The Sun. — London, England, 1845-06-24 00:00:00

AI L WAY COMMITTEES (YESTERDAY.) HOUSE OF LORDS. LEEDS AND WEST RIDING RAILWAY. The Committee osi this Bill met again today at eleven o'clock the Duke of Cleveland in the chair. Mr. Sergeant BELLasis called Mr. Hawkeshaw, engineer, for the promoters, who deposed to the general merits of the line. The witness was cross.examined by Mr. Sergeant TALFOURD, on behalf of the landowners opposing the preamble of the Bill. Mr. HOPE was proceeding to cross-examine the witness on be half of a landholder whose property would be interfered with by the line, but The Noble CIIIIRUAN intimated that the Committee wished counsel to confine their cross-examination to points bearing upon the immediate interest of the parties whom they represented, and net extend it with a view of showing that a better line might be obtained A lengthened discussion ensued on this decision, and eventually the Chairman ordered the room to be cleared. The Committee having deliberated for a considerable time, strangers were admitted, when The NOBLE CHAIRMAN announced that the Committee had come to two resolutions, one relating to the larlode of cross.examination of witnesses, and the other to :he latitude to be allowed to counsel in addressing the Committee against the line. They were as follows :—" That counsel be requested to confine their cross-exa mination to the particular interest they represent, and that counsel in addressing the Committee as to the respective interest they represented be requested to adopt the same rule." The witness was cross-examined at some length by Mr. HOPE with a view of showing that railways running in the neighbourhood of Bradford ought to be in the hands of the Leeds and Bradford Company. Mr. Charles Wood, engineer to the Liverpool and Manchester Railway, Mr. James Thompson, in partnership with Sir John 31' Neill,: and: Mr. Cubitt, corroborated the testimony of Mr. Hawk e straw. Mr. Fairburn, a merchant of Manchester, proved that the gradients on the proposed railway could be worked by the loco motive without difficulty. The Committee then adjourned till to-morrow. TEE ELY AND HUNTINGDON RAILWAY. The Committeeon this Bill re-assembled to-day at eleven o'clock, the Marquis of Normanby in the chair. Mr. Shipp, a shipowner of Lynn, was called by Mr. Sergeant WitANGEI A NI, on behalf of the promoters, to prove the great want of a line of railway to the districts proposed to be accommodated, and the great benefit which the traders would derive from the mode of transit afforded by the present Bill. Mr. TALBOT, on behalf of the Eastern Counties Railway, sub mitted that his clients should be heard as landowners against the Bill, they being the owners of the land through which the line is to run. The room was cleared to consider the application, and, after an hour's consultation, the parties were called in, and informed by the Chairman that the opponents could be heard as landowners only and not as a competing line. Mr. Sergeant WRANGIIIM said the promoters had drawn up a clause which would put an end to the opposition at once. They would bind themselves not to touch the opponents' land at all, and that, he hoped, would be satisfactory to them. The clause having been submitted to the opponents they de clared themselves perfectly sati4lied, and the opposition was at 611CC_' withdrawn. The preamble was then declared to be proved, and the clauses having been gone through, the Bill was ordered to be re ported. THE 2OUTHAMPTON AND DOI:Ler/EST= Rt X.VJAY. The Committee met again at eleven o'clock, Lord Auckland in the chair. The Committee proceeded with the case for the pi eamble. Mr. Easton, land surveyor, and Captain Moersom, engineer, were called and examined by Mr. HOLDSWORTH and Mr. PONSONBY, as to the engineering merits of the line. The witnesses were severally cross.examined by Mr. Rows for Lord Normanton and other landowners on the line, but nothing of the slightest intri est was elicited. Mr. Brunel was called, and examined as to the proposed devia. tion of the line from the New Forest. He was of opinion that the deviation could be made without detriment to the favourable gra alients on the line. This was the case for the preamble, and the room having been cleared ; the parties were, after a short deliberation, called in and informed that the preamble had been declared proved. The clauses were then gone through, and the CHAIRMAN said the Bill would be reported in due course. The Committee then separated. ED IN Et URG7I £1.15.11D HAWI C X RAILWAY. The Committee on this Bill met to day at elven o'elock. Lords present—Viscount Sidney, Chairman ; the Duke of Newcastle, Lord Calthorpe, Lord Foley, and Lord Southampton. Mr. TALBOT appeared for the promoters of the line, and having briefly gone through the leading particulars respecting the con struction of the railway, the engineering peculiarities, estimates, &e., proceeded to call witnesses in support of the Bill. Mr. Wilson, manufacturer, of Flawick, deposed as to the trade of that town, which he represented to be very considerable, and still increasing. The proposed railway, he considered, would be of the greatest service to the town and district. Mr. Wright and Mr. Maxton gave evidence respecting the coal and lime that passed along the district through which the line was proposed to be taken. Mr. Boyd, a surveyor, was examined respecting the estimates, the value of the 1 nd, &c., which he represented as very moderate. The est imateof the value of land and the advantage the line would confer on the agriculture of the country were corroborated by Mr. Henderson. Mr. Roberts, a manufacturer of Galashiels, was next ex amined. He said he was principally engaged in manufacturing tweeds and hosiery. The population of the town was 5,000. The produce of the place was new nearly a quarter of a million sterling. All the available water power was already used up, and unless they could be supplied with coal at a cheap rate, it would be difficult to extend the business , of the place. At present they could not nearly meet the demand for goods. About 500 tons of foreign wool came into the place every year, of the value of about 100,0001. It was brought from Leith, 35 miles distant, at the rate of 205. per ton. In addition, there was a large importation of dye stuff's and other materials. With the railway about Ss. would be saved in thecarriage of coals, and 10s. on the carriage of other goods. The carriage of coals at present was Os. 2d. per ton. He would himself save in the carriage 2001. a_year. He had also a mill at Selkirk, which would be even better accommodated than those he had in Galashiels. These witnesses were cross-examined at some length by Sir WSLTERIRIDDEL and Mr. CLARKE on behalf of Mr. Bruce, a landed proprietor, and Mr. Meikleham a leaseholder, but no point of material importance was elicited. Mr. Miller, civil engineer, went through the engineering details of the line, the principal points of which have already appeared in our report of the House of Commons' Committee on the Bill. , The witness was cross-examined with the object of showing that the estimates of engineering expenses were understated ; but, in his replies, he maintained that they were quite sufficient for all the purposes of the line. In answer to a question from the Duke of Newcastle, Mr. Miller said there would be no difficuliy in laying down a double line at any time, when it might be required. There was, however, no clause in the Bill for such an alteration. Mr. M`Nr it. said the Company was quite willing to insert a clause to that effect. The CHAJRMAN intimated that a clause had better be drawn up and submitted to the consideration of the Committee to-morrow. It should also be provided that the tunnels be constructed so as to admit of the laying down of a double line. Mr. M'Nert. said the suggestion of his Lordship should be at dended to. Mr. Vignelles, civil engineer, was called, who deposed that he considered the estimates drawn up by Miller perfectly correct, and quite ample fir all the purposes of the line. Mr. Mitchell, a railway contractor, gave evidence as to the rea sonableness of the estimates. He had been engaged on nearly all the railways in Scotland, and was at present fulfilling contracts on the North British line. The estimates of Mr. Miller, he was quite persuaded, would be! amply sufficient for the execution of the works. The Committee then adjourned till to-morrow. HOUSE OF COMMONS. GROUP A. The Committee having met as usual this morning, ➢lr. TALBOT opened the case for the LCZTDON A.WI:I CROYDON (ATMOSPHERIC) LINE. Mr. Tat sax observed, that before entering into the examination of witnesses on the part of the London and Croydon Company, he wished to point out to the Committee the fact that there were now two distinct matters before them, viz., the line from London to Croydon, Chatham, Chilham, and various parts of the north of Kent, and a project for an extension from the principal line to Orpington. There were also two distinct Bills for the principal line, one for that part of the line between London and Chatham, and another for that part between Chatham and Chilham. He thought this observation necessary to prevent confusion, as he in tmded to examine witnesses with regard to all parts of the tine at .once. Mr. Talbot then called Sir John Lovet, who stated that he was a landowner at High 1:1;/.. , , in the parish of Down, North Kent. lie had carefully ex amined that part of the proposed line which passed through that parish, and had a very favourable opinion of it. It passed principally through land of a gocd quality, but which required ma nuring. Manure was very dear in consequence of the expense of carriage. There was very little manure to be get in the neigh. bourheod, and it was necessary to obtain it from other parts of the country. He himself had imported guano for manure. Coal was very dear, and the poor of the neighbourhood were very much di s. tressed by the difficu'ty of obtaining it. The high price was en tirely caused by the expense of carriage. Coal was now obtained from Deptford, but if the proposed line were formed it could be ob_ tained from Chatham. The cheaper conveyance would make a re. eduction of at least ss. per ton. Gr.at benefit would be conferred sasa the inhabitants of Down by the cheat, conveyance of agricul catnal produce. This line would intersect no large property, but it passed by a great many. Mr. WIIATELEY, who appeared for Lady Darnley, a petitioner aguinst the proposed line, cross-examined the witness at some length. Mr. WittmoaE, on the part of the London and Croydon Com- PanY, then called Mr. Ward, a landowner at Down, who corroborated Sir John Lovet's evidence. Mr. MERREWETHER, on the part of the South-Eastern line, then stated that Mr. Peto was now present, and was one of the witnesses whom he wished to examine on the subject of the estimates of the South-Zastern line. tie wished to examine Mr. Peto at once, but would not press it if the Committee objected. The CHAIRMA N assented, and Mr. Peto, of the firm of Grissel and Peto, was accordingly .called and examined. He had examined the line, proposed by Mr. ~Nrignolies, and had estimated the expense of constructing it. His estimates were founded on the plans and seetions of Mr. Vignolles. The total expense of the proposed line, exclusive of land, stations, and sidings, would be 1 ,300,0001. He could not state the average expenze per mile, as he had not Considered the subject, but had formed his estimate for each item separately. lie had omitted the three items of land, stations, and sidings, as he had no data. He had only estimated the expense of works. Mr. Peto was then , :ross-examined by Mr. WHATELRY and Mr. Sergeant SIIEE. Wu.smax then resumed the case on the part of the London and Croydon line, and called several witnesses to prove the benefit t nh inhabitants that part of Kent through which it passed, and the :inferiority of the South_Eastern and North Kent lines. Mr. Thompson, proprietor of paper-mills at Bromley, spoke to the advantage to the paper manufactories in the neighbourhood which would ensue from the formation of the proposed line. Other witnesss were then called, and spoke to the necessity for such a line, and the superiority of this over the South_Eastern and North Kent lines. Mr. G. Boutcher, and Mr. Ring, coal merchants at Rochester, spoke to the effect the proposed line would have oli the c oa l trade, andto the reduction in t h e price of coal which would ensue from the cheaper mode of carriage. town, was Battie, landowner at Rochester, latfeavmouaryor of of the that pro ps was then examined, and gave evidence in ed Jine. Being cross examined, he stated that Cobham Hall and Park, the residence of Lady Darn, eff , was the most beautiful part At this point Mr. Smith objected to thethirseceevpitdi eonnceofctohnitsaienveid slence, and it was ruled that, inasmuch as matter in such a shape as to constitute new evidence, it was inad missible ; but Mr. Smith, having received an assurance that the tables should be handed to his clients for examination and dis proof; the statements were allowed to remain. Mr, siamuda was then recalled, and stated that be had beard The CHAIRMAN thought it was unnecessary to examine the witnesses alluded to. Mr. WILMORE consented to omit the evidence. He did not In. tend to call any witnesses as to the line between Chatham and Chilharn, as it would be exactly the same as that of the South_ Eastern line, the Croydon Company having adopted the sarveys of the South-Eastern. Mr. MERREWETHER said that it was impossible to find a better line than the South-Eastern. Mr. Witmotts said that the only advantage on the part of the Croydon line was that it was atmospheric, and the South Eastern locomotive. After the examination of several other witnesses on points of no public interest, the Committee adjourned at four o'clock. GROUP GG. SCOTCH RAILWAYS. THE GLASGOW, NEIMSTON, AND BARR,- HEAD LINE. The Committee, consisting of Mr. Evans (Chairman), Mr. New degate, Mr. Muntz, and Mr. Miles, sat at twelve o'clock, in the Guildhall, Westminster. Mr. HILDYARD opened the case for the promoters of the above Bill, and proceeded to refer to the importance of Barrhead and Neilston as a manufacturing district, and to the facilities which the proposed railway would give to the manufacturers there, in their transit to Glasgow. The total length of the railway was somewhat above eight miles, and the estimate for its construction was 142,0001. The promoters, conscious that an established main line could more efficiently work out a short line, like the present, had entered into an agreement with the Greenock Company to lease it at a yearly sum of 7,5001., which would give on the sunk capital, a dividend of eight per cent. The gradients were very favourable, the steepest on the distance of six miles being only 1 in 100, which in the remaining distance there was another of 1 in 74, but that was unimportant if they considered the nature of the traffic. The curves were also favourable, and the landlords on the line, were to a man, anxious to promote it. The Learned Counsel then went at great length into the nature of the agreement between the Paisley and Ardrossan Canal, and the Glasgow and Paisley Railway Company, in which the former undertook not to carry passengers, thereby sacrificing a trade of 400,0001. a year, they, in return being allowed to carry all the goods traffic between Glasgow and the Paisley district ; and he contended, that this was an agreement which threw into the shade the public interest, and that, therefore, another Com pany who came forward on public grounds, had a fair right to be supported by Parliament in their patriotic endeavours. He should bring proof in support of his allegations, and having done so, he trusted that the Honourable Committee would feel it their duty to support this Bill, as the best which could be adopted for giving public facilities to this important district. Mr. Crum, of Thornlie-bank, was the first witness called, and he stated that tl.e second station on the proposed line would come within half a mile of Thornlie.bank, which place was a little above Glasgow. The works there had been established above a century. They employed 1,200 people, the horse power was 392, and they used 19,000 tons of coal per annum, and exported and received 8,473 tons of goods. The railway would be a great advantage. Mr. P. M. Stuart, M. P, was called to prove the feeling in the county with respect to the rival lines. The direct line was the favoured one. The Committee then adjourned at four o'clock. GROUP K. NORWICH DISTRICT. This Committee resumed to-day at the usual hour, the Mem. bers present being Viscount Sandon (Chairman), and Messrs. Martin, Cobden, and Ricardo. Sir Benjamin Hall, Bart., has been prevented from attending since he met the late revere ac cident. Mr. ALEXANDER, Q.C., applied to the Committee to withhold its formal negative of the Bury and Thetford branch of the Nor wich and Brandon line, which course was intimated on Friday last, until they had heard the case of the Bury and Cambridge line, to he proceeded with on Wednesday next. The Learned Counsel contended that the evidence then adduced would mate rially affect the decision of the Committee, and he merely suggested the postponement for the better furtherance of justice. The CHAIRNI%N, after some slight hesitation, acceded to the ap plication. Mr. COPPOCK, the solicitor attending on behalf of the in habitants of Norwich, previous to the Committee discussing the clauses of the Norwich and Dereham Bill, applied for a week's postponement, to enable the corporation to meet and consider their course. The Committee, considering tha delay useless, proceeded to the discussion of the clauses, several of which were passed without opposition. In the progres , of discussion a few unimportant alte rations were made in the clauses, and the Committee adjourned at four o'clock until Wednesday, at twelve, then to proceed with the Cambridge and Bury Bill. GROUP L. PORTSMOUTH ATMOSPHERIC LINE. The Committee resumed their inquiry on this line this morning, Mr. E. B. Denison in the chair, with Lord Clive, Mr. Oswald, Mr. Vy•ian, and Mr. Monckton Milnes present. In the course of his examination by Mr. GL;IINEY, Q.C., Mr. Bidder, surveyor, stated that he objected to the means for pro viding for the crossings at the level, inasmuch as they were to be effected by a mechanical contrivance which everybody knew was likely to get out of order, instead of by the agency of persons living ' on the spot. The difficulty would, of course, he increased by the great traffic to Epsom on particular occasions. The ruling gradient was that at New-cross, which was 1 in 100, where about 600 people an hour were all that could be carried, unless they doubled the line. At the present, they could only take about 410 per train, with three trains per hour—that was, 1,200 an hour, when they ought to run trains at least every ten minutes, each carrying 1,000 passengers. He was decidedly of opinion that the Directors would have to double their line between London and Epsom. With regard to the expenses, he calculated the permanent way at 4,8401. per mile ; engines, 2,330/. ; tanks, 2001. ; patent right, 5001. ; points, crossings, and valves, 3501.; wells, 500 ; contingent expenses, 600/., making a total for the permanent way of 9,3201. The working expenses would be 6001., exclusive of interest, while on the locomotive line the cost would be no more than 547/., inclu sive of interest. To Mr. RAWLINSON Mr. Bidder replied that he had arrived at his conclusions respecting the 600/. a year from the Blackwell Railway, while Mr. Stephenson got to his conclusions by the work ing of the Camden Town engine. The Blackwell Railway Com pany paid 3001. a year for water, and had been at an expense of 6,0001. or 7,0001. for forming tanks. No one could fail being gratified with the first sight of the atmospheric principle, but it was exceedingly ad captondum, and for a long line he thought it was unsuited. He had indeed been anxious to apply Mr. Samuda's principle to a line of his of 21 miles in length, leading to the Thames, but Mr. Samuda had not acceded to his proposition, al though the Blackwell engines might hare been used in the project. The largest engines could carry on a locomotive line about 600 or 700 people by one train, and he thought that the trains might be started as fast as they could be filled. On the Greenwich line they had carried more than 39,000 persons in one day. But he did not believe that the atmospheric line could start a train every ten minutes, so that the accommodation could not be yielded by it which the publie required. To the re-examination of Mr. Guaisev, Mr. Bidder stated that he had started without any prejudice against the atmospheric prin ciple—o❑ the contrary he greatly admired it; but he feared that its application could not be so general as he desired. Mr. Hawkesley, engineer to the Nottingham gas and water_ works, stated that he had been under the necessity of paying great artention to the passage of fluids through tubes. His experiments had been applied to gas, water, and air, and they had been ap plied particularly at Birmingham. His formula had been applied by Mr. Low, who bad written to him to ask what quantity would be delivered from Peter-street at Charing-cross, through a tube of 18 inches in diameter, and he had stated that the quantity would be 60,000 feet in an hour. The result perfectly coincided with the supposition. He had tried the same principle a tVersailles, and several places in England, among others at Not tingham, through a tube two miles in length, fifteen inches in dia meter ; and at Edinburgh, through a tube of one mile in length, fifteen inches in diameter. There was, in fact, no such thing as suction. That had been known ever since the Tollichlian expe riment, which took place 200 years ago. In fact, what was called suction was neither more nor less than the impulse put upon an intermediate body, having a proportionably ratified atmosphere before it, from the impulse put upon it by the denser substance behind. There was certainly friction in the passing of air through a tube, partly arising from impact, which was as the square of the velocity, and partly from the rumbling of the particles among them selves, which was simple. Thus, supposing the pressure to be in creased tenfold, the friction woull be increased one hundred-fold, and the rumbling tenfold. The train could consequently move no faster than the air, and the greatest weight proposed by the pro_ moters could not be carried up a plane of 1 in 100 faster than thirty miles an hour ; or up a plane of 1 in 80 faster than twenty_ three miles an hour. His formula had been put in by Mr. "Udder. In the cross-examination cf Mr. AUSTIN, Mr. Hawkesley re plied that his formulas were almost absolutely correct with respect to large tubes, although he had omitted the rolling friction, be_ cause as effects were so minute that it hat no presentable effect on the result. He had made more than two hundred experiments through tubes 4 of an inch, it of an inch, and of an inch. There was no difference detween blowing air through a tube and drawing it away by an air-pump. The rates which he had drawn the gases through were immaterial, and he thought the instance he had given in the case of the pipe of eighteen inches sufficient for a rule for all the cases which could be supposed. He had tried the experiments from the very slowest to the very quickest velo cities, and through tubes of from one inch long to 160,000 inches. He had tried it with a pressure of 41 inches of water, which was equal to one inch of mercury. The speed of fifteen t i dies an hour would be equal to five inches from the barometer through a three mile tube, and everything remains the same through a tube half the length ; the pressure remaining the same the speed would be 44 miles an hour. The leakage would account for the diffe• rence, and the train would stop at the point where the leakage would balance the pressure of the atmosphere, but at that distance he could not exactly say, but could calculate if the plane, tube, and pressure were given to him. His results had been formed by equation, and were confirmed by ascertaining that the constants given by theory had been confirmed by more than a thousand experiments, and among others, upon many of Yr. Samuda's own premises. He had no doubt whatever that increasing the tube from one and a half mile to three miles in length would greatly reduce the mean velocity. In fact, the friction would be increased, and that which was called suction was neither more nor less than the ab.traction of a quantity of air near the engine, the space being occupied by a more rarified atmosphere, that which was nearest the engine being driven forward by the denser medium behind. In fact, it was nothing more than blowing. To Mr. OSWALD—The witness replied that, in the event of the disabling of one pair of engines, those at six miles' distance, the next engines, would be useless, for he found by experiment that at the end of seven miles the initial force would be only two and a half miles, so that at a little further distance, the engines would only be able to pump out the leakage, and they might go on for everlasting, just neutralising the rorce of the air one way or the other, without moving the train a single inch. Mr. Harrison, engineer, was examined by Mr. SAIITIS, and ex pressed his opinion that the atmospheric principle could not be efficiently worked. He had himself been delayed twenty minutes the other day at the Euston-square station in consequence of some derangement of the stationary engine. Some third-class trains might take 500 passengers at once, and he did not think that that number in third-class carriages would exceed fifty tons. In all his assumptions of the third-class passengers, he thought that the tube might be 18 inches. He had been engineer to the Newcastle and Darlington, and two other railways, and was decidedly of opi nion that the gradients could not be surmounted as represented, and if there were a delay in the early hours of the day it would affect every other train during the day. This concluded the evidence against the atmospheric principle. After some discussion it was decided that the counsel for the atmospl.eric line should call evidence as to the new matter which had been adduced by the opponents of the line, when Mr. Joseph Cubitt was called by Mr. ALEXANDE R, and produced a table, showing the comparative cost of single works and single line, which would be 1,279,9301.; for double earthwork, with double bridges and tunnels, with single line, the cost would be 1,393,583/. ; while for the whole of the doubleline,everything double, 1,431,1984 ; and f 4* a double locomotive line it would be 1,312,7981. This was all exclusive of the Chichester branch ; for the expense of this latter there would be a cost of 122,2801., making a total for this cutting of 1 ,435,1791. Accordiog to his calculations the Guildford and Portsmouth line would be 877,2321., making an average of 19,174/. per mile, and the whole value of the wages of the gate.kcepers would be 34,5001., making a total of 19,228/. per mile. By the atmospheric line the whole cost would be 15,582/. per mile, and inclusive of the gatekeepers, tube, and electric telegraph, the cost would be 24,9151, a mile. ♦ccording to Mr. Locke's prises, Ore sort would be Kent, and the pride of the neighbourhood. He knew that the proposed line passed by the southern side of the park, but did not think it interfered with any part of it. Mr. WILMORE then said that he had a number of witnesses to examine as to the same part of the line that had been spoken of by tho se but he would not ca ll them unless the Cdrl2Pit tec jusysti3rlo4.3_thiti.7ed; THE S N, LONDON, TUESDAY MORNING, JUNE 24, 1845 Mr. Harrison say that ten minutes delay would interfere with the trains during the whole of the day; but that was a mistake. He had evidently misapprehended the diagram, for he had calculated that the train from Dorking to Godalming would pass at the rate of 60 miles an hour, when in fact the time proposed to be occupied was seventeen minutes, and the rate was to be 46 miles an hour. He had also calculated the speed frcm Lipprock to Godalming at 56 miles an hour, when in fact the time proposed to be occupied was sixteen minutes, and the speed forty.four miles an hour. With regard to the Epsom traffic he saw no reason whatever, as all the Epsom trains could take the Portsmouth traffic to London; for in consequence of the incline from the Dartmouth Arms to New Cross the momentum obtained would be sufficient to carry 120 tons, and the other way there would be no difficulty whatever in running distinct Portsmouth and Epsom trains. He would take the tonnage of Mr. Harrison, and allow that a train of 50 tons would carry about 500 passengers. Now there would be a power amply sufficient to draw 70 tons, and, with anything like judicious arrangement, each train wou!d be able to carry, on an average, 600 passengers every ten minutes, or, allowing for 600 as a contingent, he could send 3,000 pas. sengers per hour to Epsom. He had himself seen 10,000 passen gers sent in four hours by the Dalkey train, and they had since sent a greater number of trains than were sent on that occa. &lion, the Dalkey line being, on account of its curves, a badly con structed line, and its ruling gradient 1 in 115, while the line to Epsom had a gradient of 1 in 102, and was a far better constructed line in every other respect. On the Croydon line the empty carriages could be sent back by the locomotive line. The stoppages might all be made up by saving time at the crossing stations, and by an acceleration of speed on the journey, if the latter were necessary. On this line they could take a train of fifty tons with a vacuum equal to nine inches of mercury, and this weight was therefore by no means a maximum, and this vacuum, for a rate of forty miles an hour, could be performed in thirty.two seconds. This had been done on the Dalkey line, which was a worse one. The time necea. sary to obtain a fifteen-inch vacuum was from a minute and a half to a minute and three quarters; and during the many experiments which had been made throughout the whole day the time occupied for ob taining it was remarkably uniform, the difference being only about 21 seconds on an average. An 8-inch vacuum would be the mean vacuum required through the whole line, and the extreme would be 16 inches for all the steep gradients. To obtain the average vacuum at the crossing places, which were the only places where they would have to wait for it, the time would be halt a minute, and the minimum would be only 2 inches, and the time an imperceptible quantity. But in this he thought he was in every instance far within the mark. In the case of a disabled engine the second engine would make up for the difference. With regard to the difficulty, as stated by Mr. Hawkesley was entirely wrong, and he did not think that they would have any more difficulty than they had already en. countered at Dalkey. He would not touch on the abstract propo sition of the similitude between suction and drawing, bet prat tically it was altogether different. In a minute and a half they could obtain a traction power equal to 1,320 lbs. at a distance of one mile and three-quarters from the engine. This would be seen in a more striking manner if they were to attempt to force this power of 1,3201b5. through a pipe already filled with air. This had been attempted for the purpose of blowing furnaces through pipes not a fourth of that lengtis, but it had been discontinued, for it had been found that no pipes could withstand the force applied to them. The fact was, the two pistons, the one at the air-pump, and the other at the carriage, were just as if they were connected by an iron rod, and just as the air-pump would draw cut the iron rod, and cut it off, piece by piece,,the piston behind following just so fast as the rod was shortened, so was the column of air drawn off by the engine, and allowed the train to be propelled by the air behind in proportion to the rapidity at the other end as soon as the via inertix was overcome at the other end. He therefore took an entirely different view of the matter from Mr. Hawkesley, and contended that the column of air, instead of being attenuated, travelled bodily up the tube, and that there was no differential pressure whatever. And if there were no leakage whatever, he contended that the two barometers, the one at the engine and the other at the pump, would be precisely at the same height at the same moment. But there was leakage, and it entered at the piston and caused a continual flow of air towards the pump, which occasioned such a disturbarce as affected the barometers to the extent of the disturbance which they exhibited. He had ascertained this practically by standing under the bridge at Kingstown, He heard the first stroke of the engine at Dalkey the moment it was made, and at the moment he heard the blow the mercury was acted upon. The Dalkey engine was anything but a good one ; but with all its defects he had observed that there was no more difficulty on the length of a mile and a quarter than there was at Wormwood Scrubs, where the line was only half a mile in length. The speed which they had attained on the) inclined plane at Dalkey; with its burden, equal to a power of drawing 150 tons on a level, was the rate of forty miles an hour. Now, on a line of this extent there was no possible opportunity of attaining the maximum speed, while, from a great number of experiments which he had made on the Great Western line, he found that in the fast trains the usual friction was at 8 lb. the ton, 320 lb., 15 lbs. for the engine, a total of 225 lb., gravity 80 lb. Atmospheric resistance 420 lb, being on an area of 60 at the rate of 7 lb., making the total of tractive power necessary of 2,475 lb. to draw a train weighing fifty-two tons ; while the atmospheric principle, in con. sequence of not having the weight of the engine and the tender to draw, would be only 1,750 lb. 'With respct to the tube, it had been stated that the cost would be much more than had been stated. He found that the contract for the tube on the Croydon line was 4,000/. per mile, while it was in reality being laid down for 3,7001. a mile. According to Mr. Locke's calcula tions the cost of the Guildford line would be 17,8391., while that on the atmospheric line would be 18,992/., giving in favour of the Guildford line 1,155/. per mile, represented by 75/. 15s. per annum for interest. For the working plant there would be a cost for the atmospheric line—twenty.four pairs of engines, 1.50,0007. being at the rate of 2,4871. per mile. On the Guildford line it would be 72,5007., making a rate of 1,5801. per mile, viz. 9071. in favour of the Guildford line, being an interest of 45/. 14s. per annum. Thera was, however, an excess its the working ex penses on the locomotive line, equal to 311. per mile, or 1,8601. per mile per year, if the trains rats only nine times a day. But if the trains were increased to fifteen times a day, it would be 911, and the consequence would be a cost of 17,200/., equal to 2861. 18s. per mile per annum in favour of the atmospheric line. In all these expenses he had omitted no contingency ex cept the coals, which would be much less than had been asserted, as was proved by the consumption on the Dalkey line. To Mr. OSWALD—Mr. Samuda said that the cost of a single line would be 4,5001, and for a double one about half as much again. The cost of engine-houses, crossings, and all the contingencies, would be 2,4871. per mile, and for a double line there would be wanted 5001. per mile additional. In constructing a double line they would save a good deal of pipe, as they would have no pipe down the inclination. The Committee then adjourned till to-morrow at twelve o'clock GROUP LL. THE LONDON AND SOUTH-WESTERN METROPOLITAN EXTENSION., The Committee met at twelve o'clock, Lord John Manners in the chair. The other members of the Committee were Sir T. Es_ monde, Sir John Trollope, and Mr. E. fieneage. The clauses of the above Bill were gone through Seriatim and agreed upon. The Bill was recommitted akd ordered to be re ported. THE LONDON AND HRIGHTOI+T RAILWAY (WANDSWORTH 33RANCII). Mr. HILL, Q. C., with Tolessrs. Gurney and Mellor, ap peared in support of this Bill. He appeared on behalf of the Lon don and Brighton Railway Company, whose object was to form a branch from their railway near Croydon, extending to Wandsworth, where they would make one of their termini. The length of this branch would be six miles and a half and S chains. The estimated expense of constructing it would be 119,1911., so that the average sum per mile would be only 20,0001. This contrasted very favourably with a Bill which came before the Committee, in which he appeared for the South- Western Railway, and the es timated expenditure of which would have been 400,0001. per mile, or twenty times as much. A great advantage in the projected line was, that it did not materially interfere with private property. It would not be found necessary to take down a single house. Only two or three cottages would be removed, and those were already the property of the London and Brighton Bailway Company. The plan only interfered with one plot of ornamental ground. With respect to the engineering impediments, he would remind the Committee that Croydon was very much above the level of the Thames, or any spot on its margin, and consequently, however they would approach the river, they must fall from a high level to a low one. The gradients, positively speaking, were not good, but comparatively they were so. The worst gradient was lin 100 for only half a mile; on the London and Croydon line there was the same gradient for two miles and three quarters. The worst curve was only half a mile radius, but that was at the station ; otherwise the curves were good. The line crossed no turnpike road on the level. They would have four stations—two at Nine Elms, one for passengers and one for goods ; one at York-etreet•road, and one at Wands worth. That at Nine Elms would be most desirable, from its contiguity to the river. There was an excellent wharf there, and there would be great facility for the tran shipment of goods. The Learned Counsel went on to show the advantages which the proposed line would afford, particularly to the inhabitants of the west•end of the town. The only petition worth noticing was one from the Directors of the London and Croydon Railway, which sets forth that, "if the in tended railway from Croydon to Wandsworth be carried out, it will be carried through land over part of which the petitioners, brie of railway extends, and thereby operate to the detriment of the rights and interests of the petitioners." They certainly did interfere with the Loadon and Croydon by crossing their railway, but it would not cause them even temporary incon. venience. It would not stop their trains even for one hour. The petition from them set forth that the line would not confer advantages equivalent to the damage it would cause, but this asser tion he would disprove by the most competent witnesses. He did not deny, however, that it would to some extent "divert the traffic from the London and Croydon line," which was another allegation in the petition. Mr. Rowland Hill was then called—ls Chairman of the London and Brighton Railway Company. Thought the present London bridge terminus did not afford sufficient accommodation for traffic. A west-end terminus was also much wanted. Thought the proposed termini would confer great advantages on the public. The station at Nine Elms would afford great facility for goods and traffic. Approved generally of the projected line. Messrs. Austin and Talbot appeared for the London and Croy. don Railway Company.—The witness was cross-examined, but no thing material was elicited. Mr. Thomas John Buckton, Secretary to the London and Brighton Railway Company, proved the amount of traffic between London and Brighton, at the London bridge station, to be as fol lows : Receipts from passengers from June 2, 1844, to May 31, 1845, 152,1071. ; the numLer of passengers, 377,672 ; the quan tity of goods, 17,646 tone. Mr. Lewis Slight, clerk to the Commissioners, proved that the intercourse between London and Brighton was great, and that it was daily increasing. Mr. Evans gave similar testimony. Other evidence of a formal and uninteresting nature was given, and the Committee adjourned at four o'clock. GROUP X. CAMBRIDGE AND LINCOLN LINE. TRAFFIC EVIDENCE RESUMED. Mr. J. Parke was placed in the chair at the sitting of the Com mittee this day, and his examination in chief resumed, it having been adjourned from Saturday. THE DIREC r NOETHERN MINE. Mr. Sergeant WIIANGRAM wished to know if the sections of the Direct Northern had yet been put in He believed, that ac cording to strict rule, they should have been deposited months ago; hut he couldsnot under►tand why they should not be ready now, and deposited this morning. Mr. COWAN, Counsel for the Direct Northern, said he under stood that the sections were ready, and the only delay to the pro duction of them was that some tracing copies of them were now being made, and that they would be ready tomorrow. The CHAIRMAN said he believed he spoke the unanimous opinion of the Committee in stating, that in justice to the opposite party the sections should have been put in before now, and that they must be deposited with the Committee this day. Here the subject dropped, and the examination of Mr. Parke was then proceeded with. When the cross-examination of this witness had terminated, Mr. Pitt, the witness on the traffic on behalf of the London and York line, was recalled, to show that he hail not, in his cal. culations of that traffic, assumed that it would be doubled if that line should be node. After a few questions had been asked him, the Committee ad loomed. GROUP Z. The Committee to whom this group has been referred met today et twelve o'clock ; the Hon. Mr. Clive in Use elutir. THE GREAT WESTERN (DunzlN AND GALWAY). The rebutting ease of the promoters of the line was then entered into. The first witness called was Mr. R. Stephenson, civil engineer, who was ew-smined by Mr. TviLott—He stated that he had examined the sections and plans of the proposed line, which had been deposited, and he had no hesita tion in saying that if they were correct the line was very easy of construction. Had heard that the levels taken by Messrs. Han nlngton and Boyle differed from those taken by Captain Moorsom and his assistants. These discrepancies, where levels were required of a "side-long " country, were of frequent occurrence when they were taken by different parties. He has known engineers to differ to the extent of twenty or thirty feet. That difference would arise from the parties placing their staffs at points a few feet sepa rate, and the result would be a difference of twenty or thirty feet. Had himself known a case of that kind where the discrepancy was 38 or 48 feet, he could not remember which. The country in that case was of a " side-long" nature and the error arose in the way he had just pointed out, that the engineers had placed their staffs in different positions. This difference mast necessarily arise unless the same point is selected by both parties, and as that scarcely, if ever happens, by different parties, a discrepancy will always arise in levelling a side-long country. If the gentlemen who were sent to check the levels made their starting point higher up than the gentlemen who took the levels on which the sections were formed which had been depo sited, a discrepancy might exist for several miles. Cross-examined by Mr. JAIIES —The errors very much de pended on the side-lcng nature of the country. Did not know the character of the country through which the line passed. There was nothing in the section to demonstrate that the country was side-long. He assumed that the country was sidelong at the point where the greatest maximum error of 36 feet was stated to exist, from information given to him from Capt. Muorsom. Errors in taking levels were possible, and very frequently occurred from taste. Sup posing that errors existed to the extent stated of thirty.eight feet, the increased expense would be 37,000/. By Mr, TALBOT — Has made th , s calculation on the assumption merely that the error existed. Mr. George Bidder, engineer, agreed with the evidence of the last witness so far as he heard. It was possible, in making a copy of a section with tracing paper, that an error of considerable ex tent might arise. He knew an instance himself where a tunnel was shown where there should have been an embankment, in con sequence of an error arising from this cause. He never knew a case in Parliamentary inquiries in which snctions of a line of side long country did not differ when the levels were taken at different points. Mr. Jssius cross-examined the witness at considerable length. Captain Moorsom, examined by Mr. Tausor—Heard the evi dence of Messrs. Hannington and Boyle, and referred to the see tions where the errors were stated to exist. At the road between Kilconnell and Loughrea, a point where he could test the accuracy of the allegations made by a comparison with the Ordnance sec tions, there was only one foot of difference between them and the railway sections, while with those laid down by the opponents of the Bill there was a difference of twelve feet at the same point. There was the same agreement at another point (Ballinasloe) between the Ordnance levels and those taken for the promoters. The placing of the staff makes such a difference that unless the same point is selected a difference must arise in a side-loi,g country. If there was a practical error of 35 ft. it would be impossible for that error to be worked out, or even to exist at all, where the greater part of the section on which it existed was correct. PARLIAMENTARY BUSINESS. NOTICES GIVEN AT THE PRIVATE BILL OFFICE. SATURDAY, JuNE.2I. St. Helen's Canal and Rail way,—Report, Tuesday, June 24 Wakefield, PontQfract, and Goole Railway,—Consideration of report, Tuesday, June 24. Richmond (Surrey) Railway,—Consideration of report, Tuesday, June 24. Great Western Railway (Ireland) (Dublin to Mullingar and Athlone),—Report to be considered, Tuesday, June 24. Preston and Wyre Railway Branches,—Report, Tuesday. June 24. Runcorn and Preston Brook Railway,—Report to be con• sidered, Tuesday, June 24. Liverpool and Bury Railway (Bolton, Wigan, and Liver• pool and Bury Extension ),—Report to be considered, Tues• day, June 24. Birmingh am and Gloucester Railwa♦ (Gloucester Exten sions, Stoke Branch, and Midland Railways Junction),-- Report to be considered, Tuesday, June 24. London and South Western Railway (No. 2),—Report to be considered, Tuesday, June 24. Cork and Bandon Railway,—Report to be considered, Tuesday, June 24. Oxford and Rugby Railway,—Third reading, Tuesday, June 24. Oxford, Worcester. and Wolverhampton Railway, —Third reading, Tuesday, June 24. THE HORTICULTURAL SOCIETY The second floricultural exhibition for the present season under the auspices of this Society, took place on Saturday at Chiswick. The weather was delightfully fine, and the road between Hyde Park-corner and the gardens was thronged with equipages conveying company to the fete from one o'clock until an ad vanced hour in the afternoon. The gardens were looking very beautiful, and the exhibi tion was considered by the judges to be most satisfactory. Their Royal Highnesses the Duke and Duchess of Cam bride honoured the gardens with a visit early in the afternoon and devoted a considerable period to an e_ amination of the collections in the various marquees through which they were conducted by the officials of the Society. Perhaps on no former occasion-has the Society had to boast of agreater degree of aristocratic patronage than was awarded to the exhibition on Saturday. The visitors were nut quite so numerous as at one of the fCtes held last year, but the as semblage of rank and fashion may be fairly stated to have been unequalled. The visitors on Saturday numbered 12,520 persons (on one occasion last year they exc, eded 13,000). Among the members of the last ton whom we observed in the grounds were— ... Ills Serene Highness Prince Edward of Saxe Weimar, his Serene Highness Prince Herman of Saxe Weimar, his Ex cellency the French Ambassador and suite, his Excellency the Austrian Ambassador, and the Countess Dietrichstein, his Ex cellency the Danish Minister, and the Counters Reventlow, h s Excellency the Minister for the Netherlands, his Excellency the American Minister, and Mrs. and Miss Everett, his Ex cellency the Brazilian Minister and Madame Marquise de Lisboa, his Excellency the Mexican Minister and Madame Murphy, his Excellency the Sardinian Minister, the Duchess of Northumberland and Miss Percy, the Duchess of Suther land and Lady Caroline Leveson Gower, the Marquis and Marchioness of Lorn, the Countess of Povtis and the Ladies Herbert, the Countess Granville, Lady Dover, Lady William Powlett, Lady Bridport, Mrs. Lawrence, &c. There were also present the following members of the Society, most of whom were accompanied by their families : The Alatquia of Breadalbane, the Earl of Auckland, Viscount Howick, Lord John Russell, Sir H. Middleton, the Lord Bishop of London, Lord Grantley, the Earl of Orkney, Sir William Molesworth, Sir Charles Hulse, Sir Charles Morgan, Lord W. Fitzroy, Sir John Sebrieht, the Earl Beauchamp, Sir George Duckett, Sir W. Heatheote, the Earl of Leicester, Sir R. Heron, Lord Willoughby D'Eresby, Sir John Guise, Hon. H. T. Liddell, the Earl of Rosebery, Sir Thomas Clifton, Lord Portma n the Earl of Ab oyne , t h e Lard Chief Baron, the Marquis of Exeter, Sir Thomas Acland, Sir Augustus Foster, Sir Francis Shuekburgh, the Earl of Burlington, the Farl of Zetland, the Lord Bishop of Rochester, &c. The beautiful marquees erected by Mr. Benjamin Edgington throughout the grounds afforded a refreshing relief to the pro menaders during the afternoon ; and we may mention as a curious fact, illustrating the degree of patronage bestowed on the refreshment booth, that Messrs. Gunter, who are the caterers at all the fetes of this society, sold upWards of one thousand quarts of ice on the occasion I Upwards of six hundred tickets were sold at the doors ; and here, en passant, it may be well to remind our readers of the existing regulation which forbids the issue of an admission ticket to any person not holding the order of a member of the society. Inattention to this rule was the cause of considerable inconvenience on Saturday. The policy of its aioption has been proved by the security it affords to the " pockets" of the patrons of the society. The following is a selection of the principal prizes awarded by the judges:— IMPERIAL PA tt.LIA M 14:11 T. o HOUSE OF LORDS. June 23. Their Lordships assembled at the usual hour. WATERFORD AND LIMERICK. The Earl of BESBOROUGH presented several petitions from Waterford in favour of this railway. LEEDS AND WEST RIDING JUNCTION. A NOBLE LORD presented several petitions in favour of this Bill. INTEMPERANCE. The Marquis of NORMANBY peseuted a petition from Newcastle-on-Tyne against intemperance. RAILWAY BILLS: The following railway Bills were brought up from the House of Commons —The Londonderry and Enniskillen, the London derry and Coleraine ; the Ashton, Staleybridge, and Liver pool ; the Horsham branch of the London and Brighton Rail way ; the Cornwall; the North Wales Mineral Railway ; the Shrewsbury, Oswestry, and Cheshire Junction ; the Bedford branch of the London and Birmingham; the Blackburn, Dar wen, and Bolton; the Lowestoff Railway and Harbour, and others. PROTEST AGAINST THE MAYNOOTH BILL. The Marquis of NORNIA,NBY wished to speak to a point of order connected with their Lordships' proceedings. It might be in the knowledge of their Lordships that a protest had been entered upon the journals of the House against the third reading of the Maynooth Bill. Now, it was the invariable custom of this House that no Noble Lord should sign a protest who was not present at the time the question was put. It was also contrary to the rules to refer to any terms which might be used in a protest ; but he might go out of the way to state that the protest in question put for ward an opinion in very strong terms, statiag that the Bill was opposed to the principles of the rights of szecession, and the principles which placed the present Royal Family on the throne. This protest had been signed by a Right Reverend Prelate who was not present upon the third reading, but who only voted on the occasion by proxy. He should, therefore, move, if the Right Reverend Prelate did not wish to do so himself, that 1 , ave be given to the Right Rev. Prelate to strike his name out of the protest. The Bishop of LONDON presumed that he was the party alluded to, and he begged to assure their Lordships he was not aware that the forms of the House precluded him from signing the protest against the third reading of the Bid. Having done so, however, it only remained for him to apologise to the House for the want of knowledge he had displayed, and to request leave of their Lordships to withdraw his signature from the protest. IRISH LANDLORD AND TENANT BILL. The Marquis of LONDONDERRY, seeing the Noble Lord the Secretary for the Colonies in his place, wished to ask what his intentions were respecting the second reading of a Bill upon their Lordships' table, known as the Irish Landlord and Te• nant Bill? It stood for the second reading to-morrow, and he wished to tell their Lordships, that a more fatal and more ob noxious measure to the interests of the landed proprietors of Ireland could hardly have been brought forward, and he there fore wished to know whether the Noble Lord intended to carry it through in its present objectionable form, and containing the compulsory clauses. These clauses were most objectionable. They wore founded upon a report lying upon their Lordship's table, the general contents •t which, although in some part it gave some good information, convinced him that the concoc tors knew very little of the real state of Ireland. He would say no more at present, because he hoped to have another op portunity of stating more fully his objections, but he trusted Government would not venture to push it through parliament at this late period of the session. Lord STANLEY deeply regretted that his sense of public duty did not allow him to propose the postponement of the second reading of this Bill. He had to thank the Noble Marquis for the courtesy which he had experienced at his Lordship's hands in having communicated privately his intention to ask this question, and he regretted greatly that he could not comply with it. The Bill had been recommended by the Commission of which his Noble Friend was at the head, without he believed any dissension. That Commission had been composed of individuals all differing in religious and political opinions, and almost on every other subject, but all agreeing in this, that they were owners of property in Ireland. He should wish this Bill to go through Committee, and, if Noble Lords wished it, rather than its value should be impaired by any undue hate, he should be glad to refer it to a Select Committee up stairs, and have all the clauses thoroughly discussed and decided upon, so as to render it as appropriate as possible for the object whi h it had to serve, for he repeated that he should conceive its value to be very greatly diminished if it was supposed to be passed with any undue haste throuxh the House. Lord STRADBROKE wished to ask whether the Noble Lord intended to say that this Bill had been brought in on a recommendation of the five Commissioners,' because, if he understood rightly, the Commissioners repudiated the Bill as being any Bill of theirs. Lord STANLEY said that the object of this Bill was to give compensation for the expense which had been incurred by the tenant in the improvement of the land. This was an unanimous recommendation of the five Commissioners, and he was not aware that any of the principles of the Bill had been altered. The Marquis of LONDONDERRY wished to inquire whe ther this Bill was to be passed this session, before the Com missioners had concluded their report, or whether they had concluded their report? Lord STANLEY said that would depend on the Com missioners themselves. NEWCASTLE AND BERWICK RAILWAY. Lord BROUGHAM! presented a petition from the Duke oi Portland, against this Bill, which he alleged would injure his property unnecessarily, as a better and a shorter line might be laid out, although perhaps not so good a one for the pro prietors,_ The Marquis of LANSDOWNE wished to know whether railway accidents were ever reported to the Board of Trade, and it not, whether the Hoard was in the habit of in stituting any inquiries respecting such accidents; and if so, whether there would be any objection to report the result of such inquiries to Parliament. He consi dered that on e great advantage would attend such a course, he ni , ant the publicity which would be given to them. He did not address one question so much with a view to the great and rich railways as the smaller and poorer ones. He wished the Noble Earl to state what was the usual prac , tce on these occasions, and whether there would be any objection to report to Parliament the result of such inquiries if they were made. The Earl of DALHOUSIE said, that by an Act passed in 1840, and a subsequent Act, railway companies were bound, under a penalty, to report all accidents attended with loss of life within forty-eight hours after their occurrence. And with respect to accidents where there was no loss of life, they were bound to furnish a report, but not so soon as in the former case. The usual course adopted was to wait for the report of the railway company, unless in cases of great moment, and when those occurred the Inspector-General was sent down immediately to inquire into the circumstances and report the result and the cause of the accident. The power of the Board, however, stopped there ; they could not compel the adoption of any suggestion which tt might be ne cessary to carry into effect, with a view to prevent their re currence. As to the laying the reports before Parliament, he was not aware but such was the custom, but if not, of course there would be no objection to do so if required. The Earl of DALHOTTSIE rose again, in reply to a ques tion from the Duke of Wellington, and said, that no report had been received by the Board of Trade, of the accident wt.ich the Noble Duke referred to as having occurred at Bridgewater. CHARITABLE TRUSTS BILL. The Marquis of BREADALBANE presented a petition against the Charitable Trust() Bill. RAILWAY TRAVELLING ON SUNDAYS. The NOBLE aQuis also presented a great number of petitions from clergymen and others in Scotland, against the desecration of the Lord's day, and praying their Lordships to compel railway companies not to run trains on the Sabbath. There was a general ()pinion amongst clergymen, magistrates, and others in Scotland, that trains only should he run on that day in cases of emergency, of illness, and for the conveyance of Government dispatches of important NEWCASTLE AND BERWICK RAILWAY. The Duke of RICIIIIOND presented a petition from New castle in favour of this line. TESTS IN SCOTCH UNIVERSITIES. The NOBLE Dui also presented a petition praying their Lordships not to abolish any of the tests in the Scotch Uni ... versifies. THE CORN-LAWS—AGRICULTURAL DISTRESS. The NOBLE DUKE also presented two petitions from Hamp• shire—the first complaining of the last alterations in the corn laws; the second complaining of agricultural nistress, and pray. ing for relief. SMALL DEBTS BILL. Lord BROUGHAM moved the second reading of this Bill, The Duke of RICHMOND objected to that part of it which gave the governor of a gaol power to administer an oath. Be sides, that officer was often absent at the assises, or in convey ing convicts from one gaol to snother. He considered that the oath ought only to be administered by a visiting justice. This was the only objection which he had to the Bill. Lord BROUGHAM said, inferior officers, the Clerk of the Papers in the Queen's Bench, for instance, were empowered to admini ter oaths. They had no means of making a justice coma to the gaol, and a poor debtor was unable to pay the expense. The Governor, in 99 cases out of 100, was at home when required. Last year, many persons were kept 10 days or a fortniAt in gaol because no person was at hand before whom they could swear an affidavit. A debtor could not go to a justice, but was compelled to wait until he could come to him in prison. Lord PORTMAN understood that that portion of the Bill had been omitted, and such was the impression of many Noble Lords. Certainly, the shortening of a person's imprisonment was an advantage., but he conceived that no great delay would occur in obtaining the attendance of a justice to administer the oath. An oath was invested with more solemnity when admi nistered by a person in a high and responsible position. He wished his Noble Friend could have got rid of the oath in this case altogether, and hoped the words "visiting justice" would be added in the place of the words at present in the Bill. The Earl of WICKLOW thought that there could be no objection to accept the suggestion of the Noble Duke opposite, for there was no doubt but that the justices were very constant in their visits at their prisons, and when they could so easily be found, he thougl tit would he very objectionable to allow these oaths to be administered by the gaoler. Lord CAMPBELL really saw no objection to the adminis tration of these oaths as were prescribed by the clause of his Noble and Learned Friend (Lord Bioupham), for certainly he was quite ready that the governors of gaols should be entrusted with this power. Several of them, he knew from his own ex perience on circuit, had served her Majesty both in the army and navy, and were to all intents and purposes gentlemen. They were generally treated with great respect, and he believed that these functionaries would administer oaths with much more solemnity than they were administered in the Court of Queen's Bench, or even in the Court of Chancery. When an affidavit was to be administered in the Court of Chancery, the officer of the Court simply said to the witness, " Is this your handwriting? —kiss the book--a ;" and on the payment of the fee the ceremon y term i na t e d. E ven this did not pass in the Courts, but was performed in the passages. The LORD CHANCELLOR said, beside, it must be re membered that these persons were in no position to compel the justices to c)me. Lard BROUG HAM said that in Scotland the matter was very different. There the oaths were administered by the judges themselves in the most awful form, and with the utmost solemnity, but such was not the case here. The Lord CHANCELLOR—That was sufficiently evident from the way in which oaths were administered in the hall in that House. Lord BROUGHAM could bear testimony to that, for he had seen forty witnesses being sworn in at once, and that, too, with so little form, .that in one instance he had passed between the swearer and the person being sworn, without at all Inter rupting the ceremony. And with regard to an affidavit —who ever heard of any solemnity in the administration of an affida vit? His Noble Vriend had coolly asked him to alter the whole law of England in the administration of an eath. That was all. No matter whether the parties affected were Quakers, Separatists, or members of the Church of England With respect to the testimony of his Noble and Learned Friend, he eould hear equal evidence to the high respectability of the gaolers, both at York and Lancaster. Of Mr. Higgins especially, the governor of the gaol at Lancaster, he could speak, for he knew it for a fact, that the member for the county, on his late visit to his constituents, had dined with him, which was more than he would do with every one of the visiting justices. In many instances he knew the governors of gaols to be of the highest respectability. The Duke pf RICHMOND suggested that the probability NO. I. Pelargoniums, twelve new varieties.—Gold Banksian, Mr. Dobson; silver gilt, Mr. Cock large silver, Mr. Staines; nursery silver gilt, Mr. Gaines. Calceolariut, in sixes.—Large silver, Mr. G. Stanley. Pinks, twenty-four distinct varieties.—Nursery silver Knightian, Mr. Willmer ; nursery silver Banksian, Mr. Hen bery. Ranunculuses, twelve varieties for p r i va t e growers, twenty four K n i g h t i an, Mr. Betteridge, f A o b u i r nßanksian, Nlr. T. S tarr, A i rsee ; nursery Abingdon ; ur n silver serym large silver, Mr. Tyson. Seedling Florists' Flowers.—Silver Knightian, Mr. Beck ; silver Banksian, Mr. Beck ; certificate, Mr. Beck. No. 11. Stove or Greenhouse Plants, forty plants.—Large gold, Mr. Barnes, gardener to G. Norman, Esq. ; gold Knightian, Mr. J. Robertson, gardener to Mrs. Lawrence. Stove o- Greenhouse Plants, twenty plants.—Gold Knightian, Mr. F. Frazer ; gold Banksian, Mr. Ayres, gardener to J. Ceok, Esq , F. El S. Exotic Orchidacie, in collections of twenty species.—Large gold, Mr. Mylan, gardener to S. Rucker, Esq. ; gold Knightian, Mr. J. Robertson, gardener to Mrs. Lawrence; gold Banksian, Mr. Rollisson. Achmenes, six species. —Large silver, Mr. E. Jack. No. 111. Miscellaneous Collections OfitMt.—Gold Banksian, Mr. Dods, gardener to Sir G. Warrender ; large silver, Mr. Spencer, gardener to the Marquis of Lansdowne. Grapes.—Silver gilt, Mr. Barnes, gardener to Whitman, Esq., and H. Turnbull, gardener to the Duke of Marlborough ; silver Llanksian, Mr. Fleming,, gardener to the Duke of Suth erland; and Mr. Toy, gardener to Col. Challoner. Pineapples.—Silve r gilt, Mr. Toy, gardener to Col. Chal loner ; large silver, Mr. D. M'Evren, gardener to Col. Wynd ham. Peaches or Nectarines.—Silver gilt, Mr. Mackintosh, gar dener to the Marquis of Exeter ; silver Knightian, Mr. Dods. Other Fruit. —Silver Knightian, Mr. .M'Ewen, and Mr. Foggo, gardener to the Marquis of Abercorn ; silver Bank sian, Mr. Leslie. No. IV. Tall Cacti in Flower.—Gold Ranksian, Mr. J. Green, gar dener to Sir E. Antrobu., F. H.S. ; silver gilt, Mr. Falconer, gardener to A. Palmer, Esq. ; large silver, Mr. J. Robertson, gardener to Mrs. Lawrence. Fuchsias, twe:ve varieties, half to have a light calyx.—Small silver, Mr. Lane ; silv er Knightian, Mr. Gaines ; silver B an k- Sian, Mr. J. Robertson. - No. V; Roses in p o t s , di st i nct variet i es, amateurs twe l ve, nursery men twenty-five.—Sil ver g ilt, M r . J. D o b son; nursery gol d Banksian, Mr. L ane ; nursery silver gilt, Mr. Paul; nursery large gold, Mr. R. Laing. Moss Roses, in loose bundles, twelve varieties.—Nursery silver Knightian, Mr. Cobbett ; nursery silver Banksian, Mr. Paul. Other Roses, fift y var i eties.— L arge silver, Mr. Betterid ge ; silver Knightian, Mr. P arsons; s il ver Banksian, Mr. Willi ams , gardener to A. R ow l ands, Esq. ; nursery large silver, M r . Laing ; nur ser y silver Knightian, Mr. Cobbett ; nursery sil ver Banksian. Mr. Rivers. - Cape Heaths, twenty distinct varieties.—Gold Knightian, Mr. J. Robertson, gardener to Mrs. Lawrence ; nursery gold Knightian, Mr. Fairbairn ; nursery silver gilt, Mr. Hollisson. Cape Heaths, single specimens.—Large silver, Mr. May; nursery silver Banksian, Mr. J. Dawson. Pelargoniums, six species.—Silver Knightian, Mr. G. Stanley, gardener to H. Berens, Esq. New or Rare Ornamental Plants. —.Silver gilt, Mr. Glen dinning, large silver, Messrs. E. Jack and Eyley ; silver Knightian, Messrs. Eyley and Veitch ; silver Bank3ian, Mr. Veitch and Mr. J. Elliott, gardener to J. B. Boothby, Esq. ; certificate, Mr. Rollisson. - The Toxopholite Society, under the patronage of his Royal Highness Prince Albert had their annual meeting, in their beautiful grounds, in the Regent's park, op Friday last, to shoot for the gold and silyer medals presented by their president, the Earl of Aylesford. The band of the First Life Guards attended, and there was a large assemblage of ladies to witness the shooting. Wednesday, the 9th of July, IS axed upon for a bail at the Jodie. was that the probable reason for the visit of the Member for Lancashire to the governor was, that the majority of his con stituents were in gaol.—(Lau.Oster.) Jesting apart, he would suggest that the c ording of the clause should be so altered, as to allow the gaoler or deputy gaoler to administer the oath is the absence of the justices in the neighbourhood. That would be a compromise between the two plans. Earl RADNOR said that he thought it was highly requi site that the alteration should be made, as he feared that this Lxity in the administration of an oath not only in their minor affairs, but also in, the courts of justice, was very rapidly under mining the morally of the people. Lord BROUGHA NI would avail himself of the Noble Duke's suggestion, and he would, therefore, alter the passage in the clause so as to make it lawful for the governor of a gaol to administer the oath unless the attendance of a visiting or other justice could be obtained within 12 hours. Alter some further discussion the Bill passed through Com mittee, and their Lordships having resumed the report was brought up and received. The Bill was then read a third time and passed. SCOTCH TOLL-1 AR BILL. The Duke of RICHMOND moved the third reading of this Lord POL WORTH moved the insertion of a clause em powering the justices of Scotland to license toll-bars, provided there was not a public-house within two miles of the spot where the toll-bar was situated. The Duke of ROXBURGH opposed the clause, and sup ported the Bill as it stood. There were already too many licensed public-houses in Scotland, and be was glad their Lord ships had entertained a Bill for restricting their number. The Duke of MONTROSE supported the eau:P. lie thought it was a great convenii• nee to travelers and ca - riers that toll bare should be licensed, for they were mo-tly sittrted in parts of the country where a house - of refreshment could not be met with tor miles and miles round. Lord CAMPBELL said the licensing of toll-bars only bene fited the road trustees, and as he thought the people of Scot• land lad already been sufficiently demoralised by these houses, he should oppose the clause. The Duke of BUCCLEUCH reminded t} eir Lordships that, under an existing Act of Parliament, no toll-house could be licensed without the recommendation of the road trustees ; and, acting upon this Act, they had recommended that almost every toll-bar in the country should be licensed, because the toll of itself was unable to pay the interest of the trust. The trustees had thus been enabled to raise larger sums of money on the tolls than they o th erw i se could have dune had there been no such Act. The alteration in the law, he ' had no doubt, would be beneficial to the country at large, but it would, at the same time, entail great and serious difficulties upon many important trusts in Scotland. With respect to the amendment he did not think the restric tion to a couple of miles was sufficient. He admitted that in some parts of the country the traffic was not sufficient to main tain an inn, and it was highly desirable that some provision should be made in the Bill to meet such cases as these. It was not so much he thought the system of granting licences to toll bars that had tended to demoralize the people as the system of granting licences to small shop-keepers, and thus inducing ser vants and others to go and deal with them for the sake of the dram. After a few worda of explanation from Lord CAMPBELL and Lord POLWORTH, The Earl of HADDINGTON hardly knew how to vote, but he thought under the circumstances the number of miles mentioned in the clause ought to be increased. Lord KINNAIRD should vote against the clause proposed by his Noble Friend. The Earl of ELLENBOROUGH did not. know much about Scotland, but it appeared to him that the interest of all parties would be consulted by allowing toll-bars to he licensed for the sale of spirits, if the nearest public-house was not within five miles. Lord BEAUMONT said that was more than was sought by the amendment. If they put " five miles " after the word " to," he conceived that the object sought for would be gained, as a toll-bar could not then be licensed for the sale of spirits, if a public• house was within five miles of either side of it. The Duke of RICHMOND considered that if they put in any saving clauses, the trustees of the roads would be too strong fir them, many of whom were desirous that their toll bars should be licensed in the way they were, that they might obtain a larger revenue from them. If a clause were inserted for the purpose of giving the trustees compensation, they would not object to the Bill. For many miles, in some of the most remote parts of Scotland, there were no toll-bars, bus those that existed were opened during the whole of the Sab bath. and added greatly to its desecration. He considered the Bill was of great importance to that country, and could see no reason why there should be one law for England and another for Scotland. For the purpose of giving time, he should postpone the 3d reading until Friday. CHARITABLE TRUSTS BILL. This Bill passed through Committee. SCOTCH BANKING. The Earl of RIPON moved the second reading of this Bill. He said two measures had been passed for regulating joint stock and other banks in England, and that they were generally admitted to be wise and just, and that the advantages expected to result from them to th, public interests, considering the short time that had elapsed since they were passed, had been fully realised. The Government had, therefore, been induced to propose a measure for regulating the banking of Scotland, on a somewhat similar plan. He admitted that the present system had not produced any prominent evils, but. as regarded the general security of the banking estahliiihraents of the United Kingdom, a more rationill assimilation between the banking system of this country and Scotland was exceedingly desirable. It was not proposed to de rice the banks of Scotland of the privilege which they enjoyed of issuing notes below 51., but simply to impose some limitation on the amount of the issues. There were 19 bank* in Scot land, an average was to be taken of their whole monthly issue separately, as well as collectively, for 13 months between the lat of May 'Bl4 and the 31st of May 1845, and that the ave rage of the total issue in these 13 months should be the maxi mum amount of the future issue of each and all of these banks ; but in order to give the greater accommodation they were allowed to issue any quantity of notes they pleased, so long as they were in pr- portion to the quantity -f coin which might be in their possession for four consecutive woeks. The average maximum circulation of Scotland was to be 3.363,000/. in notes and in other securities. As he had said, they w.‘uld be empowered to make a further issue to any extent, provided they had coin to the amount in their possession. This additional amount would be one- fifth of the regulated issue or 60,0001., making a total of 3,663 0001. This was a larger amount that , they had issued during any stated time. For the year ending December their issue amounted to 3486,000/., so that that sum gave, them the power of materially increasing their issues. These were briefly the main features of the Bill, which he was of opinion would not cause any inconvenience to the monetary affairs of Scotland. Lord RADNOR said the measure was an unnecessary inter 7ereuce with the banking system of Scotland. There was an old maxim, that when anything was going on to the satisfac tion of all parties, that it should be left alone. He was, there fore, at a loss to know why the Government wished to inter fere with the banking sistem of that country. Lord Eldon once complained of a modern practice which had grown into use, of not stating in the preamble of a Bill, the effects which it was intended to realize, and the mischiefs which it was proposed to remedy. This Bill was a remarkable instance of this remark. The preamble stated that, " whereas it is expedielt to regulate the banking system of Scotland," &c. It should have stated the grievances which it was proposed to obviate in the banking system of Scotland. The people of that country had not com plained of it—on the contrary ; they were very much annoyed at the proposition. No inconvenience—no failure had resulted from it. There were only two failures in 1842. In the report of the Committee on the renewal of the Bank Charter, it was stated that the failures of banks in England from 1808 to 1820, amounted to 113 ; but, in Scotland,-during that time, there was not a single failure. Why, therefore, the system was to be assimilated to that of England. he could not conceive. The Committee which sat in 1826, on the expediency of abo lishing the 1/. note,bore testimor y to the excellenceof the aystem, and was in favour of retaining the I/. note. From 17tr to 1812 there were only two cases of bankruptcy in the banking establishments of Scotland. The Ccmmittee of the House o f Commons which sat on this subject, of which Sir. Robert Peel, Mr. Huskisson, and others were members, was unwilling. without any proof of the necessity--what proofs had the Noble Lord given ?—to destroy a system so admirably calculated, in their opinion, to economise the capital and improve the condition of the people and promote industrt. If the banks were so prudent as to keep so large a sum or gold at present, where was the necessity of endeavouring to make them act less prudently? He thought it very foolish to inter. fern with a system which, it was admitted on all sides, was already managed so admirably ; and he could not therefore see what could induce the Noble Lord to interfere at all. It was in evidence, that notwithstanding the increased population —the increase in trade and commercial prosperity—and not withstanding the establishment of the branch banks, the paper currency was diminished. He thought the substitution of paper for gold was one of the most ingenious inventions of modern times, and as he considered the present Bill was alto gether unnecessary, and was against the wishes of the people of Scotland, he was bound to give it his most decided oppo sition. He therefore moved, as an amendment, that it be read a second time that day three months. Lord KINNAIRD expected that there would have been a larger attendance of Scotch Peers on the present oc casion, as they all seemed to be of opinion that the Scottish banking system, as it at present existed, did not require any alteration. The largest average issue was 3,500,001)1., or thereabouts, and as it was not proved that there existed any abuses in connexion with the system, he would say " Not Content" to the present Bid, believing as he did, with the Noble Earl who had just sat down, that Legislative inter ference with the system was altogether unnecessary. The Earl of DALHOUSIE said, that the Noble Lord op posite had protested aganst the Government for having intro duced the measure on the ground that the present system worked well. For his part, he did not question that there had been comparative safety and considerable advantage connected with the present banking system in Scotland, and he would not question the great advantage of the 11 system ; but it was quite a mistaken notion that the present Bill would interfere With any of those advantages. Her Majesty's Governmant could not give a stronger appreciation of the value they at tached to them, or a greater desire to secure their permanency. 1 he sole object of the present Bill was, that if the banks of Scotland hereafter exceeded their present. issues, they must do so only in the quantity of gold and silver. If difficulties had not been felt in times past, it was mainly owing to the readi ness with which they could make a run upon the Bank of Eng land ; and the present Bill was intended to meet an emergency of that sort, and to provide that the banks shall not exceed their present circulation without a corresponding amount of gold and silver. Under these circumstances, he considered the present Bill was an improvement upon the present sy-tem. After a few words in explanation from the Earl of RADNOR, The amendment was negatived without a division, and the Bill was ordered to be committed on Thursday. NEWCASTLE AND CARLISLE RAILWAY. This Bill was read a second time. HULL AND SELBY RAILWAY ALTERATION. This Rill was read a third time and passed, LANCASTER AND CARLISLE RAILWAY EXTEN- SION. This Bill was read a third time and passed. The House adjourned shortly after Eight o'clock. HOUSE OF COMMONS, June 23 The Speaker took the chair shortly before Four o'clock. The Dublin and Belfast Junction Railway Bill was read a third time and passed. The Ulster Extension Railway Bill was read a third time and passed. The Manchester South Junction and Altrincham Railway Bill was read a third time and passed. Lord H. VANE brought up the report of the Erewash Va:ley Railway Bill, which was agreed to. This Lords' amendments to the Lowestoft Railway and Harbour Bill were agreed to. On the motion of Sir C. LENIAN, the Cornwall Railway Bill was read a third time, after same observations from Cap tain Plumridge in opposition to the motion. The report on the Bermondsey Improvement Bill was brought up and agreed to. The Manchester, Bury, and Rossendale Railway Bill was read a third time, and passed. The report was brought up on the North Union and Ribble Navigation Bill, and agreed to. GLASGOW JUNCTION RAILWAY. The report on the Glasgow Junction Railway Bill was brought up, and agreed to. }3ERKS AND HANTS RAILWAY. The Lords' amendments to the Berks and Hants Railway Bill were agreed to. ABERDARE RAILWAY. The report on the Aberdare Railway Bill was brought up by Mr. BECKETT. The Forth and Clyde Navigation and Union Canal Junction Bill was ordered to be recommitted THE GREAT SOUTHERN AND WESTERN (IRE' LAND) RAILWAY. This Bill was read a third time and passed. EPPING RA ILWAY. R iltraf On the motion of Dr. BOWRING, the Epping ' Bill was read a second time, and ordered to be committed. Mr. BECKETT presented a petition from Leeds to fool' of a ten hours' Bill. r of Mr ROCHE presented a petition from Cor k in bye". d the repeal of the Legislative Union. The petition was'ig" by the Mayor. CHESTER AND BIRKENHEAD RAILWAY•thira The Che-ter and Birkenhead Railway Bill was read a time and passed. AR RESTMENT OF WAGES. f co ar Mr. T. DUNCOM BE presented several petitions in . 1 of the ' rrestment of Wages ( Scotland) Bill. BLACKBURN, DAR k's EN, AND BOLTON RA IL W i e li „a The Lords' amendments to the Blackbur n, Bolton Railway Bi.l were agreed to. UNIVERSITY TESTS. ( lige' Captain WEMYSS reserited several petitioos fruilno„ibiag rent parts of Scotland in favour of the 13;11 for au .1 Mil :enity tests. Aberdeen Mr. BANNER:MAN ;lamented a. pet i t i on from Scotch Darwen in favour of the B i b for abolishing rebgious tests in the Universittes. 'tine from The SOL'CITOII- GENERAL presen ted o Pel l i i, Mr Mr. Carus IVilr on ( as we understood) cornelaining 0 . for in prisonment by th e R o y a l Court of Jersey, an d P ra P n ' quire. Mr. ENTWHE.E presented a p e tition from Ohlham' i° Lancashire, in favour of the Phssic and Surgery ill . _ ,div t,tual La, BRIGHT presented a petition from an 1 . 1 „ 001 , of named whcaticy. complaining of ileg,l..ct on the art l e n d a re the revising barristers. Also, a petition from Pao os w ho in Huntingdonshire, praying that those Perse_rmitteri conscientiously objected to taking an oath, m ight bes,P"' ' e n i s oe to make a declarati o n in s tead. Also a petit ion froM n to xicating in Huntingdonshire against the sale Of 1 fro m au liquors on the Sabbath ; and a Pe lit " i magistrates individual complaining of the conduct of pI . Y of Loughborough an d A s hby de la Zouch, a nd ° re inquiry. t he tn o for m the m cha .N , E i r ie . , CinOLßQraUdiElorDZYNorskirsehsieren,ter;r:yipngetitionfor a fr a o horta nn g e the hours of labour. RAIL S 9 • e LYNN AND DEREHA3I RA' E l a third torn The Lynn and Dereham Railway Bill was re and passed. AI BAIL BEDFORD, LONDON, AND BIRM INGHA WAY BILL. This Bill also was was read a third time and pas' e N d \ , , Ay. ASHTON AND STALEYBRIDGE RAlL__ tion R a il- . The Ashton, Staleybridge, and Liverpool Jur r 7 ad e third way Bill (Ardwick and Guide branches) eta' time and passed. CBE STER SHREWSBURY, OSWESTRY, AND L JUNCTION RAILWAY BIL' e l to. The Lords' a men d men t s to this Bill were ogle CORNWALL RAILWAY BIL!' and paged The Cornwall Railway Bill was read a thi.rt-Ist,lne. for th e e SCOTTISH UNIVERSITIES -titt' e ' se a h t. Mr. MACAULAY moved that the order of to r _ _LW et • pos second reading of this Bill be read for the I: t u to r' poning it to Wednesday, the 9th July.—Ag re NOTICES OF .MOTION• id, on W e dnes• Mr. O'CONNELL gave notice that he show day, move for certain returns and surveys. h e shoul d A be Dr. BOWRING gave notice that to-morrow seet opted tli! three questions to the Home Secretary , hadtbabeen commt t ea , se c o a f st .l le . WR.usChaelnd,eciostite—ofifrNsti,avrn,heitnher he 5... ;so, with!',U, lr anv exeeu'ion having been issued out c Saegialnemst7i.ni.r°o; os i S e nn til' i nd wliether his complaint to the Lieuterant-G°"„oistrate; he thirdly, whether, although only ject had not been referred to the committing ' — gt ‘i m onth'. aS was not still in prison GREAT WES TE R T THE LATE ACCIDEN ON THE 6 " --- . T the RAILWAY .- tion to t a question i the Mr W. 0. STANLEY wished to P u would nattended, Vice-President of the Board of Trade. It dnti una committed for . Gre y' however, of the House that a serious ge"' ed en the day° with the loss of life, had oeeurr,ao,h. Tvo t Western Railway, on Wednesday, near St" p t he sarsie i?s_ta afterwards another accident took place n early at, of Trade a t, of the railway. He understood that the Board the aP, ° O distatched the Inspector-General, General Paid .leytt ° feet 0b1ige_,..1.39, to inspect the line, and he (Mr. Stanley) sb° ll , Gen eral I" ..., the Right Hon. Gentleman if, when he receise%. pii , e yc? l ' r ley's report, he would state to the House what t',' a nd whetr, sidered to have been the cause of the aseidens, 7 itt twt hlic 1 11 .. , the cause still remained. It was a m atter 0/ s g r , e aet r the l'e l l, ter rest for ',here was an impression out of doer.eTtote n ot al high velocity at which the express trains travel' a together safe. ort °f t the T e r de, Sir G. CLERK said that immediately thr. o __, of Trs the accident on Wednesday had reached the B ar" spo t, d as' a o f the Inspector-General had been dispatched to the the poar order certain the cause of the accident, and to report to a , crt in m oter Trade what recurrence it would be necessary to _nacFident had 4 to prevent its. It appeared that the a, , t: et , W het's! , been owing to the elasticity of the rails at the P h i a a d b e en 'n i t had occurred. Those rails were the same which f the were ginal/y laid down at the first construction ° 01 1 1 ; Western Railway, and it appeared tha t f lo ch e ce much lighter, and were placed on sleePe r s 'fh exper t scantling than those at present in use, and wins ~t , p all or had taught the Company were better adapted for u hat i be en , nir than those originally laid down. The Company , ett b s tilu ti e some time past removing these original rails, too o f Isrg e ot for them rails of greater weight, and sleeper's!, p e A 1.10%4 soantling, which would produce greater stiffness, s " w ; t e to rr the too great elasticity of the rails. The House wa s „ l „,:noo n 0 some years ago it had been suggested , in consequence 0" es ge 14 ,, in which certain accidents had ocaurred, that a lug, th e rt . , should always be interposed between the tender 0 1 1 i e OO P , senger carriages. This plan had been adopted 0 n h t e eg re " Western Railway, and as it was an object with t ri n - loe thrr h trains to carry as little as possible, the van thus use O ne 51 trains was a light four-wheel one instead of ~,h is st!a six wheels, and it was lightly loaded , l ' itti 'O h l ° had, through its lightness, been thrown r' n o f dist t e e , and dragged the other carriages after it. As a P r° i g htt" r ds ,. lightness of the van was the cause of the accident, he in 0 - 0 Fri - e , tion that the same thing occurred to the luggag e vit . o n n .seen etic ay but as it was the last carriage on the train no s erious (.. _ cot ap, e ensued. Gen. Pasley had called the attention of tO n e be i t ate h o ef to the circumstance, and they had, therefore , ne w ' , and t at luggage carriage with aix wheels for those with for band in tve ig , had also loaded it to such an extent as to make it equa l _ se d ell: to the passenger carriages. He had likewise Plight 7 fare the company the necessity of removing those befrr, tha t m ore" as speed.ly as possible, and, he believed , id be re " wer e the end of the summer the light rade scut' . a v ast ' be on the whole of the line. Now that the luggag a w as ia ,„. of sufficient weight in the express trains , _ l _ l ' via , t il' o r s ' y opinion cf the Inspector-General that no dang, e , tin gh . en to occur on account of the speed. and he hoped n' of o co that there now existed no danger of the recurrence in , accident. Lich we re - After a few words from Mr. OSWALD , w" r (ro ge r audible in the gallery, Sir G. CLERK explained that rails mad!..„ ° . f A ' , ? tt ot .' ii ia li materials would not be so likely to yield to presl' o - EJine e: os and Glasgow Railway, accident hod, some time ago, occurred on ; 00 g reat oye rh t teity of the rails ; that cause had " ',.,,e ree u and no accident of a similar character had in" in in consequence of the e Leo rein rre j, THE TEN HOURS' 13ILLo„ __., , tos: 1 1,01, Mr. S. CRAWFORD presented a petitioen ,t,rn_"'N ot os ' the West Riding of Yorkshire in favour of the L i.sl. BILL ,- ID J '- COMMON LAW PROCESS the Ir e a On the motion that the order of the day for . t he lees Bill be read,would ' l 'll ,6° Mr. Serseant MURPHY whilesaid loaded n exp ' ensu e ses House a few minutes he _ d b e en rn a te ; er, respecting certain personal allusion; that 11!,, 5e s sot! oti Oeo garding himself. He had no doubt that the to' .weed n ot i d _ bon ceive by the sequel that the allusions made .a e . l _,, to . I : ,ta te by the real facts of the cast, and were calcunl.n w oul,a, ti d e rl , . considerable personal iniury. On that gr(T ir r he s i lL ito lls t to the House the ci.rcumstanees to w". li V a tic The animadversions had reference to certa!nt , e diii r e , co , entrusted to him, in which it was alleged th , ' to s thr ee s the part he had promised to do, lashedrglie o ere roce oe 0 rying - them through the House. to °n law' P he asif t o in number, for the regulation of the con rob) t obi , ' 0 , w it in England, Ireland, and Scotland, the lea tn . ~i tied ont, t heY make parties domiciled in either of the th . re se a in r' w ho: b ll ie for, might have contracted debts in any of tn,0,,, ro pona l i re lon, t e t might not at that time be residing, lega' s l i i ting in, , ,h tier their debts—that is, that any one r. e o s nit lan e PO', and Scotland, who had contracted debts In ` - ', O the a iss , , be made amenable to their creditors ~!,. joig r , let t ! place. But the bills had another object--rth,t in e ' of t i r e with certain onerous and e xpensive P r " n ee' t ri anY, f' o n n s u f li t e in pursuing parties out of the jurisdictio l a tter pr ec : a . t tn ii i.ea three kingdoms to the others. To the Bills he subscribed to the fullest w er eeir' intrrbectri other part he did not. The Bills s ition, /la Re ign ' , last year, since which considerable .0P raised against them by the Attorney As th e to t i,o and the Lord Advocate for dustedScotlsn t hen .. r sf ~ (lid rot take tip tile Bills he entrcirenees;idaitsl Honourable and Learned Member for ,re andiasohle and attended to them with exceeding g reat . -,a d ie si 5t , 0 , 1 5e 0 , GePn°eral lurlvioistbre Ho had had several communications wan,. ot her l',, s e , Learned Lord who introduced the Bills to t n . , e ,,esi a r ' e ' q 'oe 9 t e `: Parliament; and when the Bills were e l d - d yoro 4 t heu t _d down to this House, the Noble and Lteakren cbarg e ü be fon s ll , , him (Mr. Sergeant Murphy) to a , h o weve r ' a d in c o He did so, but in the meantime, we , rsi s -r oes trA rl o h, that a great opposition to the Bill 3, s __ ete j ref% so y ;l aw ; riots.' quarters ; and he himself received v.' s i node. with pd ' t o re irom persons in Ireland who were not co ~_,, 13 01, i . _„, d . e _, , tical ! tarty. Amongst other objections tot orit irela;,,ia act, to him that, great numbers of person t m eropo rart e drsgg o o 0 them to _ o ,o_o obliged to come to this country and that it would be a great hardshin t ive d rere nt ingl h , into the English courts. He had also rice Irela nd ' °l ld lw 0 01 from persons of the legal profession !11 l 1., they wou the ir s th e the hardship and inconveniences to cc: E. ti! e _ ati , e s frtu n t . n ees ' w all jetted by being obliged to follow th i " jut isdiction into this country, c° the o re T ve d • Bill contemplated. Accordingly, h e . t hat the ere el are, the ''.- eb!e and Learned Lord requestillgo an h any d 00 Bills should betaken out of his hands. -/ ~ wit hout _a'd it re , under sucdhidcircurn'a-nicate, the letter from the Noble and Learned Loro ho , u ppo o e en tlY 3 10 but as he received it on the Ist of AlaY ale s uhsel o tend e h,) written about that time.—( Laughter. ) ,;`, t w ore ,l a 15 0 /f er s. ceived a second letter, which seemed a!, s " ..in d....11 e let t read i t L ' i binit :of express some change of the Noble Leo_r_rionsrw, d e ar o f t f tha t 00 e, He would, with the permission of the H 3lurebY-- he tohneietter The first was as follows :---" MY quite right that you should wash Your handsuthoritY ! t he ha il Billa."—( Laughter.) It was on the a ds st ated ° tha t ' lie '' that he (Mr. Sergeant Murphy)afterwar d s in the words of the Noble and Learnen " washed his hands" of the Bills. The iec t7care on e fai l n f er i gict d leLt°teTbeghe9intgbab'°,titiet " My dear Murphy—Personally, I do n 0.5 any ocaawsooto irtbo the 13111 s, but I cannot see that ther k e 1 „ the recepillo es any of the alleged hardships." A 3senahe r _ aa t e n seM opposition to them, for I (10 not think t h ey iP t cfso btu ntrusted th e _ f o r . ea ce . latter, he (Mr. Sergeant Murphy) e t , he as to w i d to tn ibe Honourable and Learned Frienc-d,. caster, with whom he con_ulte.o , It vel: o ° ot wag ed to Lord c ared a • geell ) re' ,ed d i t . fly that all the Noble and Lear' . o _ a n pi c hie d ,s-• the Bills wou l d have of being carriers. decent. interment of the Bills—(:, laugh d Learned L e tiv i n terr i e d t to him now thst what the Noble o t been dee, e °,l ' n ot w oo in so-cued was, that they had ( Laughter.) MurrbY ) ,;ft in the o rtli He (I%.lriegSoerogfealannatritaw him' he ~ hear . ).,... .•--ent; ' ' —ouns infringe upon any privilege a llowed ' I H ea r . h with' which hich the usages of the said House _iewhere. dealt as it, co os allude to what had been ~1 1 5 ha d been n 00 0 1 ° o rri The Noble Lord had said those sat ~.,, ce , tly told. 7 the p i c t be firm his statement that he no t passed dot% to w n t th a out his authority. The Merrabdeiratifnorr '- ren " s ' t'l 11°hIe r -se° that those Bids could not be, had ent! oct th e Lord hail session, and the Noble to th e de in S e l l i l are thoug h ma e riou l t hat b e forth, statement which had gone ha I stated. Be could notL d to d a o d o s ors w" a ecl tits calculate of jocular hilarity, was • n out cu ... , 4 1, 0 10 1 1 The impressio to him especially. r , 4 con fidence, 1 " -- had committed a gross br ar-g v blind ,00 00 Frir ( a Jib e hay i')kc of tl not 1 Put t ling. ask i t o pa temsic Sit O f On al, I n but i t to be thi n k tte t a 0 f the