The Sun. — London, England, 1845-05-23 00:00:00

IC trbi 72bition SUN OFFICE, Seven o' Clock LATEST PRICES OF SHARES From the Official List, PUBLISHED EVERT TUESDAY AND FRIDAY EVENING, LONDON, FRIDAY, MAY 23. ItAILMJ.ELTS. Dividend per Same of Company. Amount of Share. Ainum. Aberdeen • • • • •• • • • • Armagh, Coleraine, • 8, Portrush .• • • .... Birmingham & Gloster Ditto, New, iss.7i dis, Do. Half Shares Brighton, Lews,&Hast. Bristol and Exeter • . I Do. New .. •. • • •• • • Ditto and Gloneaster elledonian 4 2ambridge and Lincoln Chester and Holyhead Chichester & Brighton Churnet Valley . • • • • • Coventry, Bedworth, & Nuneaton .... Coventry and Leicester Cornwall .. • • •••• • Direct Northern Direct Norwich •• • Diss,Beccles, & Yrnith Dublin & Belfast Junc. Ditto mad Galway Do. and Mullingar Eastern Counties Do., Perpetual, No. 1 Ditto, ditto, No. 2 Eastern Union Do. Extension Edinburgh & Glasgow Ditto, Quarter Shares Do. New Quarters Ely and Bedford -Urand Junction Ditto, Half Shares Ditto, Quarter Shares Gt. Southern & Western Do. Extension Do. Additional GreatNorthof England Ditto, New Do. New . Great Western Ditto, Half Shares Ditto, Fifths Guildford, Farehant, & Portsmouth Hull and Gainsborocgh Kull and Selby Ditto, Quarter Shares, D. Half Shares Kendal & Windermere Kentish Coast Lancaster and Carlisle Leeds and Bradford... Liverpool& Manchestr Ditto, Half shares.. Ditto, Quarter Shares :London & Birmingham Ditto, New Thirds Ditto, New y, Shares London and Blackwall London and Brighton.. Do. Consolidated Bths Condon and Croydon .. Ditto, Gnarntd. 5 p. c. London •tnd Greenwich Ditto, Pref. or I'riv.. London and S. Western Do., New Cons. Bths Ditto, New • . Do. New _London and York .....' I.ndonderry& Coleraine Do. Sc. Enniskillen Lynn and Fly •.. Do. Sc Dereham anchester and Leeds Ditto, Half Shares.. Ditto, Quarter Shares Ditto, Sixteenths ... Manehestr & Binning. Ditto, Quarter Shares Midland ... Ditto, Fifths ... .. .. Do. New Ditto, Mr:IL& Derby Newcastle & Berwick Newcastle & Carlisle.. New cstle & Darl. June. Do. New Brandling Newry & Enniskillen.. Newark and Sheffield.. North British ........ Do. New . Northern and Eastern . Ditto, Scrip, iss. 51. d Ditto, Quarter Shares North Kent Nt.rth Wales Norwich and Brandon . Ditto, New ..... Oxford & Worcester Preston and Wyre Eichmnd & W. E. June. Scoltisti Central Do. Midland— . Sheffield and Lincoln Sheffield & Manchestri Ditto, Quarter Shares south Devon ..... south-Eastern 8:c Dovr, Ditto, New iss.32/.dis. Do. New, No. 2 .... Do. New , No. 3 .... South Wale ......... Staines and Richmond Trent Valley Trent Valley and Holy ' * head Junction W a , erford & Kilkenny West C0rnwa11........ Y - stnnacth & Norwich. Ditto, New York & North Midland Ditto, Half Shares.. Do., Scarbro' Branch I Selby Scrip Ditto, Extension ....1 Bordeaux and Toulouse Do. and Cette • ..... Boulogne and Amiens. Dieppe and Patis June. CIL Northern of Franee Lyons and Avignon.... Orleans and Vierzon Orleans & Bourdearra Faris & Lyons (Laffitte) Do. (Ganneron's) Do. (Calon's) Paris and Strasbourg .Paris & St. Quentin :Tans and Orleans I'vris and Ronen . Royal North of Spain Rua en and Havre Sain;)re and Meuse.. Strasbourg and Dale Tours & Nantes (Cfac _ kenzie's) .......... Do. (Leve'vres) ..... 41. Os. per sh 11. 127. 16s7per sh £ s. d. 25 0 0 100 0 0 25 0 0 50 0 0 50 0 0 100 0 0 50 0 0 50 0 0 25 0 0 50 0 0 20 0 0 25 0 0 50 0 0 20 0 0 25 0 0 50 0 0 50 0 0 50 0 0 25 0 0 6 13 4 6 13 4 50 0 0 25 0 0 50 0 0 12 10 0 12 10 0 25 0 0 100 0 0 50 0 0 25 0 0 50 0 0 50 0 0 50 0 0 100 0 0 40 0 0 30 0 0 100 0 0 50 0 0 20 0 0 50 0 0 20 0 0 25 0 0 50 0 0 12 10 0 25 0 0 25 0 0 25 0 0 50 0 0 50 0 0 100 0 0 50 0 0 25 0 0 32 0 0 25 0 0 16 13 4 50 0 0 50 0 0 13 15 9 9 0 0 12 15 4 18 17 2 41 6 10 40 0 0 50 0 0 40 0 0 50 0 0 50 0 0 50 0 0 25 0 0 25 0 0 100 0 0 50 0 0 25 0 0 6 5 0 40 0 0 10 0 0 40 0 0 25 0 0 100 0 0 25 0 0 25 0 D 25 0 0 25 0 0 5000 50 0 0 12 10 0 50 0 0 23 0 0 20 0 0 10 0 0 50 0 0 20 0 0 20 0 0 50 0 0 25 0 0 25 0 0 100 0 0 25 0 0 50 0 0 50 0 0 33 2 4 50 0 0 50 0 0 50 0 0 50 0 0 20 0 0 20 0 0 20 0 0 20 0 0 20 0 0 20 0 0 N 0 0 25 0 0 25 0 0 50 0 0 25 0 0 20 0 0 20 0 0 20 0 0 20 0 0 20 0 0 20 0 0 20 0 0 20 0 0 20 0 0 20 0 0 20 0 0 20 0 0 20 0 0 20 0 0 2000 20 0 0 14 0 0 2 10 0 1 0 0 1 7 6 50 0 0 12 10 0 2 0 0 1 10 0 1 7 6 15 0 0 5 0 0 [OO 0 0 50 0 0 25 0 0 Stock. 2 0 0 2 0 0 20 0 0 20 0 0 2 0 0 2 0 0 zorNT-sTocir. BANKS. ---- Dividend Amount Name of Company. i per of Paid. P r i ce Annum. Share. ....--.... £ e. d. £ a. d. Australasia •••-• • • • .. 6/. per cent. 40 0 0 40 0 0 42 Brash North American 4/. per cent. 50 0 0 50 0 0 47 Commercial of London 5/. per cent. 100 0 0 20 0 0 22 C o l on i a l._ ........... 51. per cent. 100 0 0 25 0 0 151 A Londe and Westminstr 6/. per cent. 100 0 0 20 0 0 27 a".ondon Joint-Stock ... 6/. per cent. 50 0 0 10 0 0 14 3, retropolitan ....... .. 25 0 0 710 0 pi ovincial of Ireland.. 81. per cent. 100 0 0 25 0 0 52 A )itto, New......... 81. per cent. 10 0 0 10 0 0 20 Nai:onal of Ireland .. 51. per cent. 50 0 0 17 10 0 21 Nat_ Provncial of Eng. 51. per cent. 100 0 0 35 0 0 38 Difto, New....... • . 51. per cent. 20 0 0 10 0 0 Union o'f Au.stralia.... 2.5 0 0 25 0 0 26% "uni o n of L0nd0n..... 5/. per cent. 50 0 0 10 0 0 12% i.,VStritliNCE COMPALNIES. Price, 2 3 % 1355[ Dividend Amount Name of Company. per of Paid. Price. Annum. Share. £ a. d. £ s. d. Albion gj. jog. 500 0 0 50 0 0 72% Alliance Brit. and For. G per cent. 100 0 0 11 0 0 20 Ditto iiarine... ...• 6/. per cent, 100 0 0 58 0 G% Atlas ..... ..... . l3s. 6d. pr sh. 30 0 0 5 0 0 17 British Commercial 7s. per share 50 0 0 50 0 7 , Cleriel,lled..k Gen. Life 51. per cent. 100 0 0 210 1 6% .County . 3/. 100 0 0 10 0 0 r 9s. and 3 40 0 0 5 0 0 10 j E 6/. ss. bs. agle .. •• • . ........ 6s. 50 0 0 50 0 Eli Economic Life . I.&3osbs. Eng. & Scot. Law Life 5/. per cent. 50 0 0 20 0 2% European Life.- ••• • 5% per cent. 20 0 0 All paid. 20 Freemasons' .. .••• •- • • il. per cent. 20 0 0 a 0 0 Globe - 142 'Guardian .. ••••• • • • • • 5/. per cent. 100 0 0 36 10 0 501¢ Imperial Fire •••• • • • • 121. per cent. 500 0 0 50 0 0 200 Imperial Life......... 12s. 100 0 0 10 0 0 16% Indemnity 211arine•-• IL sh.& be. 100 0 0 513 1 30 ,Law Life .•.••• • • • • • • IL ss. 100 0 0 10 0 0 45% :Legal and General Life - 50 0 0 20 0 6% .London Fire .... ..... 10s. 25 0 0 12 10 0 15% London Ship ..•...... 10s. 25 0 0 12 10 0 15% Marine ...- ••••• • • • • • 5/. per cent. 100 0 0 15 0 0 10% Med. Invlid& Gen. Life - 50 0 0 2 0 0 3 National Loan Fund.. 51. per cent. 20 0 0 210 0 2% -National Life.... ..... 8/. per cent. 100 0 0 50 0 0 34 Palladium Life••••• •• • Si.per cent. 50 0 0 20 0 2 3. a Phoenix . 195 P rotector Life.... .• • • 31. p.ct. & bs. - - 51. per cent. 20 0 0 1 0 OIL . Provident Lif e -• .. - - 11. ss. 100 0 0 10 0 0 24 2 s Rock Life.- ...... - .. Royal Exchange ...... 4s. 50 0 010 0 4% niun Fire ......... ... 51. per cent. Stock. - 188 6L 10 - Ditto Life .......... - 11. 6: . Universal Life .• • 10%1. pr - cnt. 100 - 0 - 6 15 0 14 XIOCICs. • Name of Company . per of Paid. Price. Annum. i Share. £ a. d. 1Z s. d. •-------.------ ----------------- :Oommercial •• —•• • • • per cent. St oc k . 3/. — East and W es t India... 514 pr cent. St oc k . 140 1 -London 11G ,East Country .... •• U. per sh. 100 0 0 2 4 % 1 . pr cent. St ock. 'St Katharine .... ••• • 5 per ce nt. Stock. 108% :Southampton • • 4/ . per cent. 50 0050 0 0 24% 821/ 2% 1% 4% 3% LIST OF SCOTTISH CoNLIPANIES' PRICES. Dividend Amount Name of Company.' per of Annum. Share. paid. Price Bank of Scotland 100 0 Royal 'Sank of Scotland Cl. per cent. _ in° 0 0 174 Britifili Linen Company 81 - per cent. too 0 n t) ~,,,.1 118% , Commercial Bank •• • • 61. per cent. 100 0 i - , - -, 7 ,, _National Bank. ..... *Union Bank ofScotland 7341. pr cent. 50 0 0 si'' V. - 4.stern Bank ••• • • :North of Scotland Bank 61 . pe r cent. 5 0 0 7% Clydesdale Bank.. •• .. 61. per cent. 10 0 0 14N -Eastern Bank ••• - • ... 3/. per cent. 15 0 0 11% , ettledonian Bank ,•.E.linb.& Glasgow Bank 51. per cent. 5 15 0 0 14 M, 0 7% City of Glasgow Bank . Si. p er cent. 8 'Scottish Ins. Co. 51. per cent. 20 0 0 10 0 1 I' ercules Insurance Union Co. 71. per cent. 100 0 0 10 0 0 14% 4 1: isur. Co. of Scand.. 51. per cent. 10 0 0 All paid. 10 ,yorth British Insur. • • 9 1 . per cent. 200 0 0 10 0 0 27% 21 CI dedonian Fire Ins ur. 101. p er cent. 100 0 0 10 0 0 :Et tinburgh Life Insur. 6L per cent. 1 00 0 0 10 0 19 Railwa Et In. & Glasg. ySL per cent. 50 0 050 0 0 63 )itto, 4 shares—. 4%Lpercent. 12 10 0 All PALL 1 5 % , Edl n.., Leith, & Grantn 20 0020 0 0 OSA Glaiszw & Ayrshir Rail. 434Lpercent. 50 0 0 All Pail 62 Glasgle. & Greenck Rail. 2/. per cent. 25 0 0 All paid. 19 , Gleuw&Garnkirk Rail. 5/. per cent. 25 0 0 All paid. 37 1 )4) Duudee&Arbrothßall. Si. per cent. 25 0 0 All paid. 34% RAILWAY COMMITTEES (THIS DAY.) Group N. CORNWALL RAILWAY. Mr. AUSTIN (in continuation from our Afternoon Edition)—How_ ever, they had to contend with the opposition of Lord Vivian, on whose property, and near whose handsome residence at Glynn, four miles from Bodmin, it was intended to lay down the line. But he had no doubt they should be able to effect an amicable arrangement with his Lordship, The Hamoaze would be crossed by a.floating bridge of superior con struction to the one now there. At Falmouth Harbour it would be necessary to carry the line across the arm of the sea, in order that it might reach its destination. On their constructing three docks there, to which they bad no objection, the Admi ralty would offer no opposition to that course of the line. The Learned Counsel, after entering into various details as to the advantages which would accrue to Cornwall from the construction of the line, concluded by expressing his hope that the Committee would pass the Bill. The following witnesses were then called : Mr. Richard Broad,' Mayor of Falmouth—He said he had been in business for twenty-six years, he shipped goods to Holland and the two Sicilies. Falmouth was the most important port in the west of England, and ships from all the most important parts of the world with one or two exceptions came there. Nearly the whole of the ships' traffic would be sent off by railway. The principal articles imported were timber, wine, fruit, salt, corn, and iron; besides the principal articles of general consumption coals were cheaply imported from Wales by the Land's-end. The principal exports were fish, tallow, copper, iron, steam-engines, and other machinery, and their value, annually, was from 400,000/. to 500,0001. Considerable expense and inconvenience resulted from the present mod. of conveying goods to London and other places, which would be removed by the construction of a line by which railway communication to London could be effected. Mr. Alfred Fox, a general merchant, said that the railway would offer great facilities for the conveyance to London of fish and the produce of that part of the country, including imports. Mr. Carr, agent to steam-packet companies, having boats in the port, gave similar testimony. A number of other witnesses engaged in various occupa tions and of experience were examined, and agreed that such a railway would be highly desirable ; that cattle, merchandise, and goods were now conveyed at a great expense and at a great loss of time, which would be ob viated to a great extent by a railway running through that part of the county of Cornwall. The Committee then adjourned till Monday. Group EE. DUNDEE AND PERTH (NORTH) RAILWAY. (Continued from our Afternoon Edition.) John Kennedy cross.examined by Mr. Pows—Anticipates to inconvenience to the traffic on the river near Dundee from the construction of the line. A single rail would occupy about five feet, and considers the removal of the carts would be a serious injury to the traffic on the quay. Mr. ANDREWS here put in a letter from the Tidal Commissioners, concurring with the requirements of the Board of Admiralty, re specting the construction of the bridge over the Tay. The letter bore date of the 22d (yesterday), and was relied on by the Counsel for the promoters of the line as favourable to them, inasmuch as they were prepared to insert a clause in their Bill promising to adopt the course recommended by the Admiralty. James Kennedy —ls manager of the Modern Athens' Steam packet Company, on which the through traffic from Dundee to Perth comprises at present 15,172 passengers, all of whom would be lost by the formation of the projected line. Mr. Miller, in continuation of his examination by Mr. HOPE— The quantity of earthwork in the whole undertaking will be 30,000 cubic yards per mile, and the line being 501 miles in length, the total earthwork required would be 615,000 yards, of which 120,000 yards would be through rock, at a cost of from Is. 4d. to 2s. a yard, the remainder through clay at about 9 %d. per yard, the total cost'of which would be 34,5201. ;' the width of cutting would be 40 feet, and the expense of masonry, including viaducts, was estimated at 29,7771. There were eight bridges proposed for the line, costing 230,0001. each ; two of them lay over public roads. Hehad computed the occupation road crossings at 6/. each, the turnpike-road crossings at 1501. a piece. The sum for culverts (six in number) would run from 751, to 1501. each. The cost of bulwarks (includ ing 12,000 yards of pitching) he computed at ss. a yard, and a wall on top of them extending 6,300 yards at 1,2001. ; 18,5001. had been put down for the aqueduct and river crossings. In the bridge over the Tay 80,000 feet of timber would be required at 3s. 6d. per foot, and 20 tons of ironwork at 30/. a ton. The expense of lay ing the road would be 10d. a yard, besides a total of 109,000 keys at 4/. per thousand. Thomas Story examined by Mr. FORSYTH—Is an engineer of considerable experience, and is perfectly conversant with prices of railroads. Has surveyed the whole of the line in. tended for the Dundee and Perth Railway. Considers the cost of the line, exclusive of minerals and their compensation, would be 305,946/. 35., including 59,568/. 10s. Bd. for earthwork and viaducts, 56,5661. for masonry, 101,113/. Is. 9d. for permanent way, 33,6011. 19s. for land, 11,4651. 10s. for stations, 15,000/. for management, and 9:8,000/. for contingencies. The quantity of earthwork would be 663,984 yards of clay and 251,266 yards of rockwork. Considers the estimate made by Mr. Miller wholly inadequate. Cross-examined by Mr. AUSTIN—Had personally surveyed the line, but did not know on whose behalf. He had calculated 4,8981. per mile for permanent way, including 111. a ton of iron for rails, 81. a ton for chains, Is. 6d. a cubic yard for ballast, ss. a cubic yard for sleepers, 3s. 6d. a yard for fencing, 2s. a yard for laying road, and 501. a mile for trespass. The Speaker being here announced at prayers, the Committee adjourned. Group F. LONDON, WORCESTER, AND SOUTH STAFFORDSHIRE RAILWAY. (Continued from our Afternoon Edition.) Mr. James Boydel, examined by Mr. COeItBURN—Is an iron master at Oak Farm, near Dudley, and employs 1,500 men. Con sumes 2,000 tons of coals a week in the manufacture of iron. Could work coals for sale if he had the means of rail way communication to take it south and west. The Great Western line was decidedly the best line for his part of the country. Had sold coals to a considerable extent at one time, but from the great want of railway communication, it could not be continued with advantage, and it was, therefore, given up. The broad gauge would be the greatest benefit to the iron and coaLmasters. The broad gauge would be of advantage for carrying large goods. As an iron manufacturer had had orders for large boilers, and was obliged to send them home in parts, and men to put them together. On a broad gauge line they would be able to sent them home in a finished state without the expense of sending workmen. Saw the carriages just constructed by Mr. . Brunel at work this morning at the Paddington station of the Great Western line. They answered admirably, the transhipment was made without any delay, and from what he witnessed, he was satisfied there would arise no inconvenience whatever in the ge neral workings of the gauge. Mr. COCKBURN thought the Committee could not do better than witness the experiment at Paddington. They would then see a very important feature of the inquiry in practical operation. The CHAIRMAN did not think that any practical good could re sult from the Committee seeing the experiment. He thought it better that the parties on both sides should have their engineers present, and their evidence before the Committee would be of great value in explaining the nature of the carriage. Mr. G. B. Thorneycroft examined by Mr. COCKBURN—IS an ironmaster at Wolverhampton. Manufactures four hundred tons weekly, and is connected with many large iron works in Wales. The Great Western line was the least adapted for the iron trade of South Staffordshire. The broad gauge was most undoubtedly the best for the carriage of minerals. He liked the broad gauge best, because it carried the most goods, and with the greatest safety. Thought the majority of the ironmasters could not but give the preference to the Great Western line, from the great accommodation it gave. The transhipment of goods was u anaged iu an experiment he witnessed that day at the Paddington station without the slightest difficulty. It was done with expedition and very little labour, and the goods were not injured, no. even dis turbed. The experiment satisfied him that no inconvenience would arise from the change of gauge. No Act of Parliament would set a fair rate of charges on a line of railway— it was only to be done by a competing line. A competing line would ensure eheapness and civility from the companies, and that was what no Act of Parliament could do. Mr. M. Graysbrook, examined by Mr. COCKBURN—Is an iron. master and glass-maker at South Staffordshire. The Great Western line was the best adapted for the trade of South Staffordshirei The broad gauge would be best adapted to the trade of the county. Had sent large quantities of glass by the narrow gauge, and had lost much by the breakages, which very often occurred. The damage was occasioned by the crates hanging over the wheels of the narrow carriages, and coming in contact with other carriages at stations. The motion of the narrow gauge was so uneven that the shaking at times made the crates an entire wreck. It sometimes happened that one crate of glass, worth 201., was entirely damaged, and no compensation had been given by the railway company. The motion of the broad gauge would be so regular that no injury could take place, though the carriages would have a much greater weight. The witness was briefly cross-examined by Mr. Cooke. Mr. Fardon, managing director of the British Alkali Works at Stoke Priory, near Droitwich, was of opinion that the Great Western line was the best adapted for the traffic of the county. The broad gauge would answer well for the carriage of minerals. With the advantage of a railway the mineral traffic would double in a very short time. At four o'clock the Committee adjourned till twelve to -morrow. Group V. NEWARK AND SHEFFIELD. (Continued from our Afternoon Edition.) - Mr. Sanderson proved the position of the coal measures, and that the proposed railway would open them up much better than the amended linecould do. Mr. Hawkshaw thought the difference of expense in the work ing of either the original line or the amended one would be very trifling. Mr. Dean thought the estimated cost of tunnelling by the amended Line was too low; instead of 301. he estimated it at 451. The Committee then adjourned. Group L. GUILDFORD, CHICHESTER, AND PORTSMOUTH RAILWAY. (Continued from our Afternoon Edition.) To the cross.examination of Mr. Rswmrssors, Mr. Bramble stated that the terminus of the atmospheric line would be more conve nient to the borough generally, though not to the dockyard. He was a contractor to supply Government with timber, sometimes using as much as 10,000/. worth a year in the works he was en gaged upon. He also used a great deal of lime, which he had hitherto got from near Petersfield, but he could get it from Cock ing, and would do so, although it was eight miles further, because it was: cheaper. The cost of the lime used by him last yeariwas 5001., and it would take about 250 waggons to carry this quantity, The atmosperic line might bring this cheaper than the other, but he had no confidence that it weuld ever be made. To the examination of Mr. Montague Smith,lMr. Bramble stated that at the meeting in 1837 the South-Western Company proffered to make a line from Woking to Portsmouth, which the Portsmouth people expressly refused, as they were at that time decidedly in favour of a line to Horsham. The South Western Company had afterwards proposed to make a line to Portsmouth from Bishopstoke, which was also refused. He believed that the formation of a direct communication from London to Portsmouth would occasion a greater intercourse with the Isle of Wight. Portsmouth could certainly not support two integral lines. The French packets had never come to Portsmouth at all, though some small a y . t e w s tn s i etl lime chiefly e catt yacs coast for gr h a e nw s ca a es k . e a so\ With IF good a r r c se h stp a he n ac d tt i s at e et , hadlime, passedh he conceivedfrom t h e t h t Butsor-hill, and that it was Without limit. To the examination of Lord Clive, who was to-day in the chair, Mr. Bramble stated he thought he must have been present at two meetings. It was at the former of the two meetings that the inhabitants of Portsmouth had refused the line from Woking to Portsmouth. The timber they got from Sussex was chiefly beech and oak, the oak being very fine, and both these could be readily obtained by the Guildford and Portsmouth line. ertl n X Mr. Miller, a lighterman, on the Thame s , s tat ed that he knew all o ter Bow o f ttlie it. T it points fromo n the th r e ive p r o ol where t o Vauxhall the proposed n the ni ra could the return on its ebb. The price to Vauxhall was eigbtpence per the price of carriage to Coljblow, on the Surrey Canal, wasBdo.z; ton, exclusive of tonnage and canal dues, and waggon conveyance , which was id. more. T he de p th of wate r in De p tfor d Creek was a great inconvenience, and especially at neap tide, during which the depth was not more than front seven to eight feet. Shipowners would hesitate to send vessels of 100 tons or more there at that time, and tbis evil was felt eight days out of every twenty,eight in the year. There was also a swing bridge to pass, at which there was a shilling toll. To the crom - aam ination of Mr. Fl,OO Xt. Miller stated that . 1 ... - - - -- Bs. per sh, 2/. 5s p. sh. I Is 3d pr. sh I®l. per ct. 101. per ct. 10/. per ct. 6/. Os. p. sh. 1/. p. sh. 81. per et. 81. per ct. 81. per ct. 10s. pr. sh. 1 io. Gl. pr yh 9/. per cent. 91. per cent. 9/. per cent. 101. per ct. 101. per ct. 101. per et. Gs. 131. Os. per *ll 16s. per sh. 41. per share lOs. pr. sh. 151.125. perch, 2/. 2s. per sh 121. per share, 61. per cent 1/.125.6d.p.c. t4l. Os. per sh. I/. per share. 11.145.10d.p.s 27. ss. 15s. 11/.105.6d.p.5. 12s. 104.1. p. shj 4s. 6d. 101. pctr et. 101. per et. 101. per ct. Paid. X s. d. 2 10 0 1 7 6 100 0 0 17 10 0 3 0 0 20 0 0 70 0 0 2 0 0 30 0 0 5 0 0 1 10 0 15 0 0 10 0 0 2 0 0 50 0 0 16 0 0 6 0 0 12 0 0 2 10 0 2 0 0 2 10 0 2 10 0 2 10 0 2 10 0 1 7 G 73 0 0 32 0 0 2 0 0 2 5 0 40 0 0 4 0 0 Stock. 2 0 0 2 0 0 Stock. 1 10 0 100 0 0 25 0 0 10 0 0 2 10 0 1 10 0 10 0 0 1 0 0 45 0 0 30 0 0 12 10 0 2 15 0 1 5 0 12 0 0 1 0 0 2 10 0 50 0 0 1 0 0 1 0 0 2 10 0 1 10 0 1 5 0 95 0 0 8 0 0 2 10 0 15 0 0 8 0 0 7 0 0 2 10 0 2 10 0 1 0 0 2 0 0 THE SIJN, LONDON, FRIBA Y EVENING, MA. Y 23, 1845. he believed that little coal was carried on the Surrey Canal: except that which was supplied to the South London Gas Company. There was no other wharf until they got to Camberwell. The entrance to the Grand Surrey Dock was 26 feet long by 26 feet wide, but the dock itself was a confined space. There were warehouses there for corn. A number of foreign timber ships discharged there. This, as well as two other docks, especially the East Country Docks, which were not far from the Croydon Railway, but not in conjunction with it, nor in any part so near as 2,000 yards to it. To the re-examination of Mr. GURNEY, the witness stated that there was a charge of l id. a ton on coals taken into the Grand Surrey Dock, but there was an impediment to taking up ships into the canal from the ice in winter, and the usual course was to discharge in the Pool. Mr. James Covington, a lighterman, who bad a large number of barges on the river, stated that his charge for lighterage from the Pool to Nine Elms was 9d. a ton, and to Coldblow 15d. or 16d; but there was a great objection to Deptford• creek from its bhallowness, and there was a very considerable delay from the locks. In winter there was also a great inconvenience from the ice ; but they had always access to the wharf at Nine Elms, and the water was always deep enough for unlading. To the cross-examination of Mr. FLOOD—The witness stated that to a customer he should charge nothing additional for going through the dock, though he should make a difference with a stranger. Mr. J. Chicor, a coal merchant, was well acquainted with the wharf of the South- Western Company at Nine Elms. He had sent from 9,000 to to 11,000 tons of coals there in the year, the depth of water off the wharf being about eight feet in neap tides, and twelve feet in spring tides. The facilities at Pope's wharf, which is half a mile from Greenwich, were not nearly so great. He thought the charges for lighterage was as the two last witnesses had represented them ; If anything, the charges were beyond the state ment of the witnesses, and certainly from his experience coals could not be delivered either at Coldblow or at Pope's wharf, with nearly the same facility as at Vauxhall. The announcement being made that the Speaker was at prayers, the Committee adjourned till Monday. Group R. DUBLIN AND BELFAST JUNCTION RAILWAY. (Continued from our Afternoon Edition.) To Mr. ALEXANDER—The distance of the line from Newry would be about three quarters of a mile. Its height there would be 240 feet above the level of the quay. The passengers station would be about a mile distant from the town. It was his opinion that the goods should be brought up from the harbours to the railway on an inclined plane. There was no power in the Bill to that effect. lie was not aware of a petition from Newry against the line. The viaduct over the Boyne was 400 yards. The centre arch would be in span 250 feet, and 120 feet those on each bide. The cut he estimated at 42,0001. The trade of Drogheda was taken under the viaduct ; but he considered from the inert ase of traffic that would take place new quays would be formed. The trade of the town was at present between the two bridges—that already over the Boyne, and the viaduct pro. posed to be erected. The rnost expensive cutting would be through granite south of Newry, and would cost Is. 6d. per cubic yard. The heaviest works would be between Newry and Dundalk A viaduct was proposed to he made across a valley at Drogheda. It would cost 10,4521. Ihe Dundalk river was also to be crossed by a viaduct, which he estimated at 2,7351. 12s. sd. The cost of the permanent way was 3,065/. per mile. The engines he pro posed to use on the line were lighter than those used in England, sixteen tens in weight, similar to those in use in America and Germany. The Committee then adjourned till to.morrow at twelve o'clock, Group E. NORTHUMBERLAND ATMOSPHERIC RAILWAY. (Continued from our Afternoon Edition.) By Mr. HILDYARD.—The witness referred to a passage in Mr. Mallett's reports, where he states that in pacing a curve in the Dalky atmospheric line, at the rate of thi; ty miles an hour, a shock was so sensibly felt as to assure him that without the guard-rails it was probable that the carriages belonging to the train would have been off the rails. Taking the limited space of deviation en a curve of ten chains, guard rails were absolutely necessary. The danger ariving from passing curves at the velocity proposed on the atmospheric principle would be much greater than on the locomotive system. The greater the speed, the greater would be the extent of the calamity. Mr. Harrison was then cross-examined most closely by Mr. Sergeant WRANGHAM, for the purpose of showing that he had over rated thetraffic, and the incapability of the atmospheric principle to work it, in consequence of unavoidable dolays and derangement of the trains. His testimony, however, remained unshaken. Mr. HILDTARD having closed the case for the opponents of the Northumberland Atmospheric Railway. The CAAIRMAN intimated that it was the desire of the Committee to have some further information from Mr. 'Brunel. Mr. Brunel was then called, and in answer to questions made by the CHAIRMAN, stated that in calculating the power necessary to be employed, he made allowances for the friction of air in the tube and the resistance of the atmosphere, and that the theories formed upon that subject were erroneous. Having taken all these things into consideration, he came to the conclusion that trains could be worked at the rate of forty miles an hour. Sergeant WRANGIIAM then addressed the Committee to show the superiority of the atmospheric over the locomotive system, and contrasted the evidence on both sides. He was followed by— Mr. HILDYARD on the opposite side, after which the Committee adjourned. Group DD. THE CALEDONIAN, AND GLASGOW, DUMFRIES, AND CARLISLE RAILWAYS. The examination of Mr. Geddes (continued from our After noon Edition)— He had visited all the coal and iron seams in the vicinity of the railway. The princpal coal grounds were found in Lanarkshire and Lothian. Edinburgh was supplied with coal from Lothian, which was conveyed thither by a continuation of the Dalkeith line. In all these coal-fields greater or less quantities of ironstone was found, but very little black band had been obtained. It was usually considered that black band was confined exclusively to the mineral fields in Lanarkshire, but this was a mistaken idea, as it could be obtained in different quantities from almost all the coalfields of Scotland. Very extensive iron works existed in Ayrshire, but great inconvenience for earrying away the manu. factured iron was experienced in consequence of the present in complete modes of transit. He had inspected the whole route of the Dumfries Railway for the purpose of identifying and de scribing the various mineral fields near which it passed. One.third of the entire line will be carried through extensive mineral districts. The railway would tend to open up many iron, coal, and lime fields along its route, and would increase the population in Its neigh.. bourhood, as there would be more men required to work the dif ferent mines. In the valley of the Irvine, going to Kilmarnock, the line would run for three miles through the Hurelesford dis trict, where was situated a most extensive coal field, and the works were at present in operation. Considerable part of the produce was carried in carts to the station of the Ayrshire Railway, to supply the large iron.works at Dairy, Johnstone, and Paisley. The cost of conveying the coal in carts from the mines to the station was 20d. per ton. The remaining portion of the produce was sent south to the districts travelled through by the proposed Dumfries railway. If that line were made he was dis tinctly of opinion, that the quantity of Hurleford coal to be con sumed would be greatly increased. The proprietors of the coal mines were very desirous to have their business increased, and the construction of the railway would effect that object. The nature of the Hurleford coal had been tested by experiment, and it had been found to consist of the very finest qualities, and was highly valuable. He had estimated the area of the field at fivn miles by two miles and a half, and it might ultimately be found to be more extensive. The number of veins at present being worked is three, and the average thickness of the seams is 16 feet ; and the estimated quantity of coals the mine Was capable of producing was 90,000,000 of tons. The coalfield was skirted by ironstone mines, which tended greatly to enhance its value. Black band, ironstone, clay and ironstone. and limestone were all found more or less in the Hurlesford district. The limestone field was 11 feet thick, and produced 2,400 tons annually. Iron mines and coalfields were to be found all along the line, and there was no doubt that numerous iron works and manufactories would be erected at various different points. The Nithsdale works supplied large quantities of lime for agricultural purposes, and it was of very superior quality. From Mansfield the quantity obtained was 3,000 tons annually. Benstown produced 2,200 tons, and the re maining works produced from 5,000 to 6,000 tons. In the coal fields of Clorehurn he had discovered specimens of black band, which were of a very rich quality. Gas coal was worked at Brogue and Mansfield. The aggregate thickness of the corn mon coal at Mansfield was 44 feet, in which there were two seams of gas coal, one averaging 11 feet in thickness, and the other 12 feet. In his opinion, it would be very difficult to form an aceurate judg ment of themineral fields he had described. He had no doubt that the Wilsontown Common coal conld not be brought into competi. tion with the present supply in the Edinburgh market, and he was not satisfied that it would bear a comparison with that produced from the Lothian fields. Borrowstonness coal would compete with the Wilsontown coal, and could be shipped for exportation at a lower rate. He had no hesitation in stating it as his opinion that the Dumfriesshire line would exactly tend to develope the mineral resources of the distaicts through which it passed, and the general interests of the country would be greatly benefitted by it. Mr. Wright, mining engineer of Dalkeith, and Mr. Christie of Muir Kirk Iron works, gave corroborative testimony to the state ments of the last witness as to the quantity and quality of the various mineral fields through which the line would pass, that are at present in operation, or which would be opened up, if the pm. posed railway were constructed. Mr. Nelson said, he had been engaged in gas works for thirty years past, very extensively iu the west of Scotland. He deposed as to the respective value of the gas coal to be obtained from various districts through or near which the line 'would pass. Coal obtained from Lismahago, on the average per ton, would yield 10,500 cubic feet of gas, Sothram coal would yield a similar quantity, Wilsontown coal would give 8,820 cubic feet, coal obtained from the neighbourhood would yield 10,000 cubic feet of gas, and from Borrowstonness the same amount could be obtained. The evidence of this witness concluded thedepositions as to the mineral traffic, for the promoters of the Glasgow, Dumfries, and Carlisle scheme. The Committee adjourned until Monday, at twelve o'clock. Group W. (Continued from our Afternoon Edition.) Mr. J. P. Leatherbow, clerk at the Normanton station of the Manchester and Leeds Railway, examined by Messrs. ELAND and WILKINS stated, that there was a junction at that station of the Manchester and Leeds, York and North Midland, and Leeds and Selby lines. The goods and passenger traffic that passed there was very great. As many as eighty-six to ninety trains passed in the course of the day. Of these twenty-seven to twenty-eight were luggage trains. The direction from which cattle and sheep came was Newcastle, Darlington, York, and Selby, and they went to Wakefield, Rochdale, and Manchester. Trains, consisting of as many as 100 waggons of cattle, passed there every market day ; and there were extra trains besides these. There were from thirty to fifty cattle in each waggon. It required two engines for one of these monster trains. Great delays occa sionally took place in consequence of this immense traffic, He saw as many as five trains delayed there at one time for several hours, and the confusion which arose was very great. This witness was subjected to a long cross-examination by Messrs. Pickering and Knowles. Captain Lawes, manager of the Manchester and Leeds Railway, confirmed the evidence of the last witness. He had made a pro position to the managers of the York and North Midland line to remedy the confusion and delay at the Normanton station, but they had resolution refused to accede to it. By Mr. KNowtEs—He could not speak as to the relative pro. portions of goods and merchandise which passed between Man chester and the eastern counties, and Manchester and Leeds, but he thought the passenger traffic was rather greater between Man chester and Leeds than between Manchester and Hull. Mr. Seaton, of Westbridge, near Pontefract, deposed to the quantity of coal consumed by I'ontefract, and the places on the line of the proposed railway to the east of that town. He calculated the quantity at 74,994 toms, and the amount which would be saved to that district by the conveyance of these coals on the line (calculating the carriage at id. per ton) was 7,5001. Mr KNOWLES cross.examined this witness. S. Cotton, auditor and accountant of the Manchester and Leeds trafficßailwayn—pWas posedlinesconversant of with railway.the ascertainingmo l d l eieofmodewhichh anticipatedin ascrtaining the traffic on the proposed line was by having six different stations on the line from Wakefield to Goole, and appoint.. ing three persons at eachot these stations to relieve one another every six hours for fourteen days. These persons were to note down in a book every one who passed, and every description of goods and cattle. He had made his classifications from this record, and he found that there were 195,736 foot passengers who passed at various distances between the extreme points of this line. Calculating one half of these to go by the railway in third-class carriages, the amount of income from this source would be 2,606/. The omnibus and pest-chaise p ssengers were 20,876 and doubling this tnumber (which was customary in such calculations with this class of pas sengers), the amount, at Id. par mile per passenger, was 5,5401. 55. 4d, The number of passengers by their own con- own ccweiancee was 188,6281 and calculating one.lhird of these 44 Atit class passengers, the amount was 1,6361. The quantity of minerals and heavy goods conveyed by canal had been calculated at 633,122 tons, and by diverting a quarter of that to the railway, at the average of a l id. per ton per mile, the amount would be 33,6061. This proportion he considered a small one. Sometimes two thirds was taken, anti not unfrequently it has hap pened that the rail had swept the canal altogether. The passengers by packet from Knottingley to Goole were also taken into account, and, assuming the half of them to go by rail as third-class passengers, the amount would be 233/. The live stock were calculated at 75,127 head (including 61,600 sheep, 4,536 pigs, and the rest cows, &c.), and at 2d. per head this would amount to 8,931/. The general merchandise and light goods which were observed to be carted along the proposed line was 47,000 tons, and the assumed traffic from this source was estimated at 1,304/. He calculated the working expenses at one-third of the estimated traffic, and as. suming tee traffic at 46,000/., and the working expenses at about 18,6001., the income would be about 27,0001., or 7 per cent. on the capital, 365,0001. Mr. SEYMOUR—Is one-third the usual proportion taken for the working expenses ? Mr. Corrox—The Parliamentary allowance is 2s. sd, or 40 per cent., but the difference did not materially affect the estimate. This witness was cross-examined at considerable length by Mr. KNOWLES as to his mode of classifying the estimates and ascertain ing the different calculations. Mr. John Harris, engineer, examined by Mr. WILKINS—Was connected with the Stockton and Darlington Railway, and had been engaged on several others in the north of England. He con sidered the IIKe under consideration to be the best of all those that had been projected to accommodate thepopulatirn of that disttict. The Speaker having been announced to be at prayers, the Corn. mittee then adjourned till twelve o'cloek to.morrow. Group X. LONDON AND YORK LINE. _ _ . YMor.Pk:line from Gains (continued from ou The r f t e c r r i o , c o s: , x E a m d t n i o a i ) o_n T o b f ell, London r o . ndon Denison, and borough to Sheffield was shorter than that proposed by the Cam bridge Company. Could not say by how much ; but it was much the best. It would ce important that the manufacturing di s t r i c t s should have a short and quiek communication with Lincolnshire. To Mr. BARKER—IS of opinion that the through North traffic was recondary to that of the West Riding. The London and York Company considered a line between Doncaster and Sheffield and abandoned it, as it would not pay. Tnere was very good water communication between those two places at present, and the dis tance was only about eleven miles. Re-examined--Believes that Id. per ton per mile for the carriage of coals would not pay unless it went a long continuous line, and under the direction of one management. The distance from Lin coln to London by the London and York scheme was the same as by the Cambridge. The Committee then adjourned. (YESTERDAY.) Group B. The Committee on assembling proceeded with the LEEDS AND THIRSK LINE. Mr. Grainger, the engineer, cross.examined by Mr. AUSTIN, Q.C.—Witness has gone over the country to form estimates of the expense. Declines to give in a detailed estimate. Can do so by ccpying it from his book. That would show cuttings, embank ment, tunnels, and most of the slopes, and the prices. Mr. AUSTIN submitted to the Committee that it would save con siderable t:me if a detailed statement was furnished, instead of having to extract the same result by a long series of questions. The engineer objected, as if it got into the hands of a con tractor, it would enable him to estimate according to the en gineer's estimate. The CGAIMITTEE thought they could not order any written state ment, as it was objected to on the other side. Cross-examination resumed—The cuttings for two miles are on a slope. Had obtained the level by taking the depth of the centre line. Has compared the country with the section. Was to have consulted two contractors, but no contract has been concluded. Has surveyed the country north and south from Leeds to North allerbon, and Poole and Weatherby west and east. By Mr. WIIITEHURST, Queen's Counsel—Has examined the soil in Bramholt, of which the principal part is sandstone. It is not a solid bed, but consists of large blocks. Has examined the springs at Bramholt, of which there are three or four. Two other gentle men have examined that part of the line, Mr. Jerdein, and Mr. h h o a : Al f taw this a mile ms fromak stage, making A t oi h nr e .e Sopworth. Has made five borings. The second boring is about o fi o r rv i l t: wßiz. a N n wa d e, the others about 500 or 600 yards apart. One borehole is opposite Bramholt-ball. When that bore liftrbetchaemperodmryOters, proposed certain terms to Mr. Whitehurst ; but that gentleman stated that, appear ing as he did by order of the Lord Chancellor to protect the estate of a lunatic, and having no power to take any sum of money, he only sought to be placed in as good a situation as before. Examination resumed—The tunnel commences near the first borehole, and there is a cutting of 78 feet 10 inches, about 5-Bths of a mile. The cuttings at the other boreholes are 130, 216, 270, and 72 feet respectively. There are three or four springs in the northern extremity of the tunnel. The tunnel would probably affect to some extent all the springs in the neighbourhood. Is not aware of any proposal having been made to the Leeds Water works Company for the conveyance of water to Leeds. The width of the four permanent shafts in the tunnel will be 30 feet in diameter. Is not aware of any means of preventing the drainage of the springs by the construction of the tunnel. It would be practicable to put a pump at the end of the tunnel and force the water up to the highest level of the township. It is impossible to tell what effects will arise to the springs until actually tried. By Mr. Sergeant BELLasis—The branch connecting the line with the Leeds and Bradford line quite the maine line at a dis tance of 41 miles from Leeds. That branch runs chiefly through Lord Cardigan's property. The gradient is partly lin 33, in 1 in 102, and partly level. It is a descending level to the Bradford line. The gradient lin 33 continues for one mile and a quarter, and will be worked by an assistant engine. Another branch has been abandoned, which was to run through Lnrd Cardigan's pro perty. The main line also runs through Lord Cardigan's property for two miles and half. Part of that property consists of woods, but not ornamental. The cost of the main line from the point whence branches the Leeds and Bradford line, and the Leeds station, about four miles and three-quarters, will be about 120,000/. The reason for making an entire line to Leeds, parallel with the Leeds and Bradford line, was the difference of the levels. The excavations and embankment on the main line are 4,553,605 cubical yards, Mr. Sergeant Birr.Lasis then inquired the price per cubical yard of embankments at certain spots. Mr. OTEREND objected that an answer to such a question would compromise the interests of the Company. The Committee decided that the question might be answered. The witness then said the cutting would be Is. 2d. and Is. 4d. per yard. The witness was then most minutely examined upon the whole of the individual works to be executed on the line, and the rela. tive estimated prices. Mr. Hata., on the part of the Leeds Waterworks Company, said that he was quite satisfied with the protective clauses to be in serted by the promoters. Mr. James Fenton, civil engineer, was of opinion that the line laid down by Mr. Grainger is the best that has been suggested, and was perfectly satisfied with the estimates. Mr. C. Vignolles, civil engineer, examined by Mr. BAINEs— Has been over the Leeds and Thirsk line, and over the line sug gested to the east, and considers Mr. Grainger's as the best, forming a link of communication with the north, the interest of Leeds, and the western districts of the West Riding. It will allbrd better accommodation to Knaresborough than the Pill- moor scheme. Ripon is on the line, which goes right up to Thirsk. Has gone carefully over the estimates, and is quite satisfied of their suffi ciency. The cross-examination of this witness elicited no point of importance. Mr. J. Evans said he had been a railway contractor for ten years, and had been engaged on the Manchester and Leeds, and other lines to a considerable extent. Has examined the estimates of this line, and would be happy to take contracts at the prices, and has signed a bond to that effect. Mr. J. Bray, also a railway contractor, was similarly satisfied with the estimates of Mr. Grainger, and had signed a bond agreeing to perform the work at his prices. Mr. Cooper, land-surveyor, stated the value of the land to be taken by the main line to be 64,8491., and of the whole, including the Leeds station, 104,0001. The Committee at this point adjourned until to-morrow (this day), at twelve o'clock. (THIS DAY.) The Committee re-assembled this morning at twelve; Mr. P. Al Stewart in the chair. eng T i h n e ee fi r, rs w witness t menocrenignlven yesterday by other g Was Mr. Miller, the engineers as to the capabilities of the line and the prop r i e ty o f t h e hocorrob e o x ra am tecilnetdhe this evid estimates. He was cross-examined by Mr. WADDINGTON, but his cross examination was frequently interrupted by the CHAIRMAN, who said that what he was stating the Committee had heard repeatedly before. Mr. EnolseN, the solicitor to the Bill, deposed to the number of petitions presented in favour of that line, and as to the respectabi lity of the petitioners. The petition from Leeds had been signed by 3,600 out of 4,000 of the constituents. HARROGATE AND RIPON JUNCTION RAILWAY. The Committee then proceeded to hear evidence in support of the Harrogate and Ripon line. Mr. Lawson M.P., examined by Mr. ROBINSON—Is intimately acquainted with the countryi between Harrogate, and Knaresbo rough andiThirsk. The Harrogate and Ripon Junction is the only line that affords proper accommodation to Boroughbridge. The Harrogate and Ripon:, J unc tion goes close to Boroughbridge and Knaresborough. The Leeds and Thirsk line will not afford accommodation to Knaresborough. He presided at a meeting at Boroughbridge last autumn, and, with the excep tion of Lord De Grey's agent, the meeting was unanimous in fa vour of thel Harrogate and Ripon line. There was a private meeting at Knaresborough, attended by many shareholders in the Leeds and Thirsk scheme. There were a number of workmen employed by shareholders in the Leeds and Thirsk scheme present. The meeting was i n f avour of the Leeds and Think line, but from what he had heard f rom var i ous inhabitants o f K nares borou g h, h e thought they were i n f avour of the Harrogate and Ripon line. Cross- examined — He considered th e H ar rowgate and Ripon line would afford the g rea t est accommodation. If a branch of the Leeds and Thi rs k li ne were brought into the town o f Knaresbo rough, he did not cons id er it would be so good as t h e H arroga t e and Ripon line, b ecause a branch was never so good as being on the main line. H a d sa id that he should not ob j ect t o vo t e f or the Leeds and Think line, and i f the Committee approved of it, he should h ave no o b jection to vote for the Leeds an d Think Bill if it came b e f ore P arliament. His own estate wou ld b e benefited more by the H arrogate and Ripon line than by the Leeds and Thirsk line. Church Fenton line als o . Lord Be ross.examined by Mr. H ors for Lord De Grey, and for the Grey ' s prop e rty was near to that of witnes s , an d as far as his estates were concerned, h e h a d g the same reas on f or supporting the Harrogate and Ripon l i ne t h at witness had. Lord Be Grey was not a resident there. Lord De Grey's p roperty. h owever, was nearer to the Lee ds and Thirsk line than witn ess ' s estates. By the CHAIRMAN —The nearest railroad to us at present is the North of England. It is seven miles distant. o each York thean d H R a i Cross. examination restaned There have been two p etitions from Knaresborough, one each way. Be - examined 14 Mr. ROBINSON—There is consid erable commu nication f betw een side of John Hodgson pr o d uced the returns of the tow ns within five miles and of the Leeds and Thirsk line. The Population a l o ng the Leeds and Thirsk line, from Thi rs k to Harrogate, is 08,822. From T hi rs k t o Harrogate, alon g the Harrogate and Ripon, line, :gate and Ripon lin e, the population is OBINS P ON a magistrate :33,464. From H arrogate to Leeds along the Leeds and Th i rs k li ne ge the population is 11,160 . From Harrogate to Leeds, along th e pro posed North of Engl an d extension branh the °potation is 16,617. Mr. Basil Wood, exam i ned by Mr. R —ls of the North and W es t Ridi ng, residing a t Aldborough. T he pro posed Harrogate and Rip on J unction would af f or d great accommo. modation to the distri c t th rough which it pass"' The proposed Leeds and Think line would not afford anyth i ng like so much accommodation to the district. The H arroga te and Ripon Junc tion g would afford facilities for s u p p l ying the ai,t r iet with superior coal from the north. Knaresborough and Boroughbridge have both fallen off in consequence of deficient railway accommodation. Cross-examined by Mr. OYEREND— It certainly would be for the advantage of Ripon to be situated en a main line, rather than upon a branch. Witness resides close b y B oroughbr idge. Cross-examined by Mr. HOPE — Th ere i s a good water corn . munication at present between B oroughbridge an d Ripon. Mr. John Howgy, is a land-a gen t and su rveyor of Knares. borough, and well acquainted with the d i str i c t, and assisted in making the population returns which h ave b ee n given in evidence. He took the population of the town s hi ps an d not of the paris h e s, and excluded all places which were furnished with accommodation by existing railways. The' Harrogate and Ripon Junction . line would confer a great benefit on th e di s l r i c t. It would open a direct communication between Knaresborough and the coal districts. The Leeds and Think line does not, like the Har rogate and Ripon Junction, pass through a coal-field. In going south from Knaresborough the advantages of the Har rogate and Ripon' Junction were greater than those of the Leeds and Think line, and the advantages for going north were about equal. The country: gone through by the Harrogate: and Ripon (Leeds Junction) was better adapted for the construction of a rail way than that traversed by the Leeds and Thirsk. The Leeds and Thirsk line passed through a hilly country. To the CHAIRMAN—We went over these hills yesterday. Examination continued—The town of Ottley would not be much benffited by the Leeds and Thirsk line. Ottloy market was not to be icompared to the markets at Weatherby and Knares borough. There are great lime works at Knaresborough, and the Great North of England line passes through there. The present feeling of the inhabitants of Knaresborough is in favour of the Harrogate and Ripon line and the Leeds Extension. There was a feeling in favour of the Leeds and Think, but that was before it was proposed to carry the other line on to Leeds. Cross.examined—Very little coal comes from Leeds to Knares_ borough. The Manson coal is as good as the Leeds. the Leeds and Thirsk line is a good line to the north ; of Ripen. There are manufactures at Ottley, and it is situated in a fine grazing district. Mr. John Edeson lives at Knaresborough, and was a manufac turer there for many years, and is a director of one of the banks there. The trade of Knaresborough has decreased for the want of cheap and good coal. The north eoal was better than the Leeds coal, and cheaper, and if it could be supplied to Knaresborough it would be preferred. To all appearance the Ripon Junction line would through a much more populous district than the Leeds and Thirsk. It would be advantageous to have a railway communication between Knaresborough and SVetherby. Cross.examined by ➢lr. OYEREND—RipIey would not be so well accommcdated by the Harrogate as it would be by the Leeds and Thirsk. Ripon would be better accommodated by a branch from the Great North of England, than by the Leeds and Thirsk. There is a much greater general traffic south from Knaresborough than there is north. Mr. W. Pick—Lives near Boroughbridge, and knows the lines of the two propdsed railways. The Leeds and Thirsk skirts the agricultural county, while the Great North of England proposed line runs through the very finest agricultural county. The Leeds and Thirsk line is not to be compared to it. Mr. George Crowe, who lives near Boroughbridge, corroborated in every respect the evidence of the last witness. Mr. Joseph Sayner resides at Wetherby, and is of opinion that the Great North of England line will afford more accommodation to that district than the Leeds and Thirsk. There is considerable traffic between Wetherby and Leeds. Mr. Z. Attlier, a farmer, attends Ottley market, and has attended Wetherby market. Wetherby market is the largest by a great deal. Skipton Is a greater market than Ottley. Mr. WHITUHURST was about to cross-examine the witness, who lives at Bradford, on the subject of the wells proposed to be made there. This was opposed by Mr. OVEREND, on the ground that the question was not before the Committee. _ _ The CIIAIRMAN—I believe, Mr. Whitehurst, you must not go on. You must let well alone.—(A laugh.) Mr. Joseph Dawson, woolstapler of Leeds, described the various stations proposed to be made on the Leeds and Bradford line, and compared the distances between those stations and the various villages, and those between the same villages and the various sta tions on the Leeds and Thirsk line, proving that the Leeds and Bradford line was in each place nearer these villages than the Leeds and Thirsk. He spoke from actual admeasurement. The witness also spoke to the traffic which would take place on the proposed line. The traffic tables were then put in in evidence. The estimated gross revenue was 23,543/. ; the net revenue was estimated at 14,1264—The Committee then adjourned until Monday., SELECT COMMITTEE ON STANDING ORDERS. This Committee met at twelve o'clock to-day to inquire into the various cases of nen-compliance With the standing orders referred to them from the Sub. Committees, and came to the following de cisions with respect to the Bills hereafter named, mhich will be reported to the House accordingly. THE GOOLE AND DONCASTER RAILWAY. That the standing orders ought to be dispensed with, and the parties allowed to proceed with their Bill. THE DISS, BECCLES, AND YARMOUTH RAILWAY. A similar report will be made in favour of this project. THE SHREWSBURY AND GRAND JUNCTION. The Committee will report, that in this ease " the standing orders ought not to be dispensed with." The same report will be made with respect to both THE HARWICH RAILROADS. The Committee adjourned shortly before four o'clock. rim LONDON GAZETTE (THIS EVENING.) WAR-OFFICE, MAY 23, 1845. ict Dragoon Guards—Lieutenant R. 0. Travers to be Captain, by purchase, vice Pipon, who retires; Cornet T. M. Riddell to be Lieutenant, by purchase, vice Travers; J. R. S, Sayer, Gent., to be Cornet, by purchase, vice Riddell, May 23. 15th Light Dragoons—Lieutenant J. Brett, to be Captain, without purchase, vice Chambers, deceased ; Cornet J. L. S. Lumsdaine to be Lieutenant, vice Brett, Feb. 9. Ist or Grenadier Regiment of Foot Guards—Ensign W. E. H. Vere, from the 49th Foot, to be Ensign and Lieutenant, by purchase, vice Lord Paget, who retires, May 23. 7th Regiment of Foot—Captain V. H. Mairis, from half pay Unattached, to be Captain, vice Brevet Major W. Hope, who exchanges; Lieutenant W. L. Grant to be Captain, by purchase, vice Mairis, who retires; Ensign the Honourable F. C. G. Fitz Clarence, from 73d Foot, to be Lieutenant, by purchase, vice Grant, May 23, 1845. 12th Foot—T. G. Vereker, Gent., to be Ensign, by pur chase, vice Walpole, promoted in the 77th Foot, May 23. 13th Foot—Lieutenant the Honourable E. J. W. Forecter to be Captain, without purchase, vice Sinclair, deceased, May 23. 20th Foot—Captain J. Powell, from half-pay Unattached, to be Captain, vice Murray, appointed to the 38th Foot, May 23. 28th Foot—Ensign J. W. Shelton to be Lieutenant, with out purchase, vice Staveley, who retires; F. B. Drew, Gent., to be Ensign, by purchase, vice Shelton, May 23. 29th Foot—Lieut. L. Farrington, from 39th Foot, to be Lieutenant, vice Johnston, who exchanges, Feb. 22. 32d Foot—Lieut. E. W. D. Lowe to be Captain, by pur chase, vice Campbell, who retires ; Ensign T. Maunsell to be Lieutenant, by purchase, vice Lowe ; Gentleman Cadet R. E. L. H. Williams, from the Royal Military College, to be Ensign, purchase, by vice Maunsell, May 23. 38th Foot—Major J. Campbell, from half-pay Unattached, to be Major, vice H. K. Storks, who exchanges; Captain R. S. Murray, from the 20th Foot, to be Captain, vice D. O'Con nell, who retires on half-pay Unattached, May 23. 39th Foot—Lieut.. J. Johnston, from 29th Foot, to be Lieu tenant, vice Farrington, who exchanges, Feb. 22. 40th Foot—Captain H. R. Seymour, from 63d Foot, to be Captain, vice Oliver, who exchanges, May 23. 41st Foot—B. J. Lennox, Gent. to be Ensign, withoutpur chase, vice Jackson, deceased, May 23, 1845. 44th Foot—Major the Hon. A. A. Spencer to be Leute nant-Colonel, without purchase, vice Shelton deceased; Capt. A. W. Gray to be Major, vice Spencer ; Lieut. IV. MacMahon to be Captain, vice Gray ; Ensign A. Greene to be Lieute nant, vice MacMahon, May 17, 1845; G. L. Ottley, Gent. to be Ensign, v. Greene, May 23, 1845. 49th Foot—lf. Rocke, Gent., to be Ensign by purchase, vice H. Vere, appointed to the Ist or Grenadier Regiment of Foot Guards, May 23. 63d FA—Brevet Major J. B. Oliver, from 40th Foot, to be Captain, vice Seymour, who exchanges, May 23. 69th Foot—Ensign C. W. Parker to be Lieutenant, with out purchase; Sergeant Major D. Dunne to be Ensign, vice Parker; Lieutenant W. J. B. M'Leod Moore to be Adjutant, vice Sutton, appointed to the 4th Dragoon Guards, May 23. 73d Foot—J. W. Ramsay, Gent. to be Ensign, by pur chase, vice Fitz Clarence, promoted in 7th Foot, May 23. 77th Foot—Capt. E. Wolfe, from half. pay 28th Foot, to be Captain, vice Algeo, promoted ; Lieut. E. H. L. Crofton to be Captain, by purchase, vice Wolfe, who retires ; Ensign R. S. Walpole, from 12th Foot, to be Lieutenant, by pur chase, vice Baillie, who retires ; Ensign F. Kennedy to be Lieutenant, by purchase, vice Crofton ; G. J. Burne, Gent. to be Ensign, by purchase, vice Kennedy, May 23. 78th Foot—T. Anderson, Gent, to be Ensign, without pur chase, vice Maclain, Map 23. 80th Foot—Ensign W. F. A. Colman to be Lieutenant, without purchase, March 10; Sergeant-Major G. Bodle to be Ensign, vice Coleman, May 23; Lieut. H. A. W e l man t o b e Adjutant, vice Lightbody, promoted, March 10. 83d Foot—J. S. Molony, Gent., to be Ensign, by purchase, vice Portal, promoted in the 3d Foot, May 23. 87th Foot—Second Lieutenant J. Doherty to be First Lieutenont, by purchase, vice Holmes, who retires; Arthur Magan, Gent., to be Second Lieutenant, by purchase, vice Doherty, May 23. Ist West India Regiment—R. B. Wigstrom, Gent., to be Assistant-Surgeon, vice Machardy, deceased, May 23. BREVET.—Captain E. Wolfe, of 77th Foot, to be Major in the Army, Jan. l 0; Captain V. 11. Mairis, of 7th Foot, to be Major in the Army, Nov. 23. HOSPITAL STAFF.—ASSiStaIIt-SUrgeoll R. J. O'Flaherty, from 83d Foot, to be Staff-Surgeon of the Second Class, vice A. Smith, M.D., deceased, May 23. MEMORANDUM.—The date of the appointment of Lieut. H. T. Walker, to be Adjutant of 25th Foot, is 15th December, 1843, and not 23d February, 1844. Lieutenant E. U. Coxen, of 60th Foot, has been superseded, being absent without leave. The Christian names of Ensign Dallas, of 46th Foot, are George Frederick. Erratum in the Gazette of the 16th instant. Commission by the Lord-Lieutenant of Durham.—For "Frederick Milbank, Esq.," to be Deputy-Lieutenant, May 3. Read, " Frederick Acklom Milbank, Esq.," &c. Commissions by the Lord-Lieutenant of Renfrewshire. The Right Hon. Charles Lord Blantyre, A. Campbell, Esq., to be Deputy-Lieutenant; Colonel D. H. Macdowall, to be ditto; Captain R. J. M. Napier, jun., to be ditto; T. Spier, Esq., to be ditto; A. Gilmour, Esq., to be ditto, May 19. Commission by the Lord Lieutenant of Somersetshire. West Somerset Regiment of Yeomanry Cavalry—Cornet W. A. Sanford to be Lieutenant, vice Blake, promoted, May 20. WHITEHALL, MAY 17. The Lord Chancellor has appointed John Brooking, of Dartmouth, in the county of Devon, Gent., to be a Master Extraordinary in the High Court of Chancery. DECLARATION OF INSOLVENCY. Richard Evans, tallow chandler, Broseley, Shropshire. BANKRUPTS. Robert Kimble, boot maker, Great Marylebone-street. Alexander Macdonald, merchant, Leadenhall-street. John White, currier, Warminster, Wiltshire. John Feaviour, hotel keeper, Liverpool. Thomas Sims, licensed victualler, Whitechapel-road. John Cann, bricklayer, Woolwich. Thomas Wood, wine merchant, Little Queen-st., Holborn. Thomas Harris, currier, Newton, Montgomeryshire. Dyer Berry Smith, merchant, Liverpool. William rowe, ivory turner, Bristol. Richard Holloway, innkeeper, Evesham, Worcestershire. Henry Priddey, upholsterer, Droitwich, Worcestershire. John Barker, maltster, Gayles, Yorkshire. John Thackrey, dyer, Leeds. PRI OF . The Average Price of B CE rown or SUGAR Muscovado Sugar, for the weekending, May 20, 1845, is 30s. lOid. per cwt., exclusive of the Duties of Customs paid or payable thereon on the im portation thereof into Great Britain. MARKET INTELLIGENCE. (From the London New Price Current of May 23.) SUGAR.--To-day West India was in excellent request for grocery and refining purposes, 500 hhds, &c., finding pur chasers at a further improvement in prices, making the ad vance for the week is to is 6d per cwt, and the total sales 3,370 hhds and tierces, which is a very large quantity. REFINED.—To-day Refined Sugar brought further ad vanced rates, and there are many orders unexecuted for Home Trade goods; baown lumps are 695, and standard lumps 70s per cwt. Bonded Crushed Sugar sells freely at 37s 6d to 383. MAURITIUS.—The demand has been extensive for every description from grocers and refiners, and some parcels have been taken for the outports ; indeed the quantity brought forward has not been sufficient to supply the wants of the trade. At public sale yesterday 13,695 bags 19 cases and :5 casks were disposed of at prices showing an advance on these of the previous sale of la to Is 6d per cwt. EAST INDIA.--Holders of Foreign East India evince much firmness, the stock in first hands is much reduced, and pricts are still on the advance. The total quantity offered at auc tion has amounted to 12,100 bags, nearly the whole of which found buyers. The stock of Bengal and Madras is 80,432 bags more than last year at this time. Fonmcx.—The market has still an improving appearance for Foreign Sugar, buyers are anxious to operate, stocks di minishing, prices still looking up. COFFEE. —To-day there was a large amount of business transacted by private treaty, and the rates paid were rather above those previously quoted. A cargo of Aux Cayes Coffee of 3,000 bags to arrive for orders have been sold afloat at 29s per cwt, deliverable at Trieste, and another cargo at 30s 3d. TEA.—The home trade have evinced little desire to pur chase any description of Tea this week, and shipping orders come in slowly, some parties have been more inclined to realise, the stock being very large. The limited purchases made have been upon rather lower terms. MOLASSES.—To-day many inquiries existed for West India Molasses, and some parcels sold at full rates to a small advance ; St. Kitt's very low old fetched 15s, good New An tigua 18s 6d, old 17s 6d, Nevis low, 16s, an d G rena d a 17s 6d pe r cw t . Bum, BRANDY, AND BOLLANDS.-PriceS have ruled firm for Jamaica Rum, and a good home and export demand has been experienced. Demerara has sustained the former value, and is wanted. In Leward Island a large business has been transacted at full rates, indeed, in some cases,a small advance has been paid. Of Calcutta some parcels have been disposed of at Is 5d proof with certificate. Brandy has met with in creased attention, and several parcels have oeen disposed of at a slight improvement in prices. Geneva is more wanted, is 8d to is 9d is now the value of common export sort, and fine fit for duty 2s 4d to 2s 9d per gallon. English Corn Spirits lOs 2d per gallon cash. TALLOW.—The accounts come to hand from St. Peters burgh, stating that the supply of Tallow would be less thou in former seasons, produced increased firmness in the market here, and a further advance in prices of 3d to 6d per cwt has taken place. COURSE OF EXClii Anitterdam CF. 12 8t Ditto, at eight l2 6t Rotterdam 2U. 12 9 Antwerp 26 20 Etamburgh M.B. 14 0 Altona Paris, 3 days' sight 25 95 Ditto, 3 months 26 15 Marseilles Bourdeaux 26 20 Frankfort on Maine 123 Petersburgh, 3 Cs Berlin Vienna, effec. 11. 3 M lO 4 Trieste, ditto Madrid 36* Cadiz Bilbao Barcelona iiIS DAY Gibraltar.:... Leghorn .... Genoa ..... ...... 26 15 Milan ...... Venice — Naples ....... ....... 39* Palermo, ; , e , oz ll9 Lisbon .. 524 Oporto Rio Janci!o. Bahia . Buenos iv, NewYmh.:2dyssight . PRICES F fiI3LLION, PER oz Foreigt , ;(,1,1, bars. £3 17 9 Portnga: f.401d Coin 3 17 5 New Doubloons 0 0 0 New 'ars 0 4 9 ; Silver w tkixs . 0 4 10, Saville — BANK OF ENGLAND. (From this Night's Gazelle.) An Account, pursuant to the Act 7th and Bth of Victoria, cap. 32, for the Week eliding on Saturday, the 17th day of May, 1845. ISSUE DEPARTMENT. Notes issued ...... 29,340,425 Government debt 11,015,100 Other securities 2,981,900 Gold coin and bul lion 13,237,395 Silver bullion 2,103,030 £29,340,425 M. Dated the 22d day of May, £29,340,425 MARSHALL, Chief Cashier. 1845. PARTMENT. Government secu rities (including Dead Weight Annuity) Other securities 10,656,808 Notes Gold and silver coin.. 658,945 433,435,595 RSHALL, Chief Cashier. 1845. BANKING D; Proprietors' capital 14,553,000 Rest Public deposits (in cluding Exche quer, Savings banks, Commis sioners ofNational Debt, and divi- dend accounts) 4,357,386 Other deposits 10,276,032 Seven day andother bills .03,435,595 M. MA Dated the 22d day of May, 1 IMPERIAL PARLIAMENT (THIS EVENING.) HOUSE OF LORDS. The LORD CHANCELLOR took his scat on the Woo sack at the usual hour. MAYNOOTH. The Earl of FITZHARDINGE presented a great number of petitions against the Crant to Maynooth, from the Wesleyan Congregations of Gloucestershire and Somersetshire. He could not conscientiously give his support to this grant if he thought that it was only calculated to excite anxiety and displeasure in England, without being calculated to give satisfaction to Catholic Ireland. THE CHURCH ACTS' AMENDMENT BILL. This Bill was read a second time before the public were admitted to the gallery. The LORD CHANCELLOR said, that to his astonishment an important Church Bill had seen for warded a stage before he entered the House. He had alwa - j s understood that the hour for commencement of public business was five o'clock. He had come into the House at that time, and learned that this Bill had passed its second reading, al though he had been in personal communication with that Right Reverend Prelate's secretary. This Bill interfered with the rights of the Crown, and he was, therefore, surprised that it should have been read at so early a period of the evening. It was an in terference with the rights of the House. Lord BROUGHAM said that the House would find means for defending its rights. Lord CAMPBELL said that as the hour for public business was five o'clock, any attempt to carry a Bill before that time was a contravention of the standing orders. Lord BIiOUGHAM—Oh ! If it be only a contraven tion of the standing orders the House could recover the point. The LORD CHANCELLOR —The House is not in .hat extreme state. CIVIL AND CRIMINAL LAW COMMISSION. Lord BROUGHAM said that he understood that a report had been made by the Law Commissioners on the 10th of January, in which it was recommended that Li verpool should be added to the Northern Circuit. The LORD CHANCELLOR—The Commissioners have as yet mhde no report. Lord BROUGHAM said he had certainly heard that such was the case. The LORD CHANCELLOR had heard so many absurd things in the course of his life, that he was not surprised. MAYNOOTH. The Duke of CLEVELAND presented several peti• tions against the grant to Maynooth. The Earl of RODEN presented sixty-six petitions from Protestant congregations in Ireland against the grant to Maynooth, several from the Isle of Wight, and three from Jersey, to the same effect. The Noble Lord gave notice that when the Bill for the endowment of Maynooth College came to be read a second time, he would move for the appointment of a Select Committee to inquire into the doctrines taught in that school, and that the Bill be referred to the Com mittee. The Duke of WELLINGTON moved the first read ing of the Maynooth Bill, and that it be printed. He meant to give notice of the second reading of that Bill on Monday, the 2d of June. The Marquis of NOR, NIANBY inquired of Lord %Moment% whether any inquiry had been made as to the propriety of admitting the public to hear the sermons preached at Newgate before the condemned criminals ? Lord WHARNCLIFFE said that the matter had been inquired into, but the report had not yet been received. SANATORY CONDITION OF TOWNS. A NOBLE LORD gave notice of a petition which he had intended to present to the House this night from the working classes at Manchester, praying that an inquiry be made into their sanatory condition, but he would post pone its presentation until Monday next. SMALL DEBTS BILL. Lord BROUGHAM moved the first reading of a Bill entitled "An Act for securing the payment of small debt." The motion was acceded to. (LEFT SITTING.) HOUSE OF-COMMONS. The SPEAKER took the Chair at Four o'clock. Mr. P. HOWARD moved, " That it be an instruction to the Committee on the Glasgow, Dumfries, and Car lisle Railway Bill, to consider the petition of the Car lisle Canal Company (presented 30th of April), notwith standing the same was not presented three clear days before the day appointed for the first meeting of the Committee." Some discussion arose, but the motion was ultimately (as we understood) withdrawn. The report of the Great North of England (Rich mond Branch), was brought up and laid on the table. On the motion of Mr. LIDDELL, the report on the Wiltshire, Somerset, and Weymouth Railway Bill was further considered, and ordered to be printed. Sir G. GREY brought up the report of the Committee on Irish Railways, which was crdered to lie on the table. The Lady's Island and Tacumshin Embankment Bill was moved for a second reading. It was opposed by Mr. REDINGTON and supported by Mr. F. S. MURPHY. The House then divided, when there appeared—. For the motion For the amendment Majority The Bill was then read a second time. Mr. WODEHOUSE presented petitions against the Eastern Union Railway Bill. Mr. DEEDES presented a petition from the Earl of Romney against the Rochester branch of the South- Eastern Railway. Also a petition from the Earl of Romney against the Croydon Railway Extension. Colonel ROLLESTON presented a petition against the Erewash Valley Railway. Mr. S. WORTLEY rose to move a resolution, in con formity with that recommended by the First Report of the Committee on Railways of last Session, viz.:— " That the following clause be inseretd in all Railway Bills passing throngh this House :—And be it further enacted, that nothing herein contained shall be deemed or construed to exempt the Railway by this or the said recited Acts authorised to be made from the provisions Of any general Act relating to such Bills, or of any general act relating to Railways, which may hereafter during the present or any future Session of Parliament. And that the said Resolution be a Standing Order of this House." Lord HOWICK said he had already called the atten- tion of the House to this subject, and he would now repeat what he had already said, namely, that the House should not pass those Bills without uefining the rate of charges. lie did hope the House would interfere, fir it was ridiculous that the Committee should have this illimitable power. In some cases they fixed the maxi mum rate of charges at 4d. per ton per mile, and in others at Id., while in some of the Irish railways the rate was fixed at the extravagant. charge of sd. per ton per mile fbr the transit of lime and coals. Again he would call upon the House not to let these Bills pass the third reading without remedying this defect. GISBORNE contended that the Committees were the proper tribunals before which to decide this question, and it was only five weeks ago that this House had made a resolution to that ef - i'cct. Mr. WARBURTON said he concurred in the views of the Noble Lord (Lord Howick), and would support his proposition. (LEFT SITTING.) THE LATE DREADFUL ACCIDV AT YA RMOUT I. - - THE ENGINEER'S REPORT. YA RMOUTH, THURSDAY.—The inquest on the b odies of the suf ferers was adjourned about a fortnight since, i n order that applica" tion might be made to the Secretary of State for the assistance of some eminent civil engineer who should inspect the materials of the suspension -bridge, and report thereon, in order to guide the jury to a proper verdict as to the cause of the accident. O n Tuesday lot Mr. Walker, civil engineer, from London, arrived, and made all due inquiries. Yesterday the adjourned inquest was held at the Town-hall. The mayor and nearly all the magistrates of the boroug h were present. with many other gentlemen interested in the inquiry. M ur°l r. C 17 Evans appeared for the proprietors of the bridge.. All the i having answered to their names, The CORONER in addressing them observed, that a t the cottn: rwencement of this investigation he had stated tha t I.e had selec o cases upon which to try the merits of the whole . It aPPore'll however, from a recent dictum of Baron Alderson, that there ha d been some informality in the adjournment. He had, therefore, now taken a case in respect to rhich there was no informant'', as the jury hail been summoned upon it for this day. This was the _ . case Ch of Louisa Utng, one the ferers. arles Wallies ti was called ; ; he is suf the writer of the extr atud r i d nar to l narrative first published in the Bury Post. He came fe rW . 3 ,.„ the the witness box and appeared to be a good deal confusea ..1.0 awkward and unenviable position in which he had placed in: yeo Being sworn, he said, in answer to questions —I are a la 2 d of clerk, residing in this town. I remember the evening of the 2d May last, 1 wrote the letter that appeared in the paper s to the late accident. I wrote it in a very excited O a *" been drinking brandy. , der t rue? The CORONER—Are the statements you made in that ,e Witness—Certainly not. sno rer t° Mr. James Walker was then sworn—He stated• in to of th e questions by the Coroner, I am a civil engineer, and u'e,Trosident th e Society of Civil Engineers in London. I have bee ° r- at i lle that institution for the last ten years. I resigned that ce t be Se commencement of the present season. At the reque" t . making tw c wn r a i ss t u a :t r rbr y teleecs o t f 'State 1 came to Yarmouth for the purpose ° bridge that teo a d s doo t v o es rot thean adruitvs,o,ce river 0 0 0t f utte : t h seh e i,cr. a: fa eti l t l i t:ef north end of i thisb r: 0 ; 11. i a have examined immediately. the Ig hl f e ', 3 o ß ur The CORONER ' said, you are, no doubt, prepared to give your own statement Ty your own way without being interrupted ; after that the jury so me questions to put to you." ~. bridg e Mr. Walker then described the materials of which the ~ bad had been made, the nature of the contracts under which l i ` i o. j been constructed, and the alteration by widening it wb,1,,c0 ecei been effected. He then referred to the mode in which " dd itt dent had occurred, and s a id, I h av e only a few w ords to ' of the conclusion. First, that I consider the immediate eau se ,, he bar accident to have been a defect in the joint or welding o _, of that first gave way. Secondly, that the quality of th e ir ? o treat , the workmanship, so far as I have been able to exartlin bad t he have been defective, and would not have been permitted bit; O work been properly tested. Thirdly, the widening of the r the ori appears to have been made without sufficient reference M ` rt, a nd ginal strength of the bridge and the weight it had to suPP t ;' , being therefore acted as an aggravation of the evil, the streng en su p. barely sufficient as the bridge was at first constructed, ev .ii , t he Foutth'Y , hod posing the quality of the iron to have been good. original construction of the bridge the contingency a a n g r ,„ es o lated' being all on one side does not appear to have been co te"; l ove If it had I think the link on that side W O % OS consisted of more than two bars, either of vl iceti te unequal to the load that the bridgebacol carry. I have only to add, that in this investigat _„ ot s t received every assistance from Mr. Cory, one of the p ro ion, and the bridge, in reference to all the documents in his poss s : r i v ed e t that has enabled me to come to the conclusibus I have 3 ,„ i ce e' with less loss of time, and with a greater approximates; .'"/ of peril r .e d with racy than might otherwise have been the case. add, that the whole weight of this bridge has been ascertrojition great accuracy by Mr. Scholes, and the weight of t . ti_ e nd 01 13 . : made to the width, the latter being comparatively Wei!! oos peod_ . t p n T c a h n a t.T b h e e lb w r h e o t l h e e w a e d i d g i l t i t t o o n f t t o h t e he b p ri l d a g tf e o , tnt i n s c w l t in l g lona . lin d e c lu is a. t . 3 qrs. 25 lbs. With the addition, the whole gross Wel n gn .ng °nil ing the railway, was 20 tons 8 cwt. 9 lbs., the additio .n v ,'_, being no t we ho le 2 tons 13 cwt. The great evil was, that additio, ... n .,,be w . outside of the suspendin chains, and, therefore, P r ° laotinside of then weight of the people ate he time of the acciden t . e loin on the chain, without any part of the weight being 0 0 . 0 c _, . i , Janie' north side. I may say, acting under the urY, h ave Graham, if you, the Coroner, or any gentletruter t hem. ..,, any questions to put to me, I shall be glad total:: AAn questions cod .. The CORONER asked the jury if they h a " . . w ished te but no gentleman answered. f the bring" . to the Mr. Evans, on behalf of the proprietors 0 , a ttention nor s that if the ththoa d quality theb ee7 e ,n f tt p ark a a r ec t nt . . g f e t :H : pg, ezer power wdi r l eril° ieyodliwni.lhd:aoen: thugdapfiiivr.dd properly given t o i : thv t l e put some questions, and called lyfr. V" from him, terms of the contract, with a view to elicit Would not have accident contract had been strictly fulfilled the occurred. had been person the bad Mr. Walker, in answer to questions, said If * directioonfs of the j ., placed to watch the welding of every link of the chain. L ev ying oya e given ttt this tested,eh i the s u engineersurveyor , aeisyno doner such: si r , .n.wi i ; At : : eonu:t : bil e :. tracts. m ieg it t power h A in k o c f e fi r h t t . a a t : way that the contractor would resist the expense of " think k n t d h i a sc t o e ve v r e e r d y • pre clo: l ; iron, without a clause in the contract to that effect. te • 1 t he Alter some questions put by the jury, not very 013 ',, i n is ' re. Court was cleared, and the jury having consulted for an " -urs tilig' turned the following verdict :—" That the deceased, im u , i ,;:, lit f ail , came to her death by the falling of the suspension -b "`' - olth' the river Bure, on the 2d of May last, and that the falling o •t n t bridge was attributable immedi a t e l y t o t h e d e f e ct in the .: i f Pa ll , welding of the bar that first gave way, and to the qua lity e men d of the iron and workmanship, tieing inferior ID th e requ'",-d be 01 of the original contract, whi c h h a d prov id e d that they eb °ll ' the best quality." I _ ,A SIR ROBERT PEEL.—ESTATE OF Cr sEl3l3."ooloied and irs i sob ert by us on Friday last, from a Glasgow paper, paragraph has been going the round of the Pre"' Dumfries:ooo Peel had purchased the estate of Closeburn, in belonging to Sir Charles Stuart Monteath, for the sum of `2 s _ u ' a be en This statement we understand to be incorrect, and we bn i ; de authorised to give it this public contradiction.—Edisihtelif.o3t BRUSSELS, MAY 20.—This afternoon, at " tho 'citi four o'clock, a shower of hail, of enormous size, fell in sr. Oa This is a singular circumstance at this season of the 1 . 6 s' e stating that Sir ore, Sunday night the officer at the railway station at i•°el on 1/1 , 1 , sassinated, and the chest containing the money receiv „ken:" Saturday and Sunday broken open and robbed. Tbe ,. ' r It he ' supposed to be about 3,300 f. The notes were not " -- ",.1014 supposed that several persons were concerned in th il IWO ..- dot.s nl i o rcell cause the iron chest bad been removed to some proper place, though it is so heavy that four persons c`gl lift it even when empty. IMPERIAL. PAILLIAMA- The sameH N O o U B SE OF :CORDS, May No. N LE EW LO F R O D U b N eg D g L ed A r o P pr . esent a jo rr e l tit i i i ° 9 ° , of f hr r nuo o tm m oit a . body, not of those who looked up to eit he ' s ystio lh of Parliament, but from an assembly of inferior j; of h behalfe e q G u o a ef l ntejhruearlisAdiscstei Assembly Assembly,i y with oh their fyNtehwe fosupLneoartisrhd. i , p o s ia,.l 0, 155 e d o f e o to f o th lo e n ß g r t i o tis r h ea e d m , p h ir e e would Th state the heads ° f I `. 01 01 th e packets petitioners stated p a pass s o tnhtaot Halifax theirs . had seen with , ben t w w as ith th had five hundred miles of sea to return. Thetli3rPiii' harbour which was fit to receive the whole navY °` d i a ad j It was only 1,800 miles from hence to Ne wf° ; ll , l indW w t but it seemed very odd that the Diew'lLivthe' people appeared to think that they should go te tb e teo Old point in order to reach the nearest. By this Br eortes - always a week, at least, in arrear w i t h then . arr est pondence. Sometimes they were a fortnight dg s 0 30 4 tehmeiols. t ancien!,4o6oo in summer, and a month in winter, which w,,, 2 , sap' serious evil to a mercantile community. This wr re t heir ject which he hoped to see their Lordship o give serious attention to. or S i / Lord STANLEY said he couldnot comPla"" low - „ , i . manner in which his Noble and Learned e nd ! t itse' brought this subject forward, or that the 50 1 V C _ C ., wOr e bsgnas:V%altilefii was not an important one; but it would have be. 7 .0 hito notice of his intention to irtroduce it, convenient . had his Noble and Learned Friend gi r d r hea ash e WOW' .110 hLord turned his attention to it. O '- BROUGHAM —wen, then, I wi ll vcithd P • petition, and give you notice. ; /4olir Lord STANLEY did not wish to comPel hlp t utri l ''' , o ; and Learned Friend to make another speech.--",,„tt ter.) His Noble and Learned Friend must reconvtia re' there were various questions to be considered i J os! spect to the various post -office arrangements. 1 1e ,., for P also recollect that the harbour of St. John's w:.'7.,,, t ile considerable portion of the year inaccessible, welitil'r. t 1 harbour of Halifax was open throughout the ) _ to o al was, th e r e f o re, more advantageous to have the sa , ,i ; he Halifax. This was not a subject which had eocil;their attention of the Government, but it was now u u consideration, and it would not be neglected._ f „ ra i was Lord BROUGHAM said that his Noble 0 1 1. 1 , was, rather premature in his pleasantry. There nature of pleasantry less founded in fact. It was the if.,, w ell pleasantry to be founded in fact. Pleasantry, ryas Tba entertaining when it was pot founded in l eo 9,niff hter) lea' was neither lively nor amusing.— was the case in the present instance, Lau t_he p T hera (Laug'riend's Port was neither fact nor joke in his Noble 1 , , he re p, wintry. Had his Noble Friend consideren t' s a rea , which was attached to the petition ? There w" report, And deal of importance in that most elaborate..., lacono yet his Noble Friend called it only a I ;c li a little rid vience. He would ask whether it was if convenience for the people of St. John'°sl,l Ill f _ t t r l ' is a i tct Newfoundland to receive their letters one Ja" ",,, en t,)s. — tr ier .- _tot from the mother country during the oili- , nino , It was not very likely curriedhis '?1 ) . 1 ,, " iint lre, c : the mail bags would be lv . ",, 1 , 0 ,in 1 1 ; miles round by sea, and then be brought bac k petition was acted on. He thought tl o t u , li o y a ' co ib t 1 0 1 ,. the harbour, which would be in fact theurtleittinit,:f t t i l i c , communication originally by Newfoun.dl ' ..ri accette union 1 fax would be a most difficult operation,sty ,_,, opir : had been very much confirmed by w hat to . . s siiere h ha te, the intervention of the sea. He con' a his Noble Friend in reply. Previously . 11 1. 0% ,,.. he c ," had seen only one side of the questioi!lenly' veryfilltitly! been made acquainted with both. bun.!! 1 03 1' ttee 0 .op i r . inclined to refer this petition to a C Id give his b . tamly wou Lordships' House ; and he cer port to it. EC E. ers• TURKEY AND GRE na p . . ve fUr certain rf o r le Lord BEAUMONT rose to xne , , l a st, . re of which he had given notice on Tue.sus.rahst inut C 5 certain e ttors ...- so ot formation with respect to Cartain circurn ~,,, cently transpired in the east. vo , „ ion in !_ 0 1. 4 :j had occurred in Greece, since the renal; been restore) and that country had only very recej7:llo fri 23M 12% 2% 215 187% 106 239 45q 33 9 1 ,4 634 18}: 7 1014 24!4 133 159.4 4% 6% 2% 33 25% 18 106 483;; 43 1% 2934 1034 ma r l ti!)