The Sun. — London, England, 1845-06-13 00:00:00

RAILWAY CUMNIFITELS (Tills D AY.) HOUSE OF LORDS. Th e . Cy at COMmit tee on Standi ng O r d ers commenced sittings this ~,,.e Co tWelve o'clock, Lord Sh a f' s b ury, Chairmen. sr m mittee, at fi ve o ' c l ock, declared that the standing orders fill°w ing Bills h a d b een complied with :—The Brighton, an d Od Hastings .all3 Men Railway (Keymere branch), and the Belfast a R CON INIITTEE ailway. ON UNOPPOSED RAILWAY BILLS. e Standing wit m i t , Th e 12 7ee on Bills, their Lordships took the following cases ! kid 2nstable, Birmingham, and London Railway Bill, the York p ick _-‘..arb or .„ (Deviation) Bailway Bill, and the Whitby and I,l7zteton Ra Bills being unopposed were declared to have gone through p;;:Scottish C entral Railway Bill was called on, and after inoßmithe Proc eedings, the ease w as a dj ourned to twelve o'clock Th e c Y * orunaittee adjourned at half-past six o'clock. HOUSE OF COMMONS. GROUP A. c S OTITH—EASTERN LINE. 414111ittee met at the usual hour this morning, when thuers Who !ItrivernEa proceeded with th e exam i na ti on o f L ets', Bid de gave evidence in reference to the manlier in 7.%p att ,'"as intended th a t thi s li ne should avoid danger 71ded to algs n ear Messrs. Hall' s p ow d er m ill s. I t h a d b een i n. ,Ptes m ,P l .. a w ithin 300 yards of th e p ow d er-m ill s, b ut on t h e , Iliet taZa ft of Mess rs . H a ll , t h e d esign had been altered so that ; Sao yar y from the line to the nearest part of the works would 4 : tus tibi t i eed aa d t Mr. Bidders then spcke as to some occurrences at meeting at Faversham, at which this subject had been I Nfea t • .he two lines, the South-Eastern and North Kent, 41 44 objectiMoran Faversham to Chilham. Mr. Bidders then pointed out k_boree to the extension of the North Kent line from Canterbury oill 4 Proposed by Mr. Vignolles. At Canterbury the North din t , fle ruled an angle, which was almost a right angle, so that b o, t ed b e. % fr ont Chilham to Dover would be "much greater than th2t the only argument i n f avour o f t hi s mode o f passage to s - 7 6 Wo e „ the saving of distance. Mr. Bidders then stated that 'tion error in Mr. Vignolles' statement of the gradients i e th° tit he Nor Kent ne, which culd not be remeied aeration in the direction of the line , and this could d not . within the limits of deviati on . Th e witness then pro. ei qpoints of difference between th e t wo lines, which ta, uni nteresting to the public. tlblite,7weLt Pointed out several inaccuracies in Mr. Vi gno ll es ' Litip eei II Ch he said were insufficient He also pointed out O s ahe,. Dil t7 of th e S out h - E astern line i n this respect. Mr. t i . *4B l e stimate of the total expense of the North Kent 47, 1 414 t 0 .24 9,7491., whereas the actual expense would be, blitsl.,. Calc ulations made by him, 1,970,9341., the estimate of ,4 4 co'c.xsPense of the South Eastern line being 2,160,2211. IN l e nt a U RN here said, in, order to avoid the confusion w hi c h to ot e . t . y if the wit ness were examined with regard to the 46 1 tfe t Tl e toydon line, at the same time that he was examined 1407.1._'!ce to the North Kent line, it was proposed to obtain t."-kvwitdhence against the latter, and then to recal the wit. 41 7 .4. t i1 u :v; for e mer purp ose of obtaining another body of evidence it s .,!od c,:;AR and Mr. AUSTIN objected, on the part of the Lon- S ed eo.4 o d n ou Company, to this course, on the grornd that it -• t loss of time, as it would cau-e the witnesses to be Vitirter IC S on the same subjects. ge aßt SHEA objected to the course proposed by Mr. eitiLtort discussion the Committee decided against the se tt Itt"Ration of subjects connected with the two lines. hZ'.llidpWeriira was then proceeding to ask some questions ZPle r o s concerning the applicability of the atmospheric it •Au lo comotion, when 41 Pla. e?", Objected Wit ittsies Jto the examination of witnesses as to the tr. Merrewethcr could n o t as k an y quest i ons o f t h e 044 kit th-rnit the principle, except as regards this particular it%Particular localities through which it passed. A. 0 4 th• "' E THER insisted on his right to examin e th e w it- Point 44 t01, "r4e diaOu ssion •• • was agreed to adjourn the argument till )I° , ll 4 4_ 11, 4 eleven 4 x then proposed that the Committee sh ou ld mee t 1141 ustt.. .44, 1 1t),t2n0 Mr. Mill ar, Mr. Alexander, Mr. Sergeant Shea, it;ith.s•resvether, requested that the Committee might adjourn Zekii_Nottit said that that hour was sufficiently early, and teatv.!_n:leerting would cause great inconvenience to himself ti t ' u ka thuct,..l 'lends. They were all agreed on this subject, Coinn!.‘"orcniittee would encourage their harmony. "",tee accordingly adjourned till to-morrow, at twelve. ktih. ILV 3a trke.nir . GROUP FF. — , nitt AND DIRECT NORTHERN. L_ fir ,l,,_ ll ee met to-day at the usual hour, L or d A s hl ey i n el": clauses of the Bill were entered into. #ti the the cfter verbal amendments. were agreed to. 1% 4 bein'`use relative t o th e t erm i nus on the South Inch at ti k 4 Of ; o :rd, a dis cuss i on arose between Counsel as to the pro. bli et4 l 44 P ° oitig the clause till suc h t i me as t h e Board of lt ett . t , ten its decision respecting the most eligible site for a . 6; 1 4 k orti , _nui. It oar ~..1 44 then cleared for a division. c 44 . , tirn , I ttt e .the n,,litl/4.1v intimated, that the Committee had decided to I,, ll letn'!"tion of terminus , as had been done With other lines likt`gevao!Perth, to the Board ' of Trade. tso.ontnolittee further required that the construction of the 5t the x‘,.. ° t he carried into Perth beyond the point at which it eliad7 tti th Central Railway, until such time as the Board 4, lith" 11 40 - given their decision, and the Lord Provost and town h . i htb . ., g i ven their approbation for the occupation of the t 1t04 8 4 , 0 1 .' 4 case it might be fixed upon for a terminus. to ttXception of amending the Bill, by the introduction of 4 0, °0 1. ' he Previous effect and to increase the capital from 41Ol i `o 0:13650,0001., so as to , meet the extra expense of a double ed h et 4 1 :Material alterations wer e m a de in the clauses, the 'O4l 6 :eh, after being read, were agree d t o , an d t h e B i ' 4 tft,reported to the House. `i4aifed the business of the Group. SCOTCH RAILWAYS. k ,‘ The„ 4 c..,. 14 k5tt o GROUP GG. th i t ' tz, l i -tv JUNCTION RAILWAY. kor • • r'e , consisting of Mr. Evans, Chairman ; Mr. 1 4r ti me Nit t er. t ee , at eL gate, Mr. Miles, and Viscount Grimiston, sat 4414 I , l `aark - Leti o'clock, in the Sessions-house. . Is a ,kelsrb, 4l 4•n t; ; l .P. for the county of Lanark, examined by Mr. is t wi v r . ill R D —The universal feeling in Glasgow, and more isi:reesia: alai Parish of Govan, consisting of 60,000 inhabi. oe 4 th e 4 the project. He considered that the line d e,.. sr:. bed city of Glasgow by viaduct would greatly Ne er Ztitl e ' t :f of the city, and any bridge over the bs th . l / t i' l .,_nly O e h rta inly injure e property there. Argyle iatile i rt '.e a ri o at Le of the finest streets in Europe, would be very ti r ..el ail tre a t t s', and to any resident of that street the viaduct tt ` l 'ets ra tt ets, oa qesere. He had known accidents arising from St„ kil l " th e e for instance in Tradeston, where a respecti,ble :le r i Tt, in ea Par nth of Govan , in charge of a horse and cart, had Cto4‘l3, enuaeqUence of his horse taking fright from the noise Q. ti Ib tl e t 4k h i- ned ine. 1 1, 1 N I t - 0 44 b Y -le. TALBOT—He had seen the bridge of h . . k lia pa ... that a bridge which would ornament a canal L'eil Otk er °l le Street t h let 'tit oil . aeiti..ivil engineer, was examined by Mr. AUsTIN— I. It, 1 11 04 _,,lnted with Glasgow for the last forty years, a I, We t .._ °t Which t; m te 'id t r . time he had been consulting engineer for k 41, NA N o , ulge Trustees. He had been called as a witness ,11:1044:::h_doad_ibepeani•liament which authorised the improvement V 400141; an he had hesitation . . no in saying that no river %e tt -'" ' Th S. improved within the same period as the L . b ,_ No, at portion of the harbour which was intended .71.. - "ut t t . 1 ;7 the piers of the : proposed bridge over the Clyde z t .. l l 4 s i ~ rvr .sips because 41 a 4 owe , that part of the harbour tt it 'Aloe st, and the whole traffic there finding its outlet, I I N .ins °f i t would A I , 01e od _ . be most disadvantageous. He was aware b, l , l . tit to -,l top o ,vci to cross Argyle-street (certainly one of the yls„ued t o ° . __Y means of a viaduct. He understood that it 411,14 h il u ire a 8 3 fa'k the engines in passing along it, and that Ipt t lti ew ' r ks viati c s 'een of at least ten feet. This would be, in V•N r 'Y th e b Wall to any view from cast to west, and would kii t t taq t ° lay e of the street. He knew also, that it was k kth l o t ti oe b e thou s u Pon the quay and if these were intended for a t N. ght it would be most objectionable, because the hilt,i Th er e Would completely obstruct the traffic of the li r t 'rei:lttli an e d °° n . ld be no analogy between the rails on the N r :tkla the f or Li YerPOol, and the proposed ones at Glasgow, t o .. tt are rne.r cases the passenger trade was separate from V:, htnteetee'rWhich could not be in the latter case. With refe srlnts*all D r W hich the screen would have in deadening the yet, Ass tb °Pinion that the effect very little indeed. 1 64 1 4 4: the Z.tieseelbed his p e w d e li u n ld e be ef junction, which, 1, 1 4 1 1440eri a -4 ward of the cit r y ep t e hus crossed the strets, and 1161 w, of G ,' wit h the Edinburgh and Glasgow Railway, to the i t tle' t hei. 'asflow. h 3, t k t 4 n> 4.8 cross-examined by Mr. HILBTARD, but without Il l 't y 4 ._ lit itto n l" ,"al facts, iktt,' 114,!ed l ,,,i t s Z , had heard Mr. Walker's evidence, and .14, eeet 1b .," him in his objections to the proposed line. 4,1:71 4. 64,„ . t ., , Case fer the Clyde trustees. CJob il eas apb v e a l aNeriass then addressed the Committee on be -1 l'h tt : th_ tiira,,, I, of Blytheswood and the feuars on his estate. teearateig?ell Douglas was called to speak to the damage wqkittee . .4 11.1 the proposed line; .........! ourned at five clock. 1/ kk 11° O th 44/t „t e..._ Alt GROUP K. ▪ hi t ; th' n kitt ANA NORWICH RAILWAY. sil t t ilt, * dist e r i e c , ° '' the lines for affording railway accommoda Ltj r „eil ar :. 4 th e ,'', Continued this morning by the resumption ' , O 'eh- eeri "ereha s k a k , -,,, a ine m and Norwich Direct project. 1' , 1 1 ...10 6 d eale r , ; examined by Mr. JAMEA—Is a very exten. Sii q 't to 4 ° l o o‘. an e , a tdent at Norwich, trading to an amount of 4 4 Z, %d e ak aa u nr l2 o,ooo/. annually ; the majority of goods, Qt, ,We per the siotth " .. 6 o,ooo/ , is obtained from Huddersfi i eld. VI eil b 4 'n, ana " , the cost for transit from the formerp ace tb.,N We v Y hi s ~.." the average_sss. per ton. 1,0001. a year l 'e t c _ ari lre - "ea in getting goods to Norwich, one-third of is -44 e Ut h fr ~ b,_ et a ,, cant 's nrw London. The great amount of the \ of 4 0 t ta r i ern or , o - On In the districts contiguous to Norwich, Oe r t :tte ra I lerwi' eb th , towns through which the Direct East S t W er : l l vi sit 1500 Will pass. Last Saturday, more than ode et . COttuttedv his Shop and warehouse, a vast proportion 11 1 ' 4 1 441 44 6 L0*. W it ally to "_PeoPle . residing in the vicinity of that line, hts: b. s . o 4 of ‘,ll an l' o ni ur ent is carried on between Wyndham and fat 4 +101.,,,: ch i ll situate on the diverging line. The ti litt tO N Pithli,. _ are . unanimously in favour of the direct - meeting passed a vote confirmatory of that k 4it e i , :e e th 's : l44 hY lit A s t • : f t : . ° _eth.. ea j: - -ND arws, Q.C.—Norwich is the great kti l l , ei la , 4 sewn eastern districts , and the chief motive of the 7 L'Vt t 7 hith e ,_ PP . oglog the indirect line through Wynd -00,74484tid exe ' l l a .Wish.to retain the present extensive trade I,ll7oltalitet.°N....l3o!_tng It from Lynn. N I k . 'ho p 0 4 14, deer ': not think that the adoption of either St,i,Zttriabt° them ass the number of 1,100 customers, who NI ,s the 't • -- The !t. day, ), 114 div e . object of thepeople of Norwichpreferring 1 3 4 t a t• 1 4 0 t° Rel rgin g line ih it ottic i e bWieb . the , . s . oth to accommodate the northern .flaumption of those parts directed for I ttNli. " ll 4 : 4 bult er 11$11,1,:h. - !ler aad'i examined bv Mr JANIES—Is member of tii ht he . Vald a , • • • 4 . _IV do i .. utis uies. . . a urewers, maltsters, and corn factors i '," to " it, ‘ll th e la : n is been carried on for the last thirty. .i lt 1 4 t i t,_ t fifteen of which witness has been con l is t , tbh. are _,-" 'aids of ~,,_ - 100 4 , q te ..", 4 nUalb, , 'ui o oo quarters of corn, and 3,000 ts th, o r t ree et . .1 c ora , ..' lee Ported by - the firm at Norwich. L '3l, b, 0, 00 , blp ort into p cl4o lo ti th i.,: ht eet t tl as t t ou s a l e a ar t Norwich, but should ' imagine about 4,e conLumed at the latter town. 4 l it res• tar,. bereh "qty'le e „ leci arn and Norwich line were completed, t "ern ru n , Ya t„.tht the Y s ai , I" artaa rrnouth to Dereliam for 2s. 6d a Op t , t 4, e „ ' fro m , ut h to Norwich being Is., and the pra ,kisrtt't.l4"letit'b4airi fro,7: ii i , e o h u t t ? D . ereham, Is. 6 . (1 , : a ton. At tVt LIZ spa n is either carried by canal Railway. There . is a great . uripe het'tilite,r4w. int„ :I h the two modes . of . transit. During the se -4141),.q' ji!tto‘tahth_lY.ira-iscow.a.iteer navigation was closed, when the eb:ri art " o s eati v , olig trie "" le traffic fares, and caused great in "R tt ' Sb„ 4l dll in all ' The construction of the Direct East \k_ t ki ',4 4 L -- ", 4 44 e ,„,"a11er ir fL ba bility, prolong that competition, 'lloo ex ' 4 orwi eb. " l4 of conveyance between Yarmouth iki tii N tli q as ir l i c 'eased ntl eIY t 50 oPini tl , N ._ , c ,, on, that the I:ne by Wyndham 'kw ` 4 Wi t t i "'"Pete with Act, fre t ; direct line to Dorchani, both being t I Cross-examined by Mr. ANDREWS, Q. C.—The charge of 2s. 6d, a ton from Yarmouth to Dereham would not Include delivery at the door, the present price at Norwich for cartage being 2s. 6d., he ckles the cost of conveyahee by rail. Knows a bridge called the Eoundry.bridge at Norwich, which ships coming from New. Castle Could not pass; they would, therefore, be obliged to unship their cargoes below that point and transfer thcm to lighters. Did not think the coal would be much deteriorated by such frequent changes. Believes the terminus of the line to Dereham, via Wynd ham, is to be situated below the Foundry.bridge, and will, therefore, avoid the necessity of transhipment. Mr. Liddellow examined by Mr. CALVERT, is a cattle dealer of Colney, a town situate a few miles from Norwich. During the years 1838, 1839, and 1840, he was toll-collector at the Norwich market. During the year 1840, 300,000 sheep, paying a toll of Bd. a score, passed for sale to Norwich; 400 pigs, paying a toll of 10(1. a score, and 30 horses, paying 2id., pass weekly to the same market. The circuitous line from Dereham, through Wyndt.am, would not confer the slightest benefit on Norwich, but the direct rail was calculated to be very advantageous to that town. Mr. Thomas Burney examined by Mr. CALVERT—IS proprietor of Morton Hall, an estate comprising 5,000 acres, in the neighbour. hood of Attlebridge, and considers the'circuitous line by Wyndham to Dereham would confer no advantages whatever on the dis. tricts north of the river Waveney, while the direct line, by becoming a feeder to the traffic existing in those parts, would be highly beneficial. The terminus of the former line at Norwich would be most objectionably situated for the cattle, from their being turned out at the foot of a steep hill, which they would have to ascend in order to reach the market ; and to the passengers from their being obliged to pass through the cattle market, when ar riving at Norwich, before they could enter the town. Cross-examined by Mr. GIRDER—Did not think either the Heldesdon mills, or the inhahitantsl of Costessey, Taverham, Kingland, Morton, Weston, Attlebridge, Alderford, Great or Little Witchen law would avail themselves of the Direct;: East Dereham line, though in all probability the proprietors of paper and flour mills in those districts would make use of them.' John Barber examined by Mr. CALVERT—IS an extensive grocer residing at Norwich, and thinks that that town supplies to Suffolk, Norfolk, and Lincolnshire, more than 9-10ths of the grocery consumed in those counties, as well as the great proportion of that used at Lynn. Upwards of fifty tons of cheese and a similarly large amount of salt is passed annually by him into the adjacent districts. Mr. William Wilde, examined by Mr. CALvERT—Is an auc. tioneer, stover, and dyer, resident at Norwich, having a branch manufactory at Manchester, conducted by his son. The direct line would unquestionably confer greater advantages than the diverging rail to Dereham. Neither of the latter witnesses were cross.examined by the pro moters of the line through Wyndham, and at four o'clock the Committee adjourned till eleven o'clock to-morrow. GROUP KK LIVERPEOL AND MANCHESTER. EXTEN. SION LINE. The preamble of these lines were declared to be proved, the se. veral points which had been lett for compromise having been sa tisfactorily arranged between the Companies. The Committee then proceeded to consider the clauses of the Li verpool and Manchester Bill. Mr. LOWNDES proposed a clause to protect the Company against the repetition of a series of indictments, in one of which a verdict had been returned against the Company in the Court of Queen's Bench. That indictment was for a nuisance in encroaching upon a footpath by a bridge, forming part of the rail. way over the town of Salford, and the verdict returned, under the direction of Mr. Justice Creswell, was founded upon the assumption that the provisions of an Act of 1839, which related to a single hedge, were embodied in the subsequent Act of 1842, which autho. rised the construction of the whole viaduct. He submitted that if this was not a misconstruction of the Act, the provisions upon which the verdict was founded had got into the more recent Act by a slip, and as the works of the company had, in the first in stance, received the sanction of all the authorities of the borough of Salford, and were only subsequentiy objected to by the boroughreeve and two others individually, and of a population of 55,000, he hoped the Committee would protect the Company against the continuance, and insert a clause declarative of the fact that the viaduct and other improvements were in conformity with Acts of Parliament, and thus putting the matter beyond the possibility of litigation. He hoped the Committee would see that what he sought for was absolutely requssite, and that it was in order to pre vent future expense and contention that he made the request. Mr. MALLINGBY opposed the clause. The CHAIRMAN said the Committee were agreed that the clause could not be introduced at this stage of the proceedings. Mr. BROTHERTON, ➢L.P., said that before the Committee came to a final decision he was anxious to impress upon them the hardship to which the Company would be subjected by the rejection of a clause which would enable them to prosecute with safety works which had originally received the sanction of the authorities of Salford, and were only opposed upon a technical objection. The CHAIRMAN, however, intimated that whatever might be the hardship to the Company the Committee felt themselves bound to reject the clause. The clauses:of the Bill were then gone through,'and . the report agreed upon, after which the Committee proceeded to dispose of the clauses of Tlls. LIVERPOOL AND EURY DILL. The preamble of this Bill having been declared proved, The Committee went formally through the clauses, with which they were occupied until their rising, which was not until five o'clock. GROUP P. THE SOUTH WALES RAILWAY. On the re-assembling of the Committee at twelve o'clock, Mr. MONTAGUE CHAMBERS addressed them on behalf of Mrs. H annah Hooke, who, with her infant son, had a contingent interest in the Aust Ferry, which had been from time immemorial the usual passage of communication between England and Wales, and which would be material') deteriorated if the proposed line of railway were allowed to be constructed over the river in its vicinity. The CuAIRmAN,at the conclusion of Mr. Chambers's address, said that the Committee were of opinion that he had no locus standi before them, and that his application could not be en- ertained. Sir T. PHILLIPS then called Mr. I,opworth, civil engineer, who was one of the Commissioners appointed under the Crown for the adjustment of the Government rights in the Forest of Dean—He stated that he was well acquainted with all the productions of the Forest of Dean, and that in the lower series of the forest there were about 16,000 acres of coal-fields, and in the centre there existed a field, the area of which was 7,000 acres. The forest abounded in iron ores, limestone, and coal. The supply of coal was almost inexhaustible, for supposing there should be an annual consumption of 300,000 tons, the coal would last for 600 years. The coal basin was perhaps the most perfect in the world. He was decidedly of opinion that the construction of the proposed rail. way through the forest would be of immense advantage, and he be. lieved that to be also the opinion of the Commissioners of Woods and Forests. Mr. CARROW was about to commence the cross examination of Mr., Lopworth, on behalf of the Severn rnd the Navigation Railway Company; first, on the ground that they were landowners on the line; and secondly, that the Forest of Dean Railway would be in. terfered with, against which interference several Acts of Parlia ment existed, but was objected to by Sir Thomas Phillips, when . . - • The Committee decided that Mr. Carrow could not be heard against the preamble of the Bill, but might examine the witness with reference to the extent to which the interest of the petitioners might be affected by the passage of the proposed line across the railway. The cross-examination was not continued beyond one or two unimportant questions. Mr. Lopworth was cross.examined by Mr. Law, on behalf of Sir Richard Phillips, a landowner on the line; by Mt. Cooke for the Stroudwater Canal Company; and further, by Mr. Davis, the agent of Sir T. C. Bovey and the Rev. Mr. Smith,but the general tenor of his depositions remained unaltered. Mr. Atkinson, deputy gaveller of the Forest of Dean, was then examined by Sir T. Putuips, as to the mineral productions of the forest, and •the accommodation there existed at present for their transmission to various parts. He corroborated in every parti. cular the testimony adduced by Mr. topworth. Sir THOMAS PHILLIPS then announced that the care for the pro moters was concluded, with one limitation, for the purpose of calling witnesses, if necessary, against the opposition of Colonel Lewis, in case the preamble of the Bill should be decided to have been proved; the Committee, however, overruled the reservation, and the case was definitely closed, . _ _ Mr. Morgan Hughes, proprietor of a colliery at Tenby, was examined by Mr. Law, on behalf of Sir Richard Phillips, a land. owner, for the purpose of showing that the line, as at present laid out, was inadequate for the transmission of the products of the country which it traversed to a profitable market, and that a better and more eligible route might have been selected. On cross.exa. ,mination, it appeared that an alteration of the present line would have the effect of increasing its length, without affording any very extensive additional accommodation commensurate with the extra expense. The Rev. John 'William Hughes, Captain Child, and Mr. John Longbourne, were then called and severally examined, but no point of importance was elicited. Mr. Fulljames was next examined. He expressed a very strong objection againtt the construction of the intended railway-bridge at Hock Crib, as it would, in his opinion, interfere materially with the navigation of the Severn. The ac. cumulation of sand would choke up the entrance to the canal, which would, eventually, become useless for navigation. Glou. cester was decidedly the most favourable point for crossing the river. Mr. Sayce deposed to the same effect. Sir John Rennie was next examined by Mr. COOKE—He was decidedly of opinion that a bridge, in every way suitable for rail way purposes, might be constructed over the river at the Aust ferry at an expense of 800,0001. The erection of the bridge would have ,a tendency to improve the navigation of the Severn, as many dangerous eddies, which at present existed in the vicinity of the ferry, and which impeded the navigation, would be destroyed. He was not acquainted with Hock Crib, and therefore was not in a condition to say that the construction of a bridge there would have a similar effect. Messrs. Dean, Williams, and Wheeler were also severally examined with a view to show that a bridge across the Aust ferry might be constructed with considerable public advantage. The Committee adjourned till Monday. GROUP PP. IMPORTANT DECISION. WEAR VALLEY RAILWAY. This Committee met at the usual hour, Hon. Eliot York in .he chair. The proceedings commenced with the examination of Mr. Joseph Pease, who stated that there was a Parliamentary line, sanctioning the Bishop Auckland and Wendle Railway with the Stockton and Darlington Railway ; this was disputed by some of the petitioners, and counsel said that they (the petitioners) would reserve their opposition for the Lords. Mr. Thomas M`Nay, of Darlington, Secretary, stated that the proposed capital of the company formed for the execution of the whole of the present project is 82,0001., divided into 1,640 shares of 501. each. That the t.mount of money which the company are empowered to raise under the provisions of the Bill is 27,3001. That the amount of shares subscribed for is 65,000/., in 1,300 shares of 50/. each, of which shares a deposit of 2/. 15s. each has been paid. That the table he produces contains the names and residences of the Directors or Provisional Committee, and the amount of shares taken by each. That the list he produces con tains the number of shareholders who may be considered as having a local interest in the line That the number of persons having a local interest in the line is 24, and the number of shares taken by them is 893, or 44,650/. That the number of other par. ties is 31, and the amount of capital taken by them is 20,3501., or 407 shares. That the table he produces contains the shareholders subscribing 2,000/. and upwards, with their names and residences, and the aggregate amount for which they have subscribed is 36,7001. That he has made extracts from the population returns, and will produce a table of the whole popula. tion of the district through which the railway passes. That he has carefully examined and checked all the calculations of present revenue, which, in his opinion, are correctly made. And that the calculation of 5,447/. Os. 2d. revenue is, in his opinion, mode on a fair and liberal basis, and produces the tables of revenue marked. Mr. John Dixon, engineer, deposed that there were no engi neering difficulties to be encountered in the formation of the line. The Committee gave it as their opinion that the preamble of tha Bill was proved the clauses of the Bill were then gone through, and the Chairman was directed to report the Bill with its amend ments to the House. GROUP SS. IMPORTANT DECISION. THE EREWASH VALLEY RAILWAY. The Select Committee on this group reassembled at twelve o'clock this morning, and proceeded with the opposition against the Erewash Valley Railway Bill, Mr. CALVERT announced that arrangements had been come to with one or two landholders on the line, and consequently their o t ,- posltion was withdrawn. The Committee then ordered the room to be cleared, and after remaining in consultation for upwards of half an hour, strangers were re-admitted, when— The CHAIRMAN intimated that the Committee were unani mously of opinion that the preamble was proved so far as it related to the trunk line, the line to terminate on the south o Long Eaton and north of Pye-bridge. The preamble was also proved, as regarded the branches running to Ilkeston and Heanor, respectively ; but it was not proved in regard to the other branches. Tl:e Committee, at the same time, wished the preamble to be amended accordingly, and a clause introduced into the Bill re serving to the landholders the power of crossing over or under the course of the railroad to the canal, Mr. MACAULAY asked if the Committee intended to authorise the extension of the line to the Mansfield and Pinxton Railway ? The CHAIRMAN replied in the negative, and reminded the Learned Counsel that, in coming to a decision on the point of ter minus, the Committee had been guided by a desire not to give one colliery an advantage over another. The remainder of the day was occupied in considering the various clauses in the Bill, which, after considerable discussion, were agreed to with amendments. A clause was introduced giving the colliers power to make the negatived branch, and the Company power to make bridges across the canal to accommodate such branches. The Chairman was then directed to report the Bill favourably to the House, and the Committee adjourned till Monday GROUP X. CAMBRIDGE AND LINCOLN LINE. ENGINEERING EVIDENCE ON THE AMENDED SECTION. At the sitting of the Committee this day, Mr. Rendall was called, and deposed to the amendments made n the section on that part of the line where an error was disco. vered to have been made in the levels, namely, at a distance of 16 miles from Cambridge towards Lincoln. In answer to the question, he said that when he accepted of the appointment as engineer to the line, in April last, he requested to be made acquainted with any errors that might exist in the scctions, for if there were any that would render it difficult to make the line he would have nothing to do with it ; the section as amended was that deposited in the Private Bill office, and he made use of a copy of the section so amended. Did not in any way make use of that sec. tion, so amended in his evidence before the Committee in his exa mination in chief. The amended section exhibited a compensation for the loss of level of 10 feet at the distance of 16 miles 1 furlong from Cambridge, by a horizontal plane of 3 furlongs 1 chains and a descending gradient of 7 furlongs and 51 chains, in a gradient of 1 in 215, which made up for the error of ten feet less of level at this particular point ; up to that point the original section and the amended section are identical. The witness then produced a model of the section, by which he showed, that in order to amend the error, and bring the line from the point where the error commenced, the whole way on to Lincoln, to a level with the line, of sixteen miles from Cam bridge, he proposed to raise the whole surface of the country ten feet. In answer to some other questions, as to more minute de tails, the witness said, his belief was, that not one section in three deposited would be found to be so correct as to stand the test of the scrutinising examination the counsel was now putting him through. He conceived it was wasting the time of the Committee to be putting questions to him which could be more satisfactorily answered by those who made the survey, and who were then in the room, waiting to be examined as witnesses. Mr. TRIPP examined the witness on behalf of Mr. Pemberton, with a view of ascertaining how it was proposed to save the mea dows from inundation by the River Cam, at Chesterton, where it was proposed to build a bridge. The witness said it was to be done by embankments, varying in height in accordance with the surface of the country. The witness was re-examined at some length by Mr. WEBSTER, with a view to show that Mr. Rendal had received the appoint ment of engineer to this line so recently that he had not had time to ascertain whether any error existed or not in the sections. Mr. R. Stephenson, engineer —Had heard Mr. Rendal's evidence, and he (Mr. Stephenson) would say that he agreed with him (Mr. Rendal) in every particular, and could see no difficulty whatever in earrying out the project, notwithstanding the error. An error of the same kind occurred on the London and Birmingham Railway in thedatum line, which was a mere imaginary line, and had nothing whatever to do with the works. To Mr. Sergeant KINGLAKE—The correction of the error would at all events cause an alteration in the works where the error oc curred, To the COMMITTEE—A line of railway was never laid down with reference to the datum line, but with reference to the gradients ; the datum line was a mere imaginary one. Mr. Bazolgette, engineer— When the section was deposited, he was not aware of any error except the omission of marking the radius in two certain curves ; it was only on summing up the books that the error now in question first came to his knowledge. To Mr. Sergeant KiNostAxE—lt was after the section had been deposited that witness had heard rumours of the error of ten feet. Cannot say how soon after, but it was a very short time. Will not say from whom he had heard these rumours, as that was a matter of confidence. Witness will now abide by the amended section, and believes the rest of that section to be correct. It was Mr. Thompson who took the level at the point where the error was alleged to exist, and he was accountable for it. Mr. HILDTARD conceived that this was all evidence that should only have been gone into before the Committee on Standing Orders, but, however, he would let it go on. The CHAIRMAN presumed that this line of cross-examination would not be persevered in, unless with a view to ground some point on which the opposing counsel intended to rely as objections to the line being made at all. Mr. HILDTAIID read the standing order, showing that It was only before the Standing Orders Committee that such evidence as this could be given. Mr. Sergeant KJNGL&KE contended he was in order in this line of cross-examination, inasmuch as his Learned Friend opposite was now examining his witnesses upon an amended section, which had never been before the Standing Orders Committee. He (Mr. Sergeant Kinglake) said he would at once state his object in fol lowing up this line of cross-examination--it was this, to show that there were inaccuracies all along the line, and that, therefore, Mr. Rendal was not correct in saying that this was the only error. The CHAIRMAN asked the Learned Sergeant if his object was to contend that those inaccuracies were such as would be sufficient to prevent the line being made? Mr. Sergeant KINGLAKE . said that would depend on the extent of .he inaccuracies which they should establish. Mr. HILDYA RD—lf that were the object of the Learned Sergean he (Mr. Hildyard) did think that nothing could be farther from than the frivolous questions put to the witnesses. The Committee then retired to consider whether they would per_ snit this course to be persevered in, and after a short absence returned, when The CHAIRMAN announced that he had been instructed by the Committee to state that the witness under cross-examination by Mr. Sergeant Kinglake having been called by Mr. Hildyard, the cross • _ examination should be proceeded with. Mr. Sergeant KINGLAKE said he would endeavour to shorten the cross.examination as much as possible by resorting to figures. He then asked the witness as to the state of levels from the 21st mile to the 22d mile 7 furlongs 2—At that part there was a differ. ence between the original and the amended section of two feel At 62 miles 5 furlong; the height of the ground by the origina section was 69 feet. By the amended one it was 75 feet; that was a cutting of eleven feet deep. At the 81st mile the original level was 48 feet between the sth and 6th furlong; by the amended section it was 58 feet. Mr. Thompson, engineer, deposed to having discovered the error aa question. Cross-examined—He discovered it first about January or February last. Went over the ground again with another person for the purpose of correcting the errors ; after doing so he found the inaccuracy at the point sixteen miles from Cambridge, already spoken of, and nothing more. A witness was next examined as to the traffic to the town of St. Ives, after which the Committee adjourned. GROUP Z. THE DUBLIN AND GALWAY LINE. At the sitting of the Committee, Mr. Lynch, formerly a broler at Galway, whose evidence was not concluded at the rising of the Committee last evening, was recalled, and examined by Mr. TAYLOR—He stated that the cost of conveying a ton of or of ordinary shop goods from Dublin to Ballinasloe by canal was 9.05., or 21d. per mile; the land carriage from Ballinasloe to Galway was sd. or 6d. per ton per mile. The imports to Galway during the last year amounted to 17,182 tons, besides such articles as wine, dried herrings, tobacco, tea, and sugar. In round numbers the imports amounted to 18,000 tons. The exports during the same period were 26,6031 tens. From the reports of the Railway Commissioners, in 1838, it appeared that the imports in that year were 12,000, and the exports 20,000 tons, showing an increase in 1844 of 50 per cent. on the one and 30 per cent. on th e o th er. _ . If there were a railway from Galway to Dublin both would be greatly increased—the imports immediately, and in a little time the exports would also be greatly increased. There are two marble quarries in the vicinity of Galway, the black marble raised in which is of a superior quality. One thousand tons were raised in 1838. It is conveyed to Galway, where it is worked into chimney pieces, &c., from which a great portion of it would be transmitted to Dublin, by railway instead of by sea. Two hundred fairs were held in the county of Galway during the year. He had taken pains to ascertain the number held within tour or five miles of the proposed line, and found them to be eighty. A certain portion of the cattle, horses, pigs; Lee., sold at these fairs would go by the line. The railway would offer great facilities to those transacting business at these fairs. Galway and Ross common are breeding counties, and cattle are sent to Dublin, Meath, and Kildare, for the purpose of being fatted for the English market. The fisheries at Galway are of an important character, about 500 boats being engaged in the trade. The cost of transmitting a ton of fish to Dublin by the mail was 181. 13s. 4d.; by the line it would be considerably less. The fisheries could be greatly extended. The trade in seaweed, which was highly valued by the poorer classes as manure, especially for potatoes, was con siderable, as many as 5,000 boats, carrying about three tons each, being engaged in connexion with it. To witnesses and others coming to the assizes in Galway, and to those coming to the markets, of which there were two a week, the railway would offer great advantages. Mr. Martin, M.P. for the county of Galway, said he had in terested himself in the fishing trade of Galway, in which occupa tion many of his tenants were engaged. Taking the average earnings of the 500 boats engaged in the trade at 351., the total would be 17,5001. The total earnings of the whole of the boats could not be less than 30,0001. Cod, ling, pollock, turbot, and salmon, from the rivers, abounded in large quantities. There were also lobster and oyster fisheries. The evidence of the Hon. Mem. ber went to show that the proposed railway would offer great fad. lities to the population and to the extensive trade carried on. Mr. M'Lachlin, formerly BLP. for the borough of Galway, and one of the harbour and town commissioners of that town, and well acquainted with its trade, considered that a railway would be of great advantage to the county. Mr. N. Williams was well acquainted with the steam navigation of the channel, which was now in the course of improvement. The railway would be of great service to the trade of the channel and to the interior of Ireland, that manufactures would be Introduced into remote parts, and that it would give employment to a great mass of the industrial population. The canal was wholly inadequate for the trade, and was badly managed. The sympathy of the inhabi tants was certainly not with the canal, but with the proposed line, besides a great portion of the goods went by land conveyance. Admiral le Foer French, residing at Ballinasloe, and holding the ancient office of " Baron of the Fairs" in that part of the county, uncle of Lord Clancarty, and having charge of his estates at Bal linasloe, the population of which is 5,000, said there were two fairs yearly there, one in May and the other in October ; the October fair was the largest fair in the world for cattle and sheep. The bay of Galway could accommodate ships of any s'ze. The Cashel Railway was nothing more than a trunk line. The proposed line would be of great benefit to the trade. Could not understand how any one could ask the question, whether the proposed line would be of advantage to the county ? GROUP L. Mr. AUSTIN—WouId you like to see a gentleman who entertains such a doubt? Witness—lndeed I should.—(Laughter.) Put him up and examine him.—(Roars of laughter.) The Rev. D. Arcy, vicar of St. Nicholas parish, Galway, proved that in the event of the construction of a railway, mills would be called into existence, the water power in the lake and canals in the county being considerable ; that the fisheries would be greatly km proved, as also the trade generally. The great difficulty at present of finding a market for the produce of the town would be removed, as improved means of trans,t would be obtained. A railway was the perhaps the only means, of developing th e i ndustry of the county, best, and of calling into existence the energies of the unem. ployed Mr. y Mr Rowe—Anticipated immense passenger traffic from Galway and other towns on the route. Mr. D. Vernon, High Sheriff of the county of Galway, and Mr. H. C. Hancock, of Athlone, were in favour of the line. Lord CIANCARTY thought there could not be a question as to the utility of the project. There was an unanimity of feeling in favour of it against the landowners of the county. The present internal communication was most imperfect, which he was of opinion would be remedied by the line. He looked upon the project THE SrTN, LoNDON, Fill DA EVENING, JUNE 13, 1845. in a national point of view, and considered that the benefits which would accrue to the country would be very great. Mr. Brown gave evidence with respect to the traffic tables. The Committee then adjourned until Monday. PRICE OF SUGAR. The Average Price of Brown or Muscovado Sugar, for the week ending, June 10, 1845, is 31s. 114 d. per cwt., exclusive of the Duties of Customs paid or payable thereon on the im portation thereof into Great Britain. MARKET INTELLIGENCE. (From the London New Price Current of June 12.) SUGAR.—The market was freely supplied. Grocers and Refiners purchased readily, and full rates were paid : at auc tion to-day 89 hhds 73 trs 61 brls St. Lucia sold readily, at full rates. MAURITIUS.—This afternoon 9,221 bags 15 casks were submitted to public competition ; refiners puchased readily, and prices were again full is for low and middling and 6d higher for the better descriptions, and the whole sold. MADRAS was in good request, and stiffer rates were given ; 5,547 bags at public sale sold briskly at full 6d bearer. MANlLLA.—Extensive transactions have taken place this week for export and refining purposes, at rather better prices. The sales are estimated at 20,000 bags, at 23s 6d to 23s 9d per cwt. FOREIGN.—The market had a firm appearance, and very full rates were given for the parcels sold. Of 1,138 boxes damaged Ilavannah, at public sale, about. 350 were taken in at 6d above the value. The remainder sold at good rates. REINED.--The market is still scantily supplied with re fined goods, and previous rates are fully maintained— brown Lumps 7ls to 725, and Standard 72s Gd to 73s per cwt. MoLAssEs.-43 puns St. Lucia at auction sold freely at good prices —fine 20s to 20s Gd, and good 19s per cwt. Com.:E.—For all descriptions of home consumption Coffee a good demand was experienced, and higher prices were ob tained. At public sale 249 casks 95 brls 37 bags Jamaica sold at Is to 2s advance. COCOA.-113 bags Trinidad at public sale all sold. Good qualities were a shade better, other sorts unaltered, good dark red 49s 6d, middling 465, low greyish 42s to 435, and damaged 40s to 42s per cwt. PEPPEn.—Malabar brought former rates, and 200 bags at auction realised aid for good half heavy brown. TEA.—Five small public sales, together 5,629 pkgs, were offered; the demand was brisk, and 3,000 pkgs were actually sold ; plain Orange Pekoe and Capers 2d per lb. decline, but for other sorts no variation occurred. TALLow.-150 casks first sort P.Y.C. at public sale were all taken in at 39s 3d ; 92 skins Ibrail partly sold at 40s 3d to 40s 6d, and 250 casks South American sold at 39s 3d to 39s 6d per cwt. SPIRITS.—Rum is in good request; holders are firm, and ask fully former rates for all descriptions, the market is scantily supplied. Proof Leewards cannot be had under Is 8d to is 9d per gallon, and for clean Jamaica 3s to 5s per gallon asked. The best Demerara is worth 2s 10d. Calcutta is much wanted, and is 6, 1 ,d to is id per gallon paid for proof with certificate. Brandy is in better demand, and stiffer rates are given ; best brands of Cognac of the vintage of 1838 4s 5d to 4s 7d, 1839 4s 2d to 4s 4d, 1840 and 1841 4s Id to 4s 3d, and 1844 3s 8d to 3s 10d per gallon. For Geneva and Corn Spirits prices remain the same, and the market is firm. IMPERIAL PARLIAMENT (THIS EVENING.) HOUSE OF LORDS. Their Lordships met at Five o'clock. Several petitions were presented against the grant to May. nooth. IMPRISONMENT FOR DEBT. Lord BROUGHAM presented a petition from a person named Mason, at present confined in Stafford gaol, for the costs in an action brought against him for a debt of 104, which amounted to 37/. 10s. MANCHERSTER AND LEEDS RAILWAY. The NOBLE and LEARNED LORD also presented a petition from Mr. George Sutherland, of Shipley-Hall, Yorkshire, against this line, which was referred to the Committee on the Bill. MESSAGE FROM HER MAJESTY-SIR HENRY POTTINGER. The Earl of ABERDEEN said—My Lords, I have to de.. liver a message from her Majesty. The LORD CH ANCEI.A.OR (having received the mes sage from the Noble Lord) read it as follows :—" Her Majesty being desirous of conferring a signal mark of her favour and ap probation on the Right Hon. Sir Henry Pottinger, G. C. B. for the services rendered by him in China as her Majesty's Plenipo tentiary, and for his zeal, ability, and judgment in negotiating with the Emperor of China, with respect to the commerce of this country, recommends the House of Lords to concur with her Majesty in making a provision for him of 1,5001. per annum for the period of his natural life.—( Cheers. ) The Earl of ABERDEEN said—l move that your Lordships take her Majesty's Message into your consideration on Monday next. CHURCH EDUCATION IN IRELAND. The Bishop of CASHELL postponed the presentation of certain petitions of which he had given notice until Tuesday next. The Marquis of NORMANBY was sorry the Noble Lord had put off the presentation of his petitions, because he (the Marquis of Normanby) had received some communication which he wished to have taken the opportunity of reading to their Lordships. These com munications were from the Rev. Mr. Mackessy, who con sidered that his character had been impugned by a state ment which the Right Rev. Prelate had on a late occasion of the Reverend Gentleman's over.weaning and unfounded estimate of his own abilities. Now he held in his hand extracts of testimonials of the ability of the Rev. Centleman, which ex tended over a period of nearly a quarter of a century, and cer tainly these testimonials contained as strong a claim for professional promotion, founded on professional merits, as any clergyman connected with the Established Church of Ireland. 37th Foot —E. J. N. Burton, Gent., to be Ensign, by pur chase, vice Gordon, promoted in 98th Foot, June 13. both Foot.—Lieutenant C. A. B. Gordon, from the 98th Foot, to be Lieutenant, vice Vavasour, appointed to the 32d Foot, June 14. 65th Foot—Ensign R. H. MacGregor to be Lieutenant, by purchase, vice Lambart, who retires; J. Barton, Gent., to be Ensign, by purchase, vice MacGregor, June 13. 72d Foot—C a pt a i n H. T . Bowen, rom the 86th Foot, to be Captain, vice O'Brien, who exchanges, June 13. 74th Foot—Lieut. J. P. Mayo, from the 18th Foot, to be Lieutenant, vice Coates, who exchanges, June 13. 86th Foot—Captain D. O'Brien, from the 72d Foot, to be Captain, vice Bowen, who exchanges, June 13. 98th Foot—Captain W. Edie to be Major, by purchase, vice Brevet Lieutenant Colonel Tripp, who retires; Lieutenant J. Montresor to be Captain, by purchase, vice Edie; Ensign C. A. B. Gordon, from the 37th Foot, to be Lieutenant, by pur chase, vice Montresor, June 13. Royal Canadian Rifle Regiment—Gentleman Cadet S. G. Carter, from the Royal Military College, to be f nsign, with out purchase, vice Macdonell, appointed Adjutant, June 13; S. P. Jarvis, Gent., to be Ensign, by purchase, vice Carter, appointed to the 24th Foot, June 14 ; Ensign R. Macdonell to be Adjutant, vice Bentley, appointed to the 51st Foot, June 13. Commission by the Lord Lieutenant of Middlesex. East Middlesex Regiment of Militia—F. W. Hamilton, Esq., to be Captain, June 6. _ BANKRUPTS. Henry Wood, draper, Cheltenham, to surrender, June 25, at two, and July 25, at one, at the Court of Bankruptcy. Al sager, official assignee, Birchin-lane ; Tillieard and Son, Old Jewry. John Hill, licensed victualler, Hammersmith, Middlesex, June 20, and July 25, at one, at the Court of Bankruptcy. Pennell, official assignee, Basinghall-street ; Holmer and Son, Bridge-street, Southwark. James Mabbs, jun, baker, Chichester, Sussex, June 23, at half -past one, and July 8, at eleven, at the Court of Bank ruptcy. Follett, official assignee, Sambrook -court, Bashighall street ; Soles and Turner, Aldermanbury. George How Green and George Courthope Green, whole sale stationers, Barge-yard, Bucklesbury, June 27, at one, and July 22, at half-past eleven, at the Court of Bankruptcy. Ed wards, official assignee, Frederick's-place, Old Jewry ; Wollen, Bucklersbury. John &piers, fruiterer, Ipswich, Suffolk, June 20, at one, and July 21, at eleven, at the Court of Bankruptcy. Tur quand, official assignee, Old Jewry-chambers, London ; Hart, Lincoln's-inn-fields. Wilson Wood and John Holmes, tea dealers, Maidstone, Kent, June 20, at half-past one, and July 21, at half-past eleven, at the Court of Bankruptcy. Graham, official assignee, Coleman-street ; Dodds and Co., Billiter-street, London. William Gibbons, licensed victualler, Manchester, June 25, at eleven, and July 22, at twelve, at the Manchester District Court. Stanway, official assignee, Manchester; Mackinson and Sanders, Temple, London ; Atkinson and Saunders, Manchester. Thomas Caton, printer, Barnard Castle, Durham, July 1, at two, and July 29, at half-past one, at the Newcastle-upon- Tyne District Court. Baker, official assignee, Newcastle upon-Tyne; Richardson, Barnard Castle; Tlas, Beaufort'. buildings, London ; Ingledew, Newcastle•upon-Tyne. John Braithwaite, innkeeper, Morpeth, July 3, at eleven, and July 29, at two, at the Newcastle-upon-Tyne District Court. Wakley, official assignee, Newcastle-upon-Tyne; Woodman, Morpeth ; Crosby and Crompton, Church -court, Old Jewry, London. PORTSMOUTH ATIVIOSPHERIC LINE, The Committee on this Group resumed this morning, Mr. E B Denison in the chair, when Mr. Alexander, on behalf of the pro. moters, called Mr. Gibbons, engineer of the Dublin and King stown Railway, and also' of the Dublin and Dalkey Atmospheric Railway, which line he had laid out. On this railway, which wasa mile and five-eighths long, the worst gradient was 1 in 57, but over this the engines were able to carry trains of 40 tons, at a rate of 45 miles an hour, without any extra power. The sharpest curve was one of a radius of 527 feet. The railway had completely answered all the expectations of its projectors, and as he was con. meted with the locomotive line between Kingston and Dublin, he had fully tested the respective merits of both plans, and he decidedly preferred the atmospheric. On that principle there was not only no necessity for sending the monster trains, but there were no petty annoyances either from noise or smoke. The trains could be tent with as much frequency as was desired without any chance of collision. The line had been opened ever since tho autumn of 1843. The tube was a fifteen inch one, and supplied all the convenience that was requisite. He had seen the Direct Portsmouth line, and believed it to be a highly satisfactory one, and one which would answer all the expectations of the promoters. A great saving was effected in the preservation of the permanent way; indeed, in the Dalkey line during the last year there was no expense whatever, except the laying down several new rails. The piston carriage altogether passed over 3,050 yards each journey during 15 hours in the day, the trains running every quarter of an hour, two sets of men being employed so as to enable them to relieve each other. The trains were carried from one end to the other by the stationary engines, and returned by the force of gravity alone. Th e average number of the carriages on the atmospheric railw a y was 3.75, carrying a weight of 18 tons; on the locomotive li ne t h ere were 7i carriages, with a weight of 36 tons. The gr a di en t s on the line were-1 in 100, for 160 yards ; 1 in 104, for 215 yards; 1 in 115, for 770 yards ; 1 in 131, for 280 yards ; 1 i n 166, for 610 yards ; 1 in 218, for 170 yards ; and lin 328, for 390 yards. The expenses during the eleven months from March in last year to February in this, were— for coals, 467/. Os. 3d. ; for engines, 352/. ss. 6d. ; for oil, 431. Os. 4d. ; for mechanics, 197/. 3s. 4d. ; and for materials, 127/. 125.; cost of engineer, 127/. 12s. The cost of coals was from 355. to 38s. a ton, and coke 165., but these prices were the result of a deficient market. The atmospheric railway could carry sixty: tons with as much ease as the locomotive could carry twenty tons. Mr. Cubitt stated on Thursday that the difference between the gradient of 1 in 80 and 1 in 100 was as an 18-inch tube was to a 15. inch tube. But in this he was wrong, for it really was as 2,240 divided by 80, and the same number divided by 100. The results therefore were, that while it required a tractive power of 281b5., that required for 1 in 100 gradient was 22%1b5. The difference b2tween the 18-inch tube and the 15-inch tube was as the squares of their diameters, the area of the former being 245 cubic inches, and that of the latter 176—50 that the respective powers of the two tubes was as 176 is to 254. He had laid down the tube on the Croydon line, and he was satisfied that the wear and tear on that line would be much less than that on the Dalkey line. With respect to the power to work a single tube line both ways he was perfectly satis fied that it might be done. On the Dalkey line they could hear the first blow of the uumping.engine at the ether end. As soon as this was heard the vacuum was evidently beginning to be formed. On that line there was a barometer con nected with the tube, and as simultaneously as the eye could ob serve the sound of the blow of the pump and the fall in the mercury was perceived. He thought that the safety of the atmospheric prin. ciple was much greater than that of the locomotive, for most of the accidents on the latter,occurredi at the stations, at which places the atmospheric trains were quite out of the way ofeach other,and he believed that a train might start with perfect safety every hour from each end on the Portsmouth line. Indeed, in his opinion, there was no need for a double line, unless the traffic were as numerous as that of the omnibuses between the Bank and Piccadilly. The shares of the Dalkey line had so increased in value in conse quence of the facilities given to the citizens of Dublin for getting into the country and back, that those which, four years ago, were at 701., could now be quoted at 2501., and were not to be had even at that price. In his opinion, the formation of a double atmospheric line would be a mere waste of expense. The engineering staff for each train was three, one of which was a breaksman. The object of the break was to stop the wheels, by rendering that a sliding motion which before was a rolling one. The engineering staff, in deed, was less than on a locomotive line, for the man at the engine station acted for all the trains during the day. Mr. Brunel had looked at the, sections, and thought them good. He had seen the estimates for the line, and thought the prices quite sufficient. A single line would carry a very large traffic, and he thought that it would certainly serve all the purposes of the traffic on the line. Fifteen trains a day each way, might'pass with perfect safety. An 18 -inch tube would convey very heavy trains, cf from 40 to 60 tons, 40 or 50 miles an hour with perfect ease, and he saw no difficulty whatever in the gradients, for much steeper gra. dients might be very easily worked. With a moderate traffic, the expenses would be In favour of the atmospheric line, and the dif ference would be increased as the traffic increased. He was ac quainted with the country to Portsmouth, and he felt assured that trains might be run as often as the public would require, and the cost of working would be not more than 35 per cent. Certainly if the returns were 170,0001. or 150,000/. 35 per cent, would meet all the expenses. He gave these 15 trains to the 14 or 15 hours in the middle of the day, but he thought that on all lines communicating with London there must be night trains, and someof these would, of course, be goods' trains. To Mr. OSWALD—Mr. Brunel stated that the steepest gradient on the South Devon line was 1 in 41 for a distance of four miles, and I in 52 on a plane of ten miles. To Mr. MILNES—Mr. Brunel stated that he thought the loco motiue principle capable of considerable improvement. To Mr. OSWALD, Mr. Brunell replied, that they had a gradient beyond Swansea on the South Wales line, of I in 70. They had several gradients of I in 60 on the Great Western line, and its branches, which were now worked. He conceived that the ap plication of the atmospheric principle presented nothing more than mechanical difficulties, and would be easily overcome. To Mr. M. MILNES Mr. Brunel stated, that though a locomotive atmospheric engine had not yet been used, nor was it what was termed the atmospheric principle, yet he would not say that it would not be applied. He thought it very unsafe to say anything could not be done, for so many things had been done which it was said could not be done that he thought it would not be wise to say that anything could not be done. In safety certainly the atmospheric principle was far superior to the locomotive. He thought:that in estimating the permanent way they ought to take the original decartments about as equal in the first instance. Mr. Keene, a land.agent and valuer at Godalming for the last twenty-five years, stated that he had looked over the line from Epsom to Portsmouth, and thought that 143,9701. 14s. was a sufficient sum for the land. The traffic from the Peterstield side _ _ of the country, through Godalming, was at least four times as much as that from Midhurst and Petworth before the Gosport branch was made. He had presided at two meetings at Godalming, as also of another of the Town Commissioners, at which the bulk of those present were in favour of the Portsmouth Atmospheric line. In his opinion this line was the best, because it was the richest and most populous. There were a great number of mills and mann. factories in it, and it was totally unprovided with water carriage. There were twenty.seven corn -mills and ten paper.mills ontheroad. He was the tithe apportioner of Godalming, the parish of which contained between 6,000 and 7,000 acres, and was not aware that the bulk of the landowners of Godalming were opposed to the line, though a few he believed, were so. At present he thought that the traffic on the itlidhurst and Petworth road and the Petersfield road were about equal. The Committee then adjourned till Monday at twelve o'clock. STANDING ORDERS COMMITTEE, (THIS DAY.) This Committee met at three o'clock to.day. MIDDLESBOROUGH AND I ZEDCAR RAILWAY. This was a Bill to give the Company additional powers. Standing orders to be dispensed with, and the parties to be allowed to proceed with their Bill. TAFF VALE RAILWAY. This was a Bill to give the Company additional provisions. The Committee decided that the standing orders, ought not to be dispensed with. The parties therefore cannot proceed with their Bill this session . ASCOT RACES. (THIS DAY-BY EXPRESS.) (Continued from our Afternoon Edition.) WOKINGHANI STAKES—(SECOND CLASS.) 0 1 0 2 Ratcatcher Jet (THIRD CLASS.) Event's .... Khorszsan . Brush . Eight started. The Brigade Stakes of 10 sous. each, 5 ft, with 20 added. Winner to be sold for 250 L Old mile. No race. BANK OF ENGLAND. ((From This Night's Gazette.) An Account, pursuant to the Act 7th and Bth of Victoria, cap. 32. for the Week ending on Saturday, the 7th day of June, 1845. ISSUE DEPARTMENT. Notes issued ...... 29,732,600 Government debt 11,01 . 5,100 Other securities... 2,984,9(10 Gold coin and bul lion .. . ............ 13,605,716 Silver bu11i0n..... 2,126,884 £29,732,6 00 111. ated the 12th day of Jung .£29,732,6 LARSHALL, Chief Cashier. oo 1845. PARTMENT. Government secu rities (including Dead Weight Annuity) ...... 13,384,898 Other securities... 11,470,805 Notes ............ 9,382,503 Gold and silver coin ............... 779,486 £35,017,694 RSHALL, Chief Cashier. 1845. BANKING D: Proprietors' capita 114, 55 3 ,000 Rest Public deposits (in cluding Exche quer, Savings banks, Commis sioners of Nation al Debt, and divi dend accounts) 5,745,482 Other deposits 10,564,624 Seven day and other bills 1,018,497 £35,017,69 4 Dated the 12th day of June, THE LONDON GAZETTE. (THIS E VENING.) FOREIGN-OFFICE, JUNE 12, 1845. The Queen has been pleased to approve of Don Adolfo Guil lemard y Aragon, as Consul at Sierra Leone for her Majesty the Queen of Spain. WAR-OFFICE, JUNE 6. MEMORA Nnuld.—Her Alajesty has been graciously pleased to permit the 34th Regiment to bear upon its regimental colour the words " Arroyo dos Molinos," in commemoration of the gallant conduct of the second butalion of the regiment in the operations at Arroyo dos Molinos, on the 28th October, 1811. WAR-OFFICE, JUNE 13. 15th Regiment of Foot—Lieut. G. Towel], from half-pay of the Bth Light Dragoons, to be Lieutenant, vice Sewell, ap pointed Adjutant; Ensign W. D. Hague to be Lieutenant, by purchase, vice Towell, who retires; A. P. Warburton, Gent., to be Ensign, by purchase, vice Hague, dated June 13. 18th Foot—Lieut. C. A. Coates, from the 74th Foot, to be Lieutenant, vice Mayo, who exchanges, June 13. 19th Foot—Quartermaster R. Barrett to be Adjutant, with the rank of Ensign, vice Deacon, promoted, June 13. 24th Foot—Ensign S. G. Carter, from the Royal Canadian Rifle Regiment, to be Ensign, vice Lipyeatt, v<he retires, June 14. LLEFT SPEAKING. 1 HOUSE OF COMMONS. The SPEAKER took the chair at Four o'clock. DUBLIN AND DROGHEDA RAILWAY BILL. The Dublin and Drogheda Railway Bill was read a third ime and passed. LANCASTER AND CARLISLE RAILWAY. The Lancaster and Carlisle Railway Bill was read a third trne and passed. SHAW'S WATERWORKS BILL. The report on Shaw's Waterworks Bill was brought up, and ,he amendments were agreed to. GLASGOW, GARNKIRK, AND COATBRIDGE RAILWAY. _ The report on the Glasgow, Gurnkirk and Coatbridge Rail way Bill was brought up and the amendments were agreed to. ABERDEEN RAILWAY. The Aberdeen Railway Bill was read a third time and passed. DUNDEE WATERWORKS. The report on the Dundee Waterworks Bill was brought up, and the amendments were agreed to. SHEYFIELD AND LINCOLNSHIRE JUNCTION RAILWAY BILL. Mr. J. PARKER moved that the Sheffield and Lincolnshire Junction Railway Bill be removed from Group X, and be re ferred to Committee of Classification. The Bill had been before the Committeee on Group X for seven or eight weeks , and the expense to the p ar ti e s h a d already been 2,0001. They had not yet been heard; and, in consequence of the length to which the proceedings in relation to the London and York line had run, there was very little probability of their being heard this session. The railway had been placed in Group X by a mistake of the Committee of Classification. The Committee had imagined that it was a competing line with the London and York, when, in fact, the two lines did not come into competition. Sir R. INGLIS, as Chairman of the Committee of Classi fication, did not appear to defend this Act. Admitting the classification to have been wrong, still this Railway Company had acquiesced n it fur seven weeks — had _ gone before] the Ctirnmittee, and now at the:eleventh hour, whenjpeihaps they found that the cross-examination of the witnesses was rather against the scheme, they wi,hed to remove form the f group, and to have all the work done over again. They should, if they bad fe!t they were placed in a wrong group, have applied before the Committee was struck. They now came too late, and he hoped the House would re fuse the application. Mr. GRAN VILLE VERNON was a shareholder in the ra ilway, and as such supported the application. The object of it was not so much to protect themselves against the expense as to enable them to be heard during the present session, which would be impossible if they continued in Group X, as the London and Yoik line hadnot yet concluded this case. He denied that it was a competing line with the London and York. Mr. WILSON PATTEN, as a member of the Committee of Classification, wouid state that the Committee had en deavoured to lessen the number of Bills referred to Grou p X, and had particularly considered the case of this railway, but they had fou ad that it was so compl e t e ly a competing bile' with the London pod York, thpt it was impossible not to refer them to the same Committee. With regard to the expenses, they were equal to both parties; and if they went into another Committee the other railway must follow them for the purpose of cross-examination. After a full consideration of the evidence, the Committee of classification had been reluctantly obliged to place this railway in Group X, and he hoped the House would uphold the deci sion of the Committee of classification. Mr. BROTH ERTON said the application could not have been made earlier, inasmuch as it was impossible for the parties interested to have foreseen that the London and York line would have occupied so much time. Mr. ESTCOURT opposed the application. The classi fication had b€en made on the 19th of March, the Committee had commenced its sittings on the 28th of April, and now, on the 14th of June, this application was made. It came too late, and he hoped the House would uphold the decision of the Committee of Classification. Sir G. GREY feared that, unless the Bill were removed from Group X. There would be no chance of the case of its promoters being heard this session. Mr. B. DENISON said that in fifty miles the lines ran within eight miles of each other. Then their termini too were ideutical, and therefcre ;here could be no doubt but that they were competing lines, and that it was necessary that they should be referred to the same Committee. There was a re medy for the evil of delay. The Committee might a k the House to remove it out of the Group, but they had not attempted to do so. No such application had been made by the Committee, and notwithstanding anything that might be said to the con trary, he could not but be of opinion that the cross , examination of the witnesses had occasioned this application. If that cross-examination had been favour able to the line, he doubted much whether this application would have been made. He called upon the House to refute this application, which had been made at the eleventh hour. Lord WORSLEY supported the motion. The question was one which had created great excitement in the county which he represented. When the London and York, znd the Cam bridge and Lincoln lines were first entered upon, it was not expected they would have taken so long, or that they would have been considered competing lines. It was his opinion they were only partially so, and if the branch were not formed there would be an end to the question of competition. The non-formation of the branch would not affect the main line ; and with that arrangement the Cambridge and Lincoln could easily be considered in another group, without any inconven cure. Mr. DARBY rose merely to state a fact. In the Committee the whole ear.mination was conducted upon the grounds of the two lines being competing lines. After a few words from Mr. Parker, Mr. Wilson Patten, and Mr. Guest, the motion was withdrawn. LEEDS AND THIRSK RAILWAY. On the third reading of this Bill being moved Sir G. COCKBURN moved the insertion of a clause, au thorising the sale by the Chancellor of the Duchy of Lancaster of certain glebe lands ; and that the standing order requiring such clause to be referred to the Standing Order Committee be suspended. This clause, in addition to two others already assented to and proposed to the House by Mr. Lawson, were agreed to, and the Bill was read a third time. York and North Midland ( Harrogate Branch) Railway. This Bill was moved to be read a third time. Agreed to. DUBLIN AND DROGHEDA RAILWAY. The third reading of this Bill was agreed to. LANCASTER AND CARLISLE RAILWAY. This Bill was read a third time. ST. HELEN'S RAILWAY AND CANAL. The report of the Committee on this Bill was brought up and received. MANCHESTER, BURY, AND ROSSENDALE RAILWAY. The report on the Bill was brought up and received. DUNDALK AND ENNISKILLEN RAILWAYi Mr. G. CRAIG brought up the report of the Committeaon this Bill which was received. PROTESTANT DISSENTERS. Mr. HINDLEY presented petitions from the congregational unions of England and Wales, praying the Government provi sion to Dissenters, and that paid to the Episcopalians in Ire land, called the Regium Donum, should be discontinued. IRISH GRAND JURY ACT. Lord CLEMENTS presented petitions from Langford and other places in Ireland, praying for certain amendments in the grand jury law. MESSAGE FROM THE QUEEN—SIR HENRY POTTINGER. Sir R. PEEL announced that he had a message from her Majesty. The SPEAKER directed the Right Hon. Gentleman to bring it up, and Hon. Members having uncovered -Ihe SPEAKER read the message from her Majesty, which was to the following effect :—That her Majesty, feeling desirous of conferring a signal mark other favour on the Right Hon. Sir H. Pottinger, G. C. 8., for the zeal, ability, and temper displayed by him as her Majesty's Plenipotentiary in China, in concluding a treaty of commerce with the Emperor of China, recommended the Commons to bestow a pension of 1,5001. a year upon him during his natural life.—( Load cheers. ) Sir R. PEEL moved that the most gracious message from her Majesty be taken into consideration on Monday next.— (Cheers ). Dr. BOWRING wished to inquire whether the Govern ment have received any official accounts of the destruction of persons and property in Syria, and whether any measures have been taken to k)ut a stop to these outrages ? Sir R. PEEL said her Majesty's Government deeply re gretted the continuance of these unfortunate disturbances, and the last offi.:ial information stated that the representatives of the Five Powers had met in Beyrout, and had made a strong representation to the Pacha respecting these dis turbances, and the urgent necessity of suppressing them. Colonel Hose had done his utmost to put down these riots between the Drusees and Maronites, and he was happy to say they were not so general as they had been. These men were much pressed, and near:y 600 of them —men, women, and children—had passed for nearly 40 miles through a dfficult country. They had been accompanied by three of the chiefs, and it was owing to their presence that these 575 men, women, and children, had been protected through a hostile country from so many evils, and possibly from massacre itself. The subject then dropped. (LEFT SITTING.) PARLIAMENTARY BUSINESS. THURSDAY, JUNE 12. The Bolton and Leigh, Kenyon and Leigh Junction, North Union, Liverpool and Manchester and Grand Juncti o n Rail way Companies AniaLaination Bill, was presented, and read a first time. The following Bills were read a third time, and passed:— Caledonian Railway. Clydesdale Junction Railway. Dundee and Perth Railway. NOFICES GIVEN AT THE PRIVATE BILL OFFICE. North Union and Ribble Navigation Branch Railway,— Report to be considered. Tuesday, June 17. North Union and Ribble Navigation Branch Railway,— Clause and amendments to be proposed on consideration of report, Tuesday, June 17. Newcastle and Darlington (Brandling Junction) Railway, —Third reading, Monday, June 16. Blackburn and Preston Junction Railway,—Third reading, Monday, June 16. Sheffield and Rotherham Railway,—Third reading, Mon day, June 16. Newry and Enniskillen Railway,—Report, Monday, June 16. Whitehaven and Furness Junction Railway,—Third read ing, Monday, June 16. Richmond (Surrey) Railway,—Report, Monday, June 16. Eastern Counties (Cambridge and Bury St. Edmund's) Railway,—Second.reading. Monday, June 16. West London Railway Extension and Lcase,—Report, Monday, June 16. Great Western Railway (Ireland) (Dublin, Mullingar, and Athlone Railway,—Report, Monday, June 16. London and Brighton (Wandsworth Branch) Railway,— Committee on project, ac(journed till Monday, June 23, at half after twelve. CRICKET. UNIVERSITY OF OXFORD AGAINST THE UNIVERSITY OF CAMBRIDGE. The annual match between the two Universities commenced yesterday, at Lord's, in the presence of a considerable number of the real lovers of the game; the score, when the playing ceased, leaving the Oxonians with two wickets yet to come in. OXFORD. R. Honey wood, Esq., b Wroth... 5 b Rippingall 5 P. Williams, Esq., run out . b Wroth V. Smith, Esq., run out ..... ... 9 b Rippingall M. Ainslie, Esq., run out 0 b Wroth C. Randolph, Esq., b Wroth... 1 c Randolph, b Rippingall 8 H. Hildyard, Esq., b Rippingall 19 run out G. Hughes, Esq., c Hughes, bdo 12 b Rippingall a Moberley, Esq., c do., b Wroth 2 not out G. Yonge, Esq., c do, b Rippingall 0 not out l3 C. Redding, Esq., c Nichol.. son, b ditto L. Randolph, Esq., hit wicket, b ditto I Byes 2, wide (Rippingall 4, Wroth 2) 6 8 Byes 1, wide (Ripping&ll 2, Wroth I) 3; no balls (Wroth 1, Rip. pingall 1) 2 ..... 6 CAMBRIDGE. S. Campbell, Esq., b Randolph ll G. Ottey, Esq., c Williams, b ditto Hon. F. Grimston, b Yongo J. Nicholson, Esq., b ditto lO E. M. Dewing, Esq., c Redding, b Yonge ...... 5 T. Wroth, Esq., C Williams, b ditto 3 C. 0. Pell, Esq., b ditto... R. Long, Esq., b ditto F. L. Currie, Esq., b ditto 6 F. Hughes, Esq., b ditto S. T. Rippingall, not out Byes 6, wide (Randolph l Moberley 2) 3 9 78 ULL AND SELB Y RAILWAY. We understand the agreement for carrying out the resolution passed at the last meeting of the Shareholders has been prepared by counsel mutually agreed on by the solicitors to both parties, and was last week submitted to the Board of Directors here, who, in consequence of some legal difficulties and matters of detail which require attention, immediately deputed the chairman (Richard Esq.), and James Tottie, Esq.), the depu n t e y ; c iy h . a e i l ir c a ted n Mayelston, Esq. (the (j D ' ir ß. ecto P r e ) a , se to , go to London, with a view of having a conference there with Mr. Hudson. On Saturday last the interview took place at the Burlington Hotel, in t when heyo lN r l k r. a lud x so o n rth an A d lid S l i a r n J d o c hn o. S i i ) m . p y so w n e , r a e n p d res o e t n h t e , rs a o nd n was amicably and finally settled , a lease of the line in perpetuity b w l: e hn a ad r lf e ono glad to learn that, after a long conference , the whole matter to Mr. Hudson and the Directors of the York and North Midland Company, with the power of purchase on the terms resolved upon at the late meeting of the Shareholders, being agreed to. Doubts having been entertained by some parties whether the York and North Midland Company could legally take possession of the line on the Ist July next, or at any time before the assent of Parliament had been obtained, we may state that the Directors of the Hull and Selby Railway and Mr. Hudson have found no diffi culty on that point, as the Hull and Selby Railway Bill gives the Company power to lease the line to any coiperation or person for seven years, without rendering it necessary to obtain the consent of Parliament thereto, The agi cement or lease for seven years was accordingly made, eael party contracting to renew it at the end of r d ak e n i da n b t d a o t tN i h o o n rpt a al boundli:toi:l Midland e dgec themselvesompa themselves a e n v d the Board to rend er that term, and so on from ti me to t i me. daosstishtaeinrcein utmost theirto the T lh power,'eo e to ry obtain the assent of Parliament to the terms agreed upon. The Shareholders will learn with much pleasure from the above, that—in accordance with the pledge given br the Directors at the last meeting of Shareholders—they have now fully carried out the wishes of the vast majority of Proprietors in effecting the lease of their line. Mr. Hudson has called a meeting of the Shareholders of the York and North Midland Company, to ratify and confirm the lease and agreement entered into. Matters having been thus placed in such a satisfactory train, all possibility of doubt as to the line coming under the management of Mr. Hudson and his co-directors at the time specified is put an end to, and it is most probable that thete will be no cpposition to the NARROW ESCAPE FROM DROWNING OF AN ETON BOY, ♦ND HEROIC CONDUCT OF ♦ FELLOW-STUDENT-. WINDSOR, TUURSDAY.—Yesterday evening, an Etonian, named Greenwood, aged 16, of the upper division at Eton College, was bathing with two other gentlemen at Boveney Lock, one of the deepest and most dangerous parts of the river Thames, when he was observed by his companions to have got into a dangerous worley hole, and, not having strength to cross it, was taken round by the stream, and was about to sink from exhaustion. One of the gentlemen, named Luttrell, immediately swam to shore, for the purpose of pushing a punt off to his assistance, and the other, Mr. Codrington, boldly swam to him, and succeeded in laying hold of his companion, when both sank together. Codring. ton fortunately extricated himself from the grasp of his now almost lifeless companion, and on corning to the surface of the water ob served that he had again risen, and, notwithstanding his perilous situation, again swam to his assistance, and succeeded in catching hold of him as he was in the act of sinking. One of the watermen, who are placed in this part of the Thames by the college authori ties, fortunately came up at this juncture, and succeeded in bring ing both to shore. Surgeons Clark and Soley shortly afterwards arrived, and administered the necessary restoratives, and in the course of the evening Greenwood was so far recovered as to be re moved to his dame's house (Mrs. Horsford's), but in a very ex hausted sate, MAD Does.--At Greenwich Police•court yester day William Wagner, a person employed in the Commercial Docks, appeared to a summons at the instance of Mr. Inspector Frowd, of the DI division of po.ice, charging him with keeping a dog in a rabid state, and suffering the same to go at large to the imminent danger of the public. Mr. Thomas Steers deposed that he is a cowkecper and carman in High.street, notherhithe. The defendant's dog had bitten his dog, and it became rabid. The clog bit a valuable young horse in his stable, and the horse became rabid, and kicked and tore to pieces everything in the stable. He killed his dog, and sent for a veterinary surgeon, who sug gested killing the horse at once, as in a few hours the danger would be much greater. The animal escaped from the stable into the yard, and bit nearly through a post. With great difficulty he got an apron over the animal's eyes, and held him by the nose while a slaughterman killed him. Wagner assured the magistrate that he had killed the dog since he received the summons. His dog had been bitten by some rabid animal in the neighbourhood, and he believed that there were many others at large in that vicinity which have also been bitten. Mr. Grove said most prompt and effectual steps ought to be taken to secure all loose degs. In the present case he should dismiss the summons, on the assurance that the animal had been destroyed. THE LATE EARL OF ABERGAVENNT.— The will (dated October 23, 1843) of this nobleman, who died on the 12th April in the present year, has been proved by his executors, R. Morgan, Esq., of Lincoln's Inn, and A. Ellwood, Esq., of Buagay. The Earl devises in fee to his brother, the Hon. W. Nevill (the present Earl, and who inherits Eridge Castle, and all the other old entailed estates), all the estates which he (the late Earl) held under his father's will, but subjects them to the payment of 7,000/. to each of the three daughters of his said brother. The mansion in Berkeley-square, his favourite house at Brighton, and all his per sonal estate, sworn under 60,0001., he gives to his executors in trust for sale, but with a right of pre-emption to the present Earl, as to the Berkeley.square house and furniture, the furniture and effects at Eridge Castle, and the park, &c. And after payment of his debts, personal and testamentary expenses, and legacies to his executors and servants, he directs the residue to be equally divided between his nephew and niece, Mr. Thomas Myers and Miss Mary Myers, the issue of the Earl's eldest sister, the tap Lady Mary Catherine Myers. HORRIBLE STORY.—We learn from indubitable authority that Mrs. Holloway, wife of Mr. Holloway, of Person county (who was once a member of our Legislature), having prevailed on her husband, one day last week, to tie the hands of one of their negro women, beat and tortured her to death. It is said that she heated a pan handle red hot and ran it down the negro's throat, besides burning her lips to a crisp. This horrid tale about the burning, seems too incredible to be believed, and we mention it, on the authority of rumour, without vouching for its accuracy. The negro was privately buried eight feet deep, in an obscure place, and Mr. and Mrs. Holloway made their escape to parts unknown to their neighbours, doubtless to Texas. Whether Mr. Holloway was accessory to the murder further than to tie the negro, we are not apprised.—Richmond Star, April 24. IMPERIAL PARLIAMENT. ROUSE OF COMMONS. June 12. POOR-LAW AMENDMENT (SCOTLAND) BILL. Mr. RUTHERFORD (in continuation from our Fourth Edition of Yesterday Afternnon) said—Thus in the parish A this parochial board should inflict upon certain properties situate therein a high rate of assess ment, perhaps six per cent., and in the adjoining parish B a low and insufficient amount was levied, and thus a different rate a ould be established, and a different classi fication adopted in every parish in the country. Surely these were matters of grave eemsideration, and made it imperative on the House, before dealing finally with the measure, to look into the anomalies arid übjections ex posed in it. In the sixteenth century the principle of rating and assessment was first introduced into Scotland, and the present prosperity of that country was mainly attributable to the amendments adopted in those original provisions about sixty years ago, it being in the year 1780, just after the American war, that alterations in the previous principle were suggested and effected. The measure, in his opinion, required much more considera tion and many alterations, or it would inflict injustice on some portion of the people of Scotland, and be generally productive of litigation and legal difficulty. He had great doubts about the expediency of extending the settlement to seven years. If they were to extend the time from three to seven years they would render it so difficult to ascertain the settlement of paupers, that they would have to repeal that portion of the law, and return to the old period of three years. Ile considered that greater time ought to be allowed for the consideration of 'this important point. Then there- was not sufficient protection afforded to parishes against the influx of paupers from England and Ireland, who are bound to maintain them until their settlements could be discovered which was often a very difficult task. This was ex tremely hard upon parishes such as Greenock and Glas gow, where ships of indigent parsons came. These were his objections to the Bill, and he approved of its prin ciple, and thought the object it had in view a good one, but he must again express his decided objection to the capricious Parliamentary line of boundary, which would in many eases be most unfair and unequal in its applica tion. They had not the least conception of the extent of the injury which it would in flict on private individuals by this capricious line. He had already mentioned the case of Edinburgh and Leith, and there were many other cases where unequal pressure of this law was felt in a similar manner. The parish in which a poor man WdS found, wa s t o b e li a b le in the first instance for his maintenance. To this he had not the slightest objection, but the proposition already existed as a law, and whatever the practice might be in particular parishes, the law was that when ever a pauper was found, the parish in which he was, was bound to support him. His Lon. and Learned Friend was too well acquainted with the fact to doubt it. Th e l aw , however, was not always carried out. At times considerable litigation arose amongst parishes as to the proper settlement of a pauper. Of his own knowledge he was acquainted with a case of pauperism, which bad been litigated in the Court of Session during the last four or five years, and which, in all probability, would continue for as many years longer without any definite conclusion being arrived at. The influences lie had drawn from the objections he had raised were so numerous, and so strong, that he was satisfied the pro visions of the Bill, as at present constituted, were must imperfect, and totally inadequate to meet the require ments of the country fur which it was specially in rdr that th ey tended. He would recommend the Hous e to sent t se d b o e: n ore ir c it o o nc t e h d e ing eou tl n ii ty, this Bill, o l, and let it b e might have the opinions of partiesthere to guide them in coming to a just and proper 4 gppreciation of the sub ject. The population in many parishes was thinly scat tered, and the provisions of the Bill were such, that it would be extremely difficult to supply the urgent de mands for medical relief' which such districts required, Over such an extent of country, with such a thinly dis tributed population, it would be impossible for a medical man to travel, so as to supply the demands made upon his skill. There was nothing the parishes in Scotland were so much in want of na medical attendance iliodnagneaestiot wasthe poor, and he did not car e h ow i t was applied, wheth er b y a single parish, or a u n i on o f parish, s, s done. Another point to which he would refer was that of relief to able- bodied labourers. There had been much discussion on this subject during the last forty years, and a decision had been ob tained in a court of law, effirneing the principle of re lief 1(1 stile-bodied paupers, though lie was of a contrary opinion. It was, how ever, nee, ssary that this quest on should be fairly settled. A system efreliefolthis kind should only be applied under a workhouse s y s t em . Th ere might be eases in which relief should be extended to the able-bodied poor—elicil as in (test s of great national distress, or when epi‘eenic diseases prevailed. There ought to be' a n to meet eases ef this kind—a provision of a temporary chars cter—wli reby a rate tuitele. be raised from the inhabitants of parishes ; but he held it ought not to be of a pertnenent character. Ile would not say that the Bill (eight not to be read a se cond time, for it might he considerably amended either in Committee of the whole House, or in a Select Com mittee up stairs ; but entertaining strong objeetion hi sc it i in its present shape, be thought it was a dut y Lord ARUNDEL referred to a meeting held in Edin burgh, in 542 which he t owed hose objections the rested.country to state the grounds on which e i d s p e n e e e y t n o g f the th e then Lord admission of Roman i Provost (Sr James Catholic prim sts into workhouses, and ex -1 pressed a hope that, in the measure before the House, a , under the s t p ), e r s r l r tolerant spirit would be exhibited, br i s c , f sing facilities measure in Parliament. This is the more likely from the circum stance of the Leeds and Manchester Railway Company having ob tained their line to Goole, and from the fact that the main objections to the lease have been put an end to by this friendly negotiation between the contracting parties. Alderman Hughes Hughes and Challis will be put in nomination at Guildhall, for sheriffs, for the year ensuing, on Midsummer-day next, to whom no opposition is expected. BUSINESS IN THE LAW COURTS.—The excess of business in the Court of Queen's Bench still remains undiminished, there being at present standing for hearing for the sittings after term, which commence on the 1 3th inst., no less than 138 causes, 103 of which are remanets from the previous sitting, and the re. maiisder new causes ; out of these 63 are special jury cases. The Court adjourns to London on the 20th, so that it is next to impos sible that the list can be got through, and those actions which are not decided this sitting will remain until November before they can be heard. In the other Courts the lists are by no means heavy, that of the Common Pleas numbering only 23, and that of the Ex chequer of Pleas 30 ; but considerable additions will be made be fore the sittings terminate. ALTERATIONS IN TIIE POST•OFFICE, AND ACCE LERATION OF TOE Men.s.--The elaborate alterations now in pro gress at the General Post office, SL Martin's-le-Grand, are under stood to be only preliminary to a much more extensive acceleration of the inland mails (both day and night) on all lines of railway. In addition to the lately published list of towns to which mails are dispatched from the metropolis every morning, the Postmaster- General has ordered that Ipswich, Dursley, and Wooton.under. Edge shall be immediately accommodated, and on the Ist of July it is expected that several others will be added, as on that day the general acceleration of the northern mails will take place, and the letters from Stamford, Grantham, Doncaster, Leeds, and York, will be conveyed by the recently opened branch railway, forming the most direct line of railway to those places, ai.d Peterborough, Lin coln, Sleaford, Boston, and Hull. A considerable enlargement is about to take place, also, in the London District Post-office, the correspondence having doubled since the introduction of the uni form rate of one penny. The office now used for the purposes of the Money.order.ofiice is intended for the district post as soon as the new office for granting and pafing money.orders can be com pleted. ....... In 51 5° ' ~~. N)4