The Sun. — London, England, 1845-06-20 00:00:00

The HER MAJE STY'S THEATRE. Pertorman ces last evening were IT the h, , neflt of 11,• ) . Grisi, and, as might have been expected, the cv: Was crowded to excess. The opera was Rosini's e Nt ,._° , the first tune of its performance this season. The IY r i w4 S the same as last season, and a stronger no 0 ,- eui theatre in Europe can furnish. Desdemona was e r 1 1- .4 r of th eearliest c h aracters i n w hi c h Grisi ap if ~"` a In Engl an d, an d i t st i ll continues to be, her very greatest d ramat i c i mpersonat i on, yet k r g her v ery greatest characters. She never per . °led the character better in her life than she did last Aso g,. Mario sur p r i se d t h e h u b toes of the opera last r hi 4 , 11 by his O te ll o. Ther.! was a prestige then exist a, m at Rubini had made the character so completely "aet.nat no one cou hl venture, with any chance of bi b ; ", to appear as Otello before the dilettanti der remembered him iii the part. Mario, how- N il has co mp l ete l y d estroye d that prestige. His ONO is a fine piece of lyric a l a c ti ng , an d i n d ress i ng %.7e Part he i s p er f ect l y classical, d infinitely more .474rea,n •t than his predecessor. Fornasari's Ingo was a fine )r t , vi gorous piecTl of acting, and the Elmiro of Lablache h superb. He gives a whole trag e dy i n two wor d s . 44 0 that has ever seen and heard him give the Te male u' e au ever forget the sublimity which he throws into short sentence. The danseuses Viennoises, who have ,t re. engaged, gave so me o f th e i r most f avour i te tlenes• Castellan, 116 f ßrambilla, and Moriani appeared in Linda di Chamouni, and, after that, we had Grisi in La Truan'laise, and Lucile Grahn and o n th in e Illazourka d'Eat :se. Each suceding lk eti l o ZY at the Opera eclipses its predecessor ce in at- t i • COURT CIRCULAR. 11w:1(4w:en an d P r i nce Alb ert, accompan i ed by the Prince L el_pd the Princess Royal, and attended by Lady Port ktt Q i n n',ln Waiting, l e ft B uc ki ng h am P a l ace at a quarter t ito tteci e jl clock yesterday morning, in a carriage and four, c ,by a party of the 4th Light Dragoons, for the terminus otith.. Western Railway, at Nine Elms. Their Royal S„ses Prince Alfred and the Princess Alice were in the 'l4 ll 7,r .i iage and four; and the Master of the Household, the 44 0t1 14 7 °0 e1 Grey, and Major General Wemyss, followed in her arriage and four. ttri at a lajesty and Prince Albert were conducted to their Ha,Z. bY the Lord Ch am b er l a i n , th e M aster o f t h e H orse, c 141/4 i sses Paget a n d Lidd e ll, L or d Ri vers , L or d G eorge ht t iit All. R. Ormslsy Gore, and M a j or -G enera l Si r Ed -1,4 water. 1 1l P olit e ll _ ° Yal party left the railway te rm i nus by a spec i a l tra i n tsti; to Osborn e H ouse , Isle of Wight. tde St. A u l a i re , t h e F renc h Am b assador, transacted The jesterday at th e F ore i gn Offi ce . Ntep d ' r-4 lrl of at the Colonial ChichesteOfficer had an interview with Lord St an l ey 16. 1 .1 . hi t Zt; celesiastical Commissioners for England had a meeting 1447,Y a fternoon at the Office in Whit e h a ll-pl ace . Th ere vt4, 1 ,"_! 3 ent the Bi s h o p s o f Wi nc h ester, B angor, Li ncoln, and Istithleter, the Earl of Besborough, the Earl of Chichester, A,„ Right Hon. H. Hobhouse. ti,tql: . !tch . es from the Governors of Hong Kong, Van Dieman's 'S i n Cape Coast, were received yesterday at the Office. /s v - e °ll . o t Lismore arrived at Farrance's Hotel on Wednes thelling, from his seat, Shanbally Castle, Ireland. iq tt e it l .or tldicial Committee of the Privy Council sat yesterday. : 1 !1 present were Lord Brougham, the Vice-Chancellor ,t 6 ruce, the Vice-Chancellor Wigram, the Chaise, llor uttchy of Cornwall., and the Judge of the Admiralty kr:‘l4 01Peal, from Bengal, " Casemen v. Fulton," was re -1/4,01r.. :Turner, Queen's Counsel, concluded his ad- Str Thomas Wilde was heard in reply. t: t zroy Kelly, Queen's Counsel, was heard on an ap- Nrk,Vircett v. The Justices of Bombay." The case was "") on the rising of the Court. SP ORTING INTELLIGENCE. 11, HAMPTON RACES—THURSDAY. 18tom Weather having undergone a favourable change, the I st R,„ i t h il aY's racin g a t trac t e d a b umper at t en d ance , and passe d i kte tlati unequivocal success, enabling the lessees and their 1 , 1 ,. is to realise more than sufficient to cover their losses rop - eaday. ti ':ir, 50010 hours previous to and after the races, the road, the tito t4 o 7 l tl the rail, were alive with the passing to and fro of II I,4ands who, for the long period occupied in getting ;toet;',,llhe list, had been congregated and half-broiled within 1 1 .4 I t confines of the Hurst ; yet, great as was the crowd, Oa t ° not aware that any accident involving loss tli Or limb occurred—albeit, from the awkward 't tli e q h ilil mac e approaches, ample work was provided vesihloakers; in fine, if we except the grumbling at ne the disregard of time between the heats, and the some -I%:ithevlltent manner in which the course was kept, we must klaxii. s teivards and their officials the credit of having,. on ce,,,,,- , Materially improved the character of . the meeting,. i k kohrl, as we have intimated, was numerically great ; kof t r acy, of course, being in a majority • still it had a i, u G Yalty and fashion, as the following brief selection will t, l. l ( l ) ifst ;—His Royal Highness Prince George of Cam- Criy ed r cla Edward Russell, Maidstone, Glammis, Suffield, Ir% r ,_' H. Lennox, A. Lennox, G. Paget. A. Paget, o?;,„`'uttut Bathyany, Sirs W. 51. Stanley, S. Spry, W. Vit z 7, 4, and G. Heathcote ; Honourables E. M. Mostyn, li,Nll , H. Forrester, Stanley, H. Rous, G. Oegley, F. ILI 4 i ., • hari ng , J. Macdonald; Messrs. Worley, .Magen -114414Nt0e• rth c ,.ant, P. Williams, R. Clifton, Shelley, H. W. * i s Nledden, Barron, Lowther, Pettat, Brooke, Rams 11111s 4 e. Ja th il at's began shortly after two o'clock with Cup, of 301., added to a sweepstakes of 5 soya. la 1 1, for 3 yrs old 7st 41b • 4 rs 9st Ilb ; 6 yrs and aged, lola. ,3 mares and geldings' allowed 31b. Winner to be l_ctl,`,°r Isot. ; heats, once round and a distance. (12 1') l ikti - ' ll r , &dale's Loadstone, 3 yrs (Ealing) 1 1 t.t 4 , t/ , Ungley's Fama, aged N Klk etti citthcote's f by Velocipede, 4 yrs 2 3 111 r N's Devil-among. the-Tailors, 6 yrs 4dr Ilk 4. gates Blunderbuss, 3 yrs ti th , • p i . 0 %. ,- s Pimento, 4 yrs ... 1 t a lt h tsi ''''% Master Stepney, 3 yrs ll ag s - ,",5 to 2 agst Fama, 3 to 1 agst Master Stepney, L'vcal 6Miss Wilfred,and 5 to 1 agst Loadstone. li%a i"d held by a eck, Master Stepney a bad third. , w tli. 0 4 c c eat -5 to 4 agst Loadstone, and sto 2 agst Fama. 44% eterly by half a length, the Miss Wilfred filly a bad i.. -.° "``ltY's Plate of 100 Guineas. For 3 yrs old, 7st Lit 4 v si cats ivrs, 9st yrs, 9st I Ilb ; 6 yrs, lOst 21b. il:' C o ,: k l Miles ; t winner to be sold for 500/., &c. kVe er .' What, 5 yrs. (Hutchinson) 1 1 t 1 Ql44?ek's Patchwork, aged 0 2 14,'„Ilo s tl° , Is's Satyr, 4 yrs Li. 6 311 '8 Master Stepney, 3 yrs 0 4 1- - ‘1 44 eathcote's f by Samarcand, out of Lafille 4 t ti r e dee . ...... 0 5 i.I. ti d ii ° n'b Auld . Lang Syne, 5 yrs 0 dr t ke ltat 4 s Elizabeth, 5 yrs, (211bs over) dis 1 11 Ilts ea *"..6 to 1 agst What, and 2to I agst Satyr. The Lllielliciltirely between the two favourites ; What, who made N o , 4 1 1tng, winning cleverly. Second Heat-3 to lon k td. , 'l ( l4° again made the running, and after a severe race N `'nes with Patchwork, won by a head ; Satyr a bad tli a . ; n h, etlaont Stakes of 10 sous. each, 5 ft, with 25 added, PidikYr. old colts, Bst 71b, and fillies, Sat 41b ; winners VT,C; twice, or of the New Stakes at Ascot, 71 - 0 extra. k o • I N • ( 5 Subs. ) ilp V I. w e4)l Astonishment (J. Howlett) 1 1 / 4 ' • w ' 1 1 , , !INt h ,_ Ynri s Anna Bullen %A o Deer l 'o e t .°l s e er 's C by Muley Moloch, out of Runaway 4 Lia e 0 A stonishment, who made her own running, and canter by two lengths. iN 4 P S Weepstakes of 10 sous. each, 5 ft, with 40 added. Is l , 0 4 . o n One mile. (11 Subs.) 'ltai. ` l O,, lt , W h y's Queen of the Gipsies, 5 yrs, Sat 81b..., 1 L e k 1( 0 4 at, 5 yrs, Bst 41b 40 D ote elift ) ! l 's Elemi, 4 yrs, 7st 21b 3 11: , 8 Robin Hood, 4 yrs, 7st 101 b i a hr r ars en by Camel, out of Sketch, 3 yrs, 7st 5 Itt e ,„to 2 a C orinthian Tom, 3 yrs, 6st 71b 6 ks. l4bi b li t i t Queen of the Gipsies-3 to 1 agat What-4 to 1 1, 0 - „`ood. Queen of the Gipsies took the lead, kept ' in a canter. TATTERSALL'S.—YERTERDAY. !tO THE NORTHUMBERLAND PLATE. to 1 agSt, Mr. Meiklam's Inheritress—taken 1 2 to 1 a gat Major Yarburgb's Little John, 3 yrs—taken 'to agst Colonel Cradock's Pagan—taken 1 , a gat Lord Zetl an d' s Coheiress—taken" -Ci te 1 GOODWOOD CUP. a gstMr. Forth's Golden Rule—taken , s cu t o , ST. LEGER. q t , t agst Mr. Mostyn's Pantasa—taken , j o t o 1 agst Mr. Irwin's Connaught Ranger—taken , k o to io agst Colonel Anson's Kedger—taken A t ,to 2 s agst Lord Stradbroke's Idas—taken . r4 t 4g, a gst The Baron winning this and the Liverpool itt te ,!--tak en 1 ..dance was thin and the betting to small sums. IZls! each THAMES GRAND REGATTA. .`°le it 6 4 ,....a ler this great event, which occupies so con- The Gold of publige Cup for attention are as follows : eightChallenoared boats. St. George's Boat Club. The Oxford University. The Neptune Club. The Silverg ge Cup for four-University Club -rooms. Challenoared boats. St. George's Boat Club. Leander Club. The Civil Engineers' Club. The Thetis Club. . Oxford University. The Neptune Club. Royal Academy. 4, , Xautilus Club. k al i' of Silver Cups for pair-oared boats. %SI'S. S. Wallace and Peacock. Breedon and Buckle. Cloves and Hill. Strange and Cox. 'Julius and Bumsted. Chapman and Walmsley. tt. Arnold and Mann. ~ , Dodd and Peachey. iC r t. p Silv er ei (I . . soaChallenge Cup for scullers.ll ji.f,,„,e, C. Russell, Ccnant, S. Wallace,W Peacock, I' 44 ) P-1111,W', Kennedy, \V. M. Westrop, H. Chapman, , N 6(1.4 Sue list Colquhoun. kv 0 44, 1 14,„ s I st of gentlemen entries were added, for ill e ,t ee r ( ?,en's Challenge Plate for four-oared boats, lii,'„N,S. 4„, 4 b, Richmond—S. Neville, W. Warner, \V. , .1, 4 ,', Ili i r ," (4Bo n, stroke ; and J. Biden, coxswain. N't A 43 1iia la tic Club—NV. Hawes, C. Newham, D. Har -1,1141e-toll r ,:e ; and E. Weeble, coxswain. 0% s p ktie e ' s 'ub and the Sceptre Club were also on the list, lsi ll ait tl e W 4e not given. s t •tr ‘ ,.go od 180 a large list of watermen and scullers, ditto IV%iloll 6,entries for landsmen, but as many of the two lOotto j? ) ;t w r i rejected, it would be useless to name them riv 1 ° th ° are to contend are picked out and lotted. 1 9. 1 1 t NI e riatn f, th I ;4 11 T , . es or the great ' I tisl o lo l ° lll j, s i ze, open to all the , world. Four-oared boats. hett(l,,,k4B,,e4vensworth, of Newcastle—Henry Clasper, 'tt,C.ldis o ,' l aap r , r r, Robert Clasper, Edward Hawkes, and 4 1 4 , .1 the 6 ti li aly l L. names of London—Robert Newel, William Abe l i f / °I-Lbledee W. Pocock, and E. Maynard. 4 11, h4 ll ' B , it o e k ans Lo ' ndon—T. 'oombes, T. Goodrum,. ~,, t,_ oert Coombes (the champion), and David 0 1 1 4 . "t rY At t i t iN , i , Monarch—ll. Campbell, James Maynard, thcc.tidea:rederick Lett, and William Noulton. 1 :11 \V . W i . 9llr, of Ilammersinith—James Waite, G. ic)i.as Fat I XIlt, W. 11. Bessen, J. Goodrick. ti ts, s cr t bries a:it-oars Prize for Watermen. 'ante is len ` . ,this prize are very numerous, and the selecs 4 the co '" ,l jotting exhibit great discrimination on C ohn ..innate,. 4„, 'elps and James Maynard. col bog Perry. wog and wunne Liddy and Messam. J. Godfrey and Meekiff. H. Green and F. Braithwaithe. Second Heat. Rob,:rt Newell and Barrow. J Doubledee and G. Everard. 11. Shelton and G. Campbell. Maxwell and H. Campbell. James Dodd and James Everard. F. Lett and Kipping. Scullers' ( Watermens') Prize. First Heat—T. Goodrum, D. Coombes, Leach, Bartlet, May, and Pocock. Second Heat—Cook, Ketley, Robins, Forest, F. Phelps, and T. Coombes. To these are added six boats for the landsmen's crews, and ten apprentices for the coat and badge. The above splendid list gives promise of first-rate sport. The regatta comes off on the 24th, 25th, and 26th inst. THE BRISTOL CHANNEL REGATTA. This regatta will take place at Weston-super-Mare, July 3, 1845, when the following prizes will be offered for compe tition . The Weston-super-Mare Cup—A superb, richly-chased silver cup, value 50 guineas; to be sailed for by all vessels belonging to any royal yatch club in the United Kingdom not exceeding 50 tons 0.M., and not less than 10 tons O.M. Entrance, 7s. 6d. ; post entrance, 10s. The Bristol Channel Cup—An elegantly chased silver tankard, value 15 guineas, open to the Bristol Channel only ; to be sailed fur by vessels not exceeding 35 tons O.M. The Knightatone Cup—A massive silver tankard, value 10 guineas, open to vessels belonging to Weston-super-Mare exclusively. PARLIAMEN TAR Y DIV ISIONS. (From the Votes and Proceedings of the House of Commons.) THURSDAY, JUNE 19. W ZEALAND. Motion made, and Question put, " That this House do resolve itsell into a Committee, to consider the state of the Colony of New Zealand, and the case of the New Zealand Company." The House divided MINORITY-AYES, 172. Aglionby, 11. A. Gardner, John Dunn Parker, John Aldam, William Gibson, T. M. Pattison, James Anson, Colonel Gill, Thomas Pendarves, E. W. Bannerman, A. Gore, Robert Philips, G. R. Barclay, David Granger, T. C. Plumridge, Captain Barkly, Henry Gregory, W. H. Polhill, Frederick Baring, F. T. Grey, Sir George Ponsonby, C. F. A. Barron, Sir 11. W. Guest, Sir J. Protheroe, Edward Bellew, R. M. Harmer, Sir J. Pryse, Pryse Berkeley, Craven Mastic, Archibald Pulstbrd, Robert Berkeley, Captain Hawes, Benjamin Rawdou, Colonel Berkeley, H. F. Hayter, W. G. Redington, T. N. Bernal, Ralph Ileinhcoat, John Repton, G. W. J. Bowes, Jolm Heneage, Edward Roche, E. B. Bowring, Dr. lieron, Sir R. Roebuck, J. A. Bright, John Hill, Lord 31. Ross, I). R. Brotherton, J. Ilindley, Charles Russell, Lord J. Bulkeley, Sir R. Hobhouse, Sir J. Russell, Lord E. Buller, E,lward Holland, Robert Scott, Robert Busteild, W. Horsman. Edward Scott, Frances Butler, P. S. Howard, C. W. Seymour, Lord Byng, George Howard, J. K. Shell, It. L. Byng, G. S. Howard, E. G. Shelburne, Earl Chapman, B. Howard, P. H. Sheridan, R. B. Charteris, Francis Howard, Henry Smith, Benjamin Christie, W. D. Howard, Sir R. Smith, J. A. Clay, Sir W. Howick, Viscount Somerville, Sir W. Clive, E. B. Ilinnphery, Alderman Somes, Joseph Cobden, Richard Hutt, William Stanley, W. 0. Colborne, W. It. Ingestrie, Viscount Stansfield, W. R. C. Colebrooke, Sir T. Jervis, .John Staunton, Sir G. Copeland, Alderman Labouchere, Henry Stuart, Lord J. Courtenay, Lord Langston, J. 11. Strickland, Sir G. Craig, W. G. Layard, Captain Strutt, Edward Currie, Raikes Listowel, Earl Tancred, H. W. Dannelly, Lord Macaulay, T. B. Thompson, Alderman Dalrymple, Captain 31"faggart, Sir J. Tollemache, F. J. Dawson, T. V. Mangles, R. D. Tower, Christopher Denison, W. J. Manners, Lord J. Trelawny, J. S. Denison, John E. 31 arjori banks, S. Trowbridge, Sir E. Dennistoun, J. Maryland, Henry Vane, Lord H. D'lsraeli, B. Martin, John Vivian, J. H. ; Duff, James Matheson, James Wakley, T. Duncan, Viscount Maule, Fox Walker,Achard Duncan, George Mitealfe, Henry Warburton, Henry Duncannon, Viscount Mitchell, T. A. Ward, H. G. Duncombe, T. Morrison, James Watson, W. H. Dundas, Frederick Muntz, G. F. Wawn, J. T. Dundas, David Murray, AlexanCer Williams, William Easthope, Sir J. Napier, Sir C. Wilshere, W. Ebrington, Viscount O'Brien, J. Wood, Charles Egerton, Lord F. O'Connell, M. J. Worsley, Lord Ellice, Rt. Hon. E. O'Conor Don Wrightson, W. B Ellice, Edward Ogle, S. C. Wyse, Thomas Etwall, Ralph Ord, William Evans, William Oswald, James Ewart, William Paget, Colonel Ferguson, Colonel Paget, Lord A. Fitzroy, Lord C. Palmerston, Viscount ' TELLERS. Buller, Charles Mines, R. 31. MAJORITY-NOES, 223. Acland, Sir T. D. Du Pre, C. G. ill`Geachy, F. A. Acland, T. D. Eastnor, Viscount Al'Neill, Duncan A'Court, Captain Eaton, It. J. Mahon, Viscount Adare, Viscount Egerton, W. T. Manners,'Lord C. S. Ainsworth, Peter Egerton, Sir P. March, Earl Alford, Viscount Ent wlsle, William Martin, C. W. Allix, J. P. Escott, Bickham Martin, T. B. .Autrobus, Edmund Farnham, E. B. Maxwell, J. P. Arbuthnott, H. Feilden, W. Meynell, Captain Archdall, Captain Fellowes, Edward Mildmay, 11. St. John Arkwright, George Filmer, Sir E. Miles, PW. S. Astell, William Fitzmaurice, W. Mordaunt, Sir J. Bailey, J., jun. Fitzroy, Henry Mundy, E. M. Baillie, Colonel Flower,lSir J. Neeld, Joseph Baird, William Forester, G. C. W. Neville, Ralph Baldwin, Barry Fox, S. L. Nicholl, John Baring, Thomas Frenrintle, Sir T. Norreys, Lord Baring, W. B. Gaskell, J. M. Ossulston, Lord Barrington. Viscount Gladstone, W. E. Oswald, Alexander Baskerville, T. B. M. Gladstone, Captain Packe, C. W. Bell, Matthew Glynne, Sir S. Pakington, J. S. Bentinck, Lord G. Godson, Richard Palmer, Robert Bernard, Viscount Gordon, Captain Palmer, George Blackburne. J. 1. Gore, Montague Patten, J. W. Blackstone, IV. S. Gore, W. 0. Peel, Sir R. Blakemore, Richard Gore, W. R. 0. Peel, Jonathan Bodkin, Win. Henry Goulbuni, 11. Pennant, Colonel Boldero, H. G. Graham, Sir J. Pigot, Sir R. Borthwick, Peter Granby, Marquis Pollington, Viscount Bowles, Admiral Greene, T. Pringle, Alexander Boyd, John Grimsditch, T. Rashle gh, W. Bradshaw, James Grimaton, V scount Richards, Richard Bramston, T. W. Hale, R. B. Rolleston, Colonel Brisco, 31. Hamilton, C. J. Bons, Captain Broadley, 11. Hamilton, J. H. Ryder, G. D. Broadwood, H. Hamilton, W. J. Sanderson, Richard Brooke, Sir A. Hamilton, Lord C. Sandon, Viscount Bruce, Lord E. Hampden, Renn Seymour, Sir H. Buck, L. W. Harris, Captain Shaw, Frederick Buller, Sir J. Y. Hepburn, Sir T. B. Shirley, E. P. Burrell, Sir C. Ilerbert, Sidney Smith, T. B. C. Campbell, J. H. Hervey', Lord A. Smyth, Sir 11. Cardwell, Edward Hill, Lord L. Smollett, Alexander Carnegie, Captain Ilinde, J. 11. Somerset, Lord G. Castlereagh, Viscount Hogg, J W. Somerton, Viscount Chelsea, Viscount Holmes, W. A'Court Sotheron, T. H. Christopher, R. A. Hope, Charles Spooner, Richard Chute, W. L. Hope, A. Stewart, John Clayton, R. R. [lope, G. W. Stuart, Henry Clerk, Sir George Horriby, John Sturt, H. C. Clifton, J. T. Hotham, Lord Taylor, J. A. Clive, Viscount Hughes, W. B. Tennent, J. E. Clive, R. H. Hussey, Ambrose Thesiger, Sir F. Cockburn, Sir G. Hussey, Thomas Thornhill, George Codrington, Sir W. Inglis, Sir R H. Towline, George Cole, H. A. Irton, Samuel Trench, Sir F. W. Collett, W. It. James, Sir W. C. Trevor, G. R. Colquhotm, J. C. Jermyn, Earl Trollope, Sir J. Colvile, C. It. Jocelyn, Viscount Vernon, G. H. Compton, IL C. Johnstone, Sir J. Vesey, Thomas Connolly, Colonel Jones, Ca.,,tain Villiers, Viscount Coote, Sir C. H. Kelly, Fitzroy Vivian, J. Ennis Corry, Henry Kemble, Henry Welby, G. E, Cripps, William Kirk, Peter Wellesley, Lord C. Darner, Colonel Knight, F. W. Wodehouse, Edmond Darby, George Knightley, Sir C. Wood, Colonel Davies, David A. S. Lawson, Andrew Wood, Colonel T. Dawnay, W. H. Lennox, Lord A. Wortley; James S Deedes, W. Leslie, Charles P. Wortley, John S. Denison, E. B. Liddell, 11. T. Wynn, Sir W Dickinson, F. 11. Lincoln, Earl of Yorke, E. T. Douglas, Sir H. Lockhart, William Douglas, Sir C. Lowther, Sir J. H. Douglas, J. D. S. Lygon, General Dowdcswell, W. Mackenzie, T. Drummond, H. H. Mackenzie, W. F TELLERS. Young, John Baring, Henry LAIN INTELLIGENCE. COURT OF QUEE'N'S BENCH,JuneI9. (Sittings at Nisi Prius, before Lord Chief Justice DENMAN. ) SMITH V. PRETTIE. This was an action brought by the plaintiff, who was the mother of the young woman seduced, against the defendant for damages for the loss of her daughter's services in consequence of her seduction. Mr. COLE stated the case for the plaintiff. The parties he con fessed were persons in very humble circumstances; the plaintiff, a laundress, and the defendant, the son of a green-grocer, residing in St. Pancras parish. They had been some years acquaintances, and the young man had been an accepted lover. The parents of both knew of the attachment, and the young girl visited at the de. fendant's father's house, as the defendant did at her mother's. At an early period of their acquaintance the defendant had determined on marrying the girl, and actually put up the banns in the parish church, but the defendant's father remonstrated with the girl herself on the impropriety of an improvident union like this be tween two persons so young, and who were not independent of their parents. In the justice of these observations it appeared that Amelia Smith complied, but the intimacy continued until about a twevemonth ago, when the defendant was entertained, on a Sunday afternoon, at tea, in the apartment occupied by the plain tiff This unfortunate tete-a-tete proved the girl's undoing. The intimacy after this evening became still more strict, as might naturally be anticipated, until she became pregnant, a fact which she communicated to the defendant, who again pro ppsed to marry her, and once more had the banns pub.. lished. This laudable intention was frustrated by the remon strances of the defendant's father. The girl's mother being made to support the expenses incident to her daughter's condition, applied to the authorities of St. Pancras parish; A surgeon was ordered to attend her in her lying in, and on defendant's refusing assistance, the girl affiliated the child, and obtained an order on him to pay 10s. and costs, with 2s. per week for the child's main. tenance. Amelia Smith, a well-looking, decently.attired young woman, about 20 years of age, was then examined. She give her evidence very clearly, and without hesitation or confusion. She corrobo rated the statement of her counsel in all the material facts, stating that she helped her mother in her business as a laundress, and in carrying linen to her mother's customers. Mr. WILKINS made a speech, partly grave and in part jocose, on the part of the defendant, whom he represented to be a young man, er rather a youth, at the time of their early intimacy, who might rather be considered the party de luded than the young woman, as it was notorious that in these matters a girl of 18 was much more shrewd than a youth of 17. The jury should, in giving their verdict on this occasion, avoid affording any inducements to young persons in public life to submit to the wishes of a young man who might be able to pay damages through his parent rather than follow a course of useful industry. The LORD CHIEF JUSTICE having summed up the material facts ofthe evidence, remarked that the plaintiff had not used in this instance all the caution she might have been expected to exercise. The jury, after a minute's consultation, gave a verdict for the plaintiff—Damages 201. TIIE LATE ACCIDENT ON THE GREAT WESTERN RAILWAY. —We are sorry to learn that the injuries received by Mr. William Chilver Boodle, of Connaught-square, by the accident on the Great Western Railway on Tuesday last, are more serious than they were at first supposed to be. The unfortunate gentleman was visited yesterday by Sir Benjamin Brodie, Bart., who pro nounces the spine to be injured, but is at present unable to state to what extent. VICTORIA PARK.—Yesterday, the Earl of Lincoln, Chief Commissioner of Woods and Forests, attended by three of his colleagues, paid a visit of inspection to the works now in pro gress for laying out the new park on the eastern side of the metropolis. For some time past, the arrangements hitherto decided upon have proceeded but slowly, little more having been done up to last week than paling round the ground intended for the park, and laying out the in tended roads. The ancient palace of Bishop Bonner has been pulled down, as have also several of the houses on the Bethnal green road side of the new park, leading across the fields, known familiarly as " Bonner's Fields." It is decided that an additional quantity of hands shall be taken on, in order to expedite the works as much as possible. ALARMING FIRE AT MR. BARON NATHAN'S.—ThiS morning, shortly before two o'clock, a fire broke out in the As. sembly.rooms belonging to Mr. Baron Nathan, situate at Kenning tim.cros:. Aft:a considerable trouble the West of England firemen and brigadz succeeded in extinguishing the flames, but not before the Assembly-rooms; and the passage leading to the same, were ex. tensively iniused. THE SUN, LONDON, FRIDAY EVENING .JUNK 20 1845. RAIL q , A Y COMMITTEES. (YESTERDAY.) HOUSE OF LORDS. seven miles in length. The loss of power, as indicated by the fall of the barometer, was 69 per cent. downwards, and on a 30 tons train it was 57 per cent., the mean power being 43 per cent. He had since applied Mr. Hawkcsley's formula to the experiments, and had found them almost precisely correct. He had before supposed that the loss of power was owing to the leakage. On the Dalkey line the leakage was 200 feet per minute per mile, and the Dalkey engine exhausted 3,000 teet per minute, on a line of six or seven miles in length. There would be a point at which the Dalkey engine would not move a train at all. There were three circumstances which would tend to impair the velocity of the train—the leakage, which would increase in pro portion to the length of the line; the increased den sity which resulted from that increased leakage; and the in creased friction which was a consequence of the increased density— so that the length of the pipe would act as a direct principle to pro duce all these three conditions. The velocity of the train was in the ratio of the power of the engine to the diameter of the tube; it was the square of the two diameters ; so that just as the pipe was increased the power of the engine must be increased, so that the increase of the power of the engines on the Portsmouth atmospheric line from 120 to 150 horse-power, while they had increased the diameter of the tube, had obtained nothing for them. He believed that no atmospheric line would be sufficient to answer the purposes of the public on a great line. The line would be subject to greater irregularities, for on a line cf sixty miles, with stations every three miles, , thirty stationary engines would be required ; while with 12 mile stations on a locomotive line, only 9 engines would be required, and there would evidently be less liability from 9 engines than from 30 engines. The consequence would be, that while any irregularity which occurred on the atmospheric line would be a perms nent, or at least a comparatively durable obstacle, that on the locomo tive line would be only transient. In addition to this, there was the advantage for the locomotive line that the power could be increased in proportion to the weight of the train which the engine had to convey, while on the atmospheric line the power must be always stationary. The endeavour to meet the difficulty by more nume rous trains would prove a failure, for it is matter of experience that the public would not be interfered with by such frequent trains. There was certainly an advantage on the side of the atmospheric line in saving the weight of the tender and engine. The weights of these varied from 16 to 25 tons on the narrow gauge. On the broad gauge the weight of the engine varied from 23 to 33 tons. The engine and tender which carried the express train to Birmingham weighed 18 tons, and ran at a rate of 40 miles an hour, performing the 112 miles in three hours. In general the weight of the engine and tender was about cne-third of the whole train. There would be great traffic on the Epsom line during certain seasons of the year, and Mr. Stephenson believed that the atmospheric principle could not satisfy the requirements of the traffic. With respect to the safety, he believed that the crossing places would prove seriously dangerous from the liability to colli sion. There was a 100 horse-engine to convey the train down the plane to Euston-square, and for working 14 or 15 trains a day over one mile of road, and he calculated that the expense was not increased by the difference of the power to 150 - horse power, and the distance to three miles, as he found that there would be an expense of 6001. per mile. The cost of the single engine was 1,491/. 15s. 4d, per annum, and assuming Mr. Samuda's estimates as correct, viz., that a passage of 2,000 trains in the year would occasion an expense of 331. a mile—putting this to the 9,0001. per mile which had been allowed for other purposes, there was a cost of 1,050/. a mile for working expenses alone. On the South-Western line the cost was 500/. per mile, allowing 100/. for interest. This was the expense of a single line, for a double line had not been calculated. With respect to the asser tion that the force of gravity alone would carry the trains down the inclined planes, he had to say that from his own experience he knew that trains had been stopped by the atmosphere. To the inquiry of Mr. M. MILNES, Mr. Stephenson replied that the resistance of the atmosphere was as the square of the surface to the weight. To the cross-examination of Mr. TALBOT, Mr. Stephenson re plied that he had heard that the line at Dalkey was under ♦ery unfavourable circumstances. At Dalkey there was a connecting pipe running at right angles with the main pipe, the leakage in which was 219 feet in a minute, while that in the vacuum tube was only 126 feet. But this excess was, in his opinion, attribut able as much, or more, to the pump than to the connecting pipe. The pump was working very efficiently when he was at Dalkey, but the connecting pipe need not be more than a very short length. He had stated all this to the Croydon Committee a year ago, and had been made the subject of their investigation. He had then stated that the velocity of the train on the Dalkey line was at its maximum, but it appeared to him that the velocity was accumulating at the moment the train left the tube. There certainly was a slight accele. ration, and that he attributed to the diminished friction which had been laid down in Mr. Hawkesley's formula, and the decrease of density as the train approached the engine. Last year he had attributed the whole of the loss of power to leakage, but at that time he knew nothing of friction. The only difference be tween his evidence then and now was, that the loss of velocity was to be attributed to two elements instead of one. He could not say whether the result of friction was to be ascribed to the ex haustion of the air by the pumping engine, or whether it was the effect of the impulse of the piston in the tube. The motion of the train was partly the effect of propulsion and partly the effect of suction. The rapidity of the motion of the air, at the first stroke of the pump, was equal to the force of the stroke. But this would act only on the first column of air which the pump commanded, but the next column would not move at all, except to an attenuation allowed by the vacancy left by the air drawn out. The leakage in the tube and tenacity of the air would be indicated by the height at which the barometer stood respectively at the engine and on the piston, but only by a single ratio. Indeed, he could not see the use of two barometers at all, but if one only were used, the depressing condition of the mercury in the barometer would indicate the weight of the air in the tube, and consequently its density. The atmospheric engine was certainly nut so efficient a machine for trac. tion as the locomotive. On a small railway of sor 6 miles in length, with a large traffic,the atmosphericprinciple allowed of an economical increase in the number of trains. He had stated that the locomo tive trains had been obliged to bend to public convenience, but he could not say that the public had ever been obliged to bend to the trains. It was, however, true that the London and Birmingham Company had advertised that the express trains would consist only of a limited number of carriages. He dared to say that it would be a convenience if third-class carriages could be taken by the ex- press trains as well as the first-class carriages. There was a diffi culty in dealing with a large number of passengers on particular occasions, and he would not wish to start quick locomotive trains oftener than a quarter of an hour from each other, but he thought the atmospheric trains would be equally dangerous. In the event of two trains arriving at the same time, and to overrun, and not to bring up at the stopping places, there would be a danger of collision, and whether the points were down or up he did not see that the danger would prevented. This would only happen at the crossings. He had not estimated the number of crossings, but he believed that every section of pipe would be a meeting-place. He was, however, assuming the experience on a locomotive line and applying it to the atmospheric line; and on a double line, upon the locomotive principle, there was a great immunity, but if the man at the junction who had com mand of the points turned them the wrong way the collision would arise. But there was no possibility of a train intended for one line being put upon another at an ordinary crossing-place, for, in order to get from one line to the other, the engine would have to be re versed. On steep gradients the atmospheric principle had the ad. vantage, as on a locomotive line the engine would slip the moment its weight became its load. They assumed the engine at 18 tons and the carriages at 35, so that the tractive power exerted was equal to 40 tons, but that had merely reference to expenditure of fuel, economy in fuel, and velocity, An engine such as this would take a train up a plane of 1 in 330 at forty miles an hour. The gradient of 1 in 100 is equal to about 52 feet in a mile, and an engine of this power would barely take itself up at that speed. The advantages of the atmospheric principle lay in overcoming steep gradients, and it would, of course, overcome easier gradients better; but, on a long line, he thought that it was not only commercially disadvantageous, but mechanically undesirable. Locomotive engines could work up gradients of 1 in 100, but at a very reduced speed. To Mr. M. MILNES, Mr. Stephenson stated that he had con templated a combination of the locomotive and atmospheric prin ciples on the line which he had charge of from Tring to Worcester, where, going up to Dudley, there would be a gradient of 1 in 80 over about five miles of road; but he had found it very expensive. He had taken his estimates of cost from Mr. Cubitt's evidence, and coincided with him in the opinion that 67,0001. would be sufficient for the stationary engines. But in the estimate for the vacuum tube he differed, as he thought that it ought to be 4,800/. instead of 4,5001. He based a calculation of 5001. per mile for water to supply the stationary engines, for they ex pended 6,0001. for the engine at Black wall, and 3,000/. for the wells at Camden-town. He did not, however, know what facilities there existed for the supply of the water on the proposed line. The engine at Camden town was constructed by the Messrs. Maudslay, and worked expansively, but not so much as it might da, and he could not say whether it was more expansive than the engine at Dalkey ; but he thought that not a single instance could be adduced of a stationary engine being worked for so little as Samuda had stated, and he believed that the extra expense on the atmospheric line would be above 9,000/. He was not aware that, exclusive of the electric telegraphic, the points and crossings and the valve, the two lines were about equal,but such might be the case. He did not think that it would be fair to take the number of trains into consideration, because the weights carried by the locomotive trains were so much greater as to render them in effect on a par with the greater number of trains on the atmospheric line. To the inquiries of Mr. ()swam), Mr. Stephenson stated that there was no opportunity of judging of the power of stopping on the Dalkey line, for after the train left the tube it went up a plane of 1 in 50, so that in feet it was going up hill, but in his experiments they had failed in obtaining any great facility in stopping. In starting lie certainly th ou ght the atmos pheric principle had something of an advantage. To the re- examination of Mr. M. SMITH the witness stated that, in his estimation of working expenses, he had taken the traffic on both lines as equal. With respect to the opinion expressed by the promoters of the Dalkey line, he could say that he had fully considered the reasons alleged, and was quite decided in his opinions, especially as he was confirmed by the formula of Mr. Hawkesley and the experiments of Mr. Samuda, which had been published since his own. The connecting tube at Dalkey was a solid cast-iron pipe, and was covered with tar, so that there was every care taken to prevent leakage, and he believed that a large quantity of the leakage was to be ascribed to the pump. The same cause would equally operate whether the pipe were long or short, and the leakage was pretty uniform throughout the whole length of the line. With respect to the number of trains, they must of necessity be restricted to the number of crossing places ; but 12 or 15 trains a day might be worked with tolerable facility. That, however, depended upon the equability with which the trains worked, and he thought it would be practically impossible to secure perfect equability through out. The objections to the atmospheric line were chiefly to the single line, for that was subject to all those overshootings and collisions of which he had spoken In stating that the peculiar advantage of the atmospheric principle lay in the power of overcoming steep gradients, he meant to assert that credit was due to the rope which drew, as well as to the air which propelled the train. He had founded his statements on Mr. Samuda's tables, as well as his own, in fact, on both sets of tables. Mr. Locke, the eminent engineer, stated that he had paid con siderable attention to the atmospheric principle, and had read most that :had been written on the subject, though he had not been to Dalkey. He had read Mr. Stephenson's report, and perfectly agreed with his conclusions, He had paid attention to the gradients on the direct line, and in the event of the atmospheric principle proving a failure, it might be converted into a locomotive line, but it would be a very bad one, as the gradients on one half of the line varied from 1 in 80 to 1 in 100. The increase of the length of the tube would have the effect of decreasing the mean velocity, as the leakage would be greater, and the friction greater, and the via inertia. of the atmosphere would be more difficult to overcome. The velocity of the motion of the air in the tube was greater the nearer the engine was ap proached, and the further the recession was towards the piston the less; and the rushing of the air from the neighbour hood of the piston towards the other end of the pipe occasioned a friction of the particles of the air among them selves, and thus retarded the piston and, consequently, the train. He did not think that a single atmospheric line could at all afford the same accommodation as a double locomotive line. The expense of the Chichester Railway for a double line, taking the main line and excluding contingencies, was 17,415/. a mile. On the at mospheric single the expense would be 16,650/. a mile ; but if the latter was a double line, it would cost more than 20,0001 a mile. The atmospheric tubes would cost 270,000/. ; twenty engines at 5,0001.-100, 0001 ,—and four crossing en gines, 20,0001., and other engines as much more. This made the whole cost of the way 420,000/. But from this, there was to 'be deducted the cost of 30 locomotive engines, at a rate of 1,7501. each, making a total of 52,0001. There was also 20,000/. for sheds and repairing, and 27,0001. for the other charges, making altogether 100,0001., which, deducted from the gross sum, gave 320,0001. for the establishment of the atmospheric power. The interest of this would be 16,000/. a year. Now, the whole expense for haulage on the Guildford and Chichester line would be 15,7441., so that the whole expense of the latter would be less than the mere interest for the establishment of the atmospheric power. With respect to the passage of trains, he found from experience that there were certain hours of the day which the public preferred, and at which the trains must necessarily be large. There was also a great adaptability to the locomotive principle to supply the sudden and unexpected traffic and to answer all its variety. He thought that the traffic of the Epsom line would be as much as that railway could carry, and when the other traffic came upon it he believed that they would have great difficulty in meeting it, and at the time of Epsom races, it would be impossible to convey it, especially when the North Kent traffic came on the line at Sydenham. With respect to the crossings, he believed the danger on the atmospheric line would be decidedly greater than on the locomotive line, particularly as the trains come into the stations at the top of their speed. They could certainly cut off the tube, but great precision would be required; and they must either let off the velocity, or the velocity would involve a certain degree of danger. With regard to haulage, there were 37 tons of coals consumed at Dalkey daily, which was equal to 41i horses ; and applying that to 150 horse power, he found that in stead of being 5 7.10 d. it was 7 5.10 d. With respect to the men at the station he had doubled them, for he was confi. fident that for the mail trains they would be necessary. The whole expense of the haulage would by these means be increased from 74d. to Is. a mile per train. On the Dalkey Railway the cost of haulage amounts to Is. a mile, where the trains were lighter than they proposed to have the trains on this line. The whole expense actually incurred on the Dalkey Railway was 1,4801., and, giving the atmospheric railway every advantage, he found that the expense of haulage would be Is. a mile. On loco motive lines the expenses of haulage was from l Id. to 11 id. per mile, and in this all the great lines agreed. Taking the estimate as in tons, the cost would be three times in favour of the locomo. tive principle, from the greater weight they could carry by one train. The Committee here adjourned. MIDLA.ND 11.0.31LWAY (NOTTINGHAM TO LINCOLN). (Continued from our Afternoon Edition of yesterday.) The parties were called in about three o'clock, and were informed by the Chairman that the preamble of the Bill was declared proved. The Committee had, however, come to a decision binding the promoters to introduce a clause into the Bill which would prevent the line crossing the Flood road on a level. The Committee would meet the difficulty of the proposed crossing by requiring the parties to construct a bridge over the railway at the point where it would interfere with the road in question. The Committee regretted that anything like an impediment should be thrown in the way of a line so im portant to the traffic of the country ; but they were bound to see that the railway should be constructed with safety to the public. The unopposed clauses were then gone through, and the Com mittee adjeurned till eleven o'clock tomorrow. COIVIIVLITTEE 011 UNOPPOSED HILLS. The Committee on unopposed Billsmet this day at three o'clock, Lord Shaftesbury in the chair. The following Bills were taken up and declared to have passed through Committee :—The Brighton, Lewes, and Hastings Rail. way, and the Eastern Counties Railway (Ely to Whittlesca De viation). HOUSE OF COMMONS. GROUP A. SOUTH-EASTERN (DOVER) LINE. This morning the Committee resumed the consideration of the above line at the usual hour. The first witness called was— Mr. Thomas L. Gooch, engineer, and assistant to Mr. Stephenson as engineer to the South-Eastern line, who gave evidence against the North Kent and in favour of the South-Eastern line, lioth of which he had examined. The latter would give greater accommo dation to the mass of metropolitan travellers to and from the town of Woolwich. He was quite satisfied of the insufficiency of Mr. Vignolles' estimates, which were too small by more than 700,0001., no less than 1,960,000/. being required, instead of 1,200,0001. Mr. Sergeant Shea then cross-examined the witness as to the number of level crossings on the South-Eastern line. These, it ap. peared, were much more numerous than on the North Kent. There was great danger of accidents where a railway crossed a highway on a level; but careful watching would tend greatly to remove the danger. Oa the Manchester and Leeds line there was a level crossing which was watched night and day by a man and his wife, who were paid about fifty pounds per annum. At this place, he believed, one accident, with loss of life, had occurred, but he had not heard of any others. Such accidents had happened on other railways, but they were very few. Being cross-examined by Mr. MELIOR, the witness stated that he believed there was no level crossing over a public road. Being re-examimed by Mr. ALEXANDER, Mr. Gooch said that there was no level crossing on the South-Eastern line so dangerous as that on the North Kent line at Faversham, as none crossed such crowded thoroughfares as that. Mr. Walter Simms, formerly joint engineer with Mr. Stephenson on the South-Eastern line, was examined to the same effect. On his cross-examination by Mr. Sergeant WRANGRAM, the witness said that he did not think there was at present any danger to be apprehended from level crossings. Mr. COCKBURN then said, that as the engineering evidence was now concluded, he thought this a fit opportunity for making an _ _ objection, which he thought would oblige the North Kent Corn, pany to give up their Bill, and to bring it forward again as a pro ject. The North Kent line was to cross Woolwich common, for which the consent of the Board of Ordnance must be first obtained. The Board of Ordnance had given their consent on certain conditions, one of which was that they should pass the common by a tunnel. Mr. Vignolles had stated that his tunnel must be 15 feet ; over this there must be 1% ft. of brickwork, and over this 4% ft. of earth ; so that from the surface of the earth to the level of the rails there must be 21 feet. According to Mr. Vig nolles' own section the distance would be only fourteen feet. The extreme limits of deviation were five feet, so that the line could not be constructed within the limits, Mr. Cockburn then referred to the decision of Committee against the Cambridge and Lincoln line, where a similar objection had been made by Mr. Ser geant Wrangham. Mr. Sergeant WRiNGIHAM said that the circumstances of this case were not the same as those of the Cambridge and Lincoln line, where it was admitted by the engineer of the line that it was impossible to keep within the limits. But in the present case the proposed depth being 14 feet, and the limits of deviation 5 feet, making 19 feet ; and if 6 feet brickwork and earthwork were necessary, it would still be easy to make a tunnel of 13 feet deep. But even if a tunnel of 15 feet were required, the North Kent Company were at liberty to go to any length of deviation, with the consent of the landowners.—(Mr. Sergeant Wrangham here referred to the Act of Paliament.) The land owners in the present case were the Board of Ordnance, and it was improbable that they, wishing the tunnel to pass clear of the surface, would refuse their consent to its passing deeper than had been intended. The CHAIRMAN was about to give the decision of the Committee on this point, when Mr. COCKBURN said that he had not been heard in answer to Mr. Sergeant Wrangham, and that he had a right to be heard before the Committee gave their decision. The CHAIRMAN said that the Committee were satisfied, and de cided against Mr. Cockburn's objection. _ Mr. COCKBURN insisted on his right to be heard in answer to Mr. Sergeant Wrangham. The CHAIRMAN ;aid that the Committee were at liberty to de cide the question at whatever time they pleased. Mr. COCKBURN submitted to the decision, but wished it to be understood that he considered this a gross violation of the law, The CHAIRMAN said that the violation must be the fault of the Committee. Mr. COCKBURN replied that he wished it to be understood that he thought so. Colonel Dancey, Royal Artillery, was then called and ex amined by Mr. MERREWETRER as to the danger to be apprehended from the crossing of Messrs. Hall's powder district by the pro. posed North Kent line. Mr. Clutton, land valuer, was then examined by Mr. MBAR& WETHER as to the value of the land through which the proposed North Kent line would pass. Mr. Merton, land valuer, gave similar evidence to that of Mr. Clutton. Mr. G. Smith, also a land valuer, corroborated the previous evi dence as to the value of the land, houses, &c., on the proposed North Kent line. Mr. Rodgers, architect and surveyor, spoke to the accuracy of :he estimates of the South-Eastern line. Mr. Bennet, solicitor to the South. Eastern line, spoke to a meeting of the incumbent, &c., of St. Mary's Church, Lambeth, at which the pulling down of the church was assented to. Witness had received a letter from the incumbent to the same effect as the resolution at the meeting. Being cross.examined by Mr. Wrangham, the witness said that he was aware that the incumbent's consent was not sufficient, but that the Bishop's consent had been indi rectly given. The CHAIRMAN then said that he had a proposition to make which he thought would save time if assented to by the parties. He proposed that the examination of witnesses concerning the South-Eastern and North Kent lines should be concluded before any further evidence against the London and Croydon line was given. The Committee might then express an opinion in favour of one of these lines, and the case against the Croydon line might be carried on by that one. Mr. MERREWETHER declined giving any opinion during the absence of Mr. Cockburn and Mr. Alexander. Mr. Sergeant Wrangham and Mr. Wilmore assented to the Chairman's proposition. The Committee then adjourned till to-morrow at 12 o'clock. GROUP GG. GLASGOW =NOTION RAILWAY. (Continued from our Afternoon Edition of yesterday.) Clauses 22, 25, 26, and 27, which referred to the laying of rails upon the quay, were objected to by Mr. Sergeant TALFOURD, but they were also passed with some verbal amendments. Clauses were added to protect the Garnkirk and Coatbridge Rail way, and the Bill was then ordered to be reported to the House. The Committee then went on to consider the BARRHEAD BRANCH OF THE GLASGOW, ILIMIKARNOCIE, AND AYE MINE. Mr. TALBOT opened the case for the promoters. The Learned Counsel described Barthead as a place of some importance in point of manufactures, and numbered 5,000 inhabitants. The line would open up the district by giving a communication with Glas gow, Paisley, Greenock, and many other places of great population and considerable goods traffic. The Learned Counsel concluded a very able address by calling upon the Committee to deal with the preamble of the Bill in accordance with the evidence which he would adduce. The Committee, at the conclusion of the opening address, ad journed till twelve o'clock to-morrow. GROUP K. EAST DEREHAIK AND NORWICH DIRECT RAILWAY. (Continued from our Afternoon Edition of yesterday.) - - - Mr. CALVERT informed the Committee that the promoters for whom he appeared had entered into an agreement with the Eastern Union Extension Company to work their joint trains in conjunc tion, in the event of Parliament sanctioning their railway. Mr. Locke, on behalf of the East Dereham and Norwich Direct line, confirmed the evidence of Mr. Gravit as to 'the cost of con struction. This having closed the case on behalf of the direct line. Mr. CALVERT addressed the Committee on the evidence adduced in favour of the Dereham and Norwich direct, and applied him self more particularly to the difference of time and cost between it and the line via Derehsm. The distance travelled by the latter, exceeding that required on the former, was at least seven miles; and eight stations, entailing a delay of at least 50 minutes, were either to be stopped at, or the traffic anticipated at them wholly given up. His Learned Friend had denied that the fares would be higher on the line he represented, and had cited the maximum clause as an effectual precaution against high tolls. But the Board of Trade required on a line returning 10 per cent, a diminution of its tolls. The direct line would unquestionably within a short period return at least that amount, but the additional cost of working the line seven miles longer would at once prevent its ever attaining the requisite per centage, and its ever lowering its toll. The traffic at present passing be tween Norwich and Manchester would be diverted into channels wholly unconnected with the former ; Yarmouth would obtain a large proportion of it, and the town which the line affected to benefit would be materially, if not ruinously, injured. Upwards of 22,0001. of the money subscribed for the circuitous route was, independent of the purchase of acreage necessary for its construction, to be spent among the landowners for the interest of the good-will. Such a waste of capital was wholly uncalled for, and while unprecedented by any line previous or contemporaneous, was unsought by the projectors of the Direct Railway. His Learned Friend appeared to rely considerably upon the advantage accruing to Wyndham by facilities of communication, while the town of Norwich had been virtually disregarded. Did that dis. trict, however, require no accommodation ? Was its progress so rapid, and its prosperity so palpable as not to need an increase? Let the population tables of the years 1831 and 1841 attest the accuracy of such a proposition. The census returns of the former year gave a population of 60,000, and of the latter, 67,000 inhabi tants, a bare increase of 6 per cent. in ten years ; while, in the preceding period, he found the increase had been more than 21 per cent. Such a circumstance was a remarkable and undeniable proof of the comparative declining state of a town, which, from its central position, might, but for want of more ready railway communication, have been expected of unusual prosperity. Thegradients of the direct line were far inferior to its rival; the site of the termini presented similar advantages, and considering the propositions of the two lines in every particular, he contended there was not one on which the Committee were not warranted in giving preference to the direct. The Learned Counsel having concluded his address, the Commit ,ee adjourned at half-past four till to.morrow. GROUP L. PORTSMOUTH ATMOSPHERIC LINE. The evidence of Mr. Stephenson (continued from our Afternoon Edition of yesterday)—This would be just in proportion to the length of the line, and, as on the Dalkey line, this opposition, combined with the leakage, bad created the anomaly of which he had spoken, so it had impeded the velocity. But just in proportion as the train ap proached the engine the velocity was increased, and as it advanced from the engine the velocity was diminished, so that there would be a loss of power, and on the Dalkey line he believed that they had attained the maximum, and the consequence would be that as the pipe was increased in length the velocity would be reduced. He had made no allowance for momentum, for in the experiments the effect of it entirely disappeared. From Mr. Hawkesley's for. mula it appeared the train could not be moved at all after six or HOUSE OF COMMONS. June 19. The SPEAKER took the Chair shortly before Four o'clock. The Lords' Amendments to the York and Scarborough Rail way Deviation Bill were agreed to. 'Fhe Manchester and Birmingham (Ashton Branch) Railway Bill was read a third time and passed, nu the motion of Mr. BROTHERTON. Upon the motion for the further consideration of the report on the Lyme Regis Improvement Market and Waterworks Bill, the Bill was ordered to be engrossed. The North Wales Railway Bill was read a third time, and passed. Ths Hartlepool Pier and Ports Bill was read a third time, and passed. The Lords' Amendments to the Huddersfield and Sheffield Junction Railway Bill were agreed to. The North Woolwich Railway Bill was read a third time and passed. The Lords' Amendments to the Dunstable and London and Birmingham Railway Bill were agreed to. The Lords' Amendments to the Leeds and Bradford Exten sion (Shipley to Colne) Railway Bill were agreed to. The Duke of Argyle's Estate Bill was read a third time and passed. The Lords' Amendments to the Leicester Freemen's Allot ments Bill were agreed to. The Staleybridge Waterworks Bill was read a third time and passed. The Eastern Union and Bury St. Edmund's Railway (No. 2) Bill was read a third time and passed. The Dundalk and Enniskillen Railway Bill was read a third time and passed Lord AsHLEY presented petitions from different parts of Lancashire in favour of a Ten Hours' Bill. The Waterford and Limerick Railway Bill was read a third time and passed. The Lords' Amendments to the Leeds and Dewsbury and Manchester Railway Bill were agreed to. The Wolverhampton Waterworks Bill was read a third time and passed. The Glasgow, Paisley, and Kilmarnock Railway Bill was rod a third time and passed. The Whitehaven and Furness Junction Railway Bill was read a third time and passed. Mr. J. O'CONNELL presented numerous petitions, front Dublin and other places, against the plan of academical educa tion proposed by the Government. The total number of sig natures was near 30,000. Sir 11. FERGUSON moved that the proceedings upon the Coleraine and Londonderry Railway Bill be postponed until to-morrow.—Agreed to. MESSAGE FROM THE LORDS. _ Messengers from the House of Lords brought up several Bills. COMMONS INCLOSURE AND DRAINAGE OF LANDS BILLS. The Earl of LINCOLN said that as the adjourned debate would no doubt occupy the greater part of the night, he would suggest that the second reading of then two Bills be now taken without discussion, and that any of its principles might be taken into consideration at the bringing up of the report. The Bills were then severally read a second time, and ordered to be committed on Thursday next. COLLEGES (IRELAND) BILL. Mr. SMITH O'BRIEN would ask a question of the Right Hon. Gentleman, the Secretary for the Home Department: as it was not likely that the House could go into Committee on the Collegiate Education Bill that night, what other day he could name? Sir JAMES GRAHAM replied, that he would fix next Monday for going into Committee on the Bill. SCOTCH POOR-LAW. In answer to a question from Mr. FOX RI AULE, Sir J. GRAHAM said that, in the absence of the Lord Ad vocate, he could not say whether it would be possible to pro ceed with the Poor-law Bill for Scotland on Monday next. NEW ZEALAND—THE ADJOURNED DEBATE. Mr. ELLICE said he could not allow the present ques tion to pass over without offering a few remarks upon it. He would consume very little of the time of the House by going back into any details which had been discussed before. With respect to the past, he thought he might state that, in the course of a long experience—nearly 40 years—with the colo nies and colonial administration of this empire, he had never seen such a want of foresight, system, and com mon sense as had been exhibited by the Government since H the c e omm ha e d neem be e e n n t. of these New Zealand transactions. l o a n m e e n t o e f d anfrieansdsociatLioonrd ofpugrebnatlmemento inv c it o e n d side b r y t h it i e s expediency of opening a communication with the islands of New Zealand. Appl i cation was made to the Crown for p ro t ec tion to that undertaking . He subscribed un dertaking, but having ascertained that it was impossible to obtain funds necessary for the _ta.n his share of the protection from the Govern wataskidnengiedhetowitthhedregwentilmemmee! withoutnsib e tt f e o r protection earry n g ,h m , e o nt h , s a i en n t d co th m a m t ev r eet a tchhaat der rtuenrb into a remo to a nd e rep' diately from itt, noe,tvidldeesrirniensgs, o r the control of the law, settlers from this country. Beyond this he had interfered no further. And here let him say that he was indebted to the present Company for the re payment of the money he had advanced to the former Company, one shilling of which he never expected to receive ; but beyond this he knew nothing whatever of the present Company.—( Hear, hear.) Ile would say, then, that. it would be impossible for him to approve of the resolution appointing the present Company, for he con ceived it was a wrong act on the part of those who were instru mental in sending out to that savage island those emigrants, and it was equally wrong in the Government to have permitted it, without giving to them the protecti on an d sa f eguar d o f t h e law. But while he held that opinion he should also state that he conceived the New Zealand Company had done a great deal of good ; and the discussion that the affair had created in that House was the result of the pressure from without, and the result would be to compel the Government to act with caution and circumspection in future. He did think it was the duty of the authorities of this country to have taken care that the settlement of strangers in that island should have been made as little irksome to the natives as possible. But instead of that, the Government of this country had made conflicting parties of the missionaries and the New Zealand Company, and all these differences only tended to defeat the object it should have been GROUP X. CAMBRIDGE AND LINCOLN RAILWAY. (Continued from our Afternoon Edition of yesterday.) The entire day was taken up with the production of witnesses whose testimony was of a character precisely similar to the fore going, and presented no new feature whatever, and varying only as to the locality from whence the witnesses came, all of whom concurred in the general opinion that the Cambridge and Lincoln scheme would be productive of great benefits to the whole district through which it was to pass, benefits which they contended could not be the result of the formation of the London and York line. G.ttOU e l'lr. GLOUCESTER AND BRISTOL Ra.xximray.-- (No. 2.) (Continued from our Afternoon Edition of yesterday.) . . . . Mr. John Sanders, Secretary to the Birmingham and Gloucester Railway, proved the amalgamation to have taken place, and the expediency of the proposed leasing. Mr. AUSTIN, on the part of the Great Western Company, sought only justice. A great portion of the Gloucester and Bristol line was made by the Great Western Com pany, and an agreement for leasing had been signed by the secretaries of the respective companies. He wanted that agreement to be honourably carried out. A lease of 999 years was in fact a fee that the present lease was to enable the Gloucester and Bristol to sell to a hostile company. If this was attempted to be persevered in, he would oppose the preamble of the Bill. His object was to recognise the agreement, not as a legal one, but an honourable one. The Birmingham and Gloucester were under the control of the Midland Counties, who were hostile to the Great Western, whereas a lease of 99 years, under which the interests of all companies would be consolidated, was what was required. Mr. DANIEL considered the opposition unjustifiable. The agreement rested on by the Great Western was one amongst twenty similar ones, and ought not to have the preference; for, in point of fact, it was worth nothing. The room was then cleared, and the Committee, after a short deliberation, decided that the interests of the Great Western Company should be protected by a clause recognising the agree ment which had been disputed. The preamble of the Bill was then declared proved. The clauses were then gone through and passed, with the excep tion of the third clause, with amendments, which was left open for consideration until Monday. The Committee then separated. tat I'ERIAL PAitLIAMENT. HOUSE OF LORDS, Jane 19. Their Lordsnip sassembled at Five o'clock. SIR HENRY POT FINGER. The Earl of LIVERPOOL brought down her Majesty's answer to their Lordships' address expressive of their con currence in her Majesty's message, recommending that a pension of 1,5001. a year should be granted to Sir Henry Pottinger for his services in China. The Duke of WELLINGTON moved that it be entered on the journals of the House. Messengers from the Commons brought up several Bills, which were read a first time. SCHOOLMASTERS (SCOTLAND) BILL. This Bill was read a third time and passed. LEEDS AND WEST RIDING RAILWAY BILL. Lord BROUGHAM presented a large number of petitions in favour of this Bill. SMALL DEBTS BILL. Lord BROUGHAM said this Bill, which was to save small debtors the expense of employing attorneys and solicitors, had been sent back because it contained a provision giving a deputy gaoler the fee of a shilling for swearing the affidavits of persons placed under his charge. The Commons, therefore, objected to the Bill because it passed a tax, and it ought there fore to be sanctioned by them first. He had struck out the ob jectionable words, and he now had to move that the Bill, as amended, be read a first time. Lord PORTMAN objected to the Bill because it proposed, for the first time, to give deputy gaolers the power of adminis tering oaths. Lord BROUGHAM said the clause did not affect the prin ciple of the Bill, and he had no objection to strike it out. The Bill was then read a first time. COMMON LAW PROCESS BILL. Lord CAMPBELL said he had to move for a Select Com mittee of their Lordships' House, to search the journals of the House of Commons respecting three Bills, which their Lord ships had sent down to them. He was under the impression that such a Committee would report that, after the Bills were read a second time in the House of Commons without any discus sion, the Committees on them were postponed for six months. It might be supposed from this that the Bills were unconstitutional and likely to act unjustly towards Ireland, but the fact was not so. Representations had been wade to him that debtors holding property in Ireland were in the habit of residing out of the kingdom, and thus evading the just claims of their credi tors ; for it was a technical rule in the law of England and Ireland that no proc. , ss could be served without the debtor re sided within the j urisdiction of the Court whence they were issued. It was necessary that provision should be made for the serving of process in England or Scotland, or even in France or Germany, so that a person who had contracted a debt in Ire land, and who had left that country, might be placed within the pale of the law, and that a creditor might have a remedy against his debtor. A Bill giving those powers passed with the consent of the Noble and Learned Lord. It was a measure so well considered and of such a beneficial tendency that he thought such a course to be most extraordinary. He thought that when the Government supported a measure in one House of Parliament, they should also support it in the other. He thought the Secretary of State for the Home Department should have got up in his place and stated that they had been approved of by her Majesty's Go vernment. The LORD CHANCELLOR said that the whole mistake lay in the Noble Lord entrusting these Bills to a Learned Friend of his in the Lower House, who had never read them. After a few words from Lord CAMPBELL, Lord BROUGHAM said, that the law was in a mostshame ful state, and he hoped that if the Noble Lord again brought in such Bills, he would entrust them to other hands than the Learned Sergeant. The motion was then agreed to. BISHOPS' PATRONAGE (IRELAND) BILL. The Archbishop of DUBLIN moved the second reading of this Bill. The Marquis of CLANRICARDE moved that the second reading be postponed until the 30th instant. It was only laid on the table on the 16th, and he would venture to say that not one Noble Lord, except himself and those who had received private intimation of the fact, were aware that the second reading would be pressed to-night. It was a most important measure, and greater time ought to be given for its consi deration. The Earl of WICKLOW considered that there was no necessity to postpone the second reading beyond to-night. The Most Rev. Prelate was anxious to leave this country to attend to his duties in Ireland. He (the Earl of Wicklow) looked upon the Bill as a natural consequence of the Bill of last session ; and, besides, it was necessary that no time should be lost in passing the measure, that the claim on the Right Rev. Prelate might be settled. Their Lordships then divided, when there appeared— Contents—For the second reading 35 Non-contents Majority ... —l6 On our return to the gallery we found The Marquis of CLANRICARDE complaining that there had not been allowed sufficient time to consider the provisions of the Bill. Lord BROUGHAM supported the Bill, and protested that he could not see what stateable grounds of objection there were to the measure. Lord COTTENII klll thought, that as the Bill had been laid on the table of their Lordships' House on Monday last, they were new in a condition to judge of its merits. Lord CAMPBELL thought it was a most excellent Bill. What he would most respectfully suggest, however, was, that before any step was taken in reference to the certificate of the judge, the matter should be submitted to a Board before the action commenced. Lord BROUGHAM thought that 53 suits pending at one time were quite enough to make any man's hair stand on end.—( A laugh.) The LORD CHANCELLOR said that he pitied his Noble and Learned Friend, as a Member of that House, if he were obliged to sit on 53 suits.—( Laughter. ) Lord CLANRICARDE complained of the improper haste with which the measure was hurried on. He thought that the rights of guardians and trustees should be regarded, and that it should be postponed till all parties concerned had had time to judge of its effects. Lord DENMAN thought that latterly such suits had dwin dled down to comparatively a small number. After a good deal of conversation, in which the Marquis of Clanricarde, the Earl of Wicklow, Lords Brougham, Cotten ham, Denman, and the Lord Chancellor took part, The Bill was read a second time, and committed. The Bills on the table having been advanced a stage, their Lordships then adjourned. GROUP Z. GREAT WESTERN (DUBLIN AND GAL WAY) RAILWAY. (Continued from our Afternoon Edition of yesterday.): Cross-examined by Mr. MURPHY—The construction of the railway was practicable. The bog presented no insurmountable difficulties. If the estimate was sufficient, the railway could be constructed. He made the entries in his book in the field in March last. He was four days employed altogether in taking the level‘. He took no note of the evidence which he gave yesterday with respect to the levels. At 9.18 miles the error was 124 feet. He commenced at 14 miles on the da tum line, and he assumed that that point was correct. If the copy of Captain Moorsom's section was not correct on the point from which he started, his levels would be also incorrect. He gave no evidence of these errors before the Committee on Standing Orders. He took the levels to give evi dence on them before the Committee on Standing Orders. The reason he did not give evidence was in consequence of the division which had been made between the Grand Canal Company and the Mullingar Company with re spect to the evidence, and as the evidence on the levels fell to the share of the latter Company, who withdrew their peti tion, of course he was not called upon. He thought that the rail way could be constructed for about 1,0001. per mile mere than Captain Moorsom's estimate. He thought that 21. per Irish acre was enough for the land, at 25 years' purchase. He was not aware that Captain Moorsom's estimate was double that amount, or 41. By Mr. WARD—Did not think that the additional amount required for earthworks (46,8161.) would be affected by the dig. crepancy in his evidence to-day and yesterday with regard to the levels. Mr. Boyle was here called, but declined giving any evidence, as the information which he could give was acquired in a professional capacity for the Mullingar Company. He did not wish, therefore, to give any evidence against the Galway Company. Mr. James thought, however honourable such reluctance might be to Mr. Boyle as a servant of the Mullingar Company, he saw no reason for, nor did the law for a moment sanction, the with holding of evidence on such grounds. Mr. MURPHY objected to the examination of this witness for reasons for which the Committee would understand, and which it was unnecessary for him to allude to more distinctly. The CHAIRMAN, after consulting with the rest of the Committee, decided that the witness should be examined. Mr. Boyle, civil engineer, was then examined by Mr. JamEs— Went about the latter end of March, along with Mr. Henry and Mr. Hannington, to take the levels. He had copies of the sections and plans of the promoters of the line along with him. These were made partly by himself and partly by his assistants. There was an error of fully 38 feet at one point, which was in the neighbourhood of Loughrea, between the 18th and 26th mile. The surface of the ground on the section was so much lower than the actual surface. This error was continuous for five miles along the course of the line, but that was the maximum. He could not say that the errors alluded to by Mr. Hannington were correct, but he could say that errors quite as great as he stated really existed. Mr. Hannington and himself took the levels sepavtely, and after wards compared them. They agreed in the results. This witness was cross-examined by Mr. TAYLOR at great length. He admitted he had stated that the book from which he made his calculation did not furnish sufficient data to enable him to pro. nounce a positive opinion as to their accuracy. James Malley, secretary to the Mullingar Company, examined by Mr. ROWE—He could not say that everything in the office of the Company was under his charge. He had the instructions of the Company not to give up the sections taken by Messrs. Boyle and Huntington, unless obliged by the Committee. Mr. Rowe here applied to the Committee for power to Compel the production of these documents, and for this purpose requested the Chairman to apply for the Speaker's order. After some discussion the room was cleared,to enable the Com mittee to consult as to the course they should take. On our re- admission, The CHAIRMAN announced the decision of the Committee, " Viet as the documents required were of a private nature, they had no control over them." _ _ _ Mr. George Leather, civil engineer at Leeds, was then examined by Mr. JAMESS—He went over to examine the proposed line, and to compare the sections and plan that had been deposited, with the levels taken on the ground. He went over the ground with Mr. Boyle, and the levels which he took perfectly coincided with those taken by Mr. Boyle : these, when compared with the sections that had been deposited by the promotors, showed errors of a very considerable extent. He commenced at 21i miles on the line. The maximum error he discovered was between 30 and 40 feet. He believed the line to be impracticable without altering the gradients. The cuttings would be far lower than the drainage of the country. . _ Cross.•examined by Mr. MURPHY-If the section from which he commenced to make his observations was incorrect, all the calcu. latian afterwards made on that foundation would be also incorrect. The other engineers which were to give evidence on behalf of the Grand Canal Company not being in attendance, owing to their engagements at other Committees, the Committee adjourned till twelve o'clock to-morrow. PROTEST AGAINST THE THIRD READING OF THE MAYNOOTH BILL. Dissentient 1. Because I hold it to be contradictory to the first principles of the Reformation to provide for the establishment of an order of men to be educated for the express purpose of resisting and defeat ing that Reformation—men whose office and main duty it will be to disseminate and to perpetuate those very corruptions of the Christian faith which the Church of England has solemnly abjured, and some of which the whole Legislature of England has declared to be superstitious and idolatrous. 2. Because the most unbounded toleration of religious error does not require us to provide for the maintenance and the growth of that error, but rather imposes upon us a strong obligation to pre vent by all just and peaceful means its increase, and to discourage its continuance. 3. Because this measure has a tendency to raise in the public mind a belief that religious truth is a matter of indifference to the State; and by consequence to subvert that principle of succession to the throne, which is the title of the present dynasty, and which forms an integral and essential part of the Constitution of this kingdom. E. LLANDAFF. C. WINTON. CL ANC ARTY. C. J. LONDON. J. B. CHESTER. R. CASHEL, &c. WINCHILSEA and NOTTINGHAM. CADOIiAN. GRAND ASSA UT IYARMES AT WILLIS'S ROOMS. M. Leon Gillemand, the Professor of Fencing, of Savile House, Leicester-square, gave his annual public Assaut d' Armes yesterday afternoon, at two o'clock, at Willis's Rooms, King-street, St. James's. The rooms were well attended, and we were glad to see several ladies present. If ladies patronise fencing—which, even as an amusement is as elegant as dancing, and infinitely more useful and manly—the day is not far distant when to be " cunning of fence" will be again an essential accomplishment for every gentleman. The following professors fenced in the course of the evening :—Sig. Gandini, 111 r. Germain, Mr. Breck, Sig. Chiosso, Mr. Tinniel, Mr. Mondhair, and M. Leon Gillemand. The match between M. L. Gillemand and:Signor Gandini, and that between Gandini and an amateur which followed, were beautiful displays of science. Mr. Chum() acted as magister ludorum. The Assaut concluded with the hard sabre assault by M. Leon Gillemand and Signor Gandini—a wonderful exhibition of power and science combined. There was an instrumental concert given in intervals between the assaults by a band of 35 performers, including Koenig, Collinet, Prosper, Arban, N i cholson, Jar rett, and Keating, which was admirably conducted by young Laurent. IMPORTANT TO MARINERS. SOUTH SEA WHALERS—FREE PORTS IN VAN DIEMEN'S LAND. The following is an extract of a letter received at Lloyd's, from their agent at Hobart Town, dated March 8, 1845 : " By an Act of the Legislative Council of Van Diemen's Land, the ports of Hobart Town and Launceston are declared free ports for all vessels in the South Sea whale fishery. All tonnage, light, harbour dues, and pilotage being entirely abo lished ; vessels engaged in the whale fishery can now enter this port free from all port charges, and, on application to the col. lector of customs, can land a sufficient quantity of oil and bone to pay their expenses of outfit, &c. The oil and bone landed here is only liable to a duty of five per cent., and is always saleable at remunerating rates. Fresh meat, vegetables, and every description of ships' stores, are to be had at mode ra t e prices, and an abundant supply of wood and water can be had with every facility." their duty to promote.—( Hear, hear.) In fact, to hear th. question spoken of as it had been in that House, one wow& scarce believe that they were in an assembly of reasonable meny When we had acquired a colony, it had been the acknowledged' principle, that all the land which was not in the occupation tvir the natives, or of persons to whom they had made made real! transfers of it, should be considered the property of the owner.—( Hear.) And supposing it were otherwise, still it was for the good of the natives themselves, for the advantage of the colony, and for the general benefit of mankind, that th Crown should assume that right.—( Hear, hear,) His Right Honourable Friend the Member for Oxford had spoken in high, he would not say exaggerated, terms of the labours of the missionaries. But yet it could not he denied that there had been on the part of some of them as attempt to add to their duty in spreading Christianityitoo rea ly a yielding to the temptation to acquire property.—( Hear,. hear.) He thought that whatever title in land should be recog nised, that title should be held under the Crown, and not under any sham treaty.—( Hear, hear.) Was it to be said, that in consequence of such a treaty these fine islands were to remain waste until it should be convenient to the Crswn to purchase the land from those wretched natives? Of all the devices that could have been practised in a national assembly, that surely was the greatest which asserted that 50,000,000 or 70.000,000 of acres, such as was compre hended in the island of New Zealand, should be taken from the original possessors by the Government under a base delusios. He would urge the Administration, therefore, if they would not fall under the odium of adopting that device, to say what was their interpretation of the treaty of Waitonga. Differ ences as to its meaning were entertained by Honour able Gentlemen on his side of the House, and among others the Noble Member for London, from the Gentlemen on the benches opposite. It must be de cided now, and for ever, whether a state could take land on its own right, or give tobacco and Jews-harps for it. The way in which everything hitherto had been done in the island was to mar pruspnity, and to destroy an infant and promising eolony.—(Hear, hear.) But it was not his desire to discuss the misfortunes of the past, but he had risen rather to inquire the intentions of the Government for the future. Did they mean to continue the island of Near Zealand a penal colony, and govern it as such? Were the people not to be allowed to govern themselves? And was it .in tended to establish any, and if so, what institutions, there ?' We have seen all the mischief that had resulted from the con- fused policy respecting New Zealand. When the Government were called upon to state their opinion on the subject, was it satisfactory to state that no change was intended in the administration of the colonial affairs ? He considered that Captain Fitzroy had not acted very judiciously in the expe dients to which he had resorted, but the Chancellor of the Exchequer had stated it was a difficult matter to make man in a foreign country responsible for every action which he ,might see fit to perform, which his wisdom or experience might dictate. He would, not, however, say one word against Cap tain Fitzroy, notwithstanding the errors of which he had been guilty. He wished to ask the Right Hon. Secretary for the Home Department upon what principle he intended to govern New Zealand? w:mt encouragement did they mean to give to the colony ? The lion. Member for Leominster, who had dis tinguished himself by the speech he had made last night, suggested that the Government should purchase the colony from off the hands of the New Zealand Com pany. He objected, however, to this course, as, in the first place, it would cost a great deal of money ; and , in the second lace, the New Zealand Company wets better acquainted with the country than any new governing body could be, and he thought they were still capable of vro tecting and increasing the interests of the colonists. Tell the New Zealand Company what was to be their legitimate static& as landowners, and what was their present situation with re spect to natives and settlers--let the Government tell them this distinctly. The colony had already entailed on the Go vernment considerable expense, which was likely to be still further increased. It had been said that a regiment of troops was to be sent out. He wished the Honourable Mem ber for Montrose was here to take that fact under his especial revision. The expense of sending out a regiment of troops included various charges of commissariat, victualling staff, and other expenses. The expense at the lowest would be 100.0001., and the country would be unnecessarily saddled with it. The evils of misgovernment were now rife in New Zealand. Captain Fitzroy found everything in disorder, everything in con fusion, and no means were pointed out by whieth he could repair those evils. It appears that New Zealand was governed by a council constituted under a provision of the 3d and 4th of Victoria, with relation to New &tuth Wales and its dependencies. The question then would arise as to how far New Zealand could be cs:nsidered independent of New South Wales. This was a question to which he thought the Government should give a definite an swer.—(Dissent from Sir Robert Peel.) At least the Government were bound to tell the House what they it:- tended to do with respect to New Zealand ; and if they intended to bring in an Act of Parliament to constitute it an indepen dent colony, some steps were necessary to amend the state of things in that unfortunate island. They had had people murdered, and it was most proper they should find means of putting an end to those disturbances. There was another national point which he would like to bring before the Right Hon. Gentleman. They were going to este,- blish for the first time a purely agricultural colony on the same' principles as their own constitution. What were they to do with respect to the laws of the land—were they going to send over their whole code of laws ? Were they to establish the right of primogeniture? If they did not meet this in the first instance by some intelligible principle, which could be easily worked out in New Zealand, they would now establish a scene of contu sion and contention, which would take them many years to settle. He wished the Government would enlighten them on these subjects. He expected that before this debate had been brought to a close, that they would discover what hope there was of good to be done without going into Committee. If they were to be left to the mercy of the Colonial-office, or any Co lonial-officer, for the future Government of this country, thou sands of miles distant, the Government would find that year after year complaints would tie made here by the New Zealand Company, and year after year additional grants would' be looked for. lie scarcely knew how to talk of the Colonial Government sit) this matter. If they conformed to the rules laid down by his Noble Friend, and inspired the agents abroad with a little good temper and a little forbearance in the exaction of their duties, such difficulties would not arise. He did not wish to impute anything to the Noble Lord at the head of the Colonial-office. Nobody could admire him more than he ( Mr. Ellice) did, for his talent, but there seemed in this transaction to be an absence of other qualities quite as in dispensable to the duties of that office, as the great talent which he possessed. He held it to be impossible for any iszall to have sufficient power and time, to execute all the duties': thrown upon him by the increasing business of the Colonial office. There was New Zealand. That colony had bees added to the responsibility of the Foreign-office within the last four or five years, and this colony was increasing in diffi culty every hour. A good deal of that diffi cu lty might be cured by a little forbearance. The Government should conciliate men, and, as far as they could, unite men together, and not quarrel with men because one was impertinent, another unreasonable, and a third had a prejudice, which it was impossible to subdue. When he saw the situation of the poor colonists, subjected as they were to the violence of the natives, and being without the protection of the Government, he said that their countrymen in that distant part of the world had a right to appeal to that House. He again repeated to the Right Hon. Gentleman opposite that he (Mr. Ellice) had only risen to express his opinion as to what course ought now to be pursued by Parliament in the settlement of this question. They ought not to waste any more time in recrimination.— ( Hear, hear.) He hoped that course would be abandoned on both sides, as it could lead to no goo d.—( H ear .) i tie expressed himself more in pity than in anger, from the hope of saving the colonists, who had been the victims of a miserable policy, and with the hope of realising a future good. Mr. CARDWELL said he would take the advice of the Right Hon. Gentleman so far as to avoid saying anything that could excite irritable feelings, yet he could not altogether give up reference to the past proceedings connected with the colony. He sat in the Committee on the affairs of New Zealand last year, and he could bear testimony that with regard to the resolutions which had been come to on the business of the Committee, there had not been the slightest recriminatory dis pute. Neither had there been any expression of feeling in re gard to the New Zealand Company, nor any reference to what it had done, except in so far as it was necessary for the inquiries of the Committee to refer to certain points of policy in its proceed ings. Though he could nut agree with the Right Hon. Gen tleman that it was useless and unnecessary to enter into any defence of the colonial policy, yet he would rater to the policy only so far as it tended to elucidate the question. The Noble Lord the Member for Sunderland (Lord Howick) had acurately stated the question—That it was the protection of the settlers, and the rights and interests of the native population. This was not a subject of recrimina tion, but a question of great and prominent importance. To that topic he would confine himself, and that only. What was the real question ? That all the difficulties which had been experienced had arisen from the land question. He was happy to say, however, that that difficulty was in a great measure overcome. He believed that all the land in the progress of settlement had now been definitely arranged, with one single . exception. The land held by the New Zealand Company was held under a very different claim to that of any other land in the colony, for, while all the other land of the colony required a confirmatory grant, that of the New Zealand Company was an absolute grant. That grant was made by the Noble Lord the Member for the City of London (Lord J. Russell). He would not attempt to give another ver sion of the report of the Committee, but he should contend that if the basis on which the report of the Committee was founded was bad, he should destroy the arguments of that re port, and the inference to which they would naturally lead. lie would not say that the fifth resolution of that Committee Was at variance with the evidence laid before them, but he would show that the conclusions at which the Committee arrived were contrary to the history of New Zealand. He held in his hand a letter written by the Noble Lord, on the 18th Much, 1 . 840, to his Noble Colleague at the head of the Foreign - offices from which it was evident--firstly, that there were not . lel aim sTi three enactments on the Statute-book, all clearly o d ig that New Zealand was a part of the British iv d d s secondly, the acknowledgment of n t New °iben s ; Zea land was a new and independent St i t ll e i . am h T a n d e . :N o o f b rao le k L l o y rd tak t e h n e him, in the way of taunt • upon himself his share of . that he should not quote it against the blame for the first transactions, at it th w e u na s tiv o es " were hich h s b o u o t h h e w w s s o u t l h d e ad state u e e oaf document, f Ne u w me Z n e i lla m nd w , being butchered in the islands, merely o me f re th ly is y. After fo c r o t u h n e t iriurpoAseofr thatsend.- ing their heads to the museums there had been an express mission to the Courts of New Zealand, which plainly showed that they were to be regarded as a free and independent people. Such had been the opinion of the Noble Lord the Member for London in 1840, and at the same time, or rather at an earlier period, on the 22d of June, the Member for Taunton, in a. Treasury Minute of that date, expressed sentiments exactly in consistence with those he (Mr. Cardwell) had that night pro pounded. He would refer to the treaty of Watonga for a short time. Honourable Members were familiar with the language of that treaty, and, therefore, he would not read it, but just. call the attention of the House to the first clause, by which the Government had bound themselves to grant to the natives all the forest rights and fisheries which they might and the second clause reserved to the Crown the right of pre-emption. The pre-emption was confined to land which was not occupied by the natives. It was asserted that Sir G. Gipps and the Noble Lord did not understand the treaty. Why, Mr. Williams had explained to them exactly the position im which they stood before they would consent to sign the treaty. One party had said, " Oh, do not sign it, for after you have done so they will take your lands." Another said, " Oh, by all means sign it, for they will not take your lands. And thus were the opinions expressed in this remark able debate. The whole of this had been expressly stated to Sir G. Gipps. Why, he thought that it was abbe on Sir G. Gipps and the Noble Lord to say that they could not, or would nut, understand the treaty. After all this, Dr. Evans and two others went to Sydney for the very purpose . of asking the opinion of Sir G. Gipps, and it was after that in terview that Sir G. Gipps had stated that he could not assent to any decision on the matter ; for until after inquiry it was . impossible for him to say whe ther an y in j ur y had n done to the natives or not. He did not know what instrue siossloondeirtswwashilmchposSisrihGle. Gipps had sent over aftert tions had been given to the his !w h o ut Co to m h m i for any man to use plainer language treaty. efor i indicating h h e N isk o n h o lo wledg Lorl of the nature and princ i p les was accused of framing two plain and inconsistent agreements within a few days. One was dated the Bth of November, and the other showed that a communication had been sent out to Sir G. Gipps which was dated on the 21st December, which recognised the other agreement. The correspondence with ,ee