The Sun. — London, England, 1845-06-12 00:00:00

IMPERIAL PARLIAMENT. HOUSE OF COMMONS, Juue 11. The SPZAKER took the Chair at Four o'clock. 'NEWCASTLE AND DARLINGTON RAILWAY. on the order of the day for the report on the Newcastle and Darlington (Brandling Branch) Railway being read, Mr. LIDDELL moved that the Bill be recommitted. Mr. H. HINDE opposed the motion, which was negatived without a division, and the report was agreed to. NEWCASTLE AND BERWICK RAILWAY. On the motion for the third reading of the Newcastle and Berwick Railway Bill, Mr. H. HINDE moved that the Directors appointed by the Duke of Northumberland shall be shareholders in the company ; and that the standing order requiring such amend ment to be referred to the Standing Order Comm►ttee, be sus pended. The amendment was agreed to, and the Bill was read a third time and passed. MANCHESTER AND BIRMINGHAM RAILWAY. The report on the Manchester and Birmingham Railway ( Ashton Branch) was agreed to. ASHTON, LIVERPOOL, AND STALEYBRIDGE RAILWAY. The report on the Ashton, Staleybridge, and Liverpool Junction Railway Bill was brought up. The Newcastle-upon-Tyne Coal Iron Bill was read a third time and pas,ed. PONTYPOOL RAILWAY. Mr. BECKETT brought up the report on the Pontypool Railway Bill. MANCHESTER IMPROVEAIEN I' BILL. The Manchester Improvement Bill, and the Manchester Courts Bill were respectively read a third time. GREAT WESTERN (IRELAND) RAILWAY. Sir W. SOMERVILLE moved that certain reports on the subject of inland Lavigation (Ireland), should be referred to the Committee on the Great Western Railway (Ireland) Bill. Lord HARRY VANE, moved that certain persons should be summoned to give evidence before the Committee on the Nuneaton Railway Bill.—Agreed to. CHESTER AND BIRKENHEAD RAILWAY. The report on the Chester and Birkenhead Railway Bill was brought up. Mr. BRIGHT presented a petition from Durham in favour of the Hartlepool Railway Bill, and another from Heywood in favour of the Liverpool and Birmingham Railway Bill. ACCIDENT TO SIR B. HALL. Lord SANDON reported from the Committee of which he he was Chairman, that Sir Benjamin Hall had not at tended in consequence of an accident which had befalkn the Honourable Baronet, by which he had sustained serious injury. He moved that Sir B. Hall be discharged from further at tendance on the Committee.—Agreed to. LYNN AND DE ,, EHA ti RAILWAY. The report on the Lynu arid Dereham Railway Bill was brought up. WATERFORD AND KILKENNY RAILWAY BILL. The report on the Waterford and Kilkenny Railway Bill was brought up. POOR. LAWS (SCOTLAND). Mr. H. DRUMMOND presented a petition from Perth against the Scotch Poor-laws. DISTRESS. Sir H. HALFORD presented a petition from the operatives of Leicester, complaining of distress, praying for relief, and mere particularly for an alteration of the poor-lawn. T I4e Hon. Member gave notice that he should to-morrow move that the petition be printed. Mr. M. PHILLIPS presented a petition from the iltecr ?sellers of Salford, praying to be placed on the same footing as the licensed victuallers. Mr. F. KELLY presented a petition from Cambridge against the Parochial Settlement Bill. Mr. COWPER presented two petitions from Yorkshire in favour of a Ten Hours' Bill for young persons and females. Mr. BRIGHT presented three petitions from Rochdale to the same effect. Mr. MACKINNON presented a petition in favour of the Smoke Prohibition Bill. ARRESTMENT OF WAGES (SCOTLAND) BILL. Mr. T. DUNCOMBE brought in this Bill, which was read a first time. RELIGIOUS INSTRUCTION (IRELAND). Mr. LAW gave notice that, on the motion for the third reading of the Irish Colleges Bill, he should move an amendment to the effect, that the inculcation of religion was an essential element in a system of national education, and that no measure brought in by her Majesty's Government on the subject of education ought to receive the sanction of the House unless it contained provisions for reliaiou- instruction. RAILWAY CONSOLII>> HON CLAUSES (SCOT LAND) KILL. LI answer to a question froM Mr. LABOUCHERE, The LORD ADVOCATE said he should bring on this Bill on Tuesday next. STATUTE LABOUR (SCOTL IND) BILL. The Douse then went into Committee upon this Bill. Clauses Ito 10 inclusive were agreed to. The LORD ADVOCATE moved the insertion, at the end of clause 10,, of the following words : —" Provided always that nothing herein contained shall be held to preclude the imposing and levying of any assessment which by any local Act applicable to any county or district in which there are no tolls, is authorised to be imposed upon and .evied from any person, by reason of his keeping a horse or horses, although such person may not be the proprietor or occupier of lands, buildings, or other heritable subjects as aforesaid." Mr. HUME thought the provisions of the measure required some amendment, though he agreed generally in its principle. The amendment was then agreed to. The House then resumed. The CHAIRMAN reported progress, and obtained leave to sit again. DOG-STEALING BILL. Mr. LIDDELL proposed the second reading of the above_ named Bill, which would have the effect of imposing a punish ment of seven years' transportation for dog-stealing, on con viction. Mr. HUME considered the Bill was very badly drawn up, for the effect of clause the third proposed, that if a dog followed a man he would be liable to be transported, and besides, the Bill would expose any person to much inconvenience in case a dog strayed by accident into his house, or was designedly left there. The Bill provided, that any person in whose house a strayed or stolen dog was supposed to be, would be liable to be served with a search-warrant, and to appear before a ma gistrate to account for the presence of the dog or, his premises. Those who kept dogs ought to look after them, and no Act of Parliament, in his op nion, was needed. Supposing he had a good natured cook in his house, who was in the habit of giving a strange dog a bone now and then, which was very frequently the case, and as the dog would most likely be in the kitchen, a search-warrant might be issued, and he would be exposed to great inconvenience entirely through the good nature of his cook. There existed a system of smuggling on the bounda• ries of France and Belgium, which was carried on entirely by means of dogs trained for the purpose. These dogs are kept and fed within the French territories, and whenever they are taken within the environs of Belgium they are flogged most un mercifully. At the sight of a douanier, or Custom-house officer, and having pareels of tobacco, silks, and other articles ticd round their necks, they are immediately let loose, and off they scamper safe with their smuggled goods beyond the reach of the agents of the law. It was owing to the possessors of dogs letting them go astray from home, that they were lost.—( Laughter.) Every man should lock up his dog until he wanted him.--(Laughter.) If this Bill be wanted, let the Government bring it in. He begged to move that it be read a second time that day six months. Captain BERKELEY said that dog-stealing had become an intolerable nuisance in London, and therefore he hoped the Hon. Member would persevere with his Bill. Major BERESFORD said that if the Hon. Member for Montrose had read the evidence, he would not have spoken upon this subject as he had. Dogs were a valuable property, and had a right to he protected. Mr. WARBURTON conceived that the punishment con tained in the Bill was disproportioned to the offence, when he recollected the small offences for which people were punished with transportation. What would the Secretary of State for the Home Department say of transportation, which had been lately substituted fur capital punishment, being made the punishment also for the second offence of dog-stealing ? Sir JAMES GRAHAM could not remain silent after the appeal made to him by the Honourable Member for Kendal, especially as such silence would probably ba misinterpreted. As to the graduation of punishment, a few years ago sheep stealing was punished by death, and he never could understand why the common law of this country should regard the posses sioa of dogs as base property. He considered such a distinc tion insupportable and anomalous, and as the provisions of the present Bill did not contemplate the removal of such objections, and the recognising these domestic animals among the rights of property, he should give his support to the second reading, reserving for himself the right of examining more closely into its details, previous to the Bill going into Committee. Mr. WATSON said that the law bad very wisely stated that dogs, being of wandering habit could not be the subject of larceny. The words of the Act at present in force were, that n any person should be found in possession of a stolen dog, or the skin thereof, he should be liable to heavy penalties. Surely that was enough.—(Hear, hear.) Before she Committee of Inquiry up stairs several witnesses were brought forward who had lost dogs, and the most distressing case amongst them was that of a man who had lost a pug dog. —(A laugh.) He opposed the Bill. Mr. RICARDO also opposed the Bill. Mr. ESTOOCRT said that the Bill was monstrous and un just, and he would oppose it to the utmost of his power. Sir G. STRICKLAND opposed the Bill. Was a poor man to be punished for being found in possession of a dog which he had perhaps found starving in the streets, and which from motives of kindness he had taken to his home. Mr. LIDDELL said the attacks were as foolish and igno rant as any provision in the Bill. A Commissioner of Police, who was examined before the Committee, said he thought the present law was in a most unsatisfactory condition. It was also proved before the Committee that 1,000/. had been levied en the London public in one year by these artful dog-stealers. Mr. FOSTER thought that it was a mere waste of the pub lic time to legislate on such a frivolous and absurd subject, and he begged the House to observe the gravity of the Right Hon. Baronet opposite ( Sir J. Graham) as an evidence of the serious light in which that Gentleman treated the subject. (Laughter. ) _ Mr. BRIGHT sa id t h at d ogs were runn i ng a b ou t th e _streets so num erous l y , t h a t it ws impossible to know whosedog, deg , they were. He considered that there was at present a sufficient protection for that kind of property, and if this Bill passed there would be an undue and an unnecessary protection given, which would increase, rather than abate, the nuisance. d fle gs tho th n e g y ht , , li t o h u a ld t a if lso they a l lopted the principle with respect to equally as valuable it to another species of property —he meant the domestic cat.—( Laughter.) He had no doubt there were many lathes who would cordially sanction the introduction of such a me asure . H e o bj ecte d, however, to that House legislating on such frivolous Bills, and would vote, with great pleasure, again s t th e c l ause . After a few words from Darby, Mr. Lidd e ll , M r. Henley, and Mr. Mr. AGLIONBY sai • d he should not be protected from could see no reason w h y d ogs proper ty. the robb er as we ll as any other The House then divided, when th For the second readi ng . ere appeared— Against it .......................... 67 Majority for the second read in ... ........ 23 COUNTY RATES BILL ...... —44 Sir J. Y. BULLER moved the second reading of the County rates Bill, the principle of which was to ena bl e the. County /tlagistrates to appoint a Committee, selected from their OWLS bldy, who in their turn should appoint a valuator and collector S of rates; from these officers they could ascertain the several p irticulars which would enable them to determine and fix a rate. Such being the main feature of the Bill, he would not then eater into its detail,. Improvements or amendments could be made on it when in Committee, and he therefore trusted n o opposition would be given to its second reading pro forma. Mr. M. GIBSON thought the question of fecal taxation was in a most complicated and unintelligible state, and any Leasure which would place it epos a more satisfactory footing, would not only be satisfactory, but invaluable. But regarding as he did the present measure as one neither calculated to re stove nor diminish the objections at present existing, he called upon Hon. Members to pause before they passed it into a law. It gave the adjudication of apportionment into the hands of in terested parties, and as to rating, it made the mode of assess ment, according to the annual, instead of the intrinsic, value of the property, and thus house property would be rated at double the value of land, and according to the net annual value. But such was a most unfair criterion, and, like the Bill itself, un- sound in principle and deficient in detail. He hoped the mea sure would be, therefore, taken out of the hands of amateurs and that the Government would ere long introduce another more comprehensive and satisfactory. Lord EBRINGTON conjured the House not to be led away by the arguments of the last speaker. No new principle was introduced by the Bill, which merely proposed a more efficient mode of levying rates at a similar proportion, let the nature of the property be what it might. Cottages were now almost wholly exempt from assessment, and the present system of levying county rates was objectionable and unfair, and the measure before the House was calculated to prove highly ad vantageous. Mr'. DA RBY, while objecting to neither the second reading of the Bill pro forma, nor the system of valuation and rating adopted in it, disapproved of the mode of assessment, and the power given to magistrates of deciding the amount of valuation. Mr. BROTHERTON suggested that more mature con sideration should be given to the defects already pointed out in the measure, before a second reading should be given it. Mr. HENLEY regarded the prinaiple of the Bill as sound, and its details efficient, and supported its second reading. Mr. HUME objected to the Bill, as he thought it would create a second mode of valuation, which would only entail confusion and increased expense in every department of its working. Strange to tell, there was no mode of auditing the county accounts but by the magistrates who assessed them, and he thought this fact alone sufficiently evinced the necessity of some change being introduced into the system. lie would suggest that auditors should be appointed to every county in the same way that auditors were appointed to joint-stock companies. Sir J. GRA HAM said the measure did not deal with the whole question of the county rate, but merely established a more uniform and regular mode of valuing and rating property to the fund. With regard to the objections of the Honourable Member who had last addressed the House, that there were no auditors of the county accounts, he thought there was a sufficient check upon the accounts, in the circumstance of their being published every half year in the various newspapers of the country. He quite agreed with the Noble Lord, the Mem ber for Plymouth, that it was important that some steps should be taken for carrying into effect the suggestions of the Poor. law C3mmissioners, and he could assure the Noble Lord that the report of that body was now under the consideration of Go vernment, and he looked forward to the early introduction of a more large and comprehensive measure, for placing the subject of county rates upon a more firm and settled footing. The Bill was them read a second time, and ordered to be committed on Friday. SMOKE PROHIBITION BILL. The Liouse then went into Committee on the Smoke Prohi bitmn Bill. a Mr. HAWES objected to the first clause, which related to the appointment of surveyors under the Bill, and urged the Committee either to postpone or expunge i , . Mr. APR. INNON could not consent to allow the clause to be struck out or postponed, because it would destroy the Bill altogether. Lord LINCOLN objected to the clause, because his own Bill for improving the sanatory regulations of large towns would establish a bod! of inspectors, and in them ought to be vested the power of seeing the provisions of the present Bill properly and fairly carried out. • Mr. AGLIONBY supported the clause, and urged the ne cessity for having a separate body of inspectors under this Bill. An HON. MEMBER here called the attention of the Chair man to the fact that there were not forty Members present. Strangers were therefore ordered to withdraw, and the Chairman, having ascertained that there were only twen!y nine Meml'ers in attendance, the House resumed, when the Chairman reported accordingly. The House then, at a Quarter past Seven, adjourned till to-morrow. THE GRAND CALEDONIAN BALL On Monday night the annual fancy dress ball, the fund arising from which are appropriated to the benefit of the St ottish Hospital and the Caledonian Asylum, took place at Willis's Rooms (Almack's), King-street, St. James's. I t must have been gratifying to the parties engaged in promoting the okects of the entertcinment to have wit esscid such a very crowded and brilliant reunion, ft r although above 1,100 vouchers were exchanged, little short of 1,000 persons were present, including a large number of the mem bers of the aristocracy. At ten o'clock the company began to arrive in quick suc cession, and it was after one before the carriages discontinued to set down. The rooms were admirably decorated by a pro fusion of the choicest plants, and brilliantly illuminated. At the east end of the ball-room a number of raised benches were set apart for the ladies patronesses. The " card room " and principal refreshment room were both de voted for the supply of the ordinary refreshments, and in the supper-room below tables were provided with the customary description of delicacies. There were two quadrille bands in the ball-room, Jullien and his corps occupying the principal orchestra. At eleven o'clock precisely the Highland boys educated at the Caledonian Asylum were inspected by the Duke of Montrose, the Duke of Roxburghe, the Marquis of Huntly, the Hon. Fox Maule, Messrs. H. Rose, G. Bain, and Cap tain C. Forbes. Directors, after which the whole of the boys ioined in single file, and headed by the pipers of the High land Society and the Marquis of Breadalbane, and the noble men and gentlemen above mentioned, passed up the stair cise to the ball-room, and there paraded round the room It was remarked that all the boys were apparently in the uest of health, and were particularly clean in their appear ance. Immediately after the boys had retired dancing com menced. The Highland reel was with the Strathspey danced several times in the course of the night, and we recognised as taking part in those national dances the Ladies Anne and Louisa Primrose, Ladies Lucy and Charlotte Herbert, the Ladies Charteris, Lady Elizabeth Duncan, Miss Diatf, Miss Baillie, Lord Dupplin, Hon. Captain Murray, the Marquis of Douglas, Lord Glenlyon, Captain Cumming Gordon, Sir IL Dalrymple, Sir A. Macdonald, Mr. J. Dalrymple, Mr. J. Duff, Mr. Campbell (of Islay), &c. The ball commenced with the Highland quadrille. Their Royal Highnesses the Duke and Duchess of Cam bridge were ab,,ent in consequence of the death of a near relative of the Royal Duchess, and her Royal Highness the Duchess of Gloucester sent an excuse. The Duchess of Norfolk, the Duchess of Montrose, the Duchess of Somerset, the Duchess of Roxburghe, the Duchess of Sutherland, the Countess of Powis, the Mar chioness of Breadaibane, Lady Emily Foley, the Countess of Haddington, the Countess of Kinnoul, the Countess of Rose bery, the Countess of Camperdown, Lady AVilloughby D'Eresby, and Lady Augusta Gordon Hallyburten, were the ladies patronesses who kindly promoted the interests of the ball by their personal attendance. These distinguished ladies arrived with their respective parties early, and were shown to the" tea-room." The Duchess of Buccleuch was alone prevented by her Majesty's command to join the royal circle at Windsor Castle from being present. The noble Duke, however, came as soon as the House of Lords adjourned. His Grace appeared in the full uniform of the Royal Archers, the Queen's body guard for Scotland, of which ancient corps the Noble Duke is Captain General. The ball costumes were in general very superb, but o course we cannot be expected to particularise the whole. We may safely include those of the Duchess of Sutherland, the Duchess of Norfolk, the Duchess of Somerset, the Duchess of Montrose, the Duchess of Roxburghe, Lady Willoughby D'Eresby, the Countess of Ra‘Tbery, Mrs. W. H. Russ oil, the Ma; chioness of Breadalbano, the Countess of Kinnoul, Lady Emily Foley, the Duchess de Coigny, &c., as among the most recherché as regards the taste dilnayed, as well as from the value of the rich jewels they were on the occasion. Mm. Russell appeared in the beautiful dress she wore at the royal bal costume, and the Countess Of Kinnoul and Lady Willoughby wore tartan dresses. A majority of the female portion of the company had scarfs of different tartans. Lord Alfred Paget, Mr. Russell, Captain G. Cumming, and indeed above fifty gentlemen, wore the same dresses and uni forms in which they appeared at Buckingham Palace on Friday last, but there were net above twenty ladies who availed themselves of that precise costume, as it seems in dispensable either to adopt powder or a wig, both of which auxiliaries ate now banished from society as a general part of dress. The fancy dresses were, on the whole, extremely successful, especially that of Lieut. Malcolm, Mr. Hoskins, and several other eastern dresses. The Highland garb was more gene rally worn by gentlemen, and, as is always noticed at this ball, every care seemed to be exercised to render the costume correct. RAILWAY COMMITTEES. (YESTERDAY.) HOUSE OF COMMONS. GROUP A. SOUTH EASTM2.I7 LINE. Among the numerous congregation we observed—Prince Lieven, Prince Galatzin, Prince Troubetskoi, his Excellency Count Kielmansegge, Baron de Lagos, Mohun Lal, the Duke of Buceleuch, the Duke and Duchess of Montrose, the Duchess of Somerset, the Duchess of Norfolk and Lady Mary Howard, the Duke and Duchess of Roxburghe, the Duchess of Sutherland and Lady Caroline Leveson Gower, the Duchess de Coigny and Mdlle. de Coigny, the Marquis of Douglas, the Marchioness of Breadalbane, the Marquis of Huntly, the Marchioness of Conyngham, the Countess of Powis and Ladies Lucy and Charlotte Herbert, the Countess of Rosebery and Ladies Louisa and Anne Primrose, the Countess of Haddington, the Countess of Kinnoul, the Countess of Morton and Lady Ellen Douglas, the Countess of Camperdown and Lady Elizabeth Duncan, Viscount and Viscountess Torrington, Viscount Dupplin, Lord Henry Lennox and Lady Caroline Lennox, Lord Cranstoun, Lord Francis and Lady Augusta Gordon Hallyburton, Viscount BUry, Lord and Lady Glenlyon, Lord William Graham, Lord and Lady Carew, Honourable Misses Carew, Lady Lurgan and Honourable Miss Brownlow, Lord Alfred Paget, Lady William Paget, Lord Dudley Stuart, Lord and Lady Napier and Hon. Miss Napier, Dowager Lady Rendlesham and Hon. Misses Thel lusson, Lord Henry Loftus, Lady Emily Foley, Mr. A. and Lady Elizabeth Drummond and Miss Drummond, Lady Augusta Onslow, Lady Stopford and Misses Stopford, Sir 11. and Lady Hume Campbell, Sir Alexander Woodford and Miss Woodford, Ladv Montford, Lady Elizabeth Elliott, Ladies Jane and Caroline Charteris, Dowager Lady Abinger, Baroness Dimsdale and Miss Dimsdale, Honourable Captain W. Gore, Sir Dugald Gilmour, Sir Archibald Macdonald, Lady Masey, Lady Elizabeth Revnell and Miss Pncke, Honourable Mrs. H. Howard, Honourable Mr. and Mrs. Carnegie, Sir John and Lady Rose, Lady Anne Baird and Miss Baird, Lady Willoughby D'Eresby, Honourable D. Astley, Sir James and Lady M'Gregor, Lady Bowyer Smith and Misses Smith, Sir Richard and Lady Jodrell and Miss Jodrell, Lady Douglas, Lady Abercrombie, Lady Stammers, Lord Reidhaven, Jas. Matheson, Esq. M.P., Mrs. Matheson and Miss Percival], Lady 'Knox, Sir Duncan and Lady M'Dougal, Sir Charles Dalbiac, Hon. Fox Maule, MT., Miss Baillie, Hon. Mrs. Hope Johnstone, Hon. Mrs. Wyndham, Rear-Admiral and Miss Sykes, Sir Peter and Lady Laurie, Sir John Campbell, Sir De Lacy and Lady Evans, Lady Murray, Lady Maria West and Miss West., Sir Claude Wade, Lady Mackenzie, Sir John and Lady Hansler, Hon. S. Pierre pont, Hon. Captain James Murray, Hon. Mr. Browne, Hon. A. and Hon. F. Chichester, Hon. George Stuart, Hon. C. Butler, Sir .John Brackenbury, Sir H. Dalrymple, General Napier, Colonel Everest, Lieutenant-Colonel Malcolm, Captain Gordon Cumming, Sir Edward Poore, Sir James Ramsey, Sir R. Murray, Misses Abercrombie ON Mrs. F. Kelly, Mrs. Milner Gibson, Captain Archdall, M.P. Mr. Lock hart, MT., and Miss Lockhart, Mr. Campbell, of Islay; Mr. S. Lane Fox, M.P., Mr. and Mrs. W. H. Russell, Mr. Leslie, Mr. Angus Mackenzie, Mr. A. D. Maclean, Mr. R. Cameron, Mr. G. and Mrs. Forbes, General and Mrs. Kemp, Mr. and Mrs. Auldjo and Miss Auldjo, Colonel Wood, 1\1.P., Major M. Sterling, Major-General Morison, Major- General Gallo way, Mr. G. Bain, Mr. S. Boyd, Mr. C. Pole, Mr. and Mrs. and 7 Doyley I d wrest Misses eril Grant 6 and Miss Grant, Mr. and Mrs. Fraser, Mr. and Mrs. Doyley, Mr. 1 IN B ir ian a e n , d Captain Alrs 'Ate Capta inPurve Colonel Bloomfield, Lieutenant -Colonel Luard, General Evans, Lieutenant -Colonel Daly, Captain Forbes Matheson, Captain Matheson, Captain Onslow, Captain dergast, Captain 11. Watson, ta teynolds, Captain Pren- Glynne, Captain U. B. Martin, JaptmainDrYmple, Captain Kenyon, Captain Fraser, Captain - De Bataltilensell, Captain Edwards, R.N., Captain Lewis, Captain De Butts,,Captain H. Western, Major Wilkinson, Captain Paley, C • Major Captain Charles Forbes, &c. (Continued from our Afternoon Edition of yesterday.) Mr. Chubb, accountant to the South-Eastern Railway Company, was then examined as to the affairs of the Company, and stated that the receipts of the Company during the half-year ending Ist January, 1845, were 139,042 1 . lis 2d. ; the expenditure for the same half-year being 69,2881. Os. 2d , leaving a net profit of 69,7541. I Is. When cross-examined by Mr. Sergeant SHEA, witness stated that the debts of the Company amounted to 1,000,000/., of which 48,000/. was to be paid on the sth July next. The money was to be raised on a new issue of shares. Being re-examined by Mr. MERREWETHER, he stated that these shares had been already issued at a nominal price of 501. each, but actually at 331. 6s. Bd. The witness was also examined on other points connected with the affairs of the Company. Mr. Armstrong, accountant, was examined as to the charges on the present, and the intended charges of the proposed line. Mr. Bidders, engines to the South-Eastern, and also to the Chatham and Milton line, was then called and examined—He stated that he had examined both the lines of railway, the South- Eastern and the North Kent, and he considered the former the preferable line. He then proceeded to describe the South-Eastern and to point out several points in which it was superior, in his opinion, to the North Kent line. The South. Eastern line would have a terminus at Blackheath, which could not be on the North Kent line, as the tunnel there would render it impracticable. The two lines entered Woolwich differently—the South-Eastern having a terminus within 200 yards of the gates of the Arsenal, and another near the Dock-yard. The line would interfere with some private pro perty at Woolwich, lift the injury would not be equal to the advan tage to the trade of the town. It was contemplated to have a double;line between Woolwich and Gravesend, one branch of which, called the Stow branch, would diverge to the right, and the other to the left. The North Kent line , gave better accommodation to the people of Erith than the South. Eastern, but superior accom modation was given by the South-Eastern to the people of the.more populous village of Welling. The Committee were occupied the whole of the latter part of the day with the evidence of this witness, but no further point of public interest was spoken to by him. On the announcement that the Speaker was at prayers, the Com mittee adjourned till Friday. GROUP FF. EDITIMURGH AND NORTHERN MINE. (Continued from our Afternoon Edition of 3,sterday.) Mr. Sergeant Bellasis having concluded his address, the room was ordered to be cleared for the consideration of the preamble. After a deliberation of two hours and a half the parties were called in at a quarter to five o'clock, when The Noble CHAIRMAN said—The Committee have decided that the preamble of the Bill is proved. They have also arrived at a conclusion th.lt the promoters must commence with a double line. They will not leave it at the discretion of the Board of Trade to order this, for they have come most strongly decided on that course. Mr. CRAWFORD—On behalf of the promoters, I beg to inform your Lordship that we are quite willing to make the double line ; indeed, we are glad of the decision on that point. The Committee then adjourned till twelve o'clock to morrow. GROUP GG. (ILA S CLOW JUNCTION RAILWAY. (Continued from our Afternoon Edition of yesterday.) Aftcr some remsrks from Mr. Sergeant ANDRICWS, Mr. Miller, C.E., was called, and stated that the error, if sueh existed (he had not le, elled the ground himself) was of a very trifling character, and it would be of great advantage to the proposed line, because it would enable him to improve the gradients in one case, or by another mode to shorten the points of junction, preserving the same rate of inclination. The Committee decided that the objection was not fatal to the progress of the Bill. Witnesses were then called to prove the injury which would be done to the harbour at the Broomielaw by".the obstruction of the ground required for the approaches to the intended bridge over the Clyde, and also from the inconvenience and danger which would arise from the laying of the rails upon the level of the Broomielaw. Messrs. Johnson and Russell, the harbour masters, spoke to these points, and the Committee then adjourned at four o'clock till Friday at eleven o'clock. that clergyman there (pointing to Mr. Williams.)—(Great laughter.) Mr. Williams—lt is part of the glebe. Sergeant KINGLAKE—They se:l bad beer there, I believe. Witness—No; I believe very good. Sergeant KINGLAKE—Then the passengers were not thirsty ? A MEMBER of the COMMITTEE—Why, this will be as good as an advertisement for the house. Mr. J. Leas, a merchant and manufacturer residing at South. port, gave evidence in favour of the projected line, as did Mr. William Hill, a merchant residing at Manchester, who frequently visited Southport. Mr. Lineger, a farmer residing near Southport, gave evidence as to the traffic which would be carried on the line. Other evidence was given in support of the project, and the Committee adjourned. GROUP L. POR.TSIWOUTIi ILTDIOSPIVER,XC MINE. The Committee resumed this morning at twelve o'clo.,k, Mr. E. B. Denison in the chair, when The CHAIRMAN announced that the Committee had decided that counsel might cross-examine on any point involving expense. Mr. Samuda was then again called, and replied to Mr. COCK BURN, that with reference to the error which had been assumed in his papers of yesterday, he had ascertained that he had omitted one-half of the haulage at the Epsom station, and the consequence was, that 171. 6s. per mile must be added to the working expense., making the working expenses 368/. 14s. Id., instead of 351/. Bs. Id. for working per mile thirty trains a day, and for twenty-four trains 3181. With respect to the leakage per mile, the amount was 186 cubic feet per mile per minute, according to Mr. Stephenson on the separation of the longitudinal open main from the close main. But at Dorking there was a longitudi nal main nearly 500 feet long, that is in the working main, and the total there was 556 feet in the two while Mr. Ste phenson's are 471 cubic feet in the two, but subsequent ebser. station showed 360 cubic feet in the whole. The air which leaks into the tube leaks in an atmospheric density, but the air pumped out was at the density of the air in the main, so that for every cubic foot of air leaking into the tuhe, two feet had to he pumped out. But this introduction of atmospheric air into the tube would affect the speed dining the 18. inch tube for one mile, assuming 20 inches barometer, from 186 feet per mile per minute, the average barometer for taking the train being nine inches. The line rose, during thirty miles from Epsom, ten feet per mile, and during the remainder of the line it fell fourteen feet in a mile. There was an average traction to exert, for an up and down train, of 101 lbs. per ton. Taking a train of 50 tons, and multiplying that by 10k, he had 525 tons to overcome, and taking the mercury at 9 inches, he would have 9601bs.toovercome,including3601bs. for atmospheric pressure in opposition, and 40ibs. for contingencies, by an 18-inch tube, with 8 incite., of mercury, the travelling speed being 45 miles an hour. With these premises the effect on the velocity would be to reduce it, at the end of three miles, to nearly nine miles per hour below the speed at which the engine was drawing the air from the tube, in consequence of leakage only. In the experi. ment No. 6, in the report of the Select Committee on the atmospheric principle, it was stated at the 50th post, at the distance of % ofan inch from the engine, there was a difference of one inch in the baro meter, the speed being forty miles an hour, and this would in crease theoretically, but it would be very little indeed, so small that he did not appreciate it, or take it into his calculation. He had followed out that experiment in two instances, and had found the difference very constant. Throughout this experiment there has been a difference of one_and-a-half, whether the train was m ving at thirty or forty miles an hour. Under ad the circumstances, at the pump end of the tube the air would move out of the tube at the same velocity whether the piston were in motion or not. The assumption of the opponents of the atmospheric principle was founded on the experiment of driving a gas through a tube tilled with air by the pressure of water from behind. In that case the gas had to contend with the air in the tube, which just as it forced its way through the centre of the column of air, encountered a resistance by the pressure of air upon the sides of the tubes, and they conceived that as the speed was increased, the resistance in the tube would oppose the progress of the piston, and thus to a great extent neutralise the power, and, of course, reduce the speed. Mr. Hawkeslev, in his evidence before the Select Committee, had assumed that to overcome a resistance of 15Ibs. on the inch, with a speed of forty-seven mites an hour, it would be necessary to obtain a plenum, and then to form a per fect vacuum to allow this plenum to act. But in the atmospheric railway tube the air was to be exhausted, and though it was impossible to form a perfect vacuum, yet the air might be pumped out to such an extent as to take 9,999 feet out of 10,000, and all the opposition the piston would have to encoun!er would be one foot of air rarified to one ten-thousandth of its previous density, which was nearly equal to nothing, so that the fallacy lay in the supposition that nothing being in the tube the piston would be impeded and the power consequently neutralised by what was in time tube. _ _ To the inquiries of Mr. ALEXANDER, Mr. Samuda replied that all costs of leakage, depreciation, atmospheric resistance, and every other similar contingency had been included in his estimates of expenses. The cost of engines, at each station, he assumed to amount to 150/. a year, and the depreciation of one per cent. on the cost of the engines. As respects the cost of locomotive engines, it appeared from the evidence of Mr. Locke before the Select Committee of the House of Commons, that during the year 1844 the engineers on the the South-Western Railway had travelled a total mileage of 662,000 miles at a cost of 41,249/., the trains being on an average of 3Si tons. On the proposed atmospheric line, with thirty trains a day, the mileage would be rather less, being 657,000 miles, and the expense would be about 22,000/., each train carrying 50 tons. The difference was aggravated by the circumstance that on the atmospheric there were gradients as much as 1 in 80, while on the South-Western line the gradients were remarkably easy. To the inquiry of Mr. M. MILNER, Mr. Samuda replied that there would be no difficulty whatever in a locomotive line traversing an atmospheric line; and to Mr. OsweLn, that the additional cost for forming a double line, allowing for the ad vantages he possessed in the double engines, would be about 130,000/., and there would be about 18,000/. to 20,000/. for increasing the engine power, making 420,000/. for a double line against 270,000/. for the cost of a single tube line. The trains would pass down the plane of 1 in 80 at a speed of 40 miles an hour, and at 33 miles an hour where the plane was lin 100. In addition to this there was the advantage of being able to stop the trains with much greater facility than they could in a locomotive line, as at Dorking. Where the line was on a slight incline they could bring a train progressing at a rate of 40 miles an hour to a state o. rest within 250 to 270 yards. The expense of keeping an at mospheric line was very much less than a locomotive line. There was a good instance of this in the Blackwail Railway, which re sembled an atmospheric line in the circumstance of no locomotive engines passing over it, and there the rails which had been laid down five years, were in as good a state as when first laid, and the expense of repairs was perfectly inappreciable. In the event of the atmospheric principle proving inefficient, the line could easily be made a locomotive line. They had, however, ex perienced no irregularity whatever during two years in the appa ratus. There was no doubt whatever that the whole of the line could be executed within two years. IMPORTATIONS OF LEATHER.—The remission of the duties on leather has induced importations of this commodity from the United States. The p a ck et-shi p Yorksh ire , which ar. rived on Thursday last, brought 2,447 hides and 34 bundles of the article, with a variety of Yankee notions, and amongst them, as companions for the leather, we suppose, ten casks of shoe.pegs Liverpool paper. Mr. Cubitt, the eminent engineer, had surveyed the country last year for the proposed line. He had recom mended several branches, and among others one to Chi. chester, and a tranch to Guilford had been looked at, but not surveyed. Other branches had also been surveyed, and among them one to Reigate. That and the Chichester branch had been included in the deposited plans. The line had been assimilated to the old line of road. It ran through an undulating country, and was well adapted for the atmospheric system. The engines were not included in the estimates, but might he obtained from the best makers for 5,000/., and the engine -houses would cost 1,000/. to 2,0001. each. He had calculated the line as a single line, which was quite sufficient for the purpose ; and if they had as much business as they could do, the country would be very well served, and the Company very well paid ; but the perfection of atmospheric travelling, in his opinion, would be to have a double line all the way, and start a train every five minute* from each end. He fully confirmed the evidence of Mr. Joseph Cubitt respecting the gradients, speed, and tonnage; and alto that of Mr. Samuels, on the working expenses. The line might be worked by loco motive engines, but more expensively, as there were many railways now in work with much more severe gradients. One on the Bir mingham and Gloucester line was 1 in 37, which was in actual work; and those would be no difficulty whatever in detaching carriages from an atmospheric train, and attaching them to a locomotive train. It had been originally intended that the pro posed line should form a connexion between Portsmouth and Chatham, and that was one of its principal objects. There would be no difficulty whatever in turning the single atmospheric line into a double one without interrupting the traffic. Low fares would also largely increase the traffic as was evident in the case of the Croydon line, where the receipts, with the low fares, were 8,0001 against 14,0001. for the high,fares. The Croydon Company were now laying down a third line of rails on the atmospheric prin ciple, there being about five miles completed at present. lie had had a negotiation with the Greenwich Railway Company respecting the bringing the atmospheric principle to London.bridge, which came to a successful termination, in consequence of their greater advan tage from the low fares, they getting more from a toll of a halfpenny than the others did from one of fourpence. The Croydon and Epsom line had also been purchased for the purpoae of laying down the line on the atmospheric principle. The line had been urged on with as much expedition as they possibly could, but circum stances—the novelty of the thing, and the number and variety of his own engagements—had prevented it being formed so soon as he had expected, but two-thirds of the capital had been paid up, and the engines had been contracted for with Messrs. Mautislay, and the rails and tube with the Colebrooke Dale Company. The latter party had, however, been unable to complete their engagements, and the winter had been very bad. No time, however, had been lost that could possibly be avoided, and the land contracts for the Epsom line were all in progress, and a great part of the land was already purchased. They were about to construct the works on the Croydon Railway double, and the tube on that line would be 15. inch, their gradients being better, the gradient of I in 100 bearing the same relative proportion to 1 in 8 in the power necessary to work it as a 15-inch pipe does to an 18-inch pipe. He was aware that Mr, Brunel had proposed to send the mail train sixty miles an hour by a 15-inch pipe, and he believed that he would do it, if the gradients were not severe. The power of a 15-inch pipe to an 18 inch was as 225 to 324, being:the square of the diameter. Mr. Cubitt exhibited a diagram of a crossing-place with two station. platforms, to show how the trains were to cross each other. It showed two paral.el lines of railway with two diagonal communi cations, one at one end from the upper to the lower rail, and an other at the other end from the lower to the upper rail. Before the rail reached the diagonal crossing at either end, there was a mark to show that the tube stopped there, as it was intended for the im. polling power to cease at that point, and for the trains to pass up to the station levels by the momentum, and then to be carried for.. ward to the other tube, by a series of eccentric wheels. There was a particular means of directing the trains precisely to the other tube which they had to use. The crossings were to be effected by moveable rails of about seventy tons at once. The stations were placed on different sides of the railway, and were so placed that the beginning of one level should be just opposite the termination of the other. The whole apparatus and moving power would cost about 3,0001., and the trains were to be so timed as to arrive at periods when they would not interfere with each other. To the cross-examination of Mr. Stalgeant GUNNING (by whom most of the inquiries which elicited the evidence just given had been put), Mr. Cubitt replied that he founded his calculations of the re sistance to a carriage moving at a velocity of 40 miles an hour up a plane of 1 in 80, on the data of allowing 71bs. a ton for friction, the gravity for what was worth, the rule being a relation between the weight of the train and the steepness of the ascent. The resistance of the atmosphere he calculated at half a pound per square foot for every twelve miles an hour,and then multiplying the area of the train by the squares of the velocity. He allowed nothing for the friction of the air within the tube, but, of course, the friction would be ac cording to the tenuity of the air. A greater power would, in his opinion, be required to move a locomotive train over a summit than to move an atmospheric train, because the former had the engine and its attendants. In addition to this, there was a principle deve loped in the atmospheric plan which occasioned the pumps to work with greater force as the train rose on the plane, so as to carry a train over a summit which a locomotive engine could not surmount even without a train at all. A plane of 1 in 3 would stop a locomotive. An 18-inch tube, with a 10-inch vacuum, would carry a piston-car riage weighing about six tons over such a plane, and the force to be exerted would be about one. third more than the weight. To the inquiry of Mr. 51. MILNILS, as to whether he had ever heard of a proposal by the Atmospheric Company to the Sonth. Western Company to delay their project until they were in a position to show some experiments. The Committee then adjourned. GROUP LL. THE LONDON AND SOUTH-WESTERN ItAILWAY EXTENSION. (Continued from our Afternoon Edition of yesterday.) After having heard the entire of the evidence against the Bill the Committee postponed the consultation of the clauses. RICHMOND RAILWAY. • The consideration of this railway . Bill was next entered into by the Committal' THE SUN, LONDON, TH TT RS DA I EVENING, J LIT NE 12, 1845. Mr. Locke, the engineer of the line, was examined in favour of the proj ct. His evidence tended to show that there were no en gineering difficulties to be encountered in the construction of this line of railway. It was intended that this branch should run into the South-Western line. The entire expense of it would amount to 20Q0001. Mr. Chapman was examined as to the traffic. It appeared from his evidence that it would he doubled in consequence of the forma tion of the railway. The amount of the total present traffic was 37,37'21. 12s. ; when doubled by the railway it would amount to 74,7451. 4s. Mr. Darnell, a bookseller at Richmond for the last fifty years, was examined as to the insufficiency of the present means of con veyance. Mr. Hudson, who stated that he was a Richmond omnibus driver, was examinel to show that the inhabitants of Richmond were favourable to the intended line, and that the number of pas. sengers every day from Richmond to London was such as to en. title them to it. After hearing further evidence to the same effect the Committee adjourned at four o'clock. GROUP I‘l AI. WEST LONDON ITAILWAY. Mr. M. CnAMBERS then opened his case by stating that the injury that would be done by the proposed line to the property of his noble client would be great. It would destroy the idaiis for build ing, indepeedent of which the Kensington Canal was qute suffi cient for all the purposes of traffic which were contemplated by the proposed railway, and the interests of those who resided on the banks of the canal would be greatly injured. The Learned Counsel then called the following witnesses in support of the petition : Mr. Martin Joseph Studley, surveyor, produced a plan of the estate, and statea that the proposed line would greatly injure the estate. It would pull down eighteen thousand buildings, independent of which it would destroy the plans for the erec tion of contemplatA buildings, and which were let on lease to be built uron. The depreciation of Lord Kensington's property would be great. There are five wharfs on the banks of the basin which would be injured. Witness could not say what money would compensate his Lordship for the injury done to his property. Cross-examined—The property which would be injured was now in cabbage gardens— (Laughter) —and all the injury which wit ness described was the invention of his own conception.— (Laughter.) The houses which would be pulled down were chiefly @ccupicd by working people. There were some first. class houses. He was of opinion that the construction of the proposed railway would prevent building. One thousand yards of Lord Kensington's property would be cut up. The CUAIRMAN observed that the question of value would be decided by a jui y, and it was not for the Committee to decide that point. Mr. Thompson, Secretary to the West London Railway in 1836, stated that a clause was then introduced for the purchase of the Kensington Canal, which at high water was navigable ; at low water it was not so. The traffic on the canal was considerably i n *aced. This witness was cross-examined at considerable length, but nothing particular was elicited, except that the sum claimed by Lord Kcrsington was upwards of 15,0001. Mr. Samuel Beasley confirmed the statement of the previous witnesses as to the injury done to the property of lord Kensington. Mr. William Collins gave a further confirmation of the injury done to Lord Kensington's property. Mr. Richard Stawhann stated the quantum of traffic on the canal. Mr. CHAMBERS here closed his case on the part o . Lord Ken sington, Sir. B. ANDREWS then opened the case on the part of Mr, Prosser, the inventor of the atmospheric railway, and his Company. There was a strong animus exhibited in the Learned Counsel's statement ; until the law of libel is more perfectly defined we ab. stain from giving his strong expressions in the zeal of his advocacy. The Learned Counsel had not concluded his statement when the Speaker was announced to be at prayers, G ROU P P. THE SOUTH WALES ILAILWAY. On the re-assembling of the Committee this morning the exami. nation of Mr. Fisher was about to be resumed, when The CHAIRMAN observed that the Committee had been engaged in considering the letter from the Admiralty respecting the manner in which it was proposed to carry the railway over the Severn, and they wished to know when it would be convenient for the matter to he discussed. Sir T. PHILLIPS replied that the subject which had been alluded to by the Committee could be most legitimately discussed when the engineering evidence should be gone into. He would take an opportunity of consulting with his Learned Friend Mr. Aus tin in the course of the day, if the Committee should approve of the passing of the preamble. The whole of the evidence that would be adduced on the matter would be printed, and if the Admiralty shout,: still remain unsatis fied as to the practicability of crossing the Severn in the proposed manner, the promoters of the Bill were prepared to insert a clause forbidding them from constructing the bridge until the full acquiescence of the Admiralty should be obtained. The examination of Mr. Fisher was then contirued. Ile was examined in detail as to the amount of traffic to be expected on the proposed line. It appeared that the number of miles that would be travelled by the passengers in the aggregate would amount to 25,900,697 miles. He had divided the passengers into three classes consisting of the first class, who would travel 6,147,037 miles at 3d. ; second class, 14,222,149 miles at 2d.; and third class, 5,531,511 miles at Id., making a total of 25,900,697 miles travelled by passengers. The revenue that would be derived from this source would amount—for first-class passengers, to 76,8371. 19s. 3d. ; second-class passengers, to 118,5171 1 Ss. 2d. ; third class passengers, to 23,0471. 19s. 3d., making a total of 218,4031. 16s. Bd. as the annual revenue. Ile had prepared a state ment of the goods, merchandise, and minerals that were likely to be transmitted by the railway, which he had classified in the following manner;-183,000 tons, conveyed for any distance not exceeding six miles, at Is. per ton for the whole distance; 166,568 tons, from six to ten miles, at Is. 4d. per ton ; 216,481 tons, from ten to twenty miles, at 3s. per ton ; 363,011 tons, from twenty to thirty miles, at 4s. 6d. per ton ; 89,645 tons, from thirty to forty miles, at ss. 6d. per ton ; 150,912 tons, from forty to fifty miles, at 6s. per ton ; and 93,952 tons, travelling various dis tances exceeding sixty miles, had been estimated at 1 ;id. per ton per mile. • The entire revenue to be derived from the sourceg of goods, merchandise, and minerals, would amount to From carriages, horses, and dogs, estimated at 5 per cent. o❑ the passengers' traffic 10,920 3 4 From the carriage of the mails 15,000 0 0 From passengers... 218,403 16 8 Making a gross total revenue of From which 40 per cent. being deducted for £428,483 0 0 working expenses 171,393 0 0 A net revenue of 257,0904 per annum would result, being a dividend of about 9 per cent. on the gross capital of 2,800,0001. On cross-examination, Mr. Davis said he considered the bridge across the Severn would present an obstruction to the passage of muted vessels; but the difficulty would be removed if the arch were constructed of sufficient height. If the bridge were made to cross the Aust Ferry, it would be a great accommodation for the whole of the west of England, but not, in his opinion, for London. Mr. Taylor, of Newlands, was then called and examined by .Sir T. PHILLIPS as to the navigation of the river Severn. He deposed that the Severn traders had agreed to accept compensation far any Injury that might result to their trade from the passage of the railway over the bridge that was proposed to le erected over the Severn. Vessels have gone down as far as Bridgewater for a cargo of hay owing to the continued drought of summer. If any quantity of hay were now it:tended to be conveyed from Bridgewater to Gloucester, it would be most conveniently transmitted by railway. The tide on the Severn will sometimes rise as high as twenty-two or twenty three feet above low water mark, when there was a spring tide. The trows that navigate the river were masted vessels, and could only pus and repass 'along the Severn at certain states of the tide. Brimspill was a pace where there existed very good anchorage. On the Severn a very rapid title called the bore, occasioned at . , times great danger to the shipping. The Berkeley canal ran into the Severn, and the principal part of the traffic from Gloucester was conveyed along it. Vessels were sometimes de tained a week above Brimspill waiting for a sufficient tide to carry them up. Compensation had been offered to the witness on account of the removal of his wharf. On cross-examination, the witness said, that if the projected railway were made, Nuneham would not be so convenient a port as at present. Mr. Twine, shipper at Bullopill, was next examined by Mr. TALBOT—He had a general acquaintance with all shipping going up and down the river. There were a few small sloops that found their way up the river. A great many crows and barges also went up, and they could lower their masts. The fruit vessels were unable to have their masts lowered. Vesssels were frequenty de tained below Bullopill for want of sufficient tide. He knew of no better part on the line than Brimspill, and its superiority was owing to the great depth of water at that place. On cross examination, the witness stated that the bridge at Hoch crib would be an impediment to vessels going up the Severn. Mr. James Carr, auctioneer, Nuneham, said there were some difficulties in the bend of the river at the Noose, and below the Ship Canal. He considered that the fixed bridge would be of very little inconvenience to the canal traffic. Mr. Plowden, a pilot of the river Severn, stated he was tho roughly acquainted with the river, and no large vessels went up be yond Hockcrib. The proposed canal of the railway company would be more convenient for the passage of vessels than the Hockley Canal, as time and tide would be saved by avoiding the necessity of passing the bend in the river. He considered it would be a very great convenience to the shipping in the river, if Brimspill were made a port Instead of Bullopill. On cross.examination, he said he did not consider there would be a great accumulation of sand in the canal. Mr. Shaw, ship-builder at Aure, said the effect of the canal with respect to the navigation would be a great benefit. Vessels going up to Gloucester by the canal would invariably save a tide, and sometimes two or three days. It was objectionable that a vessel going round the Horse-shoe would have to encounter several winds, which sometimes forced the vessels on shore. Very few vessels with fixed masts went round the Horse-shoe. He thought Brims pill would constitute a better port than Bullopill, as the Noose would be avoided. Mr. Margaret, pilot of the Severn, corroborated the evidence of the previous witnesses. Mr. Pool, merchant, of Bristol, said that he suit eDnsiderable quantities of stone from Bristol to Gloucester by the Berkeley Canal, and found it the cheapest mode of transmission. He gene. rally confirmed the previous testimony. The Committee adjourned ti►l twelve to-morrow. GROUP K. NORWICH AND BRANDON LINE.---EAST — DERE ZIADX AND "WYNDHAM BRANCH. The Committee on this line met this morning at the usual hour, the members present being Lord Sandon (Chairman), and Messrs. Martin, Cobden, and Ricardo. Sir Benjamin Hall, Bart., was pre. vented from attending in consequence of a severe accident which he experienced last evening by a fall from his horse. Previous to the resumption of evidence upon the lines, Mr. CALVERT raised a preliminary objection to the preamble of the East Dereham and Wyndham Bill. The 15th clause of the Railway Consolidation Act, 8 Victoria, cap. 20, enacted, " It shall be lawful for the company to deviate from the line delineated on the plans deposited, provided that no such deviation shall extend to a greater distance than the limits of deviation, de lineated upon the said plans, nor to a greater extent in passing through a town, village, or lands continuously built upon, than ten yards, or elsewhere to:a greater extent than one hundred yards upon the said line; and that the railway by means of such deviation be not made to extend into the lands of any person, whether owner, lessee, or occupier, whose name is not mentioned in the books of reference, without the previous consent in writing of such person, unless the name of such person shall have been omitted by mistake, and that the fact :such omission proceeded from mistake, shall have been certified in manner herein stated, or in the special Act provided for in cases of unintentional errors in the said books of reference." The Lands Clauses Consolidation Act, Vic. c. 18, amplified and confirmed that provision. The second section of that latter Act directed that the expression "the works," or " the undertaking." should mean the works or undertaking of whatever nature which should by the special Act be authorised to be executed. The interpretation of the Act, and the particular clause in question, could not, therefore, be questioned; it only remain ed to state what were the exact limits of deviation as allotted by the Legislature. The 1101 section of the Act of Vic. c. 20, enacted that, " in making the railway it shall not be lawful for the Company to deviate from the rules of the railway, as referred to the common datum line described in the section approved of by Parliament, and as marked on the same to any extent, exceeding in any place five feet, or in passing through a town, village, street, or land, con tinuously built upon two feet, without the previous consent in writing of the owners and occupiers of the land in which such de viation is intended to be made." The limits of deviation being thus specifically defined, he would show the Committee what had been the course pursued by the promoters of the East Dereham and Wyndham line. In the construction of railways the Legislature compelled the companies to be within the limits of deviation, and also in the schedule, when they would interfere with houses ; but in the crossing, or obstruction, or encroachment, of roads it was necessary to be within the limits of devia tion, without the option of appearing in the schedule. The subject at issue resolved itself, therefore, into the simple question—Did the promoters of this Bill keep themselves within the limits of deviation ? Mr. Bidder, when urder examination had given a complete and satisfactory answer to that question, and, put at once the subject, and the existence of the Bill, beyond dispute. That witness, in reply to a Learned Counsel, had stated that the line on the road just outside Wyndham,'on the way to East Dere ham, extended a little more than a chain beyond the limits of deviation Such evidence, if standing alone, would be conclusive ; but the plans put in concurred in and confirmed the statement. He contended, therefore, that the requirements of the Act of Par liament being explicit and peremptory, and the deviation of the railway equally unquestionable, the error was fatal to the future progress of the Company, and that the preamble of their Bill must be rejected. Mr. GIRDEN, in reply, contended that the scheduling of property was not confined to houses but was allowable also to roads and lands. The promoters of the Bill had put the road now complained of in the schedule, and therefore if any injury were inflicted corn. pensation would be made, and thus the difficulty suggested by his Learned Friend was obviated and removed. Mr. JAMES, in connexion with ➢ir. CALVERT, urged the deci sion of the Committee on the Cambridge; and Lincoln line yester day, when they declared the preamble of that Bill not proved, is consequence of a similar error in the Wan : and contended that a strict compliance with the clauses of the Railway Con. solidation Act was absolutely indispensable, otherwise a land owner on the line, having carefully inspected the plans and sections as deposited, might find that the line would not interfere with his property, and neglect to oppose its construction, when subsequently a change might be made in the plans which would materially in jure his property, while he would be precluded from opposing. The Committee, after a short consultation with the Speaker, de. tided that the objection was not tenable. The examination of witn,sses was then resumed, but the evi. dente was merely a formal proof of the population and distance tables, and wholly divested of interest. At four o'clock the Committee adjourned till Friday. GROUP KK LIVERPOOL AND :BURY LINE. (Continued from our Afternoon Edition of yesterday.) There now remained but the two reserved points above.men tioned, and the objections to the Wapping station at Liverpool. Mr. HATHERTON apposed the Wapping station, on behalf of some landowners, and the trustees of a deceased gentleman, named Foster. Wapping was a great thoroughfare, and great public in convenience would occur by crossing it. Some evidence was then gone into, but It was finally left over for a private arrangement. SOUTHPORT AND BUXTON BRANCH. Mr. Sergeant KLNGLAKE appeared in support of this branch. The object of the Bill, he said, was the formation of a line of rail way passing from the North Unit:lll Railway, at Euxton, along the Preston line to Southport, touching at Rufford. Southport was a great bathing place, and was greatly used as such by the inhabi tants of Manchester, besides the communication between South port and Rochdale, Preston, Burnley, Bradford, Leeds, and in short with all the first towns of Yorkshire and Lancashire. Southport was a town of modern growth, having grown up within forty years, and contained about 8,000 inhabitants. The Board of Trade had suggested the postponement of this Bill, but it had not then con templated the formation of the Liverpool and Bury line, which had been sanctioned by the Committee, and which entirely altered the case. The line was only fourteen miles long, and went from Euxton to Southport by the shortest possible route. Mr. James Lees, a merchant in Manchester, stated that the po pulation of Southport had of late years rapidly increased. A great deal of money had been recently expended in making promenades, baths, building hotels, &c. The people of Manchester were in favour of the project, and the physicians recommended bathing as very salubrious. The people of Southport were about to apply for police and to have the town lighted by gas. The present dis tance from Southport to Euxton was twenty-two miles, and the journey from Manchester was very tedious and unseited to invalids The line would accommodateßlackburn, Bolton, Rochdale, Burnley, Hayward, Leeds, Bury, and all that district on the east aide of the North Union Railway. The present route from Manchester to Stockport occupied four hours—by the projected one people could travel in two. Saving of time was a great object to a mercantile community like that of Manchester. A double line of railway from Euxton to Southport would cost about 150,0001, could be com pleted in twelve months, and was free from any engineering diffi. culties. Mr. CALVERT appeared on behalf of the Lee, Preston, and Orms. kirk Railway Company, and was about to cross-ex:urine the wit nesses, when Mr. Sergeant KINGLAKE objected to his appearance, as they were not competing lines. Mr. CALVERT replied, and The Comxirrgx decided that Mr. Calvert had a right to be heard, and the Learned Counsel proceeded to cross-examine the witness. A person dressed in black came forward and said he was the Rev. John Williams; he had sent in a petition and wished to cross examine the witness as to one matter he had stated, ♦iz., that about a month ago he had seen fifty or sixty people at Euxton who had been travelling on to Southport. The CHAIRMAN granted the permission. The witness, in - answer to questions from Mr. Williams, said that he did not know whether the public-house would be injured by the line or not, as out of the fifty or sixty travellers who stopped a while at Euxton on that day, be had not seen more than nine or i l n be to ll a ev b e eer it . is, op ? Witness--I b e li eve so. ten go int o t h e public.house. Mr. Serg eant KINGLAILE-•-18 not that a beer shop T Witness— Mr. Serg eant KINGLAKE—A barn that had been turned Sergeant Effmaxx--To whomis es It belong , Witness--To GROUP R. DUNDALK AND ENNISKILLEN, AND NEWRY AND ENNISKILLEN. The Committee met at the usual hour, Mr. Gibson Craig in the chair. The greater portion of the day was occupied in passing the clauses in the first -mentioned Bill. A clause was passed, after much discussion, giving this company power, on the payment of a certain sum of money, to run their carriages on that portion of the Newry and Enniskillen line between Clunes and Enniskillen. The clauses in the Newry and Enniskillen Bill were also agreed to, and the Chairman having stated that he should repsrt their de cision to the House of Commons, the Committee adjourned. GROUP RR. PRESTON EROOZE AND RUNCORN MINE. (Continued from our Afternoon Edition of yesterday.) Mr. George Oxley, a Staffordshire manufacturer, proved that the line would be a considerable advantage to the Pottery districts. Mr. George Frederic Bateman, a civil engineer, of some experi. ence, said, he had laid out the line, and thought it the best line that could be suggested. The whole length of the line from the Grand Junction Railway at Prestonßrook to Runcorn Docks would be about four miles and three quarters. There would be three passenger stations —one at Preston Brook, another at Halton, and the third at Runcorn. From Runcorn there would be two branches—one to the Duke's Dock, and the other to Castle Mick, both of which would be about a mile in extent. The severest gradient on the line from Preston Brook to Runcorn would be about one in 120, and on the branches one in 20 and one in 30. The branches, however, would only be used for goods traffic, and would be worked by sta tionary engines. The main line would be through a cutting, and it would not interfere with any parks or ornamental grounds, nor would it prove a nuisance to any buildings of importance. The cost of construction of the line and branches he estimated at 111,0001. On cross-examination he said the line to Halton would be made double, but the two branches to Runcorn Docks and Castle Rock would only be made with single rails. The actual length of the main line and two branches would be five miles and three quarters. The CHAIRMAN here intimated that the Committee did not wish to hear any further traffic or engineering evidence, and they should therefore be glad if the opponents of the line would state the nature of their opposition. Mr. Ews, on behalf of the Trent and Mersey Canal Company, urged that a better line might be marked out for the advantage of the public and the local interests of the district. Mr. ATKINSON, who appeared for Sir Richard Brook, contended that no sufficient case had been made out to justify the Committee passing the preamble to the Rill. It was quite clear that there was no local traffic to Runcorn, and then as to the line serving the Potteries, it was monstrous to make such an assertion because there was a through traffic from Staffordshire to Runcorn. There was a through traffic, he admitted, from Stafford shire to Liverpool, and at the present time there was a deeply-conceived scheme before the public for accommodating that traffic, which would have to come before Parliament in the next session. Now it was evident the Grand Junction Company were endeavouring to intercept this great scheme, through the me dium of Lord Francis Egerton, and if the Committee sanctioned the Bill, they would only be establishing a short interpolatory line, which would prove of no public benefit, but might hereafter serve as an obstacle to the carrying out of the larger and better scheme to which he had alluded. The room was then cleared, and the Committee having consulted together for a short time, strangers were readmitted, when The CHAIRMAN announced that the Committee were unani mously of opinion that the preamble had been proved. The remainder of the day was occupied in considering the vari ous clauses contained in the Bill. The Committee afterwards ad journed till one o'clock to-morrow. G IZOUP SS. THE EREWASH WILLEY VEIVZ. The Select Committee on this group re-assembled at the usual hour this morning, and proceeded with the case for the promoters of the Erewash Valley Railway. Mr. G. Hudson, the Chairman of all the Midlands, was called to prove that an agreement had been entered into be tween the promoters of the proposed railway and the Midland whereby the former transferred their line to the latter in the event of its being sanctioned by Parliament. The consideration for the transfer was, that the Ercwash Valley proprietors should hold 145,0001. worth of Midland Stock, and be at all times guaranteed 6 per cent. If the Midland dividend happened to be more than that sum, the Ercwash proprietors were to participate in the increase. The Midland by the same agreement undertook to continue on the Erewash line to Ambergate, or any other point which might be thought more advisable, on the Midland Counties Railway. The Midland people had always contemplated making this branch, and it was calculated it would lessen the distance of the main route to London by seven miles. Mr. Buckley, M.P. for Newcastle, confirmed the evidence of Mr. Hudson. The agreement was executed by Mr. Hudson and himself. Mr. William Jessop, a magistrate of Nottingham and Derby, and a member of the Battesley Company, who employed upwards of 2,000 hands, and had very extensive iron and coal works on the line, was strongly in favour of the railway_ in fact, in his opinion, it was absolutely necessary for the wants of the district that it should be made. He was a member of the Society of Civil Engineers, anti well acquainted with the mode and manner of constructing railways. He thought the one before the Committee could be made without difficulty. It was judiciously laid out ; indeed a line going in the same route was marked out some years ago by Mr. Rennie. This closed the case for the promoters of the line. Mr. GREENWOOD intimated that the Counsel for the opponents of the Bill did not think it necessary to trouble the Committee with any address, and they would, therefore, with the permission of the Committee, prtice4d at once to the evidence they hao to produce the Bit!. Mr. Valentine, an engineer, was called to prove that the line from Nottingham to Erewash was infinitely superior, and much better calculated to serve the interests of the public at large and the local establishments of the district, than the line before the Committee. Mr. Goodwin, a magistrate at Derby, proved that the Notting ham and Erewash line would do less damage to private property than the Erewash Valley line. Mr. Patteson, one of the managers of the Erewash Canal, was examined to rebut the evidence which had previously been giver relating to the scarcity of water in the canal. He said it was but rarely that any inconvenience was felt from a scarcity of water or from floods. The remainder of the day was occupied with similar evidence, and the Committee afterwards adjourned till Friday. GROUP WW. THE ST. HEIEZUS CANAL AIM RAILWAY. (Continued from our Afternoon Edition of yesterday.) A, this stage of the proceedings, Mr. KNOWLES, on behalf of Mr. Scoresby, said that he had drawn up a clause, which the pro moters of the Bill had assented to, a clause which he had no doubt Mr. Scoresby would agree to. He could not see that gentleman till the evening, and, therefore, he would postpone the clause till after then ; in the meantime he would withdraw his opposition to the preamble of the Bill. Mr. Sinclair, Treasurer of the Runcorn Gap Railway, deposed as to the state of the company and its financial affairs. The whole receipts for the last four years were 46,716/. ; the expenses had been 32,4041. ; the Interest on bond debts 14,000/. ; leavit , g a balance of 3121. The original cost was 205,0001. Since the line opened there had been an actual loss of 2,0431. At Me present time there was owing, on simple contract, 2,6001., and on bonds 4,043/. The shareholders were of opinion that the amalgamation would be of great benefit. Mr. J. Ashton Case, the secretary to the canal company, gave evidence that before the railway was formed, the dividend paid on shares was 9 per cent.; the amount now paid was about 5i per cent. This had arisen in consequence of the opposition between the two Companies, and the reduced rate of tolls. This was the case for the Bill. The consideration of the clauses was then entered upon, and the whole, with a few ♦erbal amendments, agreed to. The Bill wes then ordered to be reported ; the Chairman reserving power to sign the clause relative to Mr. Scoresby, as soon as that gentleman had assented to it. GROUP X. CAMBRIDGE AND LINCOLN LINE. The witness was next examined as to the length of certain branches, supposing them to be made as branches from the proposed Cambridge and Lincoln line, with a view to show that the whole of the distances, taking them by the shortest routes by which it would be poisible to make a railway, were much longer than branches to the same places proposed to be made by the London and York line. At the conclusion of this branch of evidence, the Learned Counsel intimated that he would resume his cross-examination as to the presumed error in the section when that section should be produced. LANDOWNERS' OPPOSITION. Mr. TRIPP said he appeared to oppose the Bill on behalf of Mr. Pemberton, as trustee to the owner of certain property through which the proposed line would pass. Rev. Mr. Sibthorp said he appeared in his own behalf on the same ground. The witness said, in answer to Mr. FRIPP, that the proposed line crossed the high road at Chesterton at six feet above the level of that road, and separated Chesterton from Cambridge, but al lowed of communication between those two places b) gates, and elevations, &c. ; a bridge might have been built instead of this mode, or the village of Chesterton might have been avoided by making the line a mile longer, but this would be at an increased expense. Two bridges must be built to effect the crossing by either way, one of whicy would cost 1,4841 and the other 3,7324 ; and therefore the roiatety Ely would be a mile longer than by Chesterton, and more expensive. In answer to Mr. Sipthorpe, he said he had walked over the fens between Lincoln and Peterborough. the height of the pro. posed bank above the level of the surface at Branston-delf was six fol. Did not know where Mr. S.'s house was situated, The witness underwent a protracted reexamination by Mr. WEBSTER, with a view to explain facts elicited try, and arising out of, the cross.examination ; and after it had termi nated, two other witnesses were called, who deposed to the fact of public meetings having been held in various places last year, in the district between Cambridge and Lincoln, as well as at both these towns, and of speeches having been made, and resolutions passed, declaratory of the unanimous feeling of the proposers, and seconders, and others present, in favour of the proposed line. Tlie Committee then adjourned. GROUP Z. THE DUBLIN AND DEULLINGAR. LINE. (Continued from our Afternoon Edition of yesterday.) The remaining evidence for the preamble of the Bill having been adduced, Mr. CALLAGHAN addressA the Committee for the Messrs. M'Canns, and concluded by calling upon the Committee to reject the preamble of the Bill, a`ter the evidence which he should tender. The Committee then adjourned at four o'clock till twelve to morrow. THE SvANISH NAVY. At the breaking out of the war with France, in 1793, the navy of Spain consisted of 204 vessels of all classes, including 76 line-of-battle ships, 56 being in commission. At the pre sent moment this power possesses only three line-of-battle ships—the Soberane, 74 gens, which has undergone a thorough repair, is now at Cadiz ; she will be sta tioned at Barcelona during the Queen's stay there. The other two, the Heroe, 80 guns, and the Guerrero, 74, are at Ferrol, in a very dilapidated state, and would cost up wards of 100,000/. to be put into a serviceable condition. Of the six frigates in the Spanish navy, there are in corn miss:on, the Isabel Segunda, and Cortes, 44's, stationed at Havannah, and the Esperanza, of the same force, on her passage home from Manilla. Another frigate, the Perla, has undergone a complete overhaul at Ferrol, and is about to s,il for Monte Video. The Villa de Bilbao and Maria Christina, 50 guns each, are lying at Ferrol, and will almost require to be rebuilt before they can go to sea. Besides these vessels, there are 30-gun small frigates, or corvettes-- the Venus, the Liberal, and Luisa Feruanda. The first named is shortly to proceed to Fernando Po and Sierra Leone, the second is at Cuba, and the Luisa Fernanda is ex pected to be launched next month. There are likewise seven 20-gun brigs in the Spanish navy. The Jason, the Patriota, the Habnero, and the Marte, at Ha vannah ; the Manzanares, at Ferrol ; the Nervion, on the south coast of Spain ; and the Heroe, at Ferrol. This ves sel is to accompany the Perla to Monte . Video. Six smaller brigs, carrying from six to ten guns each, are stationed in the Havannah; the Phillippine at home. The Alvaro de Bastan and the Congreso, 169 horse-power each, the Isa bel Segunda, of 190 horse-po7er, and the Peninsula and the Andaluz, are the only steamers possessed by the Spanish Go vernment. The Alvaro de Bastan, the Isabella Segunda, and the Congreso, are stationed at Cuba. The Peninsula and the Andaluz, originally passage-boats, were purchased of a com mercial company, and very bad bargains they have proved. The engineers of the three first-mentioned steamers are Eng lishmen. It is the intention of the Spanish Government to augment this very in.ufficient force, by building several frigates and steamers abroad and at home. A 36-gun frigate and two steamers of 450 and 220-horse power, the last of iron, are now upon the stocks in England. The two steamers will cost 120,000/, and will be completed towards the end of June. Another steamer of 220-horse power is in the course of con struction at Passages; and it is contemplated building a frigate, some brigs, and a small steamer at Ferrol, Carthagena, and Carraca.—Malta Herald, May 26. COAX. PAriuticnT. Prices per ton at the close of the market :—Bensharn Main, 14s ; Buddle's West Hartley, 16s 6d ; Hastings Hartley, 16a 6d; Holywell Main, 16s; Nelson's Wcst Hartley, 17s; Tanfield, 14s;. Old Pontop, 14s; Old Tanfield, 14s; Ravensworth West Hartley, 16s 3d ; Stewart's Steam, I6s ; Tanfield Moor, 16s 9d ; Townley, 14s 9d ; West Hartley, 173 Wylam, 14s 6cl, 14s 9d ; Wall's-end Hilda, 16s; Hotspur, 15s 6d ; Killingworth, 15s 9d; Riddell's, I6s ; Whar I6s ; Belmont, 17s ; Braddyll's Hetton, 17s 3d, 17s 6d ; Haswell. 18s 3d ; Hetton, 17s 6d 17s 9d ; Lambton, 17s, 17s 3d ; Rus sell's Hetton, 17s 6d ; Sholton, 17s 3d ; Stewart's, 18s ; South Kelloe, 17s ; South Durham, 16s 3d; Tees, 17s 6d; Wilton Park and Barrington mixed, 15s; Cowpen Hartley, 16s 6d ; Sidney's Hartley, 16s 6d; West Hartley Netherton, 17s— Ships arrived, 59. THE GRANT TO MIYNOOTH.—On Friday the 'Visi tation of the Venerable the Archdeacon of Nottingham was held at N e wark, when Dr. Wilkins delivered his annual charge. A meeting of the clergy subsequently took place to petition the Queen and the House of Lords against the intended gr mt to Maynooth. The Venerable the Archdeacon took the chair, but resigned it sooner than petition the Queen to do what he considered " an improper act in in terfering with her Parliament." Reporters were excluded from the meeting. express trains from and to I.,:ndon fill so well that it has been necessary for some days to start with seven instead of four carriages, which was the number originally proposed. Liverpool Timis. ASCOT HEATH RACES. e'er The second day at Ascot, like the Thursday at Epson's t in n w b h e i e m h a e d a e te a g t t o r r a y e t w i v e e t t n o el t u h t e l e miscellaneous breedersport i a o n n d s of the n . l . pro pr o tete,i_f of race-horses, but those who indirectly assist in pro te v _ funds from whence plates, and other small but useful prizes!f, derived—in common parlance, " the public." It never obtsoet: the honour of a visit from the sovereign, and is , in short, t but the habitue s of the race course, and those located e fo n r e tT i !, week in the vicinity of the course, a bye-day. a lbeit g productive of excellent sport ; yesterday it was rernarkablY,,DA: the list having contained no less than eight races, for vtoin fifty horses ran, thirty for the Royal Hunt Cup, and tvrentyii; the Windsor Town Plate—pretty well for a " bye -Jay N 1 od company very considerably exceeded the a vera g e of ge days ; be s id es man y o f the fashionables mentioned in o ur la , _‘ lo included his Royal Highness the Duke de I\ ernourse,74 reached the course in time to witness the race for the Hunt Cup, and, after the Town Plate, proceeded, in elr,f_ with Lord Rosslyn, to the Royal kennel. We were sorry to ti the as we were leaving the course, that in jumping a ditch nea_. kennel, Lord Rosslyn's mare had fallen and rolled over,anVl; his Losdship was very much hurt—the extent of the r 4 °" Earl's injuries had not transpired when we left. must The late hour to which the racing was protracted r a a n , e h 7 ,. use l f ,, o e r fo t r h e e tn b u re cti vi t t l y :c of n o p u Ut r i s i l t e , ta tt ils is e n f n a r m d o n s t t y b to ril l l s i c . ) ma7t e s edi o W l universal complaints that'were made of the " 1 0 L ios cards of the races. Numberless inaccuracies and otrr . : 008 were discovered on the first clay, and yesterday, before unexplained cause, the races had commenced long of card had made its appearance, greatly to the inconve • is the the visitors, and most particularly to those who had hal l . o transact ; and when they did appear, Cowl was omitit Ascot Produce, and the were, in other respects, moreover, the supply was so inadequate, that not a bo e rie v e, fifty were fortunate enough to obtain them, and the P stead of sixpence, varied from a shilling to half a crov.tditu of cording to the necessity of the purchaser, and the euP l e doe able management, a change is indispen•able , the seller. In this department of an otherwise unexe I , 3 oh i c h were not finished until nearly six o'clock, commence The rac e !". ball 14 past one o'clock with rgi -Y d albi; The Coronation Stakcs of 100 soya. each, it, for 3 fillies, Bst 71b ; the winner of the Oaks to have carri,t, is os of the 1,000 guineas, 31bs ; of both, 9lbs extra. i ° mile. (S Subs.) Nat) Lord Chesterfield's ch f Stitch ************ Lord Exeter's Topaz ••• .............. ..... Lord Exeter's Jet ........ and 7 to 4 on Stitch, who waited on Topaz to the Stsu a ' • cleverly by a length. old c°l4' • Sweepstakes of 50 sovs. h ft, fcr three Yr° the -° Bst 7lbs ; and fillies, 85t 41b; the winner of the _ w iener have carried 101bs extra, the second horse, or the o f she of the Oaks or 2,000 Guineas Stakes 51bs extr3gob..) Lord Stradbroke's r3uineasS i t d ak u e s . extra. Old . .. •.... Sir G. Heathcote's Gssalinr .......................................... e..iergto 7 to on Idas, who won in a common canter by O 50 re a dded" , The Fern Hall Stakes of 15 sins. each, 5 ft, " z ;, 1 ; b o , a ridg, c ; l l st an for two yrs old, 7st 21 r b es1r7 ; , ks a eu r b d ,s. t ., h )_ r , e r e yes, 95: ions FnGoti a ..: l l ! ,aj o s3l w ,tFt e ,aut d iztintb 3 , lb . To start at the Cup •: , k l s e ' , ; 3 C l l - 1 ( , s I Mr. Ford's Abd al°l ; s ............. 3 Sir. Scott's bc b Caesar out or Mir, Creckforit, s Lorsl Loo sdsle's e by Bay 3lidslle:on, Miss Slilirr,2 1 4 2 . 1 11 • The following also ran :—Sir. Death's Slanen,s Grto; Course P° (Crouch) ; Mr. Hook's Buttress, 2 yrs ; Mr. Da vi ,, t of s , t , on, 2 yrs ; and Mr. Mostyn's b f by Gl a neus, th ' 3 ti t , i•lrs , 3 yrs. Betting-2 to lon Chereltee,:..sr agst Grunsties, and 6 to I agst the 'T a ff I s . Cherokee made all the running after the fira.rttii bat he CA' strides, was never caught, and won easy by a le P f r h iper c ° sar colt an indifferent third, beating the Miss 0 11. shout half a length. sn f 10 The Royal Hunt Cup, of 200 sovs., milecrtlabs.- I each, with 100 added. New W .- O D ' ; Lord Stradbroke's Evenus, 5 yrs, Bst ............... ....... Mr. Thompson's Mongrel, 3 yrs, sst 7lb •••• . Mr. Payne's Queen Slab, 6 yrs, Bst 7lb ............... ..... Li o rd Mr. Payne's Sir Francis, 3 yrs, Est 61b ..... . .... The following also started, but were P ot 2 1 ;bert Chesterfield's Knight of the Whistle, age"'„ e 9 /0f - j • r r "' Davis's Gorhambury, 5 yrs, Pst Ja c q,,, s - pemita 4 s- 4 " 5 yrs, Bst 121b—Lord Albemarle's 'The P . " Bst T as soo nf '' Bst 1 ilb—Mr. Meiklam's Inheritress, 5 Ye" 0 ° 01 0 5 Herbert's Antler, 4 yrs, Bst 41b—Mr. albse s asta.l; yrs, Bst 21b—Mr. Cooke's Carina, 5 yrs' ~,es i b 's°',,..",'; Richmond's Lothario, 5 yrs, Bst 21b—Mr• vv - 4 u L 'i t o ol. :' yrs, Bst—Mr. Oragley's Queen of the Gipsieet "40 ' Worley's Example, 4 yrs, 7st 131 b—Mr• ast ; ;i l sP• i' 4 yrs, 7st 121h—Lord Warwick's Yardley , 5 , 1 ,.: 0 - 't 13° , iialg s a l: A. W. Hill's Beaumont, 4 yrs, 7st 61b- -- ,`" 7 4 n rtf°' 0 1 , A P. • Pergularia, 4 yrs, 7st 21b—Mr. King's The . 4 yra'4,-sehungh -6 yrs, 7st 21b—Lord Chesterfield's CockfigbL er ',,o —Lord Rosslyn's Elemi, 4 vrs, 6st 8113-• - •P n ar ; 31 1 1 , t slV Samba, 4 yrs, 6st 51b—Mr. rintott's Cabin P„clJ'A•s, e n s 0_e„; —Colonel Peel's cby Slane, out of Cobweb, r. 4 fotN i iiP Mr. Prooks'sHerne the Hunter, 4 yrs, 6 st -- " -- 3 1 0 ' morse, 3 yrs, sst 121b—Mr. Copeland's Arthur , )(_°' —and Mr. Mack's Little Jack, 3 yrs, sst 71b. Betting-5 to 1 agst Semiseria, Bto a fr 10 t ° , :th e n ri.h: oo,o.o 7l 4 oi 8 to I agst Cockfihter, 10 to I agst I heritress, Khorassan, 10 to o l agst Evenus, 16 to 1 ar t 2U It t a i s l j a .r g e s ti t t t K a i e g t h n t 3 o rt.he Davis,W Whistle. t a •. t, by far es.loo the fair horsesbA n e t v le e r r , se w e h n n at st A np s p c e o d t w as er s e nn s n ta a rt s ed beE on viee e rn e t : away in a cluster, Mr. Payne's two, leading the ruck. They ran in close order athe nstill ▪ b Evenus obtained a slight lead, Mr. Payne' s to ier °` hit s' Mongrel in a capital place; an i m me il n , s i c on ° ; e n i a u sead ite 6 8 , 00, • 00 still running forward. At the Stand fort, and headed Mr. Payne's horses, but never quite Evenus, after a pretty race, winning by 101 l a 1,0 - w i t ON Slab Slab an indifferent third, Sir Francis fourth , _e_gast and Alarnodc sixth. Semiseria ran well for the c va s a mile, but tised, and at the finish was nowhere; o ltes c r,,,) Sweepstakes of 50 sovs. each, for two years 0 1° , ( 8 S i a'r oc ert and fillies, Bst 41b. Three•quarters of a toi le ' 1 0 1 Sir G. Heathcote's Brother to Valentissieaus••';; b !a - 50F The Great Ascot Produce Stakes of 100 sovs• fillies added, for three years old; colts, Bst 7 1 b,_; "'Pace , I inns Bst 31b; the second saves his sta ke ' ASO / 0 Lo ( rd lo G S . ub l3Vntirek's Cowl, B.t 41b ....................... 3 Mr. Wreford's Winchilsea, Bat 71b •••• .............. 4 Mr. Bristow's Carissima, 7st 131 b.. ••• s* ............ Lord G. Bentinck's Plenitude, est 41b .......... .......... 3 to 1 on Cowl ; Plenitude, with whom I°6-7 the ee wl° ea pi t hi elated to win, made strong running, f° ° '‘; e_ s a' the favourite, and Wreford's horse lying au' to 0 4° g ß o r o te d k f . r k o t i i n n, th w e h fi e r re st, p a l n e d ni t t h n e de order of running un d who maintained it to the distance. if had it all to himself, and won in a canter by eats ° A O ; Winchilsea beating the mare by a length. three VI, The Albany Stakes of 50 soya. each, b ft, for w, colts, Bst 71b ; fillies, Bst 31bs. The win n ,7,,, r lew Guinea Stakes, Derby, or Oaks, slb (s l a t) (6 Subs.) • Lord Chesterfield's Lady Wildair ........................ .4.41006, Lord Lonsdale's c by Jerry, out of Turquoise":o'she dyed ecnlevvai wetowtoiofrostr 7t04 on the horse, who made strong PIO to ein urletrhe br e. where the mare gave him the go-1 1 ;Y, and .t • length. s st 81b, ore The Town Plate of 50 sacs. ; for two yr-olsliI: osV oin yrs, ist 10Ib, four yrs, Sst 173F0 ; 5 Y"' for 1 1 and geldings allowed 3ib; winner to be 5° 4 00). 5 1. Y. C. (A Dic e ' ,•'' Mr. Grsville's Deer Chase, 2 yrs ............... ••S • te ~o Colonel Peel's Physalis, 4 yrs The f •Ilowing also started : Mr. S' u vo ..3 l .. , , Pr if Flandres, 5 yrs—Mr. Death's Islesvorth, , oe'fbe Spring Bok, 4 yrs— Mr. Booth's Cae le b i c Cap ir e ip 'si Brooke's Zshra, 3 yrs—Alr. Baker's b c afr• L ' r el 10 1 Daisy - , '2 yrs—Mr. Cook's Auricula, 2 Yrs — ,,, La Ow, (). Artful Dodger, 6 yrs—Lord Verularn's V ito !, Christina, 3 yrs—lair. Treen's Wild Rose , 3 , Y 3 r y :bi pit! Va'eria, 3 srs—Mr. Jaques's Anti- Repeat er ' i p h, i ; o ces'pore Bentinck's Xarnac, 4 yrs—Duke of 11 0° 1 by uov tegg' 4 0 1 taire, out of Estelle, 2 yrs—alr• Mostyn's o E f x r e , t l , a ,, r , ( s :h Je Frs 3 t, y 3 rs y_rs — si . Thompson'' C lo n v, 3 3 1 0° Wynn', poor ss ans sa l• A remarkable fine race between the ° st t by a head, Karnac an indifferent thirds ast P tell6 t 4 11°9 Betting-3 to 1 agst Physalis, 7 t o - 14 9 agst Isleworth. h-a b$ LATEST CUP BETTING.—Evenon Katig agst Alice Hawthorn, 4 to 1 agst Cowl. roto• por .. _________________ r i t 0 .b ;1 Ma• DISRAELI'S " SYBIL; OR, T" - %f or .-. 7 C 'b'' . —The" . Two Nations" are the rich and the P r. Voir Ipgly told love-tale connects theca togellehirtbtreplo the daughter of the lowly, yet proud of b x e' rio ge --- 0 0/1 ing nothing of the world ' except its st ll4 A : c l SYPltit b e with fascinating simplicity and unboorirro P_."ot P A -C profoundly imbued with a pure a nd s°'t c lati uP dro% bewailing in mournful majesty the deP-o,hetberf,oo '- race—is a creation of the highest order „ a toll tis iti l f from any resemblance in real life, or l o ttrif 0 4 series of brilliant images suggested by 11 , uer', ne . inion, it stands apart not the less a s o rtsi b - ie cP ; full of force and discrimination. " Sy bil he lb erfi; around which the author is enabled to titter 0 ; 0 1 . 5' r f acters, and frame his subject, and tc'gt siiii „,;( o f r ,7o nsion the riches of his fancy, and the e ipe, t "..,' lie " e d sagacity; and as the impersonation 0f 1 bo lo - 0 0 '4 poor and degraded, "Sybil" stands out . ' h t he 11 o re tb , _ r_._.____,, 7 lovely yet passionate Egeria, from " .h t . i ze i s per o f O f 0• 4 11 , Commons may hear, not unmoved, w'','„„eoe°ooer and sufferings, uttered with the fervid 7 ° Z r eet s Till yet adorned with all the grace 4 °1 - 1 ill SIVO7 tit's Magazine. Se a, ---- f t he --- - iilli 71s• ,h e lag ° u hiff O Ga : osc - i . ciia ' ,.l .l l E giol t li l rii. i dta e e: 3 d. :l. u i g n i s i t t . e , r a . t Rumford Vi c a rag e, ' 1 0" 0 the 6th inst., at Leicester , Dr n G . t ant, of a son. the sy" e 0 til e •o f ;i • f 'r• l oi .i Fr atice l;O ires On the Bth inst. at In ottville, Havre, it , Dioeo if, of the Rev. W. G. 'Mooreg, Vicar of Aslackb)' .e of fiP the 00 surrey, of p On the Bth inst at Tiackbridget of a daughter. the 10( 11 b ter . On the 9th inst., at Cadogan.place , dea n / 0 - of $ t oll?" Scott, Esq., of a son. A e 04'00" 0 On the 9th inst., thc wife of F. Fla-g 3t West Y d v. W. On the 9th inst., M rs . J ohn Field, of daughter. f t he Se oh On the 9th inst., at Woburn, the la d y ° rs , 1,0 1 Pre, of a son. Iqrs'. 944 On the 10th inst., at Great Tower-street, ~er, I P IP ' of a son. Sam tle On the 10th inst., the lady of Robert _,,,. o h of Devonshire-street, Portland -place, of a" erf°tafibe°' n-ARBIFD,, rc h, JO Y collo if. On the 29th ult., at St. Thornas's upa,..„iti joho,. Se Richard, youngest son of the late CaP,,, the law to Elizabeth Julia, youngest daughter 0, of 15 16 I t 'thr On the of know le Hall, Warwickshire. C* l3.' 8 14( gr. i , ‘ ll .n e l B i t i h n r i s n e s t A . , major-General r 6ro i On the 28th ult., at Bramley, no . . „ . , e ter,dead late of Dorset-street, Portman -squat e• e ne st PI" sif i;bire°, On the 7th inst., at Stoke Cottag ~ G e n 00' 1 irori4. 0, of bi"j" ifig lj ' i ir. On the Bth inst., at Aberdeen, i‘ViaevnaisnonsrinAgViliduri'voafvtabseonlia,teuLariteu, te7:::1-3,1jaatori.,..c„ 3:4; rteshir., 00. Persley, kred 88. On the nth inst., at New Brighten, ti n ag e ' 0-6, ie. Clay, Esq. .• lace, l't° tE Ito Dfgii.Rob,ertidrf.Y:d: vio: • 1 0 On the Bth inst., at Westbourne P l‘fr' A PI lien,__ Colonel Evan Lloyd. 00100'0110 el l On the 4th inst., at Ano's-terrace dell, Esq. • Mal', w if e 0 Set ./. On the 7th inst., at Dorking, v. c, , II r . On the sth inst., at Peckham J. Dewdney, of Castle Mill. et, Strit°cl',:ilter °' 0,1 the 7111 inst., in Surrey-stre„gest o° ' .--of Oa the 7th inst., Louisa, Yo . ii °l --;,0 lo' Cha7lier, Bayswater-terrace. ._„....., . v- i - -c 1 1 0 , e i -7-•-------'"-f_7_.!------ --......-''.--- by Al ljnifiee, (0010 Le ' r - ' ll' libPSllied 31Itital : rirttuu an , The Ss s ip O. No. 112, Strand. Printer, 4 _ cair op Strand, in the Precinct of tile i p, Nidclletnar, Ibunday, Jan e 1P Bye-terneee,i the oto 1 4 1:11 to ,horti, 1 1 , )lo ).11 r a