The Sun. — London, England, 1845-05-06 00:00:00

I ooz y b eer' 410 I being enabled to state, that d ur i ng th e l as t y ear th e m ost effi tient service had been tendered by the erui-ers on the coast if Afritet. From th e returns which had been wade: it appeared that three out f the o every four of the vessels w 'No stronger proof coast Of Afric a did hot contain slaves. 1 . ~,, a , iet .„. d. Lich had sailed nem eithe efficiency of the force on the coast end,' t , ~. .1 Since the pre4nt squedrou had been on the c 1 colonies. Vit h 'Price of slaves had very much increased in t e , : ast o Afrii. ~I . re 'Peet to th e ob ervatiens of the Hon. and Gallant Officer as 1 0 th e seamen in the navy, he could only say, that the navy ey were etney. 'ef coetained t. ner men th it eid at , present. nigh state of dise•phne, a an nd were ,er efficient. Th When I.e 'flarn anded the squadron in the \Vest Indies he . had seen ships ' The °4 ` e In in which there were no returns of puiesli ffi m e e i t e i n t t o a f s tl? t ( i . . t i,a• The ships were as well disciplined and as . : 1 :" t e of war. From those circumstances, 1 la\ c l-- a' . Men were not difficult to obtain. appeared to t easT i a "' l lE.:ll(F-LEY said that rte cottld gi e v o e tt, y i dery n c o .o t ge h n ,e t. Ma nn , t 'lly the fleet was nut manned, tea r ',‘''! and would not be maiimd. The entries for G a t a , l a t r a t r i ; Ade,•;:"P--and he should like to ask , eoag eadi uwhy there was such discentent. arn . r . , o n . ri g . t. the r m v e ,h n y w d h id o th e y rider Captain Lock) er in the Albin ' 4nde'sepijedeiaallyhiP:e company fa r .ist e e ti; to sea withanineff n ic u i t en t t h s e u y p d pi t y , : : , rarelyed eea. us e • in an experimental . squadron.. j squadron—and why ? e men with the ex, erimenta 0 _,,, , w hi c h en the men see that they have work ; o What was the , en reason there wa s so I.__o Precluded them from anything hut because 6ensta.,ctiwishertnettabt,eaudtfo much d a y. p . p , r s e t l - o i e n s l ,i , i , i k o z e n , a , r ,b i e : s h iut a m tlie conduct ), h. a i s . d f t t he e, en, in the event of any ear with America,..,.. War, they rice P' r att n wli s ie i l i i ' , from the s . r ci ... r. could expect anything like e e s pLr t i e e s n s ce of the la ''' ' s i r" • 's t.4)Ch illUllN, in explanation, observed that tere . bot.'ni,eritien to restrict the complement of sea-going object ships we, b ut with regard to the experimental squadron.the 4 , so Much to try the most a s the ships, and see (il a ii he re , , eant Officer (Captain Peehel) eiatr a a io e.that so long as sea he could assure tvah,,,t,Lnurice, he should take care that no ship went to c " "ing well e manned. co sin IiE ELEY asked the Gallant (-3 Admiral (Sir G. Albik„bntir RK ? n) how t h e men were dispo ed of who lett the e S ,.%G i • COCKBURN could not say in i td e -. "' se d of, but he belie:ed that the men were 4 other shi t . wlnit way th e e nte m r e , i t i Sir c ,I s • t,„ 11 • NAPIER was hot satisfied with the reply of the te aro .': (i t fidiaeral, for he believed that ships ought to be we , ll , rath, r 4 , " . at sh,ps ought togs t o sea we.li m eig an i n n ed t . he ue w . n , uld ehi s 0 a, seven sh:ps should go to sea wt 1, manned,tl a i n an o e_ig e l e i r t f ):I,:.'en'anned• In coming up the other day with officer th e who could have no possible reason for 'hat ship the re - VI 'he ta rcurnstances, he had in ard that in 'ha .. -_tt .,. tr e", v,: r : l '''t mor e than tarty able seamen. The . men,„i ti r a w y t a s l affair,. "e soli.wel I„.b . y e a, but they: knew nothima.ot °len e a ' was with most of the ships of the . lin w e. er T e The i j , feri er ro al a nxiou s to do their duty, but the creAs re_d.fi 4 the v , (1 1, 1 ' l ltS; and vii 13: they cetill command, as they ' lin t ,;', ''. 6 se to command, seamen equal to any duty, He i'l they should b e content to send ship, to dangerous tl e 41r:P0rtant services inefficiently manned and i ' e Home a t Sh e •ught they oueht to build isnother Seaman 3 ,w,0 i th ey 'nest, to protect the seam en from the robbers by .. n n vere were surround, d when , Iny came on shore. seam , t e e . t, their here ch l ! dren, and n e matter where they °° .' n ' c ' t j i„i : . leit,, i'''.l34q—whether they eu , it in the r p'icket''' robbedor in half af it, l'bref.aont...,Ywh,er, else — 'h ey were sure to ' , ga e, , twelve huts after they came on shor , e. Then, unlaced to go to „..._,,,,n0w were they treated when they were to Zrtr,ce abroad? Durin g the China war, men.iwnie.ure itniedyuec•ea'si liela o ' , a bad chmate because the prospect of prize mo hen the tlg,y . 'l `. to them as an inducement to go• . But when the e th iy , f o n a ct oti a a rZy ty were just on te prevented'o taking Caotonlin interfered aro th m from sac . x g l''et e 7 ° ' They thus lost the prize money which they• e - the ,'" )(1 got but a 'ear's batta instead. Agate, how were_ Wh y, '"ln who served in the war in Syria treated a beint, , ' ''' e n they came home, they got 10/., and were dismissed . is e ',°'d to eall aean in a orteieht, hut, of course, they were heel, - e d with the btr-eatmeot they -. received, arid did not come i St4l'4'lP7iatni more, I-1( ' would read 'to the Commit tee Lord Ne - be Ma r i ' "'" with regaro to the mode in which ships oug d ht th to e pireeee• (Tbe Hon. mid Gahanf Officer theo rea that th e R : r. 'f' Lord Nelson.) Hs. ( Sir C. Napier) considered er_ Niee.bgltration Act of last year had been of the greatest s in The t o tl a t he thoutiht that an improvement might be made . to is,e-istruent A b et. At iresent the Government were atra:d tili ta "e a Proclamation for i men to , come forw .rd in the probe es th,,;'_fai.visr, because they would have to pay 10/. bounty, and to 400 '‘oLoold be 40,0 0 men in the Navy, that would amount ' lo t r eo w "" 1 . , which the Chaneellor of the Exchequer . w d ou o d t tai olt eh lik e to pay out of' the Exchequer. Now, he di n het .that the men themselve s would expect that, that Vt i f f l th e war were actually to take place, then e f, e Y Ehould get the same bounty.—(Hear, hear.) abe ra i ' svisfied that if the Government came forward in a *le e. `flat tier thee would have no difficulty in obtaining sea 'o,•gre,A, pa to hac:l been recently laid before the American dno e l ' showing that out of 116 (MO men in the American ial 00 ,000 we foreigners,and he (Sir C. Napier) wa r ,. ‘ e ,,' that 90 ,000 of these were Englishmen, who, in case of ° idea °4l d leave that service, and come into the English, ro: Bete a° r"P'r remuneration were held out, and that the slavish hr jaill4d impressment was not resorted to.—( Hear. . ) ri ene nlanla sailers would not leave the American service to hoe tv, . I . n Which impressment prevailed. Offer the men good th e as-s,,_atn improved pay—( Hear, hear)—and by such cyst, of to m ' ' i nce of a seame n would be secured, but the , en fron i thl't-i'sion fableOn!) calculated to drive away able seam 11r, ~ %`a , 'l ,l to larnag the character of their fleet.—( Hear. ) 1 obtaini,• '''' °OD' was trot at all surprised at. the difliculty . o Year, e'eatnen, which was always great at fors.thi season o f t e ll s 'The late n G n ' oa er el , ant ve s 1 e'fitted out hort voyai s { n - - tin Z . n ti o id ppo - i ' : h f '' l o : t rl 6 t or ' f e ' onstantly assailed by Hon. te e_ e_ t --0 t e n r e e ffi c cient state of the fleet, but vre eolith, • asse rt, sin e year 1835, was the fleet during the last 't In su c h ' a e the t o ' Year. ii " 4 weakened and defenceless stat , e to a r s e du th ri e ne na la ,; i, Pron e e was convinced they could not )e. kited far state me. ~,t,).,,0n addittuoteisssuthpel they c f am m e en d . own do tePort ""iOTI-11..RTONpthyeno moved that the Chairman to that House ant. "lir Prgress• But before theChairmau did so, Mi , ds of l ion G • HERBERT wished to disabuse, the tries w "iletrien °PPosite hi supposing that our foreign r c e ou t n he - Boe 4 er e not amply supplied with men, and to assu h of The e af tlyed on the home ' stations whenever they pleased. any n, ''' 113wever, was, Government did not think there was ) ioy ed e ' s 'ity at home f or adding to the number of men em. `'f theTc,tl the hom e servi ce . W ith regard to the statement t non. M em b er , t h at the coast was Lever so unprotected lit a t irne of danger since 1835 t h an i t was last year, now h. c ool rob tell the Hon. "Member that in 1840. and 1841, a time of Ereat danger, the coust was much more unprutected than it I 'll in 1835. tl_Captain BERKELEY did not think it was so easy to man the ,_Y in the present day, as i was formerly, and before the esti ir,qtes.were got through, he ihouid take an opportunity of state - 1, his reason for ent , rtaining that opinion. a.o r a p . - . , , that of A LMERSTON denied there was so much clang( 10 rupture between this country and France in 18,4 t and a'...7 . 1 as there was in the last year. He admitted that som e than did exist in 1840 and 1841, but that danger ceased on a e ge ta king' place in the French Gov, raiment, i t pc°,td .INGEsT i; E did not. dispute that there were less ships that the,st year than there were is 1835 ; bu' he complained year year and another ship were sent out in the latter Aftw.irth:ut either a full complemeet of a: ms. 'nen, or guns. C aptai n pe(„frw..words from Air. Corry, Sir C. 'Napier, and Adr oiral 13 '1" , , tet e the, OW , LLS took occasion to state that he could as (4 tn, ' HoUse that there never was a time when the seamen like.' 'Of -War were in a better condition than at the present , Sir llialil CHART,sES NAPIER said that at the time the Gallant Zui'l ( "'Mrn' e l , ' ;''' e t 't them there 'sere mil. four ships of the liae vsur6vla:teno'fantl ft'e .v"sel'' a' T„ e e ` e "nt men in th m ' Portsmouth and Plymouth not I'll . se re „ d. I "'s 01, •as then agreed to, after which the La tie Suitch vs 'd' ': l 'u „arlk.s Bill was road a second time, as also the topNyirwTtii'v'-',,oti, solidatior: Bill. retorts of a as'U 1 th '' tOro'‘ ''''' '' ; ' ht on his motion far a M' • ters oil f c 4'in g Oa, nation oath, son the oaths of . , u (s t a., ' r nrei ris h a' , d of Membertaking seats in the me -ni " 1 Si r l'r%'''lid hte laid on the table ; but on the observe- W°4l Stlbjet‘tathe' raham that the violation of these oaths ler Y lowest --he se veral p ' ons alluded to, as well as to te 111°Ii°11 Ras 41"1 ' e rs of thpersons m nit • to severe penalties, t i ne wan d. e cow, u y . . ' a lto and the House adjourned. (I t' zc-TicATILIA,--------------- MENTARY BUSINESS. Es GIVEN' AT THE PRIVATE BILL OFFI( Gre at u, arld At,v w ester RaFillt w l a D ;" Y ( ' lre l l ' a t n Y d 2 ) . (Duhlin , to Mullingar (tav,flay ne),.--Committee on petition, adjou.ned till Tues- Ilar w 6 ' ....C4) rar t r, ll alld Eastern Comities Junction Railway_a flay 6. 2) • The ;• te e °ll netition, adjouraed till Tues.day,rlNolui U, ad. ~otirl;ed t , ;la3'' Bills or projects comprised in G 11,, d , ti ruesday, May 6, at twelve. orklay, A lav 5 Sheffield il 4 ‘4Bfi eld and Junction Railway,— Report, tr4olZell, ItailwaV, C rnittea on petition, postponed kif-.11`44.,_,', sth, till Thursday, May 8. kteeklll '' and Ballymena Railwav —Report, Tuesda_y,tMaL6R. burn, R m " 1, 3 _ WaY,---Purther cdn'sidecreartion of'Report, Tuesday, May 6. A ingio ' n and Comae 1... x. erii I, tkda an SATURDAY, MAY 3. '4 l 4, 'ari ,,da ca a, te d ' r elvsbury Railway, —Report, Tuesday, t ( 11 g l i ay B 6 il . i, 'N T , and Carlisle Railway,—Committee e Xeia(i',—'Y 20, at twelve. Tlit, 41 and NV' Ma y Ni indermere Railway,—Committee on Bill, , Dire4,-' lay 20, at twelve. kiili '-% -,,orida . Portsmouth Railway,—Connittee on ?,iond n and 1,i)80,_ a 37, May 19, at twelve. . k, 3 ,, 6:tand Dorking Rail wa y, Committee on Bill, Monday. y t Do rk ing mitt- ork and \. . . e. , oti till oth Midland Railway (Goole Branch),—Com twelve. Monday, May 19. at CA3 ,,t 4r4 IIIITT LES ON PETITINS FOR PRIVATE MAY 6. BILL • . Grtzriand, TUESDAY,burbaul,and inc.kianil Union Railway. ijVeat,rn Railway (Ireland) (Dublin to Mulaugar and Ilan. Zie.) h le ' 444 Eastern Comities Junet it'll Railway (No. 2 .) li in Y gLm and Gloucester It-i'rlllinithillastliolllwars . A.:ll=i)A ( T' r'.l n a ti n aG 9r , i , o u r e e s s te te r r_ l a t 3 ). l' il i ‘ l y w a a y : Ac P ts ul A ci ge s n e dment. Seket RAILWAYS. • Committee on Group N. Th R. Sir Charles Douglas, discharged. tglat B. Macaulay, 14e Committ Cap, • , ee• appointed Chairman of ,ain ritaeeastone (Ipswich), selected and added to the s_eie ennunitt. Sir,..,t Committee on Group V. Thomas Esin d discharged ; Sir Denham .Norruenyse'(Mallow), th e c . _,_ _ onamittee. selected, and added to _elect col tnaittee on Group 00. tsol Mr. Hussey (Salisbury), I t il t ed, ,, and added to the Committee. . Sele„e`-onuittea of Selection have nominated the following A ''' Committees on Railway groups : `leonnnittee of 1. kr. Gibson Craig (Edinburgh), 2. Viscount Clive (.North Salop), 3. Mr. Alonkton Milnes (Pontefract), :1.,.. Mr. J. H. Vivian (Swansea), t„ :110114. Alexander Oswald (Ayrshire tl seci inttigtrot pavez.referred the Bills ) 'and projects corn citZiet and Portsmouth Railway, • trithrd: Chichester, and Portsmouth Railway,_ tp s , ° II and Chichester Railway (Portsmouth ExtQusion), ti:010 and Dorking Railway, Fi c 4 i n and ghton Railway (Redhill and Dorking Branch), tit ,Eattern Railway (Reigate to Dorking), (N Nam Rai ~ illof., way, pir,'„`",,,rd Junction Railway, cri% S e t d on and Portsmouth Railway. at 'Wel l ; 'elect Committee will meet on Monday, May 19, ,a o'elock. -:::llllrnittee of 2. air. Beckett D en i son (West. Biding of York), a. Itr• Ludlow Bruges (Devizes), 'i'kr. Packe (South Leicestershire), Ore is rL-~ THE SUN, LONDON, TUESDAY MO'RNING, MAY 6, 1845. Glasgow, and combine with the Moncklaiid7 Railway near a place called Claddens. ti.n important alteration was also contemplated being made in the station at Glasgow, which would cost the Company 12,0004 It was to form an additional depot for coals, to accommodate the plairreyors. INIr. ANDREWS then proceeded to c,lll his witnesses, whose evi. dence tended to confirm the statements he had made, and to prove the advantages which would result to the public if the proposed branches were permitted to be made. The preambles of the 13:11s were admitted to have been proved. The consideration of the clauses was postponed, and the com mittee adjourned till twelve o'clock to.merrow. Group L. ELY AND HUNTINGDON. The Committee, consisting of Lord Palmerston, Chairman ; Mr. Wyse, Mr. R. Palmer, Mr. F. Berkeley, and Mr. Leslie, re-assem. bled this morning at twelve o'clock,, in room No 15. Mr. Ceowoca said that he appeared on behalf of the Eastern Counties Railway, which had presented a petition against the Bill. The petition was presented three days before the second reading cf the Bill, and he believed that such a mode of proceeding was in conformity with the standing orders of the House. The CHAIRMAN said, that under the new regulations the peti tions should have been presented three days before the assembling of the Committee, and as that regulation was not complied with, they could sot entertain the petition, or hear counsel upon it. The Committee then passed the preamble of the Bill and pro • ceeded to pass several clauses. The Lynn and Ely Bill was recommitted ; arid the Committee having passed the several clauses In the Bill, the Committee adjourned. Group B. The Committee re-assembled at the usual hour this morning, and proceeded with the case for the promoters of the WEST 'YORKSHIRE LINES. Mr. Charles Wood, M.P., was examined, to prove that the Eradford Valley line s _ were pledged to make the West Yorkshire line, and that the peoph2 of Halifax were in favour of that line. Mr. Stuart Wortley gave corroborative testimony. Mr. Carter proved that the pledge was given with the perfect sanction of the Bradford Valley Line Provisional Committee. Mr. Ackroyd, of Halifax, gave evidence in favour of the line, believing it to be the best fir the district through NY biCll it passed. Mr. Brown of Halifax gave concurrent testimony. Mr. John Abbott, of Halifax, stated that, in 1536, the Leeds and Manchester Company pledged themselves to make a branch to Halifax, but it was not until 1843 that they fulfilled their pledge. Mr. James Stead proved that the Halifax branch was exceedingly defective. Several other witnesses gave similaz evidence. Mr. John Billing, agent to the Rochdale Canal Company, proved that the Caldar and Hobble Canal Company was under the control of the Leeds and Manchester Company. Mr. H. Stansfield, of Leeds, gave evidence in favour of the preamble to the Bill. The Committee adjourned at Five o.'clock. Group 00. This Committee commenced its sittLies at 12 o'clock today in room 17. Present—The Right Hon. IL. Labouchere, Chairman, Mr. Divett, Viscount Ingestre, Mr. Liodsay, and Mr. G. W. Ileneage. The Bills and projects referred to the C.crinnittee are the Hull and Selby (Bridlington Branch), York and Sea rborough Deviation Railway, York and North Midland Railway (BLidlington Branch), and Whitby and Pickerington Railway. The CHAIRMAN said it was almost unnecessary for him to call the attention of the parties to the rule of proceeding in the arguing of the Bills and projects before them. No doubt they would agree to adopt them. The Counsel and agents agreed to the Chairman': :suggestion. The first Bill called on was THE WHITBY AND PICKERING RAILWAY. This is a Bill for authorising the sale of the Whitby and Picker ing Railway to the York and North Midland Railway Company, and for enablipg the said Company to make certain deviations or alte rations in the line of the Whitby and Pickering Railway. Mr. BULMER appeared as agent for the Bill. He had great pleasure in informing the Committee that there was no opposition to the measure. Mr. Richardson, the solicitor to the Bill, was the first witness called to put in the Acts of Parliament by which the line was em powered to be constructed. Mr. Hudson was then called to prove the preamble. The CHAIRMAN—Are you the chairman of the Company to which you propose to sell the present line of Railway ? Mr. Hud son—l am. At present the Whitby and Pickering Railway is worked by horses. It is not adapted to the traffic of the line. It would be of great advantage to the public if the Whitby and Pickering line were united with the Pickering branch of the York and Scarborough Railway. The proposed deviations of the Whitby line would be of the greatest convenience. To carry out fully the advantages of the present Bill it would be necessary to construct a station, with approaches, in the parish of Whitby. This was the case for the preamble. The CHAIRMAN having put the question, the preamble was de clared to be proved. The clauses were then gone into and passed, with the exception of those relating to the rates and tolls, which were adjourned for further consideration. The promoters propose, that for coal, lime, culm, stone, waste, pig iron, minerals, bricks, tiles, slates, metallic ores, and potatoes, the sum of 3d. per ton per mile should be charged. For corn, flour, coke, charcoal, bar and hoop iron, castings, pig and sheet lead, timber, dye woods, hay a nd straw, the sum of 4d. per ton per mile should be charged. F or malt, meal, sugar, soap, oil, and gro fruit, and vegetables, the ceries, tallow, hemp, cotto n, wool, leather, hides, malt liquors, s m u a m ch o i f n r d y , p e b r u t t o c i h , e p r e s; mile m e a t; and provisions, for goods, wares, and merchandise , not particularised in the above, the sum of 6d. per ton per mile shall be the rate of charge. For every person conveyed, 2d. per mile. for each horse, mule, &c., not exceeding ten miles, the sum of 25. 6d. ; and exceeding that distance, and under twenty miles; 4s. 6d. ; and above twenty miles, ss. 6d. ; and for every carriage, not weighing more than two tons, 6d per mile. The above rates will undergo some amendments on the re-con sideration of the subject. The next case taken was that of THE YORK and SCARBOROUGH RAILWAY DEVIATION. Mr. Hoes appeared as counsel for this Bill. He said it was a measure to enable the York and North Midland Railway Company to alter the line of the York and Scarborough Railway, near the city of York. There was but one petition against the clause, I and that was from the Great North of England Railway Company. The only difference between the promoters and the opponents was the mode of crossing the Great North of England line. It was a. matter of great moment to the promoters, inasmuch as the point of crossing the latter line drawn up by his clients was the one that could be used with advantage and safety to the public. The oppo nents proposed that a crossing should be made, at a great disad vantage and with considerable danger to the passengers on both lints. He trusted, that after evidence which he would call, the: Committee would declare that the preamble had been proved. Mr. Stephenson, the engineer, was then called, and his evidence. fully bore out the arguments of the Learned Counsel. The Committee then adjourned till twelve o'clock to-morrow. 4. Mr. Talbot Clifton (North Lancashire), 5. Mr. Repton (St. Alban's), to whom they have referred the Bills and projects c9m prised in group R., viz : Du:lin and Drogheda Railway, DuLIM and Belfast Junction Railway (BraAch to hells), Dundalk and Enniskillen Railway, Great North Western (Ireland) Railway, Ulster Exter.Flon Railway, Northern Railway (Armagh and Dublin), Newry and Enniskillen Railway. The Select Committee will meet on Monday, May 19, at Twelve o'clock. A Committee of 1. Mr. Pakington (Droitwich)—Chairman, 2. Lord Seymour ( Tetnes) , 3. Hon. E. P. Bouveje (Kilmarnock, &c.), 4. Mr. Whitmore (Br::lgnorth), 5. Hon. James Maxweil (Cavan County), to whom they have referred the Bills and projects comprised in group AV., viz and Snaitit Railway, Goole, Doncaster, and Sheffield and Manchester Junction Railway, Wakefield, Pontefract, and Goole Railway, York aid North Midland Railway (Goole Branch), Manchester, Barnsley, and Goole Railway. Tha Select Comwittee will meet on Monday, May 19, at One o'clock. A Committee of 1. Right lien:. F. P.arin2, - (Portsmouth)—Cliairman , 2. Mr. Pr,theroe (Halifax), 3. Mr. Gill (Plymouth), 4. Alderman Copeland (Stoke upon Trent), 5. Mr. James (Last Cumberland), to whom they have refereed the Bills and projects comprised in group EE., viz : Dundee and I'crth Railway (South Line), Dundee and Perth Railway (North Line) , Scottish Midhuid Junction Railway, Aberdeen Railway. The Select Committee will meet on Tuesday, May 20, at Twelve A Committee of 1. Lord Ashley (Dorsetshire)—Chairman , 2. The Right Hen. 11. Lair Shell (Dungarvon), 3. Alt- Blackstone (Wallingford), 4. Capt. Osborne (Wycombe), 5. Mr. Curteis (Rye), to whom they have referred the Bills and projects comprised in group FF., viz. : Edinburgh and Northern Railway, Edinburgh and Ilawick Railway, North British, Edinburgh, and Dalkeith Railway, The Select Committee will meet on Tuesday, May 20, at Twelve o'clock. And a Committee of 1. Viscount Barrington (Berkshire)—Chairwal, 2. Mr. Bannerman (Aberdeen), 3. Mr. Christie (Weymouth), 4. Mr. Bottleld (Ludlow), 5. Mr. Leader (Westmioster), to whom they have referred the Bills and projects comprised in group t., viz..— Lancaster and Carlisle!. Railway (Carlisle Extension), Lancaster and Carlisle Railway (Lancaster Deviation), Lancaster and Carlisle Railway (Birklands Deviation), Cud:era - lout ii and Workington Railway, Whitehaven and Furness Railway. The Select Committee will meet on Tuesday, May 20, at One o'clock. The following is the List from which Members will be se lected to serve on those Railway Committees which commence their sittings in the week beginning Monday, May 26 Viscount Acheson Mr. J. H. Hamilton (Dublin Mr. Addorley Co.) Mr. Baskerville Sir B Hall Capt. the Hon. F. Berkeley Hon. Charles Hope (GlAtcester) Hon. James Howard (Malmes- Sir Arthur Brooke bury) Mr. Briscoe Mr. Horsman Col. Bruen Mr. Hutt Mr. Buck Mr. Knight The Hon. R. S. Carew Mr. Lawson Viscount Castlereagh Sir Charles Lemon Mr Cobden Earl Listowel .r. Colquhoun Mr. Wykeham Martin Mr. Wiggeit Chute Earl of March (apt. Dalrymple Mr. Octavius Morgan air. Dennistoun Lord Alfred Paget Sir Charles Douglas Sir Richard Phillips Admiral Dundas Mr. Ricardo Sir David Dundas Sir David Roche Mr. E. Ellice, junior Viscount Sandon Col. Ferguson Mr. Spooner Sir E. Filmer Mr. Vernon Smith Right Hon. W. E. Gladstone Mr. J. E. Vivian (Truro). Mr. Milner Gibson PARLIAMEN TAR Y DIVISIONS. (Front the Votes and Proceedings of the House of Comintons.) FRIDAY, MAY 2. MAYNOOTH COLLEGE BILL.-(IN THE COMMITTEE.) Clause (And be it Enacted, that all and every the expense of pur chasing or providing the houses, buildings, lands, tenements, or hereditaments necessary for the said College under the provisions of this Act, and of erecting the necessary buildings for the same, and of putting the said College into repair, and of fitting up and furnishing the same and the buildings so to be erected, not exceeding in the whole the sum of thirty thousand pounds, shall 14e discharged and paid by the Commissioners of her 3lajesty's Treasury out of the Consolidated Fund of the United Kingdom of Great Britain and Ireland) read a first time :—Question put, " That the Clause be read a second time." The Committee divided MAJORITY—AYES, 210. Acland, Sir T. D. Esmonde, Sir T. Neville, Ralph Acland, Sir T. D. Etwall, Ralph Newport, Viscount A'Court, Captain Ferguson, Colonel Nicholl, John Adderley, C. B. Ferguson, Sir R. Norreys, Sir D. J. Aglionby, H. A. Fitzmaurice, W. Northland. Viscount Ainsworth, Peter Fitzroy, Henry O'Brien, J. Aldam, William Fitz williUm, G. W. O'Connell, M. J. Archbold, Robert Flower, Sir J. O'Conor„Don Arundel, Earl of Forster, Matthew °Tamil, R. H. Bantle, Colonel Fox, C. R. Ord, William Baine, Walter Frerri'mtle, Sir T. Owen, Sir John Barkley, Henry French, F. Paget, Colonel Baring, F. T. Gardner, J. D. Pakington, J. S. Baring, W. B. Gaskell, J . 31. Palmerston, Viscount Barnard, E. G. Gladstone, W. E. Parker, John Barrington, 'Viscount Gladstone, Captain Patten , .1 •W. Barron, Sir ii. Glynne, Sir S. Peel, Sir Robert Bell, Matthew Godson, Richard Peel, Jonathan Bell, John Gordon, Captain Pennant, Colonel Blackburne, J. I. Core, Montague Philips, G. R. Idake, M. J. Gore, Robert Bigot, David Bodkm, W. H. Goulbura, Henry Ponsouby, C. F. A. Bolder°, H. G. Graham, Sir J. framed, W. T. Hatfield, Beriah Granby, Marquis Pusey, Philip Bowes, John Granger, T. C. Rawdon, Colonel Bowles, Admiral Grey. Sir George Redington, T. N. Bowrimt, Dr. Hale, rt. B. Reptou, G. W. J. IsrainFlot:, 'f. W. Ilaliord, sir 11. Recite, E. B. Browne, W. Hamilton, W. J. Round, John Bruce, Lord E. Hamlton, Lord C. Rous, Captain Buller, Charles Harcourt, G. G. Russell, J. D. W. Byng, G. S. Hatton, Captain Rutherfurd, A. Cardwell, Edward Hawes, Benjamin Sandon, Viscount Carew, R. S. Heneage, G. 11. W. Seymour, Lord Carew, W. li. P. lleneage, Edward Shell, R. L. Castlereagh, Viscount Herbert, Sidney Smith, Benjamin Cavendish, C. C. Hervey, Lord A. Smith, J. A. Chapman, B. Hinde, J. it. Smith, Vernon; Charteris., Francis Holland, Robert Smith, T. B. C. Childers, J. W. hiatuses, W. A'Court Somerville, Sir W. Cholmondeley, H. Hope, Charles Stansfield, W. R. C. Clayton, R. It. 11. ye, G. W. Stanton, W. H. Cleric., Sir Georg° liorstnan. Edward Staunton, Sir G. ClAton, J. . Howard, B. G. Stewart, John Clive, R. H. Iloward, Philip H. Stuart, Lord J. Cockburn, Sir G. i-, owick, Viscount Stuart, W. V. Coiebrooke Sir T. Hutt, William Stock, Sergeant Collett, John Hume, Joseph Strutt, Edward Collins, William Ingestrie, Viscount Snort, 11. C. Corbally, M. E. James, Wm. Sutton, H. M. Corry, Henry James, Sir Walter Taucred, 11. W. Courtenay, Lord Jermyn, Earl Tomcat, J. E. Cripps, William Jocelyn, Viscount Thesiger, Sir F. Dalrymple, Captain Labouchere, Henry Th e . - rely, Thomas Dame+ , Colonel Lambton, H. Trelawny, J. S. I , avies, D. A. S. Lascelles, W. S. Trench, Sir F. W. Dawson, T. V. Layard, Captain Vernon, G. F . Denison, W. J. Lemon, Sir C. Villiers, Viscount Dickinson, F. 11. Lincoln, Earl Walker, Richard Douglas, Sir C. Listowel, Earl Warburton, Henry Drummond, H. 11. Macnamara,;Major Watson, W. 11. Duncan, Viscount M`Geachy - , I'. A. White, Samuel Duncannon, Viscoant INl`Neill, Duncan Wood, Colonel T. Dundas, David Mahon, Viscount Worsley,ELord East, James B. Manners, Lord J. Wortley, James S. Easthope, Sir J. Martin, John Wynn, C. W. W. Eastnor, Viscount Mildniay„H. St. John Wyse, Thomas Ebrington, Viscount Milnes, R. M. Yorke, H. R. Ellice, Rt. Hon. E. Mitcalfe, Henry TELLERS. Emlyn, Viscount Murphy, F. S. Young, John Escott, Biekham Napier, Sir C. Lennox, Lord A. lIIINORITY—NOES, 88. Acton, Colonel Du Pre, C. G. Marton, George Archdall, Captain Egerton, Sir P. , Mastertnan, John Ashley, Lord Ewart, William Maule, Fox AStell, William Farnham, E. B. Maunsell, T. P. Austen, Colonel Ferrand, W. F. Morris, David Bankes, George Fitzroy, Lord C. Neeld, Joseph Bateson, Thomas Forbes, William Neeld, John Beresford, Major Forman, T. S. Newdegate, C. N Broadley, H. Fox, S. L. Pechell, Captain Brotherton, J. Fuller, A. E. Plumptre, J. P. Bruce, C. L. C. Greenall, Peter Rendlesham, Lord Buckley, Edmund Gregory, W. 11. Richards, Richard Buller, Sir J. Y. Griinsditch, T. Ryder, G. D. Chetwode, Sir .r. llallyburton, Lord Shaw, Frederick Christopher, R. A. Hamilton, J. H. Sibthorp, Colonel Cole, H. A. Hamilton, George A. Smith, Abel Colgutoun, J. C. Hamner, Sir J. Spooner, Richard Colvile, C. R. Henley, J. W. Thompson, Alderman Connolly, Colonel Ilill, Lord M. Tollemache, John Crawford, W. a. Ilindley, Charles Tower, Christopher Curteis, 11. B. Iloraby, John Turn r, Edmund Darby, George Hughes, W. B. Tumor, Christopher Deedes, William Hussey, Thomas Tyrrell, Sir J. T. Denison, John E. Jolls tie, Sir W. Verner, Colonel Dick. Quintin Lefroy, Anthony Waddington, 11. S. Dodd, George Leslie, C. P. Wakley, Thomas Douglas, Sir 11. Lowther, Colonel Douglas, J. D. S. Mackenzie, T . TELLERS. Duncan, George Maclean, Donald Inglis, Sir RH. Duncombe, T. APTag,gart, Sir J. Law, C. E. Duncombe, 0. Marsland. il. MURDER or AN INFANT BY ITS NURSE.—On Sun day morning, about ten o'clock. a frightful murder was committed at the residence of Mr. John Drake Ffinch, of South-street, Green wich, solicitor. The facts of the case are as follows :—Martha Bricksey, aged IEI years, the under-nurserymaid in Mr. Ffinch's family, went into the kitchen shortly before ten o'clock, and asked the cook for a knife, and said she wanted it to cut a pencil for Mary, who was up stairs in the nursery. The cook gyve her an ivory.handl. d table knife, but remarked that a smaller one would do better for the purpose. She said no, that would do, as she could use it for cutting the bread and butter at tea in the after noon, and immediately proceeded up stairs. In a few minutes afterwards she came down stairs again, and, opening the part ur cli , or, told her master and mistress that she had killed the baby. Mrs. Ffinch, in a sate of indescribable astonishment, asked what tne wretched girl said, and was in the act of rush. ing up stairs to the nursery, but was stayed by her husband and Mr. Traill, the linion.hall police magistrate, who was paying the family a morning visit. The girl again said that she had killed the infant, and hoped that " God would forgive her." On Mr. Ffinch and some of his family going up stairs his infant son, aged ten months, was discovered lying on the bed with his head severed from his body in a pool of blood. On this fact being made known, the whole of the family became horror-struck. Mr. Ffinch immediately sent for a police.constable, who conveyed the murderess to the station-house in the Blackheath-road, where she will remain until the sitting of the coroner's inquest. Dr. Caleb Taykr, of DeptMri, and Mr. Edward Downing, the police surgeon, attended the prisoner in the police cell, and remained with her nearly two hours on Sunday, during which she was overpowered with frequent fits of grief, and as ofte:i called aloud to God for for. giverisss, and declared that she had no dislike or ill. feeling towards either the infant or its parents. It was done entirely through a momentary impulse, and for which she could not in the remotest degree account. Mr. Ffinch is of the firm of Smith and Flinch, clerks to the county magistrates, and is himself chief clerk to the police magistrates of the Greenwich and Woolwich Courts. _ FIRE INSURANCES. —From it ratan obtaincd by Colonel Sibthorp, M.l' , relative to fire insurances, it appears that during the year 1844 the grass total amount of the sums insured by all the fire-offices in town and country, on farming stock, ex. empt from duty, was 54,927,5721., namely, 16,375,8171. in the quarter ending the 25th of March, 1844 ; 5,080,7721. in the quarter ending the 24th of June, 1844; 8,199,2081 In the quarter ending the 29th of September, 1844; and 25,01,77b1. in the quarter ending Christmas-day, 1644. 4' A ILWAY COMMI FTE (YESTERDAY.) Group F. This Committee held its first sitting to-day. Members present, the Right Hon. F. Shaw (Recorder of Dublin), Chairman ; Bramston, Mr. Ord, Mr. Villiers Stuart, and Mr. Lockhart. There are thirteen projected railways to be considered in this group, all in the Midland Counties, and diverging in various directions round Birmingham. Of this number four have received the favourable datiiiim of the Board of Trade, six have been reported against, two were withdrawn from the consideration of the Board, and one has not complied with the standing orders. None of the Bills are unop. posese The following is the list of lines :- 1. Oxford, Worcester, and Wolverhampton Railway. 2. Oxford and Rugby Railway. 3. Oxford and Didcott Railway. 4. London and Worcester, and Rugby and Oxford Railway (Dudley to Wolverhampton). 5. Birmingham and Gloucester Railway ( Worcester branch and deviation). 6. Birmingham and Gloucester Railway (Wolverhampton Ex tension). 7. Bristol and Gloucester, and Birmingham and Gloucester Rail way. 8. London and Worcester, and Rugby and Oxford Railway (Dudley to Sedgeley). 9. London, Worcester, and South Staffordshire Railway. 10. Grand Junction (Dudley Branch) Railway. 11. Grand Junction (Shrewsbury and Stafford) Railway. 12. Grand Junction (Shrewsbury and Wolverhampton Branch) Railway. 13. Shrewsbury and Birmingham Railway. The list of railways, with the names of the opposing petitioners, having been read by the clerk. Mr. TALROF said a question should first be settled before going into the business of the Committee. It was clear that he stood before his Learned Friend Mr. Austin, as appearing for the Oxford and Rugby line, and it was also equally clear that Mr. Austin had precedence as counsel for the London and Worcester line. As (Mr. Talbot's) however was a branch line, and as the line of his Learned friend invelved the leading question to be settled by the Committee, namely, the comparative merits of the broad or narrow guage, his Learned Friend ought to open his case first. But then, there came a third party, the Birmingham and Gloucester Railway Company, who having no Bill before the House yet claimed to follow after him with their evi dence against his scheme. So that not only would Mr. Austin have the right of reply, but he (Mr. Talbot) would also have against him the evidence to which he referred. This lie con. sidered unfair. Mr. DANIEL, who appeared for the Birmingham and Gloucester, briefly replied, when The CHAIRMAN said there was no use in spending much time over that which was merely a matter of form. The great question for the Committee to settle was that between the London and Bir mingham and the Great Western lines, involving the broad and narrow gauges. The third scheme, the Birmingham and Glouces. ter line, might be brought forward as an independent scheme. This arrangement being agreed to by the opposing parties, The CHAIRMAN intimated that it must be now distinctly under stood that there should be no further time spent in preliminary dis cussion, but that to—morrow, at twelve o'clock, they should at once proceed to the consideration of the case on behalf of the London and Birmingham Railway, and then the Great Western would fol- I low in reply. The Committee then adjourned. Group DD. EDINBURGH AND GLASGOW RAILWAY (BRANCHES TO STIRLING AND ALLOA). On the re-assembling of the Committee this morning at the usual hour, Mr. WILDMAN resumed his examination of witnesses on behalf of Lord Dunmore, in the opposition to the proposed branch to Alloa, of the Edinburgh and Glasgow Railway. Mr. T, M`Mickham, land agent at Stirling, was the first witness called. He said he had known the estate of Lord Dunmore since 1815. A great deal of moss grew on the surface of the land through which the contemplated branch to Alloa would pass. The mode usually adopted for clearing the land from moss on this estate was by collecting water in dams on the surface, and then allowing it to be precipitated with clay into the River Tay. The making of the Alloa and Stirling branches would interfere mate rially with the reclaiming of these waste lands, as it would hinder the proper erection of dams, and interrupt the free flow of the water through the channels for carrying off the mess. The moss lands before they are cleared are never leased, but when the moss is floated the ground will let from 501. to 701. per acre. He knows Dunmore-house perfectly well. It is a beautiful place, situated on an eminence, and commanding an extensive view of the fort, 4nd an uninterrupted s iew of the Grampian-hill in the distance. The proposed line approaches within 1,300 yards of the mansion, and only a screen of wood would prevent the railway from being seen. He has examined the deposited plans and book of reference, and knows the portion of Lord Dunmore's estate which will be re. quired for the Alloa branch ; 2,130 yards within the line of devia tion, and 1,300 yards on the line itself, will be wanted. Lord Dun. more and the Carnac family own the greater part of the property th trough which the Alloa branch will be carried. This witness was cross-examined at some length by Sir T. Phillips, but the main features of his evidence remained un altered. Mr. 'WILDMAN then said he had no more witnesses to call, but with the permission of the Committee, would proceed to address a few observations to them on the evidence they had been listen. ing to. The Learned Gentleman contended that the Edinburgh and Glasgow Company had not kept good faith with the inhabi tants of Stirling. In 1832 a meeting of the land proprietors and others of Clackmannan and Stirling had been convened, and reso. lutions had been passed to request the Edinburgh Company to make a branch from Alloa to Stirling. In reply to their appli cation, the Company stated that they declined making the pro posed branch, but in case they should alter their present resolution, they would, before constructing the line, consult with the proprietors of the land. This they had not done. They had not consulted with Lord Dunmore, whose in terests he was now endeavouring to protect. They also contem plated destroying his property, by erecting a line which would pre. vent the carrying off the moss. The Learned Counsel then com mented at considerable length on the evidence tendered by the last witness, and concluded by expressing a desire that the Committee would not allow the preamble sf the Bill to pass. Mr. AUSTIN then rose to address the Committee on behalf of the Edinburgh and Glasgow Unlit:hes. He commenced by saying that he had so little taith in the effect of the address delivered in opposi. tion, by Mr. Wildman, that he would at once waive his right to reply and leave his interests entirely in the hands of the Committee. An important point for the Committee to consider would be the immense advantage which had been derived to the public from the construction of the Edinburgh and Glasgow Railway. The consi deration which this Company had always entertained for the ac commodation of the public would be evidenced by the fact, that up. wards of 1,500,0001. capital had been expended in constructing the works, and the only remuneration that had resulted to the promoters of the line was the trifling dividend of three per cent on the whole. He contended that, on these grounds alone, the Edinburgh and Glasgow Company were entitled to have the election of making the proposed branches to Alloa and Stirling. He would instance the decision of the House of Commons itself as an exponent of this opinion. The Committee had now maturely considered the nature of the Bill, and, to enable them to come to an unbiassed decision, the con sideration of the Caledonian line had been postponed. He bedeved it to be his duty to impress distinctly on the minds of the Committee that the proposed branches for which he appeared, and the line contended for by the Scottish Central Company, could be regarded in no other light than as two competing lines with refe rence to local traffic. He contended that the principal ques tion for the Committee to consider would be one of comparison between two lines to the north by the Edinburgh and Glasgow Company, and the proposed line to the south. The opinion ex pressed by the Board of Trade on this matter was en. titled to considerable respect. The principal point to be dwelt on was, which Company shall have authority to make the line to Stirling. He would willingly concede that it was necessary to construct a line to Perth, and it was not very material who should have power to make it. His present application rested entirely upon the formation of the line to Stirling; and he would show to the satisfaction of the Committee that the Edinburgh and Glasgow Company had the most unqualified right to form it. The decision of the House of Commons, which had been subsequently confirmed by the report of the Board of Trade, distinctly pointed out that the extension of any independent line would be inexpedient if an original line existed from which branches and ramifications might be extended, as its construction would tend to divert the course of traffic from the principal line. He instanced the Leeds and Man. cheater Railway and other lines, being similar cases, in substan tiation of the course generally pursued by Committees. The traffic in the districts through which the Scottish Central Railway would pass would be much more conveniently worked by the branches from the Glasgow and Edinburgh line, and the point of rest at Stirling, as proposed by that Company, was immea. surably superior to any other that could be shown. Stirling both with respect to its numerous population and the great extent of its traffic was the best place for a central general terminus. An extract from the population returns would show that the number of inhabitants in the districts of the Forth and Clyde had increased in the course of 40 years from 660,000 to 1,300,000, so that the population had exactly doubled. The total population of Scotland according to the present census was 2,000,000, and of this number more than one-half was found in the districts he had alluded to. Industrial activity prevailed to a greater extent in the neighbourhoods of the Forth and Clyde than in any other part of Scotland. All these considerations pointed out Stirling as the principal central point, aid the general point for all the railway comsnunicatlon to the greater part of Scotland. The returns of the traffic of the Scottish Central Railway tables showed a comparative average of two passengers and two tons from Perth to Stirling to one pas senger and one ton from Stirling to the Edinburgh and Glasgow Railway, and the portion of the traffic to be conveyed by their branches was as two to one in their favour. The calculations that had been made by the Scottish Central Company in estimating the traffic bad been greatly ex aggerated. The difference, from their own showing, between Perth and Edinburgh was as 9,000 to 30,000. He submitted that the Edinburgh and Glasgow Company, as an existing line, ought to have the preference in electing to make the proposed branches, when compared with the meagre pretensions of a new and independent company. Stirling was the point which naturally developed itself as the point of railway communication for the country, and two boards of management on two competing lines were incolepatible with the interests of the public. He would now allude to another important feature for the Committee to consider, viz., the construction of the branch to Alloa. The distance from Edinburgh to Stirling by this branch would be 37 miles. By the line proposed by the Scottish Central the distance between these two places would be . 36i. He admitted that Ills line was somewhat longer, but this trifling in convenience was more than compensated for by the superior ad. vantages it held out for the public convenience. The Learned Counsel then dwelt at considerable length on the importance of having the central station at Stirling, and the policy of giving a new and independent company the power of having uninterrupted control over all the present appliances for developing the whole of the northern traffic. He concluded his address by submitting to the Committee that an es tablished company who had expended so much capital for the ac commadation of the public ought to have the liberty of establish. ing their proposed branches, and, by them, of controlling the northern traffic. The room was then ordered to be cleared. On our return, The CHAIRMAN stated that the Committee had come to the unanimous conclusion, in considering the Scottish Central Raii_ way Bill, that the preamble had been proved. With regard to the Edinburgh and Glasgow Bill, that part of the preamble which promoted the construction of a branch from Stirling to Alloa had not been proved. The Committee considered, al o, in respect of the Scottish Central Railway, that it was not at pre sent advisable that Perth should be made a central station. It would be necessary that some subsequent arrangement should be entered into with the other companies, in order that their mutual accommodation might be considered, but that the Scottish Central Railway Company would be at liberty to proceed in the construe. tion of their works until such arrangement was satisfactorily made. In answer to a question by Mr. Clerk, whether the South Inch was to be the locus of the station, The CHAIRMAN said that a special clause having reference to this would be introduced into the Bill ; and he referred him to the Chester and Holyhead Bill for a precedent by which he might know how to proceed. The clauses were then proceeded with, which were all passed with the exception of those relating to tolls and stations, the con sideration of which was ordered to be adjourned. Mr. ANDREWS then proceeded to address the Committee on behalf of the Campsie and other branches of the Edinburgh and Glasgow line, but as the preamble of these Bills are unopposed, he only stated their general outline. The Campsie branch was five miles in length, and would cost 42,000/., and passed through very important agricultural districts; there were also four small subdivi sions' lines, one of which in its ramifications would join the Monck land Railway, and the oilier 'mull proceed cm* the Edinburgh and Group V. The Committee appointed to consider of the following railway plans, viz., the Midland Railways Extension (Nottingham and Lin coln), Newark and Sheffield Railway, Manchester, Sheffield, wad Midland Junction Railway, met in room No. 18, at twelve o'clock. The Members were the O'Conor Don (Roscommon country, Chairman ; the Right Hon. T. B. Macaulay ( Edinburgh), Mr. Pusey (Berkshire), Mr. Thomas Esmonde (Wexford county), Sir John Rae Reid (Dover). The preliminary arrangements having been completed, the several petitions against the projects were read, and the Committee then d ec ided to take the first of the proposed lines into conside ration. Mr. HILDYARD then opened the case on behalf of the p romoters ca l cu l a ble advantage to Lincoln and N o ttingham, sa of the Bill. He contended that the proposed line wo uld be of in connecting these towns with a rich and fertile country, and by a p ro p osed line at present under the consideration of the Hous e with Hull, the principal town on the East Coast for the Ba ltic trade. There were no objections of any i mpor t an ce urged against the projected line, although there were several petitions, one from Lord Chesterfield, complaining of damage that would be done to a shooting-box of his near Nottingham. lie (Mr. Hildyard) was in ' structed that the line would not come within half a mile of that box, and considering the advantage s to be de_ rived from the line, he thought the p etition of m inor consideration. There wer e a f ew more petitions, but they were even of a less potent character. He should at o nce then pro ceed to call witnesses in support of the line. Mr. Bell, the Secretary to the Midland Railway Company, was called to prove the capital required. They Proposed to raise a capital of 408,0001., 136,0001, of which would require to be borrowed. William Henry Johnson, general ironmonger at Lincoln, was of opinion that the trade of that city would be greatly increased by the proposed line, as it was shorter than the turnpike-road, and greatly shorter than the Trent Navigation Canal. The saving in time would be material, and the necessity for a large part of small traders would be obviated. capital on the John Welbourne, coal and corn merchant a t Lincoln, was called to prove the unsatisfactory water communication, and the increase in price which, in consequence of canal stoppage', took place in every article imported. John Hartley gave similar evidence. Joseph Adams, malster, Newark, made from 60,000 to 70,000 quarters of malt, which were sent to the estward. Great quail. v tities of coal were imported from Nottingham by the Trent Navi gation Canal, and they were raised sometimes in consequence of the stoppage on the canal, frora 105. a]ton to nearly 20s. He thought the proposed railway would be a blessing to the country there. Richard Bell gave similar evidence. sa id that 4,000 Charles Simpkins, a butcher at Nott in g ham, beasts were driven annually from Lincolnshire to the first-named place. The cattle were greatly injured by the driving, and this evil would be obviated by this railway. Richard Strelly was of a similar opinion. Samuel Thorpe, carrier between the towns on the proposed line for above thirty years, said that the traffic which would flow on to the line would be annually about '253,140 tons, and the total freightage would be nearly 62,000/. Mr. Harley, coach proprietor in Lincoln, returned the traffic of the coaches on the line at about 6,000/., and van traffic at 2,000/., the greater part of which would be absorbed by the intended line. William Filkins, laceinan, Nottingham—Thought that the rail. way would be of the utmost im p ortance to the trade of the town, and naturally diminish the al terations or fluctuations which had of late years proved so injuriou s to Nottingham. William a toth t e Ilardmett, residing near Nottingham—Was a maltster and h d ou is g t h ri t et t . The examination of the witness was proceeded with till fourhat t h e proposed line would do a great deal of good o'clock, when the Committee adjourned till to-morrow. Group G• BERKS AND HANTS RAILWAY. The investigation of th e clauses of this Bill was resumed this morning, before the Co mmittee; the Hen. T. H. Liddell, chairman, when the clauses postp oned at the previous sittings were g one ainled;be that second-class p assengers shall be charged no more th an 2d . per mile; and that third-class p assengers shall not be allowed more than through, and several verbal amendments were proposed and acce p ted. By the 23d clause i t was enacted that no first-class passenger shall be allowed more than 1001bs. of luggage, or be charged more than afterallow ed t h e 6 rate . o o f f 3 1 u d g . g p a e g r e m , 40Ibs. of luggage, or be charged more than I I/ 2 d. a mile. The charge for cattle and merchandise shall be after the following rates ;—Horses, sd. per mile per head; Cattle, 2d. ditt; o Sheep, and other small animals, ',id. ditto; Manure, I id, per ton per mile; Coals and culm, 2d. ditto; Sugar, 3d. ditto; Cotton, 4d. ditto; Wheat, id. ditto, with power of entering into a special agreement for peculiar cases. The Company prop osed an increase on these ch arges _ pa ,. sengers excepted—to the extent of 10 per cent on all goods carried not further than three-quarters of the whole length of the railway; 20 per cent. for those carried not further than half the length ; and 30 per cent. for those carried not more than one-quarter of the whole distance ;—but the Chairman and the Committee, to whose desire to do justice to all parties, we are bound to bear the most ample testimony, and to state that while they were ready to further the interests of the Company, they also were evidently anxious to preserve the rights of the public, this appeared a trot,. blesome division and somewhat unnecessary ; and, after a length ened conversation, as the line was a short one, it was ultimately decided that further information should be given before the prin. ciple was admitted. Mr. Saunders, the Secretary of the Compeo-, was then exa. mined on this point, a nd in reply to the inquiries of Mr. Entwistle, he stated, that in consequence of the expenses incurred by short distances, partly by locomotive power, partly by the use of trucks, and partly by the use of stations, that rate of charge which would remunerate on the whole distance would not only not re munerate but would be an absolute loss to the Company. As, for in. stance, the same truck work and station expense would be required for goods carried to a station 10 miles on the way as those carried the whole length ; for that which was carried 10 miles the receipt would be 71., while for that carried the whole length the receipt would be 41. The expense of fuel, of engineers' wages, arid alt the other incidental charges, were proportionally increased, If two stations were to be stopped at, two trucks, instead of one, would be required. This principle had been heretofore adopted in the charges on the Great Western Railway. To an inquiry from Mr. R. H. Yorke, Mr. Law stated that the principle was not applicable to passengers, bemuse they occupied less room, and there being a necessity for •the stoppage of pas sengers at the different stations, a carriage was alone appropriated to them, and could be thrown off at any station. To an inquiry from Mr. ENTWISLE, Mr. Saunders stated, that he based his principle for a differential charge on the necessity to divide the line into certain portions ; and the use of the locomotive engines and of the trucks, was required by the stations, and not by the absolute number of miles over which the engines and the trucks travelled. To an inquiry from Mr. Yostatz, Mr. Saunders stated, that on a line of ten miles he thought that the charge ought to he higher than on a long line, such as that between London and Bristol. On this point Mr. Yorke divided the Committee, and on the in troduction of strangers, the CHAIRMAN intimatel that the Com mittee had agreed to an amended clause which, instead of the pre vious rates submitted by them, enacted that the only increase of charge should be one of 15 per cent. additional on all goods carried not further than one.half the distance of the whole line. By another clause it was decided that the charges should be on the average of the charges made on the Great Western Railway, but that in no case should the charges be greater than the maximum stated in the previous clauses. An objection was taken by the agent of the South-Western Railway to the clause which regulated that, should any difference arise between the Great Western Railway Company, and the cons. patsy of the South-Western, respecting the junction of the lierks and Hants Railway. The guages of the two railways arc different, and the South-Western Company were anxious to have the forma. tion of the junction under their own control, while the Great Western Company were anxious to make the junction a matter of mutual agreement; and should any difference of opinion arise, that the difference should be referred to the Board of Trade. The Committee conceived the latter plan to be the fairer of the two, and overruled the objection. By one of the clauses it was enacted that no station should be made within less than three miles from Strathfieldsaye, without the consent of the Duke of Wellington; but the distance was amended to five miles instead of three miles, and the alteration was adopted by the Committee. By other clauses all obstruction or injury to the Kennet and Avon Canal was obviated. The remaining clauses were then passed, and the Chairman, signed the Bill. As the Chairman would have to report on a gnat many circumstances, Mr. Burke, the Parliamentary agent to the line, had prepared a report, comprising all the facts of the proposed railway, which he read to the Committee. This, atter the intro duction of a notice of the principle of a graduated charge according to distance, for the first time legally recognised by the Bill for the line, was approved, and received by the Committee for presentation to the Houso. This concluded the inve►tigation before the Select Committee, and it was agreed that the Bill should be reported accordingl. THE SOUTHAMPTON AND DORCHESTER RAILWAY. The consideration of this Bill was postponed till Wednesday morning. THE WILTS AND SOMERSET RAILWAY. Mr. SLYSTEAD appeared for the promoters of the Bill, and stated that the opposition of Mr. Ainstey had been arranged. Mr. GREENWOOD appeared for the Somersetshire Canal Com pany, and proposed a clause for securing the interests of that Company. In doing this he alluded to the statements of Mr. Sly head, and the inquiries of Mr. Entwistle, which we noticed in our report when this railway was last before the Committee. The ground of opposition then taken to making the Radstock Branch was now abandoned, and the desire of the Canal Company was not, therefore, to interrferc with the carriage of coal to the south and south-west, but to preserve the monopoly of the carriage of coal to the north and northeast. The preservation of this monopoly would preserve the property of about 120 shareholders, who held to the extent of 1,0001. and under, who were all people of small substance, without enhancing the charge to the public to any considerable extent. _ _ _ Mr. SLYHEAD thought that the Counsel for the Canal Company ought to have adduced some authority for his proposition, whereas there was not a single Act of Parliament which con tained such a clause. It was an unprecedented thing for any one to ask. There was no security whatever that these caual companies would not very largely increase their tolls. The Lame principle of public advantage which applied to the south and west, applied equally to the north and east. It would be introducing a precedent of great and injurious effect to the public interests. When the Great Western line was formed it came into direct competition with the Dartmouth and Bridgewater and with the Rennet and Avon Canals, and no such plea had then been set up. The CHAIRMAN here interrupted the Learned Counsel, and stated that he thought it was impossible for the Committee to sanction any such principle as this. Mr. YORKE agreeing in this view, the proposition was immediately withdrawn, and the Corn ittee went into the clauses of the Bill. The rates of charge for the carriage of passengers and goods were precisely the same as those provided in the Bill for the Berks and Hants Railway. On reading the clause by which the Company proposed to take a power of increasieg their charge for carrying goods less than the whole length of the line, Mr. Saunders stated that the length of the line from its junction with the Great Western Railway to Salisbury was thirty-eight miles, and to Weymouth seventy.five miles, but that the Company held these as one line, and in consideration of the distance, they conceived that this extra charge ought to be allowed. Considerable discus sion arose in the Committee, and Mr. Saunders was ex amined at considerable length, the result of his replies establishing the principle which he had avowed during the consideration of the Berks and Hants Railway. The conclusion was that an increased charge of 5 per cent. was al lowed on all animals and good carried not more than three fourths of the length of the whole line ; 15 per cent. on those carried not further than one-half the whole length ; and .25 per cent. on those carried not further than one-fourth of the whole length. Provisions were made for protecting the rights of the Duchy of Cornwall, and the Kennet and Avon Canal, as arranged at the sitting last week. A clause for the protection of Mr. Ainstcy's property was intro duced with that gentleman's consent. Provisions were also intro. duced for saving any Intrusion on the barracks at Fordington, near Dorchester, and the clauses were concluded. Mr. Buttike then read the report, which, atter it had been amended in some unimportant particulars by the suggestions of the Committee, was approved and adopted. The Bill was signed by the Chairman, who was instructed to present it to the House. Group X. The Committee to whom the Bills comprised in this group 'were referred, reassembled this morning—present, Lord Courtenay. Chairman; Mr. Darby, Mr. B. Wall, and Mr. P. Scrope. LONDON AND YORK RAILWAY. The Committee proceeded with the evidence in this case. Mr. PAGET, on behalf of the promoters of the Bill, handed in a scale of charges which the Company, if they should be allowed to make the railway, would be prepared to make. These charges would not exceed the tolls spoken to by the witnesses who had been examined. Mr. Samuel Lovel was then called and examined by Mr. 'PAGET —He stated that he had been for 23 years a coal.merchant and tanner in Bedford. He obtained his coal from Lynn. The price to the consumer in the towns was from 28s. to 30s. per ton; the charge for carriage to Bedford being Ss. 6d. per ton. If this rail way were made he expected that the town would be supplied with coal at 14s. 6d. per ton. He believed th at the corn trade would be very much impro►ed by this railway. He had originally established his tan-yard for the purpose of supplying the London market; but the high price of carriage had prevented him doing so. In consequence of this high price by carriage he had only ma. nufactured for home consumption. Cross-examined by Mr. V. LEE—Knew the proposed line from Fenny Stratford to Bedford. Rnew the coal districts of Derby.. shire. The coal of that district was suited to the manufactures of Bedford. The malt he sent to London would go to his factor. It would be convenient to have the malt delivered near to the breweries. He would purchase his hides in London at Leadenhall-market. It would be convenient, therefore, to have the terminus of the railway at Finsbury. Captain Lewes, the manager of the Manchester and Leeds Rail. way, was called, and he stated that the Liverpool and Manchester Railway Company and the Manchester and Leeds Company fre. quently carried manure. He thought manure could be carried on the London and York line without inconvenience to the passengers. The witness was cross-examined by Mr. HILDYkRD, to show that a manure depot at King's-cross would be a great nuisance. George Hunt, examined by Mr. DENISON—He was a draper in Bedford. He paid 3/. Bs. a ton for goods for Manchester. He had not made any calculation of what the cost would be by a railway. Mr. Whitbread was called to speak to the general advantages of a railway to Bedford. The London acd York was the most advan. tageous scheme that had yet been proposed. Mr. John Saville, a woolstapler at St. Neots, said he was in the habit of buying large quantities of wool. He purchased it from various places within a distance of from twenty to thirty miles round St. Neots. The wool was sent principally to Yorkshire. The present cost of conveying it to the Yorkshire market was about 3/. per ton. He sent it to Leicester, and from Leicester to York shire. If the I.ondon and York Railway were formed, the cost would be 11. 10s. Bd. Mr. John Day, brewer, of St. Neots, was called, and examined by Mr. PAGET—The population of St. Neots was about 3,000 The London and York line, if carried out, would be of great ad. vantage to the town. About 2,000,000 bricks were annually made in the town. These were all sent to London by the railway. A large quantity of draining tile was also made in the neighbourhood. The brick.yards were situated immediately on the line of the pro posed railway. Cross-examined by Mr. Tamicir —Was not aware that draining tiles were sent to London. He bad never heard that bricks were extensively sent by railways. Mr. E. Geard said he was a draper at St. Neots. He got his goods principally from London. Front Manchester the cost of the carriage of goods was 51. per ton, and to London 21. per ton. If the railway were to be made from Manchester, the carriage would be about 30s. per ton. A great many rags were sent to St. Neots to make paper with. The paper manufactured at St. Ntots was principally sent to Lou don. About 400 tons of coal were used in the manufacture of paper. Mr. J. Carrington stated that he was an ironmonger at SI Neots. He had been in business these thirty years. The means of transit, both north and south of the town, were very incon venient. The distance from London was fifty-six miles. The present coach fare was 1/. inside; by railway it would be about 12s. The Committee were engaged up till four o'clock with similar evidence with respect to Huatingdon.— Adjourned till to-morrow. Group 0. GRAND JUNCTION POTTERIES LINE. The Committee met at the usual hour. Mr. Hawes, Chairman. Mr. His 1, addressed the Committee against the proposed line. The line of argument adopted by the Learned Gentleman was, that the Grand Junction Railway, in first proposing the " 'l' line" and afterwards the " Crescent line," looked to their own interests in particular, making the convenience of the inhabitants of the Pot teries only a secondary consideration. It was evident that the in habitants of the Potteries were not in favour of the proposed line, while there could be no doubt whatever they were in favour of a through line, and the Grand Junction Company surveyed the line proposed, and came before the Committee at their own peril. Mr. Coccauax having replied, the parties were ordered to with draw. After an interval of some time, the parties were admitted. The CHAIRMAN informed them that they considered the pre amble of the Bill proved on the condition that certain clauses should be inserted in the Bill. Group E. NEWCASTLE AND BERWICK LINE. This Committee re-assembled at twelve, o'clock this morning to proceed with the consideration of this case, which occupied them nearly the whole ef last week. Mr. Nicolson was reexamined by Mr. TINIPIA. He stated that he had made an estimate of the advantages which would accrue to the North Shields Company from the extension to Tyne mouth, if the Newcastle and Berwick line should be carried out. The number of persons passing annually from Shields to Tyne mouth he found to be 290,231 ; the revenue would be 27,020/, Ss. 3d. The carriage of fish, coals, &c., would amount to 174/. 15s. 4d. The working expe nses would be 9941., leaving a net re venue, taking other small matters into account. The expenses of making the extension would be 35,3501. There were a number of persons who now go by steam who would make use of the railway if they had the opportunity. On cross-examination, the witness added that conditional ar. rangcments had already been made with the landholders for three_ fourths of the land requisite for the works. They would have to pass through North Shields by a tunnel of 761 yards in length. Mr. Sergeant WRANG/IAM then addressed the Committee to the effect that if, for the sake of the branches being made, the best trunk line is set aside, the most irretrievable injury would follow to the public The question was, whith of the two lines of which 1 they bad the plans would make the best trunk line. They were' I aware that there already existed a chain of railway cornmunica. ' tion between London and Edinburgh, passing through the western parts of England. By this chain the distance would not be more than 3e9 miles. Tie Board of Trade in their report on the vase state that the line of eastern communication is not many miles less than the western. He (Sergeant Wrangham) would prove that the eastern line would be the longest of the two. If the line recommended be adopted, the distance from Edin burgh to London would be 407 miles. It became then a mamer of deep moment to the Committee to select the shortest, quickest, and cheapest mode of communication, and at the same time to retain to the eastern parts of the kingdom that advantage which it already possesses. His Learned Friend (Mr. Hildyard), in opening the case,had stated that it was connected with the shortening of the line at the south side of Newcastle, and claimed credit for the fact of his line being in conjunction with the former ; but he contended that no efficient improvement coula' be made. The real line to be adopted was, to run the straight course which had been once sanctioned by Parliament, and had been laid down by the (heat North of England Company, and which abridged the distance between Durham and Newcastle by no less than seven miles. If the Newcastle and Berwick line be adopted, the other could never be carried out, as it would be directly opposed to their interests. If the , improved line of railway called the Northumberland line, which. was now before the Committee, and denoted by the yellow line in the map, be adopted, they would have a great saving both at t tie north and south sides of Newcastle. The Committee had the test security for the advantage of the scheme of which he wes the advocate. If the Northumbeland line be adopted, the direct line through Durham must pay, as a matter of course. Ohs Ow line which he advocated there would be no level crossings, as on the other, which would be at the expense cf paying 58/. a year t 64 watchmen. The distance from Gateshead to Berwick, accor ding to the proposed line from Newcastle to Berwick, would be 67 miles, whereas the other line would shorten it by three miles: and a half, by making it only sixty-three miles. The Committee should consider the importance of such line ass regarded the different modes of traction, one being alines plicate and the other locomotive. He was surprised that the Boanxt of Trade, in their report on atmospheric railways, did not see'll to consider it 211 impoi tam gradient after the successful ex. Po-intent at Dalkey. The Learned Counsel then entered auto the superior merits of the atmospheric line, which he advocated. The loss of power on the atmospheric line to acquire acceleration, he cc:Mended, was nothing. whereas the loss of power on a locomotive line was enormous. He then quoted from Mr. Stephenson's evidence before the Board of Trade to show that the more frequent the trains on an atmospheric line, the less would be the loss of power. If it be their interest to have a number of trains, it must be their interest to carry the public at as high a rate of speed and as low a rate of fare as they possibly could arrive at. At what Cost would they propose to carry the public ? They proposed to have a greater number of carriages and a greater speed. The speed on the loco_ motive line was to average tiro hours and a half, and they pro posed on the atmospheric line to carry them f rem Newcastle to Berwick in one hour and a half on an average. Now as to cheap ness, the locomotive line proposesi to carry first-class passengers for 16s. 6d.—on this atmospheric line they would carry them for half a guinea. A proportionate comparative reduction would be made in the second and third classes. Ile believed that there could not be a more favourable opportunity for confirming the success of the experiments already tried, and manifesting its advantages to the world. But if it were thrown out it would be suppressed, and the public would lose the benefit of it for some time. They had an op portunity 'which, if once neglected, would not be recalled. It was said that this was a mere experiment, and that that should be a bac to its trial; but surely they had had time to see the ad vantages of the Dalkey line. He then alluded to Mr. Stephenson's evidence, given in I 525, with regard to the velocity of locomotive engines, when he stated that eight miles an hour would be sewed which it would be impossible to arrive at. It was rather too late in the day to treat this as an experiment, and to put it aside as such in favour of a system itself in its mi nority, and not to allow them to enter into competition with the leer:motive system. He trusted that the Committee would not treat this as an experiment, but that they would listen to the evidence of the engineers whom he would call, and judge from that evidence whether it be not proved to their satisfactis n to be a practical benefit, and whether the evidence be such as to satisfy the Comanittee that they should pass the preamble of this Bill, by which alone a great benefit would be carried out, and by which the foundation will be made for extending over the rest of the kingdom the benefits of a system of cheaper and more rapid communication than any which had as yet been investigated. Mr. S:amuda being first called, stated on examination that in 1839 he and his father laid down a half-mile of atmospheric rail way at Wormwood Scrubs, and worked it successfully. In 1842 an arrangement was entered into between the Government and themselves to lay down a line of 11 mile in length, from Kingstown to Haiku. Dalkey was 71 feet higher than Kingstown. It - eras constructed with a steam-engine fixed at the upper end of tiae line, and a connexion between that steam-engine and the pipes, which were used for the purposes of exhaustion. Not having the Parliamentary power to select the most convenient place of erect ing the steam engine, they were obliged to extend the place for th e engine house to the upper extremity of the line, at the distance of about one-third of a mile from the spot that would be most fa. vourable. The witness then entered into an interesting detail connected with the Dalkey and Kingston Atmospheric Railway. He estimated that the atmospheric pipe on the Newcastle and Berwick line would cost 4,3001. per mile. The electric telegraph would be about 2001. per mile. "The cost of a pipe per mile, would, with the tele graph, amount to 4,500/. They would undertake to take the mail trains from Newcastle to Berwick in one hour and ten minutes. The ordinary trains would travel at the speed of forty miles an hour. By the nature of the arrangements there could be no collision, for DO two trains could come in opposite directions on the same tube. There would be no annoyance from fire or sparks, or blow. ing off of the steam. It would give to the public a much more commodions and pleasant mode of conveyance than could be arrived at by the locomotive system. It presented a great advan tage with respect to surmounting steep gradients. A locomotive system had to sub-divide its powers, one portion for itself and the other for the train, which would be useless. There would not be such a loss of power on the atmospheric plan. The examining Counsel having intimated that this evidence would Occupy some hours, the Committee adjourned. LLOYD'S SHIPPING. LONDON, MAY 3.—Wind N.W., light breeze and cloudy. DEAL, MAY 3.—Wind W.N.W. to W.S.W., strong.- 4. r.at., E., squally.—Arrd. Pathfinder, Burton, China; Georgetown, Bell, Singapore ; George, Ichaboe, for Berwick ; Feronia, Tyler, and Marion, Campbell, Jamaica; Hazard, Hedgmot, New York, for Stettin. Sid. Minerva, Grero, Madras; Arab, Bombay; British Isles, Demerara; Triumph, Miramichi ; Kate, St. John's, New Brunswick; Gazelle, Launceston ; Platina, Hobart Town ; George and Skerrie, Sydney; Achilles, Port Philip; Nereid, Cape of Good Hope; Ceylon, Africa; Earl of Liverpool, Valparaiso; Clydeside, Trinidad; James, Cruickshank, Barbadoes ; Fantome and Hector, Jamaica; Albion and Duke of Wellington, St. John's,New Brunswick; Lady Faversham, Rimouski, Colombo, and Robert Small, Calcutta; Wellington, New York. LwEnroor,, MAy 3.—Wind fresh. 4. N.W. do.—Arrd. Adam Lodge, Joy Bombay ; Huron, Sibbeson, and Wm. Rushton, Foster, Ichaboe ; England, Everard, New Orleans ; Carlton, Bence, Havannah ; Cambridge, Brown, Charleston. 4. Thomas Carty, Scott, Bombay ; Dee, —, Ed. Kenny, —, Jos. Porter, Welson, and Sampson, Butcher, Ichaboe ; Hermes, Donough, Ituenos Ayres (Ist ult. ; Dodson, Rio (12th ult.) ; Mary, Muir, Bonny; Zephyr, Se vanilla ; Sherbroke, Sterling*, Savannah. Sid. Bntannia steamer, Halifax. DUBLIN, MAY 2.—Sid. John, St. John's, New Brunswick, and remains at Kingstown. STROMNESS, ArRIL 29.—Arrd. Palender, Cardiff, for Cron stadt, cargo shifted in a gale, 25th, off Skerry. ABERDEEN, MAY I.—SW.lsta, Davis's Straits. WHITBY, MAY 3.—Arrd. Joseph Saville, leaky, part of cargo thrown overboard, having been on the Salt Scars. SUNDERLAND, MAY 3.—Sld. Bordeaux, for Demerara. HULL, 11IAr 2.—Arrd. Charlotte, Hawkins, Bombay ; Har lequin, Knowles, Ichaboe. Sid. Panama, New York. LIVERPOOL, MAY 3.—Put back Panama, for Bombay, leaky. AYR, MAY 3.—The schooner Miranda, of Belfast, welt ashore near Troon, Ist inst. YARMOUTH, MAY 3.—A sunken vessel, apparently a schooner, foretopmast broken, and maintopmast 6 feet above water, was passed on the Ist inst., Waldsworth Church bearing S.W., Partington Spire, open of the church a little to thQ southward, bearing S.W. by W., four or live miles distant. LIMERICK, iIAY 3.—Sid. llirian, Quebec. TESTY, MAY 3.—The Eliza, Phillips, of and Col: Carina then, from Waterford, capsized yesterday in a squall off the Saltees, and immediately sunk ; crew saved. ItEncan, MAY 3.—The schooner James Saville, of Sun derland, ran on the rocks off this yesterday morning, but was assisted and carried into Whitby, with part of cargo thrown overboard. RIO JANEIRO, MAucn B.—The John Dalton from Sydney, New South Wales, to London, which was driven ashore in a gale. Nov. 15, has been sold. CADIZ, APRIL 22.—The wreck of a large vessel bottom up, name and nation unknown, drove ashore a few days pre vious five leagues to the west of San Lucar de Barremeda ; the only thing discovered was an oar marked C. W. Cypress, the wreck was subs9quently sold by the authorities on behalf of those interested. MARTLEBONE VESTRY.—On Saturday, at the meeting of the Marylebone vestry, the Rev. Dr. Spry, the rector, in the chair, Mr. Nicholay brought forward the subject of the re. cent committal of Mr. Mayer, the furrier of Oxford-street, for an assault on his brc.ther-in-law, Mr. M`Lean, picture.dealer, 16 , a, Strand. The circumstances connected with this disgraceful affair excited in the vestry a general fteling of commiseration for the situation of Mr. Mayer, and of universal disgust at the unnatural conduct of the seducer of his daughter. It appeared that Mr. Mayer had been in business in Oxford-street for twenty ye;.rs, and sixteen years ago he was left a widower, with an only daughter, three years of age. His daughter was now nineteen, and two years ago she came home from boarding-school. Since that period she had occasionally visited her uncle (her mother's own brother), this M'Lean, who, being a married man and old enough to be her father, was deemed a proper person to confide her to. He would ask the vestry to picture to themselves the horror of a doting father, like Mr. Mayer had been, to find two months ago that his only child was dishonoured, and was enceinte by her unnatural uncle; that his wife, who was in the same con dition, contrary to all decency, had been sent into the country to be confined, whilst Mr. Mayer's daughter was being confined at his house in the Strand. After her accouchcment, the heart. broken father endeavoured to reclaim his daughter, and, for that purpose sent her to his house in the country, on her promise never to see her seducer again. Let tl.em judge of a father's feelings when, on Tuesday night last, he was infermed that his daughter had not only left her infant, but that her unnatural uncle had enticed her again to his house in the Strand, where she had spent the Monday night. The poor father, almost bereft of reason, on hearing this distressing news, went immediately to M'Lean's house, in order to see and reason with his wretched child. He carried, as usual, his stick with him. Ile knocked at WLean's door, and it was opened by hi mself. Upon the impulse of the moment, Mr. Mayer, not being able to control him self, knocked down the seducer of his child. Mr. Mayer was the same night taken by the volice to the station-house, where tie was locked up all night, and taken before Mr. Twyford, Di‘i c ri o a. m y : fra i: t t eo e r d Nhea li wd i t g n taht t ae o i the magistrate at Bow-street, for the assault. Mr. 'Pwyford had refused to hear in defence the circumstances which caused the pro vocation, and also refused to accept bail, but Newgate. He had been informed by Sir Peter Laurie that Mr. Twyford haand actionac tedi e .n g u a l l d l y :s e committingagaiagainst him, morning been removed by a Judge's order from Newgate, and brought before Mr. Justice Coleridge, who at or ce admitted the unfortunate gentleman to bail, himself in 301., and a surety in 35/. Mr. Nicholay concluded by moving the appointmentre him. .f a iir . Potter committee tter bteof bring Mr. Twyford's conduct and the whole f ac t s of the case to wait upon Sir J. Graham, w i t h a view seconded the resolution. The committee was then appointed, the gentlemen being the R ev. D r. Spry, Sir Peter Laurie, Mr. G. Da. niell, Mr. Potter, an d M r. Nicholay, after which the vestry sepa rated. DEPARTURE OF THE BRITANNIA.—The royal mail steamship Britannia, Captain Hewitt, sailed from the Mersey on Saturday, for Halifax and Boston; with a large number of pas sengers and the usual semi-monthly mail. The new arrangement for zhe transmission of the Canadian mail from Boston to Montreal —instead of, as formerly, from Halifax—came into operation on Thursday last. Saturday's mail will, therefore, be the first die. parched by the new route through the United States. Her Majesty and Prince Albert honoured the Colosseum, which has undergone extensive improvements, with a visit, on Saturday, before it is again thrown open to the TRU% IRELAND. REVEAL DEMONSTRATION IN DUNDALK. Dr atirl, MAY —Mr. O'Connell arrived in Drogheda rn - s. Wednesday evening, and stopped that night at Reappock's On Sunday the llon. and Learned Gentleman received deputations from the CorporAion of Drogheda, and from the trades of fl - ,c ancient municipality. About half-past ten o'clock, Mr. O'Connell, together with Mr. Smith O'Brien, M.P., who had arrived by the mail train front Dublin, entered his carriage. The other gentle. men inside were Mr. .ohn O'Connell, M.P., and Mr. T. M. Ray. Secretary to the National Repeal Association. A procession of the trades with banners, and many hundreds of the towns-people, all preceded by the temperance band of Drogheda, playing favourite national airs, proceeded through the town in front of Mr. O'Con. netl's carriage, the whole presenting an appearance of much spice. dour. Along the line of route there was scarcely a single house that was not decorated with evergreens, and several with garlands. From Dunleer crowds of foot pas s en g ers and horsemen and vehi . eles, in great numbers, joined the procession. On entering Dun dalk the scene was such as the imagination alone can realise. The doors were decorated with evergreens, the house.toi's with streamers; the windows were filled with ladies fashionably de e"ed• Mr. O'CONNEL L a dd resse d t h e peop ' e a t th e mar ket-square, .and said—My object in coming forward at once is to return yob: thanks in my own name, and in the names of those who were persecuted along with me, for the glorious manifestation of your sentiments and gratitude that I witnessed to.day.—(Cheers.; It was a magnificent demonstration of your love of peace, of order, of liberty, of scbriety....aye, and for the freedom of your native land. — (Cheers.) I doubt not you will finish the day as you began it , and that you will return to your hom e s with the same order ,and tranquillity that you came to m eet us t o -d ay, an d t o d o us honour:' And now, my friends, i s it no t l eg iti mate to i nqu i re what the common object is that we a ll have hail in meeting here this day', —(1 - fear, hoar.) Exclusively of the manifestation of your kind ness, chat is the great link that binds us together? what it eve ultimate object that we seek ?—(Cries of " Repeal nothing elta rein satisfy as.") We could not require more, and somebody tells, me that we will net take less.—(Cheers ) You who interrupted me awhile ago said well that we should have no compromise. No ; we will not take any instalment as a satisfaction for the debt. I will take ali I can get for the Irish people, and I will ask for the rest the moment afterwards.—(Cheers.) Give me, I will say, six oence. in the pound of my debt, I will look out afterwards for the other nineteen and sixi'ence._(Laughter.) After some further remarks in a similar strain he thus concluded. Why should not your bosoms beat high with hope? Are you aware that Peel his acknowledged we cannot be put down by force ? (Hear, hear.) Yes, he has distinctly admitted that repeat agitation cannot be put down by force, and he is right. We will bide our time in tranquillity of soul,:and take our opportunity when it comes. Things can't remain as they are. Before three months elapse, England may be in a war. Good luck to her in that war if she does justice to Ireland first. I will not pray at all on the other side of the question—(Laughter)—for it s past praying for. There is no knowing how soon sonic vicissitudes in the fortunes of Eng land may achieve everything for us, and take my word for it, that it there be a war within the next three months or so you will be walking up to Dublin before Christmas next, with small sticks in your hands, just for the purpose of seeing what an Irish Parliament looks like.—(Cheers and laughter.) Ttte 13Axecur-Roost.— Along the walls were shields, each inscribed with appropriate mottoes referring to ancient and modern events in our history, of which Ireland may be well proud. On an entablure over the chair was the motto, " Men of Lowth, re. member 1826." UnderMeath was hung a shield bearing this in scription : " If again the sword we draw, True men that none may sever, I'or Ireland's right and Ireland's law We'll cross the Boyne together— Each for the altar of his love, But all for Ireland's glory." To the right and left of the chair were shields bearing respec tively the mottoes :—" I said concession had reached its limits ; I retract the expression."—Sir James Graham. And—" You cannot put Repeal down by force."—Sir Robert Peel. Other inscriptions commemorated the imprisonment of " the Repeal Martyrs," on the ~ O tti of May, 1844 ; the Declaration ci Irish Legislative Independence, the 16th of April, 1782 ; the battles of Clontarf, Dungannon, Benburb, and Beal-a-nath-buidhe. On other shields were inscribed Tara, Clontibret, Mullaghmast, and Mallow ; and the names of Grattan, Flood, Charlemont, and other Irish patriots. In other places were seen the names of O'Neill and Sarsfield, and " Grey Porter and the Irish Militia," were not forgotten. About seven o'clock, Mr. O'Connell and the other guests having arrived, the chair was taken by Capt. Seaver, Heath hall. The usual loyal toasts having been drunk, The CnAIRM•N, after a suitable eulogium, gave—" Daniel O'Connell, the Liberator of Ireland, and the Repeal of the Union." —(Drunk with the utmost enthusiasm.) Air, "See the Conquering Hero comes." Mr. O'CONNI.LL said—Overwhelmed, as I naturally ought to be by the excess of the praise, almost beyond belief, and certainly, in finitely beyond any merits of mine, which you bestow on me, it is fortunate for me, under those circumstances, that 1 have soy speech before me. Repeal—no compromise —repeal— Loud cheers.: do ask the British Minister if he understands the situation of Ire land—l ask every nation in Europe if they comprehend the po sition Ireland has taken. 1 look back to the struggle that we have already made with pride and pleasure—with pride that is en. lanced—with pleasure that is augmenfed—for the materials of our past history so abundantly crowd upon us now, that the future story of Ireland is easily told if we have but the virtue to per severe, and the manliness to avoid being cheated into cessation, combined with the determination that nothing shall bribe us, as nothing shall intimidate us.—(Cheers.) We were a province—a pitiful, petty province—the union having struck us down. I will nut delay you to state how that union was achieved; it would take a volume to recite one half of the crimes that were perpe trated to accomplish it. That union struck us down into provin cial pettiness and lowness ; but is not Ireland rising again to Ova dignity of a nation ?—(Cheers.) Is not the assembly I address here to-night listened to by kings, and emperors, and republics? —(Cheers.) Is not what falls from us here to-night to be con. sidered as a portion of the wisdom of cabinets, and of the determination of statesmen ?—(Hear, hear.) Is it not influencing the decisions for peace or war of mighty nations ?—(Cheers)— and civilization is at a paese to see what step the people of Ire land will next take.— (Renewed cheers.) We have become a ratios in operation before we are one in point of law.—(Cheers.) We have the power of a nation before we have the army or the navy of a nation—(Cheers)—and the humble in. dlvidual who addresses you, representing the wants, the wishes, the peaceable qualities of the Irish people, becomes dis engaged from his own nothingiu ss, and expands into the rowers of one of the monarchies of Europe by this magic.—(Hear, and cheers.) The conduct of the Ministry ; to be sure, is most conso. latory ; but, at the same time, there is something in it like incon aisle, cy. The Secretary of State for the Home Department de clared that concession to Ireland had reached its limits, but the waves from Conciliation_hall have blotted out this declaration, and, like the inscription of the schoolboy, every vestige of it is obliterated.— (Cheers.) I ant exceedingly thankful for what we have got, but we have not asked for it. I have not heard of any Irish petitions in favour of it, with the exception of a few, for which I ant thorougly grateful, and one of which was from Bel. fast. But the Catholic people are looking on with the dignity of men who had been foully robbed and ought to be conciliated. They are calmly looking en, allowing those who robbed them to make them reetitution.—(Cheers.) There is no exaggeration in stating it, that the opinions of the British Ministry--of the British Government—must abide the messages of peace they send to Ireland.—(Cheers.) If they conciliate Ireland, they can bully the rest of the world ; but they cannot bully Ireland.—(Cheers.) They tried in vain before; they sent me to gaol for one hundred days, and I rejoice to say that we are a hundred times stronger now than when we went into gaol.—(Cheers.) We have only one course to adopt, and that is perseverance, keeping at the same time within the bounds of the law.—(Hear, hear). We have much to do, and if we do not do it in the same way that we have hitherto acted—if the same steps are taken—it we act with the same determination, and will not put it with an if—we will certainly not be deluded by any scheme of Ministerial bribe.—(Cheers.) They have not money enough to buy us, or measures enough to take us away from the pursuit of repeal.—(Loud cheers ) Let Irishmen but combine as brothers, and Peel may rant as he pleases, and Graham may rare with mock solemnity till he imagines himself the most magnificent of mortals. They are, both one and the other of them, only tracing characters on the sand, which to morrow's tide will wash away— the voice of congregated millions will become resistless as the force of the multitudinous waters, and Ireland will be a nation once again and for ever.—(Loud cheers.) After several other toasts, including Mr. O'Connell's fellow. martyrs, shortly before twelve o'clock the large assembly separated —Freeman's Journal. SOUTHAMPTON, Mir 3 —The Pen;i.sular ar:d Oriental Company's steam-ship, the Duke of Cornwall, Captain Higginson, left the docks this day at three r.st., for Constantinople, calling at Malta, there to tranship the India and China mails and passengers to the Iberia steam-packet for Alexandria. The Duke of Cornwall takes out to the Levant a large cargo of bale goods. The Royal West India mail packet, the Severn, Captain Vincent, with :21 passengers, 280 bottles of quicksilver, 12 boxes of specie. and other cargo, left the river yesterday, taking out the West In dia and South American mails. The Oriental Company's steam. ship Paella, Captain Burney, arrived in the docks early this morn. ing, and lauded the Peninsular and other mails, which were for. warded to London by the nine a.m. train. She left Gibraltar April 0 5, Cadiz, 26, Lisbon 28, Oporto and Vigo 29, and Corunna 30th. The Pacha has 44 passengers, chiefly from Maderia ; also a full cargo of fruit and hides. Princess Donna Anna Dejus, aunt to Dom Pedro, came passenger in the Pacha; her arrival was tele graphed to the Portuguese embassy in London previous to her pro ceeding to London by the eleven o'clock train. A new steamship, the Wonder, has lately been put upon this station, running be. t seen here and Havre. Her average trips have been from seven to nine hours. HOUSES OF PARLIAMENT.—From the estimates of the amounts to be proposed for miscellaneous services for the year 1845-6 (which were on Saturday issued by order of the House of Commons) it appears that 8,395/. is the sum that will probably be required to defray the expense of providing temporary accommo. dation for the Houses of Parliament committee-rooms, offices, &c., for the year ending March 31, 1846. The amount required last year was 5,420/. ; and in 1843, 9,590/. For the new Houses of Parliament, a further sum of 85,0001. will be required for the ex pense of the works for the year ending 31st March next, beyond what has already been provided for by Acts of Parliament. This amount is described as being "on further account of the cost of the superstructure of the Houses of Lords arid Commons, the tral hall and connecting corridors ; the Victoria gallery, the Vic. louse amount of toria tower, the central towe r, and the clock tower ; a p ortion o the north and south fron ts ; the front towards New Pal ace - yard f St. Stephen's hall and po rch ; the restoration of St. Stephen's crypt; Peers, anci o the f th e and internal rooms,nn ed h fittings, c particularly oec t te rv,i t those . the i h The gr anted for the same works in 1844, was 60,000/., and in 1943, 140,0001. SHIPWRECK OF TIIE DUKE OF SUSSEX STEAMER. —On Friday morning, about 9 P. M., this vessel was wrecked about 150 yards from the port of Boulogne. It appears that, when about 14 miles from her destination, she became leaky. On nearing the harbour, her engine -room was full of water, and her fires extinguished ; she thus remained at the mercy of a strong south-west wind and rolling sea, which soon drove her on shore. There were 17 passengers on board, who were only saved from a watery grave by the pi ompt assistance of the pilots. TIII: WRECK Of 11. M. BRIG SKYLARK.—The officers and crew were conveyed to Portsmouth yesterday, arid have been transferred to the flag-ship to await the event of the Court of Inquiry which must be instituted into the cause of her loss. The greatest praise is due to Lieutenant Smith for his intrepid and praiseworthy assistance, by which the lives of many were saved. iOn the wreck bei n g l e ft y es t er d a y, th e b r i g wa , l on her port side ! b.lged, and part of her upper deck gone ; the foremast, mainmast, saintopmast, and bowsprit, all standing—the rest of the spars having been got ashore by the crew and the coast.guard boats.— Hants Advertter of Saturday. _ JUVENILE ENJOYMENT AT N EwsTE AD ABBEY.- On the Ist inst. the inhabitants of 'Worksop and Mansfield turned out of their houses to witness a cavalcade of six coaches full of happy faces proceeding to and from the classic grounds of the far-famed Abbey of Newstead. They were the pupils of the Pestatozzian Academy at Worksop, and the occasion is annually celebrated as the birth-day of Dr. Heldenmaier's lady. Some of the parents of the pupils followed in their private carriages, among whom we observed Lady Carnegie, who had arrived from Scotland to attend this celebration. Many birth-day odes composed by the boys were delivered to their " mental mother," besides one of great merit from a former pupil now at the University of Cam bridge, and a magnificent piece of plate, subscribed for and de. signed by the present pupils, among whom are two near relations of the celebrated Miss Edgeworth, who by sending them to Worksop, has given the best practical proof of her opinion of the superiority of the Pcstalozzian over the ordinary system of educa; tiou. A large swarm of bees settled about to start, which was c onsidered a most happy omen, i upon the boys as of Plautus "Übi mei ibi apes." The day was most de. lightflal, and the picnic complete. th a e s y n w i e h r c language