The Sun. — London, England, 1845-06-02 00:00:00

------................................,...,.....,...,.....—...—... .or the projected line. About 450 tons of groceries were monthly Grocers from Liverpool to Bolton. There were twenty.two in Bolton who supplied the small grocers for seven miles round that town. 31r. Hardmood, corn ar d tlour.dealer, gave evidence in favour girth project e d hne. ' _ Mr. J ohn Metc a lf e was mana:zer to Messrs. Dobsons, machine L 'anufact urers at B o lt on. Thought the proposed line would greatly vein, • tit h his trade, as it would communicate with Wigan, Bury, and 42ilaYwort, which used machinery. His house employed 730 hands, _ ci c used 80 tons of coal per week. Thought they would save 2s. ...rerito,i ,e n e a s t al by the projected line. Part of his employers business was d o Wigan on account of the bad comtninunicAtion be_ T twe_en Bolton and Wigan. he Committee adjourned at four o'clock. The rn GROUT K. cbomrZ.:lol` NO 2WIC rt a 3LwAY. sand" Lord .iintteteheonchtahiirs. line met this morning at the usual hour, Previous to the examination of witnesses, Mr. ALexatenen, Q•C ' o • informed Own the Committee that, ac ti ng o n the suggestion thro out N orwich 0 11 Friday la st, the promot ersof th e Direct line had entered into negotiation with the engineer „, e i helinsfo r d and Bury branch, for making ainicahle airange meu f es Pecting th e construction of the rail through Bishop " Sten. a rd or Chelmsfordhadaen met and he g was happy to state that those overtures ;, the fairest spi r it , a l t h oug h no speci fi c answer h a d i4cttd beenin , received; h e trusted, however, from the courtesy blr*at a c ompromise would be effected. _ hitter. p ,awlinson here handed a note to Mr. Alexander, which the th e a. ex p la ined to th e C ommittee was an unequivocal refusal on or „rai InProraise l o f . the Bury and Ch e l ms f or d li ne t o enter in t o an y terms whatever The Learned Counsel expressed his % rat at this termination of a negotiation, opened with the fairest eftd,te_nat amicable intentions, and regretted the necessity of pro. id i ng with the evidence of witnesses to e.itablish their case. the r r e ;; T G AME s, Q. C., at a subsequent period of the day, stated that Dr poi n for breaking off the communication was the untenable 4: 4_ 4 f the Direct Norwich to form a branch to Wickham. li n:mien. Such an overtu re cou ld no t b e en t er t a i ne d f or a air 4114 ° an d despite th e op i n i on o f th e th ree engineers, the p ro itenn ie, Mr. Rob er t St ep h enson, an d . Mr. T. Braithwaite, re. eetthe to Rioters of the Bury and Ch e l ms f or d li ne h a d determined to Th jr _ MS. C ro :dence of the witnesses.was consequently resumed.. N' hatte n eXarai ned by Mr. LEE - Is a miller, residing at Little Ihere a • - ' 4 fu nall town midway between Bury and Bishop Stortford. t il lia nto te egn o all d a tere it n i c a e bo o p f 3s. a quarter in the price of barley a ' abentl twenty. Stortford. Is auditor of the Risbridge e M ee five miles from Bishop Stortford. Th p er .n the present land carriage is lid. per quarter by 14. Making in all 3s. 74d. ; while the price . red swilPrises Weu ld be little more than 63d. Risbridge Union of the lat aPoPUlatjon of 18,000 and an extent of 58,500 l a 9 cr r e ci s wood , te F 48,750 acres are arable, 7,800 pasture, and , o d bean '4'412,187 for wheat, 12,187 for barley, 6,093 for peas an , C 6,003 f "'ate t he or clover, 1,523 for seed, and 1,323 mown . for stover. Bs6t qta, (etioeb°neeYance of surplus 'produce, wheat comprises 1 , 44 .010 -145 qrs. to a ton), amounting to 3,712 tons; barley, 14 % 1 " ' M eta, or (a 5 quarters to a ton), 7,501 tons; peas and 1!4i4to1:1°41 quarters, or 3,808 tons ; seeds, 165 tons ; stover, ;7 4 6t 0 ,„ 4 ' and hay, 1,625 tons, making a total, for export, of -- "c s The oats imported amount t021,060 . qr5., or 2,633 tons, C i d e et, 4 o, --4110 f 21,728 tons of produce needing a means of transit. Per +and beans, conveyed at present over twenty miles, a . t to Stentort7rter per mile, costs 3s. 4d by land carriage; by rail 9, 6 it per nineteen miles, at lid. per ton per mile, is equivalent -; lc& per quarter for the same distance, effecting thus a saving of thek 'Natter in its conveyance by rail to the nearest market. Zeutr?Portion a saving of 2s. 51d. in barley, and ls. 34d. ' lo 6B.. a "' . °e effected. " 4 14 be mined by Mr. R LINSON-The surplus wheat . the ketir ed eer nPutect at 13,561 qrs. Artificial manure is chiefly j i es ider a a b ie t e e s ldt!n, and coals from Cambridge and Colchester at a . 1 4 11 at ii.kreheM examined by Mr. GIRD EN, is a maltster, resit!. I„„' v erhill ; originally carried on a very extensive trade, but ntl C m ": Vewns had been afforded railway facilities, while Haver ueli eri4reanwilte.ff. unaccommodated, the trade had almost wholly 4"el i t n °4 i o " , ani ned by Mr.R hresoN-One of the reasons for the the malt trade, is Aw th ' introduction of pale and patent , I ltiri o ," at eed of hrown the 365. a ton at Haverhill, and ber oet t he last winter the sufferings of the poor for want of fuel hete„.t.retne, while if a means of transit had existed, those disad. bari would have been obviated. facto r el GUrteen examined by Mr. IIRTHERINGII&11-I5 a manu ta!demploying 4tri er Haverhill, upwards of 6.00 hands in labri. ries i n ~.geta• Th ere are several extensive plait and other fee. net 'Lie district, but their traffic is limited for want of a th e tn,,tane o f transit. The present cost for carriage between .liaverhill . and the metropolis is 245. per ton; that:by Th e would beabout 12s. or 13s. per ton. 'try , a crass -examination of this witness was considered unneces- N i lbe Committ ee were unanimously of opinion that the Bury ford , • eftnaferd line was preferable to the Bury and Bishop Stott.. tactually jested Pro by the Direct Norwich, and this scheme was avandoned by the latter Company, though formal y re. trzt o ! r ing the continuance of collateral opposition. By the t%ob i table handed in at this period by the promoters of hat arieeiwt,Notwich Line it appeared that the income expe s cted ., 'o front the conveyance of passengers and good. 7 4/. p Pa ssenger s by coach, 14,8821. I Is. 6d. ; by post horses, 4ci.; by gigs &c., 3,328/. 134.; by spring ke hr , 4 , 4981.; in all 23,4891. 13s. 10d. ttleelo;Zanfobre_rateildwaa accommodation, the total passenger ii te raer eha „ ' 'Bd. For traffic :-Gene i5e12,5891. 2 ' s ; .agric . ultural produce, 11,825/. ; 5 ,33' ) /. ss. .10d. ; coach parcels and mails, 47,4461 carriages, &c, 2,7001. Total goods' revenue, t 7 . 10d which, together with the passenger ve k t e et ee 4 e - t i fo g r i la tit a in to . ; al of ' B o 4 r ,42 , I 15s. Gd., deducting 40 33,7 . 701. 6s 3d., the nett ann o ual Der o ',atnticipated g foTt e h n e se l s ine is 50,655/. 9s. 3d., being 6 --3 on the ca ital sum of 760,000/. sis.. Net 4 et nt . °. examined by Mr. LEE Has contracted for the . con. 05i 4 rea the Dir ect Norwich line between Bury and Thetford, t works for that distance of twelve th i4 a at a 0 Undertake the Bt a ll ere; coat of 179,000/., including permanent way, and every ettfard Id the land. The cost between Thetford and Bishop 4 ;Nei % ,: en ld be 685,0601. li i : • The district north of Bury is easier than s' nor th a - a "nt u h "- parts. No tunnelling will be required on the crossings. toitlbe leyee The height of the loftiest embank. I' : . . e utite o ,? t, feet. t i 00 „ - * h a ' tog a hi ce o t . the absence of Sir John Rennie, whose .evi •eoars,'!e C oreOj el ed indispensable at this period of the examine. t h _ •leh ez4 44% 4 _ at of the e ti lt to_ d the further consideration of the Dire . ct te e er r r r o e w, and in the interim proceeded with rlaset re _ , 411 e till 'telt sat e n for th • AND TN:LITE:OUB LINE. cl auses:" t he tr. 's Project being unopposed, formal ev e i a d m en b c le e was and 7 Were 'loe, plans and sections, and the pr The Co 'tnedi tar n i t a ely passed. "" ad journed at four o'clock. 1 • 1 4. 0,, ief ,Th ~.Talke , .... GROUP L. Os ~ ,i lle l' i -04 41 — tee ' %ETU ATMOSPHERIC LINE. AP ; v1i,,,, ottsit„„„ °n Group L sat this morning on the atmospheric a* aa h - e %Lore - c u i t i n • Present, Mr. E. B. Denison in the chair; Mr. 0 1 ' %di n 'sok ai r. 7, Mr. It. M. Milner, and Mr. Vyvian. 00 k or. th e coil,. 4 ALIS observations , opened in favour of the promoters, 3e r It.r t 4n Port 'e o f stated that if there had been a ~ e t „ , catstet,th. SO NI • " Coto gof towns to which for the fi rst time the Sou Near Panv eth, eon. e , were about to give the benefit of railway corn :01 4 :they e'ia"teinea,tild not for a moment pretend to contend with the ea , C r the they ports ea to supply the two important ports of Southamp as . ` ci nouth • 11 1 t 'atai e s e, and i t With their transit to London, but such was not Sy n e " their e was evident that if the South-Western Company 0 4 •. Nu, thei r „ the theY would provide but an inefficient line and t o 'a oe *aareholders of a portion of their revenues, as the gi 4 ,, 41, I' the Bort 0 0 see , i l. , o tet th e i . sraouth line must be an abstraction of the re. l'hicC°wever, Me to Southampton. If two means of convey lip coma r , o ' Were established, there would be all the advantages Aose:alies r " i blY be derived by the public, while neither of the li e° ald e • t o 4 11 4 ,4 ei t ..„- ° solbly be injured. In addition to this, the pro , lai gbe ree ta '''' be "Y to Portsmouth introduced a new principle, which et ,th ~ r Or . 3. the utmost importance if it were available. The el laed 4l eati o amal gamation, however, could not here affect Ne t : af Leo n e ; ibeeause the proposed line must go through the Min e l ate, th a co mpanies. By the establishment of the atmos. ira' of h i on i nt , ere wou ld moreover not only be the benefit of com icltht • but adv l ae of Mse orta antages of the testing of a new principle of the IP tt attt 'Mae nee ' The expense of constructing a double , Wh.tractioo4Pheric railway was undoubtedly greater than the 1 6 , 'N et ' lo that it ° w f as a single locomotive line, but equally undoubted 3 , ati 4 nof a not superior, even if it were equal to the con s( ill io l aateh er , doable locomotive line The expense of working i s Then le li ne Was far less than that of a locomotive line, and i ei l , -48 le .4 tB, 'expe the trade increased the cost of transit was reduced. tt est 'lie w, 11 • their or th e c greater, but the power was concentrated, and the I mleir. It wa s "Tani? was evidently to increase the number of la , * 4 trteos as, therefore, intended that the Company should make I th e , o le io ter, n , innerous as possible. On the locomotive lines it lik e 4448:x11g:rar o th r e goo C o d nz a a s ny th to ey attach as many carriages, whe t could to one train, so as to re f Peediture. An instance of this was given lately by 1 h yen a " -liirni' ,ytid h _t. ex ce „ Ingham Railway Company, who had refused • "wie "e to 4 " by their usual trains, while, on the other hand, t i , It s , the he 3 ae en heft of the Atmospheric Railway Company to I, .se,.. ► easae„ .._ , a eart oi . th a"ers, even as few as ten, by one train. By 3 ' c iase i 4 PPea ted "e Select Committee on the atmospheric principle, t tia n t Ala th at that principle was, except at the $ le ti ! tO th e !, e _ c , both safer and cheaper. In another place they t ont at t, iei ot oanecision that the cost was in all respects cheaper ; and 4 ko,, t , h red thatcOMPeting lines of railway, it was always to be re h NI L i e 114,1,,t.5h0u1d not be held to be an objection to an at i, , s ` 41 1: 11 "' he 01 , "P I Y because the gradients on that line were too i i 4t e eertoltni e tt , eesnl. e wit eez , l e ci by a locomotive train. Ile was prepared to e , eh th t Ile as had been examined before the Select I , e t ? beee°aUgliotit ,thought that it was unfair that they, who had a el i„ et 0„, of to the atmospheric principle, should take 1 eta,"ch h.„''• at . the hands of those who had struggled day by day, (0. - 9' t ' ' fl ea le _ l4 0 ~.. o 0 Car ry out a new principle. It was ne 4 th ei a h ati 7 this statement as the Berwick Atmospheric e 1 1 1 1 le o ... r ui ‘e , ite ess a e t s el „,. Y _been placed in ' a false position, in consequence 3 1 p ' , l ', ell e 0 4 '!.... Brunel included, not having been cross. exa- I md t ,; 42 rti ion 'y witnesses against it, including Mr. Stephenson, , brat qelatine'ziatin_tl oth er eminent men in that way, had been kept I 1/41w.i.ti peakingu t ri h for three weeks. He, therefore, claimed the 5 , Wa, eclea 1 -,... e examinati on i n c hi e f s h or t, b u t o f recalling 4 Islienecesaer- reacaa mination, so as to elicit as much information er str.. ro otn,.. Y to explai n or refute the evidence. if IbNers " 2 cleared for consideration, and on the re admission 4 th o ~e Q s , . thoaele4aketst stated, that considering thati by the report of th 'tk cl44l itt r• eter %ph, . ee, Parliament had allowed the practicability of tv /d °r e tl ne Dein 0 e t) ie y „_ ciple, and had sanctioned its application, s. ee to 4 eonght " 0 se:cr4i, dem on , that it would be unnecessary to adduce , , t t o eae ol . . trate its advantages. " c otei o eth er :ai . d that this met part of his difficulties, but it did f NI._ late ~, Cleve e• th e ' , fet e, `'. th e ~_ Ira from the difficulty of establishing the 1 4 , %e t ; Il e ,k7"aospheric principle as tested by fare, speed, 0 s. ete e J . iel on mtleht that some declaration should be made by 4 'IN With t.e_lne other side as to the course they intended to f lit, ""`" 1 to the c ross-examination of the witnesses he W es G oa matt to 4Q C of hlt of __. ~ stated the course adopted by Mr. Talbot il 4n et , he er_osultation between the gentlemen engaged on II ' l 4j, 6 t ee oo' ' n° tera, and he thought that as he was alone this el 4 , 4l r. * . t r ery, ght t° have the same advantages before he gave a 0 Dro e : .. ?Ice- as th:atie ‘ Zed to say that he should say nothing further respecting ! 0 co y. *it' ~" the ~,,c _ l P te, except to state that it was untried—that 4 tee a tilt' `_,ertaioiy`"oseheric line to Epsom were abandoned. The D ire del ayed riot laid down, but it had not been urine. 0 4 se.. t o • The tee,: t h , the co proposed line was intended to e At o - "lte e 'ooeh the district, the traffic which had hitherto 3( s,Aea,,, tea of “4: and to save the ruinous It 're :''' to a Perm ian Itosiatieo pass thr ent abstraction cf the traffic. The line ath cree,' "Mee, ,_ "gh Croydon to Epsom by the line now m 'tiler 1 . v, I; ‘." Leath ' • 1 . e '4e • 'e "ari t, Chic's erhead, Micklam, Dorking, Gcda ming, 0 a g e , sid e . .h e Do _ . ester, and nearly the came route as the 3, 4 1 , 4 it being euation had been stated very unfairly by the 4 ate 49 0 0 in • t4 ' spil ' r ie ' •° on re ality 1 32,000 on the atmospheric line It e.. k . to rld. line for ~ the other line. The fares proposed by the 0 e h ! . 4 14 line paue rt n rBt. 1 e ' a ss passengers would be 2d. per mile, a, her s ',' Maki n , gers 1 id, a mile, and for third class pas ts e tilt at m it !Is . od. against fare for the whole way, for first.class e ree s l h ; e l :Lei% neain 2 is. ; second class 9s. against 14s. ; and ,I" 1,2," the ea pitai 1 4 „ st ". ad. The distance was 69 against 59 4,1'0 Yar ds ame, .: vO,OOO/. against 1,000,000/. The works were t e as, ~a, oh., "le tunnellin fl -. at th w hile ot , . gon the atmospheric line being te i Ye a e as to , the Guilford line there would be about 4,217 • 4 14 I ho " F Pherie N o af ti th wa ys Company proposed to dispatch 15 trains I N o ttei o *e tr eios " , and to attach third-class carriages to two. 1 , ,. N l _ 4 4 a... o while the South Western Company only sent II th 'talli th /4 arid way on south o kt Iti, tdo i e regular third.class train both ways. eti ei. , v i ao-ph eri„ s , O occupied in the journey to 't "g of :_ a tere c :: . _ line would be 2* hours, while the "early on: "41fTliany would require 3 % hours, being a • The traffic had also been unfairly re. I,_ 4. n tbei t p1o) 14 445 1 r DOI . 7 ateo" u rer I ° it 11° in the 4,G alvi; :bee g oo 1001 ,ylo6 De presented, there having been an evident attempt to under-rate the traffic from Portsmouth. By the coach travelling there had been formerly ten coaches a day, making twenty journeys, thus giving an aggregate of 7,300 journeys in the course of the year, which, at the usual average of nine passengers each journey, made at least 65,700, at 10s. each journey, gave a total of 37,8501 a year; doubling this, after the usual railway communication, made 65,7001. Adding to this 20,000/. more for incidental pas sengers, and 10,0001. for parcels, gave upwards of 90,000/. a year, exclusive of a great portion of the intermediate traffic. By the Guildford line there would be twenty_four public roads crossed at a level, while there would only be eight crossed at a level by the at_ mospheric line. He had only further to observe that he might, perhaps, have to trespass on the Committee to some length with the traffic, because that had been so much dwelt upon by the opposite party. With these observations Mr. Talbot closed his address, and called Mr. Grover, a provision-merchant at Portsea, who testified to the general convenience of the termini both at London-bridge and at Portsmouth, espeeially the latter, where the road where the railway terminated was the highway entrance to Portsca, and amply broad enough for the purpose. Mr. Redwarn, a fishmonger and importer of fortign fruit, stated that he had a considerable quantity of goods frcm London, for which he had to pay ss. a ton fur cartage, and the terminus at London-bridge would be of the utmost convenience, as when ves sels arrived too late in the tide, they could be got down the same evening, whiie they would of necessity be too late either fur Vauxhall or Hungerford. lie now paid 3001. a-year for car riage from London, aod would, if this railway were made, have all his London goods by rail, instead of, as now, having a large quantity coastwise. To the inquiries of the Chairman, the witness stated that he paid ss. a ton for carriage to Vauxhall, 20s. thence to Gosport, and ss. more thence to Portsea. He was not aware that the terminus at London-bridge had no communication with the water. Mr. Jame;W. White, a linendraper, stated that he had fre. quently been obliged to have goods by van, instead of by rail, in consequence of the delay; arising partly from the distance of the the terminus at Vauxhall from the City, and from the early hour at which it was necessary for the goods to be there. The van was, however, now taken off the road, and great inconveni , nee was now felt. as the wholesale houses in the city were generally very busy just at the time when the goods ought to be sent off, and thus a day was lost. It was his opinion that the feeling in favour of the atmospheric line was very strong. Mr. Marshall, clerk of the Commissioners of the town of Portsea, testified to the narrowness of the road through the gate over the Unicorn-bridge, it being a single line line of road and was the only means of access to the town of Portsea. To the cross.examination of Mr. M. SMITH, the witness stated, that passengers might by another route get into the Lion-gate-road which was the main approach to Portsea. The terminus of the two railways were about a quarter of a mile from each other. Mr. James Paul, a brewer, and ale and porter merchant at Portsea, stated that he should make a considerable saving if the proposed line were formed. He had had 53 tons down early in May, the cost of which for freight, wharfage, and insurance was 49/. 18s., while, according to the reduced rate of the South. Western Railway, it would have been 261. 12s. for all the ex penses. By the atmospheric line the charge would be only about two.thirds of the latter sum. All his ale, and most of his Porter went by water, and as much as five or six weeks' delay frequently occurred. If the terminus were at London-bridge he should save Is. a barrel in carriage, and he thought that if this terminus were used he believed that all the goods would go by rail, and the trade to Gosport would almost enterely cease. The ter minus at Portsmouth was also much more convenient than that of the Guilford Extension line. He testified also as to the feeling of the town, and to the signatures of the petition. The Gommittee here adjourned till twelve o'clock to-morrow. GROUP S. This Committee re-assembled this morning at twelve o'clock, Mr. J. S. Wortley in the chair. LONDONDERRY AND COLERAINE RAILWAY. On the sitting of the Committee the opposition of Mr. Dimsdale was withdrawn, the Committee having intimated that he could not appear agairat the preamble and the estimate. . . .. - The case in support of the Bill was then proceeded with. Mr. JAMES, for the promoters, called Mr. J. Gibb, C.E., who stated that the proposed embankment of Lough Foyle was perfectly practicable, and could be done within the estimate. He had had much experience in draining seas and lakes in Holland, and was, therefore, competent to judge of the proposed works. Major Scott, who resided on the banks of Lough Foyle, gave evi dence in favour of the proposed line, which he said would be of great advantage to the district through which it would pass. Mr. John Rennie gave evidence as to the increasing trade of Coleraine. The trade since 1826 had doubled. Mr. James Smith was called, and stated that he valued the land which had been reclaimed from Lough Foyle at 31. an acre per annum. Mr. Samuel Eason, a land-surveyor at Newtown Linivady, was called, and said that the land to be reclaimed from the lough was worth, in his opinion, 25 years' purchase. Mr. Samuel Hemming, contractor for public works, proved that the embankments could be made within the estimates. Mr. James Beadle, a surveyor, of London, gave similar evidence. Mr. Lanyar, the engineer of the proposed line, was called— The cost of the line over the embankment wou'd be 14,000!. a mile. The Committee decided that the preamble had been proved. The Committee adjourned at four o'clock till to-nirrow. GROUP SS. The Select Committee on this group re-assembled shortly after one o'clock this afternoon, and proceeded with the case for the promoters of the 07,133NT1?.Y, 8EDW0342.111, AND DT ULTE.EVTOZT XI.L.XLWAY. Mr. CALVERT intimated that since Sattirday a negotiation had been going ou between the promoters and opponents of the Bill. The negotiation had not yet been brought to a close, but, if the Committee had no objection to adjourn till twelve o'clock to. morrow, he had no doubt such an arrangement would be come to as to reinier it unnecessary for the Committee to waste any further time on the subject of the railway. The CHAIRMAN asked whether all the opposing parties were willing to consent to such an arrangement? Mr. DANIEL replied that, on the part of those for whom he appeared, he was instructed to concur in the application for an adjournment, upon the specific ground that the traffic tables had not been delivered till last night, nothwithstanding that the Com mittee had directed that the delivery should be made on Saturday. Under these circumstances, be had as yet had no opportunity to look into the tables, so as to put himself in a position to cross examine the witness who had made them. Mr. HUMPIIREYS, fur the same reason as that stated by Mr. Daniel, was willing to consent to an adjournment. The CHAIRMAN could not help thinking that the traffic tables ought to have been delivered earlier. It would put the Committee to great inconvenience to adjourn, but as an amicable arrangement was likely to be come to between the parties, the Committee had no alternative but to put up with the inconvenience, and accede to the application for an adjournment. Mr. DANIEL remarked that he was quite in the shade as to the negotiation mentioned by his Learned Friend, and added that bis only reason for wishing for an adjournment was to enable him to examine the traffic tables. The CHAIRMAN said it appeared to him to be very like a one. sided negotiation. Mr. CALVERT was surprised that any difficulty had been thrown in the way of an adjournment, for before the Committee met his two Learned Friends appeared to be quite favourable to an ad journment. However, as they were now opp,sed to such a step, he begged to withdraw his applicatiun. Mr. DANIEL said that he was now placed in the position of his Learned Friend, and would in his turn, for the reason he had al ready mentioned, pray the Committee to adjourn till to-morrow. The CHAIRMAN thought the engineering and traffic evidence ought to have been put in at an earlier period. Had that been done, there would have been no necessity for complaints, or an ap. plication of this nature. Mr. CALVERT had pursued the usual course of business adopted in Railway Committees. It was usual to close the case for the promoters with the traffic Libles and engineering evidence. The CIIAIRMAN had served on many Committees, and he confessed on those Committees the engineering evidence was always put in at an early stage of the proceedings. Mr. CALVERT reminded the Committee that in the London and York, Leeds and West Riding, Sheffield and Newark, and in other important Committees the engineering evidence had come last. Mr HUTT said a good deal of the miscellaneous evidence had been quite unnecessary; indeed he thought, in some respects, it had been against instead of in favour of the railway. The CHAIRMAN concurred in the latter observation of his Hon. Colleague. Decidedly, the evidence of the last day or two was rather against than in favour of the promoters. Mr. CALVERT admitted that the evidence of some of the wit nesses had materially differed with his instructions. With regud to the traffic table, the fact was the clerks were at work upon them from the very hour the Committee adjourned on Saturday, and it was quite impossible for them to finish the tables earlier than they had done. The room was then cleared, and the Committee having deli. berated for a few minutes, strangers were admitted, when The CHAIRMAN announced that the Committee did not think sufficient ground had been made out for an adjournment. Mr. Humphrey Brown, who had made out the traffic tables, then proceeded to explain to the Committee the basis upon which he had made his calculations ; after which he was cross-examined at considerable length by Mr. MURPHY and Mr. DANIEL, with a view of showing that he had assumed that the carriage of the pro duce of all the collieries on the line, whether near to or distant from, Coventry, would be charged at one price—lid. per ton per mile—namely, Id. for toll and id. for the use of waggons. He admitted, therefore, that a collier, whose mine was twelve miles from Coventry, would have to reduce the price of his coals to enable him to compete in the Coventry market with a collier, whose mine was only six miles from that town. He admitted that, during some portion of the time that he was making his calculations, the canals of the district were frozen up, but shortly after the thaw lie calculated the traffic by these conveyances, and, of course, the advantage was in favour of the canal, because immedi ately after a thaw the coal traffic for the first two or three weeks is always very considerably increased. Mr. John Addison, an engineer, residing in Delahay-street, Westminster, said the length of the line was six miles fifty-eight chains, and fifty links, and was the most favourable that could be marked out for accommodating the mineral traffic of the district through which it passed. The junction of the Leamington wish the London and Birmingham Raitway was about a half of a mile from the Coventry station of that line, and the junction of the pro posed railway with the same line was about another quarter of a mile further on. The line would form a junction with the London and Birmingham Railway on an inclination of 1 in 330, or 16 feet per mile. At passing this inclination the line came to a level plain for about twenty chains. It then came to a rise of lin 200 for about a mile, and this line run on another level for about ten chains, and then line rose 1 in 3)0 for about a mile. The line then ran along a level plain for about half a mile, and then came to a rise of 1 in 176 for nearly a mile, and then it came to a level for about a mile and a quarter. The line then came to a rise of 1 in 619 which extended for about half a mile, and at the ex tremity of this inclination the line formed a junction with the Trent Valley Railway. There were no tunnel nor engineering difficulties on the line. The line would pass on a level across seven roads which would be amply guarded and protected from danger. The Speaker being here announced at prayers, the Committee adjourned till twelve o'clock to-morrow. GROUP N. CORNWALL RAILWAY. The Committee met in Room No. 3, at twelve o'clock. ENGINEERING EVIDENCE. Mr. Brunel was examined by Mr. MERIIENVETHER on behalf of the promoters of the Bill. He said that he was the engineer of the Great Western and South Devon RA ways, and when he laid the latter line down it was with the design of carrying it on to Cornwall. He had considered how the proposed line could be carried across the Hamoaze, and had reported to the Board of Trade on the subject. The plan which Captain Moorsom had detailed of carrying the trains across the Hamoaze would, in his opinion, be successful. The boat at present in use with improvements would be sufficient to convey the carriages from one side to the other in safety. In the event of his reporting in favour of the line, the Great Western, the South Devon, and the Birmingham and Gloucester Companies 'proposed to became joint shareholders to the amount of 250,000/. He bad, in consequence, examined the plans and sections drawn up by Captain Moorsom, and had gone over the proposed line. He reported in favour of the line, and recommended those companies to pay their quota of that sum, and become joint proprietors of it, which they did. It was a special instruction from the companies that it should be surveyed for both locomotive and atmospheric power, and that it might be applicable to either. There were curves on the line of 15 chains, but he had seen szAller curves than that worked With safety—on the Great Western, and Bristol and Exeter lines, for instance. The effect of short curves were over-rated, but not generally so. If a curve was well constructed it would not have much effect on the traffic. At the Bath station they had a radius of between 30 and 40 chains, on the Bristol a radius of 11 to 1 I chains, yet 25 to 30 miles an hour were accomplished without inconvenience. The dis • advantages in the construction of the proposed line would be met with in other parts of the country. They could not avoid sharp curves and steep gradients. A speed of from twenty.two to thirty miles an hour might be obtained on these steep gradients ar.d sharp curves. If atmospheric traction were used greater velocity could be obtained. The Bodmin branch could be worked with locomotive power without inconvenience. At the Hamoaze the railway carriages would be run on the boats in the same way as private carriages, and removed in a similar manner. The process was exceedingly simple. No longer time would be consumed here than two minutes. and not more than was occupied on other lines in breaking up the trains and starting them afresh. The boat might be easily made to carry six carriages. One million, the estimated amount, would Le sufficient to construct the line, and render it fit for locomotive power. The witness was examined by Mr. Rowe, but nothing was eli cited to show that the line, with its curves and gradients, could not be effectively worked. A line to the north of Bodmin might be made, but it would not meet the wants of the district. Mr. I'. Smith, the solicitor to the Cornwall Company, was then called by Mr. Rowe, for the purpose of being examined with re. spect to the consent of the Board of Ordnance with regard to the line crossing the glacis at Davenport. He stated that the Board had propescd the insertion of a clause in their Pill, to the effect that they would consent to their passing the glacis in the event of the Falmouth Docks Bill passing, but, if it did not pass, they should withhold their consent. Mr. IVERREWEIHER said that was the case for the promoters of the Bill. EVIDENCE ON BEHALF OF TIIE PETITIONER. Mr. Rowe thin called Mr. Humphrey Williams, of Truro, a banker, and connected with the copper trade there and in Wales — For the last thirty years he had been acquainted with the agri cultural and commercial interests of Cornwall. A line from Fal mouth, avoiding Penryn, to Truro, and avoiding Mr. Thomas's property altogether, passing on eastward to Bodmin, by Liskeard, Saltash, &c., and so on to its destination, could be constructed with equal if not greater advantage to the public. The greater portion of the ores raised were shipped and would not go by the coast line, as was stated. The agricul. tural produce of Neybtldge and its neighbourhood, which was a considerable corn-growing country, would not go by the line Granite, instead of going by the line, would be shipped at Penryn— it could be conveyed cheaper to London and other places in this way. The population of Cornwall was 350,000. The majority of those residing in the south were opposed to it. Sir Joseph Saul, Mr. Tremaine, and other large landed proprietors, were among the number. There would be no difficulty in raising the money for such a line as he had pointed out. If the coast line were constructed, it would be a great obstacle to other railway accommodation for a great many years to come. The mining interest were decidedly opposed to it. By Mr. M. SMITH—Was the banker for a rival scheme. The district through which it was proposed to carry the line did not produce one-sixth of the ore raised in the mines between Falmouth and Plymouth. Mr. Tremaine—Had represented the county in Parliament, and was a large landowner, having his principal residence at two or three miles from St. Austel. He was conversant with the mines in that part of Cornwall, and was of opinion that none of the mineral pro. duce would go by the line, nor the materials consumed in the mines. A line like that alluded to in the examination of the last witness would be of greater advantage to the country than the pro. posed one. They were desirous of having a direct communi. cation with Falmouth from Exeter, and would no doubt obtain it if the south scheme were abandoned. By Mr. M. SMITH—Had been desirous of obtaining railway ac commodation iii Cornwall since 1830. He was a friend of rail ways, and held a number of shares in the Great Western. Had said that it would be desirable if the Great Western would carry on their line direct from Exeter to Falmouth. Re-examined by Mr. ROWE—Was desirous of having efficient railway accommodation into Cornwall, and would bear a share in the expense of surveying the country for that purpose. The avoidance of the Hamoaze would be an advantage in railway ac commodation. Mr. Pendarves, M.P. for the western division of the county, a chairman of the quarter sessions, and generally acquainted with the county. He said he was a considerable holder of shares, and was familiar with the south coast between Plymouth and Fat mouth. He was of opinion that the coast line would not carry much of the ore cr much of the materials used in the mines. The other line indicated on the map by a red line would effer far greater facilities. St. Columb, Collington, and other districts which did not grow sufficient agricultural produce for their own consump tion, would have such produce by the line of which he was in favour in place of the coast line. He was in favour ofa line which would not cross the Hamoaze, and avoiding the ordnance ground at Devonport. The inhabitants of Penryn were adverse to its pass ing that creek. He would do all he could to aid a proper and effi cient line of communication to the country. Mr. Richard Davie, of Redruth (which is on the line of the West Cornwall), examined—His brother and he were owners of mines. He was well acquainted with the mines in the south, and agreed with Mr. Williams and Mr. Pendarves that the proposed line would not carry the ores or the materials used in the mines in that district. The other line would be used to a great extent, and would offer far greater facilities. Mr. Avery, timber-merchant, said he imported timber from the north as well as the south coast. He imported timber between Falmouth and Truro, and along the south coast generally. He agreed in the opinions expressed by the other witnesses called on behalf of Mr. Thomas, the petitioner against the Bill, that the coast line would net offer so many inconveniences for the transit of these and other materials as the ether line specified in the snap as the " red" or " northern line." The Committee then adjourned. THE SUN, LONDON, MONDAY EVENING, happen to he mistaken, he should sincerely rejoice—but he could not help thinking (and he was sure the Committee would under. stand that he did not use words, which, in any case, can be tortured into a want of respect to the Committee) that their case was to some extent prejudiced in the minds of some Hon. Members en this Committee. By the time their adversary's case was completed, there was an impression on the minds of the Committee prejudi cial to the case he was engaged for. It was natural that it should be so, for their opponent's case had been recom mended by the report. It was supported by a most able address, and aided by a series of evidence which undoubtedly required strong evidence on their part to break down. The result was, that there was, to a certain extent, a determination on the question an some of the Hon. Members' minds before they had heard the other side of the question, and he well knew the difficulty which that places on a party, however strong his case may be; not but he did every Hon. Member of this Committee the full justice to believe that he and they, one and all, had moral courage enough to avow to themselves—ay, and to others—if they had expressed an opinion based upon one view of the case, that that opinion should be eradicated from their minds, if they once became satisfied that that opinion so formed and su conveyed was founded upon error. The CHAIRMAN said he could assure Mr. Cockburn that he was in error if he supposed that any such opinion was formed. Mr. COCKBURN received that statotnent with great joyfulness and thankfnlness, and he begged to assure them that he had formed that opinion in common with his colleagues. He rejoiced to thick it was not so, and he entered en the discussion of the case with, he owned, a weight relieved from his mind, for which he could not be sufficiently thankful. He would proceed now at once to the case. It was one undoubtedly of very great importance; and he did not know that he took an erroneous view of the case, but it did not appear to him to be one of that magni tude and importance which the other side sought to invest it wiih, It appeared to him, that as far as the Board of Trade was con cerned, there never was a more complete mystification than that which had been practised upon their minds. He trusted not upon theirs. With respect It has been sought to make this a question of national importance with regard to the two gauges —whether the preference should be given to the wide or narrow gauge. It seemed to him that that is not the question at all. The simple question here is, whether one of two lines communicating between the Staffordshire mineral district on the one hand, and Oxfordshire and the district around it on the other. And here it has been that the cunning—the artifice of the adver,ary had succeeded to an extraordinary degree in their endeavour to persuade the Board of Trade and the Committee that that is not the ques tion, but that the question is to ,be viewed with another, as he submitted, wholly foreign to it, and which had not the remotest bearing whatever upon the case. The question be. fore them was that of two competing lines, to connect, by means of railway communication, the mineral districts of South Staffordshire with Worcester and Oxford, and the districts around. The question was, which of the two systems was the better. It was very true that it did so happen that one line was to be on the broad and the other on the narrow gauge. It might be incidental to the question to determine which of the two the Committee would give the preference. If they thought one so superior to the. .other as that that superiority should alone entitle one line to the preference over the other. But that is not the question which the Board of Trade has taken up, which appears to be, that in one line with which this has no connexion whatever, except that it runs into it, the narrow gauge should be substituted for the broad. He did not dispute but that that might be a grave question. But it did not arise upon this inquiry, and he should presently show why. But efore he entered into thediscussien of the gauges, let the question be considered as it there were no gauges at all—let them put aside the question as to whether on the Birmingham and Bristol lines of railway they would prefer the broad or narrow gauge, and consider which line they would prefer, irrespective of that question. Then he would have no diffiulty to show to the Committee that, viewed alone on that which appeared to him the legitimate scope of in. quirt', the line which he advocated was decidedly entitled to a preference at their hands. Ater that question, then, lie would come to the ether. He would then submit whether the Great Western line was to be entitled to the preference of the Committee irrespectively of the question of glum Then he should be able to show that the question of guage cannot deprive the Great Westhrn line of that preference to which he should submit to them, on the whole of the evidence, it is entitled. Take the first question now, The line advocated by the Great Western Company proposes to connect the mineral dis tricts of South Devonshire with Oxfordshire and the surrounding districss. No one can appreciate too highiy the importance of con necting the South Staffordshire district, both with the North and the South, and neighbourhood of Oxfordshire. The Learned Counsel, after going into the evidence submitted on the other side, closed a ♦ery able address by calling on the Committee to pass the preamble of the Bill. The Committee rose at four o'clock and adjourned to twelve o'clock the next day. JUNE 2, 1845. Cross-examined by Mr. WILKINS. There were manufactories for soda, alkali, and soap, at Liverpool, Warrington, and Hull. Thought he bad facility to supply the Manchester trade at as cheap a rate as any of those places. Notwithstanding the increased cost of carriage which he would have to pay from Newcastle, supplied three-fourths of the crystals of soap used in the kingdom. Ha•.t a great hand in the making over of the North Midland Railway to Mr. Hudson. Mr. James Allport, manager of the Newcastle and Darlington line, was next examined, and gave evidencr, at great length, on the nature, extent, and cost of carriage of the traffic on the line with which he was connected, and read portions of a long correspon. dence, detailing the negotiations he had been engaged in with Capt. Lawes on the part of the Manchestet and Leeds Company. On the cross-examination of the witnesses ; he admitted that Mr. Hudson had the command of lines of railway to almost all the towns on the eastern coast of England. Mr. Arthur Wade examined by Mr. PICKERIND—Was a sugar refinar at Goole. Supplied Leeds, Beadford, York, Liverpool, and Maiehester with sugar, but principally the three first. He sent 1,200 tons annually to these places. Consumed from twenty to thirty tons of coal weekly in the manufacture of it. This wit. ness pointed out the great advantage which he, in common with others in the town of Goole, would derive from the formation of this line by having increased facilities for the conveyance of their manufactures, and also by being able to procure coals, &c., more conveniently and cheaply. As the cross-examinat►on of this witness was about to com. mence, the Speaker was announced to be at prayers, and the Com mittee adjourned till twelve o'clock co-morrow. GROUP X. LONDON AND Ironic LINE. The Committee sat this day at twelve o'clock, in Committee room No. t. Mr. S. C. DENISON announced that he appeared on behalf 'of Lord Scarborough. Mr. Sergeant - WRANGUAM— Is it to the preamble of the Bill ? CHAIRMAN—Yte. Mr. Sergeant WILANGLIAM said he understood that the petitions of lat.downers were confined to Sir William Milner, he being the only one who appeared at the time. Mr. DENISON said that this was the first time he appeared before the Committee, and did so now, because he had been led to under stand that the power of Lord Scarborough to a;ipear at any time during the investigation had been reserved to Lord Scarborough. The CHAIRMAN said that that was his impression. Mr. M. SMITH then proceeded to cross-examine Mr. Cubitt, but the noise in the room rendered the questions and ansa ers for a few minutes inaudible. The witness was understood to say that it was in September, 1844, he was appointed engineer to the line. The line proposed to go about three miles through Lord Salisbury's property ; did not hear that the Company were about to abandon that. The number and names of all the stations on the line had not been at all fixed. The stations on such a line formed a very important item in the estimate. There were to be stations at Lon don and York, besides ten other stations of the first class, ten of the second, and twenty of the third class. He allowed 350,0001. for all the stations—that was to say, 150,0001. for the London, 50,0001. for the York, and 150,000 e. for all the other stations; on the loup there was to be one station at every ten mllesat an average; for the station at Sheffield he allowed 7,0001.; had estimatad the ten main stations at county towns at 10,000/. each, Inclusive of land; thinks that would be ample; has not fixed on the places for the stations in thedifferent towns ; the quantity of land required for each depended upon local circum stances ; say from an acre to three acres for each ; even considering the establishment of coal depots, the money he had mentioned would be sufficient if all this was exclusive of the London station. The CHAIRMAN here referred to the direct evidence of the wit. ness, and said he had given 117,6804 as the sum for land. The witness said that was for land for the line merely. To the CouwsEL—The 50,0001. for the stations on the leup in cluded the land. The Lincoln station would cost 15,0001., partly inclusive of land, and partly not. Doncaster station came in as a country town station ; the cost, 10,0001. The same with regard to Gainsborough and Bawtry. The cost of the bridge over the Swan Pool, at Lincoln, he had already given ; it was 1,3191. The bridge ever the Treat, at Gainsborough, would cost 10,000/. Did not know that the line from London to Selby could be made at 164 miles. To Mr. Wells—The heaviest cutting on the line was 1,112,212 cubic yards ; part of that would cost 28,3511., and part 25,0001. The estimate of 3,000/. per mile for carriage would include the carriage for coals. To Mr. DENNtsom.—The station at Sheffield, on the Bantry line, would run into the existing Sheffield station, therefore it would not cost much, but he had allowed 4,0001. for that. The present station at Sheffield is quite sufficient for present purposes. The 4,0001. did not include lard, for the station would be on the line. Did not survey the Sheffield line, but had it done by an accredited agent, for whom he was responsible, but had gone over the line himself. It was surveyed by Mr. Fairbank, engineer, of Sheffield. The gradients on this line were as follows, beginning at Bawtry :--1 in 125, 1 in 173, 1 in 120, 1 in 12(1, 1 in 127. 1 in 146, 1 in 120, 1 in 120, 1 in 178, 1 in 100, 1 in 120, 1 in 122, 1 in 554, 1 in 640, 1 in 268, 1 in 397 ; that was to say, there were 56 yards of level on the whole distance; there were two tunnels on the line ; one was 1,980 yards, and the other 1,245 yards; th strata was principally rock. The longest tunnel was near Sheffield and the strata consisted alternately of clay and soil. and very little water. The cost he hal estimated at 601. per yard forward. Tun nelling was the moat difficult and intricate work in engineering. Mr. DENNISON—And therefore required the greater care and minuteness before making an estimate P—l wasn't going to add that.—(Laughter.) It required more experience than either. There were four stations on the line. To Mr. Picsianzsia, on behalf of Sir William Milner—Witness knows Sir William's estate. Does not know how near the line will go to Manapleton Park. It was more than B.loths of a mile from the house itself; cannot say for what distance; cannot say whether it was at the back or front of the house; if the York and North Midland line should be formed, the house should be placed in the fork of the two lines; cannot say if any of the farmhouses were to be cut off: The witness was re-examined by Mr. Sergeant KINGLAKE With a view to explain some of the answers given by him in cross examination, in reference to the slips of embankments, gradients, cost of stations, &c., but none of the answers were of any impor tance. lie said that the cost of the first 20 miles out of London would be about 38,0001. per mile, or a gross sum of 776,6071., exclusive of the cost of land on the London station. Mr. DERBY—Supposing the owners of the present station at Sheffield should not agree to allow you to cross it, have you sche. duled land for a station for }ourself? The witness first said he had not, then he looked at some documents, and said he Consi dered the 4,000/. would be sufficient, with the land to be taken In the deviation. Mr. DERBY—But the present statism at Sheffield occupies a great deal of room, I sec by the map. Where have you scheduled for land for a separate station, if you are not allowed to cross the present station ? We will cross it on a level. Mr. Betts, of Southampton, railway contractor—Has had the contract for several railroads. Has estimated for the works on the London and Yorkshire, and is quite satisfied that the prices he has named wculd be sufficient to cover all expenses. The lire presented no engineering difficulty, and it could be executed in three years, if the land was had. Cross-examined by Mr. Hitniann—Contracted for the Vaux hall and Weymouth line, and a line to Sonthampton ; also the line from Rugby to Leicester. Part of the Croydon line was choaked np about two years ago by a slip of embankment, which was made of London clay. Could not say what contractor would under take the whole of the London and York line. Was ready himself to uudertake the contract for the whole, or a portion, of the line. Mr. Betts, jun.,—Was willing to run the same risk as his father in contracting for the whole of this line or any part of it. Mr. John Tuttle, land valuator—Had valued the country along the line between Peterborough and East Redford. The acreage was 711 aeres, and 61 acres on the Stamford branch ; but valued the whole at 122,5001., or thirty-three years' purchase. Cross-examined—Had gone as high as Si. an item per annum ; 255. was the minimum, and took 50 per cent. for insurance ; did not take into account any sum to be paid by the Cempany, under peculiar circumstances. Re-examined—Had taken some land as high as 4651. per acre. Mr. George Smith, land and house valuer—Had valued the ht uses, &c., at King's.cross. Had included 59 acres altogether. Is of opinion that that ground could be purchased for 208,2621. To Mr. HILDYARD — Did not consider when the Small Pox Hospital, which will be removed, is to be rebuilt. There were a great many occupiers of houses in the 10 acres, and about 240 houses. Could not tell by what tenure they held. There were no houses on the 49 acres. Had valued about 80 acres alto gether, from King's-cross to Hornsey. Mr. Jarvis had valued the land on the line from the Hornsey wood to Sandy, 45 miles, or 587 acres area, on the Bedford branch; had set down their value at 57,8581. To the Committee—Had made the valuation upon a calculation of rhirty- three year's purchase. The Committee then adjourned. GROLTI! XX. THE PAIR VALE RAILWAY. --- - The Committee met at a quarter -past two o'clock, Mr. Vernon Smith in the chair. There was only one witness examined as the Bill was unopposed, and nothing of any public interest took place. It may he added that the line is only three miles in length. IMPERIAL PARLIAMENT. (THIS EVENING.) HOUSE OF LORDS. • The LORD CHANCELLOR took his seat on the Woolsack at Five o'clock. THE MAYNOOTH GRANT. The Earl of HAREWOOD presented 160 petitions from various places in England and Ireland against the Maynooth Bill. Petitions to a similar effect were pre3ent by the Bishop of Cashel, by Lord Denman and Lord Brougham ; by the Earl of Charleville, from Leeds, Penrith, Antrim, Ballycastle, Dublin, Armagh, and a number of other places. The Duke of RICHMOND presented a petition from the General Assembly of the Church of Scotland, signed by the Moderator, with the seal of the Assembly attached, against the proposed erant. The petitioners considered the measure was in opposition to the spirit of the Reformation, and calculated directlp to encourage Poperys His Grace also presented positions from the prasbyters of the Free Church, Synod of Kincardine, Mr. O'Neill, and the Dissenters of Cornwall, against the Bill, The Earl of FALMOUTH presented eleven Bills against the grant. The Bishop of EXETER presented a number of petitions with a similar prayer. MR. O'DRISCOLL. The LORD CHANCELLOR stated that in consequence of what had transpired in that House eight days ago respecting Mr. O'Driscoll, inquiries had been made, and in consequence of that gentleman's recent proceedings, and also in consequence of some former misconduct in the Rolls Court of Ireland, the Lord Chancellor (Si: E. Sugden) had considered it his duty to dismiss him from the Commission of the Peace. The Messenger of the House of Commons then brought up several Bills, which sere ordered to be laid on the tabe of the House. The Bishop of WINCHESTER presented petitions from St. John's in the Isle of Wight, and several other places, against the grant to Maynooth. The Duke of NEWCASTLE presented a great number of petitions against the grant to Maynooth. The Bishop of NORWICH I resented a great number of vetitions to the same effect, but he read the names in so low a tone that we could not catch one of them. The Bi,hops of London, Chichester, Worcester, St. David's, and Durham, and Lord Kenyon, Earls Fitzwilliarn and Veru lem presented petitions against the grant to Maynootls. The Earl of ELDON pr esented petitions from the Wesleyan congregations of Lincoln 's Inn-fields and several other places, against the grant to S Maynoot h. MALL DEBTS BILL. Lord BROUGHAM moved the second reading of this Bill. MAYNOOTH GRANT. The Duke of WELLINGTON then rose and said that it was his duty to request the attention of their Lordships to an important subject—to explain the principles and the nature of the provisions of the Bill which he would submit to their Lordships to carry it into execution, namely the main tenance of that institution. The Yoker Road Bill was read a third time and passed. Mr. GISBORNE moved the third reading of the Midland , Railway Bill ( Lincoln and Nottitigha:n). Colonel ROLLESTONE presented a petition against the Bill, and m-wed, as an amendment, that the Bill should be read a third time that day week. The O'CONNOR DON thought no benefit could be ob tained by postponing the third reading of the Bill. Mr..CHRISTOPHER hoped the House would not sanc tion the postponement of the third reading of the Bill. If any party had not appeared before the Committee, it was their fault; but they would have an opportunity of appearing before a Committee in another place. Sir J. R. REID opposed the postponement of the third reading of the Bill. Mr. T. DUNCOMBE believed that the Bill was not for necessary at all, and if his Gallant Friend had moved that the Bill should be read a third that day three or six months, he would have voted with him, as it was he thought his Gallant Friend had good grounds moving for delay. He believed there was not a single indi vidual in Nottingham who was in favour of this measure, which if carried into effect, would cross two high roads. If the Bill was postponed for a week no doubt some arrange ment would be made that would be sutisfaciory. Mr. W. COLLETT supported the third reading of the Bill. Mr. MUNTZ supported the third reading of the Bill. Lord WORSLEY trusted tt e Hon. Member for Notting hamshire would withdraw his motion. After some observations, the amendment was withdrawn, and the Bill was read a third time and passed. The Great Grimsby and Sheffield Junctim Railway Bill was read a third time and passed. On the motion of Sir J. TROLLOPE the Midland Rail way (Sys:on to Peterborough) Bill was read a third time and passed. Molyneux's Estate Bill was rend a second time and ordered to be committed. The &wish Central Railway Bill was read a third time and passed. Mr. METCALFE moved the third reading of the Neweas tle-upon-Tyne Coal Turn Bill. After some observations from Mr. LABOUCIIERE and Sir G. CLERK, Mr. T. DUNCOIIIBE suggested that the debate could be adjourned for a week. After a few observations from Sir G. Clerk, Mr. Labou. there, Lord G. Somerset, and Mr. H. Hinde, the debate was adjourned to Tuesday next. The Southampton and Dorchester Railway Bill, the Kendal and Windermere Railway Bill, and the West London R.,:tway Bill, were severally read a third tine and passed. The West London Railway Bill was read a second titn, The Brighton, Lewes, and Hastings Railway Bill ( Hatt ings, Rye, and Ashford Extension) was read a second time. GAME LAWS. Mr BRIGHT presented several petitions against the game Laws. GROUP P. The Committee met this day at twelve o'clock, in room No. 11, the Right Hon. F. Shaw in the chair. The Committee resumed he inquiry into Ti 11 LOND3N, WORCESTER, AND SOUTH STAITOrIDSHIL.E RLILIV/I.Y. Mr. Sanders, examined by Mr. COCKBURN—With regard to that part of the report of the Board of Trade referring to our inten tion of guaranteeing the Severn navigation from loss, the Board reports that we have not done so, but it is our intention to carry out that guarantee. Cross-examined by Mr. DANIEL—With regard to the population on both lines, I have since prepared tables of the population, and they are as follows : Population from Oxford to Evesham :—Headington, 1,668 — Marston, 396—Elsfield, 185—Wood Eaton, 62—Wolvercott, 470 —Wytham, 89—Ensham, I,B93—Cassington, 381—Yarnton, 302 —Begbroke, 110—Kidlington, I,3o3—South Leigh, 326—Church Handborough, I,oo9—Bladon, 687—North Leigh, 617—Combe, 605—Woodstock, I,4l2—Wilcote, 9—Stonefield, 553—Hurley, I,44o—Charlbury, 2,9B2—Spilsbury, 597—Ascot, 463—Sars den, 179—Shipton under Wychwood, 2,624—Fyfield, 213 Idbury, 207—Westcote, 240—Bledington, 354—Bingham, 555 Churchill, 651—Cornwell, 97—Daylcsford, 81—Addleshop, 200— Churtleton, 239—Stowe-on-the- Wold, 2,l4o—Upper Swell, 80 —Broadwell, 345—Little Compton, 301—Evenloste, 325 Loughborough, 625—Seizincote, 67—Moreton in the Marsh, 1,345 —Botsford, 79—Great Walford, 585—Todenham, 474—Blockley, 2,l36—Shelton on Foss, 434—Chipping Campden, 2,087 —Eking ton, 583—Saintbury, 133—Weston Subedge, 134—Mickleton, 698—Long Marston, or Marston Sicca,: 337—Pcbworth, 829. Total, 37,378. Population of Places between ➢Tarsworth and Bicester, and be. tween Fenny Compton and Evesham, on the London and Wor cester and South Staffordshire Railway, exclusive of the two Terminii. From Marsworth to Aylesbury :—Cheddington, 439—Drayton Beauchamp, 231—Buckland, 534—Aston Abbots, 356—Win grave, 814—Puttenham, 136—Aston Clinton, I,o2s—Weston Turville, 718—Hulcot, 33—Bierton, 605—Aylesbury, 5,429. Total, 10,420. From Aylesbury :to Bicester:—Hartwell, 138—Stone, 809 Quarrington, 64—Fleet Marston, 58—Hardwick, 747—Whit. church, 930—Oving, 391—Pitchcott, 68— Quainton, I,oBl— I,7so—Wooton Underwood, 265—Grendon Under wood, 384—Luggershall, 566—Piddington, 487—Arebroseden, 892 —Edgcott, 195—Marsh Gibbon, 863—Stratton Audley, 319—Staun ton, 619—Wendlebtiry, 214—Chesterton, 393—Middleton Stoney, 309 —Bicestcr, 2,022. Total 14,484. From near Fcnny Compton to Petworth :—Gaydon, 276 Chadshunt, 36—Lighthorne, 384—Kineton, 1,248 Butler's Marston, 313 —Radley, 397—Radway,1 374—Oxhill, 348 hateeote, 182—Pillerton Percy, 217—Loxley, 318—Upper and Lower Eatington, 704—Alderminster, 508—Whit church, 247—Preston-on-Stour, 394—Atherstone-on.Stour, 93-- Clifford Chambers, 309—Stratford-on-Avon, 3,32l—Lower Quin ton, 666—Weston-upon-Avon, 161—Welford, 738—Binton, 269 —Bidford, I,s67—Dorsington, 141—Long Marston, or Marston Sicca, 337—Pebworth, 829. Total, 14,377. Population of places within three miles on either side of the Moreton-in-the-Marsh and Stratford-on-Avon Railway :—Lower Leamington, 53—Great Wolford, 311—Toddenham, 474—Bur. mington, 720—Tidmington, 70 Barcheston, 44—Shipton.on- Stour, I,B46—Honington, 335 —Tredington, 287—Flimington, 873—ILIford, 425—Lower Eatington and Upper Eatington, 704 —Alderminster, 508— Whitchurch, 247—Preston-on-Stour, 394 Lower Quinton, 666—Atherstone-on-Stour, 93—Clifford Cham bers, 309—Weston-upon-Avon, 161—Stratford-on-Avon, 3,321 Total, 11,841. Cross-examination continued—l have been guided by a diagram drawn up some time since. • Mr. DANIEL— We knew nothing of it. Mr. COCKBURN—It was made by the London and Birmingham Company, and surely you cannot disown it. Mr. Saunders—li was made about seven years ago by the London and Birmingham Company, in promotion of their line from Chel tenham to Tring. Mr. DANIELS—We cannot take it as evidence; it is not your own getting up, and it was got up by us for a totally different purpose to this inquiry, with which it has nothing to do. . _ The CHAIRMAN—We had better not examine Mr. Saunders on it, as it is not his own evidence. Mr. Saunders then retired. The evidence on both sides having closed, Mr. COCKBURN addressed the Committee. The time had at length arrived when he would have an opportunity of laying before the Committee in argument the case which he had to urge on behalf of the promoters of the Wolverhampton, Worcester, and Oxford shire, and of the Rugby and Oxford line of railway, and he was glad that this opportunity had arrived, for he could not but regret, on behalf of his clients,that that period had been so long deferrod. He did not express his satisfaction that the time had come from any belief on his part that his humble powers would do much far his clients, but he really did feel that from the great delay which had taken place in giving him an opportunity of making his ob servations on their behalf, had greatly tended to their disadvantage. Firstly, there had been before the Committee from their first sitting a report of the Board of Trade, and no doubt that was a competent authority t• make such a report, but it was the means, to a certain extent, of prejudicing the case, for it was, he con sidered, assumed by the Committee that that report was founded on a full consideration of the subject at issue. He thought the result of the evidence, as far even as it legitimately went, must have satisfied the Committee, without casting the slightest imputation upon the Honourable Board, that they had not sifted the case, inasmuch as it was proved they had not heard the statement of ena of the parties in comparison with the other. They could not have made oat a prima facie case for their report, which was not based on cogent reasoning. Yet he could not but feel that a report of that nature, emanating. from such an authority, and having the semblance of reason in its favour, and apparently in some degree supported by evidence, would naturally be calculated to produce a strong impression on the minds of Honourable Members. Again he could not btit remember that the case for the other side was opened by his Learned Friend Mr. Austen, in a speech calculated to uphold the conclusions at which the Board of Trade had arrived. He did think, looking at the report on which the case for the other side was based, accompanied with all the elaborate ornamentation in which the exuberant playfulness of his Learned Friend's fancy abounds, and the irregular grace which he imparted into all these matters, that it was calculated to possess a degree of favour in the eyes of the Committee which he thought under no other circumstances it would have received. His Learned Friend opened this case in a speech of some two hours, and certainly a most eloquent opening it was, for though he (Mr. Cockburn) had not had the advantage of hearing it, he hr.d read it word for word, and he was convinced that more able argu ments never were addressed to this or any other Committee. And he could not disguise from himself that the effect of that address, coming upon that report, aid followed up by evidence which, no doubt, was calculated to give it a form of solidity and substance—with all this to contend against, he could not conceal from himself that there must necessarily have been much less chance for their case meeting with a favourable reception from the hands of the Committee, than their Case would have had but for those circumstances by which the others have, in the first place, ob tained a footing and ingratiated themselves with the Committee. He, therefore, did not disguise it from himself—and, if he should GROUP V. The Committee met this day and proceeded to hear the further cross examination of Mr. Cope, which had been adjourned from the Saturday evening, on the subject of the traffic tables. The witness was questioned at great length as to his details, but without in the slightest degree causing him to alter the substance of his tables. Mr. Skidmore, an accountant and assistant in the formation of the tables to the last witness, was examined by Mr. BAINES, and stated that he had placed men on different stations of the intended and neighbouring lines, and he was satisfied from daily examination that the returns given were correct. He afterwards assisted Mr. Cope in making them up. Mr. Gibbs, C. E., was called, and examined by Mr. ADAM—He had examined the line, and thought the proposed one the very best line that could be laid out. He had examined the estimates, including the permuient way, and he thought them correct. The length of the line was 12 miles 1 furlongs. The gradient de scending into Sheffield would be a severe one, but as the bulk of the waggons would descend it, it would be of the less consequence. The steepest gradient was 1 in 80, and that was only fur a length of la, miles. The viaduct into Sheffield he thought constructed in the best possible manner, but he could not give an opinion as to the value of the property beside it. He thought the height of the piers were 25 feet, and he was of opinion that that they would not intetfere prejudicially with the market. He believed that there would be sufficient stone taken from the cuttings on the line to construct the stations, &c. He had also a list of the b(irings, some of which he had examined, and he was of opinion that the different strata on the line were most fa. vourable. Cross-examined by Mr. WHATELEY—He did not anticipate any danger from the fact that the viaduct at Sheffield would be built over a coal formation, because he observed that near the pro posed line they were building churches, large houses, and mann. factories of infinitely greater weight than a viaduct 20 feet high. He supposed, from the existeuce of that very fact, that the coal had not been exhausted. He considered the first ten miles from Sheffield very heavy work, bnt he was confident there were many lines aeavier. Sir J. R. REID—If you were asked to lay out a line having re ference to these coal fields, and communicating with Chesterfield and Sheffield, would you adopt this line ? Mr. Gibbs—l would. Mr. Hawkshaw, C.E., said, that without examining the lino, the sections and plans were sufficiently explanatory of the engineering works upon it, and he fully agreed in the opinion already given by Mr. Gibbs, and on a preceding day by Mr. Vignelles. The Committee adjourned till to-morrow. GROUP W. EILAYTON AND GOOLE EAXLWAY. The Committee on this line met to-day at 12 o'clock, Mr. Pakington, chairman ; Lord Seymour, the Hon. Mr. Maxwell, Mr. Bouverie, and Mr. Whitmore present. The examination of the merits of the proposed line was then continued, and Mr. Fletcher, whose evidence was partly heard on Saturday, proceeded to state that 2,500 tons of stone were yearly sent from the quarries in the neighbourhood of Leeds, and exported from Goole. A line was at present being constructed near the quarries, which would greatly increase the facilities of exportation. Some of the docks and bridges at London have been built with the stone from this district. The proposed line would greatly increase this trade. The chief market for the stone was London. Woodhouse stone was an excellent stone for common purposes. Coals at present came on the Leeds and Selby line. Thought that coal would come from the collieries in the West Riding by the proposed line to Goole. From his opinion of the comparative merits of Goole and Selby, as ports for the exportation of the coal of the district, a great portion of the coal which now went to the latter place, would if this line were formed, go to Goole. About 50,000 tons of mer chandise (sugar, wool, indigo, soap, spirits, fuller's-earth. &c.) came from London to Goole in the year 1844. This quantity all went to the Bradford and Leeds district. A great proportion of this quantity would go by this line, Keeps two steam boats for passengers, one plying between Goole and York, and the other between Hull and York. Titers was another party who had a vessel plying between Hull and York. Received 2501. per week as his gross reeeiptslfor the Goole boat, and rather more for goods. The receipts of the other boat he should say were more. The receipts of the Hull boat; from Goole to York were about the same as the Goole boat, but from Hull double that amount. In his opinion the whole of this traffic now s hipped at Selby would be transferred to Goole. It would be very injurious to himself. The feeling at Goole was very much in favour of the proposed line. In his opinion the corn from the eastern district would continue to be conveyed by water from Goole inland, in preference to any railway. Cross-examined by Mr. WILKINS —Did not know whether stone could come down by railway. A considerable portion of this stone came from Bradford. About 30,000 tons came from Halifax, and the districts on the Manchester and Leeds line. Probably half of the wool that goes from Goole goes to Bradford. Thought that if the Wakefield, Pontefract, and Poole line were made direct and saved four miles in the distance, it would be a preferable one to the Brayton and Goole line. The cost of carriage for sugar from London to Leeds was Bs. 4d. per ton. Of this sum 5 8 . was for the sea carriage, and 3s. 4d. by canal. If the rail charged gd. per ton per mile, the canal would be a cheaper mode of conveyance. The Leeds and Selby Railway Company made an offer to take his goods at a low rate from Selby to Leeds, but he preferred to con tinue sending them by the Aire and Calder canal. By Mr. Buss—Shipped '2,000 tons of coals twice in November, and twice in December last year at Goole for London. It was a vi inning trade. It came by boats from York. He is at present under a contract to ship 700 tons weekly from Goole. The time of the commencement of the contract did not depend on the construction of any railway. Could not say of his own knowledge where the stone that he shipped from Goole came from. Sent 10,240 tons of general merchandise last year from Goole to Leeds by water. Included in this 1,014 tons of wool, or thereabouts. He got in returned cargoes from Leeds, 300 tons of goods. By Mr. KNOWLES—He had rece ive d that morning a letter in re. was made with the pros. Mr. Hamer Stansfield, exam ined b y Mr. KNOWLES—Was Mayor p fe oc re t n o c f e t t h o o a p l r a o r po ge s c e o d n i t i r o a e ct be fo in r g co la al i s d , d w o h w i n ch . of Leeds last year. Was extensively engaged in trade with Ger many for the last eight years. Had a house in Hambargh. Ex ported from 300 to 400 tons of worsted stuff goods annually. Before the Hull and Selby line was made his goods went to Goole for exportation. When the line from Selby to Hull was made, he changed his shipping port for Hull, but if the present Brayton and Goole line were laid down he would go back to Goole. Ilis reason for so doing would be the increased facility for dock accommodation, as well as being a more and also the c d h ir e e a c p t er line rat ( e s s aviil io a h di t s h ta e nce co o m f p t: t v i e ti n o tT , miles), necessarily cause. The proposed line wou ld afford greater accommodation than the Wakefield and Goole line. Cross.examined by Mr. WiLartss—Had shares in the York and North-Midland Counties, and several other lines. A great part of the goods from Bingley, Shipley, and other towns in that district, were taken to Bradford. If the Wakefield and Goole line were four miles shorter than the proposed one, it would be preferable as a transit from Goole to Bradford ; but he considered the gradients of the Brayton and Goole line were much better, and more than counterbalanced the saving in distance of the Wakefield and Goole line. By Lord Snvmoutt—Said that the propose° line, if carried out, world have the effect of making Goole and Hull competing ports and, on thecame principle, he would have no chjection to have both lines, believing that thereby a stimulus would be ginen to trade. Mr. Allhewson. a merchant, resident in Newcastle upon. Tyne, was next examined. He stated that he was engaged in the mann. facture of sodo, bleaching powders, and chemical preparatirns. He sent 400 tons annually to Manchester, but in consequence of the in sufficiency of railway accommodation, he could not send it direct, but was obliged to send it by ship to Liverpool, and thence to Man chester. He could send it by rail at present, but he would be obliged to send it a distance of '2OO miles of a round about. The route in that case would be from Newcastle to Darlington, from Darlington to York, Isom York to Normanton, and thence to Manchester. The cost by this mode would be enormous, the cost by ship, via Liverpool, was 255. per ton. They were frequently two months in getting to Manchester at present by ship. If the Manchester and Leeds Company conveyed his goods at the Caine rate as the other lines, the cost by rail from Newcastle to Nanclyster would be 975. pg. per ton • lagt the, Manchester and Leeda Company would not do so, bar the purpose (as he thought) of sending the traffic to the port of Hull, (LEFT SPEAKING.) HOUSE OF COMMONS, , The SPEAKER took the Chair sh?rtly before f our o k : l oc k. The Chstt.r Improvement Bill was reae a third time and passed. The Stokenehureh Road Bill was read a third time and passed, FACTORY WORK. Mr. AIUNTZ presented several petitions from the West Riding of YoLkshire in favour of a Ten Hours! Bill. 11r. HUME presented a petition, praying for a fur:lu r limitation of the hours of labaur. Mr. AGLIONBY presented a petition against the sale of intoxicating liquors on the Sabbath day. FIRE IN DOVER-STREET. Colonel J. WOOD wished to know whether the evidence connected with the late melancholy fire which took place in Dover-street, so far as it related to fire-escapes and furnishing laddere, had, accordi ig to the decision of the Co roner, been reported to the Right Hon. Secretrry of the Home Department. Sir JAMES GRAHAM said, that a report on that subject had not been laid officially before him. In reference to the policy of making any eauti, n against fire, that matter had been carefully con sidered some time ago. His Noble Friend at the head of the Woods and Forests had endeavoured to obtain from foreign countries all the information possible with re ference to prevention in these matters. There ought to be an especial establishment whose peculiar duty it should he to take precation against fire.—( Hear.) He had not yet re ceived all the information which it was desirous to obtain, but when he should receive it it would be his duty to bring forward some substantial measure on the subject. NEW ZEALAND. Mr. HINDLEY wished to put a question to the Hon. Gin. tleman the Under-Secretary for the Colonies on the subj ct of a petition which had been received from New Zealand. It had been stated in that petition that a piece of land had been granted jor the purposes of interment in l‘evr Zealand. This piece of ground had been used L.r interment, without reference to creed, or sect, until the ar rival of the Bishop, who had prohibited the use of the ground for such a purpose. He (Mr. Hindley) wished to ask if the Hon. Gentleman opposite A liad received any information on the subject. ➢lr. HOPE said he had not. SCOTCH BANKING. Mr. P. M. STEWART inquired if the Government had any objection to postpone the Committee on the Scotch Banking for a week, by which time the opinion of the people of Scotland might be obtained upon it. The CHANCELLOR of the EXCHEQUER said that as the adjourned debate on the Irish Colleges Bill would have precedence that evening the Scotch Banking Bill could not be brought on until a future day. The Government there fore intended to move the Committee on the Bill pro forma that evening, and to propose certain trifling amendments. The discussion, therefore, would be taken on a future stage of the Bill. THE CASE OF MR. MYER. Mr. HUME said he wished to put a question to the Right Hor. Barouet the Secretary of State for the Home Depart ment with respect to the case of Mr. Myer, who was com mitted for trial for an assault, and for whom Mr. Tvry ford, one of the magistrates at Bow-street, refused bail. Mr. Myer was a most respectable man, and his case had excited much attention on account of the peculiar circumstances connected with it. Now he (Mr. H.) wished to ask if the Right Hon. Baronet had inquired into the circumstances, and what steps he had taken to prevent a repetition of such conduct on the part of Mr. Twyford? Sir JAMES GRAHAM, who spoke in so low a tone that he was at times scarcely audible in the gallery, that his attention had been drawn to the case by the Vestry of Marylebone. Mr. Mayer it appeared had been committed to prison and subsequently liberated, and that the grand jury had ignored the bill on its coming before them. He had, therefore, called on Mr. Twyford for an explanation of the reason which had induced him to commit AIL Mayer for trial. His explanation (so we understood) satisfied him ( Sir James Graham) that Mr. Twyford had acted ccnsistentiy. The remainder of the Right Hon. Baronet's statement was lost in the noise which prevailed in the House, and from the low tone of his voice. Mr. WARD rose, and was LEFT SPEAKING. FRIDAY NIGHT'S GAZETTE. DIVIDENDS DECLARED. E. K. Mann, wine merchant, Kingston-upon-Hull—first div. of 6s. Bd. in the pound, June 3, or any subsequent Tuesda, at the office of Mr. Hope, Leeds. C. J r . Mathews, comedian, Westbourne-green, Harrow road—first div. of Is. 83. in the pound, June 4, and two following Wednesdays, at the office of Mr. Turquand, Old Jewry. 11. W. Brand, cook, Little Stanhope-street, May-fair— first div. of 9d. in the pound, any Wednesday, at the office of Mr. Pennell, Basinghail-street. E. Holmes, warehous•man, King- street, Cheapside—second div. of 1 1 Ad in the pound, any Wednesday, at the office of Mr. Pennell, Basinghall-street. Crofton, glass dealer, Manchester—first div. of Bs. in the pound, June 4, or any following Wednesday, at the office of Mr. Pott, Manchester. J. Thorp, merchant, Manchester—first and final div. of 7-16ths of a penny in the pound, June 4, or any following Wednesday, at the office of Mr. Pott, Man c hest er . C. J. Banister, linen draper, Derby—final div. of Is. 4d. in the pound, any'Saturday, at the office of Mr. Green, Al dermanbury. ....... T. Weddell, accountant, Bacchus• walk, Holton—first and final div. of 3s. 6d in the pound, any Saturday, at the office of yr,Green,Ahlermanbury. W. Dettmed, pianoforte manufacturer, Upper Marylebone street—first div. of ss. in the pound, any Wednesday, at the office of dr. Pennell, Basinghall-street. W. and H. Smith, warehousemen, Bow-lane—first div. of 2s. 6d. in the pound, any Wednesday, at the office of Mr. Pennell, Basinghall-street. H. Smith, warehouseman, Bow-lane—a div. of 20s. in the pound, any Wednesday, at the office of Mr. Pennell, Basing hal I- st reet. W. Smith, warehouseman, Bow•lane—first div. of 10s. in the pound, any Wednesday, at the office of Mr. Pennell, Basin glial l -street. J. B. Williams, stationer, Regent-street—first div. of 4s. 6d. in the pound, any 'Wednesday, at the office of Mr. Pennell, Basingliall-street. T. Sherwood, brick maker, Reading—second div. of sd. in the pound, any Wednesday, at the office of Mr. Pennell, Basioshall-strect. _ J. Palmer, draper, Lynn, Norfolk—second div. of 3id. in the pound, any Wednesday, at the office of Mr. Pennell, Basinghall-street. DIVIDENDS. At the Court of Bankruptcy, Basinghall-street. N. 'I. Smith, jun., shipowner, Lime-street, City, June 22, at elevcn—J. Pim, linen draper, Clapham Common, June 20, at twelvc—J. Finlayson, grocer, Banclagh-street, Pimlico, June 20, at twelve—J. Innes nid C. S. Bracher, brewers„ Earl's-court, Old Brompton, June 20, at eleven. In the Country. E. Gibson, builder, Kendal, line 24, at twelve, at the Liverpool District Court—E. Hilton and N. Walsh, paper makers, Over Darwen, Lancashire, June 25, at eleven, at the Manchester District Court.—T. Longaton and A. M'Enight, stone masons, Glossop, Derbyshire, J une 27, at twelve, at the Manchester District Court—J. Burge, jun., tailor, Weston super-Mare, June 23, at one, at the Bristol District Cottr'. CERTIFICATES to be granted, unless cause be 5 1 '.bwn to the contrary, on the day herein mentionta. W. Jones, commission agent, Adelaide G:illery, Strand, June 20—J. Weightman, wharfinger, Nor' tiampton, June 20 —L. D. Dolbell, dyer, Lower Mitcham, Surrey, June 20—W. Higgins and T. Higgins, hosiers, o'.d Bond -street, June 24 K. F. A. Hampson, gas fitter, Walnut Tree-walk, Lambeth walk, June 20—J. W. Sprague, grocer, Poole, Dorsetshire, June 23—E. May, draper, Aldgato High-street, June 21—R. Ward and J. Perry, meat salesmen, June 21—J. Tolson, and J. S. Tolson, fancy cloth manufacturers, Huddersfield, Junta 23—G. Shaw, cotton spinner, Oldham, June 24—T. S. Dodd innkeeper, Liverpool, June 20—J. Jones, butcher, Pinchbeck, Lincolnshire, June 2G—J. T. Reeve, victualler, Gravesend, June 10—S. Humin, silk hat manufacturer, Brick-lane, Bethnal-green, June 20—J. Burgess, farmer, Cratileld, Suf folk, June 20—C. Soul, grocer, Long-alley, Moortields, June 9 0—J. Ralph, innkeeper, Weston, Somersetshire, June 20— T. Robinson, lime burner, Prescot, Lancashire, June 20—W. Coward, baker, llartlepool, Durham, June 20-11. Turner, cowkeeper, Theobald's-road, Bedford-row. PA RTN ERSHIPS DISSOLVED. G. Iles and J. Mortitt, jun., dyers, Leeds—J. Surrage and F. G. Prideaux, woollen drapers, Bristoi—A. Wheeler and C. Payne, dress makers, Liverpool-31. U n d erw o o d and C. Cox, coal merchants, Bay Mill Wharf—T. Ma v sad J. Howard, curriers, Tenterden—W. Mayhew and VV. Vc Lite, hat manufacturers, Union-street, Southwark —T. Di:, 1 ;old 'l'. Walker, timber merchants, Carlish --J. Ellis, J. El I i jun., E. Ellis, and C. Ellis, hotel keepers, Richmond j Sun, Clarkson anti T. Dale, jun., timber merchants, T. Kirk and 11. Hubbart, lace manufacturers, Nottingl,;m:— W. Basford and J. Dean, brick makers, Burslem, shire—W. A. Summ ers , J . T. Groves, and C. A. D; v, engineers, Milbrook, Southamptonshire (so far as rcgrn'ls J. T. Groves)—ll. &eggs and H. Burrows, gun niAt ;s, Strand—H. Bidwell and 11. W. Maxon, surgeons . , ton, Shropshire—J. Burgess and J. APAllester, glass dealcu', Chorlton•upon-Medlock, Lancashire—li. Stannard anti t;. Womack, tailcrs, Norwich—J. Bradley and, c, Bradkv, iron mongers, Clerkenwell—W. Dean and S. Dean, show dealers, Oldham. .VIA count and Viaeountess Palmerston had a grand dinner party on Saturday at the family mansion on Carlton 1-1,",;14.Q-. terrace. The following formed the eirclo :—His French Ambassador, his Excellency the Austrian Auilrassudor the Countess Dietriehstein, the Marquis eti Marehioue.: ricarde, the Marquis of ~ .c- a ilnattby, the Ilarchione.7, ( , f the Earl and Countosis of- lareUdon, Viseon”: „ Jocelyn, Lord :Ind Lady Ashley, Count. A. ' otockl and Mr. 31.1)imald. kfter the bauguet the Noble Vievino""e„ had an evening party. THE NAVY. (FROM A CORRESPONDENT.) SlR,—The subject of manning the navy has recently much oc.wpied the attention of Parliament, and the dis cussions and observations of naval men in the House have led to no results of a beneficial character ; in fact the subject has ended where it began, and is an induce ment to me, as a friend of the service, to submit through your influential columns a scheme, a practical and simple scheme, for not only manning the fleet in time of peace, but also of keeping it manned and ready against any sudden emergency. Three modes of entry into the navy are proposed with corresponding methods of discharge—calculated to meet the natural habits of sailors, and at the same time guard ing against their caprices. The first should be, as is actually now the case, and which extends voluntarily from the time of joining to that of paying off—or any broken period of the ships' service, usually about chi ee-Lnd-a-half years. The second should be by a voluntary enlistment for a brio, say seven years, which is on the average the time occupied in two foreign stations. These men to recirive a b, , unty of four pounds, either in clothes or money—as may be necessary, and to be regisered at the nearest dock ,vard by the clerks of the Cheque. To he permitted at any convenient period, upon testi mony of general good conduct, to obtain their discharge upon oi rfi.tdhe.), iilg n a ceiv su e ffi d. cient substitute, and repaying the uulty On the completion of one station. and the paying off of the ship in• which they have served--to be dischatged into the nearest flag ship, receiving two-thirds of the pay which may be due to them, to have at least a mol.th's leave if they wish it, and on rejoining to receive the ri mainder. At the end of seven years to be permitted to renew th. it term of service in either way, and to count all the tiny may nerve, whether broken or continuous, for usi al rate of pension. Tite third method of entry should be of boys, which can e most readily obtained, with clothes and ntcessa ries of :be value of fifty shillings. boy to enter as a volunteer for the navy so long as his :ier vieJ maybe requited, and on the paying off of any ship cr vessel in which he may have served, to be sent to the neanst flag ship, and to have leave of absence in the ;no form and manner as stated in the second me:l - od. At the end of the first station, and on being dis char,,ed into tl'e flag-ship, to be carefully examined by nie:ical min, and If physically likely to be of good sir:ice to the State, to be retained in the service ; and if othkrarise. restored to their friends, or to tinir parishes. TheTri - o;', -- s - aLso to be registered like men of the second imth,,d by the nearest clerk of the Cheque, end in like reanner to be discharged upon their own request, and COI tifieate of good conduct from their captains or corn mandtrs., Many other minor regulations might be introduced to to , .!te Ele inducement stronger, conceived in a spirit and Lt:tude of great liberality, and removing must if not a ll the obitacles and prejudices at present in existence, making the fleet the greatest nursery of its own seamen, as well as of retaining those who have been trained in the duties and exercises of a ship of war, and which ex tend much beyond the knowledge of sailors brought up in the Intr.);ant service, and who have one strong ftel ing against the naval service, from the prevalence of the s,ldier-like instruction now in practice, and in some vessels of war carried out to a considerable extent. In the•hope that these suggestions may meet the at tention of thole who have power to improve o: adopt r!lem for the benefit of the fleet and of the cott.ttry, I remain, Sir, your obedient serva:at, Y. 74. STATE OF TRADE. FOREIGN WOOL TRADE, LEEDS, MAT 30.—We have no change to notice in this branch of trade since our last report. Sales continue steady, and prices firm. ENGLISH WOOL MARKET, LEEDS, MAY 30.—Sales of low combing wools are quiet; there is a steady demand for the finer qualities, prices of which ale firm. Clothing sorts of middle qualities are in good demand, and go off h eadily at late prices. YORK WOOL MARKET, MAT 29.—Our first mLrket for the proelit season commenced this day ; 'wry little wool was shown, owing no doubt to the continuous cold weather having retarded the operation of clipping. What was sold realised 13s. (id. to 14F. per stone. _ LE'EDS. —Our cloth markets have been very dull at both halls thi, week : goods of low qualities have been very dull of sale, and the stocks on hand are on the increase; prices, h'wever, con tinue• firm; for goods of fine and middle qualities there continues a pretty steady demand : there has also been an inquiry after fancy cloakings in new styles, but on the whole the markets have been below an average. The very cold weather we have had ( f late has checked the demand for spring goods. Very few buyers have been in the town, business has therefore been dull in the warehouses. LEICESTER. —There has not been much doing in the ware hmrses for the home demand, being between the seasons. A fair chipping trade has been done, and moeerate orders are now giving out by the Americans for the fall demand. Worsted talus remain steady, and are more in request. 'Wools are quiet and fi rm.—Leicester Journal. BRADFORD MARKET, THURSDAY.-The demand for Wool e , ritioues languid, but the prices are firm. There is more in quiry for Yarn, and an increased disposition to buy, but the 1,; ices are so extremely low, that the spinners find it impera tively necessary to decline orders, at the late ruinous prices.. l;1 Orleans, Coburgs, and Merinoes, there is a steady improve ment in the demand, and the stocks gradually reducing, which tends to give a degree of confidence to both buyer and seller that things have seen their levitst point. IS:APE OF MANCHESTER, THURSDAY EVENING.—We Live had throughout the week, a steady and good demand for n..,st kinds of cloth, and if prices cannot be quoted higher, they roust be noted at least firm and even buoyant and with the sta, le at present prices, gn irapeovement may be confidently anticipated. The dyers are getting busy again.— Spinners are, gong on satisfactorily at rather higher rates, and with a bri ,k d ern an d. SWEARING-1N OF PRINCE ALBERT AS ONE WI THE COVERNORS OF BLTIILEM HOSPITAL.— A t half.past ten this, mo rn i ng Prince Albert, accompanied by his Equerry and Secren.ty, arrived of Bridewell Hospital, Bridge-street, Blaekfriars, for the purpose of te:ng sworn in as one of the Governors of Brideweli and Beth/em pita's, to which funds, about three months ago, 'oe contributed tl:c munificent sum of 5004 His Royal Highnes.; was received by the President, Sir Peter Laurie, the Earl of `.shaftesbury, and he Acting Board of Governors, and conductr4 to the Bo ar d_ room, where he took and made the necessary qualifications. His Ito) al Highness expressed his gratification :it the honour which had been conferred upon him, of his determination to maintain the tights and charters of these Royal r.fespitals, as well as his anxiety for its prosperity. His Royal tlighness then signed the and, amidst the congratulations of the Governors, departed about twelve o'clock. ASCOT RACES.—It is reported that her Majesty will only visit the course on o ne d ay during the races. The day selected by her Majesty will, of course, be the Cup day." On that day also, the Five Hundred Pound Prize, presented by the Einpei or of Russia, will be run for; and for the first time since the splenLid gift was presented by his Imperial Majesty. The ground for the refreshment booths and stables has been advertised to be let, by auction, on Thursday next. Gambling upon the forth. coming occasion will be as strictly prohibited by the Stewards as similar practices were last year. Not a single booth of this de scripti:m wilt be permitted to be erected. The magistrates of Windsrx have also just issued a notice to the effect that no gaming. tah:e be permitted within the boundaries of the borough during the race 'week. The Ascot race ball will take place at the TGwn-hal l N l rindsdr, on the evening of the first day of the rams, under tte stewardship of the Marquis of Exeter, the Earls of Ross ) ) n, Orkney, and Stradbroke, the Hon. Colonel Anson., M.P., Bstsli Neville, Esq., M.P., and Colonels Richardson and tientinck, of the Blues, and the Coldstream Regiment of Foot Guards. _ __...-. SMUGGLING.—A seizure has been recently made at the port of Liverpool of a quantity of tobacco which the officers of the Customs found concealed in deal-ends on board an American vc,sel arrived from New York. The Commissioners have issued direction, to the collectors and comptrollers throughout the kingdom to apprbe the officers thereof at their respective ports, and to enjoin, them to us their best endeavours to detect and prevent any smug gling which may be attempted by similar means, taking care to ac quaint the lloard with any matter that may arise tit for their cog nisance. it appears that in this instance the tobacco was concealed In the l hulks in a very dexterous manlier, so as to evade the least chance of suspicion or discovery, and that the tobacco would have, escaped notice, but for the very acute rummaging on the part of tins revenue officers. THE PRESS AND THE BAR.—A rumour prevails p e e nte o r n ha , that at their last meeting the benchers of the _Mid ;le an d, I nner Templestr ring connexion t '..3 for the morni ng wedhiefrhonar person in A either of th ose societies as a student. At present several report e papers are students in the Temple, and it is fer. willres olbuedporn precluded red that the recent regulation may interfere with their call" at itli a the conclusion of their terms. it may not be out of place to remora that many of the best lawyers this country ever produced were IA their earlier life reporters for the daily press, and that three lear-4 judges who now grace the judicial bench commenced their carer in that capacity. I t i s under stood that Lincoln's Inn and Ur rsi 1 Inn will not adopt the exclusive system recommended by the Inner and Middle Temples. OPENING OF Til - NORTHAMPTON AND PETER BOROUGH I:AiLway.—On P'aturclay another artery in the great system of railway communieati.on in England opened on the Northampton and P ir eterborough s - Irilway. This important work having been duly inslicsied l'y 1 - 3, CP.iral Pasley, the Inspector-General of Railways, and teund to he i s a lit condition for public traffic, the formality of open ing 5%i15 fr,aie through on Saturday afternoon, with all the " pomp and c i rcUl T stance" usually observed on such interesting occasions. A No ,aal train lett the Euston-square station at a quarter to to tr t ai e t n t O'clock, containing many of the D it ir , e , e a t s ors me a t n b d y t er e e m ers a3 .. or and civic erocceded to Northampton, whe"was met They then re turnedauthorities,and proceeded towards I'eterborougb. where a collation was prepared for the COM to Wolverton, Fusion-square about half-past ten, much pleased patty, and reached. with the day's excursion. Prince Colleredo (son of the gallant Austrian Gereral of that name. who took General Vandamme and the French troops prisoners in 1813, and who fell at Dresden,, and to whose memory a splendid monument is erected at Cahn) left London this morning for Ilamburgh, by the General Steam Navigation Ccmpany' s m a il packet, Neptune. THE LATE FIRE AT RAGGETT'S MOTEL.--Outing Saturday and yesterday a crowd as numerous as on any of the pre. vious days continued congregated in Dover-street, anxious to as. certain if any other bodies were discovered. The search of the ruins was proceeded with during Saturday, but nothing of conse quence was found, the only articles of value discovered being two, gold witches, the owners of which have not yet been ascertained. The search, in consequence of the seizure put in by Mr. Roljeses, the original landlord, to whom large arrears of rent are owitsg, was to have ceased at six o'clock on Saturday evening, but it is under stood that an arrangement has been entered into between the par. ties, under which the starch will be continued until the whole of the ruins have been examined. In consequence of the doubt ex. isting as to whether the body found on Tuesday, or that discovered on Friday, was the body of Mrs. Round, it was determined by the: reli.livcs of that lamented lady that both bodies should be buried ire the laitaiy vault, but that course is now no longer necessary, bincei by a pest morlem examination, it has been ascertained that one tras been a mother and the other has not. The identification is th , ,, e . fore clear. On Saturday afternoon the fragments of several jewels were found in the ruins. Among them were two earrings, which Lord Huntingdon identified as belonging to his lady. r %here was I also a gold diamond ring, which is supposed to have ) Jeen the pro. i pert y of Mrs. Round, and a brooch, which it is end erttood she in tinnier' to have wont at the Queen's drawing-row on the following day. TUE ROYAL THAMES YACHT (;Lull.—The match a very elegant silver gilt cup Paid cover, of the value of guineas, was sailed far en aturdav by the yachts o f thi s club, and won by Mr. Tathar:i''s yacht, Prima Lonna. ALUEUT•GATR-It. is said that one of the new and inag ' he ; " di t"„ . ," 4. the 1 . , "1% - entrance to Ilyd . e-park, called the Albert? h tueeht Mructi r :cs recently erected at Knightsbridge, at w.rehased by a Noble Ini)(e tOr the large sturn. "- - - - - E,eellency Count de St. Aulaire, the French ambassador, will to-morrow proceed to Woolwich, in order to re. I eeive their Royal Highnesses the Duke and Duchess de Nemours, ho are exi ccted to disembark at the Royal Dockyard, from Bou.. • logne, to vi•it her Majesty and his Royal Higness Ptince Albert, The Royal Duke and Duchess will, during their fojoura in this I country, reside at Buckingham Palace.