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

IMPERIAL PARLIAMENT. HOUSE OF COMMONS, Juue 11. The SPEAKER took the Chair at Four o'clock. NEWCASTLE AND DARLINGTON RAILWAY. on the order of the day for the report on the Newcastle and Darlington (Brandling Branch) Railway being read, Mr. LIDDELL moved that the Bill be recommitted. Mr. H. HINDE opposed the motion, which was negatived without a division, and the report was agreed to. NEWCASTLE AND BERWICK RAILWAY. On the motion for the third reading of the Newcastle and Berwick Railway Bill, Mr. H. HINDE moved that the Directors appointed by the Duke of Northumberland shall be shareholders in the company ; and that the standing order requiring such amend ment to be referred to the Standing Order Committee, be sus pended. The amendment was agreed to, and the Bill was read a third time and passed. MANCHESTER AND BIRMINGHAM RAILWAY. The report on the Manchester and Birmingham Railway (Ashton Branch) was agreed to. ASHTON, LIVERPOOL, AND STALEYBRIDGE RAILWAY. The report on the Ashton, Staleybridge, and Liverpool Junetion Railway Bill was brought up. The Newcastle-upon-Tyne Coal Iron Bill was read a third time and passed. PONTYPOOL RAILWAY. Mr. BECKETT brought up the report on the Pontypool Railway Bill. MANCHESTER IMPROVEMENT BILL. The Manchester Improvement Bill, and the Manchester Courts Bill were respectively read a third time. GREAT WESTERN (IRELAND) RAILWAY. Sir W. SO3IERYILLE moved that certain reports on the subject of inland navigation (Ireland), should be referred to the Committee on the Great Western Railway (Ireland) Bill. Lord HARRY VANE, moved that certain persons should be summoned to give evidence before the Committee on the Nunea'on Railway Bill.—Agreed to. CHESTER AND BIRKENHEAD RAILWAY. The report on the Chester and Birkenhead Railway Bill was brought up. Mr. BRIGHT presented a petition from Durham in favour of the Hartlepool Railway Bill, and another from Heywood in favour of the Liverpool and Birmingham Railway Bill. ACCIDENT TO SIR B. HALL. Lord SANDON reported from the Committee of which he he was Chairman, that Sir Benjamin Hall had net at tended in consequence of an accident which had befallen the Honourable Baronet, by which be had sustained serious injury. He moved that Sir B. Hall be discharged from further at tendance on the Committee.—Agreed to. LYNN AND DEREHANI RAILWAY. The report on the Lynn and Dereham Railway Bill was brought up. WATERFORD AND KILKENNY RAILWAY BILL. The report on the Waterford and Kilkenny Railway Bill was brought up. POOR-LAWS (SCOTLAND). Mr. H. DRUMMOND presented a petition from Perth against the Scotch Poor-laws. DISTRESS. Sir H. HALFORD presented a petition from the operatives of Leicester, complaining of distress, praying for relief, and mere particularly for an alteration of the poor-laws. The Hon. .Member gave notice that he should to-morrow move that the petition be printed. Mr. M. PHILLIPS presented a petition from the beer sellers of Salford, praying to be placed on the same footing as the licensed victuallers. Mr. F. KELLY presented a petition from Cambridge against the Parochial Settlement Bill. Mr. COWPER presented two petitions from Yorkshire in favour of a Ten Hours' Bill for young persons and females. Mr. BRIGHT presented three petitions from Rochdale to the same effect. Mr. MACKINNON presented a petition in favour of the Smoke Prohibition Bill. ARRESTMENT OF WAGES (SCOTLAND) BILL. Mr. T. DUNCOMBE brought in this Bill, which was read a first time. RELIGIOUS INSTRUCTION (IRELAND). Mr. LAW gave notice that, on the motion for the third reading of the Irish Colleges Bill, he should move an amendment to the effect, that the inculcation of religion was an essential element in a system of national education, and that no measure brought in by her 'Majesty's Government on the subject of education ought to receive the sanction of the House unless it contained provisions for religious instruction. RAILWAY CONSOLIDATION CLAUSES (SCOT- LAND) BILL In answer to a question froni Mr. LABOUCHERE, The LORD ADVOCATE said he should bring on this Bill on Tuesday next. STATUTE LABOUR (SCOTLAND) BILL. The House then went into Committee upon this Bill. Clauses I to W inclusive were agreed to. The LORD ADVOCATE m0.e..1 the insertion, at the end of clause IQ, of the following words : —" Provided always that nnthing herein contained shall be held to preclude the imposing and levying of any assessment which by any local Act applicable to any county or district in which there are no tolls, is authorised to be imposed upon and levied from any person, by reason of his keeping a horse or horses, although such person may not be the proprietor or occupier of lands, buildings, or other heritable subjects as aforesaid." Mr. HUME thought the provisions of the measure required some amendment, though he agreed generally in its principle. Th,e amendment was then agreed to. The House then resumed. The CHAIRMAN reported progress, and obtained leave to sit again. DOG-STEALING BILL. Mr. LIDDF.LL proposed the second reading of the above named Bill, which would have the effect of imposing a punish ment of seven years' transportation for dog-ste a lin g , o n con- riction. Mr. HUME considered the Bill was very badly drawn up, for the effect of clause the third proposed, that if a dog followed a man he would be liable to be transported, and besides, the Bill would expose any person to much inconvenience in case a dog strayed by accident into his house, or was designedly left there. The Bill provided, that any person in whose house a strayed or stolen dog was supposed to be, would be liable to be served with a search-warrant, and to appear before a ma gistrate to account for the presence of the dog on his premises. Those who kept dogs ought to look after them, and no Act of Parliament, in his opinion, was needed. Supposing he had a good natured cook in his house, who was in the habit of giving a strange dog a bone now and then, which was very frequently the case, and as the dog would most likely be in the kitchen, a search-warrant might be issued, and he would be exposed to great inconvenience entirely through the good nature of his cook. There existed a system of smuggling on the bounda ries of France and Belgium, which was carried on entirely by means of dogs trained for the purpose. These dogs are kept and fed within the French territories, and whenever they are taken within the environs of Belgium they are flogged most un mercifully. At the sight of a douanier, or Custom-house officer, and having pa.reels of tobacco, silks, and other articles tied round their necks, they are immediately let loose, and off they scamper safe with their smuggled goods beyond the reach of the agents of the law. It was owing to the possessors of dogs letting them go astray from home, that they were lost.—(Laughter.) Every man should lock up his dog until he wanted him.—( Laughter. ) If this Bill be wanted, let the Government bring it in. He begged to move that it be read a second time that day six months. Captain BERKELEY said that dog-stealing had become an intolerable nuisance in London, and therefore he hoped the Hon. Member would persevere with his Bill. Major BERESFORD said that if the Hon. Member for Montrose had read the evidence, he would not have spoken upon this subject as he had. Doga were a valuable property, and had a right to be protected. Mr. WAINURTON conceived that the punishment con tained in the Bill was disproportioned to the offence, when he recollected the small offences for which people were punished with transportation. What would the Secretary of State for the Home Department say of transportation, which had been lately substituted for capital punishment, being made the punishment also for the second offence of dog-stealing ? Sir JAMES GRAHAM could not remain silent after the appeal made to him by the Honourable Member for Kendal, especially as such silence would probably be misinterpreted. As to the graduation .of punishment, a few years ago sheep stealing was punished by death, and he never could understand why the common law of this country should regard the posses sion of dogs as base property. He considered such a distinc tion insupportable and anomalous, and as the provisions of the present Bill did not contemplate the removal of such objections, and the recognising these domestic animals among the rights of property, he should give his support to„ the second reading, reserving for himself the right of examining more closely into its details, previous to the Bill going into Committee. Mr. WATSON said that the law had very wisely stated that dogs, being of wandering habits, could not be the subject of larceny. The words of the Act at present in force were, that if any person should be found in possession of a stolen dog, or the skin thereof, he should be liable to heavy penalties. Surely that was enough.—(Hear, hear.) Before the Committee of Inquiry up stairs several witnesses were brought forward who had lost dogs, and the most distressing case amongst them was that of a man who had lost a pug dog. —(A laugh.) Ha opposed the Bill. Mr. RICARDO also opposed the Bill. Mr. ESTGOURT said that the Bill was monstrous and un just, and he would oppose it to the utmost of his power. Sir G. STRICKLAND opposed the Bill. Was a poor man to be punished for being found in possession of a dog which he bad perhaps found starving in the streets, and which from motives of kindness he had taken to his home. liir - . — LID-DELL said the attacks were as foolish and igno rant as any provision in the Bill. A Commissioner of Police, who was examined before the Committee, said he thought the present law was in a most unsatisfactory condition. It was also proved before the Committee that 1,0001. had been levied on the London public in one year by these artful dog-stealers. Mr. FOSTER thought that it was a mere waste of the pub lic time to legislate on such a frivolous and absurd subject. and he begged the House to observe the gravity of the Right Hon. Baronet opposite (Sir J. Graham) as an evidence of the serious light in which that Gentleman treated the subject. (Laughter. ) Mr. BRIGH T sa id t h at dogs were runn i ng a b out t h e streets so nu merous l y , t h at i t was i mposs ibl e to k now w h ose dogs they were. He considered that there was at present a sufficient protection for that kind of property, and if this Bill passed th ere would be an undue and anunnecessary protection given, whi c h wou l d increase , rather than abate, the nuisance. He tho ug h t , t h at if they adopted the principle with respect to dogs, they should also i apply it to anoth er s p ec i es o f proper t y equally as valuable —he e meant the d omes ti c cat. —(L aug h ter.) He had n o doubt e— there were many ladi es w h o wou ld cor di a ll y sanction the introduction of such a m easure . H e o bj ected. however, to that House gislating o n suc h f r i vo l ous Bi lls, and would vote, with great against the cla use . After a few words f rL ea lV sl . 7 . e Liddell, Mr. Henley, and Mr. Darby, Mr. AGLIONBY said he could see no reason w h y dogs should not be prot ec t e d f rom the robber as well as any other property. The House then divided, when there appeared— For the second reading ........................... 67 Against it Majority for the second ....... .... . ...... 23 44 COUNTY RATES BILL. ..... Sir J. Y. BULLER moved the second reading of the County_ rates Bill, the principle of which was to en a bl e the Cou Magistrates to appoint a Committee, selected from th e i r own body, who in their turn should appoint a valuator and collector of rates; from these officers they could ascertain the several particulars which would enable them to determine and fix a rate. Such being the main feature of the Bill, he would not then enter into its details. Improvements or amendments could be made on it when in Committee, and he therefore trusted no opposition would be given to its second reading pro Mr. M. GIBSON thought the questiun of local taxation was in a most complicated and unintelligible state, and any measure which would place it upon a more satisfactory footing, would net only be satisfactory, but invaluable. But regarding as he did the present measure as one neither calculated to re move nor diminish the objections at present existing, he called upon Hon. Members to pause before they passed it into a law. It gave the adjudication of apportionment into the hands of in terested parties, and as to rating, it made the mode of assess- r ment, according to the annual, instead of the intrinsic, value of I the property, and thus house property would be rated at double the value of land, and according to the net annual value. But such was a most unfair criterion, and, like the Bill itself, un sound in principle and deficient in detail. He hoped the mea sure would be, therefore, taken out of the hands of amateurs and that the Government would ere long introduce another more comprehensive and satisfactery. Lord EBRINGTON conjured the House not to be led away by the arguments of the last speaker. No new principle was introduced by the Bill, which merely proposed a more efficient mode of levying rates at a similar proportion, let the nature of the property be what it might. Cottages were now almost wholly exempt from assessment, and the present system of levying county rates was objectionable and unfair, and the measure before the House was calculated to prove highly ad vantageous. Mi.' DARBY, while objecting to neither the second reading of the Bill pro forma, nor the system of valuation and rating adopted in it, disapproved of the mode of assessment, and the power given to magistrates of deciding the amount of valuation. Mr. BROTHERTON suggested that more mature con sideration should be given to the defects already pointed out in the measure, before a second reading should be given it. Mr. HENLEY regarded the principle of the Bill as sound, and its details efficient, and supported its second reading. Mr. HUME objected to the Bill, as he thought it would create a second mode of valuation, which would only entail confusion and increased expense in every department of its working. Strange to tell, there was no mode of auditing the county accounts but by the magistrates who assessed them, and he thought this fact alone sufficiently evinced the necessity of some change being introduced into the system. lie would suggest that auditors should be appointed to every county in the same way that auditors were appointed to joint-stock companies. Sir J. GRAHAM said the measure did not deal with the whole question of the county rate, but merely established'a more uniform and regular mode of valuing and rating property to the fund. With regard to the objections of the Honourable Member who had last addressed the House, that there were no auditors of the county accounts, he thought there was a sufficient check upon the accounts, in the circumstance of their being published every half year in the various newspapers of the country. He quite agreed with the Noble Lord, the Mem ber for Plymouth, that it was important that some steps should be taken for carrying into effect the suggestions of the Poor law Commissioners, and he could assure the Noble Lord that the report of that body was now under the consideration of Go vernment, and he looked forward to the early introduction of a more large and comprehensive measure, for placing the subject of county rates upon a more firm and settled footing. The Bill was then read a second time, and ordered to be committed on Friday. SMOKE PROHIBITION BILL. - - The blouse then went into Committee on the Smoke Prohi bition Bill. _ Mr. HAWES objected to the first clause, which related to the appointment of surveyors under the Bill, and urged the Committee either to postpone or expunge it. Mr. M'KINNON could not consent to allow the clause to be struck out or postponed, because it would destroy the Bill altogether. Lord LINCOLN objected to the clause, because his own Bill for improving the sanatory regulations of large towns would establish a body of inspectors, and in them ought to be vested the power of seeing the provisions of the present Bill properly and fairly carried out. Mr. AGLIONBY supported the clause, and urged the ne cessity for having a separate body of inspectors under this Bill. An HON. MEMBER here called the attention of the Chair man to the fact that there were not forty Members present. Strangers were therefore ordered to m ithdraw, and the Chairman, having ascertained that there were only twenty nine Members in attendance, the House resumed, when the Chairman reported accordingly. The House then, at a Quarter•past Seven, adjourned till to-morrow. THE GRAND CALEDONIAN BALL On Monday night the annual fancy dress ball, the fund arising from which are appropriated to the benefit of the Scottish Hospital and the Caledonian Asylum, took place at Willis's Rooms (Almack's), King-street, St. James's. It must have been gratifying to the parties engaged in promoting the objects of the entertainment to have wit nessed such a very crowded and brilliant reFecm'on, for although above 1,100 vouchers were exchanged, little short of 1,000 persons were present, including a large number of the mem bers of the aristocracy. At ten o'clock the company began to arrive in quick suc cession, and it was after one before the carriages discontinued to set down. The rooms were admirably decorated by a pro fusion of the choicest plants, and brilliantly illuminated. At the east end of the ball-room a number of raised benches were set apart for the ladies patronesses. The " card room " and principal refreshment room were both de votcd for the supply of the ordinary refreshments, and in the supper-room below tables were provided with the customary decription of delicacies. There were two quadrille bands in the ball-room, Jullien and his corps occupying the principal orchestra. At eleven o'clock precisely the Highland boys educated at the Caledonian Asylum were inspected by the Duke of Montrose, the Duke of Roxburglie, the Marquis of Huffily, the lion. Fox llaule, Messrs. H. Rose, G. Bain, and Con tain C. Forbes. Directors, after which the whole of the boys joined in single file, and headed by the pipers of the High land Society and the Marquis of Breadalbane, and the noble men and gentlemen above mentioned, passed up the stair case to the ball-room, and there paraded round the room It was remarked that all the boys were apparently in the best of health, and were particularly clean in their appear ance. Immediately after the boys had retired dancing com menced. The Highland reel was with the Strathspey danced several times in the course of the night, and we recognised as taking part in those national dances the Ladies Anne and Louisa Primrose, Ladies Lucy and Charlotte Herbert, the Ladies Charteris, Lady Elizabeth Duncan, Miss Duff, Miss Baillie, Lord Dupplin, Hon. Captain Murray, the Marquis of Douglas, Lord Glenlyon, Captain Cumming Gordon, Sir H. Dalrymple, Sir A. Macdonald, Mr. J. Dalrymple, Mr. J. Dud, Mr. Campbell (of Islay), &c. The ball commenced with the Highland quadrille. Their Royal Highnesses the Duke and Duchess of Cam -bridge were absent in consequence of the death of a near relative of the Royal Duchess, and her Royal Highness the Duchess of Gloucester sent an excuse. The Duchess of Norfolk, the Duchess of Montrose, the Duchess of Somerset, the Duchess of Roxburghe, the Duchess of Sutherland, the Countess of Pelvis, the Mar-. chioness of Breadalbane, Lady Emily Foley, the Countess of Haddington, the Countess of Kinnoul, the Countess of Rose bery, the Countess of Camperdown, Lady Willoughby D'Eresby, and Lady Augusta Gordon Hallyburton, were the ladies patronesses who kindly promoted the interests of the ball by their personal attendance. These distinguished ladies arrived with their respective parties early, and were shown to the" tea-room." . _ _ The Duchess of Bucclench was alone prevented by her Majesty's command to join the royal circle at Windsor Castle from being present. The Noble Duke, however, came as soon as the House of Lords adjourned. his Grace appeared in the full uniform of the Royal Archers, the Queen's body guard for Scotland, of which ancient corps the Noble Duke is Captain General. The ball costumes were in general very superb, but o course we cannot be expected to particularise the whole. We may safely include those of the Duchess of Sutherland, the Duchess of Norfolk - , the Duchess of Somerset, the Duchess of Montrose, the Duchess of Roxburghe, Lady Willoughby D'Eresby, the Countess of Rosebery, Mrs. W. H. Russell, the Marchioness of Breadalbane, the Countess of Kinnoul, Lady Emily Foley, the Duchess de Coigny, &c., as among the most recherche as regards the taste displayed, as well as from the value of the rich jewels they wore on the occasion. Mrs. Russell appeared in the beautiful dress she wore at the royal bal costume, and the Countess of Kinnoul and Lady Willoughby wore tartan dresses. A majority of the female portion of the company had scarfs of different tartans. Lord Alfred Paget, Mr. Russell, Captain G. Cumming, and indeed above fifty gentlemen, wore the same dresses and uni forms in which they appeared at Buckingham Palace on Friday last, but there were not above twenty ladies who availed themselves of that precise costume, as it seems in. dispensable either to adopt powder or a wig, both of which auxiliaries are now banished from society as a general part of dress. The fancy dresses were, on the whole, extremely successful, especially that of Lieut. Malcolm, Mr. Hoskins, and several other eastern dresses. The Highland garb was more gene rally worn by gentlemen, and, as is always noticed at this ball, every care seemed to be exercised to render the costume correct. Among the numerous congregation we observed—Prince Lieven, Prince Galatzin, Prince Troubetskoi, his Excellency Count Kielmansegge, Baron de Lagos, Mohun Lal, the Duke of Buccleuch, the Duke and Duchess of Montrose, the Duchess of Somerset, the Duchess of Norfolk and Lady Mary Howard, the Duke and Duchess of Roxburghe, the Duchess of Sutherland and Lady Caroline Leveson Gower, the Duchess de Coigny and Mdlle. de Coigny, the Marquis of Douglas, the Marchioness of Breadalbane, the Marquis of Handy, the Marchioness of Conyngham, the Countess of Powis and Ladies Lucy and Charlotte Herbert, the Countess of Rosebery and Ladies Louisa and Anne Primrose, the Countess of Haddington, the Countess of Kinnoul, the Countess of Morton and Lady Ellen Douglas, the Countess of Camperdown and Lady Elizabeth Duncan, Viscount and Viscountess Torrington, Viscount Dupplin, Lord Henry Lennox and Lady Caroline Lennox, Lord Cranstoun, Lord Francis and Lady Augusta Gordon Hallyburton, Viscount Bury, Lord and Lady Glenlyon, Lord William Graham, Lord and Lady Carew, Honourable Misses Carew, Lady Lurgan and Honourable Miss Bro. - inlow, Lord Alfred Paget, Lady William Paget, Lord Dudley Stuart, Lord and Lady Napier and Hon. Miss Napier, Dowager Lady Rendlesham and Hon. Misses Thel lusson, Lord Henry Loftus, Lady Emily Foley, Mr. A. and Lady Elizabeth Drummond and Miss Drummond, Lady Augusta Onslow, Lady Stopford and Misses Stopford, Sir H. and Lady Hume Campbell, Sir Alexander Woodford and Miss Woodford, Lady Montford, Lady Elizabeth Elliott, Ladies Jane and Caroline Charteris, Dowager Lady Abinger, Baroness Dimsdale and Miss Dimsdale, Honourable Captain W. Gore, Sir Dugald Gilmour, Sir Archibald Macdonald, Lady Massey, Lady Elizabeth Revnell and Miss Pache, Honourable Mrs. 11. Howard, Honourable Mr. and Mrs. Carnegie, Sir John and Lady Rose, Lady Anne Baird and Miss Baird, Lady Willoughby D'Eresbv, Honourable D. Astlev, Sir James and Lady M‘Gregor, Lady Bowyer Smith and Misses Smith, Sir Richard and Lady Jodrell and Miss Jodrell, Lady Douglas, Lady Abercrombie, Lady Stammers, Lord Reidhaven, Jas. Matheson, Esq., M.P., Mrs. Matheson and Miss Percival], Lady ;Knox, Sir Duncan and Lady M'Dougal, Sir Charles Dalbiac, Hon. Fox Blank, M.P., Miss Baillie,Hon. Mrs. Hope Johnstone, Hon. Mrs. Wyndham, Rear-Admiral and Miss Sykes, Sir Peter and Lady Laurie, Sir John Campbell, Sir De Lacy and Lady Evans, Lady Murray, Lady Maria West and Miss West, Sir Claude Wade, Lady Mackenzie, Sir John and Lady Hansler, Hon. S. Pierre pont, Hon. Captain James Murray, Hon. Mr. Browne, Hon. A. and Hon. F. Chichester, Hon. George Stuart, Hon. C. Butler, Sir John Brackenburv, Sir H. Dalrymple, General Napier, Colonel Everest, 'Lieutenant-Colonel Malcolm, Captain Gordon Cumming, Sir Edward Poore, Sir James Ramsey, Sir R. Murray, Misses Abercrombie (2), Mrs. F. Kelly, Mrs. Milner Gibson, Captain Archdall, M.P., Mr. Lock hart, M.P., and Miss Lockhart, Mr. Campbell, of Islay; Mr. S. Lane Fox, M.P., Mr. and Mrs. W. H. Russell, Mr. Leslie, Mr. Angus Mackenzie, Mr. A. D. Maclean, Mr. R. Cameron, Mr. G. and Mrs. Forbes, General and Mrs. Kemp, Mr. and Mrs. Auldjo and Miss Auldjo, Colonel Wood, M.P., Major M. Sterling, Major-General Morison, Major-General Gallo way,GrGrant t Mr. an a G ic usßain,Miss G r Mr. t 31 5 1 . 1. 8 o a y n d d , C. Fraser, Pole, and and 1 11 1 I rr. r s s . . Doyley and Misses D c i l lz e ; 1 11 . 1. and Mrs..M‘Leod, Captain Colonel Bloomfield:ae, Captain Home Purves, and Alrs. Western Lieutenant -Colonel Luard, General Evans, Lieutenant-Colonel Daly, Captain Forbes Matheson, Captain MatlieseaCpatpatinainHO.nlsvlowts,oen,apctaainptßaien3alcils,Captain Pren dergast,ple, Captain Glynne, Captain 11. B. Martin, Captain M r a Y ta in Kenyon, Captain Fraser, Captain De Bathe, Captain H. Edwards, R.N., Captain Lewis, Captain De 'Buatt,alkin Western, Major Wilkinson, Captain Paley, Captain Charles Forbes, &c. RAILWAY COMMITTEES. (YESTERDAY.) HOUSE OF COMMONS. GROUP A. SOUTH raLsTrraN LINE. (Continued from our Afternoon Edition of yesterday.) Mr. Chubb, accountant to the South-Eastern Railway Company, was then examined as to the affairs of the Company, and stated that the receipts of the Company during the half-year ending Ist January, 1845, were 139,0421. I ls. 2d.; the expenditure for the same half-year being 69,2811/. Os. 2d., leaving a net profit of 69,7541. 11 s. When cross-examined by Mr. Sergeant SHEA, witness stated that the debts of the Company amounted to 1,000,0001., of which 48,0001. was to be paid on the sth July next. The money was to be raised on a new issue of shares. Being re-examined by Mr. MenaEwETnEtt, he stated that these shares had been already issued at a nominal price of 501. each, but actually at 33/. 6s. Bd. The witness was also examined on other points connected with the affairs of the Company. Mr. Armstrong, accountant, was examined as to the charges on the present, and the intended charges of the proposed line. Mr. Bidders, engineer to the South-Eastern, and also to the Chatham and Milton line, was then called and examined—He stated that he had examined both the lines of railway, the South- Eastern and the North Kent, and he considered the former the preferable line. He then proceeded to describe the South-Eastern Hum, and to point out several points in which it was superior, in his opinion, to the North Kent line. The South-Eastern line would have a terminus at Blackheath, which could not be on the North Kent line, as the tunnel there would render it impracticable. The two lines entered 'Woolwich differently—the South-Eastern having a terminus within 200 yards of the gates of the Arsenal, and another near the Dock-yard. The line would interfere with some private pro perty at Woolwich, but the injury would not be equal to the advan tage to the trade of the town. It was contemplated to have a double:line between Woolwich and Gravesend, one branch of which, called the Stow branch, would diverge to the right, and the other to the left. The North Kent line gave better accommodation to the people of Erithlthan the South-Eastern, but superior accom modation was given by the . . South-Eastern to the people of the:more populous village of Welling. The Committee were occupied the whole of the latter part of the day with the evidence of this witness, but no further point of public interest was spoken to by him. On the announcement that the Speaker was at prayers, the Com mittee adjourned till Friday. GROUP FF. EDINEURGH AND NORTHERN LINE. (Continued from our Afternoon Edition of yesterday.) Mr. Sergeant Bellasts having concluded his address, the room was ordered to be cleared for the consideration of the preamble. After a deliberation of two hours and a half the parties were called in at a quarter to five o'clock, when The Noble CHAIRMAN said—The Committee have decided that the preamble of the Bill is proved. They have also arrived at a conclusion that the promoters must commence with a double line. They will not leave it at the discretion of the Board of Trade to order this, for they have come most strongly decided on that course. Mr. CRAWFORD—On behalf of the promoters, I beg to inform your Lordship that we are quite willing to make the double line ; indeed, we are glad of the decision on that point. The Committee then adjourned till twelve o'clock to morrow. GROUP GG. GLASGOW JUNCTION RAILWAY. (Continued from our Afternoon Edition of yesterday.) After some remarks from Mr. Sergeant A NDRIIWS, Mr. Miller, C.E., was called, and stated that the error, if sueh existed (he had not levelled the ground himself) was of avery trifling character, and it would be of great advantage to the proposed line, hecause it would enable him to improve the gradients in one case, or by another mode to shorten the points of junction, preserving the same rate of inclination. The Committee decided that the objection was not fatal to the progress of the Bill. Witnesses were then called to prove the injury which would be done to the harbour at the Broomielaw by:the obstruction of the ground required for the approaches to the intended bridge over the Clyde, and also from the inconvenience and danger which would arise from the laying of the rails upon the level of the Broomielaw. Messrs. Johnson and Russell, the harbour masters, spoke to these points, and the Committee then adjourned at four o'clock till Friday at eleven o'clock. IMPORTATIONS OP LEATHER.—The remission o f the duties on leather has induced importations of this commodity from the United States. The packet-ship Yorkshire, which or_ rived on Thursday last, brought 2,447 hides and 34 bundles of the article, with a variety of Yankee notions, and amongst them, as companions for the leather, we suppose, ten casks of shoe-pegs:-- Liverpool paper. THE SUN, LONDON, TffrltSDAl EVENING, JrNE in, imas.. that clergyman there (pointing to Mr. Williams.)—(Great laughter.) Mr. Williams—lt is part of the glebe. Sergeant ItitivoLaKc—They sell bad beer , there, I believe. Witness—No; I believe very good. Sergeant KINGLAKE—Then the passengers were not thirsty ? A MEmcmt of the COMMITTEE—Why, this will be as good as an advertisement for the house. Mr. J. Less, a merchant and manufacturer residing at South. port, gave evidence in favour of the projected line, as did Mr. William Hill, a merchant residing at Manchester, who frequently visited Southport. Mr. Lineger, a farmer residing near Southport, gave evidence as to the traffic which would be carried on the line. Other evidence was given in support of the project, and the Committee adjourned. GROUP L. POR.TSTVIOUTH ATMOSPHERIC LINE. The Committee resumed this morning at twelve o'clock, Mr, E. B. Denison in the chair, when The CHAIRMAN announced that the Committee had decided that counsel might cross-examine on any point involving expense. Mr. Samuda was then again called, and replied to Mr. COCK. BURN, that with reference to the error which had been assumed in his papers of yesterday, he had ascertained that he had omitted one-half of the haulage at the Epsoin station, and the consequence was, that 171. 6s. per mile must be added to the working expenses, making the working expenses 368/. 14s. Id., instead of 3511. Bs. Id. fur working per mile thirty trains a day, and for twenty-four trains 318/. With respect to the leakage per mile, the amount was 186 cubic feet per mile per minute, according to Mr. Stephenson on the separation of the longitudinal open main from the close main. But at Dorking there war a longitudi nal main nearly 500 feet long, that is in the working main, and the total there was 556 feet in the two while Mr. Ste phenson'e are 471 cubic feet in the two, but subsequent •bser. vation showed 360 cubic feet in the whole. The air which leaks into the tube leaks in an atmospheric density, but the air pumped out was at the density of the air in the main, so that for every cubic foot of air leaking into the tube, two feet had to be pumped out. But this introduction of atmospheric air into the tube would affect the speed during the 18. inch tube for one mile, assuming 28 inches barometer, from 186 feet per mile per minute, the average barometer for taking the train being nine inches. The line rose, during thirty miles from Epsom, ten feet per mile, and during the remainder of the line it fell fourteen feet in a mile. There was an average traction to exert, for an up and down train, of 101Ibs. per ton. Taking a train of 50 tons, and multiplying that by 10i, he had 525 tons to overcome, and taking the mercury at 9 inches, he would have 9601b5. to overcome, incl udi ng 3601b5. for atmospheric pressure in opposition, and 401bs. for contingencies, by an 18-inch tube, with 8 inches of mercury, the travelling speed being 45 miles an hour. With these premises the effect on the velocity would be to reduce it, at the end of three miles. to nearly nine miles per hour below the speed at which the engine was drawing the air from the tube, in consequence of leakage only. In the experi ment No. 6, in the report of the Select Committee on the atmospheric principle, it was stated at the 50th post, at the distance of % of an inch from the engine, there was a difference of one inch in the baro meter, the speed being forty miles an hour, and this would in- I crease theoretically, but it would be very little indeed, so small that he did not appreciate it, or take it into his calculation. He had followed out that experiment in two instances, and had found the difference very constant. Throughout this experiment there has been a difference of one_and-a-half, whether the train was mtving at thirty or forty miles an hour. Under all the circumstances, at the pump end of the tube the air would move out of the tube at the same velocity whether the piston were in motion or not. The assumption of the opponents of the atmospheric principle was founded on the experiment of driving a gas through a tube filled with air by the pressure of water from behind. In that case the gas had to contend with the air in the tube, which just as it forced its way through the centre of the column of air, encountered a resistance by the pressure of air upon the sides of the tubes, and they conceived that as the speed was increased, the resistance in the tube would oppose the progress of the piston, and thus to a great extent neutralise the power, and, of course, reduce the speed. Mr. Hawkesley, in his evidence before the Select Committee, had assumed that to overcome a resistance of 15Ibs. on the inch, with a speed of forty-seven miles an hour, it would be necessary to obtain a plenum, and then to form a per fect vacuum to allow this plenum to act. But in the atmospheric railway tube the air was to be exhausted, and though it was impossible to form a perfect vacuum, yet the air might be pumped out to such an extent as to take 9,999 feet out of 10,000, and all the opposition the piston would have to encounter would be one foot of air rarified to one ten.thousandth of its previous density, which was nearly equal to nothing, so that the fallacy lay in the supposition that nothing being in the tube the piston would be impeded and the power consequently neutralised by what was in the tube. To the inquiries of Mr. ALEXANDER, Mr. Samuda replied that all costs of leakage, depreciation, atmospheric resistance, and every other similar contingency had been included in his estimates of expenses. The cost of engines, at each station, lie assumed to amount to 1501. a year, and the depreciation of one pier cent. on the cost of the engines. As respects the cost of locomotive engines, it appeared from the evidence of Mr. Locke before the Select Committee of the House of Commons, that during the year 1844 the engineers on the the South-Western Railway had travelled a total mileage of 662,000 miles at a cost of 41,249/., the trains being on an average of 38i tons. On the proposed atmospheric line, with thirty trains a day, the mileage would be rather less, being 657,000 miles, and the expense would be about 22,000/., each train carrying 50 tons. The difference was aggravated by the circumstance that on the atmospheric there were gradients as much as 1 in 80, while on the South. Western line the gradients were remarkably easy. To the inquiry of Mr. M. Maras, Mr. Samuda replied that there w ould be no difficulty whatever in a locomotive line traversing an atm,aepheric line; and to Mr. OsWALD, that the additional cost for forming a double line, allowing for the ad vantagcs he possessed in the double engines, would be about I S' 4 4 DOW., and there would be about 18,0 00 /. to 20 , 000 /. for increa.'ing the engine power, making 420,000/. for a double line against `/ 70,000/. for the cost of a single tube line. The trains would l ose down the plane of 1 in 80 at a speed of 40 miles an hour, and at 33 osales an hour where the plane was lin 100. In addition to this there was the advantage of being able to stop the trains with much g 'venter facility than they could in a locomotive line, as at Dorking. were the line was on a slight incline they could bring a train progressing at a rate of 40 miles an hour to a state o. rest within 250 to 270 Wards. The expense of keeping an at mospheric line was eery mu.'' less than a locomotive line. There was a good instance of this in the Blackwail Railway, which re sembled an atmospheric line in engines passing over it, and thi. the circumstance of no locomotive laid down five years, were in as 've the rails which had been cood a state as when first laid, and the expense of repairs was C etfectly inappreciable. In the event of the atmospheric principle pr. lcin g inefficient, the line could easily be made a locomotive line. TiIVY had, however, ex. perienced no irregularity whatever during two' years in the appa ratus. There was no doubt whatever that the 'whole of the line could be executed within two years. Mr. Cubitt, the eminent engineer, had surveyed the country last year for the proposed line. He had recom mended several branches, and among others one t'g Chi chester, and a trench to Guilford had been looked at, but not surveyed. Other branches had also been surveyed, and amOrig them one to Reigate. That and the Chichester branch had been' included in the deposited plans. The line had been assimilated to the old line of road. It ran through an undulating country, and was well adapted for the atmospheric system. The engines were not included in the estimates, but might be obtained from the best makers for 5,009/., and the engine -houses would cost 1,0001. to 2,000/. each. He had calculated the line as a single line, which was quite sufficient for the purpose; and if they had as much business as they could do, the country would be very well served, and the Company very well paid ; but the perfection of atmospheric travelling, in his opinion, would be to have a double line all the way, and start a train every five minutes from each end. He fully confirmed the evidence of Mr. Joseph Cubitt respecting the gradients, speed, and tonnage; and also that of Mr. Samuda, on the working expenses. The line might be worked by loco motive engines, but more expensively, as there were many railways now in work with much more severe gradients. One on the Bir mingham and Gloucester line was 1 in 37, which was in actual work; and there would be no difficulty whatever in detaching carriages from an atmospheric train, and attaching them to a locomotive train. It had been originally intended that the pro posed line should form a connexion between Portsmouth and Chatham, and that was one of its principal objects. There would be no difficulty whatever in turning the single atmospheric line into a double one without interrupting the traffic. Low fares would also largely increase the traffic as was evident in the case of the Croydon line, where the receipts, with the low fares, were 8,000/ against 14,0001. for the high,fares. The Croydon Company were now laying down a third line of rails on the atmospheric prin ciple, there being about five miles completed at present. He had had a negotiation with the Greenwich Railway Company respecting the bringing the atmospheric principle to London.bridge, which came to a successful termination, in consequence of their greater advan tage from the low fares, they getting more from a toll of a halfpenny than the others did from one of fourpence. The Croydon and Epsom line had also been purchased for the purpoae of laying down the line on the atmospheric principle. The line had been urged on with as much expedition as they possibly could, but circum stances—the novelty of the thing, and the number and variety of his own engagements—had prevented it being formed so soon as he had expected, but two.thirds of the capital had been paid up, and the engines had been contracted for with Messrs. Mandalay, and the rails and tube with the Colebrooke Dale Company. The latter party had, however, been unable to complete their engagements, and the winter had been very bad. No time, however, had been lost that could possibly be avoided, and the land contracts for the Epsom line were all in progress, and a great part of the land was already purchased. They were about to construct the works on the Croydon Railway double, and the tube on that line would be 15-inch, their gradients being better, the gradient of 1 in 100 bearing the same relative proportion to I in 8 in the power necessary to work it as a 15-inch pipe does to an 18-inch pipe. He was aware that Mr, Brunel had proposed to send the mail train sixty miles an hour by a 15-inch pipe, and he believed that he would do it, if the gradients were not severe. The power of a 15. inch pipe to an 18 inch was as 225 to 324, beingithe square of the diameter. Mr. Cubitt exhibited a diagram of a crossing-place with two station. platforms, to show how the trains were to cross each other. It showed two parallel lines of railway with two diagonal communi cations, one at one end from the tipper to the lower rail, and an other at the other end from the lower to the upper rail. Before the rail reached the diagonal crossing at either end, there was a mark to show that the tube stopped there, as it was intended for the im pelling power to cease at that point, and for the trains to pass up to the station levels by the momentum, and then to be carried for ward to the other tube, by a series of eccentric wheels. There was a particular means of directing the trains precisely to the other tube which they had to use. The crossings were to be effected by moveable rails of about seventy tons at once. The stations were placed on different sides of the railway, and were so placed that the beginning of one level should be just opposite the termination of the other. The whole apparatus and moving power would cost about 3,0001., and the trains were to be so timed as to arrive at periods when they would not interfere with each other. To the cross.examination of Mr. Selleeeant GUNNING (by whom most of the inquiries which elicited the evidence just given had been put), Mr. Cubitt replied that he founded his calculations of the re_ sistance to a carriage moving at a velocity of 40 miles an hour up a plane of 1 in 80, on the data of allowing 71bs. a ton for friction, the gravity for what was worth, the rule being a relation between the weight of the train and the steepness of the ascent. The resistance of the atmosphere he calculated at half a pound per square foot for every twelve miles an hour,and then multiplying the area of the train by the squares of the velocity. He allowed nothing for the friction of the air within the tube, but, of course, the friction would be ac cording to the tenuity of the air. A greater power would, in his opinion, be required to move a locomotive train over a summit than to move an atmospheric train, because the former had the engine and its attendants, In addition to this, there was a principle deve loped in the atmospheric plan which occasioned the pumps to work with greater force as the train rose on the plane, so as to carry a train over a summit which a locomotive engine could not surmount even without a train at all. A plane of 1 in 3 woula stop a locomotive. An 18-inch tube, with a 10-inch vacuum, would carry a piston-car riage weighing about six tons over such a plane, and the force to be .41i , icrted would be about one.third more than the weight. of a proposal by the Atmospheric Company t o the South-Wester n To the inquiry of Mr. M. Maras, as to whethe r he had ever h eard Company to delay their project until they were in a position to show some experiments. The Committee then adjourned. Mr. Locke, the engineer of the line, was examined in favour of the projxt. His evidence tended to show that there were no en. gineering difficulties to be encountered in the construction of this line of railway. It was intended that this branch should run into the South-Western line. The entire expense of it would amount to 200,000/. _ _ _ Mr. Chapman was examined as to the traffic. It appeared from his evidence that it would he doubled in consequence of the forma tion of the railway. The amount of the total present traffic was 37,3721. 12s. ; when doubled by the railway it would amount to 74,7451. 4s. Mr. Darnell, a bookseller at Richmond for the last fifty years, was examined as to the insufficiency of the present means of con veyance. Mr. Hudson, who stated that he was a Richmond omnibus driver, was examined to show that the inhabitants of Richmond were favourable to the intended line, and that the number of pas. sengers every day from Richmond to London was such as to en title them to it. After hearing further evidence to the same effect the Committee adjourned at four o'clock. GROUP MM. WEST LONDON IZAILWAY. Mr. M. CAIMBERS then opened his case by stating that the injury that would be dune by the proposed line to the property of his noble client would be great. It would destroy the plans for build ing, independent of which the Kensington Canal was quite sutli. cient for all the purposes of traffic which were contemplated by the proposed railway, and the interests of those who resided on the banks of the canal would be greatly injured. The Learned Counsel then called the fallowing witnesses in support of the petition : Mr. Martin Joseph Studley, surveyor, produced a plan of the estate, and stated that the proposed line would greatly injure the estate. It would pull down eighteen' thousand buildings, independent of which it would destroy the plans for the erec tion of contemplated buildings, and which were let on lease to be built upon. The depreciaticn of Lord Kensington's property would be great. There are five wharfs on the banks of the basin which would be injured. Witness could not say what money would compensate his Lordship for the injury done to his property. . . . . . Cross-examined—The property which would be injured was now in cabbage gardens—(Laughter)—and all the injury which wit ness described was the invention of his own conception.— (Laughter.) The houses which would be pulled down were chiefly occupied by working people. There were some first class houses. He was of opinion that the construction of the proposed railway would prevent building. One thousand yards of Lord Kensington's property would he cut up. The CHAIRMAN observed that the question of value would be decided by a jury, and it was not for the Committee to decide that point. Mr. Thompson, Secretary to the West London Railway in 1 836, stated that a clause was then introduced for the purchase of the Kensington Canal, which at high water was navigable ; at low water it was not so. The traffic on the canal was considerably increased. This witness was cross-examined at considerable length, but nothing particular was elicited, except that the sum claimed by Lord Kensington was upwards of 15,0001. Mr. Samuel Beasley confirmed the statement of the previous witnesses as to the injury done to the property of Lord Kensington. Mr. William Collins gave a further confirmation of the injury done to Lord Kensington's property. Mr. Richard Stawhaim stated the quantum of traffic on the canal. Mr. CHAMBERS here closed his case on the part of Lord Ken sington. Mr. B. ANDRIZWEI then opened the case on the part of Mr. Prosser, the inventor of the atmospheric railway, and his Company. There was a strong animus exhibited in the Learned Counsel's statement ; until the law of libel is more perfectly defined we ab stain from giving his strong expressions in the zeal of his advocacy. The Learned Counsel had not concluded his statement when the Speaker was announced to be at prayers, GROUP LL. THE LONDON AND SOUTH-WESTERN RAILWAY EXTENSION• GROUP P. THE SOUTH WALES RAILWAY. On the re-assembling of the Committee this morning the exami nation of l►fr. Fisher was about to be resumed, when The Cultflours observed that the Committee had been engaged in considering the letter from the Admiralty respecting the manner in which it was proposed to carry the railway over the Severn, and they wished to know when it would he convenient for the matter to be discussed. Sir I'. PHILLIPS replied that the subject which had been alluded to by the Committee could be most legitimately discussed when the engineering evidence should be gone into. He would take an opportunity of consulting with his Learned Friend Mr. Aus tin in the course of the day, if the Committee should approve of the passing of the preamble. The whole of the evidence that would be adduced on the matter would be printed, and if the Admiralty should still remain unsatis fied as to the practicability of crossing the Severn in the proposed manner, the promoters of the Bill were prepared to insert a dame forbidding them from constructing the bridge until the full acquiescence of the Admiralty should be obtained. The examination of Mr. Fisher was then continued. He was examined in detail as to the amount of traffic to be expected on the proposed line. It appeared that the number of miles that would be travelled by the passengers in the aggregate would amount to 25,900,697 miles. He had divided the passengers into three classes consisting of the first class, who would travel 6,147,037 miles at 3d. ; second class, 14,222,149 miles at 2d.; and third class, 5,531,511 miles at Id., making a total of 25,900,697 miles travelled by passengers. The revenue that would be derived from this source would amount—for first-class passengers, to 76,8371. 19s. 3d. ; second-class passengers, to 118,5171 1 Ss. 2d. ; third. class passengers, to 23,0471. 19s. 3d., making a total of 218,403/. 16s. Sd. as the annual revenue. He had prepared a state ment of the goods, merchandise, and minerals that were likely to be transmitted by the railway, which he had classified in the following manner :-183,000 tons, conveyed for any distance not exceeding six miles, at Is. per ton for the whole distance; 166,568 tons, from six to ten miles, at Is. 4d. per ton ; 216,481 tons, from ten to twenty miles, at 3s. per ton ; 363,011 tons, from twenty to thirty miles, at 4s. 6d. per ton ; 89,645 tons, from thirty to forty miles, at ss. 6d. per ton ; 150,912 tons, from forty to fifty miles, at Gs. per ton; and 93,952 tons, travelling various dis tances exceeding sixty miles, had been estimated at I 4d. per ton per mile. The entire revenue to be derived from the sources of goods, merchandise, andminerals, would amount to £184,159 0 0 From carriages, horses, and dogs, estimated at 5 per cent. on the passengers' traffic 10,920 3 4 From the carriage of the mails 15,000 0 0 From passengers... 218,403 16 8 Making a gross total revenue of £428,483 0 0 From which 40 per cent. being deducted for working expenses 171,393 0 0 A net revenue of '257,0901. per annum would result, being a dividend of about 9 per cent, on the gross capital of 2,800,0001. On cross-examination, Mr. Davis said he considered the bridge across the Severn would present an obstruction to the passage of masted vessels; but the difficulty would be removed if the arch were constructed of sufficient height. If the bridge were made to cross the Aust Ferry, it would be a great accommodation for the whole of the west of England, but not, in his opinion, for London. 4r, Taylor, of Newlands, was then called and examined by si r PHILLIPS as to the navigation of the river Severn. He deposea' that the Severn traders had agreed to accept compensation for any .injury that might result to their trade from the passage of the railway over the bridge that was proposed to Le erected over the Severn. Vessels have gone down as far as Bridgewater for a cargo of hay owing to the continued drot. , ght of summer. If any quantity of hay were now intended to be con•Veyed from Bridgewater to Gloucester, it would be most convenim dly transmitted by railway. The tide on the Seven, will sometime s rise as high as twenty-two or twenty. three feet above low wat.lr mark, when there was a spring tide. The trows that navigate the river wire masted vessels, and could only pass and repass along the Severn at certain states of the tide. Brimspill was S pace where ..here existed very good anchorage. On the Severn a very rapid tide ca. l e d the bore, occasioned at, times great danger to the shipping. The Berkeley canal ran into the Severn, and the principal part of the traffic . f " : " Gloucester was conveyed along it. Vessels were sometimes de. tained a week above Brimspill waiting for a sufficient tide to carry them up. Compeniation had been offered to the witness on account of the removal of his wharf. On cross-examination, the witness said, that if the projected railway were made, Nuneham would not be so convenient a port as at present. Mr. Twine, shipper at Bullopill, was next examined by Mr. TALBOT—He had a general acquaintance with all shipping going up and down the river. There were a few small sloops that found their way up the river. A great many troves and barges also went up, and they could lower their masts. The fruit vessels were unable to have their masts lowered. Vesssels were frequenty de tained below Bullopill for want of sufficient tide. He knew of no better part on the line than Brimspill, and its superiority was owing to the great depth of water at that place. On cross-examination, the witness stated that the bridge at Hoch. crib would be an impediment to ♦essels going up the Severn. Mr. Jaynes Carr, auctioneer, Nuneham, said there were some difficulties in the bend of the river at the Noose, and below the Ship Canal. He considered that the fixed bridge would be of very little inconvenience to the canal traffic. (Continued from our Afternoon Edition of yesterday.) After having heard the entire of the evidence against the Bill the Committee postponed the consultation of the clauses. RICHMOND RAILWAY. The consideration of this railway Bill was next entered into by the Committee. Mr. Plowden, a pilot of the river Severn, stated he was tho roughly acquainted with the river, and no large vessels went up be yond Hockcrib. The proposed canal of the railway company would be more convenient for the passage of vessels than the Hockley Canal, as time and tide would be saved by avoiding the necessity of passing the bend in the river. He considered it would be a very great convenience to the shipping in the river, if Brimspill were made a port instead of Bullopill. On cross.examination, he said he did not consider there would be a great accumulation of sand in the canal. Mr. Shaw, ship-builder at Aure, said the effect of the canal with respect to the navigation would be a great benefit. Vessels going up to Gloucester by the canal would invariably save a tide, and sometimes two or three days. It was objectionable that a vessel going round the Horse-shoe would have to encounter several winds, which sometimes forced the vessels on shore. Very few vessels with fixed masts went round the Horse.shoe. He thought Brims. pill would constitute a better port than Bullopill, as the Noose would be avoided. Mr. Margaret, pilot of the Severn, corroborated the evidence of the previous witnesses. Mr. Pool, merchant, of Bristol, said that he sent considerable quantities of stone from Bristol to Gloucester by the Berkeley Canal, and found it the cheapest mode of transmission. He gene rally confirmed the previous testimony. The Committee adjourned till twelve to-morrow. GROUP K. NORWICH AND BRANDON LINE.—MAST A.L.'D WYNDHAM nrtaNcH. The Committee on this line met this morning at the usual hour, the members present being Lord Sandon (Chairman), and Messrs. Martin, Cobden, and Ricardo. Sir Benjamin Hall, Bart., was pre vented from attending in consequence of a severe accident which he experienced last evening by a Gill from his horse. Previous to the resumption of evidence upon the lines, Mr. CALTERT raised a preliminary objection to the preamble of the East Dereham and Wyndham Bill. The 15th clause of the Railway Consolidation Act, 8 Victoria, cap. 20, enacted, " It shall be lawful for the company to deviate from the line delineated on the plans deposited, provided that no such deviation sh all extend to a greater distance than the limits of deviation, de. lineated upon the said plans, nor to a greater extent in passing through a town, village, or lands continuously built upon, than ten yards, or elsewhere to:a greater extent than one hundred yards upon the said line; and that the railway by means of such deviation be not made to extend into the lands of any person, whether owner, lessee, or occupier, whose name is not mentioned in the books of reference, without the previous consent in writing of such person, unless the name of such person shall have been omitted by mistake, and that the fact :such omission proceeded from mistake, shall have been certified in manner herein stated, or in the special Act provided for in cases of unintentional errors in the said books of reference." The Lands Clauses Consolidation Act, 8 Vie. c. 18, amplified and confirmed that provision. The second section of that latter Act directed that the expression "the works," or " the undertaking," should mean the works or undertaking of whatever nature which should by the special Act be authorised to be executed. The interpretation of the Act, and the particular clause in question, could not, therefore,be questioned ; it only remain ed to state what were the exact limits of deviation as allotted by the Legislature. The Iltli section of the Act of S Vic. c. 20, enacted that, " in snaking the railway it shall not be lawful for the Company to deviate from the rules of the railway, as referred to the common datum line described in the section approved of by Parliament, and as marked on the same to any extent, exceeding in any place five feet, or in passing through a town, village, street, or land, con tinuously built upon two feet, without the previons consent in writing of the owners and occupiers of the land in which such de viation is intended to be made." The limits of deviation being thus specifically defined, lie would show the Committee what had been the course pursued by the promoters of the East Dereham and Wyndham line. In the construction of railways the Legislature compelled the companies to be within the limits of deviation, and also in the schedule, when they would interfere with houses; but in the crossing, or obstruction, or encroachment, of roads it was necessary to be within the limits of devia. Lion, without the option of appearing in the schedule. The subject at issue resolved itself, therefore, into the simple question—Did the promoters of this Bill keep themselves within the limits of deviation P Mr. Bidder, when under examination had given a complete and satisfactory answer to that question, and, put at once the subject, and the existence of the Bill, beyond dispute. That witness, in reply to a Learned Counsel, had stated that the line on the road just outside Wyndham,:on the way to East Dere. ham, extended a little more than a chain beyond the limits of deviation Such evidence, if standing alone, would be conclusive; but the plans put in concurred in and confirmed the statement. He contended, therefore, that the requirements of the Act of Par liament being explicit and peremptory, and the deviation of the railway equally unquestionable, the error was fatal to the future progress of the Company, and that the preamble of their Bill must be rejected. Mr. GIRDEN, in reply, contended that the scheduling of property was not confined to houses but was allowable also to roads and lands. The promoters of the Bill had put the road now complained of in the schedule, and therefore if any injury were inflicted corn. pensation would be made, and thus the difficulty suggested by his Learned Friend was obviated and removed. Mr. Jsmes, in connexion with Mr. CALVERT, urged the deci sion of the Committee on the Cambridge! and Lincoln line yester day, when they declared the preamble of that Bill not proved, le consequence of a similar error in the plan : and contended that a strict compliance with the clauses of the Railway Con. solidation Act was absolutely indispensable, otherwise a land. owner on the line, having carefully inspected the plans and sections as deposited, might find that the line would not interfere with his property, and neglect to oppose its construction, when subsequently a change might be made in the plans which would materially in jure his property, while he would be precluded from opposing. The Committee, after a short consultation with the Speaker, de. tided that the objection was not tenable. The examination of witnnsses was then resumed, but the evi. dence was merely a formal proof of the population and distance tables, and wholly divested of interest. At four o'clock the Committee adjourned till Friday. GROUP KK LIVERPOOL AND BURY LINE. (Continued from our Afternoon Edition of yesterday.) There now remained but the two reserved points above.men tioned, and the objections to the Wapping station at Liverpool. Mr. HATIIERTONT opposed the Wapping station, on behalf of some landowners, and the trustees of a deceased gentleman, named Foster. Wapping was a great thoroughfare, and great public in convenience would occur by crossing it. Some evidence was then gone into, but it was finally left over for a private arrangement. SOUTHPORT AND EUXTON BRANCH. Mr. Sergeant KINGLAKE appeared in support of this branch. The object of the Bill, he said, was the formation of a line of rail way passing from the North Union Railway, at Euxton, along the Preston line to Southport, touching at Rufford. Southport was a great bathing place, and was greatly used as such by the inhabi tants of Manchester, besides the communication between South port and Rochdale, Preston, Burnley, Bradford, Leeds, and in short with all the first towns of Yorkshire and Lancashire. Southport was a town of modern growth, having grown up within forty years, and contained about 8,000 inhabitants. The Board of Trade had suggested the postponement of this Bill, but it had not then con templated the formation of the Liverpool and Bury line, which had been sanctioned by the Committee, and which entirely altered the case. The line was only fourteen miles long, and went from Euxton to Southport by the shortest possible route. Mr. James Lees, a merchant in Manchester, stated that the po. pulation of Southport had of late years rapidly increased. A great deal of money had been recently expended in making promenades, baths, building hotels, &c. The people of Manchester were in favour of the project, and the physicians recommended bathing as very salubrious. The people of Southport were about to apply for police and to have the town lighted by gas. The present dis tance from Southport to Euxton was twenty-two miles, and the journey from Manchester was very tedious and unsuited to invalids The line would accommodateßlackburn, Bolton, Rochdale, Burnley, Hayward, Leeds, Bury, and all that district on the east side of the North Union Railway. The present route from Manchester to Stockport occupied four hours—by the projected one people could travel in two. Saving of time was a great object to a mercantile community like that of Manchester. A double line of railway from Euxton to Southport would cost about 150,0001 , could be com. p:eted in twelve months, and was free from any engineering diffi. culties. Mr. CALvERT appeared on behalf of the Lee, Preston, and Orme. kirk Railway Company, and was about to cross-examine the wit. nesses, when Mr. Sergeant KINGLAKE objected to his appearance, as they were not competing lines. Mr. CkLVERT replied, and _ . The Commyrrce decided that Mr. Calvert had a right to be heard, and the Learned Counsel proceeded to cross.examine the witness. A person dressed in black came forward and said he was the Rev. John Williams; he had sent in a petition and wished to cross examine the witness as to one matter he had stated, viz., that about a month ago he had seen fifty or sixty people at Euxton who had been travelling on to Southport. The CHAIRMAN granted the permission. The witness, in answer to questions from Mr. Williams, said that he did not know whether the public.house would be injured ten go i sentrogtmthentpuKticctoKuLe. by the li ne or not, as out of the fifty or sixty travellers who stopped a while a t E uxton on that slay, be had not se en m ore th an n i ne o r Is not that a beer-shop ? Witness— I believe it is. l ia vkLit T ne o ss w — ho i m believe ea ve i s t o. boons IVitness--To Mr. Sergeant KINGLAIER—A barn th a t h ad been turned into se ar Sergeant er. s K h o uic p GROUP R. DUNDALK AND ENNISKILLEN, AND NEWRY AND ENNISKILLEN. The Committee met at the usual kour, Mr. Gibson Craig in the chair. The greater portion of the day was occupied in passing the clauses in the first.mentioned Bill. A clause was passed, after much discussion, giving this company power, on the payment of a certain sum of money, to run their carriages on that portion of the Newry and Enniskillen line between Clones and Enniskillen. The clauses in the Newry and Enniskillen Bill were also agreed to, and the Chairman having stated that he should report their de cision to the House of Commons, the Committee adjourned. GROUP RR. PRESTON BROOK AND RUNCORN LINE. (Continued from our Afternoon Edition of yesterday.) Mr. George Oxley, a Staffordshire manufacturer, proved that the line would be a considerable advantage to the Pottery districts. Mr. George Frederic Bateman, a civil engineer, of some experi. ence, said, he had laid out the line, and thought it the best line that could be suggested. The whole length of the line from the Grand Junction Railway at Prestonßrook to Runcorn Docks would be about four miles and three quarters. There would be three passenger stations— one at Preston Brook, another at Halton, and the third at Runcorn. From Runcorn there would be two branches—one to the Duke's Dock, and the other to Castle Rock, both of which would be about a mile in extent. The severest gradient on the line from Preston Brook to Runcorn would be about one in 120, and on the branches one in 20 and one in 30. The branches, however, would only be used for goods traffic, and would be worked by sta tionary engines. The main line would be through a cutting, and it would not interfere with any parks or ornamental grounds, nor would it prove a nuisance to any buildings of importance. The cost of construction of the line and branches he estimated at 111,0001. On cross-examination he said the line to Halton would be made double, but the two branches to Runcorn Docks and Castle Rock would only be made with single rails. The actual length of the main line and two branches would be five miles and three quarters. The CHAIRMAN here intimated that the Committee did not wish to hear any further traffic or engineering evidence, and they should therefore be glad if the opponents of the line would state the nature of their opposition. Mr. Ews, on behalf of the Trent and Mersey Canal Company, urged that a better line might be marked out for the advantage of the public and the local interests of the district. Mr. ATKINSON, who appeared for Sir Richard Brook, contended that no sufficient case had been made out to justify the Committee passing the preamble to the Bill. It was quite clear that there was no local traffic to Runcorn, and then as to the line serving the Potteries, it was monstrous to make such an assertion because there was a through traffic from Staffordshire to Runcorn. There was a through traffic, he admitted, from Stafford shire to Liverpool, and at the present time there was a deeply-conceived scheme before the public for accommodating that traffic, which would have to come before Parliament in the next session. Now it was evident the Grand Junction Company were endeavouring to intercept this great scheme, through the me dium of Lord Francis Egerton, and if the Committee sanctioned the Bill, they would only be establishing a short interpolatory line, which would prove of no public benefit, but might hereafter serve as an obstacle to the carrying out of the larger and better scheme to which he had alluded. The room was then cleared, and the Committee having consulted together for a short time, strangers were re-admitted, when The CnikiamaN announced that the Committee were unani mously of opinion that the preamble had been proved. The remaint'er of the day was occupied in considering the vari ous clauses contained in the Bill. The Committee afterwards ad journed till one o'clock to-morrow. GROUP SS. THE EILEVJASH VALLEY LINE. The Select Committee on this group re-assembled at the usual hour this morning, and proceeded with the case fur the promoters of the Erewash Valley Railway. Mr. G. Hudson, the Chairman of all the Midlands, was called to prove that an agreement had been entered into be tween the promoters of the proposed railway and the Midland whereby the former transferred their line to the latter in the event of its being sanctioned by Parliament. The consideration for the transfer was, that the Erewash Valley proprietors should hold 145,0001. worth of Midland Stock, and be at all times guaranteed 6 per cent. if the Midland dividend happened to be more than that sum, the Erewash proprietors were to participate in the inerease. The Midland by the same agreement undertook to continue on the Erewash line to Ambergate, or any other point which might be thought more advisable, on the Midland Counties Railway. The Midland people had always contemplated making this branch, and it was calculated it would lessen the distance of the main route to London by seven miles. Mr. Buckley, M.P. for Newcastle, confirmed the evidence of Mr. Hudson. The agreement was executed by Mr. Hudson and himself. Mr. William Jessop, a magistrate of Nottingham and Derby, and a member of the Battesley Company, who employed upwards of 2,000 hands, and had very extensive iron and coal works on the line, was strongly in favour of the railway-- in fact, in his opinion, it was absolutely necessary for the wants of the district that it should be made. He was a member of the Society of Civil Engineers, and well acquainted with the mode and manner of constructing railways. He thought the one before the Committee could be made without difficulty. It was judiciously laid out ; indeed a line going in the same route was marked out some years ago by Mr. Rennie. This closed the case for the promoters of the line. Mr. GREENWOOD intimated that the Counsel for the opponents of the Bill did not think it necessary to trouble the Committee with any address, and they would, therefore, with the permission of the Committee, proceed at once to the evidence they had to produce against the Bill. Mr. Valentine, an engineer, was called to prove that the line from Nottingham to Erewash was infinitely superior, and much better calculated to serve the interests of the public at large and the local establishments of the district, than the line before the Committee. Mr. Goodwin, a magistrate at Derby, proved that the Notting ham and Erewash line would do less damage to private property than the Erewash Valley line. Mr. Patteson, one of the managers of the Erewash Canal, was examined to rebut the evidence which had previously been given relating to the scarcity of water in the canal. He said it was but rarely that any inconvenience was felt trout a scarcity of water or from floods. The remainder of the day was occupied with similar evidence, and the Committee afterwards adjourned till Friday. GROUP WW. THE ST. HELEN'S CANAL AND RAILWAY. (Continued from our Afternoon Edition of yesterday.) At this stage of the proceedings, Mr. KNOWLES, on behalf of Mr. Scoresby, said that he had drawn up a clause, which the pro moters of the Bill had assented to, a clause which he had no doubt Mr. Scoresby would agree to. He could not see that gentleman till the evening, and, therefore, he would postpone the clause till after then ; in the meantime he would withdraw his opposition to the preamble of the Bill. _ _ Mr. Sinclair, Treasurer of the Runcorn Gap Railway, deposed as to the state of the company and its financial affairs. The whole receipts for the last four years were 46,716/. ; the expenses had been 32,4041. ; the Interest on bond debts 14,0001. ; leaving a balance of 3121. The original cost was 205,0001. Since the line opened there had been an actual loss of 2,043/, At the present time there was owing, on simple contract, 2,6001., and on bonds 4,0431. The shareholders were of opinion that the amalgamation would be of great benefit. Mr. J. Ashton Case, the secretary to the canal company, gave evidence that before the railway was formed, the dividend paid on shares was 9 per cent. the amount now paid was about 5i per cent. This had arisen in consequence of the opposition between the two Companies, and the reduced rate of tolls. This was the case for the Bill. The consideration of the clauses was then entered upon, and the whole, with a few ♦erbal amendments, agreed to. The Bill was then ordered to be reported ; the Chairman reserving power to sign the clause relative to Mr. Scoresby, as soon as that gentleman had assented to it. GROUP X. CAMBRIDGE AND LINCOLN LINE. The witness was next examined as to the length of certain branches, supposing them to be made as branches from the proposed Cambridge and Lincoln line, with a view to show that the whole of the distances, taking them by the shortest routes by which it would be possible to make a railway, were much longer than branches to the same places proposed to be made by the London and York line. At the conclusion of this branch of evidence, the Learned Counsel intimated that he would resume his cross-examination as to the presumed error in the section when that section should be produced. LANDOWNERS' OPPOSITION. Mr. TRIPP said he appeared to oppose the Bill on behalf of Mr. Pemberton, as trustee to the owner of certain property through which the proposed line would pass. Rev. Mr. Sibthorp said he appeared in his own behalf on the same ground. The witness said, in answer to Mr. FRIPP, that the proposed line crossed the high road at Chesterton at six feet above the level of that road, and separated Chesterton from Cambridge, but al lowed of communication between those two places b) gates, and elevations, &c. ; a bridge might have been built instead of this mode, or the village of Chesterton might have been avoided by making the line a mile longer, but this would be at an increased expense. Two bridges must be built to effect the crossing by either way, one of which would cost 1,4841. and the other 3,732/. ; and therefore the route by Ely would be a mile longer than by Chesterton, and more expensive. In answer to Mr. Sipthorpe, he said he had walked over the fens between Lincoln and Peterborough. The height of the pro. posed bank above the level of the surface at Branston-delf was six feet. Did not know where Mr. S.'s house was situated, The witness underwent a protracted re-examination by Mr. WEBSTER, with a view to explain facts elicited by, and arising out of, the cross.examination ; and after it had termi nated, .two other witnesses were called, who deposed to the fact of public meetings having been held in various places last year, in the district between Cambridge and Lincoln, as well as at both these towns, and of speeches having been made, and resolutions passed, declaratory of the unanimous feeling of the proposers, and seconders, and others present, in favour of the proposed line. The Committee then adjourned. GROUP Z. TEM VD/MIN AND MULLINGAU LINE. (Contin: *xi from our Afternoon Edition of yesterday.) deuce for the preamble of the Bill having been The remaining es -[deuce adduced, 4 the Committee for the Messrs. Mr. CALLAGUAN address;.. g M`Canns, and concluded by calls.. upon the Committee to reject .„ nce which he should tender. the preamble of the Bill, after the eviu, . n'clock till twelve to- The Committee then adjourned at four . morrow. THE SPANISH NAVY. At the breaking out of the war with France, in 1793, the navy of Spain consisted of 204 vessels of all classes, including 76 line-of-battle ships, 56 being in commission. At the pre. sent moment this power possesses only three line-of-battle ships—the Soberane, 74 guns, which has undergone a thorough repair, is now at Cadiz ; she will be sta tioned at Barcelona during the Queen's stay there. The other two, the Heroe, 80 guns, and the Guerrero, 74, are at Ferrol, in a very dilapidated state, and would cost up wards of 100,000/. to be put into a serviceable condition. Of the six frigates in the Spanish navy, there are in com mission, the Isabel Segunda, and Cortes, 44's, stationed at Havannah, and the Esperanza, of the same force, on her passage home from Manilla. Another frigate, the Perla, has undergone a complete overhaul at Ferrol, and is about to sail for Monte Video. The Villa de Bilbao and Maria Christina, 50 guns each, are lying at Ferrol, and will almost require to be rebuilt before they can go to sea. Besides these vessels, there are 30-gun small frigates, or corvettes— the Venus, the Liberal, and Luisa Fernando,. The first named is shortly to proceed to Fernando Po and Sierra Leone, the second is at Cuba, and the Luisa Fernanda is ex pected to be launched next month. There are likewise seven 20-gun brigs in the Spanish navy. The Jason, the Patriota, the Habnero, and the Marte, at Ha vannah ; the Manzanares ' at Ferrol ; the Nervion, on th e south coast of Spain ; and the Heroe, at Ferrol. This ves sel is to accompany the Perla to Monte,Video. Six smaller brigs, carrying from six to ten guns each, are stationed in the Havannah; the Phillippine at home. The Alvaro de Bastan and the Congreso, 169 horse-power each, the Isa bel Segunda, of 190 horse-power, and the Peninsula and the Andaluz, are the only steamers possessed by the Spanish Go vernment. The Alvaro de Bastan, the Isabella Segunda, and the Congreso, are stationed at Cuba. The Peninsula and the Andaluz, originally passage-boats, were purchased of a com mercial company, and very bad bargains they have proved. The engineers of the three first -mentioned steamers are Eng lishmen. It i 4 the intention of the Spanish Government to augment this very insufficient force, by building several frigates and steamers abroad and at home. A 36-gun frigate and two steamers of 450 and 220-horse power, the last of iron, are now upon the stocks in England. The two steamers will cost 120,0001., and will be completed towards the end of June. Another steamer of 220-horse power is in the course of con struction at Passages; and it is contemplated building a frigate, some brigs, and a small steamer at Ferrol, Carthagena, and Carraca.—Malta Herald, May 26. COAL MARKET. Prices per ton at the close of the market :—Bensham Main, 14s; Huddle's West Hartley, 16s 6d ; Hastings Hartley, 16s 6d ; Holywell Main, 16s ; Nelson's West Hartley, 17s ; Ori ginal Tanfield, 14s; Old Pontop, 14s; Old Tantield, 14s; •Ravensworth West Hartley, 16s 3d; Stewart's Steam, las ; Tanfield Moor, 16s 9d ; Townley, 14s 9d ; West Hartley, 17s Wylam, 14s 6d, 14s 9d; Wall's-end Hilda, 16s; Hotspur, 15s 6d ; Eillingworth, 15s 9d ; Riddell's, 16s ; Whar ncliffe, 16s ; •Belmont, 17s ; Braddvll's Hetton, 17s 3d, 17s 6d ; Haswell, 18s 3d ; Hetton, 17s 6d 17s 9d ; Lambton, 17s, lis 3d ; Rus sell's Hetton, 17s Gd ; Sholton, 17s 3d; Stewart's, 18s ; South Kelloe, lis ; South Durham, 16s 3d ; Tees, 17s 6d ; Wilton Park and Barrington mixed, 15s; Cowpen Hartley, 16s 6d ; Sidney's Hartley, Hs fid ; West Hartley Netherton, 17s — Ships arrived, 59. • THE GRANT TO MAYNOOTH.-011 Friday the VI'S-- tattoo of the Venerable the Archdeacon of Nottingham was held at Newark, when Dr. Wilkins delivered his annual charge. A meeting of the clergy subsequently took place to petition the Queen and the House of Lords against the intended unit to Maynooth. The Venerable the Archdeacon took the chair, but resigned it sooner than petition the Queen to do what he considered " an improper act in in terfering with her Parliament." Reporters were excluded from the meeting. The express trains from and to London fill so well that it has been necessary for some days to start with seven instead of four carriages, which was the number originally proposed. Liverpool Times. ASCOT HEAT IT IZACES. The second day at Ascot, like the Thursday at Epsom, never can be made attractive to the miscellaneous portions of the turf, in which category we include not the breeders and proprietors of race-horses, but those who indirectly assist in providing the funds from whence plates, and other small bu t Ireful prizes arainse derived—in common parlance, the public." It never obt the honour of a visit from the sovereign, and is, ill Short, to al l but the habitues of the race course, and these to for the week in the vicinity of the course, a bye-day, albeit genera l 'Y productive of excellent sport ; yesterday it was remarkably sc,', the li s t having contained no less than eight races, for whienr fifty horses ran, thirty for the Royal Hunt Cup, and twentyos the Windsor Town Plate—pretty well for a " bye-day. ' ln. company very considerably exceeded the average of second days ; besid e s many of the fashionables mentioned in our las,. i included his Royal Highness the Duke de Nemours, i b°, reached the course in time to witness the race for the Royal Hunt Cup, and, after the Town Plate, proceeded, in he a r,co any with Lord Rosalyn, to the Royal kennel. We were sorry to ts t as we were leaving the course, that in jump ing a ditch near the kennel, Lord Rosslyn's mare had fallen an d rolled over, and tha his Lordship was very much hurt—the ex t e nt of the Noble Earl's injuries had not transpired when we left. The late hour to which the racing was protracted must_ be an excuse for the brevity of our details of a most brilliant da t y _ racing. Before touching upon it, it is our duty to notice :I universal complaints that were made of he " official" lists 2 0 ! cards o f the races. Numberless inaccuracies and ornissiete: were discovered on the first day, and yesterday , unexplained came, the races had commenced olownignglateofore 1 card had made its appearance, greatly to the ieconvenient.e 0. to the visitors, and most particularly to those who had business the transact ; and when they did appear, Cowl was omittedoirree't"; Ascot Produce, and they were, in other respects, la c _..., is moreover, the supply was so inadequate, that not above o.' , ;0. , fifty were fortunate enough to obtain them, and the pric e : c. , stead of sixpence, varied from a shilling to half a crowdirl'of cording to the necessity of the purchaser, anti thusoP', 4 00 . the seller. In this department of an otherwise exct.P.%., able management, a change is indispenLable, 'I he race !': % t i b l a c l uf were not finished until nearly six o'clock, commence(' past one o'clock with a yrs' °ld The Coronation takes of 100 sovs. each, h havefor ii, J. 71101 fillies, Bst 71b ;the winner of the Oaks to carrl.e4 no , of the 1,000 guineas, 31bs ;of both, 9lbs extra. la mile. (8 Subs.) •. (tist) ; Lord Chesterfield's ch f Stitch ************* ••,, ,(N Lord Exeter's Topaz 3 Lord Exeter's Jet . '''''''' ....: ''''' .................................. .'",i',oo 7 to 4 on Stitch, who waited on: . Topaz to the Stand , 01 cleverly by a length. s old colts, Sweepstakes of 50 sovs. each, h ft, fcr three yrs old to b Bs a t , e 7 l e b a s r ; r ie a d nd ioib3 fillies, extraB st the,4lh ; t s h e Lw n d i n n h e o r r s o e f , the he in ner of the Oaks or 2,000 Guineas Stakes slbs (j e r x,,, ttr3 ::a f .) t , 1,000 Guineas Stakes 31bs extra. Old Mile. 0 ' (N at) ' Lord Stradbroke's Idas ... ' '''''' - Sir G. Heathcote's Gwalier . .................................... :;,10, The Fern Hill! Stakes of 15 sovs. each, 5 ft ' 7 to 2 on Idas, who won in a common canter .bY tbre e bo le :fdd , for two yrs old, 7st 21b ; and three yrs, 9 't ; fillies post old ip, ings allowed 31b. To start at the Cup COW 1 about half a mile. (17 Subs.) bask) 3 Lord G. Bentinek's Cherokee, 2 yrs .............. (A . ° Mr. Ford's Fuzbos, 3 yrs ........... ....................", ....... ~.. 3 4 Mr. Scott's b c by Caesar out of Miss Crockford, 3 1 0 .. Lord Lonsdale's c by Bay Middleton, Miss Milner , Y r, i Yr' with an . o ht. The following also ran :—Mr. Death's Slanep',, march (Crouch); ; Mr. Hook's Buttress, 2 yrs ; Mr. I)3*° t ' ef P re i ston, 2 yrs ; and Mr. Mostyn's b f by Glances, °a $ tools. First, 3 yrs. Betting-2 to lon Cherokce6or , t e ie a C ag h s e t rok G ee rim m s a t cll ' all i n t d he 6 running ing l af a te g r st the the , th isal t i p " I :cr by or s, - he ...-- • strides, was never caught, and won easy by a le' l fi n er c ° sar colt an indifferent third, beating the Miss 1 %-a r t. about half a ength. f lo s° The Royal Hunt Cup, of 200 sovssuberiptio s ls o ;.) , each, l with 100 added. New mile. ( 53 ,(111 0° ' I Lord Stradbroke's Evenus, 5 yrs, Bst ......••••'' ••• .......... S i Mr. Thompson's Mongrel, 3 yrs, Sat 7 ' 1 . 5 ."' ..... . "' ...... - A ssyßo l r . its cy, . hr P isms i a s ol y tbn ri B72 e is I, ' ts s : i—SLir. 12th—Lord o: thibAhr—ula. Francis, aerrLlyiicsko:: Davis's T he G 0 following rha Mr. r Payne's Queen Mab, 6 yrs, Bst 71b ...... .. .... .... ............... Chesterfield's Knight of the Whistle, ag e "' s's Se l serh JarcliLeperot,ib Ayr. ar:odin s sky t i rs 3 yA r s t r, leYisiza,rcise,:sitam'i ser7bOtaiairub2ittiat—rieh6e,si.lssAshs,le,;..eb..e•rvi o...fii:",9„B.ii,athtene4lo,l,,;adf:r., Herbert's Antler, 4 yrs, Sot 41b-1111:. '''''eet 21b1 1 401, p.% /' 1 :: 's r ; 1 :1 - :: a ' 9 5 s t h y 1: 0 5.. , : 8 s A rP u r n : le : r- r e, yrs, Bst—Mr. Osgley's Queen of the Gir e y a o styn, ' ,4lb-• - ,,.. Worley's Example, 4 yrs, 7st 131b—Mr. ',.,,, s, ' s u . ;tie'," 4 yrs, 7st 12th—Lord Warwick's Yardley, .y o r o at i',"potifte'' A. W. Hill's Beaumont, 4 yrs, 7st 6 1 b,„";;;Artf a 6,t ~, Pergularia, 4 yrs, 7st 21b—Mr. King's In. 4 )1 6 ' 1 „.obil u% 6 yrs, 7st 21b—Lord Chesterfield's Cockfillsu'oe'; TfetP' 6 ,t 4lb —As —Lord larcnirobßl uor,no 4eo ß lkys o pr, s ss s i l e y i6le n ,ssr ' t s neSeibb E tyh_ l e es ni tiai i rn,u.e4n,Lt Hunter, nrrus,tt,o4ot6tfcytcr Cabin t v, : iseetb i De : rn . 3 ; fr3 n , y. r 3 jr. 3 o, l : ti t I ly b i2 l ,l; m_o a r n se d , I‘ 3 lr y . r A s, i s ae st ie l s 2 L lb it — tle M j r a . e C k o , p 3 el y a r n s , 's Arth vav, g st — C S oe t k o fi 8 t ß u e l tt a in g gllitaegr,tloSetomilseria'B to 1 as st. 10 t: de , an 5. 4 71b. Otte°, i gst Khorassan, 10 to 1 agst Evenus, 16 to 1 ag s fi e ld 20 to 1 agst Knight of the Whistle.st 111 lo ge ro It is creditable to Mr. Davis, that by far the f a ir te g etting horses ever seen at Ascot were started on theverY pos t, b .. . 01 but Antler, who stopped as soon as he lef t s o Pe l ,"l,ere away in a cluster, Mr. Payne's two, Ev en nhe roa d ' lid leading the ruck. They ran in close order ol' or 0 s till oi l h 'ort Evenus obtained a slight lead, Mr. Pay ne 's umber °I his e f ; Mongrel in a capital placeimm ense el ° l ' d° t P' still running forward. At ;he Stand m o ngr r _ late gO, O O fort, and headed Mr. Payne's horses, but n e e lf v e a ,1,,,b; " 0 0. Evenus, after a pretty race, winning hY h b Loiha r° leo °I Slab an indifferent third, Sir Francis fourt ,three.gor and Alamode sixth. Semiseria ran we ll lor S a t lib' ,„„ w here. ~„ , a mile, but tired, and at the finish was '''''' o ld ; co.-e' hs./ Sweepstakes of 50 sovs. each, for two yea rs ~,,. (Ef o r a d o ver* agst Inheritretssito and fillies, Bst 41b. Three-quarters of a 01 ''' . walk . t h 0 Sir G. Heathcote's Brother to Valentitsinius ......... ‘ , / i .el i, The Great Ascot Produce Stakes of 100 sovs. 7i ,, pa .6„ 0 added, for three years old; colts, Bst 7lb ; 6 °ace r ° ings Bst 3:1) ; the second saves his stok e ' 1 (19 Subs.) Nat) . ( 9 Lord G. Bentinek's Cowl, Bit 41b ............................... 3 Mr. Wreford's Winchilsea, Bst 71b ........................ ." 4 Mr. Bristow's Carissima, 7st 131 b.. ••• .. ............. .... ''''d° Lord G. Bentinck's Plenitude, Bst 411) ..... Lord . li the 3tol on Cowl ; Plenitude, with whom ,1,„ re woas dared to win, made strong running, follour_e° Te e d 3,, Lb. the favourite, and Wreford's horse lying on , _ clo g j og, Brick-kiln, where Plenitude gave good from the first, and the order of runniog al; 0 Car Tre at, who maintained it to the distance. .Here Cow t wo ' u p the lea,' went 0:epobl, had it all to himself, and won in a canter ni ob ll lest!, 000 Winchilsea beating the mare by a length• r for thre e ,' the ns. The Albany Stakes of 50 sous. each, h l t, -- e r 0.,4 0 , sa colts, Sat 71b ; fillies, g a t 31b 5 . The W , ",,,,,. I' , 1 Guinea Stakes, Derby, or Oaks, 51b es" /Nat! I (6 Subs.) ...t Lord Chesterfield's Lady Wildair .............................. ;so, Lord Lonsdale's c by Jerry, out of Turquoise..t..e• the JO b y i 7t04 on the hone, who made strong rand lay where the mare gave him the go-by, tr . ' length. 01b 1 0 0 I bit 0 $ The Town Plate of 50 sovs. ; for two yr-olotr. 0 4 ; /40 t 0 41 yrs, 7st 101 b; four yrs, Bst 8 1 b ; 5 yrs , la for I i and geldings allowed 31b; winner to be so „„) ~ of' 0 (A D icke .... a , Mr. Greville's Deer Chase, 2 yrs ........... , . .."' t e j , e Colonel T.Y.C. Perg Physalis, 4 yrs ............................................... The following also started : Mr. yrs..' -,.• 91 Flandres, 5 yrs—Mr. Death's Isleworth, 6 1 .- 0 ag ed l, e at, s , Spring Bak, 4 yrs— Mr. Booth's Cala e b i „ n 'Ca o 2,!„%ss of Brooke's Zahra, 3 yrs—Mr. Baker's h c il l , I°l Ol i o Daisy, 2 yrs—Mr. Cook's Aurieula, '2 Yr , "1;„ Lsorea r ils 0 , Artful Dodger, 6 yra—Lord Verulam's f ~,.....10r• pod 1 Christina, 3 yrs-51r. Treen's Wild Rose. 3 )" :3 es-•-• ~o . irn . '; Vateria, 3 vrs—Mr. Jaques's Anti-Repealer, ~s , b c u ' i i, , ou Bentinek's karnac, 4 yrs—Duke of Richrol),, Gli 1,1,0 11 ' taire, out of Estelle, 2 yrs—Mr. Mostyo's a f aie ' o , ar 00 Exeter's Jet, 3 yrs—Sir W. Wynn of March First, 3 yrs—Mr. Thompson's Bo y,C ° 3 Y l P i tsi P. A remarkable tine race between the first i un t o poor ,: 10 , au , 1 and b 1° by a head, Karnac an indifferent third.. , v e nal 4 Betting-3 to 1 agst Physalis, 7t02 oP h, 9to agst Isleworth. b o nd o,nall' a. LATEST CUP BETTlNG.—resew On . -•-• 0 agat Alice Hawthorr , 10 0 ' ________--------' NW . ' rail it s cO. , - eha alas MR. DISRAELI'S " SYBIL; OR, Tl ° ii oOr .- s ii , —The" Two Nations" are the rich and thetter. l oaf . - - 1 v told love-tale connects them UV h e rbi rth ' di et° mg. . the daug.. aster of the lowly, yet proud nsioffering.s;purt<d in nothing ot- •r , P world except n it. b s ouo ded sY pie ly,, a be t with fascinating sinipiti: - . 4V a nd ti n d 01 03 ,i n tioo ° , 1 ,40 11 profoundly imbued with a pure n c legrar i t her t o bewailing in mournful majeatY the der ; wac if (to o ,. race—is a creation of the highest or or pure 60 ,15 tr o, from any resemblance in real lif e ' a 111 0 bAO r e, u d by u per 60 series of brilliant images. suggest n s o s ~,,g ‘ ,114' gination, it stands apart not the les s b ii" for — bi 4 - 0 . SY tite r •bP r '9 full of force and discrimination . ga 4 111 ratters, and frame his subject, 0 1 t he a lii ' n ell,t's 3 l around which the author is enabled, to se e r f t he fusion the riches of his fancy, a n o f syel l a rePi j sr sagacity; and as the impersonation° in ho. e 1,01 , lo w poor and degraded, "Sybil" stands 2, in i t th o f 5° ,th, t i 0 ftr lovely yet passionate Egeria, from, "while easel 0 „V Commons may hear, not untnove(4 mi ca we t' ' and sufferings, uttered with the fervi d of a p o and yet adorned with all the graces Ainswor th's Magazine. ite' ( ' cIY ° I th e BIBTHS• t he la o pf , On the 3d inst., at Rom ford Vicarage, T, g o if Dr. Grant, of a son.w i f e of 10 1 1 • Fra llee losl' ire ' Esq., of a daughter. avre , On the 6th inst., at Leicester, the ,tbe o On the Bth inst. at Ingouville, ~.4by, , i Or. of the Rev. W. G. 'Moore, Vicar of Asn'' o fo u' v the ~,e0 a daughter. gur re, , f p i e On the Bth inst., at Ilackbridgc, '-' WV .. o Goldsinid, of a daughter. the a lit ei. in place' dotio f is On the 9th inst., at Cadog. Vstle iii °a' Scott Fs , q., of a son. , On the 9th inst., the wife of 1. On the 9th inst., Mrs. John Field'lZe c 'leer daughter. the daughter. the lady ° j,f3l a On the 9th inst., at Woburn , .. s. G, Pre, of a son. 'l' Wer-stree , 1 t ilia' ,9'' err , On the 10th inst., at Great -0 _ i r 3 lO l of a son. of bert Santne On the 10th inst., the lady 0 , —° of a ° °n . 0 4, of Devonshire-street, Portland -place, Fldilte,.; 9 .. ill: P ° pi, or forP, D er* itIARIiIFI?.. re ,l o coif, lir , Richard, youngest son of the daughter of th to Elizabeth Julia, youngest thi„u s g,,. e. of la te On the 29th ult., at St. Thonots'scCanputain Jo o ll a a te Vo , ' Wilson, of Kuowle Hall, 0., /).[E -9 " rt PP P ' t i e , al 11 ° 13e P r On the Bth inst., Major-Gene d hit. , 4 , 'idiot , i„ao. the Royal Horse Artillery. near 6,u t er, vi e On the 28th ult., at 13rarnleY, ~ ~: o ~ 1 . u _ s quarr• ne ar -P , err hi t late of Dorset-street, POrtrila e Cotage, peril' , o r a' o f V the 7th inst., at Stoic Lieutentgegton fstr Warwick no Vavasour, widow of the late e,,,,,aidoa , ieu, or, Bart , °' ' - ' e lien" el Mervin Maghull Vavasour, jaioes CO Cheshire, . 10 , , fl Persley, aged 88. , Br ighton , (1 1111 ' ' On the 3th inst., at :New u toll . ' 9 w ilt. Clay, Esq. urne-Plnee' 13." - fOr gr. di it On the Bth inst., at Westbo On the Bth inst., at Aberdeen, ie kneP t villis'" lie , __,) Colonel Evan Lloyd. terrace, terrace'. , gr. On the 4th inst., at Ann's - 1 „ Isle On the sth inst., at Peckham J-1.7 f the w if e o dell, Esq. 11ill. Strana' Daughter J. Dewdney, of Castle i , , wee., ( wag f On the 7th inst., in Suffer _, Ottu gest ____.„< s , o 1/ , ' l 'llt On the 7th inst., at Dorking, 31 a r f' . v. C. S e l iß ilr• ' f ' Oa the 7th inst., Louisa, ) ------61;°0' I 1 Charlier, Dayswater-terrace._____--3-iijo , ce, ii o ---- .---1---------• h d bY s a O n CS ° No. 112, Strand. Printer, a ,avo. P Strand, in the Precinct o e f 2, 0 i ' - ' 84 5. London : Printed and Pablo !, oe 0 : 4 i - to Middlesex, Thursday, Jun ' Al 1, 111 1„ 1 1 , '4 ` 4 :il );':':,171:5 Sal