The Sun. — London, England, 1846-04-03 00:00:00

RAILWAY COMMITTEES. (YESTERDAY.) HOUSE OF LORDS. The Committee met at eleyen o'...eek, and resumed the hearing of wridence in the case o Jibe WATERFORD AND TRAMORE LINE. The lino is eight miles in length, capital 94,0001., termini Waterford and Tremors. The ease for the promoters was opened by Mr. AleZander, who, in the course of his observations, detailed the facilities which the line presented, and further added that on the required capital of 90,011191., 10 per cent. had already been paid up. HOUSE OF COMMONS. GROUP ♦III. This Committee re-assembled at the usual hour this morning iY the Court of Queen's Bench ; present, Mr. B. Hawes (in the chair), Mr. Entwisle, Colonel Paget, Captain Vyse, and Mr. B. Hope. NORTH BRITISH (HAIVICIL BRANCH). The preamble was declared to be proved, and the Committee then proceeded to consider the clauses. On clause six being read, Mr. PATON, on behalf of the inhabitants of Kelso, submitted a obtuse which would compel the promoters of the Bill to construct a station not near, but in the centre of that town, which, as he laid, would afford the inhabitants considerable convenience. Mr. Sergeant BELLasis submitted that Mr. Paton had no locus stanch, inasmuch as the Company did not contemplate interfering with the property of his clients. _ . . - - - Mr. PATON contended that he had, and that theirproperty would be materially affected by the Company. Atter a lengthy discussion, the Committee decided that the petition could not be entertained. The clause was then passed, but the Committee decided that the engineer should publicly state what sort of accommodation the pro moters contemplated giving to the inhabitants of Kelso. _ _ Mr. Miller, the engineer, accordingly stated thttithere had been very considerable difficulty about the station to be formed in the neighbourhood of Kelso, and that it had been eventually decided to form one within halt' a mile of the town, and it was further in tended, if possible, to extend the branch into the centre of Kelso in little more than twelve months hence. If the Berwick and Kelso Railway Company had agreed with this Company to construct a bridge over the Tweed, the station of the Kelso branch would have been made in the first instance at Kelso ; he had, however, no doubt that negotiations would be shortly entered into between the two Companies to effect the desired object. This Company included in their schedule quite sufficient land to make a more convenient sta tion than they intended to make at present. All the clauses being passed, Mr. PATON, on behalf of the trustees of the road uniting the village of St. Boswell with Kelso, submitted a clause which entitled them to compensation. The liabilities which they lay under at present in respect of the making of that road was 2,9501., upon which interest was due to parties who had advanced them the money. The clause which he submitted would leave the settlement of the amount of compensation to the arbitration of the sheriff of the county. In support of the trustees' claim Mr. PATON called Mr. Robert Currie, who deposed that he was well acquainted with the west branch of the Kelso Union turnpike-road. The annual average income on that road was 3221., the annual expen titure being 306/. Ss. 10d., which included interest on the total debt, 2,9501. The road was parallel with the Kelso branch of this Com pany, and it would, no doubt, he rendered almost useless to the trustees. . Cross-examined by Mr. Sergeant BELLASIS—Was not aware that the trustees were personally r, sponsible for more than 4001. Mr. Sergeant BELLasis then objected to the clause and contended that as there was no personal responsibility involved in the case, the trustees were not entitled to compensation. The matter would, net doubt, be settled by a compromise, but the truetees at any rate had no right to compel the Company to give them any amount by way of compensation. Mr. PATON replied—The trustees had come forward to make the road in question for the benefit of their countrymen, not merely for the purpose of speculating; and he hoped that the Committee would make a distinction between the case of his clients and of those who were mere speculators in such matters. The Committee negatived the clause. Two other clauses, which were submitted by the same Learned Gaitleman for the purpose of compelling the Company to compensate the same tnistees in respect of their north and south roads, were also negatived. The Bill was then passed. The Committee then proceeded with the Enxivnlynall AND PEEBLES. Mr. HOPE opened the case on behalf of the promoters, and in doing so stated that in the district of Peebles there was water power of up wards of 3,000 horse power, which gave employment to 500 people, and that the construction of a railway there would of course developo the traffic very considerably. At present the district through which this line would pass was almost exclu sively agricultural, and the farmers were in a great measure deprived of lime, coals, &c. The present price of coals there was between 17s. 6d. and 1/. per ton, but if this line were formed the price would be reduced to 6s. per ton. The same remark would apply to lime. The farmers would also have better opportunities of importing artificial manures from Leith. There was also a considerable quantity of freestone in that district, and if this railway were con structed the result no doubt wonld be the erection of several villas, as the country was very picturesque. The line would also afford ac commodation to the paper manufacturers of Esk. The quantity of paper manufactured there annually amounted to 350,0001., the duty alone beingso,oool. The Company also proposed throwing off branches to Rosslyn and Rosswade, where the traffic was considerable. There would also be a branch to Gilmourton Greenlaw and .the neighbour hood, where there were extensive coal mines. If this line were per mitted to be made, some 100,000 people would have the benefit of railway accommodation. This line would join the Edinburgh and Hawick, which would give the most valuable access to Edinburgh which could possibly be devised. They would also, by that junction, have an excellent communication with Glas gow and the East Coast Railways, as well as the Aberdeen, &c. This brought him to speak of the Hawick line. The Hawick Company were quite willing to enter into an amalgamation with this Company, which, if it were permitted by the Legislature, would be most advantageous to the public and the two Companies. It would be found, from the evidence of the engineer, that the proposed line was the very best that could be formed for the purpose of connecting Peebles and the district with Edinburgh, and although the gradients were difficult, they were such as were sanctioned by the Legislature in the case of the Hawick line last year. The esti mated cost was 317,0001. Mr. Parr, the constructor of the traffic tables, estimated the gross revenue of the line at 22,4601., which, after deducting one-third for working expenses, would give 4 X per cent. on the estimated cost of 317,0001. Mr. David Stephenson, engineer on theline, described its character. Its length was 21 miles. The steepest gradient lin 40, and the nar rowest curve was a quarter of a mile. Captain Moorson considered the line to be well laid out. It was impossible to avoid the decline proposed by the promoters. The deepes. gradient, one in forty-five, could be conveniently used with locomotive engines, such as were used on the Manchester and Leeds, and several other lines. Six-wheeled engines were at this moment traversing similar curves to that on the proposed line at 40 miles per hour. He believed that it would be found that no more accidents occurred on curved than on straight lines, although the theory was the reverse. The engines could be worked better on this than on the Manchester and Leeds line. There would be eight trains daily, four each way. To Mr. ENTwisix —This line would be a remunerating adjunct to the North British Company, but he could not say that it would be yery valuable to them. Mr. Hors said that he was prepared to submit further engineering evidence, if necessary. The Committee deCided that they had heard sufficient evidence of that description. . . . . Mr. William Somerville, jun., paper manufacturer in the neigh bourhood of Esk, then deposed that there were several . paper and other manufactories in that district, the annual value of the paper manufacture being 272,000/. Me believed that about one-twelfth of the white paper used in Great Britain was manufac tured in *at district. The manufacture had to be carted to Edin burgh, &c. If the projected line were formed, and the Company united with the Hawich and other companies, there would be a direct communication with Edinburgh. By the CHAIRMAN—Was not a shareholder in this Company, nor did he know the value of the shares, but he believed that the project was a fair one. Messrs. Chambers and other paper manufacturers were the principal shareholders. The shares had Rot been allotted to the North British Company. The Secretary stated that, of the shareholders, there was a vast number who were locally interested in the - - line, but he could not state the precise portion. He had no means of knowing how often the shares had changed hands. There had been no meeting for the purpose of giving the shareholders an opportunity of expressing their opinion of the project. Mr. Cowan stated that he and several other paper manufacturers In the district of Esk had projected the line for the purpose of ob taining a better communication with Edinburgh, &c. The share holders' respectability was beyond all question. It was not a specu lative project. To the CHAIRMAN—I am not a director of the Company. I con sider it a most desirable undertaking. If the line is not sanc tioned my decided opinion is that we shall in a few years be obliged to transfer our manufactories to some other district where the means of communication with the principal towns of Scotland and England are better. I have increased the number of my shares lately, but I am not prepared to say tkat I have done so merely because of the guarantee offered by the North British Company. The Kent paper-manufacturers, who till lately had not the same advantages as those of Esk, can now, in conse quence of the railway accommodation furnished to that district, suc cessfully compete with us. Mr. Wm. Stuart corroborated the above evidence, and also stated that the district of Peebles was sadly deficient in coals and lime, which were of the greatest consequence to the farmers.Of Peebles. To Mr. ENTwIsLE —I firmly believe that this is a fair commercial scheme, projected by commercial men. I believe that the landed proprietors in the district are decidedly in favour of the line. Sir Graham 3lcntgornery gave similar evidence, Was now, and had been since the commencement, a shareholder in this project. This ended the evidence. The room was then cleared. On our re-admission, The CHAIRMAN said, the Committee have passed the preamble Of the Bill, and will proceed with the clauses to-morrow at twelve. The Committee then adjourned. GROUP IX. l i s •! EST Or SCOTLAND JUNCTION. The r .2ommittee met to-day at the usual hour, Lord Worsley in the hair, when the further evidence in support of this line of rail tir.ty was resumed. Mr. Smith, superintendent of the steam-boat company at Fleet wood, deposed as to the great advantage the filling up of the gap at Glasgow would confer on all traffic passing from Lancashire to the east of Scotland. Wherever gaps interfered with continuos traffic the greatest disadvantages were found to exist. This was found to be the case at Leeds and Manchester, but since these gaps had been filled up traders had found the greatest benefit without the public suf fering the least inconvenience. Mr. Eadie, civil engineer, examined by Sir THOMAS PHILLIPS, said his experience of laying down railways was very considerable. He knew all the railways in the Glasgow district, both those made and propesed to be made. He knew of no plan that would so well till up the gap of the lines south and north. The round about line talked of by means of the Dundyvan branch of the Caledonian would be a very Inconvenient line, as it would be five miles in length, have to pass over several crowded mineral lines, while It would virtually cut Oft' all connexion with the nort-west of Scotland. The effect of r - ch a junction would be t o p l ace Gl asgow on a branch instead of mai n e 't line. Cross-examined by Mr. Foarrrn, ibr the Caledonian scheme— There was no line at present by which the people of Ayrshire could go to Edinburgh, without going through Glasgow ; though he knew there was a project to effect a junction of that kind, he did not think such a project would be successful, from the engineering diffi culties that presented themselves, which Were much greater than those in the Edinburge and Glasgow line. The rival junction was on the south side of the Clyde, through the Clydesdale Junction, and tha Wilsontown and Coltness lines, but though the distance might be the same, the gradients on the latter were much heavier than those on the Edinburgh and Glasgow line. 'Time would there fore be gained by the latter railway. Mr. Hawkshaw, civil engineer, deposed briefly to the advantages of the proposed junction. It was important to concentrate traffic as much as possible at central points. He thought it a good and Effectual scheme. Any line on the south side, and only touching the city, would not do away with the necessity for a connexion through Glasgow. Cross-examined by Mr. FoesrYn—lf the connexion with Edin burgh proposed from the south side was a mile shorter It would be a mile better. He did not attach much importance to the gradients of the Wilsontovvn and Coltness line. They could be easily worked. Mr. M`Gutile, valuer and builder in Glasgow, deposed as to the value of the land along the line. If the ono line was constructed the value would be 75,9C01. ; and if the alterna tive line WP taken the amount would be 66,0001., or 9,0001. less. lie Iraly.tia'..iie property with Mr. Lindsey and Mr. Bell. Messrs. Bell and Lindsey deposed briefly that they concurred With the previous witness as to the valuation. Mr. Gibh, builder, was examined respecting the present Glasgow bridge. He built it, along with his father, about ten years ago. The foundation was of good hard sand, and would easily admit of the construction of such a viaduct as the West of Scotland Junction Proposed. Cross-examined —If the west of Scotland viaduct drove a founda tion lower than that of the present bridge, there would be some danger to the latter, but by driving piles and by the construction of Coffer-dams the danger as fares possible would he obviated. This closed the case for the Bill, with the addition of the evidence of Mr. Lyons, respecting the foundations of the bridge, which was put in from the minutes of the Committee who sat en this scheme last Year, those minutes having been referred by the Standing Orders Committee to the present one. Mr. Sergeant BELLasis said the opposition were arranging a com bined ease, to save the time of the Committee, and therefore would not be ready to proceed till next morning. After some conversation, it was arranged that, under the cireum stances, it would be best to go on with the opposition of the Glasgow and Greenock Company, as landholders, to the West of Scotland Junction, that being the only case ready to proceed. Mr. Talbot and Mr. Forsyth appeared for th e pet i tioners Mr. Locke„_ civil engineer, examin e d junc tion would go through the Bridge-streeti station,deposed that the coal and coke shed, besides dest roy i ng a e and take down their portion of the goods station. The junction would also take the mineral traffic over their branch to the Polloc and Govan, in fact, destroy it. The cross-examination of this .witnessenet . ted .e. it that the small branch on to the Polloc and Govan Railwa y , june w ti ta n n i was said would ; o but he be destroyed, would be supplied by the com plained that the arrangements for the mineral traffic ° goods w .t. t a d t t be more imperfect, on account of the connexion at the severe gr i adi . e n nt e ; existing brancli-was on a sharp curve, and has a and, in point df‘engineering, any of the proposed e e nnexions were better. _ _ Mr. Erritigton, civil engineer, followed to the same effect. Re had laid down the Glasgow and Greenock line. It had cost about 800,000 t., and had, since the opening, conveyed four millions of persons without an accident. If the West of Scotland Junction was formed, it wonattestroy the best part of their passenger station, take • down their engine, coal, and coke sheds, and join with their rails in a most inconvenient manner. It would also take away part of the goods station. At the close of the examination of this witness, the Committe ad journed till to-morrow at half-past eleven o'clock. GROUP XII. GLASGOW AND WZST OP SCOTLAND DISTRICT. The Committee sat to-day at the usual hour, Mr. V. Smith chairman. GLASGOW, PAISLEY, AND GREZNOCK (NURSTON AND BRIDGE OP WEIR BRANCH). Mr. Robert Stephenson, civil engineer, knew the country to be traversed by the lines, and he had seen the plans and sections. The line at present existing—the Greenock line—was a first-rate railway as respected gradients ; whereas the one proposed by the Ayr Com pany was a most unfavourable one. He thought that coals could be taken from Johnstone to Greenock and Port Glasgow, round by Pais ley, at a cheaper rate than by the so-called Ayrshire Improvement. The station at Port Glasgow was most objectionable, on account of the long descending gradient of 1 in 75, and the very short level at the bottom. By Mr. PirznAmicit—The curve on this line was much better than the one on the Eastern Counties. Mr. Andrew Brown, manufacturer at Linwood, thought the pro posed line would facilitate trade in the district. He codsidered it su perior to the blue (or Ayr extension) line. The witness was cross-examined by Mr. Hope on minute points, whieh fully established the equality, if not the superiority, of the Ayr over the Greenock extensions. Mr. William Hardie gave similar traffic evidence. The CHAIR/JAN suggested that this was but a repetition of evidence they had had on former days, but the witness was allowed to pro ceed. . . . . . The general impression in the district was, that the red line would not be made, because the traffic between Johnstone and :Pert Glas gow could not possibly pay the cost of construction. He knew , the country, and quite coincided in this opinion. Cross-examined by Sir T. Pilluars—He knew that many of the gentlemen of the country were in favour of the red line. He did not think that they would deceive the public. Mr. Malloch, manfacturer, Johnstone—He employed 400 hands, and 29,000 spindles were at work. The markets for the mills were Glasgow and Paisley. He knew the lines, and he thought the blue line would best serve the wants of the district. They had many fa vourite watering places on the coast, he might mention Gourock, Helmsburgh, Dunoon, Rothesay, and Largs, and the line would be useful in carrying persons there, The witness gave evidence similar to that which had been given by the other witnesses. Mr. George Stirling Napier, Mr. James Allure, Mr. John William son, Mr. M'Clintock, and Mr. Robertson, all preferred the blue line, as giving greater advantages to the distriet. Mr. Davidson, C.E., had prepared the plans and estimates of the blue line. The steepest gradient on the main line was I in 100, and on the branch lin 92. The witness was not examined as to the es timates in detail, these having been given in former evidence. Mr. Buchanan, goods manager of the Greenock Railway, did not think that the Ayrshire trade would ever increase to Greenock or Port Glasgow, the great markets for Ayrshire being Glasgow and Paisley. The counsel on either side consented to prefer their right of ad dressing the Committee. The Committee then retired, and on their return, The CHAIRMAN announced ' that the Committee found that that part of the preamble of the first Bill (the Ayrshire, Bridge of Weir, and Port Glasgow Junction), which referred to the line between Johnstone and Bridge of Weir, with the small branch to Kilbarchan was proved, and they decided that the Glasgow, Paisley, and Greenock Branches, to Houston and Bridge of Weir, was not proved. The Committee then adjourned. GROUP XIV. 3017TH-EASTERN. This Committee met to-day at twelve o'clock, present Mr. Prothe roe, chairman, Lord Evelyn, General Lygon, Mr. J. O'Connell, and Mr. Grogan. Mr. AnsTIN resumed the examination of Mr. George Bidder, who stated that the South-Eastern line joins the Ashford and Canterbury line at Chilham. The country between Canterbury and Dover is a difficult country for railway operation, and the works on both lines are necessarily heavy. There are two ridges to cross. After passing the second ridge both lines get into the same valley. There is no other course. On the South-Eastern line, the aggregate amount of tunnelling is 2,796 yards in length, and on Mr. Vignoles's line the total amount of tunnelling is 2,760 yards, being a difference of 36 yards in his favour. On the South-Eastern line there are to be two stations, one for general purposes and the other for local traffic. The South-Eastern Company's station will join with the Dover terminus of the existing line from London to Dover. Such a junction will afford many facilities and conveniences to both lines. A pilot-engine should always be kept at the terminus, to go forward in case of any emergency arising. Such emergency would be most likely to arise on the existing heavy gradients between Dover and Canterbury. In case of the junction of the two stations, the expense of maintaining two separate pilot-engines would be avoided and many advantages would be gained. The Deal branch, aS proposed by Mr. Vignoles, is a good line; but the traffic of Deal would not support the lime. The length of the branch is seventeen miles. The cost of the branch would be about 200,0001., exclusive of stations, and various other incidental expenses. The entire cost of the South-Eastern line would be 2,600,0001., and the cost of the North Kent would be 3,200,0001., but the South-Eastern would have to raise 3-50,0001. more for the Graves end and Rochester branch, still leaving a balance of 250,0001. in favour of the South-Eastern line. The Parliamentary estimate of the North Kent is only 3,000,0001., but witness believes that it will cost 200,0001. more. The South-Eastern scheme, if in connexion with the existing lines would afford travelling accommodation from .Maid stone to all parts of the county without any change of carriage. The North Kent line is to be an independent company, and is to be worked on a plan of its own. The South-Eastern Company will have less station outlay at Canterbury, Dover, and Deal. Mr. Vig notes proposes to work the traffic by quarter-hour trains to Wool wich, half-hour trains to Chatham, and one-hour trains to Do Ter. There arc also to be two independent quarter-hour trains to Woolwich, not going beyond Woolwich. One independent half-hour train to Chatham, also stopping there, and that train will accom modate one of the quarter-hour trains to Woolwich, and also one in dependent hourly train to Dover, which will accommodate both the Chatham and Woolwich trains. Suck an arrangement would not be a difficult one, but would occasion considerable inconvenience and delay to the public and to the traffic. The through traffic of the South-Eastern from Dover would be carried up from Chatham by the southern loop, taking up at Chatham the passengers to London from the Sheerness branch, and transferring to the Sheerness train there the local passengers for conveyance to Woolwich by the northern loop. The adoption of the system proposed would cause difficulty at Dartford by the clashing of the through and local traffic. The express trains would take precedence of the local traffic trains at Chatham and Stroud. The superiority of the levels of the South-Eastern at the London end would compensate for their inferiorny at the Canterbury end. The relative merits of the two schemes being taken into consideration, witness is decidedly of opi nion that the South-Eastern scheme is preferable. The CHAIRMAN here stated, for the convenience of all parties con cerned, that on Thursday next the Committee would adjourn until the Tuesday week following. The Committee then adjourned. Group XIX. The Committee assembled this moring at the usual hour. Present, Lord Harry Vane, chairman ; the Earl of March, the Hon. Francis Scott, Mr. David Morris, and Mr. Phillip Bennett. The consideration of the case of the BRIDGEWATEN AND innwEssax) NATL.. 11P.ELY J 1.111) PXIMIL. This Bill was also opposed by the trustees of Lord Egremont and the occupiers of lands there, and by Sir John Treveylyan and others. Mr. Thomas Collins was the first witness called and examined— Had resided at Minehead for the last fifty years. Was captain and owner of a packet trading between Bristol and Minehead. Con siders Minehead offers more advantages to the shipping and mercan tile interest which no other port in the Bristol Channel is capable of affording : the proposed Pier allowing a vessel to discharge at all times of the tide, and the safe and secure anchorage off Green-alley, there being never less than eight or nine fathoms of water, he thought were sufficient Inducements that that port should be selected. This witness was examined at some length respecting the depth of water, shoals, and soundings, existing in the Bristol Channel. Mr. Parker was then called, who stated that he was commander of a steamer running between Cork and Bristol. Had followed that oc cupation for the last twenty-two years. Considers the navigation of the Bristol Channel dangerous, but principally existed above Mine head. Was of opinion, that by the formation of this pier, it would prove of great advantage to the trade carried on with Ireland and other places. Mr. Conway and Mr. Adams, merchants, residing in and carrying on their business in Cork, were then examined. Their evidence showed the trade existing between this country and Ireland, more especially regarding the trade at present subsisting between Bristol and Cork. Mr. Conway stated that, during the last year, the number of pigs shipped from Cork for Bristol was 67,853 ; black cattle, 4,300 ; sheep, 7,600 ; bacon and butter, 2,000 tons ; and salmon, 520. The latter was quite a new article of export, and, he believed, greatly in demand in the English market. They were favourable to the pre sent scheme, as it shortened the distance of water transit, so much desired in the conveyance of live stock. several other witnesses were then called, who all gave their evi dence In favour of the proposed scheme, among whom was Col. Lutrell, the line going through six miles of his brother's property, and passing close to Dunster Castle, his retkience. The Committee adjourned, shortly L e f ore f our 0 o'clock to-morrow. 'clock, until twelve Group XX. The Comniltiee met at twelve o'clock ; present, Mr. Sotheron, Lord 11. lientinck, Sir R. Pigot, Mr. Ross, and Mr. Tancred. SIJITTIZAVESTERN (MITCHAM BRANCH) Mr. O'MaLLET proceeded to call additional eTide.nce, but was stopped by the Committee. The CHAIRMAN intimated that in the opinion of the Committee, it was unnecessary fbr Mr. O'Malley to proceed with the evidence, for unless he could prove something very different from what he had opened in his address to the Committee, they thought the case of the promoters of the line did not involve such an amount of public necessity as to sanction their recommending Parliament to pass a Bill for the project for this session. Mr. O'MALLay said the I,Pomoters were not anxious to press the project if tht3 were assured that the other Company would construct the competing branch. But as they believed the Company had no bona fide intention further than excluding any other Company from the district, Mr. O'Malley begged that the Committee would pass his own Bill, with a proviso that the line should not be constructed if the other Company proceeded with theirs with proper diligence, and within a reason able time, say one year. 111 r. O'Malley noticed the case of the city of Norwich, which had been deprived of a railway for seven or eight years, by a course which a clause, inch as he sug gested should be introduced into his own Bill, or into that of the other line, was meant to prevent. The Cusiamax said they could not bind the other Company, but a general Bill would probably be brought into Parliament, having that for it object ; however, they could not pass the Mitcham Bill. It was accordingly withdrawn. _ _ Mr. 3fILLER raid the Brighton Company would certainly proceed with the branch and with the construction of a west-end station, convlttad that nothing so much as that would tend to develop their traffic. LONDON AND BRIGHTON (W.ANDSV7ORTH BRANCH). The preamble of the Bill was declared proved, And ths iereral clauses were read and passed. The committee adjourned till after Easter. GROUP XXI.' LONDON AND OZPORD. The Committee re -assembled this morning at the usual hour present, Mr. Finch (chairman), Mr. Wodehonse, and Mr. Lawson. ENGINEERING EVIDENCE. Mr. WELLS proceeded to cross-examine Mr. Addison, the engineer to the line, in the absence of Mr. Talbot—We have the London clay at the back of Uxbridge. The slopes proposed to be made in this clay are one to one and a half ; 33 feet would be formation level. On the London and Birmingham line, between Harrow and London, there are slopes of two to one. The chalk strata begins en the other side of Uxbridge, near Stoke-common. The tunnel at llorsenden Wood, which will be 407 yards in length, will pass through this chalk. The Uxbridge tunnel will pass through gravel. There are no other lines out of London, except the Croydon line, with as _bad gra dients as those of the London and Oxford, because the country is ex tremely difficult. Never saw an assisting engine used on the steep gradient on the Croydon line ; has seen on engine draw twelve car riages up it. An assisting engine was used, but it was abandoned. some time ago. The Great Western is a very Rat line between London and Didcot, and the Oxford branch has very fair gradients. Up to Stoke, from the jdnction, the slopes would be 134 to 1 ; from Stoke up to 81ed10w,34 to 1 ; the embankments up to Stoke 1 to 134. There are to be 63 bridges. He had adopted surplus cuttings, in order to supply the necessary embankments. Mr. Stephenson's name was originally in the prospectus as the engineer of the line, which was issued before the decision of the Committee on the broad gauge lines last year, and contemplated a line west of Oxford to Hereford. He believed he had some differences with the Managing Committee, and that he withdrew from the line, but he approved of the sections. Two to 1 would be a sufficient and safe slope in the London clay. The cuttings In chalk are If. to 1. Mr. Addison examined by Mr. Tatauyr—They might avoid the house of Mr. Neale at Wycombe, if necessary, without exceeding their line of deviation, but they could not be less than 100 yards from the house. In this case they would run almost on a level. Unless they were to deviate they would intersect his carriage road. If they made these deviations they should cross the Amersham road, which was steep, close to Wycombe, on a level. He considered that they might obtain equal speed to that on the London and Brighton Railway, with moderate loads. They should not carry such heavy loads as the Great Western, on account of the diversity of gauge and the difference in the weight of carriages. An empty broad gauge and a full narrow gauge carriage weighed the same. On the Man chester and Leeds, which was a succession of bad gradients from end to end, as great speed as on the London and Birmingham or Great s h , e p p a r r o u p property r t b y y of cutting Sir John and Dashwo e w n as ham obt f a or in a e b d o . nt U t r w om om ed ile t Western Railways ; d that no part of the embankment could be embankment. The extreme depth of the cuttings was fifty-two feet. He believed seen house (which was situated on the other turnpike road, about three-quarters of a mile fromsome portion of the line was within half a mile) on account of the tree s. The line passed through the property of ef g, ithin 150 yards of his Colonel Spiller, fo ur miles west ent of 30 feet Uxbrid to e 3 w 5 feet high. Lady Wen dsiisdtae of the the distant, although house, and on an emb man's property at run was about five miles, but t h e Theme, miles altogether. The longest h was crossed in several places, about foe . , the agricultura l P line would only interfere with ortion of her pro . perty. Was engineer to Leicestersh ire and Warwickshire ; pro j ects, which had been handed over to other companies. He w - 4.4 a small shareholder in the Warwickshire project. He declined to say whe ther he had tried to sell shares in the London and Oxford. Estimated Cost.—Construction, 739,87519 land, at Is. Per yard t throughout, 100,6001.—tot a l, 840,4731, The following are the chief items:—Stations, 22,2181.; bridges, 78,6151. ; level crossings, 13,0001. ; permanent way per mile, 6,0041/. ; fencing, 4s. per yard; contingencies, 101. per cent. ; ballast, 10s. per yard ; rails, 121. a ton. ; chains, 12s. per yard ; viaducts, 75/. yer yard ; tunnels, 42,7051. The expense of the stations depended con siderably on the approaches. The stations at Reading and at Derby would each have cost as much as the sum named. None of the ori ginal subscribers had complained that the line was not to be extended beyond Oxford; none of the committee had " bolted." By Mr. CALVERT—On the proposed IVycembe branch of the Great Western Railway there was a gradient of 1 in 73 for a mile and a quarter, which crossed three public roads on a level at its foot. On the Worcester and Porthdynailen, of which Mr. Brunel was the engineer, there was a gradient of lin 63. On the proposed Chelten ham and Worcester there was a gradient of 1 in 50 for five miles. Mr. Rastrick, C.E. to the London and Brighton Railway, investi gated the whole of the proposed line and the plans, and considered that it was pretty well selected. The works would not involve any engineering difficulties. The estimates are sufficient for their con struction. Stations are first made with the view to the con struction of others of a permanent character. The gradients, as in strict conformity with the natere of the Company and its requirements. Advised Mr. Addison about the slopes. There must always be some inconvenience where branch lines exist on account of the necessary delays to prevent accidents, and, there fore, he considered that Oxford would be benefited by the proposed line. Considers that the trains from Oxford might ran to Euston square without any interruption at the Twyford junction, because the trains would not have to be hooked on to others. By Mr. TALBOT—Went over the line in about twelve hours, which was quite sufficient for him to form an opinion on Its merits. The Committee then adjourned. GROUP XXV. The Select Committee appointed to consider the merits of the Bills comprised in this group re-assembled at one o'clock this afternoon, in the Westminster Sessions-house, Mr. Monckton MiMos in the chair. STOUR VALIANT. The business of the day was commenced with the examina tion of Mr. Peter Brough, the engineer of the line. Ile had made repeated surveys for a line of railway in the district of the Stour Valley, and he considered this was the best line that could possibly be laid out. He had taken in that part of the Eastern Counties line between Colchester and Monketay, because it would be exceediegly expensive to make another line in that portion of the district ; indeed, he was of opinion that a direct line from Colchester to Sudbury would never prove remunerative, so large an outlay would such an undertaking involve. The Hythe branch commenced at the Eastern Union line, and ran down to the quays in the port of Colchester. It stopped at the commencement of the quays, because there was a Bill now before Parliament for im proving the port, but when those improvements were effected the lino could be easily extended. The severest gradient on the proposed line was 1 in 90, between Mawkstay and Sudbury for about two miles. On this gradient there was a bridge crossing the Celne, but neither the gradient nor the bridge would interfere with the working of the line. The line entered Sudbury and Halstead on the level. His esti mate for the line was 250,0001. The line would be single, hut the estimate was sufficient to include culverts, viaducts and bridges for a double line, should it ultimately be found necessary. The witness was cross-examined by Mr. Jamas on behalf of several landholders who objected to the line. The distance between Colches ter and Sudbury by this line would be 17 miles. The distance from Bewers to Colchester was about 7 miles, and from Bewers to Sudbury 5 miles, making the distance, as the crow flies, from Sudbury to Colchester about 12 miles. His difficult works were between Hewers and Markstay. His embankments and cuttings would be only for a single line. The whole expense of earth work for the single line would be 66,8211. ss. 934 d., and tbe expense of the same work for a double line would be about one-third more. In answer to a question from Mr. DuNcA.w, the witness stated that the probable cost of the line, bad It been double, would have been 314,000 t., or thereabouts. Captain Moorsorn had also examined the line, and considered It the best the character of the district could afford. A more direct line might be got between Sudbury and Colchester, but it would not afford so much public accommodation as the present. The Member for Colchester (Sir 11. Smith), the Mayor of Col chester, and other witnesses from the neighbourhood, gave some general evidence in favour of the line, and the case for the promoters closed. _ _ _ . _ _ _ _ - - Mr. JAmss then addressed the Commitree on behalf of the oppos ing landholders who resided in the neighbourhood of Sudbury, and producing one of the original prospectuses issued by the Company, read one of its paragraphs, in which it was stated that the object of the Company was to effect a direct route between Sudbury and Lon don, and upon the faith of that statement the people of Sudbury had been induced to subscribe their money towards the undertaking. That object, however, was now abandoned, and the parties now relied upon getting their line for local purposes. Well then, he would show that this was ,not the best line that could be procured for local purposes. He would show the Committee that there was a shorter, a better, and an easier line, which would run from Sudbury to Bewers, and from Bewers direct along the valley of the Colne, and shortening the communica tion by four miles to Colchester, without diverting the traffic and touching upon the Eastern Counties, or the Eastern Union line. Mr. Braithwaite, the engineer and originator of the principal eastern counties projects, proved that there was a better and shorter, by three miles and three quarters, and a more easy line, between Bewers and Colchester than the one now proposed. The earth works over his line would be very much lighter than Mr. Brough's, and of course cheaper. His evidence was corroborated by two of his assistants. The Committee re-called Mr. Brough, and asked him if he ever examined the country between Bewers and Colchester. lie re plied that he had ; but the expensive nature of a line running in that direction had induced him to take the other route. Mr. MILLER replied. After which the Court was cleared and the Committee, after a short consultation, decided that the preamble of the Bill was proved. This closed the labours of the Committee. GROUP XXIX. The Committee to whom the consideration of the merits of the different lines comprised in this group were referred re-assembled this morning at the usual hour; present, the Right lion. 11. La bouchere (Chairman), Sir W. Molesworth, Sir J. Duckworth, Mr. John A. Smith, and Col. Rawdon. RUGBY AND STABIFORD RAILWAY. The evidence on the part of the promoters of this project was re sumed, and as the Committee had yesterday expressed themselves satisfied with the sufficiency of the evidence which had been brought before them, as to traffic and the accomm-dation required by the country through which the line would pass, the engineering evi dence was gone into this morning, and the first witness called was Mr. Charles Liddell, who was engineer for the line, deposed to the general course of the railway, and that It would be a complete and integral line between the London and Birmingham Railway at Ru gUy, and the Syston and Peterborough Railway near Stamford. That there were no peculiar engineering difficulties—that there would be one tunnel of 440 yards in length which would not be diffi cult of construction, as the strata through which it would run was indurated blue clay tending to shales—that the steepest gradient on the line was 1 in 148, and the sharpest curve three furlongs, which occurs at the junction with the London and Birmingham Railway, at Rugby. The length of the proposed line was 34 miles and 7 fur longs—there were no branches—that a number of highways would be c-ossed on the level, the general reason of which was stated to be, the greater inconvenience that would arise to the public from carry ing the roads by bridges over that line, which, from the level nature of the country, would occasion an ascent and descent in crossing such bridges—and that tke traffic on many of these roads was so small that the convenience of a level crossing would be scarcely felt. The following was the expense of the different works required : Excavations, 114,0091. ; tunnels, 26,4901. ; fencing, 14,9711. ; bridges and level crossing for turnpike and public roads, 29,1371.; for occu pation roads, 17,0001. ; river bridges, 14,320/. ; culverts and common drainage, 9,537/. ; stations, 35,0001. ; permanent way, 187,0001. ; purchase of land, severance, and building, 99,345/. ; Parliamentary and contingent expenses about 10 per cent., or 55,2811., making a total of 600,005/. The estimated expense of maintaining the railway was about 10,0001. a year, inclusive of the cost of working, but en tirely depending on the amount of traffic. There were of owners 33 assents, embracing 11 miles 6 furlongs, 47 dissents, 10 miles 6 fur longs ; neuters, 1 mile 2 furlongs. Of lessees, there was I assent and I dissent ; of occupiers, there were 53 assents, 198 dissents ; and neuters, 6. This witness was cross-examined by Mr. noon, on 1 ehalf of Mr. Marshall, a landowner on the line, as to the length of railway com munication constructed by and under the control of the Leaden and Birmingham Railway Company, when he was interrupted by the CHAIRMAN, who asked what was tke object of the present line of examination ? Mr. noon explained that he wished to show that the present project militated against the report of the Amalgamation Com mittee, and was an attempt by the London and Birmingham Com pany to obtain a new main line in the direction of the northeast. The Learned Counsel then proceeded to continue the:eross•examina tion as to the different communications to Wisbeach and the East to be effected by the present line, when he was again interrupted. Counsel then confined himself in his cross-examination to the injury which would be sustained by Mr. Marshall in consequence of the in terference of the line with certain ornamental property belonging to him. Witness denied that there was any refusal to give Mr. Marshall information as to the line, or that if any was refused by the parties employed by witness, the refusal was not by his orders. He laid out the line by direction of Mr. Stephenson. Mr. DE Jax, on behalf of Mrs. Jane West and Sophia Mary West, also cross-examined witness as to the injury his clients would sustain by the line passing elose to their mansion-house. Mr. C. P. Berkely, a land valuer, was then examined as to the value of the land. The valuation was estimated at 99,3451. Mr. FLooD then addressed the Committee at great length on the injury which Mr. Marshall, his client, would sustain. He contended that the proposed line formed part of a chain of communication east and west, and referred to the superior advantages that the Rugby and Huntingdon line presented as a means of such communi cation. He called upon the Committee, though the latter line was not then before them, not to lose sight of its objects. Mr. HILDTAILD here intimated that the promoters had Just settled the differences between them and Mrs. Jane and Mary Sophia West, and the only matter therefore remaining for the consideration of the Committee would be the case of Mr. Marshall. Mr. Squirrel], eland valuer, was then examined by Mr. Flood in proof of the allegation of Mr. Marshall's petition. Mr. Gibbs, the engineer of the Rugby and Huntingdon line, was called to prove that a better line might be selected, by which the pro perty of Mr. Marshall would be avoided. This closed the case on hehaif of the opposition. Mr. HILDYABD briefly replied. The room was then cleared for the deliberation of the Committee. On our re-admission, The CHAIRMAN announced the decision of the Committee—" That the preamble of the Rugby and Stamford Railway was proved, but that the Committee would not report it to the House till they had heard the case of the Rugby and Huntingdon Railway." . . .. ..... - . Mr. Sergeant WRANGHAM, who had made an application before the room was cleared that the Committee would postpone their decision on this line till the case of the Rugby and Huntingdon was heard, proceeded to open the case of the RUGBY AND RITNTINGDON, He went into lengthened details to prove the great advantage which would result in opening out increased facilities for the conveyance of the eastern, northern. and midland traffic. At the conclusion of the Learned Counsel's speech. the Committee adjourned till to-morrow. Bub-Committee No. 1. The Committee met at 12 o'clock, in Room No. 7. Present Mr. Strutt (chairman), Mr. Beckett, Mr. Cavendish, and Mr. Clive, and disposed Ilrst of the Cambridge Improvement Bill, which affects rail ways in an important manner, by a provision that goods carried into Cambridge by railways, should not be subject to the local tolls. Upon this clause the Bill was opposed by the trustees for turnpike and other tolls, on this account, and by the commissioners of paving, cleansing, &c., who are interested in certain tolls. On one of the allegations the Committee decided that in the case of tolls, as of other property, the standing orders required that notice should be served on the trustees. The further consideration of the Bill was then postponed till to morrow. The Committee then proceeded with the EDINBURGH AND HAMILTON DIRECT. The object of the Bill is expressed in the title. The length of the line is twenty miles. The engineer is Mr. Miller. The agents for the Bill are Messrs. Dean, Dunlop, and Hope, and Mr. M`George, of Edinburgh, the solicitor. The formal evidence having been gone through, Mr. LAIN appeared in support of petitions from the Duke of Hamilton and other landed proprietors. IMPORTANT TO PROMOTERS 07 BILLS. The agent for the Bill stated to the Committee that several ma terial witnesses were absent, and he, therefore, applied for a post ponement of the case on that account. The CHAIRMAN said that it was the duty of the promoters to have their witnesses in attendance, and, therefore, the Committee could not consent to the postponement. They would accordingly report that the standing orders hai not been complied with, and the promoters might make what statement they pleased to the Standing Orders' Committee up-stairs. But the Sub-Committee was determined, that whenever witnesses were not ready when a Bill was called on, the report should be that the standing orders were not complied with. Subsequently, however, the witnesses arrived, the formal proofs were proceeded with, and the Committee adjourned at four o'clock. Sub-Committee No. 2. The Committee met at twelve o'clock, in Room No. 6 —Sir J. Yards Buller (chairman), Mr. Yorke, and Mr. Kemble. LONDON AND BINIVIINGNAIV/ (ST. ALDAN'S AND LUTON EXTENSION). After some further evidence the Committee agreed to report that in some particulars the standing orders had not been complied with. HULL AND I.Y JUNCTION. The object of this Bill is to connect Barnesly by railroad with the Hull and Selby line. The formal evidence was gone through. Sub-Committee No. 3. This Committee met to-day at twelve o'clock, in Room No. 8, Mr. Stuart (in the absence of Mr. Aglionby) in the chair, and resumed the consideration of the petition against the Nouroza (TNETrORD AND N.ZEDNAM E.wrszrasore). Mr. Ashdown, civil engineer, was examined to show that there were discrepancies in the plans and sections, and other evidence in corroboration was given. Sub-Committee No. 4, This Committee met at twelve o'clock, when there were present, Sir W. Heathcote (chairman), Mr. Legh, and Mr. Aclaiad. OLDHAM, MANCHESTER, LIVERPOOL, AND BIRKENHEAD. This was an unopposed Bill, and was passed, on the usual formal proofs being given. :EAD and HOLYHEAD XIINCTZON, The object of this Bill is to form a junction between Birkenhead Port and the Holyhead Railway. The estimated cost is 250,000/. The agent for the Bill is Mr. Wyatt, and Mr. Thomas appeared for the opponents. The engineers are Messrs. Gandle and Brunton. The formal evidence heying Peen putin: Mr. THOMAS presented a petition against the 13111, on the ground of imperfect notices. WHITER AVEN AND FURNESS. This Bill was again called on, and after some discussion on points of no public interest, the decision was given on the two reserved points, on the first of which, that as to the rivers Clake and Levan, it was decided that the allegations were not proved, these not being navigable rivers, but only estuaries, and on the second it was decided that the standing orders were not complied with, as in the Bill the line was represented as crossing certain roads upon arches, while in the cress sections it crossed them upon a level, which was impossible. NORTH GRAVESEND. The object of this Bill is to connect the Stratford and Thames Railway and the Eastern Counties Railway with the River Thames, at Tilbury, opposite Gravesend. The length of the proposed line is eighteen miles, and the estimate 250,0001., of which 188,0001. have been subscribed. The engineers are Mr. Bidder and Mr. Phipps, the Parliamentary agents Messrs. Burke and Co. This Bill was unopposed, but the formal evidence not being com plete, the case stood over. BIRKENHEAD AND HOLYHEAD JUNCTION. The evidence in support of the petitions against the Bill was not concluded when the Committee rose, at four o'clock. Sub-Committee No. 5 This Committee met — ;t the usual hour; Mr. Home Drummond in the chair. Present also, Mr. Forbes M`Kenzie, Mr. T. Egerton, and Mr. Hope Johnstone. LONDON, SALISBURY, AND YEOVIL JUNC TION (SALISBURY TO YEOVIL.) This Bill, which was opposed by several petitions, was called on, and, the formal evidence having been given, it was ne cessary to adjourn the further consideration of the Bill as the plans had been mislaid at the Private Bill-office, and the alle gations of the petitions against the Bill could not be entered into without them. 3ir. VENARLES, who appeared for the opponents, asked if the agent for the Hill could not come to some arrangement, and so save the time of the Committee ? Mr WEBSTBA-1 decline the kind offer of my friend. The case was accordingly adjourned till to-morrow. NORTHAMPTON, BANBURY, AND OREL- TENHAIVI. The object of this Bill is expressed in the title. The length of the inc is 523 ii miles. The estimated cost, 1,150,000/. The engineer, A. E. Scott. The formal evidence was given. retitions were presented against the Bill with the usuel allegations against the plans, sections, and notices, and the consideration of the allegations occupied the remainder of the day. Sub-Committee No. 6. This Committee met at twelve precisely ; Captain Jones in the chair. The other Members present were Lord Ebrington and Mr. Paekington. ExorNsustcar, LEITH, AND GRANTON EX- TENSION AND BRANCHES, This is a Bill to form an extension from the existing Edinburgh, Leith, and Granton Railway, to Trinity Chain Pier, with branches to Tolbooth Wynd and Bonnington. The total length is between two and three miles, and the cost is estimated at 75,0001. Mr. Granger is the engineer, and Mr. Webster appeared as agent for the promoters of the Bill. This was an unopposed case, and on the usual formal proofs being given, the standing ordcro yvvre declared complied SHEFFIELD, ASHTON-UNDER-LYNE, AND MANCHESTER (WHALEY BRIDGE AND HAYFIELD BRANCHES.) This is a Bill t• make branches from the existing Sheffield, Ashton, and Whym Railway to Whaley Bridge and Hayfield ; the total length will be about 15 miles, and the estimate is 400,000/. ; Mr. A. S. Jee is the engineer, and Messrs. Make and Co. the agents, which being unopposed, the standing orders were declared to have been com plied with. MANCHESTER AND BURY ATMOSPHERIC. The object of the Bill is to make an atmospheric railway from Bury to Manchester. The length of the line 7% miles ; the esti mated cast 180,0001. The engineer, Mr. J. D. A. Samuda ; the agent, Mr. James Coppock ; the solicitors, Messrs. Sale, Worthing ton, and Shipman. The formal evidence was gone through. The evidence in support of the allegations against the Bill occupied the Committee till its rising. STANDING ORDERS' COMMITTEES. HOUSE OF LORDS. The Committee did. not meet till somewhat after tke usual time. The Earl of Shaftesbury in the chair, THE BELFAST AND COUNTY DOWN RAILWAY. This Bill came before the Committee In the form of a second re ference, in order to show that the promoters of the Bill had paid up the second five. per cent. in the shape of deposits upon the whole capital, thus making the required lodgment of ten per cent. in the hands of the Accountant-General. The certificate having been produced and proved, the Committee decided that the standing orders had been complied with. - COMMITTEE ON MERITS. NEWRY, ARMAGH, AND LONDONDERRY RAILWAY. In this cafe, the usual proofs having been gone through, The Committee decided that the Bill had been passed, and that they would report it to the House, when it would be set down for a third reading. The Committee adjourned at five o'clock. PARLIAMENTARY BUSINESS. (From the Votes and Proceedings of the House of Commons. EDNILSDAY, APRIL 1. The following Petitions for Railway Bills were reported, and the Bills ordered to be brought in by the undernamed Hon. Members : West Cornwall—Sir C. Lemon and Sir R. Vyvyan. East of Fife—Mr. E. Ellice and Sir J. Hope. Buckinghamshire (Oxford and Bletchley Junction)—Mr. 'rower, Mr. Langston, and Colonel Hall. South Staffordshire Junction Railway with Branches (No. I)—Viscount Newport and Mr. E. Buller. South Staffordshire Junction (Bilston and Priestfield Branch —No. 2)—Viscount Newport and Mr. E. Buller. South Staffordshire Junction (Showhill and Portobello Branch—No. 3)—Viscount Newport and Mr. E. Buller. South Staffordshire Junction (Willenhall and Bloxwich Branch—No. 4)—Viscount Newport and Mr. E. Buller. RAILWAY BILLS CLASSIFICATION COMMITTEE. The Tenth Report of this Committee was brought up, and read, as follows : Your Committee having taken evidence on the objects of the Chard Canal, and the Bridgwater and Taunton Canal, Railway, and harbour Bills, find that, as these Bills now stand, they do not come within any of the three Classes of Amalgamation Bills referred to in their Ninth Report; they therefore recommend that the Resolution of the house of the 26th March, ordering their suspension, be rescinded, and that they be placed in Group No. 19. Report to lie on the table, and to be printed. STANDING ORDERS COMMITTEE. The following Resolutions were reported from the above Committee :- 1. That in the case of the Railway Guarantee Corporation petition, the standing orders ought not to be dispensed with. 2. That in the ca ::e of the South Staffordshire Junction Railway with Branches (No. 1) petition, the standing orders ought to be dispensed with .—That the parties be permitted to proceed with their Bill. 3. That, in the case of the South Staffordshire Junction Railway (No. 2—Bilston and Priestfield Branch) petition, the standing orders ought to be dispensed with :—That the parties be permitted to iroceed with their Bill. 4. That, in the case of the South Staffordshire Junction Railway (No. 3—Skowhill and Portobello Branch) petition, the standing orders ought to be dispensed with ..—That the parties be permitted to proceed with their Bill. 5. That, in the case of the South Staffordshire Junction Railway (No. 4—Willenhall and Blozwich Branch) petition, the standing orders ought to be dispensed with :—That the parties be permitted to proceed with their Bill. 6. That, in the case of the Macclesfield and Lichfield Rail way (No. '2) petition, for leave to present a petition for a Bill, the sessional order ought not to be dispensed with. 7. That, in the case of the South Union or Manchester Potteries and London Railway petition, the standing orders ought not to be dispensed with. 8. That, in the case of the London and South-Western Railway (Salisbury Junction) petition, the standing orders ought not to be dispensed with. Second, third, fourth, and fifth Resolutions agreed to.— Report to lie on the table. NOTICES OF MOTIONS FOR THURSDAY, APRIL 2. Sir Robert Peel,—That the thanks of this House be given to Major-General Sir Henry George Smith, Knight Com mander of the Most Honourable Military Order of the Bath, for his skilful and meritorious conduct, when in command of the British troops employed against a large portion of the Seikh army, of greatly superior numbers; and for the signal valour and judgment displayed by him in the battle of the 28th of January, when the enemy's force was totally de feated, and new lustre added to the reputation of the British arms. That the thanks of this House be given to the several officers, European and native, under the command of Sir Henry Smith, for the distinguished services rendered by them at the battle of Aliwal. That this House doth highly approve of and commend the intrepidity and exemplary discipline displayed by the non-commissioned officers and private soldiers, European and native, on the 28th of January, in their attack on the enemy's position, by which the Seikhs were completely routed, and driven in confusion across the Sutlej, with the loss of all their artillery and military equipment ; and that the same be signified to them by the commanders of the several corps, who are desired to thank them for their gallant behaviour. That, in requesting the Governor-General of India to com municate these resolutions to the several officers referred to therein, this House desires to acknowledge the zeal and judgment evinced by the Right Hon. Lieut.-General Sir Henry llardinge, Knight Grand Cross of the Order of the Bath, Governor-General of India ; and also by General Sir Hugh Gough, Bart., Knight Grand Cross of the Order of the Bath, Commander-in-Chief of the Forces in India, in sup plying Major-General Sir Henry Smith with such reinforce ments and military means as enabled him, under Divine Pro vidence, to overcome all the obstacles thrown in his way by a brave and determined enemy. Sir Robert Peel,—That the thanks of this House be given to the Right. Hon. Lieut.-General Sir Henry Hardinge, Knight Grand Cross of the Most Hon. Military Order of the Bath, Governor-General of India, for the judgment, energy, and ability with which the resources of tke British Empire in India have been applied, in repelling the unjust and un provoked invasion of the British territory by the Seikh na tion ; and for the valour and indefatigable exertions which he displayed on the 10th of February, at the Battle of Sobraon, when by the blessing of Almighty God, which we desire most humbly to acknowledge, this hostile and treacherous inva sion was successfully defeated. That the thanks of this House be given to General Sir Hugh Gough, Baronet, Knight Grand Cross of the Most Honourable Military Order of the Bath, Commander-in- Chief of the Forces in India, for the signal ability and valour with which, upon the 10th of February, he directed and led the attack, when the enemy's entrenchments were stormed, their artillery captured, their army defeated and scattered, and the Punjaub laid open to the advance of our victorious troops. That the thanks of this House be given to Major-General Sir Henry George Smith, Knight Commander of the Most Honourable Military Order of the Bath, Major-General Walter Raleigh Gilbert, and Major-General Sir Joseph Thackwell, Knight Commander of the Most Honourable Military Order of the Bath ; and to the other officers, Euro pean and native, for the distinguished services rendered by them in the eminently successful operations at the battle of Sobraon. That this House doth highly approve of and commend the invincible intrepidity, perseverance, and steady discipline displayed by the non-commissioned officers and private sol diers, European and native, on the 10th of February, by which the glory of the British arms has been successfully maintained against a determined and greatly superior force; and that the same be signified to them by the commanders of the several corps, who are desired to thank them for their gallant behaviour. A BoY HUNG BY ACCIDENT.—Last Monday a boy named Noakes, 14 years of age, son of a farmer at Hellingly, met with his death under the following singular circumstances : —After being engaged during the day in ploughing with his father, he went into the loft for the purpose of getting some straw. Half an hour after wards the father, on going Into the stable, discovered the deceased sitting, as he thought, with his face towards the entrance door. He erotherthe father witnesses deposed having called out, " What, Jim, are you asleep ?" Rece iving no answer he went to the spot, w hen he ascertained that his s on was hanging, by an Sus d se s x e,,, when a l means of the lanthorn rope, to a beam, and quite dead. An inquest was held on Wednesday before F. H. Gell, Esq., c oroner for West e y e s i d en ce mentioned that t h e above, de ceased was in the habit of swinging by means of the la nthorn ro p e, putting his head through a loose n oose , and h o lding on likewise with his hands above his head, the ju r y re turned a verdict — " That de ceased accidentally hung himself." gifvacents IMPERIAL PARLIAMENT. HOUSE OF LORDS, April 2. Their Lordships assembled at Five o'clock. ROYAL COMMISSION. The Royal Assent was given by Commission to the Mutiny Bill, the Marine Mutiny Bill, the Chelsea Out- Pensioners' Bill, the Greenwich and Chelsea Out Pen sioners' Bill, the Dovvnpatrick Gas Bill, and the Ayles bury Poor-rate Assessment Bill. The Commissioners were the Lord Chancellor, the Duke of Buccleuch, and the Earl of Haddington. Mr. GREENE brought up several Bills to the bar of their Lordships' House, as having been passed by the House of Commons ; amongst them was one, giving power to the Great Western Railway Company to ex tend and amend the works of the said Railway. POOR-LAW IN IRELAND. Lord CLANCARTY presented petitions from Cork and other places, praying for certain amendments in the Irish poor-law, and expressing their satisfaction that the judicial officers of unions wero to be paid out of the Consolidated Fuud. VOTES OF THANKS TO THE INDIAN ARMY. The Earl of RIPON then rose. He said—My Lords, I flatter myself that you will pardon me if, in the course which I am about to take this evening, 1 do that which is not altogether conformable to the usual practice, and proceed to submit a motion to you of which I had not previously given notice. My Lords, I am sure that you will believe that I could have no de sire improperly to depart from those rules, and still less can you believe that in the proposition of which I have given no notice there was any notion on my part, or con ception on yours that the splendour of the achievements which I am about to bring under your notice, can by any possibility dim the original brightness of that glo rious achievement to which I had first referred. But I do think, my Lords, that on an occasion like the present, there is that intimate connexion between these victories —these successes themselves, and the honours which be long to them, which seems to render it a reasonable and a proper course that they should both be considered together, and that the very fact of your Lordships re cording your sense of them on the same day would show, not only to the people of India, but to the whole world, what your feeling is of the power and resources of this country, and how cordially you accord your thanks to those who develop them, in whatever part of the world they may be called on to act. I, there fore, did anticipate that if I took the course I am now about to pursue I should receive your Lord ships' indulgence. I will, first, then advert to that part of case for which the notice of motion had been given, I mean to the battle of Aliwal, and I am very sensible that it - will not- require any eloquence on my part to inspire your Lordships with those feelings which such a display of skill and courage on the part of our armies is of itself naturally calculated to excite. It is impossible that any description I could give would be so clear, so precise, or so intelligible as the description which has been given by the conqueror himself —a specimen of com position which would do honour to the most literary Member of your Lordships' House. I shall not therefore trouble myself to enter into a very deep detail of what has been already so eloquently described ; for, to all that read that dispatch, it would be quite unneces sary ; but I will advert to some of the circumstances which preceded that action, for the purpose of showing the consummate skill by which the operations of Sir Henry Smith have been conducted. Your Lordships will recollect that when it became necessary for our army to advance, the forces which we had at Loodianah were required to be withdrawn to join the combined force. The effect of this arrangement was to expose Loodianah to the attacks of the enemy, but the main object in bringing the army from Ferozeshah and Loodianah was to increase the force in order to strike the decided blow. No sooner did the enemy cross the Sutlej after the battles of the 21st and 22d of December, and it was deemed advisable to strengthen the force at Loodianah to meet the enemy's force, which were concentrating in that quarter. Yet still the position of our army in Loodianah was such as might cause extreme inconvenience to our troops, by enabling the enemy to adopt such means as would facilitate their attempts to cut off all communication with our forces, and therefore it became actually neces sary to take every measure to guard the reinforce ment, then on the road to Sir H. Smith, from any surprise, and to preserve from di vergence the heavy battering train which was also in its progress, and which was absolutely necessary to enable Sir H. Smith to carry on his future operations. It was, therefore, resolved upon to concentrate our forces at Loodianah, to carry out this project. Sir H. Smith was appointed to accomplish this movement, and by the 15th of January he had a very considerable force assembled at that fort, and was perfectly prepared against any sudden attack of the enemy. About this time a report was received at head quarters to the effect that a very large force of the enemy was assembling on the opposite side of Loodi anah, and that it was supposed he was about to intrench himself at the spot situate in a turn of the river, caused by a sudden divergence of the Sutlej. Now it was ne cessary to prevent this, and accordingly the 53d Regi ment was ordered to move forward in that direction. In the meantime Sir Henry Smith's division was ordered to attack a fort which lay on the right flank of our army, and which was of consi derable importance to us as regards our position with the Sutlej and Loodianah. His forces proceeded to at tack this fort, and it only required two or three shots to be fired in order to induce the inhabitants to surrender, and the result was, that a considerable property in grain and other articles fell into our hands. From thence tho army moved on to Loodianah, and there they were joined by the 53d and a considerable body of native troops, which were expected on the 23d January. In the meantime the enemy con tinued to increase his forces, and, therefore, it became necessary to increase Sir 11. Smith's forces also. In the meantime the enemy moved forward to a ford that lay half-way towards Loodianah. The road passed through several villages, and placed the enemy exactly in the line which Sir IL Smith's force would have to pass in their way to Loodianah. W hen they arrived at the ford their position was in a line parallel to that which the enemy was taking. Many men might have been tempted to avail themselves of such an opportunity of attacking the enemy, but Sir henry Smith was too wise for that. Instead of doing so, he made a deviation. He was not to be led away by the idea of making a successful attack from the instructions he had given him, and he accordingly took a circuitous route, in order to effect a connexion with the force at Loodi anah. He deviated 'to the right of the enemy's po sition in order to accomplish that object. The enemy had an excellent road for the progress of his troops while the course of Sir Henry Smith was through hardened sand. He moved onwards to his destination not in the least dismayed, though he was almost enveloped by the enemy, and effected the junc tion at Loodianah with a comparatively trifling loss of men from the shots of the enemy, and the loss of some bag gage. This was nothing compared with the grand object of concentrating the forces at Loodianah. Any of their Lordships, by referring to the map, would see the im portance of that movement as a necessary prelude to the events that were to follow. Arriving at Loodianah he was joined by the force under Brigadier Wheeler, who had but just come up. That officer, before moving on to Loodianah, had been told that an action had been fought on the 21st, in which the British troops were entirely successful, and he was about to change his operations, and stop in his course ; but hearing afterwards news of an entirely opposite tendency, he resolved to take a more circuitous route in order to avoid falling in with the enemy, and, in consequence, effected the junction with Sir. H. Smith. Thisj unction ren dered it impossible for the enemy to retire over the river. Oa the 26th Sir Henry Smith was joined by Major Wheeler, and he proceeded to the attack with a strong force, though considerably inferior to that of the enemy, which had been reinforced by the flower of their troops. His orders were to drive the enemy across the Sutlej, and he did it, executing a series of beautiful manoeuvres which ended in their utter discomfiture.— (Hear, hear.) He could not enter into a detail of the skilful manoeuvres in which his Gallant Friend had ar ranged the order of his march, and the provisions which he made for every possibility of an attack which could be made upon them, and the facility which his dispositions gave him for making the attack himself if required—they were beyond his panegyric. —(hear, hear). They were those which gave proof of the presiding spirit of a great master in the art of war.—(Hear, hear.) He manifested the utmost coolness and self-possession throughout the whole trying scene. When he came within a few yards of the enemy's position he halted, for the purpose of observing, with the eye of an experienced leader, what was the keystone of it ; and he found it in the little village of Aliwal ; and in forcing that position he out flanked the left wing and drove it back in confusion on the right. This was what he calculated upon, and gal lantly did he effect it.—(Hear, hear.) The success was most complete, the enemy were driven across the Sutlej. There was no doubt, no wavering, no resolution, no hesitation. 'fhey were attacked ; nothing could exceed the cool intrepidity with which the troops proceeded to the execution of their orders. They were most resolutely encountered—defeated and driven across the river with the consciousness of regret at having been engaged in such an ungracious cause. In this splendid achievement the conduct of all the troops was excel lent. In this conflict all were brave, determined, and success ful. It would be inviduous to make comparisons, for every portion of the army vied with each other—the cavalry with the infantry—the natives with the Europeans ; and it is one of the most gratifying:circumstances that the native troops, not only upheld their old renown, but absolutely held equal ground with the European troops in that portion of the field in which their e services were required. I am aware that your Lordships thosened not be informed of the spirit and the valour by troops have ever been distinguished, but cannot . help alluding tells of the reliance which to it in the present instance, as it may hereafter be placed on itsspirhit. for . the future service of the country. Your Lordships will recollect, according to Sir Henry Smith's aecount, that Briga dier Cureton's Cavalry were disposed on the right flank ; it consisted of her Majesty's 16th Lancers, the sth Native Cavalry, and the Governor-General's Body Guard, It was placed so as to make an efficient attack with the Ist Native Cavalry in reserve, so as to render the attack as com plete as possible. The General-in-Command, although the obstacles appeared to be insurmountable, addressed the men in these simple, but effective, words, " Now, my brave boys, charge, c harge that camp, and carry it." They did m a k e th e and the first salute that they met with was a volley of grape shot. They did charge—they went through it--they returned and drove out the enemy, and were completely successful, although with severe loss in the object they desired to take. He could not refrain from mentioning one instance of particu lar bravery to their Lordships. There was a young officer of the name of Ellis, a son of a Right Hon. Gentleman, who was engaged in that attack. He had not joined his regiment snore than a few months—had seen no warfare—certainly no service of anything like that. After cutting through the camp in the attack, he turned round and saw himself accompanied by only eight men, with a considerable body of the enemy before him. What did he do? Without hesitation he immediately charged the foe—the enemy unable to bear the force of his charge, opened to allow him to pass through, but cut down four of his eight men in the passage. But what was the result ? The enemy disheartened by such intrepidity ' had fled towards the river, and were entirely dispersed. I know that this had nothing to do with the ultimate success of the day, but I speak of it as an instance of the intrepidity by which the whole army was actuated, and of that fiery spirit with which the troops were impelled, and that thirst for glory which will always carry them on to success. It is with that ♦iew, therefore, that I have taken the liberty of adverting to 'it ; and your Lordships will feel that when there prevailed such a spirit of chivalry like that amongst the young and in experienced, it must have been greatly increased on the part of those whose mature years and knowledge of the science of war was brought to bear on resolute and determined men. The trophies of that day were all the cannon and the ammu nition that they had brought across the river, the stores of every kind that were accumulated in their camp; and the waves of the Sutlej carried down to the ford of Hurreeke and to the tete de pout that the Seikh army had erected, the bodies of those men who had at tempted to escape from the slaughter with which they were threatened, and the discomfiture which was about to overwhelm them. Not long after the fort of Phillonr, a place i of considerable strength on the opposite side of the Sutlej, was taken possession of. And now, my Lords, after these achieve ments, the time had arrived when the Governor-General and the Commander-in-Chief felt that their task was to be per formed. They had received a reinforcement, which they con sidered absolutely necessary, of heavy artillery, from Loodi anah. Then, with a just reliance on the character of the troops, and the skill of the officers acting under themselves, they felt that the time had arrived for driving the enemy across the Sutlej. Orders were immediately sent to Sir H. Smith to return, with a portion of the troops under his command, to the camp which he had recently left. I should be wasting your Lordships' time if I were to describe the battle ; it was described by those who had planned and won it. I should be but conveying a poor idea of the glorious battle, which was to us victorious, if I were to attempt a description, and I shall leave it to your Lordships to judge of the skill with which it was planned and the way in which it was carried out. All, from the Commander-in-Chief to the humblest soldier, deserve the thanks of your Lordships and the country. But, my Lords, there were heavy losses. Men of renown have fallen in this glorious victory, and we must, and cannot but, lament the fall of these great men. The Commander-in- Chief had covered himself with glory, and it was not till the dispatch of that General—it was not till the dispatch of Sir Hugh Gough—was published, that we were acquainted with the noble conduct of the Governor-General. He had fallen from his horse in the night and was severely injured. So de sirous, however, was he to take a part in these transactions, that he set out on horseback, and rode on to where the Commander-in-Chief was stationed. During the journey the accident happened. At the battle, however, which followed, his energies were not broken down in consequence. To those who know what a battle scene is, some idea may be formed of what were the feelings of the Governor-General when he was obliged to enter the field of battle in a carriage. When he ar rived there, however, the carriage was not his post. lie at once got on horseback, and for that purpose it was necessary that he should be lifted up and placed in his seat.—( Hear, hear, and cheers.) Not withstanding these unfavourable circum stances, there he was, inspiring by his presence, and power fully directing those services which had been so eloquently de scribed by the Commander in-Chief. When that action was over, he hastened with the utmost speed to the banks of the Sutlej, for the purpose of conducting the army over with the utmost possible speed. Accordirgly, the army was moved for ward, and two divisions of infantry, with some cavalry and artil lery, made the transit that night. The whole of the army fol lowed next day, and moved on in the direction of Lahore. The Seikhs' army had become so demoralised, and so com pletely broken up, by the discomfitures which they had already sustained, that during the remainder of the march of our army to a place within 16 miles of Lahore, not a single obstacle did they meet, nor was there the least appearance of an enemy. This transaction closed the accounts which we have received up to the period of the last dispatches. I forbear to notice the details which have been communicated relative to the terms which have been proposed to the enemy. They may involve political considerations to which, whatever feelings I may en tertain upon their policy or propriety, I do not mean at pre sent to refer. All that I wish to do is to call the attention of your Lordships to the consummate skill, energy, and bravery which distinguished all, from the Commander-in-Chief to the common private, who were engaged in those operations, and to ask you to bear your testimony to their gallant bearing.— ( Cheers. ) I am sure, my Lords, you will feel with me how much deep gratitude is due to every one of those generals for the triumphant manner in which they have discharged the re sponsible duty entreated to thrm—a responsibility which, let me tell those who du not know what the nature of fighting is, they may not be able to appreciate. But I could show you documents which would testify most amply to the energy and ability of the Commander-in-Chief. I could show you that even to the most trivial matter he left nothing whatever un done which prudence and caution could suggest, and that no contingency, however trifling and remote, was left unprovided for. Those documents, I contend for it, could find no parallel except in those of the great Napoleon, or of that still greater man to whom I am now pointing.—(Here the Duke of Wel lington rose, amidst loud cries of " Hear, hear.") Those great events show the valuable school in which Sir H. Har dinge learned the zrt of war, and which his clear understand ing so rapidly and vividly comprehended. It was in the same school also that Sir Hugh Gough learned fighting. While still a pupil he stood, no doubt, in a humbler sphere than he now holds—when engaged in the glorious battles of the Penin sula ' • but he there learned lessons of the greatest mas t e r that ever lived, and the event has proved, that he was a worthy pupil of that great master.—( Hear.) They have reaped mach of the glory of those engagements, but the greatest glory of all is still enjoyed by him, who, I thank God, stilllives in that enjoyment. (Cheers. ) I know that I am speaking in his presence, and therefore I beg his pardon, for I know I should not do it, but I am sure you will concur in the feeling which has dictated those expressions. My Lords, I will not further waste your time by dwelling longer upon this subject, and shall now conclude by reading the motion which I intend to submit for your Lord ships' approbation.—( here the Soble Lord read the motion, which will be found in our summary.) Lord AUCKLAND rose, in the absence of the Marquis of Lansdowne, to second the motion. He was sorry that his Noble Friend, who was so much better able to do justice to the motion than he (Lord Auckland) was, should be absent ; still, though absent in body, he was present in mind. Had he been here he would have supported the motion so well ad vanced by the Noble Earl opposite, in a much clearer and more effective manner than he (Lord Auckland) did. As it was; he seconded the motion of the Noble Earl in the absence of his Noble Friend, He felt a deep interest in the subject, but no expressions that he could employ , could do anything like stating the feelings of admiration that he felt, in common with the members of that House—an admiration which was felt not only by their Lordships, but throughout the whole country, respecting the wonderful success which had been achieved by the army of India.—( Hear.) He could not place it in a stronger and distincter light than the dispatches which had been placed in the hands of their Lordships, and in the clear and eloquent speech which had been made by the Noble Earl who had introduced the motion. From a few sentences in the dispatch of Sir H. Smith, they would see the discipline and skill which were manifested—in the face of provocation and danger—so as not to risk an attack till the proper time had arrived. They saw there how much more orderly was the field of battle than at the battle of Ferozashur. Here there was no advantage, but in the vast superiority of the enemy in numbers; and the victory was gained by the determined bra very and skill of the gallant troops against an enemy, who throughout did everthing they could to insure success.— (Cheers.) He was proud of that victory, and glad that he felt the satisfaction of knowing the gallant officer who had led the war to success—(Cheers) —one towards whom he had al ways felt the greatest regard and respect, and who, to his skill as a commander, had superadded the glory acquired from many a victorious and hard fought field.—(Loud cheers. ) To the latter battle he would only refer in the language of his Noble Friend, that it was a hardly contested battle, and he was gratified that one who had already rendered his country so many signal services, Sir H. Gough, was present there to add one new laurel to the wreath which he had already won. He would be glad to point out to the House one or two circum stances of minor importance. The force under Sir Henry Smith was directed only by a European commander, captain, and adjutant, every other officer in the corps was a native of India. He would also allude to the Shakawatee corps, led by a native, son of an European father, wh o did no t even h o ld a ive, the commission their army, yet who drilled a regiment of cavalry and a,:iller. , which took a chief part in the action.—( Hear,) ne Indian troops were arranged alongside the European forces, nd were described as contend ing with them for th e f ront ran;e::—( : had won a fair sh are i n th e pro fi ts o f :!le llear ' hear.) They victory, and they were entitled to their full meed of praise. con sisted of not m ore th an 640 , an d t h ey th e two battles That corps lost in to which he had re f erre d 140 men—yet at the e 2d the y were forward in the on s e t. He would call the attentio.: of the House to one other point, on which he was anxious to make one or two observations. He thought that after the battle of Ferozoshah, an opinion generally prevailed that the appoint ments of the Bengal Artillery were incomplete, and perhaps his Lordship might be aware that various discussions had taken place as to whether the calibre of their guns was not too light ; and, certainly, when opposed to the heavy artillery of the Seikh army, placed in entrenchment, they were not in their proper position, and success could not in every case be depended upon.—(Hear.) He, however, thought that the very lightness of that artillery was compensated for by the celerity of their movements ; and if any Noble Lord would take the trouble to refer to the dispatches of Sir H. Smith, he would see that artillery was ever in the front, that they were always in the pursuit, and that even they had followed the enemy across the river alter their defeat. Sir Henry Smith said, with reference to this artillery, that the guns and gunners, officers and men, might be equalled, but not excelled by any artillery in the world. He would not further detain their Lordships upon this subject, but he would, with their leave, make one remark upon the great events which had occurred, and to which their notice had been directed. Those events might be summed up in a few words. An attack was made upon their territory by an army better equipped, more nume rous, and, in his mind, better directed than any army with which the British army had to contend. The attack had taken the British army in some degree by surprise, and therefore their preparations were not altogether in so advanced a state as they could wish. Yet, in little more than the space of seven weeks, four fiercely contested battles had been fought, ts h four victories had been gained, the strength of army had been dispersed and anni hilated ; and t had been every appearance of d an g er, security had been sub stituted,overnmen was now as firmly secured and the British G as it had ever been. The Governor-Genera was in a condi tion to impose terms upon the enemy, but what those terms were, they, in England , were not y et in p ossession of. For himself he cordially . expressed his thanks to the brave men who had been engaged in those victories. These great successes u theybattles s I hadatmake e n hn t e e edba by the f h to h e ti eg c h i r Gt c , u o ee s tr t n a t h n o re c rG s ce u an n ae d sro e: l and the Commander-in-Chief however could not have been accomplished without a h eavy y e ° measures s ea s hoes ; and, deep hh l waslation som which e t b o a f t t t - were so prompt and energetic, that success was at once s ecure d ; they might otherwise have been engaged in a protracted war. They might have had to encounter, not the enemy alone, but the hot season, and the rains of India, and then they might have suffered a more heavy loss than had been occasioned by these successes. The Duke of WELLINGTON then rose and said—My Lords, I deeply lame n t th e a b sence o f the Noble Mar • spoke on the late discu ss i on on a similar whoq Marquis who subject, so eloquently applauded the conduct of those engaged have been happy to hear him support my Noble Friend in the motion to which he has called your attention. But, my Lords, I am consoled for the absence of the Noble Marquis by the statements so eloquently put forward by my Noble Friend on the other side. My Lords, I rejoice that the vote of your Lordships will be unanimous, thus corresponding with the uni versal feeling of satisfaction which prevails throughout the country on this subject. At the same time, although I cannot help alluding to these actions, I do not wish to enter particu larly into the details of the subject, but I do wish to remind your Lordships generally of the course of these events; and I must, therefore, call the facts to your minds. In doing so, I would wish to recal it to your Lordships' recollections that the Governor-General was particularly desirous to avoid giving cause of offence to the Seikh Government. He was very anxious to prevent any collision between that Go• vernment and the Powers placed in authority by the British Government on the frontier; and, in order to carry out that design, and remove any cause of offence, he had increased the strength of the barrier againt any breach of the peace against the British Government, on the north-western fron tier of these provinces. He was aware of the irregularity of their army, of the uneasiness which it gave to the Government, and his anxiety was consequently increased to restore discipline to its ranks. But he hoped, by giving no cause of collision , that he should be enabled to prevent any collision between the two powers ; to prevent, not only any hostility, but by that means to provide additional security to the north-western fron.. tier of our Indian possessions. With a view to that effect, he had strengthened the out posts of Ferozepore and Loodianah— he had also provided stores in the rear of Umballah. Under these circumstances the attack was made, on which my Noble Friend has expressed an opinion, as well as on the first operation. The second operation was that which my Noble Friend has just detailed to you. It was necessary to keep up a communication between Loodianah and Ferozepore. It was in consequence of the attempt to cover these two points, that the action of the 22d took place, and the enemy were obliged to retreat on the Sutlej. Dispositions were made to compel the enemy to cross that river, to enable the Commander-in-Chief to carry on the contest with a certainty of eventual success and honour. The troops were so stationed as to oblige the enemy to re treat, on bringing up the reserve from the rear in the middle of January. In all his attempts, the Governor-General ha . been completely successful, and the enemy had been compelle t to cress the Sutlej. It should be recollected that these place. are 250 miles distant from each other, and in the mean time the enemy had made a diversion towards Loodianah, and had burnt a catoon. Sir Henry Smith was sent with a detachment to Loodi ana h, t o d r i ve the enemy from the posi tion which they had taken. I must b eg your Lordsh i ps to keep in mind that Sir Henry Smith had three objects in view. One was to give security to the post of Loodianah, which had been already reinforced by Brigadier Godby ; another was to secure a communication with the rear of Loodianah, a post of peat importance, which now it was necessary, above all things, to keep open in communication with Ferozepore and Delhi in the rear. At Delhi the whole of the heavy siege train was placed ; and, in order to bring it up, it was necessary to pass, in the course of the march, within twenty or thirty miles of the enemy's camp, whilst the distance of Ferozepore and the main body of the army was not less than fifty miles. These were the objects to secure which Sir Henry Smith was detached from the army. He immediately directed his atten tion to secure these objects—in the first instance to relieve Brigadier Godby, who was stationed near that post before his arrival. One of the main difficulties, my Lords, in a warfare of this nature—and I can speak from experienc e , h av i ng served in that country—is the keeping open a communication in these parts, and in the conveyance of artillery, arising from the great number of light troops which attend upon the armies of the enemy. Under these circumstances, and in order to keep up the communication, Sir H. Smith was under the ne cessity of moving within reach of the entrenched camp formed by the enemy, in order to preserve his communication with the army. In doing so, he was attacked, and lost a small part of his baggage. 1 mention this, my Lords, because this is the only check, if check it can be called, which the troops have ex perienced. This loss of the baggage, of which so much has been said, was, after all, insignificant, and utterly, in fact, unavoidable. I will beg your Lordships to observe that not only had Sir H. Smith continued his march, but he also assisted General Wheeler. I have read the account of many a battle, but I have never read an account of any affair in which so much ability has been shown as in this battle. I have never read of any battle in which so much ability to command has been shown as in this glorious achievement by this great General. It was one in which the nicest movements were carried out, and the gallantry on the part of our officers and troops was never surpassed.—(Cheers.) I have no hesitation in saying that General Sir Henry Smith is an officer who is an honour to the service and an acquisition to his country.—(Cheers.) I quite concur with the Noble Eail who has preeeded me, with respect to the Bengal Artillery. Many reports to their dis advantage have gone abroad, but I am sure the vulgar preju dice which dictates such reports will not weigh with your Lordships.—( Hear, hear.) Look at them on this occasion— it is the most effective in the world—they are Englishmen like ourselves, and they will always show themselves like English men in the service of their country. I will refer once more to Sir Henry Smith. He fought a battle on the 29th, and be returned on the 7th of the next month, and another battle was fought on the 10th. At that time the plan was formed to take the enemy's entrenchments. Their position was not only strongly entrenched on one side, but on the left and right banks of the Sutlej they were strongly, I may say formidably, en trenched; so that when the left was carried, the army was exposed to attack from the right hand. Every arrangement was made to ensure the success of our plans. First the artil lery was brought to the ground and placed in such a position as in some degree to get the better of the enemy's entrench ments. Under the protection of these guns the attack was made, and the result was a glorious victory.—(Cheers.) It is impossible to read these accounts without seeing the gallantry of all our troops. But we must lament the fall of these brave officers and men, who have done honour to their country. Seeing, I say, my Lords, the gallantry, the energy, and the activity of our officers and troops—seeing that they have, in the short space of two months, passed this great river—a river that is one of the most difficult in the world to pass— and gained these great victories—l say, my Lords, that after having done so much in this short space of time, the army of India deserves the thanks of this country ; and it is with such feelings I most cordially second the vote of thanks proposed by the Noble Earl this evening.—( Cheers. ) Lord COLCHESTER said that there were others who were beyond the honour intended by the votes of the House that night. There were officers who had fallen in that battle who could not be included in those resolutions, but he hoped they would not be neglected by their Lordships. He alluded to Brigadiers Taylor and Dick, who had died in the service of their country, and who, by their gallantry covered themselves with glory.—( Cheers.) He hoped her Majesty's Ministers would recommend that similar honour should be paid to these brave officers. Lord STRAFFORD, who spoke in so low a tone as not to be heard distinctly, was understood to express his gratification on the splendid achievements of the British troops in India, and to fully concur in the honour about to be conferred by the votes of that evening. The Earl of RIPON, in answer to the Noble Lord (Col chester) said—her Majesty's Government would recommend that all posthumous honour should be shown to the gallant officers who had fallen.—( Cheers. ) The LORD CHANCELLOR then put both votes, and they were agreed to unanimously. THE NEW HOUSES OF PARLIAMENT. Viscount CANNING begged to move that a message be sent from their Lordships' House to the Commons, to com municate the opinion of their Lordships' Committee on the present condition of the new Houses of Parliament.—( Hear. ) IRISH RAILWAY BILLS. Lord REDESDALE gave notice that he would, to-mor • row, call the attention of the House to the reports submitted by Committees on several Irish Railway Bills. The House adjourned shortly after Seven o'clock. HOUSE OF COIIIIIIOIVS, April 2. The SPEAKER took the Chair at Four O'clock. Mr. GREENE moved that the Blackburn, Clitheroe, and North Western Junction Railway Bill, the Black burn, Darwen, and Bolton Railway Bill, the Hudders• field and Sheffield Junction Railway (Darfield Branch) Bill, and the Kinross Junction Railway Bill, be read a second time, according to the notice given at the Private Bill-office, although the breviates of such Bills respec• tively were, in consequence of the House not sitting on Tuesday, not laid on the table of the House until Wed nesday the Ist of April.—Agreed to. MAXIMUM TOLLS. Lord GRANVILLE SOMERSET moved the re newal of the order of the 24th day of April, relative to fixing the maximum rates of charges in all railway Bills. The Noble-Lord also moved tl.at the following clause be inserted in all railway Bills passing through this House :—" And be it further enacted, that nothing herein contained shall be deemed or construed to exempt the railway by this or the said recited Acts, authorised to be made from the provisions of any general Act re lating to such Bills, or of any general Act relating to rrilways, which may hereafter pass during this or any future session of Parliament, or from any future revision and alteration under the authority of Parliament, of the maximum rates of fares and charges authorised by this Act." The motions were severally agreed to. Sir J. Y. BULLER moved that leave be given to the Sub-Committee on petitions for Private Bills, in the case of the Ipswich, and Bury St. Edmund's Railway (Exten sion to Ely, and a branch therefrom) petiti o n f o r Bill referred to the said Committee On the 6th day of Feb ruary last, to proceed upon a copy of th e p e t it i on , Bill, and agent's declaration, the originals having been lost in the House. The motion was agreed to. SUNDERLAND DOCKS. Mr. H. HINDE postponed his motion on moving amendments of the third reading of the Sunderland Dock Bill. SECOND READINGS. The following Bills were read a second time, and ordered to be committed, viz. : Plymouth Great Western Docks (by order). Kinross Junction Railway (No. 1). Blackburn, Daewen, and Bolton Railway. Huddersfield and Sheffield Junction Railway (Darfield Branch). Blackburn, Clitheroe, and North Western Junction Railway. REPORTS. The following reports were brought up, the amend ments and alterations agreed to, and the Bills ordered to be engrossed, viz. : Royal Asylum of St. Anne's Society. Upwell-cum-Welney Rectory. Harwich and Eastern Counties Junction Railway and Pier. Glasgow, Kilmarnock, and Ardrossan Railway. Woodstock Roads (to be considered). Brighton and Chichester Railway (Bognor and Little hampton Branches) (to be considered). Midland Railway, Syston and Peterborough Railway (Deviations and Branches). Glasgow, Paisley, Kilmarnock, and Ayr Railway Amend ment and Branches (No. 3). THIRD READINGS. The following Bill were read a third time and passed. viz.:-- Sunderland Dock (Amendments to be proposed) Enfield Chase Road Bury Gas Great Western Railway Ellesmere and Chester Canal Capt. BERKELEY presented a petition, praying for an inquiry into the management of the Merchant Sew" men's Fund. Mr. C. LEGII presented a petition from certain ill' habitants of Chester complaining of frivolous objectionS being made to their votes. Also a petition from Cone ton, in favour of a Ten Hours' Bill. THE LIVERPOOL, MANCHESTER, AND NEW' CASTLE-UPON-TYNE JUNCTION RAILWAY. Mr. M. GIBSON presented a petition, signed by upwards of two hundred of the leading firms of Man' chester, in favour of this line of railway. Mr. W. PATTEN presented a petition in favour of the same scheme from the town of Liverpool, signet' by upwards of five hundred of the leading banked' merchants, and others of that place. Mr. C. WOOD presented a petition in favour of the Factory Bill. Mr. PALMER presented a petition from Berkshire' praying that a superannuation allowance be made t° poor-law officers. MESSAGE FROM THE LORDS. Sir A. CLIFFORD appeared, to summon the hous- t the bar of the House of Lords, to hear the royal asse t ' given by Commission to several Bills. The SPEAKER returned in about ten minutes e' n et i said that her Majesty had been most graciously p lea ' to give her assent to the Mutiny, Marine Milan'', an other Bills. _ . THE QUARANTINE LAWS. Dr. BOWRING gave notice that he would move tc) ; morrow for certain papers to show the absurdity o f the ° laws M . r. HUDSON gave notice that he should move, '9a an early day, that a clause be inserted in all maws!, 1V1A944 11 4 the registered aharehelders at Pi THE SUN, LONDON, FRIDAY MORNIN 3, 1646