The Sun. — London, England, 1845-03-07 00:00:00

to say utied-- tht contriD2(Greo, snot par k• be enjoritr a r, r • irtic e herr this, and t measu re., ,', 10' 0 " t of I 0 4+ be lower cl theca f r°lll o' .pent their e it length ninny el iwr o :se niew e ~ • e ceive r tr o , retc f o re ea f or those bo:,`, n in ftsti',',,bt siii , P"r ti !) § o ( ite the ffill :;tioti higher ----- 1832, and the sale advertised on Sept. 16th, 1833. The Sale " was by M r. George ltabins, an, i as he had stet: d his father, the Duke of Newcastle, di , l not buy at the sa le, but after it. When the cuilVeyance Came to be ' L ad " "t, it w as ascertained that there was no Isoundarj t ; e i and upon a more accurate survey of the estate, it " found that instead of there being it 061 acres there ,r ‘vere "le .7,438 acres. On this, the Duke of Newcastle ' a l P i nan d'' , l an abatement, and the Woods and Forests ,'' '"'ed 62/. This made the purchase money 7381. This es, , Platte in 1833. The Hees, :veldt! wish to know how t7'3lsdilf,renee arose when he said the purchase money was Ras an d the actual amount received 1,049/. The case • d s, that in eenseqiiene e of those boundary lines being ihntan unsettled state. a period of ten years had elapsed i h w( 'en the contract and the completien of the purchase. e ~e , ,i ), u k o of Newcastle (los father) hal denied, just as r ''' fll 'Y as Colonel Johns had done, any right of the li.(i n a t all, arid whilst the business was in abeyance ~dac e Earl of Lincoln) had thought it necessary to V"'re all the proceedings in this transaction entirely a,l'is,sPieitin, and 'ne had accordingly charged his ise Father interest at the rate of four per cent. This u'aeinted to el 11. 15s. 9d., and this, with the principal a '' '' made up the whole amount of the purchase-money bilnkfltel ire.) the Excheriver.—( Hear, hear.) This the hhar'', the, very ' hard - , * and pal hap.s it might . be called t a I Practice, for the Crown had not a right to build a w e l 'lllent or plant an oak on the estate. The Crown ti r i, l "rd of the manor, hut Colonel Johns had gradually es,i en , °flail the small freeholders a- d possessed himself A ti 'l' e , l ,3' of the rights of common for more than 20 years. r ri;;.ht‘noutsh he knew it required sixty years to ha thein th e ' of the Crown, yet so worthless are these rights eq 4 . o e , v , rit or the inclosure of more than 7,000 acres, the It ti`l'llTeolild claini rent for only one-twentieth part of it. ( , e 'louse were at all dissatisfied with his statement s'sto&,heers from all Parts of the House)—he was ready er(l4l.l",duee every letter r and document that had passed in tr i l i n st k age of the trenaaction ; but the business . for '''` "and more than t •enty years, anti ha was in rsd t hat ',, n °ll aPplicati on at the Office of Woods and . Forests. oss, u , s i"liny letters es two and three a week often passed ' ll Zls rh ‘ n g it, The ‘ papers were consequently exceed 'efv,°hlurainotis, andlie believed would, if printed, fill to th e " fl se large blue books. A desire to save expense tvithb e,"atr y—(liee.^ hear)—was his only reason for 11 , Na ')l' ,.. lin, them. ‘ But '' if there was the slightest doubt, rag t tt'lY to produce the valuations, all the docu t't eter,, e entract, the papers, the conveyances, and all I ,,. t4 sted2°aden ce that had passed respecting it. He .°ll/4 Pr ef . that the lion. Member for Coventry ~. b e ore, l'otild Perfectly satisfied, and if he were so, that he kir e °rne e,, . b stet awn s to that House and state, in a full, h y, an honeureble manner, that his suspicions had ee li ti t'''' le 1 . --,r 1.4 ' • aim completely le s • lll:eire er r u tie, • e 4 said that the explanation . . of the Noble A ' 4 l f . s t t remov e ever shadow of suspicion from . the ' 4Bn. ' llll l. Members with regard to this transaction. b_ . r th,, " IN I.' statements he had made, and the documents cr)l ?ld e El °, it was impossible that any Hon. Member I , B te ritertaln any opinion otherwise than that it was ,l'ali,lregtilar and natural proceeding, and therefore, :; 4 4, 1 " 1 e : 1 , 3 ' he would withdraw the motion, and he f. e tlllee t say for himself, that tile Noble Lord had tie st, ed himself from any charge, in the fullest, the i a 'k ll r k t(, : tl ar ' l l the most satisfactory manner. e ' tliee-. 4 f ew wends from Mr. SHAW, of LINCOLN begged to tender his sincere 4 tl 1 1 t 7 fhe lion Member for Montrose, for the . fair t k s tr. 4 f ri t c e .B , r ue man . ner e in which he had expressed him- Ohe , " t anked the Hon. Member most sinc . erely ; but it 4l isl tls e time he hoped that the House would allow tl i '4l l) " p, j r ll4ti ce to himself arid to his fa h mily, to produce ). 4t th 8 relating to this subject. oped . , therefore, '',"de e rnOtion would stand, merely ile leaving out the 1 gr, /.76rresPondence." ta tete, . We e ., 'e , eaid that he should willingly concur in th 4 e z . d ' e required by the Noble Lord, and therefore • lat a i,!,.," to leave out the word " correspondence" i -ri he had just laid before the House. ~ea „ SCIT LY ISLANDS. eAtt:liti:tleiwiiltiensParEio..aCtili:eEsLa' addressed to into moc'evinig'refoarsucrty)Prieessposf•ctailnlg°°tmhe. gements at the Islands of Scilly, with : t "ers returned thereto, &c., since the ofsta_d_ a c y o • m ol . klloitati,B44, up to the present time ; copi o e n s ll e 'IN, :.Is addressed to the Post-office the same tt k, (If ith the answers returned, from the same date ; tAtica.all c orrespondence that has taken place with coil IN._ „ 'Y in the course of the year 1844, respeting . 4',Nr n v larice of the mail to the Islands of Scilly , 0 f errite the the expenses incurred for the Speedy and Oa -‘,;ters define. the period the same were employed Il N e rl t ' C ll g the mails to - and from the Islands of Scilly ti s 4 th at Past year ; as also copies of any special re- Ill te l4 i r s i w ere made by the commanders of the said kta il it;' ltiv e to the said service ; and a return of all 1t',1 4 3' ; ti th e Unit el Kingdom having the benefit o th P . l ' s )- s' er Post o e ffices,aPd distinguishing whether the setta e ' l . i s are established as post-offices, sub post, t he eta Offices ; complaining that the inhabi e4y ""e Scilly Islands were subjected to 14114,ja0eatest inconvenience in their postal arran e g n e t: I III: ir criesequence of the conduct of the Governm mu . ch thlNtet;lNtlication with the mainland was very kit ''''N „,,in consequence, although the many ships reef (1 ! th' e u 1i Red, from stress o . f weather, to put into v, t a h r e ., a 4r e Islands, wouli of itself be sufficient to . 1 Ili l i tl o ul ar mal conveyance. He also .. complained l ii,'''lle s ' ll tlon Wa s paid to the memorial presented . by d • , I .4 l : l, la .B ,; (i re Prsentiri g that as no money-orders existed ' t 'lti '' l s e 3 "l Scilly the interests of the . memorialists "1t te 4 .4 4 , rY Materially. Bills were dishonoured, and . I ttc . „ t 1 1 (1 ie' e tl o r , lol l , ships, wind bound t there, could net be l'a 4 40,"'equence. lie (Cap t. Pechell) hoped that ti til %tan I°r of the Exchequer would, under all the I t 4 tt at e s , take some steps to remedy the evil ; and, '?i, l P`r e l' , he begged to reove for the returns upon te a • le, , , li . i - t tl e 'll it t o AN: CELLOß of the EXCHEQUER had no 't • 4 14 .,rant the returns asked for. l ',,,,'l l i t iTof t . '': lo, \' had no desire to enter upon the dis ,,,Nl Oki ) , s ubject, as the Right Hon. Gentlemaia had : 4 50 %yr\ a,ceeded to the Gallant Member's motion, ''h;ril te'll'il only hoped that some plan would be til t le .' ,,,,t v e the Scilly Islands the advantages of a Alt th e kPacket, and of a money-order office, which ,7 , ,, , ,' . liti,l;tehest degree necessary. r tt t l ' a kr a ",, 4 : hoped - that . the last return would be ' ,lV''te itarately, as it was of the very highest iin- V htelq„ country. ~ l ‘ ; itlQ t , - ' were agreed to. ' 4 , l lt,, b tift ',, 4) "wed an humble address to her Majesty, the'fralti-Nre)P; House a copy of the report of the Com ae, ay (~,, Ppointed by the Treasury minute of the I. N. A • 411 , tl o rl, 1844 to inquire into the subject of Ic 'e . "" vi r ?l' u ge t whichth r with copies of, or extracts I) ) -ei ;oe ;]together report was founded ts . enee on that li t direk i 4 ;l ll 9 4 4 t i rl Y Bill was then read a second time, with 4N.', i' '' and was ordered to be committed to ss,„ , f )r , ‘h,i'lltili,3°li(lated Fund Bill.(8,000,000/.) was also read , -( tt . C,' and ordered to be committed to-morrow. 'Jlas th en adjourned at Eight o'clock. ''ajl '"'e• L Cr OF THE NEW DOCK ,'(., 1 .4' 4 1 ,ay th A:r AR DItOSSAN. li tt *)l, t r splendid Wet Dock, planned and corn- Ole Irl , f " t tY years ago by the grandfather of the t e l l le e ,M, e ' Eglititon but which has only now . . been Ofi l ite o a3 I ' l 'n - flail ' o ened amidst great rejoicings, f a .. YP i l le, i tilej a di stinguished party of the neighbouring i s i)( 11 , ,„ hlea„,vast concourse of spectators. 'll h a ''; e h '," four imperial acres of surface, a . e nd hae 1•;' 14 e 111 vs;a4 awl s dock connected with it, tor the 1 1, : i t 'st . th Ae c , t e tt 's,. and a place for the discharge . _of yiv, e t) , 'No o'clock, the temporary bridge ' `V rt 'i.' ait t . l-a nce to the dock was cut down, an d a Ilit „Des 4 ' s ,°.o tons burthen, two large brigs, ari d a li a ,'ll; 4 `ae e.lnWitli flags streaming anti yards mann t e he , t) :l:: l ,,: lee l i t l l .t %: icie o! cannon, anti the cheering of fine, The day being reinerkahly ne, tli i N t ,.,4 ll4 ,'r Passed off in the most exhilarating t ill llie by " v e o'clock the impertant occasion was 11;'t e 'kl,. 1t ttti, „ a boelt 300 gentlemen dining to/ether, on 71 " 4et'''' of Lord Eglinton, in the shed of the 14 4 ;1,4 , fl:)11, which wag comfortably and elegantly His Lordship, V ];,beet a r ee th e Purpose ' . With his q''el li. ,i" ability, presided ; supported right and th I. 4 4i li krt a , "l " l Campbell, of Glasgow ; Sir James \. r: ici 'ltt y t' a i ti ;. the Rev. Mr. Bryce ; Rev. M f r e . Camp- ' ll ks . 'k' it°l /, le ' Eig.; Alex. Graham, Esq , A, y , i t , iti e ,F,t, endonderr • • Heur • Smith, Esq., of Let etl, ,of Cate re' Th e 3 ' ) the lion. Colonel e''' , le. -lite - croupiers were qt i ,. 44'11 -ea rt ; C. D. Gardner, Esq. ; Nlr. John e, I l ail lt ' et ore. ; told Dr. Macfadecan. The usual loyal 'Pi 4 eP' Cam toasts having been given from the 'l' t 'll It c e r°s P ln er P i l t )(4l, of Craig, in an able speech, pro ,,,t`'a,.trA,lt'cl le ~,Y,, to the harbour of Ardrossan, and , "Fikle I lt ll ,' "fe to Archibald Earl of Eglinton. s4l'bNl'vetith4t,','eived with every demonstration of re ; '' , o ON a4,,lasin. Other toasts, such as " The Por „ Al.,N,°rt -,;.l",the heelth of Sir ilesketh Fleetwood, ~i t il i l l ii it e % l ‘ l'„°llast," " The Port of Derry," " The ~l',,Ny, i , Iteilw Ma nufaetures of the Country, , " " The , 4,01te, 'l'l l 43 '' " 'rhe Edinburgh and Glasgovi „ .. "C e l `Y t o ,!, Harbour and Railway of Troon, ,, Ith ' ' '-tillt s "14 '''" " " The Agricultural Interest, '0 4'4 '1 4 '" r klii ' it ed the House of Montgo- Its t o. I tali i '" a- '`lii li T he Pros of Ireland," were given and . re .4-••-...G;ueedings of the day closed with a % 1 tl, ok, 1.,......._V01v Suturday Post. 'il l 'Ar,"qt It 1 '0 1 414 44 4. \ lillthiN Se. ti* ----le. Mackie delivered a lecture on h , !.41. 4 Y es ' e l : c es, and the antiquity of Free Masonry. ,t I liq ' Pa rt "g, y) a fashioneble and large audience. ,%, b 't,., res, 01 his discour'e he exhibited great an • Idy l l 1 - e r f ell fe a , nd knowledge of ancient . his . tory„ ti l l}, k (li sa t tli ane"e masonry was well received, and i;:'ls„, l ttel wer e e cc hite and witticisms. His reasons i ,t:,,lll'ltst..rilppi4ll4uot admitted masons elicited ~m uy : l i n ' '' th;,". According to our tenets, said gll l : l t' t! ti tltt .‘ ,, N r e l ' e l „ 4l . l. s "x are excluded from associating t,:' , 10 1 ei , °rtthTette profession, not because they are 1 r t nit the secret not for the want of me t'bi li!''', but t e a • 4 ), ,r1 ,e l u o f r , ‘ ecriles, cot f rom teen. _ f t 4 N er al th„ y Co a censcitaisness of our own w , eak . - ' ,k ie I tlti a I ) tl e . ° Porrnitt ca to enter the Lodge, Cupid l a N i t p a nugh k , , jealousy 1 . 4 N „,, ilk k , the ey-noie ; kt 1,,,,,5ei1i "I the hearts of the brethren, and 'eld'ila 'lll4 oe b k h , c Nth ee , 5 m etamorphosed into rivaiship. ,t4t,1;,:t1 t l tili vl e l ! ,:. ltl : i sß,,, h a 3.tt, ° ,. : 4 s ! i t i !:::. 1 : 1 1 : ° % : . ) , : h i f i ll; izi nl o d f l h a e n c g o u m a e g e e clenched,it o ng rt e 4 tj t il;r r t of I s t," 1 But although the most amiable r ~. ~, v. ~ ,t , kij AseNt e lee,knightlye order protects them from Ib, I II t , l 'le •',hce lilti us and unprincipled men ; and we te a t t ‘, 4 lt h l' t a i` t 'l" te„,, ntv er to sacrifice the ease and peace ty all, e awaeizantary gratificatien nor to under- Ott 4i, hea rt , 3 the t ranscendent happiness from Y i '4, , ' ttr e unit , G V 4 I nt r ,, S„ ve eu by the dearest ties of . lov . e ON .1 , '''lle, e i . ral a ppropriate songs were jusii rtrit i i , ltii iie al c idlustrative of the subject. Mr. Jef eeNkS th, , 1 " 1 " was well received ; and at the IN t P h 4t fli e r : e i' e;rs'',,to:_ti,der was a free-mason, e Bonnie 1 1 ' 1 ,;,, i ter t h„ rt,'se Townsend, was loudl v cheered. caliei,uo,‘-lovernor of Gibraltar were sent off ' 4 'o on Wednesday evening. ►'N Cr! THE SETN;: LONDON, FRIDAY EVENING, MARCH 7 IMS. RAILWAY DEPARTMENT OF THE BuARD OF TRADE. CORNWALL AND DEVONSHIRE. REPORT OF TIM RAILWAY DEPARTMENT OF TEE BOARD OF TRADE UN THE PICIIEMES FOR EXTENDING RAILWAY COMMUNICATION IN CORNWALL DEVONSHIRE. Railway Department, Board of Trade, Whitehall, March 4. The Board constituted by Minute of the Lords of the Committee of Privy Council for Trade, for the transaction of railway business, hawing had under consideration the following schemes deposited with the Railway Department for extending railway communica tion in Cornwall and Devonshire, viz.:— The Cornwall Railway (Plymouth to Falmouth); The Cornwall and Devon Central (Exeter to Falmouth) ; The Great Western and Cornwall Junction (Exeter to Fal. mouth) ; The West Cornwall ; The St. Ives Junction; The Exeter and Crediton ; The North Devon (Crediton to Barnstaple) ; The Torquay and Newton ; hare determined on submitting the following report thereon for the consideration of Parliament. First, as regards the schemes proposed for extending railway communication to Falmouth. Jo this case the question is not so much what is preferable as what is practicable. Had the question of railway extension to the westward of Exeter been an open one, and had the nature of th• country admitted of the construction, at any moderate cost, of a central line through the counties of Devon and Cornwall, corn. bining the traffics of Falmouth and Plymouth, and of both coun ties over one trunk, we are by no means insensible to the advan tages which such a combination would have presented, both as shortening the distance from the extreme points to London and to the rest of England, and as affording better accommodation to the nothern and central portions of the two counties. The question, however, assumes a very different aspect when w•e consider that the Legislature has already sanctioned the South Devon line from Exeter to Plymouth, by which a large proportion of the traffic which was calculated upon to support a central line is irrevocably diverted into another channel; and such an advance is made towards Falmouth that the construction of 66 miles of new railway, as compared to 1001 by the central line, will be sufficient to complete the communication. . _ As regards the central line the question ls therefore reduced to this—whether the remaining traffic, that of Plymouth and its vicinity, and probably that of Tavistock in connexion with the Plymouth line, being lost, is sufficient to render at all feasible, as a commercial speculation, the construction of 1001 miles of new railway from Falmouth to Exeter. . Upon this point we have no hesitation in expressing our opinion, after a careful examination of the traffic tables and other evidence submitted to us, that there would be no probability of such a line being supported in a state of solvency, unless it were one which admitted of being constructed and worked with extreme econoray. Tie existing through traffic by land between Falmouth and Exeter supports only two coaches, both of which are mails; and the through traffic both of geode and passengers, which now goes by sea, will have to be competed for with steam-boats and sailing ves sels. For about two-thirds of its course between Budmin and Exeter the central line would traverse a barren, thinly populated country, hardly passing through a single town, and consequently could not expect to command much local traffic. An examination of the traffic tables prepared by the County Committee in 1841, with a view to the central line then proposed, and which may be relied upon as e►ring in excess rather than in defect, will confirm this result, and show that if, on the one hand, the Plymouth and Taviatock traffic, and on the other, the various sources of local traffic which would have been commanded by the central line then projected, but not by the present line, be deducted, there will scarcely remain enough to justify the construction of a line of 100 miles in length, even if it were of cheap and easy exe. cution. But the proposed Central Cornwall and Devon Railway would be of a roost difficult and expensive character. Throughout its whole length it has hardly a mile running at or near the natural surface of the ground. It has nine tunnels, whose united length amounts to 4,820 yards, eight miles of cutting at depths exceeding b 0 feet ; nine miles of embankment of a keight exceeding 70 feet ; and 1,076 yards of viaduct, at heights of 53 and 45 feet. The difficulty and expense of such immense works are greatly enhanced by the geological character of the district through which they would have to be constructed. It appears from statements submitted to us, that one tunnel of 700 yards, at a depth of 146 feet below the surface, is through granite ; a cutting of 11 mile, as deep in parts as 70 feet, is through granite and hard greenstone; and, generally speaking, a great part of the line runs through gra. nice, greenstone, silicious slate, and other rocks of a hard descrip. tion. The general experience of railway construction would not war rant us in assuming that a line of this description could be con structed at a less cost than 30,0001. or 40,0001. per mile; and even if we were to make every allowance for the superior economy of construction which is now expected to prevail, more especially in a district like Cornwall, where mining operations are so well under stood, we should be unable to satisfy ourselves that there was any reasonable probability for supposing that the line in question could be completed for anything like the estimate of 1,500,000!. Neither would the result of these immense works be to attain a line with good gradients, admitting of economical and expeditious working. On the contrary, the gradients of the proposed central line are very severe. At the Falmouth end there is a gradient of two miles ten chains in length, at an inclination of one in sixty, terminating in a curve of twenty chains radius. In the central portion of the line there is a continued ascent to the summit on one side of eleven miles, at an average inclination of one in ninety. two ; and on the other side, of ten miles at an average inclination of nearly I in I GO. It is evident that a line of this description could not be worked with speed and punctuality, as an important passenger locomotive line, without incurring heavy expense for power. _ . Considering, therefore, the unusually expensive nature of the works upon the central line, the severity of its gradients, imply ing additional cost in working, and the comparatively small amount of traffic that could be expected to pass over it, we have had no hesitation in arriving at the opinion that it must be considered, under present circumstances, as altogether impracticable as a com mercial undertaking. _ The plans and sections of another project for a central line, called the Great Western and Cornwall Junction, have also been deposited with this department; and although it does net appear that the project in question has ever obtained any such support, either from the public or from local interests, as would warrant us in assuming it to be a substantive scheme, likely to be sub mitted to Parliament; we have thought it right to inves•igate its engineering circumstances, in order to ascertain whether there was any probability of an easier line than that of the Cornwall and Devon Central being found in a different direction. The result of this investigation has leen, however, to satisfy us that the project in question was even more objectionable than that already de. scribed. Although the plans and sections deposited with us are in such an imperfect state, that the necessary information is net always to be obtained (the extreme height sad depth of the em. bankments and cuttings being, for instance, frequently omitted), enough appears upon them to show that the line is one continued succession of cuttings and embankments, many of which are of enormous dimensions. There are 31 cuttings, whose depth ex ceeds 50 feet, some of thern reaching the depth of 90 and 100 feet; 11 embankments, exceeding 70 feet in height ; 4,360 yards of tunnels ; and nine viaducts, of the length of 3,980 yards. We, therefore, are compelled to abandon the idea of a central line, as altogether impractical, and to confine ourselves to the sole question of the coast line from Plymouth to Falmouth. This line is only 66 miles in length, and the works are not, on the whole, •f a very heavy character. The total length of cutting exceeding SO feet in depth, is only four miles, and it has only one cutting of half a mile, at a depth exceeding 50 feet, at and beyond which depth the central line had eight in:les of cutting. It has only 2} miles of embankment at a height exceeding 40 feet, and only half a mile, as compared to nine miles of the central line, at a height exceeding 70 feet. There Is but one tunnel of 580 yards, and 739 yards of viaduct, at heights varying from 20 to 100 feet. There does not appear, therefore, to be any material difficulty in the way of the coast line, as regards expense of construction. The probabilty of a sufficient traffic is also greater upon this line than upon the central line ; since, in the event of the latter not being constructed, it will command the greater part of the same through traffic, while it will probably obtain a much larger local traffic in proportion to its 'ength, passing as it does through a more po. pulous district, and connecting Cornwall with the large and im. portant towns of Plymouth and Devonport. We are of opinion, therefore, that the extension of the oosst line from Plymouth to Falmouth may fairly be sanctioned as a com. inercial speculation, and that, in this point of view, It affords the only practicable means at present of extending railway communica. tion to the county of Cornwall. 1 he principal objections to the line arise from the nature of its curves and gradients. The ruling gradient of the line is lin 60, et which high inclination there are no fewer than 28 planes, ►hose united length amounts to very nearly 21 miles. There are four planes even steeper than this ; one of a mile in length, being at 1 in 45, and three others at lin iO. Generally speaking, these steep inclines are for short lengths, and undulating, the longest being au incline of 1 in 60 for two miles six chains. The curves of the line are also very severe, there being above 60 curves, of 15 chains radius, and several others approaching the saute degree of curvature, and many of these curves are upon steep gradients. The promoters state that the line has been laid out with a ♦iew to the adoption of the atmospheric system, upon which system the gradients anti curves might not be objectionable. In o u rep,rt upon the Newcastle and Berwick scLem , s, to which we must here refer, we have fully stee,l our views with re. gard to the atmospheric system, add the reasons which make it impossible for us at present to assume its complete success in making a comparison between competing schemes. In the present instance, these considerations might be somewhat modified by the circumstance that, in our opinion, the central scheme cannot be considered as practicable, and therefore not as entering into corn. petition with the coast line. Also, the comparison is not with a line which offers good locomotive gradients, those of the central line being also severe, as we have already seen. At the same time we feel that these circumstances do not obviate the objections which may be urged against sanctioning any line which, in the present state of experience, cannot be consi dered practicable for the locomotive engine. Upon this point we have fully stated our views, and the conclu. dons which experience appears to justify, in our report upon the Manchester and Leeds district, to which we beg to refer. From these facts it does not appear that experience would war rant us in pronouncing the gradients and curves proposed upon the Cornwall line to be absolutely impracticable, or dangerous for the ordinary locomotive engine; and nothing short of this would, as we conceive, justify us in reporting to Parliament an opinion ad. verse to a line which affords, in our belief, the only practicAble means of attaining such an important object as the connexion of the county of Cornwall by railway with the rest of the kingdom. The necessity of a passage of the Hamoase, involved by this line, has been strongly objected to, as calculated to create delay and inconvenience. Undoubtedly, if the comparison had lain between this line and one equally practicable in another direction, the interruption occasioned by the ferry would have been a strong argument in favour of the competing project. It does not appear, however, that this passage is in itself so objec tionable as to weigh materially in a consideration of the sole prac ticable line proposed into Cornwall. The ferry at the Hamoaxe is in a situation sheltered from the sea, and comparatively little affected by the tides; and there appears to be no insurmountable impediment in the way of transporting the carriages and waggons of railway trains across it, by a moveable bridge worked by ma chinery, in the same manner, as the ordinary traffic passing the ferry is now transported. It is certified to us by the treasurer of the Toro( int Steam Ferry Company, that the present bridge has been in operation for the last ten years, and has never on any occasion experienced interruption from the weather. Also, that the bridge crosses every quarter of an hour for 15 hours a day, and that the actual average time of crossing is only about six or seven minutes. It appears to us, therefore, that independently of the improve ments in the present mode of transit which the promoters of the Cornwall Railway, in conjunction with the South Devon Railway Company, look forward to introducing, there is no such objection to the crossing as should weigh very materially in consideration of the line. On the whole, therefore, considering that the proposed Cornwall Railway from Plymouth to Falmouth affords the only practicable means of extending railway communication to Cornwall ; that it will thus afford great benefits to a large and important district ; and that although bad in respect of curves and gradients, it is not absolutely impracticable as a locomotive line, and not inferior to any other line that is likely to be obtained at any moderate cx. pense;—we have to report our opinion that there are no sufficient public grounds why it should not receive the sanction of Parlia ment. The West Cornwall Railway is an unopposed local scheme in connexion with the above, and with the flayle Railway, extending railway communication through the populous mining districts west of Truro as far as Penzance. There seems no reason to doubt thtt it will be productive of a considerable local benefit, and ►ill command a large total traffic, sufficient to warrant its construction, besides affording a prolongation of the trunk line almost to the Land's End. The gradients are in part steep, but not imprac ticable, and the works are generally easy, the total estimated capital for a single line of 23 miles being only 180,000/. Plans have been deposited for a portion of the line up to Truro, common to the Cornwall Railway; but of course this portion ought to be in the hands of the more important Company, and the West Cornwall lime should be considered as commencing at the Junction. The St. Ives Railway is a short branch, in connexion with the above, of three miles in length, from Hayle to St. Ives, intended to afford access to that port. We are aware of no public reasons why this and the West Cornwall scheme should not receive the sanction of Parliament. In connexion with the question of railway communication west ward of Exeter, we have had to consider that proposed by the Exeter and Crediton, and Crediton and Barnstaple Railways to North Devon. No other schemes being actually in the field, the sole question has been, whether these lines came within the spirit of the recom mendations in the report of the Select Committee of last year, di. recting our attention to the case " where the line taken affords strong presumption that it does not afford the best means of com munication between the termini, and of accommodating the local traffic," aid " where a Bill of inferior merits may be brought be fore Parliament, and where a preferable scheme Is in ions fide contemplation, although not sufficiently advanced to come simul taneously before Parliament." In this case it was strongly urged upon us by representations from Barnstaple, Ilfracombe, South Melton, and Tiverton, that the proper direction for a line to place Barnstaple and North Devon in connexion with the railway system of England, was by Tiverton, and not by Crediton and Exeter. The advantages of a Tiverton line were stated to be, that it would save 20 miles In distance upon the great bulk of the traffics of the district going towards London, Bristol, and the north, as compared with the Crediton route; while for the sough smaller portion of the traffic going towards Exeter and Plymouth, It would only involve a circuit of about eight miles. Also, that It would accommodate a more populous district, retain the traffic in its ac customed channel, connect Barnstaple and South Molton with Tiverton, and require the construction of only about 94 miles of new railway as scampered with 84 miles. It is further stated that a Tiverton lino would enter the town of Barnstaple, and admit of an easy extension to the coast of the Bristol Channel at Ilfracombe ; while the Crediton line would terminate at a point separated from Barnstaple by a navigable river nearly half a mile wide. Although not in a position to express a definite opinion how far these arguments may be correct, and may outweigh any that can be urged in favour of a Crediton line, or whether the existence of the two lines may be absolutely incompatible, we consider that a sufficient prima facie case has been established to make it desirable that the question should not be prematurely decided by sanctioning the Crediton scheme before it is ascertained whether a practicable line can be formed by way of Tiverton ; and before an opportunity has been afforded to Parliament of a deliberate comparison of the advantages of the two schemes. We have to state our opinion, therefore, that, upon public grounds, it appears to us to be desirable that the Crediton and Barnstaple, and Exeter and Crediton schemes should be postponed until a future period; and we are fortified in expressing this opinion by the consideration that, until it is known what decision Parlia ment nay come to with reference to the Cornwall and Devon Central line, the question of railway communication for North Devon can hardly be properly entertained. The only other scheme in this district is the Newton and Torquay, a short line, of 4i miles in length, to Torquay from the South Devon Railway. This line is proposed to be constructed by an independent Company, but it is manifestly too short to support itself, and must be considered as a branch of the South Devon line. As the South Devon Railway is not yet completed, and it is not yet certain whether the atmospheric or locomotive system of pro. pulsiou may be ultimately used upon it; and as the branch in question has heavy works, severe gradients and carves, and a ter minus apparently not very well adapted for local convenience, and is moreover strongly opposed by a respectable body of residents in the town and neighbourhood, as uncalled-for, and calculated to in. jure the place ; it appears to us in every respect desirable that the construction of it should not be at present intrusted to an inde pendent Company, but that the consideration of the scheme should be postponed until the South Devon Railway Is further advanced towards completion, when it will be better seen whether a branch for the accommodation of Torquay may be properly undertaken by the South Devon Company. In conclusion, we beg to draw attention to the passage of the Fifth Report of the Select Committee of last year, in which it is stated, in recommending that reports should be made to Parlia. ment by this department upon railway schemes, "What Ise such report should be held to prejudice the claims of private persons, the examination of which should be altogether reserved to the Houses of the Legislature." In submitting to Parliament, in conformity with the recommen. dations of that Committee, the results at which we have arrived, with a ♦iew to the information and assistance of Parliament iu forming a judgment upon the schemes in question, in so far as our report may be available for that purpose, we are anxious that it should be distinctly understood that we have arrived at these re. sults solely upon public grounds, and to the exclusion •f all consi. derations how far such results might require to be modified by a due regard for private rights and interests. DALHOUSIE. D. O'BRIEN. T. CODDINGTON. G. R. PORTER. S. LA ING. NORFOLK AND SUFFOLK. 'SPORT OP TRES RAILWAY DIPARYAIRNT OP TIM BOARD OP TUDII ON TAR 'CREMES FOR BITUNDING RAILWAY CSUMINIOATION IN YRS COUNTIMS Of NORTOLIL AND RUFFOLK. Railway Department, Board of Trade, Whitehall, March 4. The Board constituted by Minute of the Lords of the Committee of Privy Council for Trade, for the transaction of railway business, having had under consideration the different schemes deposited with the Railway Department for extending railway communication in the counties of Norfolk and Suffolk, have determined o➢ submit ting the following report thereon for the consideration of Parlia. ment : It is necessary to premise, that in the year 1831 the Eastern Counties Railway Company obtained an Act to rnake a line from London, by Colchester and Ipswich, to Norwich and Yarmouth, but owing to circumstances, which it doe* net appear to us ne cessary to enter upon, they were unable to proceed beyond Col. chaster, a distance of 51 miles. To complete the dropped portion as far as Ipswich, powers were granted by Act of Parliament, in 1843, to tho Eastern Union Company, whose line is now in course of construction. In 1842 the Norwich and Yarmouth Railway Act was obtained t this railway is now in use. In 1844 the Norwich and Brandon Railway Act was passed, for the purpose of connecting Norwich with an extension from the Eastern Counties Railway, the Bill for which also passed in 1844, and the line is in course of construction. The railway projects to traverse the district in question which have been submitted to Parliament in the present session, Batty be classed under the following heads:--. Schemes to connect Norwich and London, xis. : Digs and Colchester Junction. In connexion with the Norwich and Brandon—Dias Branch. _ _ Eastern Union—lpswich and Norwich Extension. London and Norwich Direct. Branck Schemes, and Schemes sennected with the principal Sch erne@ ; ♦iz.:- Bury and Ipswich. Did, 'Uccle', and Yarmouth. Diss and Colchester—Redham branch. Lowestoft Railway and Harbour. Eastern Counties—Colchester and Bury St. Edmund's Ex. tension. Schemes in the Northern part of Norfolk ; ♦la.:-- Direct East Dereham and Norwich. Lynn and East Dereham. Norwich and Brandon—Dereham branch. Wells and Thetford. Looking at the number of these schemes, we cannot but remark on the extent to which railway speculation has gone for the con. struction of ►ines In thi: district, and the improbability of the Legis. lature sanctioning at present more than a small portion of the pro jects which we have enumerated. A main object to be attained is the through communication be tween Norwich and London, keeping in view at the same time the imperative necessity of giving to the intermediate towns the most convenient railroad to the metropolis, and to each other. Parlia. ment, by granting the Eastern Counties Company's Act, in 1636, established the proposition that Norwich ought to have a good railway to London ; the present course of the Norwich and Bran don, by the Northern and Eastern Railway, cannot be considered adequately to attain that object. The Disc and Colchester Junction commences at the present termination of the Eastern Counties Railway, at Colchester, thence proceeds through Hadleigh to Stowmarket, Eye, and Dies, where it joins the Dims branch of the Norwich and Brandon line, by which traffic may proceed by the Norwich and Brandon to Norwich and Yarmouth, to the eastward, or by Brandon, to the westward. The Ipswich and Norwich line is intended to proceed from the terinma.ion of the Eastern Union Company's line at Ipswich, to pass by Stowmarket, to leave Eye nearly three miles to the east, and after going close to Diss, to enter Norwich on the south side of that town. The proposed London and Norwich Direct line commences at Elsenhass, on the Northern and Eastern Counties Railway, about three and a half miles beyond the Bishop Stortford station, passes two miles to the west •f Thaxted, then nearly midway between Haverhill and Clare, through Bury St. Edmund's, and joins the Norwich and Brandon Railway at Thetford. These lines have no engineering difficulties to encounter, and may be constructed at a moderate cost. The lengths of these lines are : Miles. Chains. Eastern Union Extension ........ ... .. 43 56 Dias and Colchester Junction, including the Diu Branch London and Norwich Direct... 45 11 The distances respectively by these proposed lines, between London and Norwich, are— Miles, Furlongs. By the Eastern Union Extension..., 113 1 Dios and Colchester Junction London and Norwich Direct The Eastern Union scheme accommodates on the whole a greater extent of population, although it but indirectly accommo dates the town of Eye. The Dies and Colchester Junction scheme entirely omit; the important town of Ipswich, and would leave it without any reasonable communication to the northward. The London and Norwich Direct line goes through a district less populous than either of the others. If the Eastern Union scheme be carried into effect, the inhabl. tants of Norwich, Dies, and Stowmarket, and their immediate neighbourhoods, who may be going to London, will have the means of travelling by railway to Ipswich, and thence to London either by railway or by water ; and as steamers ply constantly between Lon. don and Ipswich, the accommodation afforded by them will keep down the fares on the existing line of the Eastern Counties as well as on the Eastern Union lime, in process of formation, and the travellers to whom we have alluded will benefit by the competition to an extent beyond what any other combination of proposed rail ways can offer. If the Dies and Colchester Junction line be sanctioned, no control of this sort will exist, and the steamers from Ipswich will be of no advantage to these travellers. The geode traffic will be affected in the same manner. The Dies and Colchester Junction gives accommodation to Eye; but it requires a greater number of miles of railway t• be made than does the Eastern Union Extension : its promoters offer t• charge between Dies and Norwich only on a distance equal to the length of the turnpike road between these two places ; and no rea sonable doubt can be entertained, provided they receive the sane. tion of Parliament, that they will make the line, and work it effi ciently when completed. With respect to the London and Norwich Direct Railway scheme, an inspection of the map will show that it does not fully accommo date even the thinly peopled district through which it passes. It goes througk Bury, but the convenience of the smaller towns between Bury and Stansted is sacrificed to obtain a short line. We are convinced that the through traffic will not, in this case, be sufficient to maintain the railway; and we believe that both the through and local traffic must be called into action to ensure a mo derate return on the outlay. It is necessary, in this part of our report, to advert to a railway called the Chelmsford and Bury Railway, projected,but not brought before Parliament, the plan and section and traffic tables of which have been submitted to the Board of Trade. This railway appears to us to accommodate a more populous district than that intended to be traversed by the London and Norwich Direct Railway; its section shows that it may be done at a moderate cost ; there is a strong local feeling in its favour, evinced by the memorials which have been received by the Board of Trade from the inhabitants of Braintree, Halstead, Sudbury, and other places between Chelms. ford and Bury, who arc of opinion, that if the direct line be sanc tioned by Parliament, they will be debarred from all chance of being at a future time placed on a line of railway : moreover, its pro moters allege, that even as to distance it gives as short a commu nication to London from Bury as does the London and Norwich Direct line, However, while speaking thus of the Bury anti Chelmsford scheme, we must guard ourselves against Implying that we have formed an opinion en its merits or demerits, or to whether or not it is required by the district. We now only advert to the scheme in order to show, that, supposing a direct and short line of railway between Bury and London were required, a line al. leged to be as direct and as short may be formed, which at the same time will accommodate a more extensive population. We have carefully examined the traffic tables which have been furnished to us, but we cannot find evidence that at present two additional railways between London and Norwich are required. It is our duty to report, therefore, that as the Eastern Union Extension line affords a shorter communication between London and Norwich, by about five miles three furlongs, than does the Digs and Colchester Junction line; that as it accomplishes its ob. jects while it requires a fewer number of miles of railway to be made ; that as it gives accommodation to Ipswich, which the Diu and Colchester Junction line does not, our opinion Is, that the Ipswich and Norwich Extension is, on public grounds, preferable to the Diu and Colchester Junction, including the Die branch of the Norwich and Brandon Railway; and, further, that as the London and Norwich direct line traverses a district but thinly inhabited ; that as it does not even afford the best accommo dation to this district; that as the traffic which might come upon it, supposing the Ipswich and Norwich Extension hue were made, would not be sufficient to support it ; and that, even If it were re quired, an equally, if not more useful line might be found, we are of opinion that there are public reasons which ought to be decisive against it. To give railway accommodation to the town of Bury St. Ed. round's, to the south and to the east, three projects have been formed : A branch from the Diu and Colchester Junction from blow_ market. A branch from the Eastern Union Extension, leaving the main line at a point about two miles north of Stowmarket. An extension of the Eastern Counties Railway, which, com mencing at Colchester, is identical with the Diss and Colchester Junction, to a point a little to the north of Hadleigh, where, leav ing the Diss and Colchester proposed line, it pursues a north. easterly direction to Bury. Should Parliament refuse to sanction the Diss and Colchester Junction, the branch to Bury necessarily falls to the ground. After considering the circumstances of the town of Bury, we are of opinion that one railway towards the coast is as much as the traffic can maintain. The question is then narrowed into whether it be better to give to Bury such a communication as shall enable it to have access by railway to Norwich, to Stowmarket, to the port of Ipswich, and to London, at the inconvenience of a longer dig. Lance to London (see the annexed map), or whether it would be better to shorten the distance between Bury and London by grant ing the Colchester and Bury St. Edmund's extension, at the same time cutting Bury off from railway communication with Norwich, Stowmarket, and Ipswich. On this point we have had co hesita tion in forming our opinion. We believe that shortening the dig. tance to Londonlis of less importance to Bury than giving it a com munication with the places which we have mentioned, especially with Ipswich. If the Eastern Union Extension be sanctioned, such communication will be afforded at the smallest cost, as the branch to Bury is the shortest line by which that town can be eon. nected with any main line : and we think that the branch will be efficiently and economically worked by the Eastern Union Corn. pany. It is therefore our duty to submit that, on public grounds, the branch from the Eastern Union Extension, called the Bury and Ipswich Railway, is preferable to the branch of the Dills and BuryColc shestt. Edmund'ser Junct Extension.ion,andothe Eastern Counties—Colehester and The Diss, Beccles, and Yarmouth proposed Railway, and the Dias and Colchester, Reedham branch, are schemes pursuing yearly the same course, and having the same objects in view. Proceed. ing from Dios, they follovr the direction of the River Waveney, pass near the town of Harleston, and accommodate Bungay and Beccles—the Dies, Beccles, and Yarmouth line terminating in the town of Yarmouth ; the branch line terminating at Reedham, on the Norwich and Tarraouth Railway. Tho lines would not be (comparatively) expensive, nor difficult of construction. We entertain, however, strong doubts whether such a line of railway is at present required. A navigable communication runs close to a large portion of it, with which it would have to compete. We believe that the traffic would be Insufficient to maintain an inde pendent Company ; a line of railway which is not remunerative to the proprietors is likely to be inefficiently worked ; the public suffer, capital is sunk, and a check is given to railway combinations, which might, in a cheaper, if not In a better manner, meet the wants of the community. If the Legislature grant the Dias and Colchester Junction scheme not so much objection would exist to the Diss and Reedham branch. A branch may not be in itself very remunerative, but so long as it forms a portion of a thriving concern, it will be worked eftl ciently, and it will bring additional traffic to the main line. But it Parliament refuses to sanction the main line, the branch falls to the ground. Having weighed all these circumstances maturely, we conclude, that until a better combination presents itself, it is desirable to postpone the establishment of additional railway communication between Diss and Yarmouth, The Norwich and Vermouth Railway Company project a branch from the Reedham station to Ledden, four miles four chains in length, of easy construction and moderate cost, to accommodate that place. There do not appear to us to be any public grounds of objection to this scheme. Connected with the Norwich and Yarmouth Railway also is a project for making a railway about eleven miles long, commencing also at the Reedham station and terminating at Lowestoft The ground is favourable to the undertaking, and we see no public grounds whatever for objecting to it. The Norwich and Brandon Railway Company desire to make a deviation of their original line, which was to have passed In a straight direction, at a distance of two miles from Thetford, in a manner which shall accommodate that town more effectually, under an arrangement with the inhabitants agreed to last year. Considering that the proposed deviation is made in favour of a town having four thousand inhabitants, that the distance between the terminal points thereby inereased will be Inconsiderable, and that the Company are willing So bind themselves in their Act not to make an extra charge upon the public for their conveyance over the extra distance, we are of opinion that the circumstances justify the deviation in question. The Wells and Thetford Railway scheme is intended to pass from the port of Wells, through Fakenham, Little Walsingham, East Dereham, and Walton, to Thetford, the whole distance being forty. two miles. For twenty miles, front Wells to East Dereham, the earthworks are considerable, if not heavy ; from East Dereham to Thetford they are less, but will amount to an average in their magnitude and cost: on the whole, the construction of the line will be laborious and expensive. The population of the district is thin: there are scarcely any public conveyances; and the great majority of the proprietors along the line oppose the scheme, as being unnecessary, and incapable of sustaining itself. We here beg leave to draw attention to the following extract from the fifth report of the Select Committee on railways : The willingness of parties to expend capital is a new railway is not to be at once taken as a sufficient ground for granting the necessary powers, since proprietary r i g h ts are not to be set aside, for adequate and clear public advantage; s i nce there is no public advantage in the constr uct i on of a work which cannot except afford remuneration; since there cats be no security for the work. profit; since there may be s in o g m o et f im a es rai in iw d a ir T ec e t l p c ti e r p p t s i Y n ie t id h i e * it flro a posal to construct new lines, tending net to the increase, but to the ultimate limitation of rail way enterprise, and of public accommodation as connected with it." After a careful investigation of all the circumstances, we cannot but conclude that the Wells and Thetford Railway scheme properly belongs to the class of projects to which the Corn. mittee have alluded, and that public reasons seem to be decisive against it. noy au c m pa. y The Direct East Derehara and N orwich projected line is to con nect the town of East Dereham w i t h the c i ty of Norwich. The main line is I miles and 10 c h ains ; the Bowtherp• branch, 5 miles 40 chains; the Lakenham branch, 2 miles 46 chains; an other small branch, 1 mile 8 ch a i ns ; in all, 22 miles 24 chains. The line does not appear to offer any remarkable difficulties in the cons truction, and the work to b e done is below an average quan. a p; lva ti 7. The promoters of this schem e h ave sent to the Board of Trade tables of estimated traffic, whi c h s h ow rece i pts equal to a 77 1 051. per mile per an num, which if proved, would justify f the scheme. B ut on referring to the returns trans. mated 'r to the Board of Trade by th e N orwich and Yarmouth Rail. w we find the gross amount of receipts from the Ist of July to the 31st of December, 1844, to have been 8,3831. I es. Id., w hi c h, on a length of 20 miles 51 chains, gives an average of about 40(11. per mile for the half-year, er 8001. per mile per annum. We do not mean that the traffic between Norwich and Yarmouth is precisely analagous to that which would be found on the line proposed to be made between East Dereham and Norwich, because both ry tthet o latter y u a, towns; bat still there is sufficient ilil7li• a absence of more positive proof, ii ,atia f arc inland the that if, between two such important places as Norwich and the port of Yarmouth the traffic is no greater than what we have stated it to be, the traffic between Norwich and the inland town of East Dereham must be much less. We are inclined to believe that experience of the actual receipts of a line worked under circumstances favourable to traffic is a better guide to the probable receipts of a line in the same district, than any traffic estimate can be, however carefully prepared. To us, there. fore, the traffic tables to which we have alluded do not convey any proof than the line could be, at present at least, remunerative. The strong probability that the railway, if made, would not pay more than, if so much as, its expenses, constitutes our chief but strong ground of objection to the scheme. Its very independence—the absence of support from any railway Company capable of guaran. teeing to the public its being efficiently made and worked—is un favourable to it. And though we admit that the direction of the line is good; that opening a communication through the northern part of Norfolk towards the port of Ly nn i s d es irable ; that in con.. nexion with the Eastern Union Extension it would, in our opinion, give the best communication between East Dereham and Loudon ; that considerable advantage would be derived from it by the district which it is proposed to traverse, we are bound to report that we believe it would be far better if Parliament were I. postpone its sanction to this scheme until the completion of such main and principal railways as are now in course of construction, or may be constructed under powers granted in the present session, shall have made it clear that this minor line is needed in the district. Another mode of giving railway accommodation to East Dere ham is proposed by the Norwich and Brandon Railway Company, who project a branch from Wymondham, at nearly right angles to their line, to terminate nearly in the centre of the former town. Its length is eleven miles and three quarters, and its cost for a single line of way, with bridges and works sufficient for a double line of way, is estimated at 85,000!. The promoters of the scheme are prepared to admit into their Act a clause to prevent them from charging on the circuitous route thus proposed between East Dereham and Norwich for a greater distance than the length of the present turnpike_road between these two plates. We have stated our belief that there is not sufficient traffic to support a direct and independent line between East Dereham and Norwich ; we entertain doubts whether there is enough to main. Uhl a branch, and it is admitted that between East Dereham and Wymondham there is no traffic at present existing. If either line were to be made, we should give the preference to the direct line, for the reasons already mentioned. If the branch were made, we are convinced that the direct line would never be constructed ; and then, supposing that eventually • railway were earnest to Swaff. ham and Lyon, the traffic between these towns, as well as East Derehain, and Norwich and Yarmouth, would be doomed to the circuitous route by the branch proposed. We beg to refer to the following passage from the fifth report of the Select Committee on Railways, which bears on the question : " It is, moreover, to be recollected, that new lines of railway are sometimes projected for the purpose, not of increasing, but of restricting railway accommodation. Cases may occur in which a Company, fearful of the competition of a parallel line, although at some distance, and calculated to afford so much of additional accommodation to the public a s fu ll y to warrant its construction, may throw out a lateral branch a cro ss the district to be traversed by such parallel line, which, although affording only a c i rcu i tous communication with the terminu s, may , nevertheless, materially increase the facilities of Parliamentary apposition to the new line. Such a case would be an example (always pres um i ng that the branch could not be sustained by its own proneer tra ffi c) of c ompet i t i on o f , an objectionable kind, operating by anticipation.. We mast, however, in justice to the promoters of this bra nc h, state our belief that they have not pu t the scheme forward with any intention y iz., th orp e insurileigositebeayte connexionon whichdthat. withthe project b ears on its our. fEast Dereham. B u t we conceive that the principle here laid down applicable to the case; and on the broad ground, that no determination should be formed as to these short local lines until the direction of the arterial lines be settled, we beg to report our opinion that the East Dereham branch of the Norwich and Brandon ltailwaYs as well as the Direct East Dereham and Norwich Railway scheme, ought to be post poned. The:Lynn and EastDereham Railway scheme has for its ultimate object the completion of a direct line from Yarmouth to Lynn. In if their project t r h ec e e fi i v r e s t the i ns t s a 3 n n c c e t o h n o w o f e v p e r a , r i h a e m p e r n e t i , n o t t o e r e s . fi purpose, n. their operations to making a railway between Lynn and Swaffham, it distance of about fifteen miles, dropping for the present the remaining portion of their scheme, as they arc uncertain which of the two lines in. tended to terminate in East Dereham may be sanctioned, and it would be necessary for them to bring in their line to that town to agree with the terminus which would eventually be fixed upon. The line presents no engineering difficalties ; it is easy of con. straction, and its cost Is estimated at 120,000!. The traffic tables which have been received at the Board of Trade show that a considerable profit might be expected ; but certain parties who oppose the scheme have furnished other returns, showing that the traffic will be quite insufficient to justify the making of the railway. There is no reason to question the estimate or the counter.estimate. Between the two it is difficult to judge; and we do not possess the means of procuring such data as might enable us to give a positive opinion. All we can say on this point is, that the traffic is doubtful. We do not think that a railway scheme which is confined to the towns of Lynn and Swaffham has sufficient public grounds to rest a case upon ; though, as forming a portion of a continuous coin. munication between Yarmouth and Lynn, we see no objection t• it. It is also possible that granting permission to make a portion of the line may prevent the remainder being executed. The scheme, therefore, as a whole, depends on the fate of other Com panies. In these circumstances, it becomes our duty to report our opinion that it is advisable to postpone the sanction of this scheme until consideration shall have been given by Parliament to the East Dereharn and Norwich lines, Ind until the requirements of the whole district be ascertained, together with its capabilities for sup. porting railway communications through it. In conclusion, we beg to draw attention to the passage of the fifth report of the Select Committee of last year, in which It is stated, iu recommending that reports should be made to Parliament by this department upon railway schemes, " That no such report should be held to prejudice the claims of private persons, the exa mination of which should be altogether reserved to the Houses of the Legislature." In submitting to Parliament, in conformity with the recem. mendations of that Committee, the results at which we have ar rived, with a view to the information and assistance of Parliament in forming a judgment upon the schemes in question, in so far as our report may be available for that purpose, we are anxious that it should be distinctly understood that we have arrived at these re. sults solely upon public grounds, and to the exclusion of all cons!. derations how far such results might require to be modified by a due regard to private rights and interests. DALHOUSIE. C. W. PASLRY. G. R. PORTER. S. LAING. ASSIZE INTELLIGENCE. HOME ClRCUlT—Clielmsjbrd, .March 5. The Commission for the county of Essex wag opened at eleven o'clock to-day by the Lord Chief Justice, and at once both Courts proceeded to dispose of the business of the assize, Lord Denman presiding on the Crow❑ Side, and Mr. Baron Alderson at Nisi rrius. CROWN COURT. THE CASE OF MISS RICHARDSON. It will be recollected that at the last assizes a charge was preferred against a young lady named Richardson, the (laughter of a gentleman residing at Brentwood, of stealing some silk, the property of a tradesman at that place ; and the case, from the station of life of the ac cused, and the circumstances connected with it, created a great deal of interest in the county. Upon the appli cation of the counsel for Miss Richardson, grounded upon the fact of her being too ill to take her trial, the case was postponed to the present assizes. It should be stated that the charge Was originally preferred at the quarter sessions, and a true bill found against her, but the trial was postponed to the assizes, when it was again put off on the ground above stated. Mr. Straight, the deputy-clerk of Assize, now called upon Ellen Mackrel Richardson to surrender in discharge of her recognizances. No answer, however, was re turned, and the defendant did not appear. Mr. RYLAND then rose and said that in this case he appeared for the third time in support of the prosecu tion ; the lady was out on bail, and as she had not the proper to surrender in accordance with the con ditions of her recognizances, he submitted that they should be estreated. Lord DENmAx inquired whether the Learned Counsel had received any communication upon the subject of the trial from the friends or legal advisers of the accused. Mr. itYLAND said he had not, and he believed no coun sel had been engaged for the defence. All he knew upon the subject was, that his witnesses were all in at tendance, and he was prepared to go on with the pro secution. The defendant was then formally called upon her re cognizances, and as she did not surrender they were ordered to be entreated. Thursday, &larch 6. CIVIL SlDE.—(Before Mr. Baron ALDERSON and a Common Jury.) E{OWARD V. BCUDDER.—BREACH OF PROMISE OP MARRIAGE. This was an action brought by the plaintiff, Mary Elizabeth Howard, to recover compensation in damages from the defendant for the breach of his promise to marry her. The defendant pleaded that he never made the promise, and also that reasonable time had not been allowed to keep it, if it had been made. Mr. E. James and Mr. Willes were for the plaintiff, and Mr. Sergeant Channell and Mr. Peacock for the defendant. Mr. JAMES addressed the jury, and said that the de fendant in this action was a corn-merchant and baker, carrying on an extensive business at Rayleigh, in this county, and the plaintiff was a young woman, very re spectably connected, and whose friends resided at South Marston. In 1843 the wife of the defendant died, leaving two young children, and shortly afterwards, through the instrumentality of a gentleman named Clark, who was acquainted with the plaintiff's family, the plaintiff entered the family of the defendant as housekeeper, and to take the charge of his children. It would appear, that in less than two months afterwards the defendant first made her an offer of marriage, but thw plaintiff, having more regard to the usages of society and the memory of the defendant's wifo than he himself appeared to possess, refused to marry him until a decent period had elapsed, when alone she could appear in pub lic with propriety as his wife. The offer was afterwards renewed, and things went so far as that the ring and the wedding clothes were actually purchased, when the de fendant, on a sudden, and without, as he was instructed, the :lightest ground for such a proceeding, declined to fulfil the promise which he had deliberately made to the plaintiff ; and, under these circumstances, she was com pelled to come before a jury and ask for compensation, in damages, for the gross insult and the outrage that had been put upon her feelings. The Learned Counsel then called the following witnesses : Mr. W. Clark said he resided at Rayleigh, and he knew the defendant, who carried on the business of a biker and corn dealer at that place. His wife died in May, 1843, leaving him with two children, one aged seven, and the other five. Shortly after his wife's death the defendant told him that he had been advertising for a housekeeper, and witness said he knew of one that would just suit him ; and he recommended the plaintiff to him in that capacity. The plaintiff is a fine-look ing girl. Baron ALDERSON—How old is she ? Witness— Thirty-two. Baron ALDERSON—GirI a young woman you mean. Examination continued—She was a person of good education and quite competent to take the charge of a family. She first went into the defendant's service in August, 1843, and remained there until the beginning of July, 1844 ; and during that interval he frequently heard the defendant say that she suited him very well, and the children appeared very fond of her. Towards the month of July, in consequence of what had been said upon the subject, witness told the defendant that the time was drawing near, and asked him when the wedding was to take place, to which he replied that he could not get a bridesmaid. Witness told him, if that was the only difficulty, he would soon get him a bridesmaid. A short time before this witness and his wife, accom panied by the plaintiff, had been to London for the pur pose of purchasing clothes for the wedding ; and, very soon after they returned, the plain tiff one day called witness into the parlour, and told him that the defendant would not hare her. Upon this witness asked the defendant how it was that lie did not intend to marry Miss lloward, and his reply was, "I will not marry her now, after what has happened." The plaintiff was present at the time, and she said that the defendant had been trying to get her ring away from her, and that he had gene into hrr bed-room and endeavoured to break open her box. Tho plaintiff's mother, at the same time said she was sure that the defendant never intended to marry her daughter, and that his only object was to ruin her. Wit ness then told the defendant that he had put the girl to expense in buying clothes for the wedding, and the best he could do was to pay the girl what money she had laid out, to which he replied that he would see her first, and she might do what she liked. Mrs. Mary Howard deposed that the plaintiff was her daughter. In the month of June, 1844, she was staying at the house of the defendant, and, in consequence of a communication that was made to her by her daughter, she took an opportunity one morning to ask the de fendant what his intentions were respecting her daughter. He replied that he did not know but what everything was right. The wedding clothes were bought, and she had seen the tailor measure him for his wedding suit. — (A. laugh.) Witness said—" Don't you think I am beg ging you to have my daughter ; she has been here long enough for you to know whether she will suit you for a wife or not . ' The defendant replied that he liked her very well, and better than anyone else. She had seen so many " shuffles" with the defendant, that she doubted his word, and she again pressed him as to his intentions, and he said he could give no better proof of his inten tions than the purchase of the ring and the wedding clothes. On the same day this conversation occurred she heard a noise up stairs, and, on going out of the room, she saw the defendant coming down stairs very fast, and followed by her daughter, who seemed very excited and angry. The defendant ran towards the bake house, still followed by her daughter; and when witness came to them, she saw the defendant looking very fierce, and holding her daughter by both her wrists, and he seemed as though he was going to give her a blow. Witness said to him, " Pray, don't strike my daughter," and he then ran through a glass-door into the bake house, and stood laughing at her daughter, at the same time charging her with having broken some windows. Witness's daughter then packed up her things, but before she left the house the defendant said that he would marry her in a month. She then took her daughter home, and told the defendant that if he wanted her, he could come and fetch her. The plaintiff's feelings ap peared a good deal hurt at the defendant's conduct, and she had since suffered a good deal in her health in consequence. Cross-examined—Her daughter was present when the defendant said he would marry her in a month. Wit ness did not say that if she were her daughter, she would not have him at all, but she did say, that if she were in her place, she would not wait a month, nor . yet a fort night.—(Laughter.) The plaintiff did not say, that if he would not marry her then, she would not have him at all. It was after this conversation, that the scene she had described took place on the stairs, and in the bake house. The defendant came down stairs first, and the plaintiff was following him apparently as fast as she could, but she could not say that the defendant was en deavouring to get away from her. Ile ran into t he bakehouse, and she followed him there, and broke the window with some keys which she had in her hand. When witness went into the bakehouse, the defendant was holding her daughter by both her wrists, and she appeared to be trying to get away. • Aaron ALDERSON said, he could not Tory well see how she could be trying to get sway when it appeared by the a evidence the defendant was trying to get away from her, and she would not let him. This was the plaintiff's case. Mr. Sergeant CZANNELL then addressed the jury for the defendant, and contended that it was a trumpery ac tion, which ought never to have been brought into Court. He admitted that there had been a promise of marriage, and he did not intend to deny the fact, but he submitted that there was no evidence whatever to show, if the de fendant had been let alone, he would not have honourably fulfilled his promise. It should be recollected that his wife had not been dead more than twelve months, and it was very reasonable that he should be desirous to delay the ceremony as long as possible on that account. He had promised to marry her in a month,, but, instead of waiting that period, the mother angrily told him that if she were her daughter, she would not wait a fortnight, took her daughter away, and then this action was brought. He submitted that there was no ground to give a verdict at all against his client, but if the jury should think there was, he trusted that they would consider the smallest coin in the realm a sufficient recom.. pense for the injury the plaintiff was alleged to have received. Mr. Baron ALDERSON having summed up, the jury found for the plaintiff—Damages, 201. CENTRAL CRIMINAL COURT. OLD COURT. Ann Wilson, alias Sarah Briden, aged 29, spinster, was in dicted for attempting to drown a male child. From the evidence it appeared that on the Bth February last, about three o'clock in the afternoon, the prisoner was seen by a car-driver named Lamlell, at the edge of a pond, near the Regent's Park, called Barrow-hill Pond. She had a naked child by the foot, and was plunging it into the water. Lindell called out, and ran to prevent her from drowning the infant. The prisoner ran away, carrying the child with her, but, finding that she could not escape from her pursuers— (Landell was joined by another man)—she threw it from her, against a wall. The pursuit was, however, kept up. The prisoner was taken, and, with the infant, which was nearly dead, conveyed to the Salisbury-street station-house, where, after great exertion, and with considerable difficulty, anima tion was restored. The Learned JUDGE summed np the evidence, and at jury returned a verdict of Guilty. Sentence fifteen years' transportation. The other cases disposed of during the day were of no great public interest. Thirty-three prisoners have been added to the number on the calendar, making the total committed for trial to Tuesday evening 168. IRELAND. REPEAL ASSOCIATION. DunLIN, MARCH 3.--The weekly meeting of the As sociation was held this day in the Conciliation Hall, B. A. Molloy, Esq., barrister-at-law, in the chair. Mr. O'CoNNELL commenced the business of the day by handing in a large number of remittances, and an nounced the receipt of a letter from the Right Rev. Dr. Brown, Bishop of Elphin, inclosing 65/., and anoth4 r from Dr. M'Hale, Archbishop of Tuam, transmitting the sum of 127/., his personal subscription and those of the clergy of his diocese, to the repeal rent. A Soto of thanks was then passed to the Reverend Prelates amidst the loudest applause. Mr. J. KELLY, M.P., in reference to a letter from Limerick enclosing rent, said that lie would abstain from alluding to the charges made by Mr. Roebuck against the Irish Members, for absenting themselves from Parlia ment, as he considered they had already puffed that un happy creature into too much consequence by their allu sions to him.—(Cheers.) Mr. O'CONNELL said he wished to draw the attention of the. Association to a matter of much importance. A most useful measure had been introduced into the House of Commons by Mr. Watson, for the purpose of repealing the penal statutes which operated against the Roman Catholics. It was true these laws had become obsolete, but still they were part of the penal law of the land, and might be put in force at any moment that an informer wished to avail himself of them. The most important part of Mr. Watson's Bill was that which went to abolish the restrictions imposed on the Jesuits, and other bodies of the regular clergy, by the Emancipation Act. For his part, he would declare, that this measure, if suffered to pass into a law, would be received in Ireland as a measure of con cession and conciliation, and would be considered as a convincing proof of the favourable disposition of the Go vernment towards this country.—(Cheers.) The pass ing of the Bill in question would place the regular clergy on a footing with the secular, and that was exactly what they required. The Ministry had an opportunity of proving that their professions of friendship towards this country were founded in reality. His object in rising was to have the resolution passed on the last day of meeting for adopting a petition to the Legislature to re move the restrictions on the regular. clergy, rescinded, and that in its stead a petition in favour of Mr. Watson's Bill be adopted. The Hon. Gentleman then moved a re solution to that effect, which was seconded by Mr. Smith O'Brien, and passed. After some further business, Mr. O'CONNELL said that on the next day of meeting he would give notice of a motion of a vote of thanks to Mr. Duncombe for his able exposition of the nefarious system of espionage and letter-opening which had taken place in the English Post-office ; and that the Asso ciation do record its indignant condemnation of such conduct on the part of the present Government.— (Cheers.) The Hon. and Learned Member again ad verted at some length to the report of the land com mission, and the condition of the people of Ireland in past and present times.—alear, hear.) It was awful to think, he continued, that a country so blessed by hoaven should be so cursed by the mismanagement of man. It was said Peel intended to do good for Ireland, but he (Mr. O'Connell) did not believe it. Peel won dered how it was that he could not convince Ireland that he meant well towards her • but the reason simply was because he did not mean well, and the Irish were too sa gacious to be caught by his humbug.—(Hear, hear.) The Hon. Gentleman next proceeded to controvert the assertion of Mr. Williams, of Coventry, that the Irish Members were place-hunters, and said that nothing could possibly be more untrue than that assertion ; but he supposed it was his inherent hatred of Ireland and everything Irish, that prompted him to slander them. For his part, he never solicited a situation in his life. It was true the Mastership of the Rolla had been offered to him ; but he refused the appointment. There was no sympathy for Ireland to be found in the Imperial Parliament—Whigs, Tories, and Radicals were equally and perseveringly opposed to the advancement of her interests or the upholding of her rights. It had been said that they ought to appeal to the Queen, and he had no doubt but her Majesty would, if the Con stitution allowed her, remedy the grievances of Ireland— but she had no such power. The real monarch of Eng land was the Prime Minister, and the Crown a mere bauble in his hands. The English people had shown at all times an undying hatred towards his countrymen, and, therefore, he considered it fruitless to appeal to them for redress. They should trust to themselves, and victory would, he felt confident, ultimately crown their efforts. The Hon. Gentleman resumed his seat amidst loud cheers. Mr. E. W. COSTELLO, barrister, then moved the fol lowing resolution—" That this Association is desirous to impress upon the people of. Ireland the paramount im portance of an earnest and persevering exertion to eff ct a general and immediate registration of repeaters. with a view to secure at the next election the return of Members who will aid our national struggle for the legislative in dependence of Ireland." ➢ir. O'CoNNELL seconded the resolution, and briefly dwelt on the necessity and importance of an immediate registration. After some further business had been disposed of, Mr. O'CONNELL announced the rent for the week to be 5861. VISIT OF MR. O'CONNELL TO LONDON. DUBLIN, MARCH s.—lt is stated very confidently to day, but whether correctly or not, that Mr. O'Connell has consented to proceed to London, for the purpose of presentin ,, a petition from the Royal Canal Company, praying for liberty to make sale of that property to the Dublin, Mullingar, and Athlone Railway Company, in order that a railway should be run along the line of the canal. Some negotiation for such a sale had been in progress before the publication of the report of the Board of Trade, adverse to the Dublin, Mullingar, and Athlone Company. The object of the Royal Canal Company is to have the Bill for that railway passed, and it is as serted that the line preferred by the Board of Trade, that from Dublin to Galway, cannot be procet ded with this session, owing to some defects in the arrangement of the latter company. MEETING OF THE CORPORATION. The corporation of Dublin held a meeting this day, the Lord Mayor presiding. After some discussion it was agreed that a petition should be presented to Par- Bement in favour of the Dublin, Mullingar, and Athlone Railway, the line against which the Board of Trade have reported. It was also arranged that the city seal should be attached to the petition, and :that the Lord Mayor, attired in his civic robes, should present it at the bar of the House of Commons. THE QUEEN'S VISIT TO IRELAND. The Evening Packet (the Castle organ), after confirm in the accuracy of the statement made by the Mercan tile Advertiser, respecting the intention of her Majesty and her illustrious consort to visit this country next summer, adds :—" Extensive preparations are already in progress to give our august Sovereign such a recep tion as will prove the loyalty of her Irish subjects ; and we can state on the best authority that the Dublin and Drogheda Railway Company have in progress of build ing a magnificent state carriage for her Maje.ty's ac commodation. It will be of the most commodious struc ture. and the materials composing:, its decorations are of the most solid and costly description." should 7lolne ye s* ipno small sums d t e v e e r n t a i sbel enable case has recently m them eentls u t o oTtrieNi enter n*—g i Ll n o t aa ( d ) n is a e n s h o y n f ü b s n u si in answer been made known to us, which wer a l tt a ) dy o zplied at a respectable of t h ese advertisements. She was introduced into an said to be a profes.i ona l man, c ° w ffi'' ass'h e re a person, w seated. The lady was called upon to state the am ount she required, and the terms she was willing o the accommodation. Th e p art i cu l ars were taken downenftr ' in writing, and she was required to sign her name to them, and give her address. Having done so, she was informed that she must pay 10s 6d. as a commencing fee. She refused to pay anything, and left the place. The next day she received a lawyer's letter, dema.aling pay ment of the 10s. 6d., and threatening proceedings if that amount was not paid. Fortunately this lady had a friend able to give her proper advice under such circumstances: the demand was resisted. Steps will be taken to ex pose the parties if any further attempts are made. In the meantime, as many ladies may be beguiled by the offer of loans on their personal security, and other plau sible offers, we think it our duty to caution them pub licly against this iniquitous system.—Morning paper. ~-, i 1t~" y \ _ ~~~.1 ~. s~ DUTCH MAIL. a r ,, ---- L 7 THE HAGUE, MARCH 3.—On the 27th of Febriair"„ , the Dutch ship the Planeius, Captain Rotgans, arriveCill the Helder from China. This ship has performed the voyage from the mother country to Batay.a, from China, and home in eleven months. GENOA, MancEt 2.—An address in favour of the pro. posal to revue the fundamental law has been signed by great number of the principal inhabitants, which is to be presented to the Second Chamber of the States- General. ROTTERDAM, MARCH 2.—We are happy to have to announce the triumph of justice in the affairs of the !hip the Vronn Johanni. Our Correspondent at Marseilles informs us that the Consul at Barcelona has informed the Captain, in the name of our Ambassador at Madrid, Ord the Spanish Government had announc d to hig Excel lency that he might depart with the ship and he whole cargo including the arms that were seized, and that he should state the sum which he required as an indemnity, and leave full powers with some person there to apply for it. Immediately after the captain had made his declaration, and given a power of attorney, the ship was released and the flag- of the Netherlands again hoisted. We hope that our Ambassador at Madrid will take care to obtain a full indemnity and a reparation of the insult to our Hag, which we are assured will be ample. STOCKHOLM, FED. 14.—1 t is reported that all the persons employed on the works at Motahs have be(n distnissed, an entirely new organisation being intended. It is said that the establishment has received orders from Russia for a great number of iron gun-ships. Sir Thomas Cartwright, the British Ambassador, set out yesterday for Christiani. lIANovEn, FEB 22.—The Commissioners of our Go vernment and those of the Senate of Bremen lately met at Verden, and came to a final arrangement respecting the railway from Hanover to Bremen. ....... RUSSIAN FRONTIERS IN FEBRUARY.—AII the accounts from the lius,iatt sea-ports agree that the Rusz.ian navy is to be considersbly increased in the next two years. The works in the ar:e'ials are uninterrupted, and largge► orders for machinery are said to have Leon sent to fo reign countries. The great increase of the squadron in the Caspian Sea is very remarkable. Alway persons are disposed to infer from this circum,tance that Russia has some design on the adjacent Persian provinces. PRINCES THEATRE. Mr Edwin Forrest appeared in the character of King Lear last evening, and made a deckled hit. His Lear is decidedly the best character we have yet seen him in. Those contrasts, in which he delights, all tell well in the character of Lear, and they were used with excellent discrimination and great effect. There was something appalling in the bursts of fury with which that weak-bodied, but intensely-impassioned old man was occasionally convulsed. The tottering gait, the palsied head, the feeble • footsteps of old age were admirably given ; but the deep voice and the .nanly contour of the figure showed that it was the old age of one who had been, in the heyday of life, " every inch a king." It was the old oak tottering to its fall, but the monarch of the forest still. The passion, too, was most artistically worked up . to a climax, in creasing in intensity from the scene in which he casts off Cordelia, through the scene in which he curses Goneril, until in the scene in which he becomes con vinced of the treason of Goneril, when it became the desolating hurricane, destroying even reason itself. The scenes with Edgar were beautifully given. The different phases of the approach of madness were ad mirably marked. You could see, as it were, reason descending, from her throne. The scene with Glou cester, too, was very fine—the biting apothegms which Shakspeare has in this scene put into the mouth of Lear, were given with heartless, bitter, scorn;• ful, laughing sarcasm, which is perhaps one of the most unfailing characteristics of madness. The recognition of Cordelia was beautifully touch ing, and the lament over her dead body was given with an expression of heartrending pathos of which we did not before imagine Mr. Forrest capable. He was called for at the conclusion of the play, and was loudly applauded. He was well supported by Gra ham as Edgar, and Mrs. Stirling as Cordelia, who each received the honour of a call. The tragedy was followed by the new ballet of the Kte des Pecheurs, in which Mr. Gilbert, Mademoiselle Teresine, Mr. and Miss Marshall, and Monsieur and Mademoiselle Rousset, delighted the audience by the exhibition of their choerographic talents. The music of this ballet is much above the common run of ballet music. The Tarantella and Galope struck us as particularly beau tiful. We understand they are the composition of Mrs. H. J. St. Leger, a lady who composed a con siderable portion of the Music of the Venetian Pas times, which had such a run at this theatre a short time since. The admirable opera of the Quaker con cluded the evening's performance. MR. BEULER'S CO CERT. That most amusing of mortals, Beuler, who writes comic songs as no one else can write them, and sings as well as he writes, gives his annual entertainment at the Crown and Anchor, on Monday. lie comes out in great force on the occasion, giving. an en tertainment a hit Mathews, interspersed with comic song, by way of prologue, which will be followed by a concert supported by a host of talent. The lovers of " mirth an .1 harmony" may anticipate a glorious treat, and we have no doubt but that they will gAther round one who has so frequently.contri buted to promoting the harmonious mirth of the social circle. COURT CIRCULAR. The royal dinner party at Buckingham Palace on Wedn..sday eluded the L 1.1 Chancellor and Lady Lyndhurst, the Duke of Richmond, the Earl of Liver pool, the Earl Delawarr, the Earl and Countess of Arun del and Surrey, Viscount and Viscountess Mahon, the Right Hon. Sir George Cockburn, the Right Hon. Sir John Hohhouse and Mr. Hallam. Her Majesty's private band attended in the Palace after dinner. The Queen and Prince Albert walked in the royal gardens of Buckingham Palace. Sir Robert Peel had an audience of her Majesty yes terday. His Royal Highness the Prince of Wales was taken an airing in the royal gardens yesterday. The royal dinner party at Buckingham Palace .yes terday included the Marquis of Exetir, the Marqu is of Granby, the Earl and Countess Bruce, the Earl and Countess of Verulam, and Lady Jane Grimstpn, Lord and Lady Dalmeny, and Lord and Lady Leveeon. • In the evening his Royal Highness the Hereditary Grand Duke of Mecklenburgh Strelitz, his Serene Highness Prince Edward of Saxe Weimar. the Earl and Countess Delawarr, and Lady Mary Sackville West, Lady Anne Primrose, S'r Henry and Lady Wheatley, and the Misses Wheatley, Mr. George Edward and the Hon. Mrs. Anson, and Captain the Hon. James Murray, joined the royal circle at the Palace. Ilis Excellency the Minister of the Netbeam& was prevent& d from attending her Majesty's Levee on Wed nesday, in consequence of Mademoiselle Dedel having recently had the measles. A deputation from the North Wales Railway Cum pany, consisting of Sir John Ronnie, Mr. Archer, and Mr. Johnson, transacted business at the Railway De partment of the Board of Trade yesterday. Mr. Dowding, Surveyor-General of Customs, Mr. Amand, Collector of Liverpool, Mr. Tier, Collector of Bristol, and Mr. Maclean, had an interview nith Sir Robert Peel, the Chancellor of the Exchequer, and Mr. Dean, Chairman of the Customs, yesterday, The Attorney-General transacted business yesterday at the Home. office. Lord Sandon, M.P., Sir Howard Douglaq, M.P., Sir W. James, Sir J. 'humor, and a deputation from the manufacturers of Turpentine, had an interview with Sir George Clerk on Wednesday, at the office of the Board of Trade. _ The Earl of Powis, Mr. Clive, and Mr. Sproner, M.P., had an interview with the Earl of Dalhousie on Wed nesday, at the office of the Board of Trade. Woor.wicu, 111Aucif s.—The Erebus and Terror, experimental vessels, were commissioned at Woolwich on Tu , sday, and the following officers have been ap pointed to them:—To the Erebus—Captain Sir John Franklin, K.C.11., to have the command of the Arotic expedition; Commander James Fitzjsmes (1842), for merly commander of the Clio, 16-gun sloop on the East Indian station ; Lieutenant Henry T. 1). Le Vescornte . (1841), formerly serving in the Clio; Mate Charles N. Des Vozux (1844), from the Excellent gunnery-sh ip, at Portsmouth; Second Master H. F. Collins, from the Shearw a i n t e r the s t eam surveying-vesse , service;employ Cl ed e G by Captain Ca . p F ta . l P n i W nh a o s rn i" ington , Gunner J. G. Robinson, Boatswain J. G. TerrT, Car penter W. Weekes. To the Terror—Captain F. R. M. Crozier (1841). Lieutenant Edward Little , (1837), Lieutenant G. 11. Hodgson ( 1842 ) , Carpenter !homes . Honey. The screw-propeller s team - frigate, ordered to be built upon Mr. Lan g' s plan, is to he named the Watt. Their Royal Highnesses the Prince and Pri ncess of Orange gave a m ost splendid bal costume last week at their palace at the Hague, at which the King and Queen of Holland, the Ministers of State, the members of the corps diplornutique, and upwards o f s i x h un d red of the elite, of the city were assembled. Aft er t h e arr i va l o f t h e King and Queen in the saloon, a procession of fifty five couples passed her ons their Nlajes ' ties, attird in character, mostly from Sir Walter Scott's " Quentin Durward." Three sets of quadrilles were 'subse quently. formed, viz., a quadrille of Highlanders (in which Prince Alexander of the Netherlands, Air. Hudson Lowe, Sir Strafford Jerningliam, Baron V. Hardenbrock, Count de Noailbs, and B iron V. Bo gaiide were remarkable for their superb dresses), quadrille in costumes of the period of Louis XV., and a quadrille representing characters of the time of Francois 1. The Prince of Oriiii.:e represented Louis XV., and in the course of the evening appeared ns Louis XIII. The Pr:ncess of Orange was attired as Constance of Arragon, and Princess Frederick of the Netherlands as Jeanne de France. The Queen of Holland's costume, that of Margueritte d'Anjou, was literally covered with brilliants and other precious gems. Their Royal High nesses Prince and Princess Frederick of the Nether lands will also shortly give a bat co:tante, in . conse quence of the Oda with which the one given by h is royal brother went off. Lord Middleton has given tlie sum of_ 1001. towards the funds for the erection of t he Roman Catholic Church in Lambeth. AI ARISC IT AL COLLEG 17, ABERDEEN.— On Saturday last the election of Lord Rector of the Marlschal College, Aberiiee.ii, for the ensuing year took place, when Mr. Sheriff Allison, of Lanark shire, was chosen by a considerable majority of all the nations ()vet the Right Hon. T.ll. Macaulay, M.