The Sun. — London, England, 1845-06-23 00:00:00

tbitto 4bttion SUN OFFICE, Seven o'Clock ILIVAY COMMITTEES (THIS DAY.) HOUSE OF LORDS. I r ltz33s ANI9 WLST RIDING RAILWAY. th e e c o mmittee on this Bill met again to-day at eleven o'clock, Duke of Cleveland in the chair. 1,444; Se rgeant Butzssia called Mr. Hawkeshaw, engineer, for the te ns who deposed to the general merits of the line. 1,0:le w itness was cross-examined by Mr. Sergeant T ALFOURD , on f of the landowners opposing the preamble of the Bill. HoPE was proceeding to cross-examine the witness on be °f a landholde r wh ose p roper t y wou ld b e i nter f ere d w i t h b y une, but broble CHAIRMAN intimated that the Committee wished t he !el to confine their cross-examination to points bearing upon 4°,llediate interest of the parties whom they represented, and ob tli Zte d rid it with a view of showing that a better line might be 14 4 4 . en tihened discussion ensued on this decision, and eventually I,4l'lltirman ordered the room to be cleared. The Committee 1%4 8 d eliberated for a considerable;time, strangers were admitted, I, h _e Noata CHAIRMAN announced that the Committee had come v 1,7 r esolutions, one relating to the mode of cross-examination Itnesses, and the other to Lhe latitude to be allowed to counsel toktiressing the Committee against the line. They were as %6„ — ,:" -- " That counsel be requested to co n fin e th e ir cross-exa k .on to the particular interest they represent, and that counsel ti v ", dressing the Committee as to the respective interest they Z" e hted be requested t o a d o pt th e same ru l e ." %h. w itness was cross-examined at some length by Mr. HOPE of view of showing that railways running in the neighbourhood C,,_ ford ought to be in the hands of the Leeds and Bradford ''"Many, Iti• Charles Wood, engineer to the Liverpool and Manchester ks x 'aY, Mr. James Thompson, in partnership with Sir John Cubitt, corroborated the testimony of Mr. Hawke. Nierairburn, a merchant of Manchester, proved that the to on the proposed railway could be worked by the loco he' without difficulty. Committee then adjourned till to-morrow. 7 113 , ELY AND HUNTINGDON RAILWAY. i 6 a Committeeon this Bill re-assembled to-day at eleven o'clock, quisnf Normanby in the chair. Vi'i t ,• Shipp, a shipowner of Lyn n , was ca ll e d by M r . S ergean t 442 4 wast, on behalf of the promoters, to prove the great want of th e of railway to the districts proposed lobe accommodated, and ttifireat benefit which the t ra d ers wou ld d er i ve f rom th e mo d e o f Itt afforded by the present Bill. kttfl TALIOT, on behalf of the Eastern Counties Railway, sub. 114 1 7 that his clients should be heard as landowners against the tu eY being the owners of the land through which the line is The r oom was cleared to consider the application, and, after an 114: co nsultation, the parties were called in, and informed by lab," h wirman that the opponents could be heard as landowners Villd not as a compet i ng l i ne. c a l ' Sergeant WRANIIIIIAM said the promoters had drawn up a N: which would put an end to the opposition at once. They 44% billd themselves not to touch the opponents' land a t a ll, an d b, b e hoped, would be satisfactory to them. Ilk:, cl ause having been submitted to the opponent s th e y de -14:1 themselves perfectly satisfied, and the opposition was at 14 withdrawn. The preamble was then declared to be proved, and ktt:t i sos having been gone through, the Bill was ordered to be re. ht% SOUTHAMPTON AND DORCHESTER RAILWAY. 10 4 Cornra't t tee met again at eleven o'clock, Lord Auckland in lsts iet : The Committee proceeded with the case for the „.; Itr, l * Easton, land surveyor, and Captain Moorsom, engineer, %t 4 _ ll ed and examined by Mr. HOLDRWORTH and Mr. PONSONSY, I,! s engineeing merits of the line. 14-41 W itnesses were severally cross.examined by Mr. Rows for /3 / 4 1ig', a rttlanton and other landowners on the line, but nothing of ii;:ta test interest was elicited. llob e ;. ll runel was called, and examined as to the proposed devia. %NJ t he line from the New F ores t. H e was o f o pi n i on t h at t h e aik ti t art could be made without detriment to the favourable gra- OO the li ne . St i. , 4 Wag the case for the pre am bl e , an d th e r o om h av i ng b een al'_,the parties were, after a short deliberation, call e d i n a nd NM that the preamble had been declared proved. Illetihelauses were then gone through, and the CHAIRMAN said h e ' Would be reported in due course. k lb C ommittee then separated. t• h e URGH AND HAWICK RAILWAY. 4 w eie n Co mmittee on this Bill met to day at elven o'clock. Lords 4 Viscount Sidney, Chairman ; the Duke of Newcastle, Lit,,althorpe, Lord Foley, and Lord Southampton. 'ata . crr appeared for the promoters of the line, and having !trbeplOne through the leading particulars respecting the con ak,orl'a of the railway, the engineering peculiarities, estimates, dlirt e eded to call witnesses in support of the Bill. nig to wn, manufacturer, of Hawick, deposed as to the trade ir i : W o, which he represented to be very considerable, and - ",gr e — ,."Slotl. The proposed railway, he considered, would be of f▪ ir s afest service to the town and district. Nlli t ,"rigbt and Mr. Maxton gave evidence respecting the coal ti t th a t passed along the district through which the line was B to be t a k en . there l trah e u Ycl, a srveyor, was exained rspecing tbe estimates of the I.nd, &c., which he m represe e nted t as very moderate., 1'1144 °O estthiate of the value of an avantage the line would 1114,,_rne agriculture of the countr d y the wer d e corroborated by Mr. k r. srlion, l Ol4 4 llo berts, a manufacturer of Galashiels, was next ex tkr4lll,.. Ye said he was principally engaged in thj,`_ ( unog tweeds and hosiery. The population Ztr tet `.wn was 5,000. The produce of the place was new nearly a ek "tm l of a million sterling. All the available water power was ased up, and unless they could be supplied with coal at a 111,- r ate, it would be difficult to extend the business of the 4 t present they could not nearly meet the demand for "kt About 500 tons of foreign wool came into the place every ' 'ft alo es h . 6. value of about 100,0001. It was brought from Leith, 14111slar distant, at the rate of 20s. per ton. In addition, there 1 ,,ht5,, 11 ,.. e importation of dye stuffs and other materials. With the . th e ' c ' 4 7 . o .. ut ss. would be saved in thecarriage of coals, and I es. Ins, (stage of other goods. The carriage of coals at present : d per ton. He would himself save in the carriage Wt i "ar• He had also a mill at Selkirk, which would be even Ace ° , vti e ,„ rnodated those he had in . 04;47 Wi tnesses were than cross-examined at some Galashiels length by Sir Ne 4 a titinnzi. and M r. CLARKS on behalf of Mr. Bruce, St Pr o Prietor, and Mr. Meikieham a leaseholder, but no point eirznc tance was elicited. e engineer, went through the engineering details Ite por ",e , c ivill,. the p r i nc i pa l po i nts o f w hi c h h ave a l rea d y appeared i n 4 of the H ouse o f C ommons ' C omm i ttee on t h e Bill ., t 1: 1 th. ' th em was cross-examined with the object of showing , estimates of engineering expenses were understated ; but, 1)1,.... -P l e; he maintained that they were quite su ffi cient for all • or the line. Ztlti m e rrer sos to-a question from the Duke of Newcastle, Mr. Miller t i:lti te .. e , would be no difficuliy in laying down a double line at it t ,' when it might be required. There was, however, no It 'A the Billty,_ for such an alteration. tb sC said the Company was quite willing to insert a clause 1 11 s tt eet ' q„-• -41,„„mmiN intimated that a clause had better be drawn up tovBl,ted to the cons id era ti on o f the Committee t o -m orrow . .. 14 also be provided that the tunnels be constructed so as to h t e ,r, u t b e l aying down of a double line. 744 ZNaIL said the suggestion of his Lordship should be at ksi a: %o ft .. es, civil engineer, was called, who deposed that he i:k kl ` p l_th ,. e estimates drawn up by Miller perfectly correct, and 10. lc : 'or all the purposes of the line. t4;.ole4tebell, a r a il wa y con t rac t or , gave ev id ence as t o t h e rea tti,,hithesal of the es ti ma t es. H e h a d b een engage d on nearly all lons N or !! in Scotland, and was at present fulfilling contracts /t:`" British line. The estimates of Mr. Miller, he was s, waded, Would be!, amply sufficient for the execution of the eskrnittee then adjourned till to-morrow. r °~~ coy, OUSE OF - COMMONS. GROUP A. Z te".rlera e a se having met as usual this morning, Mr. Teepoe -iptz e b' o se for th e AND cncrzmeoN (ATIT•TOSPHERIC) t ee . Tee ee LINE. T observed, that before entering into the examination Nod to „1 011 the part of the London and Croydon Company, he t o , 4 ti e ,'" l nt out to the Committee the fact that there were now ' t tnattera before them, viz., the line from London to Chath N r : 4 4 a Chilham, and various parts of the north of I ts gtoe . Project for an extension from the principal line to f or T here were also two distinct Bills for the principal qi e4 ktle th that part of the line between London and Chatham, t el l At th e , fur that part between Chatham and Chilham. He t4klto ob servation necessary to prevent confusion, as he in . thy.xarnine witnesses with regard to all parts of the line at Joh„ Talbot then called i tt th " Lovet, w h o e t a tsd that he w a s a l an d owner a t Hi g h t h e Parish of Down, North Kent. lie had carefully ex it'et Part of the proposed line which passed through that 411 e rli „ had a very favourable opinion of it. It passed ta t ,: l 4. ',‘‘.nrough land of a gocd quality, but which required ma- Yl5 ', e r annre was very dear in consequence of the expense of te4teo d. r here was very little manure to be got in the neigh- L n d it was necessary to obtain it from other parts of the S le ar ` e himself had imported guano for manure. Coal was b; the poor of the neighbourhood were very much dia. too; te os ue difficulty of obtaining it. The high price was en t4lerlepteect by the expense of carriage. Coal was now obtained th fr out —rr i, but if the proposed line were formed it could be ob. C , h , atharn, The cheaper conveyance a ould make a re iehztee 'east ss. per ton. Great benefit would be conferred l'4 4, l l' '°ltt b ee ltant2 of Down by the cheap conveyance of agricul \t, by e This line would intersect no large property, but it 4'io., W t . ; great many. N th ' t te e "l -Ev, who appeared for Lady Darnley, a petitioner k • Pr° Posed line, cross.examined the witness at some Let ) V° att, on the part of the London and Croydon Corn- C alled te, ard evi a landowner at Down, who correborated Sir John '1 1t 4 L . 1 4 . I k e 4 "ce ' L e et • , gt N k t 4 . _ W ETHEtt, on the past of the South-Eastern line, then 4N 4 S he . 4 r• Pet° was now present, and was ono of the witnesses 'ke g le-atels e yed to examine on the subject of the estimates of the 't h tot n line. He wished to examine Mr. Peto at once, but 1, t 5 U. v'eall it if th e C omm i ttee o bj ec t e d. tv , _e '''etke Pet° e N assented, and °C the firm of Grisscl and Peto, was accordingly 11, 14 11: 1 . xarn in e , i• lie had examined the line proposed by Mr. t h e d h ad estimated the expense of constructing it. His ot4tWere founded g . t, se h on the plans and seetions of Mr. Vignolles. e r'to t Na. e , us e of the proposed line, exclusive of land, stations, ti) le Nt p er " e nld he 1,320,000/. He could not state the average .hlis e4 , 4l , 'lei as he had not considered the subject, but had `el . tee, 4 ntr.ate for each item separately. He had omitted the e4ti "_t land, stations, and sidings, as he had no data. He g eaAt eo Hia ted the expense of worl's. s W as then crow-examined by Mr. WHATELEY and Mr. o tt. 4". it ' , l t- Yd, ri '") , R e then resumed the rose on the part of the London it ir h 'be,ived and called several witnesses to prove the benefit , ti o 7tlt e o rn the proposed London and Croydon line by the I.p of f t hat part of Kent through which it passed, aid the e l s l .ti t h, hot el , the South-Ezstern and North Kent lines. 'rh t 'llt aße ". Proprietor of paper. mills at Bromley, spoke to to the paper manufactoties in the neighbourhood 4 r Wit u „s- " s ue from the formation of the proposed line. r th li ne, a ess es were then called, and spoke to the necessity for t t :l k e Zeeti r ' in d , t s he superiority of this over the South-Eastern and lhd te 1/ untee . te th th e er, and Mr. Ring, coal merchants at Rochester, r d ec t the propo se d li ne wou ld have on the coal trade, e "It "Per e- '' e tion in theprice of coal which would ensue from of le. 14 4 tti carriage. It; ee lan downer at Rochester, late mayor of that town, te arh ined it_ I a c. and gave evidence in favour of the proposed h e n t tc " 5, g-examined, he stated that Cobham Ilall and el et4e" . of Lady Darnley, was the most beautiful par of Kent, and the pride of the neighbourhood. He knew that the proposed line passed by the southern side of the park, but did not think it interfered with any part of it. Mr. Wriimoisc then said that he had a number of witnesses to examine as to the same part of the line that had been spoken of by those just examined, but he would not call them unless the Committee wished it. At this point Mr. Smith objected to the reception of this evi dence, and it was ruled that, inasmuch as this evidence contained matter in such a shape as to constitute new evidence, it was inad missible; but Mr. Smith, having received an assurance that the tables should be handed to his clients for examination and dis proof, the statements were allowed to remain. Mr. Samuda was then recalled, and stated that he had heard Mr. Harrison say that ten minutes delay would interfere with the trains during the whole of the day; but that was a mistake. He had evidently misapprehended the diagram, for he had calculated that the train from Dorking to Gcdalming would pass at the rate of 60 miles an hour, when In fact the time proposed to be occupied was seventeen minutes, and the rate was to be 46 miles an hour. He had also calculated the speed from Lipprock to Godalming at 56 miles an hour, when in fact the time proposed to be occupied was sixteen minutes, and the speed forty-four miles an hour. With regard to the Epsom traffic he saw no reason whatever, as all the Epsom trains could take the Portsmouth traffic to London; for in consequence of the incline from the Dartmouth Arms to New Cross the momentum obtained would be sufficient to carry 120 tons, and the other way there would be no difficulty whatever in running distinct Portsmouth and Epsom trains. He would take the tonnage of Mr. Harrison, and allow that a train of 50 tons would carry about 500 passengers. Now there would be a power amply sufficient to draw 70 tons, mad, with anything like judicious arrangement, each train wou!el be able to carry, on an average, 600 passengers every ten minutes, or, allowing for 600 as a contingent, he could send 3,000 pas. sengers per hour to Epsom. He had himself seen 10,000 passen- The CHAIRMAN thought It was unnecessary to examine the witnesses alluded to. Mr. WILMORE consented to omit the evidence. He did not in. tend to call any witnesses as to the line between Chatham and Chilham, as it would be exactly the same as that of the South_ Eastern line, the Croydon Company having adopted the surveys of the South-Eastern. Mr. MEaltswitTuttn said that it was impossible to find a better line than the South-Eastern. ➢dr. Witssoaa said that the only advantage on the part of the Croydon line was that it was atmospheric, and the South Eastern locomotive. After the examination of several other witnesses on points of no public interest, the Committee adjourned at four o'clock. GROUP GG. SCOTCH RAILWAYS. THE GLASGOW, NEILSTON, AND BAER HEAD LINE. The Committee, consisting of Mr. Evans (Chairman), Mr. New degate, Mr. Munts, and Mr. Miles, sat at twelve o'clock, in the Guildhall, Westminster. Mr. HILDYARD opened the case for the promoters of the above Bill, and proceeded to refer to the importance of Barrhead and Neilaton as a manufacturing district, and to the facilities which the proposed railway would give to the manufacturers there, in their transit to Glasgow. The total length of the railway was somewhat above eight miles, and the estimate for its construction was 142,0001. The promoters, COUSCiOUS that an established main line could more efficiently work out a short line, like the present, had entered into an agreement with the Greenock Company to lease it at a yearly sum of 7,5001., which would give on the sunk capital, a dividend of eight per cent. The gradients were very favourable, the steepest on the distance of six miles being only 1 in 100, which in the remaining distance there was another of 1 in 74, but that was unimportant if they considered the nature of the traffic. The curves were also favourable, and the landlords on the line, were to a man, anxious to promote it. The Learned Counsel then went at great length into the nature of the agreement between the Paisley and Ardrossan Canal, and the Glasgow and Paisley Railway Company, in which the former undertook not to carry passengers, thereby sacrificing a trade of 400,0001. a year, they, in return being allowed to carry all the goods traffic between Glasgow and the Paisley district ; and he contended, that this was an agreement which threw into the shade the public interest, and that, therefore, another Com pany who came forward on public grounds, had a fair right to be supported by Parliament in their patriotic endeavours. He should bring proof in support of his allegations, and having done so, he trusted that the Honourable Committee would feel it their duty to support this Bill, as the best which could be adopted for giving public facilities to this important district. gers sent in four hours by the Dalkey train, and they had since sent a greater number of trains than were sent on that occa ' sion, the Dalkey line being, on account of its curves, a badly con structed line, and its ruling gradient 1 in 115, while the line to Epsom had a gradient of 1 in 102, and was a far better constructed line in every other respect. On the Croydon line the empty carriages could be sent back by the locomotive line. The stoppages might all be made up by saving time at the crossing stations, and by an acceleration of speed on the journey, if the latter were necessary. On this line they could take a train of fifty tons with a vacuum equal to nine inches of mercury, and this weight was therefore by no means a maximum, and this vacuum, for a rate of forty miles an hour, could be performed in thirty-two seconds. This had been done on the Dalkey line, which was a worse one. The time neces. nary to obtain a fifteen-inch vacuum was from a minute and a half to a minute and three quarters; and during the many experiments which had been made throughout the whole day the time occupied for ob taining it was remarkably uniform, the difference being only about 21 seconds on an average. An 8-inch vacuum would be the mean vacuum required through the whole line, and the extreme would be 16 inches for all the steep gradients. To obtain the average vacuum at the crossing places, which were the only places where they would have to wait for it, the time would be halt a minute, and the minimum would be only 2 inches, snd the time an imperceptible quantity. But in this he thought he was in every instance far within the mask. In the case of a disabled engine the second engine would make up for the difference. With regard to the difficulty, as stated by Mr. Hawkesley was entirely wrong, and he did not think that they would have any more difficulty than they had already en countered at Dalkey. He would not touch on the abstract propo sition of the similitude between suction and drawing, bet prac. tically it was altogether different. In a minute and a half they could obtain a traction power equal to 1,320 lbs. at a distance of one mile and three-quarters from the engine. This would be seen in a more striking manner if they were to attempt to force this power of 1,3201b5. through a pipe already filled with air. This had been attempted for the purpose of blowing furnaces through pipes not a fourth of that length, but it had been discontinued, for it had been found that no pipes could withstand the force applied to them. The fact was, the two pistons, the one at the air-pump, and the other at the carriage, were just as if they were connected by an iron rod, and just as the air-pump would draw out the iron rod, and cut it off, piece by piece;,the piston behind following just so fast as the rod was shortened, so was the column of air drawn off by the engine, and allowed the train to be propelled by the air behind in proportion to the rapidity at the other end as soon as Mr. Crum, of Thornlie.banic, was the first witness called, and he stated that ti e second station on the proposed line would come within half a mile of Thornlie.bank, which place was a little above Glasgow. The works there had been established above a century. They employed 1,200 people, the horse power was 382, and they used 18,000 tons of coal per annum, and exported and received 8,479 tons of goods. The railway would be a great advantage. Mr. P. M. Stuart, M. P., was called to prove the feeling in the county with respect to the rival lines. The direct line was the favoured one. The Committee then adjourned at four o'clock. GROUP K. NORWICH DISTRICT. This Committee resumed to-day at the usual hour, the Mem.. bers present being Viscount Satidon (Chairman), and Messrs. Martin, Cobden, and Ricardo. Sir Benjamin Hall, Bart., has been prevented from attending since he met the late severe ac cident. the vis inertsiz was overcome at the other end. He therefore took .an entirely different view of the matter from Mr. Hawkesley, and contended that the column of air, instead of being attenuated, travelled bodily up the tube, and that there was no differential pressure whatever. And if there were no leakage whatever, he contended that the two barometers, the one at the engine and the other at the pump, would be precisely at the same heights at the same moment. But there was leakage, and as it entered at the piston and caused a continual flow of air towards the pump, which occasioned such a disturbance as affected the barometers to the extent of the disturbance which they exhibited. He bad ascertained this practically by standing under the bridge at Kingstown. He heard the first stroke of the engine at Dalkey the moment it was made, and at the moment he heard the blow the mercury was acted upon. The Dalkey engine was anything but a good one, but with all its defects he had observed that there was no more difficulty on the length of a mile and a quarter than there was at Wormwood Scrubbs, where the line was only half a mile in length. The speed which they had attained on the inclined plane at Dalkey with its burden, a power equal to a power of drawing 150 tons on a level at a rate of forty miles an hour. Now, on a line of this extent there was no possible opportunity of attaining the maximum speed, while, from a great number of experiments which he had made on the Great Western line, he found that in the fast trains the usual friction was at 8 lb. the ton, 230 lb., 15 lbs. for the engine, a total of 224 lb., gravity 80 lb. Atmospheric resistance 420 lb, being on an area of 60 at the rate of 7 lb., making the total of tractive power necessary of 2,475 lb. to draw a train weighing fifty-two tons ; while the atmospheric principle, in con_ sequence of not having the weight of the engine and the tender to draw, would be only 1,780 lb. With respct to the tube, it had been stated that the cost would be much more than had been stated. He found that the contract for the tube on the Croydon line was 4,0001. per mile, while It was in reality being laid down for 3,7001. a mile: According to Mr. Locke's calcula tions the cost of the Guildford line would be 17,8391., while that on the atmospheric line would be 18,992/., giving in favour of the Guildford line 1,1551. per mile, represented by. 75/. per annum for interest. For the working plant there would be a cost for the atmospheric twenty-four pairs of engines, 150,000/. being at the rate of 2,487/, per mile. On the Guildford line would be 72,500/., making a rate of 1,580/. per mile, viz. 9071. in favour of the Guildford line, being an interest of 45/. 14s. per annum. There was, however, an excess in the working ex penses on the locomotive line, equal to 31/. per mile, or 1,8601. per mile per year, if the trains ran only nine times a day. But Mr. ALEXANDER, Q.C., applied to the Committee to withhold its formal negative of the Bu►y and Thetford branch of the Nor wich and Brandon line, whicn course was intimated on Friday last, until they had heard the case of the Bury and CaMbridge line, to be proceeded with on Wednesday next. The Learned Counsel contended that the evidence then adduced would mate rially affect the decision of the Committee, and he merely suggested the postponement for the better furtherance of justice. The CHAIRMAN, after some slight hesitation, aceeded to the ap plication. - Mr. CoProca, the solicitor attending on behalf of the in habitants of Norwich, previous to the Committee discussing the clauses of the Norwich and Dereham Bill, applied for a week's postponement, to enable the corporation to meet and eonsider their course. The Committee, considering the delay useless, proceeded to the discussion of the clauses, several of which were passed without opposition. In the progress of discussion a few unimportant alte rations were made in the clauses, and the Committee adjourned at four o'clock until Wednesday, at twelve, then to proceed with the Cambridge and Bury Bill. GROUP L. PORTSMOUTH ATMOSPHBRIO LINE. The Committee resumed their inquiry on this line this morning, Mr. E. B. Denison in the chair, with Lord Clive, Mr. Oswald, Mr. Vyvian, and Mr. Monckton Milnes present. In the course of his examination by Mr. GURNEY, Q.C., Mr. Bidder, surveyor, stated that he objected to the means for pro viding for the crossings at the level, inasmuch as they were to be effected by a mechanical contrivance which everybody knew was likely to get out of order, instead of by the agency of persons living on the spot. The difficulty would, of course, be increased by the great traffic to Epsom on particular occasions. The ruling gradient was that at New cross, which was 1 in 100, where about GOO people an hour were all that could be carried, unless they doubled the line. At the present, they could only take about 400 per train, with three trains per hour—that was, 1,200 an hour, when they ought to run trains at least every ten minutes, each carrying 1,000 passengers. He was decidedly of opinion that the Directors would have to double their line between London and Epsom. With regard to the expenses, he calculated the permanent way at 4,8401. per mile ; engines, 2,330/. ; tanks, 2001. ; patent right, 5001. ; points, crossings, and valves, 3iol. ; wells, 500 ; contingent expenses, 600/., making a total for the permanent way of 9,320/. The working expenses would be 6001., exclusive of interest, while on the locomotive line the cost would be no more than 547/., inclu sive of interest. To Mr. RAWLINSON Mr. Bidder replied that he had arrived at his conclusions respecting the 6001. a year from the Blackwell Railway, while Mr. Stephenson got to his conclusions by the work ing of the Camden Town engine. The Blackwell Railway Com. pany paid 3001. a year for water, and had been at an expense of 6,0001. or 7,0001. for forming tanks. No one could fail being gratified with the first sight of the atmospheric principle, but it was exceedingly ad caplandum, and for a long line he thought it was unsuited. He had indeed been anxious to apply Mr. Samuda's principle to a line of his of 21 miles in length, leading to the Thames, but Mr. Samuda had not acceded to his proposition, al. though the Blackwell engines might have been used in the project. The largest engines could carry on a locomotive line about 600 or 700 people by one train, and he thought that the trains might be started as fast as they could be filled. On the Greenwich line they had carried more than 39,000 persons in one day. But he did not believe that the atmospheric line could start a train every ten minutes, so that the accommodation could not be yielded by it which the public required. To the re-examination of Mr. GURNEY, Mr. Bidder stated that he had started without any prejudice against the atmospheric prin ciple—on the contrary he greatly admired it; but he feared that its application could not be so general as he desired. Mr. Hawkesley, engineer to the Nottingham gas and water. works, stated that he had been under the necessity of paying great attention to the passage of fluids through tubes. His experiments had been applied to gas, water, and air, and they had been ap. plied particularly at Birmingham. His formula had been applied by Mr. Low, who had written to him to ask what quantity would be delivered from Peter-street at Charing-cross, through a tube of 18 inches in diameter, and he had stated that the quantity would be 60,000 feet in an hour. The result perfectly coincided with the supposition. He had tried the same principle a tVersailles, and several places in England, among others at Not tingham, through a tube two mile* in length, fifteen inches in dia meter; and at Edinburgh, through a tube of one mile in length, fifteen inches in diameter. There was, in fact, no such thing as suction. That had been known ever since the Tollichlian expe riment, which took place 200 years ago. In fact, what was called suction was neither more nor less than the impulse put upon an intermediate body, having a proportionably ratified atmosphere before it, from the impulse put upon it by the denser substance behind. There was certainly friction in the passing of air through a tube, partly arising from impact, whieb was as the square of the velocity, and partly from the rumbling of the particles among them selves, which was simple. Thus, supposing the pressure to be in creased tenfold, the friction would be increased one hundred-fold, and the rumbling tenfold. The train could consequently move no faster than the air, and the greatest weight proposed by the pro. motets could not be carried up a plane of 1 in 100 faster than thirty miles an hour; or up a plane of 1 in 80 faster than twenty three miles an hour. His formula had been put in by Mr. Bidder. In the cross-examination of Mr. Ansrttl, Mr. Hawkesley re. plied that his formulas were almost absolutely correct with respect to large tubes, although he had omitted the rolling friction, be cause its effects were so minute that it had no presentable effect on the result. He had made more than two hundred experiments through tubes jof an inch, of an inch, and of an inch. There was no difference detween blowing air through a tube and drawing it away by an air-pump. The rates which he had drawn the gases through were immaterial, and he thought the instance he had given in the case of the pipe of eighteen inches sufficient for a rule for all the cases which could be supposed. He had tried the experiments from the very slowest to the very quickest velo cities, and through tubes of from one inch long to 160,000 inches. He had tried it with a pressure of 41 inches of water, which was equal to one inch of mercury. The speed of fifteen miles an hour would be equal to five inches from the barometer through a three mile tube, and everything remains the same through a tube half the length; the pressure remaining the same the speed would be 44 miles an hour. The leakage would account for the diffe rence, and the train would stop at the point where the leakage would balance the pressure of the atmosphere, but at that distance he could not exactly say, but could calculate if the plane, tube, and pleasure were given to him. His results had been formed by equation, and were confirmed by ascertaining that the constants given by theory had been confirmed by more than a thousand experiments, and among others, upon many of Mr. Samuda's own premises. He had no doubt whatever that increasing the tube from one and a half mile to three miles in length would greatly reduce the mean velocity. In fact, the friction would be increased, and that which was called suction was neither more nor less than the abstraction of a quantity of air near the engine, the space being occupied by a more ratified atmosphere, that which was nearest the engine being driven forward by the denser medium behind. In tact, it was nothing more than blowing. To Mr. Oewas.n—The witness replied that, in the event of the disabling of one pair of engines, those at six miles' distance, the next engines, would be useless, for he found by experiment that at the end of seven miles the initial force would be only two and a half miles, so that at a little further distance, the engines would only be able to pump out the leakage, and they might go on for everlasting, just neutralising the force of the air one way or the other, without moving the train a single inch. Mr. Harrison, engineer, was examined by Mr. Sastre, and es. pressed his opinion that the atmospheric principle could not be efficiently worked. He had himself been delayed twenty minutes the other day at the Euston-square station in consequence of some derangement of the stationary engine. Some third-class trains might take 500 passengers at once, and he did not think that that number in third-class carriages would exceed fifty tons. In all his assumptions of the third-class passengers, he thought that the tube might be 18 inches. He had been engineer to the Newcastle and Darlington, and two other railways, and was decidedly of opi nion that the gradients could not be surmounted as represented, and if there were a delay in the early hours of the day it would affect every other train during the day. This concluded the evidence against the atmospheric principle. After some discussion it was decided that the counsel for the atmospheric line should catl evidence as to the new matter which had teen adduced by the opponents of the line, when Mr. Joseph Cubitt was calied by Mr. ALEXANDER, and produced a table, showing the comparative coat of single works and single line, which would be 1,279,9301.; for double earthwork, with double bridges and tunnels, with single line, the cost would be 1,393,5831.; while for the whole of the doubleline, every thing double, 1,431,1981.; and fur a double locomotive line it woted be 1,312,798/. This was all exclusive of the Chichester branch; for the expense of this latter there would be a cost of 122,280/., making a total for this of cutting . 1,435,178/. Ac cor di ng to hi s ca l cu lations the Guildford and Pot!smouth line would be 877,232/., making an average of 19,1741. per mile, and the whole value of the wages of the gatekeepers would be 34,500/., making a total of 19,2281. per mile. By the atmospheric line the whole cost would be 15,5821. per mile, and inclusive of the gate-keepers, tube, and electric telegraph, the cost would be 24,9151. a mile. According to Mr. Locke's price., the cost would be—. if the trains were increased to fifteet. times a day, it would be 911, and the consequence would be a cost of 17,2001., equal to 286/. 18s. per mile, per annum, in favour of the atmospheric line. .In all these expenses he had omitted no contingency ex bept the coals, which would be mnch less than had been asserted as was proved by the consumption on the Dalkey line. . To Mr. OSWALD—Mr. Samuda said that the cost of a single line would be 4,5001, and for a double one about half as much again. The cost of engine-hous,s, crossings, and all the contingencies, would be 2,4871. per mile, and for a double line there would be wanted 500/. per mile additional. In constructing a double line they would save a good deal of pipe, as they would have no pipe down the inclination. The Committee then adjourned till to-morrow at twelve o'clock• GROUP LL. TEE LONDON AND SOITTII-VirESTERN DIETROPOLITILN EXTENSION.] The Committee met at twelve o'clock, Lord John Manners in the chair. The other members of the Committee were Sir T. Es monde, Sir John Trollope, and Mr. E. Heneage. The clauses of the above Bill were gone through seriatim and agreed upon. The Bill was recommitted and ordered to be re ported. TETE LONDON AND BRIGHTON RAILWAY ("WANDSWORTH BRANCH). Mr. Him., Q. C., with Messrs. Gurney and Mellor, ap peared in support of this 13111. He appeared on behalf of the Lon don and Brighton Railway Company, whose object was to form a branch from their railway near Croydon, extending to Wandsworth, where they would make one of their termini. The length of this branch would be six miles and a half and 8 chains. The estimated expense of constructing it would be 119,191/., so that the average sum per mile would be only 20,000/. This eontrasted very favourably with a Bill which came before the Committee, in which he appeared for the South- Western Railway, and the es timated expenditure of which would have been 400,000/. per mile, or twenty times as much. A great advantage in the projected line was, that it did not materially interfere with private property. It would not be found necessary to take down a single house. Only two or three cottages would be removed, and those were already the property of the London and Brighton Bailway Company. The plan only interfered with one plot of ornamental ground. With respect to the engineering impediments, he would remind the Committee that Croydon was very much above the level of the Thames, or any spot on its margin, and consequently, however they would approach the river, they must fall from a high level to a low one. The gradients, positively speaking, were not good, but comparatively they were so. The worst gradient was lin 100 for only half a mile; on the London and Croydon line there was the same gradient for two miles'and three quarters. The worst curve was only half a mile radius, but that was at the station ; otherwise the curves were gcod. The line crossed no turnpike road on the level. They would have four stations—two at Nine Elms, one for passengers and one for goods ; one at York-street-road, and one at Wands worth. That at Nine Elms would be most desirable, from its contiguity to the river. There was an excellent wharf there, and there would be great facility for the tran shipment of goods. The Learned Counsel went on to show the advantages which the proposed line would afford, particularly to the inhabitants of the west-end of the town. The only petition worth noticing was one from the Directors of the London and Croydon Railway, which sets forth that, "if the in tended railway from Croydon to Wandsworth be carried out, it will be carried through land over part of which the petitioners, line of railway extends, and thereby operate to the detriment of the rights and interests of the petitioners." They certainly did interfere with the London and Croydon by crossing their railway, but it would not cause them even temporary incon venience. It would not stop their trains even for one hour. The petition from them set forth that the line would not confer advantages equivalent to the damage it would cause, but this asser tion he would disprove by the most competent witnesses. Ile did not deny, however, that it would to some extent " divert the traffic from the London and Croydon line," which was another allegation in the petition. Mr. Rowland Hill was thin called—ls Chairman of the London and Brigton Railway Company. Thought the present Londok bridge terminus did not afford sufficient accommodation for traffic. A west-end terminus was also much wanted. Thought the proposed termini would confer great advantages on the public. The station at Nine Elms would afford great facility for goods and traffic. Approved generally of the projected line. Messrs. Austin and Talbot appeared for the London and Croy. don Railway Company.—The witness was cross-examined, but no thing material was elicited. Mr. Thomas John Buckton, Secretary to the London and Brighton Railway Company, proved the amount of traffic between London and Brighton, at the London bridge station, to be as fol lows :—Receipts from passengers from June 2, 1344, to May 31, 1845, 152,107/. ; the number of passengers, 377,672 ; the quan tity of goods, 17,646 tons. Mr. Lewis Slight, clerk to the Commissioners, proved that the intercourse between London and Brighton was great, and that it was daily increasing. Mr. Evans gave similar testimony. Other evidence of a formal and uninteresting nature was given, and the Committee adjourned at four o'clock. GROUP X. cAncasraDGE AND znacoxav MINE. TRAFFIC EVIDENCE RESUMED. Mr. J. Parke was placed in the chair at the sitting of the Com mittee this day, and his examination in chief resumed, it having been adjourned from Saturday. THE SE N, LONDON. MONDIILI EVENING, JUNE 23, Mit. After a few questions had been asked him, the Committee ad. journed. GROUP Z. The Committee to wham this group has been referred met today at twelve o'clock, the Hon. Mr. Clive in the chair. TEE GREAT WESTERN (DUBLIN AND GALWAY). The rebutting cue of the promoters of the line was then entered into. LYNN AND DEREHAAI RAILWAY. I The Lynn and Dereham Railway Bill was read a third time, and passed. BEDFORD, LONDON, AND BIRMINGHAM RAIL WAY BILL. This Bill also was was read a third time and passed. ASHTON AND STALEYBRIDGE RAILWAY. Th• first witness called was Mr. R. Stephenson, civil engineer, who was examined by Mr. TAYLOR—He stated that he had examined the sections and plans of the proposed line, which had been deposited, and he had no hesita tion in saying that if they were correct the hue was very easy of construction. Had heard that the levels taken by Messrs. Han • nlngton and Boyle differed from those taken by Captain Moorsom and his assistants. These discrepancies, where levels were required of a "side-long " country, were of frequent occurrence when they were taken by different parties. He has known engineers to differ to the extent of twenty or thirty feet. That difference would arise from the parties placing their staffs at points a few feet sepa rate, and the result would be a difference of twenty or thirty feet. Had himself known a case of that kind where the discrepancy was 38 or 48 feet, he could not remember which. The country in that case was of a " side-long" nature and the error arose in the way he had just pointed out, that the engineers had placed their staffs in different positions. This difference must necessarily arise unless the same point is selected by both parties, and as that scarcely, if ever happens, by different parties, a discrepancy will always arise in levelling a side-long country. If the gentlemen who were sent to check the levels made their starting point higher up than the gentlemen who took the levels on which the sections were formed which had been depo sited, a discrepancy might exist for several miles. Cross.examined by Mr. JAMES—The errors very much de pended on the side-long nature of the country. Did not know the character of the country through which the line passed. There was nothing in the section to demonstrate that the country was side-long. He assumed that the country was side-long at the point where the greatest maximum error of 3S feet was stated to exist, from information given to him from Capt. Moorsom. Errors in taking levels were possible, and very frequently occurred from taste. Sup posing that errors existed to the extent stated of thirty-eight feet, the increased expense would be 37,0001. By Mr. TALBOT—Has made this calculation on the assumption merely that the error existed. Mr. George Bidder, engineer, agreed with the evidence of the last witness so far as he heard. It was possible, in making a copy of a section with tracing paper, that an error of considerable ex tent might arise. He knew an instance himself where a tunnel was shown where there should have been an:embankment, in con. sequence of an error arising from this cause. He never knew a case in Parliamentary inquiries in which sections of a line of side long country did not differ when the levels were taken at different points. The Ashton, Stayleybridge, and Liverpool Junction Rail way Bill (Ardwick and Guide branches) was read a third time and passed. SHREWSBURY, OSWESTRY, AND CHESTER JUNCTION RAILWAY BILL. The Lords' amendments to this Bill were agreed to. CORNWALL RAILWAY BILL. The Cornwall Railway Bill was read a third time and passed. SCOTTISH UNIVERSITIES BILL. Mr. MACAULAY moved that the order of the day for the second reading of this Bill be read for the purpose of post poning it to Wednesday, the 9th July.—Agreed to. NOTICES OF MOTION. Mr. O'CONNBLL gave notice that he should, on Wednes• day, move for certain returns and surveys. Dr. BOWRING gave notice that to-morrow he should put three questions to the Home Secretary, on the subject of the case of J. W. Caldecott—first, whether he had been committed to Castle Rushen, Isle of Man, in September last, without any execution having been issued out against him. Secondly, whether his complaint to the Lieutenant-Governor on the sub ject had not been referred to the committing magistrate ; and thirdly, whether, although only committed fur six months, he was not still in prison. THE LATE ACCIDENT ON THE GREAT WESTERN RAILWAY. Mr. W. 0. STANLEY wished to put a question to the Vice-President of the Board of Trade. It would be in the recollection of the House that a serious accident, unattended, however, with the loss of life, had occurred on the Great Western Railway, on Wednesday, near Slough. Two days afterwards another accident took place nearly at the same part of the railway. He understood that the Board of Trade had dispatched the InTector-General, General Pasley, to the spot, to inspect the line, and he (Mr. W. S.) should feel obliged to the Right Hon. Gentleman if, when he received General Pas ley's report he would state to the House what lien. Pas ey con sidered to have been the cause of the accident, and whether the cause still remained. It was a matter of great public in terest, for there was an impression out of doors that the very high velocity at which the express trains travelled was not al together safe. Sir G. CLERK said that immediately that the report of the accident on Wednesday had reached the Board of Trade, the Inspector-General had been dispatched to the spot, to as certain the cause of the accident, and to report to the Board of Trade what measures it would be necessary to adopt in order to prevent its recurrence. It appeared that the accident had been owing to the elasticity of the rails at the place where it had occurred. Those rails were the same which had been ori ginally laid down at the first construction of the Great Western Railway, and it appeared that they were much lighter, and were placed on sleepers of much less scantling than those at present in use, and which experience had taught the Company were better adopted for the purpose than those originally lald down. Th., Company had been for some time.past removing these original rails, and substituting for them rails of greater weight, and sleepers of larger scantling, which would produce greater stiffness, and prevent the too great elasticity of the rails. The House was aware that some years ago it had been suggested in consequence of the manner in which certain accidents had occurred, that a luggage van should always be interposed between the tender and the pas senger carriages. This plan had been adopted cn the Great Western Railway, and as it was an object with the express trains to carry as little as possible, the van thus used for these trains was a light four-wheel one instead of one m ith six wheels, and it was lightly loaded. This van had, through its lightness, been thrown off its train and dragged the other carriages after it. As a proof that the lightness of the van was the cause of the accident, he might men tion that the same thing occurred to the luggage van on Friday, but as it was the last carriage on the train no serious consequences ensued. Gen. Pasley had called the attention of the Company to the circumstance, and they had, therefore, now substituted a luggage carriage with six wheels for those with four, and they had also loaded it to such an extent as to make it equal in weight to the passenger carriages. He had likewise pressed upon the company the necessity of removing those light rails, as speedily as possible, and, he believed, that before the end of the summer the light rails would be removed on the whole of the line. Now that the luggage van, if sufficient, or the express trains, it was the opinion of the Inspector-General that no danger was likely to occur on account of the speed, and he hoped he might say that there now existed no danger of the recurrence of such an accident. After a few words from Mr. OSWALD, which were in audible in the gallery, Sir G. CLERK explained that rails made of stronger materials would not be so likely to yield to pressure. A similar accident had, some time ago, occurred on the Edinburgh and Glasgow Ratlway, in consequence of the too great elas ticity of the rails; that cause had been removed, and no accident of a similar character had since recurred. _ . THE TEN HOURS' BILL. Mr. S. CRAWFORD presented a petition from a town in West Riding of Yorkshire in favour of the Ten Hours' Bill. COMMON LAW PROCESS BILLS. On the motion that the order of the day for the Ireland Col. leges Bill be read, Mr. Sergeant MURPHY said he would detain the House a few minutes while he made an explanation respecting certain personal allusions that had been made re garding himself. He had no doubt that the House would per ceive by the sequel that the allusions made were not justified by the real facts of the case, and were calculated to do him considerable personal injury. On that ground he would state to the House the circumstances to which he alluded. The animadversions had reference to certain Bills originally entrusted to him, in which it was alleged that he did not act the part he had promised to de, in regard to the car rying them through the House. The Bills were three in number, for the regulation of the common law processes in England, Ireland, and Scotland, the leading object being to make parties domiciled in either of the three kingdoms who might have contracted debts in any of those in which they might not at that time be residing legally responsible for ,their debts—that is, that any one residing in Ireland and Scotland, who had contracted debts in England, should be made amenable to their creditors in the latter place. But the bills had another object—the doing away with certain onerous and expensive processes that interfered in pursuing parties out of the jurisdiction of any one of the three kingdoms to the others. To the latter provisions of the Bills he subscribed to the fullest extent, but to the other part he did not. The Bills were introduced last year, since which considerable opposition had been raised against them by the Attorney-General for Ireland and the Lord Advocate for Scotland. As the Ministry did not take up the Bills be entrusted them to the Honourable end Learned Member for Cirencester who attended to them with exceeding great care and assiduity. He had had several communications with the Noble and Learned Lord who introduced the Bills to the other House of Parliament; and when the Bills were passed and sent down to this House, the Noble and Learned Lord requested him (Mr. Sergeant Murphy) to take charge of them. He did so, but in the meantime, however, he found that a great opposition to the Bills was raised in va rious quarters ; and he himself received several remonstrances from persons in Ireland who were not connected with any poli tical party. Amongst other objections to the Bill, it was stated to him that great numbers of persons from Ireland were obliged to come to this country upon temporary business, and that it would be a great hardship to them to be dragged into the English courts. He had also received remonstrances from persons of the legal profession in Ireland, pointing out the hardship and inconveniences to which they would he sub jected by being obliged to follow their causes from their own jurisdiction into this country, under such circustances as the Bill contemplated. Accordingly, he did communicate with the Noble and Learned Lord requesting that the case of the bills should be taken out of his hands. In answer he received a letter from the Noble and Learned Lord, without any date ; but as he received it on the Ist of May he supposed it was written about that time. (Laughter.) He subsequently re ceived a second letter, which seemed as if it were intended to express some change of the Noble Lord's. (A laugh.) He would, with the permission of the House, read those letters. The first was as follows :—" My dear Murphy—l think it is quite right that you should wash our hands of the obnoxious Bills."—(Laughter.) It was on the authority of that letter that he (Mr. Sergeant Murphy) after stated in the House, in the words of the Noble and Learned Lord, that he hail " washed his hands" of the Bills. The second letter began thus : " My dear Murphy—Personally, I do not care one farthing about the Bills, but I cannot see that there is any occasion for the opposition to them, for I do not think that they would inflict any of the alleged hardships." After the receipt of that ietter, he (Mr. Sergeant Murphy) entrusted the Bills to his Honourable and Learned Friend, the Member for Ciren cester, with whom he consulted as to what chances the Bills would have of being carried. It seemed to them that all the Noble and Learned Lord cared about was the decent interment of the Bills—( A laugh) —and it seemed to him now that what the Noble and Learned Lord chiefly re gretted was, that they had not been decently interred.— ( Laughter. ) He (Mr. Sergeant Murphy) did not wish to infringe upon any privilege of Parliament; but, in the way in which the usages of the House allowed him, he would shortly allude to what bad been said elsewhere.—( Hear, hear.) The Noble Lord had said those Bills bad been dealt with with out his authority. The Member for Cirencester would con firm his statement that he had distinctly told the Noble Lord s that those Bills could not be passed during the presen session, and the Noble Lord had assented to what he ha 1 stated. He could not be blind to the fact that the statement which had gone forth, though made in a moment of jocular hilarity, was calculated to do serious evil and to him especially. The impression out of doors was that he had committed a gross breach of confidence, and betrayed the trust which had been confided to him, for the sake of a foolish joke. He would say that if he were in the position of the Noble and Learned Lord, and had made a statement with respect to matters that had been confided to him, which he thought fit to divulge, and that he would in explanation make it appear that authority had been given to him to act in the manner he had, he thought he should not gain much credit by allowing him to be subjected to any wrong imputations. The reason why he had given up these Bills was, because it had been so suggested by the hon. and Learned Member for Cork. He (Mr. O'Connell) well knew that he had never, by any base or servile adulation, committed himself in any way. He was well ac quainted with the whole course of his practical career since he bad entered Parliament, and that he would exercise the fuir and legitimate use of bis own judgment upon all questions connected with Ireland. He knew also that the last act of his public life was not to give in his adhesion to the principles which were promulgated from Conciliation Hall. ( Hear, hear.) Under these circumstances, he might be at liberty to ask whether he was to labour under the charge of having committed a breach of confidence by way of a foolish joke, or was he to look down in slavish obedience to the dictum of the Hon. and Learned Member for Cork. SPANISH COLONIAL SUGAR. Mr. LABOUCHERE wished to put a question to the Right Hon. Gentleman opposite with reference to the claims advanced by Spain 'or the admission of her colonial sugar into the ports of this country. He wished to know if any arrange ment had been come to with that country in reference to this subject. The CHANCELLOR of the EXCHEQUER said, that not knowing that the Right Honourable Gentleman would have put the question, he was not prepared at that moment to answer it. Mr. LABOUCHERE then gave notice of his intention to ask the question on a future day. POOR-LAW SETTLEMENTS BILL. . . , Mr. S. CRAWFORD wished to know if it were intended to pass the Poor-law Settlements Bill through the House this session? Sir J. GRAHAM said, that as there was a great contrariety of opinion on the subject of the law of settlement, it was not his intention to press that part of the measure at that time, but it might be expedient if the House would permit the Bill to be read a second time in the amended form. He did not think there could be any objection to this course, for he was not aware that any opposition would be shown to that portion of tha Bill which related to the law of removal. (LEFT SITTING. ) BRUSSELS, JUNE 21.—M. Nothornb, who has been Minister of the Interior since 1641, retires. The resignation of the five other Ministers is in the King's hands; but they are to evntidue tii exalt* tie ttorotfons Of flier reopittivedmplannts, MARKET NEWS.-(THIS DAY.) CORN E)ifCHAKGE-NIONDA Y. During the past week the arrivals of all descriptions of Grain of heme produce were on a very limited scale; but the imports of Foreign Wheat, Barley, and Oats were somewhat on the increase. Of Irish Oats the receipts were tolerably good, but by no means extensive. Fresh up, we received a fair average quantity of Wheat from Kent; but from Cain. bridgesbire, Lincolnshire, and Essex, very little came fresh to hand. Although the sta n d s were by no-means heavily sup • plied with samples of the article, the demand fur all kinds of Wheat of home produce was in a very sluggish state, yet the finest parcels found buyers at mostly full prices, while other qualities suffered a decline of Is per quarter, and a clearance of such was not effected. From all parts our accounts respecting the appearance of the crops are extremely flattering. The show of fine Foreign Wheat was not to say large, yet the inquiry for that article was heavy, at prices barely equal to those paid last week. In Wheat under lock a few sales were effected, chiefly for export; but other Grain in bond was a mere drug. Grind ing Barley was in fair request at last week's currencies; but all other kinde were extremely heavy, though they cannot be considered cheaper. In Malt, the show of which was by no means large, only a moderate business was doing, at late rates. The Oat trade was steady, and previous rates were supported in every instance. Beans, Peas, and Flour, were quite as dear. CURRENCY PER IMPERIAL MEASURE Wheat—Essex & Kent, Malt—Chevalier• . • • . • 64s to 65s Red . Dit to, White. . Norfolk and Lin- Potatoe .••.• • • . • • 245 25s coin, Red 4os 47s Youglia.l and Cork, Ditto, White. . Irish, Red • • —s —s Cork, White . 215 23s Ditto, White —s —s Scotch, Feed. • ... 22s 23s Rye—Old •••.•• • • • • • • 30s 34s Beans—Tick . ........ 34s 39s New. Barley—Grinding ... • • 23s 28s Pease—Grey. •. •....• 36s 35s Malting . ••• • • • 32s 34s Maple. Chevalier •• • • 36s —s White ... .••• .• • Malt—Suffolk and Nor- Boilers folk •••••• . • • • • • 58s 63s Flour—Town-made .• • 425 • s Brown .••••• • • • • • 56s 60s Suffolk •• • Kingston and Ware 60s —s Stocktrt & Norfolk 33s 355 FOREIGN GRAIN AND FLOUR IN BOND. Wheat—Dantzie.... • 32s to 36s Beans . • • • • • . • . 24s to 29s Hamburg!' ... 30s —s Pease ....... 28s Barley • • •• •. Oats —New .• ••••• • • • • 19s 23s Baltic Feed •.•••• • • • • • • 19s 22s 1 SMITHFIELD, The past week's importations of live stock for our market have again been extensive, they having consisted of 169 oxen and cows, six lambs. and six calves, all from Rotter dam. At the outports upwards of 200 beasts have been re ceived from Holland, in good condition. We had on offer 55 Dutch oxen and cows, the quality of which, though not to say first rate, was good; hence the sale for them was active, and the whole found buyers at improved quotations. Notwithstanding there was an increase in the arrivals of beasts from our own grazing districts, and the quality of that description of stock was superior to that exhibited for some time past, we have to report a decided improve ment in the Beef trade, at an advance in the quotations obtained on Monday last of from 2d to 4d per 81bs, and at which a fair clearance was effected. From Norfolk, Suffolk, Essex, and Cambridgshire, we received 1,200 Scots, home breds and short horns ; from the northern, western, and midland counties, 300 Herefords, Runts, Devons, &c. ; from other parts of England, 400 of various kinds; and from Scotland, 500 Scots. Although the epidemic is still complained of in the grazing counties, we observed very few serious cases amongst tither the Beasts or Sheep. For the time of year we had a very limited number of Sheep offering, owing to which the Mutton trade was steady, and last week's currencies were supported in every instance— the primest old Downs readily producing 5a per 81bs. Lambs, the numbers of which were comparatively small, moved off freely, and previous rates were well supported. The Veal trade was again firm, at the late improvement in value. Pigs moved off slowly, yet their prices were supported. Per Sibs. to sink the offal 8. d. s. d Inferior Beasts ••• • 3 2 3 Second quality ditto. 310 4 0 Prime large Oxen•. 4 2 4 4 s. d. to s. Second quality ditto 310 4 4 Coarse-woolled ditto 4 6 4 8 Southdown Wethers 4 10 5 0 Prime Scots ...... 4 6 4 8 Largo coarse Calves 4 6 4 6 Prime small ditto • . 4 8 5 0 Suckling Calves, .18 0 30 0 Inferior Sheep • . • . 3 4 3 8 Ditto out of the wool Large llogs .. 3 0 3 8 Small Porkers • . 3lO 4 2 Quarter old Pigs • l6 0 20 0 Lambs .. .. •••• • • 5 0 fi 0 THE DXREC I' NORTHERN LXI E. _--- Mr. Sergeant WRANGIIAbI wished to know if the sections of the Direct Northern had yet been put in ? He believed, that ac cording to strict rule, they should have been deposited months ago; but he could not understand why they should not be ready now, and deposited this morning. Mr. CoweN, Counsel for the Direct Northern, said he under stood that the sections were ready, and the only delay to the pro duction of them was that some tracing copies of them were now being made, and that they would be ready to-morrow. The CIIAIRNIAN said he believed he spoke the unanimous opinion of the Committee in stating, that in justice to the opposite party the sections should have been put in before now, and that they must be deposited with the Committee this day. Here the subject dropped, and the examination of Mr. Parke was then proceeded with. When the cross-examination of this witness had terminated, Mr. Pitt, the witness on the traffic on behalf of the London and York line, was recalled, to show that he had not, in his cal. culationa of that traffic, assumed that it would be doubled if that line should be made. Mr. JA DI ES cross-examined the witness at considerable length. . . Captain Moorsom examined by Mr. TaLsor—Heard the evi dence of Messrs. Hannington and Boyle, and referred to the see tions where the errors were stated to exist. At the road between Kilconnell and Loughrea, a point where he could test the accuracy of the allegations made by a comparison with the Ordnance sec. tions, there was only one foot of difference between them and the railway sections, while with those laid down by the opponents of the Bill there was a difference of twelve feet at the same point. There was the same agreement at another point (Ballinasloe) between the Ordnance levels and those taken for the promoters. The placing of the staff makes such a difference that unless the same point is selected a difference must arise in a side-loog country. If there was a practical error of 38 ft. it would be impossible for that error to be worked out, or even to exist at all, where the greater part of the section on which it existed was correct. SPORTING INTELLIGENCE. (RECEIVED THIS DAT.) NEWCASTLE-ON-TYNE RACES. NEWCASTLE, YESTERDAY.—ArrivaIs : Poussin, Mentor, Best of Three, Mid Lothian, Lightning, Trueboy, Northum berland, Sir Harry, Perriwinkle, Malcolm, Badinage, Sir C. Monck's filly, and seven of Hesseltine's lot. LATEST BETTEcG. 7to 1 agst Pagan-7 to 1 agst Lightning -8 to 1 agst Inheritress-10 to 1 spit Queen of Tyne-12 to 1 agst Little John-16 to 1 agst Best of Three-20 to 1 agst, Brevity. TATTERSALL'S.—TIIIS EVENING Six o'CLocs. NORTHUMBERLAND PLATE. 4 to 1 agst Lightning 6 to 1 agst Inheritress 8 to 1 agst Pagan 8 to 1 agst Queen of the Tyne 8 to 1 agst Co-heiress 10 to 1 agst Little John 10 to 1 agst Portobello 20 to 1 agst any other. ST. LEGER. 6 to 1 agst Weatherbit 6 to 1 agst Merry Monarch 10 to 1 agst Old England 12 to 1 agst Mentor—taken 20 to 1 agst Pantasa 20 to 1 agst The Baron 20 to 1 agst Connaught Ranger 25 to 1 agst Kedger GOODWOOD STAKES. 16 to 1 agst Pineapple 20 to 1 agst Bob Peel 25 to 1 agst The Libel 25 to 1 agst Queen Blab GOODWOOD CUr. 7 to 1 agst Ironmaster IMPERIAL PARLIAMENT. (THIS EVENING.) HOUSE OF LORDS. Their Lordships assembled at the usual hour. WATERFORD AND LIMERICK. The Earl of BESBOROUGH presented several petitions from Waterford in favour of this railway. LEEDS AND WEST RIDING JUNCTION. A NO.BLE LORD presented several petitions in favour of Bill. INTEMPERANCE. The Marquis of NORMANBY presented a petition from Newcastle-on-Tyne against intemperance. RAILWAY BILLS; The following railway Bills were brought up from the House of Commons : —The Londonderry and Enniskillen, the London derry and Coleraine ; the Ashton, Staleybridge, and Liver pool; the Horsham branch of the London and Brighton Rail way ; the Cornwall; the North Wales Mineral Railway; the Shrewsbury, Oswestry, and Cheshire Junction ; the Bedford branch of the London and Birmingham ; the Blackburn, Dar wen, and Bolton ; the Lowestoff Railway and Harbour, and others. PROTEST AGAINST THE MAYNOOTH BILL. _... _ The Marquis of NORAIANBY wished to speak to a point of order connected with their Lordships' proceedings. It might be in the knowledge of their Lordships that a protest had been entered upon the journals of the House against the third reading of the Maynooth Bill. Now, it was the invariable custom of this House that no Noble Lord should sign a protest who was not present at the time the question was put. It was also contrary to the rules to refer to any terms which might be used in a protest; but he might go out of the way to state that the protest in question put forward an opinion in very strong terms, stating that the Bill was opposed to the principles of the rights of saccession, and the principles which placed the present Royal Family on the throne. This protest had been signed by a Right Reverend Prelate who was not present upon the third reading, but who only voted en the occasion by proxy. He should, therefore, move, if the Right Reverend Prelate did not wish to do so himself, that leave be given to the Right Rev. Prelate to strike his name out of the I , rotest. The Bishop of LONDON presumed that he was the party alluded to, and he begged to assure their Lordships he was not aware that the forms of the House precluded him from signing the protest against the third reading of the Bill. Having done so, however, it only remained for him to apologise to the House for the want of knowledge he had displayed, and to request leave of their Lordships to withdraw his signature from the protest. IRISH LANDLORD AND TENANT BILL. The Marquis of LONDONDERRY rose and was (LEFT SPE•KING.) HOUSE OF COMMONS. The Speaker took the chair shortly before Four o'clock. The Dublin and Belfast Junction Railway Bill was read a third time and passed. The Ulster Extension Railway Bill was read a third time and passed. The Manchester South Junction and Altrincham Railway Bill was read a third time and passed. Lord H. VANE brought up the report of the Erewash Valley Railway Bill, which was agreed to. The Lords' amendments to the Lowestoft Railway and Harbour Bill were agreed to. On the motion of Sir C. LE3IAN, the Cornwall Railway Bill was read a third time, after same observations from Cap. tain Plumridge in opposition to the motion. The report on the Bermondsey Improvement Bill was brought up and agreed to. The Manchester, Bury, and Rossendale Railway Bill was read a third time, and passed. The report was brought up on the North Union and Ribble Navigation Bill, and agreed to. GLASGOW JUNCTION RAILWAY. The report on the Glasgow Junction Railway Bill was brought up and agreed to. BERKS AND HANTS RAILWAY. The Lords' amendments to the Berks and Hants Railway Bill were agreed to. ABERDARE RAILWAY, The Report on the Aberdare Railway Bill was brought up by Mr. BECKETT. The Forth and Clyde Navigation and Union Canal Junction Bill was ordered to be recommitted. THE GREAT SOUTHERN AND WESTERN (IRE LAND) RAILWAY. This Bill was read a third time and passed. EPPING RAILWAY. On the motion of Dr. BOWRING, the Epping Railway Bill was read a second time, and ordered to be committed. Mr. BECKETT presented a petition from Leeds in favour of a ten hours' Bill. Mr. ROCHE presented a petition from Cork in favour of the repeal of the Legislative Union. The petition was signed by the Mayor. CHESTER AND BIRKENHEAD RAILWAY. The Chester and Birkenhead Railway I3ill was read a third time and passed. ARREST3IENT OF WAGES. Mr. T. DUNCO3IBE presented several petitions in favour of the Arrestment of Wages ( Scotland) 13in, BLACKBURN, DAR WEN, AND BOLTON RAILWAY. The Lords' amendments to the Blackb urn , D arwen, and Bolton Railway Bill were agreed to. UNIVERSITY TESTS. Captain WEMYSS presented several petitions from diffe rent parts of Scotland in favour of the Bill for abolishing University tests. Mr. BANNERMAN presented a petition from Aberdeen in favour of the Bill for abolishing religious tests in the Scotch Universities. The SOLICITOR-GENERAL presented a petition from Mr. Carus Wilson (as we understood) complaining of his im prisonment by the Royal Court of Jersey, and praying for in quiry. Mr. EN TWISLE presented a petition from Oldham, in Lancashire, in favour of the Physic and Surgery Bill. Mr. BRIGHT presented a petition from an individual m ed e v Wheatley, i complainingsof negl ec t on t h e part of one of the Also, a p e titi on f rom some place na rsing bar r ister. in Huntingdonshire, praying that those persons who conscientiously objected to taking an oath, might be permitted to make a declaration instead. Also a petition from some place in Huntingdonshire against the sale of intoxicating liquors on the Sabbath ; and a petition from an individual complaining of the conduct of the magistrates of Loughborough and Ashby de la "touch, and praying for inquiry. Mr. COLQUHOUN presented a petition from the me• chanics in Bradford, Yorkshire, praying for a shortening of the hours of labour. SUPPLY AT MARKET. Beasts. I Sheep. I I Calves. 2,594 I 22,170 211 NDWGATZ AND LEADZNHAI L. I Pigs. 290 In consequence of the prevailing warm weather and the severe losses lately experienced by the shippers in the north, arising from the bad condition in which their supplies have lately come to hand, the receipts of Scotch and country slaughtered meat for these markets since Monday last have considerably fallen ofi nevertheless they hare proved sea sonably extensive. With London killed meat we have been fairly supplied, while the general demand has ruled steady, at, in most instances, full rates of currency. Several carcases of foreign beasts have been again disposed of at fair quotations. At per stone, by the Carcase. s. d.to s. d. 1 s. sl. s. d.to Beef, inferior 2 4 210 Mutton, inferior .. 3 0 3 6 middling ••• • 3 0 3 2 , middling.. 3 lit 4 4 prime large .. 3 4 3 6 1 prime .. 4 6 410 prime small .. 3 8 310 i Pork, large.. yea 1............. 310 410 ! small 3 6 4 2 Lamb. 4s 10d to 6s —d. ARRIVALS DURING THE PAST WEEK. Beasts Slim) Calves Pigs 90 800 300 30 600 320 40 100 90 10 80 40 15 90 20 20 100 30 15 200 60 50 20 300 90 GO 40 40 20 100 100 51 30 200 200 GO Scotland Yorkshire • • • • . Lincolnshire • • • • • • • • • • • • • • • • • • • . Norfolk • • • ..... . . Suffolk .•• • • ..... . Cambridgeshire Essex .... Devonshire ••••••••• • • • • • • • • ... Wiltshire Other parts ...• ........ •. • ..... Total ••••• • • • • • 290 2,610 490 2,020 Previous week's arrival.... 411 3,460 430 1,670 Difference since our last .... 121 850 GO 650 230ILOUGH AND SPITALPIELD T. The best qualities of potatoes have been in fair request at full prices; but all other kinds—the supply of which is abundant and a mere drug—at miserably low figures. It is now somewhat difficult to give accurate quotations of the various sorts, but they may be considered as ruling frem 30s to 80s per ton. 17101ZOUGH HOP in.a.7300:1T. Although the plantation accounts speak of fly, and so forth, the general demand here is in a sluggish state, yet last week's quotations are supported in every instance arising from the firmness on the part of the holders. WOOL IVEARKET. The imports of Wool during the past week have been com posed of about 1,200 bales, chiefly from our colonies. By private contract, the amount of business passing in all kinds of Wool is limited, yet the quotations rule about stationary. TALLOW. --:---- This market generally is in much the same state as last week, and the quotations about the same, but the demand is not so brisk. In New Y. C. there is little doing; the price for the last three months is 41a to 41s 3d. Town Tallow is 40s to 40s 6d net cash. LLOYD'S SIIIPPING.-(THIS DAY.) LONDON, JUNE 23.—Wind W., fresh breeze, and fine. DEAL, JUNE 21.—Wind N.E., light breeze.-22. Arrd. George Washington, Singapore for Bremen ; George Glenn, Nathen, Trini dad ; Cato, Scott, St. Vincent ; Emily, Greaves, Sydney ; John Wickliffe, China ; Eudora, M`Mi iken, Mauritius ; Charles Brooke, Hunt, St. Vincent's ; John Craig. Meade, Boston ; Charlotta, St. John's, New Brunswick, for Hull; Pauline, India, for Middleburgli, New York; Lucy, Antigua; St. George, Quebec; Augustus, Port Adelaide ; Steban, Math, Bombay ; Bathurst, Honduras ; Fair Ar cadian, Quebec ; John Hullett, Mauritius. PORTSMOUTH, JUNE 22.—Wind E.N.E. to N.N.L.—Sid. St. James's, New York; Ellenborough, Madras and Calcutta. COWEE, JUNE 22.—Wind N., fresh breeze.—Arrd. Eleanor Russell, Jeffries, Madeira. FALMOUTH, JUNE 22.—Wind N.N.E., fresh gales.--Of; Fortune, Claasen, Africa, for Ilamburgh ; Great Britain (steamer), London, for Liverpool ; A ginorla, Buenos Ayres (April 4), and sailed for ♦ntwerp. DEAL, JUNE 22.--Arrd. Orion, Havannah for London ; barque Union, Spanish Main for Stettin. Ski. Casfrles, St. Lucia. OFF SouTti FORELAND.—Foam, Batavia for Stettin. OFF DARTMOUTH, JUNE 21.—.Jonge Hannah, St. Croix Silk, Sorabaya ; John Willis, Willis, and Emrnore, Ellis, Calcutta ; Maitland, Thompson, San Bias; Ann, Havannah for Bremen. NewpoßT, JUNE 21.—Sld. Lyie Brodie, Cailsted, Singapore ; Lord John Russell, Batavia. JERSEY, JUNE 19.—Arrd. Lord Anson, Sierra Leone. BRISTOL, Just 22.—Arrd. Dolphin, Bryant, Newfoundland. Sid. Glenelg, St. Vincent ; Margeret, St. Kitt's. GLOUCESTER, JUNE 21.—Arrd. Enterprise, Ichaboe. OFF THE START, JUNE 17.—Norton, Charleston for Havre ; Nova Zembla, Batavia for Rotterdam ; Tancreed, Smith, St. Lucia ; Eliza beth Denison, New York for Ilamburgh. OFF FALMOUTH, JUNE 20.—Alexo, Havannah, for Rotterdam. LIVERPOOL, JUNE 22.—Wind N.V.—Arrd. Otterspool, Kirkman, Calcutta ; Sylph, Stratford, Saldanha, Bay; Glenroy, Brecs River; Racer, Puenmont, and Matchless, Rio Grande; Theresa, Wright, Maranham ; Agnes Sophia, Board, Porto Rico; Isabella Heron, Gibson, Mauritius. Sld. Frances, Ceylon ; Resolution, Maranham ; St. Patrick, and Saracen, New York ; Mary Ann, Henry, Halifax ; Calliope, and Favourite, St. John's, New Brunswick ; William Skinner, Elizabeth, and Henry Bliss, Quebec; Carnatic, Montreal. CLYDE, JUNE 19.—Arrd. Pink, Patterson, Demerara ; Roselle, Wilkinson, Barbadoes. Sid. Oromocto, St, John's, New Brunswick ; Hound and Sealer, Newfoundland. DUBLIN, JUNE 20.—Arrd. John, St. John's, New Brunswick. LIVERPOOL, JUNE 22.—The Adams, loading for Liverpool, was totally destroyed by fire at Maranham, 6th May; part of cargo saved. LEITH, JUNE 20.—Arrd. Amazon, Piteann, Ichaboe. SUNDERLAND, JUNE 20.—Sid. Ancona, Cape of Good Mope. CLYDE, Jusii 21.--Sid. Duncan, New York. HULL, Jura 21,—Arrd. Oberon, Addy, Richebucto. HOUSE of LORDS.—(THIS DAY.) The House sat to-day to hear Writs of Error. The Peers pre sent were the Lord Chancellor, Lord Brougham, Lord Campbell, Lord Kenyon, Ind the Bishop of Ely. The following judges were also in attendance :—The Lord Chief Justice of the Common Pleas, Mr. Baron Parke, Mr- Justice Patteson, Mr. Justice Williams, Mr. Justice Coleridge, Mr. Justice Coltman, Mr. Justice Creswell, Mr. Justice Wightman, Mr. Baron Alderson, and Mr. Baron Rolfe. Vf6COUNT DUNOANNON V. SMITH. The further arguments in the part.heard Writ of Error occupied their Lordships the whole morning. Our readers will recollect the arguments were commenced before the last term, and postponed till to-day, in consequence of the Judges being unable to attend earlier. We have already given an outline of the case. ROLLS' COURT.-(THIS DAY.) The Master of the Rolla, this being the first seal after Trinity Term, sat in his Court at the Rolls' House, Chancery-lane, and took motions and petitions, none of which possessed any features of interest. VICE-CHANCERY.-(THIS DAY.) (Before the VICE-CHANCELLOR of ENGLAND.) This being the first seal day after Trinity Term, hit Honour sat in his Court in Lincoln's Inn, at ten o'clock. His HONOUR, on takirg his seat, intimated to the Bar that it was his intention, to-morrow, to give judgement in the case of " Ashton v. Parker," which was argued before him some time since. The Court, after disposing of several applications of course, proceeded to hear the further arguments in a part-heard motion, which occupied his Honour the remainder of the day. (Before the Vice-Chancellor KNIGHT BRUCE. His Honour sat in his Court in Lincoln's Inn to-day, and took motions, and the part-heard cause of Williams a. Edwards. (Before the Vice-Chancellor Wicama.) Motions of no general interest occupied the Court the whole day. This was the first seal after Trinity term, and his Honour sat at Lincoln's Inn. CRIMINAL COURT.-(THIS DAY) OLD COURT. (Before Mr. Baron PLAri.) Michael Tyrrell and John Scully, who were charged with felo niously wounding William Upchurch, with intent to do him some grievous bodily harm, Pleaded Guilty to a common assault. Mr. Baron PLAIT postponed passing sentence. The membets of the Roxburghe Club gave their annual dinner on Saturday evening at the Clarendon Hotel. The Puke of BUC,Cie9ch, the Earl of Powla, and Mr. Betlield, ALP., were arioni manben fritent. BATTLE OF THE GAUGES. The " battle of the gauges," which was fought in the House of Commons on Friday night, has ended in the temporary triumph af . the broad, and the discomfiture of the narrow; but the real com parative merits of the two seem to be still as undecided as the lawyers and the engineers, who reap all the profit of the contest, could possibly desire. It is certainly very desirable that one uni form gauge should be established upon all the lines of railway throughout the kingdom, for, however skilfully the operation may be performed, there must be both delay and risk in shifting pas sengers and goods, by " lifting the carriage off the waggon, or lifting the carriage, waggon and all, on to a truck suited to another gauge,"—a feat which, we are told by Sir Thomas Wilde, there can easily be an apparatus for accomplishing. It nevertheless does appear very necessary that before the " battle of the gauges" can be finally decided by the complete victory of either, some under standing should be come to as to which is really to be preferred; bet this appears to be a point that will not be very easily settled. As far as can be ascertained from the evidence of the engineers— no two of whom agreed in their opinion when examined on the subject before the Parliamentary Committee—the qnestion of the gauges is not yet ripe for solution ; and we are told by Mr.. Shaw, the chairman, that though he examined every engineer on that particular point, " not one would commit himself to a posi tive opinion as to what would now be the best width of 'gauge." It is evident therefore, that it would be highly premature to begin tearing up existing rails for the sake of uniformity, when the plats adopted might turn out ultimately to be uniformly wrong; for though the paving people do occasionally amuse themselves by alternating between wood and stone in the great metropolitan thoroughfares —now indulging their fancy for one and now giving a turn to the other, so that the city is kept constantly in a state ofsemi.blockade—it would he much too expensive and inconvenient a game to be carried on with reference to railroads. The great diffi culty appears to be, how we are to get at the superiority of one gauge over the other, for the engineers will give no opinion at all ; and when we rush to General Pasley for relief from our perplexity we are left in greater bewilderment than before, for he recommends "splitting the difference" between the broad and narrow gauges, a suggestion which, if it is to have any weight at all, must be unfavourable to both of them. He proposes to let the gauges meet each other half way : the broad gauge drawing itself in a little, and the narrow gauge making a slight advance towards its competitor ; so that, by the broad giving a few inches and the narrow taking something less than an ell, they might both come to the same point without sacrificing the principle of either. How this important question of the gauges is to be treated we hardly know, but we are told that experience is the only test by which it can be settled. Experience, we are afraid, when used with refe rence to the safety of any principle applied to railroad travelling, is only another word for the returns of killed and wounded. We had rather that the engineers could have made up their minds about the respective merits of the broad and narrow gauges without waiting for a table of the victims of each, and then striking a balance in favour of the ens that has been attended witb the smaller number of accidents. We must, however, do both the gauges the justice to say, that we think the matter would be des tined to remain very long undecided if the sort of tables to which we have alluded were waited for, inasmuch as either may be secure with care and proper management; to the absence of which, In some degree, nearly every railway casualty that occurs may now be attributed. There is either a screw loose in some of the rails, or a waggon with four wheels has been placed among others with six, or the luggage van has been too light, or something has occurred quite irrespective of the width of the gauges, the uniformity of which Is perhaps not so indispensable to safety as it is desirable fer the sake of convenience. We have little remark to make on the debate of Friday night, which was hardly conducted with that calm. ness which bespeaks the perfect disinterestedness of those who are about to rote; and by the confusion which interrupted every one who rose to speak, it was evident that most of the Hon. Members pre sent had come prepared to divide, rather than to hear or delibee rate. The interests involved were those of the Great Western and London Birmingham fines; and it was clear that both of these powerful Companies had been active in exerting their influence. It is somewhat awkward that the Select Committee and the Com mittee of the Board of Trade should be directly at issue as to the merits of the two competing schemes, even after Mr. Shaw had very ingeniously suggested a loophole to the Bard of Trade, by suggesting that if it had had before it the whole of the facts it would have decided in the same way as the Select Committee had done, after sitting twenty.five days and examining more than a hundred witnesses. Sir George Clerk would not compromise the opinion of the Board of Trade, and insisted that it had heard aB that was worth hearing; which it possibly might have done with. out listening to the hundred witness power of testimony that the Committee had patiently endured, in addition to "counsel at great length "—a horror which the phrase, suggestive as it is of suffering, gives one but a faint conception of. All this, too, for the purpose of deciding a question which, according to Mr. Shaw, the Chairman of the Committee, a glance at the map is sufficient to settle. But " counsel at great length" would soon succeed In destroying, by their own longitude and latitude, any plain and de finite notions derived from a:glance at the map, and we are not sur prised at the difficulty experienced by the Committee in getting their heads clear again. We cannot quit this subject without say ing a few words about the very characteristic speech of the Pre. mier. He, indeed, almost surpassed himself in tact, for he coo. triv eti at the same time to present a petition one way, vote another, and make a speech quite independent of either. The professor who plays the drum, the Pandean pipes, and the triangle all at once, is an indifferent performer compared with Sir Robert Peel, who can manage three different tunes at once without any very apparent discord.— Times. TO THE EDITOR OF THE SUN. Sta,—Permit me, through the medium of your valuable paper s ; to suggest to the friends of railways, whose object is reciprocal in terest—a profitable investment with public accommodation—that the most practicable line (now that the broad gauge is so wisely preferred), would be to amalgamate the Direct London and York hue with Leeds, instead of York, and then go on through Har rogate, Ripon, Bedale, Richmond, Bishop Auckland, west of Dur ham, to Newcastle-upon-Tyne. This would be a superior, quicker, and richer line. In the first place, this would avoid that slaughter station, Brockley Whins, and that most dangerous bridge, the Victoria Bridge, which never was built to bear such a burden as goes over it ; and, in the next place, would take in all the mines in the north of Yorkshire and west of the county of Durham, join ing the important towns of Barnard Castle and Richmond, and re ceiving an immense supply of cattle from Scotland and Cumber land—the litre now suggested from Newcastle to Lancashire being a complete feeder to the West Riding of Yorkshire; also one from Carlisle will lie equally valuable.—l am, Sir, your obedient servant, June 21, 1845. GULIELMUS. THE GREAT WESTERN RAILWAY.—It having been. clearly ascertained that the accidents to the express trains on TOSS' day and Friday last were caused by the luggage vans in each caw getting off the line of rails, in consequence of the lightly.con structed character of those vehicles, the Directors have since come to a resolution to prevent, for the future, a repetition of such accidents arising from a similar cause, by ordering that no four.. wheeled vans, for the conveyance of the luggage of the passengert by the fast trains, shall be attached to any of the ea/fines. This resolution was first carried into effect on Saturday morning, the day after the second accident occurred, upon which occasion one of the heavy second class passenger six wheeled carriages (weigh ing seven tons) was attached to the train, for the transmission of luggage, instead of one of the four-wheeled vans, weighing only three tons and a half. This plait will be strictly adhered to in the case of the express trains. The expenses incurred by Sir Richard Vyvyan, M.P., Dr. Strong and family, and the other parties who have been detained at the Royal Hotel, at Slough, in consequence of the injuries they received by the upsetting of the train on Tues day last, will be defrayed by the Railway Company—instructions to that effect having been conveyed to M. Dotesio, the proprietor. DESTRUCTION OF SEVENTEEN HOUSES DT FIRE.— On Thursday evening last, about six o'clock, the inhabitants of Southroolton, Devonshire, were alarmed by the cry of " Fire 1" which proceeded from the dwelling-house of Mr. Thomas Tout, builder, or a house contiguous to it, situate in East-street, and burnt with great fury for several hours. Notwithstanding three engines were quickly on the spot, no fewer than 17 dwelling horses were entirely destroyed, and others partially so, and many others unroofed. THE MARYLEBONE VESTRY.—On Saturday, at $ meeting of the Marylebone vestry, a communication was brought up from the committee connected with the Marylebone and Pad. dington Hospital, in reference to laying the foundation stone of that institution, on Saturday next, by his Royal Highness Prince Albert. One resolution of the committee was, that a drawing of the intended hospital should be sent to each member of the Mary. lebone vestry—that three or five persons should be appointed front the vestry to co-operate with the select committee from the hos. }mai, and from the Paddington vestry, in making suitable arrange. ments for the reception of his Royal Highness Prince Albert, and that transferable tickets should be presented to each member of the vestry for viewing the ceremony. The vestry expressed themselves highly satisfied with the proposals. TIIE MESSRS. SMITH'S CASE.—The Messrs. Smith, subsequent to the return of the verdict, memorialised the Lords or the Treasury, from whom no answer was for some time received. Very recently, however, there came the proposal of discharging the verdict, on payment of costs and the destroying of the rectify. ing.house. To this course, as might have been expected, consent was refused sedanbdyntohwe await lVless thei r rs. Sm an ithszr._di hohadv.eeratgiaser.in petitioned the Treasury, -• On Saturday afternoon, about 30 feet in length of a wall, bounding the premises of Mr. Davies, an emery manufac• tuner, in Richardson-street, Bermondsey, was thrown down, in consequence of 100 tons of emery stones being piled against it. The wall was 10 feet in height, and nine inches in thickness. Several children was playing near the spot, and one, named George Beauchamp, was crushed to death, while three others received se. vere injury. A new system of electrical telegraph, by which the dispatch is written with a pen by the mere action of the fluid. was tried at Brussels, in presence of the Minister of Public Works. on Monday last. The experiment is stated to have been entirelj successful. Lady Macnaghten, widow of the unfortunate Sir Wm. Macnaghten, has repaired to Brighton, from Mivart•s Hotel, for the advantage of theses air. Her Ladyship's health has greatly improved since her return from India. THE TRIAL SQUADRON.—The Admiralty have or dered the complements of the ships of the trial squadron to be in., creased as follows;—The St. Vincent, 120, Captain Rowley, on board of which ship is the Rag of Rear. Admiral Parker, has her corn. plement increased 105 men, so that now, with her extra marines, eh. musters 980 men. The Trafalgar, 120, Captain T. F. Martin, ha, the same number, 980. The Queen, 110, Captain Sir Baldwin W. Walker, has 900 men. The Rodney, 92, Captain Collier, C.B.,hins an increase of 60 men, making her complement es. The Albion. 90, Captain N. Lockyer, C. 8., has the same complement; and tb. Canopus, 84, Captain Fairfax Moresby, C.B. ; the Vanguard, 614 Captain Willis; and the Superb, 80, Captain Corry, have 60 man added to their number, making a complement of 760 for each. Hampshire Telegraph. _ _ Ttle will of the Very Rev. Edmund Goodenough, Doctor in Divinity, Dean of Wells, formerly of Dean's.yard, Westminster, but late of the city of Wells, was proved on the 19th inst. The executors and trustees are Mrs. Frances Goodenough, his relict, and Samuel Pepys Cockerel], Esq., Lincoln's Inn, ref. tonal estate under 50,0001. FUNERAL OF THE LATE MR. BARLIAM.—The re mains of the late Minor Canon of St. Paul's, the Rev. R. H. Bar• ham, were interred on Saturday in the rector's vault of the church of St. Mary Magdalen, Old Fish -street-hill, and St. Gregory by St. Paul's, by the side of his four children. His disease was a tumour in the larynx, which Sir Benjamin Brodie pronounced fatal M soon as the case was submitted to him. FIRE AT CLArriAm.—Yesterday tnorning (Sun day), shortly after daybreak, a destructive fire took place on the premises of Mr. White, a baker, Larkhall-lane, Clapham. Though so great a distance from town, the Southwark-bridge-road anti Waterloo.road brigade engines, as well as that belonging to the West of England, had soon reached the spot, but, notwithstanding this powerful aid, and also the quick arrival cf the Clapham parish engine, all Mr. White's building, furniture, and stock were re. duced to ashes. All the family were, at the outbreak of the are, se Gravesend. The property destroyed is believed to be insured 13 the Sun-office. ARUNDEL, JUNE 21.—The Duke of . Norfolk, tile at the Earl of Arundel a nd S urre y , an d M r . Bl a ke, have ee arrived Arundel and Castle. On Thursday the head-quarters of townt a fort iß h r e . ir d n t u r. ellirgahntrbdearyse, dutyorps ofY at NeSo'no'rathyng Cavalry. The troops lets and the town of Worthing is greatly enlivened during their stay . ri FATAL PUBLIC-HOUSE FIGHT.— On Saturday night t e c, t his muster their Inspector Ferguson, that a man named ox station, to Mr. I received in a right. It a pp ears last information was given at the Tower -street, o r L division Police. aq had died that evening from bruises ioes. Crown pubSc.house, Westminster_road, when, net. at the Bose and I that the deceased and another man had met one morning l as t wee k withstanding t he earnest remonstrances of the landlady and l and . to his lord, they medicaleceased b ai e d ea w m as e i i n n sen att s end ible : and was removed ance on him, but he died on Saturday last. Inspector Fergus s ent a letter to the Carbrer, Mr. W. Carter, tot an intitieft h ad desperatelodging, 6g t whereT The e d the body.