction 01 ihe wheels of the tram3 against the upright flange of the platt JSI as well as the liability of the bearing part to receive dust and sand, which its very form and position render it peculiarly liable to, and which no care can prevent from accumulating. The effect of every showerofraln and gust of wind tends to this, whilst upon a raitway the same causes produce opposite effects, namely, that of blowing or washing off any dust or dirt that may be lying on the rails, and so diminishing instead of in- creasing the resistance to the carriages. I X Anoiher cause of the great expense in haulage upon the Monmouthshire Canal Company's tram roads, as compared with railways is that produced by the friction in rounding the curves. H The curves enumerated in Whishaw, a, being the quickest, and consequently the most objectionable, are upon the I Ardrossan and Johnstone Railway of 460 feet radius. I Edinburgh and Dalkeith, 600 to 1200. I Durham Junction, 1320 to 1782. I Bishop Auckland aud Wearsdale, 2640 I Birmingham and Gloucester, 5280 I Notwithstanding these objectionable curves, an excellentcon-H trivance has been introduced into very general use, for the pur. pose of facilitating the working the engine and carriages by making the rim of the wheels conical or larger in diameter next te flange than the edge, the effect of which is readily understood 9 1 by the increase of diametei in rounding a curve, of oecessit., taking the greater length of the outer curve of ihe rail, whilst the contrary i3 produced in traversing the inside curve. It is impracticable to introduce this arrangement upon tiamroads. ) he great frequency of curves of very acute angles upon the Monmouihshire Canal Company's roads, is a very serious chargt upon the cost of haulage, AT well as the wear and tear of trams, and consequently the charge of maintenance of way. I will pany's Maps in their office at Newport. I here specify a few of these curves as taken from the Canal Com At Risca Bridge, 3 6 lOths in. in one yd., 15ft. 1.8 in, radiUS.1 Blaina Church, 3 6 lOths, 15 1.8 I Crumlin Bridge, 3 8-10ths, 14 4 4 I VnisneaddBridge,5 4-10ihs, 10 2.7 I Cwm Frwyd H Railroad, 5 510lhs, 10 06 B BlaenavonBridge, 6i 8 3.4 | Ai) the tram-roads communicating with Newport have been made without the slightest regard or attention having been paid to any of these matters. So are several others that might be enumerated, to one only of which I shall allude, before I pas., on to another subject. In Tredgold," under the head of "De scending planes," are the following observations, which apply particularly to the present case It may be necessary to remark that all lines are considered as descending ones, where there is a constant greater weighldrawn in one direction than in the opposite one. The following rule evinces the method of calculating the proper inclinations for gradients of the above description I. the tonnage in each direction add the weight of the waggon- required to carry the greater tonnage, divide the greater sum b\ the less, and make the quotient diminished by 1, the numerator, and the quotient, with 1 added, the denominator of a fraction Multiply this fraction by the fraction representing the resistanct on the level rails, and the result will be the fraction SHEWING the best inclination for the trade." Presuming, then, that a railroad were required from Trede gar Works to Newport, and taking the traffic as recorded above, the inclination according to Tredgold," should be 1 in 5:35, instead of 1 in 121. Were greater attention paid to this by railway engineeis generally, but more particularly where tin traffic is IN coals or iron, it would have the effect of consider ably reducing the expense in the cost of haulage. If 1 in 535 then, is the most advantageous inclination for a road, what is the effect produced where the inclination is 1 in 62, that being the inclination in the Canal Company's road, for the last 6J miles in the direction of Nantyglo Works 1 The resistance in ascending planes, is set forth very shortly and clearly in a useful work, entitled 11 Day, on the construc lion and formation of Railroads," thus: any given powet would only draw one half the weight up an ascent of 22 feet to the mile, that it would draw along a level, one thiid up an as cent of 44 feet, one fourth up an ascent of 66 feet, and only one fifth up an ascent of 88 feet to the mile. Now, the rise in the last 5 miles of road leading to these works is 83 feet to the mile, which is the principal cause of the charge being so high for the conveyance of its iron to Newport. I Cost of Railway dues Total charges 18 Charge for .vaggons perTon per mile per Ton permiloK Names of Haulage per per Ton export Landsale ^xporil Lndsaleffl Railway Ton per mile, per nulc- Coa!s Coals Coals Coals S Stanhope & Charged in pence pence pence pence pence B Tyne dues 0-19 J.32 1.33 ] .32 1.33 M Clarence 0.375 0.19 0.5 1.0 1.0fi5 1.565 H Stockton & lndsal 0.25 ,q n „ ffl DarHngton Export 0.125 0'19 l'375 0.815 1.S15 Eg By ihe above statement there appears lo be <1 very tnflinj>|[f difference upon the Stanhope and Tyne Railway between thejs charges of export and landsale coals. |J| Upon the Clarence the difference is one half-penny per TONPP, per mile in favour of export. Up»n the Stockton and Darlington this difference is increased to one penny in favour of export. The proportions of land-sale and export coals upon the Cla- rence I am unable 10 give. As it is desirable to draw a comparison between the Stockton and Darlington Railway (being the most important in point of traffic of the three) and that of the Monmouthshire Canal Com- pany, I have equaii&ed the charges in the following manner:— Traffic year ending June, 1842. Tons. Pence. Land-sale coal, 282,154 at for tannage and haulage, Ii pence per ton per mile ..458,500 Export coal ..474,092 at lor tonnage and haulage, § pence per ion per mile ..296,307 Xotal 756,246 tons, averaging 0 998 pence per ton per mile, is.754,807 Or say for haulage, tonnage, and waggons, 1,188 pence per ton per mile. Upon the Monmouthshire Canal Company's roads, after the intended reduciion, it will be, for tonnage, one penny, trams and haulage, one penny TOTAL, Iwo pence per ton per mile- being 68 pei cent. greater than the average on the Stockton and Dailington Railway. It has, I am aware, been strongly urged by the opponents of the Newport and Nantyglo Railway, that in consequence of the Canal Company's roads and canals intersecting Ihe whole of the proposed line and traffic, the competition between the IwO companies would be so great, that it would leave no remu- neration to the shareholders in the Railway. The best mode of doing away with this objection will be by endeavourino to shew that when the Railway Company charged their freighters ,he maximum charges allowed by their Act of Parliament, it .ou)d be useless for the Canal Company to attempt lo compete with them, and I flatter myself that I shall make out a clear case as follows On the impossibility of the Canal Company competing or interfering with the Railway Company, at the maximum rales allowed thereon. The cost of maintenance of the Canal Company's roads and canals, taking the average for the last fifteen years, amounted to 0 391 per ton per mile. General expenses in the SAME period 0 127 Haulage as at presem paid for coal 0 750 Repairs of trams as at present time. 0 250 TOLAL 1 518 The maximum charge on the railway for coal was.] 25 Shewing a premium of. 0 268 OJ Per too per mile upon coal in favour of the railway, supposing the Canal Company made no charge whatevei for tonnages. In myjetter of Maich 8th, it is shown that the loss of coal through tickling," FOR which operation great facilities are af- forded by the sluggish speed with which it is conveyed to New- port, as well as by the wretched state of their roads, amounted to one-eighth of the gross (juantity, which, taken at 5s per ton, and supposing the average distance travelled to be 15 miles, shows an actual loss of 0.5 pence per ton per mile, or an amount as large as that originally introduced into the Taff Vale Railway bill for locomotive power and waggons. I am aware that the foregoing statements will in all probabi- lity experience the san.e fate at the hands of the Canal Com- pany as my former ones, namely, be treated with silent con- lempi —THAT chardcteris ic so peculiarly their own-that mighty engine of defence" which has, on former occasions, so materially served their cause, and promoted their interests. I recollect having heard it said, that when an eminent Mon- mouthshire iron master applied to and sirongly urged the com- fruiiee to reduce tonnages, at a period when there was a depres- sion of trade, similar 10 that which now exists, found his en- treaties were treated with indifference or "silent contempt."— Rri?W HOW well ihey were consulting their own inlerests. 1 ne consequence was, that this geDileman went home, advised MOTHER, and by an effort of mercantile ingenuity, for W ich they are entitled to the greatest credit, effected an ar- rangement with the Brecon Canal Company, and compelled the onmouihthire Company to convey their iron at one penity per '"J P*' 'U'-6' 'n,,eac' threepence! Had they at that time FE WF H K ,ONNA8ES EVEN T0 what they now contemplate, they AFVE *ECured to their lines the transit of the produce of 12 blast urnaces, for a long series of years. Here their si. tent contempt" met with a rich reward the Canal Committee flatter themselves that by the paltry reducnun of one half-penny per ton on the carriage of iron, they -ill cause some portion 01 the traffic that is now diverted into other channels, 10 return on to their lines. In this, how- ever, they will find themselves deceived. The produce from the extensive iron works of Beaufort, Ebbw Vale, Blaenavon, and Nantygto, will still be conveyed to Newport in the same way as at present, to the shame and disgrace of the Canal Company, and to the profitable advantage of the several pro- prietors of those extensive works. I am, air your obedient servant, D1 JAMES BROWN. Cwm Celyn and BlainaJRON WORKS. April 20ih, 1843.

DEATH OF LADY Lucy FRANCES LENNOX.—WE have ^■announce the demise of ,HE above young lady, third daughter O »e u e and Duchess of Richmond, who exptred at Goodwood Pink, the family seat in Sussex, at half-pa,Sli ,K Z ay '^hl- The preirature death of hei la y °,Wer ''er youth, has plunged ,he Boble lariiily into the deepest grief, although ihe fatal termination of her illness was feared by .he medical gentle- men who have been attendance du„ng hertndisposifion. The deceased was born June 3,1828. MEMORIAL TO LORD EDWARD SOMERSET.—The com- mittee have unanimously AGREED T0 recommend a memo- rial to be built on some elevated position in Gloucesler- Sh„e and we are happy «C, say, ,HAL M G ■ already subscribed to the lund for carryLNG into effect the eboye desigN» IN IIQmll varying from TEN to ONE poHnd.

DEATH OF HIS ROYAL HIGHNESS THE DUKE OF SUSSEX. We regret to announce that his royal highness Prince Augustus Frederick, Duke of Sussex, expired qn Friday at his apartments in Kensington Palace, at 22 minuter past twelve o'clock, p.m. For several days past not theg sliuhtest hopes had been entertained of his royal hi^hness^l ultimate lecovery, and the bulletin of the last day or two had prepared the public to expect the fatal teiinitiation of the Duke's disease, at no distant period. During Wed- nesday night scarcely any of the establishment retired to rest, and the royal sufferer partook of scarcely any refresh- ment beyond what was administered with a spoon. Tht answer late on Thursday evening to those having the pri- vilege of the entree was, that his royal highness, although perfectly sensible, was hourly gelling weaker, and that not the slightest hopes of his surviving remained. Dr. Holland and Dr. Chambers sat up with the illus- trious patient on Thursday night, and at half-past seven o'clock the next morning the following bulletin was issued Kensington Palace, Friday, April 21, half-past seven, A M. His royal highness the Duke of Sussex has passed another restless night, and is considerably weaker this morning. (Signed) W. F. Chambers, H. Holland, Thos. Copeland." At eight o'clock the medical gentlemen found their royal patient in a state which precluded all hope of recovery, tnd they stated it as their belief that it was now only a question of time as to when death would ensue. His royal highness, who was still sensible, shortly after- wards expressed a wish that his servants, by whom he was greatly respected and beloved, should be called up to take their leave of him, and directions were given that all he domestics should attend the bedside of their dyin^ master. They accordingly repaired to the painful scene— for it were now but too evident that the minutes of the Duke's life was numbered. When the servants entered ihe room he jgple an effort to speak, but the effort failed him—he cotV3 not articulate—and in a lew seconds hi* royal highness was no more. The Duchess of Inverness, the Duke of Cambridge, who had been with his suffering brother all the morning. his royal highness's four equerries, the medical gentlemen, and the servants, were the persons present when death ter- minated the scene. The intelligence of the event quickly spread through ihe neighbourhood of Kensington, upon which it cast a leep gloom, for the Duke of Sussex was greatly beloved by all who had the honour of knowing him, as well as b) those amonastwhom he had so long resided. The enqui- ries at Kensington Palace had been very numerous during the whole of the morning, and carriages were still arriving when the melancholy intelligence of what had taken place confirmed their worst apprehensions. At one o'clock the intelligence of the Duke's death reached the head quarters 01 the Hon. Artillery Company, of which corps his late royal Ilighness was Colonel: and a meeting of the regimen! was immediately summoned. So unexpecied was his last fatal illness by the illustriou> deceased, that it is said his royal highness caused an iuti. nation to be made on Friday week to the usual Board 01 Stewards for conducting the great annual Masonic festival that it was his intention to dine with them at the Freema- son's Hall, on the day fixed, namely, Wednesday the 261/1 instant. The Duke of Sussex was through life the constant ad- vocate ot Liberal principles, the encourager (as far as hr means allowed) of learning and science, and the patron of all deserving aspirants in the various walks of art—as well as the benevolent supporter of most of the various charities which adorn and distinguish the British metro- polis. His Royal Highness Prince Augustus Frederick was the ninth child and fifth son of his Majesly George the Third, was born on the 27th of January, 1773, being consequently, seventy years and about three months old at his death. His titles, besides the ducal one, were Earl ot [nverness, and Baron of Arklow; he was aKniehtofthe Garter, a Knight of the Thistle, Grand Cross of Hanover, and a Privy Councillor; Hijjh Steward of Plymouth, Ranger of St. James's and Hyde Parks, Colonel of the Hon. Artillery Company, Grand Master of the United Order of Freemasons in England and Wales, President of the Society of Arts, and an Official Trustee of the British and Hunterian Museums. The Duke was twice married, although neither of the marriages received the sanction of the Royal Marriage I Act—First to Lady Augusta de Ameland Murray, at Rome, in April 1793, and in London, Dec. 51 1793, which mar- riage was declared null by the Prerogative Court in August I following. The issue of this marriage a.re, Sir Augustus l'Este,born January 13, 1794, and Ellen Augusta, Ma demoiselle d'Esie, born August 11, 1801. Lady Augusta Muiray survived her separation from her illustrious hus- band until March 1830. The Duke's second wife, Lady Cecelia Gore, daughter of the second Earl of Arran, sur- jjvives his royal highness; she was created Duchess of In"H 'verness, March the 30th, 1840. E •

MISCELLANY. I A wise man can be distinguished from a fool by the following I marks :Ioderation in anKer, government in household affairs, and writing a letter without useless repetitions. A would-be facetious friend says that Daniel Webster, in his negotiant n with Lord Ashbuiton, on the north eastern boundary question, got quite overbearing (over Baring.) A man from the country applied to a respectable solicitor for legal aov ice. Alter detailing the circumstances of the case, be was asked if he had stated the facts exactly as they occurred ? 0 ay. Sir," rejoined the applicant, I thought it best to tell you the plain truth you on put the lies to it yourself." When Miss Tree was playing Juliet, in Philadelphia, Mr. Hamilton, in the rohe of Romeo, was soddenly takeo ill just as the balcony scene was ahont \0 commence. When she said to Mr. Lindsoy, who relieved Mr. Hamilton, Romeo, Romeo wherefore art thou Romeo 1" a Yankee in the pit cried, Kase t'other man's sick." HAPPY DAYS.—A paper was found after the death of Aber. ham III., one of the Moorish Kings of Spain, who died at Cor- dova in 961, after a reign of fifty years, with these words written by himself—" Fifty yeurs have passed since I was Caliph. I have enjoyed riahes, honours, and pleasures heaven has show- ered upon me all the gifts that man could desire. In this long space of apparent felicity I have kept an account of how many happy days I have passed—their number is fourteen. Consider then mortals, what is grandeur, what is the world, and what is life." TREATMENT OF SERVANTS.—The practice of sending out young female servants late at night, to bring home any members of tbe family who may be oot visiting, or placing them in any olher manner unnecessarily in circumstances of exposure, are considerations to which we ought not to be indifferent and the ( mistress who allows her servant to he thos circumstanced, wonld do well to ask herself how she would like a young sister or a daughter, to be placed in a similar situation. Can it be ihat yontb has not as strong a claim to our protection in the lower as in the higher walks of I ife ? Can it be that innocence is not as precious to the poor as to the rich ? Did the case ad- mit of any degree of comparison, I should say that it was more so, for what has a poor girl but her honour to depend upon ? Or when once the stigma of having deviated from the strict line of propriety attaches to her name who is there to defend her from the consequences ?—Wives of Englmid, by Mrs. Ellis. A STRANGE MISPRINT.—In a London printed copy of" The Messiah." there occurs one of the strangest misprintsever seen, and which eclipses all or any of those furnished by D Israeli in his I' Curiosities of Literature." It is in the second air of the third part, which is thus piinted (italics excepted):—"Ihe trumpet shall sound, and the dead shall be raised incorruptible, and we shall be hanged!" The omission of the letter c in changed" makes this very startling and novel reading.

LONDON MARKETS. COUN SXCSANOI. MARK-LAKE, MOFBA*. APRIT 3*. —We had rather an increased supply of wheat thu mortr1 from Essex and Suffolk, but from Kent the quantity on orle w moderate For reaily fine fresh thrashed samples there fair demand at a decline of Is- to 2s. per qr.. and the noe kinds were all disposed of. Secondary and ordinary lions excited veiy litlls attention, and though offered fnI'Y per qr. below the currency of this dav se'nnight, a good tnaO. parcels remained undisposed of at the close of the day. Holders of duty-paid foreign wheat refused to accede to greater abatement than Is. per qr. consequently but litile bos- ness was done in the article. The total quantity of barley 00 sale was moderate, and though the demand was slow, nytB malting, distilling, nor grinding sorts were easier to buy than this day se'nnight. In malt there was very litile passing, a quotations remained nominally unaltered. Beans and pe excited little attention,and no change deserving notice in the value of these articles. Current Prices of Grain per Imperial Quarter. Current Prices of Grain per Imperial Quarter. Wheat English 46 to 52 Old Beans »».30to 3 ttye 32 to 36 Tick Beans "^91 Barley 24 to 34 Oats <Potatoe) 23 to Malt 50 to 60 Ditto wj WhitePease(Boilers)30 to 32 Flour Grey Pease 27 to 29 Official Corn Averages and Duty, April 15. Wht. I Barl. I Oats. 1 Rye .1 Beans! Aggregate average s. d.| s. d.l s. d. s. d. s. d.| J of 6 weeks. 46 8 28 3, 17 4 28 8 26 3/ 28 qr. qr. qr. qr. ( qr. 9r* g Duty 0nF0r.C0m 20 0' 9 0 8 0 11 6' 11 6'j hi. bl. ti. I bl. bl. 0 00 0 0 00 OJJ; SMITH FIELD MARKET—APRIL 24. Although a considerable falling off has taken place in the J rivals of slaughtered meat up to Newgate and Leadenhai markets, from all quarters, the attendance of both London af* country buyers here to-day was by no means large. This cif^ cumstance, together with the prevailing mild weather, cause the beef trade to rule exceedingly heavy indeed, this was 00 of the dullest markets we almost ever attended, and we have report a decline in the currencies of beef of quite 2d. per ihe very highest figure obtained for the best Scots not exceed! 3s. lOd. per 81bs., and yet a large poriion of the supply „ turned out unsold at the close of the market. The n»ut trade, in consequence of the extensive supply brought was unusually dull, and the currencies gave way 2d. per 8 1 he sheep were affected with the prevailing disease. 1° P'J very little was passing, and the rates had a downward tendeP^j No imports of foreign stock have taken place since our last, a we had nothing here to-day. Per st. of 81bs., sinking the offal. j, s. d. s. d. s. d. Beef 2 10 to 3 2 Lamb 5 0 to » 0 Vlutton 3 8 to 3 10 Veal ,3 8 t0 4 Pork, 3s. 8d. to 4s. Od. HOP INTELLIGENCE. s. s. Pockets, 1842, Wealds. 80 to 90 per ewt- East Kent .100 to 140 Sussex. 77 to 84 Farnham 140 to 150 Pockets, 1841, Good 60 to 70 „ II Choice. 70 to 84 Bags, 1841, ditto 60 to 80 Old olds, ditto 30 to 50 WOOL MARKET, APRIL 24. II Per lb. s. d. s, d- Down Tegs 0 II tol Half-bred Hogs 10 I J Ewes and Wethers 0 10 0 10j Blanket Wool 0 5 0 Flannelditto 0 8.J 0 ll £ —-————

BRISTOL PRICES CURRENT OF LEATHER RAW GOODS. lb. i. a' b. lb. d. d. Jb* -7 Crop Hides perlb 30.35—llto)2 Lieht. ^14 .0 12 Irish Skinsg {J 50 60—15 1/ WELSH 3IRIN> 27 16 Foreign Hides .30 35—10 H 40 tg 40 45-10 II 45 56-19 IS Middlings 12 13 52 is Butt. English. 16 20-|4| is* Kips, English and 7 oo ?6~15 16 Petersburgh fl^l5 L 28 30—15 J7 • 9 l«_,j 2" txtriJ 3* 36 -15 18 East India |6 L Foreign. 16 20—13 14j Seal Skins, small ,S J 22 25-11 14 middling 0 \Z 28 30—11 14 large 6 J# Extrastrong 31 36-10 14 Basils J « Best Saddlers' 0tfal, Foreign », ,j _Hldes 37 40—13J 15 Foreign Shp" ,0J Common ditto 35 40—13 14 Dressing Hide vei j0 I Shaved Hides 18 22—14 21 Ditto Shoulders •" Shoe Hides 20 23—13 13$— Welsh Hides 12*134 n»W QOOV0 Bull Hides 10 12 R A JlV English Horse Hides 12 13 Drysalted East Ind | Welsh ditto U 13 Kips, No. I g £ }/ German ditto 13 16 2 *iod. "T Spanish ditto 14 21 Brined No. I Ditto Shaved, without 2.«" uds, 9* butts 1 Is to 15s Od each. Dry Spanish Hors Horse Butts 11 13 t0 £ 9. V*t to" BestPattern skins 56 64—23 24 Bark 'a, f 20 OS -r, 65 70—24 26 Valonia. Common Pattern 22 23 Shumac .*3s" 100 120—16 20 Gluepieces(fl»oM. 30 36—15 18 (unfleshed) »s-_ BRISTOL HAY Hay per Ton o Oto Straw per Dozen Newport, Saturday, April 29, Printed and Published for the Sole Propne o DOWL1NG, of Crindau, near NewDort, at i tbe General Printing Office, situate » lern-atreie ] laJJari rough of Newport, by JOHN O street, in the said Porough. 4 W«rwi«-t"8^Uhafl London Agents: —Messrs. Newtonand Co.. p. 42, Mr. R. Barker, 33, Fleet-street Mr. G. cery-lane Mr. S. Deacon, COF^-HOUSE, the Mansion-bouM, whtrtthu P*ptn» REP««R

THE PHRENOLOGIST TO HIS MISTRESS. THOUGH largely developed's my organ of order, And though I possess my descriptiveness small, On suicide, dearest, you'll fyce me to border, If thus you are deaf to my vehement call. For thee veneration is daily extending, On a head that for want of it once was quite flat; If thus wish my passion I find you contending. My organs will swell till they've knocked off my hat. I know, of perceptions, I've none of the clearest; For while 1 believe that by thee I'm beloved I'm told at my passion thou secretly sneerest; BUl, Oh, may the truth unto me ne'er be proved IT. fly to Deville, and a cast of my forehead I'll send unto thee ;-then upon thee I'll call. Rejection-alas! to the lorer how horrid- When 'tis passion that A'purs-him, 'tis bitter as Gall.

T II E POETS; The spring puts forth its liuds and flowers, And vernal glories clad the bowers <;•.? And, bursting from its wintry tomb, Eartll smiles io universal bloom. The feathel"d warblers on the spray, J n anthems greet returning May Again the murmuring streamlets flow, And all seems harmony below. Sha1l man alone bear grief's impress, Unmoved by nature's loveliness ? Shall the belief he soon must die Call from his breast the bitter sigh No—for if nature he'll pursue. Health and long life will be his due For dread of death no longer chills Those who have taken Parr's Life Pills.

QUESTIONING PRISONERS.—Mr. Justice Coleridge last week made the following remarks, in reference to the con- duct of a policeman who had put some questions 10 a per- son in his custody .—" An officer ought not to presume to question any party in his custody, even though, as in that case, he fust told him that he need not answer him unless he chosp^and that if he did he should use his answer in evidence against him. Neither a juror, nor even a judge, had a right to put a single question to any accused person, as to a portion 01 circumstance of his life and most un- doubtedly a prisoner ought not to be questioned by the constable who had him in charge. If-the prisoner chose voluntarily to make a statement, it was the duly of the officer to listen to it if the prisoner began a conversation, he did to a certain degree invite questions, and could not perhaps complain if they were put, but they ought never to be originated by any otiicer ot justice to any accused person whatever." THE IRON TRADE.—At the ironmaster' meetings for Slatfordshile and Shropshire just concluded a further re- duction of ten shillings per ton on mauufactured iron, and live shillings per ton on pig iron was announced by the most respeciable manufacturers. The system of fixing prices at the quarterly meeting which formerly prevailed, is, however, now neaily obsolete, and prices are only no- minally fixed, each person doing the best he can lor him- self, selling or not as the exigencies of the case require. FOOTPATHS. —The Bath Chamber of Commerce, with the view of securing rural walks to the public, have re- solved to exercise the surveillance of the footpaths in their neighbourhood a more salutary guardianship cannot be adopted by any public bodyt

PRICES OF SHARES AT LONDON. BRITISH MINES. ° i No. Ol NAME OF 0-0 Shaies COMPANY. E'S < 500 Anglesey 5 4,000 Bedford 1J 3} 100 Botallack 175 1000 20,000 British Iron 70 — 8,000 Blaenavon 50 —» 120 Brewer — 1&0 79 Buduick — 1^ 1,000 Cam Brae 15 —■ 5,000 Consols Tretoil Mining Association. 4 • 2,000 Cornubian Lead Company 2 3i 512 Cook's Kitchen — 50 112 Charlestown — 128 Cregg Braws 40 — 128 Coshen 15 150 10,000 Durham County Coal Co 37 —■ 128 East Pool — 250 lOO Great Consols 97 10,000 Hibernian 12j —' 1,000 Holmbush 14 4* 2,000 IsieofSerk (Guernsey).. 15 —' 80 Levant — ^0 20,000 Mining Co. of Ireland 7 151 128 Mostyn Mines JOO — 70 North lloskear 300 3,000 Polberou Consols 10 — 10,000 Rhyrnney Iron 50 — 128 South Caradon. — 800 800 South Tovvan jj 64 South Wheal liassett — 57!Speam Moor 135 Tregollan — H 4,000 freleiyh Consols. 5 2 4,000 freleiyh Consols. 5 2 6,000 Tamar Consols 6,000 Tin Croft „ 128 Trewavas — 12(i I'reviskey and Barrier — 96 Tresavean — 120 Trethellan — 4,000 Un-ted Hills 5 6,000 Wicklow Copper 5 3,845 West Wheal Jewel 10 120 West Trethellan 75 50 Wheal Vor 500 1,000'Wheal Bandon 1 J £ 1 l,000j West Carbei y 15 U* LATEST CURRENT PRICES OF METALS. LONDON, APRIL 21, 1843. J. £ | S • Spelter Fordelivery 22 Zinc—English Sheets '.V. 38 A Quicksilver U a Iron, English—Bar 5 0 Hoops 'io'n 7 Sheets ton 8 6 Cargo in Wales ton 4 Pig, No 1, Wales tun 3 I" No. 1, Clyde For Swedish ,bd. ton 10 .<) Russian, ccnd ton •••••■«•■•#*•• tOTl j*| Gourieft ten Archangel „ 1 n Steel—Swedish keg bd. ton Ditto Faggots bd. ten qi<|. Copper—English sheathing lb. gd Old lb. 0 £ "KO.p. ion 80 0 Tin, British—Blocks .V.V.V.V.V.V.ctfi* i BarS' Foreign, Banca \a Stiaits 2 'j Peruvian 2 6 Tin Plates—No.IC. p box.. 1 A 6 ix. ditto v.V.V i19 Lead, BritUh>S 0 g o Pig-Lead—English 1? q SPANISH '.Y.t American PRICES OF SHARES AT BRISTOL, COMMERCIAL Rooits, BRISTOL, AP*j}f stf* Paid. P>ict fo0 Great Western Railway Company 65 — csi Ditto Hal (Shares 50 V71 l^f Ditto One-Fifth Shares 12 LA « Great Western Steamer 95 — BristolSteam Navigation 130 —$ Bristol and Exeter Railway 70 2/J$ Birmingham and Gloucester 100 —' qg$ Cheltenham and Gt. Western Union 80 — & rail Vale .V. 10D g f. SevernandWye av35 — £ >t l3i Keanet and Avon Canal ,7.7av40 ill'1! West of Eng. & South Wales Dist. Bank 12A — In '?! Eastern Counties 23 — in6 London and Birmingham 100 — jLu London and Southampton .381759 tH Leeds and Manchester 70 CURRENT PRICE OF GOLD AND SILV^ ti por. Gold in brs. peroz. £ 3 17 9 New Dollars. 4 Portugal pieces 3 17 5 Silverin brs (stndf/