The Sun. — London, England, 1845-04-30 00:00:00

namely Brigg and Castor, the present cost of coal was from 16s. to 17s. per ton ; but if the proposed lines be made, that article could be laid down for gs. 7d. per ton at the two parts of the line. He would not go into further details as to the amount of traffic, as they would have it from the witnesses; but he would just say this, that in the month of March last 73,000 quarters of corn had been sold at Brigg. Upon the roads at present in existence the quantity of cattle driven along was enormous, and the beasts were often very much deteriorated by the journey, and thus the Yorkshire feeder would be able to undersell the Lincolnshire. He would now direct at tention to the line of coast along the Humber, and the east of the county. The vast quantity of fish taken at that coast was sent to the West and to London, and would therefore be of great importance if there was a rapid mode of transit afforded for this article of food. Then, as to affording facilities for sel-bathiog, it would be of great benefit and convenience to a num ber of persons in the middle classes to have a facility by railroad of get , ing at a place near Great Grimsby called Claythorp, to which there was ne node of conveyance now but by coach, which was very expensive. The Humber had a very fine har bour, which was well sheltered, and in which a very large trade was carried en, and, therefore, it would be very important that foreign ships coming into that harbour on the south side should have some quick mode of transit for their cargo into the interior of the country ; and that woul I be given by the proposed line. This want was particularly felt at Great Grimsby; but there was now a Bill before Parliament for the improvement of the har. bour, and if that Bill should pass, then this project would become the more necessary. If the Committee looked at the map they would see that a place called Gainsborough was in the centre cf several railways, some of which had been completed, and others were projected. To the south there was a line from Sheffield to Gainsborough ; and to the north there was another, which also terminated at the same place ; and the line from Tiverton to Gainsborough was a projected line. The Learned Counsel then read a passage from the report of the Board of Trade, in which approval was expressed of the line from Swinton to Gainsborough. He then went on to say, that from Gains borough the line would go through the populous village of Caistor, a place in which there were markets and quarter sessions held. Then the line went on to Brigg, a great coal depot, thence to the south, near Castor, and ended at Market Raisin, which was also a market town. The line then took s northern route by New Holland to Hull, by which route the mails were now sent. Re turning thence from New Holland, it went on to Great Grimsby, thus effecting two great objects, namely, a certain junction of line from west to east, and the connexion of the manufacturing with the agricultural districts; and a vast amount of accommoda tion to five out of six market towns. Thus the Committee would see that this project brought into connexion the east and west and north and south districts of country now without any line of railroad, and affording themost extensive accommodation between Grimsby and Sheffield, and by which an immense saving of time would be effected by doing away with the necessity of the long distances now tra velled. The Learned Counsel then read another passage from the Report of the Board of Trade in favour of the project, and con cluded by saying that public meetings had been held in the county of Lincoln, at which Lord Yarborough, one of the largest landowners in the county, presided, and those meetings were unanimously in favour of the project, which had this addi. tional recommendation, that it did little or no damage to private property ; that it had no heavy work upon it, and but one tunnel of 1,100 yards. There were a great number of level cross. Snip, which were unavoidable, but the evidence would show that the roads to be crossed would not be materially injured The line would have a double set of rails as far as Brigg, and the three other branches would be single; but care would be taken that they should be made double in the event of the traffic re quiring it ; and the line through the tunnel would be a double line. The whole length of the line, from Gainsborough to Grimsby, would be thirty-eight miles; the Market Raisin branch fourteen miles ; and that to New Holland seven miles; and the estimated cost of the whole had been set down at 600,0001. He believed there would be some opposition to the line ; but the peitioners opposed it upon some marers of mere petty detail, such as the opposition of the owners of bridge and ferry tol s, &c., and also a petition from the Trent Navigation Company. There were also petitions from Lord Scarborough and Mr. Tuttell, whose land Would be invaded ; and one from the Rev. Mr. Wiliam, whose petition was of a rather amusing character. With those observa. time he would now proceed to call his witnesses. Mr. Christopher was the first witness called. He was .% large landed proprietor in Lincolnshire. The general feeling of the people in Great Grimsby was decidedly in lavour of the project. Has property in the neighbourhood of Louth. There was a county meeting at Lincoln which was unanimously in favour of the project. There were about 15,000 at the meeting, and the petition was signed by the sheriff. To the CHAIRMAN—There was no resolution as to the Hull and Gainsborough line proposed at the meeting. Cross-examined—The meeting was called upon a general re quisition to the Sheriff, to consider the merits of the various projects. _ . . Mr. Dynecourt attended meetings at Castor and Grimsby, which were in favour of the whole project. It would be an unspeakable benefit to the whole district. Mr. George F. Heneage was present at all the public meetings held in favour of this project from Grimsby to Gainsborough. Was also at the county meeting. At the Castor meeting there was considerable difference of opinion as to the exact route of the line. After a great deal of discussion the feeling was unanimous that some line should be made. Lord Yarborough presided at the meetings at Castor and Grimsby. Mr. Edw. Heneage, M.P. for Great Grimsby, was present at the meetings alluded to; was quite in favour of the project now before the Committee; believes it would be of the greatest ad. vantage to that part of the country. Cross-examined—The population of Grimsby is about 7,000. The object in getting a line to Grimsby is to open a line of com munication with the manufacturing and coal districts ; the former for the purpose of facilitating the exports. The docks now at Grimsby are capable of being used, but are not, by reason of having no mode of internal transit by rail. The prospectus for the improvement of the docks laid down an estimate for 300,0001. Cannot say that the scheme has failed from inability to raise funds ; never heard that the effort to procure the capital had relaxed ; coals could not come down the Humber cheaper than by the proposed line. Mr. Thomas J. Dixon—ls a large landed proprietor in Lincoln. shire. The general feeling is in favour of this project. It would be of great benefit to the farmers. Mr. Thomas Greenwood, accountant at Manchester, gave evi. dente as to the traffic for fourteen days in December last, between Grimsby and Sheffield, having stationed parties at different parts along the line the result of his calculations was, that 100,659 foot passengers, 193,732 horse passengers, 24,171 coach passengers, and 96,732 water passengers, were found to be the average number for one year that passed at various distances ; the traffic by waggon carts, of various articles, amounted in the gross to 43,462 tons in one year, going various distances ; this included coals, iron, timber, fruit, vegetables, &c. The gross estimated income of all this traffic for passengers was about 31,0001., and for commercial articles, cattle, and general merchandise, &c., ever 43,000/., giving about seven per cent. on the estimated capital of the proposed line, which was 60 ),0001. After the witness had undergone a long cross-examination, the Committee adjourned. Group E. NEWCASTLE AND BERWICK RAILWAYS. The case of the Newcastle and Berwick Line of Railway was opened by Mr. Kilwurd. He argued that a direct communication would be formed thereby between London and Scotland, that it was unopposed by the whole of the landholders, and would open new coal-fields. The first witness called was Christian Aldows, a merchant in Newcastle, whose evidence west to prove the advantages which the trade of Newcastle would derive from it. Mr. KENNEDY, who appeared in opposition to the proposed line, and in favour of the proposed Northumberland Atmo. spheric line of railway, cross-examined the witness, for the purpose of showing the great disadvantages which would accrue from the line passing on a viaduct through the town of Newcastle, and that its existence would prove perni cious to the trade at North Shields. John Shiel was then examined, and said that the traffic from London to Carlisle would be greatly increased by the formation of this line to the quay at Newcastle. The trouble and expense attending the conveyance of goods would be greatly lightened, and consequently the town of Newcastle would derive enormous advan tages. Mr. KENNEDY, in his cross-examination of the witness, tried to elicit from him that this line would render inconvenience to the greater number of warehouses in Newcastle, but failed. Mr. Ralph Parke Philipson was then examined, and corrobo. rated the statements made by the former witnesses. He stated, that when the proposition was considered by the town council of Newcastle, not one member out of 54 were in favour of the op position line, the Northumberland Atmospheric Railway. After hearing a few more witnesses in favour of the line ttle Committee adjourned. THE BERKS AND HANTS RAILWAY. The Bill for this Railway was taken into consideration in Group I G and G 2. this day at two o'clock, by the Committee, composed of the Hon. T. H. Liddi:ll, Chairman ; Mr. Christopher, Sir E. Hayes, Mr. Entwisle, and Mr. H. R. Yorke. Mr. Austin, and ' Mr. R. Gurney appeared for the Railway. Mr. Whateley op. posed it on behalf of Mr. Fowke, of Midghaim. The object of the Bill is to make a railway from the Reading station of the South- Western Railway to Newbury, and also to Hungerford, with a branch, southward from Reading to Basingstoke, the length of the line being 39 miles, and the estimated cost 400,0001. and the supposed return 40,0001. a year. In reply to Mr. GURNEY, Mr. Brunel, who is the engineer of the line, stated that there were no tunnels, and that the gradients were easy, and the cost of construction small, while the returns were ure to be considerable, and the advantages of opening up a better communication with the port of Southampton very great. In reply to Mr. WRATELEV, Mr. Brunel stated that his reason for not carrying the railway nearer to the Kennet Canal, as was de. sired by some of the landed proprietors, was the crookedness and • consequent inconvenience of the line of the canal, but in com pliance with the wishes of Mr. Fowke, a large landed proprietor, a considerable deviation had been made from the original line, in order to avoid the severance of a portion of his property. Tue I Company had made as great a deviation to effect this object as they i possibly could, and every care had been taken to provide for the j irrigation and drainage of the meadow land through which the line passed. Mr. Saunders, Secretary to the Great Western Railway, stated that to the best of his belief the whole of the wishes of Mr. Fowke, over whose land he had been with Mr, Brunel and that gentleman, had been complied with. The Bill sought a power to raise 3 30,000!. of which 300,0001. had been subscribed for. The deposit was 15 5 0001., and the whole of the list of Shareholders had been_ Properly specified in the schedule. There was but one , th.7,eohoooldoeir locally interested in the line, and his shares amounted • There were two other shareholders interested for similar amounts. In reply to Mr. PARKS b, who opposed the line, M s,. the solicitor, of Great George-street, haddropped Saunders stated that the Great Western Company never respect to the only portion'i'Ped any portion of their lines, and with vizthe which such a supposition could be entertain e d, ee Trowbridge and Blandford line, the fact was that br anc h had h su t ffer im edtolrop in consequence of the peculiar circumstances ofnthe but that branch h a d e been renewed, and not o n ly renewed but X ' tended. Mr. Saunders said that Mr. Fowke h a d asserted that if the li ne was taken oppose which was now laid out, he wou ld not the line, an d he sup posed that Mr. Fowke would come there rather as an opponent of the line, as a supp orter than Mr. AUSTIN said that was the whole of the case for the Corn. pally, and unless the Committee desired it he would offer no further evidence. WIIATELEY, en behalf of Mr. Fowke, said that th a t gen tleman had had the misfortune t o purc h ase a very no beautiful h estate in Berkshire about two years ago, an d w had time to spend his money and get attached' w to en th e place, he had the Railway Company came and went right throughthe whole of it. On this estate there were some very beauti ful water meadows, and also several peat.fieldstl former requiring considerable irrigation, for which there were, un der existing circumstances, peculiar advantages, and the latter requiring a perfect drainage. and for which also there was every opportunity ; but this railway would entirely destroy all those advantages. The Learned Counsel then cited several letters to show that good faith had not been kept with Mr. Fowke in some partiticalars, and to prove that the engineer had refused to meet Mr. Fowke and make such arrangements as would save much of the injury to that gentleman's property, One of the injuries in consequence of the refusal of the Company to alter their line was the preclusion of access to part of Mr. Fowke'a land, which was shut in by a piece of ground belonging to Lord Fat. mouth, and which by this railway would be entirely cut off from the other property of Mr. Fowke. The protection which the Company asserted would be given by the 67th clause of the Rail way Clauses Consolidation Bill was quite sufficient to meet this case, as in this instance the water was turned on to the lend from the Kennet Canal, and then turned off again through the medium of a fall of 26 feet, which pervaded Mr. Fowke's land. The railway quite intercepted the connexion with the canal, p(1 the c 1414 though it provided for drainin g N timidity , it made po provision for putting the water -e,4..........--- --ir 1 ;\ , „\ 1 ( •.,,,e, _ "Ati ~::. T c i k THE SUN, LONDON, WEDNESDAY MORNING, APRIL 30, 184 r) . on the land, and he thought that, if the Company desired to act sincerely, they should give a particular clause to protect Mr. Fowke. In reply to an observation by the Chairman, Mr. WHASELEY stated that the construction of the works necessary fn* securing the advantages now enjoyed by Mr. Fowke would in no way interfere with the formation of the railway. . Mr. Wm. Gravatt, an engineer, who had had considerable expe rience in railway engineering, stated that the proposed line would run for about two miles through Mr. Fowke's property. He pro. duced a plan laid down from a large plan of Mr. Fowke's estate, on which lines were traced to show the plan of the Company, and the line which he proposed to obviate the injury, or at least a great portion of it, likely to accrue through the formation of the line to Mr. Fowke's property, and expressed his opinion that his alteration would in no way disadvantageously affect the works of the Company. By his plan a space of 68 yards was secured for communicating with the line of ground which would otherwise be altogether cut off—of course very injuriously cut off. He stated that he had made a report to the Company of his plan. On cross-examination by Mr. AUSTIN, Mr. Gravatt stated that he was aware that it was a convenience to obtain the consent of the land-owners before he constructed a line. He thought that, if there was a good bottom, a communication of twelve or fo , irteen feet wide would answer every purpose; but he generally gave sixteen feet, as the engineers were now liberal. Mr. A USTIN said that having now ascertained what was a good communication, what was a sufficient, and what was a liberal space, he was prepared to say that the Company wera ready to give the sixteen feet Mr. WIIATELEY objected that this communication was to be in the way of easement or right of way over a part of Lord Falmouth's property. His client had a right to the land itself. Mr. AUSTIN thought that it would be unjust to take the land from one party and give it to another. Mr. WIIATELEY conceived that as they had the power to take the land from Lord Falmouth, and if this communication was only in the shape of an easement, and not an absolute property, it would lead to continual broils. Mr. Gravatt said that his plan would in no way affect the canal. Mr. Brunel, in reply to the Chairman, stated that a difficulty would arise with the Kennet Canal Company if thoy carried the line nearer to the canal than fifty yards, and they had agreed to give clauses to enable the Company to secure the traffic on their canal. The room was then cleared, and, after deliberation, the Chair man stated that the differences between Mr. Fowke and the Rail way Company were so trifling, that the Committee conceived they might he arranged privately. A conversation ensued between the Counsel for both sides, and the preamble was allowed to be proved. The clauses were gone through to clause 20, when Mr. WI! ATELEV proposed a clause, the effect of which was to preclude the Company from forming any small houses or sheds on part of the line passing through Mr. Fowke's property, but it was ultimately withdrawn, upon an agreement that no such places should be built by the Company. Before going to the schedule Mr. \Vila - rms.*? proposed a clause for securing the irrigation of the water meadows. In order to show the necessity for this clause, Thomas Cooper, the Waterman of the Midgham estate, who stated that he had been waterman on the property more than forty years, and that they took the water from the canal whenever they thought proper, the custom being to dam up the water and turn it over upon the carriages. Mr. GNRNEY alleged that this right had been disputed, and the Company were unwilling to give a greater right than had been previously epjoyel, and which they might not be able to secure. Mr. Frankum, of Wolverhampton, had known this estate ever since he could recollect, and he believed that the peat, which was a very valuable property, could not be got at without a drain, and the drain on Mr. Fowke's property ought to be eleven feet deep to be sufficiently serviceable. Mr. Gravatt stated that if the peat was fifteen feet deep, the drain ought to be equally deep, and there was no alternative be. tween that and steam power to lift the water. The drain ought to be made before the railway was formed, as otherwise the drain would be likely to lower the rail on the side on which it was made, and he conceived that an injunction might be obtained against it. Mr. Wsta - rELEr then proposed a clause to accomplish this ob ject. Mr. GURNEY objected that Mr. Fowke was in no different posi- tion to any other landowner, and was entitled to no especial pro tection. There was already a dispute about the rights of irrigation, and the rights claimed by him of forming the works under his own engineer were unreasonable. The Railway Clauses Consolidation Act had already met the difficulty by providing that when any dispute arose about drains it should be decided by two neighbour. ing justices. With respect to the drainage, the Company were willing to give as good drainage as that now possessed. After considerable discussion between the Counsel, a clause was adopted to secure a sufficient drainage for the estate. Mr. WHATELEY then sought a clause for the purpose of com pelling the Company to make drains after five years, the time allowed for the formation of the railway; but there being consi. derable difference of opinion, The CHAIRMAN suggested that the Counsel should prepare a clause, and submit it for the decision of the Committee at the next meeting. A Gentleman intimated that he appeared on behalf of the Paving Commissioners of the borough of Reading for the preservation of certain footways, the discussion of which was deferred. The Committee then adjourned the consideration of the Berks and Hants Railway till Thursday, and the Chairman intimated that they would take the Wilts and Somerset Bill to-morrow. SCOTTISH CENTRAL RAILWAY. Group DD. The adjourned Committee met this morning at twelve, and shortly afterwards proceeded with the further consideration of the im portant schemes comprised in this group. Mr. Parker in the chair. Some preliminary business, not of public interest, having been transacted, the examination of witnesses was proceeded with. Mr. CocKRURN called Mr. Mitchell, engineer, as the first wit ness. He atated he haol been engaged for upwards of six months, with twenty-two assistants, taking an account of the traffic. The number of passengers who travelled at present by the road, in gigs, carriages, &c., amounted to nearly five hundred thousand ; from these it was expected to realise an income of 27,5471. 175. Ad., which, being doubled according to Parliamentary usage on railway matters, would yield a total of 55,0951. 15s. 4d. The average rate per mile at which each pas senger would be conveyed was calculated at lid. The income expected to be realised from the conveyance of general goods amounted to about 18,000/. ; coals would realise an income of nearly 9,0001.; lime, 1,51141. ; cattle, 5,5001., and mails and parcels, taken altogether, would give a further result of 5,0001. The total income arising from all these items, and the conveyance of passengers, would amount in round numbers to nearly 94,9001. The country through which it was proposed to carry the line abounded in mineral waters, and was celebrated for its beautiful scenery, and during the summer time was a great resort for invalids and others wishing the benefit of a change of air. It was calculated the number of passengers by the railway during the fine months of the year would be nearly doubled. Mr. Geddes, managing partner of a coal mine near Stirling, was then called and examined upon the item of coals, but his evidence was only of local importance and corroboratory of what had been previously stated. Mr. CRAWFORD, who appeared to support a petition against the preamble of the proposed line, on behalf of several land pro prietors and road trustees, was about to cross.examine the last wit ness, when he was interrupted by Mr. CoceßuaN, who contended that the road trustees and others, whose names were appended to the petition had no right to be heard before the Committee in their individual capacity, as land owners, but only in the aggregate in their official character of trustees. Many of the noblemen and gentlemen who had signed the petition were, in fact, extensive shareholders, and even directors in the very line they now sought to oppose. Lord Abercrombie was a director of the Company, and yet his name appeared the first on the opposing petition. It would also be recollected that a Bill had been passed during the present session having special refer. cues to Scottish railways, in which several clauses having regard to compensation for turnpike-roads, had been introduced. On these grounds he maintained that the petitioners ceuld have no " locus standi" before the Committee. The object of the individuals who had signed the petition, was to endeavour to drive the pro moters of the line into a co npromise, at the expense of time and money, and he therefore trusted the Committee would not allow his Learned Friend to proceed in his opposition. Mr. CRAWFORD having replied in general terms, The CHAIRMAN said the Committee were clearly of opinion that they could not entertain the petition, which had been signed by several noblemen and gentlemen, except in their aggregate capacity as trustees of the roads; and as it appeared no petition of that nature had been presented, the Committee considered that Mr. Crawford was not competent to be heard in opposition to the preamble. The cross-examination of Mr. Geddes was then proceeded with by Sir THOMAS PHILLIPS, who appeared to oppose the Bill on behalf of the Edidburgh and Glasgow Railway, with a branch to Sterling, and the Dumfries and Carlisle Branch ; but nothing of public invarest was elicited. This witness was also subjected to cross.examination by Mr. Tytler and Mr. Hope, but the result was precisely similar to the statements that have already appeared in Mr. Mitchell's exami. nation. Mr. Cameron, carrier, was then called and examined by Mr. HOPE, in proof of the estimates of the goods and traffic expected along the line. He said he could confirm Mr. Mitchell's evidence in every particular; but in his statements he had omitted to men tion a good deal of traffic in first-class goods, which, though it was not conveyed at present along the direct road, would, in his opi. nion, almost certainly be carried by the railway if it were made. Mr. M`Neil, Mr. Clark, Mr. Crawford, and Mr. Hope, generally cross.examined the last witness, whose evidence merely tended to corroborate the statements of previous witnesses. Mr. TALan then called Mr. Wallace, coaei proprietor and builder, of Perth. He considered that Mr. Mitchell's tables with regard to the traffic along the proposed line were not exonerated, but had been calculated on fair and sound principles. He had heard them read in evidence, and was satisfied they were correct. Mr. CLARK cross-examined this witness at some length on behalf of the inhabitants of Perth, as to the eligibility cf erect ing a station on the South Inch. In his epinian, there was no ob. jection to the station being removed to some other spot, if one equally convenient could be found. The close approximation of the river to the proposed station rendered it particularly suitable for the purposes of the railway. Mr. Thorns, banker, was examined by Mr. TALBOT as to the present means for the transmission of goods from Dundee to Perth, Stirling, and eventually to Liverpool. He considered that a continuous communication between those places would be highly advantageous, even at the sacrifice of a moderate extra charge for conveyance; and was further decidedly of opinion that the establishment of a line of railway, inasmuch as it would faci litate the conveyance of traffic., and would tend in a considerable degree to increase the trade and commercial enterprise of Dumfries and the surrounding towns. This witness was cross-examined at some length, but the main features of his evidence were not al'ered. Mr. Nelson, fiesher, at Glasgow, was examined as to the traffic in cattle. He considered that the traffic, as represented in Mr. Mitchell's tables, had been greatly understated, and a railway would convey cattle in better condition, and at less expense, than any of the present modes of transmission. At the close of the proceedings, Mr. lIILDYARD made an applica tion to the Committee to know if they could give him some intima tion of the course they intended to pursue with regard to the order in which they would take the Bills before them. There were nume. rous witnesses now in town who were living at great expense, and it would be a great relief to the several companies if they could be dismissed as speedily as possible. The CHAIRMAN said that the Bills would be taken in the order in which they were at present arrange.l. Any future alteration, that might suggest itself to the Committee would not be entertained until after the expiration of the Whitson holidays, during which period the Committee would not sit. A messenger then announced that the Speaker was at prayers, when the Committee was adjourned till twelve tomorrow. (Sub_Cemmittee, No. 3.) This Committee, consisting of Mr. Aglionby (Chairman), Mr. Thornely, Mr. Stanfield, Captain Jones, and two other lion. Mem bers, met this day at twelve o'clock, in Room No. 7. The Commit' ee were occupied for some time in arranging the order in which they were to take the following Bills The Harwich Eastern Counties Junction Railway (No. 2), the Bermondsey Improvement (No. 2), the Eastern Union and Har wich Railway and Pier (No. 2), and the Manchester Court of Record (No. 2). The CHAIRMAN informed the agents that the Committee would first take the Manchester Court of Record Bill, and then the Ber. mondsey Improvement Bill, after which the Railway Bills would come on. HARWICH AND EASTERN COUNTIES RAILWAY (No. The parties in this casehaving been called, Mr. HAYWARD, for the opponents, said he had to request that the inquiry should be adjourned to Friday, as the nature of the petitions for which he had the honour to appear contained a large number of allegations, which it would be much better to have opened at AA earlier hour of the day, it being then near three o'clock. WELLS AND DEREHAM RAILWAY. The standing orders in this case arc not to be dispensed with.- 13111 thrown out for this session. DUBLIN AND GALWAY RAILWAY. The standing orders not to be dispensed with, and Bill thrown out for this session. BILLS PASSED-STANDING ORDERS. LONDONDERRY AND ENNISKILLEN RAILWAY. The Committee decided that in this case the standing orders would be dispensed with. Bill to be reported, and go into Com mittee. TOTTENHAM AND FARRINGDON-STREET EXTENSION RAILWAY. The standing orders to be dispensed with. The Bill to be allowed to proceed. LONDONDERRY AND COLERAINE RAILWAY. The standing orders in this case are also to be dispensed with, and the Committee will report, after which it will be committed as a Bill before a Committee. It is expected that an appeal on behalf of the cases thrown out will be made to the House; but those best acquainted with such a proceeding are not over sanguine as to the result. ATMOSPHERIC RAILWAYS. The following is the report (issued on Monday by order of the House of Commons), from the Select Committee ap rointed (March 14) to inquire into the merits of the atmos pheric system of railway : Your Committee have given their best attention to this interest• ing subject. Adverting to the great number of Railway Bills now in progress, they consider that one of the most practical results of this inquiry would,be lost if their report were delayed until after these Bills had passed through Committee and a decision had al ready been made on their comparative merits. Your Committee have endeavoured, therefore, to present to the House, with as little delay as is consistent with the due discharge of their duty, the evidence which they have taken, and the opi. nions to which they have come, and they trust that their labour may not prove altogether useless to the Committees that have to decide on the particular railway schemes now pending. The House are aware that a railway on the atmospheric prin ciple is already in operation between Kingstown and Dalkey in Ireland. The first object of your Committee was to make a fun inquiry into the result of this experiment. From Mr. Gibbons, Mr. Bergin, and Mr. Vignoles, gentlemen officially connected with the Kings town and Dublin and Kingstown and Dalkey Railways, they re ceived the fullest and frankest evidence on all the points connected with their management. Your Committee had also the advantage of the opinion of Dr. Robinson, of Armagh, whose scientific know_ ledge and acquirements render his testimony particularly valuable on the theoretical merits of such an invention. From this evidence, and from that of Mr. Samuda, it appears that the Dalkey line has been open for nineteen months, that it has worked with regularity and safety throughout all the •icissi tudes of temperature, and that the few interruptions which have occurred have arisen rather from the inexperience of the attend ants, than from any material defect of the system. _ . . - Your Committee find, moreover, that high velocities have been attained with proportional loads on an incline averaging 1 in 115, within a course in which the power is applied only during one mile and an eighth. These results have been displayed under circumstances which afford no fair criterion of what may be expected elsewhere ; for, in addition to the curves on the line, which would hare been consi dered objectionable, if not impracticable, for locomotive engines, there are alleged to exist defects in the machinery and apparatus, occasioned partly by the difficulties of the situation, partly by mis takes inseparable (torn a first attempt, which very seriously detract from the efficiency of the power employed, for the remedy of which provision has been made in the experiments now in progress. These are important facts. They establish the mechanical efficiency of the atmospheric power to convey with regularity, speed, and security tie traffic upon one section of pipe between two termini ; and your Committee have since been satisfied, by the evidence of Messrs. Brunel, Cubitt, and Vignoles, that there is no mechanical difficulty which will oppose the working of the same system upon a line of any length. They are further confirmed in this opinion by the conduct of the Dalkey and Kingstown Dire, tors, who have at this moment before Parliament a proposition to extend their atmospheric line to Bray. In addition to the witnesses already mentioned, your Committee have had the advantage of hearing the objections urged by Messrs. Nicholson, Stephenson, and Locke against the adoption of the atmospheric principle, and the grounds of their preference for the locomotive now in use. Your Committee must refer the House to the valuable evidence given by these gentlemen. It will be seen that great difference of opinion exists between them and the other witnesses to whom your Committee have before referred, both in their estimation of what has already been effected, and in their calculations of future improvement. But, without entering upon all the controverted points, your Committee have no hesitation in stating, that a single atmospheric line is superior to a double locomotive line, both in regularity and safety, inasmuch as it makes collisions impossible, except at crossing places, and excludes all the danger and irregularity arising from casualties to engines or their tenders. Now, the importance of these considerations will be best estimated by a reference to the return of accidents for fifteen months appended to this report. It will be seen that there have been during that period fourteen col lisions upon the road, and thirteen accidents to engines, which would altogether have been avoided on the atmospheric system, and that these casualties entailed the loss of eleven lives, as well as the serious injury of forty-five persons. From the other twenty acci dents, common to both systems, resulted only four deaths, and two persons injured. There is certainly one case in which tie engine passed uninjured over cattle lying upon the road, together with its entire train ; but then against this security derived from the advan tage of weight in surmounting obstacles, must be set the great danger to which the engine.driver and stoker are exposed, standing as they do upon an open platform. Your Committee desire also to bring to the attention of the House a peculiarity of the atmospheric system which has been ad duce-1 by the objectors to prove how unsuited it must be profitably to carry on a small and irregular traffic ; namely, that the greatest proportion of the expenses of haulage on the atmospheric prin ciple are constant, and cannot be materially reduced, however small the amount of traffic may be. This is, ni doubt, a serious objection to the economy of the atmospheric system under the cir cumstances above alluded to. But, on the other hand, as the ex penses do not increase in proportion to the frequency of the trains it is to the interest of companies adopting the atmospheric principle to increase the amount of their traffic by running frequent light trains, at low rates of fare ; by which the convenience of the public must be greatly promoted. Upon an atmospheric railway the moving power is most economically applied by dividing the weight to be carried into a considerable number of light trains. By lecomotive engines, on the contrary, the power is most conve. niently applied by concentrating the traffic in a smaller number of heavier trains. The rate of speed at which trains of moderate weight can be conveyed on an atmospheric line makes compara tively little difference in the cost of conveyance, while the cost of moving trains by locomotive engines increases rapidly with the speed. Now, when it is considered that we surrender to great monopo lies the regulation of all the arteries of communication throughout the kingdom, that it depends in a great measure upon their ♦iew of their interest when we shall travel, at what speed we shall travel, and what we shall pay, it ber.omes a material consideration, in balancing the advantages insured to the public by rival systems, to estimate not so much what thay respectively can do, but whitt, in the pursuit of their own emolument, they will do. The main objections of the opponents of the atmospheric system seem to rest, lit, on the supposed increased expense of the atmos pheric apparatus over and above the saving made in the construc tion of the road ; 2d, on the inconvenience and irregularity at. tending upon a single line. With reference to the last point, your Committee felt it their duty to direct their first attention to the question of security, and they have already stated that there is more security in a single atmospheric line than in a double loco• motive. They may further observe, that they find the majority of the engineers who have been examined are decidedly of •pinion that any ordinary traffic might be carried on with regularity and convenience by a single atmospheric line. Mr. Brunel has proposed to double tt.e line in those places where trains are intended to meet ; and he has further shown that in a hilly country, with long planes of sufficient inclination to allow of the descent of trains by the unaided power of gravity, it might be possible to effect this object without the expense of the tube. With respect to expense, and to some other contested points, your Committee do not feel themselves competent to report a de cided opinion. It would scarcely be possible at the present time to institute a fair comparison of a system which has had fifteen years of growth and development, with another which is as yet in its infancy. That comparison would, after all, be very uncer. tain ; it must depend much on details of which we are ignorant, much on scientific knowledge which we do not possess, There are, however, questions of practical importance, having reference to the present state of the railway Bills before the House, to which your Committee consider themselves bound to advert. There is a doubt raised in the reports of the Board of Trade, whether the atmospheric system has been sufficiently tested to justify the preference of a line which can only be worked on the atmospheric system, or which presents gradients less favourable than a competing line for the use of the locomotive engine. If it were practicable to suspend all railway legislation until the result of the Devon and Cornwall, and of the Epsom and Croydon atmospheric lines were known, it would be perhaps the most cau tious and prudent course to wait that result; but such a course, independent of all considerations of expediency, is evidently im. practicable. Your Committee venture therefore to express their opinion to the House, that in deciding between competing lines of railway, those which have been set out to suit the atmospheric principle ought not to be considered as open to valid objections merely on account of their having gradients too severe for the locomotive, nor should they be tested in comparison with other lines solely by the degree of their suitableness to the use of the locomotive. . No doubt, in matters like these, experience alone can decide the ultimate result, but your Committee think that there is ample evidence which would justify the adoption of an atmospheric line at the present time. All the witnesses they have examined concur in its mechanical success. Mr. Bidder says, " I consider the me chanical problem as solved, whether the atmosphere could be made an efficient ti active agent. There can be no question about that ; and the apparatus worked, as far as I observed it, very well. The preab Whilefer leCommittee only question in my mind w as as t o the com mercial application of it." Mr. Stephenson ad m it s th a t un d er cer t a i n c i rcum st a nces of favour ofyour general gradients (1315), and under certain circum s tances of traffic with out reference t o gradients (12e4), the atmospheric system would be meritsh aovfe the t hus atmospheric expressed o pinion a pr s i t n r c o i n p g le, that experienc e can alone determine under what circumstances the t ey feel that e in l of traffic or of country inves.April 22, 1645, the preference to eith er sys t em s h ou ld be • ~--.J ~. .~ .u... TUESDAY NIGHT'S GAZETTE. WHITEHALL, ArraL 26, 1845. The Queen has been pleased to direct letters patent to be passed under the Great Seal of the United Kingdom of Great Britain and Ireland, constituting and appointing the Right Honourable Sir Robert Peel, Bart.; the Right Honourable Henry Goulburn ; James Shines Gaskell, Esq.; Henry Bingham Baring, Esq.; Arthur Lennox, Esq. (commonly called Lord Arthur Lennox); and William Forbes Macken zie, Esq. ; to be Commissioners for executing the offices of Treasurer of the Exchequer of Great Britain and Lord High Treasurer of Ireland. DOWNING• STREET, APRIL 29. The Queen has been pleased to appoint William Humph rye, aq. to be immigration Agent General for the colony of British Guiana. OFFICE OF LORD CHAMBERLAIN TO THE QUEEN DOWAGER, MARLBOROUGH-HOUSE, APRIL 28. The Queen Dowager has been pleased to appoint Com mander Sir William Hoste, Bart., to be one of her Majesty's Gentleman Ushers Quarterly Waiter. CROWN OFFICE, APRIL 28. MEMBERS RETURNED TO SERVE IN THIS PRESENT PARLIAMENT. County of Kent, Western Division—Thomas Austen, of Kippingion, in the county of Kent, Esq., in the room of the Honourable Charles Marsham, commonly called Viscount Marsham, now Earl of Romney, called up to the Hou,,,e of Peers. Borough of Leominster—Henry Burkly, of No. 50, Eaton place, in the city of Westminster, Esq., in the room of Charles Greenaway, Esq., who has accepted the office of Steward of her Majesty's Chiltern Hundreds. OFFICE OF ORDNANCE, APRIL 26. Royal Regiment of Artillerv—Second Captain A. A. Shut tleworth to be Captain, vice Trevor, retired on full-pay ; First Lieutenant G. C. Evelegh to be Captain, vice Shuttleworth ; Second Lieutenant F. H. Chancellor to be First Lieutenant, vice Evelegh, April 17. Commission by the Lord Lieutenant of the North Riding of Yorkshire. G. Witham, Esq., to be Deputy Lieutenant, April 14. Commission by the Lord Lieutenant of Gloucestershire. Royal Gloucestershire Regiment of Yeomanry Cavalry— W. J. Phelps, Gent., to be Cornet, vice Boevei , , promoted, April 22. DECLARATION OF INSOLVENCY. John Feaviour, hotel keeper, Liverpool. BANKRUPTS. Anna Maria Johnson, innkeeper, West Smithfield, to sur render, May 6, at half-past one, and June 10, at twelve, at the Court of Bankruptcy. Groom, official assignee, Abchurch lane, Lorr bard-street ; Smith, Barnard's Tnn, Holborn. William Johnson, wine merchant, West Smithfield, May 6, at twelve, and June 6, at eleven, at the C our t o f Banl ruptcy. Turquand, official assignee, Old Jewry-chambers ; Turner and Ilensman, Baying lane. Joseph Cooke, brewer, Wein, Shropshire, May 5 and June 6, at eleven, at the Birmingham District Court. Whitmore, official assignee, Birmingham ; Walmsley, Wern, Shropshire ; Jones, Birmingham. Thomas O'Rorke and William Birks, commission agents, Manchester, May 10 and June 9, at twelve, at the Manchester District Court. Stanway, official assignee, Manchester ; Chilton and Acland, Chancery-lane, London ; Sleney, Bir mingham ; Foster, Manchester. Martha Cheetham and William Cheetham, piece-dyers, Manchester, May 9 and 29, at twelve, at the Manchester District Court. Hobson, official assignee, Manchester; Gre gory, Faulkner, Gregory, and Bourdillon, Bedford-row, Lon don ; Chew, Manchester. John Gregory, innkeeper, Weston, Sornersetshire, May 15, at twelve, and June 10, at eleven, at the Bristol District Court. Kvnaston, official assignee, and Gray, Bristol. Robert Brideson, provision dealer, Preston, Lancashire, May 13 and June 10, at twelve, at the Liverpool District Court. Bird, official assignee, Liverpool ; Cornthwaite and Co., Old Jewry, London ; l'emberton, Liverpool. DIVIDENDS DECLARED. R. Thompson, draper, Stroud, Kent—first div. of 9s. 4d. in the pound, April 25, and any following*, Saturday, at the office of Mr. Edwards, Frederick's-place, Old Jewry. 0. Snoulten, banker, Canterbury—first div. of 20s. in the pound, April 25, and any following Saturday, at the office of Mr. Edwards, Frederick's-place, Old .Jewry. W. Oliver, printer, Darlington, Durham—first div. of 4s. 6d, in the pound, any Saturday, at the office of Mr. Wakley, Newcastle-upon-Tyne. W. Lewis, pilot, Liverpool—first div. of Is. in the pound, May 1, and any following Thursday, at the office of Mr. Cazenove, Liverpool. W. Cross, lead merchant, Chester —first div. of Is. in the pound, May 1, and any following Thursday, at the office of Mr. Cazenove, Liverpool. T. ,Tohnson, C. Mann, and W. Johnson, bankers, Romford —second div. of 2s. 6d. in the pound, April 30, and any fol lowing Wednesday, at the office of Mr. Follett, Basinghall street. C. F. Warman, china dealer, Houndsditch—first div. of 6d. in the pound, any Wednesday, at the office of ➢lr. Pennell, Basinghall-street. W. Law, draper, Reading—second div. of 2s. 6(1. in the pound, any Wednesday, at the office of Mr. Pennell, Basing hall-street. DIVIDENDS. At the Court of Bankruptcy, Basinghall-street. C. Crook, livery stable keeper, George-yard, Long-acre, May 23, at half- pact eleven—R. Dean , builder , Milner-place, Lambeth, May 20, at one—T. Weston, plumber, Southamp ton, May 20, at twelve. In the Country. 11. Nicholl, worsted spinner, Halifax, May 23, at eleven, at the Leeds District Court—J. Cree, draper, Devonport, May 23, at one, at the Exeter District Court—lL Murch, sail cloth manufacturer, Norton-under-Hamdon, Somerset shire, May 23, at one, at the Exeter District Court—E. P. Worth, victualler, Henley-in-Arden, Warwickshire, May 23, at twelve, at the Birmingham District Court. CERTIFICATES to be granted, unless cause be shown to the contrary, on the day herein mentioned. W. Butteril, grocer, Sheffield, May 22—W. Britton, manu facturer of linen cloth, Borrowby, Yorkshire, May 20—W. F. Nicholson, worsted spinner, Halifax, May 20—W. Collinson, shipwright, East Butterwick, Lincolnshire, May 20—J Ash barry, farmer. Holm Lacy, Herefordshire, May 22—J. Yarrad grocer, Spalding, Lincolnshire, May 22—T. Lane, coal mer chant, Hereford, May 22—T. K. Gorbell, bookseller, Bedford place, Mile-end Old Town, May 22-12. Swansborough and H. Oake, warehousemen, Bread-street, City, May 22—W.H. Mills, wine merchant, Mark-lane, City, May 20—G. Hay wood, bricklayer, Luton, Bedfordshire, May 20—C. Burrage, carcase butcher, Newgate-market, May 20—C. F. Warman, China dealer, Houndsditch, May 20—W. Reeves, coach builder, Walcot, Somersetshire, May 22—J. Haze!den, cotton spinner, Bolton-le-Moors, May 20—C. Lewis, innkeeper, Bath, May 20—R. Marshall, stone mason, Pleasant-row, Deptford, May 20—M. Martin, upholsterer, Bristol, May 20 —T. Browning, innkeeper, Old Bailey, May 20—T. Rees, brewer, Liverpool, May 20—F. Pratt, miller, Stoke-upon- Trent, May 20—W. Broadbent, flour dealer, Denton, Lan cashire, May 20—F. Fothergill and J. M' Innes, lampblack manufacturers,ScotswoodtNorthumberlandshire, May 20. PARTNERSHIPS DISSOLVED. W. Humber, jun., and J. Sanders, auctioneers, King's• place, Commercial-road — G. L. Millard and R. Summers, surgeons, Haverfordwest — M. Mead, and A. Lawrence, dress makers, Shrewsbury—T. Beed and R. P. Harrison, curriers, Honiton. Devonshire —T. Piper and G. Riddle, wheel manu facturers, Lamb-street, Spitaltields—G. Robertson and J. Alexander, commisfion merchants, Liverpool—J. Walmsley, jun., and J. Tayleur, coal merchants, Liverpool —C. Parsons and F. S. Collins, solicitors, , Presteign—J. Campbell, C. o P (i tt o . , p A w l l a o s r t :( i so far as rega u rd n s " ; V V . . Mactie, A. Woods, and G. Alston,, merchants, Liverpool (so nlen—djr:pleirisll,lihester— .paepnrdiz R. M. Maddock and W. S. Stredder, builders, Birkenhead, f l‘ a ti r iill a llss s ,)— r a eg nj a d. r ß d o s ow. A Ae . Cheshire—E. W. Hunt and S. Hunt, lace dealers, Liverpool —H. Jones and C. Taunton, bottl e merchants, Hatton garden—J. Denniston and J. Candlish, ship brokers, Sunder land—E.coopers, Kelsey, W. Thornton, and A. Thornton, school mistresses, Reigate—W. Cartwr,gbt and J. Burland, brewers, Ashton-in-Mackerfield, Lancashire—, J. Ellison and W. T. Sibley, tailors, Selby—T. Monk and W. Hodges, butchers, Stockwell-green, Lambeth—G. H. Blake, C. Blake, and J. H. Blake, cabinet makers, Stephen-street, Tottenham-court-road. SCOTCH SEQUESTRATIONS. Robert Walker and Sons, wool spinners, Dunblane, May 5 and 26, at twelve , a t the office of the Sheriff-Clerk, Dunblane. John M`Gillivary, road surveyor, Nairn, M ay 5 and 27, at one, at Anderson's Hotel, - Nairn. Alexander Pittendrigb, advocate, Aberdeen, May 2 and June 4, at twelve, at the Lemon Tree Tavern, Aberdeen. Aldridge, Brothers, ale merehants, Leith, May 5 and 30, at one, at Stevenson's- rooms, Edinburgh. QvEze, April 29. H RE E AT DISTILLERY CASE T ocap ß leT:n l erd A rot.hot L Fvte.h O do A reefk L f U r tbeEhwnc : e 4 Bi ci A g T b. l l — ma ß lV onrani : R ' td — r:Neeiaannitd t F s eTO I L I 7 E X C G THE ATT "-GENERAL V. GEORGE SMITH. The Court than usually crowded this morning, in con sequence expectation that Mr. Fitzroy Kelly would said, that the tune had at last arrived proved, for when the Judges took their scatso'clock, and the names of the jury were when it become his duty and his privilege to address them on be half of Mr. George Smith, anti he felt that it was quite unneees. sary for him to entreat their earnest attention to the circumstances of the case which he would have to lay before them, because from the beginning of that most anxious inquiry, he had witnessed the attention which they had bestowed oni every part of it. But he had to ask that also which was more diffi cult for them to give . He had to ask them most earnestly to discharge altogether from their minds, or at least to endeavour to suspend their judgment on the charges which had been advanced by his Learned Friend the Solicitor. General, while he endeavoured to meet those charges on the part of the defendant, by showing them (and he would venture to pledge himself to show them) that the statements of his Learned Friend the Solicitor. General were from beginning to end most de. lusive and most unsatisfactory. H e would proceed to meet the charge against Mr. Smith, the charge that he and his brother had long carried on a systematic arid gigantic fraud upon the Government and upon the fair trader. He would show them that those gentlemen w ere not gu ilty of this gigantic fraud at all, that they were entirely gu il t l ess o f an y intention to co mmit this fraud on the fair trader or on t h e S ta t e, and that they carried en their business in a fair an d l aw f u l way ; a nd he thought t hat at last this very grave case, thi s gigantic fraud, would resolve itself into a mere question of law, a qu es ti on w hi c h they would be of o p inion ou g ht never to have been ra i se d at a ll . without further consumin g their time by opening observations, and, once more, after earnestly be seeching them to suspend their judgments —to forget, if possible, the proceedings of 7 the Crown, and the solemn charge of systematic and gigantic fraud brought forward by his Learned Friend, he would, in as few, and plain, and simple words, as he c.'uld, Proceed to put into their possession the real history of the case, and the circumstances under which that series of prosecutions had been in stituted against Mr. Smith. S o me seventy yea rs a g o, the vast space of ground which th ey ( t h e j ury ) h a d seen was co vered with build. ings little differin g f rom t h ose w hi c h were now u p on its surface. The buildings the n const i tute d a distillery and rectif y in g .house, and from that tim e t o th e presen t, and, perhap s, from an earlier period, the two t ra d es, or manufactures, of distiller and rectifier, had been carried on in those premises. It was now some forty years, or perhaps half a century ago, since the father of the present defendant became proprietor of this large co ncern. He was on those premises both distill er and rectifier, carrying on both trades in that place, and with the utensils necessary for that pur. pose. At that time, and till the year 1817, to which he would require to call their p ar ti cu l ar a ttention, not on l y were both trades carried on, but the p rem i ses were open to each other. There was then no regulation as a t presen t ag ainst carrying on a distillery and rectifying-house on the s am e premises, and, c onsequently, where the jury would now observe a wall built up completely shutting out the rectifying.house from the distillery, was then furnished with doors and passages, so th at sp i r its, or anything elseof whatever kind, might be conveyed f rom the one work t o the other. It was not till 1817 that any change took place in the law. The supply of water to which he would now so licit their att ention, the supply of water for the last sev en t y years, or from the very earliest period that any one living could reme m ber, had been e xactly the same as at present. Both the distillery and the rectifying.house required a constant supply of vast quantities of water, and they were supplied in the way he was about to describe to them. (The Learned Coun sel then explained, by reference to a magnificent model of the buildings in question, whi c h fully occupied t he s p ace between the bar and the bench, the positions he wis hed to establish.) very large tank— (one en the roof of the distillery) —. which they had seen, and which now constituted the principal reservoir, had only been built within the last year; The ' Sut there . had always been we 1 arge rensvoira containing many scores of thousands of gallons, supplied from the Water-works Com pany, which distributed, by means of numerous pipes, water to all parts of, not the distillery alone, but the rectifying house also. Such had been the mode of ancient supply. Such had been the supply since. Such . was was the supply now. In 1817, or a little before that time, the Government and the Board of Excise seemed to have thought it expedient to prevent, as far as might be, the contiguity of distilleries and rectifying.hottses. It was thought, and he (Mr. Kelly) did not say that it was not a wise and prudent thought—it was thought that from the peculiar nature of these premises, and from the facilities given to the transmission of spirits from the distillery to the rectifying- house, from different circumstances relating to the law, and from the necessity for the constant supervision of Dicers of Excise—it was thought that this connexion between the various parts of the rremises might lead to the porpetration of fraud ; and . . here he would remark that the Board of Excise in getting this alteration effected in the law hid not so much reftrence to the distillers throughout the country as to these very premises occupied by Mr. Smith. Mr. Smith's pre. miser were the only premises of any magnitude in Great Brithin in which the trades of distiller and rectifier were carried on. It was, therefore, with a view to effect some regulation in regard to this large establishment, that the alteration in the law was made. On this — occasion many communications had passed between Mr. Smith and the Board of Excise solicitor, the late Mr. Carr, relative to the putting an end altogether to the unien of the trades. It was first proposed to purchase the rectifying-house fi om Mr. Smith, and he was equally well disposed to part with it, and on receipt of a re.isenable compensa_ tion to carry on the business of a distiller alone. The price he de. manded, however, for the resignation of this trade was deemed too high, and accordingly the treaty was broken off, and Mr. Smith continued to carry en both trades as before; and then, with a view to prevent the suspicious which might arise of fraud, from the con tiguity of these buildings, it was thought prot.er to make it the subject of a legislative enactment. Explanations took place on this subject between Mr. Smith and the Board of Excise, and it was at length arranged that a wall should be built up, effectually separating the distillery from the rectifying-house, so that all spirits and other commodities should be obliged to be conveyed from the one work to the other in a cart or waggon by the public highway. It was necessary, however, that water in large quantities should be always present in the rec tify ing-house, and at all levels, and more particularly was large quantities of water wanted to be poured down upon the worm ; midi for that purpose, a trough, in all respects the same as that at present in use, was required for this very pur pose of pouring down large quantities of water upon the worm, and for supplying other parts of the rectifying-house. Formerly, there were two troughs upon the premises, but now only one was found necessary. With regard to the rest of the premises, the supply took place in this way. (The Learned Counsel again directed the attention of the jury to the model of the premises, in order that they might understand them.) The pipes which supplied the rectifying-house formerly went in a transverse direction. but in 1814, for some reason or other not very material to that inquiry, instead of cutting off the corner in the way he had pointed out upon the plan, it was, owing to the alterations upon the pre mises, continued along in this way. The Learned Counsel ex plained the course taken by the water-pipes, bet the reader could not possibly understand it. without a reference to the model of the premises. This mode of supplying the distillery and the rectifying. house was perfectly well known to all the Excise-officers who were on duty on the premises, and that mode was continued to the year 1836, and here, for the first time, he would refer to the statement made by his Learned Friend the Solicitor-General, and would ask the jury whether they would have imagined that this mode of supplying the distillery and the other works, was of such ancient date, when they heard his Learned Friend say, in his opening address, that in the year 1836, the brothers Smith secretly and clandestinely laid down certain pipes, arid made a communication between those distinct houses, under the pretext of conveying water, but really for the purpose of conveying spirits. He would here state to them, that he should call Mr. James S,rith as a witness, and he would, after describing the premises, and the mode by which water was sup plied, state upon oath that he was not aware that spirits could be transmitted in this way, until he saw the Excise_officers prove, with the aid of sundry little contrivances of their own, that it was physically possible to do se. The Learned Counsel then re ferred to the informations filed by the Crown, and to the amount of penalties claimed, namely, 150,0001., which, with 150,000/. seized, and which would, in the event of an unfavourable ver dict, be confiscated, make altogether some 300,000/. ; and who were the parties Interested in this conviction ? A number of Ex cise-officers, who would reap by the ruin of the Messrs. Smiths a moiety of the penalties, to men in their rank a considerable fortune. The charges on the informations of the Crown were divided into three, namely, the product of the wash and of the actual spirit, the holes on the top of the receiver, and the falsification of the drip. He would take the liberty of directing their attention to the fact of those charges. The Learned Counsel then proceeded to show, by certain returns of the charges in 1843 and 1844, that no reliance was to be placed upon the exaggerated statements made by the Excise-officers with reference to the watche periods of distillation referred to so frequently in the evidence of the witnesses Drinkwater and Batten.. The Learned Gentleman then went through that part of the evi dence which related to watched and unwatched periods, from which he contended it was plain that the defendants conducted their business with equal fairness, whether they were watched or not. In truth, the watching made no difference in the actual results as ascertained by the Excise themselves. He had, then, without troubling the jury too much with figures to demonstrate, from the evidence of the Excise-officers themselves, that there was foundation for this charge, that the produce was greater in the unwatched periods, and that the excess had been made away with. He submitted that the charge in this re spect_bad entirely failed, and that it ought never to have been brought forward. It had been kept back for the purpose of pre judicing the more important charge relating to the pipe. He now came to another point of the case, with which he would not detain them long. It was very important, although it to. Volved no question of money—as it gravely affected the cha racter of Mr. G. Smith. It related to the holes found in the top of the receiver.—(The Le/lined Gentleman then read an extract from the bpecch of the Solicitor-General, to show that the prose cation had produced that charge in such a intoner as to convey an imputation of fraud upon Mr. George Smith, so as to prejudice the minds of the jury in respect to the other charges.) It was said that Mr. Smith remarked, when the hole w,As discovered, that it explained an anonymous letter which he had received; and it was asked, on the other hand, why did not Mr. Smith produce the letter if he had received one., The answer to that was, that the discovery of the hole was made in 1843, and it was now brought forward, for the first time, in the middle of 1845, for the purpose of throwing additional prejudice into the scale, and weighing down the defendant's case. Besides, the fact was, that Mr. Smith did at the time produce the letter, and it was admitted in the evidence that the letter referred to some pilfering of spirits by his men. This very matter of the hole gave occasion for the reflection, how little reliance could be placed upon the evidence of those men, who were examined upon oath, with such grave temptations before their eyes, as thewitnesses for the Crown in this case. Thus the officer Drinkwater swore that he bad examined the receiver in August, 1843, and that the hole did not exist there at that time, and that it must have been made between that tune and the December following, when it was discovered by Batten. Now he (Mr. Kelly) would prove that the hole was made ill 1824. The top of the receiver was made In that year by a person named Florence Young, out of materials furnished by Mr. Smith. The hole was made to receive the suction pipe, but it was found not to be large enough for the purpose, and another was made—this first one being covered with boards, which were found by the officer carefully nailed down, These were nailed down in 1824, and they were now so rotten they could scarcely be held. (The production of the boards erected a strong sensation, in which the jury evidently shared.) The other hole, which was also discovered in December, 1843, and which Drinkwater also swore did not exist in August of that year, was also made in 1824, as should be proved by the cooper who made the cover, and by the manager under whose superintendence it was made. It was intended to bs squared for the admission of the dipping-rod ; but her e again the cooper made a mistake, and the manager ordered the hole to be plugged up. Batten admitted, in his evidence, that from below he could not, force the ping out with his finger, so that if it were intended to use the hole for extracting spirits, the plug must be pulled out above by a screw, which would leave a mark, and make the fraud palpable to the eye. The whole suggestion was absurd, but with out relying upon any probability, he (Mr. Kelly) would prove the fact by evidence. With respect to the charge of increasing the I drip for the purpose of defrauding the Crown, the jury should re. member that when Drinkwater alleged that he had discovered the increase, it was Mr. Smith himself who insisted that the sur veyor of Excise should come himself and ascertain the fact. II? submitted that on the whole of the case there were, at the utmost, only grounds for suspicion, upon which the jury would not confiscate the whole property of these gentlemen, even were it not the fact, as it was, that he (Mr. Kelly) would lay evideuce before them to clear up every suspicion, and to contradict the facts upon which the greatest reliance was laid by the prosecution. For that prosecution there must be either of three motives—the jea. lousy of traders doing less business than the defendants -the anxiety of the officers to obtain their share of the penalties— or the toe great readiness of the Excise authorities to give ear to their subordinates. There was only one other point to which he had yet to call their attention. The Lotto CHIEF BARON asked if that point would occupy much time P Mr. KELLY replied—About half an hour. The Loft]) CHIEF BARON thought the jury might be allowed to retire a few minutes before Mr. Kelly proceeded. Their Lordships and the jury accordingly retired. When the Court resumed, Mr. KELLY said he was sorry to have to *occupy the jury longer at this late hour. He ssould only call their attention to the legal facts in respect to the pipe which formed the gravest of the present charges. It was pretended that the pipe was not properly de. scribed in Mr. Smith's entry of his premises. But the fact was that the pipe and its course were fully described, according to the requirements of the Act of Parliament. It was described in the entry exactly as it traversed his premises ; but the Act of Parlia. ment did not require the description to follow the course of the pipe into any other premises. This was not the moment to argue the question as to whether it was legal to have the corn. munication between the distillery and the rectifying house. But he should prove that it was not a clandestine communication—that it had been long known to the Excise—and that Mr. James Smith and Mr. George Smith both at once avowed its existence without disguise, when Cameron and Batten asked them about it. The Excise knew well that the thousands of gallons of water used daily in:the rectifying-house were supplied from the great reservoir in the distillery. In fact, it was done openly, and with the permission of the Excise. He should be able to prove that the pipe never was used for transmitting one gallon of spirits. He would call Mr. James Smith to prove that, and to prove further, that he never knew, and never thought, that spirits could be transmitted by the pipe. The Learned Gentleman proceeded to argue that under the meaning of the Act the pipe was not a " communication capable of conveying spirits." That it was not such a communication was preyed by the operations of the Excise officers themselves, who failed in two experiments, after having entirely altered the con. struction of the pipe, stopped off all the branches, added new tubes and pumps, and forced in some thousand gallons of water through the pipe to prepare it for the pur. pose. But what did they prove ?—that all the other business of the establishment, large and complicated as it was, must be suspended, to obtain 700 gallons of spirits with a loss of twenty or thirty gallons. If Mr. Smith had ever once been guilty of the fraud it must be known to every workman on his premises, for the Excise had proved that the operation could not be per formed without the assistance of persons in every part of the build.. ing, and the entire suspension of every other operation. He submitted , to the Court, therefore, that the pipe did not come under the meaning of the Act. The Learned Gentleman concluded with an animated appeal against what he characterised as the most extra. ordinary prosecution ever instituted by a Government against one of its subjects. At his conclusion there was applause in Court, which was immediately checked. He then proceeded to call wit nesses for the defence. Mr. James Smith examined by Mr. MARTIN, deposed that he was proprietor of the rectifying.house referred to in these proceed. ings. The distillery was ninety years established. He commenced to take part in the business in 1813. The evidence of this witness was chiefly directed to show that the " pipe " was laid down for the supply of water from the distillery to the rectifying-house, in 1826, with the knowledge of the solicitor of Excise, and under the eyes of four of the principal surveying officers. • The direct examination had not concluded when the Court rose. POLICE INTELLIGENCE. CLERKEN WELL. James Cassidy was charged with assaulting Anne Eve. The complainant, who had a wound over her right eye, and whose shawl was stained with blood, deposed that she was standing in the Crown public-house, in Golden-lane, St. Luke's, on the previous night, when the prisoner came in, and without having received the slightest provocation, struck her so violent a blow as to cause the blood to flaw profusely from the wound then visible. She had never seen the man beforer--ile was fined se, The CRAIRMLN said that the formal notices could be gone into today, after which the day for the further hearing of the case could be named. This order of proceeding was adopted. Mr. 'enables, and Mr. John Duncan, of Lombard-street, appeared for the promoters of the Bill. Mr. Hayward appeared on behalf of the owners and occupiers of land on the line, and also on behalf of Mr. Frederick Clarke against the Bill. There was a petition presented, signed Mr. Henry Mess, for which no appearance was entered, and it consequently falls to the ground. Mr. VENABLES briefly stated the objects of the Bill. It was to give power to the promoters to construct a line of railway, from the Eastern Counties Railway terminus at Colchester to Harwich. The line was to be fifteen miles in length, and would end at Harwich, where would be constructed a pier in deep water. The cost of construction was estimated at 210,0001., and the engineer of the works was Mr. John Braithwaite. The formal notices were then put in and proved, and The CHAIRMAN' said that the further hearing of the case would stand adjourned to twelve o'clock on Friday. The Committee rose at half past three o'clock. The disposal of the allegations against this scheme will occupy at least two days, STANDING ORDERS COMMITTEE. IMPORTANT DECISIONS.—BILLS THROWN OUT. The following important decisions were given to-day in the Standing Orders Committee:— THE DIRECT NORTHERN RAILWAY. The standing orders not to be dispensed with. Bill thrown out for this session. This scheme was most favourably re. ported by the Board of Trade, and it is impossible to describe the consternation of the parties interestee. who crowded the passages to the Committee-room The decision was contrary to general expectation, and the Bill was set down to be argued in Group X Committee which is now sitting, LATEST PRICES OF SHARES Li RAILWAYS, BANKS, ASSURANCE, AND OTHER COMPANIES' STOCK. From the Official List, PUBLISHED EVERY TUESDAY AND FRIDAY RTENING. LONDON, TUESDAY, APRIL 29. RAILWAYS. Dividend Amottnt per of Annum. SI are Paid. I Price, £ s. d 1 31. i. por sh 15s. 100 0 0 25 0 0 to 0 0 100 0 0 50 0 0 50 0 25 0 0 20 0 0 50 0 0 21.166 — . per sh, 20 0 0 50 0 0 2 0 0 25 0 0 50 0 0 4 1 ,4 135 32],Z, 10% 25 0 0 6 13 4 50 0 0 I 50 0 0 12 10 0 25 0 0 50 0 0 100 0 0 50 0 0 25 0 0 50 0 0 100 0 0 40 0 0 11:0 0 0 50 0 0 20 0 0 50 0 0 20 0 0 50 0 0 12 10 0 25 0 0 50 0 0 50 0 0 100 0 0 50 0 0 25 0 0 32 0 0 25 0 0 16 13 4 50 0 0 10 0 0 12 15 4 18 17 2 41 6 10 40 0 6 50 0 0 13 15 9 9 0 0 50 0 0 25 0 0 100 0 0 50 0 0 25 0 0 6 5 0 40 0 0 10 0 0 25 0 0 25 0 0 25 0 0 t,O (1 0 50 0 0 12 10 0 50 0 0 20 0 0 10 0 0 50 0 0 50 0 0 20 0 0 20 0 0 25 0 0 25 0 0 100 0 0 25 0 0 50 0 0 50 0 0 33 2 4 50 0 0 15 5 8 20 0 0 20 0 0 20 0 0 50 0 0 25 0 0 25 0 0 50 0 0 25 0 0 20 0 0 20 0 0 20 0 0 20 0 0 20 0 0 20 0 0 20 0 0 20 0 0 20 0 0 8 0 0 2 10 0 2 10 0 2 0 0 20 0 0 11 0 0 50 0 0 25 0 0 25 0 0 20 0 I 1 b 0 2 0 0 4 0 0 2 0 0 2 0 0 2 0 0 2 0 0 20 0 0 20 0 0 14 0 0 Name of Company. A berdeen Birmingham & Gloster Ditto, New, iss.7l Brighton,LemiA Bristol and Exeter • • • • Ditto and Gloucester C:dedonittn • • • • • • • • • • '2antliiidge and Lincoln Chatham & Prtsmouth Cheater and Holyhead Chi cheater & Brighton Charnel Valley .•• •• • • Cornwall .• • - • • •• • • • • Direct Northern• • • • • • I)Vect Norwich • • Disc, Beetles, & Yrnith Dublin & Belfast June. Ditto awl Galway.. Eastern Counties . • • • • Do.,l'erpetual, No.l Ditto, ditto, No. '2. • • Eastern Union • • . . • • Edinburgh & Glasgow Ditto, Quarter Shares Ely and Bedford .• • • • Gran C,Connection 3raid Junction • • Ditto, Half Shares Ditto, Quarter Shares t. Southern &Western 'eat North of Eigland Ditto, New.. • • • • • reat Western .• • • • Ditto, Half Shares Ditto, Fifths.. • • • • • • Guilford Junction. • • • Harwich • • • • • • . • • • • • • Hull and Selby .•. Ditto, Quarter Shares Kendal & Windermere Lancaster and Carlisle Leeds and Bradford. • • Liverpool & Manchestr Ditto, Half Shares Ditto, Quarter Shares London & Binning Ditto, New Thirds • • Ditto, New Shares London and Blackwell London and Brighton.. Ditto, Loax Notes • • London and Greenwich Ditto, Pref. or I'rio•. London and S. Western Do., New Cons. Bths Ditto, New . • • • • . • . london and Croydon • • Ditto, Guarntd. 5 p. c. London and York.• . • • Lynn and Ely ••• • • • • anclicster and Leeds Ditto, Half Shares • • Ditto, Quarter Shares Ditto, Sixteenths ... Matieliestr & Birming. Ditto, Quarter Shares Midland Ditto, Fifths . • • • • • • Ditto, Birrn. 71:Derby Newcastle & Berwick Newestle & Dart. June. North British • • Northern and Eastern . Ditto, Scrip, iss.s3. d. Ditto, Quarter Shares North Kent .. • • Norwich and Brandon Ditto, New • • • • . • • • • Portsmouth Direct • • • • Preston and Wyre • • • • Iliehmnd& W. E Jane. Rughy ..,.. • • Ditto, 2d Pref., lB , l'Z Sheffield and Lincoln • • Sheffield & Manchcstr Ditto, Quartet• Shares Shrws.,Wolv.,Dnd.,Bir :',outh Devon • • .• • • • • • South-Eastern & Dovr Ditto, New iss. 32/.dis South Wales Sterenson's Prtsmouth Thames and •Medway.. Trent Valley • • • • • • . • • Yarmouth & Norwich Ditto, New • • • • • York & North Midland Ditto, Half Shares • • Do., Scarbro' Branch 'Ditto, Selby Scrip Ditto, Extension ... • Boulogne and Amiens. Olt. Northern of Franee Orleans and Vierzon . . Orleans & Bourdeaux Paris &Lyons(Lailltte) Paris and Strasbourg.. Paris and Orleans..... Paris and Rouen ..• • • • R: -yen and Havre • • •• :MINT-STOCK. BANKS. Dividend Amount Name of Company. per of Paid. Pries Annum. Share. £ 8. d. £ 8. d. Australasia ••• • • • per cent. 40 0 0 40 0 0 423 BritshNorth American 41. per cent. 50 0 0 50 0 0 45 Commercial of London Si. per cent. 100 0 0 20 0 0 22 Colonial .• •••• • • • •• • 51. per cent. 100 0 0 25 0 0 14N Londn and Westminstr 67. per cent. 100 0 0 20 0 0 27 London Joint-Stock 6l. per cent. 50 0 0 10 0 0 14% Metropolitan ...• •• . • 25 0 0 710 0 Provincial of Ireland Si. per cent. 100 0 0 25 0 0 46 Ditto, New. National of Ireland • Nat. Provncial of Eng. 51. per cent. 100 0 0 35 0 8 37% Ditto, New.• •••• • • • SI. per cent. 20 0 0 10 0 0 Union of Australia • ••• • 25 0 0 25 0 0 25% Union of London.• •• • , SI. per cent. 50 0 0 10 0 0 124 INSURANCE COMPANIES. Dividend Amount Name of Company. per of Paid. Price. Annum. Share. £ s. d. £ a. d. Albion .. ••• . • • ...... 3/. 10s. AOO 0 0 50 0 0 72% Alliance Brit. and For. 6 per cent. 100 0 0 11 0 0 19% Ditto Marine. • ....• 61. per cent, 100 0 0 5 0 0 6% Atlas , .... ..... .. .. 13s. 6d. pr sh. 50 0 0 5 0 0 16% British Commercial .. 7s. per share 50 0 0 b 9 0 7 Clcricl,Med. & Gen• Life Si. per cent. 100 0 0 210 1 6% County .... 1: ...... „ 3/. 100 0 0 10 0 0 • S ICrown • • • • • • • ...... • 9s. and j 6/. ss. bs. j 49 0 0 5 0 0 10 Eagle 6s. 50 0 0 S 0 0 5% Economic Life .• • ..... ElV o r s. c b t ;l 1000 0 0 250 0 0 Eng. & Scot. Law Life.. 5/. per cent. 50 0 0 20 0 2% European Life.... •• • • 53 per cent.. 20 0 0 All paid. 20 Freemasons' -•••• • • • • bl. per cent. 20 0 0 3 0 0 Globe - 142 Guardian •••••• . • • • • • 5/. per cent. 100 0 0 36 10 0 5014 Imperial Fire •••• • • • • 12/. per cent. 500 0 0 50 0 0 195 Imperial Life... .. .. .• 12s. 100 0 0 10 0 0 16 Indemnity Marine- • • 11. sh. & be. 100 0 0 513 1 30 Law Life Legal and General Life - 50 00 . 20 0 6% London Fire •.•.• • .. . 10s. 25 0 0 12 10 0 15% London Ship Marine ••••••• • • • • • • • 5/. per cent. 100 0 0 15 0 0 10% Med. 'mild& Gen. Life - co 0 0 2 0 0 3 National Loan Fund • • St. per cent. 20 0 0 210 0 2% National Life • .... 81. per cent. 100 0 0 50 0 1 - ,4 Palladium Life. •.. • • 5/. per cent. 50 0 0 2 0 0 2 Phoenix •-• • • • ...... • • 3/. p.ct. & bs. - - 195 Protector Life ••• • • .'• • 5/. per cent. 20 0 0 1 0 0 1/. 2s. Provident Life.. ••• • • • 1/. ss. 100 0 0 10 0 0 24 Rock Life .••••• • • • • • • 4s. 50 0 010 0 4% Royal Exchange .• • ... 5/. per cent. Stock. - 188 Sun Fire .. ..... - - Ditto Ltfe . • ...... • • it. Cs. - - Universal Life 615 0 14 •• • • 10%1. • . pr ent.,loo 0 DOCXS. Name of Company. Dividend I Amount per of Paid. Price Annum. j Share. Zommercial • • • • .•• Last and West India... Zast Country • • ..... London •••••• • • •• •• Igt Katharine Southampton •• A s. d. ".£ 0. d 31. per cent. Stock. 15141. pr cent. Stock. 11. per oh. 100 0 0 4141. pr cent. Stock. 8 per cent. Stock. 41. per cent. 50 0 0 80 0 0 WATER—WORKS. Dividend Amount Name of Company. per of i Paid. Price, Annum. Share. £ e, d. East London.. •••• • • • • 8/. 100 0 0 I 230 Grand Junction 31. 46 13 4 90 [Cent Vauxhall 51. per cent. 100 0 0 60 Weal Middlesex ...... 41. 16s. pr ct. 63 12 9 127 LIST OP SCOTTISH COMPANIES' PRICES Dividend Amount Name of Company. per of Paid. Price. Annum. Share. • X s. d. .£ s.• d. Bank of Scotland Royal Bank of Scotland 61. per cent. 100 00 . 168% British Linen Company 8P per cent. 100 0 0 226% Commercial Bank •• • • Si. per cent. 100 0 0 167% National Bank ...... • • 61. per cent. 10 0 0 15% Union Bank of Scotland 7%1. pr cent. 50 0 0 95 Western Bank •.. . 6/. per cent. 50 0 0 76% North of Scotland Bank 61. per cent. 5 0 0 7 Clydesdale Bank ...• • 61. per cent. 10 0 0 14% Eastern Bank •••• • • • • 31. per cent. 15 0 0 1, 1 i / i Caledonian Bank E c li n b.&Glasgew Bank 51. per cent. 50 0 7 t i i city of Glasgow Bank . Si. per cent. 815 0 13% Scottish Union Ins. Co. 51. per cent. 20 0 0 10 0 1 1,, Hercules Insurance Co. 71. per cent. 100 0 0 10 0 0 1411 Insur. Co. of Scotind• • Si. per cent. 10 0 0 All paid. 10 North British Insur. • • 91. per cent. 200 0 0 10 0 0 27 Caledonian Fire Incur. 101. per cent. 100 0 0 le 0 0 24 Edinburgh Life Insur. 6/. per cent. 100 0 0 10 0 0 18N Rein. & Glasg. Railway 4%1. per cent. 50 0 0 50 0 0 65% Ditto, 4 Shares •• • • 4% /. per coat. 12 10 0 All paid. 16 Edin., Leith, & Grantn 20 0 0 20 0 0 15 Glasgw 8s Ayrshir Rail. 4% /. per cent. 50 0 0 All paid. 65 Glasgw & Greenck Rail. 2/. per cent. 25 0 0 All paid. 15 Glsgw & Garnkirk Rail. 51. per cent. 25 0 0 All paid. 28 Dundee & Arbroth Rail. Si. per cent. 25 0 0 All paid. 32% CANALS. . 1 4 I Names of a) Dividend . Price. Companies. Names of Dividend Price. Companies. A per I Annum. , 1- Annum. .n , - - ----- ---- Ashtn & Oldh 97'51.55. p c 72 Monrnouthsh 100 91. 160 Ashby-d-la-Z 1131 V. I 70 Mntgomrysh 100 51. gs Barnsley .. .. 160 i 12/. - • -ISO Macclesfield . 100 - ..15 Basingstoke.. 100 - 5 Neath •••• • • IN 201. 365 Brknk&Abrg 150 51. 85 Nottingham. 150 121. 260 Crornford .. • . 100 181. 160 Peak Forest .78 31. 40 Dudley .• • ... 100 4/. 80 Regent's -• • 33 1/. 24 Derby •• • ... 100 81. 103 Rochdale .... 85 41. 55 Ellsmse&Chs 133 41. 58 Shropshire • • 125 81. 120 Erewash •. • 100 32/. 410 omrset Coal 150 71. 10e, 123 Forth & Clyd,loo 41. 105 Do.Lk Fd St 1! 61. p. c. 11 GrandJunetn 1 100, 71. 124 Stfl`rd &Wore' 140 281. 480 Grand (Inionlloo 11. 108. 25 Shrewsbury.. 125 151. 230 Glamorgnsh . 172 13%1. 210 Stourbridge .. 145 201. 360 Gistr & Brkly 00 - 8 Strtfrd on AY 79 1/. 108. 30 Grantham • • 150 121. 100 Severn and Huddersfield. 57 - 20 Wye Ran. 126 11. Bs. 28 !,‘ Kennt & Avn 39 IL 6d. 7 Trnt & Mr- Lancaster .• • el 11. 10. 40 , 0 ,. , m sh. / 50 301. 450 10 Leeds& Livrp 1 341. 570 Thams &Mod 19 - 80 Leicester ... 140 101. 110 Worestr Bsl 78 4/. Leicstr &N . 83 4/. 70 Birming. j Loughborog 14 701. _ 1050 to Ss Bike 87 11. 48. ta 00i 11 4s. per sh. 51. per ct. 21.: , _. p. sh. 11s. 3d. p. sh 101. pe t r et. 101. p4r et. 101. per et. 31. 6s. 71. per cent 71. per cent 71. per cent, pr et. 10/. per et. 101. per ct. 101. per ct. 101. per ct. 101. per et. 101. per ct. T. Os. per sh .51. per cent. 5/. per cent. 5/. ss. per sh 10s. per sh. 41.75, rd. p.s. 1/.175.6d.p.5. 2/. per share IL 4s. per sk 12/.135. perch, 2/. ss. 15s. 15 0 0 5 e 0 00 0 0 50 0 0 25 0 0 Stock. 2 0 0 2 0 0 50 0 • 10 0 0 6 0 0 2 10 0 51. per cent 11. Is, 101. per ct. 101. per ct. MARKET NEWS. CVESTERDA n.es,7 D1A.P,37,1%. TS. SMITIWIELD.—Coarse Meadow Hay. :31 12s to 41 183; use ful do., 51 to 51 83 ; tine Upland do.. 5/ lOs to 5/ 153; Clover Hay, 4/ lOs to 6/ 3s ; Oat Straw, 11 18s to 21; Wheat Strayaw, 2/ to 2/ 2s per load. Supply but moderate. The best H and Straw sold firmly ; other kinds slowly, at Our quotations. CUMBERLAND.—Coarse Meadow Flay, 3/ 15s to 4/ 153 ; useful ditto, 4116 s to 5110 s ; tine Upland ditto, 5/125 to 5/ I6s; Clover Ilay, 41 8s to 61 ; Oat Straw , 1/ 18s to 21 Wheat straw, 2/ Is to 21 3s per load. A sho rt supply, 2nd a steady demand. WuEc rruArat..—Coarse 5 Meadow Hay, 31 16s to 4/ 1 63 ; useful ditto, 41 17s to 5! 8s ; tine U p l an d ditto, 1 103 5/ 16s; Clover Hay, 4/ lOs to 6/6s ; Oat Straw, 1/ 18s to 21 ; Wheat Straw, 21 to 2/ 2s per load. Both Hay and Straw sold steadily, at full prices. C0L0N31391,. Sue;An.—The market for British Plantation is heavy, only about 300 hhds having been sold at previous p rices. c on e only transaction which has transpired worth reporting ' ]," In sists of a cargo of brown and yellow Paraiba (chief,. bags), which has been sold afloat at 20s 3 d , deliverable, ati• Antwerp. The quantity of British Plantation landed .a9'z . week at the East and West Jndia Docks was 1,746 lihds, 1 tierces, Isi barrels, and there were taken for home consum tion 1,455 hhde, 90 tierces, 139 barrels. The stock in the same places is 8,490 hhds, 735 tierces, 1,035 barrels. ag COFFEE.-105 casks Jamaica (of the new crop), 7 50 Ceylon, 244 bales Mocha, and 217 bags Costa Rica have o t c— t offered by auction. The Jamaica was chiefly disposed ef, at a reduction of fully 2s to 3s • about two-thirds of the Ceyt lon and all the Mocha found ' buyers, the former 1110°Y at 44s 6d for good ord quality ; common mixed low good ord was taken in at 43s 6d; and the latter at 58s to 62s for 11 : 11 to good mid, are previous prices. Ail the Costa Ili cA was withdrawn at 34s to 43s for ord to fine ord. Bum.—The quantity landed last week at the Ea st West India Docks was 681 puns, 185 hhds; there were tat: for home consumption 262 puns, 36 hhds; and exported u‘' puns, 127 l_hds. The stock in the same places is 7,574 PuPs 2,521 hhds. TALLOW.—P.Y.C. is 38s to 38s 3d per cwt on the spot , and Town 41s per cwt. TE.l.—There is a moderate trade doipa. d 50 0 SPICES.-4,374 bags Pepper (chiefly Sumatra), of bags Pimento were offered at auction. Nearly the who.! , the Pepper sold at 21d to lid for ord to good black Suroatro7 and good to fine ditto, Malabar kind, at 2id to 20, belid fully former rates. The Pimento sold steadily at l i d to 3s ' for mid to good mdi quality. (From the London New Price Current of April 29.) SUGAR.—To-day there was a good demand for bright gt.o, cery and strong refining descriptions of West India Sri which fetched fully former rates, but inferior and brown nts lities were purchased sparingly. The quantity sold ani nu doe s to 520 hhds, including a public sale of 150 Wads of Barb a _ to Sugar, went off with spirit. at fully previous rates; thatAvs say, fine yellow at 53s to 565, and good 50s to 525, ttn d 47s to 496 6d, d low 41s to 44s per cwt. d REFINED.—T To-day there was p less business transacted to home trade goods, but on the whole we have no variation _s note just now ; standard lumps are 695, and brown la L, 67s to 68s. Bonded Crushed Sugar is with difficulty to purchased under 37s per cwt. of 5 MAtainius.—Prices have suffered a further decline d per cwt for all qualities excepting the best yel low an aice l fining, which brought the former valuta, and the largeP o iss offered at public sale, amounting to 12,280 bags and I" 50s were all sold—fine yellow at sls to 535, good 48s to middling and good middling 43s 6d to 47s 6d, lost o t° to 436, common brown 325, middling to fine 36s to 41 5 , ' vs to middling grey 40s to 465, and good to fine silvery gr e Y a 50s per cwt ; the quantity of brown in the sale was 591argell EAST INDIA.—This afternoon the market 'wag supplied with Bengal Sugar; five parcels, amountilblie 8,567 bags, 129 chests, and 12 casks, were submitted ilrotes at competition. The principal part was disposed of fo wel t for white and grainy yellow, but date and brown kinds at a decline of Is per cwt. c ask Of McastssEs.—This afternoon at public sale 5 5 c „ s ,', but Bengal Treacle were taken in at 16s for good qn s "'is Of 150 casks Madras Molasses sold at 13s 6d, and 150 eas Tamarinds at 12s to 13s 6d. FunisiGN.—For Brazil, holders have been un able to ob_s„tais-o° any further advance. The private operatio ns are a r.0.:(70 of brown Parabia in bags and barrels at 20s 3d .; ilia on bags of white Parabia at 27s 6d ; 250 chests brown 13' to 2 75 the spot at 20s to 225, and 150 chests of white at 2 4 e b, a nd per cwt. There are many orders for yellow Have one ris are the late advanced rates are offered, the privats operatio2_ to only 600 chests of low yellow at 225, 26s for middling to fine quality. In white there has d, a nd little passing, for good and fine 35s to 38s beings sk ,, e • co 40 0 30s to 34s per cwt for low and middling. Of Po n! the Mills have been sold at 20s 9d per cwt, deliverable riser ship's side. ta jned - ' ElCE.—Bengal is less wanted, former rates are su s s m ode none has been brought to public sale, and the purchase, 00 privately have been trifling, low white at lOs 6d, B ,ljit t o te to tine Ils to 123 6d per cwt. For Foreign East In" 6 d to rates are maintained. Madras yellow is held for 9s 6d 103. Java white lOs 6d to 12s 6cl, and yellow 9s 6d to per cwt. at' and 350 chests at ties COFFEE.—This afternoon Mocha Coffee met with little P ° tention, and 191 bales at public sale were only but the offers made at reduced rates were rejected. ..i.snce TEA.—To-day the market presented a firmed': good for most descriptions of Tea. In Congou there waidiod to, deal doing, common sound at 9d to 9 id , good 0 to is 3a lOSA, and Twankay good common yellow l eaf Is 2d per lb. 50 S n r a f g e s E s a . t — p Tu public a s f a t l e e rn w o e o n n t r t Pimento rather and very low 2id per lb. e te s er d - lox, BRANDY, AND HOLLANDS.—Previous rates mao d a tained for Demerara Rum of strong quality, al l ,, d A s e)'r 3 ° t° ch w e a a s pe l r e , ss mind exists ; 250 puns sold at 2s 7d to 28 I°"e verY 36 per cent over proof, but for common kinds t he n t i io 2° , 1 few buyers, and is II d to 2s 3d is the val ue - "ca, r Ja° l3 ,, l „f 25 sd, per cent overproof. The market is dull f' prices still on the decline ;10to 20 per cent. O'VerPrii; 'lac to 2s 10d, 30 to 40 over 2s 11d to 3s 6d, better ( I° 3 ' l ,;' 4d t o to 4s, and superior 4s 2d to 4s 10d. Calcutta , Leeward is .Gd for 300 casks proof; with certificate. 1 11 is sland very little business done, and is 8d t ° d the is the value of proof. Brandy met little alteration , a n ho 'n4 tendency of prices is still downwards. The marke t 1 a ordin a ry inary request better supplied with Geneva, prices have given ws.Y9 s trn Is 8d is the value of common export sort. British '- Spirits remain at lOs 2d per gallon nett cash. INDL3O.—To-clay some parcels of East hiclia Indig ° Were sold at last sale rates, to a small advance. na b SALTPETRE.—To-day there was little demand for gored for home consumption or exportation, and the parels ° on ly at public sale amounting to 1,928 bags of Calcutta Were partly disposed of at rather lower rates. Oil 4 Otis.—This afternoon at public sale 16 ca nnisters, Cassia went at 24s 6d to 25s 6d, and 36 bott les of Oil ° namon 5s per oz. eted TALEOW.—There has been a large business transa F sil Russian Tallow on the spot ; the moderate rates that P_ L 'igto i noro n , s gil causing soapmakers and chandlers to get stock, but holders are yet free sellers, and have talon to 38s 3d for P. Y. Candle f first q 303 3d to 37s 6d per cwt for other kinds. F ° Je d sca le ' delivery the transactions are upon a more e%le n " f t°' but not at better prices; for the last three immith to s ' ; 8534 year many contracts have been entered into at 38a, 38a per cwt for P Y Candle of first quality. Town all",rease. to 39s per cwt nett cash, but the supply is on the ir t "'" - tialritio,rord edn eb . 4 7 NOBLE DEFENCE BY CHILDREN. ---0— Doner_t sight week, a man entered the house of a fanners ne—,„ed rat in the absence of the occupier, who had not re t t; overt market, and who had left the house in possession ef r children, the eldest being twelve years old. The s tra .,,d about to examine the corner cupboard, when the little D. ; datee fantile heroes rose up in arms, and loudly expressed,,,theled is his mination to slay the robber on the st. The man, pj;lben search for money, was about to ent er an inner ree°%„tting b" girl nimbly stepped before him, and shut the door, slender form against his entrance with the resolution h ole to l i~ and when the intruder introduced his finger into th e b u p on o , t bse the latch, the resolute girl inflicted a sever e cut The pain of the wound made him suddenly heal member, and with t° when the poor girl, unable longe r co ward' the separation from the children, made her appearance, pd.t When ruffian felled her to the earth with the weapon in his ha supposet as they eb are the children saw their sister lying bleeding, and, killed outright, they raised such an alarming cry as 'W et th res lll°. with the candle in his hand to the door, to reconnoitre the nor, stsd The boy of four years, observing this, ran and shut the " h ° hdding down the latch, called out to the rest for assistral:. out forthwith came and pressed the door fast with a Elv de, a bott 64 it o f the po ut out the robber. The man next went to the back P$ The A _ and endeavoured to force an entrance by a wind °°l- Ifr sP" juveniles inside now rushed to defend this new point °f _ a tts d C , each armed with a formidable weapon, such as axe, se, - :bins' - d i &c., loudly defied the robber to his teeth, who, fir ld ' n ;atufn - foiled in every attempt to obtain money, and fearing th e - the farmer, withdrew.—P rov i nc ial P a per. f 1111 ip A toe l nr A ,atb l i L yo n S. M AILS.—On whichil O l tnnaekaera nearly a d c twoe inh aftertheou r s tthewmi will oflb be s t t ga d ra ti a ni p e .e ... I f n r e o x m l:Ha L nE o Lond on , A Dec h es b lu tb a th y e th m e e e tr x o t p r o a li s s p a e n cd el .Edinburgh.therilwayTthriasinws.lll m it aT s ly p b ro e pe ac s :,..-A: - General Post-o ffi ce authorities that the mails going "e-nol I, thsP -; shall be dispatched somewhat earlier, and that the rlifsii sit— to t' a burgh for London will leave later, thus giving arePl e , t na l°. people of the north to answer their letters by return ct e r I , `" to proposed alteration, when carried into effect, will be an n. `, o " al of the anxiety and determination of the Postmas ter- ta t te r s ' l j: A sl' afford the utmost dispatch and facility in the transit 0 - litte 00 5 t parce . TEE NEw TOOTH-BRUSH, made on t il b ß e tee th eh scientific principle, thoroughly cleaning betwee_, ll t gie when used up and down, and polishing the suri a o °- used crossways. This brush so entirely the closest t, , eth, that the inventors have deci a l e , for I naming it the tooth-pick brush, therefore under that name, marked and numbered as 1113 .,Y,, 2 l es " e nter?, b ci e v full-sized brushes, mark T.P.W., No. 1 hard , '-';',";,013.e 5 : hard, No. 3 middling, No. 4 soft ; the n arrow u 7 0 1.0 mark T.P.N., No. 5 hard, No. 6 less hard, I° ' 00 11 dling, No. 8 soft. These inimitable brushes tire,be be had at Ross and Sons', and they warran Wo e ' never to come out, at Is. each, or 10 s. per d and 2s. each, or 21s. per dozen in ivory. BIRTIfs. --- c ooly On the 16th inst., the wife of John H are, Es q' L. f it ' °' park, Clifton, of a son. G. ' On the 21st inst., at Cheltenham, the lady ~,f , gePP el ' Annesley, Esq., of a son. On the 21st inst., at Aix- la Chapelle, Mrs. J. i ii. of a daughter. .010 1081 Ly 0n t F h e e2 o 3 w d es ir t f ., a a b t o L o i . ngwood, the lady of the ft°l' 15d1 On the n o st 24th in., at Loughton Rectory, 1311--A, tbo e °f g of the Rev. John Athawes, of a son. tlio Wif 0 . n ßi t o h h e ard 24th inst., at of a Cas so t o e . lnan .villa, Bar nes 'Bar JaCl‘ 3° 11' Mr. On the 25th inst., at Brokley House, Mrs. W r • . of a daughter, still-born. A Sor rel ' On the 26th inst., at Lansdowne •place , Richlf°ll3o-d'is Co'n'the lady of Captain Claude Roberts, Hon. Eas' pany's service, of a son. , .. ri er, MARRIED. On the 24th inst., at Aspall, Henry Esq., Captain in the 29th Regiment, to Fano' , de the Rev. Dr. Chevallier, of Aspall Hall, Suffolk ;, th° Ear DIED. On the 26th inst., at Enville Hall, Staffordsh-e' Dobli.°' of Stamford and Warrington, aged 80. At her house in George-street Rutland-Ware' , Olivia, the wife of Sir Arthur Clarke, M.D. ~„ Sulli van ' Horatio siiitgeger of On the 17th inst., at Westport, Ireland , P earl Esq., M.D. ~ 4 brook• On the 24th inst., at Gravesend, Mr. Charles Vl' e' l - s ci. On the 24th inst., at Wanstead, Thomas Spsehrlionygiesd.dres% On the 25th inst., at Epsom, Mrs. Mary A On the 25th inst., Jane, daughter . of Mr. Clones'd street, Covent-garden, aged 14. yoL;' 1121 Louden: Printed and Published by DIURD" So. • I No. 112, Strand, Printer, at The Sun Offic e ' c o ot f ° Strand, in tht• PreAinct of the Savoy. in the Uiddlesita, Wedueaday, April 30s 1845. 1 p pm. 101 22% 2 4316 214