The Sun. — London, England, 1845-05-30 00:00:00

had made an estimate of that excavation, which was sixpence the yard. The witness was here questioned very closely with respect to his knowledge of the mathematical prin ciples on which the construction of railways depend, the answers to which were very evasive and unsatisfactory, and excited considerable merriment in the room. There were, continued the witness, to the best of his knowledge, five miles of granite on the coast line near to Joh nsborou gh, and the elevations were otherwise much greater than on the inland line. He was employed to survey the inland line by Mr. Pierce Mahony; that was in October last. Mr. Mahony is not at present connected with it. He had been applied to by Mr. Cumming, the solicitor, to come over, but beyond that he had had no orders, except it were the Speaker's warrant, at whose in stance be bad come. He had been over last month at the Stand.. ing Order Committee, and he then had been over at the instance of the people of Armagh. 'He had not been expressly appointed by them. Mr. Cumming was the party who he understood acted for them. He had not yet received any pay for coming over, but he expected to be paid by the Ulster Canal Company. He under stood that a certain party was to receive a sum of money from that quarter, and he (the witness) supposed would get some of it. Mr. ALEXANDER requested witness to give the name of this party, when Mr. Chambers interfered, and thought this course of cross-ex amination was very improper, as it would operate very prejudicially if made a rule in Committee, and prevent parties taking an active part as the originators and promoters of railway speculations. After a short consultation, the CHAIRMAN asked if the gentle man referred to was connected with the Ulster Canal Company ? Mr. Lindsay—l believe he is. The CHAIRMAN said, then the Committee were clearly of opinion that they ought to be put in possession of his name, in order to see whether this opposition was a fair one, and whether the project before them was a bona fide affair Mr. ALEXANDER again put the question respecting the name of the gentleman who was to find the money, when he answered that tile name was Dargan. Witness himself had advanced no money be yond his expences, which had amounted to four or five hundred pounds. He knew of no sources from whence he was to get back this money but the Ulster Canal Company. He had never em ployed any solicitor in getting up this opposition. He never in. structed Mr. Cumming, for Mr. Cumming generally instructed him. He had not stated at a meeting at Cavan, that General Bur goyne had said that every opposition should be given to the coast line. The report of his speech containing this he believed to be incor rect. He made a calculation of the extent of the cuttings in the inland line, as surveyed by Sir John for the Railway Corn missioners, and found the amount to be between ten or eleven millions of cubic yards. The gradients in that survey were esti mated at 1 in 308. Mr. ALEXANDER here handed the Commissioners' report to the witness, and asked him to read the calculations respecting gradients and cuttings. The witness then read the extract, from which it appeared the amount of excavation would be 13,370,362 cubic yards. In continuation, he said he had made his calculations from the sections of Sir John M`Neill, not from the book. They were male from plans and sections lodged in Armagh, and which he believed were the same as those on which the calculations of the report were based. It appeared that though they both started from the same data, there were above two millions of cubic yards difference. A person in Armagh had made the calculation for witness, as he could not attend to it at the time. These calculations were made upon the first line surveyed, which was rejected by the Commis sioners for a second line with steeper gradients, and which would cost above 200,0001. more. Mr. CHAMBERS, having briefly re-examined this witness, pro ceeded to address the Committee on behalf of the project. In an able, elopent speech, he reviewed the report of the Irish Railway Commissioners, which, be stated, was drawn up by the most scien tific and practical men, and went decidedly in favour of a system of trunk lines, with branches radiating from them to the remote parts of the country. The trunk lines were recommended to be constructed first, and the others to be formed afterwards, as circumstances might require. The Dublin and Armagh was one of the trunk lines adverted to. He saw no reason why the recommendation of the Commissioners in 1837 should now be departed from. True, the Board of Trade had made a report in favour of the coast line, on account of the altered commercial circumstances of the country, but those altered circumstances he did not believe in. They were, in his opinion, entirely imaginary. The circumstances of the country were the same now as they were in 1837. He grounded his case on the Commissioners' report, and on that account he hoped the Corn.. mittee would see the necessity of postponing the Belfast Junction line to a future period. The respectable names which had pen. tioned against it was proof sufficient, that if they did so, it would not be long ere steps were taken to carry out the inland trunk line. The Learned Gentleman then went at great length into the en gineering evidence and the question of traffic, which he contended were both in favour of the inland line. This closed the case for the Dublin and Annagh. The CHAIRMAN intimated that in the morning the Committee would state whether the Newry and Enniskillen shou:d be then proceeded with. The Committee then adjourned till twelve o'clock to-marrow. Group N. CORNWALL RAILWAY. On the assembling of the Committee, Captain bloorsom was called, and examined by Sergeant Km- LAKE, on the part of the promoters of the Bill. He said he was the engineer of the projected railway, and had turned his attention fur some years to the construction of a railway through Cornwall. His attention was first called to the subject in 1840, when he was engaged in surveying the country for the purpose of constructing a railway called the South Devon, which was passed last year. After carefully inspecting the country, he had laid down plans for the proposed line from Plymouth to Falmouth. Looking to the wan of the population through which it was proposed to carry it, he had no hesitation in saying that it was the best one The railway would commence by a junction with the South Devon at New Passage, Stoke Damarel, inthe county of Devon, by which a continuous connexion with that line would be effected. The gauge would be the same on both that and the new line. The line would commence at Falmouth, close to the Green Bank Hotel, The terminus there was for passengers, and was conveniently situated for that purpose, as also of those engaged in the floating docks. Penryn Creek, where it was proposed to have a station, would be crossed by timber arches, which would present no obstacle to the navigation. At Carnal Stream they would have a ♦iaduct for the purpose of carrying the line across it. At Truro the creek was crossed by similar means. They proposed to construct a branch from the main line at Loatwithiel, to Bodmin. The line from the north coast to Bodmin would form a junction with this branch. The Hamoaze would be crossed on the ferry boats at present in use, but various altera tions and improvements would be rendered necessary. The witness then described the course of the line to Plymouth. With respect to the gradient, looking to the nature of the country, and to the nature of the traffic expected, they were good. If they had erred in any respect it was in making them too easy. The country undu. lated. The following was the estimate for the construction of the railway, which would be a double locomotive line '— For fencing ... Earth works 152,683 Masonry of all kinds, inclirding bridges, walls, viaducts, culverts, and level crossings, timber, &c. 131,057 Tunnelling Permanent way (for the formation of the railway, rail fastenings, rail bearings, and rail beddings) 234,486 Stations 49,799 Land required for the purposes of the railway For the construction of the Bodmin branch, including ' • " engineering and land New passage to Eldad, to join the South Devon ter- minus , Land required , 41,328 22,329 7,529 For contingencies which are expected to arise in the course:of the works, and for expenses attendant thereon 137,676 Locomotive expenses, including engines, tenders, shops, _ _ aad tools attached thereto. 120,000 Total ... £995,000 The total length of the line was 69 miles, with branches. The ruling gradient was I in 60 ; one in 40 was the worst they had. There was lin29 in the Bodmtn branch. He had also estimated the cost of laying down the line for atmospheric traction. Mr. Rows then proceeded to cross-examine the witness with respect to the gradients, for the purpose of showing that the sec tions were inaccurate. Sergeant KIN6LAKE objected to the course the Learned Counsel was pursuing, and held that the subject was not for the decision of that Committee, but tor the decision of the Standing Orders Corn- mittee. Mr. Rowe held that he was entitled to show, by the cross.ex amination of the witness, that the decision of the Board of Trade had been obtained by misrepresentation and false colouring. By these means they had rejected the Central and Great Western Junction as impracticable, and had reported in favour of the line before the Committee as being the only practicable one, whereas it was obtained, as he had said, by false sections and fraudulent mis representations. The CHAIRMAN said they had no power to inquire into the com pliance or non-compliance with the standing orders without the permission of the House. Mr. ROWE said he was satisfied with their decision, if the Com mittee would take the report of the Board of Trade at its real value. The Learned Counsel then examined the witness at great length, with respect to the gradients and the working of the line. His general evidence went to show that in portions of the line the gradients would be steep, whilst in other parts they would be mo derate, and that at some places they would remain level. At length the room was cleared, to consider whether the following question should be put to Captain Moorsom:—" Could a line be constructed with advantage to the public, and with a saving of four miles, without passing through the property of Lord Vivian and Mr. Thomns ?" On the admission of strangers, The CHAIRMAN said the Committee had come to the decision that :Mr. Rowe might put the question. Captain Moorsom replied—Certainly not, with advantage to the public. A line could be carried with a saving of four miles, but, practically speaking, it could not be constructed. It would not answer the object for which the present line was proposed. A line from Plymouth by Liskeard, Bodmin, and Truro, to Falmouth was all " moonshine," and impracticable, and would not offer the required railway accommodation to the inhabi tants. It would be longer too than the proposed line. The engi_ neertng difficulties would be on a par, and would be as expensive as those on that line. He had had the consent of the Admiralty to cross Penrhyn Creek, but the negotiations were then going on--it had not, however, he believed, been reduced to writing. He had been informed that a memorial had been presented from that town against their crossing that arm of the sea, but he had not seen it. The witness was under examination at the adjournment of the Committee. Group V. THE MANCHESTER, SHEFFIELD, AND MIDLAND JUNCTION RAILWAY. Ibis Committee, consisting of the O'Conor Don Chairman), Sir D. Norreys, f.tir John R. Reid, Mr. Davies, and Mr. Hope Johnstone, met this morning, in No. 9 room, when Mr. WEBSTER proceeded to call witnesses in favour of the line. Samuel Barlow, the collector of poor-rates in Sheffield, was called to prove that certain mines in the neighbourhood of that town had not continued working. Mr. JOBNSTOISE, for the opponents, admitted that the particular mines alluded to had not been worked for three years. William Marryat, malster, Attercliff, near Sheffield, spoke to the benefits which the intended line would confer on the two towns at the termini, and on the intermediate places. He added that no inconvenionce would be felt by the markets in the town of Sheffield, the property of the Duke of Norfolk. Mr. Bagshaw, magistrate of the West Riding of Yorkshire, as also of Derby, and Chairman of the West Riding sessions, was called to prove that the line would greatly benefit the persons living on the line, and that it met with their approbation gene ralalthou ly, gh He his had own presided at a public meeting i n i ts favour, and pecuniary interests would require him to op pose the line, yet on public grounds he supported it. Thomas Vickers, fanner, at Dronficid, approved of the viaduct, which would cross the markets of Sheffield, as the arches would protect not only the person, but the stock of the market from the inclemency of the weather. John Green proved . the size of the market-places in Sheffield, and that the viaduct passing over them would, in a very trifling degree, diminish the space now occupied. No dang er would accrueg to the buildings contiguous, for experience had proved, in the populous town of Manchester, that trains might run along the most important streets without causing any accident. A Parlia mentary Committee had also, the other day, sanctioned the forma tion of a viaduct through a considerable portion of the town of Newcastle-upon-Tyne. Mr. Gisborne, said that the extension coalfields on the line from Sheffield to Chesterfield would be opened up by the pro jected railway. Mr. Hulam, Mr. Webster, and Mr. Bradley, corroborated the traffic evidence previously produced. Mr. Charles Cope gave in tables of estimation, showing that the gross revenue per annum would be 33,4554 122, 4d., and deduct.. ing 21,5821. 14s. 2d. for working expenses, w( uld leave a net balance of 32,0721. 18s. 2d., or 8 per cent. on 400,000/., the cost of construction. Samuel Young, solicitor to the Provisional Committee, gave in ists of the shareholders, with the sums subscribed by them. The Committee then adjourned. Group F. The Committee met again this day at twelve o'clock, present the Right Hon. F. Shaw, chairman, Mr. Bramston, Mr. Drum mond, Mr. V. Stuart, and Mr. Lockhart. The Committee re sumed the adjourned case of the LONDON, WORCESTER, AND SOUTH STAFFORDSHIRE RAILWAY. Mr. Brunel's cross-examination resumed by Mr. Horn —All the iron-masters of South Staffordshire were im pressed with the necessity of a direct line to Oxford, and it was in accordance with that desire he altered the course of the line from the course it was at first intended to take, via Banbury. The distance from Worcester to Tring is 87?, miles, and the distance by the Great Western from Staffordshire to Oxford is 35 miles. This makes a difference of something more than 17 miles in favour of his line. If a line of railway were made from Cheltenham to Worcester, the distance to Oxford would be between 67 and 68 miles, which would be a distance of about 10 miles more than hit line. Considers that the two lines, the one now before the Com mittee, and the Cheltenham line just alluded to, would be re quired for the accommodation of the county, and if they should be constructed a change of gauge would be necessary There will be a double gauge On that part of the line from Wolverhampton to Abbotswood, and there would be the narrow gauge for the purpose of meeting the Birmingham and Gloucester and the grand commu nication, and also to meet the London and Birmingham. There would be a shift between the colliery and the main line, whatever the gauge might be. To bring mineral traffic down to Oxford a shift would be necessary. The Gloucester and Birmingham Dura tion line would be about four miles from his line. They propose a branch from Droitwich to the Birmingham and Glouces ter line, and the gradients on that branch are 1 in 85, and I in 104, and at a pit at the end 1 in 90. In that portion of the Tring line there is no gradient worse than lin 152. Several parts of the works will be common to both lines. The Great Western Company have commenced about 10 miles of the Gloucester and Bristol line. Minerals from the Merthyr and Cardiff line by train lines will be brought up to this line. Intended to join the narrow and broad gauge through out the Wolverhampton works to Abbottswood, being a distance of about 40 miles. This junction of gauge would be caused by having at those parts of the line where the course went, the narrow rail outside the broad gauge lime, and where that was not convenient, an additional rail would be introduced, the outside rail would be most convenient, but that would depend upon the circumstances of the traffic of the county. Between Dudley and Oxford the gra dients on this line were far more favourable than on Mr. Stephen son's line. At that part the London and Birmingham line would have great difficulties. From Rugby to Oxford they would have 3,500,000 cubic yards of excavation. Had not compared the cut tings on his line with those on the other side, but they were much less. All the traffic in that part of the county would be more con venient to his line, and the broad gauge carriages would favour the traffic most materially, from the larger loads they would carry. A train of 400 tons is a good train, and quite sufficient. A train of '2OO tons would be too small. On the Oxford, Worcester, and Wolver hampton line there would be no contact of gauges, the rails would be the same. There will be a changc of gauge at Rugby in the line before the Committee, and that is where the greatest change will take place. Competition would keep the charges of the com peting lines in check. On the London and Birmingham line even the sound of the Great Western project had effected more than any legislative enactment, for they had already reduced their rates for carriage of goods. The fares and freight on the London and Birmingham line are higher than on the Great Western line. The London and Birmingham has the advantage of the passenger traffic over the Great Western. The coal trucks would return empty after reaching their destination. This is the manner in which all coal trucks, and indeed mineral trucks gene rally were disposed of. It was not likely they would return with minerals from the very places they supplied with these articles. If there were any return traffic for them, so much the better; they could be the more profitably employed, but the loss on return trucks would not be of any consequence—the slight loss was compensated by the profits on the mineral traffic. The Birmingham and North Midland have the principal trade of the north. The Great Western Company might think it desirable to lay down the broad gauge at Abbotswood. They would require a space of sixteen feet six inches to pass that point with a broad gauge. The trade from Rugby would be so extensive that no one could make a safe calculation of the returns from that traffic. for it would all depend upon the accommodation afforded to the mineral traffic. The cost of transhipment would be less than one halfpenny a mile, count ing the expense of waggons and men for working them. It would be to the advantage of the company to bear the expense of the shifting, for it would give so much more accommodation to the traders that the trade on the line would materially increase. The London and Birmingham Company he considered could have no other object in making aline from Rugby to Oxford than the obstruction of the Great Western works. That was his opinion. The Great Western Company had not yet attained a maximum speed on their line. Cross-examined by ➢lr. Cooxx,—There could be no doubt of the practicability of the transhipment working well. The con trivance was simply a mechanical one. It is at work at the Paddington station, and there is no difficulty in its management. By Mr. HILDVARD—The contrivance is not altogether new. The trucks at work at Paddington were the commen coal trucks, which he had adapted to the improvement. By the CHAIRMAN—The rail% ay from Wolverhampton to Stour. bridge was principally for the local traffic, but it would also answer for the through traffic. Reexamined by Mr. Cocitavaiv—The maximum speed on the Great Western line will be much greater than it now is. The mail train starts from Bristol at half-past eight in the morning, and arrives at the Paddington station at half-past one in the day. The stoppages of that train were five, and the distance done in the time was 118} miles. The cost of the trucks on the Great Western line at present was considerably more than 35,000/. With regard to the cost of new trucks for transhipment it was no object, inasmuch as for a new trade they would require an additional number of trucks for the traffic. If side lines were necessary to the new scheme, they could be given with the greatest convenience. Mr. Edwards, examined by Mr. Cociormarr—ls collector of Customs at the port of Southampton. It is the largest mail.packet station in the kingdom. The Great Western system of a broad gauge is most favourable to traffic. The broad gauge on the Southampton line would be a great improvement. The traffic would be far better accommodated—the carriages would hold more, and that affected the transit. Mr. D. Gooch examined by Mr. COCKBURN—Is superintendent of the locomotive power on the Great Western line. Prefers the broad gauge to the narrow, for safety, speed, and power. The cost per mile in the transit would be less. The cost of an engine for the narrow gauge is 1,6001. and for the broad gauge it would be about 1,8001. The difference was occasioned by the greater power of the broad gauge engine. Had travelled on the Great Western broad gauge last Saturday in a train of 63 tons, at a rate of 65 miles an hour. At this stage of the inquiry the Committee adjourned to twelve o'clock to• morrow. Group FF. EDINBURGH DISTRICT. The Select Committee on this group re-assembled at the usual hour this morning, and proceeded with the evidence in support of the Bill for constructing the EDINBURGH AND NORTHERN RAILWAY. Mr. Cameron, a carrier of Edinburgh, who had been examined in chief on Tuesday, was cross-examined at some length this morning by Mr. Ayton, with a view of showing that the goods traffic over the route of the projected railway was not sufficiently extensive to justify its construction. The witness denied that the Glasgow and Greenock Railway was the worst paying line in the kingdom, but he admitted that a good deal of traffic was diverted from that line by the steamers. The journey from Dundee to Leith by water was only 21 miles, but going by way of Burnt Island, which was the route of the pm sent line, the distance was i 7 miles. A line from Glasgow to Perth he did not think would be objectionable, I,ecausc it would shorten the journey by 18 miles, and avoid a ferry. Mr. Sergeant BELLASIS informed the Committee that the Duke of Buccleuch and Mr. Gladstone, who are the present proprietors of Burnt Island Ferry, were quite ready and willing to bind them selves by agreement or otherwise to carry passengers across the ferry at such a rate as to accommodate the traffic of the railway. Mr. Thomas Anderson, a banker, of Newburg, and who had been brought up as a merchant, was well acquainted with the trade and commerce of that town. Of his own knowledge he could state that 1,800 tons of flax were annually imported into Newburgh. The cartage of this article cost from Ss. to 9s. per ton, and after it was spun the same expense would be incurred again, because it had to be sent back by the same conveyance that it came. The route those conveyances generally took was precisely the same as that of the proposed railway, and he had therefore no doubt whatever that this traffic would come on the line. Potatoes, starch, and lime, and other commodities were largely exported from Newburg, and it was his firm belief that they would all go by railway if there was one. Several other witnesses gave corroborative testimony, and the Committee adjourned till twelve o'clock to-morrow. Group L. GUILDFORD, CHICHESTER, AND PORTSMOUTH RAILWAY. The Committee resumed their inquiry upon this railway to.day at one o'clock, Mr. E. B. Denison in the chair, when Mr. Locke, the engineer, was called, who stated that it was in tended to lay down one line of rails, but with provision for a double line, if it should be found necessary. The course of the line has been already described, and Mr. Locke stated to day that the capital was 1,000,0001., and the cost was intended to be divided according to the estimates, of 175,5331. for earthworks, 221,2461. for bricklayers' work and tunnelling, 259,6031, for the permanent way, 50,0001. for stations, 114,0001, for land, and 179,6161. for contingencies and reserve fund. He calculated the receipts et 93,6661., of which 38,696/. would be allowed for es expenses after the usual allowance of 40 per cent The principal tunnels were 1,045 yards, 200 yards, and 1,670 yards respectively. The line would be 76 miles in length to London, and the time occupied in the transit two hours, each journey, by the quick trains. The gradients were stated as we gave them on the first day of the inquiry. The line approached close to Chichester, and its terminus was to be at Portsea. To the cross-exarninination of Mr. WADDINGTON, Mr. Locke state that there were would be two turnpike roads to be crossed and twenty-one public roads. There was a deviation below Chi. chester, near Cannon House, the property of Mr. Vernon Har court, which would cost about 36,1323. additional, in which there would be two tunnels, one of 371 yards long and another of 9.2. P ., yards. The original line was a cheaper one, but the gradients ',sere not so favourable. To the inquiry of Mr. MILNEs, Mr. Locke said that h., believed the public would be batter served by this expenditAire than by giving the money to the proprietors. To the resumed examination of Mr. Wann,,,,„, Mr. Locke stated that the deviation had been surve•jed more than three months ago, but whether before or after tF , O report of the Board of Trade was made or not he could not I The deviation was not more than from one and three-qu As t ers to two miles from the original line, and the deviation '„o the contiguous land was within the 101) yards allowed by the Railway Consolidation Clauses Act. To the inquiry of Mr. OSWALD, Mr. Locke stated that the in creased expense of the deviation was still within the original esti mate. The surplus fw.gl allowed for the contingencies was 179,000/. and after deductii,g this 36,0001. for the deviation there would still be 143,484/. as remainder fund. The purchase money of the Guildford line, was to be 70,0001. or 75,0001., leaving upwards of 60,000/. for contingencies. This was the only deviation that he recollected either with the Duke of Richmond or any one else, for there was no other deviation than that allowed by the Railway Clauses Consolidation Act. The estimate of the tunnelling per yard was from 34/. to 501. the driving being principally through chalk. lie expected the whole of the railway would be completed in the course of two years. There was a tunnel through the clay of Triple Crouch of 400 yards long which would cost about 501. per yard. In the cr oss - examination of Mr. Flood, Mr. LOCIiE stated that he had not quite determined where the stations should be, but he had no doubt that the Company would make stations wherever the public convenience might require them. There were 10,0001. allowed in the contigencies for land for this purpose, and with respect to the station at Godalming, he thought that the wishes of the inhabitants would be the best means of as certaining the position of the station ; but at present a place near the church would, in his judgment, be the best. The weight of an engine calculated to surmount the gradients would be about 15 or 16 tons, and with its tender 21 or 22 tons, with a power of from 2,500 to 2,8001b5. An engine of this power would draw over those gradients a train of 10 carriages with a burden of 60 to 80 tons. at a speed of neatly 40 miles an hour, 'Filo usu..lspecil would be about 30 miles an hour. and there wuulii el ;u! eight trains in a day. 'lbis calculation was based on the suppo tion that there would be a passenger bas trafficiud thin infromto Fez. ham and Brighton, and he b 4 mate of expenses, providing for a locomotive station at Woking and perhaps a small one at Portsmouth. The weight of the rails for which he had made his estimate was 751bs. a yard, precisely the same weight as those on the Southampton line—the engines being the same weight, and the gradients on this line being steeper, but shorter. The worst gradient on the South-Western line was I in 260, which extended only 18t miles. The estimated cost of the rails was 11/, per ton. The price of ballast would be about Is. 9d. a yard. The aggregate amount of earthwork was about 3,700,000 cubic yards; but he could not tell which was the greatest amount, cutting or embankment. To the cross-examination by Mr. O'MALLEY, who appeared for several land proprietors on the line, Mr. Locke stated that the route ran by the verge of Westbrooke Park, and within the en. trance lodge. Near the house there were a leather.mill and a paper-mill, but the goods from these establishments would net be injured in bleaching by smut from the engine as it passed, as there was no smoke, and the only deposit was from the coke in the tire when the blast was too strong for combustion. But this deposit was invisible, and not likely to injure anything. Westbrooke House was a handsome mansion, commanding extensive views over a fine country, but he thought that the injury was only a matter of compensation, and not like Mr. Harcourt's, as though the pro party would be injured it would not be destroyed. With respect to the compensation allowed by juries, he had known many in stances where large sums had been allowed for injury to properties, which, in his opinion, had suffered no deterioration at all by the construction of railways in their neighbourhood. To the re-examination of Mr. GURNEY, who referred to a pre. vious question of Mr. O'Malley, who had endeavoured to make the witness show that the Fire-offices refused to insure houses and other premises immediately contiguous to railways, Mr. Locke stated that all the stations along the South. Western line were in sured. The line would have been deemed impracticable on ac count of the gradients, but the increase of the diameter of the cylinder of late years had obtained additional power, and had enabled engineers to surpass gradients which a few years ago they could not overcome. The line, therefore, was an eligible one. Facilities, moreover, were possessed by the South- Western Company, which would enable them to provide the plant of engines and carriages with much more economy than a new company could possibly provide them. The cost of locomotive power has been reduced from 2s. 6d. a mile to 10d., and in some instances to 9d. On the South-Western line it was formerly 2s. 4d., and now it averaged l Id, per mile. The rough estimate of the work was 50 miles, at 20,000 d. a mile. To the inquiries of Mr. M. MitNes, Mr. Locke stated that the line between Chichester and Portsmouth was the easiest portion of the line, and he thought that the line from Guildford to Chichester would be very expensive to make, and, without the addition of the traffic from Portsmouth, the line would not, in his opinion, pay. The whole distance of the line between the termini at Hungerford. bridge and at Portsea would be a trifle short of 76 miles, of which 50 miles would be new works. The distance from Hungerford.bridge to the Nine Elms station was two miles eight and a half chains; from thence to Woking, twenty-two miles two feet six chains; thence to Guildford, five miles six feet five chains ; thence to Chi chester, thirty miles six feet ; to Corsham from the Fareham Junc tion, eleven miles seven feet six chains, and thence to Portsmouth, three miles one foot, making a total of seventy-five miles seven feet nine and a half chains. The quick trains to Southampton were now passed in two hours at a speedof forty miles an hour. He did not anticipate any decrease of speed in surmounting the gradients on the Guildford line, and he was satisfied that some of the carriages now possessed by the South-Western Company could, with a slight modification of the wheels and length of stroke, overcome all the gradients without any decrease in speed. • To the inquiries of Lord CLIVE, Mr. Locke stated that the ground on which Westbrooke mansion stood was about fifty feet higher than that on which the lodge stood ; and :he railway, there. fore, though it would in some degree impair it, would not materi ally injure the view from the house. To the inquiries of the Cuatintari and Mr. OSWALD, Mr. Locke replied that he believed that the number of carriages attached to tha quick trains was four, and the same engine which took the heavy train to Woking could, without any decrease of speed, take the reduced train on to Chichester and Portsmouth. He had de vised the statio❑ at Chichester, which was intended to be about half a mile from the cathedral, so as to allow one train at a future period to fork off to Brighton, and the other to Portsmouth and Fareham. The Committee then adjourned till twelve o'clock to-morrow. Group B. RIPON AND HARROGATE LINE. The Committee resumed at the usual hour, Mr. Patrick Max well Stewart, in the chair. Mr. DENIsoN, as counsel for the promoters of the Ripon and Harrogate line, announced that he would now withdraw it alto. gether from the Committee . Mr. BAINES, counsel for the Leeds and Thirsk line, wished it to be undesotood that there had been no collusion, nor bargain of any kind whatever, between the promoters of the Leeds and Think and the Ripon and Harrogate lines, in order to induce the latter to withdraw. The line he represented was proceetled with en tirely upon its own merits. Mr. HILDYARD, on behalf of the Church Fenton and Harro.. gate line, said he would offer no opposition to the Leeds and Thirsk line. The CHAIRMAN asked if the proposition made by the promoters of the Leeds and Thirsk line, of removing the line fifty yards further from Kirkatall Abbey, had been acceded to by Lord Cardigan ? Sir Walter Riddell replied in the negative. He would leave the matter entirely in the hands of the Committee. Mr. BAINES said the promoters of the Leeds and Thirsk line had done everything in their power, both by altering the line and offering money, to satisfy Lord Cardigan, but unsuccessfully. The room was then cleared, that the Committee might decide upon the preamble. Upon re-entering the room The CHAIRMAN declared that the Committee had negatived the preamble of the Ripon and Harrogate line, and found the preamble of the Leeds and Thirsk line proved. They had likewise found the preamble ofthe Church Fenton and Harrogate lineproved. The Committee then went through the clauses of the Church Fenton and Harrogate line. The Committee next went through the clauses of the Leeds and Thirsk line, and discharged some formal business. It may be remarked that all opposition to the Leeds and Thirsk and to the Church Fenton and Harrogate lines had been with. drawn, with the exception of the Earl of Cardigan's, which must be now confined to the clauses. The length of the line and branches is about 45 miles, passing through Harrrogate, Ripley, and Ripon, to Thirsk, generally a populous district, and touching upon numerous lead and iron mines, as well as upon numerous excellent limestone beds. The estimated capital is 890,0001.. and the usual amount et de posits have been paid in. It was feared that the tunnel at Bramhope would cut off the supply of water to this village, but a guarantee was given that the inhabitants should suffer no inconvenience; if any water should be una►oidably cut off; other of an equally good kind would be supplied. The works on the line are unusually expensive, there being about a mile and three.quarters of heavy tunnelling, and four or five viaducts. The promoters are, however, very sanguine as to the success of the scheme, and produced abundant evidence to show that the im portant towns of Leeds, Bradford, Ripon, Knaresborough, and Harrogate would be much benefited by it, by the increased faci. lily of obtaining coal 'and other mining produce, by the increased commerce they would occasion, and by the ready transit the lines will afford to agricultural produce. Mr. BAINES prcposed additional clauses to the Leeds and Thirsk line, referring to the navigation between Boroughbridge and Ripon, and enabling the canal proprietors to sell the canal to the proprie tors of the railway, and the latter to buy and distribute it among the proprietors. Mr. WHATELET said he appeared on behalf of the proprietors of the Aire and Calder Canal, who made a thousand a year by the traf f ic which came into that canal through the Ure. They were attempting to cut off one of the sources of their profit. There was no notice in the Bill referring to this proposed amalgamation. Mr. BAINES said petitions had been presented to the House, praying for these supplemental clauses, and they had been referred to the Committee, which had a perfect right to adopt them if they thought proper. Several navigations interfered between the Aire and Calder Canal and the Ripon and Boroughbridge Canal. Mr. WEATELEY said that distance had nothing to do with the matter, and that though one canal might be 50 miles distant from the other, still if, the purchase of the latter interfered with the navigation of the former, they could be no more justified in interfering with it than in diverting the course of a stream several miles from a mill, which stream supplied that mill with water. Mr. BAINES, on the other hand, contended that if such a prin ciple were allowed, it would prevent any amalgamation whatever. He protested against his Learned Friend being heard at all by the Committee. He had no locus standi, and had given no notice whatever of his opposition. The CHAIRMA;Isaid this opposition had certainly come upon the Committee by surprise, and they should take time to consider whether or no they were justified in entertaining it. After some deliberation, The CHAIRMAN inquired whether, if the sale and purchase were made, the Company would engage to keep up the canal at the pre sent rate. Mr. BAINES said he had no objection to introduce a clause to that effect. Mr. WHITELEY said, if there were any dispute about the amount of tolls, it would be very desirable to refer it to the Board of Trade. Mr. BAINES said the maximum was fixed, and they could not go beyond it. The Railway Company would, in case of purchase, suc ceed to the rights as well as to the liabilities of the canal. The CHAIRMAN said he would take care that clauses were in. sorted in the Bill so as to protect the public by keeping the canal in a fair state for traffic. Mr. WHATELEY said that was just what he wished. He feared that unless some such provisions were made, the railway would engross all the traffic, and tend to drain off the traffic from the canal to the railroad. It was finally agreed that clauses should be introduced, providing that the canal be kept in a proper state of repair, and that the tolls should not exceed a certain maximum. Mr. WAIMIURST again urged the ne;essity of making pro vision for a supply of water to Bramtv, p , "flae CIUIRMA.N decided upon edopting the same :.causes in thi s Bill with reference to Bramhop.e, as had been adr,pted by the Leeds Waterworks Company. LEEDS ANT,I \VEST JI-rfiCTION LINE. The Committee I,„,‘lng completr.d the Leeds and Thirsk line, and the Church F clause in t.hes% - eeAbn and Harrogate line, and revised all the tills, proceeded to make some alterations in the Leeds it ed and et.'est Junction m 'Railway Bill, which had keen re-corn. oathe previous ni g h t. . -r. .ne alterations m a d e h ad reference to tolls, and some minor t matters of form. STANDING ORDERS COMMITTEE. This Committee met to-day between one and two o'clock. The Committee decided that in the case of the Birkenhead, Man. chester, and Cheshire Junction Railway, the standing orders ought not to be dispensed with. In the case of the Sunderland and Bishops Auckland Railway, the standing orders ought not to be dispensed with. LAW INTELLIGENCE coU.R7 OF Q VEEN'S BENCH, Mori 29. Tlf R QUEEN V. GREGORY. At the sitting of the Court this morning, Mr. Sergeant TALFOURD, on behalf of the Duke of Brunswick, prayed the judgment of the Court on Barnard Gregory, whom, it will be recollected, was brought up on the day previous to his dis. charge from Newgate to receive sentence on that occasion. Mr. Platt (now Mr. Baron Platt) opposed the motion, on the ground that the conviction was bad. The point come subsequently to be argued, and the Court took time to consider. The Learned Ser. geant now applied for judgment. Lord DENMAN said that the Court had made arrangements which would prevent it complying with the request ; it could not by any means come on to-day, nor could the Court at present fix any period. The Duke of Brunswick was in Court. A RAILWAY TRAIN ON FIRE.—On Monday even ing last, the seven P.M. train from Birmingham to Derby was set ou fire when about five miles from the latter place, in consequence of a number of sparks flying from the engine upon the carriages. One of the latter, containing about a score of pigs intended for the Derby market, was speedily in flames, and the unlucky porkers, most of which exceeded eighteen atone in weight, were placed in Imminent danger of being roasted alive. The guard instantly ordered the train to be stopped, and a supply of water being afforded by a brook which was fortunately near, the flre was at length ex tinguished, but not until all the pigs were dreadfully burnt. Two of them were killed on the spot, and the rest were forwarded to their owner, Mr. Brewitt, of Nottingham, who ordered them to Illt s a . n u tl a y r k ri i s l o le n d : thin poor animals being already half dead. hock H. ,, emoNn:4)::.---IVe understand the proprie t:tiru:ueniet,smunTyttLaZtotobleoygii.caolinzat;agnitues t t h .a e s ix. secured en s age t na h the services of Monday da the the performers on this singular and tuneful in !lntl THE LATE DREADFUL FIRE AT RAGGETT'S HOTEL. INQUEST ON THE BODIES OF THE SUFFERERS. At five on Tuesday evening Mr. Bedford, the Coroner for the city of Westminster, and a jury of thirteen householders of St. George's, Hanover-square, assembled at the Rising Sun, Charles. street, Grosvenor-square, to investigate the circumstances con nected with the death of the four unfortunate persons whose bodies have been discovered, and who lost their lives at the dreadful fire at Raggett's Hotel, Dover-street, Piccadilly, on the night of Mon. day last. _ The jury were impannelled on the bodies of Mr. William Raggett, aged 62, Miss Anne Raggett, aged 37, Ann Jones, aged 28, and the body of a female unknown (supposed to be that of Mrs. Round). Lord Huntingdon and several other members of the aristocracy were present during the proceedings, which excited an intense and painful degree of interest. The bodies lay in shells in the dead house in the rear of St. George's Workhouse, Mount-street, and on being viewed by the jury presented a shocking spectacle. That of Mr. Raggett, sen., and the body supposed to be that of Mrs. Round, were literally burnt to cinders, whilst that of Lord Hunt. ingston's nurse, Mrs. Jones, and Miss Raggett, were very much mutilated. Miss Elizabeth King was the first witness called, and appeared much affected whilst giving her evidence. Her left hand was Mond up in silk, and she had evidently been greatly burned about the face. She said I reside at No. 2, Ratcliffe.parade, Bristol. Shortly after twelve o'clock on Monday evening last I was staying at Raggett's Hotel, with my brother and sister• in-law. We had a drawing.room and two bed-rooms. My sister had just left me to retire for the night, and I went to my bed-room to obtain a little water to make some liquorice tea. I procured the water, and re turned to the drawing-room, where I placed the water on the fire. In about two or three minutes I Nord a cracking noise, and I went to the drawinwroom door to see what it was, and I then saw the flames issuing from my bed-room door and over the door. I called " Fire, fire 2" as loud as 1 was able, and one of the waiters, a man, came up the stairs and shouted fire also. My brother and sister then came up to the room. I ran into the bed.room to get a Wan. ket to throw on the fire. I found I could not, and I got much burned. I ran back to the drawing-room, and my brother and sister broke the window, and called out " fire," and " police." I persuaded them to come down the staircase, which the fire had not then reached. They had only their night clothes on, and were afraid to go, bat I ran to the staircase to show them it was safe. I thought there was plenty of time to get down the staircase, but when I descended a step or two, the flames caught me and burnt me in several places. Two men, I believe, rushed upstairs past me at that time. When I got down I begged the people to bring ladders to save my brother and sister, who were at the window. By the CORONER—There was no fire in the bod-room. I took a candle with me when I went in there, and brought it back again. I was caught hold of by two sor three men, and carried down stairs. I cannot exactly say the *tube of th e fi re , b ut h av i ng b een i n t h e room so recently, and knowing there was no fire or candle there, I feared that it had been caused by my candle. My candle had no guard before it. To reach my bed-room I had to pass through a narrow passage, and the bed.room was very small. I had no reason for believing that any one had entered my bed.eoom. There were some loafer matches in the drawer of the washing stand. I had not used any of them at that time. The bed curtains were of dimity, and a spark from the candle might have ignited them, but I cannot say it did so. I cannot say in what part of the room the flames commenced. They must have burst through the door, or the door was open when I heard the cracking noise. By the jury—There is no circumstance which leads me to believe that a spark from my candle ignited the bed curtains. Frances Henry Earl of Huntingdon examined—l am residing at pressed at No. 13. Hi&street. On Monday night last I and my family were staying at Ragmen's Hotel. I had been on Mon day night to the French plays, and returned to the hotel, I think, about halEpast twelve o'clock. I went to the drawing-room, and just put my hat on the table, and was taking a chamber light to go into my bedroom, when I heard cries of fire. Lady Hunt ingdon and her mother, Mrs. Power, had just preceded me, and was wishing Mrs. Power good night at the time. I think I can swear it was young Mr. Raggett's voice I heard cry " fire," and " oh, my mother 1" I then ran first up stairs to my child's room, and shook Mrs. Jones, the nurse, who was asleep. saying, " Jones, Jones, the house is on fire! give me the child." She said, " Wait, my Lord, till I dress him ; the cold will be the death of him." 1 snatched the child from her and shook her again by the shoulder, exclaiming " Good God! woman, the house is in flames. Follow me." I then rushed with him down stairs, the whole of which were on fire. My eye-brows and the child's hair were singed off. 1 rushed into the street, and into Batt's Hotel, who kindly threw their doors open to every one. I then found Lady Huntingdon and her mother in the street. My apartments were the opposite drawing.rooms to Mr. and Mrs. King's. After my wife was in safety, I went back to see for Janes, and then saw the fire escape being put up, but it was being done in a very bungling manner. The room where my son and Jones were was exactly over Mies King's bed-room, and wh4p I tried to come out with any son the flames had reached its deem, By the Foreman-1 will not undertake to my there was neglect on the part of those who had charge of the fire-escape, but there appeared to be some difficulty in their getting it close enough to the house. The men appeared to be sober who had charge of the escape. Evidence resumed—About three o'clock a poltpeman informed me that a body of a female had been found in the rear of the hotel, and I went to see it. I have seen the same body at the workhouse, and I believe it to be that of Ann Jones, from her having red hair, and being a married woman, and having a ring co her finger. By the jury—l never saw a body of firemen and police do their duty on any occasion so effectively in any country in the world. Everything was done to save life and property. I have no idea from what part the dames first came. Where Ann Jones•s body was found was immediately under the window of the room in which I had let her on the second floor. It is my opinion she threw herself from the window, and was crushed by the fall rather than killed by the fire. Mr. Frederick William Raggett examined—l am the son of the deceased Mr. William Raggett, late proprietor of Raggett's Hotel, in Dover-street. I acted as head-waiter and manager of the hotel for my father. I was at home when the fire broke out. My father and sister retired to rest at eleven o'clock, and I was sitting up with the head waiter and cook for the Earl of Hunting_ don and Mrs. Round, who had gone to the French plays; the latter lady having ordered a roast fowl for supper at half-pmt twelve o'clock. Mrs. Round occupied a sitting-room and two OM-rooms on ale second door, which ape all connected with one another by doors. Mrs. Round and her daughter arrived home at twelve o'clock, and I took up the urn for making tea, and the fowl. She then ordered some dry toast, and asked to have the things left up there to save us trouble. On my return down stairs I saw flames rulatrig out of Miss King's bed-room, on the drawing.room geor, aid heard the cry of "Fire." I instantly rushed to my mother's bed room, she having been bed-ridden through a broken leg fo4 three weeks. My mother slept on the second floor, and my brother fol lowed me and assisted her down the stairs, but the flames were se overpowering that we both fell with her. I was assisted then by some men, and we carried my mother to Batt's Hotel. I then re turned to see after the safety of my brother. I must here remark that when I saw the flames I called out "Fire, fire," loud enough to disturb every one in the house. On my going back to look for my brother, I found him on the ladder, bringing Miss Round down the escape. He went up again and brought down Miss Round's servant. My brother appeared mad, as he said he could find neither his father nor his sister. Had the fire-escape been there in proper time, and the conductor not been drunk, it would have been properly placed, and I believe every soul might have been saved. Mr. Raggett here said, that although the house was insured !Or 2,0001., every vestige of property belonging to his father was de stroyed. The candles used were all patent candles, and a spark falling from them would not have ignited. Miss King's bed cur tains were of quilted dimity. He was of opinion, therefore, that the candle must, whilst Miss King was passing the bed, have come in contact with the curtains unknow n to h er. By the jury—lt is my firm belief that the two bodies in much burned are those of my father and Mrs. Round, as they were seen together by Miss King, my father endeavouring .to save her, oil the staircase. There was a trap-door by which p erson . S O u ld esca p e to the roof. The housemaid, Mrs. Barnes, alt in a front room on the second floor, and, as I understantk these bodies were found in the back part of the premises, I should say that the female body is that of Mrs. Round. The COROVER, at this stage of proceedings, remarked, that as there appeared to be co , ...st derahle doubt as to the identity of the fourth body. ‘° ether it was th at of the unfortunate lady, Mrs. Round, or 7,fra. Barnes, the housemaid, perhaps it would be ourn the inquiry in ord er to set that ma,ts . er at rest. ons who appeared to he . interegjd fn the Fire p E r s o c Sp a ce i v Y ro So fila' c ' Pj ie er t; here wished to tender evidence as to their effi ciency on the occasion, but the Coroner said it was irrelevant to the inquiry. A discussion then ensued amongst the jury as to taking further evidence, when, in answer to the Coroner, Mr. Inspector A.ggs stated that the hotel was being now shored up, and there was every probability of the other bode being dis covered, if they were in the ruins, in the Aurae of that day. The inquiry was then adjourned till this day. The Paris papers announce the sudden death of Count Merilhou by apoplexy. He had, since the revolution of July, filled the offices of Minister of Public Instruction and Keeper of the Seals. LAsavERTHEstENT.j—To the Ladies.--It is uni versally acknowledged by every one of taste that how ever beautiful a woman may be, if her hair is deficient either in quantity, quality, or colour, one of her greatest charms is wanting. A complete remedy for all this is to be found by visiting the establishment of Ross and Sons, And choosing either head-dresses that surpass na ture herself, fronts, bands, or ringlets that assist her, or , splenslid plaits that, encircling the thin hair, give it all ttie appearance of a luxuriant growth. The partings are so admirably contrived that the nearest inspection is confounded ; the transparency of the web, admitting the skin of the head to be seen through, they may be de scribed as being as light as a feather.—Address Ross and Sons, 119 and 120, Bishopsgate-street, London, who have lately invented the Depinquitory for cleansing the skin, parting of fronts, &c. The Decay of Teeth arises from various causes ; but, principally, it may be attributed to early neglect, ill health, or the use of tooth powders containing mineral and other deleterious acids, which give a momentary whiteness to the teeth, while they corrode the enamel ! —The extreme prevalence of this cause is too well known to need comment. To this fact, indeed, is prin cipally to be attributed the long botanical research, which happily terminated by the most felicitous discovery ever given toE the world for the Preservation of the Teeth, Gums, and Breath, viz.—Rowland's Odonto, or Pearl Dentifrice : this Powder now occupies a distin guished place at the Toilets of the Sovereigns and the Nobility throughout Europe, while the general demand for it at once announces the favour in which it is uni versally held. Newly-invented Spectacles, Telescopes, Opera Glasses, Microscopes, &c. The artificial aid afforded to the sight by Lenses, is one of the most valuable gifts de rived from science, and it is indeed of vital importance that the adoption of Spectacles to imperfect vision should be regulated on proper principles. Messrs. S. and B. Solomons, 39, Albemarle-street, Piccadilly, directly op posite the York Hotel, having devoted their whole lives to this branch of science, and their long extensive prac tice, have enabled them to invent Spectacle Lenses upon a new construction, which have gained universal approba tion. Immediately they are placed before imperfect onion, that mist and dullness which appear before the eyes is at once removed, every object becomes c:ear and distinct, so that the most aged, imperfect sight becomes bright and brilliant, and is brought to its youthful, natural and original state. Achromatic Tele scopes, Opera Glasses, Microscopes, &c. &c., of the same kind of Lenses to surpass any ever invented. Their Invisible Voice Conductor Sound Magnifiers, for deaf persons, is not the least perceptible nor more uncomfort able than having a piece of wool in its place ; they give immediate relief to old standing extreme cases of deaf ness. Those valuable inventions have gained the un qualified approbation of above 400 of the principal mem bers of the medical profession. Caution.—Messrs. S. and B. Solomons, opticians, are net iu any way connected with a person of the same name in their immediate ueiahl)ourhood. nor in any ps.rt of the country. To prevent mistakes be cautious, and observe, only to be had at 39, Albemarle -street, Piccadilly, oppoita the York BANK RETURNS. (From the London Gazette of Tuesday.) An Account, pursuant to the Act seventh and eighth Victoria, cap. 32, of the Average Amount of Bank Notes, of the several Banks of Issue in England and Wales, in Circulation during the Week ending Satur day, the 17th day of May, 1845 : Average PRIVATE BANKS. Amount. Abingdon Bank, Abingdon—Knapp and Co £27,701 Andover Bank, Andover—Heath and Co 17,501 Ashford Bank, Ashford—Jemmitt and Pomfret 10,143 Aylshara Bank, Avlaham—R. and E. Copernan 5,511 Aylesbury Old Bank, Aylesbury—Rickford and Hunt 38,985 Baldock Bank and Baldock and Biggleswade Bank, - tlaldock—Wells, Hogg, and Lindsell... 34,599 Barititar.le Bank, Barnstaple—Drake and Co 15,872 Basingstoke and Odiham Bank, Basingstoke— (Joie' Seymour, and Co. Beatorrl Bank, Bedford—T. Barnard Bedford and Bedfordshire Bank, Bedford— • Trapp, Halfhcad, and Co. Bowdley Bank, Bewdley—Nichols, Baker, and (;rane Bicqster and Oxfordshire Bank and Oxford Bank, Bicester—Tubb,Wootten, and Co. 28,395 Birmingham Bank, Birmingham—Attwoods, Spooner, and Co 23,336 Birmingham and Warwickshire Bank, Birming ham - Lewis, Moilliett, and Co 14,306 Blandtnrd Bank, Blandford—Bastard and Oak Bo6ton Sank, Boston—Garfit and Co 77,770 Boston Bank, Boston—Gee and Co 16,303 Bridgwater Bank, Bridgwater—E. &J. Sealey 9,097 Bristol Bank. Bristol—Miles, Hanford, and Co. 41,704 Broscle‘, , and Bridgnorth, and Bridgnorth and 13roFe1ey Bank, Broseley—Messrs. Pritchard 24,133 Buekingham Bank, Buckingham—Bartlett, Parrett, and Co. Bury a: - .d Suffolk Bank, Sudbury Bank, Market Bank, Bury—Oakes, Bevan, and Co . . 75,986 Bantnry Bank, Banbury—Gillett and Tawney. 35,965 Banbury Obi Bank, Banbury—Messrs. Cobb... 47,352 Bath City Bank, Bath—Molter and Son Bedfordshire Leighton Buzzard Bank, Leighton Buzzard—Bassett and Grant 35.,666 Birmingham Bank, Birmingham—Taylor and Lloyds Bradford Old Bank, Bradford, Yorkshire—H and A. Harris Brecon Old Bank, Brecon—Wilkins and Co 68,166 Bridport Bank, Bridport—S. and W. E. Gundry 24,463 Brighton Union Bank, Brighton—Hall, West, and Borrer Burlington and Driffield Bank, Burlington— Harding., Smith, and Co 11,918 Bury St. Edmunds Bank, Bury St. Edmunds— .l. Woriledge and Co. Broinsgrove Bank and Stourbridge and Broms grove B silk, Brom sgrove—Rufford, Briggs, and Co. " 17,378 Cambridge Bank, Cambridge—Mortlock and Sons Cambridge and Cambridgeshire Bank, Cam bridge—Messrs. Exsters Canterbury Bank, Canterbury—Hammond and Co • 29,531 Carmarthen Bank, Carmarthen—Morris and Sons Chertsey Bank, Chertsey—Messrs. La Coste Colchester Bank, Colchester—Rouud, Green, and Co. Colchester and Essex Bank, Witham and Essex Bank, and Hadleigh Bank, Suffolk, Colchester —Mills, Bawtree, and Co Cornish Bank, Truro-----Tweedy and Co, - 42,160 Coventry Bank, Coventry—Little and Wood coirk City Bank, Exeter—Milford and Co • 21,588 Craven Bank, Settle—Birkbecks and Co. Christchurch Bank, Christchurch—Tice, Welsh, and Co 2,357 Cardiff Bank, Cardiff—Towgood and Co 6,795 Chepstow Old Bank, Chepstow Bank, Mon mouth Old Bank, Monmouth Bank, Brecon Bank, and Ross and Herefordshire Bank, Chepstow—Bromage, Snead, and Co. Derby Bank, Derby—Messrs. Evans Derby Bank, Derby--Smith and Co. Derby Old Bank and Scarsdale and High Peak Bank, Derby—Crompton, Newton, and Co 25,352 Devizes and Wiltshire Bank, Devizes—Hughes, Locke, and Co 18,085 hiss Bank, Diss—Oakes, Fincham, and Co 10,501 Doncaster Bank, Doncaster—Leatham, Tew, and Co. 12,643 Doncaster Bank and Retfurd Bank, Doncaster— Cook and Co. Dover Union Bank, Dover-Latham, and Co 9,065 Darlington Bank, Durham Bank, and Stockton on-Tees Bank, Darlington-Backhouse, and Co 85,064 Devonport Bank, Devonport-Hodge and Nor man Dorchester Old Bank and Dorsetshire Bank, Dorchester-Williams and Co. East Cornwall Bank, Liskeard-Robins, Foster, and Co. 100,708 East Riding Bank, Beverley-Bower, Hutton, and Co. Essex Bank and Bishops Stortford Bank, Chelmsford-Sparrow, Watford. and Co 48,295 Exeter Bank, Exeter-Sanders and Co 35,169 Fakenham Bank, Fakenham-Gurneys, Birk beck, and Co. Farringdon Bank and Bank of Wantage, Far ringdon-Barnes and Medley 7,360 Farnham Bank, Farnham-Messrs. Knight 14,473 Faversham Bank, Faversham-Hilton and Co. 6,157 Godalming Bank, Godalming-Mellersh and King 6,245 Grantham Bank, Grantham-Kewney and King 18,305 Guildford Bank, Guildford-Messrs. Haydon... 14,993 Grantham Bank, Grantham-Hardy and C 0.... 29,766 Hastings Old Bank, Hastings-Smith, hider, and Co. 32,741 Hereford City and County Bank, Hereford- Matthews and Co. Hertfordshire Bank and Ware Bank, Ware s. Adams and Co. Hull Bank and Kingston-upon-Hull Bank, Hull -Smith, Brothers, and Co. Huntingdon Town and County Bank, Hunting don-Rust and Veasey Harwich Bank, Harwich-Cox, Cobbold, and Co 4,799 Hemel Hempstead Bank, Hemel Hempstead- Smith, and IVhittingstall 23,200 Honiton Bank, Honiton-Flood and Co. 1 5 ,254 Hertfordshire, Hitchen Bank, Hitchen-Sharples and Co. 37,234 Hereford, Ross, and Archenfleld Bank, and Ross and If_rehenfield Bank, Hereford-Morgan and Hoskins 26 , 077 Ipswich Bank, Ipswich-Bacon and Cu. Ipswich and N( edham Market Bank, Suffolk, Iladleigh Bank, Manningtree and Mist: , y Batik, and Woodbridge Bank, Ipswich- A lexa , ders and Co. Kentish Bank, Maidstone-Mercer, Randal!, and Mercer Kington and Radnorshire Bank, Kington-J Davies and Co 24,949 Knighton Bank, Knighton-J. Davies and Co 8,729 Knaresborough Old Bank and Ripon Old Bank, Kuace4)orough-Terry and Co 21,834 Kendal Bank, Kendal-Waketield, Crewdson, and Co. Kettering Bank, Kettering-Clutch and Sons 8,518 Latupeterßank,Lampeter-Jones,Evans, andC o 7,650 Lane Enid Staffordshire Bank, Lane End-C. llarv. - ..y and Son Leeds Bank, Leeds-Beckett and Co Leads Union Bank, Leeds-W.Williams, Brown, and C). 38,135 Leek and Staffordshire Bank, and Leek and Congleton Bank,Leek-Fowler,Gaunt, and Co. 3,817 Leicester Bank, Leicester-Pagets and Kirby 30,377 Lewes Old Bank, Lewes-Molineux and Co 39,591 Lichfield Bank, Lichfield-Palmer and Green 21,005 Lineoin Bank, Lincoln-smith and Co 92,821 Lls.ndovery Bank and Llandilo Bank, Llando very-David Jones and Co. Loughborough Bank, Loughborough-Middle tons and Cradock Lymington Bank, Lymington-C. and S. St Barbe Lynn Regis and Lincolnshire Bank, Lynn Regis -Gurneys and Co. 40,877 Lynn Regis and Norfolk Bank, Lynn Regis- Massey and Co. Macclesfield Bank, Macclesfield-Brocklehurst and Co. 12,532 Manningtree Bank, Manningtree-Nunn and Co. 6,565 Marlborough Bank, Marlborough and Wilts Old Bank, Marlborough Old Bank, Marl borough Old Bank and Hungerford Bank, and II ungerford Bank, Marlborough-Tanner and Pinckney 16,535 Marlborough and North Wiltshire New Bank, Marlborough-Ward, Merriman, and Hillier 11,140 Merionethshire Bank, Dolgelly-Jones and Williams Miners' Bank, Truro-Willyums and Co 16,911 Monmouthshire Agricultural and Commercial Bank, Abergaveliny—Baileys and Co 28,257 Monmouth Old Bank, Monmouth Bank, Brecon Bank, Chepstow Bank, Chepstow Old Bank, and Ross and Herefordshire Bank, Monmouth —Bromage and Snead 16,616 Monmouthshire Newport Old Bank, Newport —W. Williams and Sons 8,429 Newark Bank, Newark—Godfreys and Hutton 28,772 Newark and Sleaford Bank, and Sleaford and Newark Bank, Newark—Handley, Peacock, and Co Newbury Bank, Newbury—Bunny and Slocock 35,296 Newmarket Bank, Newmarket—Eaton, Ham mond, and Son Norfolk and Suffolk Bank, Diss—Taylor and Dyson 3,450 Norwich Crown Bank, Norwich—Harveys and 43,705 Norwich and Norfolk Bank, Norwich—Gur neys and Co 72,536 Nottingham and Nottinghamshire Bank, Not tingham—Hart, Fcißows, and Co 10,029 Nuneaton Bank, Nuneaton—Craddeock and Co Naval Bank, Plymouth—Harris, Harris, and Co 24,998 New Serum Bank, Sarum—Hetley, Everett, and Co , 14,384 Nottingham Bank, Nottingham—Smith and Co. 29,711 Oswestry Bank and Oswestry Old Bank, Os wostry—Croxon and Co 16,007 Oxford Bank, Oxford—J. and R. Morrell 13,636 Oxford Oldßan k, Oxford—Robinson, Parsons, 31,603 and Thompson Old Bank Tunbridge, Tonbridge and Tonbridgo Wet. Old Bank, Tonbridge and Tonbridge Wells and Sevenoaks Bank, Tonbridge— Beettin mut los . 10,872 Average Amount. Oxfordshire Witney Bank Witney—Williams, Clinch, and CO 11,347 Pease's Old Bank, Hull, the Hull Old Bank and Beverley Bank, Hull—Pease and Co 47,472 Penzance Bank, Pauzanee—Batten and Co 11,165 Peterborough Bank and Oundle Bank, Peter borough—Messrs, Yorke Peterborough Bank, Peterborough—Simpson, White, and Simpson 12,360 Pembrokeshire Bank, Haverford west—J. and W. Walters Penzance Union Bank, Falmouth Bank, and Truro Bank, Penzance—Rickets, Enthoven, and Co Reading Bank, Reading—Simonds and Co 33,480 Reading Bank, Reading—Stephens,Blandy, and Co 38,992 Richmond Bank,Richmond—Stapleton - and Co 6,643 Ringwood and Poole Bank, and Town and County of Poole Bank, Ringwood—Ledgard and Sons Rochdale Bank, Rochdale—Clement, Royds, and Co 5,428 Rochester, Chatham, and Strund Bank, Roches ter—[)ay and NichrAs.on 9,807 Romsey and Hampshire Bank, Ro►nsey—Foot- ner and Son Royston Bank, Royston--Fordham and Sons 13,832 Rugby Bank, Rugby—Bittlin and Son 15,399 Rye Bank, Rye—Curteis, Pomfret, and Co 23,919 Reigate and barking Bank, and Reigate, Croy don, and Darking Bank, Reigate—Nash and Co 14,040 Ross Old Bank, Herefordshire, Ross—Pritchard and Allaway 4,357 Saffron Walden and Nortl: Essex Bank, Saffron Walden—Messrs. Gibson Salop Bank, Shrewsbury--Barton, Lloyd, and Co 18,985 Scarborough Old Bank ,:3carborough--Woodall and Co 24,686 Shrewsbury and Market Drayton Bank, Shrews bury—Adams, Adan..s, and Co 7,761 Shrewsbury Old Bank, and Shrewsbury and Ludlow Bank, Shrewsbury---Rorke, Eytons, and Co Sittingbourne and ,Milton Bank, Sittingbourne —Valiance and Son Southampton TOWn and County Bank, South ampton —Maddinon and Son Sonthwell Bank, Southwell—Wilde and Co. St. Alban's Bank. St. Alban's—S. S. Story 3,756 Salisbury Bank, Salisbury—Messrs. Brodie 22,191 Shaftesbury Bank, Shaftesbury— Brodie and King Southampton and Hampshire Bank, Southamp ton—Atherly and Fall Stone Bank, Stone—W. Moore Stourbridge Banc, Stuurinidge —Ruffurd, Wrago.,, and Cc Stafford Old Bank, Stafford—Stivenson and Co 13,237 Stamford and Rutland Bank, Stamford—Eaton, Cayley, and Co. Stourbridge Old Bunk, Stourbridge—Bate and Robins Shrewsbury and Welshpool Bank, Shrewsbury —Bock, Downward, and Co. St. Alban's and Hens Bank, St. Alban's—Gib- son and Start Taunton Bank, Taunton—Messrs. Badcock 26,553 Tavistock Bank, Tavistock—Gill, Rundle, and ( 2 o Thornbury Dank, Thornbury—Rolph, Yates, and Parslow Tiverton and Devonshire Bank, Tiverton—Duns ford and Barne Thrapston and Kettering Bank, Northampton shire, Thrapston—Yorke and Eland 11,165 Tring Bank and Chesham Bank, Tring—But cher and Son Tovrcester Old Bank, Towcester—J. mid S Percival Union Bank, Cornwall, llelston—Vivian and Co. 15,196 Uxbridge Old Bank, Uxbridge—Hull, smith, and Co. Wallingfurd Bank, Wallingford—Wells and Co 12,390 Warwick and Warwickshire Bank, Warwick— Kelynge, Greenway, and Co. 29,229 Wellington Somerset Bank, Wellington--Fox, Brothers West Riding Bank, Wakefield, and Pontefract I Bank, Wakefield—Leathatri, Tew, and C 0.... 44,562 Whitby Old Bank, Whitby—Simpson, Chap man, and Co 13,649 Winchester, Alresford, and Alton Bank, Win chester—Bulpett and Co. 23,835 Winchester and Hampshire Bank, Winchester —Wickham and Co 5,640 Weymouth Old Bank and Dorchester Bank, Weymouth—Elliott and Pearce Wirkesworth and Ashbourne Derbyshire Bank, W irkesworth—Arkwriplat and Co. Wisbech and Lincolnshire Bank, Wisbech— ___ _ Gurney and Co. Wiveliscorcbe Bank, Wiveliscombe—P. and W Hancock Wolverhampton Bank, Wolverhampton—Good ricke and Holyoake. Worcester Bank, Worcester—Farley, Lavender, and Co. 14,123 Worcester Old Bank and Tewkesbury Old Bank, Worcester—Berwick, Lechmere, and Co 79,454 Worcestershire Bank, Kidderminster—Farley and Turner Whitby Bank, Whitby—Frankland and Wil- kinson Walsall Old Bank, Walsall—Charles Foster and Sons Warminster and Wiltshire Bank, Warminster— Everett and Co. Wrexham Bank, Wrexham —.J. and S. Kenrick 2,575 Wolverhampton Bank, Wolverhampton— Messrs. Fryer Yarmouth and Suffolk Bank, and lialesworth and Suffolk Bank, Yarmouth—Gurney, Birkbeck, and Co. Yarmouth, Norfolk and Suffolk Bank, Great Yarmouth—Sir E. K. Lacon, Bart., and Co 9,578 Yeovil. Old Bank, Yeovil—E. and .T. Batten York Bank. York—Swann, Clough, and Co• 45,967 JOINT-STOCK BANKS. Bank of WestmOreland. Kendal Barnsley Banking Company, Barnsley Bradford Banking Company, Bradford 48,845 Bilston District Banking Company, Wolver hampton Bank of Whitehaven, Whitehaven Bradford Commercial Banking Company, Brad ford Burton, Utt-xeter, and Staffordshire Union Banking Company, Btirton-upon-Trent Chei:terfieiti and North Derbyshire Banking Con - ipany, Gliesterfic.ld 9,612 I Cumberland Union BA Liking Company, Work ington . Citel renham and Gloucestershire Banking Corn- , pally, Cheltenham Coventry and Warwickshire: llinking Company, Coventry Coventry Union Banking Company, Coventry 13,040 County of Gloucester Banking Company, Chel tenham Carlisle and Cumberland Banking Company, Carlisle Carlisle City and District Bank, Carlisle 19,359 Dudley and West Bromwich Banking Company, Dudley Derby and Derbyshire Banking Company, Derby 20,493 Darlington District Joint-Stock Banking Corn ::pany, Darlington 27,589 East of England Bank, Norwich Gloucestershire Banking Company, Gloucester 153,671 Halifax Joint-Stock Bank, Halifax. 19,040 Huddersfield Banking Company, Iluddersfield 36,131 Hull Banking Company, Hull 28,802 Halifax Commercial Banking Company, Halifax 12,671 Halifax and Huddersfield Union Banking Com pany, Halifax Helston Banking Company, Holston 1,552 Herefordshire Banking Company, Hereford 21,930 Knaresborough and Claro Banking Company, Knaresborough .. 28,145 Kingsbridge Joint-Stocic Bank, Kingsbridge 3,795 Lancaster Banking Company, Lancaster 63,758 Leeds Banking Company, Leeds Leicestershire Banking Company, Leicester Lincoln and Lindsey Banking Company, Lincoln 56,947 Leamington Priors and Warwickshire Banking Company, Leamington Priors Leeds and West Riding Banking Company, Leeds 18,995 Leeds Commercial Bankin g Company, Leeds 14,943 Ludlow and Tenbury Bank, Ludlow 9,498 Moore and Robinson's Nottinghamshire Bank ing Company, Nottingham 32,074 Nottingham and Nottinghamshire Banking Company, Nottingham Newcastle, Shields, and Sunderland Union Joint- Stock Banking Company, Newcastle 78,205 National Provincial Bank of England, Birming ham, Head-office, 112, Bishopsgate-street, London North Wit fr, Banking Company, Melksham 56,576 Northamptonshire Union Bank, Northampton 0,518 Northamptonshire Banking Company, North ampton . North and South Wales Bank, Liverpool 55,930 Pares's Leicestershire Banking Company, Lei cester Saddleworth Banking Company, Saddleworth 4'482 Sheffield Banking' Company, Sheffield 32,278 Stamford, Spaloiog, and Boston Banking Com pany, Stamini ti 54,234 Stuckey's Banking Company, Bristol Somerset shire Bank, and Somersetshire Bank, Lang -330,545 pert Shropshire Baal. ing Company, Shiffnall ... Stourbridge mei Lidderminster Banking Com pany, Stourbridge Sheffield and liallsonshire Banking Company, Sheffield .... Sheffield and Rotherham Joint-Stock Banking Company, Sheilleid Swaledale and Wensleydale Banking Company, Ri c hmond .. Stockton and Totcham County Banking Com pany, Stockt( - Storey . and 'lfloduas's Banking Company, Shaftesbury Sheffield and Record Bank, Sheffield ... Suffolk Banking Company, Ipswich Wolverhampton and Staffordshire Banking Com pany, Wolverhampton 34,57 5. Wakefield and Barnsley Union Bank, Wakefield 14.369 Whitehaven Joint Stock Banking Company, Whitehaven Warwick and Leo a i;_gton Banking Company, Leamington West of England and South Wales District ibak,Brifitol.. Average An",, 96 Wilts and Dorset Banking Com anr SalishurY 73 ' 1 West Riding Union Banking Had- 32,682 derstield.... Whitehurch and Ellesmere Banking; ComparlY, Whitehureh .. 7 ,687 ................................. Worcester City and County Banking CompsnYt 4, 295 Worcester... ............. , York Union Bankin Comp % York ............ York City and County Bank; : ( 'om ny, York 90,349 Yorkshire Ba nkinr mpan c l - 9 'Leeds Pa ........... 125,410 P. 1 li:A NS, rtit? ba. •'t of Bank R eturns. gi Stamps and Taxes. May 24, 1315. LLOYD'S SHIPPING' rai l - i , i o . NDON, MAY 29.—Wind Northerly, light breeze , Wi th n a One, DEAL, MAY 28.—Wind E., moderate.—Arrd. Africa. Sld. Elizabeth, Aden • Victis, Arabia ; T . Mauritius ; Regina. Trinidad ; 'Egbert. Quebec. PLYMOUTH, MAY 28.—Wind E. fresh.—Arrd* Brat n ul '; Harvey, Nassau. Off Denvart, 31:Pherson , %an Pie:mr eAr Land (Feb. 6) ; Village Girl, Woof, Jamaica ; , 8 Lopez, Laguavra, for llamburgh ; Boesbos ch, Batavi a ' B e .. OFF SALCOMBE, MA Y ilenrietts,a. tavia ; Tory and Lotus, Barbadoes ; Bato, Keyzer, B FAT:mourn, MAY 28.—Wind E , fresh gale.—° ll ; grns• and Theresa, Lorentz, Bahia, for Gottemburg; cat New York, for Stettin. mra re m for OFF SALCOMBE ' MAY 25. Esa Ida 0" 16 b T. B a es, Hamburgh. 26. Elephanta, Ross, China; Joseph Trinidad. galo, JERSEY, MAY 26.—The Harriet, Le Riche , from St t . and to this port, struck on the Mingueer's Rock, 21St In as the tide receded broke and sunk ; crew saved. and Ap- SWANSEA, MAT 27.—Arrd. Ellen Simpson , Le ask ' Pleton, Oliver, Cuba. - HULL, MAY 9' Andrews. .—Arrd. Falcon, Ichaboe; B ar bsdoe il BELFAST, MAY 25.—Arrd. Emulous, Markey', Charlotte, St. John's, New Brunswick. RAMSEY, MAY 23.—S1d. Arethusa. Monte Video. SHIELDS, MAT 28.—S1d. Spring, LT •.d States , 'eh United Slct Oar LivEnrooL, MAY 28.—Wind E., moderate.— Dr ockitt Thimble, Calcutta ; Rebecca Jane, Valparaiso; neekt Miramichi ; Agnes Gilmore, China; r lton and Gree mga Quebec. Sue CLYDE, MAY 27.—S1d. Lucretia, Algoa 1 33 Y; Demerara. CORK, MAY 26.—Arrd. Gauga, Bowman, sings por! , o n Johnson, Ichaboe; Union, Pearson, Newfoundlanba'oo. Georgiana, Brossett, Barbadoes • James Lyon, I ch e a od fr (S° CAMPBELTO WN, MAT 26.—The sloop William, oi in 0 8 Glasgow. for Tarbert, was totally lost on the rock_a ee d, ound of Sunda, 23d instant ; part of the materials!: Aber The City of Aberdeen steamer in the river, at deen, was in contact with the Perth steamer, a" 9, cat' the la tter Wharf, on Monday night, and carried away • water. &c. io Ja tjeir" venerable, St, OFF PORTLAND, MAT 26.-Amelie, Calenge, E i el" EAST INDIA SHIPPING. ,piyo o , o , Arrivals.-Wellington. Liddell, from Madras, off . cete,, l ,, Jardine, a d dpi . . ,rdi F Fil n e t, el b b: .. ;L11000N:d Lodge, p hp e uef , 7o ll smb li ar r ryl c c p ahrn,d 3 3 o . Do , 1 Be lt rt . da. H rii l e sef l rel Land nna a na , dA3, Aprili a r d i r 1. 5 1 0 1 00,0 e i 0 : i lt_. Hobart Town, Feb. 1 ; Hamlet, Wilson, from Wales, off Penzance, ski, from Sydney, PretoFeGeeloOP Fordice, from Port Philip, off Falmouth, aid t ,lisot b f s Jan. 7; Bolina, Dalby, from Now Zealand, off .`,.. a nts A 5 g,,; Arrivals at St. Helena-Chieftain, April 3, 4 '.';', 3 -.a - a s p Pequena Briesbotch, from Java ; Voyager, dell, fro° ',leo , Blorenge, from Calcutta to Liverpool ; Blonde'', o f Aa - v ; cutta to West Indies; Eliza, Grange, from Ca 3 a,!„ t ro - Bat; and sld, 7th, to Bordeaux ; Dorothea, Dekka, r tit 00 0 00 0 and sld, Bth, to Amsterdam ; Semilante, Site, ''''' •0, at Olio ~ float and sld to Nantes ; Lord Althorpe, Silk, am fr o Calcutta, and sailed 7th to Liverpool; Ida, 'b oi nge , foal Sourabaya, and sailed Bth to London; Atniee g r. free s ' foo t Mauritius ; Peruvian, 7th, from Whaling ; Dee'ly s ilsee'„b to Boerbon, and sailed 9th to Nantes; William doled,"led Calcutta ; Rapide, Bockleman, from Batavia , at, and :fiso Falmouth ; Josephine, Salmon, Bth from 1 3 °, e , r „ 1- 1;0 1 4 tae t ,', 9th to Bordeaux ; Areta, Stewart, from Si a; "-° so' Davidson, from Calcutta, and sailed 12th to Loooestseicaototof Duthie, from Algoa Bay; Phenix, 9th fre, ta tlif,d, fr° . ..° 3 sailed 11th to Ilrmburgh ; Royalist, Price, tr it li ; , t h '' fr°"",._, Africa, and sailed 10th to Barbadoes ; Adam''' . at°,.;;;, if; China, and sailed 12th to Liverpool; Doroth d e e llis, Jodi"' Calcutta, and sailed to Liverpool; Gentoo, n e ss da!„assa. cutta ; Petite Nancy, Dufourg, from Calcuta i ' m alotn l lA r to Bordeaux ; Mastroom, 12th from Batavia , ',-.llo' t'` Arrival esti. Arrival at Cannanore-Bombay, Furley, AV - ,1 0 1, a don and Mauritius , and sailed to Bombay. „Ile' IP /° ,; Arrivals in Table Bay, Cape of Good 1-loPe•:nartt.. o oo l ' steamer Thunderbolt, March 26, from Ichabo e ~ n Li"" ~, 28th, from Brede River ; Manilla, Lloyd, f r°.- b oa, `„," Hong-Kong. W e clt W Departures from Table Bay.-Prince Alberth,; GO ° . V Loudon; Catherine, Jam ieson, 27th, to Lei t oci oera ti ' Saldanha Bay ; Lord Hungerford, 28th, t Tsb t° le ander, to Whaling. 16, f ro 113 0 Arrivals in Algoa Ray.-Science. March ~ ga ited , t 0 Bay; Anna Louise, 17th, from Calcutta , and ' Havre ; Prins Carl, from Table Bay. l‘lareh 16 °' aal. M 00 11 Departures from Algoa Bay.-Harriet, us London ; Blackaller, 17th, to auritius. . ifisig r Arrivals at Sydney, New South Wale' _ vbilip : 90." 1 2 i 0 i v t , b , 2 f 7 r t o h m , China; bT Shamrock, ow n 2 6; tb , fr m Pc ' rt agth, f r e'a S t° of China, Feb. 1, from New Zealand ; C. -en fify Philip ; Palestine, 30th, from Londoenh;riSsttr-uoies,s;l‘l, /0 131 0 Di Sete ‘ ,4 to 0 castle to London. Jan. 'loth , d I%lorgan, Departures from Sydney nilla ; Levant, 28th, to WhaVliiticgt°r' ; Hobart Town, Ler,ori; Liverpool ; James Watt, 30th, t° 9d to South Seas i . na ru , Feb. 3, to Launceston ; Matilda, • 1 Fib ; the Emi l y' r to sat shire, to Manilla; the Dean° .. Lot 0; York Packet, and Eweretta. 6t laide, Jan. 15, frora 00 ~ ~,4 Ade R Arrivals at Launceston -- Agostina, vtirliiis,, don and to , .., Garland, Grove, eistaw Mary Hay, 16th, from Lon an d O r Loading at Launceston-Tasmania, Mary lea' Sydneyll23radn.ilslaist;erTzn2asstshe,rifmro,m2lst, i from m H obart '1.140:::_ tine, for London. Arrivals at Port Philip-Branken Moor, Jan. gibef t i on . don and Adelaide ; Marian Watson, Nth, from ~,.,' to rat Departure from Port Philip-Ellen, Jan. 20 , o to Arrival at Adelaide-William Wise, from 1 • 4313 ` .- 01 Philip. .., gong - Arrival at Hobart Town-Osprey, Jan. 26, fr i2m. pe e :j and Manilla. us ta o, sa - Arrival. , at Port Nicholson, New Z e aland--A eg stelal'sa t° 29, from Port Philip ; Lady Leigh, Jan. 2, froro ro " 0 , t olo sailed Bth to Kawan ; Sisters, 2d, from Hobart, ...--'; 'pit sail 10th for Nelson ; H.M.S. Hazard, 1 0 th , H obart iro fro ' 2 6 ' 7th, from Sydney to London ; Albatross, froti . i .farch ~ed at! Arrivals at Pernambueo-British King' j ' an d iq ui bli" St. Helena; Tamar, 27, from Launcsesitroonni, co o Y , April to London ; West Indian, April to Lood °ll iftr eb Jones, 10th, from Sydney, and sailed . Departure from Pernambuco - l'ort eiSe' s si" to Cape. 's ship dtl olte' Arrivals at Ascension-Her Majesty ee gas to co ast, . fro -; her Majasty's ship Heroine, fr"n rra Le -ne gestee' er a few days for England, touching at Sie _....; re d a ily a to from Singapore ; Ellen, from and7loll we p .., Ichaboe. Her Majesty's brigs Rapid __ vi atail T ger , pected at Ascension, April 17. The for fro' Catherine Brown, fro England with pirates for trial. at, Feb., 7' b 8, t° Arrivals at Hong-Hong-Earl P,....et i s isl e bb, P t :, Loa pool ; Strathisla, 13th, from South Ana 1, 13th' don. Departures from Hong- Kong-Wioand,, e t o V e t „ o ily'' , Cork ; Surge, 11th, to London; Ce r t t, Ilt"' f ro th " - .1, 2 6 ' don ; Eagle. 13th, to Bristol ; Stiephe , 44pie r, or , I% ll° . sad Arrivals at Colombo.-Sir Charles '' tit T o wn, Coe'r bart and sailed March 27, to Bombay ; Flo ‘25, to from Bombay ; Phmbe, March 28, 6 1 0 1. : % lArrh Adelaide, W. and M. Brown, from L ee e Lalte , CO' 0 1 Departure from Colombo.-Lady 0 f th , - l 3, i fro alst , 10 IC.urrachee. Marc" d s ailed spor e ' Arrivals at Galle.-Thomas Jon e '' • Ito , se d Slog Oa lombo ; Standerings, 18th, from Maurithip._ an r, otb Madras ; Settleby Castle, 19th, from Boffin "' , si ae, and sailed 21st to Bombay ; Eleanor, l. l i atif Colombo ; Sir H. Compton, 26th, frotosiogspore , Departures.-Binkang, March 18, to DA .) 26th, to China. .........." - fl, fii S-1 •Illte MARKET NE W t.4.---\ a 4 1 1 2s' SAY W. , t() . 0 ICAY Maa 3 " 3/ 12 ' 5/ N g ' 5 0 er SiwrrunELD.-Coarse Meadow ILLY , q 55 to e at d ta ful do., 4/ 15s to 5/ 3s ;_fine Upland do.: i' o 21 ; r, iisdo' , Hay,to 6/3s •, Oat Straw,l/ 18 0 a to ot 1 0 ' 2/ Is to 2/ 33 per load. Supply but in cle w ' .... t o 1. 1 , 1 10 5 ! dull. lisp 31 I r sl 0 P o ; CUMBERLAND. -Coarse Meadow, useful : ditto, 5/ to 5/ 4s ; fine UP"al l II': tht e ..; d ditto, 5 , 5 , to 0° Clover Hay, 41 8s to 6/ ; Oat s tr aw, , ro clo 41 ItPi o Wheat Straw, 2/seer load. to dP o • 4 1 10 5 7 gil . dull, at the above quotations. 00, .., ait°' t o lit WHITECHAFEL.-Coarse Meadow i o d 1 08 0 opP fine UP if r ose useful ditto, 4l 12s to 5/ 2s ; t stra ' Si 5s ; Clover Hay, 4/ lOs to 61 6s ; Oa A fa j t a ii of Wheat Straw, 22 2s to 2l 3s per load. l'• OP stai and a sluggish inquiry-. _„„. 1r 0 • _doe 1 do ll „, 5° MEAT MAJP&A. Si fa ir av; eo et i efrO , ',,i, . re , le",, SOUTHALL, MAY 28.-We bad a e . t o -.,.. 51 Ali each kind of stock on offer to- day, ye. 6 008 . f . ,tA ;Or quoll o o, oos. 10 , was steady, at fully last week's to 4s 4d ; Mutton, 3s 10d to 5s ; _ l4 B d per , Ve t o Veal, 4s to 4s 10d ; and Pork, 3s to 3 5 all: r aiS e 'ea the whole of the supply found buyers; s, sheep,A44 t o , to ROMFORD, MAT 28.-Prime Beast,ces but 3611,108 commanded a ready sale, at full p . r_l et; o,', ; ' sac' - ft ud demand was in a sluggish state :-- 50 . to 0 ; 2 05. 05; 4d ; Mutton, 3s 8d to ss; Lamb, 4 r er," 6 , to„ . 1 . 0 , 4s 10d ; and Pork, 2s 10d to 35 fogs, t/ eace,is 0 1 `,. / ro ta Calves, 183 to 28s ; Quarter -old Store to 15 a do Ya ne f,t, . 1, Mitch Cows, with their small Calf, I _7, ope tr, : .--P a d.:V e '" HAtistiAm, MAY 28.-We bad a ri eo deo 55 ' . 4 , ing, and the quotations had an upw r„,"' Ara b, 5510. 3futtooriu 3s 6d to 4s 6d • Mutton, 4s to 5, ;26d per 4 5 6c 1; ,0d r a ds 4s 10d to 4s 8d ; and Pork, 3s to 05 53 44 O s 6 d ; so d tt ARUNDEL, MAY 27.-Beef, fro ~ 4 , to 4 dAts ta, 4s to 5s ; Lamb, 5s to 5s 10d ; ye au bu t mo ' of 44 3s 2d to 3s 8d per Sibs. Supply _., i t ca _. as ,„ rather brisk. 6 „movi f f ol;' e. „, a Ai n aVellg .Dekl . ‘ ri dget. CHICHESTER, MAY 28._A full a_ r eef • to as .' •'a a , V was passing here to day, at esatremernb, 5 , ttle iditte d ?At to 4s 8d ; Mutton, 3s 10d to 5s ; 1 - 4 , B , r 811* : 0 01; 11 ' to 4s 10(1; and Pork, 3s to 3s 8a p- 165 • t 2- mall Calve.,to &• col {s oo l° Cows,lBa to, w3iotsh;tilirsold Store , ' i tel,. ;/ ea ch. i 1r ER l-' / 151 1 t orO i ve' CORN A- v ~_. oF nn i t he s' 1 PRIG fr on h ot ....... GENERAL AVERAGE ad , uP fag - 0 , For the Week ended may 24, 1845, al ~,c ons La ,--- -- 1 4 44 Inspectors in the different Cities and ' ______- 0 --;;Ii 1311 6 cl per imperial Quarter. ______-- riti s ,* I 31 5 ad 6° -------- ° All. ~,, o 66 WHEAT. I BARLEY . I ; l id ..- 64 PRICE .. 1 458 9d 30s Id 2.! od 10s l o bel l° .r DUTY. L . __2___Os Ott Ss Od 65 ------ BIJITO B ' Sortbill n „ Ar s. P' Ater , '..- .of lad O y n o t f h H e 'Sq.LOn-TO3 , 10 1) th° ( Oa filo 19th inst, at Nog ,a a inet . _„. 0 Cherrill, of a son. on -tbe' fail}''' nte es • Isa v i s cou jo Henry iviiisaty.h, aet:,lForwickoffloduasateliDittaysv, Goad On the 26th inst., in E f W il • lisl e vitk Ir` a daughter. Wife the , r. Pe ? e n r t i li o e c l b s , t r i inst., ci s t . : , 0 f a at s F o r n a . n at k o f n o Geneva , the w . 0 of At Plongeon, near Gene the `vile Esq., of a daughter. ' 0 1 lo pto ll ' , VIEI i Sooth e etio An l ewd-Plat e, or Fr On the 25th inst., in g aged 8 S• w a leat i d lut• j, Ji b Esq., On of the a 2d7atulighiintsetz a Golden-square,, the Dowager Lady Thomas , s o uth , nett ara ~...,, l or 34tn e a' is lingt e, " o f of her I%l.J eln Ja plac , 5 010 Portland P T. fo t .. rt p - lace , On the 25th inst., in . d of th e late *si t he it' ' A 4165 110 :: lane, Fleet-street. /corth Wales, g _ et Ho E v a e r n lY de i n n , ,jlnaingst.,,chini,ia..iic:::rset. :13,50,ix, SOLLIII _____- ~,,, 10 ~,. 1 j SdaUtbiill.het,ii: Dr. Day, 1 LOW•14} 11, - 2 On the I, 14 01 " i n'tice '.„,'""r" No. 112, Strand, Pn 0 , ,i. o Sitaafs Strand, in the Precinct , _t . tia.„ ...... 'rioted and p . u n b te li r ah , a et -L 5uiv.,.... 'OO 7 91°I " kilatliga. Friday, b il l ''`'' isIE S uN, LONDON, FRIDAY MORNING, MAY 30, 1845. R S Picti , Sir j, Sir Gt Jolnk r i Tho tft Th ee Wil lia It Obe r Jot, JOllll h „,,