The Sun. — London, England, 1845-06-16 00:00:00

The N e , v Stakes furnished a field of twenty-two, and was losthis,t_,Mr.. Forth's Sting by over-confidence on the part of PexeN. II Bell, who will for the future, I have no doubt, be near a sharp look ut for Bartholomew whenever they may Auelieneear each other again. The two favourites, Princess frie and 'West Cou n tryman, were ever-paced, and their nds suffered somewhat severely from it. l'or the St. James's Palace Stakes idas may be said almost to have walked in by himself. how came the exciting race of the day, which was to solve th e the great question, whether Ireland's pride was to yield to Pride of En g l an d, " the mighty Alice Hawthorn." As for the winner's chance, nobody appeared to regard it for a 1110 Ment, and his name was never mentioned except acccm- Pan iecl by a desire to bet against him. " Fog," as he is called by way of brevity, never looked better, and his friends /7ete unceasing in their efforts to support bins. Old Alice, With Robinson on her back—who had a large party who be eyed that her powers were still unimpaired. Cowl's ap ?re,aranee, when saddled, gave him no support in the market. ue race may b e d escr ib e d in a few words. The Emperor let F°i t gli-a-ballagh a n d the mare finish their race first, and in imitation of Little Wonder, when Launcelot and ist.'ord h a d cut their own t h roats, ran by the pair easily. T he ivsult of the race was deeply mortifying to Mr. Irwin , I nd thr e w the fielders into ecstacies. The only conso lation L b, Iri s h party Lad, was that t h e i r h orse beat Alice, upon I ng which the y had fully relied. Th e Visitors' late Libel won in a canter from a respect 4ble field. In the Sweepstakes that followed, Javelin beat his fwo ullPonents by a length, and Sweetmeat found nothing at the Post tr, Contend with her for the Swinlev. illi 'Ax•—Wood Pigeon maintained his character by the — Miler in which he won the Chesterfield Stakes. e t . Wadlow's stable was still in the ascend ant for the e rabera' Plate. In th e first class of the Wokingham Stakes Discord re -sersed his character. The second class of the same stakes furnished a good field, 111(1 the first dead heat of the meeting. The winner does eledit to his mother (an Oaks winner). T he third c l ass had Evenus and Nat at the winning post , More a good and highly respectable field , and a t the same ~e concluded one of the best race meetings on record , cer t4i-1119 the best held over the Ascot course. . N 4 : 4 ring the four days Fortune enabled me to select four winners and three seconds, the latter all being the l'OUrites at starting, and beaten by no more than a neck. London. TELEGRAPH. CRICKET. p,. ; 'Saw RULE FOR BOWLING. — The matches at Lord's tCrig the past week have excited considerable interest in th e cricketing world with respect to the manner in which daytin2pires would carry out the new 10 th ru le. On the first h t i t it was adopted and acted upon by one of the um p ires, the match the other; whilst on Thursday a nd Frida y , in ititzUatch between the two Universities, there was a con not merely doubtful, but positive infringement of the tle,, uo th as to the " height " of the hand at the moment of t wo - erY and as to the " throw." There were, however, but t o "no balls" called during the two days. It is a ungracious task at any time to find "fault with a atl,torious class of men—those who stand as umpires 411 )r d's but our duty to the public will render it ,lePpAtive that, in all future occasions, where they vre giect to carry out this or any other rule of the game, t er should advert to the violation in probably Strong to ll i a :• What is the use of rules if they are not ski adopted ? It is, no doubt, a rule wh i c h the um p ires r ath uowlers at Lord's, with the exception of one, would le f " not have had passed, because they are all more or th e Personally affected by it. But it has be e n confirmed by t a general meeting of the Marylebone Club, and theretbre , 14: Ir ig become the " law of the land" must be carried out. t h: r 'ever strongly opposed they may individually be to the kh,' , ge , upon the ground that it is calculated to do them- Ip p s an injury if they 14 ill carefully watch Lillywhite and ' vs 'Yer they at once see that their apprehensions are Vout foundation. Those two bowlers, the former always, go ,' latter last season only, violators of the law, have both ye ' their hand down, and yet never bowled so well as this thrion is, lip tr ' But that is not the point immediately at issue—the whether the example is to be set at Lord's that tio n 'T any other rule is not to be acted upon. The altera tie: in the laws were rendered necessary for the fair prac t of the game in the country, as well as in several of the s tt e ti r l uPolitan clubs, and having been made by the highest th _ol*, it was naturally anticipated that the committee of V,Rarylebone Cricket Club would have had them enforced. 418 Was not done on Thursday. 111 E OXFORD UNIVERSITY SUBSCRIPTION ROOMS BOAT RACE. 0 ' .. 1 ; four-oared cutter race amongst the gentlemen of the oturd University Rooms was rowed on Saturday evening, le :' n was numerously attended. The distance was from West asterl: to Putney, and amongst the names were many who - 7, distinguished themselves as first-rate oarsme. k. .urk Blue—Messrs. Lambert, Batliol, stroke; Conant, t. John's ; Hammersley, Oriel ; Stapylton, Merton ; Tuks, Isenose, coxswain. ellow—Messrs. Lampriere, St. John's, stroke ; Meynel, r asenose ; Breedon, Trinity ; Saunders , W orcester ; Mil man, Christchurch, coxswain. A Stapy l ton , University, stroke ; Ede, Balliol ; White4&-Inson St. John's ; Roylat, 131144 , 4105 e ; B. Hawk, Uni- Versity, coxswain. Yellow were on the Middlesex side. At the start all went ftW t ay very prettily togeth er, and a dashin g struggle ensued v '° l * the lead, which, as they neared the Horseferr y , was taken "Y dark blue, who gradually drew further in advance. The i t tN, vie between yellow and white ter minated in favour of tormer. The race was won by dark blue easily, who came t4 ree or four lengths a head. l o z THAMES (STANGATE) CLUB MATC H. 15 very respectable club, which has only been esta -440e1t cew weeks, took their stations at P u t ne y -brid g e Wick' after the Oxford party had come in to row to Chis their , and were started by the St. George's, who were in and officiated as umpires. p: l lte_messrs. R. Cobb, stroke, J. Dixon, P. Maudesley, eld ; w. N. Cobb, coxswain. , Pe - --Messrs. T. S. Robin son, stroke, F. Kew, G. Mayor, p.,„ e ,acle ; W. Wilkins, coxswain. Ile i f d ": -- Messrs. E. S. Beddome, . Field, J. Lart, J. A. r tle ; G. C. Hankey, coxswain. Aret" had the Surrey side, White next. The start was „, th e ,J good, but white after a few strokes became a trifle in tk ir ear • Blue and pink were oar and oar, for a short dis p „.:" when blue went in advance. White began to their position, and as they neared the Crab e e , after a dashing spurt, went in adva nce of the others, feu u k p ept it, winning by five lengths. The third boat was 1)t , , rn ..STRucTITE FIRE IN CHEAPSlDE.—Yesterday -m 0; ,.. th. :Lig (Sunday), shortly after nine o'clock, a fire broke out upon kii ,v_ re nlises in the occupation of Mr. R ankine, anatomical boot- A 'r. situate No. 94, Cheapside. The build in g , which was rather 11 , 440 . _ tons one, was bounded on every side b y numerous houses. te , • 0 : ° inquiries made upon the spot, we learned that the fire was ed thus :___ A servant maid having been sent into the kitchen to' Pn2eu_re a scuttle of coals, with a lighted candle in h er hand, in return,,_ ufg she incautiously placed the light under a bunch of paper patterns hanging to the partition of the shop. The consequence Iva, th Neul that Vie patterns became ignited, and before the g irl could ex to sh 14' flames they communicated wth the greatest rapidity e th, n staircase , from whence they travelled to the u pp er portion of the the elase so fiercely, that the inmates had not time to save any of enntents, e xcept the books, which were res cued b y Mr. Rankine, aftelrh consid era ble difficulty. the flames were event uall y extin der_ ed, but not before damage to a considerable amount had been e, the wh o l e o f Mr. Rankine's stock i n trade and furniture bei ng nearly destroyed, and the adjo inin g p remises of Messrs. poorer and Bean, hosiers and glovers, as well as one or two other te ..d in fts, are severely injured by fire and water. Mr. Rankine , I ,7.nsured in the Sun-office, and Messrs. Ponter and Bean were ''',:arly protected in the Atlas-office. to 4.LAItmiNG FIRE ON CHIILSEA.-BRIDGE.—Last even zega'oth°lll, before six o'clock, a fire, which, for the space of th .3' three hours, caused alarm in the neighbourhood, broke ' t upon the ancient wooden bridge, over the Grosvenor Cut, and thing the public thoroughfare from Chelsea to Thames Bank, e ngines of the Marquis of Westminster. By the time the beeta_s esinisti t : c c e ould be got in operation the surface of the bridge was on re fr om end to end and bad any time been lost in procnring it is highly ti , robable that the entire structure would have mere worked Water in abundance being at hand, the engines e worked with vigour for the space of nearly an hour, but the CIL ly ", good „_ that could be effected was th e p reventing of the flames 1.,. 0 extending along the exterior o f the building. Mr. Braid. v e° d, the superintendent, upon his arrival, ordered the firemen t o ti Clear the ground off the crown of the bridge, which being hr ", stud by perforating large holes with crowbars the water was „ ° ught to bear upon that portion burning out of sight, and „ Ii "`-; Id not otherwise have been touched. B y nine o'clock all danger ci any further or extension of the fire wa s at an end, and wkmen We re expected to be set to work t o rela y the carriage way, the so that t,, thoroughfare might not be blocked up. The piles and other srtilber of the erection are muc h burned. The origin of the e is not precisely known, but it is the opinion of the police, fr°l2 n the fact of an attempt having been made some months since to . burn the bridge, that it was wilfully caused by some evil-dis "ed Person. HONE STY REWARDED. —Two ragged country lads ;,ere walking about the streets on Friday for want of money to pay t O ri p a lodging when one of them picked up a pocket-book contain a-ngdP.a.Pers. ' Being unable to read he showed it to his companion, t o i ` was ultimately agreed that the pocket-book should be taken th t he Police station house. The inspector on duty on looking in e -e Pocket-book found that it contained a bill of exchange for 450/., t rld a receipt f o r the Art-Union subscription. The lads we re told o t ake their prize to the Marlbor ou g h -street Police - court; and ask th„ eO -I "aaltistrate's advice, who desired them to wait until a police ornstable had made inquiries at the banking-house where the bill tittl es change was made payable. The constable returned in a short 1 4 od e With the owner of the bill, a gentleman named Ingram, who s e , hilt caused bills to be printed offering a reward of 51. for the o f ', °ver Y of the pocket.book. Mr. Ingram, on being repossessed 41 :: ' e Property put down fire sovereigns for the lucky and asto th•ns d finders. The lad who picked up the book agreed to divide h el e l Pr.'ze with his companion, and the money was consequently d ed ovor to them. 1.1 During Pas t --00TI:NG AT PIGEON EXPRESS ES. -- the Week several complaints have been made at the sp orting bZ iee in London concerning some valuable pigeons that have ttli n i shot whilst travelling to London from Ascot. One gentleman, a tti d v n g at Lambeth , has had two pigeons shot ; one of them Plete,ed at its destinatiOn on the Cup-day with its left leg corn b„__ 1 shot off. The owne'r was necessarily compelled to kill the poor si r bird, which he previousiy valued at three guineas. Last year innately occurrence took place on the Derby-day, which was for. Nitr o el Y detected by the bird Lt 111,7 into a gentleman's garden at ud , worth who made the fact kno,,n through the medium of the Press,tl 4 ,,,,, which caused the miscreant to b,.' apprehended and heavily i t , by the magistrate at Wandsworth P.dice-court. appointed BENTINCK TESTIMONIAL.--'lhe Committee l ot - ,.:`,T l ted to determine in what manlier the subscription entered tenv ior the purpose of presenting a testimonial to Lord George r e i n : Ti ck for his indefatigable exertions to expose the abuses and j oe " k 'in the usages of the turf, met on Saturday, at the rooms of the t ent e .Y Club, and, with the hearty concurrence of Lord George o .. A lt ,' ek, came to a reso , ution that the sum received, amounting to 5, ‘", should be applied to some public institution, with a view Itero c ., ere in perpetuity , to a certain number of the children of de eruirl trainers and jockeys support and education from infancy A they shall arrive at an age to seek their own living. e '''' LADY SMOKER.--A lady, who recently arrived "' to , Pau enger by a large vessel from the East Indies, had from 15 so,llbs• of cigars in her baggage, which she obtained possession s olo " account of her making a declaration that they were all e h an Y cii ireted for her own private use, and not for sale or iner t re p„ 'ra te - — , ..S OF THE LIGirTNING UPON TIIE ELEC uteri TELEGRAPII.—During the heavy thunderstorm yesterday at the one of the needles on the dial cif the electric telegraph bei ng Southampton terminus became unfitted for use by its polarity I. s „"_g destroyed by the electric fluid, which was communicated to it ~,"a w lw • wit, _h out by means of the connecting wire.. The attendant Ire.. Working the telegraph at the time, and received a smart shock .."4 the handle,_jlampahirc Independent, of n ootb be ot .e l y .e br ay e r es, pi a to r : per e !nal' r ting 9 po se OCI UCLI 10 ° at 1 04 1 11°1 ; Ti le .4 ,ecu:- )0 51°° 00 red of l:o4 t, r e s 0 e tP.AI iot a rep r eo /A d P. chi fro ° , I or, o ' • ,- be tof 50, 0 1 di° - to be, to€: . et tp t ie Iv ,f 0! l A' co l , 4 ,1 4 0 [ve t o , oo fo t o , fon oi f og toPog J (° les `l° 0110 \ \ THE S N, LONDON, MONDA Y_E V:ENING, JUNE 16, 1845. Cress. examined by Mr. ANDREWS, Queen's Counsel—The eleva tion or depression of the level of the lines when crossing the roads, could not be effected without the consent of the inhabitants of Norwich, as the bridges or crossings must be altered at a cor responding ratio. The Committee then adjourned at 4 o'elock, till 12 tomorrow. GROUP L. POILTSIVYOUTII ATMOSPHEILIC ZaNr. The Committee resumed on this line at twelve to-day, Mr. E. B. Denison in the chair, with all the other members of the Com mittee present, when, according to arrangement on Friday, the in quisition was taken on the interference with Lord Grantley's pro. perty by the atmospheric line. Our readers will recollect that we have stated the circumstances as alleged by the counsel on both sides. The line intersected a portion of his Lordship's property, cutting off a portion of the park, and then passing between Lord Grantley's property and that of Mr. Sparks, so affected the residences of both as to destroy the privacy of their houses and interfere very greatly with those features of the locality. Both the cutting and the em bankment were equally objectionable. The one would destroy the view from the house, and the other would altogether interrupt the enjoyment from the immediate lands. Lord Grantley was in the habit of driving four-in.hand, and had within the last five or six years expended upwards of eO,OOO/. in the improvement of the pro perty. Mr. Sparks, the other petitioner, lived about a mile off at Gosden House, but from the course which the railway took, he closely adjoined the railway. It took part of his lawn and quite interrupted his view down the vale of Bromley, which was very beautiful. The property, as it happened, was very narrow, and the line took fully a mile from this property, so that, in fact, its pecuniary value was vet" , greatly reduced, The residents at Wonersh were within three miles of Guildford, where they had the advantage of a railway already formed. He had now only to lay the evidence before the Committee, and if it was proved that equal advantages would be obtained to the public by the line which was proposed by the South-Western Company as by the other, he Dusted they would approve of that line which was likely to be beneficial to the public, and yet not injurious to private interests. Mr. Baillie Denton, a surveyor, of twelve years' standing, stated that he had surveyed the property, and had seen the deposited plans, and according to the quantity of earthwork which would have to be done, by those plans the expense for two furlongs back from the thirteenth mile, and six furlongs forward from the twentieth mile, would be 34,1621. Is. 6d. ; and going by Albury and Shalford, the earthwork would be 25,059/. Os. 10d. For the two lines respectively, the expense of bridges, would be, on the pro posed line 21,144/. ss. 6d., while on the deposited line it would only be 14,939/. 7s. The excess of the permanent way would be 4001. The gradients on the original line were also better, the most severe on that line being 1 in 100, while on the proposed line it is 1 in 80, while the interference with property would not be so objectionable. The CHAIRMAN interposed, and stated that he thought this was not quite according to the rule of evidence. Mr. AUSTIN stated that, according to the decision of the Speaker of the House of Commons, it was not competent for counsel to put in plans or sections made by any other parties than under the orders of the landowners. Mr. Denton then stated that he had surveyed the line by the orders of Lord Grantley's solicitor, and that heknew his Lord. ship's property and every: other landowner's on the line. In the neighbourhcod of Lord Grantley's property the embankment was intended to be begun at seven feet high, shortly after emerging from the cutting . ; and from the spot he had seen the windows of the principal apartments in the house, and from the house he had seen the spot where the embankment would be placed. The highest part of the embankment would be nearest the house, and decidedly there would be danger to a person driving a four-in hand from the viaduct, which came close to the turn of the road. It was intended to carry the line within 150 yards of Lord Grant ley's gate, and would touch his brother's house, the place where General Norton had lived. The line would be within 150 yards of Mr. R. Sparke's, and the cutting would be immediately behind it. Mr. J. Sparke's house, near Godalming, would be within 200 yards, and the limits of deviation would bring it within 100 yards. In deed, it would greatly interfere with the property, but that, he thought, might be a matter of compensation. But the injury to the house would be beyond compensation. In several instances the datum line differed in its basis. Mr. AUSTIN, on the pert of the promoters of the atmospheric line, objected to the evidence as leading to the contravention of the decision of the Standing Orders' Committee. This had been decided on the London and York line the other day, where, ac cording to the observation of the Chairman, the engineer had ad mitted that his assistants had made such an error in their sections as would have let in the North Sea, and rendered the construc tion of the line as laid down impossible. Mr. Gunning persisted in his right to examine on this point. The CHAIRMAN pointed out the peculiar features of the two cases, and showed that Mr. Cubitt had been put into the box, and ought to have been examined on that point, but conceived that the wit ness might be examined. Mr. Denton, to Mr. AUSTIN, replied - that his clerks had obtained a copy of the plans deposited at the Private Bill Office. To this Mr. AUSTIN objected as not being evidence. They ought to have been obtained by the witness himself. He denied that there was any error in the sections. `The CHAIRMAN said that of the copies before the Committee they must send for the original. Mr. AUSTIN stated that, according to the standing or. ders, the original was deposited with the Clerk of the Peace for the county. He objected to the dis cussion altogether, and begged to put the case formally before the Committee. On looking at the petition of Lord Grantley he saw that there was no allegation of errors in the sections whatever. By the 66th standing order it appeared that no petition on a private Bill shall be laid before the Committee which did not distinctly allege the objection to such private Bill ; and that no petitioner should be heard, except on the points stated in the peti tion. If a distinct ground were alleged in the petition, but not accurately stated, that then it should be;in the discretion of the Committee to allow the bounds of inquiry. As there was no alle gation of error in the sections, clearly the counsel could not be heard upon it. The CHAIRMAN apprehended that the object of the standing orders which had been cited was for one party to give notice to the other of the ground of objection which it was intended to allege. Mr. GUNNING conceived that the error in those sections was so great as to be fatal to the line, and that therefore he was en titled to put in evidence to that effect—especially as there was a distinct statement in the petition that the line by Guildford was the better line of the two, and on this ground he conceived he was justified in objecting against any evidence for the atmospheric line, and these sections were certainly part of the evidence. The Coin. mittee might see that the line was impossible from the sections : they would be entitled to decide against the line. Mr. AUSTIN said that the objection must go to the extent of stating that the line could not be constructed at all. Consequently, if the objection was that the other line was better than this, it was nothing more than saying that the other line was better than one which never came into existence, which was an absurdity. There was nothing in the petition to show that there was an objection to the plans and sections, and therefore there was, to use the ex pression, " nothing to amend the Court," and the objection of the other side was, therefore, untenable. The CHAIRMAN decided that Mr. Gunning should proceed. Mr. AUSTIN then claimed that they should have the original plan deposited with the clerk of the peace. Mr. Oswald and Mt. M. Milnes thought that the copy before the Committee was sufficient. The CHAIRMAN thought that the point was of sufficient import ance to justify Mr. Austin in calling for the original. Mr .GUNNING pleaded that the question ought to be decided just as a case at nisi prius. Mr. AUSTIN said that if this question were to be decided for the opposing party, he ought to recal the engineers, and that Mr. Gunning should proceed suo periculo. To this the Chairman assented, and Mr. Gunning was proceed ing with the examination of the witness when the Committee debated whether they should receive this act upon the plan which had been laid before them. At length Mr. Gunning proceeded, and Mr. Denton stated that in page 11, where a length of five fur longs was stated, as horizontal there was at one end a difference of eight feet; four pages, consequently, were irregular as to the da tum line. It was stated in one page that a portion of the line was 315 feet, when it was really only 206 feet. The further distance might be explained because there was another datum line of 100 feet difference, but the difference of 91 feet was not to be explained. In the next page there was a difference of 110 but he did not -rely on these larger differences, because he con ceived they were clerical errors; but the 91 feet was a decided error. He would not state it more precisely, because he had allowed for shrinking , but the difference was 9 or 10 feet, and he should say that the work could not be executed on the sections as stated. The discrepancies in four pages consecutively were such as he could not account for, and certainly they were more than clerical errors. In page 12 there was a difference of 12 feet, which he could not account for. In page 10 continued to page 11 the difference was 100 feet, but that was a clerical error. But from page 11 to page 12 there was a discrepancy for which he could not account for. To the inquiries of Lord Crave, the witness stated that he as sumed the'itwo ends to be correct, and then found the discrepancies. Some of thesediscrepancies might be accounted for but the error of the five furlongs was altogether irrespective of all datum. To the cross-examination of Mr. AUSTIN, Mr. Denton stated that if the plan were drawn out as it was written the difference would disappear. But there was evidently an error either in the writing or the plan, and whichever might be right there was certainly a difference which was irreconcilable with mensuration truth. To the inquiries of Mr. M. MILNES, Mr. Denton stated that he did not ascribe any malus animus to the promoters of the railway, nor could he say whether this difference extended to Lord Grant ley's property, or was beyond it, but if this error was made within the precincts it would be decidedly injurious to the property. To Mr. AUSTIN the witness stated that he conceived that the rule was that any alteration of a gradient better than 1 in 100 was not allowable, which was more than three feet ; and as this alteration was snore than five feet, it would affect the whole line. The place affected was Norbrook, where the bend was taken ; and as the cuttings would be deeper, and the embankments higher, Lord Grantley's property would be affected to that particular extent. He was not, however, an engineer, and was diffident of stating positively what would prevent the injury from being obviated. By continuing, however, the inclination of I in 100 further, until it reached the horizontal plane, to the end of 7 furlongs, it would not exceed the prescribed limits, and he did not see that it would injure the property at that spot. But as to the precise boundaries of the property he was ignorant. To the cross-examination of Mr. RAWLINSDN, he stated that he had surveyed the line through eight miles and three chains on one line, and in the other one furlong less. But he could not say what width he had surveyed on either side of the line, but it was very irregular and expressed on the plan which he produced ; nor could he say what was the precise value of the land. He had gone into no estimates, and, therefore, would not state the money-value either of Mr. Drummond's or Mr. Lomax's land ; but certainly it was not ornamental ground. The South-Western line would pass close by a new house now in the course of erection in the Gothic style, by Mr. Smirke, but he thought that taking Lord Grantley's house, Mr. R. Sparkes', General Norton's, and Mr. .1. Sparke's house, and putting them into comparison with Mr. Lomax's, Mr. Brag's, and Mr. Drummond's,the injury effected would be greater by the atmospheric line than that proposed by the South Western Company. In passing from there to Albury, his line passed through a valley which contained a great number of residences, five or slx of which would be cut off from any corn munication with the opposite side of the valley, and with their own property. There were six or seven public roads passed upon a level by his own plan, but he believed that they were the same roads which were passed also by the atmospheric line. One at Ash Farm ; another at Albury, though he could not say that it was the main road from Dorking to Godalming, but was the chief access to Mr. Drummond's property; the third crossing was over the same road, about I mile further on ; the next was a lane leading to the gunpowder-mill, which he passed about 150 yards off. He was not aware theta line was not allowed to pass within 500 or 600 yards of a gunpowder-mill, but he was aware that it was an objection, though, as this was to be an atmospheric line, he had discarded that consideration from his mind. The next crossing was over an occupation road, where a diversion was proposed to prevent crossing the road twice. The next crossing was over the road from Shalford Common to Wonersh,but the esti. mates he could not give. He would however produce a paper which had been made in Mr. Locke's office. A discussion arose as to the putting in the paper, which con tained a copy of the estimates. It was ultimately decided that it should be put in. The paper was in the handwriting of one of Mr. Locke's assistants, and thevalidity of its statements the witness could only assume. The Hon. G. Norton, a brother of Lord Grantley, stated that he had known the mansion at Wonersh for thirty-five years. It was the principal residence of his brother, and had been in the family for several centuries ; and he was of opinion that the proposed railway would greatly injure the property. It would take the whole of the pond as it was called, but which was in reality a very fine trout stream. It then passed down the whole of the valley of Norbrook, which was very beautiful, going through two or three excellent pheasant covers. After that it passed through part of the park, and if the Company acted on their power of .de- viation, it would trench on Lord Grantley's pleasure.grounds. It subsequently went close to General Norton's house, and thence to the village pond at Wonersh, which was a store pond for fish. But that was 11 , 1 only a store pond for fish, but it supplied the pleasure grounds with water, and he believed half the village. The deviation line would also touch the rectory house, and then on to Chinturst Hill, which was a cover for game, being topped by firs and surrounded by wood. From this hilt Lord Grantley's communication would be almost entirely cut off. It then passed through a wood which was a very beautiful object, and the witness expected that the cutting would entirely destroy it as a feature of the landscape. The embankments and the viaduct would be all teen from the windows of Lord and Lady Grantley's apartments, and if this railway were made, Mr. Norton was quite certain that it would drive his brother from Wonarsh, because Lord Grantley's chief pleasure was driving, and the railway would make it so dangerous as to be impossible. Altogether it would be a serious detriment to the property. The Committee then adjourned till to-morrow. GROUP P. THE SOUTH vzsams RAILWAY. On the re assembling of the Committee on this group today, the business was commenced by Mr. Law calling and examining Mr. Giles, civil engineer, who deposed that he had seen the line, of the proposed South Wales Railway, and was acquainted with the country through which it passed. It appeared to him that the trunk line in Pembrokeshire did not embrace the principal towns in that country, and that the branch lines were not well adapted for the mineral districts. The principal traffic into South Wales passed through Bristol, by way of the old ferry, called the Aust; Gloucester constituted the second passage for traffic coming from the south-western parts of England into Wales; and it also commanded the traffic arriving from the north and south. The tide of the Severn rose more rapidly than the tide of any other river in Europe, and its water was charged with mud in solution. The proposed bridge would offer a great obstacle to the navigation. At high tides the trows would have to unship their masts in going through the arch. During this process they would be rendered unmanageable, owing to the rapidity of the tide, and would most probably be hurled broadside against the piers of the bridge. At the point where it is intended to make the canal be tween Hock Crib and Farmslow, the river rose nine feet, and the tide was so rapid that it would preclude the entrance of vessels into the canal, At every tide there would be a deposit of alluvial matter outside the lock gates, which would require to be removed by the power of sluices or other mechanical means, for otherwise there existed no method of " scouring" the deposit. The canal would not be supplied with fresh water, which was necessary for preventing a sediment. He did not consider that a long port in winter would have any effect on the tidal water. The best point for crossing the river for the northern traffic was most undoubtedly at Gloucester, and for the south traffic the passage of the Aust Ferry was desirable. The level of the ground on the Bristol side was quite sufficient to permit of the construction of a suspension bridge of a proper height, but on the Chepstow side piers would be re quired. The engineering difficulties on the line were objection able, but not impracticable, and the expense of construction had been unddr-estimated. He considered that bridges of the magni tude which it was contemplated being made should not be con structed of timber, because the worm in tidal water invariably de stroyed timber, and he knew many instances of timber bridges that had not lasted more than eight or ten years, owing to the ravages of the worm. It was called the augur worm, and:it bored its way through the wood in every direction, and there were no means at present discovered to prevent its ravages. He thought the bridges should be built with stone abutments and iron tops. The general estimate for the entire line was, in his opinion, too small:; it should have been taken at 4,000,0001. sterling, which was 1,200,0001. more than was proposed to be raised. Looking at that line as 211 miles in length, and regarding also the different works connected with its construction, the bridge across the Severn, the tunnels, and other matters, it ap peared to him that the cost of the railway would be on the average 20,0001. per mile for a double line laid down on the broad gauge. He would endeavour to show the points which bad induced him to come to that opinion : for some of the particular works he would take Mr, Brunet's own estimate : The bridge and canal of the Severn £200,000 The Forest of Dean Railway The harbour at Brimshill The harbour at Fishguard Excavations 582,000 Stations Total All these items had been taken from Mr. Brunel's own statements, and he was not inclined to say they were insufficient. The points which, in his opinion, would cost more than had been laid down in the estimates of Mr. Brunel were, in the first place, the tunnels. He (Mr. Giles) had estimated that there were altogether 7,719 yards, which would cost, on the average, 501. per yard, and not 301 per yard, rs Mr. Brunel lad stated, making a total of 395,950/. for tunnelling. No estimate of the lands necessary to be taken had been taken. He should take it at about 200 miles, and looking at what had been paid for similar property by existing railways, he should calculate the expense of the land:at 3,000/. per mile, the result of which would be 600,000/.. The permanent way, consisting •f 204 miles, he had' estimated at 5,0001.. per mile, which would yield a total of 1,020,000/. The bridges:on the entire line, with the exception of the bridge at Stockhill, would cost 2,500/. per mile on the entire length of the line, making altogether 500,000/. The gross value of these items would give a sum of 3,541,000/., to which 10 per cent. being added for contingencies, 354,0001., the entire estimate of the line would be 3,895,001., which was 1,095,0001. greater than the estimate made by Mr. Brunel. Mr. TALBOT cross-examined the witness on a few points, but nothing of a material nature was elicited. Mr. LAW then proceeded to address the Committee on the evi. dense that had been adduced. There was no doubt the existing traffic between South Wales and through Bristol would be entirely destroyed, if the proposed line were made. The best line of com munication for this traffic would be by way of the Aust Ferry, and for the traffic coming from Birmingham and the manufacturing districts of the north the mu' f...urable point of COM municatiom would be by way 01 Gloucester. The consent and approval of three public bodies had been given to the scheme; but he would contend that this was t sufficient. The jurisdiction of the Committee, in dealing with the matter, was limited by an Act, the Eth Victoria, which, in cap. 20, sec. 17, provided that where a railway company contemplated carrying a bridge over any navigable river the consent of the Admiralty should be obtained previously to the passing of the preamble. Mr. E. BULLER, M.P., observed that the Act prevented the construction of the works without the consent of the Admiralty ; but there was nothing in the clause to hinder the Committee from deciding that the preamble of the Bill was proved, and, further, the consent of the Admiralty might be obtained. • " yV Mr. LAW (in continuation) said that it was compulsory on the promoters of the Bill to get the consent of the Admiralty first, and as it had not been so obtained, it was evident that the part of the preamble which declared that the construction of a line from Standish, across the Severn, would be of "great public advantage by opening an additional, certain, and expeditious means of communication " between South Wales and England, could not be legally tenable. It was clear, if the opposition of the Admiralty continued against the making of the proposed bridge across the Severn, that the intentions of the railway company as regarded Standish could not be carried out, and therefore it would necessarily follow that the consent of the Committee could not be given in the preamble. In the opening harangue of Mr. Austin he had observed that considerable difficulty had been experienced on this subject, and even had gono so far as to say that supposing the line could not be continued to Standish, it was still desirable to have railway communication to Chepstow. The Learned Counsel then shortly adverted to the various lines which had appeared in the course of evidence as preferable to the route laid down by the South Wales Company, and also briefly commented on the inadequacy of the estimates for the construction of the proposed line. He con cluded by calling on jthe Committee cot to allow the preamble of the Bill to pass. Sir Walter Riddle withdrew the opposition on the part of Colonel Lewis to the Bill, a satisfactory arrangement having been arrived at between him and the promoters of the railway. After a few words from Mr. Davis, on behalf of Sir T. C. Bovey and the Rev. Mr. Jones, the opposition against the line having been brought to a conclusion, the room was ordered to be cleared. On our return, _ . The CHAIRMAN said the Committee were of opinion that it was unnecessary to trouble the Counsel for the Bill to make a reply, as they were unanimous in thinking that the preamble of the Bill had been proved. Alter some desultory conversation between the Committee and Counsel, as to the method in which the opposed clauses should be proceeded with, the Committee adjourned till twelve to-morrow. GROUP PP. MIDDLESBOROUGH AND REDCAR RAILWAY. This Committee met at half-past three o'clock, the Hon. Eliot Yorke in the chair. The preamble of the Bill being proved, the clauses of the Bill were gone through without opposition, and the Chairman was directed to report to the House that it passed with its amendments. Mr. DANIEL replied that under these circumstances it would be his duty to call evidence to prove that it would be a greater public advantage if the proposed railway struck off to the westward in stead of the eastward of Coventry. Mr. William Willis Bailey, who was well acquainted with the mineral districts of Coventry and Nuneaton, had been over the proposed line from Coventry to Bulkington, between which places the collieries dipped to the west , but on the east many of the collieries were already exhausted, and others were of a very inferior character. The land between Longford and Bulkington was in a sinking state, and it was highly natural that the railway should run to the west instead of to the east. There were extensive collieries working towards the West region, if he might be allowed the term, or main bed of coal, but on the east side the collieries were chiefly exhaust-d. The proposed railway would afford an accom modation to the collieries he had just mentioned. There were also tome important lime works on the west side, but none on the east. Mr. George Starkie, ground.bailiff to Bedworth colliery, con firmed the testimony of the last witness. On cross-examination, he admitted that the bulk of the iron stone was raised on the east side of the proposed railway. Mr. John Sinclair, engineer to the Coventry Canal, said the bulk of the population on the proposed railway resided to the west of the line. A railway to the east would therefore afford very little accommodation to them. The witness also spoke to the sinking of the land between Longford and Bulkington. Within his own time it had sunk twenty-one feet, and was still sinking. At one point since November last it had sunk two feet, and that point joined the proposed line of railway. A railway taking a west. wardly direction would better serve the wants of the mining in terest, and in fact the population at large, Ile had prepared the plans and sections for such line for the use of the Coventry Canal Company, and these plans and sections could be easily made avail able, because they were in every way complete. On cross-examination he said he received no particular instruc tions from the Canal Company to prevent him from carrying the line eastward of the turnpike-road. His instructions were of a very general nature, and he was to make out wh:.t he thought would be the best line for the district. He bad made three-tram roads, but had never made or laid out a locomotive line. The line he had marked out would cross two turnpike roads by bridge and three on the level. The canal of which he was the en gineer was of two meandering a nature to afford sufficient =core. modation to all the traffic of the district. It was evidently con. structed with a view of accommodating the mineral interest. It being announced that the Speaker was at prayers, the Com mittee adjourned till to-mor row. GROUP KK LIVERPOOL AND DUET AND LIVERPOOL AND MANCHESTER EXTENSION, WITH THEIR RESPECTIVE BRANCHES. The Committee met at one o'clock Sir C. Lemon in the chair, but business was not commenced for nearly an hour after, in con sequence of the absence of Mr. Talbot. SOUTHPORT AND ORNISKIRE BRANCH. IMPORTANT DECISION. Mr. TAL➢or said he appeared on behalf of the Liverpool, Preston, and Ormskirk Railway. He, in accordance with the re commendation of the Board of Trade, wished to suggest the post ponement of any railway at present to Southport. The project which his clients had brought forward, had been shipwrecked in the Standing Orders Committee, but would be brought forward next session. There could be no doubt but an improved communica tion between Liverpool and Preston was required, and that improve. ment he proposed. The present distance between Liverpool and Preston, by Parkside, was thirty.eight miles and a half, and the transit occupied two hours and a half. The present mode of traffic between Liverpool and Preston was most inconvenient, and was so spoken of in the report of the Board of Trade. The insufficiency of the transit was demonstrated by the fact that, instead of the number of passengers having been increased sixfold since the opening of the railway between Liverpool and Preston, as was usually the case between such important towns, there had been an increase upon the old coach conveyance of only five per cent. He thought this state of things should not be permitted to continue, but that they should cut off the angle which Parkside made with Liverpool and Preston, and supply the hypothenuse which he would propose in the Liverpool and Ormskirk line. By the new line, a saving of twelve miles would be effected, and there would be also a considerable saving in the communication in the route from Pres ton to Wigan, and thence to Liverpool by the Liverpool and Bury Railway, which the Committee had sanctioned. Preston contained a population of 50,000, and the trade between it and Liverpool, which was carried on by the river Ribble was, notwithstanding the ettceedingly tedious and expensive communication was very consi. derable. In fact, 16,000 tons of small craft were at present engaged between these towns. The project which he advocated had re ceived the support of the great spinners at Preston—men whose capital was more than 2,000,000/, and who last year obtained from Liverpool more than 20,000 tons of cotton. Not far from Preston was a most important town, Blackburn, which was the centre of a district, a radient of five miles, contained a population of 120,000 souls. The project advocated would greatly abridge the distanc between Liverpool and Blackburn, a most desirable step, as almost all the provisions and raw materials for manufactures used in Black burn was obtained from Liverpool. The course between those places was, at present, a most circuitous one, a distance of 64 miles, whilst by the railway his clients would propose it should be only 34. This would be six miles shorter than any other which had been submitted to the notice of Parliament. The Blackburn and Preston Railway was now in course of construction, so that the communication between all these important towns would be then complete. By this means the whole of the northern part of Lan cashire would be brought into direct communication with Liver pool, and a population of 545,000 would be accommodated by the line which touched upon the immediate vicinity of their dwellings. The main line was in length 26i miles; the branch to Southport, 7i ; the branch to Blackburn, 2 miles ; and the Skelmersdale and Ormskirk branch, 3 miles. The estimated amount of construction was 730,0001. The Learned Counsel went on to argue that his line would, in fact, confer greater advantages upon Southport itself than the other, for it would place it in direct communication with the important towns he had mentioned. Until the people of Southport heard that the line his clients projected had been thrown out by the Standing Orders Committee, they were most anxious for it; and in fact, the only petition which had emanated from that town up to a very recent period, was in favour of their pro. ject. The Learned Counsel concluded by requesting of the Com mittee to accede to the recommendation of the Board of Trade, and postpone the Southport and Euxton project to next year. After some deliberation the room was cleared of strangers. Upon our return to the room, The CHAIRMAN said we are perfectly ready to hear all the wit. nessess on the other side,but I think it right to tell you what the opinion of the Committee is. The Committee is of opinion that the case for the promoters of the Bill is of such a natnre as to dispose them to agree in the recommendation of the Board of Trade. They are, therefore, willing that the project should be postponed to next year, but we are unwilling the expenses which have been incurred should be wasted, and we will therefore postpone the further con sideration of the matter to a late day in July. Such is the unani mous wish of the Committee at the present moment. The Com mittee are of opinion that there should be a line of railway com munication with Southport; but the Act which will be passed this year will enable the Committee to resume their proceedings where they left them off, so that if any better project be not offered, the Southport and Euxton one will certainly pass. Mr. Sergeant KINGSLAKE—WiII the Committee declare the preamble of the Bill proved ? The CHAIRMAN—Yes, under the condition that I have men tion* that no better line be proposed in the interim, we will re port in favour of the Bill, so as not to shut out any rival project. The case for the supporters of the present project does not appear to have been well sustained. The following note was then, with the consent of the leading Counsel pro. and con., adopted : " That the passing of the preamble of this Bill does not give any advantage over any competing Bill which may be brought forward in the ensuing session." The CHAIRMAN added, that a communication between South port and Euxton was most desirable, but that, as a better project than that which had been proposed might be proposed, they post poned the further consideration of the preamble to the ensuing session. The Committee then adjourned to the Bth of July. Sergeant KINGLARE said he was afraid such an expression of opinion would prejudice his case. The CHAIRMAN said his case was so bad that it could hardly be prejudiced. They would not proceed with the clauses of the Bill this session. The preamble of this Bill was not therefore passed. GROUP X. CAMBRIDGE AND LINCOLN LINE. The Committeee sat to- day shortly after 12 o'clock, and re sumed the TRAFFIC EVIDENCE. Mr. VALENTINE LEE handed in certain tables of traffic, and called Mr. D. Jones, and examined him as to their contents. Witnesses were examined as to their contents on Saturday on some items, but the counsel against the project having said that these tables were so complicated that they could not understand them, the cross-examination as to the amount of exports of provisions from the district of Ramsey that they alleged took place annually, was reserved for this day. The witness deposed that the quantity of potatoes, oats, and other agricultural produce exported from the district cast of Ramsey, as compared with that of the west, was immense, owing to the superior facilities for transit which that district now possessed, and the natural superiority of the soil over that of the west. Mr. William Parsons, estate valuator and architectural surveyor, deposed that he had estimated the value of the lands, houses, build ings, &c., along the whole line from Cambridge to Lincoln, pro. posed to be taken in by that line, and had set it down at 34,0781. Mr. Miller deposed that he received about 500 tons of groceries per annum from London to Peterborough, by Wisbeach, by water ; the carriage cost him 20s. per ton ; by railway it would cost about 7s. 4d. The same observation applied to iron, timber, &c ,in the freight of which the saving would be proportionably great. The Committee here retired, for what purpose they did not state; but on their return they made no announcement whatever, and the examination was proceeded with. Mr. Buckle, spirit dealer at Peterborough, deposed that he got his wines, spirits, and all the other articles he dealt in from London, and had not the least doubt but that the Farringdon.street station would have the preference to either that of King's-cross or Bow creek, for the conveyance of all sorts of goods to Peterborough. Mr. W. P. Stanley, ironmonger, of Peterborough, corroborated the evidence of the dealers in the same article who had preceded him, as to the saving of time and money to be effected in the transit of the article, if the proposed line of railway should be made. At the conclusion of the cross-examination of this witness, during which no material evidence was elicited, The Committee adjourned. GIB UP Z. DUBLIN AND GALWAY RAILWAY. ---- - The Committee assembled at twelve o'clock in Room No. 17, the Hon. It. Clive, chairman. Mr. Brown was examined at considerable length by Mr. ROWE, on behalf ofthe Royal Canal Company, with respect to the estimated traffic on the roads on the site of the proposed line. He stated that lie had estimated all the traffic on the roads, and that his esti mate was rather under than above the actual traffic. Mr. Wimberly said the traffic was taken under his superinten dence in December last—perhaps the most unfavourable period of the year; that men were employed by him at certain parts of the road for a fortnight, and that he handed the results to Mr. Brown. Both these witnesses were cross.examined. Mr. Rows held that by a document issued by the projectors in February last the dividend was estimated at eleven per cent., whereas the projectors had stated before the Committee that It would not be more than 6i, and that they had estimated their traffic at 55,398, whereas it appeared, from the traffic on the roads, that there could not be more than 30,680. Mr. Brown stated that this difference arose from there being a great number of private conveyances which they could not distinguish from public carriages, and which had been included in the estimate of public conveyances. He said that there was no discrepancy, and that this estimate was a fair one, when this circumstance was taken into account. Captain Moersom said he was the engineer to the line. Its entire length would be 115 miles. The country is very favoura ble for its construction, and there were no peculiar engineering difficulties. There would be no tunnelling. The gradients and curves were of a favourable character. The severest gradient would be 1 in 150 for a little more than a mile. The smallest radius of a curve, and which the engines w0 , .:1d run at the top of their speed, would be half a mile in length. There would be two smaller radii at the stations of about one quarter of a mile each. Fift y iree roads would be crossed on a level. The cost of construction would be 180,000/. Cross.examined by Mr. COCKBURN—His surveys commenced in October, about two months before the plans and sections were de livered to the Board of Tradr. The breadth of the gauge would be 5 ft. 3 in 1 the iron 101. per ton, the ehitirs and sleepers 71. IQs per ton. The lines would rest on longitudinal bearers. There would be twenty five stations, and three drawbridges. The witness was then examined on minute details in connexion with the line. The cost of constructing this line would be nearly 10,0001. a mile. Mr. MURPHY said he had a great number of witnesses, but as it was his desire to save as much of the time of the Committee as he could he would not call them unless they thought that he should do so. The CHAIRMAN, after consulting with the other members of the Committee, said they saw no reason why additional witnesses should be examined, but he (Mr. Murphy) had better keep his witnesses in town as it might be necessary to examine them with respect to the testimony of witnesses on the part of the petitioners. Mr. COCKBURN objected to this course on the part of the Com mittee, as he considered it in opposition to Parliamentary practice. The CHAIRMAN said they had heard a peat deal of evidence on the same points. If the promoters choose to call further evidence they were bound to hear it. They (the promoters) must use their own discretion in the matter. Mr. Lee, clerk to the Company, was then called to prove the capital of the Company, which he said was 1,800,0001., that the number of subscribers were 10,350, and that the deposits amounted to 40,9751. Much discussion was caused by Mr. COCKBURN taking an objec- tion to this formal evidence of the capital of the company, and by calling on the promoters to produce the subscription deed, as he was instructed that She subscribers' names had bean fraudulently obtained. At length, the receipt 01 the Accountant-General of the derosits was produced, and the I.e.:riled Counsel consented to take the witnesses' proof of the truffle; the deed, however, was shown to him. Mr. Nuzum gave evidence respecting the assents and dissents, This closed the case for the promoters. Mr. Rowe then applied to have Mr. Boyle, the engineer, to the Mullingar Company, who had certain sections in his possession of importance to the case of thepetitioners, the Grand Canal Com. pany, summoned before the Committee by a warrant of the Speaker. The Learned Counsel then called Mr. Hannlngton, who stated that he was the engineer to the Canal Company. That in March last, in conjunction with Mr. Boyle and Mr. Henry, he made a survey of the si•e of the proposed line for the purpose of testing the accuracy of the sections. They found a great number of errors in the levels. The specifications were given to Mr. Boylve after he (witness) had placed his initials on them, on the understanding tha he would ►:roduce then when required. He had since refuse to do so. Mr. TALBOT said they might have Mr. Boyle before them, but they could not compel him to produce the plans and sections in question. Similar applications were made for the attendance of Mr. W. T. Mulvany and Mr. Lether. The Committee then adjourned. TATTERSALUS.—THIS EVENING. Six o'CweK. NORTHUMBERLAND PLATE. 6 to 1 agst Lightning 6 to 1 agst Inheritress 12 to 1 agst Co-heiress 12 to 1 agst Pagan 12 to 1 agst Queen of the Tyne 14 to 1 agst Little John 15 to 1 agst Northumberland ST. LEGER. 6 to 1 agst Weatherbit 7 to 1 agst Merry Monarch 10 to 1 agst Old England 10 to 1 agst Mentor 20 to 1 agst The Baron 20 to 1 agst Connaught Ranger 25 to 1 agst Wood Pigeon IMPERIAL PARLIAMENT. (THIS EVENING.) HOUSE OF LORDS. Their Lordships met at Five o'clock. RAILWAYS. Messengers from the Commons brought up a number of railway Bills, which were severally read a first time. Earl FITZ WILLIAM !aid upon the table of the House the report of the Select Committee lately appointed to ascertain the best mode of satisfactorily adjusting disputes be tween landholders and railway companies relative to the pur chase of landed property for the purposes of railways. MAYNOO'I'H. The Bishop of London, the Bishop of Winchester, Lord Winehilsea, and the Earl of Breadalbane, presented a large number of petitions against the third reading of the Maynooth Bill. MESSAGE FROM HER MAJESTY-SIR HENRY POTTINGER. The Earl of ABERDEEN moved the order of the day for taking into consideration her Majesty's message recommending their Lordships to concur with her in granting a pension of 1,5001. a-year to Sir.llenry Pottinger, K. C. 8., for the period of his natural life. The Noble Lords having concurred, The LORD CHANCELLOR read her Majesty's message. The Earl of ABERDEEN then said, he ruse - to move an humble address to her Majesty, in answer to the message which she had sent to their Lordships, and in doing so, it would only be necessary to detain them for a very few minutes, for be had already had opportunities in that House of bearing testimony to the great merits of the distinguished person who, on the present occasion, was the object of her Majesty's gracious consideration. He bad not been sparing in those expressions of admiration and praise of that conduct which was considered by her Majesty to be so justly done. Those sentiments had found an echo throughout the whole country. In every part of the kingdom, whether in England, Scotland, or Ire land, Sir H Pottinger had been welcomed with enthusiasm, and every effort had been made to do him honour. But it was clear that the vast majority of those persons who had so united in expressing such opinions. had very little means of duly estimating the real merits of Sir Henry Pottinger. They looked upon the bound less field which he had opened to British enterprise, and to that inexhanstable source of commercial wealth and prosperity, which, by his means, had been rendered accessible to their fellow-countrymen. But he felt it his duty to say that the real merits of Sir H. Pottinger would have deserved their Lordships' approbation • and the ap probation of the Sovereign equally as much if his exertions in China had not been attended by such magnificent results—for th ough his whole conduct in Chir a it was his (the Earl of Aberdeen's) good fortune in the relation which he stood towards him to bear testimony to the conduct which he pursued. Sir Henry Pottinger in being called to service in China was removed from a service and from a school which he (the Earl of Aberdeen) might be permitted to say the State had been greatly indebted. He knew not how it was, but whether from long habits of self reliance or from taking part in great affairs, the fact was that the service of the East India Company had produced men who, by the energy of their characters and the statesmanlike views which they entertained, were peculiarly qualified to ccn tend successfully with the greatest difficulties, and to confer most signal advantages on their country. (LEFT SPEAKING.) HOUSE OF COMMONS. The SPEAKER took the Chair at Four o'clock. DUNDEE WATERWORKS. The Dundee Waterworks Bill was read a third time and passed. GREAT WESTERN RAILWAY (IRELAND). The report on the Great Western Railway (Ireland) Bill 'Dublin to Mullingar and Athlone) was brought up. S I' N tt ) line—nor would he ask the House to in ::'2iejikeesie> ~ A functions of the Committee. He would not /14 Hiiiiiiii49 e e.e,'" , ,te -I ' express the slightest opinion as to the merits ieteealllveie;e": 4 le. i asked them was to give to the Commi `en fletA s ltir- 4. 7 , - :: ise r ' the power to inquire into those circumsta 'V \ "eef-441-s-e. :'''' ts:' , "') error was discovered in the Committee, t e , ito la -,..4 : : j eee considered that the best course to pursue w that the preamble do not pass, and to report th Iftedpois ikk• . 4 J House, accompanied with the reasons upon which the decision was founded, so as to give an opportunity of bringing the subject before the House at the earliest possible time. The hat dship of this case was that the adverse decision of the Committee did not arise from any demerits in the measure itself, but from the fact of a clerical error—an error that had escaped the notice of the original promoters of the Bill and also the Standing Orders Committee ; and which was not detected till the Bill was brought under the consideration of the present Committee of Inquiry. The Committee thought they did not consider the error as fatal to the merits of the measure were nevertheless hound to take notice of it, and report in the manner they had done. This was a case of special and peculiar character, and called for the 'interference of the House. He did not call upon the House in dealing with the case to reverse the decision of the Committee, but to grant further powers of inquiry to the Committee. As regarded the power he proposed to vest in the Committee, he did not be lieve it would be exercised prejudicially, either towards the par . ties interested in the' measure or the public. The powers he proposed they should exercise were those which had been exercised on several occasions by the Standing Orders Com mittee. He could state a few cases in which that Committee had allowed the sections and the datum line to he corrected. There was a case during last session in which an error similar to the one in the present Bill was allowed to be corrected in a branch of the Sheffield and Huddersfield Railway. In the present year there had been eight eases in which corrections bad been made. Of these he might instance the Wakefield, Pontefract, and Goole, the Cornwall, the North Wales, and the Brighton and Chichester Railway Bills. He saw no reason why a power which had been exercised in these several instances might not with perfect safety be extended to the present Com mittee. The merits of the competing lines was not the ques tion at present, but it was, whether it would not be judicious and proper to extend, in this special and important case, thu e powers of reconsideration which had been exercised by the Committee on Standing Orders. Were this done, he was sure the power would not be abused. Mr. COURTNEY said he was anxious to state a few words before the House gave its decision. He might state that the facts set forth in the petition were correctly stated. It was time that an error was discovered in the Corn. mittee in investigating the en;ineering evidence, but he was forced to say it was merely a clerical error, and did not at all affect the main features of the Bill. The interests of the land lords on the line were not prejudicially affected by the error to which he had referred. Mr. ESTCOURT said that it had been decided that cer tain notices should be given to that House and sections of, lines lodged preparatory to the investigations of the Standing Orders' Committee. It was also required that the datum line should be marked. This had been departed from in the present instance. If the error was a clerical error they had had plenty of time to correct it, and he did not think there should be any depar ture from the rules of the House in the present instance. Other parties had been called upon to comply with the standing orders, and had been successfully paying proper attention to the getting up of their sections and their specifications, and if any mistake had occurred, they were themselves to blame for it, as it had been occasioned by their own neglect. The CHANCELLOR of the EXCHEQUER said he thought it was a case in which the House ought to interfere. Statements had been made, which showed that the error was merely a clerical error, and did not affect the merits of `the Bill. As a great measure was involved he did not think an error of this kind ought to interfere with its progress. He should support the motion of his Hon. Friend. Lord G. SOMERSET was opposed to the motion. If any re-investigation was to be made, the Bill should be leferred again to the Standing Orders Committee. Mr. W. PATTEN thought that if it was consistent with the rules of the House it would be better to refer the matter to the Standing Orders Committee. He would rather support an amendment of that sart than the motion of his licn. Friend. He would, however, wish to have the opinion of tLe Right Hen. Gentleman in the chair on the subject The SPEAKER said he did not tliink it would be con sistent with the standing orders for the House to adopt the suggestion of the lion. Member for Cheshire. The House then divided, when there appeared— For the motion 77 Against it Majority against the motion —4l RUNCORN AND PRESTON RAILWAY. The second :eading of the Runcorn and Preston Brook Rail way was agreed to, upon the motion of an Hon. Member, whose name we could not learn. LONDONDERRY AND COLERAINE RAILWAY. Lord SANDON moved the second reading of the London and Coleraine Railway Bill, which was agreed to. BROAD AND NARROW GAUGE. Sir GEORGE GREY said that as there was a great deal of anxiety felt by the public abroad, as to the time when this House would take up the consideration of the very important question of the broad and narrow gauge, he would wish to know whether it was the intention of the House to take it up to morrow. Mr. MIANSTON said it was a question of great con sequence, and therefore he would propose that it be taken up on Thursday. After afew words from Hon. Members at both sides of the House, it was agreed upon to take up the subject on Friday. The Agricultural and Commercial Bank of Ireland Bill . WAS read a third time. SCOTCH BANKING BILL. Mr. HUME presented several petitions on the subject of the Scotch Banking Bill, but amidst the confusion v. hich pre vailed we could not collect the import. A great number of petitions, relating to railway and other private Bills, were also presented in a state of the House wbieh rendered it impossible to distinguish them. BRIDGE OVER THE SEVERN. Mr. ROEBUCK here rote and was on the point of ad .lress4ig the House, amid the most intense silence, when Captain BERKELEY said he wished to ask his Hon. Friend opposite, the Secretary to the Admiralty, if the bridge ' over the Severn, which had already been objected to by the Board of Admiralty, as calculated to obstructs the naviga tion of that river, would be allowed to be erected? Mr. CORRIE (who, from the excessive noise in the House, was almost wholly inaudible) was understood to say that mea -1 sures would be taken to prevent any interference with the in terests of the public by the contemplated construction. HUME observed, that by a rule of that House, no Bill which was objected to by the Admiralty, could pass with out the sanct ion of that Board. He belie , :ed, however, that when the Bill in question was o p pose d b y the Admiralty, their objection was contrave ne d i n consequence of their not appearing in person or by counsel before the Com mittee; he wished to inquire whether the letter from the Ad miralty prohibiting its erection, was not sufficient to prevent the passing of the Bill. Mr. BECKETT was understood to say, as Chairman of the Committee before whom the Bill was heard, that no appear ance being made, the preamble was declared proved. the following remarkable words concluded the edict, that if any member of that society should be slain by the people in any disturbance, tie inquiries should take place as to the manner in which the death of the individual had been occasioned. Mr. HOPE rose, and was-- LLEFT SPIALINGI INSTITUTION OF CIVIL EN GINEERS-JuNE 10. (Sir John Rennie, President, in the chair.) The paper read was by Mr. James Stirling, and described an ingenious air engine, invented by his brother and him self. The movements of this machine are founded upon the well-known pneumatic principle, that air has its bulk or pressure increased or diminished in proportion as its tem perature is raised or lowered. The appliezition of this prin ciple was exemplified by drawings, and a 'model exhibiting a machine composed of two strong tif4ht air-vessels, con nected with the opposite ends of a. vertical cylinder, in which a piston works in the usual -manner. Within these air vessels are suspended two air-tight vessels, or plungers filled with non-conducting substatices, and attached to the opposite extremities of a beam, capable of moving up and down alternately, to the extent, of one-fifth of the depth of the air vessels. By this 'notion of the plunger, the ai r , which is in a heated state, below, is moved to the upper part of the vessels, and in its. transit traverses a series of vertical capillary major partpassages bee o e f n th th e re c e al m or e i t c a . flic T p h l e ate r s e , m w a h in ic d h er ab sorbistaken up by a refrigerator of tubes filled with water The air at the heated end is about 700 degrees, and has a propor tionate pressure ; when it arrives at the cooled end it is reciueed to about 150 degrees, and the pressure diminished to a cor responding extent. Therefore, as the internal vessels move in opposite directions, it necessarily follows that th pressure of the condensed air in one vessel is increased, while that of the other is diminished. A difference of pres sure is thus produced upon the opposite ends of the piston, and a reciprocating motion results, which communicates through a beam, connecting rod, crank, and fly wheel to the ma chinery when driven. Machines on this principle were stated to have been worked for some years past at Dundee with considerable saving of fuel as compared to a stenm-engine of similar power and doing the same work. It is now proposed to adapt it to marine purposes, to which, from its simplicity and slight expenditure of fuel, it appeared well fitted. The theory of the expansion of air, and its practical adaptation as a moving power, were very hilly dis cussed, as were the mechanical difficulties, which appeared to have been very ingeniously overcome by Mr. Stirling, wh o attended the meeting, and explained his invention. m e engine appeared to receive the approval o 7 the members, who were evidently not prepared to find so perfect a machine, and one so practically useful. The following papers were announced A t o . be . readoee c n: E x t . meeting, on the 17th of June : No. 72,3. " Description of the Dinting Vale viaduct, on the Sheffield and Manchester Railw a y, B y No. 725. "The applicatier, of gunpowder for blasting some marl rocks in the river Severn." By G. Edwards, M.I.C.E. ton t'rb 4 I SUN OFFICE, Seven o' Clock. RAILWAY COMMITTEES (TILES DAY.) HOUSE OF LORDS. THE YOB= AND Nonw AY n riZIDLAND RAILW. The Select Committee appointed to investigate this case assem bled to-day, at three o'clock, the Marquis of Clanricarde in the chair. The Bill being unopposed, the Committee declared it to have passed. The Noble Chairman will report to the House. The Standing Orders Committee, Lord Shaftesbury, Chairman, also assembled at three o'clock, and resolved themselves into a Committee on unopposed Railway Bills. The following Bills were then declared to have passed the Com mittee :—The Bedford and London Railway; the Shrewsbury, Os westry, and Chester Railway; the Manchester and Leeds Railway ; the Burnley, Oldham, and Haldham Railway ; the Berks and Hants Railway; the Lowestoff Railway and Harbcur ; the Kendal and Windermere Railway; the North British Railway; the Yarmouth and Norwich Railway ; and the London and Greenwich Railway. The Committee then adjourned till one o'clock to-morrow. HOUSE OF COMMONS. GROUP A. SOUTH-EASTERN LINE. The Committee having met this day, at the usual hour, Mr. Sergeant WRANGUAM proceeded to the cross-examination of Mr. Bidders, but the evidence given contained no material point that had not been previously published. The CHAIRMAN observed that General Lord Bloomfield was present, and wished to make a correction as to a part of his evidence which had been misunderstood. General Lord Bloomfield then pointed out a mistake in a copy of his evidence which had been forwarded to him, and in which a statement, made with reference to the South-Eastern, had been applied to the North Kent line. Mr. Bidders' cross-examination was then continued—He spoke at some length as to the number of junctions formed by the South-Eastern and the number formed by the North Kent line. Mr. ROADE observed that he had a communication to make to the Committee, and requested that they should retire for the purpose. The CHAIRMAN assented, and the Committee accordingly retired for some time. _ _ _ On the return of the members of the Committee, Mr. WRANGIILM proceeded to examine kr. Bidders as to some portions of the proposed line which were not included in the esti mates of the Company, and also as to a level crossing which must be made by the proposed line over the now existing Croydon (locomotive) line, and which might interfere with the right of way of the Croydon Company. At Deptford it would be ne. ces,ary to throw four streets into one. This street would have 150 trains passing in 15 hours; se that 10 times in each hour the gates must be shut, and no person could pass through the street. This would produce no great inconvenience, as the short trains would pass in one minute, and the long ones in three minutes, and the traffic of the street was very small and unimportant. A large number of houses must be removed at Deptford, but they would be houses of very small value, and which would be much better removed. At Dartford Creek the line would cross a swing- bridge. He did not think there would be any danger from such a bridge in this instance, as the creek was at that point very narrow, like a canal. In general a brick bridge was preferable to a swing bridge. In entering London the South-Eastern line would pass through the Deaf and Dumb Asylum, where the noise could give no annoyance to the inhabitants.—(A laugh.) It was necessary to pass through the Asylum in order to avoid two churches. It was impossible to enter London without some such inconvenience. After some evidence on uninteresting points connected with the levels of the proposed line at Chatham, Rochester, and Stroud, and with some inaccuracies in the plans of the South-Eastern Corn. pany, the Committee adjourned at five minutes to four o'clock. GROUP GG. GMILSGOIW MNCTION ZLAILVJAY. The Committee on this group re-assembled at twelve, but it was nearly one o'clock before business was commenced, owing to the absence of Mr. Muntz and Viscount Grimston. At the latter hour Mr. Muntz entered, having but just arrived in town from Birmingham, and the proceedings of the day were commenced by Mr. Hope calling, on the part of Mr. Campbell of Blytheswood, one of the opponents, Mr. J. Kyle, a land-surveyor in Glasgow, who was examined as to the nature and difficulties of the strata through which the tunnel beneath the Blytheswood property would pass, and the effect which the termini in Bothwell-street would haveupon the surrounding valuable property. The witness exhibited a model of the newer portions of the city where the proposed line would inter sect them. The witness added, that at a certain depth the pro moters would come at quicksands, which, he thought, would pre sent insuperable difficulties to the progress of the works. Mr. J. Collie, architect, was examined, and after giving evidence in corroboration of that given by the previous witness, added that the valuation of property made by himself showed that the pro moters' estimates were 100,000/. below what they ought to be. Mr. W. Broome, builder, Glasgow, had been extensively em ployed on the Blytheswood estate. Had examined the bores made by Mr. Keyle with the view of testing the quality of the soil. He found that a considerable proportion of it was running sand, or quicksand, and his experience told him that such a foundation was the very worst that could be had for building purposes of any kind. He considered that Mr. Collie's valuation was a most reasonable one, and not in any degree too high. That valuation would be some 100,000!. above that furnished by the promoters. Mr. John Bennie had heard the evidence given by his friends Messrs. Collie and Mr. Broome, and he fully concurred in their valuation. Mr. J. Hayman, carter, in Glasgow, had been in the habit of carting for a considerable period to the most considerable merchants of Glasgow, and his general rate was is. a ton. Few goods were stored in Glasgow, and the through traffic would therefore be of a very limited character. The goods' managers at the railway stations were in error when they quoted the charges at 2s. 6d. per ton. Another witness, called to corroborate the preceding evidence, was under examination when the Committee adjourned. GROUP K. WYNDHAM AND DEHEHAM =NE. The Committee on this line resumed this morning at the usual hour, the Members present being Viscount Sandon (Chairman), J. L. Ricardo, R. Cobden, and W. Martin, Esqs. Mr. Pare, examined by Mr. CALVERT—Has been engaged to draw up an account of the present traffic on the road between Wyndham and East Dereham, and a sketch of the probable accession upon the construction of a direct line of railway between those towns. The entire revenue which he anticipated for that line would be 24,9191., while that for the circuitons line by Wyndham would not exceed 19,4891. The former would perform the journey by travelling over fifteen miles in forty-five minutes, and the latter twenty-two miles in one hour, six minutes, leaving a balance of twenty-one minutes in favour of the former. Has examined the traffic tables put in by the other side, and finds that the increase anticipated by them between Wyndham and Dereham is 50 per cent., while between Attleborough and Diss it is rated at 100 per cent. upon the very same data. The population of Norwich, by the cen. sus of 1831, was 56,134, and in 1841, 62,341. being an increase of only 2 per cent., while in the ten years between 1821 and 1831 the increase was more than 21 per cent. Cross-examined by Mr. GIRDEN—When he calculated 626 journeys travelled on an average by seven passengers, he had sup posed they would be both pair and four-horse carriages. He had generally allowed one or two travellers per gig as likely to come upon a rail if constructed, but had in all his calculations deducted 50 per cent. from the present amount of transit. Has thrown aside several of the averages which he might legitimately have included, and has adopted the principle of halving the average of transit on a road for any three weeks in the year. Thus at one gate the assumed two.thirds of 2,080 passengers who posted on the read is taken in the tables at 1,560, and by gigs the same proportion is taken of the 35,568 observed t ra velling. Has no dou bt but that the passengers through Marlingford would avoid, rather than adopt, the line by Wyndham to Norwich. Considers the average of 2d. per traveller as a very fair rate to name. On the London and Birmingham the fare is rather more than that, and on the Colchester line 2 1 / 2 d. is the average price per mile. Reexamined by Mr. JAMES—Has tested his calculations by the precedent of other lines, and the result has proved his complete accuracy. There is no analogy between this and the Great Western, Colchester, and London and Birmingham lines, named as criterions of traffic by Mr. Girden. Mr. William Gravatt, civil engineer, examined by Mr. JAMES— Was engaged last year in the month of September to survey the direct line between Norwich and Dereham. Has estimated the cost of the main line at 140,9371., the New Mills branch at 10,7571., and the Fakenham branch at 26,1701., making a total of 177,8641. The distance of the main line is 15 miles 8 chains, of the New Mills Branch, 1 mile and 17 chains, and of the Faken. ham branch 2 miles 46 chains. The land, the cuttings, earth works, embankments and bridges, are surveyed for a double line, into which the rail could be converted at any period whatever. The gradients are 1 in 450 for half a mile, 1 in 257 for three miles and a furlong, I in 285 for one mile five furlongs, 1 in 360 for one mile three furlongs, 1 in 917 for six furlongs, the ruling gradient being lin 300. Proposes to have a terminus at the New Mills, in order to obtain the traffic now coming up from Yarmouth by the canal navigation. The continual stoppages on the Dereham and Wyndham line will entail a delay of five mi nutes at each station. Cross-examined by Mr. ANDREWS, Q.C.—Has been engaged in the construction of the line in the Thames Tunnel, the Bristol and Exeter as far as Taunton, a distance of forty. five miles, and a large proportion of the Great Western. Took down some btidges on the Bristol and Exeter line, after having erected them. Thinks six at least required this alteration. The causes of the bridge being raised was the change of gauge adopted on the line, an order having been made by the House of Lords that the gauge must be the same throughout both on the Great Western and Bristol and Exeter Railway. Has also been en !aged in the Direct Northern and Churnet Valley lines, neither of which have yet passed the standing orders. There are sixteen level crossings, for which 2,0881. has been esti mated, or 1301. per crossing. By Lord SAN DON—A gate-keeper will be placed upon every crossing, acting also as policeman on the line, at a salary of 501. per annum ; a cottage would be required for each, requiring 2501. for con struction. Cross-examination continued—The number of bridges across the line will be 10, at an average cost of 5411. each. Has estimated 1,7871. for the construction of sixteen culverts, and takes 101. per ton for rail, and 71. for chains. The worst gradient on the main line is 1 in 55, five chains and a half in length, but by an arrangement with the Eastern Union this objectionable inclination will be avoided. Has a plan and section also for avoiding the crossing of the road on a level. Does not know whether St. Stephen's-street, in Nor. wich will be considered a level. The steepest level on the New Mills branch is lin 48. Contemplates a traffic of corn, flour, and coals on that rail, and proposes to work that distance of a tons and eight chains by horse power. Calculates thirty.three tons a-day will be enabled to be drawn by each horse, the th whole e expen distance. se being per ton nett, Is. 3.loths of a penny on The cost for keeping the horse will be 3s. 10d. a-day. including the driver at 12s. a-week. The draught of a horse up the incline would be 4 3-10 tons gross, and eleven journeys could be thus made daily. The equivalent about 21 tons gross. A weight on a leve l would be similar incline was on the Merthyr and Cardiff line, which he had laid out, and where ich Tho the lar i g r e o a n t a great advantage c w o a u s I d wi th experienced easeb e by r a t t r h i esteep carried to cutting on the direct line would contain 239,4cubicc yards. the descent, latter d o i n stri w ct h . competency Re-examined by Mr. James —No eng was ever attributed to him for the taking down the bridges on the Bristol and Exeter line. The level crossings do not inter fere with any turnpike-road whatever, but merely intersect lanes and other unimportant pathways. T he gradient ofl rs in 48 was put down because it came out in subtraction, 250 being at first estimated as the ruling gradient ; but that can be at a future period wholly rectified. By r. RICADO—The putting down l in 48 as the gradient M R By a subsequent was merely an oversight in making the survey. arrangement, and altering the average gradients, the difficulty will be altogether obviated, and the short distance now with the steep incline become almost a perfect level. Mr. Brough examined by Mr. JAMES -1 S the ass i s tant of Mr. Locke, C.E. Has heard the evidence of the last witness respecting the objectionable gradient of l in 48 . That difficulty can however be overcome by raising or depressing the level of the line to the extent of a foot. GROUP SS. COVENTRY, EEDVITORTII, AND NU EATON RIIII.NITA.Y. The Committee on this group re.assembled this morning at the usual hour, and proceeded with the engineering evidence in the case for the promoters of the Co ventr y , Bedworth, and Nuneaton Railway. Mr. MACAULAY announced t hat arrangements had been come to with several landholders and t he London and Birmin g ham Com pany, and the opposition to the line had accordingly been withdrawn. Mr. George Rennie confirmed the evidence of Mr. Addison, the engineer to the line. He believed the line presented no en. gineering difficulties worth speaking of, and was quite certain it could be made within the estimate of Mr. Addison. The witness, in his cross-examination by Mr. DANIEL, admitted that on some parts of the line minerals had been extracted from under the surface, and the consequence had been that the land had sunk, and might again sink. He did not think this ought to act prejudicially to the railway; but, independently of that opinion, he had been informed by those who had sufficient opportunities of as. certaining the fact, that the sinking had subsided. Mr. T. Gooch had also gone over the line, and fully coincided in the statements which had been made by Mr. Addison. In his opinion, Mr. Addison had fixed upon the best point for forming a junction with the London and Birmingham line. He knew well the neighbourhood of Coventry, and had no hesitation in saying a junction to the eastward of the town was superior to one on the westward. Both junctions, however, were feasible; but the advantages on the whole, he thought, preponderated in favour of the proposed junction, to the eastward. On cro ss-examination, he said the f a ct of so me po r tion of the land over which t he line wou ld pass having sunk, or was in a sink ilninge:taanted men tioned one or tw o i nstances where embankmen t s on existing state, was not a sufficient obstacl e t o j ust if y t h e remova l of the lines were constantly sinking. Plate layers were always stationed near to these spots, and they were never at a loss to find a remedy for the defect. employed on British and foreign rail- Mr.whayo 557,,7 d s a o sw a willing e n extensively t o tract Sherwood, a rai l road contractor of considerable experience, Mr. Carena h, an ironmon g er and collector of poor-rates at Nuneaton, con sidered the proposed railway would be a great a dvantage to that town, if the Trent Valley were extended as far as Nuneaton. There was an ex whbie. at tensive traffic in ribbons, between Nuneaton and Co_ ventry, and it was evident to him that a railway between the two p l ac es would be a great public advantage. He admitted having signed a petition against the proposed railway, but it was under the impression that the line would stop short of Nuneaton, at Marston. D i r. James Arnold, a ribbon-weaver at Nuneaton, had also been induced to sign a petition against the proposed railway, under t h e impression that it would not extend beyond Marston. The Trent Valley line would immediately connect Nuneaton with Mar ston, and, of course, this fact removed his objection to the railway. Mr. Shailor, an ins keeper, at Nuneaton, signed a petition against the railway under precisely similar circumstances. Mr. Edward Phillips, a land valuer, of Whitmore Park, near Coventry, proved that the railway would require sixty acres of land, which he estimated would cost 14,0001., including the severance. This sum was for ninety years' purchase. Mr. Banbury, Secretary to the Company, proved that the num ber of shares subscribed for was 3,574, being equal to 69,3501. The amount of deposits already paid was 4,4671. MI". PARKES here intimated that he was authorised to state that the London and Birmingham Company were prepared to take a lease in perpetuity of the line, but the terms had not teen fixed on. Mr. DANIEL, before entering upon his opposition, wished the Committee to draw from Mr. Parkes the fact that the London and Birmingham Company had agreed to take a lease of the proposed railway, on the condition that the promoters were prepared to aban don a portion of their line. If this were the case, the nature of his opposition would be materially altered. The CHAIRMAN remarked that there was no witness before them who had spoken to the point, and of course there was no one to whom they could put the question. ingar WEST LONDON 'RAILWAY. The report on the West London Railway Extension and Lease Bill was brought up. LIVERPOOL AND BURY RAILWAY. The report on the Liverpool and Bury (Bolton, Wigan, Liverpool, and Bury Extension) Railway Bill was brought up. ST. HELEN'S IMPROVEMENT BILL. The report on the St. Helen's Improvement Bill was brought up, and the amendments were agreed to. REVERSIONARY INTEREST SOCIETY BILL. The Reversionary Interest Society Bill was read a third time and passed. HARWELL AND STRENTLY ROAD BILL. The Harwell and Strently Road Bill was read a third time and passed. BLACKBURN AND PRESTON RAILWAY. The Blackburn and Preston Railway Bill was read a third me and passed. NORTH WOOLWICH RAILWAY. The report of the North Woolwich Railway Bill wrs brought up. EASTERN COUNTIES (CAMBRIDGE AND BURY ST. EDMUND'S) RAILWAY. On the order of the day for the second reading of the East ern Counties (Cambridge and Bury St. Edmund's) Bail; ay Bill being read, Mr. ALLIX rose to oppose the motion. The greater number of the landowners on the line were opposed to the Bill, and he should, therefore, move that it be read a second time that day six months. Mr. WARD said that the principal landowner on the line, who had heretofore opposed the Bill, and through whose pro perty the railway would pass for more than four miles, had on SaturLy withdrawn his opposition to the Bill. As there would, moreover, be ample time and opportunity afforded for consider ing in ommittee any opposition that might be urged against the measure, he should support the second reading. Strangers were then ordered to withdraw, and the House divided, when there appeared— For the second reading Against it Majority in favour of the Bill —ls NEWCASTLE AND DARLINGTON RAILWAY. The Newcastle and Darlington (Brandling Junction) Rail way Bill was read a third time and passed. WHITTLE DEAN WATERWORKS. --- - The Lords' amendments to the Whittle Dean Waterworks Bill were agreed to. SHEFFIELD AND ROTHERAM RAILWAY. The Sheffield and Rotheram Railway Bill was read a third ime and passed. TAW VALE RAILWAY AND DOCK. The Taw Vale Railway and Dock Bill was read a third time, and passed. NEWRY AND ENNISKILLEN RAILWAY. - The report on the Newry and Enniskillen Railway Bin was brought up. EASTERN UNION AND BURY ST. EDMUND'S RAILWAY. T thereportenup and th EasternUe amendmentsnionand Bur were St.y g dm Railway he was broughtCAMBRIDGE AND LINCOLN RAILWAY. agreed to. Mr. MANNERS SUTTON rose to move that the Cam bridge and Lincoln Railway 1311 be re-committed to the same Committee (Group X.) , and that it be an instruction to the Committee, that they have p o w er to take into consideration whether the section dep osited in the Private Bill Office may not be amended, without injury to public or to private inte rests; and be a further instruction to the said Corn • that it mittee, that they have power to amend the said section, if on inquiry they shall deem fit so to do. In bringing forward this motion he did not mean to impugn, either di rectly or indirectly, the decision to which the Committee had come, nor did he ask the House to impugn that decision, or to withdraw its support, without which it would be impossible for Committees to perform their functions.—( Hear, hear.) He would confine himself to sim ply stating the facts of the case. No doubt he should be told that there was no precedent for the application he was making, but in reply to that he would observe that the circumstances of the case were likewise unprecedented. The petition for the Bill had been presented in February, and had been referred to the Sub-Committee of Standing Orders, and it had not been opposed. The parties Wflo promoted the Bill informed the Standing Orders of every thing they were aware in which the standing ord ers h a d not b een complied with. The Sub- Committee reported that the orders had not been complied with. The petition was then referred to the Standing Orders Coin mitteee. It was then also unopposed, and the promoters of the Bill brought forward before the Committee all the erten of which they were aware. The Standing Orders Committee permitted the promoters of the Bill to alter two lines, and reported to the House that they ought to be allowed to proceed The Bill was then referred to the Committee on group X , It was ascertained in that Committee that an error had been introduced into the Bill as to the construction of one of the sections of the line, as compared witk the datum line, He would not enter into discussion as to the character of that error—as to whether or not it affected the real merits of the lIUTCH MAIL. THE HAGUE. JUNE 11.—The first chamber of the States-General is convoked for Tuesday', the 17th inst. Their Royal Highnesses Prince and Princess Frederick of the Netherlands and their children arrived at Berlin on the 7th instant. We are assured that the debates in the project of law for the budget of 184 C and 18.47. will take place in the course of next week. The sections have terminated their exaniirmtion of the pro jects of law, and the report is very shortly expected, after which the debate will commence immediately. The section will begin to-morrow the examination of the project of law relative to the eleetive franchise. The Committee of the Second Chamber, in whose hands is the petition from Amsterdam, respecUng the affairs of Surinam, met the day before yesteriaay. [A Hair Dye, only dye really .]—thrlbcA answersrapi lator f y or a , o l r Liquid and does not require re-doing, but as the hair grows, as it never fades or acquires that unnatural red or purple tint common to all other dyes. 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Parties attended at their own residences, whatever the distance. 4 4 1 0 3 0 1 0 19 6 6 ° e. t s 6 4 4 I ° 6 be t o rt e dY a lccee orab le ' t id Is 3. dojo; 'O iled 0 9t19 n 1 . o ds r 1 On DP e ti ) 0 (I 1004 ti 410 1 fed` o f O ilfee 1 11' ,gy •e `' • te t 11 0 ,4° fte °