The Sun. — London, England, 1845-05-27 00:00:00

stated their case. The railway was intended to supply inland communication to a densely peopled district, which was now al. most destitute of that accommodation. Since the great increase of steam navigation on the river, and the establishment of the railways passing through Kent, there had been a great decline of coach conveyance on,the high - pad. So much so, that in the last few years 70 coaches had been taken off the road between London and Gravesend, and great inconvenience was felt by the very crowded population cf the towns through which the propcsed railway was designed to pass. The measure was opposed by the South-Eastern Company, who came forward with their project to supply the de ficiency only after the prospectus of the North Kent Company was published, having for the ten years of their existence neglected to do anything for that purpose. However, this project was brought out so hastily that it remained still only a project, as the Standing Orders Committee were una ble to sanction it. But the Committee of the Board of Trade—a tribunal of which he would not speak otherwise than with deep re spect—reporting in favour of both lines, gave the preference to the South-Eastern, on the ground that they possessed already an available income, which was a security for the proper execution of this additional plan. He did not know where that available income was to be found; for he believed that just before the present Bill was offered to the House of Commons, the South-Eastern Company gave a dividend of ten shillings per share. He could scarcely admit that this was an income upon an outlay of threw millions, so large and so available as to form by itself a sufficient ground of preference over a company which had the whole of its capital subscribed, and was entirely free from debts, debentures, and other embarrassments. The Learned Gentleuaan then read at length the report of the Board of Trade respecting the rival companies, and assured the Com mittee that he should be able to prove that the Board was mistaken in supposing the two plans were substantially the same. There was a most important difference in the mode in which they were to' 'cart y their roads across the Medway. The South-Eastern plan would interfere with the navigation of the river, and would greatly injure property, with which the plan of the North Kent, carefully and successfully avoided to interfere. The Learned Ser geant then went into a detailed comparison of the plans, and con cluded at four o'clock, by expressing his confidence, that upon hearing the evidence, the Committee would decide in favour of the The Committee then adjourned to twelve o'clock on Wednesd Group KK. The Committee on the Railway Bills comprised in Group RK, met this morning at One o'clock, Sir C. Lemon in the Chair. The Bills referred to the Committee were the Liverpool, Omskirk, and Preston; the Liverpool and Bury (Bolton, Wigan, Liverpool and Bury Extension) ; the Liverpool and Manchester, and the Southport and Exeter Junction. The usual preliminaries having been gone through, it was arranged that the Liverpool and Bury (Bolton, Wigan, and Liverpool and Bury Extension Bill) should be taken first. Some little delay took place in consequence of the non-atten. dance of one of the members of the Committee. The Hon. Mem ber was sent for, and, after waiting a few minutes, Sir C. Lemon, the Chairman, determined to proceed in his absence, and ac cordingly Mr. Sergeant WRANORAM proceeded to open the case on the part of the Liverpool, Bolton, and Bury project. Group Y. LOWESTOFFE RAILWAY AND HARBOUR. The Committee on the lines for accommodating this and the ad jacent district, assembled at the usual hour this morning, when the consideration of the Lowestoft Railway and Harbour was corn- nienced. Mr. GIRDEN, en behalf of the promoters of this sill, expressed his ignorance of the nature of the opposition, or even the parties from whom that opposition emanated, he therefore urged that the petitions and names of the petitioners should be immediately stated. The Committee having assented, the clerk mentioned that petitions had been presented to Parliament by the Commissioners of the Great Yarmouth Haven, for whom Mr. Tames appeared as Counsel ; the Mayor, Alder. men, and Town Council of Norwich, for whom Mr. Bircham appeared ; a third from the merchants and traders; a iburth from the inhabitants generally of Norwich ; and another from a Mr. Clarke, a landholder near that town. Mr. GIRDEN briefly stated the main features of the Bill, for whose promotion he contended, urging particularly the great ad vantages accruing to the fishing trade and manufacturing districts . . inland, by the formation of a line, connecting so important a fishing town with the populous localities at present unconnected, as well as • the making Lowestoffe a harbour of refuge, proceeded to crll his witnesses. Edward Leathes examined by Mr. GIRDSN—IS a resident of Nor manstown, within a mile of Lowestoffe. Has attended a public meeting held four months since in that town, at which the expres sion of opinion was unanimous in favour of the line. Considers the construction of the proposed railway would confer the most distinguished advantages on the neighbourhood, particularly as a means of conveying cattle and agricultural produce to the markets, which has now to be conveyed by water. _ _ . . . Cross.examined by Mr. JAMES, on behalf of the Commis. sioner. of the Great Yarmouth Haven—The popula tion of Lowestoffe is about 4,500. The line wiil not go tha ugh valuable land, although the price is be tween 40/. to 501. per acre; there is no town of importance on the line between Lowestoffe and Needham, the point of junction with the Yarmouth and Norwich Raiway, but an immense body of produce would fall on the line from the surrounding country. George Parker Bidder examined by Mr. GIRDEN—Is a civil engineer, and the plans and sections of the proposed Lowestoffe railway have been submitted to his inspection. The length of the line will be eleven miles and thirty chains, without tunnels and ,with favourable gradients. The general charac. ter of the line is practically a level, and the curves are perfectly easy. It will have the first-class station at Needham, crossing the River Wensham a few miles from that town, and the Waveney near the Oulton Broad, by bridges of forty-four and thirty feet opening, and terminating at the harbour of Lowestoffe. For effecting this object 80,0001. has been mmed as the necessary capital, besides 40,000/. for the improvement of the harbour of Lowestoffe, including the construction of a breakwater and other important works. The Admiralty had been made acquainted with the improvements they devised for the harbour, and bad sent down an engineer to inspect and report on it, and the result was most favourable to the project. He had also had an interview with Captain Beaufort, the hydro grapher to the Board of Admiralty, who had since communicated the entire approval of the erection of the bridge. Cross-examined by Mr. Bracntsi, on the part of the conserva tors of the river Wensham—Gave Mr. Brunel, the engineer, whom the Admiralty deputed to inspect the harbour, every in_ format:en respecting the nature of the bridges. The river is 130 feet wide. The working expenses of the line will be 2,7301. He calculates that 6,000 passengers will travel on the line to Norwich, 1,650 to London, 6,276 to and from Yartnouth, and 26,000 to and from Beccles. 269,000 passengers annually go on the line; and the receipts for these, together with the payment on goods, amounted to 15,0001., being an average of Is. sd. per passenger. Mr. Jamss here stated that as his clients only opposed the Bill on the fear that the navigation of the river would be impeded, he would withdraw all further objection until Any clause affecting those interests should be under discussion. Mr. Ginnes,acting on this announcement, urged the immediate passing of the preamble. The Committee, however, decided on suspending their adjudi cation, until negotiations which are to be offered this evening shall have been concluded. Some documentary evidence was put in on the part of the pro moters of the Bill, and the Committee. adjourned. Group X. LONDON AND YORK LINE. The Committee assembled to-day shortly afier twelve o'clock. COAL TRAFFIC EVIDENCE. Mr. Edward Wrigley resides at Manchester, and is a mineral surveyor. Has visited the coal-fields to the eastward, in Norfolk, and endeavoured to ascertain in that district the prices to the mer chant and consumer. (Produced a map.) The blue colours on the snap exhibited the places he had visited ; his route from north to south comprehended Retford and Barnet, and all the in termediate towns ; and from east to west from Norwich to Stamford, and all the intermediate towns. One of the London and York branches passed through the Sheffield and Bedford coal beds, and joins the existing tram road. The Barnsley bed was a very large district in Yorkshire. There was no mode of transit at present for Barnsley coal but by the Dorn and Dove Canal, and the Don Navigation. The London and York branch proposed to join the latter at Doncaster. The Silkstone bed was, in fact, part of the Barnsley bed,but was called the Silkstone, and was a very large one. The Wakefield beds were to some ex tent immediately upon the London and York line. Has made a tabular statement of the present cost of transit for coals from the different towns he had visited, and compared it with the cost by the proposed London and York Inc.: To the Committee --The North Midland line did go through a coal district. To Mr. PAGET—The line of the North Midland runs nearly due north and south. The table now in his hand contained the com parative list of prices; did not include Cambridge, because it was not on the London and York line. The prices were based upon the average cost of Silkstone coal, for that fairly represented the ave rage price of the whole article in Yorkshire. The columns of the table represented the pi% sent cost to the merchant at the pit's mouth, the cost to the consumer, the cost by the London and York line, and the saving to be effected by the latter. The spcci men ofcoal now on the table was from the Silkestone bed, theprice o that at the pit's mouth would be Si. 3d. per ton, price at Doncaster, 61. 9d., at Ilawtry, is. 3d., or say 7s. 6d. Assuming the latter to be the price, the cost at the London depot, by the London and York line, would be 165., including a cost of -id. per ton per mile from Bawtry ; inferior coal for gas, coke, and smiths' tise would be delivered in London by the London and York line at 13s. 6d , and the Barnsley slack at 13s. 3d. ; this price did riot include city dues. The quantity of coal now raised from the pits in the neighbourhood of Barnsley in a year was 803,300 tons, but 1,872,000 tons could be raised without sinking new shafts; this included Silkstone. In the Sheffield and Rotherham district the present quantity raised in a year was 727,208 tons; they had facilities for raising 1,380,000 tons, with the present establishment. In Wakefield the present annual supply was 1,592,000 tons, could raise 3,429,000 tons; this quantity could be much increased, if necessary. The expense of raising the ad. ditional quantity would he less than that of the present quantity, because the greatly increased demand would lower the price. A long digression here took place, which was occupied by counsel in explaining the object of his giving this class of evidence so minutely. The witness continued by saying that if Cambridge had been in. eluded in his calculation, the average price of coals would have beer, celeed instead of lowered. There were also some other towns not inch h ied. Has no doubt that the London and York line, passing throb the blue district, would compete with the sea borne coal. Cross-examined by Kr. Cotv, - ;;N—lf the sea-borne coal could be brought as cheaply as by rail, the difference then would be as to quality. The city dues Amounted to Is. lid. per ton. Believes there are extensive coal fields Leicestershire, ,in the neighbourhood of Leicester. If they were to be brought try the Swanington line, their price would depend on the cost of transit. Is not aware of the distance 'between the South Stafford. ,shire fields and London. The distance between Durham and Lon ciao was 240 miles, and between Silkston e an d Lo n don, by Doncas ter, i6O mile,. Could not sa y w h e th er t h at was less than the distance :.'etween South Staffordshire and London. Mr. Edwa,,:d Wrigley, cross-examined by Mr. Cowax—The price of Durham coa::!, Coming by the London and York line, would be I Ss. 6d., exclusive City dues ; the cost of transit being 145. 6d., and that of the coals at ,;: , e pit's mouth about 4s. This was tender coa l. Knows nothing of th e :nice of South Staffo r d s hi re coa l. To Mr. WEasTua—The co s t °t :remit of all descripti on o f coa l - by railway would control the price of c 0.5 itself. Does not know much of the Kingston or Nottingham coat. The average on which he had fixed the price of Stamford in London at 245. 9d. coming by the London and York was the price of Derbyshire, Leicester, and Seaborne coal. The saying to be effected was Ns. •l dI. per ton. Was not aware of the dista;:ce between Stamford and the Derby, or Leicester coal-pits, nor of the fact that there was a project for a line of railway from Stamford to those places. To Mr. WELLS—The Leicestershire coal was rather an inferior ; believes that any coal coming to London by the London an d y i ; r iobire would be cheapened in price. To Mr. BA :melt—Said in his direct evidence that the nearest point at which Silkstaize coal could be put upon a rail was at Doncaster. nas heard of a line from Lincoln by Doncaster to Swindon. The latter town is nearer Silkstone than Donceart aster of the . ThSilkstone c e North M al id land line proposed to go through the h Does not know the Derbyshire coal field, but that had died away. field, but found that coal in the Newark market and found it in. ferior, It came from Swanick. Mr. Joseph Pease was then re-called, and he deposed that BUT hero coals, conveyed by the Loudon and York er tli n on e, would mil be e, 245. per ton to the consumer, after pal , ing p per consum er 19s. 3d., if the tonnage were 1,4 d. The cost to the if brought by sea, would be 9.89. 7d. per ton, including all charges ; the 19s. 3d. per ten was arrived at, aSSUMIII the rail way company to be the vendors. To Mr. Cowen—Did no. think the South Staffordshire coal could compete with his. To Mr. HILDYARD—The price of coals at Thirsk is I Is. per ton ; the cost of transit of coal from the pit's mouth to Thirsk, by the Stockton and Darlington line, was, practically, 2d. per ton per mile. Dr. Webb has lived fifty-two years in Cambridge. Is well ac quainted with the Cambridge and Lincoln, and the London and York schemes. Is decidedly in favour of the latter, because he conceived it would afford much more general pubic accommodation, being much more direct. Pays 275. per ton for coals at Cam bridge. lo Mr. LEE—Does not say that the road proposed to be made from Cambridge to Lincoln by engineers in 1845 was interior to that made by the Romans.—(Laughter.) The Cambridge Town Council signed a petition in favour of the Cambridge and Lincoln line, and also one by a large number of the residents of the University. The London and York line did not pass nearer his land than seven miles. To Mr. WELLS—The reason he conceived that the London and York line would afford more accommodation to Warwickshire and Derbyshire than the Cambridge and Lincoln, was because it went more westward. It would be a great accommodation to have frequent communication daily through Cambridge, north and south; therefore it would be better to have a trunk line than a branch line. To Mr. Cowew—l believe the Romans were founders of direct rather than circuitous roads—(Laughter)—they were a straight forward people ? (Laughter.)—Sometimes.— (Laughter.)—lf the Cambridge and Lincoln line were 10 times shorter than the Lon don and York, would it not be more classical—more Roman 7 Laughter.)—lt would. Considers the northern traffic greater than the western. To the Committee—Has taken into consideration the branches proposed to be made by the Cambridge and Lincoln scheme, and still considers the London and York preferable. The Committee adjourned at four o'clock. Group L. GUILDFORD, CHICHESTER, AND PORTSMOUTH RAILWAY. The Committee resumed their investigation of the merits of this line this morning, at twelve o'clock ; Mr. Denison in the chair. Mr. GURNEY, for the promoters, called Mr. G. W. Home, now secretary to theGuildford and Chichester Railway, who stated that the gross number of passengers on the line between Nine Elms and Gosport in 1844 was 60,270; and from Wandsworth and all the stations east of Woking 4,743. The projected line branches off from Woking. From Nine Elms, through the same stations, to Fareham the number was 6,058. The next station which he took was the licensed conveyances on the turnpike road—the data of this he had obtained from the Stamp-Office, and he found by these that the number of passengers by these conveyances was 82,680. To an inquiry from the CsLtatt►N, the witness stated that he took the passengers to all places on the line. This was the number which had travelled. On this there was an increase allowed for railway conveyance. By posting, before the opening of the Brighton and Great Western line, they averaged in the year 1,706 journeys between the south and the west of England, generally carrying four passengers, making a total of 6,824 pas sengers. To this Mr. NNHATELEY objected, because he thought the infor. mation was intended to be unintelligible. The witness further added, that he calculated that the journeys to London by Medhurst and Petworth, were 200 ; by Peters field and London, 75, and by Petersfield, Petworth, and London, 100 ; by Chichester, Medhurst, and Petworth, 200 journeys; by Chichester and Petworth, 125 journeys; and by Bognor and Arundel, 200 journeys ; making the communication by posting in which this line would be interested 9,624 journeys, averaging four passengers each. The commercial passengers were 2,000 on the line, and the passengersfrom stations were 21,157. He had taken his data from the persons passing through the turnpikes. The passengers by van were 13,104, and the gross extent of distance was 251,784 miles. The passengers to Goodwood he estimated were 6,300; the total number of miles travelled from all these sources was 6,131,202. That was the esti. mate of the existing traffic by road and rail; and he further estimated on the three first items an increase of 25 per cent. This gave for the number of miles travelled by the passengers be tween Nine Elms and Gosport 3,898,748, between Wrndsworth and the stations east of Woking and Gosport 306,844, and to the sta tions east of Woking and Farnham 378,625. By the road conveyances he calculated an increase of 100 per cent., and by the rail an in crease of 25 per cent., giving a total of increase of passengers of 326,704, making for the increase to Gosport 449,000,400 miles, and for commercial passengers 207,000, and for passengers by van 503,560. The increase to Goodwood he estimated at 260 per cent., making a total of 435,861 miles from this source. From the in crease of commercial passengers there would be 139,177 miles. This would give a present traffic from these sources between the stations at Nine Elms and those east of Woking of 34,104 pas. sengers, which, with the increase to Farnham, would make 39,936. On this, he calculated there would be an increase, both from the road and rail, which he calculated at 74,046, at 9d., would make a total of 2,7761. 10s. a year. It appeared that the carriages carried from the Nine Elms station to the stations east of Woking, and to Portsmouth and Fareham, last year was, by the railway, 369, which, with those passing by road, would make 619, passing over a mileage of 34,039, at 6d. a mile, giving a total of income of 8501. 19s. 6d. The number of horses carried by the railway was 377-by the same stations to Fareham the number was 424. This gave an increase from carriages at 3d. per mile of 7911.45, and from 1,6871. for horses, making a total of miles of 63,296. On the Gosport branch he calculated an increase of 25 per cent. on the present number of railway passengers. The population at Gosport he estimated at between 8,000 and 9,000. The traffic from coals the witness estimated at a total of 18,250 tons, carried over 302,312 miles at 1 id, per ton per mile, and the revenue at 18,8911. 9s. per annum. Of chalk and lime he calcu lated that there would be 20,000 tons carried on an average of 10 miles, making a total of carriage over 200,000 miles at 2d. per mile, and a revenue of 1,6661. I3s. 4d. Of heavy goods carried coast wise by water to Chichester, Portsmouth, and for Fareham there were 13,387 tons carried 419,591 miles, at 2d. per ton, and yield ing a return of 3,4961. I s. 10d. On timber there was about 13,500 tons carried 272,000 miles, at 2d., and yielding a revenue of 2,2661. 13s. 4d. Of sheep and lambs he calculated there would be 52,531 carried 1,264,124 miles, and making a re turn of 1,0531. Bs. Bd. For cattle, he estimated there would be 52,051, at lid. per head per mile, and making a return of 3301.65. 4 id. Of calves there would be 1,324 head, carried over a total number of 32,127 miles, at a halfpenny per head, making a return of 641. 16s. 1 lid. From thesis sources, therefore, he estimated a total revenue of 395/. Is. 3d. From the mails Mr. Horne antici pated a total revenue of 2,0001. ; from passengers the total amount at present received from this source was 69,890/. Is, Bd. ; and from parcels he anticipated 2,776/. 10s. Those conclusions were drawn from the data furnished by the Stamp-office, and from his own knowledge of what occurred on the South. Western Railway. Of corn there was 6,050 tons carried over a distance of 69,775 miles at 2d., and which would yield a revenue of 5811. 9s. 2d. Of third.class goods there would be 3,640 tons car. ried 106,615 miles at 2d., and yielding a return of 1,100/. 7s. Of fourth-class goods there would be 19,833 tons carried a total distance of 1,127,734 miles at 3d. a ton per mile, and which would of course make a return of 6,434/. 35. 71d. From these several sources there would be a revenue. From merchandise there could be 17,4451. 11 s. 9d. per annum. From cattle and pigs, 395/. 7s. 4d. For sheep and lambs, 1,0531. Ss. Bd. making, with the difference arising from passengers, an aggregate income of 95,2021. 18s. I Id. Deducting from this an allowance of 40 per cent, for working expenses, which amounted to 57,121/. 15s. 5d., it would leave a return of 5/. 14s. 3d. per cent. on 1,000,0001, capital. With respect to distance, the saving by the Guildford line over the atmospheric line to Chichester was 51 miles, To Chillingford the distance by the Guildford line was 40 miles, by the Atmospheric it was 53 IA miles, making a difference in favour of the former of 131 miles. Mr. W. J. Choplin, Chairman of the South-Western Company, was then called, and in his cross.examinatien by Mr. RAWLINSON, testified that the South-Western Company had always been desiroue of accommodating the inhabitants of Portsmouth. To an inquiry from the CHAIRMAN, Mr. Chaplin stated that the Company had contemplated a line from Windsor, through Chertsey by Woking and Weybridge, to Portsmouth direct, but they were thrown out in the surveys last summer, not being able to bring them out in time to deposit the notices required by the Parliamentary Standing Orders. The Company had made several efforts to get the privilege of running packets to Havre, and other places in France, as well as to the west of England, but they could get no countenance from the Government. They had established a communication by packet, and every packet going In and out of Southampton called at Portsmouth. From an inquiry from Mr. MILNE; as to whethar, if no other Company had started the project of a railway direct to Portsmouth, they would have proposed any line to Ports mouth, Mr. Chaplin stated, that he having had a conver sation with the Duke of Wellington, who was a leading authority with respect to the defences of the country, he had been led to the conviction that the coast line from Dorchester was of the utmost importance, and the Company had determined to run a line to Corsham, and then turn into Portsmouth. From the position of the coast-line a great portion of the traffic must of necessity be drawn from the South-Western line. The conse quence of this would be to spread the dividends over a larger amount of capital, and yet, notwithstanding this, the witness thought it was worth the while of the com pany to go to the expense of making the two lines, because they expected to draw that which was now turn pike road traffic on to their line, and in addition to this they anticipated some facilities from other sources. Besides these cir cumstances, the Board were induced by a saving of expense in having only to begin at Woking. And in consequence of all the inferences they drew they anticipated a reasonable profit from this projected railway. To the cross-examination of Mr. O'MALLEY, Mr. Chaplin stated that the South-Western Company had done all that they could do for the Portsmouth population, and, in some instances, more than they were justified in doing. The highest dividend the Company had ever paid was 725. 6d. on a 501. share. The first dividend they ever paid was 15s. a share, but that was on part of the line. One of the autumnal dividends had been as much as 405. a share, but this was counterbalanced by the bad dividend in spring. To Mr. OSWALD'S inquiry, Mr. Chaplin stated that the distance to London by the Brighton line would be to Ch;chester about 78i miles. To the questions of Mr. MaNes the witness replied that he and several others of the Directors of the South Western Company had met the Mayor and several other individuals,whom they con sidered the most influential persons in that town, and he believed that the line they proposed would be agreeable to the inhabitants of Portsmouth ; and at any rate he was convinced that the South. Western Company would give satisfaction to Portsmouth. The Company would have no objection to adopt the atmospheric prin ciple if it were proved to be the best. They thought, indeed, that after they had got their Bill they would have an opportunity of seeing the principle on the Croydon and Epsom line before they commenced their earthworks. To the cross.examination of Mr. AUSTIN, Mr. Chaplin stated that the estimates were made out on the supposition that the line would be a locomotive line, but there was no obstacle to making It an atmosphere line. To the re-examination of Mr. GURNEY, the witness replied that he expected much of the loss which would otherwise accrue from the abstraction of traffic from the South-Western line would be made up by the increase from other sources, to which he had alluded. Mr. Cornelius Stovin, superintendent of traffic on the South- Western Railway since 1839, stated that no favour had been shown to the Southampton traffic over the Portsmouth traffic ; in fact, the mileage to Gosport was less than that to Southampton. The charge for the delivery of goods from Nine Elms within a cir cuit of 4 miles from the static - 1, varied from 3s. 6d. a ton for heavy goods, and 6s. Pd. a ton for lighter goods—single parcels. He range of delivery extended eastward all over the City, and west want as far as Chelsea. By water he had now a contract which enables him to deliver goods by water at any wharf between Nine elms and Woolwich, at a shilling a ton. There was no train run to Southampton without a corresponding one to Gosport, and a reduc tion had been made last September on the carriage of goods ; the charge to Gosport was the same as to Southampton, although the rilatance was greater, This reduction had been made, in his opinion, in consequence of the impression that the carriage by rail was high, and partly, also, in consequence of the opening of the Southampton Docks. The reduction had been 50 per cent., the charge for the whole distance having been 20s. a ton. The present traffic made a return for pas senger: of 254,000/., goods 52,0001., horses 3,9741., carriages 4,3791., parcel: 11,1731., and for live stock 2,6981., making a total for all sources of upwards of 347,5171.; the account being made up to the end of 1844, the cost for expenses being shout 40 per cent. The reduption of charge for goods during the first three months had occasioned some rallies °lnn the receipts, though they had gradually rec o ve red. The effect of the rednetion had been thi s : Durinthe Last three months of 1843 , the quantity of goods egp l ed Was 1 : ,51 a tons , and d4Fing the corresponding months last year, 25,875 t on .. During :he first three r;,pths of last year, the quantity carried was 18,681 tons, asii during the three corresponding month s o f the present year, 26 , 204 tons , making gn inpregse of 16:4. The number of passengers between Gosport and T.oncion during 'a f t year had been 60 , 237 , an d to Southampion, 103,145, making a s uperiority in favour of Southampton of 47,90. The paucity of goods carried between London and Gosport was 6,564 tons, and to Southampton 15,372 tons, mzking a total in favour of South. ampton of 8,808 tons. To the Inquiries of Mr. RawraNsort and Mr. FLOOD, Mr. Stovin stated the rates of charge for the carriage of goods between the in. termediate stations—all his replies tending to show that the rates were high, but not higher than those of all the other railways. The third-class train W 23 five hours on the road, and a passenger by that train could not return the same day; the rate of speed was more than sixteen miles an hour, although the rate required by Parlisment was only twelve miles an hour. To Mr. WHATELEY.—The witness could not give any definite in. formation as to the amount of traffic likely to be diverted by the other proposed lines from the South-Western line. To Mr. GURNEY—On re-examination, the:witness stated that the reduction on the carriage of goods, made last September, ex. tended to all export and import goods. The charge varied from 16s. to 295. a ton for heavy goods, and 31. for goods of a costly kind. From the former charges, however, there was a deduction of 40 per cent., reducing the charge for delivery at Southampton to less than 10s. a ton. But the Company were ready to give equal advantages to any port which supplied traffic to their railway. The Committee adjourned till twelve o'clock to-morrow. THE SUN, LONDON, TUESDAY MORNING, MAY 27, 1845. Group FF. 'The Committee on the Bills in Group FF (Edinburgh and Nor thern and Edinburgh and Hawick) assembled at Twelve o'clock, Lord Ashley in the Chair. Mr. AUSTIN opened the case for the Edinburgh and Northern, and had not concluded his statement, which he illustrated by fre quent references to maps and plans, at the hour when we went to press. Group DD. TIIE CALEDONIAN, AND THE GLASGOW, DUMFRIES AND CARLISLE RAILWAYS. On the re-assembling of the Committee this mornig, at twelve o'clock, the business was commenced by Mr. HILDYARD calling Mr. Murray, the provost of Paisley. He said that Paisley was the principal and most thickly-populated town in Renfrewshire. The population of Paisley, including the adjacent villages, amounted to 60,000. There were 79 steam en. gines employed in the public works to the extent of 681-horse power. The shawls that were manufactured were principally sent tor disposal to London, Manchester, and Ireland, but the greater part were transmitted to London. Shawls were a spe cies of manufacture which, from their delicate texture and liability to damage, required great dispatch in their transit, and every order that was received was usually accompanied by a direction that the greatest possible expedition be used. The value of the shawls that were annually manufactured amounted to 1,800,000/. There was a very extensive trade carried on between Paisley and Bradford and the western and midland dis tricts of England. The railway communication to Greenock and Port Glasgow diverged to Paisley ; and of the two competing lines before the Committee, and that which in his opinion would most conduce to advance the interests of Paisley, was the Dumfries line. He knew nothing about the engineering evidence with regard to the proposed line. The general feeling in Renfrewshire was de cidedly in favour of the line. A petition had been presented from the people of Paisley, which was signed by its most influential and respectable inhabitants. On cross-examinatlon, Mr. Murray admitted that as far as tho northern districts were concerned, the Caledonian line possessed greater advantages than the other. The CHAIRMAN said that the plan which the counsel was pursu ing, in so minutely inquiring into points of merely local import ance, was unnecessary to the interests of the line. He could under stand statistical details and maps, and from the consideration of thcb. , and upon general principles, the decision of the Committee would be founded. Mr. Anderson, the next witness, said—He had made up the traffic tables, and had submitted them when prepared to the in spection of the different individuals from whom he had obtained the data on which they were constructed, and they had expressed their approval of them. He had abstracted and classified the mate rials, and the result showed they had been correctly brought out. Mr. Horne, land valuer at Clackmannan, stated the value of the land to be taken for the purposes of the railway, amounted to 102,603/. The quality of the soil generally, along the line, would be greatly improved if a sufficient drainage were made. He had no doubt the value of the land through which the Dumfries line would pass would be increased 30 or 40 per cent. He did not consider that the Caledonian line, from its levels being in some instances 1,000 feet above the level of the sea, would much benefit the soil of the country through which it would pass. Mr. Laurie gave concurrent testimony to the last witness. Sir THOMAS PHILLIPS then called Mr. Miller, civil engineer— He stated that in 1840 he was instructed to survey and report on the construction of the best line between Carlisle and Glasgow, and on that occasion he was assisted by Mr. Locke. Several other lines were in contemplation about the same period, but of those only the two schemes now before the Committee bad been persevered in. The opinion which he then formed of the favourable nature of the Nithsdale line had been subsequently confirmed; and in the appendix to his fourth report he had stated his reasons in vindication of that opinion. At the period at which Mr. Locke formed his judgment, the severest gradient on the line was 1 in 113, but since that tine an east coast line had been made. Mr. Miller considered that the East Coast line would command the traffic between London and Edinburgh, as the gradients on that line were very favourable; and a very consider able speed in the transmission of goods could be obtained. If the traveller from the south to Edinburgh went by the East Coast line, it would be the most convenient for him. The distance between London and Edinburgh by the East Coast Railway is 389 miles, and by the Caledonian the dis. tance is about 400 miles. He was of opinion, that on the subject of carrying the line northward from Carlisle, there were several important points to be kept in view, especially as regarded the communication with the west of Scotland, and from the Lancashire districts to Scotland and the coast of Ireland. The terminus at Carlisle was conveniently situated to form a coalition with the terminii of the different railways there, and would communicate with all the lines radiating from Carlisle on every side. The distance to Dumfries by the Niths. dale line was very much shorter than by the Caledonian Railway, and was, in every respect, more convenient. The country between Carlisle and Dumfries is generally flat and easy. From Dumfries the line begins to ascend the valley of the Nith, and here the works would be tolerably light. There were several villages in the valley, and the soil was rich in agricultural produce—it formed part of the estates of the Duke of Marlborough, and the line would pass for 22 miles through his property. The summit of the line was attained at a point between Kirkconnel and Old Cumnock. At New Cumnock the railway passes through the large mineral field belonging to Lord Bute, and it was very important that the highest level was situated near it, as the mineral produce could be conveyed in either direction. The distance between Carlisle and New Cunnock was 91 miles. The only gradient on the line steeper than 1 in 176 was one coming from Kilmarnock, three miles in length, and consisting of one in a hundred ; and it was proposed to have a constant engine stationed there, The gradients were all very conveniently situated along the line. The highest elevation was attained at Cumnock, where the railway would be carried at six hundred feet above the level of the sea. There would be two tunnels on the line, one of which was near Kilmarnock, of 660 yards in length ; and an other at Drumlanrig, to avoid injuring the estate of the Duke of Buccleuch, of 1,500 yards long. The character of the strata through which the tunnels worked was very easy, as the soil con sisted for the most part of red sand •stone. The stations at Paisley, Glasgow, and Greenock, were all very conve niently situated. The levels of the line to Glasgow were all of a favourable nature ; and it was intended to carry the rail. way into the heart of that city, through the medium of the Glas. gow Junction line. He was of opinion that as far as the com mercial, agricultural, and mineral interests of the counties through which the Dumfries line would pass, were concerned, it was far preferable to the Caledonian. The Hawick line was carried thirty. two miles through the property of the Duke of Buccleuch, who approved of the scheme. The estimated expense of the railway was 1,200,0001., and the working expenses were calculated at 33 1.3 per cent on the gross receipts. Mr. Miller admitted, on his cross-examination, that there were two gradients on the Hawick line of 1 in 75 and 1 in 90. In the course of the cross-examination a messenger from the Commons announced that the Speaker was at prayers, and the Com. mittee adjourned till half.past eleven to-morrow. Group Q. The Committee on this Group, — composed of Mr. Sotheron (Chairman), Mr. T. Pusey, Mr. Escott, Sir E. Colebrooke, and Lord Duncan, sat to-day on the NORTH WALES RAILWAY. Our readers will recollect that the consideration of this railway was adjourned to enable the engineer, Sir J. Rennie, to give some additional evidence. Mr. CALVERT, on behalf of the promoters, stated that the opposi tion of Mr. Wynn was withdrawn, on consideration of a special agreement having been entered Into by the Company not to take his land without consent, and also to extend the line from Bargin and Caernarvon to Port Dynllaen. A further opposition, however, was offered by Mr. Whalley, a coalowner in the district, in consequence, as he stated, of the Directors of the Company having made arrangements with him, and then having offered equal advantages to another coalowner, although he held an incumbrance on a large property through which the rail way passes, to the extent of 40,0001; but this opposition was ulti. mately abandoned. The preamble was then allowed to be proved, and the Committee went through the clauses of the bill, when some discussion ensued on the rates of toll, which were decided to be 3d., 2d. , and I id. per mile for fir,t, second, and third-class pas sengers. These alterations having been made, the report was agreed to, and ordered to be made to the House. Group V. SHEFFIELD AND CHESTERFIELD. This line was taken into consideration this morning by the Committee. The opponents consisted of their Graces the Dukes of Norfolk and Devonshire, with other landowners and lessees on the line. The promoters were assisted by Mr. Baines, Q.C., Mr. Wrang ham, Q.C., Mr. Alexander, Q.C., and Mr. Adams ; the opponents by Mr. Austin, Q.C., Mr. Talbot, Q.C., Mr. E. James, and other Counsel. Mr. Bailees, Q.C., opened the case for the promoters by pointing out the importance of Sheffield as of the very first consequence in the scale of British manufacturing towns, and particularly the im mense quantity of ceal and iron which entered into the production of their staple manufactures. These minerals were to be found in abundance in the immediate neighbourhood, but for want of accom. modation the town of Sheffield could not avail themselves of them. The town, Hon Members might be aware, had not less than 120,000 inhabitants, all more or less dependent upon the hardware manufacture, and it was in order to give facility to that very manu facturer that this railway was sought to be constructed. The Learned Counsel then entered into a history of the railway com munication which had been accorded to the town of Sheffield since the year 1835, and contended that that communication was alto gether inadequate to the wants of the town or the necessities of its manufactures. With respect to the complaints of the several peti tioners, he thought that they would be found in their most serious aspect to involve only questions of compensation, difficulties cer tainly the most easy to be overcome, when once the necessity for the railway project had been proved to the satisfaction of the Com mittee. The line was intended to be a double line—the distance 12 miles or a little better—and the capital 100,000 or at the rate of 33,000/. a mile, a price which would sufficiently prove that the promoters had taken the engineering difficulties fully into con. sideration. The Learned Counsel then concluded by declaring that the feeling of the country was in favour of the line; and he trusted that when the Committee should hear the evidence he had to adduce they would be of opinion that this was one of those railways which the trade of the country imperatively called for. Edward Rangeley, coal agent, Whittington, parish of Derby— Was lessee of certain coal-fields, and the proposed line would pass through them. The witness mentioned the great majority of the coal-fields in his neighbourhood. The line would be con. tiguous to all of them. The coal was of a valuable character, and would be just suited to the trade of Sheffield. Their only mode of conveyance now was by horse and cart, but if these lines were made, it would be wrought to a four-fold extent. They had also an abundance of iron -stone, which only wanted an easy transit to be worked to a very great extent. _ _ _ Cross-examined by Mr. JouNsox—Dronfield, the end of the coalfield nearest Sheffield, was six miles from Sheffield. It abounded in ironstone, and there was a great demand for It in the latter town. The witness was cross-examined by Mr. JAMES—There was a considerable delay on the present railway from Sheffield to Chester. field, which he thought would be obviated if the proposed line were constructed. By the Comsurreg—The coach fares were lower from Sheffield to Chesterfield than the railway charges were. _ Samuel Lucas, owner of certain coal lands at Dronfleld—Had converting coal on his property, and used it himself. But very little of it had been used. He made between two hundred and three tees of coke every week, which was tent principally to Sheffield. He ihnuld be glad to see the railway vetted, tla 4 would give in impetus - to the coal and iron workings brottfield. The coal would extend for forty-five square miles in the direction of Ctietterfleld, He should say there were 10,000 acres in th• Dronfield dittri9t. The Committee then adjourned till ten o'clock to-morrow. STANDING ORDERS COMMITTEE. This Committee, which is always a private one, assembled at one. We ascertained that the Committee had allowed the North British Railway Bill, for additonal provisions, to pass. PRIVATE COMMITTTE. The Committee decided that in the case of The Port ,rlington and Tullamore (Irish Great;Western):Railway the s aric i order. ought not to be dispensed with. T•i t..¢ case of the Brighton, Lewes, and Hastings (Kepner Branch) Railway, standing orders may be dispensed with, and parties to be allowed to prccecd with their Bill. In the case of the Southampton and Dorchester Railway, powers refused to lease the railway. In tre case of the Birmingham and Gloucester, the parties to be allowed to proceed on omitting the clause enabling them to sell or lease.. In the case of the North Wales Railway, for additional provision, the parties to be allowed to proceed. In the case of the Newport and Pontypool Railway, parties al lowed to proceed ;as also in the case of the Preston and Wyre lisilway. NOTICE TO SUBSCRIBERS. The THIRD EDITION of THE SUN of lest (Monday) evening contained— The conclusion of the Reports of the day's pro ceedings before the Railway Committees of the House of Commons. Betting at Tattersall's up to Six o'Clock. Tin Parliamentary Proceedings, being a full report of the Debates in the Houses of Lords and Com mois up to a Quarter before Seven o'clock. The Is hole extending to nearly Seven Columns of the smallest type. RAILWAY NEWS. ~S'usf,-- i bers and others interested in Railways will find a FULL ACCOUNT of the PROCEEDINGS before the PAI ',WAY COMMITTEES in the TP •'D EDITION of THE SUN, reported up to the CLOSE of EACH DAY. Sun-office, 112, Strand. HER MAJESTY'S THEATRE. THIS EVENING be performed Donizetti's Opera entitled LINDA DI Cr' .: •_X r. Linda, Mddle. Castelan ; Maddalena, Mddle. Bellint ; `Talle. Brarn'Alla ; Antonio, Sig. Foniasati ; 11 Pretetto Sig. Lablache ; Il Marchese di Boisfleury, Sig. F. La ; 12In .. cualente del 7:endo, Sig. Dia Fiori; and Carlo Visconte cr. ` al, S:g. Moriani. T - ween the acts of the Opera the Danseuses Viennoises, under the of Madame Weiss, will appear in " L'Hongroise," and in 1.1 , 23 " Pas de Flec'ss." conclude with LA ESMERALDA. La Esmeralda, Mdlle. C ' .ottr. Grist ; Fleur de Lys, Madame Pctit Stephan ; Phoebus de .:1-ors, M. St. Leon ; Pierre Gringo , re, M. Perrot. • )'icatfons fo - Boxes, Stalls, and Tickets to be made at the /3em office, Opera Colonnade. Loo - s open at Half-past Seven o'clock ;to commence at Eight. HER MAJESTY'S THEATRE. The Nobility, Subscribers, and the Public are respectfully infonnerl, that there will be an Extra Night (not included in the Subscription), ON THURSDAY, MAY 29, Whe_i will be performed Donizetti's Opera, DON PASQUALE. Noy Ina, Madame Grisi ; Dr. Malatesta, Sig. Fornasari ; Ernesto, Sfg Mar :o ; Notary, Sig. Dai Flori ; and Don Pasquale, Sig. Lablache. Tiie Danseuses will appear in some of their favourite Pas, and in a New Pas, entitled "La Polka" (being their Last Appearance but Tin ee). he followed by Selections from the First Act Act of LINDA DI CH AMOUNI. In which Madame Castellan, Mdlle. Brambilla, and ani will appear. To be succeeded by various Entertainments in the Ballet Depart in which Mille. Carlotta Grisi, Mdlle. Lucile Grahn, and Cerito, will appear. r:f o conclude with an entirely New Grand Ballet, in Five Tableaux, w 133. New Scenery, Dresses, and Decorations, entitled ROSIDA ; 011, I;ES MINES DE SYRACUSE. The Eallet and Mis en scene, by M. St. Leon. The New Scenery by Mr. Marshall. The Music by Signor Pugni. Mdlle. Cerito ; Alman, M. St. Leon ; The Queen of the Ms. Moncelet ; Torbern, M. Di Mattia. In the course of the Ballet the following Dances : - st Tableau.—" La Sicilienne" (New Pas tie Caraetere), by lii a. Cerito and M. St. Leon, accompanied by the Corps de Ballet. S Cenci aud Third Tableaux.—Pas du Mineur, by Mdlle. Cerito 2 Leon, assisted by Mesdlles. Ferdinand, Demelisse, and " Pas des Quatre Nations" (New Pas de Caractere), by the 3rilet. To be followed by "La Wolinietme," by Mdlle. Cc: 'to an M. St. Leon. -+ .3olica'oas for Boxes, Stalls, and Pit Tickets to be made at the 00`2 - a•cfllce, Colornade, Haymarket. Doors open at Seven; the Opera to commence at Half-past Seven. MEAT'? - 11 ROYAL, DRURY LANE. THIS EVENING 17i , i se performed THE BOHEMIAN GIRL. Thaddeus, Mr: W. ; Arline. Miss Rainforth. coiclade with the celebrated Ballet of LA GISELLE. The Di. ce (3' Silesia. Monsieur Silvain ; Giselle, Mdlle. Weiss. Dress Circle, 7s ; Boxes, 5s ; Pit, 3s ; Gallery, 2s ; Upper Gallery, is. Domes, Stalls, and Tickets, may be obtained of Mr. John Par sons, ai; the Box-office of the Theatre. THEATRE ROYAL, HAYMARKET. LESSEE, SIR. B. WEBSTER. THIS EVENING NV:11 be repeated a New and Original Comedy, by Douglas Jerrold, ert":led TIME WORKS WONDERS. Goldthumb, Mr. W. Farren ; Goldthumb, Mr. Charles Mathews ; Bantam, Mr. Baclistone ; M.ss Bessy Tulip, Madame Vestris ; Florentine, Miss Fortescue ; Tucker, Mrs. Glover; Patty, Mrs. Humby. tier which, USED lIP. Sir Charles Coldstream, Mr. Charles Mathews ; Wurzel, Mr. J. Bland ; Mary, Miss Julia Bennett ; Lady Clatterbuck, Mrs. Humby. 'l'o conclude with YOUNG ENGLAND. Major Martinet, Mr. Tilbury; Mr. John James Pooley, Mr. Buckstone ; Mrs. Pooley, 7-10 , y1bv ; Mrs. Smiler, Mrs. Stanley THEATRE ROYAL, ADELPHI. UNDER Tllf. DIRECTION OF MADAME CELESTE. THIS EVENING WPI 'oe perform2l7. PAUL PRY. Paul Pry, Mr. Wright ; (rasp, M. 0. Smith ; Subtle, Mrs. Yates ; Phcebe, Mess Woolgar. _A.l,z: which, will be produced, a New and Original Farce, entitled T E:". IttSA DRAGOON. Mr. rrown Sherry, Mr. Selby; Paddy Mttzphy O'3rallaghan, Mr. Hudson. To ,cluOTe 71.iti ST. GEORGE AND THE DRAGON. PRINCE:,6'b THEATRE, OXFORD-STREET. LE,SEE, MR. d. M. MADDOX. THIS EVENING Will be performed i'heridan Knowles' Play of THE HUNCH- CiC. raster Walter, Mr. Wallack ; Sir Thomas Clifford, Mr. `_'array ; Lord Tinsel, Mr. W. Lacy ; Modus, Mr. Compton ; Cushman; .lelen, Mrs. Stirling. To ce.ncluc'e with a New Drama...",entitled THE CHEVALIER ST. E. The Chevalier St. George, Mr. VVallack ; The Countess, S. St'7, THEATRE ROYAL, LYCEUM. i• - .):tt THE MANAGEMENT OF MRS. KEELEY. Triumph—Unpreylentfd Suecess of the New Burlesque. TIM' , EVENING ;7 ti 7: - .7rforrne3 an Original Comedy, entitled OUR NEW :273Y " c2S. Chars oters by Messrs. F. Mathews, Wigan, Turner, Keeley ; 31rs. Woolhdge, Miss Grove, Miss Arden, and 7.- -- v , 01.7 , 7; to which a New Farce, called A GOOD NAME. Cha by s Davi , Kn. t i- Ie e d w eI..NDERELLA. The Principal Operatic, Dramatic, Chivalric, A. Wigan, Mr. Frank Mathews, Mr. Villars, Miss Fairbrother, Mrs. J. )-- l E l c :i;; : e rocr s't3si wi th ' G r' 3.:;lhuirealeeKen,lseeq3eyeunliietes3i;s:l::l:72tk.iiMiss Howard, MYSTERIEUSES.—ST. JAMES'S THEATRE. The -lebrated Monsieur Philippe will continue his SOIREES MYST.:RIEUSES it this Theatre, ,TIIIS EVENING, and every TU.F.E.DAY, THURSDAY , a n d SATURDAY, commencing at Half p7sl. DLit. Ana:. ',I cons equence of the great succe on Monday Morning last, PILTSIi pp, will give a SECOND MORNING PERFORMANCE; MATINEEor, MYSTERIE}. on MONDAY next, June 9, com mencing at One o'clock. Boxc3, 4s. ; Stalls, 75.; Pit, 25.; .Private Boxes, Two and Three Guiaeas each. Boxes, Stalls , and Tickets, may be secured at Mr. Mitchell's, Royal Library, 33, Old Bond-street, and at the Box Office of the Theatre. NEW STRAND THEATRE. THIS EVENING, Will .;e produced an orig inal Dra ma, in two acts, by Leman Rede, cared SALOON and CELL A R; supported by Messrs. H. Hall, Romer, isi: and Hamilton.Montgomere,y ; Mrs. H. Lee, and Misses olne ßromley,r,(okr F c itz ill, eam After which, a grand Scena from DER FREICHUTZ. Rodolph, M , . C. Hodges ; zamiel, Mr. Ridgway. To be followed, by a Military Ballet, called The SOLDIER'S D3EAM. . Added to which LONDON BY NIGHT. So conclude with ROBIN SON CRUSOE ; or, the ADVENTURES Frida Aim of n FRIDAY. Robinson Crusoe, C. Ho rn, Jun. ; Martyn % , ,, , i , o f 8,7 ,- .. , 5, s. ; half-pi ice, Is. r. Thompson ; y, Mr. H. Ha - . 1; Whit mai d a , Mi ss 6d. Pit, Is. 6d. ; half-price, Is. Gallery, 6d AST p i ii ELIR E O T Y OR AL , M A R MP W H . IT B R A I , T r. T A Y TRE. GRAND MORNING PERFORMANCES. i-Cr - and during the week, the GODOLPHIN ARABIAN; or the :lace Horse of the Desert. 1 coityiiance with the wish or several influential and fashionable 3, and in order to acoaccommodate those who, residing at a ells vze ir:eve nted from visiting the nightly representations at the i 7 .1: 1- 16tre, as well as with a view to the gratification of the members of families, Mr. BATTY has concluded an arrange me.l: with Mons. Toornaire for THREE DAY PERFORMANCES, tnt..odr..cing the entire troop of French Equestrians. These per r,ces will tate place on THLTRSDAY, the 29th May, June 5 and 12. DAVIDGE'S ROYAL SURREY THEATRE. The Greatest Novelty in London—Two New Pieces, and " The Old Fleete Prison,' at Half-price. THIS EVENING Wiil be produced an entirely New Drama, entitled THE FAIR M.ITD OF PERTH. With New Scenery, Dresses, Appointments, v , O powerfal cast. Alter whicb, a New Comic Drama, called THE HONEYMOON S - 21 , .i5?LES. _ unclude with a New Local Drama, entitled THE OLD F E PRISON ; or, The Widow and her Suitors. Splendidly a ppo'n:ed and supported by the Entire Company. A S.) I IT•:EIENT SUBJECT EACH SEASON! — GRAND FETES. Exiidition ol the Colossal Pictorial Representation suggested R. H. PRINCE ALBISRT. Under the Patronage of her :nos Gr..:c!0t7.9 MAJESTY, her Majesty the QUEEN DOWAGER, E. R. H. PRINCE ALBERT, &c. &C. FOYAT. SURREY ZOOLOGICAL GARDENS. A 'maga:fleet:l; modelled Representation of EDINBURGH, the • c' Scotland r:.C. of Scotchmen, and the immortal Scott's "Ain Roma 2•d, Tow, - " !:atroducing the Old and New Town, the Nor' as t _o_l22riy existed, the Calton Hill, Nelson's Monument, I. ): ' F , Solish:Ary Craggs, the Castle, Sir Walter Scott's Menu • the Royal lastitution, Holyrood Palace, and all the most inter estag ft'a cares of " Arid Reekie." 'k :e zo - y. - ietor had the honour of submitting the Model to his Royal Eig - 2ness Prince Albert, and he is delighted to say it met with BEd perfect approval, and from the more than usual ea wi - Lch has been observed in its execution, he points it out as the 1 , :•2 :!cst proeuction of Mt. Danson's pencil. T.ie drawings were e Damon oa the snot, and p resent a bird's-e y e view of obiects oftbe Old ant:. New Town , the F irth of F o r th , &c. • 2,OMENADE CONCERTS, so decided l y p o p ular at t h i s n.,li this season be on an unus uall y effective scale. Mr. C Joe RLY has been oc cu pi e d s ince the close of last summer, i n com - • 5_ _arranging a varied and p leasing succession of superior _Novelties, which will be produced in rot ation,i ncluding some Gni aal Pieces by Foreign Composers, g not yet performed in this country. Dos t Rill take place the -.2.05t extraordinary Exhibition of 1 Of.'..KS ever attempted. The entire of the Gigantic Model •c r ilie different devices in front of the houses, the f • Je _1 1 :011 Hill, Arthur's Seat, ane.. the surrounding Moun t: e Nelson's Monument, and all the rejoicings place on her Majesty's Visit will be accurately pour ::: •.".. A:LC, as a Fina'e, a grand Aquatic Royal and Patriotic Teet is Hel7,ht, will be e xhibited in the centre of the I ',The ortrai of tie - Majesty and Prince A'icrt, surmounted 7771 C, and surrounCeci by emblems ^nd other devices will be in- UCi The Tableau designed and executed by Hr. Denson. .io-a.raby has been occupied for months in giving effect to this or zMess and su - oen design wider combined Win the Faux D'Arti c., Sainte cud Discharge of Rockets from the Castle and stir , otriCag heights, will form the most brilliant Pyrotechnic Display e , r Liegsed. of the Carnlvora, at half -past Four ; Pelicans, &0., at Five ; • .:oert at Six; and Pyrotechnd. Display at Nina. Alrr;:, An n. Oi.e shilling. At a meeting ROYAL BOTANI C S OCI ETY, REGENT'S PARR. — of fellows, held at the garden on Saturda y , the Bis hop of Durham, Vice-Presid e nt , i n the chair, a ballot t ook p lace, and the following ladies and gentlemen wer e added to the society The Venerahle Archdeacon Clive, Captain t he Honourable William : Gordon, H. Drummond, bl. D., T. Palmer Chapman, Esq., H. J. Blagrove, Esq . ., Edmund Pepys, Esq., A. H. Durant, Esq., R. W, Smyth, Egfil, I,l‘ . .„ „ ii i , Esq ,, Tam T. C. Harrison, Mrs, trandt, Mrs. Tay M, , ' 04 , p i e, W. Whately, Esq., , , .. z , T lIIE INFANT RO YAL FAMLT,.-7,-.lt IS extremely gratifying to be epable4 to Stat e that t h o se members of the royal (mull who were attacked with the hoop in g -cou g h a short tim e since, are now entirely recovered from the effects of that distressing complaint. The attack, fortunnteli, was of a very subdued chg. racier. Sir James Clark visited the royal infants at Claremont ozr F4urday, returning to town in the v . The Court will leave Claremont this (Jaffa Buckingham rall.m—Poo, THE WEATHER.—SUN OFFICE, MAY 26. THERMOMETER, Lowest, 45 ; Highest, 52; Noon, 54. BAROMETER, 29.70.-WIND, S. Nour..—The figures which follow the words "Lowest" and " Highest" denote the lowest and highest state of the thermometer during the preceding twenty-four hours. All the other observations are made at noon. HIGH WATER AT LONDON..BRIDGE THIS DAY. Morning .. 57 minutes after 5 1 Evening .. 26 minutes after 6. 4,. . ". :' .1 -. : " . 1 9 4 ,-T. aul•hi 4 ~ ''' ' AllT 4 ISI: 4„..!, ii ~......ct).! ,:--, __--w - A,_,,-,.._•_:) - ;e.„ Adr!.....bi k ,' • ~::- e h. e ~..40pia 4 - *t e' ' ' . .4lllKl i k. , e , ..•;-'-, ~,, •., :,;,: z z , , , ....," -er • m 014 ' ;. ' , 4 , tr.: • ' , ' ' ','1,M , tx..7 ..., • •liow''' '''• - ' I OIT ' , ti.,...^:N., ,' ' ....1,7 4 01 -. l e 4, 1 ,:ai ho , , ' ',We: . / 11113 LONDON, TUESDAY, MAY 27, 1845. The House of Lords met at Five. Several petitions were presented on the subject of the Maynooth Lord CAMPBELL brought in a Bill for the registration of deeds. Lord BROUGHAM drew the attention of the LORD CHANCELLOR to the reported conduct of Mr. O'DRIscoLL, in threatening, while sitting on the bench as a magis trate, to challenge a brother magistrate at the Skibbereen petty sessions. The LORD CHANCELLOR promised to make inquiries of the Lord Chancellor of Ireland on the subject. The Bishop of LONDON having explained that it was by mistake that the Church Building Amendment Act had been forwarded a stage on Friday, moved that the order for its third reading be discharged, and that it be re-committed on Friday next, which was agreed to. Lord STANLEY announced, that next week he should bring in a measure embodying some of the recommenda tions of the Irish Land Commission. Lord COTTENUAM moved the second reading of the Ecclesiastical Courts Consolidation Bill, which after a short discussion was agreed to. The other Bills on the table were forwarded a stage, and their Lordships adjourned to Friday next. The House of Commons met at Four. The adjourned debate on Mr. STUART WORTLEY'S resolutions on Railway Bills was resumed, and after some discussion the resolutions were agreed to. The conduct of Mr. O'DRIscoLL was also made the subject of discussion in this House. It was moved and agreed to that the House, at its rising, should adjourn to Wednesday. Mr. COLLETT moved, as an amendment, that the adjournment should be to Thursday, as Wed nesday was the Derby day; but Sir J. GRAHAM op posed this proposition, on the ground that it would be unbecoming in the House to adjourn on account of a race; at the same time, however, reminding the House that the Members could attend or not make a House on that day, as they pleased. Lord JOHN RUSSELL then rose and proposed his re solutions on " the condition of England" question, pre facing them by a long and eloquent speech, and insist sisting on the necessity of legislative interference in the matter. Mr. S. CRAWFORD moved the amendment of which he had given notice. The resolutions of Lord J. RUSSELL were opposed by Sir J. GRAHAM, and, after a lengthened debate, the further consideration of the question was adjourned to Wednesday. From a personal knowledge of many districts in the north of Scotland, we are led to make a few remarks on the state of the pauper population, and the measures proposed for their relief by the new Poor-law Bill for thai, country. We shall not be suspected of saying any thing likely to lessen the desire of the English public to better the condition of that portion of their Scotch brethren, for whose benefit the Bill of the LORD ADVOCATE is introduced, nor shall we attempt to condense all that may be said cn the subject. But there is one part of it which we are induced to notice, especi ayy as upon that the proposed legislation is likely to act least successfully. We allude to rural districts, and especially to those of the Highlands. Without going into the question of the force or sufficiency of the exist ing poor-laws, it is worth while to inquire how it hap pens that through so many counties and parishes no poor-rates exist in practice, and that the poor, however numerous or distressed, are relieved by parochial aid of the most insignificant amount, by a sort of universal mutual charity, or by occasional begging and vagrancy. It is easy to give as a cause the niggardliness or cruelty of the landlords ; but, to any one acquainted with the true circumstances of the Highlands, this as sertion will not suffice. The management of landed property in the Highlands of Scotland is very unlike that which characterises parts of Ireland. There is no body of landlords in the known world who have put so small a proportion of their rents, for these fifty years, into their pockets as the Scottish proprietors. Their's was, before that period, a misera bly poor and unimproved country. It is still a poor one ; and that very fact, so important in the new scheme is much overlooked. In the districts of which we speak: all classes are poorer than the same in England. The owner of five or fifty thousand acres is poor, compares with his friend the Yorkshire or Lincolnshire sqaire, with whom he may be classed in society, and the dwellers on his estate are, in like manner, one and all, poorer than those of a country farther advanced in the progress of improvement. All these parties, however, are becoming less poor ; and though, in their struggles, a Highland laird, here and there, may find himself un eqaal to maintain his place in society, and either sells his half-improved acres, or the progress of improving these be stayed till the operation of an entail have placed his less burdened successor in his room. And, on the other hand, though some hardship may now and then arise in the removal of an ill-placed or crowded population, still it is true that things are getting better for all. In these circumstances, however, will be found the history of the avoidance of assessments for the poor. All parties have seen a greater evil in the extinction of improvement under a heavy poor-rate, than in that poverty of the poor, out of which they will gradually emerge by the increase of current wealth and occupation. Here, too, is the explanation of that system of aid rather than maintenance, which has been so much no ticed, and which had for its object, as it were, to carry on all parties in a sort of concurrent progress, whereby, at some future time, there might be a far less number requiring to be relieved. All this, however, does not find favour with writers and speakers in the present day, or with those whose ideas are formed on a know ledge chiefly of wealthier and longer founded communi ties, and who look on the system, right or wrong, as doomed, and about to pass away. It is, however, highly desirable that in creating a new and more stringent poor-law, we should not at the same time extinguish, or so seriously cripple the Scottish landholder, and through him the whole body of rata payers, as to check completely that onward progress which has been so remarkable in Scotland. It has been demonstrated that if the lawAgnid givik to all who have hitherto been aided, a full measure of maintenance, a third of the rental of Scotland ,vvill f trot t suffice, and hence the necessity of a clause expressly enacting that the receipt of aid under the existing law shall not give a claim to relief under the new. This appears so obvious that we are surprised it does not form part of the Bill. There is also a suggestion which we would make, as preventive of vexatious and wasteful litigation. We allude to the process by a claimant to establish his first tight to be considered a pauper. It seems quite unnecessary that this should go farther than the Court of the Sheriff, who is an unexceptionable judge, and has the best means of deciding both on the law and the facts, and to give an appeal in every case from bim to the Supreme Court, would only be to waste the money of payers and receivers alike, and to fill the pockets of those advertising practitioners who will not fail to reap the harvest so provided for them. On the whole, we need hardly say, that we look with satisfaction on the prospect of a well-defined aid limited poor-law for Scotland. It is the setting up of one of those periodical marks which denote progress in a nation, as milestones and almanacs do the passing of space and time. It is, how ever, above all things desirable that in thus realising the fruits of past improvement, we do not arrest its march or overburden its power. The accounts from Madrid are to the 18th inst. It appears from the papers that the late intelligence from Rome had caused much excitement among the purchasers of Church property. The concordat gives but little satisfaction even to the Government; and besides, according to private letters, it had merely been signed as a temporary convention, and the POPE insisted upon the maintenance of the clergy being secured before he would acknowledge the legality of the sales. The Heraldo of the 18th, a Government paper, says:— " The oonvention, so much desired between the Spauish Government and the Court of Rome, has at length arrived. It appears that its tenor was examined in a grand council of Ministers, held yesterday, and has not proved satisfactory to the Government. It even put fq'ViraTCl certain questions which the Cabinet were ne,t prepared to decide upon." According to report the Government were very anxious to get rid of Queen CHRISTINA, as she was throwing innumerable difficulties in their way for her own personal purposes. The QUEEN was to leave for Barcelona on the 24th. On the 17th the Three per Cents. closed at 334 for cash, and 34i at 60 days ; the Five per Cents. at 25 at 60 days; and the Debt without Interest at 8-,1 at 60 days. The Paris papers state that the Emperor of MOROCCO had refused to ratify the treaty of commerce concluded by his Envoy and General DE LA RUE on the part of the French Government. The fact is thus stated in the Journal des Debuts, on the authority of a letter dated Tangiers, May 5 :—" It appears certain that the EMPEROR commanded that his Plenipotentiary, SIDI ARMED-EL-KHADER, should be cast into prison on his arrival at Fez. The'EmPErton asserts, that his Envoy exceeded his powers in negotiating the treaty of com merce, for which he had no instructions. Another ver sion of the affair speaks of the cession of a portion of the Morocco territory, which never belonged to the regency of Algeria. Whatever may be the real facts. the circumstance of the imprisonment of EL-K - 111,13Eu causes an apprehension that the convention will not be ratified by the EMPEROR. It is likewise said, that the EMPEROR has dispatched ten soldiers to seize the Caid of Ouchda, SID HAMIDA, Plenipotentiary with EL-KUADER for the delimitation of the frontiers." Some of the. Opposition journals very absurdly attributes this failure to English policy. The Constitugonnel, however, can see no foundation for such a charge, for the best of all reasons, that it is the policy of England to preserve a good understanding between Morocco and France. " The following facts," it says, " will explain the state of our commercial relations with Morocco. England alone enjoy s more than three-fourths of the maritime trade with that empire. France enjoys scarcely one sixth of that trade, but she is admirably situated for increasing her commerce. If the Marseilles merchants, who enjoy the greater part of the Morocco trade had not been harassed by the ex tortions practised by the Moorish Custom-houses, they would have long since become formidable rivals to the English. The amount of the commercial transactions between England and Morocco during the year 1842 was 14,541,000 f. That of France during the same year was not more than 2,984,000 f. But this enormous dis proportion disappears if we consider the respective operations of the two countries in the port of Mogadore during the same year. On the part of England they did not exceed the amount of 4,396,000 f. On that of France they reached the sum of 1,872,000 f. This is encouraging for France, and would be still more favourable if a treaty of commerce per mitted our merchants to operate on certain data and freed them from the apprehension of becoming the vic tims of the fiscal caprice of the EMPEROR. England, which possesses the good graces of MULEY ABDERAH MAN, may desire the maintenance of such a state of things, but it is improbable that she urged the EM PEROR to refuse to ratify a convention stipulated in the treaty of peace signed in the year 1844. The conse quences of such an act cannot be calculated, and Eng land has no interest to accomplish a rupture between France and Morocco." According to the illoniteur, there has been an increas" in the French trade with the ports of Algeria since 1843. Returns published in that journal show that the number of French vessels which entered those harbours in 1844 was 2,726, measuring 204,266 tons ; of foreign , 1,952, measuring 169,430 tons ; and of native vessels, 196, measuring 2,925 tons ; in all 4,874 vessels, measur ing 376,621 tons ; independently of 675 vessels of the Royal Navy. As compared with the arrivals in 1843, there is a diminution in the number of vessels, but an increase in the tonnage. Count ROY had presented to the Chamber of Peers the report of the Committee on the Bill for converting the Five per Cents., in which they declare the time not only inop portune, but call in question the right of the State to effect the conversion. The French Funds have been depressed by the news from Morocco. On Saturday the Three per Cents. closed at 85f. 95c. ; the New Loan, at 86f. 30c. ; the Five per Cents. at 121 f. 60c.; Orleans Railroad Shares at 1,225 f. ; Rouen, 1,125 f. ; Vierzon, 820 f. ; Havre, 897 f. 50c. ; Avignon, 1,0401. ; Basle, 270 f. ; Spanish Actives, 40 1 % ; Spanish Three per Cents., 41% ; Spanish Passives, 7%. The following are the quotations for the new lines:— Orleans and Bordeaux, 225 f. premium ; Boulogne, 120 f. ditto ; Troyes and Montereau, 56f. 25c ; Paris and Lyons (Laffitte) ' 20f. ; ditto (Calon), lf. 50c. ; ditto (Ganneron), 10f. 50c ; Northern line ( Laffitte), 32f. 50c. ; ditto (Rosamel), 9f. 50c. ; Tours and Nantes (Mackenzie), 10f. ; ditto (Drouil lard), par; ditto (O'Neill), 15f. ; ditto (Jacques Lefevre), par ; Lyons and Avignon (Lecointe), 201. ; ditto (Talabot), 35f. ; ditto (Compagnie Meridionale), 10E ; Bordeaux and Toulouse (Mackenzie), 4f.; ditto and Cette (Lspe leta), 17f. 50c. ; Creil and St. Quentin, lf. 50c. ; Paris and Strasburg (Ganneron), 12f. 50c. LYONS, MAY 21.—Avignon and Marseilles, 1,0801., end of May ; Paris and Orleans, 1,2581., cash ; Orleans and Vierzon, 8321., end of May ; Orleans and Bordeaux, 725 f., ditto ; Bou logne, 635 f., ditto; Nismes and Montpellier, 5901., ditto; Monteran, 565 f., ditto. MONEY and COMMERCIAL NEWS. (From The Sun of Last Night.) Accounts received from most parts of the Continent repre sent the weather as having been very severe, and in many • parts some anxiety was felt respecting the prospects of the crops. From St. Petersburgh, under date of the 12th inst., we are advised that the cold continued. The Russians, ac cording to the same advises, are quietly, but steadily, in creasing their territory, as it is stated that the extent of country now under the control of the St. Petersburgh Go vernment in'North America, is equal to one third of Euro pean Russia. A great impetus was expected to be given to Russian commerce by the recent establishment of several steamers on the Caspian Sea. There are accounts of a commercial nature from most of the continent al markets to-day. Speculation appears to be at a discount in goods in almost all quarters, the transac tions of this sort being confined to shares in the various railway projects that have of late been started. It is much to be apprehended that very serious losses will be occasioned by the subscribers to many of those schemes. By the way, while upon this topic, it may be as well to mention that very great dissatisfaction is expressed at the delay shown by the French authorities in conceding the lines, the larger proportion of the amounts required to commence new projects of this kind having been subscribed for by capitalists and others on this side of the water. A very small amount of business has been transacted in the public Securities to-day. Consols and the other Stocks are somewhat heavy. For the Account the price is 99 1 / s 4, and for transfer to-morrow, 99 1 / s . The premium in Exchequer bills has rallied to 625., and India Bonds to 91s. 925. pre mium. Bank Stock is nominally the same as on Saturday. The same may be said of East India Stock. A fair amount of transactions have been reported in the Continental Stocks to-day,but prices have not changed much. The Belgian Four-and -a-Half per Cents were at 98% ; Bra zilian at 89 ; Chilian, at 97 ; Portuguese Converted have fallen from 67 1 / 2 to 66% ; Russian from 119 to 118 1 4. Spanish Consols are at 29% %, and the Three per Cents. at 41%%. The Railway Share Market has been rather heavy this morning, with an inconsiderable amount of bargains. New projects are rapidly in progress of formation. The greatest caution ought to be observed by those who have money to lose in the selection of intended lines, ere they subscribe their names to the deeds prepared for that purpose. ONE CLOSING PRICES OF BRITISH FUNDS. O'CLOCK. PRICES Bank Stock 3 per Cent. Reduced ... 98%4 9814 3 per Cent. Consols New 34 per Cents .10114 % 101% Long Annuities to expire J an. 1860 11% 5-16 11 5-16 Ditto 30 years, Oct. 10,1859 ... 11 1-16 11 1-16 India Stock 280 India Bonds, 1,0001.. Ditto under 1,0001... Consols for Account... •••—• 991 4%4 99 Exchequer Bills, 1,0001., 1 1 /d. ... 60 62 pm. 62 Ditto 5001. . Ditto Small Ditto Advertised 57 61 62 pm. 60 ONE CLOSING PRICES OF FOREIGN FUNDS. O'CLOCK. PRICES. Brazilian Bonds Chilian Bonds 6 per Cent 97 97 t'`.;'. Columbian Bonds, ex Venezuela 1 5 14% 15% Mexican, 5 per Cent. 1837 ...... Ditto Account Ditto. Deferred Portuguese 5 per Cents. — Ditto, Converted 6 7 1/, 66% 66% Ditto, Account 66% 66% Russian Bonds .... .. 119 118 1 / 1 118 1 4 Spanish 5 per Cent. 1840 Ditto. Account ..... ... ..... Ditto 5 per Cent, 1840 — 27% Ditto, Passive Ditto, Deferred — 16% Ditto 3 per Cent. .. Ditto, Account 41% 41% Venezuela Bonds, 2 per Cent 44% 44% Belgian 4 1 / per Cent. Dutch, 2% per Cent Ditto, 4 per Cent., Certific 9B%A 98% PRICES OF PAID. A ONE O'CLOCK. CLOSING RAILWAY SHARES PRICES. Aberdeen Armagh, Coleraine, and Porn ush l% 2% 2% Binning. and Gloucesterloo i 34 Ditto % Shares Birmingham and Ox ford Junction Bri'ton, Lewes, & Hast. 20 Bristol and Exeter Do. New ..... . ......... 2 ...... 7% 7% Caledonian Ditto Extension ...... 2% 2% 2 l /2 Cambridge and Lincoln 112 ...... 7 6% 7% 6% Chester and Holyhead... 15 Chichester and Brighton 10 Clurriet Valley Cork and Waterford ... 11 / 2 2% Coventry, Bedworth, and Nuneaton ........ ...... 11, ...... 13 % Coventry and Leicester IEA l l4 l l4 Direct N orthern ..., ..... 2% 3 14 .. 3 1 4 Direct Norwich Dublin, BtAlast, and Coleraine Dil i :J . lin and Galway..... 212 3% 4 3 34 Eastern Counties 25 .... 18 1 / 4 18 Ditto New 41. 16s. Ditto Perpetual, 5 per Cent, No. 1....5/. 13s. 4d Ditto ditto, No. 2. l3s. 4d... 0 1 /.. 0% Eastern Union l5 .. Ditto Extension Edinburgh and Glasgow 50 Great South. and West. est (Ireland) Ditto Extension 2__ ''"—"'"••••-••—m.........p..............—,........—.............—, Great Northof England..loo 225 ............... 26703 Ditto New 5 5 7 1 /2 58 ••• .... 28% Ditto New Great Western Ditto 1 / . , Shares 5O lO6 ...... ..•••••• 41-31 Ditto Fifths Guildford, Fare . m,Ports. 2 1 / 2 5 1704 ............ 106 Hull and Seib's , 5O 10 6 1% ............ 22 Do. Half Shares ...... 2 23 ............ "' 40 Lancaster and Carlisle... 20 241., London and Birmieghm (Stock) - -••••••••• .... 46% Do. New Thirds Do. IA Shares London and Blackwall. 161. 13s. 4d 9 , 18 ............ '' 63% London and Brighton... 50 ..... London and Croydon, 131. 15s. 9d — ............... Do. Guaranteed 5 per 6% Cent. . London and Greenwich 12/ 15s 4d — .............. 7 9 London ard S. Western 411 6s 10d 78 79 ............ 29 Do. Consolidated Bths 12 Do. New Do. New ..... London and York 2% 4 (/‘ ' , ,i ............ London, Salisbury, an d A Yeovil Londonderry and Ennis- 4 killen . Manchester and Leeds... 73 Do. 1 4 Shares Do. 'Sixteenths ..... ... 5 1 / 1 814...••••..•....• q 3 Manchester and Birmin. 40 Do. New Quarte r s ... 2 7 .............. . 177 Midland. Do. Fifths 2 Do. New ...,.. — 2OV ? , . 2..1 1 .... 21 /s.' ... ... 14 Newcastle and Darling- 53 ton Junction 25 ...... 50 52 •• ...... ' ' 35 Do. Ncw Brandli ng lO 33 1 ;4 34 33... i.: is Neweasle and lierwi c k 1% 16% 17.4 16/ 30 Newry and Enniskillen. 2 1 4 ..., 3N.•. ............ 4 I Newark and SLeffield .. 1% 4 34. • • •••""... 19 , 4 North British 6 4 7 11 Do. New Northern and Eastern ........ Do. Scrip North Kent Norwich and _Brandon- 1 023A - •• —4 4 3 / 44 • • • • • • • . ..ii:E * ,...... --. 4 4 . 4 3' Do., New ... ..... Rugby, Worstr, & Tring 1 Scottish Central scottish Midland l% Shrews., Wolverhamp., Dudley, and Birm 2 l / 2, .... 7 4 i ....... / South Devon is •—•— ....... 4 South Eastern & Dover 33/ 2s 4d... — 4 2041 :4 ................................................................ : 1 3 4555"; Do., No. 1.. 8 Do 6% .......... ~ No. 2. ..... 598 Do., No. 3 South Wales 2% 5l/1%.„ ...... 9s Trent Valiey and Holy head Junction Waterford and K iikenny 1 .. .., ......... •••••• 06 York and North Midland 50 . "05 106..•••.... 51 .• •• 48 Ditto % Shares ...... .. 25 •••• 17 Ditto Scarboro' Branch. 25 Do. Extension t..... •' PA 17 % i74 ..... FRENCH RAILWAY :, 9 % 8% . Boulogne and Amiens... 4 ..... . Bordeaux and Toulouse 2 Bordeaux, Toulo use , an d ....... 2 Cette ~.. 5 3 .8 Dijon and Mulhouse Great North. of F rance .. 4 Louvain and Jemeppe... 2 ... Namur and Liege 10 Orleans and Vierzon -. 2 ...... 14 3 A .......... .. Orleans and Bo r d eaux Over Yssel 413 s 4d 1 /. .. ............ Paris & Lyons, Laffitte's 2 - 24 Paris and Lyons, Gan- .... 9., neron's, .!•.) ... .." Paris &Lyons, (Cal on ' s ) 2 - ... . .... .. Paris and Rouen Paris and Stra s b ourg ... 9 4, 3 / 4 (Ganneron's) Do. do. (Hainguerlot's) 2 Royal North of Sp ain ... 2 Sambre and Meuse .... 4 Tours and Nantes, Mac- .. .• kenzie's ..... -..... ...... 2 'NS• JOINT STOCK BAN- - 14 1 ondon an Westin inster 20 - .... .. London Joint Stock 10 ...... ••• ''''''''' to iee e COURT it,lttCULAt i tbe' a t e The Queen and Prince Albert, accornnani eu - ,;we of Wales and the Prince of Leiningen, arrived in : del ote i r i l e go riage and four, at half- past eleven o'clock vot e vet of ° L ei from Claremont. The Princess Alice, the te n° - i(ere , lo wea Edgecumbe, Hon. Miss Murray, Hon. la te ~,,, 01 ~ ,e tl Byron, Lord Charles Wellesley, and Colonel Wl l oo ' 0 (e Byron, in two carriages and four. A party of Light INI r ecei c s ror the escort. Her Majesty and Prince Albert ~ ,t'7,,, the d eft Buckingham P a la ce by the Master of the ti r e it 'i; te in P" Chamberlain, the Marquis of Granby , and ' Or e , Seymour. verli e e. The Queen went at twelve o'clock to the Hoofknioetit Rooms, to be present at the rehearsal of the Cen e te % e of P 00 Music. Her Majesty was attended by the C e V e llesiel: ceo l iii R E o d y g a e l cu H m ig b h e r , ie L s o s r r d ri ß n y e r e on A , lb a e n r d t, Lord Charles the Fr r i° r ece ceo Leiningen, and attended by Colonaecrgladnel,ell bY ded her ~ jesty to the Hanover-square Rooms, d the P " t ife l Their Royal Highnesses Prince Alfred L ttleton, opt. Royal, accompanied by the Dowager Lady L) vi ' l ciar oo at Buckingham Palace yesterday afternoon. f o r : -,. the M lt e° Her Majesty and Prince Albert bonou n to witne°of. Theatre with their presence yesterday even! g, _ rf i e g o f performance of the distinguish ed d ths Coal .„d ty , Hackett. The royal suite include Charles WellesleY, yid Edgecumbe, Lord Byron, Lord Cha r.-- 0 1 nel Wylde. American t i. ess of 0 ,,,,w 0 rid b boo Her Royal Highness the Duchess of Kant, atLe fen ce . fo es Anna Maria Dawson, arrived at her residence, tAer,,i4, St. James's, at eleven o'clock yesterday 1°- .d bee Claremont. eisit d `"„ t ee• His Royal Highness the Duke of Cambridge „gb Pi A - tly Majesty the Queen Dowager yesterday at garlber°d;d by " 0 0 Her Royal Highness the Duchess of Kent,?en bee ° Anna Maria Dawson, and Col. Sir George LA u r r e ' ell* a, Drury-lane Theatre with her presence yestercleYefattelgle Her Royal Highness the Duchess of Cambridge, bone ot Lady Augusta Cadogan, and Mr. Edmond Mildnlalr;oce the performance of the French play with her ' &PI evoning. Oa, flo c l His Royal Highne ss th e D u k e of Cambridge, pis e Baron Knesebeck, we n t y es t er day evening to t Of 0 V ..g pit ner al din. Their Royal Highnesses the Duke a nd Puchr- est er4lsl :, bridge honoured Messrs. Daniells' establishmen t of plod inspect the royal dessert service for the En: l l°4lo,g a P.,,e lP A deputation on the affairs of New South ,y., to le" le" of Lord Polwarth, the Hon. Francis Scott, ' lothe ri al, a) sl i c r. nistoun, M. P., Mr. Oswald, M.P., Mr. f ," dderf..,,, i ;-,.: Donaldson, Mr. Mackillop, Mr. Armitage (",1 3r osve_ A i lis '''' Mark Boyd, Mr. C. Enderley, Mr. Salnn e l s o, he'oce- Buckle, Mr. Marsh, and Mr. Donald (G i ae go ~; 0 1 .._o t ift, terview with Lord Stanley yesterday at the Cc% bad w fbel:f The Ecclesiastical Commissioners for Engti„plaee'i e ber , yesterday afternoo n , a t th e office in Whitehv the fi cbe e, were present the Archbishop of C a nterbtl4ihde , o hj, Pe o f London, Durham, Wi nc h es ter, Bangor, i L icho s o_,l 9 . Chichester, St. David's, Gloucester and Brist°i, , tbe ht WI coln, and Worcester - the Earl of Bes boroug ey the Rig Chichester, Pe ° Chichester, the Right Hon. Sir George s- -r- '' e nd - itbs John Nicoll, the Right Hon. H. Hobbeuset ...itb A ff iesf " - per Westminster. 'rite- ,be Lord Belhaven and a deputation bad an A l ce of ' 4 tee Earl of Dalhousie yesterday, at the °.- e9te of Trade. Lieutenant Dayman, R.N., had a n interliell the Cjr with Lord Stanley, at the Colonial-offletoepra' • ng W s 10 1 Dispatches were sent off yesterday P r nial-office, for the Governor of Gibraltar•_,,,,itbw,e Mr. Christoph e r h a d an interviewyesterday Dalhousie. .oit ,) ....-------- Q TE II.- 0 MARKET NE IA z4.--(YE ,-- _ gue st flhO CORN EXCSA.....m.a.°I,, of Y v ; e ver , 0 14 Fresh up we received a very small suPP .5 ; bo it i/ed jo y Essex, Kent, and other parts of Ellg l , 3 _ l/ o f be t i t li 0 0 s l t v a h n i d te s . we T re hi s s ca ra n i t i i i l n y g s o u tr pp i l n ied th w e it s h up s p a i r ;Pr o gl a er t ig e st l B o . 3 : o creased number of buyers in attendance. v s ,,,ive , „ o o 'it's for all descriptions of English Wheat tort', ,be 0 1 ~ e , vance in the currents obtained on NoneliCe 007.430:ife, 2s, in some instances 3s per quarter. ,: e2 , 0 0 ; e ul r . ol Foreign Wheat samples was by 11 0 ,',. ev eral 0 e ith e ,o o Bonded Grain was more sought after, ana,7 uar lef; f ale n eti transactions took place in it. Very Thelits'iolt;to 'Jo' home or foreign produce, was on offer. b e st r 0 0 ° 0 0 1 4 lss soldcoa a i pr e tft w eri somewhat higher, s3 t i,gwa fi het r er m re: firmer wupii t ten h erg a a n gtson l adt a rhe s r t aee rrw. shorte eßk.e moreas nu ill, 'll ait ; edsy F 0 ue a ii• 1 05 0 . 1 0 „oe e r , i f 10 a t ps lte to 65° was steady at full prices. vitE . 6 49 „ r gEAS .• ", 9 0 CURRENCY PER IMPEBL.-" e ndisf •'O. 00 15 0 majt—Cl l r oof , ,eed. 140 Red .; •• • lO Ditto, White .. .. B ar wheat—Essex l Chevalier lNDlD N yir eiiaio—ttslrt:htioecb.lilkl White e 11 , dli a ii ß t n t ee e d ; : . 1 i l l ::: : 1 .. n.. -t '4 0 s 475 You l3 lac l ,'.. . • • • q 2 si i 390 p 0 i.,... 100 0 , ~., 31 , . 1 0 4_2: —s Bean Coo k. :3 90 3 36 4 . 0 39 : —s ___ S A i, Fe . . • 3 6s .0. Rye—Old oos .. •• ~. • • 3 55 A O Barley—Grinding. i n( . I 1 .. n .. g : .: .: .: .: : 33 3 2 62 3 5 ss s s —23 3458 P e a s B. jute --- A r . irii , ao l g a t et i r r s e e e .. 1; .....• 0 1.. : g 0, .: 0 .: •:. 1: :: 3 1 3 4 400 4 4 0,., 5 1 Malt—Suffolk and Nor- Tow n- • " 3 3 . folk s u s° .10 _ ~. , Brown - OW os , sp Kingston and Ware 60s —s '" INS •• 0 0 ,J FL •••• 9 i FOREIGN GRAIN AND --' •••• " ..• •• 190 ,- Wheat—Dautzie...... 32s to 36s Bean s ... • • _.,' ••' IP Hamburgh ... • ... 30s rease...io;ericw, :: . • Barley ... ..... ....... 20s 240 Flonr; t ic .• • • Oats —New ... .. . ..... 19s 230 B Otr 88 • 1 0: ; 1 eed ............ 19s 22s ....p. f vie diti ; sretrriar Z 0... ... te a 0 ~ 0 ma c The number of foreign Beasts cloosiliar av eragi be Ba b Ve head, the whole of which were E n diAtrietSed with f I v ti l to while fresh up from our various graz►,.o , 0 i e C.- , -- • I :10h ..,e, , th droves were somewhat on the increalae 4 atte o e oo o ,„"ipg," reported on this day se'nnight. onoi vhat o ts co l- n ). London and country dealers was s ul the e welt s r o - 4 the Beef trade—arising chiefly fro_ for o rae au til ed ! A hand in much better condition an th FridaY , th° sape ri ffer til was not quite so active as oil. _ t wor e way e 00 . rencies realised on Monday 19'5 A Clearane_,% thSt,,,Ver: every instance, and a g 00... to _ i a O r i b y l ' lcilee - ro l i tt . t e 1. 50) 1 1 13 :i thebv tßheeassrsaleasnmdens.heelp—Vernregret r .c Sheep—more pal c l 111 , foil-' f the er ror fol , - , , vil l A suffering severely from the effects . ' `oo 9 11 0 Z; j tiol ; roads the losses continue severrecce Fro m, 7 Essex, and Cambridgeshire, we horns Scots a ; n from ° H i n o m r h e e b r u e , e d s s r ; er f n r onmn dthrne from otheitl•dp a n i t ll frel ,,, n 6 la ,. t re f; n l I l a t:o . 1 5 : 4 rel: , Herefords, Runts, &c. ; x i arintvand2ere:(ls:oi so'h:tr°.:ifirtniltrieotivi2sos::::trellosoll::o4eo, various kinds; and froui Scotlawerc seaso n ; j thl ll ,be t; Scots. The numbers of Sheep o ff free , 9 10 4 5 1. , ta r e, though there was nothing remarkable advances in uotations, they aa , „navy, at e rr k, 30, B q F l u r b o a s i l n i ; t b y t Lt . t e all is e other Prime o f‘v o l k i d g i nh p d t o s l ; s t L m a a°ed s ili c "l, h aul e w t ,e o ll piri i be c es ra e, l b. • ,i; t o' 5 u artera tit ja d s fair po t: , 3 ; Downwhile qualitiesreceipts w e r f e re i steady demandwe ha 1 9 up a ctive. Wel a Is kinds of Lamb were rather in . ons were es ho the r s ' t ward tendency. forAo Afore Veal, businessanil last was doing S i n m u s ° te the : upoigtast,i and. , d , d, tv P . 4 Per Blbs. to sink the offal. Inferior3' 2 ' 3 ' 6 ' Second (1112131 S. 3 A i s• d• s• d ditto 4 6 4i 0 Second quality ditto. 3 8 310 Coarse-wroolledditto 4 in , Prime large Oxen.. 4 0 4 2 Southdownlirethel? _.....v l'i Suckling Calves, Prime L Scots •••. .. 4 4 4 6 Ditto out oldie svo.L 3 - 0 4 $ Prime eons, Calves 4 2 4 8 Large 1100 .. 3$ v o 1/ ,, Prime small ditto .. 410 5 2 Stnall Poricell •" : . 1 6 0 v Su • , Strand. in ' in Inferior SheeP •••• 3 6 4 0 Lam bs "•••' ' • • • 4_ 0 no TOU_,S'II, •18 0 31 0 Quarter old PIO 5 0 Loaduli : frinthtti and t'ablishact by gligm,' . Jo , .... r e; „, Stttraenpd.reciPariTcitteo f - tab% TshaeroPy7l intiwtse;Coesa Middlesex, Tueeden faly 27, 1540. ..6* ,