The Sun. — London, England, 1845-03-17 00:00:00

We have been informed by parties whose authority is unquestionable, that it' the Commissioners had had before them in 1837, the pl ,ns and sections of a practicable coast line throughout, such as is now brought forward, their views would have been materially modified, and the result of their recommendations might have been very different. In addition, however, to this considcretion. there is enough in the circumstance of the Dublin and Drogheda lire being constructed and in successful operation, to alter completely the state of things under which the Commissioners made their report. It is manifest that the same cousideratiens of economy which induced the Commissioners to regard favourably the combination of an inland line, which then appeared to require the construction of the,fewest miles of railway, now weigh in favour of effecting the most important object, that of connecting Dublin with Belfast, I y a cantienation of the coast line, of which the first and most expensive portion of 33 miles from Dublin to Drog heir' is already constructed. The doubts respecting the existence of a sufficient amount of traffic to support the inland lints which pass by few considerable towns, and through a district - of less population, also derive addi tional strength from the fact which must now be assumed, of the exis7ence of a coast line competing with thorn for much of the through-traffic. The views alio so properly expressed by the' Commissioners of the importance of the results depeLding upon the first investments of capital in railway enterprise in Irehind preying remunerative, tell forcibly against the unnecessary adoption of any hoe which would have the effect of ruining or materially in juring the principal lin.' now in operation in Ireland, viz. the Dublin and Drogheda. Under these circumstances, it is evident that it would be a complete misapprehension of the arguments con tained in the report, awl of the comprehensive views of the Commissioners, to quote them as conclusive under an altered state of thing , , which to such a great extent mo difies their application. We thererore proceed to consider the different schemes ntw proposed for the extension of railway communica tion in the north and north-west of Ireland, with refer ence to the existing state of things, and to the circum stances under which they are now brought forward. The Commissioners' Report has established an im portant fact, which, in considering the several railway projects in Ireland, it is necessary to keep in view; and that is, pasaenger-traffic has hitherto converged towards Dublin, and goods traffic has drawn towards the nearest or most convenient seaport. With reference to the district through which the rail ways under consideration are intended to pass, the. Com missioners state that, " The population is most crowded and numerous in the counties of Armagh, Monaghan, and in part of the counties of Antrim and Down. " The northern portion (of the population of Ireland) are better lodged, clothed, and fed than the others; the wages of labour are higher, being on an average about one shilling per day : they are a frugal, industrious, and intelligent race, inhabiting a district for the most part inferior in natural fertility to the southern portion of Ireland, but cultivating it better, and paying higher rents in proportion to the quality of the land, notwithstanding the higher rate of wages."—(Second Ilepost of Railway Commissioners, Ireland, Part I.) The proposed Dublin and Belfast Junction is an ex tension of the existing Dublin and Drogheda' line from Drogheda through Dundalk and Newry, to join the Ulster . Railway at Portadown. Its length is fifty-six miles fourteen chains. On part of the line the works will be inconsiderable ; on part of the line they will be heasy and costly : on the whole, however, we do not knew that the country could have afforded a better or a less exp native line. To Compete with this scheme a project has been started, termed the Northern Inland Railway, which takes up the line formerly recommended by the Irish Railway Commissioners from Dublin to Navan; and from thence it proceeds by Armagh to join the Ulster rail way et Portadown. From Dublin to Navan, by this line, the distance is 28 miles ; from Navan to Armagh, 57i miles. The works would be heavy, and the cost would be considerable. The Belfast Junction scheme has this great advantage over the other scheme, that it is supported by a power ful existing railway interest. lissuuling, however, both to be substantial and bona fide schemes, we find that the Dublin and Belfast Junc tion is in all respects to be preferred to the Inland lire. As regards the town of Belfast, by the Dublin and Belfast Junction, the distaece to Dublin is above eight miles shorter than by the Northern Inland line. The Dublin and Belfast Junction has already 33 miles made, viz., from Dublin to Drogheda, leaving 56 miles to be made ; the Northern Inland would have 85i miles to construct. The ccst of the Dublin and Belfast Junction will be probably 700,0001; the Northern Inland would probably 1,200,0001. The population of the country through which the Dublin and Belfast Junction would pass from Dublin to Portadown is stated to be 79,468 ; the population through which the Noi•thern Inland would pass, having the same termini, is stated to be 39,265. • The Dublin and Belfast Junction proposes to pass through the important towns of Drogheda, Dundalk, and Newry. The Northern Inland would not pass through any town of importance between Dublin and Armagh, except Navan. Between Belfast and Dublin, the through traffic by the Dublin and Belfast Junction, combined with the local traffic, does not promise a greater return than .5i per cent. on the outlay. The Northern Inland, with scarcely any local traffic, would not be likely to pay even its working expenses. On these public grounds we are of opinion that the Dublin and Belfast Junction is preferable to the compet e ing scheme. The Great North Western Railway, commencing on the north side of the city of Dublin, is proposed to pass thrcugh the towns of Navan, Kells, and Virginia to Cavan. It is 70 miles 11 chains in length, and has a branch to Trim 5 miles 61 chains in length. On the whole the works may be considered light, and, comparatively, in expensive. The line is the same with that marked out by the Commissioners in their report on Irish railways. The promoters of the proj, ct have intimated their inten tion of proceeding at a future period to Enniskillen, if their line bo made. To occupy part of this district also, a branch frem the Dublin and Drogheda Railway is projected, 26 miles in length, which, commencing at Drogheda, passes through Navan, and terminates at hells. The Great North Western Railway and the Branch to K. 113 must be considered as competing lines. We have alteady ventured to draw attention to the fact that pa,senger traffic in Ireland has converged to wards'Dublin ; good, traffic ha always found its way to the nearest or to the most convenient seaport. We be- Bove that, unless the passenger traffic be combined with the goods traffic, lines of railway in Ireland cannot at present be maintained; and we may add, that unless the goods traffic be fostered as much as possible, railways in Ireland will by no means effect that amelioration in the condition of the people which is looked forward to as the result of well• combined railway communication in that country. In examining the Irish Railway Commissioners' Re port, to which we have referred, we find that the pas sengers, by regular conveyances from Cavan, going to ward Dublin, are not considerable ; at Kells they in crease ; and from Navan to Dublin they are greater still, but not equal to the numbers of those going into Dublin by the main roads from Drogheda, Leixlip, or Naas re spectively ; While the stream of goods traffic from Kells and Navan together, to Drogheda is greater than to Dublin. If the line through Kells and Navan to Dublin were made, the two former towns would be debarred from ac cess by railway to their nearest sea-port ; and all ex ternal supplies and internal produce would necessarily pass through Dublin, or would continue to be carried as they now are, by the carts of the country, between these towns and Drogheda. If the branch only were made, reasoaable accommodation for passengers to Dublin, and the best accommodation for goods traffic to the nearest sea-port, would exist. We have very great doubts that the proposed line from Dublin to Cavan would be at all remunerative. We think that the branch line from Kells to Drog heda, in connexion with the main line from Dublin to Drogheda, might be, to a certain degree, remunerative, and it would be efficiently worked. With reference to this subject we beg to repeat what we stated in our report on the Kentish and South- Eastern Railway sehemes. " An established Company, which has a valuable pro perty and large available income independent of the new scheme, can, of course, offer a guarantee for the fulfilment of all that it undertakes to accomplish greatly superior to that of any new Company, however respectable. " This consideration derives great weight from the experience which has been already afforded of the failure of many new Companies to accomplish the ob • jects for which they were incorporated. We need only refer to the instances of the Eastern Counties Com pany, which was incorporated as a line from London to Norwich, and has never yet been carried beyond Colchester; of the Northern and Eastern, which for many years stopped short of Cambridge ; and of the Great North of England, which abandoned a portion of its line between Darlington and Newcastle. " The traffic of a system of lines connected with one another can always be worked more economically and conveniently under one uniform management than by independent companies." " An established company can always, if so disposed, offer guarantees and advantages for a greater extent of railway than the new company ; viz., for the existing as well as the projected lines. When the existing company is already in possession of the principal trunk of the district, the advantage of securing such guarantees for the whole system, rather than only for a small portion of it, is rendered more apparent. Though the Dublin and Drogheda Railway has not been open fur any length of time, the traffic has been conducted in a satisfactory manner: great accommodation has been given to the public, and the fares charged have been very low. A disregard of the interests of railway companies al ready established in Ireland, and of the capital invested in them, would give a great shock to the confidence in the security of the investment, which is now for the first time operating to induce persons both in Ireland and England to embark in railway projects in Ireland. We therefore submit that there are strong public grounds for preferring the Kells branch of the Dublin and Drogheda Railway to the Great North Western Railway scheme. NE WRY AND ENNISKILLEN RAILW A Y. — ENNISKILLEN AND DUNDALK RAILWAY. These two Railways are nearly identical from Ennis killen as far as Clones, where they diverge ; from thence, Ist. The Enniskillen Railway Company propose to carry their line through Monaghan and Armagh to meet the Ulster Extension in that city, and from Armagh to continue the line to Newry. We may term this, for brevity and distinction, the Newry scheme. 2d. The Enniskillen and Dundalk Compa-y propose to go in almost a straight direction to Dundalk, by New bliss and Castle Blaney, connecting Monaghan by a branch with the main line at Castle Blaney ; and this project we may call the Dundalk Scheme. In judging of the merits of these two schemes, we must repeat, that throughout Ireland passenger traffic has converged towards Dublin ; it is clearly shown on the Commissioners' traffic map, and the reason obviously is, besides that city being the capital, it has afforded the shortest and most frequent communication with England. On the other hand, goods and produce are generally sent to the nearest seaport for shipment. While the map referred to shows the passenger traffic between Enniskillen and Dublin to be more than that between Enniskillen and Belfast, and Newry and Dun dalk together, it also shows that these three last-men tioned towns have drawn all the goods traffic, within a reasonable circuit. to themselves, instead of its going to the metropolis ; and since 1837, when the map was made, this has been more decidedly the case. The great object, therefore, to be attained is to give to the north and n-rth west of Ireland such railway ac commodation as shall, at the smallest outlay, provide fur the combined transit of passengers and gcods towards Dublin and towards the east coast. In considering these schemes we suppose that the line from Cavan to Dublin will not be made, and that com plete end direct communication between Dublin, Dun dalk, Newry, and Portadown, will be established ay the construction of the Dublin and Belfast Junction Railway. The Newryfscheme opens outlets for the produce of the county of Fermanagh and the north of the county of Monaghan, by the ports of Belfast and Newry, and gives a very direct communication between Armagh and Dublin for passengers ; but if it be carried into effect, to the exclusion of the Dundalk scheme, the passenger transit of the North Western counties towards Dublin will be circuitous, and the county of Fermanagh will be barred from its nearest port, which is Dundalk. On the other hand, if the Dundalk scheme only be adopted, the produce of Fermanagh and the north-west could not reach Belfast except by a circuitous, and there fore expensive, route, and consequently would be con fined to Dundalk for its outlet ; though passengers towards Dublin would be carried more directly by it than by the Newry scheme, which would necessarily take them round by Armagh. The Newry scheme leaves Monaghan without access to Dundalk, except by Armagh and Newry, and the Dundalk scheme cuts it off from Belfast, except by a circuitous route. The branch from Monaghan to Castle Blaney, as proposed by the Dundalk party, is objectionable from its direction, because it would only serve the town of Monaghan. The portion of the Newry scheme between Armagh and Newry is objec tionable, as it would not only be difficult of construction, and very costly, but it would prove a competing line with so much of the Dublin and Bi 'fast Junction as will be made between Newry and Portadown. Moreover, the traffic is doubtful ; and we believe that, if the line were made, it would only produce the effect of dividing between both the traffic which is not likely to be more than would afford remuneration to one line only. It is necessary here to notice the proposal of the Ulster Railway Company to complete their line from Portadown to Armagh. In the year 1836 they obtained. their Act for the whole line between Belfast and Ar magh ; but owing to circumstances which it is not our province to enter into, proceeded from Belfast no further than to Portadown. A new survey has since b: en made; various alterations and improvements have been effected on the original plan ; and as Parliament has already sanctioned the general proposition of making such a line, we cannot doubt that what the Ulster Company desire to obtain will now be granted. It being clear that these projects possess within them selves elements to form a comprehensive and complete scheme for supplying the district with abundant Rail way communication, by combining those parts which are manifestly useful , to the exclusion of those which we have stated to be objectionable., we have, after much de liberation, decided on recommending for the considera tion of Parliament a general measure which shall be adapted to the circumstances of the district, and at the same time be based on the best portions of the two pro jects in question. In order to give to the inland counties an access to the important town and port of Belfast, it is necessary to re tain so much of the Newry scheme as will accomplish this purpose ; and to supply the means of transit of goods and agricultural produce to Dundalk, as well as of pas sengers to Dublin, it is necessary to retain much of the Dundalk scheme ; while at the same time due regard must be had to the convenience of the town of Newry, which, though situated on the proj, cted line of the Bel fast Junction Railway, cannot be omitted in arrange ments which will materially affect its commercial pros perity. We are therefore of opinion, that this general measure might be carried out in the following manner : Both Companies to combine in constructing, and after wards in working, the line from Enniskillen to Clones ; but as the portions of the two schemes between Ennis killen and Clones are not exactly the same, that one of the two which on the whole appears to be the best, to be selected for this purpose. The Newry and Enniskillen Company to make their line from Clones through Monaghan to Armagh, there to join the Ulster Extension Railway, and so give free and direct communication to Belfast and Enniskillen and the surrounding country. The Enniskillen and Dundalk Company to make their line from Clones to Dundalk, so that the latter shall be available as a port, and so that the passenger traffic to Dublin from Enniskillen, and places to the north and a est of.it, shall have the opportunity of coming on the Belfast Junction Railway, at Dundalk, and thereby reach Dublin. As regards the junction of the two lines at Dundalk and access to the town of Newry, such accommodation to be given to the traffic to Newry, both by the Belfast Junction Company and the Enniskillen and Dundalk Company, as the nature of the ground and the circum• stances of the respective lines may admit of. We do not think it would be prudent, under existieg circumstances, to recommend the construction of a greater extent of railway than is comprised in the above measure. The last scheme, as a whole, appears to us to be the best which may be proposed ; and we have every reas on to believe th a t th e diff erent p ar ti es w ill j o i n i n carrying it into effect. We are of opinion that these parties w ill arrange terms f or thi s purpose b etween t h emse l ves which may be conduciv e t o t h e i r respect i ve i nterests, an d w hi c h will be such as shall not m ili tate aga i nst t h e pu bli c convenience. BELFAST AND BALLYMENA RAILWAY. The object of this scheme is to give railway accom. modation between the inland town of Ballymena and the commercial town and port of Belfast. It i. p ro p osa l to pass through the town of Antrim, and to communicate by 2. To make a railway 32 miles 29 chniiis long, from Londonderry to Culeraine, with a brasch to Newtown Limavady 6 miles 54 chains in length, a considerable portion of the main line to run along the embankment. above mentioned. The part of the proposed line which lees not run on the intended embankment is shown by the section to involve works of no very easy construction which would certainly be rather above than below an average cost ; and the embankments of Loch Foyle in this project are intended to be 19 miles in length, besides those of the rivers which pass the line. The proposed capital is 500,0001, of which sum 300,0001. is to be charged on the hind ; and the remain ing 200,0001 is to make the railway, on which th , traffic is to ufford a return for the portion so invested. Now it is quite clear that the existence of the Railway must depend on the powers which may be granted by the Legislature for the reclamation of the land. If the land were reclaimed, some opinion inii4ht be formed as to the necessity fora railway. But now we know not whether even an Act for the purpose will be passed. Then the line must of necessity run at a distance of several miles from the present population ; it will be some time before any population can creep down to the fail way on one side, while the sea must cut off from it all source of profit on the other side. The intercourse between Coleraine and Londonderry cannot be i,uf ficiently great to maintain a line of railway without any intermediate traffic, except that which might come by a branch which is proposed to be thrown off to New town Limavady. at right angles, leaving the main line about four miles distant from the shore, and to be car ried that distance upon an embankment. The Commis sioners of 1837 !how that but little traffic existed be tween these places : indeed. the rugged country between Coleraine and Londonderry has rendered it difficult to be maintained. No national advantage of any moment appears to be offered by this line ; nor is there apparently much local advantage either. Great gain may be shown, - both nationally and locally, as the result of ranking out the sea and - reclaiming the land ; hut with such an object this Board has nothing to do. If the embankment scheme be a good one it. will not need the aid of a railway pro• ject to help it out. If' it be not a goof' one, then the money raised for making the railway will probably be expended on the embankment. A great deal d. ponds on the accuracy of estimates in these cases, and it. is difficult, it* not impossible, to make even a tolerable guess at the eventual co-4 of a sea-wall e hich is of a eonsiderablo length aid exposed to the action of the tide and a river. Considering. therefore, that the scheme as a Railway scheme presents no national advantage ; that it shows no great local advantages ; that its cost is quite proble matical ; that the traffic must be very small ; that if sanctioned now, it may prevent a better scheme in the district being brought forward at a future period, we are of opinion that public reasons exist which ought to be decisive againet it. In conclusion, we beg to draw attention to the pas sage of the Fifth Report of the Select Committee of last - year, in which it is stated, in re commending that. reports should be made to Parliament by this depart ment upon railway schemes, " That no such report should be held to prjudice the claims of private persons, the examination of which should be altogether reserved to the Houses of the Legislature." In submitting to Parliament, in conformity with the recommendations of that Committee, the results at which vve have arrived, with a view to the information and as sietance of Parliament in forming a judgment upon the schemes in question, in so far as our report may be available for that purpose, we are anxious that it should be distinctly understood that we have arrived at these results solely upon public grounds, and to the exclusion of all considerations how far such results might require to be modified by a due regard for private rights and interests. DALHOUSIE. C. W. PASLEY. D. O'BRIEN. G. R. PORTER. S. LA IrG. RAILWAY BUSINESS IN PAR LIAMENT. FRIDAY, MARCH 14. The following Bills were presented and read a first time :40 — Eastern Union Railway. Lowestoft Railway and Harbour. Harrogate and Ripon Junction Railway. Miuland Railways (Swinton to Lincoln). Midland Railways (Svston to Peterborough). Midland Railways (Nottingham to Lincoln). The following Bills were referred to the Select Committee on Standing Orders : South Wales Railway. Beeeles, and Yarmouth Railway. Erewash Valley Railway,—Report from Select Committee on Standing Orders read ; Bill ordered to be brought in by Colonel Rolleston, Mr. Gaily Knight, and Mr. Evans. Dundalk and Enniskillen Railway,—Petition for Bill re ported, and Bill ordered to be brought in by Viscount Jocelyn, Mr. Bellew, and Mr. Redington. Waterford and Kilkenny Railway,—Report from Select Committee on Standing Orders read; Bill ordered to be brought in by Mr. Pierce Butler, Mr. Wyse, and Mr. Barry Baldwin. Edinburgh and Hawick Railway Bill,—Read a Second time, and committed, and referred to the Committee of Selection. London and Croydon Railway (Kentish Lines) and Lon don and Croydon Railway Enlargement and Orpington Branch Railway,—Report from Select Committee on Stand ing Orders read : Ordered, That the petition for leave to bring in the London and Croydon Rflilway (Kentish Lines) Bill, and the petition for leave to bring in the London and Croydon Railway En largement and Orpington Branch Bill, be withdrawn and that leave be given, in conformity with the recommendation of the Select Committee on Standing Orders, to present peti tions for the introduction of five different Bills with reference to the matters comprised in such two first mentioned petitions. NOTICES GIVEN AT THE PRIVATE BILL OFFICE. FRIDAY, MARCH 14. Direct Northern Railway,—Committee on petition, post poned fi om Monday, 17, till Tuesday, March 18. Harwich and Eastern Counties Junction Railway,—post poned from Monday, March 17, till Friday, April 4. York and Norih * Midland (Harrogate ranch) Railway,— Sec,nd reading, Tuesday, March 18. York and North Midland (Doncaster Extension) Rail. way, —Second reading, Tuesday, March 18. Sfoinnouth and Hereford Railway,—Committee on peti tion, postponed from Monday, 17, till Tuesday, March 18. London and Croydon Railway (Kentish Lines,,—Commit tee on petition, postponed sine die. London and Croydon Railway Enlargement and Orpington Branch,"postponed - sine die. COMMITTEES ON PETITIONS FOR PRIVATE BILLS FOR THE ENSUING WEEK. MONDAY, Ktßeit 17. Churnet Valley Railway. Wilts, Somerset, and Weymouth Railway. Surrey Iron Railway Company Dissolving. Wear Valley Railway. Middleabro' and Redcar Railway. London, Chatham, and North Kent Railway. Dundee and Perth Railway. Dublin aid Belfak Junction Railway. Cork and Bandon Railway. The Committee sat on Saturday at eleven o'clock, pursuant to adjournment. The CHAIRMAN announced that it was the wish of the Committee that that part of the petitioner's case, founded upon the allegation that the sitting Member was a Government contractor, should be closed before any other point could be considered. Mr. W. Prout, the town-clerk of Dartmouth, was then called, and he proved that Mr. Somes had been a candidate, had addressed the electors, and was elected, Ito. Mr. Sergeant WRANGHAM then proposed to close this part of the case, and sum up upon it. The CHAIRMAN said he considered it would be better and more conveuieut to all parties to close the whole of the evi dence first. The room was then ordered to be cleared, and upon our re- admission, The Citaineteee said, the Committee had come to a resolu tion to the effect the, as there appeared to be some misap prehension amongst the counsel for the petitioner and the sitting Member as to the rules the Committee had adopted, they would not object to counsel summing up on the branch of the case that had been closed; but this should not apply to any other allegation. Mr. Sergeant WRANGHAM wished to know, if his Learned Friend Sergeant Kinglake, were now to sum up, would lie be precluded from entering upon the allegation of bribery? The CHAIRMAN said, that one of the first rules of the Com mittee was not to allow any other allegation to be gone into without a special application to the Committee. Mr. Sergeant KINGLAKE then proceeded to sum up. He said he would be very brief indeed in his observations, for he had only to contend that it had been c learl y p roved that a case of disqualification had been made against Mr. Somes; and he ( Mr. Kinglake) hoped to lee able to satisfy the Corn mittee that not only was 11-. Somes disqualified at the time he was elected, but that it was utterly impossible for him to have got rid of that-disqualification. He believed that the undisputed facts in this were, first, that Mr. Scenes was a ship owner in the month of December, 1844, and that he had also been engaged in Government contracts at •, t..!e time. Certain charter parties had been produced before the Cotilmittee, in which persons of the name of Lackland and APLeoft appeared as contractors. It was true that these persons were the contractors under the Admiralty in law; but then Mr. Somes would still be disqualified, unless it was made apparent that those parties did not hold those ships in trust for him The charter party said that it was executed for and on behalf of the owner, and be (Mr. Kinglake) would insist that Mr. Somes was the legal and equitable owner of those vessels on the 27th of December, 1844, though he made an attempt to get rid of the ownership on the 17th of December, 1844. The Learned Counsel then read sec tions from different Acts of Parliament, and opinions of various legal authorities, which, he contended, bore him out in his assertion that Mr. Souses was disqualified as the owner of those vessels, un less a release, of which he had heard something, should be produced from Messrs. Lackland and M'Leod. He would also contend that, independent of Mr. Somes' owner ship in the Yes els themselves, he was also the owner of articles for the use of those on board the ships, furnished by him and at his expense, and therefore those articles were his property, and were on board those ships while they were at sea on the 27th December, 1844; and, therefore, that fact would disqualify him, for such was the law. The Learned Counsel opposite said they admitted that Mr. Somes was an owner of those ships at that time; if so, then that was his (Mr. Kinglake's) case, for it would be idle to attempt to divide the ownership into two parts, and say that, though Mr. Somes was the owner of one part or portit'e he was not the owner of another. Then there was the additional fact, that in December, 1844, the Admiralty owed a debt of 50,0001. to Mr. Somes for services rendered by him through these ships, and under the charter party, and w ithout the production of which the debt. could not be recovered ; and this debt could not be assigned, for there could be no such thing as an assignment of a contract ; if there were, then the whole policy, the whole intent, the whole wisdom, and the purport and object of the Registry Act would be ren dered totally void and useless. With these observations he would conclude, again repeating that his case had been made out by the admission that Mr. Somes was the owner of those vessels in December, 1844; or that if there was an assignment at all, it was only a colourable transaction, done to effect a certain object. Mr. COLBORNE contended that there was no such case be fore the Committee as that upon which the Learned Counsel who had just sat down had been arguing for nearly two long and weary hours. He (Mr. Colborne) contended that the point at issue was, whether Mr. Somes had not been legally and with perfect tone fides, released from this contract; and he was in a position to prove that. The facts were these. Mr. Somes having attained the meredian of life, was anxious to crown a long course of useful and honourable enterprise by becoming a Member of Parlia ment, and with this object of honourable ambi tion in view, and haying realised a large fortune, he knew he should give up his position as a Government contractor, and, therefore, he proceeded to do so; and the sacrifice, though large, would not be great for one possessed of so much wealth as he was. But he had not time to put his property in the • market, for delay would attend such a course, and he, there fore, resolved to dispose of it to his nephews, who had been (Fought up under. his own care since their father bad ceased to live, and one of whom had been for sonic time in business as a ship-owner. To whom, then, could Mr. Somes be more likely to make this sacrifice than to those nephews, he having no sons of his own ? The Learned Counsel then produced a copy of Mr. Somes' soli citor's-letter to the Lords of the Admiralty, praying their Lordships to consent to Mr. Somes transferring his ships, &c., to his nephew, as he wished to be qualified as a candidate fors the representation of Dartmouth ; and also the reply of their Lordships, granting the permission. The Learned Counsel then !Pent on to comment at great length on the speech of Sergeant Kinglake, and contended that it did not apply to the case at all, it being quite clear that Mr. Somes h a d convected a way his pro perty in those ships, and resigned his position as a contrac tor; and that the Admiralty had the power to release Mr. Somes, or 1‘111" other contractor, from a contract. if they should think fit to do so. It had been contended that this transfer, even if it did take place, was a colourable one, particularly if no money was paid by the nephews to Mr. Somes. Now, he would prove that Mr. Somes. was to receive 45.0001. from his nephews, for the ships, &c 9 and the nephews themselves, and poste this r fact by hlbring —ce and that they actually paid h and had oven bills for the e d l ir evidence; and then, indeed, this would hardl m e a very se r i ous asp e c t, if it was to be ri question down ine -ea would assume cash said that these young men would add perpry to fraud, merely because they were under the influ. ace of their uncle. When the Learned Counsel concluded his speech, the Com mittee adjourned till eleven o'clock this day. SPIRIT of the PUBLIC JOURNALS. 7.2031 TUE EVENING PAPERS OP SATURDAY. GLOBE--The debate of last night, on the Hon. i‘lem her for Lambeth's motion, fur an allowance of drawback on duty-paid sugars in bond, affords an amusing instance of the freedom with which the Premier treats his followers. Mr. Goulburn, Mr. Cardwell, and Sir George Clerk were put up in succession to oppose the motion; and, to all appearance, each did his best to show that it was neither just nor expedient that any' drawback whatever should be allowed. M'e pre • sume they were not aware of what was to follow—that they were ignorant of the stultification in store for them. But the justice of the claim was palpable to all ; and in encountering this, the contrast between the veteran hardihood of the elder officials, who met assertion by assertion point-blank, denied the applicability of the clearest precedents, and put the ne gative in the most unmistakable form—and the less direct and more subtle course adopted by Mr. Cardwell in his retreat upon principle, and the possibility of inducing a multitude of other clalims, with shades of justice varying downwards in an iufinite series—was very amusieg, and strikingly illustratiye of the relative progress of the parties in the acquirement.of that " conscience that will bend and ply, Say aye or no, and not know why ;" which the "wisdom of our ancestors" deemed essential to the character of a statesman. Having taken " the sense of the House," by a sacrifice of the consistency of three of his coltsagues, and so felt his way, Sir Robert Peel rose, and expressing his belief " that the Right Hon. Gentlemen the late Chancellor of the Exchequer and the late President of the Board of Trade would not have supported the proposition before the House, excepting that this was a special case. deserving peculiar consideration," at once yielded all that was fi , ked for! How these matters are ar ranged behind the scenes, it is difficult to conceive ; but we suppose, and indeed hope, for the sake of all parties, that some arrangement is come to which is satisfactory to the .amour propre of those chiefly concerned. Sir R. Peel must, of course, take his colleagues as they are. We know that it is hard to make the extremes of official virtue meet. The perfection of obedience will lack judgment. As it ap proaches the confines of servility, it must needs lose sight of discretion ; so when a man begins to do exactly what he is told, lie commonly ceases to do anything else. Undoubt edly it is the part of a leader so to marshal his followers as to make the most of their respective abilities; and it may be wisdom in the Premier so to choose and train his colleagues. as Cs keep them at that end of the scale of usefulness which most favours strict discipline and uniformity of action. Under the circumstances in which he is placed, it probably also favours the most complete division of responsibility which is consistent with a monopoly of official merit, and displays to the greatest advantage that " sublime of mediocrity" whi c h constitutes his claim upon public attention and support. STANDARD.—The discussion on the sugar duties, last night, curiously illustrates one out of many of the evils of indirect taxation. You cannot repeal an indirect tax any more than you can impose or continue one, without com mitting great injustice. It is proposed greatly to reduce the sugar duties upon importation, but there is ne cessarily a great amount of sugar in the country ss hich has paid, or which is subject to pay, these duties ; here is an obvious unfairness towards all holders of sugar, from those. who have thousands of hogsheads in the Queen's warehouses bonded, to those who have it in their own refineries or warehouses, their wholesale stores or retail shops—even the chandlers' ; and why not to the poor room keeper, who has her frugal store laid up in a canister for a month's use ? All antler wrong by the change in the law, which compels them t o deal in, or use a highly-taxed, while others, less provideat, are dealing in or using a lightly-taxed article. But bow is this injustice to be remedied ? : The chandler's shopkeeper cannot be repaid his five : shillings upon, it may be, his half hundred weight of sugar, or the wealthier grocer his fifty or five hundred pounds. This would open a door to frauds absolutely without limit. Ascending, however, to the larger holders, it is possible to remit the whole or part of the duty . to the holders of sugar in the Queen's warehouse; but is not that merely narrow ing the injustice to the middle and lower class dealer ?—is it of also aggravating the injustice by letting loose earlier ;von them, a more favoured class, and st the cams time, by This was enaction brout;h:, in the shape of an ej• et meot, to recover abAtt one hun , 'red and thirty acres of land in Romney Marsh. Sir T. Wilde, who was specially retained, Mr. Sergeant Channel'. and Mr. Peacock appeared for the pblintiti Mr. F. Kelly, who vsas ali.o specially retained, %%id) Mr. Hall rbf the Chancery bar, Mr. Ogle, and Mr. Baddeley were for the defendant. This cause has been under litigation for several years. and was tried at these assizes in 1844. at which period a full report was given, and it leis sinee been the sulrjeet ef proceedings in various courts. At that period the verdict was for the plaintiff. It will only be necessary, on the present occasion, to remind our readers that the real question between the parties was,whether the lands in question were held under that peen jar tenure known in the county of Kent as gavelkind, under which landed property, unless specially devised, is equally divided among the male heirs, or whether they hal been dis eavellerl, and so pieced under the ordinary law rf th country. The case for the plaintiff wets. that ehey hod been tiisgavelled in the reign of Edward VI., while they were in the occupation of Wm. ; but upon the former trial the plaintiff was unable to produce the ori ginal Act of Parliament: diTavelirg the hind, and which it was alleged had been lost. fro in the Parliamentary rocerds. and the Lord Chief .lustiee havine admitted seeondary ; of :ts coritei,t,, upon that peint a rn-w trial was grant, d, which noe: came to he dicpre•ed or, the lerdiet in the former occroion being •fir the slainritl During the interval that elapsed searchieg in quiries wore made for the Act of Parliamr rat, and it ap pears that at lergth an attested copy of the original Act way found, in the pesseasion of Mes , rs. Pemberton and Co., the solicitors to the Wood, tool Forests, and it eas now produced from their cus'ody, iu auppert of the pleintitrs case. The evidence, which chiefly consisted of oh deeds and other documents. tracing the lan in qae-tion from 1548, ihe period of its being di,gavelied. occupied !he Court teem one o'clock on Friday until nine o'clock at night, e•bee the further proceedings were po,tpon«l until the xt morning. Afaidplone, 4‘ . at a I day. The cause of Bacon te Bri.*es, was resumed this mot n ing, and Mr. Kelly made a very able speech to the ,jary, the sense ~f his argument beieg to centend that the land had not been proved to he di.;g the-lied, and that even sup posirg that c rtain lied had in point of fact ben di - gavelled, there was no clear prJef that the lands in question were those referred to. The LORD CH lEY JUSTICE having summed up, the jitry, after a short deliberation, returned a verdict for the plaintiff. Mr. KELLY tendered exceptieni to the admi, , sibility of a good deal of the evidence in the etiur-e of the ~ a se, and it is, therefore, exceedingly probable. notwithstai d ing this second verdict being also for the plaintiff, that the matter will :till be made the subject of further lid- Thu. assizes fi , ,ished about six o'cleek. OXFORD ClRCUlT.—War(ester, March 14. THE CROOME MURDER. The LORD CHIEF BARON, after a most impressive address, in which he pointed out the cruelty and aggravated nature of their attack on the keepers, sentenced Dingley, Joseph Turvev, Samuel Turvey, and Joseph Tandy to transportation for life; Hooper, Collins, aid Broomfield. for ten years; George Brant, in consideration of his youth, to seven years' transportation ; and Cosnett and Collins, on account of their previous good character, to two years' hard labour in the House of Carrection. This finished the business of the assize, and the Learned Jud4es prceeeded to StaffinA, where th:.: Commission will be opened this afternoon. CENTRAL k'RIMINAL COURT. SENTENCES ANi= SESSIONAL RESULTS. Subjoined are specified the pundpal sentences pas&ed upon the convicts at the late session : Death.—Septenced to die.--James Tapping (for murder). Transpi.rtat ion—The under-named convicts were ordered to Ise banished beyond the sea for •he periods set against their respective names:— For Seven Y. ars—C. Poward. G. Saville, W. Alexander, Elivabeth Knowles, Mary L. 'Murphy, C. Browne, G. Whis ton, N. North, W. smith, J. Case. F. World, 0. Ward, W. Smith, W. Brightwell, J. Carpenter. J. Brewer, H. Martin, R. Brewster, J. Stafford, P. Bowden, J. Murphy, J. Stenney, W. Stewart. Ten Years—H. Onley, Eliza Peach, dies Frazer, Elizabeth Norman.. T. Show, alias Shay, T. Pa} ne, J. Andrews, I'. Wright, E. Smith, M. Grimes, E. Rowland, T. Grant, W. Webb, J. Howell, H. Smith, R. Franklin, J. Williams. Fifteen Years—Ann 'Wil.on, alias Pridon (for attempted murder); D. H. Donney, J. Nightingale, R. Elliot. Life—W. Camplin (for rape) Impri!tonmenr, &c.—The under-named were sentenced to hard labour in the Hance of Correction, for the counties, wherein their offences were alleged to have been commi•ted : One Year—G. Jennings, alias Cummi(,s, alias Davis, J. King, alias C Ana, J. Cummins Clements, Susan Paulo, J. James, W. Wallace, T. D. Nevion, W. Freeman, G. Hilary P. Smith, T. Carter, W. Evans. Nine Months—Captain R. H. Smith, Selina Edwards, W. Kelly, J. Connor. Eight Months—J. smith, J. Brown, G. Newman, W. Parrott. _ _ _ - _ Six Months—Elizabeth Montgomery, Maria Hobbins, Maria Clark, Eliza Emery. J. Josephs, W. M.Dooald. E. Brigh , J. Murray, E. Walker, J. Owen, W. Britton, H. Somers, G. M'Carty, G. Brown, J. Jones, J. Carroll, J. *Gee, W. Ward, G. Smith, B. Gray, John Smith, R. Wade. Four Months—Mary Ann Smith, Louisa Wilkins, Maria Pearce. J. Perfect, Margaret J. Brown, W. Bow den, W. G. Rutter, H. Dickenson, G. Ward, . Akers, J. Morgan, J. Nash. Three Months —Amelia Mayden, Mary Davis, Ann Brown, Sarah Slater. Jane Crony, Eliza Bond, W. O. Thomas, J. C. Clarke. J. Dunn, J. Beale, J. Alkars, .1. Collins, M. Brown, C. Phillips, J. James, R. Alwin, J. Bland, C. Cockbill, J. Wootton, G. Norman. MINOR SENTENCES AND OTHER ADJUDICATIONS. Acquitted, 38; ignored, 3; pleaded, 30; whipped, 3 ; bailed, 2 ; surrendered, 6; discharged, 3 ; two months, 8; six weeks, ; one month, 2 ; three weeks, 2 ; fourteen days and under, 7 ; judgments respited, 5; traversed, 3. Comparative ages of the prisoners : Between 10 and 20, 60; 20 and 30, 70; 30 and 40, 27 ; 40 and 50, 9 ; 50 and 60, 5 ; 60 and 70, 2 ; 70 and eo, 4. London committals, 40; Middlesex, 92; Surrey, 32; Kent, 7 ; Essex, 5 ; total, 176. The Court, at its rising, adjourned to Monday, the 7th of April next. In a paragraph relative to the severity of the weather, which appeared on Friday, it was stated that the highest point which the thermometer rm ached, in the course of ThUrOdab was 85. The number aboul4 have been 21. FOREIGN %V 00L TRADE, LEEDS, MARCH 14.—The Eihe stilt continues n, and cnnsequentl) we have no fresh supplies of German wools, but shleahle descriptions are in good demand. and Lamb wool-, whieh fer some time previously H ere little ihquired tor, are now begin ning to he much co:.ght after. ENGLISH WOOL MARKET, LEUDS, MARCH 14 —The demand tor combing vo,ol is not quit,• so frisk as a f w weeks ado, the sales being limited to th, requirement. or the manufacturers - for present use. Price. are con sequt.ntly a shade in favour of the buyers. In clothing wools we do not quote any alteration. WAKEFIELD WOOL MARKET, MARCH 14.—The trans actions in all kinds of wool this we k have been on a very limited scale, and at rather easier prices for the purchaser, _ _ YORK A NNUAL ASSIZE WOOL MARKET. MARCY 13. —We had t w buu, ens in attendance, the rriinsactions of the day very limited •ntleed, so inucli to, that we can scarcely give a quotation of prices, suffice it to say they were very doll. LEEDS.—On Saturday there was a very brisk market for goods of all descrit.tions calculated for the spring demand, fine and middle qnaliti, s- of cloths having net wilt readier sale than has b. en the case for some miliths past, but on Tuesday there was less business done ; prices continue firm, and the storks on hand are low. Ilusine,ss is pretty brisk in the wart houses, considering the extreme coldness of the season, which operates very much against an early demand for the spring. The foreign hou-es are a little more on the move, and on the whole it may fairly be stated that a full average amount of business is doin : in finished goods. upDERSFIELD MARKET, TUESDAY, MARCH . The demand fir new goods was again brisk to day, and a good business was done. The trade in the warehonses during the week has been active. The manufacturers in the district are generally busy to order, and most of the mills are working full time. HECKMONDWIKE BLANKET MARKET, THURSDAY, MARCH 13.—There have been two fiat market-days this week. Wo:;1 still maintaics its price, but blankets may be quoted a shade 10wer... , _ _ _ _ BRADFORD MARKET, THURSDAY.—The demand for wool is sluggish, but there is no giving way in price to :educe the spinners to buy, and consequently a very imited business doing. Yarns continue in all respects as for some weeks past. The continuance of the frost tends to retard the operations of :he merchants, and there is less activity to day. TRADE OF MANCHESTER, THURSDAY EVENING.—We have had rather less doing in all kinds of cloth than of late, but this fact had no of on prices of any de:icrip ti:m of goods. This is to be accounted for from there being no stocks. Yarns never met more ready sale, and are steadily advancing in value for all numbers.—Leeds Mercury. BRISTOL SUGAR MARKET, MARCU 14.—The trade have shown more disposition this week to get into stock, but the sales are limited to about 250 hhds. and trcs. West India, at steady prices ; for Mauritius and Beng:ds, there have also been fair demands, chiefly for grocery purposes, and full rates have hem obtained. Rum, very dull.—B, istol Mercury. MORTALITY in the METROPOLIS'. The folio+, iug are the results of "A Table of Morta in the M e tropolis, showing the Number of Maths froir all Causes registered in t, ,e Week en , ing Saturday, tht Bth of March, 1845." The Table is issued from the °the& of the Registrar-General:— _ CAUSES OF DEATH. Week; y Total. Average u Five 'Win!. Epidemic, Endemic, and Contagious Diseases 178 172 Diseases of variable or uncertain seat l2O 114 Diseases of the Brain, Nerves, and Senses 179 167 Diseases of the Lungs, and other Organs of - Rwspiration 406 347 Diseases of the Heart and Blood-vessels 36 25 Diseases of the Stomach, Liver, and other Organs of Digestion Oiseases of the Kidneys, &c 21tildbirth, Diseases of the Uterus, &c. 24 11 DiseaSes of the Joints, Bones, and Muscles 9 6 Diseases of the Skin, &c Old Age, or Natural Decay 72 89 By Violence, Privation, or Intemperance Ca - uses specified 1141 1030 Deaths fiorn all Causes ...... ll4l 1039 DEATHS FROM TILE PRINCIPAL DISEASES INCLUDED UNIP tr. THE ABOVE HEADS. Total. Weekly Averaz , of Five Winters Consumption . Scarlatina 24 27 Pneumonia . Dropsy ..... .. .. Hooping Cough .... ....... .. Typhus Small Pox - 25 19 Disease of the Heart Measles ....... • . 17 21 Apoplexy Diseases of the Brain . .... .... 14 11 Diarrhum.. Sudden Deaths . ... 22 Is DISTRICTS. Deaths Weekly Births in Average of in the Week. Five Winters. the Week. :Vest ..'s: on h • 23! 192 . 231 Central East 235 223 291 South Total . MOST DELIBERATE SUICIDE AT DEVONFOR r.— On Monday, at four P M., the report of a musket-shot in the ser gPants'. mess-room, George-square Barrack, attracted atten tion to that quarter, and on two men of the 44th proceeding thither, they found a comrade weltering in his blood. The deceased was one of the three men in attendance on the ser geants' mess, and a few minutes before his death was in the room with the two others, on which occasion he appeared to be in his usual spirits. Leaving them, he went into the ad joining apartment, took off his right boot, and, after detach ing the lace, he tied it round his big toe, and fastened the end to the trigger of the musket. He then placed the muzzle in his mouth, gave a jerk with his toe, and the contents of the tirelock blew out .the right part of his skull. Nothing has transpired to account for the summary manner he chose to deal with his life, He was a very civil and sober man, and was respected in the regiment. His name was William Davidson ' and he was 26 years of age. r Daniel Richardson, the highly-respected master, or taxing. officer of the Court of Bankruptcy, expired at his residence at Brixton-bill, on the 13th instant, from an attack of paralysis Mr. Richardson had been for some years offi daily connected with the Court as one of the registrars, to which he was appointed by his late Majesty; but in August last he received from the Lord Chancellor the appointment of Master one hour after his Lordship had the power to confer it, and in terms the most flattering. N wry and Enniskillen, E ni , killen and Diu dAk, Belfast and Ballymena, Londonderry and Enniskillen, Londonderry and Coleraine, which have chiefly for their object communication be tween inland towns and their nearest seaports. In examining into these schemes, we have derived much assistance from the second report of the Com missioners appointed to consider and recommend a general system of railways for Ireland, printed in 1838. To them we are indebted for a mass of most valuable and well arranged information. Since 1837, however, when the Commissioners' inquiries were going forward, com mercial changes have taken place; still the report must, en the whole, be regarded as high authority; and without it we should have found great difficulty in arriving, in several instances, at what we consider to be sound con clusions. It is also satisfactory to observe that the pro jectors of the various schemes in Ireland look upon the Commissioners' report as the most useful guide they could have followed. __ Judging from the Commissioners' report, railways in Ireland hold out no prospect of very great remuneration to the projectors: judging from the statements made by the projectors, considerable profits must be derived from the receipts on all the projected railways. On the one hand is the weighty argument, that if capital be laid out in railways in Ireland, which cannot command a reason able return, a check will be given to railway enterprise there, which must retard their useful ex tension. On the other hand, manifold advantages are pressed on us as the certain results of railway com munication throughout the country. On this portion of the subject we must observe, that while we are quite alive to the benefits which will be generally diffused thereby, we are not prepared to believe that in many cases the railway receipts will greatly exceed the Com missioners' estimates, notwithstanding the changes which have taken place in the last eight years. The traffic cases connected with the various railway schemes in England which we have examined, have ge nerally been attended by circumstances which have ena bled us to judge of the probable success of each under taking. For instance, the actual traffic on an existing railway has frequently guided us in forming our opinion of the value of an estimate of traffic on a projected line likely to be placed in nearly similar circumstances. But, in Ireland, we have had no such help : neither have we had the power of making inquiries to an extent that might have tested, in a satis'actorymanner,the accuracy of many of the statements which w•e have received. We are, consequently, induced to direct the particular atten tion of the Committee on the Bill to the estimates of traffic in each case. With regard to the general direction of the leading lines of railway best adapted for Ireland, we are fully disposed to consider the recommendations contained in the report of the Commissioners as of great weight, where the circumstances under which those recommen dations were made, continue unaltered. In the present instance, however, of the railways pro jected for the accommodation of the north and north we.st of Ireland, this is manifestly not the case. At the date of the Commissioners Report, no line northwards from Dublin had been sanctioned by the Le gislature, nor was there then any prospect of the line from Dublin to Drogheda being brought forward by a private company, as a commercial undertaking. Under these circumstances the Commissioners, pro ceeding on the same sound and cautious principle which had induced them to recommend the concentration of the traffic of the south and south west of Ireland, upon a single trunk line,similar to that which was sanctioned last year by Parliament, from Dublin to Cashel, adopted a similar principle with regard to the communications of the north and north west, and recommended the adoption of a single trunk line from Dublin to Navan, with branches by way of Cavan to Enniskillen, and by way of Armagh to Beltast, with a view to the concentration or the principal streams of traffic upon the smallest possible number of miles of new railway. In this view, also, the Commissioners were very much guided by the belief stated in their report, sad founded upon the plans and sections then before them, that a practicable engineering line could not be found through the difficult country between Dundalk and Newry, and therefore that the coast line could not be looked to as affording an unbroken trunk communication between Dublin and Belfast. TFIF, SUN, LONDON, MONDAY MORNING, MARCY! 17, 1845. .br•:nehes with Carrickfergus acid Rendalstown. Its length is 32 mil« s 78 chains; the branch to Cat rickfergus is three miles ; and the branch to Itandalstown is 1. mile 75 chains in length. Upon the whole the works are heavy, and will be costly. A single line of railway only, however, is intended to be laid down. The company undertaking this project have every appearance of stability ; a large proportion of the shares are held in Antrim and Carrickfergus ; the statement of traffic which has been submitted to the Board of Trade appears, as far as we can judge, to be trustworthy, and the district gives a reasonable prospect of success to the scheme from its character as a thriving and well-peopled country. Ballymena is a large increasing town, where a consi derable quantity of linen is manufactured ; and its neighbourhood supplies the provision market of Belfast with corn, pork, butter, &c. The Commissioners' map before referred to shows that there was a good deal of traffic then (in 1837) between Belfast and Antrim. We are of opinion, therefore, that there are no public reasons why the proposed scheme should not be sanctioned. LONDONDERRY AND ENNISKILLEN. The object of this line is to afford railway communica tion b-tween the town of Enniskillen and the city of Londonderry, through the towns of Omagh and Stra bane, a distance of about fifty-eight miles ; and to give a Branch to Lough Swilly of nearly eight miles more. The line is intended to be single. The advantages to be obtained in a national point of view present them selves very forcibly. The city of Londonderry is a place of trade, wealth, and importance ; connecting it with Dublin, with Belfast, Newry, and Dundalk, must be con sidered as being very desirable. In case of war, the rapid means of conveying intelligence which railways aff a.d. between the great estuaries of Loch Swilly and Loch Foyle. and the metropolis, must be advantageous ; and, in a military pint of view, it would be convenient to place the garrison towns of Omagh and London derry on a line of railway. The local advantages are manifest. Omagh and Stra bane would obtain not only a ready access to their nearest seaport, but also to Dublin, and the trade from Londonderry would be fed from the country intermediate between the termini. If the railway be made, the re sources of the country will be developed ; the industry of the people called more into action than it is at pre sent. and their social condition will be ameliorated. On the other hand, the works on the proposed line will be heavy, and when the several projected lines, both in Ireland and in Great Britain, l;kely to receive the sanction of Parliament in this session, are in course of construction, labour and materials will rise in price far higher than what was probably expected by the promo ters when they projected their scheme. It may, there fore, be doutsted whether it be possible to construct the works for so small a sum as that estimated by the pro jectors. With regard also to the traffic which is said to be likely to come on this line if it be made, it is question able whether it will amount to so teltch as the projectors anticipate. On these two points we have not the means if corning to so decided a conclusion as we should desire ; but 01)ori the relative amounts of cost and traffic will the whole question turn. In these circumstances, therefore, the only course which •ve can pursue is to direct the attention of the Committee on the Bill to these points; and if, on inves tigation, they appear to be satisfactory, we believe that. no public reasons will exist which ought to be decisive against this scheme. LONDONDERRY AND COLERAINE. The Londonderry and Coleraine scheme appears under an aspect totally different from any other railw•as:pro ject which has yet come before the Board of Trade The objects of the promoters are twos 1. To bank out the sea from the southern and eastern border of Loch Foyle by an embankment which is in tended to run for the most part at a distance of three miles from the shore, in order to reclaim about 20,000 acres of waste laud, which at high tide is covered with water. _ _ Southport and FyiKton Junction Railway. • North Union aid Ribble Navigation Branch Railway. Glasgow, Garnkirk, and Cnatbridge Railway. Taw Vale Railway and Dock. Midland Railway Branches. Oxford, Worcester, and Wolverhampton Railway. Dunstable and London and Birmingham Railway. Rye and Tenterden Railway. Sheffield and Rotherham Railway. Liverpool and Bury Railway. TUESDAY, MARCH 18. Hull and Gainsborough Railway. Manchester, Sheffield, and Midland Junction Railway. Eastern Union and Bury St. Edmund's Railway. Eastern Union and Norwich Railway. Grand Junction Railway. Aberdeen Railway. Direct Northern hallway. Monmouth and Hereford Railway. so much augmenting that class ? There is, however, really no remedy; the taxation is indirect taxation, and therefore mischief and injustice adhere to it to the very last. IRELAND. DUBLIN, MARCH 13. --- The is no news worth noticing in the Dublin or provincial papers of this Morning. The following are the clos:ng prices on the Stock Exchange this cveningt—Three per Cent. Consols, 99i; Three-and-a-Quarter per Cent. Stock, 1021 ; Lank Stock, 211 ; Peninsular and Oriental Steam Company. 70 ; Mining Company of Ireland, 14 ; Kingstown and Bray Railway - , 10 ; Dublin amd Drogheda, 84 ; Grest S.uthern and Western Extension, 7H- ; Dublin and Belfast Junction, 5 1 ; Dublin to Mullingar and Athlone, 2R* ; Belfast and Ballym nn, 3 ; Dundalk and Ennis killen, 2i ; Waterford and Limerick, Sir Thomas Fremantle is expected in l Lublin on limn day next, when the Bight lion. gentleman will coin usence the duties of his offi , .e. DUALIN t MARCH 11—T. ROYAL VISIT—We believe it nv , y be now safely stated that the annual report re,pecting the intention of the Q t!e e n to v i sa her Irish snbjects is no lo,,ger a matter of spec&ation, but that this xl.ceted avert will stet:lady take p!aeLt in the autumn he present s'P4f, or perhaps at tin earlier period, if circumstances permit. Indeed. from the rigns of preparati-n already making, there can be but little doubt that the authorities here have received an intimation of her Majest% 's gra:-ious intentions, in confiretati-n of which it may he mentioned that a few data sincethe lion. and Very Wv, Dees Pali.2nhont (hrother• in -law of " the Duke") applied to the Board Commissioner, for a grant of runn=y for the i.urpoe cif dr coratituy: the Ca hedral o' St. Patrick, and putting tle grand rooption-iaiom in a mate of th ,, r , ugh repair, so wileipstion of her Majesty's honouring that ancient cathe , ral by her pre,ente it diiiue service. The application was immediately acc , ded to, end workmen are now busily enpgea in making the alterations suitable t the anvil-lons ticca,itn. PARLIAMENTARY COMMITTEES. BRIGHTON AND CHICHES N. TER.—(PORTSMOUTH EXTENSIO) The Committee sat from twelve o'clock on Saturday until half-past four o'clock, and were occupied again with the con sideration of cases of erroneous descriptions in the book of reference, precisely similar to those adduced the previous days. DARTMOUTH ELECTION COM- MITTEE. PUSETISM IN ULSTEi?. Reveral meetings are about t , b held in the dioceke Down and Connor, "to prat: st agakst the ini.ola tions attrmp.ed to be introlue , d into the Church ser vice." The groat majority of the clergy of the di,,c•-se are anti•Puseyite, and it is stwel that a petiti,,n to the 110.041ature is in progr,ss of signature amongst them, prying for a rovi-ion of the Book of Common Prayer. the Canons, and Rubrics. DEATH OF WILLIAM HENRY, ESQ. This eminent Irish manulacturer di-d tins m ,, rning. et his residence at 'slat' '.-bridge, It,is city, where he ad ,qabli.,heil an extensive cai;c , •-iritving factory. Mr. lienry was a most enterprising and successful manufac turer. Many years au. he failed in ini-incss; bht he sub sequently paid every engagement in the most In flour:We manner, and d eonsiderabl, iortune. his muslin prints were highly esteemed in all parts of the eftpire. DUBLIN SD iCK AND SHARE MARKET. The following were the closing prices at the St ,, ck Ex chanre this aft4 , ren ,, n :—Three p r Con. Consols. 99i ; Three-and- s-Qiv , rter p.r Cent. Stick. lo2i Three laid. a -Half per Cent I): b., 95 ; Six per Cent. lied. to 4/. ster ling per ann., 724 ; Four per Cent. City Debentures of 921. 6s. 2d., 97/ ; City of Dublin Steam Shares, 1071 ; Dublin end Droirheda liailAtiv, 83; Great Sonthern and West rn Ext, to 7i f : - I)uhlin and Be:fast Ju lie _ 'ion Railway, 6 5i 6; Irish Great Western, Dublin to Multi:Tar and Athlone, 2i; Bulfast and Bal - yrnen4, 34; Dundalk and Enniskillen, 2i i; Waterford and Lime rick, 44; Kingst , mn and Pray. 94 ASSIZE INTELLIGENCE. 110.11 E CI UCEll7'.—Mait!;l). , e, rifarch 14. CHOWN COURT.—(BetTe Mr Baron ALDERSON.) James Gar-den, 24. described as a surgeon's assistant. was indicted for having feloniously istvrmarried with Caroline Anne Smith, his wife, Elizabeth Garden, being alive. Mr. Charnock prosecteed, and Mr. Bodkin appaared for the prisoner. From the evidence adduced, it seemed that tho pri soner was marri..,l three or four ye,os ay., to his fir, wife, but, they had separated, and he w. nt to live with a chemist and druggist at Br,irrtley. the father of the young woman with whom he performed the ceremony of mar riage a second time, in Nov( mher, 1843. It would :;eein that he had carried on an improper intimacy with h r befor , marriage, and when the effect of that interc , ,urse became apparent, the fatly r in,isted upon hip marr3ing his danght,r. The Jury found the prisoner Guilty, t and he was sen tenced to be tranAportmi IT seven years. (Before the Loan CHIEF JUSTICE and a Special Ju7y.) POLICE INTELLIGENCE. CLERKENWELL. Mr Watson, a gentleman residing at No. 1, Grenville street, Somers- toy% n, - entered the Court, and applied to Mr. Combe for his advice and assistance, under the fol lowing extraordinary and mysterious circumstances : Applicant stated that for some nights past, he and his family had been greatly alarmed, in consequence of fire arms having been discharged at his house, and his windows being broktn, under mysterious circumstances, and their lives were placed in imminent danger. He had made inquiries, in order to trace the cause, and had kept watch, but could not succeed in satisfying himself ; but be had no doubt t' at some malicious person intended some mischief. On Thursday last he was in his apart ment sitting near the fire, when a pistol or gun was fired Oft and a bullet (now produced) shot through the window, and passed close by his p( rson, and he narrowly escape(' with his life. Two minutes previously he was sta7„li ng at the window in a position which, if he. kept, the ball must have passed through his body. Mr. Comig—Do you suspect any one ? Applicant-- I do not. lam not aware of having given any cause of offence or motive to any one. My supposition is, that some low persons is a house near my own are the parties metaled, but I cannot id ntify ally party as having tl;seharged ihe fire-arms. He hal applied to the police of the dittrict, but the matter was involved in mystery. Mr. CONBE said he could not assist him. It remained for applie (nt and the police to exert themselves to dis cover the ofikmfler. It was certainly a mysterious and very alarming affair. Applicant said the neighbourhood was silent and retired, and, in his opinion, not sufficiently paraded or guard-d by the police. Mr. COMBE—That ought to fi,rfn the subject" of com plaint to the Commis-ioners of Police. Applicant—Un less some peremptory steps be instantly taken, I must leave my house. My life, or the lives of my family, are at stake. Similar attempts may take place, if something is not done. Mr. CODE instructed that the police shout .1 attend to the subject, and make strict watch and inquiry into the matter, and, if possible, to trace the party whodischarged the fire-arms ; which they promised to do. Applicant thanked his worship, and left the Court. DOE IN THE DENISE OF BAC ,, N V. BRIDGES. RAILWAY RETURNS. itaiLivaY TRAFFIC.—The following are the Total Receipts of Rail ways for the past week—that is to say, up to the date to which the respective returns are made, together with the receipts of the same week in the previous year : Mar. 8 7 NAME OF RAILWAY. Arbroath and Forfar ••• • • ...• • Birmingham and Gloucester. • • • • • • • • • Brandling Junction . • • • • • • • • • • • • • • • • Bristol and Gloucester • . • • • • • • • • • • • . Chester and Birkenhead . • • • • • • • . • • •• Dublin and Drogheda.. • • • • • • • • • • • • • • Dublin and Kingstown • • • • • • • • .• • • • • Dundee and Arbroath . ••• • • •• •• • • • • Durham and Sunderland • •• Edinburgh and Glasgow . •• . . • • • • • . Eastern Counties and North Eastern.. Glasgow, Kilmarnock, and Ayr • • • • • • Glasgow and Greenock.• •••• • • • • • • • Grand Junction ........ • • •• ••.• • • Great !North of England • • • • • • • Great Western . Liverpool and Manchester •• • • • • • • London and Birmingham ..... •• London and Blackwall.• •• • . London and Brighton. •• ... • •• Londoß and Croydon ....... London and Greenwich. •.........• London and South Western. •• •••• Manchester, Bolton, and Bury Manchester and Birmingham Manchester, Leeds, and Hull ASSOC Midland Counties ....... Newcastle and Darlington ........ Newcastle and Carlisle.. • . • ... • • .. Newcastle and North Shields • • • • . • • North Union and Bolton and Preston Paris, Corbeil, and Orleans • Paris and Rouen .•• •• . • ... Preston and VVyre • • • • 'he. field and Manchester •••• •• • Eutern•• •• •• •• •• •• • .. . Taff Vale • • . • • • Ulster . farmouth and Norwich ........... York and North MlAland . STA FE OF TRADE. _~ LLOYD'S SHIPPING. i Losix)3. MArscH Ig.—Wind, Northerly, fr e9h bile° hazy, but4ss. h E, ll l DEAL, ..th utcH 14.—Wind E.N.E. to N.E . - 1 af. Citi rate. — Sid. L ou i sa C amp b e ll . N ew Zealand ; ,_, J ea i I* and Orlando, Calcutta; Sea Witch, Gambia ; t' r ~,, and Lady Seaton, Montreal. , b biel i r PORTSMOUTH, MARCH I4—Wind E.N.r.., fres tbe 1 Feires, St. David's, for Valparaiso, and is co me int ; New joht. htiur to take i n a patent slip. Sid. Thorney, Clos , c :',: i Brunswick. Arrd. Tagus steamer, BrtY o _lt 0 uople, left on th e 22d u l t., limyrna 24th, lif'"- li° Gibraltar M 7th inst. p ,,b e rt PLYOUTH, MARCH 14.—Wind E.—Arrd- '- Mercer, St Helena. ,„,. ley WHITSTABLE, MARCH 14. The Prince Aw--,t'aits,-4 ness, of Wisbeach, for Sandy - ich, got in CO c' 11 ? . smack Sophia. of London, during ' a - gale ii , t inasiustil:loce, P.-.rh inst., and received da..nage ; she tow , O r has gone into Faversham Creek. Coiu MARCH 12.—lh e Luc • Ann, boe, stranded at Kinsale Y towed 'n he reb)' s has been i P ill jesty's steamer Dee. gra n A lis t DUBLIN, MARCH 13.—The the L vis s ihe ivi Asklow, has been towed into the Liffey hY o i, steamer. 1111 - ictt and It I_ll LIVERPOOL, MARCH 1 4.-1% Ind variable , i s, J ' P o; M ississippi ' ' • , hillyards, New Orleans. Ski . , Csk c ". c i, Barbadtes. 14. Bidston and Princess Bor'L l AP' Hartland, Bombay ; Sandford, Rio Grande; Zelw"' 51 , Oregon, New York. Off, Nais. lin o, CINIIE, MARCH 13.—Wind N a 'able.—S of Bristol, flT e r.. o Id. 4 t John's, New Brunswick. . rl _ . , c hi. coi#: WARRENPOIXT, MARCH 13.—YV MO. '-'" --S 11' o f Bombay. Ls G one HULL, Hutt, MARCH 13.—Arrd. George, Cornelison' ors°•ble, for Hamburgh, p u t b ac k from off t h e Elbe , u n i cbitst s s o the ice 14. The Clyde, from Gainsborough t ° dupg!,, , grounded on a sand ba n k, o ff B ur ton, 9th ins t. ' a l i t io b filled, but was subs equen tl y r i g ht e d and brag ' crew saved. , a ds. , If° NEWPORT, MARCH 13. — Sid. Trinidad, Lira- g o l o t PLYMOUTH, MARCH 14.—1 t has blown a hal o wit" an d coati° 0 0 daylight to the present time (3 P.m.), sign of abatement . got on e Ito t SHEERNESS, MARCH 13.—The Jack, White, b" or ninb i fathom Middle Sand, during a snow-storm this 1 . 1 :, bete,. of was assisted off in a sinking state, and brought t r egm' SWANSEA, MARCH 13.—The Little Avon, „ 0 Christchurch, came a s h ore i n h er e this motsioPoik SouTuwoup, MARcn 13.—The Industry , °t. tli' riding at anchor, close in shore, off Dunsvich• i f r ol), GIBRALTAR, MARCH 6.—The Due Sorelli. r r l ots ,' Pro,' cant to this port, w as i n con t ac t with the Car ti3geos,o, from Liverpool to Pale rmo , 11th instant, off Q r t in gd i, r g' sro sank; crew saved. The Ca r l o ta received but VI J o u 0 The French vessel reported to have been wreckaione!hott proves to be the brig Henriette, - of Sables ''',.. T ao s 'lo struck on the Cabezes Rock, came off leaky, w""i e ces Ais 0 to prevent her sinking, and has since gone t fr on t Cs ~ltd American barque Grand Turk, Mayo, bound b, 110 Rio Grande , which went ashore on the west ho c (0 0 has been condemned and soli. 01, 0 0 1 CONSTANTINOPLE, FEB. 22.—The Castor , e' 0 Odessa, with Linseed, has put in here with dameg have to discharge to rept.ir. Vl D S*si tts DEPARTUdE OF FOREIGN E gyp t, „ e si The next mails for India, Ceylon, Al)e oce " Greece, &c., and China , will be dil , itc he ' „I, oi c''' .00, Thur'day morni , ,g, 20th inst. t he i i , The Great Liverpool is appolnted to take lin d Co The next mail to Egypt, Ceylon, In dia ' ale et e via Marseilles, will be dispatched hence 9 11 te jto of the 24th instant West Indies, Sze.—The steamer Tweed is *Pe si t take out the mails of this morning. • t • o tt° A uteri, a.—The steamer Caled iris is sPr i 01 out the mails of the evening of April 3 . , „the ,t s Madeira, Brazils &c.—The next mei''t's" the ' places will be dispatched hence on Tues uk '' i ; DP' April. Grah Sydney, New South Wales.—The sh i P. „ o f •"l °d'Y' pointed to take out the mails of the eve°l9n March 31. y.) (TKO MA AKE T N E T - cicrwazyr-Gass) ool ' iv cold ' 4- ble In consequence of the prevailing extrene l l n ider e , o tor the supply of Vegetables here exhibited a F o e s bil u e o ing off; hence the demand was firm, and ward tendency. In Fruit, only a mode 3s 8 , 1 4 "; doing at our quotations. Potatoes, frail, rr stkv: I§ to per cwt ; Tulnips, 2s 3d to 3s 8d; 1 . ,e0,' Coleworts, or Greens, 3s 3d to 45 6d; al lu „, r'sr: 6 4l J io to 28 per dozen bunches; Apples, 2s slue 0 ig bo 8s; and Onions, 2s to 3s per half sieve tatoes, 8d • Pine Apples, 8s to 103 ; en d is 6d per lb;1 Savoys, is 3d to 2s per dozen ; gag a to barb, Is 8d to 2s 3d ; ditto Asparagus, 6s to 83 ; is 3 • 0 , 2s to ss; Brocoli, 2s 6d to 4s ; and Celeq' to l' 10 ;1 0 ' per bundle;- Oranges, 5s to Ils; Lemons , Id Ce c Forced French Beans, 3s per hundred; r ow MI) 15' 3s to 5s each. 0 .01 * ioree. WaNGERTO. - 0g 5s- 55 The supply of each kind of Meat here tensive. Prime in commanded a I t r e ,, a t ' sb llgi :t full prices; but, in other kinds, only a rrloue',- wly'r doing. Fruit, Vegetables, and Fish sold 3 . 1° o'olo' 4 late rates. b ot - saes try, tE.6.3 ,)- po We had a very large supply of Beef and pr r o llf,:j,., l Mutton and Veal was rater limited. G e r i :4 the trade was firm, and prices were suPP °- Vca't 2s 01 Loan Mutton, 2s 8d to 3s 8d; by te,'A, de 4s 10,1 ; d Pork. 2s 8d to 49 4d per Blbs, bens t' We had a large supply of both Game and 1 "' ;es il ° l/5 0 ,1 the demand ruled heavy, at barely last week's s ed s „, Turkeys sold at from 3s to 7s; Hafes, 6d to is each; Fowls, 5s to 8s; Chickens, 23 (1 5 Ducks, 3s 6d to 6s. per couple. 100,1 NEWPORT. otb er Prime Mutton and Pork sold steadily'; fro si a r , Meat slowly-, on the following terms 55; 4° 3s 6(1; Mutton, 2s 8d to 3aBd ; Veal, 3s 1 ' ice / • 3s 4d to 4s 4d per 81bs. r a ft; rax. GsGATz . d a tit,: r err,P 2s to f icl '• The supply of Fish still continues ahu n ,d to gitys extremely low. Soles were selling at fronl j ogs; to Turbots, 5s to 12s; Cod Fish, 2s to 6s; 11 ' l ,O, each ; Salmon, is 3d . to Is 9d per lb; Macke' . er e ' .0 3 per 100. 4-141- /5 WitrrECl32.ll.lollll.•„-001 ,041; There was a full average supply cf each kind t; ;045' while the demand was somewhat inactive. 3s 10a to 3s 6d; Mutton. 2s 8d to 3s 8(1 ; Veal, ito • frt and Pork, 2s 6d to 4s 2d per filbs. sr BREAD. „polo The prices of Wheaten Bread in the Me t 4 10 1° , e ft , 7d to lid; of Household ditto, SMI to bid P er ili eli riof Rxraz ivjoisys t on pfe, gest S g r Raw Hides, at per stone of 141bs :- 5s 8d to Cs ; Middling Hides, 48 8 d t° She °431 ditto, 4s 4d to 4s 6d. Sheep and Calf .5.150,,A5' eer, P Market Calf, 6s kid to 8s; Long ( S kin "' le 5s 3d; Short ditto, 3s 3d to s3d ; Lair and Shearlings, 6d to 8d each S ARIL-8T 5; g 5 . 41 51 5 /53! a A AIP SstrrnFlELD.—Coarse Meadow Hay'Otto, 4/ " t i t se ful ditto, 41 6s to 4/16s ; tine Upland os °l cie Clover Hay, 41 8s to 51 16s; Oat Strewth saYortevbs! Wheat Straw, I/ 18s to 21 per load. , 00 polg 410 , met a slow inquiry at, in some instances, ' 1. 31 10 , ,s 5 . 4 t°,/ OS) CUMBERLAND.—Coarse Meadow fla•Y' A •tte, to j 'e l ' f awful ditto, 4/ 12s to 5/ ; fine Upland 1/1 63 40 Clover Hay, 4/ 8s to Si 12 Oat Stra'ct. a ver" Ai ttl; s; f Wheat Straw demand 2/ per load. -l o r narY' so 5I and a sluggisl; Prices about ga t ' 3/ 8 3 d ittOf / IS!: WHITECIIAPEL.—Coarse Meadow 1•13 ; • rplinli Vl'ev useful ditto, 41 lOs to 4/ 18s • fine 5/3s; Clover Hay, 4/ lOs to 5/183:Oat Straiy Wheat Straw, 1/ 18s to 21 per load. SuPP and trade dull. t• re WAKEFIELD CORN MARK'. of in $ The arrivals this week of all descriptio jowl ; 00 _ 0 5 been moderate. A fair business has heel , fo u t ,f h i e er i o at full prices. Barley dull of sale , an d 0 . 00 $ 1 0 41 ; shade lower. In Beaus, Oats, and Sheltie'' , o tl o l .,Aa be noted. ,60;s• Per 4r• of si t t 1 4 4 to o 50 Wheat—Suffolk, Essex, and Kent •• • • White. 49 44 , Ditto ditto •• • • •4 3 48 Norfolk • .. • Red . . •" 4$ 1: Ditto ditto ••• • • • n ue.. 4 3 48 • * Lincolnshire and Canibridge • • Re".'' •40 45 fl Whit e— 4 g 43 ! Ditto ditto • • '• • • • 4 Yorkshire ..... ..... • ....• ‘ ,,e,,' - ` ; ;; • • • • 3 45 Ditto ditto ••• • • • /v "- 43 45 english, Old .......... ..... . Fed •": 5O or / Foreign ....... ........ Red" •43 iirter Ditto ditto ••• • • • /V II°. jpe 3 r 4 411 3 3 5 2 , 3 4 5 Barley—Norfolk and Suffolk. ... • ... ••••• • • ' • 3 1 30 3 1 0 ", Yorkshire and Lincolnshire ••" " ' • .9' 32 tb e r d Grinding...... .. Foreign ......... • ••• • • • • • • ''i er sr..of Beans—Small fine ••• • • 36 0 -•• • • 3 5 4 Id Altki Ticks .•••• ! Id " . 1,) , 0 4' 11 4 (/.'1..1 Foreign,, ..... • • ..... ' 1.. , , ,• IP , Oats—healing, per Stone ••••••• • • • • • • Feeding . ... ••••••• • • • • ' . I ts i, 26 , „., 0 Foreign Shelling, per Load Malt, per Load of 6 Bushels. • ... ...... ••• • • • Pali / / .. ...... ...... . . . . .. .. • • •• os , 41 ~,,r_ . ,ri 40 4 0 -, / Pease—Blue and White Boilers • • • • • • • ' " • • • • ••• 34 7 2 51. '' Grey and Feed .• • • • • • • • • • • • • • • • " • • •• 2' 4 ,' 251. n Rapeseed—English, per Last Imper ial .'• • • . 2 3 " Ol e Foreign .• • • • . .......• : . . ..... . • • • • ' o ci --....•—• o'Cl °C ;l‘ P i ro ILFRAcomnE.—Between five and O lt A .,lip t , I 01 morning of the 13th inst., a tremendous 10"iitrlta‘irry • the e fee 1 ° cit from the top of Hillsborough, opposite ~0 0 l„po d harbour, being a height of more than ' est iali te ort i " r or beach. The quantity of earth that fell is fri gd• dig i c o Or than 1,000 tons. The crash was awfullY t o , an r eJ the cliff have continued to fall during tlie.a„:,Llv ,/ of that majestic hill is, of course, giP Ol 0. e i ol r e pearance.—Somerset County Gazetie. 0 c o ~,, s 0 0° ,0 te i lei.Y, , daIDNG ROBBERY ON ' •.-- -1 , a ~; Thu John Hunt, a boy about 16 Ycos of J e 01 13 % - poi lt of / pi 7 bar at Queen-square, glutrged with robberyied that_ 4 „l4 o, l ' 00 ,1 spectaide-looking young married woman , st a , a , pil , ',, per, PO eight o'clock on the previous evening she vas tv f 01:04,a , . minster-bridge, when on a sudden tookwan no tice ° I . 0 eit .fpi, pinched her arm severely. She no N eil , wit li e •,,# eiN•et o? thought by complaining she might rec _ ...,,,, ya , it ~1 A o, ',oaten IV quickened her pace, but had nbt proceeded : I =d, aiw o olitriKer ceived a violent blow on the left side of he A ` 11 0 0t ,( 1 :i6 instant felt that she was being rob_b,en'ihe get, tii ir - p rir4e and grasped prisoner's hand, which he vra . :', '„ ti nale d ';• ill,' 1! from her pecket with the purse in it. nil ia ` ia hold g t Oh Or purse, which contained nine shillings, but was immediately surrounded by her , g CDC P vi al t irreei r pushed her about and insisted upon lettitii a geti ti mr . tlie o g fellow then kicked at her repeatedly, Wn e e us todY: o te pile . alidAidable glisooerCO,„iill'l and the prisoner was ultimately taken inter to „. t ,,e_ _ pd rected that the parties should be bound over w a vo Wu tral Criminal Court for the highway robbery', committed for trial. t lsB +l lift3 t erl 'e the Rhin On the Bth inst.. at Cnbles tz, on / c isel. b oo , Rev. W. Moron Mann, British Chapja:ttcosce, I , v a 1' On the 10th inst., at Salt-hill, grog D. L. Jones, of a son. t 4, On the II th at Terlings-psrk, r e' 0 1° T. Rivaz, Esq.. of the Bengal Cieil Serviee':/CAP On the 12th inst., at Woolwich, th e 144 Mundy, Royal Artillery, of a daughter. ,to y to On Anne,th t l h 2 i t r h d inst., "A h I t re.r m4:3umeill:EZPl:o'erg.rtiilJ9i;ct°'Vtligric Wilton, near Guisborough, Yorkshire. ro tte, tiP raw! , ~ „pig ~, 14 4 4 sdiasotu o egnr n hotte t hf he 29th jilt., at Berlin, firmly, be.A.l-0, tPitlieiodoitorl tmheerintsono.fchaerrolißneedFee(t)txte,r, Jesushist, v or4fell' i e r t .hi o e f 2 the ltaht e l nL a: ot e r. ,dMHart. Holland. nt l ltdere. H e ko Chanelt Si e 0 ; 0115 e; fOl , o f CharleS Otft 01P 1 , 4 / Lyndon 1 : 12 1: pio 7 0 0/ °. Straid, T 1 Or. .1,i?) Prc,cl.: , of the rqiN t • .riuSttAindnda.ndP,Prillbtlish!: TbhxY the v 4 Middlesex Mendel, March 17,1&15* mini That 4. `OTIcE C°3l P-.(2 04 P aPCI Pape , ( 9, e tOber_, -ourt, he PuPei "O'Llot, AO " Bt, nfit, 1 e n iid en vatnelion 4 d al p r 4sicatrl wil ord ers parim as : APrii 11-E1 • th e st , i , bs n er , tCett)ra tr °t nitiii t h ated • ht at th o bk rease lt i CAJ,, T O Trit RFIIPI Ttoy,- /z t Wei ti is ;Land. s Alr tt:,, 1' 4 4 4 Di tc t 11 ` 1 NI 4 h o at k. „ 1 4 4 ' st Week ending Last week, 136 3,318 833 4,494 874 6,!+32, 9,179 1,097, 1,380 347 1,277 4,078 4,140 318 G 34 3,.37 791 205 2,221 to 1. 1 tom- 3 tf3 116 1,931 523 1,972 3,416 1,270 705 6,690 1,555 11,544 3,771 13,500 '36 2,382 614 4,660 759 2,858 5,643 7,111 1,364 304 1,179 3,776 3,761 495 2,5"9 563 543 1,951