The Sun. — London, England, 1845-05-30 00:00:00

MARI: ETNEWS T.' 11 I S DAY.) ~,"RN .... Ahe a • .4.1. .----k . EXtFiAN ' ' E (FRIDAY.) havi rrivals of English Wheat up to otTr market this week beenSthteati)ggraia again very mods rate, the show of samples of here was small. Selected qualities commanded a a ., 4 ,uy sale, at fully Monday's quotations, ,'".ut the midlling ~;t,l inferior kinds were a - slow inquiry. fine Foreign 'taileat rather more business was transact( C. at extreme ot;: ta s• The best parcels '. of Barley movee off steadily, rer kinds slowly, at late rates. Malt was a dull sale, yet „ i o e u es were generally supported. Oats, Beans, Peas, anti t r Were quite as dear. ARRIVALS. Wheat. 1 Barley. Oats. I Flour. 3,850 qrs. 1,310 qrs. I 2,330 4,560 10,9b0 I -- 13,400 I 1, 811811 . ro ti ''•• • • 3,790 4,410 Malt, 3.300 qrs SMITHFIELD. s upply of Bea s t s on sa l e h ere being rather extenfliVe, p t i nl a l r e to report rather a slw , gish demand for Beef. The oth e est qualities. however, sold b at 3londay's prices, but most k et !.,,inds were 2d per 81bs lower. There were in the mar , Scots from Scotland, and 90 Oxen and Cows from Holland, The numbers of Sheep wept/ only moderate, while tallyy Lu tton trade w as stea dy, and previous rates were gene ittiatBlll3PertGd. In L am b s a fair average business was doing 'w ere e averages ; but Calves and Pigs, though not cheaper, 19/ s aclull h inquiry. Mil c h C ows sold freely at from 16/ to I eac. Ink ri Per Blbs. to sink the offal. s. d. s. d. s. d. to S. O. Sand Seta ••• • 3 0 3 4 Second quality ditto 4 2 4 4 rri r , Linafay ditto. 3 6 3 8 Coarse-woolled ditto 4 6 4 8 l'll ke ' • ' N rge ( - ) xell ••3 10 4 2 Southdown blethers 410 5 0 1 1 : 14 11'o e - n e°tB •••• • • 4 4 4 6 Ditto out of the wool —. •ria le ,: a4 e Calves 4 0 4 8 Large Hogs • . ktoluh,'" l all ditto .. 410 5 2 Small Porkers 2 I nferi -g Calves 18 0 30 0 Quarter old Pigs l6 0 20 0 or sh eep . -... 3 6 4 0 Lambs 5 0 6 0 Ile uts. SUPPLY AT MARKET. %0 I Sheep. 1 I Calves. I Pigs. 8,360 351 30) We I, 2I Z I z7GATE AND LEADIINNALL. C had a st ea d y d eman d h ere, on th e following terms . At per stone, by the Carcase. P4 * . • lar . S. d. to s. d. s. d. to 8. d. --... erior. .... 2 8 3 0 Mutton, inferior ..-*- 'l l l•it ng ••• .. 3 2 3 4 ( --..... h --e lar ge .. 3 6 3 8 1 prime •• .. 4 6 410 1 41; run a Small .• 3 8 310 Pork, large 2lO 3 6 ............ 4 0 5 ol small .. ••.. .. 3 8 4 0 Lamb, 5s —d to 6s —d. kith zoitorron sop DIAIZIMET. t ailly f °tl gh the plantation accounts may be considered tole- Nat 'wea rable, there is rather more business doing n this. et, i and last week's prices are steadily supported. POT . ... IS R TRAVELLER AND ENG , C ou „, LISH FARMER. . t t ,atirldp'leshnoski—Oh, mine friend, vat a bad smell. 1 13 t. d ese wonderful Liverpool docks ; but, mine ''Qlles. --t inhabitants must be poisoned by dese bail vat ish it ? 14 / 4 0s: r i l iodge—Oh, that is guano from Ichaboe.. In e l ' h ur i e; is as sweet as a rose. Such a capital ma r it is to carry and so good for the land. W e eo - 1 „ . ", w wheat as cheap as you grow it in Poland. Africa ti ;';, - -And bring your manure all de way from t4 tish w . h pooh ! Vy, my friend, we can send you as tetild e sat at four shillings a bushel as your people /tin t a at i t , ll two years, and it would be much sweeter in Pa W 14eH o USea. teCt4Z"."-And don't you think we should be pro eou:re such low, ruinous prices ? _ _ my opinion, the cheaper we in Poland can • y Bourn population with corn, the greater the ca ll t esto "r protection to be destroyed. Vat you call pro kaki: se ems the to me a cowardly and unmanly wayo Part j a living. It on ly vants " knowledge " on sa y, • l I O Ur people for them to rise as one man, and Yes, „ WIL submit to this bolstering no longer. ,, W e s, mine friend ; your richest harvests are grown lits factories and iron works, dat is wid free trade. Wir t l i tril y el—Well, Count, to be plain with you, I quake st tiut. 4. think of the uncertain foundation on which we our Coin But look at our rents, and our poor-rates, and C ou t n n , _P i kes, and I ask what are we farmers to n do ? Is• a' t - n "r — uonabine—form associations—farmers unions; brd,,",reit one landlord; dey will divert your attention, t tslo ,, ll : Ke th'm into electioneering clubs. Demand rents te lits ;mdig to prent prices —or, vat de Scotch call corn lik e • As to wheat, I believe you must give it up, and 1 , 11 (1 to milk, cheese, ai,:d green food for cattle. n o Z t tler--I have lost moue" by farming. Do you sit e ,: °Omit, prices are the same I:..!ieY were fifty yeari e a nd rent s are t re bl e ? klyy oit ti , t--- Aline Got! And i s h this happy England—the h e °I surrounding nations? Oh, but you are on the I tl lia. °f "no great change. Your landholders carry AV e s with too hi g h a h an d. H ave they begotten `44, e fiftY years since? And if de farmers desert them , a are they? —The Struggle. 1)1114 - grin 4t ly g the passage of the Beresina by the French site'' its retreat from Moscow in 1812, they threw into that %lb," great quantity of ammunition, and even a part of 41;2 • Pe r Some time past the Russian Government htahseirbeaern 067;elbli for and taking %Jail s _, up these abandoned to . +Bells, and rows O n have been articles. Three . loads 40 11 os th e Union foundery On the 16th in se stant, while a por nt to Dantzic and ay.. ' these projectiles which from ' , si g - • being melted, `ettu oat ` was still charged, burst and wounded six workmen, a grenade, t tt CY, none of their wounds were dangerous. being elk N tXT SHERIFFS. Alderman Challis, has—Mtrs.erved the office of sheriff, 4.,,,att 11 senior alderman who no iron mer. ziaii av ' Kennard E s q., of Thames-street, .th , e great i e y ehalue no be put 4. ti - ' in nomination for the shoo alty of London on Clx . , ob ' - daY next. i the oeetirtt EDNESDAI . ' - ' sb \IV - " —We regret to announce -- a„, 1 4::: of a fatal accident on the river Cherwell last even. atd Its.r.: eni n&, James Frederick Ede, 8.A., Scholar, and l't te LI:: il iklib — si i % tere rnuner, both of Pembroke College, proceeded 13 9 th .e ke ttv, s r u l ) the Cherwell, as far as Islip, where they were 'who, e i t re a ad ; thet t w e, e r e llogians, who proceeded to the same town them .11 PPears, had beene without having seen their friends, They waited up for e u r tl n I the c ommon t o a different inn. ' whe n thei r o'clock this morn. bee n their a n of the College till two for l eave t comp aoie,s for the s —Qt Y safety of those who were to have applied ill* th ego o ut _,`: became so great, that they The te Isr e Rev. R. I'• the College, and search for them. immediately accompanied them el IPI Wher e they home Quarter . 7.1, Past • .as S e ra er i t t a h intxlthat their friends . had left lon '''"e9 the eight the previous , a villa n returned by the river evening, to return side, and near Mar. uhe With ge about 4 tt e r , " t he Oa tw o miles from Oxford, found the up I l k -• It b, r broken, and the other nearly doubled against two boats, 1tp,..... ed his corn au PPused that one, having broken his . oar, had , a Y , da e r ( l ) , — „, Parn ell in the other boat, and that, the night being they , fr —.e t . in . fast closing around them, and the stream rapid, Ik ti e a& p e a -- .! n nni cause or other, being unable to avoid a tree pro w, de ep rnia i l r lY across the river, were upset ; and the waterbeing '% trei Ede unable to swim, and his unfortunate c i li ka ao •• ng to assist him, both were drowned. Drags and every . *N ee . Were Immediately obtained, and about ten o'clock this smt,ga,the MT ‘, le 'n 7 1 , - ;'' °I Mr. Ede was discovered, and some time after. y 'Vill a Q v ''''r• Harris, about 100 yards apart. e4l k'rd s ' ilAl tLES THE SECOND'S RESTORATION.— %.. ay b e to .5.e.., ~ l c& the anniversary of the Restoration of King Charles jkin -nu . in the year 1660 to the throne of these realms, the 1 ,,014: Was ushered in by the ' ringing of merry peals and other ,tte 4 ernullstrations. At one o'clock the Park and Tower guns , i 4 t v i • m e d. Whilst the numerous vessels in the river were decked t „,.. 44 64"2a&E, in a similar manner to the Queen's birthday. The Otia,.." t he Coerts of Queen's Bench, Common Pleas, and Ex rdioPre their scarlet robes in honour of the occasion ; and, '44 , e - toe an nual custom, • a great number of the Members of the IZ -r all 'l a- moons attened Divine Service at St. Margaret's ts tt. ' ''''' le t t he Royal Exchange the following notice was po T st ,, ecl o kis - ,, t1 li l a ! , 29— King Charles the Second's Restoration.—The e 4 9 l * - Royal Exchange will remain closed until 12 o'clock 111 3 411",, , ~., 11 :4 4 , 4 -4• P S IiOURT, RED LION -SQUARE.—PROCLA; N ,, 0, theet Ou ns.waY.—Yesterday being county day, M I t Zbes officer to the Sheriff, made proclamation in the usual tilt de e ' h a , n d the following persons not answering w d h i e tu n rs c, sir , i t rle, r'ed the at the suit of their several creditors ala, ha hl 0 W 44 Gray, Knight ; Patrick Leonard O'R . eilly, II h-st'f f ou r Y , Charles Whyte, iNfortmore Percy Drummond, at the 44 44 h 'e eral plaintiff.; Henry Whittaker, the Rev. Georg s,oe, Lee Warner, Lempster Bulkley, Charles Irvine, H. C. S. kt;i:l. Cr 4 " ,„ l tead, Alexander Farquhar, Thomas Elisha Bram --' 'ritthenry, James Duthie, and Robert Montgomery si k ttst hs, e4 rid 4111) NONSENSE.—At a meeting of land toot L.' ten ant farmers, recently held at Stafford, for the pur t%,.„tParliament itie ning ; for protection to agriculture, the s e tt li r tlet,...l.7nversation took place between a farmer and Lordfn , . I ltion Pl e (Lord I nges t re ) agree d w ith the seconder of the l it is ou l d ulat if re n t s were ent i rely a b o li s h e d , h e d i d n ot think ii Isa l l. Nr. materially benefit the tenant. A Farmer—Try at, d. 4 my Oa : coun t Ingestre—Perhaps you would wish the to le an do y Ztsr oer entirely without money; If so, what are h w /1 1: t er.) -- Suite as we d o , my Lord—make sift ~ '— (Loud H l ha ' 1 och e ‘ r O f course there was loud laughter. a. . . )1 1 , 1 ^Al etn a . 1 :_d so ridiculous a speech as this farmer's ? The idea 0114101:: ,:l_neMaking shift ! The . man at will be the death of us. t\i I nsv c ai w in o o u t id he i‘ lp ir la H ug u l d iT e g s, such an absurd notion, even or Joskins, or whatever the li ko. hip s hk ' l e ig have a nobleman make shift ? Perhaps he would 'tl - ` t r. \N,salter ins family livery, put his servants into some corn -1::, litte, a „ n d go without hair-powder. To economise, like a per_ s ,7 e rneans, in wax lights and even to study when and lie 'ls `eight burn : • • lead Actually to regard ex is, tiv composition in. . Il lis L et k r „! n g a dinner-party or a soiree. Positively to consider the tia, Ria,alltote. Absolutely to stint his lady in jewellery. Possibly l kii, ct ra;: i c would expect him to reduce his stud, or put . down thi a 'llit s - ' e Of his carriages. Nay—for the plebeian audacity has lliv:ltio t -- 7re should not wonder if he dares to think, as some 'NO I, :'together out of the question, that a nobleman might kiiCelar „ b ex at the Opera! What then would become of the f ds,7 k c' our country as exhibited in Rotten Row ? What. oro tki t i l it t the Ballet for how could our exotic artistes ? sing '0r a ,,, 1 ibeee.,e of a reduction of their scanty salaries Make i IN". 41 As if our nobility were like distressed need e -4, Let t tral t s,eat us contrast this rustic's senseless speech with the tliti4 atm: l4lo M of Lord Ingestri's speech :—"lf rents were ehn ttaktiki. ~,e c t, Ido not think they would materially . benefit te Ip to tt o —1 course not. What advantage would it be to the 144 Put f ew trifling thousands which he pays his landlord, V 4 1. 41 'Do;t. punch. g l ee, de o ti le e, -h ateizubriand left Paris on Monday for 'k w nil ayi . N I 1.e.,. , 1 t to the Duke of Bordeaux. A . large c o o o n r v se oca o _ f .°,ll%,:e`Lonists is expected to assemble there in the c k 1 ,4 i. : o ld --1 11 ,1n r g of Saxony, according to a letter of the botanicallb researches, particularly on the V I I ! de .Broglie paid several farewell visits to t' i s ' ! . 4 COrin D. . and the nobility, yesterday, pre 11Q\"n3retur iplomatique ee„ nto Paris in a day or two. k ee k iv , ml .l lbtei s of ' rankerville is expected to return ket l , 4 44 3 , o l :l tr eet early in the ensuing week, from Paris, where A tt ald,' .44 been staying some weeks on a visit to Marsha tis'' re 4:ls, at t D p Ort is , at present current in the Legitimist tor t o Z .s of the approaching marriage of the sister of i %10 1 1% Ch a e _ a nx r with the son of the Duke of Luce!. l 'itt,:gliei t i on ul e s has at length delivered judgmenthis ers Having lo t 55, of religious f ilo 'li with slave.hold Itiaeltl4,fkreba a ll Public e ''''s IP the proceedings of the h en ' d rat '''' a° chat h participation in opportunity of explain ,....elfin the ensuing would have had tiohiof that body, he has it hioile_l3,lolllllelf of the conlg GeneralAseemY Zl.l, ,e4eir lon g lette f Columns of the W i tness, in a late number of so us e tor, r from him on the subject appears. In this let- Ar i fell ow Ytu gay, the doctor pronounces the refusal of re iCeleveey " ' I P to s laveholders to be " most unjustifiable." I , efi a .. , Ileporter, s'e I .41141 11 • 1 ,%_ arid i r l ) ery paired off with Mr. Alderman the he S , ;„ 4i nvour of Lord John Russell's resolutions. 4ity4ifulidro-,',""lie of Toulon of Sunday, states that 4 kia;„, /e tterd a ,,, in g in that roadstead was expected to sail on Tues ilik-ues ~.lilor the Ba f t form an escort for the al be Z hie h, It • 9 0 Naples, o -.az •• B a9s, is gone to bring the King of the Two stales. o t of i li rs Lif t ' A P en : ru , !,. r ,.., Y'• has ty „ , t At t geode"' S itting lle bell hive :l °l e m i to i ialignall RAILWAY COMMITTEES. (YESTERDAY.) Group K. LONDON AND NORWICH DIRECT LINE. The Committee on this line met at the usual hour this morning, ' Lord Sandon in the chair. Mr. Rodwell cross-examined by Mr. CIIAMBF.RS—Thetford is the most unproductive part of the country through which the Direct Norwich will pass. Has known the county of Sussex fur 22 years. There is a very excellent turnpike-road between Bury and Thetford, over which there is a most extensive traffic conveyed both by mails and waggons. William Hubbard, examined by Mr. GIRDEN—IS a captain in the navy resident at Bury, having taken considerable interest in the various projects for accommodating the districts of Sussex and Norwich. Attended a very numerous meeting at the above town, at which Lord Jerrnyn, Admiral Sir Hyde Parker, and other influential parties attended, when resolutions in favour of the Direct Norwich hoe were almost unanimously passed. The price of coals during last year at Bury varied from 225. to 40s. This Article is at present brought from Lynn, where the trice is I Is. or I 25.; and by the formation of the Norwich Direct line it could be brought from that town or Yarmouth at little more than lOs. or 18s.; and, as between 16,000 and 18,000 tons of coal are annually consumed at Bury, the advantage in that respect conferred by the proposed line would be most considerable. Cross-examined by Mr. Curtsies:as—Cannot tell what the pops'. Irtiots between Chelmsford and Bury St. Edmunds is; nor is pre. pared to say what the traffic on either of the competing lines would be. Mr. B. Jennings, examined by Mr. ALEXANDER, Q.C.—ls a coal and corn-merchant of Bury, where he has resided above twenty years. Imports about 500 tons of coal annually. There are fourteen other coal-merchants in the town importing far more. Between 15,000 and 16,000 tons, coming from Lynn, are annually consumed there. The present charge for freight be tween Bury and Lynn is ss. per ton, the toll Os. 4d., and expenses for cartage at Bury 26.—in all, Ios. 4d. for conveyance between the towns. He imports between 9,000 and 10,000 quarters of seed annually, or in weight about 500 tons. From April 17, 1844, to April 9, 1845, the quantity of corn sold at the Bury market was 127,955 quarters, besides 4,000 tons of other seed. All this amount had to be carried, by a very tedious land carriage, to the different consuming ports; besides these estimates, taken from the public returns, above one-third for which no account is given should be added. About sixty thousand quarters of barley are annually sold at the Bury market. The cost for conveyance of seeds between Bury and London is 3@s. a ton. Calculating the rate by rail at 2s. per ton per mile, the charge, on the construction of a line to the metropolis, would be 11s. a ton, thus effecting a saving of 19s. a ton. Cross-examined by Mr. RAWLINSON—There is a very large malt ing business carried on a'. Sttbury. Would prefer sending his barley to Bishop-Stortford than to Sudbury. The nature of the country between Bury and Thetford is unproductive and tire soil very light. Does not know for what the land lets in the neigh bourhood. A great deal of oats comes to Bury from Lincoln. A line from Lynn to Cambridge would not be a more economical means of transit for that produce than by the proposed direct Norwich. The cheapest market both fur foreign and home oil-cake is London ; the cheapest mode of its conveyance to Bury is the water navigation from Lynn, by the Lacke. The coal that comes from Ely is inland produce. From Bury to Barton Mills the distance is twelve miles, on which Os 4d. toll is demanded for the carriage of goods. Corn would be more benefited by a railway, as far as the merchants are concerned, but coal as regards the inhabitants generally. J. E. Lacon,:examined by Mr. GIRDEN—Is brother of Sir E. Lacon, and has for many years resided at Yarmouth as banker and brewer. During the late winter, when the water navigation was closed, and the strike in the north existed, Norwich would have been left wholly unsupplied with coal and corn but for the railway accom modation. The distance from Norwich to Bury, by Yarmouth and Thetford, is 611 miles, and by Diss and Beccles 6'2. When the various projects for accommodating Yarmouth were first brought forward a Committee of gentlemen was deputed to examine into the merits of each. The advocates of them all sent in their propo sitions, their rates of distances, and every particular, when the Committee decided In favour of the Norwich Direct Line, and the inhabitants of Yarmouth subsequently confirmed that decision, and requested their members to support the Bill in Parliament. Thomas Goocher, examined by Mr. Graonsr—Was formerly a butcher at Bury, but from the n ant of accommodation between that town and the metropolis left it a year ago, and now carries on his business at Stortford. Has often paid as much as 50g. a week for the carriage of his meat to the London market. The country about Bury is the finest grazing land in the kingdom, perhaps in the world. Should a railway he constructed that would connect Bury with London, by a route not longer than sixty or seventy miles, he might return to his former town, but if the distance could not be made less than 100, he would remain at Storford. Cross-examined by Mr. RAWLINSON—By grazing country' he meant turnip land, not grass, as in the counties of Devon, Glouces tershire, and Somersetshire. There is very little if any grass in the neighbourhood of Bury. The Speaker having been here announced at prayers, the Com mittee adjourned. Group DD. THE CALEDONIAN AND THE GLASGOW, DUMFRIES, AND CARLISLE RAILWAYS. The Committee assembled at hatf.past eleven this morning, but Owing to the absence of counsel, the business was delayed for some time. Sir PRIMP EGERTON recommended that the only way to make counsel regular in their attendance would be to mulct them in half their fees when they did not attend in time. Sir Thomas Phillips during the interval put in two agree ments, one of which was an undertaking on the part of the Glas. gow and Ayr Company to limit their tolls, and also to bind them selves to shorten their line if the Board of Trade should consider it necessary, and the second document was an agreement for securing the erection of the station at Glasgow. The question of the Delvine pass was then urged, when it ap peared that both the parties interested in the matter had sent down competent persons to inspect the district and report accordingly, but they were not expected to return till Saturday. Mr. HOPE said it appeared to him that the most convenient course to be pursued, would be to keep the question of the Delvine pass entirely out of sight for tne present, and for the promoters of the Caledonian line to proceed with their rebutting evidence against the Dumfries line. There was little chance of any satisfactory ar rangement being come to in the present stage of affairs. The Dumfries Company had been asked tc, state the nature of the pro. posals they intended to make, and had been led, from a misun. derstanding of the intentions of the Committee, to make such un reasonable propositions that the promoters of the Cale donian line could not entertain them. The answer that had been given to their proposals was, that as the whole question was before the Committee, and as it was evident their ideas on the subject had been entiwly misinterpreted, the best way would be to leave the matter entirely in their hands. The CHAIRMAN said that the remarks of the Committee con cerning an arrangement had been entirely founded on the supposi tion that the Delvine pass was practicable, but there were other matters connected with the general interests of either line about which the Committee had not interfered. Mr. AUSTIN suggested that perhaps it would be to the satigfac. tion of the Committee if the correspondence that had taken place on the subject were read. The proposal was agreed to. The first letter was addressed to Messrs. Bannatyne from Messrs. Archibald Graham, Moncrieff, and Weems, dated the 27th of May, and was as follows : " Dear Sirs,—The Directors of the Caledonian Railway presuming that, after what fell from the Committee to.-day, all past feelings of rivalry and hostility between them and your clients will cease, en. tertain a most anxious desire to fall in with the views indicated, though not fully explained by the Committee, and are most anxious to ascertain from you what course your clients would suggest to them under the circumstances. We arc desired to assure you that they are disposed and prepared to meet you in a spirit of reasonable concession, and therefore request to be informed what your objects are. The Caledonian Railway Directors propose to meet at ten o'clock to-night, and again to.morrow morning, in the hope of receiving a communi cation from you, it being of the utmost consequence that they should be put in possession of your views at the earliest possible moment.— We are, &c., (Signed) " ARCH. GRAHAM, MONCRIEFF, and WEEMS." The reply to this application was dated the 28th May, and was as follows :--- "Re Caledonian. "Dear Sirs, —We can assure you that there is not, and never has been any feeling of hostility towards the Caledonian Company on the part of the Edinburgh and Glasgow Railway Company, and the advances which have been more than once made by the Dum fries Railway Company, towards an arrangement with the Cale donian Company, must have satisfied you of their desire to meet you in an amicable spirit. What we understand to be the basis of nego tiation pointed out by the Committee yesterday, was, that if the Del vine Pass was upon further inquiry found practicable, the Caledonian line should join the Dumfries line (the Bill for which would pass entire) near Thornhill, and that the Caledonian should be carried from thence as a route to Edinburgh, Glasgow, and the north, only varied so far as to run into the Edinburgh and Glasgow Railway at Croy and Ratho. If this is your understanding of the Com. mittee's views, our clients, the Dumfries Company, are quite unwilling to arrange that between Thornhill and Carlisle their line shall be made available for the use of your clients on such terms as (if we cannot ourselves agree) shall be fixed by a neutral engineer, appointed by the Board of Trade. Our clients, the Edinburgh and Glasgow Company, are also quite willing to leave to a neutral engineer, appointed by the Board of Trade, to fix such rates and dues for the use of their line between Croy and the Scottish Central Railway, and between Ratho and Edinburgh, as shall be fair and reasonable on your south and north traffic, and as shall protect them against undue competition in their existing traffic. To prevent, however, the possibility of misunderstanding, we think it right to mention that the Dumfries Railway Company did not con ceive it to be the intention of the Committee to preclude the future consideration of that portion of their scheme which consists of a line from liawick to Carlisle, and which they are bound to promote to the utmost of their rower. They still feel convinced that it is the best route between Carlisle and Edinburgh, and one which ought, for the sake of Scotland, to be executed. —We are, &c. (Signed) " BANNATYNES AND KIRKWOOD." Mr. Cocicauate said that the meaning of this latter communication was, that the Dumfries Company intended to take all they wanted, and leave the Caledonian line just what they pleased, and it was unreasonable to suppose that he could consent to any such proposi tion without materially injuring the cause of his clients. After some further discussion, the CHAIRMAN explained that, as regarded the observations which the Committee had offered on a former occasion, it was the intention of the Committee to intimate that in case the Delvine Pass was found to be practicable, they would willingly co-operate in bringing about an arrangement between the different parties. As the question at present stood the principal object would be to dis cover the practicability of the plan. He would take the opportunity of saying tkat the plan as respected the Edinburgh terminus ap peared to the Coommittee to be susceptible of a considerable simpli fication. Mr. Cowman entirely concurred with what the Chairman had said with regard to the subject' of an arrangement, but, as there was no evidence on the subject of the Delvine Pass before the Committee, it would be useless for counsel to enter into any ar gument on the subject. It was impossible at present to decide de finitely whether the Delvine Pass was practicable or not, or whether the inconvenience of the detour of ten miles, which would be ne cessary, in ease the branch were made, would be compensated for by corresponding advantages. The best course now to be followed would be for the Caledonian Company to proceed wills evidence in disproval of the testimony tendered by the Dumfries Company. This course having been agreed to, Mr. Maxwell, who appeared to oppose for landowners against the Clydesdale Junction line, re quested to be informed if it was the intention of the Committee when the rebutting evidence of the Caledonian Company had been brought to a eouelusion, to proceed with the Consideration of the case of the Clydesdale Junction Railway, as all the witnesses were now in town, and any further delay wo uld entail a g reat ex pense on the Company. Counsel having conferred together for some time without coining to any satisfactory conclusion, the difference was ulti mately adjusted by The CHAIRMAN saying that it was the intention of the Committee to proceed with the Clydesdale Tunctim Railway to-morrow morn. ing, and that they also intended to meet on Saturday as early as eleven o'clock, in order that they might have a long, hard day at it.— (Laughter.) The rebutting evidence, on behalf of the Caledonian Railway, was then proceeded with. Mr. HOPE called Mr. Robson, of Dumfries, who said that the Nithsdale line was situate in a valley, and that It would not in his opinion command any traffic except what was introduced from the valley. The Caledonian line connected the three valleys of the Nith, the Annan, ,nd the Esk, and would have all the traffic which those valleys commanded. The difference in point of distance between the competing lines with regard to THE SUN, LONDON, VIIIDA Y EVENING, MAY no, IMS, Glasgow, was 18/ miles In favour of the Caledonian; and as re spected Edinburgh, the distance saved was 86 miles. It would also be the most direct and convenient route to the west of Scot. land, and from thence to the Irish coast, if the branch from Dum fries were continued. no account of the cattle passing to Rotherham and Wakefield. The entire distant; was ninety miles, and that between Tattershall and Panting, forty-six miles, and the total iminbcr of passengers was 4,899,850 ; the expected traffic was estimated at 9,000,000; and the income at 7:3,542/. ; this did not include anything south of Huntingdon ; the passenger traffic by water presented numbers equally extensive, all of which would travel by the London and York line if it were made. Group 1; Mr. Smith said he considered the Caledonion line was prefer able, both with respect to the accommodation which it would affbrd to Cr:. through traffic, and to the local traffic, and also, from its central position, would be very advantrigeotts for the lateral di, tricts. He considered that the Nithsdale line passed through as much uncultivated country as the Caledonian. On cross.examination, he admitted that there was more mica strata, which was useful for a,ricultural r ur poses, on the Nithsdale line than on the Caledonian. RAIL WAY. After some unim , ,,ortar.t questions in crass-examination of this witness, the Committee adjourned. Group %V. WAKEFIELD, PONTEFRACT, AND GOOLE RAILWAY. Mr. Anderson, coal master at Sanquehar, deposed as to the general superiority of the Caledonian line fur the traffic in minerals. Mr. Landells, mining engineer, gave evidence to show that the mineral traffic of the Dumfries line had been considerably over stated. In his opinion, the tables of that Company had been ex aggerated to the extent of more than 5,0(10/. Mr. Tyrell considered that the cattle tables calculated by the Dumfries Company were not correct, and were greatly exagge rated, especially as regarded the cattle coming from the north of England. Mr. Anderson gave corroborative testimony, and concurred ge nerally with what had been previously stated. Mr. Coilister, civil engineer, thought the estimates that had been prepared by Mr. Miller fur the construction of the Dumfries line were fully 340,000/. under what they ought properly to have been calculated at. (Continued from our Afternoon Edition of yesterday.) Mr. Cubitt, civil engineer, heard the evidence of last witness, and concurred in it. His principal reason for preferring the proposed line was that it formed an integral line between Wakefield and Poole. Cross.examined by Mr. ElmnyAkti—Believed that if the line laid out by Mr. Birlienshaw was more favourable in its gradients— lighter in its works—not longer in distance, and formed an integral line—that it would be preferable to the proposed line. Did not hear Mr. Vignoles state that the line of country through which the suggested line would pass was a more favourable one. Messrs. Itastrick and Harris, engineers, were then called, and as their examination only tended to confirm the evidence of the two last witnesses, The CIIAIUMAN here interfered, and said that he thought that they had had enough of engineering evidence on those points. Capt. Laws was examined at consid,rable length as to the effect which both lines would have with regard to the coal districts. Mr. John Walker, land agent and surveyor, stated that he had been sent down expressly by the promotors of the Bill to examine the alleged injuries which would be sustained by Mr. Smith's house and property in consequence of the proposed line. He had carefully executed the survey yesterday. Two portions of the rail could be seen from Mr. Smith's house. He had marked them upon a map (which he produce.O. One portion of the rail which could be see❑ from the house was a cutting of 246 yards, and the other 168 yards of an embankment. The cutting was not so deep but that the engines might be seen. He thought that a little plantation would in a few years completely obscure one portion that was visible, and a smal! embankment the other. Mr. Errington concurred entirely in the opinion of the previous witness, and said that he had found from experience that the esti mates generally for the construction of railways were under eaten. lation ; and, to guard against this error, the estimates of the Cale donian line had been framed accordingly. In his calculation of the expense of the Dumfries line he had been guided entirely by the same principle that governed his estimates for the construction of the Caledonian line. Tho Committee adjourned till half.past eleven to.morrow. Group HIT. LANCASHIRE DISTRICT. The Select Committee appointed to inquire into the merits of the Blackburn and Preston Branch Railway, the North Union and Ribble Branch Navigation Railway, and the branches of the Pres ton, Fleetwood, and Wyre Railway to Lytham and Blackpool, assembled for the first time today, in one of the rooms attached to the Westminster Sessions-house. The Committee consisted of Sir Charles Douglas, who acted as Chairman, Mr. Buck, Mr. Basker. ville, Culonel Ferwuson, and Mr. J. H. Hamilton. PRESTON AND WYRE RAILWAY. . Cross.examined by Mr. HILLIARD, as to the way in which he obtained the results which he had given in evidence—Had not given notice to Mr. Smith of his intended survey. Made some of his observations from the inside of Mr. Smith's house. Obtained access by stating that he wished to view the toll-house at Agbray. Thought the workman would not admit him if he knew that his object was to give evidence against Mr. Smith. Mr. Barff, woolstapler—Had resided 40 years at Wakefield. Knew the neighbourhood of Mr. Smith's house well, and did not think that the proposed railway would interfere with the view from Mr. Smith's house. As one of the Directors of the line he had to state on the part of the Company, that they would have no objec tion to submit the matters in dispute to any of the Hon. Members of the House of Commons. The first Bill gone into was the one for making the two branches from the Preston and Wyre Railway from Fleetwood to Lytham and Blackpool. Mr. J. W. Nelson proved that the capital proposed to be raised by the Bill was 50,0001. for the branches, and 50,0001. for corn ple. ing the works of the Company. The Bill would also give the Company fower to raise on loan three several sums of 5,250/., 8,250/., and 16,500'., making together 33,0001. Mr. J. P. Bidder proved the branches proposed to be made were to complete the communication by railway from Preston and Fleetwood to Blackpool and Lytham, and Lytham Docks,by way of Kirkham and Poulton. The present modes of conveyance, he said, were inconvenient and insufficient for the necessity of the districts. By Mr. Hit.nrAan—Had a slight idea of the picturesque. In the opinion of some people the view of a railway train rather heightened the prospect than otherwise.—(A laugh.) Mr. Moxon, of Pontefract, was then examined as to the re alive merits of the accommodation of the stations of the proposed line and the sugge,ted one. • H. Pemberton Milnes, Esq., was next examined—Lived at Freston Hall. Had been Member of Parliament for Pontefract, and was the father of the present Member. In his opinion, the case between Mr. Smith and a Director of the Company was a question of compensation. He thought no objection Mr. Smith could bring forward was sufficient to be fatal to the formation of the line. . _ Mr. Charles Cooper, who had calculated the traffic passing over the route of the two branches, estimated that 55,000 passengers would pass ever the proposed branch to Lytham, and these, at an average of Bd. each, would yield 1,8331. Os. Sd. There would also be 4,400 passengers, at an average of 3d. each, which would yield 551. He estimated that the goods traffic would amount to upwards of 1,700 tlns per annum, and the coal traffic to 1,000 tons. He would allow 150/. for small parcels, horses, and car riages, and 1641. for the goods and coal. He estimated that 85,000 would pass over the Blackpool branch, which would yield an annual income of, at an average of ss. each, 1,7701. 16s. Bd. The goods traffic would amount to 3,000 tons, and the coal 4,000, and yield 225/. per annum. He allowed 250/. for parcels, horses, and car riages. Mr. Charles Cooper Biddle, a civil engineer, proved that there were no engineering difficulties on either line. The severest gra dient on the Lytham branch was 1 in 100, and the severest curve 25 chains. The severest gradient on the Blackpool branch was 1 in 85, and the severest curve 68 chains. The length of the Blackpool branch would be three miles two furlongs and nine and a half chains. The length of the Lytham branch would be tour miles seven furlongs and sixteen chains. The cost of construction he estimated would be 50,000/., and the work ing expenses 501. per cent. on the gross annual receipts of the two lines. The Committee then declared the preamble to be proved, and the whole of the clauses having been agreed to with amendments, the Chairman was directed to report the Bill. The Committee then adjourned till twelve o'clock to.morrow. This closed the reply to Mr. Smith's case. On Mr. Hann - rising to reply to the rebutting evidence brought forward by the promoters, Mr. WILKINS objected, and said that it was contrary to the rules laid down by the House in reference to Committees on railways. The CHAIRMAN was not aware of any rule which bound the Committee to any particular line of conduct on the matter ; and he thought counsel should have the right of reply. Mr. HXRDI - then replied to the evidence at considerable length. The Committee then proceeded to consider the merits of the competing line, DRAYTON AND GOOLE RAILWAY. Mr. KNOWLES would not trouble the Committee with an open ing speech. He would reserve his statement till after they had heard the evidence, a course which he considered would be most agreeable to the Committee. The first witness he would call was Mr. Blackmore, who stated that he had been four or five years master of the Normanton station. There was a great increase of business there lately. There were no delays when he could ob tain engines to take on the trains. The great cause of the delay was the mixed trens. The Manchester and Leeds traffic was the worst. _ Cross-examined by Mr. WlLKlNS—Thought that the same num ber of engines that are on the hne wculd do with the present traffic if they were stronger. Did not know how many of the present engines would be required to accommodate fully the present traffic ; 66 trains passed the station every twenty-four hours ; at present counting the spacial trains and the pilot engines there were not 80 ; the increase of traffic was very great. Mr. Cabery, resident engineer of the York and North Midland line, was examined as to the Improved character of the new engines of this Company ; and, on hi 3 cross-examination, he ad mitted that the engines of the Manchester and Leeds were equally powerful with the York and North Midland before they got the last Group A. NORTH KENT RAILWAY. (Continued from our Afternoon Edition of yesterday.) Mr. Sergeant Sims said, that although the supporters of the Bill had a great deal of evidence of the same kind, they would not occupy the time of the Committee any further with it, as the Com mittee had so often expressed the opinion that in respect to the question of the necessity for a line, there was no difference between the North Kent and the South-Eastern Company. The Learned SERGEANT then called Mr. Pare, an accountant, who produced an elaborate series of "traffic tables," of which the following is a summary : Passengers' traffic Goods .. 26,32 5 6 three strong ones. Mr. Shepherd, corn merchant, was called to prove the superiority of the canal to the rail, for the crnveyance of corn to Wakefield, and the greater likelihood of the forme: being used in preference to the latter. The Committee then adjourned till twelve o'clock to-morrow. Gress income £205,380 0 10fr Deducting 50 per cent. for working materials, would leave a net income of 102,6901. Os. 5d., or a rate of 8 and one-fifth per cent. on a capital of 1,250,0004. This gentleman was cross-examined at some length, but in questions of cross-examination upon intric de calculations, a newspaper report could give very little satisfacticn. It may be sufficient to say that his main statements were not shaken. He had been engaged in calculations of this kind many years, and he believed that his present estimates were below the amount that would actually be produced. Of course he did not pretend to exact ness. No man in such matters could (he said) attempt more than an approximation. I\lr. Vignoles, civil engineer, was next examined by Mr. Sergeant Sure—Was engineer of the North Kent Railway Comp soy. He was called upon nine years ago by the projectors to examine the line, and having been brought up in that part of the country, he was very desirous that there should be a railway. But there were difficulties of gradients which he thought at the time could not be overcome. There were, besides, the difficulties of crossing Greenwich Park. Woolwich Common, and Dart. ford Creek, which is navigable for masted vessels. His attention was again called to the subject in the years 1840 and 1841, and then there appeared still some physical difficulties. But having now more experience in railways, and -having found that steeper gradients could be overcome, he saw that the difficulties did not exist. Indeed no one pretended that they did. In answer to questions as to the probable returns, he said he was satisfied that railway companies did not yet understand the way to make money. They gave the least accommodation at the highest price. He found a different plan succeeded well in Ireland, that is, upon the Dublin and Kingston Railway. He then recommended that the fares should be as low as possible, the accommodation as good as possible for all classes, and the trains as frequent as possible. That was found tobe the best way of making money upon a railway. He was then examined as to the comparative engineering merits of the competing lines. The gradients upon the South-Eastern line were more steep than any he had ever attempted to ascend, whereas, upon his line, a considerable portion was horizontal— more than one - half the gradients were one in 500, and the " ruling gradient "—that is, the highest, and the one by which the line was to be governed—was one in 132. In 1841 he had several interviews with the authorities of the Ad. mira!ty and the Ordnance, and there was then a positive refusal to allow a railway to come within half a mile of the Observatory, or to cross Greenwich Park at all. He had since, however, con ferred with those authorities on the subject, and they no longer ob jected to his plans of passing those two important points. He was further examined in minute detail as to the comparative merits and facilities of the two lints, and in all material respects he gave the decided preference to the North Kent line. The examination of this gentleman had not concluded when the Committee adjourned, till twelve o'clock to-morrow. Group R. DUBLIN AND ARMAGH RAILWAY. (Continued from our Afternoon Edition of yesterday. ) Mr. ALEXA NDE R again put the question respecting the name of the gentleman who was to find the money, when he answered that the name was Dargan. Witness himself had advanced no money be yond his expences, which had amounted to four or five hundred pounds. He knew of no sources from whence he was to get back this money but the Ulster Canal Company. He had never em. ployed any solicitor in getting up this opposition. He never in structed Mr. Cumming, for Mr. Cumming generally instructed him. He had not stated at a meeting at Cavan, that General Bur. goyne had said that every opposition should be given to the coast line. The report of his speech containing this he believed to be incor. rect. lie made a calculation of the extent of the cuttings in the inland line, as surveyed by Sir John M`Neill, for the Railway Corn. missioners, and found the amount to be between ten or eleven millions of cubic yards. The gradients in that survey were esti mated at I in 308. :s terminus was to be at Portsea. Mr. ALEXANDER here handed the Commissioners' report to the witness, and asked him to read the calculations respecting gradients and cuttings. . . The witness then read the extract, from which it appeared the amount of excavation would be )3,370,362 cubic yards. In continuation, he said he had made his calculations from the sections of Sir John INl'Neill, not from the book. They were matZe from plans and sections lodged in Armagh, and which he believed were the same as those on which the calculations of the report were based. It appeared that though they both started from the same data, there were above two millions of cubic yards difference. A person in Armagh had made the calculation fur witness, as he could not attend to it at the time. These calculations were made won the first line surveyed, which was rejected by the Commis. sioners for a s;cond line with steeper gradients, and which would cost above 200,000/. more. Mr. CHAMBERS, having briefly re-examined this witness, pro ceeded to address the Committee on behalf of the project. In an able, elo Went speech, he reviewed the report of the Irish Railway Commissioners, which, he stated, was drawn up by the most scien tific and practical men, and went decidedly in favour of a system of trunk lines, with branches radiating from thtm to the remote parts of the country. The trunk lines were recommended to be constructed first, and the others to be formed afterwards, as circumstances might require. The Dublin and Armagh was one of the trunk lines adverted to. He saw no reason why the recommendation of the Commissioners in 1837 should now be departed from. True, the Board of Trade had made a report in favour of the coast line, on account of the altered commercial circuirstances of the country, but those altered circumstances he did not believe in. They were, in his opinion, entirely imaginary. The circumstances of the country were the same now as they were in 1837. He grounded his case on the Commissioners' report, and on that account he hoped the Com mittee would see the necessity of postponing the Belfast Junction line to a future period. The respectable names which had peti tioned against it was proof sufficient, that if they did so, it would not be long ere steps were taken to carry out the inland trunk line. The Learned Gentleman then went at great length into the en gineering evidence and the question of traffic, which he contended were both in favour of the inland line. This closed the case for the Dublin and Armagh. The CHAIRMAN intimated that in the morning the Committee would state whether the Newry and Enniskillen should be then proceeded with. The Committee then adjourned till twelve o'clock tomorrow. Group S. LONDONDERRY AND ENNISKILLEN RAILWAY. (Continued from our Afternoon Edition of yesterday.) Mr. H. Jones produced the traffic.table, and Mr. Hemmings, the Secretary to the Company, proved that the capital was 500,000/. Sir John M'Niell, the engineer of the line, proved that the esti. mates were reasonable. The works were not heavy, or of a dfficult character. This concluded the case for the Bill, and the Committee decided that the preamble had been proved. The Committee then adjourned. CORNWALLGroup RN. ILWAY% (Continued from our Afternoon E:dition of yesterds.y.) Mr. Rowe then proceeded to cross-examine the witness with respect to the gradients, for the purpose of showing that the sec tions were inaccurate. Sergeant KINGLAKE objected to the course the Learned Counsel was pursuing, and held that the subject was not for the decision of that Committee, but for the decision of the Standing Orders Corn. mittee. Mr. Rowe held that he was entit led to show, by the cross-ex amination of the witness, that the decision of the Board of Trade had been obtained by misrepresentation and false colouring. B y these means they had rejected the Central and Great Western Junction as impracticable, and had reported in favor of the line before the Committee as bei n g the only practicable on u e, whereas it was obtained, as he had said, by false sections and fraudulent mis. representations. The CristestAx said they had no power to inquire into the com pliance or nun-compliance with the standing orders without the permission of the House. Mr. Rowe said he was satisfied with their decision, if the Com. mittee would take the report of the Board of Trade at its real value. The Learned Counsel then examined the witness at great length, with respect to the gradients and the working of the line. His general evidence went to show that in portions of the line the gradients would be steep, whilst in other parts they would be mo derate, and that at some places they would remain love , . At length the room was cleared, to consider whether the following question should be put to Captain Moorsom:_,. Could a line be constructed with advantage to the public, and with a saving of four miles, without passing through the property of Lord Vivian and Mr. Thomns ?" On the admission of strangers, four to miles,h the in inhabi tants. The CHAIRMAN said the Committee had come to the decision that Mr. Rowe might put the questim. a a cco ' m ay m in o g da o t f ioii Captain Moorsom replied—Certainly not, with advantage to the practically speaking, it could not be constructed. It would not answer the object for which the present line was proposed. Imlb!ic. A line could be carried with gireerdtoroaillwhaany the proposed line. The engi. A line from Plymouth by Liskeard, Bodmin, and Truro, to Falmouth was all " moonshine," ' and impracticable, and would tants. not it o w il' o e u r ld th b e a re lo q n u neering difficulties would be on a par, and would be as expensive as those on that line. He had had the consent of the Admiralty to cross Penthyn Creek, but the negotiations were then going on—it had 'not, however, he believed, been reduced to writing. He h a d been informed that a memorial had been presented from that town against their crossing that arm of the sea, but he had not seen it. The witness was under examination at the adjournment of the Committee. Group V. THE MANCHESTER, SHEFFIELD, AND MIDLAND JUN CTION RAILWAY. (C on ti n ued from our A fternoon Edition of yesterday.) John Green proved the size of the market-places in Sheffield, and that the viaduct pass i n g over them would, in a very trifling degree, diminish the spa ce now occupied. No danger would accrue to the buildings contig uous, for experience had proved, in the populous town of Manchester, that trains might run along the most i without t h e causing otherday, sanctioned the forma tion any accident. A Parlia mentarytion of a viaduct thr ou g h a considerable portion of the town of pcorotmanintit streets ee had ts also, Newcastle-upon-Tyne. Mr. Gisborne, M.P., said that the extension coal fields on the line from Sheffield to Chesterfield would be opened up by the pro ected railway. Mr. Haslam, Mr. Webster, and Mr. Bradley, corroborated the traffic evidence previously produced. Mr. Charles Cope gave in tables of estimation, showing that the gross revenue per annum would be 33,4551. 12s. 4d., and deduct ing 21,582/. I , ls. 2cl. for working expenses, would leave a net balance of 3 0 ,072/. 186. 2(1., or 8 per cent. ,on 400,0001., the cost of construction. Samuel Young, solicitor to the Provisional Committee, gave in lists of the shareholders, with the sums subscribed by them. The Committee then adjourned. LONDON, WORCESTER, AND SOUTH STAFFORDSHIRE The evidence of Mr. Brunel (continued from our Afternoon Edition of yesterday)--On the Oxford, Worcester, and Wolver hampton line there would be no contact of gauges, the rails would be the same. There will be a change of gauge at Rugby in the line before the Committee, and that is where the greatest change will take place. Competition would keep the charges of the com. peting lines in check. On the London and Birmingham line even the sound of the Great Western project had effected more than any legislative enactment, for they had already reduced their rates for carriage of goods. The fares and freight on the London and Birmingham line are higher than on the Great Western line. The London and Birmingham has the advantage of the passenger traffic over the Great Western. The coal trucks would return empty after reaching their destination. This is the manner in which all coal trucks, and indeed mineral trucks gene. rally were disposed of. It was not likely they would return with minerals from the very places they supplied with those articles. If there were any return traffic for them, so much the better; they could be the more profitably employed, but the loss on return trucks would not be of any consequence—the slight loss was compensated by the profits on the mineral traffic. The Birmingham and North Midland have the principal trade of the north. The Great Western Company might think it desirable to lay down the broad gauge at Abbotswood. They would require a space of sixteen feet six inches to pass that point with a broad gauge. The trade from Rugby would be so extensive that no one could make a safe calculation of the returns from that traffic, for it would all depend upon the accommodation afforded to the mineral traffic. The cost of transhipment would be less than one halfpenny a mile, count ing the expense of waggons and men for working them. It would be to the advantage of the company to bear the expense of the shifting, for it would give so much more accommodation to the traders that the trade on the line woula materially increase. The London and Birmingham Company heconsidered could have no other object in making aline from Rugby to Oxford than the obstruction of the Great Western works. That was his opinion. The Great Western Company had not yet attained a maximum speed on their line. Cross-examined by Mr. COOKE—There could be no doubt of the practicability of the transhipment working well. The con trivance was simply a mechanical one. It is at work at the Paddington station, an.i there is no difficulty in its management. Ey Mr. HILDYARD—The contrivance is not altogether new. The trucks at work at Paddington were the common coal trucks, which he had adapted to the improvement. By the Cif atom/IN—The railway from Wolverhampton to Stour.. bridge was principally for the local traffic, but it would also answer for the through traffic. Re-examined by Mr. CocKBURN—The maximum speed on the Great Western line will be much greater than it now is. The mail train starts from Bristol at half-past eight in the morning, and arrives at the Paddington station at half-past one in the day. The stoppages of that train were five, and the distance done in the time was 1181 miles. The cost of the trucks on the Great Western line at present was considerably more than 35,0001. With regard to the cost of new trucks for transhipment it was no object, inasmuch as for a new trade they would require an additional number of trucks for the traffic. If side lines were necessary to the new scheme, they could be given with the greatest convenience. Mr. Edwards, examined by Mr. COCRBURN—Is collector of Customs at the port of Southampton. It is the largest mail-packet station in the kingdom. The Great Western system of a broad gauge is most favourable to traffic. The broad gauge on the Southampton line would be a great improvement. The traffic would be far better accommodated—the carriages would hold more, and that affected the transit. Mr. D. Gooch examined by Mr. CocKnuaN— Is superintendent of the locomotive power on the Great Western line. Prefers the broad gauge to the narrow, for safety, speed, and power. The cost per mile in the transit would be less. The cost of an engins fbr the narrow gauge is 1,6001. and for the broad gauge it would be about 1,8001. The difference was occasioned by the greater power of the broad gauge engine. Had travelled on the Great Western broad gauge last Saturday in a train of 63 tons, at a rate of 65 miles an hour. At this stage of the inquiry the Committee adjourned to twelve o'clock to morrow. Group FF. EDINBURGH AND NORTHERN RAILWAY. (Continued from our Afternoon Edition of yesterday.) Several other witnesses gave corroborative testimony, and the Committee adjourned till twelve o'clock to-morrow. Group L. GUILDFORD, CHICHESTER, AND PORTSMOUTH RAILWAY. The Committee resumed their inquiry upon this railway to.day at one o'clock, Mr. E. B. Denison in the chair, when Mr. Locke, the engineer, was called, who stated that it was in. tended to lay down one line of rails, but with provision for a double line, if it should be found necessary. The course of the line has been already described, and Mr. Locke stated to day that the capital was 1,000,000/., and the cost was intended to be divided according to the estimates, of 175,5331. for earthworks, 221,2461. for bricklayers' work and tunnelling, 259,6031, for the permanent way, 50,000/. for stations, 114,000/, for land, and 179,6161. for contingencies and reserve fund. He calculated the receipts at 93,666/., of which 38,696/. would be allowed for ex expenses after the usual allowance of 40 per cent The principal tunnels were 1,045 yards, 200 yards, and 1,670 yards respectively. The line would be 76 miles in length to London, and the time occupied in the transit two hours, each journey, by the quick trains. The gradients were stated as we gave them on the first day of the inquiry. The line approached close to Chichester, and To the cross-examinination of Mr. WAnniNcToti, Mr. Locke state that there were would be two turnpike roads to be crossed and twenty-one public roads. There was a deviation below Chi. chester, near Cannon House, the property of Mr. Vernon Har. court, which would cost about 36,1321. additional, in which there would be two tunnels, one of 371 yards long and another of 226 yards. The original line was a cheaper one, but the gradients were not so favourable. To the Inquiry of Mr. MILNES, Mr. Locke said that he believed ie public would be better served by this expenditure than by giving the money to the proprietors. To the resumed examination of Mr. WADDINGTON, Mr. Locke stated that the deviation had been surveyed more than three months ago, but whether before or after the report of the Board of Trade was made or not be could not say. The deviation was not more than from one and three-quarters to two miles from the original line, and the deviation to the contiguous land was within the 100 yards allowed by the Railway Consolidation Clauses Act. • To the inquiry of Mr. °swan), Mr. Locke stated that the in creased expense of the deviation was still within the original esti mate. The surplus fund allowed for the contingencies was 179,000/. and after deducting this 36,0001. for the deviation there would still be 143,4841. as remainder fund. The purchase money of the Guildford line was to be 70,11001. or 75,0001., leaving upwards of 60,0001. for contingencies. This was the only deviation that he recollected either with the Duke of Richmond or any one else, for there was no other deviation than that allowed by the Railway Clauses Consolidation Act. The estimate of the tunnelling per yard was from 341. to 501. the driving being principally through chalk. He expected the whole of the railway would be completed in the course of two years. There was a tunnel through the clay of Triple Crouch of 400 yards long which would cost about 501. per yard. In the cross-examination of Mr. Flood, Mr. LOCKE stated that he had not quite determined where the stations should be, but he had no doubt that the Company would make stations wherever the public convenience might require them. There were 10,0001. allowed in the contigencies for land for this purpose, and with respect to the station at Godalming, he thought that the wishes of the inhabitants would be the best means of as certaining the position of the station ; but at present a place near the church would, in his judgment, be the best. The weight of an engine calculated to surmount the gradients would be about 15 or 16 tons, and with its tender 91 or 2'2 tons, with a power of from 2,500 to 2,8001b5. An engine of this power would draw over those gradients a train of 10 carriages with a burden of 60 to 80 tons, at a speed of nearly 40 miles an hour. The usual speed would be about 30 miles an hour, and there would be about eight trains in a day. This calculation was based on the suppo tion that there would be a passenger traffic both from Fare ham and Brighton, and he had included this in his esti mate of expenses, providing for a locomotive station at Woking and perhaps a small one at Portsmouth. The weight of the rails for which he had made his estimate was 751bs. a yard, precisely the same weight as those on the Southampton line—the engines being the same weight, and the gradients on this line being steeper, but shorter. The worst gradient on the South-Western line was 1 in 250, which extended only 181 miles. The estimated cost of the rails was 11/, per ton. The price of ballast would be about Is. 9,1. a yard. The aggregate amount of earthwork was about 3,700,000 cubic yards ; but he could not tell which was the greatest amount, cutting or embankment. To the cross.examination by Mr. O'MLLLEY, who appeared for several land proprietors on the line, Mr. Locke stated that the route ran by the verge of Westbrooke Park, and within the en. trance lodge. Near the house there were a leather-mill and a paper-mill, but the goods from these establishments would net be injured in bleaching by smut from the engine as it passed, as there was no smoke, and the only deposit was from the coke in the fire when the blast was too strong for combustion. But this deposit was invisible, and not likely to injure anything. Westbrooke House was a handsome mansion, commanding extensive views over a fine country, but he thought that the injury was only a matter of compensation, and not like Mr. Harcourt's, as though the pro. party would be injured it would not be destroyed. With respect to the compensation allowed by juries, he had known many in stances where large sums had been allowed for injury to properties, which, in his opinion, had suffered no deterioration at all by the construction of railways in their neighbourhood. To the re-examination of Mr, GURNEY, who referred to a pre vious question of Mr. O'Malley, who had endeavoured to make the witness show that the Fire-offices refused to insure houses and other premises immediately contiguous to railways, Mr. Locke stated that all the stations along the South-Western line were in sured. The line would have been deemed impracticable on ac. count of the gradients, but the increase of the diameter of the cylinder of late years had obtained additional power, and had enabled engineers to surpass gradients which a few years ago they could not overcome. The line, therefore, was an eligible one. Facilities, moreover, were possessed by the South. Western Company, which would enable them to provide the plant of engines and carriages with much more economy than a new company could possibly provide them. The cost of locomotive power has been reduced from is. 6d. a mile to 10d., and in some instances to 9d. On the South. Western line it was formerly 2s. 4d., and now it averaged 1 Id. per mile. The rough estimate of the work was 50 miles, at 20,0001. a mile. To the inquiries of Mr. M. MILNES, Mr. Locke stated that the line between Chichester and Portsmouth was the easiest portion of the line, and he thought that the line from Guildford to Chichester would be very expensive to make, and, without the addition of the traffic from Portsmouth, the line would not, in his opinion, pay. The whole distance of the line between the termini at Hungerford bridge and at Portsea would be a trifle short of 76 miles, of which 50 miles would be new works. The distance from Hungerford.bridge to the Nine Elms station was two miles eight and a half chains; from thence to Woking, twenty-two miles two feet six chains; thence to Guildford, five miles six feet five chains ; thence to Chi chester, thirty miles six feet; to Corsham from the Fareham Junc tion, eleven miles seven feet six chains, and thence to Portsmouth, three miles one foot, making a total of seventy-five miles seven feet nine and a half chains. The quick trains to Southampton were now passed in twa hours at a speedof forty miles an hour. He did not anticipate any decrease of speed in surmounting the gradients on the Guildford line, and he was satisfied that some of the carriages now possessed by the South-Western Company could, with a slight modification of the wheels and length of stroke, overcome all the gradients without any decrease in speed. To the inquiries of Lord CLIVE, Mr. Locke stated that the ground on which Westbrooke mansion stood was about fifty feet higher than that on which the lodge stood; and the railway, there. fore, though it would in some degree impair it, would not mated ally injure the view from the house. To the inquiries of the CUAIRMAN and Mr. OSWALD, Mr. Locke replied that he believed that the number of carriages attached to tha quick trains was four, and the same engine which took the heavy train to Woking could, without any decrease of speed, take the reduced train on to Clachester and Portsmouth. He had de vised the station at Chichester, which was intended to be about half a mile from the cathedral, so as to allow one train at a future period to fork off to Brighton, and the other to Portsmouth and Farcham. The Committee then adjourned till twelve o'clock to-morrow. Group B. •RIPON AND HARROGATE LINE. (Continued from our Afternoon Edition of yesterday.) The Committee then went through the clauses of. the Church Fenton and Harrogate line. Group SS. The Select Committee appointed to inquire Into the merits of the Coventry, Bedworth, and Nuneaton and Erewash Valley Rail way, assembled for the first time in Room No. 13. The Committee consisted of Mr. David Dundas, Chairman; Mr. Hutt, the Earl of Listowel, the Earl of March, and Mr. Briscoe. Some time was taken up in the discussion as to whether the Leicester and Coventry line, being only provisionally registered, without having lodged any plans or sections, had a Parliamentary /ocus,standi. The Committee decided they could not be heard. THE COVENTRY, BEDWORTH, AND NUNEATON RAILWAY. _ . Mr. CALVERT then proceeded to open the case for the promoters of the Coventy, Bedworth, and Nuneaton Railway. He reminded the Committee that the principal trade of Coventry consisted of ribbc,n and leather manufactures, which were chiefly conducted by what were called undertakers, who purchased the raw material in Coventry, took it into the neighbouring villages to be worked up, and returned it to Coventry, where it was sold to dealers, who never went into those villages. The undertaker frequently had to lose whole days, in consequence of not having a quick transit be. tween the places surrounding Coventry, and which was of great importance, in consequence of the work being frequently altered by the changes of fashion. The districts would also be greatly advantaged by the supply of Bedworth coal to Warwick and the neighbourhood, where coal was 1/. Is. per ton, having to come sixty miles of canal, while it could be brought by railway a distance of only fourteen miles, which of itself would cause a great saving, as well as that which would be effected from not having, as the mercha►►ts called it, to break bulk. The length of the railway was six miles fifty.eight chains, and the capital 120,000/. The Learned Counsel then alluded to the opposition which was expected, which he thought the Committee would see was not of that nature which cou d not be easily overcome. As regarded that of the London and Birmingham Company, complaining of the inconve nience of the junction, he thought there must besome mistake, as they had a letter containing a minute passed by their board approving of that junction. Evidence was afterwards given in support of the Learned Conn.. set's statement. The first witness called was Mr. Watton, a carrier at Coy, ntry, who said that the inhabitants and corporation of Coventry were strongly in favour of the line. In his opinion it would ma. terially assist the trade of the town, and contribute to the convent. ence and comfort of the inhabitants of the various villages and dis tricts through which it passed. The witness was cross.examined by Mr. AUSTIN, with a view of showing that the Town Council of Coventry were in favour of the line, because it would run through land of which they possessed " the use of front," and for the loss of which they would be libe rally remunerated. Mr. Win. Clarke, the Mayor of Coventry, confirmed the evi. donee of Mr. Watton, and the Committee afterwards adjourned till to. morrow. Group X. LONDON AND YORK LINE. (Continued from our Afternoon Edition of yesterday.) COACR TRAFFIC EVIDENCE. Mr. \Vinberly was called to give evidence as to:the district north of Huntingdon. He deposed that he had made his calculations from the Stamp-office returns ; had taken care not to calculate any line twice over. Mr. PAGET then proposed to hand In the passenger traffic table. Mr. DARBY said he had never heard of an instance where such tables had been handed in. Mr. HILDYARD said, he had never met with an instance of such, and therefore he would object to this course. He subsequently withdrew his objection ; but counsel for other lines having pressed it, the room was ordered to be cleared, and after a lapse of about half an hour, the parties were re-admitted, when The Cliantm , v4 announced that the Committee had decided on admitting the tables, reserving to itself the right to call upon the promoters of the Bill at a future period to amend these tables. The examination of the witness was then resumed—Had 12 men employed from September to October taking the traffic on the main line from Stamford to Selby tock The Committee next went through the clauses of the Leeds and Thirsk line, and discharged some formal business. It may be remarked that all opposition to the Leeds and Thirst and to the Church Fenton and Harrogate lines had been with drawn, with the exception of the Earl of Cardigan's, which must be now confined to the clauses. The length of the line and branches is about 45 miles, passing through Harrrogate, Ripley, and Ripop, to Think, generally a populous district, and touching upon numerous lead and iron mines, as well as upen numerous excellent limestone beds. The estimated capital is 890,0001., and the usual amount of de. posits have been paid in. It was feared that the tunnel at Bramkope would cut off the supply of water to this village, but a guarantee was given that the inhabitants should suffer no incouvenieuce; if any water should be unavoidably cut off, other of an equally good kind would be supplied. The works on the line are unusually expensive, there being about a mile and three.quarters of heavy tunnelling, and four or five viaducts. The promoters are, however, very sanguine as to the success of the scheme, and produced abundant evidence to show that the im portant towns of Leeds, Bradford, Ripon, Knareiborough, and Harrogate would be much benefited by it, by the increased faci. lily of obtaining coal and other mining produce, by the increased commerce they would occasion, and by the ready transit the lines will afFord to agricultural produce. Mr. BAINES imposed additional clauses to the Leeds and Thirsk line, referring to the navigation between BorouElthridge and Ripon, and enabling the canal proprietors to sell the canal to the proprie tors of the. railway, and the latter to buy and distribute it among the proprietors. . . WHATELEV said he appeared on beh...lf of the proprietors of the Aire and Calder Canal, who made a thousand a year by the traffic which came into that canal through the Ure. They were attempting to cut off one of the sources of their profit. There was no notice in the Bill referring to this proposed amalgamation. Mr. BAINES said petitions had been presented to the House, praying for these supplemental clauses, and they had been referred to the Committee, which had a perfect right to adopt them if they thought proper. Several navigations Interfered between the Aire and Calder Canal and the Ripon and Boroughbridge Canal. Mr. WHATELEY said that distance had nothing to do with the matter, and that though one canal might be 50 miles distant from the other, still if, the purchase of the latter interfered with the navigation of the former, they could be no more justified in interfering with it than in diverting the course of a stream several miles from a mill, which stream supplied that mill with water. Mr. BAINES, on the other hand, contended that if such a prin. ciple were allowed, it would prevent any amalgamation whatever. He protested against his Learned Friend being heard at all by the Committee. He had no locus standi, and, had given no notice whatever of his opposition. The CHAIIIMANsaid this opposition had certainly come upon the Committee by surprise, and they should take time to consider whether or no they were justified in entertaining it. After some deliberation, The CHAIRMAN inquired whether, if the sale and purchase were made, the Company would engage to keep up the canal at the pre- sent rate, Mr. BAINES said he hat no objection to introduce a clause to hat effect. Mr. WHATCLEY said, if there were any dispute about the amount of tolls, it would be very desirable to refer it to the Board of Trade. Mr. BANES said the maximum was fixed, and they could not go beyond it. The Railway Company would, in case of purchase, suc ceed to the rights as well as to the liabilities of the canal. The CustustaN said he would take care that clauses were in serted in the Bill so as tb protect the public by keeping the canal in a fair state for traffic. Mr. WIIATELEY said that was just what he wished. He feared that unless some such provisions were made, the railway would engross all the traffic, and tend to drain off the traffic from the canal to the railroad. It was finally agreed that clauses should be introduced, providing that the canal be kept in a proper state of repair, and that the tolls should not exceed a certain maximum. Mr. WHITEIIURST again urged the necessity of making due pro vision for a supply of water to Bramhope. ' • The CHAIRMAN decided upon adopting the same clauses in this Bill with referenceto Bramhope, as had been adopted by the Leeds Water.works Company. LEEDS AND WEST JUNCTION LINE. The Committee having completed the Leeds and Thirsk line, and the Church Fenton and Harrogate line, and revised all the clauses in these Bills, proceeded to make some alterations in the Leeds and West Junction Railway Bill, which had been re-com mitted on the previous night. The alterations made had reference to tolls, and some minor matters of form. Group EE. DUNDEE AND PERTH (NORTH) RAILWAY. The Committee assembled as usual at twelve o'clock, the Right Hon. F. T. Baring, chairman. The CHAIRMAN said, that with reference to the Dundee and Perth line, i t would be necessary that the Committee should make a special report with respect to the particular clause which they had caused to be introduced into the Bill, whereby it was rendered com pulsory on the part of the Company to have third-class carriages by at least two.thirds of their trains. It was desirable, too, that all the railways which met at Perth should have one common terminus —it was advisable that there should be one common terminus for all, and coinciding as the Committee did with the report of the Committee DD upon that subject, they had arrived at the con clusion that all the works, sn far as the terminus at Perth was affected—he alluded to the proposed terminus on the . South Inch— should be suspended until the question had been determined. But in their report the Committee would insert words to the effect that they " trusted the question of terminus would be settled by the Board of Trade as early as possible." THE ABERDEEN RAILWAY. The proceedings in this line were then opened. Mr. Austin, Mr. Talbot, Mr. B. Andrews, Mr. E. James, and Mr. Taylor appeared on behalf of the supporters of the Bill, and Mr. Cockburn, Mr. Forsyth, and Mr. Hope represented the op. ponents of the Bill, namely the Scottish Midland line, the magis trates and town.council of Brechin, the inhabitants of Brechin and several others. A long discussion arose upon an objection taken by counsel for the Bill, to the appearance of counsel on behalf of the Scottish Midland line, upon the ground that the Company had no locus standi in the Committee. ' The Committee ultimately held the objection to be good. Another discussion took place upon an objection raised by the same Learned Counsel to the appearance of counsel on the part of the magistrates and town.council of Brechin, on the ground that they had no lauded interest in the matter. The Committee, however, after, as in the case of the former ob jection, having considered the point with closed doors, held that the magistrates and town-council were competent to be represented before that Committee. _ Mr. E. JAMES then proceeded briefly to open the case on behalf of the promoters of the Bill. In the present case, he said it was proposed by the advocates of the mea sure to carry out a line which would be calculated to afford the greatest extent of accommodation to a large number of persons living in and connected with what might justly be termed the third place, in point of commercial import ance, in Scotland. It was proposed to carry the Aberdeen Railway from that place down to Lawrence Kirk, communicating at its terminus with the Arbroath and Forfar Railway. At this point, the Committee would observe there were two prongs, as they were called, running, the one to the right, the other to the left, and then there were two branches, one to Brechin, and one to Montrose. This project had been for some time under consideration. Origi nally, it had been suggested that it would be the better course to form a coast line of railway, but it had been found that the expense of such a line would have been as much as 15,000/. per mile more than the now proposed line, independent of its not being capable of affording anything like the same extent of public accommotia. tion. The opposition which remained, although under a different name and title, was in reality neither more nor less than the op. position of the Scottish Midland Company. There had been an attempt on the part of the promoters of the Bill to steer a middle course between two extremes or points with the hope of giving satisfaction to all parties, but, as was often the case, where such an object had been in view, it had turned out that the so ardently. wished.for an end had not been accomplished. The line, however, would communicate with Edinburgh, and thus reach on from Perth to Dundee, and from Dundee by the Arbroath and Forfar line, so that there would be a through line completed. The Learned Counsel having entered into more minute details of the route of the line, called Mr. Patrick Pirie, a justice of the peace for Aberdeen, stated that he employs 1,700 hands in his character of flax manufacturer in Aberdeen. The population was about 70,000, and was on the increase. A very large amount of capital was employed in mer cantile pursuits at Aberdeen. The main objects in which that capital was engaged were flax, very largely in paper, coals, iron, combs, lime, and so on. The opinion in Aberdeen was almost universal in favour of the line ; indeed, opinion had never been so unanimous in that place as upon the subject of this railway. The station at Aberdeen was the most advantageous that could have been selected. The flax which was now used in Aberdeen was received by its importation into Dundee, which place, in the event of the proposed railway being made, would at once beco.ne, for the northern parts of Scotland, as a port, that which Liverpool was with reference to the cotton trade in England. It was of the ut most importance to the flax trade as well as to Aberdeen and Dun dee and every part of the northern districts of Scotland that this railway should be carried nut. At present, in consequence of there not being any market at or near to Aberdeen, the manufacturers were compelled to hold very large stocks, the interest for four months upon which would exceed the extra carriage of the rail. way for the year. The cost of conveyance now to Dundee was about 31. per ton. The whole of the goods at present were brought to Aberdeen from Dundee in casts. There was as much as 5,000 tons of flax manufactured in Aberdeen, of which the value was 250,000/. or 300,0001. The exportation of flax manu factured at Aberdeen was nearly 500,0001. per annum. The ex ports were principally to France, Germany, England, the United States, and to the Brazils. These goods were now sent to Dun - dee by cart or steam-carriage, at very considerable expense in the shape of money as well as in time. The witness then went into a minute detail of the traffic, showing that the advantages to Aberdeen to be derived from the completion of this railway were very great. The Committee adjourned at four o'clock. Group 88, The Committee to which the subjoined schemes are submitted for investigation met at half-past 12 o'clock; Mr. Colquhoun in the chair, viz :—the Waterford:and:Kilkenny,.Wexford, Carlow, and Dublin, Kilkenny Junction, and Kingston and Waterford (Carlow and Wexford) Railways. WATERFORD AND KILKENNY RAILWAY. Mr. TALBOT stated the case for the promoters of the Bill, the objut of which was to give Waterford a railway communication with Dublin. The line commenced at the south side of the river Suir, crossed the Nore by a viaduct SO feet in height at Thomastown, and terminated at Kilkenny ; the whole distance being 31 miles and 20 chains. The scheme embraced a branch line to Kells, of 6 miles and 20 chains in length. The works, generally speaking, were not of an expensive character, and no engineering difficultiesthe w ere contemplated. The peculiar f eature of the project was determination of the Proprietors to adopt Payne's patent wooden rail, at the sane time making provisions for the substitution erim of the iron rails, without an eno rmous outlay, shoul expent prove a failure. As the traffic was not expected to be very large at first, it was proposed to lay down a single line, leaving room for the addition of another, should the convenience of the public re quire it. The estimated cost was 250,000/. ; but this sum in cluded a surplus sufficient to defray the expenses of putting down iron rails, if necessary, the cost of which was calculated at 9001. per mile. The promoters were ready to make any arrangement with the existing or projected railways, to insure a direct commu. nication with Dublin. Mr. MARTIN applied to be heard in opposition to the railway, as counsel for the shareholders of the Leinster and Munster line; but, after some discussion, the Committee were unanimously of opinion that, as the whole Company did not oppose as a body, he had no offered. Mr. locN:lsor.sottLahndleoryidoip,npolatslniiedtioCangeomtnomtttihtootetphe. reolmocatrqwuaiss Ormonde, and Mr. A. M'Kean, manager of the Kilkenny Provincial Bank, were called to prove the fertile nature of the district, the advantages expected to result from a more easy communication with the seaport of Wa terford, and the general sanction given by the landowners and in habitants on the line of railway to its formation. Mr. Ballantine, the engineer, stated the cost of construction, pointed out the course prop o sed t o b e taken across the hilly country between the two termini, and observed viaducts (the one crossing the Waterford terminus), the works that, excepting the two were of the must simple cha racter. The Committee adjourned to half-past eleven o'clock to-morrow, STANDING ORDERS COMMITTEE. This Committee met to-day between one and two o'clock. The Committee decided that in the case of the Birkenhead, Man chester, and Cheshire Junction Railway, the standing orders ought not to be dispensed with. In the case of the Sunderlan d and Bishops Aucklan d Railway, the standing orders ought not to be dispensed with. • IMPERIAL PARLIAMENT. • HOUSE OF CO 11101`4 7 6. .I to "9. The SI'EA XER took the Chair shortly before Four o'Aock. - The Wil;s, Sernerset, and Weymouth Railway 13111 WAS react a third time and p_.ssed. The Exeter and Crediton Railway Bill was also read a third time and passed. Lord ASHLEY a , )pernred at. the Bar, and reported. a 3 (Thai' - roan of the Group FF, that the Committee had met that mart,. tog and had waited for one hour for the attendance of Ca p tain Bernal Osborne, but he did not make his appearance. Captain B. OSBORNE stated that he had had a fall, whkh had so much injured him that be could not attend the Conv mittee. He was anxious to get rid of his attendance on the Committee. After some observations from Lord G. SONIERSET, upon the motion of Mr. LABOUCHERE, the Hon. and Gallant Member was excused from further attendance on ihe Com mittee. THE TEN HOURS BILL. Dr. BOWRING presented a petition, numerously sipped, from Bolton, in favour of the Ten Hours Bill. MANUFACTURING DISTRESS. Mr. COBDEN presented a petition from the hat manufac• Curers of Lancashire, complaining of distress and prafing fur inquiry. PRIVILE'•E. The SOLICITOR-GENERAL brought up the report of the Committee appointed to inquire into the case of the action of Howard v. Gossett. The report stated that on Tuesday last judgment was obtained against Sir William Gossett, and a ver dict of 2004 returned, execution upon which would be levied on tha 2cl of Jun-. The Committee recommended that a writ of error should be brought on the judgment in the Gmrt of Queen's Bench. As the execution would not preju dice the proceedings in the writ of error, the Committee o'd not feel it expedient to prevent the levy. The SOLICITGR-GENE RA L then moved that the report be printed. Mr. HUME thought that some day ought to be mentioned upon which to take this report into consideration. He thought that the privileges of that House were not ptoperly protected. He thought the time had now corns when they ought to ascer tain whether they had any privileges or not. The SOLICITOR- GENE RA L t height tiv , t it would be better to wait, so as to give further time for consideration. They might, it was true, take the other course, and he was quite willing to follow any suggestion the. House might make, but he thought that these was some further information which might he laid before the House. By thus doing, the House would effectually interfere, without being committed to any course. Mr. HUME wished to ask whether there were any means of stopping the execution? Mr. WATSON said that unless they put in bail in error the execution must proceed. The SOLICITOR-GENERAL said that execution could be enforced on the 4 2d of June. He would lay a copy of all the papers before the House to-morrow, and the report might then be taken into consideration. Mr. T. DUNCOMBE said they had got a copy of the judgment, but they wanted a copy of the warrant and of the record to enable them to proceed ri'htly. The SOLICITOR-GENERAL said, the record, tin ugh not supplied, might be had to-morrow, though, strictly speak ing, it could not be made up until all the proceedings had been gone through in the case. Sir 'F. WILDE said that it was necessary to have a copy of the warrant and of the record before the House, before they took any step with any justifiable hope of vindicating their privileges. Mr. COLLETT asked whether this was a motion of suffi cient importance to take precedence of the other orders of the day. 'rhe SPEAKER—Of course. The SOLICITOR-GENERAL said the copy of the record was being printed, and he would lay copies of it on the table in the morning, and he moved that the report be taken into consideration to-morrow. This was agreed to, and the subject dropped. Sir W. H. BARRON presented a petition from Waterford, against the Irish Poor-law Bill. Mr. S. CRAWFORD presented a petition from the Com plete Suffrage Society, for an extension of the franchise. THE CHANNEL ISLANDS. Mr. RQEBUCK gave notice that, on that day fortnight, he would make a specific motion as to the mode in which justice was administered in the Channel Islands. NEW ZEALAND. Mr. M. MILNES gave notice that on the motion of Mr. C. Buller respecting the New Zealand Company, be would move that it be an instruction to the Committee to inquire into the sufferings of the emigrants under the Company. The Hon. Member further gave notice that, on the 3d of June, he should call the attention of the House to the mischievous effects of public executions. CASE OF LIEUT. COLLINS. Mr. BICKHAM ESCOTT rose to put to the Hon. Mem ber for Beverley the question of which he had given notice. He wished to ask him whether the Court of Directors of the East India Company had considered the case of Lieut. Ceiling, late of the East India Company's service, who had been tried by a court-martial and dismissed, whether he was enabled to give any opinion as to the legality or illeg ality of the court martial by which he had been dismissed. Secendly, supposing that, in their opinion, the court-martial which had dismissed Lieutenant Collins was illegal, whe ther he did not think that some substantial compensation should be made by the Government to Lieut. ' Collins for his illegal dismissal by a sentence which the Court of Directors of the East India Company themselves considered as illegal; and he would ask, in addition, if the Hon. Member was not aware that in the opinion of many learned persons that Court was an ;Legal Court? Mr. HOGG thought he was scarcely called upon to answer these questions.—( Hear, hear.) If it were the pleasure of ' the House that be should go into the ease of Lieutenant Collins, he would do so, and he would state the charge against that gentleman, not in his o‘n words, but in the words of the finding of the court, with the observa tions of the Commander-in-Chief thereon.—(Hear, hear.) He would state this in the words of the finding, without add ing a word of observation from himself, if the House thought it was expedient that he should do so ; but he gathered that the House was of opinion tint it would he better that he should abstain.—( Hear, hear.) With regard to the legality of these proceedings, he was surprised that the Honourable Gentleman should ask whether or not the Court of Directors had considered the legality of the court-martial. They had no right 'to take upon themselves to judge of its legality. The whole authority for judging of eourt-ma.rtials was vested by the warrant of the Crown in the Commander-in- Chief. He was the sole authority on the subject, and from his decision there was no appeal. The Court of Directors had no power to alter, correct, or affirnithe decision of any emu t-tnattial. The Mutiny Act described flit, course of proceeding if there was reason to cemplain. The courts of Westminster were open ,to those who in this country felt themselves aggrieved, so were the courts in India, and the courts in the various presidencies. The Court of Direet,irs had no power to pass any opinion on the finding of a court-martial. They had the power. by the 51st of Geo. 111., to restore into the service any officer who had been sus pended or arnissed by the sentence of a court •martial; but the power of the statute did not come into operation till the sentence of the court-martial had been come to. The Court of Directors had considered the case of Lieu tenant Collins, and believed it one of hardship. If he had voluntarily retired from the service, he would have had a pension of 731. a year, and although he had forfeited his right to that allowance, the Court voluntarily agreed to give him the sum of 701. a-year, 31. less then the pension he would other wise have received. To show the House how careful the Di rectors had been in exercising the power vested in them, of restoring officers to the service who had been dismissed by a court-martial during twenty-seven years they had only been called uponto exercise it on eight occasion,s and every one of these cases were referred to them by toed authorities, or by 'he Commander-in• Chief himself. It W ould therefore appear that the Court of Directors had inquired into the case with a desire to do everything for this unfortunate man, consistent with their duty to that service in which he had been an officer. He repeated that he was not the organ of the Court of Directors. He slid not think much dis cretion was shown in forcing the subject before the House. Mr. ESCOTT said the Hon. Gentleman bad not answered either of the questions which he had put to him. Ile should refer the matter to the Board of Control, who would, no doubt, give their attention to it. Mr. HOGG was understood to say that the Board of Control had no jurisdiction in the matter. ACADEMICAL EDUCATION BILL. Lord JOHN RUSSELL seeing the Right Hun. Baronet the Secretary of State for the Home Department in his place, wished to ask him if it was his intention to move the order of the day to-morrow for the second reading of the Irish Acade mical Education Bill. Sir JAMES GRAHAM replied, that if the disemsion of, e el :ge l h o ' rd %' e ' h r i c o h f i thed was ay " l in t r the u n - W privilege likelyto d e ox,te he nd extended o to ol a d ny o o g t re m at ov second reading till Mond P ay. RIVILEGE. Mr. WATSON asked the Solicit o yt r o - t G hies e s n u2 r e r o a oa l la. w ai h ion e s t tt li b e et r hea i e t se w d e as o-f the filenodwa i a n nrt t d e; intention n to o f Governmentonow eo exe o o t o tio p o a The SOLICITOR -GENERAL replied that the Hon. Member was anticipating the discussion of to-morrow, and it was quite impossible for him to answer the question of the Hon. Member. Mr. HUME moved for certain returns rrelating to the Mint, and more particularly relating to the Assayer's Department.— Agreed to. In answer to a question from Mr. MUNTZ, Sir R. PEEL stated that negotiations were still pending on 1 the subject of the treaty with the island of Sicily, and as soon as they assumed a more definite and matured shape he should be prepared to lay them on the table of the House. Lord PALMERSTON wished to ask the Right Honourable Baronet, if he were prepared to bring in a measure to supply the defect in the Act of 1827, relative to the enforcement of the piracy law as respected the Brazilian coast. Sir ROBERT PEEL assured the House that the subject was still under the anxious consideration of the Government, and would at an early period be brought forward. Sir W. SOMF,RVILLE inquired when the Right Hon. Baronet intended to proceed with the Irish Banking gill? - Sir R. PEEL feared he could not name any specific day, as it would materially depend on the progress made in the dis cussion of the Irish Ac ST ademical Education Bill. NIGHT'S DEBATE. On the SPEAKER calling upon Mr. Henry Berkeley, Lord ASHLEY rose, and said that he wished to trespass on the House for a few moments only, on a matter personal to himself. He had understood that his absen af e o e. rre fr m, o .e m ovtmee l r as „di t ims n ai i ,i g ne h tti t io ' s s i, debate had been very severely commented up.. He had l L a a st io n b i e g t li it t , t t alc ,r e w n I tl t i e e h c h h e ,:i h r i a d t baem.lieeetiiig , ng ,, , in d and where he had been del ained for s , veral hours, and Ye did not think that at that late period of the evening it was neces sary to attend that House to take part in a division upon a mo tion, which whether it were successful or not, could lead to no practical result. IMPRISONMENT FOR DEBT. Mr. WAKLEY presented a petition from Finsbury, stating that the Bill of last session had abolished imprisonment for debt, except in cases of fraud and debts above 201., and pray ing that as both Houses of Parliament had approved of the princi ple under that amount, they would adopt one also on all debts above it. Mr. HENRY BERKELEY then rose to move for a Select Committee to inquire into the effects produced upon debtors and creditors by the operations of the Insolvency Act of last ses sion, and in doing so, said that notwithstanding all the efforts which had been made to induce the Right Hon. Baronet at the head of the Government to inquire into the effect of the Act of last session, by the perseverance of the Hon. Mernber for Bath, he still continued to fondle this bantling of Lord Brougham's, long after its father had thrown it aside. The country suffered from this hasty and crude legislation. There had been a great want of care and de li b eration in the passing of oe e t a h s a i t on m a eas io u ' t a ct . d T the h m e . a effe tradesmen ct doe of t o e o f A l t a c h w t e m i country , q i u . e m si noonyf had three bee m n mil- Pons of the summer, and :r e , e n s s Novi:rmeoanzr.e of i t it i was hurried : h i eed last moment beforeP arrllalphe:i f : fs a h t teh t l e r vicec e inn nd : of tint House, urging: on stituencies addressed the NI . s egn'liesresnoactment. Among others, them the n ecessity of 'PP° l l r , i t i o oppose the 13111. He oppose his constituency applied to 1 the by Lord Brougham 1 were"rcini the other House of Parliament this session against the , law • the measure was carried against th other-, set and is t mesingirilo.urndstoof t o h j o ip se esiti a o d u van ' th ce e d n istetwitfhortmhany Oppos i t ion by the power ful al statement of the Solicitor-General. ltb t° 0- wo ol o' ol ' ne t he cc, 131 led I° >ining . Ito tbe