The Sun. — London, England, 1845-05-22 00:00:00

iNf S I \Sft - 471 ATIONAL LOAN FUND LIFE ASSUR A NUE 1(3. - "tal A 7 :600,000. Dy Act of Parliamost. "(N; LE Ealpowered ~)i Y 1~:.!1!.! y rizortTS, itiecess and ipereaving eroapA - ity of the Aociety has ..:bled the Director, at the last aakaal investigation to declare a second llonus, averaging e 0 per cent. on the =toasts in'estel on each Policy effected on the Profit EX-UriPLNS , 3 C; f, 1&, Y..; -483 £ s. d 3 346 2 3 296 13 4 247 4 5 ~ ~ ~~.~. ~, X Y. d. I. 3. 83'7170 9 .3 •77 5 1 i•eq . topol 74 3 4 1834 144 2 2 64 5 r; , I • 18'39116, 16 0 51 5 11 I Bonus in Cash, I divLsion of profits is annual, and the coal 9. r 1 12 3 t 9 16 4 7 11 91 will he made in De- ecfnber of 'he present year. This instimtion og,irs many importart and substantill tages . with reepect bAth ts , Life A,surafiees and Deferred Annuities. The zsznred bfts, on all occasions, the power to borriw, without ex pense or forfeiture of the racy - , two-thirds of the premium paid, (see table); a!so the option of selecting benents, and the conversion of his interests to meet other conveni‘nces sr necessity. Assurances for terms of years are granted on the lowest possible rates. F. FERGUSON Sse. ‘l-I,iiNDA.RD LIFE ASSURANCE COMPANY. Estabilshed 1925, and constituted by Act of Parliament. Edinburgh-3, Georgs-street. London-82, King William-street. DIRECTOR 3 IN LONDON. Hon. Lord Ernest James Gadesden, Esq. p. William Haigh, Esq. :re, M.D. Edward Thomas Whitaker, Esq. -ter, Esq., M.P. I George Frederick Young, Esq. The popnlarity which this Company has attained may be 11105- ___th,o, by Op: fact, that life assurances to the extent of half a million sterling were proposed to the Directors, in the year 1544 alone. This is the year in which the third division of the Company's pro fits falls to he made. The necessary investigation is now in progress, and all persons assuring before 15th November next, will share in the division. The It l',latth2w F The standard is one of the first proprietary offices in this country, and the success which has attended the business, and its judicious regulations, are such as to give every prospect of great and increasing advantages to all connected with it. PETER EWART, Resident secretary. 82, King William-street. PUBLICATION S . LONDON AND ITS NEIGHBOURHOOD. Now ready, with numerous Wood-cuts._ 1. HAND-BOOK FOR HAMPTON COURT ; a Road Book to the Palace, and Guide to the Pictures, Gardens, &c. By EDWARD JESSE, Esq. Fcap 2s. 6d. 2. WAND-BOOK FOR WINDSOR AND ETON ; With au Ac count of the Castle, and a Guide to the l'ictures, Gardens, &c. I3y EDWARD JESSE, Esq. Fcap Bvo., 2s. 6d. 3. HAND-BOOK FOR WESTMINSTER ABBEY: its Art, Architecture, and Associations. By PETER CUNNINGHAM, E. Fcap Elyo., 2s. 6d. 4. HAND-BOOK • TO THE PUBLP GALLERIES OF ART, in and near Londo i. By Mrs. Jameson. Fcap Jelin Murray, Albemarle-street. MAYNOOTIL—In Svo., price 6d. AN ANSWr . .R, to the SPEECHES of SIR ROBERT PEEL, Bart., M.P., and W. E. GLADSTONE, Es , ;:, M.P., on the MAYNOOTH BILL, emlincing the most import ant facts, and proving that this Rill involves a v:olation of tha Coronation Oat and cannot be sanctioned by any Protestant Clergy man, without his incurring the guilt of perjury. . . . . - Hatchard and Sons, 179, Picca , lllly. Sold by Dinnis, 62, Pater- nester-row FOR INDIA and the COLON lES —The next ntimber of the ATLAS for India will be ready on FRIDAY, the 23d of May. In consequence of the hew postal ar ra,„2,,nents - with India, a semi-monthly communication has been esta' •Esh d, and the Indian Edition of the ATLAS will be dispatched is fri ttr ,, en the 'VII and 2,ith of eecry month. The ne—s will he brcltzlit d , wn to the post hour, and the contents of the forthcoming prO.P.cation will comprise—The Ikfence of the lncreazed Indian lin -I,,rt Unties—the Coming* Crisis in the Punjaub—New Zealand—The Fee ea and Englizh in ,Africa—Reviews of New Books, Commercial Int &c. Price 10d.-oifice, 6, Southampton-street, Strand, May 21, 1545. FfE'CII NEWSrAPEIZ, El)l.l'!.D BY JEAN BAPTIsTL ESN'L 7 Now pull.ll;nz, 1 'O b INCA IS, containing, • Literary, Se , entific, and Artistica! :cial Bulletin, a Guide for the Traveller Table Talk, &c., &c. "Le Juif Errant" and tHat" to be continued every week. ur , tav by Alexandre de Lizy, at the Office, 344, h all Newsmen and Booksellers in the United " << rand. T" PETZ:I, 4 -SES !wing an a 4 .T - 0 i :4;EMENT OF 1., OF COMMERCE 10.1" .::T.WSPAPER—Price 641. . of :Jay, the .JOURNAL of COMMERCE was tr \11f:E1) io FORFV-EIGHT COLUMNS, i of EIGHT COLUMNS to the former size of the T: - ; • ,;; r,:,•;_NAL is n:,w the Largest and Cheapest Commercial 7Ccw.4paper pnin;shed ; and, in addition to its mass of Market Intel - the ONLY LONDON PRICE CURRENT whose )enticated 5,y the princl pal Merchants, Factors, and cNnes r. - !rii its exclusive commercial fee !3•4n an' Domestic News of the week, and • - Oil TX EWSPAP ER. e^ - :,men in Town or Country; or at the erch-street. where Advertisements en+, ol or More Friday evening. of t!,3 Fore a GOOD F Second Edition, enlarged, 6s. I_bULMO:SARY I'ONSIJAIPTION successfully I‘7lll NAPTHA, with CASES by OTHER ME DICAL MEN la Import of that Treatment, &C. I:r.1 3.fIN" 31. D., Senior Physician to the Blenheim- I: ~~n~r II Izt 2. proves the correctness of these statements, Dr. to a benefactor to the human race."—Dr. Johnson's R,viLw n.lon : ! , •;:n Princes-street, Soho. l'ucicet .rAtion (200 pages), in an envelope, price 25., by post 3s. N M ARRI A GE- Its Hindrances and Obligations. " Of griefs concealed, and disappointments keen, Which young and gentle—the matured and sage, The lonely and the mated—all sustain." tty It. J. CULVEIt WELL, M.D., Member of the Royal College of Surgeons of England, Licentiate of the Hall, and twenty-three years Itesideat Practitioner in London. Also, companion to the sane (72 Engravings), price Is.,by post 13.6 d., ON CHASTITY—its Abuses and Diseases. "Whereon (loth hinge the dignity of man, The health of offspring, and domestic love !" These publications are free from empyricism and mawkish senti mentality—they abound in stern truths, and are addressed to the in telligence of the times. Sherwt.•od, 23, Paternoster-row ; Carvalho, 147, Fleet-street ; ll:nu:ay, 61, Oxford-street ; Mann, 39, Cornhill ; and tha Author, 21, Arundel-street, Strand.—At home daily till Two: Evenings, seven till :Sine. AGRICULTURE, COMMERCE, NAVIGATION. THE CHURCH. B. SIVOUI.' and SONS, Goldsmiths, 14, 9 Corah 7 ll, London, opposite the Bank, have finished a few splPryhd PioPes of PLATE, suitable for presentation to Gentlemen It either of the above pursuits or professions, to which tit , y invite the attention of Committees who are in search of valuable tesrfmonials for such occasions. Rented LORD ELDON'S APERIENT PILLS. The gnat celebrity which these Pills have obtained amongst huge circle of the Nobility and Gentry, as a mild, cooling Aperient, has induced the l'roprietor to bring them more prominently before the public. They are prepared from the prescription of an eminent Court Physician, and their superior merit consists in speedily re moving costiveness and indigestion, producing increased mental vigour, and a cheertUl state of health ; they have stood the to t of Filly Years experience, and are particularly beneficial in obviating the evils arising from stn, ions and sedentary occupations. Sold at Is. I d., 2s. 9 , 1., (an! silv,reill 4s. ( - it jour by all Druggists and ven,'ers, and ArtOlesale at 13, Great St. Thomas Apostle. Lou , rt'in. MONEY and COMMERCIAL NEWS. (From The Sun of Last Night.) %.f Cotton at Liverpool ye,, , terday were 2,500 all to the trade, without change in prices. —Shares not co good, -but prices had not materially changed. sly 4 1 4 ; Birkenhead, itlanclipAer, and Che,- Junction, 104 ; Beirsat and Ballymena, 8% 3 / ; ySt and County Down, I ) ; Bolton, Wigan, and Liverpool, 12 t Caledwzdan, 11 y, Chester and Birkenhead, 5114 ; Cheater and Holyhead, 16 1 4 ; Chnrnet Valley. 5 3 4 ; Clithe,ror '2.4; Cork , nd Waterf,rd, 2 3 4 ; Dublin, Muldnear. an , l Athloo9. 4' , / g Spa.. 90. ; Eastern Counties, New 6,1. ; Edinburgh and Glasgow, 64 ; _ _ bal:! 'Wen 13 r, hire Belt 1 - Oninfri , !s, 225. 6d. 22a. ; grand Junction, 233 Shams, 116 V, ; Ditto, Quarter Shares, 58 1 % ; 'arters, 49 1 ' 7 1 ; Ditto, Eighth Shares, 214 ; and Western Extension, 13 1 / s ; Great 'mres, 42; Huddersfield Canal and Railway, 7 1 ; anti Sheffield, 74 ; Inverness and Elgin, 21s. : Limerick nigh Waterford, 8.4 1 / 2 ; Liverpool, Crimikirk, and Preaton, 2sy 51s. 3d. ; London and Birming hain, 321. Shares, 441, ; Ditto, Quarter Shares, 33% ; London and Brighton, 64 14 ; London and Windsor, 7s. ; Londonderry and Enniskillen, 54 5; London and York, 4 % Direct Northern, 34 ; Leeds and Dewsbury, 10% ; • and 'f hirsk. 7 ; Leeds and West Riding Junction, 9% ; - sheffiehl, and 'Midland Junction, 64 ; Man .. ~er Shares, 22 ; Midland Railway, 40 :- Shares, 20 19% ; Ditto Consolidated ant acid Derby, 131%; Newark and Sheffield, 5%; ~rth Britl: , ,h. 17 ; Ditto, Quarter Shares, 41%; North Wes tern:, Xl4 86s. 61. ; OxtOrti and Birmingham Junction, 765. 3d. 765. 6d, ; Preston and Wvre, 30 ; Ditto Extension, li4 ; Sheffield and Manchester, Quarter Shares, 14 3 A ; Shrewsbury, Wolveribmi Mon, and Birmingham, 5 ; Shrewsbury and Grand Junction', 61 1 /.; ; Shrewsbury, Oswestry, and Cheshire, 4 3 / 4 ; S tutus-Eastern and Dover, 41 40%; Ditto, New Shares, N 0.3, 6% 165. GJ. ; Trent Valley, 18%; Trent Valley Continua. tion, 18s. 18a. 6d. ; Welsh Midland, 365. 335. ; West York shire,-465. 465. 6d. ; Worcester and Tring, 4% ; Whitehaven and Furness, 2 3i ; York and Carlisle, 2% 6s. 6d. ' • York and North Midland. 104 105 ; Bordeaux and Toulouse, 2% ; Grcat Paris and Lyons,2 ; Northern of France (Laffitte's), 5 6 ; Ditto (Rom:Tiers), 214 ; Orleans, Tours, and Bordeaux (English), 11% ; Paris and Lyons (Engli.h), Laffitte's, 3 , A, 3 ; Paris and Lyons (Ganneren's), 31. 595.; Verona and Ancona, 425. MANCHESTER STOCK EXCHANOK, MAY 20 -The sales are -Barnsley Junction, 4%; Birkenhead, Manchester, and Cheshire Junction, 10 1 ; Cambridge and Lincoln, 7 1 4... ; Churnet Valley, 5 1 6 3 / 4 ; Clitheroe Junction, 2% 3 ,4 prem.; Direct Northern, ; - Dublin, Mullingar, and Athlone, 4%; Glasgow and Dumfries, 245.; Huddersfield and Manchester Railway and Canal. 74 %; Leeds and Thirsk, 7%; Leeds and West Riding Ju nc ti on , 10 9% ; Li verpool, Ormsk i rk, and _ Preston, -2% %; London and W orces t er , O x f or d an d Rugby, 4%; London and York, 4%; Manchester, Bury, and Ru•sendale, 17 ; Manchester and Birmingham,sB; Do y' N Quarters, 71/4 ; Manchester and Buxton, 5" 1 /,, • anc . hes e te w r and Leeds, Half Shares, c 7 o o n 4 Ditto, / Q ' Aa a rte; ' Shares, 21% 21 ; Midland Railwa so s, . Shares, 20 4 .; Preston and Wyre Extension Y • % She'ffild and Lincolnshire Junction, 1 13-16; Sor!th-Eastern, Noel, 15; Ditto, No. 3, 6 15-16 ; Trent Valley Continuation and Holyhead Junction, 24; West Yorkshire, 2%; Whitehaven and Furness, 2 3 / 4 %; Union Bank of Manchester, 10 1 4 The interest taken in the project ft;; the formation of rail ways in India appears to be rapidly increasing , y the applications fur shares in the undertaking (the Already ex perimental line that has been sun . gested) St exceeded tha number which the Conipan ha have pice v a e t , t ,f command. The concern is under the ri 3 Cut • the Court of Directors of the Ea. , t India Company, and will no doubt meet with every assistance which fairly belongs to the Court. The prospectus already issued is drawn up with mach 'care and attention. and no pains we understand will be in order to place the line upon the moat favourable Gia , gow Di,to. Fla! N.lw T ?l:~~z:,:hc ultrr 'is, Qv baits. It mfy be :nteresting to state that some American hops just offered at public sale by Keeling and Hunt, have realised 6 , A. per c-vt. fur exportation, the duty being prohibitory for home consun:ption ; the quality was a decided improvement on the former si4ments, and were encouragement given, no doubt greater attention would be paid to their cultivation on tLe other side. The potatoes from Bermuda sold at from 255. "to 265. per 417 i 4 and approached very near to our own frame potatoes, ) • 4 11111 , - entuully become a considerable article of import mere. ri.:qt for the Public Securities has been Tlie transactions within the last 0 have been liTuit9d in extent. There is bt4ter feeling, or, in the absence of purchases to prices would not. advance. Consols have. been for Money, and fvr Time 99X, to 99%. Exche- s quer-bills have realised 58s. to 595. prem. Bank Stock has been firm at 210, and India Stock has touched 280. The New Three-and-a-Quarter per Cents. have been marked 1014 to 101 1 , cud the Three per Cents. 984 to 9.8 1 / . The Foreign Bonds have attracted less attention than yes terday. Spanish Five per Cents. have been at 30, and the Three per Cents. at 42 to 424. Portuguese Converted have been at 674 to 67', : these are all about previous rates. 'Mexican have been quoted at 37 to 374. Belgian Four awl-a-Half per Cents. were 99, and French Five per Cents. 121 f. 25c. The market for Railway Shares is a little brisker to-day, and the quotations are in most instances tolerably well sup ported. The Trent Valley Continuation line is reported very fiivourably of by the parties sent down to re-survey it, and as it brings Chester into communication with London, and completes the railway to the coast, by joining the Chester and Holyhead, and establishing a railway route to Ireland, in a national point of view the line is important. ONE CLOSING PRICES OF BRITISH FUNDS. O'CLOCK. FRICES Bank Stock . . 2lO 210 3 per Cent. Reduced 3 per Cent. Consols New 31 per Cents —10 1 14% 101 1 / 2 Long Annuities to expire Jan. 1860 11 1 4 11% Ditto 30 years, Oct. 10,1859... 11 1-16 11 1-16 Ditto 30 yearr, Jan. 5,1860 ... 11 9-16 11 9-16 India Stock Consuls for Account.. India Stuck for Acc0unt........... 280 280 Exchequer Bills, 1,0004, 58 pm. 58 Ditto 500/. Ditto Small Ditto Advertised 57 59 ONE O'CLOCK. pm. 57 CLOSING PRIM; 114 1 4 10; 37 3714 PRICES OF FOREIGN FUNDS. Austrian, 5 per Cent. ....... — Columbian Bonds, ex Venezuela Mexican, 5 per Cent. 1837 37 Ditto Account Portuguese Bonds, 5 per Cent Ditto, Converted... Ditto, Account 67 % 14 674 nussian Bonds . 118 1 / 2 Spanish 5 per Cent. 184(i. Ditto. Account ... ...... ..... 30 30 1 . / ./, Ditto, Passive Ditto. Deferred Ditto 3 per Cent. Belgian 4% per Cent. French, 5 per Cent Exchange Dutch, 2% per Cent Ditto, 4 per Cent., Certific 98% 13 981 PRICES OF CLOSING PAID. A ONE O'CLOCK. PRICES Ii XILWAY SHARES Aberdeen Armagh, Coleraine, and Portrush l% 2, , E 3 2% 8 _ . _ . _ Birmingham and Ox- ford Junction Bri'ton, Lewes, & Hast. 20 Bristol and Exeter Do. New Bristol and Gloucester... 30 ...... 59 Caledonian Cambridge and Lincoln 1% ...... 7%%... 7 ', 1 ,:, Chester and 11.)1vhead... 5 Chichester and Brighton 10 I . :urnet Valley Cork and Waterford ... 1% 2 3 4 1% 2% Cornwall Direct Northern Dublin and MillUngar... 2% — Eastern Counties 25 ... 18 1 ,44 lB% Ditto Perpetual, 5 per Cent, No. 1—.5/. 13s. 40 ll% ll% Edinburgh and Glasgow 50 Ditto, Quarter Shares 12 1 /,...... 15: 3 „i Ditto New 1 % Shares... 21 2 6i .ni Great South. and West. (Ireland) ..... -.. ..... 10 Great North of Scotland 2%...... 2 . % .ireatNorth a England..loo 0 08 Ditto New Ditto New ;ireat West ern Ditto, Fifths Guildford. Fare'm, Ports. 2 1 / 2 ••• - 4 704 5 !lull ;Ind Selby 50 I,:mcaster and Carlisle... 20 London and Birmiughin (5t0ck)...236 Do. New Thirds Do. New Quarters 2 L•mdon and Blackwall. 161. 13s 4d. 9% 1 / 2 914 London and Bri4iton... 50 Do. New consolidated Sills 25 3% Lonflon and Croydon, 13/. 15s. 9d. 18% % l B l /2 Do. New • 13s 4d 1 Do. Guaranteed 5 per Cent. London :ird S. Western 41/ 64 100 79 London and York ...... •.. 214...... 41/2% - 4% London, Salisbury, and Yeovil Londonderry and Ennis killen ttanchester and Leeds... 73 156 155 155 Do. 11 ,,, Shares Do. New Quarters ... 9 Ai island... 100 Do. New A I idland, Birm., Derby-100 130% 129 Newcastle and Darling ton Junction 49 Do. N, , w Brandling... 10 Nreweas:h and Bernick 1% l5 14 1 %74 N'ewry and Enniskillen. 21 % Newark and Sl.effield .. 1',4 5% 4N......... 5% North British Do. New Northern and Eastern... 45 North Kent North Wales . Norwich am'. Brandon._ 10 ... Do., New ... ..... Perth and Inverness .. 21 , :, Rugby, Worstr, & Tring 1 Scottish Central - .. -004 3 A 6 3,i Scottish Midland .. 31/ s 3 l /4 Shrews., Wolverhamp., Dudley, and Birm 2 1.... 4M41 / .1 ! 5 5 South Devon l5 ... . 27 1 / 2 27 7south Eastern & Dover 3.3/ 2s 4(1... 4014 41 Do., No. 3 South \Vales 2 1.... 5V,1 5 %., Staines and Richmon , '.... 1 [rent Valle:. Trent Valley and Holy head Junction Waterford and Kilkenny 1 .. ......... ...... 31,', _ .. ‘Vest Cornwall - IIA ... . . 3 b: 7 . . ...... . 4 West Yorkshire Wilts, Somerset, & Wey mouth York and North Midland 50 10. 5 1% 105:/, '! Do. Selby Do. Extension FRENCH RAILWAYS. _ . - ---.-- ----- . --- -- Boulogne and Amiens...- 4 Bordeaux and Toulouse 2 Dijon and Mulhouse 2 ... ..... 2% 2 1,,, i Treat North. of I. ranee.. 4 Do. do. (Rosamel's) 2 Louvain and Jcineppe... 2 ... . 4 1 % 3 1 / 8 ••• 3 :ss' Lyons and Ayi.4 - nott ~ j ./ii Namur and Liege _ ~ 5% r.. s:' : i Orleans and Vierzon ... 2 ...... 14 1 , 14% Orleans and Bordeaax... 2 Over Yssel 413 s 4d — Paris 84 Lyons. Latlitte's ' Parts ard Lyons, Gan neron's, -is /4 23i Paris &Lyons, (Cabin's) 2 Paris and Orleans Paris and Rouen 20 Paris and Strasbourg ... 2 Rouen and Havre Royal North of Spain ... 2 Sambre and Meuse .... 4 JOINT STOCK. BANKS. Australasia London andWestininster 20 ...... National of Ireland 1 7 1,4 2l Provincial of Ireland ... 25 i'_ Whlrly el• tear tpf7 7 1— ; ‘o a r ...- • \-, , _ .. :a1 .." A p ia , I THE SUN, LONDON, TIIURSDAY MORNING, MAY 22, 1845. LLOYD'S SHIPPING. LONDuN, MAY '2l.—Wind, at noon, N.W., moderate breeze and cloudy. MARGATE, MAY 20.—The Jeune Lucille, Luco, from Sea ham to Bordeaux, was abandoned this morning in a sinking state in the North Channel, having been on shore—crew saved. DE.u, MAY 20.—Wind N. to N.N.E., fresh.—Aml. Sal (lonia. Porto Rico. Sid. Hooghley, Sydney; Orient, Madras and Calcutta. OFr PORTSMOUTH, May 20.—Prince Albert, London for New York; John Wiavel, Walker, Sierra Lecne for Ghent, days. COWES, MAT 20.—Arrd. Free Charlotte, Lundstrom, Iquique; Isabella and Ann, Main, Bahia. PLYMOUTH, MA: , 20.—Acrd. Pomona, Briggs, Rio Grande. FALMOUTH, MAY 20.—Arrd. Ellen, Tiller ; Mercury, Ireland; Nestor, Stewart, Buenos Ayres. Sid. her Majes ty's ship Penguin, Plymouth. Off, Falcon, Smith, Ichaboc, and sailed for Hull. DUBLIN,. MAY 19.—Arrd. Pearl, John's, New Brunswick. KINGSTOWN, MAY 10.—Arrd. Trial, Coyle, Ichaboe. • CORK, MAY 18.—Arrd. Emily, Foster, Gape of Good Hope; Andrew White, Murray, lchaboe. BmsTor., MAY 20--Arrd. Feliza, Pike, Trinidad. LSITII, MAY 17.—Arrd. Countess of Minto, Voy, Ichaboe ; 19. Norma, Jackson, and Sarah Fleming, Ichaboe. HULL, MAY 20.—Arrd. Constantia, Gravel], Greenland. Ski. Rambler, New York. The Aquatic, Sowerby, from Stock - with, ashore on Spurn Point, has been got off. OFF CASTLETOWN, MAY 15. China, Turnbuli, New Orleans. Irswroi, MAY 19.—51.1. Gannymede, Mauritius. SHIELDS, MAY 19.—S1d. Colony, Cape of Good Hope. NEWPORT, MAY 20.—Sid. Fame, Aden. LIVERPOOL, MAY 20—Wind N., fresh.—Arrd. Virginia, Wood, Charleston. Sailed, 19—John Bentley, Quebec ; 20th—Emperor, Bombay ; Orozembo, Africa; John Ren wick, Rio ; Heckla, Augostena Stanley, Santa Martha ; Mi nerva, Cuba; Ana, Havannah ; Cambria (steamer), Halifax; Standard, Quebec; Henry Volant and Triumvirate, New foundland. Off, Ann Jeffrey and Hebe, New Orleans. CLYDE, MAY 18.—Arrd. Sarah, Chambers , Ichaboe ; 19, Warsaw, Hawkins, Charleston. Sld, British Isles, Batavia ; Wilmot, Quebec. PIRATES IN THE MEDITERRANEAN. • MESSINA, MAY 6.—The Rowena, Tregarth, arrived at thi port, spoke the brig Garnett, of Hull, off Licata, the master of which reports having been chased, and attempt d to be boarded, on the 21st ult., fifty miles west of Malta, by a schooner under Turkish colours, of about 250 tons, w:th painted ports, well armed, and manned, and a very fast sailer, which in attempting to ! oard the brig, carried away her jib-boom, bowsprit, and the brig's maingaff, maintopgallant-mast, &c. [ADvgaxisueuxr.)—To the Ladies.—lt is uni versally acknowledged by every one of taste that how ever beautiful a woman may be, if her hair is deficient either in quantity, quality, or colour, one of her greatest charms is wanting. A complete remedy for all this is to be found by visiting the establishment of Ross and Sons, and choosing either head-dresse s that surpass na ture herself, fronts, bands, or ringlets that assist her, or splendid plaits that, encircling the thin hair, give it all the appearance of a luxuriant growth. The partings are so admirably contrived that the nearest inspection is confounded ; the transparency of the web, admitting th e skin of the head to be seen through, they may be de :cribed as Wog light as a feather.—Address Rosa tss awl Sans, 119 and 120, 120, Bi.hopsgate-street ,London, skin,have plaartetilnyg of invented the 4 6e c. 11 epinqintory for oleausiug, the RAILWAY COMMITTEES. (YESTERDAY.) Group X. LONDON AND YORK LINE. The Committee sat at the us ial hour to-day. The first wit ❑ese called was Mr. Thos. Shiel Evers, J.P.—ls an extensive miller at Lincoln. His mills manufacture on an average about 9,360 tons of flour in the year, five-sixths of which were sent to Manchester and Liver pool. The cost of transit by the present modes of conveyance from his mills to the above places was 15s. 6d. per ton; the saving to be effected in this item, if the London and York Railway should be made, would be about 6s. 11d. per ton, or 5,0001. per annum. The witness went into very minute details of the calculations he had made as to the com parative cost of transit of coals, and various other articles of con sumption and manufacture by the present modes of conveyance, and by the projected London and York line, and contended that it was quite apparent to him that, not only would the saving of cost per ton be considerable for all description of goods to be conveyed be tweed the different towns proposed to be brought into communica tion with each other by this scheme, but that there would also be an immense increase of traffic of every description. Mr. FILLMORE, cou,sel for one of the competing lines, said that before he cross-examined this witness, he would beg leave to call the attention of the Committee to the votes and proceedings of the House of Commons, printed today, by which it appeared that a line of railway was about to be made between Market Raisen and Lincoln. He would beg of the Committee to keep this in mind during the evidence. The witness was then cross-examined by Mr. Lee, on behalf of the Eastern Counties line—He said he would prefer a cheap line to a short one, or a cheap and round-about line, to a cheap and short one.—(Laughter.) He was a shareholder in the London and York line, but not a director, or one of the committee. He hoped the Forsdyke Navigation Company was to go into the hands of the London and York Railway Company. The gross amount of the Forsdyke Company's dues, received last year, was 10,2911. 17s. 10d. The tolls received on the Wickham navigation, in the same period, was about 12,0001. in round numbers, from Wickham to Boston. The expenses of the Forsdyke for the last three or four years in improvements were about 20,0001.; but the annual expense was about an average of 1,000/. a year for the last ten years. The proprietor of the Forsdyke was an active promoter of the London and York scheme. Has not been made aware that corn, flour, &c., will not be conveyed by the London and York line for I d. per ton per mile, unless it was to be conveyed twenty-five miles. Did not believe that his partner, Mr. Copeland, was to appear as a witness in favour of the London and York line. Understood that he (Mr. Copeland) was to appear as a witness in favour of the Cambridge line.--(Laughter.) The witness was next cress-examined by Mr. BARKER, on behalf of the Midland scneme, but was interrupted by— Mr. PAGET, who said his Learned Friend was examining on be. half of a scheme that was not before the Committee. Mr. MALE said he was examining as to a line that was before the Committee.—(Laughter.) Most certainly a line from Lincoln to Wisbeach would be very desirable. Believed the Landon and York scheme did not contemplate such a line. Re.examinctl—Boston was of course a more important market than Wisboach. Mr. 'l'. S. Evers, J. P., was next asked a question as to the terms of an agreement made between the London and York Company and the Forstlyke Navigation Company; but it was objected to by the opposing Counsel, on the ground that the agreement should be produced if the witness was to be examined as to the contents of such a document. Mr PAGET said if he had the document in Court he would pro. duce it, but he had not. Re.examination continued—ls of opinion that the public would derive more advantage from the Forsdyke navigation being purchased by any Railway Company th .t may be called into existence, and who would lower the tolls, than by that navigation remaining in the hands of its present owners. Cross-examined—Believes that to be the opinion also of Mr. Copeland, and one or two of his other partners. To the Committee—Does not think it would be more advanta geous: to the public to have the railway in the hands of one com pany and the navigation in another ; does not think that the fact of the railway and the canal running parallel would injure the traffic of the 'atter ; but the maximum rate of tolls might he re duced. This witness was nearly three hours under examination Mr. Edward Reedyard, brewer, of Lincoln, was the next wit ness, and his testimony respecting the direct line was precisely of the same character as that of the last witness, localities forming the only difference. He said he would prefer having his corn by rail. road to canal, because of the quicker mode of transit. Mr. Edward Clarke, residing near Lincoln, deposed as to the traffic between Lincoln and Boston, and that it would be very im portant to have a railway bctween those two tow ns. The line by Cambridge from Lincoln is not sound ground; there are a great number of drains on that line, and they would all require bridges or tunnels on them. The opposing Counsel contended that these were purely engi. neering questions. Mr. sergeant KINGLAKE said that, as he was anxious to prevent loss of time, he would now proceed to call a witness from York. Mr. Newcombe, railway carrier, residing at York, was then called. He deposed that there was a great competing traffic going on from York to Hull between water and laud carriage —the articles conveyed were confectionary, drugs, leather, soap, and groceries ; the land carriage was by rail, and that by water by steamers, the latter was slow owing to the navigation being bad. The distance between York and Hull by railroad was about 50 or 56 miles ; the distance by water was about 60 miles; and by turnpike it was 40 miles. Had pre pared a table of the comparative charges of goods upon the present line and the new one. The present charge was 28s. 6d. per ton for goods from York to Gainsborough, for a distance of 51 miles, and the time occupied was two days; by the new line the charge would be 13s. 6d. per ton, or a saving of 15s. per ton. Mr. George Robinson, linen manufacturer at Leeds, deposed that he bad an extensive trade with the towns of Gainsborough, Lincoln, Newcastle, Boston, Oldham, Grantham, and all the other towns cast of Lincoln. The charges he paid at present per ton for the transit of his goods from Leeds to Gainsborough were 15s. per ton; to Lincoln, 135., to Newark, 163., and to Gran tham, 265. He made a calculation of the charges by the proposed London and York line, and he found he would have a saving of Is. Bd. per ton from Leeds to Gainsborough, of 'as. per ton to Lincoln, of ss. 3d. to Newark, and of 12.3. 6d. to Grantham ; besides which, the saving of time would be considerable, and the traffic would be much increased. The facilities of transit by the present modes of conveyance were slow and uncertain. Mr. John Barff, dealer in wool at Wakefield—His trade in wool amounted to about 23 000 packs per annum, or 2,500 tons ; the wool from the east of Lincolnshire now came by water ; but if there was a railway, it would come by that, as the freight would be very touch reduced; the present cost was 28s. per ton, and the reduction would be about 10s. per ton ; the present cost of conveyance of wool from London to Wakefield was 2s. Pd., but he had received two notices lately, one of which was that there would be a reduction to 2s. Id., and another to Is. 10d., (Laughter.) The London and York line would bring York twenty. three miles nearer to London than any other proposed line. Wake field was the largest corn and cattle market in the kingdom out of London ; more than half of the entire exportable produce of Lin colnshire went to Wakefield ; about 15,000 quarters of corn of all sorts was rec, ived weekly at Wakefield. • " Cross.examined—lf the Cambridge and Lincoln line was shorter and more convenient, which it would be if it went by Bourne, the wool from the north would be sent by that line. The Flockton coal-field would be from six to seven miles from the London and York station. No doubt, farmers living between Holbeach and Wisbeach would like to have a line of railway passing near them. The Committee then adjourned. Group N. WEST CORNWALL RAILWAY. At the sitting of the Committee some conversation ensued respecting the opposition of Mr. Thomas to the scheme, and with respect to a suggestion thrown out by the Chairman last night with respect to the Hayle Railway not being in accordance with the provisions of the Railways Consolidation Act. Mr. Rowe said he was prepared to argue the objection he had raised, that that railway presented an insuperable objection to the construction of the line. Mr. MACAULAY repeated, for the information of Mr. Alexander, that it was the impression of the Committee that the Hap le Rail. way was not under the general provisions of the Railways Consoli dation Act. He thought that that portion of the line would present a great difficulty in pa,sing the preamble. The question was, whe ther the Hayle Railway could :egally be included in the provisions of the Act fur the construction of the West Cornwall ? Mr. ALEXANDER, for the promoters of the Bill, said he con ceived that the Act constituting the Ilayle R iilway gave full power to amalgamate it with the new line. Was the objection of the Committee with respect to the crossing of certain roads on a level ? If so, he held that they could do so without infringing the provisions of the Ralways Consolidation Act. Mr. DENISON. one of the Committee, thought there were many points on which it was desirable to have the Hayle Railway amen able to the provisions of the B tilways Consolidation Act. Mr. ALEXANDER was prepared to show that they had'• such powers under the old Act He held that his Learned Friend was not entitled to maintain the objection he had made—it was not par ticularised in the petition of Mr. Thomas. Mr. Rows said the objection was specially set forth in the peti tion, and read a portion of it to substantiate his opinion. The COMMITTEE thought that it would not be advisable then to go into the merits of the objection, but to proceed with the exami nation of Captain Moorsom. Captain Moorsom was then examined by Mr. Rowe at great length on minute details in connexion with the expense of construct ing the line, fer the purpose of showing that his estimates were fallacious. Nothing, however, was elicited to show that this was the ease. The witness was then cross-examined by Mr. BIRCHAM on the part of the projectors of the railway. His evidence went to show that lines with steep gradients had been constructed at less ex. pence than lines on a level; and that on such steep gradients and high inclinations trains were worked with as ranch velocity es those running on a level. He cited instances of this on the Birmingham and Gloucester, the Glasgow, and other lines, and said that undulating lines with short gradients might also be worked at a moderate expense. The Hayle Railway cost 7,0001. a mile without stock. He calculated about 8,000/. a mile as the expense of constructing this railway, exclusive of locomotion. The line between Truro and Redruth could not be constructed with the same - convenience or expense on bridges as on levels. At that portion of the line which will cross a road at the Hayle causeway arrangements had been made with the trustees, with which they were perfectly satisfied. For more than two years passengers had been carried :dont the line between Redruth and Hayledown an incline of 1 in 22 and l in 91/ ; upwards of 300,000 passengers had been conveyed along the line since it was opened for that purpose. He had never heard of any accident to the passengers or to the trains. The trains on the Hayle Railway pass and repass on a level, and he never knew of any accident there. Colonel Pasley had reported that there was no danger in passing such roads on a level. Mr. DENtsox said if they proposed to enter into Colonel Pasley's opinions on these matters they had better have that gentle. man before them. Mr. ALEXANDER said the report to which the witness referred was on the table of the House of Commons. ty the CRAIRMAN—It was proposed to take iron from small branches of the Hayle Railway which led to mines in its vicinity, but which were now disused, to construct about two miles of the roposed line. Mr. Whitley, a surveyor, was then examined by Mr. Rowe— He had estimated the land which would be required for the pur poses of the railway from Truro to Redruth (I li miles, or 71i acres), at an expense of 791. per acre. He had been acquainted with the district for 14 years. The mining land that would be re. quired at Tresavein would be one.fourth of an acre and 10 yards. The waste part of the mine, independent of arable land, required would be three-quarters of an acre and ten perches. The whole land required here would be under an acre. The line would not interfere with mines at work. By Mr. DENISON—The present value of arable land ranges from 10s. to 40s. per acre. Not more than half an acre of orchard land would be required in the whole line. Half an acre of plan tation of thirty years' growth would be required. _ _ By Mr. ALEiANDElit—Nearly a third of 701 acres consisted of o w r as o t t e he la r n p d u , rp w o h s i e c , h . coTuhldisnweialsherin greater profitably proportion for n inagricultura l Cornwall was commonable--some portions of which were enclosed into small gardens by cottagers. There were not more than six acres of meadow land in this part of the line. It was not the intention of the Company to take any of the large smelting works at Garras wharf or at Calenick, as their terminus would be erected ft.rther down Garza/ wharf than originally intended. The estimates he had made he considered fair in every respect. Mr. Brunel was then examined by Mr. Rowe—He said he pro posed to lay down the South Devon line on theatmospheric principle o li f h i t se e estimate of the p ermanent expense of a single line, exclusive atmo.pheric apparatus, was 2,3001. a mile. The use of the patent would cost an additional 5001. a mile. The weight of the rails on that line would be 551 b. each. The expense of the double line would be double that sum. Three tubes would be used for the first 20 miles, at 13i inches, between Exeter and Plymouth. In that portion the gradients are good. In one part they are very steep. In no part are they one in 50. The estimate of the expense he had given did not include the fixed engines. Each engine would consist of two l - alves, each pair having 100 horse-power. He spoke of the power as ge nerally. understood at the present day. The engine-houscs would cost from 5001. to 6001. It would be necessary to lay down an electrical telegraph at an expense of 150!. or 2001. a mile. The locomotive engines in use on the Great Western for the passenger trains weighed from 8 to 20 tons without the tender, but with which they would weigh from 30 to 35 tons. An inclined plane of lin 22 might be worked at ten miles an hour by a powerful engine with small wheels, weighing about 10 tons, with perfect safety. Power could be combined with lightness. The witness was then ex 1- mined on other matters in connexion with engineering, and cor roborated in a great measure the evidence of Captain Moorsom with respect to similar points. The Committee their adjourned until to-morrow. Group F. THE GREAT WESTERN AND BIRMINGHAM RAILWAY EXTENSION TO WORCESTER AND DROITWICIL Members—The Right Hon. F. Shaw, Chairman ; Mr. V. Stuart, Mr. Lockhart, Mr. Bramston, and Arr. Drumm.,rid. The Committee sat at twelve o'clock, and Mr. Bayliss, civil engineer, was called on the part of the Bir mingham and Gloucester Railway, to prove the intended line of deviation from the present railway, and the position which the opposition branch, advocated by the Great Western Company, would hold in respect to it. The lines were intended to be run in a parallel direction. Mr. W. Chamberlayne, china merchant, of Worcester, exa mined by Mr. WHATELET, Q. C —The china he manufactured was a very delicate article, and would not bear rough handling. For that reason he availed himself of the facilities afforded by the railway as little as possible. He used a considerable quantity of coals, perhaps 1,600 or 1,700 tons a year, and that came from Staf fordshire by canal. He also used great quantities of clay from Cornw:ll and Shropshire, which also came by water. He thought there would be a great deal of inconvenience from the want of uni formity in the gauge on the line. Robert Hardy, iron.merchant, Worcester, was one of a com mittee established in that town to observe and report upon the merits of the respective lines which were intended to supply that town with railway communication, and he himself was in favour of the Birmingham and Gloucester deviation. Mr. Tombs, town clerk of Droitwich, proved that at a meeting held in that town resolutions were passed in favour of the Birming ham and eloutester extension. Mr. TALBOT then proceeded to state the objections which Lord Sandy, entertained to the London and Birmingham deviation. It would, he said, inflict an incalculable injury on his Lordship, by cutting offthree miles of his most valuable property lying adjacent to the River Sevein, thus destroying the integrity of his estate without, as he contended, affording an equivalent benefit t o the population of Weteester, Droitwich, or the neighbourho,d. Mr. WUATELEY, Q.C., on behalf of the Stourbridge Canal Com pany, objected to both projects, on the g ound that the danger t the public from the construction of the lines over exhausted coal beds would t e very imminent. Mr. ALLEN objected on the part of a landowner, Mr. Hook:, who was seriously injured by one railway already passing over his grounds, and-who would be still more injured if either of the pro. jetted deviations were passed, because those also would pats through his estate. Mr. COCKBURN, Q.C., appeared for Mr. J. B. West, a landowner near Stratford-on-Avon, and objected that the promoters of the London and Birmingham Extension had determined to cut through his estate, although a better line could have been laid down, which would have avoided his grounds altogether. The Committee, at four o'clock, adjourned till to.morrow. Group DD. GLASGOW, DUMFRIES, AND CARLISLE RAILWAY. O❑ the reassembling of the Committee this morning, at half-past eleven, the examination of witnesses was resumed by Sir T. Putwes calling Mr. Gordon, writer at Dumfries, but his examination had scarcely been commenced, when Mr. Game addressed the Committee, saying that he had been given to understand he had no locus standi before them to oppose the Glasgow and Carlisle Railway on behalf of the Carlisle Canal Company, and he wished to know what was the decision of the Committee on the subject. The CIIAIRNIAN said that Mr. Greig was not competent to be heard, as the standing orders had not been complied with. The petition of the Carlisle Canal Company ought to have been pre sented to Parliament three clear days before the meeting of the Committee, and this 11811 not been done. The examination of Mr. Gordon was then proceeded with. It appeared from his evidence that the aggregate amount of goods imported into Dumfries annually, on an average of four years, was 7,804 tons. The quantity of goods exported during the same ln. terval averaged 3,870 tons each year. The traffic of the town is principally carried •n by one steam ve set from Dumfries and two from Annan, and by small sailing vessels from both places. The steamers convey the majority of passengers, and all the live stock are imported in them. The merchandise to Liverpool and the west coast was usually conveyed by sailing ves sels, but sometimes steamers were employed for that purpose, and it was recently in contemplation to have a vessel of considerable power appointed to the Dumfries station. The aggregate receipts of steamers during four years was 184,92 a The navigation of the river Sith was very difficult and uncertain, and io was frequently found necessary to land passengers and cattle because the vessel could not leave the river, owing to the obstacles which the sand pre sented. He considered that a large portion of the passengers would prefer going by railway, if one existed, and a considerable amount of the pods and cattle would also find their way on the rails, and generally very large traffic would be diverted to the railway if it were made. An extensive cattle market was held weekly in Dumfries. The number of cattle exposed for sale in the market last year amounted to 2111,041 heads. The quantity that passed through Dumfries, without being sent to the fair, was 9,345, and about an equal number were conveyed through the river to England. A very large pig market existed also at Dumfries, and the aggregate number of pigs annually sold there was 14,099, which, taking the average weight of each pig at 13 stone, would give a total result of 183,287 stone ; and the revenue derivable from this source, averaging the price per stone at 4s. 9d., would be 43,5301 The Caledonian line would afford no facility for conveying the pig traffic from Dumfries to Annan_ It would take it to Carlisle, but only by a circuitous and inconvenient route. The number of live pigs that were exposed for sale during the last year was 7,749. There was a large carpet manufactory at Sanqiihar, near Dumfries, which produced each year on the average 1,060 pieces, of the value of 10,000/., and all these would be conveyed by way of Dumfries to Edinburgh and Glasgow if a convenient mode of transit existed. From the statistical statement which he had sup plied to Mr. M'Culloch it appeared that the total revenue received in 11530 by the manufacturers iu the neighbcurhrod of Dumfries was 70,0001., but this sum of later years had been considerably in. creased.--; I he witness then read an extract from the min fees of the Town Council of Dumfries, authorising him to state their satis faction at the making of the contemplated Glasgow, Dumfries, and Carlisle Railways, as it would afford every convenience and facility for the carrying on of the cattle, coal, iron, and lime traffic, and would also tend to improve the various and increasing manufac tures that are new existing in Dumfries and its neighbourhood.) Mr. Ewart, Member for Dumfries, was then called—He said, from the position which he held in Dumfries, tie was competent to state what the general feeling of the inhabitants was in respect of the proposed Glasgow and Dumfries line. He had no hssitation in saying that the district with which he was connected was de cidedly favourable to it. He had been called upon to present a great number of petitions to the House in its favour, and these for the most part had been signed by the most influential peo ple in the borough. The port of Annan, with which he was ac quainted, was a rising place, and he had no doubt that in a short time it would become highly important. Dumfries was the county town, and extensive fairs in cattle, pigs, and sheep were held there. Large mineral hells also abounded in the neighbourhood, and it was very desirable that greater facilities should exist for the purpose of conveying their produce to the southern parts of the country. So great was the importance of Dumfries and Annan that in his opinion a trunk line of railway was indispensably necessary to be carried through them, and he was disposed in favour of the Dum fries line, because he considered it was the best adapted for the general interests of .hat part of Scotland, Mr. Maxwell, of Terreagles, deposed that the population of Dumfries was estimated at 72,830 inhabitants ; of Kircudhright, at 41,119; of Wig , on, at 31,193; and of Ayrshire, at 164,336. A large manufactueSag and mineral trade was carried on. At present there was no railway communication through these dis tricts, and it was highly desirable that th ere should be one. Mr. Lenny, of Dallsw inton, g enerall y confirmed the evidence of the last witness. Mr. M'Colloch, of Du mfries, tendered h is opinion as to the best e northestablishing a speedy communi cat i on b etween London, so co ast of Ireland. Th e di stance from Lou. means tn ( fio,( i th don to Port Patrick was 407 miles, and if the train travelled at the rate of thirty miles per hour, the uistance could be accom plished in thirteens hours and a half. It was from eighteen to twenty-one miles across the Irish Channel from Port Patrick to Donaghadee on the Irish coast, where it was proposed to erect a station, to belong to the County Down Railway. The time usually occupied in making the voyage across was one hour and a half. From Donaghadee to Belfast, which was the most important com mercial town in all Ireland the time occupied in going by railway would be one hour, so that the whole distance from London, through Scotland, to Ireland, could be travelled in sixteen hours. Mr. Lindsay, merchant of Belfast, confirmed the evidence of the last witness in every particular. Mr. Godwin, civil engineer to the County Down Itai!way, said that that railway was intended to commlnicate with the coast at Bangor or Downpatrick, and there would be no difficulty whatever in connecting Donaghadee with the project. Very great interest was felt in Ireland for a better eommunica ion with Scotland, and the matter had beset repeatedly discussed in the Chamber of Com merce at Belfast. He considered that the p oject which had been described to the Committee was well calculated to effect the de sired otiect . . Mr. Murray, M.P. for Kirkcudbright, said he thought the Glas gow, Dumfries, and Carlisle Railway would benefit very much the county of Kirkcudbright; and, in his opinion, it was important that the trunk line should pass as near that district as was possible. Mr. Dixon, of Hawick, gave evidence as to the relative cosomu. nication between Hawick, Dumfries, and Annan. Mr. Nixon, of Hawick, concurred with the last witness. Mr. Brown, landed proprietor in the county of Ayr, deposed that he was intimately acc t uainted with the district, and was well versed in its general produce. He had made particular inquiries into the matter, having had occasion to give evidence, on a former occasion, in the House of Commons on a similar subject. The population of Ayrshire had increased twofold within the last 40 years. There were 34 tile drain manufactories in the county. The number of blast furnaces for smelting iron was 11, and several more were now in course of erection. Extensive cotton, carpet, and bonnet manufactures were also carried on. The Dumfries line was conveniently laid out with respect to the various mercantile productions of the county, as it embraced all the princi pal towns, and approximated to the sea coast. The first mineral railway that was made in Scotland was constructed in Ayrshire in 1808. The Glasgow, Dumfries, and Carlisle Railway would greatly improve the resources of the county, both in respect of its mineral, agricultural, and manufacturing interests. Mr Barclay, manager of the Catrine Cotton-works, said that the raw material for the works was all obtained from Glasgow, and when manufactured it was transmitted back for sale. The value of the goods which had been manufactured last year at the Catrine works was 61,0001. The present mode of conveying the manufactures to Glasgow was by carts, which carried the goods at the rate of 6d. p er ton per mile, and if the railway were made they would be transmitted by it in preference. Several other witnesses we r e examined, who gave e v idence gene. rally as to the traffic i n var i o us species of produce, which were to be obtained either di rect l y o r indirectly from various points along the line. The Committee then a dj o urned till half-past eleven to.morrow. The Committee an th e li nes co mpeting Group LE. DUNDEE AND PERTH RA ILWAY. for this district resumed this morning by the examination of witnesses on the part of the promoters of the Dundee and Perth line. Patrick Wallace, examined by Mr. Porrsowav—ls a Corn. missioner of Police, and member of the Town Council of Perth, and being the Government contractor for. the conveyance of mails from Lancashire on the west, and York and Hull on the east, to the Lands End, Is competent to form an opinion of the merits of the competing lines, and considers the Dundee and Perth the most advantageous pro ject hitherto devised for that town. Is not capable of judging whether the navigation would be injured or not by the forma tion of bridges across the Tay. William Marshall, examined by Mr. ANDREWS—Has been etn. played by the North British, Edinburgh and Granton, the Dundee and Perth, and ether important railways, to estimate the traffic likely to fall on those lines, and to draw up tables of the existing trade the number of passengers conveyed by coach annually between Dundee and Perth is 35,406, and others from intermediate places, by gigs, &e., 27,535, m:.king a total of 62,941. These he computed would be doubled on a railway communication, and would he carried at the rote of lid. per mile. The passen gers betwee n Dundee and Perth by steam amounted annually to 34,059, from districts in Fife to the former town to 6,174 ; dou bling, therefore, the number of land, and halving that of steam boat passengers, about 11,364/. would be realised for the former, and 6,4281. for the latter traffic—the total passenger revenue would con_ scquently amount to 17,792/. Goods and minerals at thesame ratio, he had estimated at about 14,6251. Mails and parcels 1,200/., and cattle 3001., making, with a small allowance for other contin. gencies, a total of 33,9171. The present traffic in goods between Dundee and Perth by carts was 2,925 tons, conveyed at the rate of Bd. per cwt., that by lighters amounted to 8,442 tons, at the rate of between ss. and Bs. per ton. Calculating 33 per cent. as the portion of this traffic likely to fall on a line connecting the two towns, 1,9951. was the additional sum anticipated to accrue. Mr. David Webster, coal merchant, confirmed the accuracy of the preceding witness, but the estimate wit being impugned by Mr. Forsyth (who with Mr. Cockburn, Q.C., appeared on the part of the inhabitants of Perth and the Scottish Central Railway), the tables were handed in as evidence. James Miller, Esq., being examined by Mr. ANDREWS, entered at great length into the details of the engineering peculiarities of the competing line, his cross-examination by Mr. Cockburn being reserved for the sitting to-morrow. Group L. PORTSMOITTH DIVISION. The business of this Committee was resumed this morning at the usual hour,, by the examination of witnesses. 11 , 21 - ay Upton, examined by Mr. GURNEY, Q.C., deposed to being a farmer of Chichester, and having given his attention to the schemes projected for the accommodation of that town. Considers that the Guildford, Chichester, and Portsmouth Railway would be of the greatest advantage to the trade and interests of the locality. It was the centre of a large farming district ; and he alone, as an extensive cattle-dealer, spent upwards of 5001. a year in oil-cake. This article sometimes took three weeks to come from London by the present sea conveyance, and thus suffered considerable damage, entailing loss to the farmer. Cross-examined by Sergeant TALFOURD—It now costs about four teen shillings a ton for the conveyance of produce from Chichester to London. The price would be somewhat the same for the superior accommodation of the railway. Sir Hercules Pakenham, examined by Mr. GURNEY, Q. C.— Is commandant at Portsmouth, having held that post for six years, and had undor his command upwards of 35,000 men. Considers any communication with Chatham or Bristol most desirable, especially as to the former the invalids are principally sent. A line proceeding north, without touching at London, would be a valuable addition to the present accommodation, as the circuitous route necessarily adopted to callat the metropolis causes great delay. Supposing a railroad came nearer the barracks than the present line, the trouble of unloading the baggage and other waggons would still exist, and therefore be of scarcely any advantage. William Mason, examined by Mr. GURNEY, Q.C.—ls a book seller at Chichester, and having heard of the different competing lines for accommodating that district, and being perfectly conversant with the inhabitants there and their feeling on the subject of the railways, can confidently affirm that their preference is in favour of the Guildford, Chichester, and Fareham line. Was not aware of a petition having been signed by the in. habitants of Chichester and the neighbourhood, but had seen that morning a petition, purporting to have one hundred names of the householders of that town attached to it, no e of which he knew, and several of which he believed to have been written by the same person. Mr. A. Mance, late of the Fountain Hotel at Portsmouth—Ports. mouth had a considerable market, which had to provide for nearly 60,000, including the army and navy. The supplies were chiefly drawn from Smithfield, Chichester, Salisbury, and Devon-hire. The cheese and butter were chiefly craws from the west. He was a shareholder in the floating.bridge, and he thought it very desirable that there should be a commnnication with Fareham and the west, and he should consider it a great defect in any line that did not open the communication with the west. In his opinion the public interests would be best served by a line to the west, which would not oblige the crossing the water at Gosport, and in the event of the line being formed from Basingstoke to Newbury, a great convenience would be obtained. for communication with the north of England. In the event of this line not bei,:g formed, the public would have to cross by the floating bridge, which crossed every half hour, and the passage occupied about seven minutes. Since he had known Portsmouth there had always been a considerable traffic to the west of Eng. land. The coaches chiefly went through Purbeck, though one went through Havant and Chichester. The route to Godalming gave few passengers, as it was a bar. ren and thickly peopled country. There was still one coach to Guildford, which was not appointed with two-thirds of the effect it used to be, and even in that state it was barely supported by the intermediate country. Portsmouth derived its chief supplies, both of animal and farinaceous food, from Chichester and the neigh bourhood. The fish taken near Portsmouth was carried to Fare ham and the neighbourhood within 20 miles. Though the car riage to London was expensive, there were 25,000 pads of fish, each weighing a cwt., carried to London during the last year. He thought the projected line was the most advantageous for the public, because it gave the shortest line to London and the best communi cation with the intermediate country, while the atmospheric line went round about to Chichester and was the longest line to London. With respect to the terminus at London, the passengers used for merly to ceme from the City, but now the bulk of the passengers came from the \Vest.end. They formerly went to the City with their coaches, but of late years they had to change their starting place to the West-end.—To the examination of Mr. AUSTIN, the witness stated that he was a shareholder in the South-Wes tern line, and his son was a carrier on that line. Portsmouth sent a great quantity of fish, especially mackarel, to the London market, which would be more advantageously delivered at Billingsgate than at Nine Elms, though in his opinion it mattered little by which line the fish came, provided it was in time for the morning market. There were formerly eight coaches up, and eight doown, through Petersfield. Ile was desirous of promcting the communication both with the east and west of the country, and the Brighton branch line would open that communi cation. Before the Gosport branch was made, the passenger traffic to the Isle of Wight had been diverted to Southampton. There had been a jealousy between that town and Ports mouth. The French steam-packets all went to South ampton, though they called at the mouth of Portsmouth Harbour. and the passengers who embarked at Portsmouth had to go on board in an open boat whenever the tide served. The egg trade formerly went through Portsmouth, though a considerable I,ortion of it now went through Southampton. The lambs brought from the Isle of Wight used to go through Portsmouth, though that trade had also been diverted, but he must allow that if the com munication were made good, the trade would be brought back again. To the cross-examination of Mr. Sergeant TALFOURD, Mr. Mance stated that the nearer point of the Isle ,f Wight to Ports mouth was Hyde, which was Lbssut four miles and three-quaiters die. taut, while the nearest place to Southampton was Cowes, which was three times the distance. The only difference which would be made by the formation of a direct line to Portsmouth would be the diverting of the trade from Gosport to Portsmouth. He had at tended a large meeting on the 7th of the month at Portsmouth, at which resolutions moved by the magistrates against the Chichester line were carried by a large rn)jurity. To the cross-examination of Mr. WannixoTori, the witness stated that this meeting was called by the requisition of three thousand inhabitants. He thought that Portsmouth could not support two lines, and he believed that though the line to Brighton would be an advantage, yet he believed that the atmospheric line would be a certain failure. lie thought that the portion from Chichester to Portsmouth would be the most pro fitable part of the line, but that if that part of the line were taken away the line could not pay. To the CHAIRMAN, Mr. Mance replied that he thought that with moderate charges the capital would pay—he thought, 4i per cent., the distance being less, and the competition being saved. Mr. Finchatn, the master shipwright in the dockyard at Ports mouth, stated that he had considered all the lines to Port-mouth, and he thought that the Government would be desirous to have a direct communication with the dockyard by rail for the embark ing and disembarking of troops. This was, in his opinion, the only line which would give a direct communication with the dockyard, without passing through the town, and also it was important that the electric telegraphic communication should be made with the dockyard. To the cross-examination of Mr. FLOOD, Mr. Fincham stated that this line had no present communication with Sheerness, Chatham, Maidstone, and the other public establishments, but he believed that the South- Western line would carry it. At present there was no railway which did communicate with those establishments, and looking at the opportunities which would arise, he thought the pre. posed line would give the best means of communication.—To the cross-examination of Mr. RA wUtisoN, the witness replied that in his opinion it would be very inconvenient for the public interest for a rail to run across the glacis to the dockyard, there being property belonging to private individuals, arid also in a military point of view. —To the cross-examination of Mr. Gums v, the witness stated that the terminus proposed, though not so advantageous to the inhabi tants of Portsmouth, would be touch more so to the population of Portsea, which was much more numerous. Mr. G. W. Law, an auctioneer and agent, and member of the Town Council of Portsmouth—He Mari resided during the last seventeen years at Portsmouth, and was aware that the South_ Western Company had projected a line to Portsmouth some time since. But this project had failed, and the inhabitants had since then been very desirous of a direct communication with London, and on getting there they had to cross ihe water to Gosport, and a loss of from three-quarters of an hour to an hour occurred, the floating-bridge by which the passage was effected being liable to get foul of her anchors and also to be stopped by goods. In his opinion the proposed Chic' ester line was the best, and the branch line to Havant and Fareham would materially add to the value of the line. In the discussion in the town council there was a majority in favour of the atmospheric line, the numbers being 9.6 against 16. On an inquiry at the meeting of the council it was stated by the town clerk, as the legal adviser, that as there were no surplus corporation funds, none could be applied for the opposition to the South. Western line; but at the meeting one gentleman offere d to subscribe; and the (town clerk, who was alb' the solicitor of the atmospheric line, had asserted that funds would not be wanting. The witness had taken an active part in promoting the line, because he saw that great inconvenience had been suffered by the borough from the want of railway communication with London ; therefore, seeing that the probected communication through Horsham and the Brighton line had failed, he felt it his duty to support this project of the South-Western Company, and lie had no interest whatever in the projected line, except that which arose from a regard for the public welfare of the town. Mr. Downey, a candle.manufacturer at Portsmouth, stated that before the railway was made to Gosport, he had his goods coastwise. He received them in quantities of from ten to forty tons at a time. Since the railway had been formed he had received all hs goods by railway, but there was both expense and loss of tune incurred by the necessity to moss the water at Gosport; and he believed that the projected line would not only be a benefit to him and others in business, in the way of carriage, but also Ly increasing the trade towards the western districts of the country —To the inquiries of Mr. FLOOD, the witness stated that he did not think that it would make much difference to the traders of Southampton, whether the London terminus was at Vauxhall or London.bridge. The meeting to which reference had been made so frequently was of a boisterou scharacter, and though it appeared to be unanimous, he believed tha there were many persons present who were afraid to express their opinions, from the fear of being bullied down. He sent a great number of candles to London, the charge being Is. 4d. a box of a cwt. caeh for the carriage. He sent upwards of 5001. worth of candles there, being a quantity of about 1,500 dozen; but he often sent 500 on one ti uck, to go westward. The goods brought to Portsmouth were delivered at his warehouse by waggon, and the charge of toll for a two horse carriage, which conveyed about two tons of goods, was Is. 6d. for each passage across the bridge. The Committee was then adjourned till twelve o'clock tomorrow; Group W. WAKEFIELD, PONTEFRACT, AND GOOLE RAILWAY. The Committee for the consideration of this line re.assembled to-day at twelve o'clock, Mr. Pakington in the chair. Mr. Robert Palk was examined by Sergeant KINGLALE, and deposed to the great advantages which would result to trade by the formation of this line. He lived in Cheshire, and was largely engaged in the salt trade. Sent annually from 50,0110 to 100,000 tons of salt to Hull. This quantity, however, was nothing compared to what would be sent if greater con venience of carriage existed. Thought this would be provided by the proposed line. The salt would not suffer by the concussion on the railway. Was also a large importer of timber. Had large consign. rrients from the Baltic. Had no doubt that i fa railway were made from W.;kefield to Goole, the trade of Goole would be considerably increased by its being made a depot for foreign trade. The anneal manufacture of salt in Worcestershire and Cheshire amounted to 1,500 000 tons. The consumption of salt was greatly on the increase. In Yorkshire and Lincolnshire immense quantities were used for agricultural purposes, and if increased facilities of transit were afforded, the increase would be still greater. The Manchester and Leeds line, and the Midland Counties, charged d. per torn per mile at present for the carriage of salt, and at that rate the saving on salt, if the propreed line were made, would amount to '23. per ton on the whole distance. The witness was cross-examined by Mr. PICZERING, but nothing important was elicited. Mr. George Thompson, collector at the Wakern.ld station of the Manchester and Leeds line, was next examined by Mr. Wii.eiNs— He deposed to the nature of the traffic which at present existed between Goole and Wakefield. Grain was the principal traffic on the line. I❑ 1841, 809,659—in 1842, 662,956—in 1843, 691,033 —and in 1844, 684,526 quarters arrived in the Calder and Hebbal basin. from Goole. This was a weekly average of 13,693 quar ters, and employed 14,949 vessels in the carriage. Mr. Barff, who was one of the most extensive woolstaplers in Wakefield, was examined by Sergeant KINGSLAKE.—The charge of conveyance for wool was 10s. per ton by railway from Hull to Wakefield, and there would be a saving of 4!. per ton on the Lin. colnshire wools if this line were carried out ; 50,000 packs, of 2 cwt. each, or about 6,000 tons, was the quantity sold each year in the Wakefield market. The half of this quantity was sold by the firm of which he was a member. He paid about 2d. per ton per mile for wool on the 'Manchester and Leeds line, and if this line were completed there would be a very great reduction on the cost of the carriage of wool. There would be also a saving of time in conveyance from Goole to Wakefit Id. At present, the average time occupied was two days, and by the proposed line only two hours would be occupied in the transit. Mr. William Moxon was next examined—He was a maltster in Pontefract, and carried on an extensive business in that line for the last 20 years. Was also the largest owner of buildings and lands in that place. The population of the Parliamentary borough was 12,000, and of the municipal 5,000 ; the value of the rateable pro. perty within the township was 15,000/. a-year. The principal trade of the place was malt, but it supplied also groceries and general goods to a very large agricultural dis trict. That town was principally supplied with corn and all kinds of home produce from the eastern counties, and the direction of the proposed line. The nearest railway communication to Ponte fract was Castleford, about three miles distant. He calculated that the quantity of coal and coke annually consumed for domestic and other purposes was 12,000 tons. If this line were completed, the saving on coal would be 4s. per ton fir the bsst sort of coal, and from 2s. to 2s. Gd. on tr e inferior kind. Tile price of coal at the pit's mouth was Si. Gd. per ton, and in the event of completing this rail, the carriage would be per rail and canal, 2s. 6d. per ton, whereas they now paid 6s. (id. The pi esent price of coals was 12s. per ton, and by the proposed line he calculated they would yet them for Bs. per ton, and the yearly saving would amount to 2,0001. He then deposed as to the traffic in coin and other mer chandise. Mr. John Haigh was examined by Mr. BLAND—He was a stone merchant, and lived near Halifax. The canal at present existing between Brookfoot and Goole conveyed annually about 1,000 tons of stone to Goole. The cost per ton from the quarry to the canal was 3s. 4d and from the canal to Goole (is. 6d. By the proposed line of railway the cost of carriage would not be more than 2s. 4d., and the saving of time, which was also of considerable importance, would be very great. The time at present occupied was from three to four days, and in win ter, during the time of frost, as many weeks occasionally were spent. The time by the railway would rot be more than three or four hours. '1 he distance from the quarry to Brookfoot was three miles, Lod from Brookfoot to Goole Guy miles. Mr. W. Ash, corn merchal:t and commission agent, examined by Mr. WuxiNs, deposed to the extent of the trade in corn, which at present existed between Wakefield and Goole. The quantity of seeds, grain, &c., which arrived at Wakefield by Goole during the last year was 684,526 quarters. This principally came from Lincoln, Boston, Spaldir.g, Wisneach, Lynn, Yarmouth, Ipswich, Colchester, and other places on the eastern coast. The cost of car riage was at present 15d. per quarter from Goole to Wakefield, but by the proposed line the cost would be about 9d. per quarter. This witness was sutlected to a cross-examination by Messrs. PICKERING and Halms - , but no material alteration was made in the evidence given on h.s direct examination. Mr. James Hoyle, miller, at Rochdale, examined by Mr, Wit. KINS, con!'rmed the evidence of the last witness as to the reduc tion in the cost of carriage and the saving of time that would take place by the formation of this line, and also expressed his con. viction that the general trade of the district would be greatly benefited by it. Mr. Chandler, corn factor and commission agent, Yarmouth, was next examined by Sergeant KINGLKKE—He deposed to the great trade in corn which at present existed between Yarmouth and Wakefield, by Goole. 165,788 quarters was the quantity during the last five years which passed between the two places. l'he facilities fer landing grain at Hull were not so great as at Goole. The port charges were greater at Hull, and the warehouses were not so good as at Goole. He deposed at great length to the advantages that would result to; trade if this line were laid down, by the increased facilities of communication which it would afford to the eastern counties, sad the manufacturing districts. Mr. Moorehouse, limeburner, of Knottingley, examined by Mr. WILKINS, said that he had no doubt of being able to extend his trade if the proposed line were formed. He had facilities for doubling his business if he could procure a marl-et, and this market he thought he could find in she manufacturing districts of Lancashire by this line. The railway would also supply Knottingley with coal at a saving 0+ 2,2001. per annum, even if the present trade of that place were not increased. The rate of carriage, as compared with the present carriage, was made at a calculation of Id. per ton. He had thirty-seven vessels engaged in the coal trade. They were also engaged in carrying potatoes and stones, and stones for the new Houses of Parliament, far the Nelson Monument, and Trafalgar. square, had been conveyed by them. The Committee then adjourned till twelve o'clock to.morrow. Group R. DUBLIN AND BELFAST JUNCTION RAILWAY. This Committee met today at twelve o'clock, Mr. Gibson Craig in the chair. The CHAIRMAN intimated that the Committee had decided that the agreement argued before them yesterday was not within their province, and they could not take any cognisance of it. It had evidently been entered into imprudently, and without the full consent of the Belfast Junction Company, and the latter had re. pudiated it on the very first opportunity. Mr. ALEXANDER said the decision had taken his clients by sur prise, and prayed for a postponement of the Bilfast Junction, in order to allow them time to p:epare their opposition, which had been abandoned since the Bth of March, on the faith of the agreement. The Committee, after a brief consultation, said they could not consent to the postponement on the grounds set forth, as they did not take any notice of the agreement, considering it had been im. properly entered into. Sir John INl'Neille had not been entrusted with the power ne,essary to execute such an agreement. Mr. AUSTIN proceeded to state the case on behalf of the pro.. moters of this line. It was a line of railway to complete the rail way communication between the city of Dublin and the town of Belfast. Some years age a line of railway was formed between Dublin and Drogheda, 3l:- miles long, and whit h ran along the coast ncrh wards. There was also a line formed from Belfast try Portadown, 25 miles long, and in the present session a Bill was before Parlia ment to connect the towns of Belfast, Carrickfergus, Antrim, and Ballymena. Now, all these three would be in connexion with the proposed line—the Dublin and Drogheda, and the Belfast and Portadown, being a continuation of it, and making a total of 113 miles front Duulin to Belfast. The extent of line to be constructed by the present Bill, was from Portadown in the north, to Drogheda in the south, connecting itself it at one end by the `' Ulster Extension" with Belfast; and at the other end by the " Dublin and Drogheda" with Dublin. There was a branch to be formed in connection with the main line from Drogheda to the town of Kells, in the county of Meath. The whole extent would be eighty-three miles. There was a proposition to extend the line to Londonderry and Coleraine, but this extension would not come under the con sideration of the present Committee. The cost was estimated at 12,0001. per mile, which would make the cost of the whole about 930,000/. The traffic was estimated at about 84,000/. or 85,0001. per annum There were no great engineering difficulties, the gradients were generally favourable, anti the embankments and cuttings moderate. After commenting on the opposition which was of by the " Newry and Ennis killen," which he thought altogether uncalled .for and unjustifi able, and pointing out the great advantages that the proposed line would confer on the country through which it passed, in connecting Dublin within ten hours of the city of Glasgow, and opening up a rich agricultural district to the manufacturing dis tricts of England and Scotland, the Learned Gentleman pro ceeded to call witnesses in support of his case. Patrick Ternan, steam-packet agent and merchant, of Drogheda, was examined at some length respecting the traffic of the port of Drogheda, and in reference to the Kells branch. He handed in a table, drawn up by him, illustrative of this point, and considered the line proposed would confer the greatest benefit on the district. The pitincipal traffic in passengers and agricultural produce through the port of Drogheda was from the west, by Navan and Kells. There were four steamers plying to Liverpool, and the pa sengers taken by these packets per annum were—labourers, about 40,000, and cabin passengers, 4,000. This included all the arrivals and departures. The latter were much greater than the former. Mr. MALLET, for the Newry and Enniskillen Railway, and Mr. BOYLE, on the part of Lord Rossmore, against the branch to Kells, cross_examined the witness at some length, without leading to any particular results different from that given in the examina. tion in chief. DUBLIN AND DROGHEDA RAILWAY. The consideration of the clauses of this Bill was resumed on the termination of Mr. Ternan's evidence, when The CHAIRMAN said, that several of them were in such a state that they would have to be drawn up afresh before the Committee could pass them. They would therefore postpone the further con sideration of the 8 . 11 till the first business to.morrow. Mr. Smith, corn dealer and miller of Drogheda,was next examined. The greater portion of the grain that was shipped from Drogheda was brought from the country around Kells, Navan, Cavan, Long ford, and Meath. The amount of oatmeal and flour shipped yearly from Drogheda was from 30,000 to 40,000 tons, sent principally to Liverpool, Glasgow, and Preston. There were about thirty four ships belonging to the port, of which four were steamers. There was an annual importation of coal into Drogheda from Eng. land of 35,000 tons, a great portion of which would be conveyed into the interior by the branch to Kells. The harbour charges of Drogheda were very low—considerably lower than those of Dub. lin. Coal was charged at the rate of 6d. per toll, To Mr. MALLEY—He considered a line from Navan to Drogheda would he much better supported by traffic than one from Navan, as the harbour dues were low, and Drogheda was one of the best corn markets in Ireland. There was a great amount of flour ground in and about Drogheda. His own firm alone manufac. tured 35,000 barrels of flour per week. The Committee adjourned till twelve o'clock to-morrow. Group E. The Committee re.auemb!ed at twelve o'clock. Lord Worsley in the chair, and proceeded with the adjourned inquiry into THE NEWCASTLE AND BERWICK RAILWAY. Mr. Hadley was called by Mr. HILDVARD to confirm the evi dence of Mr. Bidder in favr ur of the Newcastle and Berwick loco motive line. The witness stated that the atmospheric power would be but 22 inches, according to the calculations of Mr.• Samuda, and one.third of that power would be lost in expelling the atmosphere, so that but two.thirds could be applied to the train or piston power This, he thought, was not sufficient for the speed required on a line of railway. There are a thousand feet of air admitted into the pipe its a minute, and it must be driven at a great velocity to arrive in time for the engine to tike it up. The witness was briefly cross-examined by Mr. Sergeant WIANG RAM—Found the leakage one five-hundredth part of the tube per second, so that though the leakage would have but very little effect on a type of a mile long, it would have considerable effect upon a pipe of three miles long. Had come to that calculation from the tact, that in a vacuum of 22 miles there was a leakage of 17 miles in au hour. Mr. Hoxley, re-examined by Mr. Hitnvartn—The law appli cable to the velocity of fluids was also applicable to the expansion of fluids. With respect to friction through a pipe, it was not necessary to take into account the quality of the pipe. There bad been experiments made In France on glass tubes, which were highly polished, but the velocity was not greater than that of the iron pipe. By Lord WORSLEY—lndividually he had no objection to the atmospheric principle, but the laws of nature had a very great ob jection to it. Had no doubt it would answer very well on short lines ; but on a long line of railway if one pipe became injured, the whole train would be delayed till the tube was repaired. It would be like attempting to cross a bridge where an arch had broken down. The speed of the train did not depend upon the weight, so long as the weight was not'over forty tons. The speed depended upon the velocity with which the air was exhausted. The air could not be exhausted by a large engine quicker than by a small one. Mr. Scott Russell was examined by Mr. Hitovaan as to the result of certain expeziments on an inclined plane. The result of his evidence was not of the slightest importance to the atmos pheric principle. The Committee adjourned at 20 minutes to four to twelve o'clock to-morrow. Group FF. EDINBURGH ANL) DALKEITH RAILWAY. The Committeemet at twelve o'clock ; Lord Ashleyin the chair. The Centhaittee having decided that the name of Sir Robert Diil should he struck out of the 49th clause, by which any Caul he may have upon the Company are left uetouched, proceedeJ to consider the co.inis of the Messrs Wauchope, and left it to the parties to consider whether they could not conie to some ariiing ment. The Compary proposed to give the Messrs. Wauchope. 30 per cent, on the present traffic of the Edinburgh and Dalkeith line, calculated upon an average of the last five years. Mr. Clarke, Counsel for the Messrs Wauchope, said that they would not accept less than 100 p; r cent. Assuming that their profits on the traffic of the line were at present SON. a year, the Company therefore pro posed to give them 9001. a year, but they demanded 1,9001. The parties not being able to come to an arrangement, the room was cleared, and on the parties being called in, The CHAIRMAN said that, considering the claims of the 31eisrs. auchope were only double that which was offered by t h e Com- W pany, they did not consider it exorbitant, and unless the CompanY agreed to give 100 per cent., the clause must be struck out of the Bill, The agent for the Company said that the promoters of the Bil l preferred striking out the clause to agrieing to such a demand. The clause was accordingly struck out. The preamble was declared to be preyed, a nd the Com mittee then proceeded to pass the other clauses in the Bill. Sub-Committee, No. 1. THE BRIGHTON, LEWES, AND HASTINGS RAILWAY (HASTINGS, RYE, AND ASHEORD EXTENSIOS)* The Select Committee on this Bill sat .o-day at twelve o'clock, and proceeded to hear evidence regarding the lands and houses ia parishes through which this projected line would pass, as to the quality of the property which would be deprec iated by it, and t° prove the corre tness of the plan laid l'efure the Committee. W elt The allegations of the incorrectness of the Ideals l'`°' sustained. LONDON AND BRIGHTON RAILWAY (WAN DSW°IITS There were several allegations BRANCH) made against this Bill, to the own,. effect that the markings in the plans and sections were incorrec et; that the datum lines were not specifi ca lly marked, and that vs'," and occupiers, through whose property. Ac, this propos,- it", in would pass, had not been given notice before t he time lira the Act. The Committee were of opinion that the standing orders had n not been strictly complied with, but that the o wners and te tha t refused to give any information. It having bee n announcede,A, the Speaker was at prayers, the Committee adjourn ed at four o' Group IL LANCASTER AND CARLISLE RAILWAY' The Committee proceeded with this case. lip to the time of out going to press, oPP° 4iti°3 Mr. MARTIN was occupied in opening the case o f t he of the Canal Company. Pro The Committee decided that the preamble had been r The Committee adjourned at four o'clock. ~,0 g A 11 , M STANDING ORDERS COMITTEE ON BILLS. o'clock' This Committee re-assembled to-day a t half Pist7:evidenec Sir George Grey in the chair. The nature of t hi , j tt : t h e ,s it'n" was to show the extreme difficulty in complYing w :i vas• orders while the land tenure of Ireland remaine ua ' -t The Committee rose at four o'clock. RAILWAY COMMITTE D ' „c ' (Continuedfromo T u l ll Etonof (lv L E O r S n i D n A y e iterdll i Group FF. A L BI T° NORTH BRITISH (EDINBURGH AND LINE.) of Mr. Wris•reLv, Q.C., on the part of Sir Robert grou nd tonfieW, Bart., objected to several clauses in the Bill, on th . ert picic that an agreement had bean entered into between Sir on la tter and the Directors of the Edinburgh and Dalkeith o 0 t he ef 6l applying for a Bill for the construction of that lin e ' t° ' th er e that locomotive power should not be permitted to t u " s ny A t and that no terminus or station should be constructed on 1 atm of his (Sir R. Dick's) property. The Learn ed Coupe t of ° b. that nasuch as te scope of this Bill was the attain en ed in to d j(cts i which were strictly prohibited by the agreement enht„errgh onr between Sir Robert Dick and the Directors of the FAin't-ii, Dalkeith line, these clauses could not be entertained bY mittee. Mr. TALBOT rose to speak, whereupon The CHAIRMAN interfered, and the room WAS cleared. Lpon our return, des{de th at ! ft / The CHAIRMAN stated that the Committee had Diet's naffs Talbot had no right to reply, and further, that Sir F t ' .- the should o is u i l r d be cL A o ß m ii i t t t h ed en i n pr t o h c e eed clause.ed tsimilar obi s c a ucbl e oil • ec tion , part of Mr. A. Wauchope, of Niddrie, and Mr. J'.., who ''' a make a whose names were included in the same clause, an" d ee th e placed in the same situation as Sir R. Dick. • ri bet''' . op t ' Mr. TALILOT said, there was an obvious distinctio . sg ree , two parties, inasmuch as Sir R. Dick had provided in 111 ,! ere fore ' O , that locomotive power should not be used, and that t i ' pee; th: nte d, 0 , . might be said to bare placed a limit to the traffic 0 " in the case of Messrs. \Vauchope, the way leave W a ' S ;alcl h e r i ji a prospective view to any description of power tha t m ight 1- ployed on the line, and to any amount of traffic th at , 0 Oh" over it. the t. At the conclusion of the Learned Coonsel' s ch ° P 4 cleared, and on our return, rl. SC3° the ir The CHAIRMAN asked the counsel for Meal ow ef whether any offer had been made by them for the had rights ? roPc ti"°n e the Mr. Sergeant WAANGHLM stated that some such P ~iid h , i ul d be r- d t io been made, to the effect that 500/. per annum ini ° 1 n ee " , the Company as a consideration for the i sett an 3 1.14 I' DCreA . . 004 made of their property, being an augmentation el sum fermerly paid. ...e tha t The room being again cleared, upon our return,. . o l io. ,d did 11° ` cow The CHAIPMAN remarked that the Committee w o ehoP e ril address under the 59th clause ot the present Bill, Messrs. . use 0 . 0 (10 i . oion'' 'ha the parties ~., their property. They, therefore, suggested l e meeting of the their an adequate consideration for the increased meat and come to some arrangemen t Committee to-morrow. Morro The Committee was then adjourned until to at twelve. ---------------- alb ° we e), Group 11. The Committee to consider the projects in this g rmi rn o rlcs bi ;ir, at twelve o'clock Present, Viscount Barrington 01 Chairman ; Mr. Christie, Mr, Leader, 13 nu'rul'l'' Mr. a Dot field. ~..% t`t ‘ • KENDAL AND WINDERMERE RA l ' - ' .1 / 4 . cd t This was an unopposed Bill. 1 vet e ? 6 ,i The • clauses of the Bill were read throu h• 1." secs iced The • , t ele, nothing objection •bl . e, and therefore, with the p re 3.- before ri. the assent of the Committee. , 1 il',4.(vt.h,is diosrl) LANCASTER AND CARLISLE 11. 0 % .1 / 4 . e''' pre Mr. Hope stated the case for the Con-marl, sr. ",: i •l A e P , at Ir f leave to shorten their line, to the extent of half -a— ,,•th th e fl caster, and at the same time to connect the railvral "" Fai j 10 at that part. n In slips' Mr. Errington. the engineer, described the adva 0 th be derivable by the public from the proposed alteration, when the Committee adjourned. Several witnesses were ------. Group B. I°l proposed o s t t c , h D e n'e . rector , , n o o f t w h Ac o e aN u n C l eD d o d m i T :p a prove i y it . , n S k d K n t e h w L w e s i t tdShe c eE i i. ; t i n : t a c h n ea e ei : 0 11: :: ?: 1 1 0. 1 0 ; which het ,( r pro p o sed s t c h h e eme c did not think that .rho ipr d os s e ke dwabsratnh to the town Grey,ll e l d acn b o . e yn isuggestedtnrjcrtyi,)wnooufflodtrlitaehcelci rnaucele.v a:: a t g . : o Alt' 00 t t,,_, reply t i Mr. HILL, for the Leeds Waterworks, exantined l, of" h suPP ' and the Lo rd i l , Hall, near Leeds. Had examined the preoent re" hi 11: j." of England Company, and was decidedly convinced L t : t pe to ceehxmlaionmseti n fl riekodemlbyy Mr. 13 aix si -... R eshiedtet:e:toiNd::tirh Leeds. a ed, after the e Other evidence of a similar character was ed-ue Committee adjourned. res T uin he ed ex ,/,'I , ----------- Ptoi!mbe"aedtv°antitaa:::: e.h t tD :Wt:ioch id " Group W. 01 ,5 I°l WAKEFIELD, PONTEFRACT, AND GO- o ,oocit s, sra i h a y miza r. tio ‘ n vil o k f ,o ll4 ,, r. ,, P h o o tt a e p n p , ea th re e d The Committee on this line assembled at tWel",,f c uit ° ! ° ,,, pre rooters of the line.t or •h the P °l. P a rt 01 t h e The witness stated, that the export trade f rom ,,,, grea ter . . 1. 0 coollnec,hear p v att of 1, " 0001, consisted chiefly of British manufactures. J•"-‘letherlalltiorle , goods exported went to Hamburgh liod ft)! ~wOOI, so cign lesir import trade consisted principally of sheeP ' oet . of l er t he f e d kinds of timber from the colonies. The 1111 _, 1° 131• °f th e P. sets entered inwards in the port in 1839 w'" ~,g `,,i 0, the 1844 the number was only 44. From the ° P e The oPe g' d ;0 0° 4 Goole in 1828 to 1839, the year previous to t ent e" e ° l' d Hull and ose.s t otaidsi,,,, was 13E1, and the average of vessels ontw puto ber s od' the period ll9. During the last five Years t h e ic dcree, Di vessels tading to the port of Goole had ve r y M ; iii injur ia'. Custom-house revenue had also been wat er "' of 'ten' opening of the Hull and Selby line. ogle 1 t of Mr. PICHEIIIINII said he would not disput e 3 f the Ili° ports or exports from Goole. pilots o the Ist Mr. R. Chambers, commodore of the to s hoW , o Goole, was then called.—His evidence went trade' an d jP:iti afforded by the port for carrying on a foreign .fanoester,ted et, Captain Laws,manager of the 'lens 111 he via 0 1 r ,t Railway, was examined—He stated that _ to rs tit o e e d Goole and its traffic. In his opinion , if th e g e ooo rio tie r ot carried into effect, a coasiderable arnou rtt ° ;a ge sO w t he ' s o/ Hull would be sent to Goole, as the land carr'__.„.o be . do ll . , considerably shorter, and the cost of carriagew.."l"stoondr4 nor/ei'lt By the existing line the distance between Ma , : i n a ` b , onlilet fort 981- miles, but by the proposed line it w ° insuffiel ce, The shipping accommodation at Ilull was very .0 00 trade, and that trade was daily augmenting. _hen the The witness was proceeding in his evidence, ". rent was made that the Sp eaker was at P 47 41'. 1 14 EE. IL % . tb) d Group „. 14) rot , ot ,j o r l ,O , DUNDEE AND PERTH (NOn 1 1 ~ r e rth ‘,. P a e t, The Committee upon the Dundee af e seottiri'. prOoilis Dundee and Perth (South) Railways, .',"_„. o , So l 9, jilr• and the Aberdeen Railways, assembled in tw s _ it. JO! ' j ii. the Right Hon. F. Baring, Mr. Protheroe, .o.' en t o ~t ta be _ e tc . and Mr. Alderman Copeland. tter " K w 001 1 n' a tlie A • Mr. AUSTIN, a ft er a variety of Preliminary art of .10 o !.,tio ° posed of, proceeded to open the case on the : " e d tO r fl- otir P " - A IN of the Bill. The line which it was proP ° ~,a t c0 . 0 ,_ At eli., e n miles long, and its object was to effect , l oo l `T itie soy; dire` en between Perth and Dundee, and by a .lohertticeo• l a n on d :do which had a communication with C omm itt ee wool Da d e °one' and advantages of this line the Conr i " /300 ,1 , 0 , f 4; eon' Oa strongly pointed out io the report from the . sid, A podee the subject of the proposed line. That reporcto der th e • e f raln ,so a( tion of the Scottish Midland would r _ Gog h ltrL e to is Perth line unnecessary, as part of the tnr,„iiee of 19 ,.. e tcre!',01 north to Perth. But looking at the iinpor;ti tontie.'ooo.err;lo, Dundee, which, as the seat of extensive li i o . d # oto , _ther o ..o o 4 .o much connected with Giasgovt, Liverpoeit.appeor, railway 0 o n and manufacturing towns in Engli md s ~e a nera l „a 14. $ o olf that it should enjoy a connexion with tu___` he effee;,ich 100,i01 of the kingdom ; and as this connexions ,t o f fli._,ol ,coo, of twenty miles and a half, the estiM tea cutoeans o !" itio a ..,ie over he th e torliodil t he ' he 200,0001., and which will rnoro _, 4 a ce° coo t,. coals at a cheaper rate into Dundee,oanndo ~. , Pert., esootion fotiorl siderable traffic between that town _ioaut to report our opinion that, notwithst an ding . lint for through _ee°,. line couo Scottish Midland as the preferable h e .._. _mice an d 1: , rui,,, _ le r ol, to the north, the construction of th o Po he justifiableiOe crool6. ore, pears to us, upon public grounds, t .o. _ °obis 1 0 ~ r oon s, . i of communication to which the forrnt..la, Gissgewslete 0_66'14 would be from Dundee and Perth to F 1 . .. •k, where ther_tieeof*loold and the North, Liverpool, and rsawle, ,toin the with the re voit e, fields, which at present werenot ca n p!h l _,: l l . to perth.il.nwith I _ l 4 h oe, of carriage, of being brought to Do ,erree.:!,,,, triear'„,,,petTs-,;,et; be a communication by one or otherior_t`o"ated the .7 , jog 11 ; 0 With regard to what might was ~; ra_l7_;ti leng t h : ti n co i a r, s o u er P e o a " the New Tyle line," that 3 ost Ittoe'b'e ~, perr-°„eincleS,Lt s uch _ of such a frightful nature as aim_ o . to a -, p U %ten t ; " n of tlw in 12, whilst another was as much _ a L ilo in c i.,,0ti0 0 , 0 1 on that line a tunnel of a quarter of ." der the con "w i , f ictle u „OA 'ed on the line un d o lh etch t De OP thing was not demotic. hilst the 1 per ,I,lco e Committee —and , I"re°ver' w the Scan' ' v pc "; • ther l merely a single line of rail, on these cou l d 50 0,0 0 ' t : s ing e were double. Strictly, therefore, . line vi euld " note seen h. 11 1 peeing lines. The cog of this . e bride, iatrot 0 ; aoof would not be a single tunnel, a singl e licattiediate l a 00c:rot-no, le viaduct, with Vac exception °f that run thr°°Shig,ooo Poe, / line, too, although so short, woul ._ tion of 1 eat v „,, tri tOc afford accommodation to, a PoPU_I5_ 0 70,00 ....% And which number there were as rAlar'L wcil p osePa th e° .., we . should call evidence to show both We sy no,.- 1 advantages of the line. and g r. A. Mr. D. B ixter, Mr. W. Thotna, examined upon these points. u r o'cloc k. Th e Committee adjourned at f o -