The Sun. — London, England, 1846-07-08 00:00:00

WEN•.. -- ;)--" tbs V d ted , age Sid ~.—,......,- --..--.-- SPORTING INTELLIGENCE. NEWMARKET JULY MEETING. Tu SAY. tiandieaP Sweepstakes of 20 sobs. each, and 0n1y...T.Y.C.f1.,, if de d'lared, for (12 Subs., :N three years old and upwards. ew to lO of whom declared.) lirrcipL2PBdale's Miss Milner cqlt, 3 yrs, 7st 31b (A. Day) 01 41.2, The Rolt's Evenus, 6 yrs, 9st 71b ihr.e;l7Y's Elimea, 3 yrs, sst 101 b 0 hilin,- following also started, but were not placed :—Mr. 11 -,..°re'3 Skeleton, 5 yrs, 7st 1210; Mr. Pettit 's Alvanlev, 14 ~tst 81b; Mr. R. Boyce's Colleen Bawn, 4 yrs 7st _Blb,l lir -LXeter's Cocoa Nut, 5 yrs, 7st ,slb ; Sir J. Hawley 's litiothti,to Valentissimo, 3 srs, 7st 51b; Mr. Sheller's Estw3t".„lllT, 4 yrs, 6st 91b ; Lord Exeter's Lebanon, 3 yrs, Ihr"'„; 4r. Wigrai's Media, 3 vrs, sst 101 b. "Ilg--4 to r 1 agst Skeleton, iid 6 to 1 each agst Evenus, 4clin Bkaelavbnii,ryß.rother to Valentissimo, Miss Milner colt, Colle—nawlt Lebanon and Elimea made the running, Iviihethe-4\vo, Sl.leleton and six or eight others lying well up tolt ber-in 41 , the corner of the plantations ; the Miss Milner the lave Look a slight lead, followed by Evenus and Elimea, bot _,er rh.,, , Milner Pia in so close a race of it that the judge could •aziln-er-ce a second, but neither of them reaching the Miss The7l4, who won by half a length; Skeleton fourth, and "le July,t' well up. Run in one Minute and fifteen seconds. Colts Stakes of 50 sous. each 30 ft., for two years old_ stakes Bst 71b, and fillies Bst 51'b ; the second to save his Sir J, . New T.Y.C. (25 Subs.) Colonel „awloY's Sister to Deer Chase (Sly) 1 air' irtel'a Vert-Vert - 2 efllie,Y's cossack - titer.;s°''°,,ing also started, but were not placed :—Lord, tlees b" euy lietman Platoff, out of Marmora—Loid l, re-f ly by }lettnan Platoff, out of Galata—Lord Lonstlalelsr tt""lt, out of Oxygen— Col. Anson's Don Cte,ar..-71 r. shank wall's Sister to JEgis—lNlrrNewton's b c 12, Eldon. Bett;h°llt of Jenny Jumps's dam—Lord E. Russell's Eldon. 0Y ti —g-7 to 1 on Cossack, who took the lead, followed ter troageora colt and Eldon, close up, with whom were Sis th43 to Deer Chaae, Vert-Vert,' and Don Caesar. They ran bp the- Le top of the hill, where Sister to Deer Chase tooka lengtli.r4,,.nning, went through with it, and won eas b and Deer eh vert-Vert beating the favourite by a head,nda ~We C, e 'a good fourth. Run in 1 minute 14 Poor da„-,'° only time to add to the above brief seconds. Poor fear , that the betting was flt, and he at JAY iii;e,"le. attendance quite as full as is usually seen a ,aug„ eit4 )I i.ITERATURE -.ACTT RS OF GREAT MEN. By Thomas eg , Thi. ~, M‘ A ngevin. i - Pamphlet is nothi less than the rep r i n t o f a hlr% ' h ~i,._delivered in a repeal reading-room at Dublin. It the Ito and essentially Irish. The convolution of tr sentences the idiomatic earnestness, the conven. yeitt °ll4l , i i t f phrase, the very looseness of the treatment, th e e 41, Puliarly and especially Irish. We like it o n r o i n t e s at r i l i t , 4 B for that—indeed, we like it only the more f„N nationality of tone and manner, and because enb" i se the matter is entirely divested of factitious elli h • • • Whatever may he oar 8 ,ments or party insinuations. ch...ler difference of opinion on the minor points .c of t n the hol e te rs of Napoleon, Franklin, and Wat,i . ingc)— n thiekt," Much we may disagree with Mr. M Nevin._i we -1 we insincere, and Washington a gen T is Q. triolllust acknowledge that his estimate of those i Il i veret:Persoriages in, on the whole, judicious. In his i re that e d e ' however, for the writings of Thomas Carly ..-_: we 01,413 thinker and plain speaker of this our day . b ituid e g F a rt and soul, lip and hand. Rugged, and even and the Pet ri t lig he is, if measured by the prettinessesfun dity A' eaphonisras of letters ; but there is a pro 411 3 ill e 111 tholl^ htsweetness in his pathos,. IL I l l ' a ' ' ' n his 6 s' a'i and a sparkle in end 114titY • "er!11.1 Y' the more sedate ora xt , W,, which few of we will confess that writ which can ever hope to evince. Still . re "le ,4 l Y f a fogs for the books of Carlyle can arise tho se 4 ' l" r°4l a Peeilli sympathy for his genius in the Tara in ;y -"," o an a n r otschool himself into a love for 4%1.41 fe("zees---that love, as Goodman Dogbe7 44. t l: ) Leading and ___ .. ~ comes from nature. tcleverhere bel l e ff v o i r il a. Poss esse . s w t r h i L l - ni 's;- . mp . athy, and here, and ess ay. "' us a glimpse of it in the course cf this .tOP A. Lo NE 44, VD vi -L S TRIP To BOU G ISr e r k CALAIS. tin... 1 0 the notio n of this little volume excessively: it to7c2eedit to the ingenuity of Mr. Aird inte ligen m t a atii , 1,6..0.t1ie "SEudent's sae Instructing FrenchaGsuraapvror of Vbject of the book is simply to afford the c I of.7ltnee every facility for the acquirement of somuch bi le 1 vaßeetth, language of that country as will enable him to in ordinary con versation, and to that tile'!uoB exigencies on the journey. Knowing minister to his litier,t(ll,inary course of tuition presented fvoebr)Lincoiung ikto le obstacles to all who are desirous ot4 "owledge, and intimately acquainted be dopted under th e ,lIN facile means of instruction to a himself with tiatf‘lrelltastances, Mr. Aird has roduced a Ivnoltuhmreeeperxe: tret4iesleulated to supply the deficiency. Nitlj .) : short and ex . tr . orne s ly . aaTeeable lesson m s ys t t h e e . t ies PP t horoughly initiated into the necessary 4 J o h o ' the French tongue ; and if, after studying ble to mainta Ple z ; sa ll null's Trip," he be not kroli,-111 chat with any one among a st th o e u r r hi n a e o i w gh n b f o a u u r l s t `-11 0 7,0 Enf„Plish Channel it is altoge linked with %es - ‘uo book's ! The author has the et I°ssons a very comical narrative of Bull and rbaYelliog adventures of Mister John ! 1 11, ; is earct sposa • from one portio esp I ,lte e eilitecr"M the village fete at Portel, we shou i l t d to roake a quotation did our space perm li'dloilvfluncTur of the occurrence would be however ie 'tetittas`roYed by any abbreviation, while to tranacr b te oar ,„); LS irepossible in the at present crowded sta tatitletiVltiMs. A certain eccentric little personage, to t h° a "ofessortml! o.lichinell.a, adds amazingly both Iltdp —loMent Prolo4 1161)." Velth il w r r , uct il io u t l i derivable from " John Bull we can commend the iia„ , b ie t. v i ls s i t r fp o r f : T e ' r r av v e n : e l i e n ativ e ," and we can moreover urn who is ignorant of the language ' 1 travelling eor omni6 o, n as his most agreeable and use- Pros 7118 Pzou . Vol. 1. if it . eperity has so far similarb condueted k attended this publication, and enterpri • enceforth with similar leach sb e e i' e, 1,8 volumes cannot fail to accumulate seel lal - c -s're calf -year transpires. As am. onthly talent and lilrem. - , ,Y of " agriculture and rural affairs," has tithi,-,•Y acquired it ver disting uished position, and lt this . to t ' " elevation of L NY tr a flew aspir ant in afield to . so often aid the lttre_ odden, is to be aserißed, we conce ive, - h er, pe utility which ch aracterises not only every num b tp. but almost every Individual paper in every num by th e utility of the article is, moreov , er, enhanced e b PePular strain in which it is aavanced, an d etio! the appropriateness of the different eon I iler' to the seasons and circumstances in wh ic h Of thi s are produced As a favourable _sp i 11 h for ts ' f the oug the we terty instance the number o bill current t p Month, namely July. Besides a well•timed It ilo& e ,;„ ° L " Remarks on the Maturation of FrLiit a s n , d " I lt ca r - 1„` of " O bservations on Diarrl.cea in L l a v m h b it z ,, the tattp;'as dissertation on " Furze, Gorse, letuv q,74lne contains a very valuable e the fi rst of 4 4 g of the earth, as applied to agriculture, or r n the comp°. of " The likttclrnirable series of exp lanatory chapter.s Plants," and one of the hiaLlral History of the Cerea l ~ bracliures, entitled, 414waed Baron Justu s Notl4leol satisfied, g however, w ith , kthlaarks on Fallow. " 6 the editor begins 4 An A • k catalogue ram?? e % Rlle of Englan d ,, a subject bo th . eppiLl a ltural Survey fill an entire onout h ,to , Il tol k tt3 and interesting 1 d will hen comp lete d Prov °t• itself—and which, One resource. it ittl ! , cl, t 4 most useful statistical ,eraserp in c 6; 4 ' 4 the present number we . . p, and u tl -"' 1 t any ordinal.) fes --, of e 8 se ' a% both rpadab e 0 11%tiaill'e,elal importance to all who are engaged pro . a descrip nl 0t4,0 c ultivatin g the earth—we meann or the break• pg x i , '" effects produced by " aratton, . which, S' a-ii,°41,(1 loos gof the soil; an operation .te thrt„- '',_'''eg the 0th,;% , 1 . latent heat freely than it could E i .„, the Wis toarbcieS of mould more . thepro sof ;da Most rem arkably to facilitate atrve •egetati •is ably treated, and trie r , 4 ey,, on• The subject . . e are the i . 1%44 attention ; perhaps Is matters with the ivrc)uram,,, le regard such for depa,rt,,4l:4tatiot, 45ie from our enthusiasm n all the as a sern e lits , at 11: 0) a philosophic spirit help regarding linai na ~, Nat Rao %Miry, We cannot about this pre , eve. -r •T volatile tiTolla circumstance and , ..nescent beauty o ° f tile Plough the delicacy which Is_ nitimtended for the the b inding; surely a work v,. handed tteekttutt-farniers shoPtztisal of our honest, heavy-handed unos -4" 1°113137 an Dula d h ave been covered , geld, whi p arabl3‘...nnt by a dainty apple-green rowder of '4 4 gos - in smudge and the Iver e s b a liilY stain beyond mg ration. If greet , i , *Oll4 ° a-sc.ately r eyond all repa lish, uave been eqtnsite, surely ~ jolly green a future the pub- Q'or, alight take al ax. se rviceable. In 's ejaculation, 4 44 ; it e ,, a }lnn from Shakspere . alt-skin round those recrea nt limbs l" T E b t ltlce tf a - "'ARV 77!mieme ro has in ,4 inapt, 't' --The state of the pea c P become rt e rinp I, growers th hook them before they had Yiele - ' In order to duce they are likely bt 4t , . Iro n , the r , rescue the small p . r a ° rid the beans do not I.4tivit More proma. minin g of the louse Much wheat will be aria o f t' the sickle li.rlyg the latter end of the present week, l'op, '4°44 thin in many places, it promises a fair average s qirieh I!)arley, this year, - is later than usual, the crop varie dpi i r : ilt, Oats are past recovery, and will be Omit in str aw th i n 8E Herald. thi ' WRATRER, &c -1-lay cutting commenced in I dish.' " 44 14, 4 ,41 since our last, and . will turn out a good return, Ivej*il l i 1 , - t h ere be too much moisture fur regular dry.ing,t_l3ef t. there are at present so leowinedrsleaetnTinsa: Dupn h Aa r the re have been copi o us 1 good deal g of I N i i ''' .by which have reatl nefitted. While the crops g hay Sv written so favourably . as to the . Crop, we should qd th e a gr eat deficiency in the clover genera lly , ki d tli there is • m ore abundant. Tbe turnips look le t i l, at the rye-grass is earance of a capital crop ; but th ey ~rid there is every P a d P •tt ritical time of the attack Of thealave not as yet arrive , d e nexceedingly good, and we heareeonf Zip 4 . 1 gri4b. Potatoes are exc whicha great breadth has b tia nt l ,ere in this locality, in 4e`i 11oss-shire Advertiser: Friday Th f a ir took place on - las t PING WOOL FAIR.— ....is he arrangements, an:d s td t, owing to the excellence of t i hbourhood alwa3 theurP)rit which the growers of . the . n e d g the business ch . a t4t, la upholding it, it well maintained id that belonging ts ter, and with the exception of one ve ryiffeeee offered w . as ' 4 kentl . id . - , rrnan in another county, ev the fair under its hew This is the second year ot holdingt_ at h it is go ing . on br.ss arrangements, and the result shaws r was 7,865, which I-5 ,p:rously ; the number of fleeces this) e , rhe wool was th()!l,lltetease of about 2,000 upon the last fair. the Thatched tI o NI in a convenient building in the yard o f Mr. Bell, Mr. air a t e' In the nd the wool-buyers present were i . Johns, and )41;1'.!, as agent of Mr. Oram, the agent ef o A l l , r id. for ewe, IN iipliti. The general prices were 12d.t two instances 15d. v at; 1 , 1. to 14 1 d. for tag wool ; in one or the given,but these were special lots which too k them out of ~...Reneral run —Esex Herald. a•u 0 ' ph!ot ce ,•EOFS.--PROSPECTS OF AN EARLY HARVEST.— to;'aitintiect fine weather has caused a rapid change in the rance of the .wheats upon th e . light near t lands his o _ ..s tel ci ll ' One tanner contemplates beginning to cut one f tiryti!°f 'wheat in the course of a week, if the weather. c m. The's f4vourable. In several places fields of oats are reaped ley awh,..at crop promises to be an abundant one, but o f b ar . Il e ~„'4 oats there is not expected to be an average cro p. and in some pi k " s are expected geherally to be very deficie nt, 11, 1 4 Peas are not worth harvesting, while in other localities t° l 3 4 eXPeCted.—lpswich Eapress. IMPERIAL PARLIAMENT. HOUSE OF LORDS, July 7. Their Lord hips met at Five o'clock. MESSAGE FROM THE HOUSE OF COMMONS. - -- Messengers from the House of Commons brought up several Bills, which were ordered to be laid on the table. THE LAW RELATING TO LUNACY. Lord REDEsDALE presented a petition from the Alleged Lunatics Friend Society, prayingfor improvement in the law relating to insane persons. SITES OF CHURCHES. Lord BROUGHAM pre-ented a petition from several members of the Scotch Free Church, praying that facilities might be given for the granting of sites for the building of churches in connexion with that communion. JUVENILE OFFENDERS BILL. The Marquis of WESTMINSTER postponed the second reading of this Bill till Thursday next. _ The — Earl of ZETLAND pre.:ented the report from the Select Committee on the Caledonian Railway (Midlothian branch). Lord RIVERS brought up the report of the Select Com mittee on the Axholme, Gainsborough, Goole, and York and North Midland Junction Railway Bill. EXETER AND YEOVIL, AND PLYMOUTH RAILWAYS. Lord VIVIAN moved that it an instruction to the Committee of Classification of Railways to refer the Exeter and Yeovil and the Plymouth Railways to the same Select Committee. The Earl of DEVON (lid not see any necessity for the motion of the Noble Lord, and he did not consider that the circumstances of the case required any such grouping. He considered the proposition quite novel, and that the ordinary proceedings with regard to railway Bills should not be departed from. The Earl of ELLENBOROUGH thought that the ar rangement as to the railway Bills should be left entirely to the Committee of Classification. _ . _ Lord PORTMAN thought that the Noble Lord (Vivian) should withdraw his motion, and leave the grouping of these Bills to the ordinary course. Atter a few words from Lord REDESDALE, who re marked that Committees very often, in their good nature, sanctioned schemes which were not always the best the dis trict would atlord, Lord BROUGHAM said their system of railway legisla tion ought to be revised and some more efficatious and settled principles established than those which now existed for the guidance of Committees. After a few words from one or two other Noble Lords, Lord VIVIAN withdrew his motion, and the Bill was read a second time and ordered to be committed. SELECT COMMITTEES. The Duke of RICHMOND said he wished to say a few words on the subject of Select Committees. Although there was an immense number of Bills before their Lordships, they had only been able to get three Committees together. Now Noble Lords were exempt from serving on juries, in consequence of the duties they had to perform in that House, and he hoped, after this notice, they would come down to attend to the business of the country. The Earl of CLARENDON was glad the Noble Duke bad called attention to this subject. It was a crying evil, and they ought to be much obliged to the _Noble Duke for the exertions he had made to provide Committees. If Noble Lords did not think proper to attend after that notice, it would be absolutely necessary to pass a resolution to com pel them to do so.—( Hear, hear.) Lord HATHERTON was connected with some of the railways in the centre of England, and he could positively state that out of doors there existed a feeling of great dis satisfaction as to the slow progress their Lordships made in the appointment of Railway Committees.—(Hear.) Lord REDESDALE denied that the public bad anycause to complain of the House having neglected its business, for he be lieved not a Bill had come up from the other House this ses sion which had not had a Committee appointed on it within a week afterwards.—(Hear, hear.) The fact was, the blame in most cases rested with the agents who had charge of the Bills, and not with the House.—(Hear, hear.) Lord HATHERTON admitted that in a few instances that might be the case, but still the feeling in the country was that most of the blame rested with the House. Many Bills would come up in a few days, and if they were not got through this year, of course the House would have to make them remanets for next.—(Hear, hear.) SHEFFIELD AND EAST LINCOLNSHIRE RAILWAY. After an irregular discussion on the motion of the Duke of Beaufort, the third reading of this Bill was postponed till Thursday week. Severl Bills were advanced a stage, and the House ad journed, at half-past six o'clock, till Thursday. HOUSE OF COMMONS, Jury 7. The SPEAKER took the chair at twelve o'clock. NEW WRITS. LISKEARD. Mr. TUFNELL moved fora writ for the borough of Liskeard, in the room of Mr. C. Buller, who had accepted the office of her Majesty's Judge Advocate. EIIf;) , TBURGII. The HoN. GENTLEMAN also moved for a new writ for the city of Edinburgh, in the room of W. G. Craig, Esq., who had accepted the office of one of the Lords Commissioners fer executing the office of Lord High Treasurer of England and Vice-Treasurer of Ireland. EDINBURGH AND - GLASGOW UNION CANAL, AND EDINBURGH AND GLASGOW RAILWAY, AND FORTH AND CLYDE JUNCTION BILLS. Mr. BAINE moved that it be an instruction to the Com mittee upon the Edinburgh and Glasgow Union Canal, and the Edinburgh and Glasgow Railway, and Forth and Clyde Navigation Junction Bills, to entertain the petition of the Commissioners of the Harbour and Docks of Leith, against these Bills, notwithstanding that the said petition was not presented three clear days before the sitting of the said Committee. After a short discussion the motion was withdrawn. REPORTS. Derbyshire, Staffordshire, and Worcestershire Junction Railway. Leeds Central Railway station. Leeds, Dewsbury, and Manchester Railway (Wakefield Ex tension). South Staffordshire Junction Railway with Branches (N 0.1.) South Staffordshire Junction Railway (No. 2.) (Bilaton and Priestfield Branch). South Staffordshire Junction Railway (No. 3.) (Showhill and Portobello Branch). South Staffordshire Junction Railway (No. 4) (Willenhall and Bloxwich Branch). Tunbridge Wells Improvement. York and North Midland Railway (Widening and Enlarge ment). SECOND READINGS. Eastern Counties Railway (Wisbeach to Spalding). Ludlow Charity Estate Bill. BIRMINGHLI AND OXFORD JUNCTION RAILWAY. Mr. MUNTZ moved the consideration of the report on this Bill. Mr. E. DENISON moved that the consideration of this report be postponed, in order that the House should take into its consideration those clauses which should have been revised by the Committee to which the line had originally been referred. Mr. C. RUSSELL said that as this line had been designed to amalgamate with the Great Western Railway, how was it possible for the Committee upon it to consider the tolls of a railway—the Great Western Railway—which was not before them ? The question of tolls had been carefully considered b 3• the Committee as far as they had been able to go. The Birmingham Company were, no doubt, at the bottom of this opposition, as in case of the views of the Oxford Company not meeting theirs they wished to overthrow them in the House. After a few words from Sir ROBERT FERGUSON and Mr. MANGLES, _ _ Mr. F.T. BARING said he could not consent to the pass ing of the Bill under existing circumstance& He thought it would be well if the Bill was re-committed to the Committee, in order to re- consider the question of tolls. Either this ought to be done, or else the power of amalgamation in the Bill should be struck out. Were that done, the objection to its passing would be removed. It was an object of the Amalgamation Committee that no amalgamation should be without a revision of the charges of both companies that sought to be united. Mr. BERNAL did not think any Committee sitting up stairs could make a satisfactory rev ion of the tolls of esta blished companies, which had been incorporated under so lemn Acts of Parliament, and certain rates of tolls therein allowed. He could not assent to the doctrine laid down by the Hon. Member for Portsmouth. MESSAGE FROM THE LORDS. Messengers from the House of Lords brought up several Dills, which were ordered to be laid on the table. The discussion on the Birmingham and Oxford Junction Railway was then resumed. Mr. WILLIAMS thought the only object of the present motion was to delay the Bill from passing, and he could not support it. • He was glad the Great Western Company had got possession of the country in question, as he belied the public would be greatly benefited by the line proposed to be made. Lord HARRY VANE thought it much better the Bill should be delayed than that it should be passed with the toll clauses in their present shape. Mr. PAKINGTON entirely agreed with the doctrine laid down by the Hon. Member for Portsmouth. He did not think the Hon. Member for Weymouth bad given good reasons why the Bill should be allowed to pass in its present shape. He was sorry that the Bill should be delayed, but justice to the public required it. Mr. HAYTER supported the re-consideration of the report. Mr. E. DENISON thought that the suggestion thrown out by the Hon. Gentleman, that they had been brought for ward at the instance of the London and Birmingham7Com pany, ought not to have bee❑ made. For his own part, he was not connected either with the London and Birmingham or the Great Western Company, and he viewed the matter quite irrespective of the interests of either. After a few words from Captain FITZMAURICE and Mr. RICARDO, •• Sir GEORGE CLERK regretted that no previous notice of this subject had been given, for if this bad been done he was quite sure the House would be better prepared to come to a more accurate judgment on the merits of the question. He thought, if the consideration of the report was postponed till Thursday or Friday, the interests of the public would be promoted by the delay. Mr. MUNTZ said that it was in vain to dissemble that the opposition to this line came from the London aid Bir mingham Company. That company had never evinced any desire to meet the wishes of the public until they were forced to do so by the competition of the Great Western Company. They had met every application which had been made to them for a reduction of tolls with a positive refusal until the competition he had referred to took place. Mr. ESTCOURT thought the Committee had the power but he deserving the of looking into the tolls. io S t i i r le J. EASTHOPE said that he never held a share either Great,o Western or London and Birmingham Companies, attentively one pglit the present question was very important, and public would be ACLA.I impossible for them attention of the House. He thought it considered, to proceed unless the question was more served if this were done. Sir T. and he was sure the interests of the eleventh, hour to introduce, it, was not fair at this, the vague a nature Whictiroduce, without notice, a motion of so the interests of the aharwellulid have the effect of endangering Mr. BARING thought it was f a perfectly voluntary act on the part of the company to therefore, submit to the condition,eare this line, an d th e y mus t, existing tolls. which w as a rev i s i on o f t h e Sir G. CLERK would move, as an amendment, that the further consideration of the debate be adjourned till Thurs day next. Mr. MUNTZ would object to any postponement, as it would promote the very object of the opposition, which was delay. Lord GRANVILLE SOMERSET supported the amend ment. After some little discussion, in which Mr. Muntz, Mr. Greene, and Mr. Denison, took part, Mr. MUNTZ consented to withdraw the original motion, and moved Ulf tth 11111 he recommitted to-morrow. OXFOIID AND CAMBRIDGE RAILWAY. . Mr. II UDSON presented a petition from a landowner upon a line of railway, which left this House seventy-three miles in length, and which a Ceamittee of the lieuee of Lords had THE SUN, LONDON, WEDNESDAY MORNING, 3CLY 8, 1846. reduced to thirteen miles, praying the House not to pass the Bill in its mutilated state. The Bill was also opposed by other persons, for whom Mr. Hildyard, Mr. Calvert, Mr. Denison, and other counsel ap peared. Mr. Errington gave engineering evidence on the part of the promoters, and Having heard further evidence in favour of the line, their Lordships rose shortly before five o'clock, and adjourned till to-morrow, when probably the case for the promoters will be completed, and that for the several petitioners commenced. Mr. WRITEHURST replied, and urged that this Bill having passed the standing orders, the objection could not be enter tained, and if it were, it could in no way invalidate the Bill. This he was decided upon, because the object of the Act was not to make any difference of level objectionable as it existed with regard to the datum line, for it was utterly impossible to ascertain Ns, hat the datum line really was, or where its level was to be ascertained ; but its object was to consider what variation might be made from the surface of the earth. He, therefore, conceived that the opposition on this point could not be entertained. At this poiut the room was cleared, and on the re-admis sion of the parties, Lord SOMERS declared the opinion of the Committee to be that the preamble was not proved. Mr. T. DUNCOMBE knew that the persons residing on this thirteen miles of railway were quite content with the Bid in its present shape. Some landowner, whom the Hon. Member had picked up, was it appeared the only dissatisfied person. - Mr. B. DENISON thought it a recommendation to have these sixty miles cut out of the Bill, considering the present state of railway business. Mr. HUDSt)N consented to withdraw his opposition. The following Bills were further considered on their re ports : Birmingham, Wolverhampton, and Dudley Railway. Birmingham, Wolverhampton, and Stour Valley Railway (Birmingham, Wolverhampton, and Dudley Lines). Brighouse Sewering, Drainage, and Lighting. Bristol and Birmingham and Midland Railways. Caledonian Railway (Clydesdale Junction Railway Devia tion). Caledonian Railway (Polloc and Govan and Clydesdale Junc tion Railways Amalgamation). Clonmel and Thurles Railway. Cork, Blackrock, and Passage Railway. Dublin and Kingstown Extension Railway. Edinburgh and Glasgow and Scottish Central Railway. GROUP C. TORNSIIIIIE AND GLASGOW UNION% The Committee, comprising the Earl of Devon (in . the chair), the Duke of Montrose, E ar l M orton, L or d Clanwilham, and the Marquis of Abercorn, assembled this morning. The object of the Bill before the Committe is to unite the Great North of England Railway with the City of Glasgow, by means of a junction line which leads from the terminus of the Leeds and Thirsk Railway, at that place, to a union with the Lancaster and Carlisle Railway at Clifton, a little below Penrith. HOUSE OF COMMONS. GROUP XVII. MANCHESTER AND SOUTHAMPTON, AND SOUTH-WESTERN (ROMSEY AND RED BRXDGE BRANCH). The Committee assembled this morning at twelve o'clock, the Hon. E. Yorke in the chair. Mr. ALExAnnna. said the promoters of the Manchester and Southampton Bill had given the suggestions thrown out yestf rday by the Hon. Member for Macclesfield (Mr. Brocklehurst), with respect to the line from Romsey to Southampton being made jointly by both companies, and used in common by them, the most serious attention, and he begged to state that they were willing to carry out that suggestion with the sanction of the Committee. A similar practice to the one suggested prevailed on various railways— on the Glasgow and Ayr, and the Glasgow and Greenock, both of which in entering Glasgow used one line ; the Brighton and South-Eastern, from Croydon to Reigate, and the Shropshire and; Birmingham and Shropshire Union, also had agreed to execute oze line to be used in common on entering Wellington. These were a number of• other instances of lines being under a joint sovereignty. It was for the Committee to say whether this plan should be adopted on the lines before them. Lord Beaumont was called to show the general utility of the line, on a portion of which he•himself holds considerable property, not far from Bedale. He spoke to the value and extent of the mineral beds lying under the district. Mr. Bolton, the engineer, described the general course of the line, which is intended to pass by Bedele, Leyburn, Kirkby Stephen, near Appleby, by Clifton, at which place it wculd get on the Lancaster and Cz,rlisle Railway. Mr. Wordsworth appeared for a gentleman of the name of Beresford, who is tenant in remainder of an estate on the line. On re-examination, the witness stated that there were 13 miles, with a gradient of one in a hundred, and the gradients in every respect were better than those on the Caledonian Railway. Mr. Cubitt, the Government engineer, stated that he was the consulting engineer of the line; that he was well ac quainted with the country, and had gone over it with the last witness. The country is certainly difficult, and he thought the line as devised by Mr. Bolton to be very skilfully laid out. He conceived that the estimates were sufficient for the works, and the works light for the country. Junction. Grand Junction Railway (Showhill and Portobello Branch). Great Southern and Western Railway (Cork Extension). Huddersfield and Manchester Railway (Oldham Branch). Killarney Junction Railway. Larne, Belfast, and Ballymena Railway. Leeds and Bradford Railway (Junction Line at Bradford). Limerick, Ennis, and Killaloe Railway. Liverpool and Bury Railway. Liverpool, Ormskirk, and Preston Railway. Llynvi Valley and South Wales Junction Railway. London and Birmingham Railway (Birmingham Extension). Mallow and Fermoy Railway. Manchester and Leeds Railway Extensions. Manchester, Bolton, and Bury Canal Navigation and Rail way, and Manchester and Leeds Railway Amalgamation. Midland Great Western Railway of Ireland (Litfy Branch and Longford Deviation). Monmouthshire Railways. Monntmellick Junction Railway. Mr. John Tattershall, an agent for six mines in Yorkshire, stated that the company for which he acted takes the mine rals in Lord Beaumont's estate, which is situated in Wens leydale. From these mines large quantities of calomine, or carbonate of zinc, are drawn—this mineral produces the zinc of . commerce. Barytes also o f a very pure quality is found, so pure as to p ro d uce 96i per c ent. La rge quantities of sulphuret of zinc are also obtained, and consi derable masses of it are now lying on the tramroad waiting for carriage. There is also a large bed of ironstone, which crops out to the surface, and is of so pure a quality as to produce 38 per cent. of iron ; indeed there is a bed 22 inches thick of nearly pure ore. There is also a considerable bed of ironstone on Lord Thanet'a estate, which is situate in the neighbourhood. The iron produced from this ore is better than the boiling iron, which is esteemed the best in the district. There are also pits for common flagstone, which at present are indif ferently worked from the want of the means of transit, although it is of such excellent quality as to be dug in slabs of more than twenty feet square, and of such tenacity as t o bear its own weight. There are also con siderable seams of coal, particularly adapted to the smelting of iron, and the reduction of lime. In searching for this coal considerable quantities of iron pyrites have been discovered, which are largely used iu the manufacture of sulphuric acid, the extent of the consumption of which, ac cording to Professor Liebig, constitutes the criterion of the civilisation of a people. Mr. WORDSWORTH was about to cross examine, when the Noble Chairman inquired the precise status of the Learned Counsel in the case, when it was explained that although in their own merits the cases of the landowners are weak, yet from the passing of the North-Western Railway Bill they were made strong, and ought to be entertained. The Committee ultimately decided that the attendance of counsel was unnecessary, promising themselves to watch the case. Mr. HILL regretted that this offer had not been communi cated to the South-Western Company in time for them to give it their consideration, and to either accept or decline the offer this morning. fie could give no reply on the sub ject, and must, therefore, leave it in the hands of the Committee. Newport, Abergavenny, and Hereford Railway. Oldham, Manchester, Liverpool, and Birkenhead Junction Railway. Plymouth Great Western Docks. Mr. BROCKLEHURST said he was only anxious to protect the interests of the South• Western Company, because he thought they were entitled to consideration, and that was his only object in throwing out the suggestions referred to. Mr. HILL, having referred to various objections which he said could not fail to result from such an amalgamation, pro ceeded to address the Committee on behalf of the South- Western against the Manchester and Southampton. He complained of misrepresentations in the prospectus of the company with respect to the distance between Manchester and Southampton by London, which they stated was the only communication, whereas lines had been sanctioned by Parliament, from Reading by Oxford to Rugby, which would form a better mode of communication, and would, in addition, be completed befcre the Manchester and Southampton. They set forth that the existing railway was 64 miles longer than by their line, but by the lines authorised would give a better and shorter communication, as their length was 231 fr as contrasted with the length of the proposed line, 2161 miles ' by way of Birmingham, and by way of Wolverhampton, 2121 miles, which he held did not justify the construction of a new line of railway. Then the Board of Trade, the House of Commons, arid the Gauge Commissioners reported against the construction of a new line from the south to the north, through Bristol or Swindon, and recommended, if such a line were required, that it should be made by way of Oxford. After referring at great length to other matters in con nexion with the railway communication of the district, pro posed to be traversed by the line, and to figures, to show that neither the line to Andover, nor the other portion, could be made in the time stated on account of the small amount of capital which the promoters proposed to call, he concluded by imploring the Committee to reject the preamble of the Bill, on the ground that the traffic did not justify its construction, and that the wants of the district would be fully met by the lines sanctioned by Parliament. The address of the Learned Gentleman occupied nearly five hours and a half. The Committee then adjourned until twelve to-morrow. Rilgby, Leamington, and Warwick Railway. Sheffield. Ashton. under-Lyne, and Manchester Railway (Peak Forest and Macclesfield Canal Purchases). Shrewsbury and Birmingham Railway. Shrewsbury, Wolverhampton, and South Staffordshire Junc tion Railw i ay. Shropshire Union Railways and Canal (Chester and \Vol- verhampton). Shropshire Union Railways and Canal (Shrewsbury to Staftbrd). South-Eastern Railway (from the Greenwich Railway to Chart near Ashford, with Branches to Tunbridge and River Lead). . . Taw Vale Railway Extension. Templemore and Nenagh Railway. Trent Valley Midlands, and Grand Junction Railway. Vale cf SeAli Railway: iNECiero;d,l%reaid,'*icklow, and Dublin Railway. West Riding Union Railways (No. 2). Wexford Harbour Improvement. Wilts, S?merset and Weymouth Railway. Wolvsrhanipton Stipendiary Justice. THIRD READINGS. The following Bills were read a third time and passed Blackburn and Preston and East Lancashire Railway Amal- gamation. Bury Improvement (No. 2). Cockermouth and Workington Extension Railway. Dudley Canal and Birmingham Canal Amalgamation. LORDS' AMENDMENTS. The Lords' amendments to the Bristol and Exeter Railway (Crewkerne Branch), Bristol Waterworks, and Stockton Gas Bills, were considered, and agreed to, and the Bills ordered to be engrossed. Witnesses were then called to show the value of Wensley dale lime for agricultural purposes. Mr. Solid, chief clerk to Messrs. Gee and Co., shipowners at llull, who draw large quantities of goods from the west of Scotland, stated that they now cost for carriage from Glas gow to Hull, 21. 7s. 10d. a ton, partly by rail and partly by water. By the Caledonian and other railways the expense would be 445. 2d., leaving a clear saving of 3s. Bd. a ton, besides the saving of time. From Carlisle to Hull by the present road they cost 375. 6d. a ton, and by the new route it would only be 275. 3d., making a saving of something more than ten shilliegs a ton on light goods, the difference being occasioned by the goods being sent in the first instance to Carlisle, and thence to Newcastle, whence they were carried by steam to Hull. To Earl MORTON the witness replied that he had made no comparison of the respective expenses of carriage by the several lines of railway. Other witnesses were called to confirm the testimony pre viously given, when the traffic tables were preferred, but they were declined as unnecessary. This closed that case. NEWCASTLE-UPON-TYNE AND CARLISLE BRANCH RAILWAY. On the motion being put for the third reading of this Bill, Mr. J. A. SMITH wished the motion to be postponed, in order that time might be given to the trustees of the public infirmary in Newcastle-upon. Tyne, which the railway inter fered with by passing within 60 yards of its front, to get a clause inserted in the Bill for the protection of their rights He moved, therefore, that the Bill be postponed for a week. Mr. HUTT was sure the motion for the postponement was not made for the purpose of delay, but knowing that the Bill was a measure looked forward to with great interest by those who resided on the route of the proposed railway, and knowing also that, at-this period of the session, even a day's delay might prove fatal to a measure, he could not consent to the amendment for postponing the third reading for a week.— (Hear, hear.) But he could not see the necessity for it, in sofar as the Corporation of Newcastle, who were the trustees of the infirmary, were most anxious that the Bill should pass.—( Hear, hear.) Mr. BRAMSTON, as Chairman of the Committee to whom the Bill was referred, felt himself bound to oppose the amendment. STANDING ORDERS' COMMITTEE. HOUSE OF LORDS. Their Lordships met at the usual hour this morning, in Room No. I (House of Lords). Lord Shaftesbury took the chair as usual. The list contained ten Bills (including four which had been adjourned from yesterday). All but one were railway Bills. COVENTRY, NUNEATON, BIRMINGHAM, AND LEICESTER. The Committee declared the standing orders complied with in this case. LONDON AND BIRMINGHAM (COVENTRY TO NUNEATON). LONDON AND BIRMINGHAM (WEEDON AND NORTHAMPTON BRANCH). Both postponed till to-morrow. NORTH WALES. This case also stood over till tomorrow. SHROPSHIRE UNION RAILWAY AND CANAL (NEWTOWN TO CREWE). Also postponed till to-morrow. kr. HUDSON protested that the amendment had been urged upon the Honourable Mover of it by a com pany who had been promoting a competing line, and he therefore trusted the House would not agree to it.—(Hear, hear.) Besides, there were the established tribunals, who, he was sure, would afford every protection to the trustees; and he hoped, as the measure was so strongly supported in the country, the House would not sanction the delay.—(Hear.) Mr. BARING said he hoped his Hon. Friend would not press his motion.—(Hear, hear.) If the parties had been at all injured they should have made a representation to that effect to the Committee to whom the Bill had been referred. —(Hear.) Even if it were found desirable that the Attor ney-General should interfere in this matter, he would of course have a full opportunity of doing so whilst the Bill was in progress in the Other House. ARMAGH, COLERAINE, and PORT- RUSH RAILWAY COMPANY. An adjourned meeting of some of the shareholders in this company took place yesterday, at the offices of Mr. Phillips, a solicitor, in Lawrence Pountney-lane, for the purpose of eonsidering what measures it would be best to pursue, in order to compel the directors to wind up the company, and to repay the whole of the deposits. Mr. Carter took the chair. A lengthened discussion arose as to the impropriety of the directors having amalgamated with the Dublin, Belfast, and Coleraine Company without having obtained the sanction of the shareholders. It was urged by Mr. Phillips that the shareholders had a perfect right, in consequence of the Com pany having acted in such a manner, to compel the whole of the capital paid up by way of deposit to be returned. Several shareholders considered that the course adopted by one or two of their body was exceedingly improper. There had been no attempt to • ask the directors in a proper manner to give them the requisite information. Mr. SIYMOUR moved a resolution to the effect that the Company be wound up as soon as possible, and that mea sures should be taken to obtain the whole amount of shares. Mr: HoorEn seconded the resolution. Mr. SMITH consented, after the explanations he had heard, to withdraw his motion. The Bill was then read a third time and passed. MANCHESTER AND LEEDS RAILWAY EXTENSION, AND OLDHAaI, MANCHESTER, AND BIRKEN- HEAD JUNCTION. On the motion of Mr. JOHN FIELDEN, the reports on the Manchester and Leeds Railway Extension and the Old• ham, Manchester, and Birkenhead Junction Railways Bills were considered and approved of. Mr. GREENE then moved that the Standing Orders Nos. 121 and 122, requiring amendments proposed on the re port, or third reading of a Bill, to be referred to the Select Committee on Standing Orders, be to the end of the present session suspended. Lord GRANVILLE SOMERSET opposed the motion. The House divided, and, after the lapse of about ten minutes, on our re-admission to the gallery, we found Mr. GREENE upon his legs, stating that be would con sent to withdraw the motion, but intimated that he would renew it on some future day. DUBLIN, , BELFAST AND COLERAINE JUNCTION After a long desultory discussion, 3lr. GALT, the secretary of the Company, on behalf of the directors, promised that a regular meeting of the Company would take place in due course of time, and the meeting ad journed to the 15th of August. RAILWAY SHARE MARKETS. LIVERPOOL, JULY G. _ _ RAILWAY BILL. This Bill was read a second time. HOWELL'S CHARITY ESTATE BILL. This Bill was also read a second time. GALWAY AND KILKENNY RAILWAY BILL. This Bill was likewise read a second time. THIRD READINGS. NEW STOCK EXCIIANGE.—The public, no longer held in suspense by uncertainty as to the fate of the great commercial questions which have so long been under discussion in Parliament, are again gradu- ally turning their attention to the Share Market, and the low prices there current have led to a good deal of business for investment. A slight rise in the value of some scrips and shares has, in conse quence, taken place, and the tendency is still upwards. The sales are—Birkenhead, Lancashire, and Cheshire Junction, 135. 9d. p.— Birmingham and Oxford, 1% p.—Chester and Birkenhead, 201. Shares, 1 4 p.—Derby and Crewe, 4►4 p.—Eastern Counties, York Extension, 28s. p.—East Lancashire, No. 1,3% p.—Grand Junction, 223% Ditto, Quarters, New, 29% p.—Great Grimsby and Sheffield, Quar• ters, dis.--Ditto, Extension, 265. 3d. dis.—Great Western, Quarter Shares, 12 p.—Huddersfield and Manchester Extension, 1 dis.— Huddersfield and Sheffield, 6 p.—Liverpool and Bury, 8 p.—Liver pool. Ormskirk, and Preston, 1% p.—London and Birmingham, Quar ter Shares, 28 p.—London and York, 1% dis.—Manchester and Mr. , mingham, 83—Manchester and Leeds, Quarter Shares, 7% p.—Ditto Sixteenths, 95, p.—Ditto Extensions, 485. 6d. p.—Midland Stock, 150— Ditto, 401. Shares, 14% p.—North British Carlisle, % p.—North Staffordshire, 4 p.—Sheffield and Manchester, Quarter Shares, N 0.2, 14 p. —Ditto, No. 3 (late Barnsley), % p.—Shrewsbury and Here fordshire, 14s. 6d. dis.—Shrewsbury and South Staffordshire, 108. dis. —Shropshire Union and Canal, 1% dis.—South-Eastern, New Half Shares, 1 4 p.—West Riding Union, 2% p.—Glasgow and Dum. fries, 16s. 6d. dis. The following Bills were read a third time and passed : Blackburn and Preston and East Lancashire Railways Amalgamation Bury Improvement (No. 2) Caledonian Railway (Glasgow, Garnkirk, and Coatbridge Purchase) Cullen's Estate Bill Dudley Oanal and Birmingham Canal Amalgamation Eastern Counties and Thames Junction Railway Branches Newcastle-upon-Tyne and Carlisle Branch Railway Richmond Railway (Kew Branch) Surrey Iron Railway Company Dissolving Swansea Vale Railway Thomson's Charity Estate Bill Waterford Harbour (No. 2) Eastern Counties and Thames Junction Railway Branches. EASTERN COUNTIES RAILWAY (WISBECH TO SPALDING). This Bill was read a second time. CHELSEA-BRIDGE AND THAMES EMBAIsTKMENT. This Bill went through Committee, and the report was ordered to be received on Thursday next. The House then adjourned till Twelve o'clock on Thursday next. RAILWAY COMMITTEES. (Y ESTERDAY) HOUSE OF LORDS. Room A. CALEDONIAN (MID-LOTHIAN BRANCHES) LESMAHAGOW, DALS EAT, AND COAT BRIDGE MINERAL JUNCTION. A. Select Committee appointed to consider the merits of the above Bills met for the first time in Room A (New Houses of Parliament), at eleven this morning. The members are, the Marquis of Winchester (chairman), the Duke of Grafton, and Lords Montfort, Manners, and Bexley. The two Bills, though referred to the same Committee, do not compete with one another. The Committee first took the case of the CALEDONIAN (MID-MOTlEXEsawziscamrazzass). Mr. Austin and Sir Thomas Phillips appeared for the pro moters of the Bill; Mr. Wake!) , and Mr. Sandons for Mr. Ramsay. a petitioner against the Bill. Mr. AUSTIN opened the case for the promoters of the Bill. Mr. AUSTIN opened the case for the promoters of the Bill, and having shortly stated the facts of the case, Proceeded to call Mr. Gibson, who gave general evidence in favour of the line. Mr. Collister, resident engineer of the Caledonian Railway, gave evidence on engineering points. The present scheme includes three branches, namely, a branch from the Cale donian line, near North Merchiston, to the pier at Granton (the property of the Duke of Buccleuch); a branch from the Caledonian at Golgie Mains to the Edinburgh and Glasgow, at its station at Edinburgh; a branch from the Caledonian, at North Merchiston, to the Edinburgh and Glasgow Union Canal, at a point about 250 yards from its commence- ment. The total estimate is 110,000/, and we understood Mr. Collister to say that the total length was eighty-four miles. Mr. George Smith, land-valuer, gave evidence as to the sufficiency of the land estimates, which had been prepared by himself. Other witnesses were then called, and gave evidence as to the advantages derivable from the making of the line. Some other witnesses were then called, whose evidence occupied the Committee up to four o'clock, at which hour they rose, and adjourned tall to-morrow at eleven o'clock. Room B. GLASGOW, AIRDRIE, AND MONKLANDS JUNCTION. CALEDONIAN (GLASGOW TERMINI AND BRANCHES). The Committee met again in Room B (Nelv Houses of Parliament), Lord Bathurst in the chair, and present the Duke of Leinster, and Lords Powis, Stratford, and Colchester. Their Lordships were occupied nearly the whole morning with the remaining :clauses of the former of the two Bills, forming their list. Several clauses were inserted for the satisfaction of the petitioners against the Bill. After disposing of the business the Committee proceeded to hear the case of the WORKING STOuK OF EXISTING RAILWAYS. The following is an Abstract of the Returns made to the Railway Department of the Board of Trade, in pur suance of an order of the House of Lords, of the " Work ing stock (engines, carriages, and waggons) belonging to Railway Companies at present in operation" : Arbroath and Forfar Railway (cost 16,6421.), five en gines, 12 passenger carriages, and 110 luggage vans, trucks, and carriages. Birmingham and Gloucester, 40 engines, 46 passenger carriages, and 586 luggage vans, trucks, and carriages. Bristol and Gloucester, 11 engines, 20 passenger car riages, and 213 luggage vans, trucks, and carriages. Chester and Birkenhead, 10 engines, 60 passenger car riages, and 36 luggage vans, trucks, and carriages. Dublin and Drogheda, 15 engines, 60 passenger car riages, and 105 luggage vans, trucks, and carriages. Dundee and Newtyle (3 stationary engines), 7 en gines, 9 passenger carriages, and 133 luggage vans, trucks, and carriages. Durham and Sunderland (all the engines stationary), 13 engines, 23 passenger carriages, and 28 luggage vans, trucks, and carriages. Dunfermline and Charlestown (horses), 2 passenger carriages, and 119 luggage vans, trucks, and carriages. Eastern Counties, 66 engines, 204 passenger carri ages, 1,142 luggage vans, trucks, and carriages. Edinburgh and Dalkeith (horses), 28 passenger car riages, and 104 luggage vans, trucks, and carriages. Edinburgh, Leith, and Granton (horses), 8 passenger carriages. Glasgow, Paisley, Kilmarnock, and Ayr, 31 engines, 133 passenger carriages, and 1,334 luggage vans, trucks, and carriages. Grand Junction, including Liverpool and Manchester, and Bolton and Leigh, 128 engines, 343 passenger car riages, and 1,978 luggage vans, trucks, and carriages. Gravesend and Rochester, 4 engines, 16 passenger car riages, and 6 luggage vans, trucks, and carriages. Great North of England (cost 114,7801.), 37 engines, 46 passenger carriages, and 717 luggage vans, trucks, and carriages. Great Western, 127 engines, 232 passenger carriages, and 919 luggage vans, trucks, and carriages. Hartlepool Dock and Railway, 5 engines, 8 passenger carriages, and 6 luggage vans, trucks, and carriages. Hayle (2 stationary engines), 7 passenger carriages, and 119 luggage vans, trucks, and carriages. Hull and Selby, 17 engines, 45 passenger carriages, and 238 luggage vans, trucks, and carriages. Lancaster and Preston Junction, 6 engines, 37 pas senger carriages, and 36 luggage vans, trucks, and car riages. Leicester and Swannington, 8 engines, 4 passenger carriages, and 13 luggage vans, trucks, and carriages. Llanelly and Llandillo, 4 engines, 2 passenger car riages, and 454 luggage vans, trucks, and carriages. London and Blackwall (all the engines stationary), 8 engines, 47 passenger carriages, and 9 luggage vans, trucks, and carriages. London and Brighton, 44 engines, 163 passenger car riages, and 423 luggage vans, trucks, and carriages. London and Croydon, 8 engines, 56 passenger car riages, and 86 luggage vans, trucks, and carriages. London and South-Western, 47 engines, 212 pas senger carriages, and 508 luggage vans, trucks, and carriages. Manchester and Birmingham, 27 carriages, 100 pas • senger carriages, and 961 luggage vans, trucks, and carriages. Manchester, Bolton, and Bury Canal Navigation and Railway, 12 engines, 52 passenger carriages, and 228 luggage vans, trucks, and carriages. Maryport and Carlisle (including lA' hitehavcn junc tion), 8 engines, 16 passenger carriages, and 139 lug gage vans, trucks, and carriages. Midland, 109 engines, 251 passenger carriages, and 1,842 luggage vans, trucks, and carriages. Newcastle and Darlington (cost 148,2341. 195.), 37 engines, 81 passenger carriages, and 2,515 luggage vans, trucks, and carriages. Newcastle-upon-Tyne and North Shields, 5 engines, 28 passenger carriages, and 124 luggage vans, trucks, and carriages. Newcastle-upon Tyne and Carlisle (also hire 470 coal waggons), 26 engines, 67 passenger carriages, and 653 luggage vans, trucks, and carriages. Newtyle and Coupar Angus, 1 engine, 2 passenger car riages, and 48 luggage vans, trucks, and carriages. Norfolk, 18 engines, 50 passenger carriages, and 497 luggage vans, trucks, and carriages. North Union, 19 engines, 49 passenger carriages, and 54 luggage vans, trucks , and carriages. Pontop and South Shields (passenger carriages pro vided by Newcastle and Darlington Company, 13 en gines, and 2,649 luggage vans, trucks, and carriages. Preston and Wyre, 8 engines, 40 passenger carriages, and 108 luggage vans, trucks, and carriages. St. Helen's Canal and Railway, 9 engines and 20 lug gage vans, trucks, and carriages. Sheffield, Ashton-under-Lyne, and Manchester (cost 94,6261. I ls. Bd.), 25 engines, 105 passenger carriages, and 469 luggage vans, trucks, and carriages. Stockton and Ilartlepool, and Clarence, 19 engines, 23 passenger carriages, 67 luggage vans, tracks, and car riages. South Eastern, 90 engines, 409 passenger carriages, and 881 luggage vans, trucks, and carriages. Taff Vale, 12 engines, 23 passenger carriages, and 328 luggage vans, trucks, and carriages. Ulster, 11 engines, 34 passenger carriages, and 102 lug„ age vans, trucks, and earl iages. W i h shaw and Coltness, 11 engines, 10 passenger car riages, and 1,016 luggage vans, trucks, and carriages. York and North Midland, 48 engines, 109 passenger carriages, and 1,050 luggage vans, trucks, and carriages. MELANCHOLY AND FATAL ACCIDENT. LOSS OF A LIEUTENANT AND FIVE SEAMEN OF IL M. S• FLYING FISH, AND THE MURDER OF TWO BRITISH OFFICERS OF lI.M. SURVEYING VESSEL AVON. Flying Fish, Elmina Chico, Bight of Benin, April 18 On the 13th, we sailed from Whydah for Cape St. Paul, leaving at the former place the Hydra steamer. Yesterday morning, about eight o'clock, a strange and suspicious-looking vessel was seen from the masthead. She was soon discovered to be a felucca, which removed at once all doubt as to her character ; she was eight or nine miles to windward of us, close hauled. Atter we had been an hour in chase, the smoke of a steamer was reported, and proved to be the French steamer I'Au strali6 in chase of the same vessel. The felucca tried to keep away, and run between us and the land, and would, perhaps, have succeeded, had we not been en abled by our little draught of water, to stand very close into the shore. The slaver seeing this, found there was no prospect of escape, for we were pre pared to give her shot and shell. They, therefore, came to the determination of running the craft ashore. She accordingly run along the edge of the surf, which was greater than I have ever seen it, to pick out the most favourable spot for landing. After half an hour's suspense on our part, a dark body was seen on the top of a mighty wave, and then disappeared for a moment, in the vale of water. The next we saw of her, was that she was hard and fast on shore, all her masts, yards, and sails standing, not having carried away anything. As soon as she grounded, the crew got down the long lateen yard, un bent the sail, made a bridge of the former, and escaped on shore, taking the sail and their valuables with them ; immediately, as if by magic, she was surrounded by thousands of the natives, who lost no time in beginning the work of plunder. In order to prevent them, as soon as we got within range, we gave them a few shot, which at first dispersed them, but the love of gain overcame their fear. The French steamer also opened fire for the same purpose. Lieutenant St. Leger was sent in the first whaler to take charge of the prize, and endeavour to keep off the people by firing musketry at them. As soon as we came to an anchor, Lieutenant Robins, Messrs. Simpson, midshipman, and Williams, gunner, went in the second whaler, and five Kroomen in the jolly boat, to measure the vessel, and ascertain other particulars concerning her. After several efforts the kroomen managed to get their boat through the surf to the shore, got on board, measured her, and prepared to come off to the other boats. They got half the distance when the boat was swamped. The Kroomen, who are like water dogs, managed to save themselves and their boat. Lieutenant Robins in the second whaler, in some unaccountable manner, got into the surf, and a heavy sea came in and broke over the boat, and stink her—she was gone in an instant. Simpson and Willi ams , w i t h two men, after struggling for some time against the sea, reached the shore more dead than alive. Simpson no sooner landed than he was immediately knocked down by a savage with a blow of a billhook on the temple, de priving him of all sensation. The black commenced the work of stripping him ; he did not complete his purpose, as some of our Kroomen came to his release. Lieuten ant Robins, William Rice, seaman, William Kent, gunner's mate, Henry Holmes, captain of foretop, and William Hughes, seaman, the best men in the ship, were drowned. Our poor messmate was washed upon the sands and immediately stripped of everything. .As soon as this was seen from the ship, the master, who was left in charge of the Flying Fish, sent the cutter to aid St. Leger in giving every a ssistance, and although within a few boat lengths of the victims of mistaken philanthropy, were not able to render the least assistance, so great was the surf. One of the Kroomen dashed through the sea and managed to rescue the body of Lieutenant Robins and put it into the jolly-boat. Ile and the others then endeavoured once more to get the boat through the surf ; twice were they upset, and as often washed on shore again —at last they succeeded. Robins was immediately brought on board, and although there were no hopes, every means to re store animation were resorted to, but, alas, without suc cess. Thus , have p er i s h e d fi ve o f our well - conducted crew. None of th e o th er b o di es h ave b een p i c k e d up . Those who managed to get on shore safe, set to work with what strength they had, to make a raft of the planks composing the slave deck of the felucca; it is wonderful how they escaped the sharks, Simpson and Williams are doing very well, and will soon be able to return to their duties. We do not know the name of the slaver; as we are going to Quitta, we may perhaps hear. She measures 92 feet in length, 20 feet beam, and 9 feet depth of hold; her masts short; sails and yanks of moderate size; she is quite new evidently; it is her first and last trip fur any purpose, as she is now quite a confused mass of timbers. By to , morrow she will have disappeared. This is the first slaver de stroyed by an English and French vessel under the new treaty. QUITTA, 'PRIL 10.—To-day we have buried our late messmate, Robins, in the Danish fort at this place. The Governor behated in the kindest and most attentive manner, furnishing us with every thing necessary. On the funeral procession entering the fort a salute of seven guns was fired as a mark of respect to the deceased. The funeral service was read by one of the officers. APRIL 20.—T0-day we have fallen in with tho Ma tilda, a palm-oil vessel she has on board the master of OALZDONXAN (GLASGOW TERMINI AND BRANCHES). Mr. HOPE opened the case for the promoters of the Bill at great length. On the conclusion of Mr. Hope's speech, Lord Ealinton In as called, and examined by Mr. FORSYTH. Ills Lordship gave general evidence in favour of the line. Cross*xawined by Mr. ANDREWS, who appeared for the Edinburgh and Glasgow Railway Company, and a host of other petitioners. MANCHESTER, JULY 6. STOCK EXCUANGE. — The sales are—Birkenhead, Lancashire, and Cheshire, % p.—Blackburn, Chorley, and Liverpool, 1 7-.16 die.— Blackburn, Clitheroe, &c., 1% dis.—Eastern Counties, 244 —Ditto, York Extension, 1 5.16 p.—Glasgow and Dumfries, % dis.—Grand Union, 16s. 6d. dis.—Great Grimsby and Sheffield Extension, 1% dis.—Huddersfield, Halifax, and Bradford, 2 p.—Lancashire gad North Yorkshire, 1 dis.—Leeds and Thirsk, 6 dis.—Liverpool, Onus 104c, and Preston, 1 7-16 p.—Liverpool, Preston, Manchester, and Southport, 1 dis.—London and Birmingham, Quarters, 27 4 p.—Man cheater and Birmingham, Quarters (A), 9% p.—Ditto, ditto (B), 9 13-16 p.—Manchester and Leeds Extension, 2y, p.—North Stpflord shire, 4 1-16 p.—Preston and Wyre, Halves (A), 2% p.—Ditto, ditto (B), 1 ,4 p.—Rugby and Huntingdon, 18s. 9d. die.— Sheffield and Lin colnshire Junction, % dis.—Shrewsbury and Birmingham, % p.— West Riding Union, 2 5.16 p. LEEDS, JULY 6. STOCK EXCHANGE.—The sales are—Eastern Counties, Tork Ex tension, 1% p.—Huddersfield and Manchester, 1% dis.—Hudders field and Sheffield, 5% p.—Leeds and Bradford, 37 %p.—Leeds and Dewsbury, 21. Ss. 9d. p.—Ditto, Branches, Bs. p.—Lneds ard Thirsk, 5% dis.—Manchester and Leeds, Fifths, 8% p.—Ditto, Ex tensions, 2% p.—Newcastle and Darlington Junction Extensions, p.—North British, Half Shares, 2% p.—Ditto, Carlisle Branch, Bs. 6d. p.—York and North Midland, East and West Riding, 11 p.— Boston, Newark, and Sheffield, 16 dis.—Great Eastern and Western, 325. dis.—Lancashire and North / orkshire, 213. dis.—Lancashire, Yorkshire, and North Eastern, 365. dis.— Leeds, Wakefield, and Midland, 15s. 6d. dis.—Leicester and Birmingham, 17s. 6d. dis.— Leicester am! Bedford, 6s. 6d. dis.—Lincoln, York, and Leeds, 21s. dis.—Liverpool, Manchester, and Newcastle Junction, 14 die.— ' Liverpool, Ormskirk, and Preston, 265. 6d. p.— London and Por:s mouth, 178. p.—Manchester, Buxton, and Matlock, 14s. p.— Northumberland and Lancashire Junction, 14s. dia.—North Stafford shire, 41. Is, p.—North Western, 4s. p.—Oxford. Witney, and Cherieitham, IGs. dis.—South 1111c11;nd, 14; dis.—West Riding Union, 41. Bs. 6d.—Yorkshire and Glasgow Union, 17. dis. HULL, JULY 6. STOCK EXCKANGL.—The sales are—Armagh, Coleraine, and Port rush, 16s. 3d.—Biadford and Wakefield Midland, 335. 6d.—Eastern Counties, York Extension, Ili—Hull and Lineoln, 21s.—Hull and Barnsley Junction, 30s.—Leicester and Birmingham, 4s. 9d.--London and York, 28s.—Newcastle and Berwick, 26—North British, Carlisle Branch, 34s.—North Staffordshire, 61. 4s. 6d.—North Western, 255. 9 , l.—Nottingham and Mansfield, 23i Shropshire Union, 12s.—South- Eastern and Doter, 13s. 6d. dis.—West Riding Union, 41.95. 6d. SHEFFIELD, JULY 6. STOCK EXCKANGE.—The sales are —Newcastle and Darlington, New, 91. 3s. 9d.—Sheffield and Manchester, Quarter Shares, No. 3, scrip, Is. p.—Grimsby and Sheffield, 5M dis.—Ditto, Extension, 275. Gd. dis.—Ditto, Quarter Shares, 15s. Gd. dis —Ditto. Railway awl Dock, 15s. 6d. dis.—Leeds, Wakefield, and Midland, 17s. dis. North Western, 3s. Gd. p.—North Staffordshire, 4 p.—Sheffield and Lincolnshire, 6s. 6d. dis.—Ditto, Extension,29s. dls. NEWCASTLE-UPON-TYNE, Jtmr 6. STOCK EXCHANGE.—The sales are—Direct Northern, 245. dbl.— Lancashire and North Yorkshire, 21s.—Manchester, Buxton, and Matlock, 12s. p.—York and Carlisle, 31s. 3d. die. YORK, JULY 6. _ _ STOCI EXCNANGZ.—The sales are —Eastern Counties, Tork Ex tension, 1/. 18s. 6d.—London and 'York, li. Bs. 6d.—Manchester, Buxton, Matlock, and Midland, 2%—Newcastle and Berwick, 25% —Newcastle and Darlington, New, 101. Is. 3d.—North British, Carlisle Extension, 11. 14s.—North Staffordshire, 6IA —North Western, 11. ss. 6d.—South Midland, 11. 9s.—West Riding Union, 4% —York and North Midland Extension, 34—Ditto (East and West Riding Exension), 12%. RAILWAY AMUSEMENT.—The youngsters who haunt about the railway crossings in and near Canterbury, amuse t h emse l ves , when the policeman's back is turned, with lay ing small articles on the iron to be crushed by the train passing over. Pins placed lengthways are thus curiously flattened to an extreme degree of thinness, and bear a pre mium in the charity-school exchange far above the original value. A juvenile speculator having submitted a fourpenny piece to the process, found that he could pass it for sixpence; elated with the discovery, he placed another, which he had received in change for the first, on the newly-discovered mint, but to his astonishment the wheels of the carriage car ried it entirely away, and he thus remained minus twopence by this luckless exercise of his ingenuity. —Dover Telegraph. CHILD MURDER.—On Monday afternoon Mr. W. Baker, jun., deputy-coroner, held an inquest at the Town of Ramsgate, Wapping, on the body of a new-born female child, which was found in the river Thames on Saturday morning last. It appeared from the evidence of Jas. Legon, the son of a waterman, that on Saturday morning he was rowing off Union-stairs, when he observed something floating astern of a barge. He repaired to the spot, and found it to be the body of a new-born infant, and conveyed it ashore in bis boat to Mr. Marshall, the beadle. Mr. Cooke, a surgeon, in High-street, Wapping, had examined the body, and from the appearance he should say it was born alive, and afterwards drowned. The jury returned a verdict of" Wilful murder • naiad some person or persona unknown." YORK AND CARLISLE. The Committee then took the line named above, and Mr. ATKINSON called Mr. Gaskill, — the managing partner of the Kendal and Preston Coal Company, who stated that the price of coals had of late years been raised in Kendall from the difficulty of obtaining them. The proposed line is a branch of the line put before the Committee, and the belief of the witness was that this line would be very useful in attaining so desirable an object. Mr. Muscamp,' a coalowner, of the county of Durham, stated that he had examined the line geologically and had found immense deposits of ironstone, lime, and coal s , a ll b e i ng of excellent quality. The proposed line would open the several portions of this district in an excellent manner, and lie could speak positively as to the general concurrence of the merchants and manufacturers of South Durham and the neighbouring district in the proposed line. Mr. Macnamarra, a banker and carpet manufacturer, in Barnard's Castle, confirmed the previous evidence. Mr. Robinson, of Brough, under Staines Moor, stated that for ten years he had been employed in the management of the Staines Mining Company, whose property consists chiefly of lead mines, and that the line would be extremely useful to the community of the district. The Noble CHAIRMAN having intimated that the Commit tee conceived that the promoters had made out a fair case, and that no other witnesses need be called, The Counsel stated that the population at both of the termini is 629,524, and that the gross revenue expected is 159,591/., yielding a profit of 7 per cent. Mr. Harris, the assistant-engineer, stated that the gradients for the country vb ere easier than those of many other lines in the neighbourhood. The whole cost was estimated at 1,301,3631 The earthworks were estimated at 601. a yard, while some had been taken on other lines at 421. a yard. The Committee professed themselves satisfied with the evidence, and the Chairman declared the Bill to be proved, and the report, with a few verbal amendments in the clauses, was ordered to be brought up. Both these lines are, of course, carried. BLACKBURN, CLITHEROE, AND NORTH WESTERN JUNCTION. Mr. Wosnswoßrx opened the case on behalf of the pro moters, by stating that this was an extension of the Black burn and Darwen Railway. It was, to a certain extent, a competitor of the Fleetwood and Clitheree Company, and of the East Lancashire Company. The scheme of the last Company was rejected in the House of Commons; the scheme of the second of these Companies had been cur tailed to the course between Preston and Fleet wood; while this line had come out of the ordeal in its entirety, so that the company came before their Lordships under favourable circumstances, especially as the company were now on friendly terms with their late opponents. The line from Blackburn to Long Preston, where it forms a junction with the North Western line, would be a distance of 23* miles. There was to be a branch to Thornton of 8i miles in length, with another short branch of a-mile to some large lime works. The number of assenting landowners on the line are 122, owning land to the extent of 17i miles ; 69 owners having a length of three miles and a quarter, are neuter, while there are only thirty-seven owners, holding two miles and a half, who dissent. By means of this line there would be a double communication with the several parts of the district within the range of this railway round Blackburn, and not only accommodate that place with a pod supply of coals but would greatly facilitate the development of the manufactures of Clitheroe. The only opposition offered to this railway was made by the East Lancashire Company through the petitions of landowners. This attempt had been made in the House of Commons, and especially with respect to the station p - oposed to be erected in the town of Blackburn. But in that case Lord Palmerston, and the committee over which he had presided, had decided that the question of the public safety and convenience should be left to the Board of Trade. After alluding to the petitions which had been presented, some of which he stated had been obtained under erroneous impressions on the part of the signers, the Learned Counsel stated there was in reality no real substantial landowners' case to be made out. Mr. H. Smith, agent of the North Lancashire Steam Na vigation Company was called, and stated that the company had been extensively engaged in commercial communica tion with Belfast and the north of Ireland, as well as with the west coast of Scotland. He considered that by the for mation of this line of railway such a market would be opened as would very largely increase the importation of Irish produce. The flax trade, which is the most growing trade in Ireland, would especially be improved, there being an immense quantity now brought from abroad, which would hereafter come from Ireland. Fleet wood, where the railway traffic had very greatly increased, possessed great advantages over Liverpool in the cheapness of its port dues, and in the fact that the railway trucks could go on the quays and pour their contents, into the holds of the ships. Mr. Sergeant WRANGIIAM was about to cross-examine on the point of distances, when he was interrupted by Mr. WORDSWORTH, who stated that the Learned Ser geant had only to do with the station at Blackburn, and that he was not competent to enter into the general merits of the line. The Earl of DEVON wished, as in the last inst ance, to know the precise status of the Learned Sergeant—how his client was damaged. Mr. Sergeant WRANGITABI cited 'the insta nce of the Nor wich Company, which was successful in th e C ommons, but had been thrown out in the Lords by the petition of their unsuccessful competitors, and h e therefore felt assured that the petition of the East Lancashire Company ought now to be entertained, for without following that cou rse the case could not come before the C ommittee, and thus they might pass a bad line and shut o ut a better one from any fuue application to Parliament. The Earl of DEvox did not wish to decide an abstract question. Mr. Sergeant WRANGIIAM contended that this was a most important point of practice, and he trusted it would be de cided now. He would als o cite the case of the line to New bury, promoted last year, respectively by the S outh Western and the Great Western Companies. Last session the first of the companies got their Bill in the Common , but l os t it i n the Lords. This session the Great Western branch passed, with hardly any oppoeition, through both Houses. Mr. WOMSWORTII denied that there was any such con straint as that alleged on the other side. A long discussion then ensued upon the point, whi c h was reserved, and the Committee adjourned. - GROUP D, AXHOLIVIE,GAINSSIO NOU GE , GOOLE, YORE, MIDLAND .TuN C AND NORTH=ON. The Committee re-assembled this morning, L or d S omers in the chair, when, after some discussion, the examination of Mr. Birkenshawe, the engineer , was continued. In the course of his evidence he admitted that th ere was an error of seven feet in the elevatpn of the line at Epworth. The inconvenience arising from this fact he prop ose d t o re medy by taking advantage of the section of the Railway Consolidation Acts, and making a deviation of five feet, and thus leave it at that point only two feet above the surface of the earth. On re-examination by Mr. Wrirrithunsr, the witness stated that this would be no more inconvenience than that which was suffered by the elevation of the public roads. Mr. Sergeant KINCLAKE then addressed the Committee on this point, and urged that under the provisions of the Standing Orders, and under the regulations of the Railways 0713491idativil Act, the could not parin. the Avon, surveying steamer, he is invalided. A mos sad accident has happened on boart, the Avon Messrs. Pennington and Winstanley, second Ina 3 Lea•' and assist ant-surveyors, were on shore surve ving h river, when they were attacked by the nativ, es and killed for the sake of the instruments. Cap 'Lain Denham is now left with only one assistant to'get t.mroug, h his werk. The Flying fish was at Lagos on the 28 th of April—all well on board. THE TRADE OF THE BLAB', K SEA. (From the Semaphore de Marseilles.) The treaty of Kainardji, concluded bqtweex Russia and Turkey towards the close of the last , century, opened to Europeans the navigation of the Black Sea, from which they had been excluded durin g upwards of three hundred years. Y ' the '2l st of July, 1774, the prohibition to enter the Bosph ors was raised, and our vessels were at last permittet, to penetrate into that sea which no European had nay gated since the expulsion of the Genoese, who remaint‘ masters until the 15th century of the principal harboura, of the Crimea. The Empress Catherine 11. cast her eyes with com placency on a country which, after six consecutive campaigns, had been at last united to her extensive do minions, and she resolved to found on its shores a number of commercial and military establishments. One of the largest rivers of Russia, the Dnieper, empties itself into the Black Sea ; her attention was directed to it, and, in 1778, General Hannibal laid, by her orders, the foundation of the town of Kherson. In 1783, a French man, who was recompensed by the grant of letters of nobility, established there the first commercial house, and undertook to supply the arsenal of Toulon with the flax and timber which descended the Dniept.'n ion The partition of Poland gave a n ew di rect : to the commercial ideas of Catherine 11. She perce;ved the necessity of possessing more to the westward, ( .:n the coast of the Black Sea, a harbour for the exportatioel of the agricultural productions of the palatinates of Brush, vrs Podolia, Wolhynia, and other provinces recently incos - - porated with the Russian empire. She accordingly determined on the foundation of Odessa, which took place in 1796. The fault committed at Kherson, the development of which was arrested by the exigencies of the Russian system of Customs, was avoided at. Odessa by the Emperor Alexander. In 1803 that prince reduced by one fourth the import and export duties established by the general tariff in all the harbours of the Black Sea. In is7o4 he decreed the opening at Odessa of an entrepOt for goods imported by sea, the introduction of which was mitted in Russia, and where they were permitted to re.. main during eighteen months without having any Cus tom duties or storrage, until they should be sold, and on the point of being forwarded to the interior of the em pire. This favour was the more important, as the duties being considerable, the merchants in order to satisfy the demand must have parted with a large portion of their capital. By an ukase of the same year (March 5), it was pro vided that all foreign goods the importation of which was permitted at Odessa, and those transported thither from other towns of Russia, should be allowed to pass in transitu, free of all charge, for Molclalia and Walla chia, through the Custom-offices of Mohilew and Dou bassaa; for Austria, through that of Radzilow; for Russia, through that of Kezinslcy; and that foreign goods sent to Odessa by those four Custom•offices should enjoy a free transit by sea. Those liberal institutions, dictated by an eminently enlightened spirit, contributed greatly to the prosperity of Odessa, which soon attracted the atten tion of the commercial world. Odessa became, under the wise administration of the Duke de Richelieu, one of the most flourishing cities of Eastern Europe. At the same time that a Frenchman could justly claim the honour of being the real founder of that city, another Frenchman. M. d'Anthoine, of Marseilles, directed by his example and writings the attention of his countrymen to the im portance of the extensive trade of which that city was becoming the centre. Agriculture, throughout Europe, having suffered during the wars of the empire, Odessa was the granary of the countries where scarcity pre vailed. _ _ . But the spirit of wisdom which bad produced that state of prosperity di , l not long preside over the councils of Russia. Beguiled by the fortune of Odessa, she sacri ficed it to a deiire to increase the receipts of her cus toms. She imprudently adopted the prohibitive s ystem, the consequences of which are ever fatal, and lab, - mred with as much ardour to destroy the commercial p ros• perity of Southern Russia as she bad displayed to create it. In 1822, when it was least expected, a.n, ukase suppressed the freedom of the harbour of.. Odcssa, and compelled the merchants to pay import du ties on all the goods in the stores. Such a cry of alarm, however, was raised, that the Emperor Alexander re stored the freedom, but not to the extent it was origi nally enjoyed. The goods, on importation, were sub jected to pay one-fifth of the duty required in other Russian harbours, and on their removal to the interior the four other fifths. The limits of the free harbour were also considerably curtailed; two lines of customs were formed, one round the harbour, and the othei:' round the city. Those lines still exist to the present day. Many other deplorable blows were levelled at the com merce of Odessa. The freedom of the Caucasian provinces was suddenly withdrawn, and the merchants of Western Asia, who were beginning to visit Odessa, on their way to the great fairs of Germany, proceeded thither by another route. England, ever ready to avail herself of circumstances. took advantage of the faults of Russia, opened commercial relations with Trebizonle and her merchants, stopping at no sacrifice, formed there an immense entrepOt, whence they soon exported the productions of their manufac tures to all the provinces of Asia. The trade of Tre bizonde now exceeds 50,000,000 f. (2,000,0000, and it communicates with Constantinople by two regular lines of steam-packets. The agricultural importance of Southern Russia is such, that if the Government wished sincerely to adopt a course of reform, it would soon restore matters to their former footing, and give a new impulse to a trade which was paralysed by insane measures. In Southern Russia everything concurs in rendering the productions of the soil as cheap as possible, so that they can everywhere victoriously compete with those of other countries. The land is extremely fertile, labour costs very little, and the price of cattle is low. The means of communication unfortunately have hem! totally neglected, for which reason the price of corn, to.r from diminishing, constantly increases, and the merchants abstain from purchasing any, except in times of scarciti• The wheat received at Odessa from Keshia, Wolhynia'e Podolia, and Bessarabia, is conveyed thither in chariots drawn by oxen. These journeys are long, for the convoys cannot travel more than twenty miles per day; and they are expensive, for the carriage of a chet wert, or two hectolitres, of wheat costs from four to six roubles. Moreover, this mode of conveyance can only be used from the month of May to the month of Septem ber, owing to the bad state of the roads during the seven other months of the year. It results from this circum stance that wheat, however cheap it may be in the above provinces, sells at Odessa at a comparatively high rate. and foreign speculators do not derive from that trade s. sufficient profit to compensate them for the length of tiva voyage to the Black Sea, the outlay of capital, and the enormous expenses occasioned by the quarantines to which several of those productions are liable. It being difficult, on account of the nature of the soil and the want of stones, to establish solid roads through that part of Russia, the Government should devote itself to the improvement of the navigation of the rivers Pruth, Dniester, and Dnieper. Unfortunately, nothing in Russia is properly followed up, and the works under taken to facilitate the navigation of these rivers have hitherto proved unavailable. The price of corn, for all these reasons, has constantly increased. In 1841 the merchants were only able to offer the captains 24 francs per load for Marseilles, and it is with difficulty the latter can realise a trifling profit when they receive four. Southern Russia is now threatened, in the Black Ses, by a competition, becoming daily more formidable. Thanks to the freedom and privileges they have de rived fro n, t h h a e ve trenaittl:years the made e ubian immenseprincipa lities i of the Adrianop le, last ten pro gress. Galatz and Ibraila now ship a considerable quantity of grain to foreign countries, and, notvrithstand irg the difficulty of ascending the Danube, the captains prefer repairing to those harbours, on account of the facilities afforded by their administration, and the com mercial resources offered to importation. In 1539 Mar eilles purchased at Galatz and Ibraila upwards of 4,000 hectolitres of wheat, whilst the quantity supplied by Odessa did not exceed 8,000. The trade of Southern Russia is consequently very far from prospering. In 1839, the most productive ye ar, the customs duties produced in all only 0,215,426. roubles. The different harbours, situate along an ex tent of coast of upwards of 400 leagues, and the three on an average, only from. imported about one-third 4 1 land o d o C O3 u o s ( t ) Custom-offices , m t 0 - 0 5 fti 5 c7 0 , 00 exported, d of that sum ; whilst the single harbour of Trebizondl sends annually to the different adjoining countries up ' wards of 50,000,000 worth of English manufactures. In noticing the faults into which the Russian Govern ment has fallen by following the fatal inspirations of the Minister of Finance, Caul:6n, we merely deiired" to give an additional proof of the dangerous results arising to a great empire from the adoption of ON prohibitive system, which invariably drains the sources of industry, which it professes to render more abundant. BOARD OF ADMIRALTY.—The following additional appointments have been made :—Vice-Admiral Sir William Parker, Rear-Admiral Deans Dundas, Captain the Hon. r. Berkeley, Captain Lord Jehn Ilay, the Hon. Win. Cowper ANECDOTE OF IBRAHIM DACHA AT MANCHESTER.—' An amusing incident occurred when the Pacha was visiting a glass manufactory in Manchester. In the centre of one of the squares of the building stands a pump. Bound this had congregated some twenty or thirty of the boys, some with bowls, others with tin cans or jugs. Amid this group suddenly came the Pacha. Astonishment seized the whole of the juuiors, and was heightened by his taking from one of them a jug, filling it with water from the pump, and draining its contents to the very bottom; his example was followed by his suite. Ibrahim Pacha is a Mahomedan, and, as such, will not indulge in the use of wine. It is needless to say, that the vessel from which they drank speedily rose in value—could not be had at any money, and has been canonised as a relic under the title of " Ibrahim Paella's jug." OPERATION OF THE NEW CORN BILL.—The new Corn-law Repeal Bill came into operation on Monday, and since then about 75,000 quarters of wheat, 4,000 quarters of oats, 3,000 (palters of barley, and 1,800 quarters of beans have been taken out of bond. This is a greater quantity of these descriptions of grain than was released in hull for a period of twelve months. Yet there is no panic in our Corn market, nor are any fears entertained that prices will fall much lower than they are at present. The market is dull, but the causes of the dulness are not to be sought in any superabundance of foreign corn. The best qualities of wheat continue to maintain former Advertiser. WEST INDIA. PINE APPLES. Yesterday there ass a sale of 5,000 pine apples in Monument-yard, which realised more moderate prices than those sold at the earliest part of the season, and such as to place the luxury within the means of moderate purchasers. They arrived generally :I very good Wllditi9l], ill the Sabots, from New Fivvidesc sat the srs• we in- nd se- ere by (in, 310 1 ! 7 r ;ith lb 1 e illy, be 30 ivs o r Of. -- . -A