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

RAILWAY COMMITTEES. (YESTERDAY.) HOUSE OF LORDS. STANDING ORDERS. The Standing Orders Committee of the House of Lords re-assem bled this,day at one o'clock, Lurd Shaftesbury in the chair. The following unopposed cases were taken by their Lordships : The North British Railway, the Blackburn, Darwen, and Bolton Railway, the Kendal and Windermere, the Southampton and bor. chester Railway, and the Yaxmouth. and Norwich Railway. The Bills went through, and their LerdshiPs adjourned till one o'clock on Friday. HOUSE OF COMMONS. GROUP A. SOUTH EASTERN MINE. The Committee on meeting this morning at twelve o'clock, re sumed the consideration of the above line, when Mr. MERRENVETHER was about to put in as evidence, several letters from the Board of Ordnance, but agreed to withdraw them for the present. Captain Charlwood, R.N., superintendent of traffic on this line, was called and examined with regard to a rise in the charges for the carriage of goods and parcels on this line, which he said had originated in a mistake. Mr. Ellis, a shareholder of the South-Eastern line, was called to prove certain proceedings at a meetirig called with reference to the proposed line. Mr. Bennet, also a shareholder in this company, was examined pith reference to the same subject. Mr. Chubb, accountant to the South-Eastern Railway Company, was tben 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. Ils 2d.; the expenditure for the same half-year being 69,2881. 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. MERREWETHER, he stated that these shares had been already issued at a nominal price of 501. each, but actually at 331. 6s. Bd. The witness was also examined on other points connected with the affairs of the Company. Mr. Armstrong, accountant, was examined as to the charges on tine 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 li.ie, 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, vrhich could not be on the North Kent line, as the tunnel there would render it impracticable. The two 3pes entered Woolwich differently—the South-Eastern having a terminus within 200 yards of the gates of the Arsenal, and another iiear 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 Erith than the South-Eastern, but superior accom modation was given by the South-Eastern to the people of the:more populous village of Welling. The Committee were occupied the whole of the latter part of the day with the evidence of this witness, but no further point of public interest was spoken to by him. _ On the announcement that the Speaker was at prayers, the Corn mitt( e adjourned till Friday. GROUP FF. The Committee met again this day, at twelve o'clock, in Room No, 7, Lord Ashley, Chairman. TIDTNEURGH AND NORTHERN LINE. The parties having assembled, The • CHAIRMAN said, that as Mr. Walker, the Government engineer, had been alluded to in the course of the evidence adduced by the opponents of the Bill, that gentleman could, at the option of the parties, be examined, for the purpose of replying to that part of the evidence which questioned the general construction of Granton Pier. Mr. CLARKE, for the opponents, had no objection to hear an ex. planation from Mr. Walker. Mr. WHITMAN would certainly object to Mr. Walker being now examined by the promoters, as the opponents had closed their case, and had no opportunity of replying to any new feature of the case at issue. He would not, however, object to a simple expla nation, so far as Mr. Walker himself, as a professional man, was concerned. Mr. Walker was then called, and he having explained the plans relating to the pier, . . . Mr. Sergeant BELLASIS commenced his reply to the whole case for the promoters. The Learned Sergeant went through the evi dence seriatim pro and con, and after having explained the general course of the line, and the great advantage it would confer upon the districts which it would traverse, ccncluded a most argumenta tive and convincing address by calling upon the Committee to pass the preamble of the Bill. Mr. Sergeant Bellasis having concluded his address, the room was .ordered to be cleared for the consideration of the preamble. Mier 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. CRAWPORD—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. SCOTCH RAILWAYS. GLASGOW DIS- TRICT. The Committee met this morning to consider the cue of the opponents to the GLASGOW 717NCIVION RAILWAY. The morning N% as chiefly consumed by a mere technical objec tion, urged by Mr. Austin on the part of the opponents, and de fended by Mr. Sergeant Andrews on the part of the promoters, on the point that the level was erroneously described in the sections with reference to the datum line. The Committee decided that the objection might be proved by evidence, and Mr. AusTix called Mr. Collie and Mr. Kyle, surveyors of Glasgow, who stated that they had levelled the line, and at the point of junction with the Glasgow and Ayr line found that the section was in error, by 5 feet 5 inches. Mr. Vignolles, C. E., corroborated the evidence of the other witnesses. After some remarks fromlfr. Sergeant A:umEws, Mr. Miller, C.E., was called, and stated that the error, if sueh existed (he had not levelled the ground himself) was of a very 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. GROUP K. INIc3r,IVXCii A 2 EIZANDGN 3CANE.—EAST 13.1 , 17:1 lITLANCH. 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 wench he experienced last eeenine by a fall from his horse. Previous to the resumption of evidence upon the lines, Mr. CALVERT raised a preliminary objection to the preamble of the East Dereham and Wyndham Bill, The 15th clause of the Rahway Consolidation Act, S Victoria, cap. 20, enacted, " It shall be lawful for the company to deviate from the line delineated Am the plans deposited, provided that no such deviation shall extend to a greater distance than the limits of deviation, de. iineated 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 *pedal Act provided for in cases of unintentional errors in the-mid books of reference." The Lands Clause! Consolidation Act, S Vie. c. IS, 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 ~t ale what were the exact limits of deviation as allotted by the Legislature. The II th section of the Act of Si Vic. c. 20, enacted that, " in making the railway It shall not be lawful for the Company to deviate from the rules of the railway, as referred to the common datum line described in the section approved of by Parliament, and as marked on the same to any extent, exceeding in any place fire feet, or in passing through a town, village, street, or land, con tinuously built upon two feet, without the previous consent in writing of the owners and occupiers of the land in which such de viation is intended to be made." The limits of deviation being thus specifically defined, he would show the Committee what had been the course pursued by the promoters of the East Dereham and Wyndham line. In the construction of railways the Legislature compelled the companies to be within the limits of deviation, and also in the schedule, when they would interfere with houses ; but en the crossing, or obstruction, or encroachment, of roads it was necessary to be within the limits of devia tion, without the option of appearing in the schedule. The subject at issue resolved itself, therefore, into the simple question—Did the promoters of this Bill keep themselves within the limits of deviation ? Mr. Bidder, when under examination, had given a complete and satisfactory answer to that question, and put at once the subje c t, an d th e ex i s t ence o f th e Bill, beyond dispute * ]me on witness, in reply t o a L earne d C ounse l , h a d stated that the ham, the road just outside Wendharn,Ton the way to East Dere devi,;ionxtended a little more than a c h a i n beyond the limits of Such evidence, if standing alone, would be conclusive ; but the pl ans put in concurred in and confirmed the statement. Ile contended, therefore,that the requirements of the Act of Par liament being explicitand peremptory, and the deviation of the railway equ a ll y unquestionable, the error was fetal to the future progress of the Company, and that the preamble of their Bill must be rejected. Mr. Utuosv , • in reply, contended that the scheduling of property Vies not confined housespromoters ote Bill but was all owa bl e a l so to roads and lands'. The of the had put the road now complained of in the schedule, and therefore were inflicted corn. pensation would be made, and thus t y he in dTculty suggested by his Learned Friend was obviated removed.andiu Mr. JAMEe;, in connexion with Ir eIVERT, urged the deci sion of the Committee on the Cambridge, a , n f d Lincoln line yester day, when they declared the preamble and contended that Bill not proved, iw consequenca of a similar error in the that a strict compliance with the clauses o P f an th : e Railway eiolictation Act was absolutely indispen sa bl e, otherwis e ilway Con_ land owner on the line, haying carefully inspected the plans a and sections as deposited, might find that the line would not interfere with h property, and negle ct to o pp ose its construc tion , when subsequentli; a change might be reade 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. cided that the objection was not tenable. Tt;e examination of witn?sses was then resumed, but the cvi. deuce teat merely a formal proof of the population and distance tablas, and wholly divested of interest. At four o'clock the Committee adjourned till Friday. GROUP KK LIVERPOOL AND BMW LINZ. The Committee resumed at the usual hour, Sir C. Lemon in the chair. At the commencement of the proceedings it was formally an n our,ced that a compromise bad been entered into between th• promoters of the Liverpool and Bury line and the Liverpool and Manchester Railway, by which the difficulties regarding the sta. Lions and tunnels at Liverpool would be obviated, and also that the line would deviate so as not to interfere with the factory of the Messrs. Gray. The precise nature of the compromise will be an. nounced to-morrow morning. Mr. WILKINS appeared in support of the Haig branch, which was left undecided upon by the Committee, and which is petitioned against by several landowners. It had been attempted to show (observed the Learned Counsel) that the line was made for the sole benefit of Lord Balcar ras, but such was not the case. The line was devised for the be nefit cif-several colliery and mine-owners, Messrs. Halliburton, Thickness, j.ee, Squires, and Lamb amongst others, men exten sively engaged In the business; besides it should be recollected that it had been proved by the most satisfactory evidence that the line would-pass through the richest part of one of the finest coal- fields In that part of England. In fact, there were 18 or 19 mines upon which the line touched. Mr. SMITH said: he appeared for Nfr. Walmesley, through whose property the Haig branch passed. There were a large number of landowners along the line, who would be inconvenienced by it, and who dissented, but Mr. Walmesley was the only petitioner. The CHAIRMAN, after some deliberation, said the Committee had agreed that that portion of the project called the Haigh branch should be struck out of the schedule. Mr. WILKINS said he appeared on behalf of the Manchester and Bolton Railway proprietors to oppose the Patricroft branch. The branch was unnecessary, and its only object was to save three miles in distance on the Liverpool and Manchester line. It must be made at a very considerable outlay, and would interfere mate rially with the traffic along the Liverpool and Manchester line. The CHAIRMAN said it was the unanimous opinion of the Com mittee that the Patricroft line should pass, subject, of course, to the usual clauses. There now remained but the two reserved points above-men tioned, and the objections to the Wapping station at Liverpool. Mr. HATHERTON 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, Hay ward, 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 pleted in twelve months, and was free from any engineering diffi culties. Mr. CALVERT appeared on behalf of the Lee, Preston, and Orms. kirk Railway Company, and was about to cross.exatrone the wit nesses, when Mr. Sergeant KINGLAKE objected to his appearance, as they were not competing lines. Mr. CALVERT replied, and • • ' The CommirrEE 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 casne 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 by the line or not, as out of the fifty or sixty travellers who stopped a while at Euxton on that day, be had not seen more than nine or ten go into the public house. Mr. Sergeant KINCILAKE—IS not that a beer-shop ? Witness— I believe it is. Mr. Sergeant KINGLAKE—A barn that had been turned into a beer-shop P Witness-1 believe co. _ Sergemit KINGLAKE—To whom does it belong ? Witness—To that clergyman there (pointing to Mr. Williams.)—(Great laughter.) Mr. Williams—lt is part of the glebe. Sergeant KINGLAKE—They seal bad beer there, I believe. Witness—No; I believe very good. Sergeant KINGLAKE—Then the passengers were not thirsty ? A MEMBER of the Commitrzz—Why, this will be as good as an advertisement for the house. Mr. J. Leas, a merchant and manufacturer residing at South• port, gave evidence in favour of the projected line, as did Mr. William Hill, a merchant residing at Manchester, who frequently visited Southport. Mr. Lineger, a farmer residing near Southport, gave evidence as to the traffic which would be carried on the line. _ _ Other evidence was given in support of the project, and the Committee adjourned. GROUP L. PORTSMOUTH ATMOSPHERIC LINE. The Committee resumed this morning at twelve o'clock, Mr. E. I. 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. Coes.. puree, that with reference to the error which had been assumed in his papers of yesterday, he had ascertained that he bad omitted one-half of the haulage at the Epsom station, and the consequence was, that 171. 6s. per mile must be added to the working expenses, making the working expenses 3681. 14s. Id., instead of 3511. Bs. Id. for working per mile thirty trains a day, and for twenty-four trains 3181. With respect to the leakage per mile, the amount was 186 cubic feet per mile per minute, according to Mr. Stephenson on the separation of the longitudinal open main from the close main. But at Dorking there was a longitudi nal main nearly 500 feet long, that is in the working main, and the total there was 556 feet in the two while Mr. Ste.. phenson's are 471 cubic feet in the two, but subsequent ebser. 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 20 inches barometer, from 186 feet per mile per minute, the average barometer for taking the train being nine inches. The tine 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 10ilbs. 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, including 3601b5. for atmospheric pressure in opposition, and 40Ibs. 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 crease theoretically, but it wore(' be very little indeed, so small that he did not appreciate it, or take it into his calculation. He had followed out that experiment in two instances, and had found the difference very constant. Throughout this experiment there has been a difference of one. and.a.half, whether the train was m , ving at thirty or forty miles an hour. Under 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 its 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 151bs. 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, he assumed to amount to 130/. a year, and the depreciation of one per cent, un 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 38* 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 wire gradients as much as 1 in SO, while on the South-Western line the gradients were remarkably easy. To the inquiry of Mr. M. MinNes, Mr. Samuda replied that there would be no diiliculty whatever in a locomotive line traversing an atmospheric lane; and to Mr. OSWA LD, that the additional cost for forming a double line, allowing for the ad. vantages he possessed in the double engines, would be about 130,0001., and there would be about 18,0001. to 20,0004 f, r increasing the engine power, making 420,000/. for a double line against 270,000/. for the cost of a single tube line. The trains would pass down the plane of 1 in SO at a speed of 40 miles an hour, and at 33 miles an hour where the pane was 1 in 100. In addition to this there was the advantage of being able to stop the trains with much greater facility than they could in a locomotive line, as at Dorking. Where the line was on a slight incline they could bring a train progressing at a rate of 40 miles an hour to a state o. rest within 250 to 270 yards. The expense of keeping an at mospheric line was % ery much less than a locomotive line. There was a good instance of this in the Blackwail Railway, which re sembled an atmospheric line in the circumstance of no locomotive engines passing over it, and there the rails which had been laid down five years, were in as good a state as when first laid, and the expense of repairs was perfectly inappreciable. In the event of the atmospheric principle proving inefficient, the line could easily be made a locomotive line. They had, however, ex perienced no irregularity whatever during two years in the appa ratus. There was no doubt whatever that the whole of the line could he executed within two years. Mr. Cubitt, the eminent engineer, had surveyed the country year fur the proposed line. He had recom mendedlast Other branehe G s " had ah,o among hee n others sur e y several branches,oresurveyed, a n d t o a . C o h n i g one to Reigate. That an u d ilib t Chester, arid a tratich to , Guilford Chichester h ebeente, branch ee but not surveyed. linel u t the deposited plans, p r l a a n n s t . h r t itn la h The line had been assimilated t• them included d e d was well adapted for the 'ueh an undulating country, and not included in the atmospheric system. The engines were estimates, but might be obtained from th e best makers for 5,0001., an d the engine houses 1,000/. to 2,0001. each. He had calculated the line would cost line, which was quite sufficient for th e purpose; and as a sin g l e much business as they could do, the c ountry L be very well served, and the Company very well paid ; but the would perfectionhad as of a tmospheric travelling, in his opinion. would be to h ave a double line all the way, and start a train every five minutes from eac4 end. He fully comfit med 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 fourpenee. 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 1 in 8 in the power necessary to work it as a 15-inch pipe does to an 18-inch pipe. He was aware that Mr. Brunel had proposed to send the mail train sixty miles an hour by a 15-inch pipe, and he believed that he would do it, if the gradients were not severe. The power of a 15-inch pipe to an 18 inch was as 225 to 324, being'the square of the diameter. Mr. Cubitt exhibited a diagram of a crossing-place with two station. platforms, to show how the trains were to cross each other. It showed two parallel lines of railway with two diagonal communi cations, one at one end from the upper to the lower rail, and an other at the other end from the lower to the upper rail. Before the rail reached the diagonal crossing at either end, there was a mark to show that the tube stopped there, as it was intended for the im 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 3,000/., 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. Sergeant 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 mites an hour up a plane of l in 89, on the data of allowing 71bs. a ton for friction, the gravity for what was worth, the rule being a relation between the weight' of the train and the steepness of the ascent. The resistance of the atmosphere he calculated at half a pound per square foot for every twelve miles an hour,and then multiplying the area of the train by the squares of the velocity. He allowed nothing for the friction of the air within the tube, but, of course, the friction would be ac cording to the tenuity of the air. A greater power would, in his opinion, be required to move a locomotive train over a summit than to move an atmospheric train, because the former had the engine and its attendants. In addition to this, there was a principle deve loped in the atmospheric plan which occasioned the pumps to work with greater force as the train rose on the plane, so as to carry a train over a summit which a locomotive engine could not surmount even without a train at all. A plane of 1 in 3 would stop a locomotive. An 18-inch tube, with a 10. inch vacuum, would carry a piston-car riage weighing about six tons over such a plane, and the farce to be exerted would be about one. third more than the weight. To the inquiry of Mr. M. MILNES, as to whether he had over heard of a proposal by the Atmospheric Company to the Sonth-Western Company to delay their project until they were in a position to show some experiments. The Committee then adjourned. GROUP LL. THE LONDON AND SOUTH-WESTERN RAILWAY EXTENSION. The Consmittee eat at twelve o'clock this morning, and con tinued to hear additional evidence against this Bill, from Lambeth, Bermondsey, and Southwark, showing the injury that would accrue to trade and property in those parishes by the construction of the proposed extension. Messrs. H. Harpe Richards, Light, and Peel, were examined. Their evidence chiefly tended to confirm the statements already made in opposition to this Bill. Evidence was then taken as to the character of the property in those localities, which would be depreciated by the extension. 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. Locke, the engineer of the line, was examined in favour of the project. 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 200,0001. 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 37,372/. 12s. ; when doubled by the railway it would amount to 74,7451.45. 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 be was a Richmond omnibus driver, was examinel to show that the inhabitants of Richmond were favourable to the intended line, and that the number of pas sengers every day from Richmond to London was such as to en. title them to it. After hearing further evidence to the same effect the Committee adjourned at four o'clock. GROUP MM. WEST LONDON R.IiIVIVAY. Mr. GRANVILLE VEasoN in the Chair. This line, it is proposed, shall commence at the terminus near the basin of the Kensington Canal, in the county of Middlesex, and shall pass through the parish of St. Luke's, Chelsea, and ter minate in a field abutting on the river Thames, in the said parish of St. Luke's. The promoters of the Bill were represented by Mr. Kindersley and Mr. Hope. Mr. Montague Chambers appeared to support a petition of Lord Kingston against the Bill. The Learned Counsel then opened his case by stating that the injury that would be done by the proposed line to the property of his noble client would be great. It would destroy the plans for build ing, independent of which the Kensington Canal was quite suffi cient for all the purposes of traffic which were contemplated by the proposed railway, and the interests of those who resided on the banks of the canal would be greatly injured. The Learned Counsel then called the following witnesses in support of the petition : Mr. Martin Joseph Studley, surveyor, produced a plan of the estate, and 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 'corking people. There were some first. class houses. He was of opinion that the construction of the proposed railway would prevent building. One thousand yards of Lord Kensington's property would be cut up. Ihe 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 1836, stated that a clause was then introduced for the purchase of the Kensington Canal, which at high water was navigable; at low water it was not so. The traffic on the canal was considerably 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. sin gt on. Mr. B. ANDREWS then opened the case on the part of Mr. Prosser, the inventor of the atmospheric railway, and his Company. There was a strong animus exhibited in the Learned Counsel's statement ; until the law of libel is more perfectly defined we ab. stain from giving his strong expressions in the zeal of his advocacy. The Learned Counsel had not concluded his statement when the Speaker was announced to be at prayers, GROUP P. THE SOUTH WALES RAILWAY. On the re-assembling of the Committee this morning the exami nation of Mr. Fisher was about to be resumed, when The CHAIRMAN observed that the Committee had been engaged in considering the letter from the Admiralty respecting the manner in which it was proposed to carry the railway over the Severn, and they wished to know when it would be convenient for the matter to be discussed. Sir T. PHILLIPS replied that the subject which had been alluded to by the Committee could be most legitimately discussed when the engineering evidence should be gone into. He would take an opportunity of consulting with his Learned Friend Mr. Aus tin in the course of the day, if the Committee should approve of the passing of the preamble. The whole of the evidence that would be adduced on the matter would be printed, and if the Admiralty 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 claese forbidding them from constructing the bridge until the full acquiescence of the Admiralty should be obtait.ed. 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 118,517/ 18s 2d. ; third class passengers, to 23,0471. 19s. 3d., making a total of '218,403/. 16s, 83. 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 tom, from six to ten miles, at Is. 4d. per ton; 216,481 tons, from ten to twenty miles, at 33. 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 Os. per ton ; and 93,952 tons, travelling various dis tances exceeding sixty miles, had been estimated at 1 1 / id. per tun per mile. The entire revenue to be derived from the sources of goods, merchandise, and minerals, would amount to 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 expense. 171,393 0 0 THE SUN, LONDON, THITRSDAI_ MORNING, JUNE 12, iti4b. 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. Mr. Taylor, of Newlands, was then called and examined by Sir T. natures as to the navigation of the river Severn. He deposed that the Severn traders had agreed to accept compensation fur any injury that might result to their trade from the passage of the railway over the bridge that was proposed to be erected over the Severn. Vessels have gone down as far as Bridgewater for a cargo of hay owing to the continued drought of summer. Many quantity of hay were now intended to be conveyed from Bridgewater to Gloucester, it would be most conveniently transmitted by railway. The tide on the Severn will sometimes rise as high as twenty-two or twenty three feet above low water mark, when there was a spring tide. The trows that navigate the river were masted vessels, and could only pads and repass along the Severn at certain states of the tide. Brimspill was a pace %here there existed very good anchorage. On the Severn a very rapid tide called the bore, occasioned at times great danger to the shipping. The Berkeley canal ran into the Severn, and the principal part of the traffic from Gloucester was conveyed along it. Vessels were scmethnes de tained a week above Brimspill waiting for a sufficient tide to carry them up. Compensation had been offered to the witness on account of the removal of his wharf. On cross-examination, the witness said, that if the projected railway were made, Nuneham would not be so convenient a port as at present. Mr. Twine, shipper at Bullopill, was next examined by Mr. TALBOT—He had a general acquaintance with all shipping going up and down the river. There were a few small sloops that found their way up the river. A great many trows 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 pace. On cross.examination, the witness stated that the bridge at Hoch. crib would be an impediment to vessels going up the Severn. Mr. James Carr, auctioneer, Nuneham, said there were some difficulties in the bend of the river at the Noose, and below the Ship Canal. He considered that the fixed bridge would be of very little inconvenience to the canal traffic. Mr. Plowden, a pilot of the river Severn, stated he was tho roughly acquainted with the river, and no large vessels went up be yond Hockcrib. The proposed canal of the railway company would be more convenient for the passage of vessels than the Hockley Canal, as time and tide would be saved by avoiding the necessity of passing the bend in the river. He considered it would be a very great convenience to the phipping 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 R. DV NDALIC AND ENNISKILLEN, AND NEWRY AND ENNISKILLEN. The Committee met at the usual hour, Mr. Gibson Craig in the chair. The greater portion of the day was occupied in passing the clauses in the first-mentioned Bill. A clause was passed, after much discussion, giving this company power, on the payment of a certain sum of money, to run their carriages on that portion of the Newry and Enniskillen line betweQn Clunes 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 BROOR AND RUNCORN air-NE. The Select Committee on this group re-assembled at twelve o'clock this morning, and proceeded with the case for the noble promoter of the Preston Brook and Runcorn Railway. Mr. Rippon, whose examination in chief was taken yesterday, was cross-examined by Messrs. ATKINSON and BIELLis, with a view of showing that the traffic was not sufficiently extensive to justify the construction of the line. 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 thiee 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. Ewa. 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 CIIAIRM•N announced that the Committee were unani.. mously of opinion that the preamble had been proved. The remaineer 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 EREWASH VALLEY LINE. The Select Committee on this group re-assembled at the usual hour this morning, and proceeded with the case for the promoters of the Erewash Valley Railway. Mr. G. Hudson, the Chairman of all the Midlands, was called to prove that an agreement had been entered into be tween the promoters of the proposed railway and the Midland whereby the former transferred their line to the latter in the event of its being sanctioned by Parliament. The consideration for the transfer was, that the Erewash Valley proprietors should hod 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 increase. The Midland by the same agreement undertook to continue on the Erewash line to Ambergate, or any other point which might be thought more advisable, on the Midland Counties Railway. The Midland people had always contemplated making this branch, and it was calculated it would lessen the distance of the main route to London by seven miles. Mr. Buckley, M.P. for Newcastle, confirmed the evidence of Mr. Hudson. The agreement was executed by Mr. Hudson and himself. Mr. William Jessop, a magistrate of Nottingham and Derby, and a member of the Battesley Company, who employed upwards of 2,000 hands, and had very extensive iron and coal works on the line, was strongly in favour of the railway— in fact, in his opinion, it was absolutely necessary for the wants of the district that it should be made. He was a member of the Society of Civil Engineers, 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 routs 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 from a scarcity of water or from floods, The remainder of the day was occupied with similar evidence, and the Committee afterwards adjourned till Friday. GROUP WW. THE ST. lIEZ EN'S CANAL AND RAILWAY. The Committee met to-day at twelve o'clock, Mr. Pringle in the chair. The CHAIR VAN decided the point referred to in our yesterday's report, that Mr. Scoresby had a sufficient interest in the question to be heard. Mr. Fortsvrir then resumed his statem ent in favour of the scheme. It was a Bill t o e ffect an amalgamation be tween these two rival compani es . The railway was o ne of the oldest in Eng_ land, having been for me d i n 1833, but had hitherto never paid any dividend. The c a n a l, th oug h it had paid a dividend, had done so at the expense of the repairs which ought to have been made upon It. It was expected, by putting an end to the rivalry, and by the economy that would be effected in the management of the amalgamated company, that the interest of the shareholders would be greatly improved. 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, Tre asurer o f t h e R unco rn Gap Railway, deposed as to the state of th e company an d i ts financial affairs. The whole receipts for the l a st f our years were 46,7161. the expenses had been 32,4041. ; the Interest on bond debts 14,0001. ; leaving a balance of 3121. The original cost was 205,000 1 . Since the line opened there had been an actual loss of 2,0431. 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 patd 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 verbal 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. At the sitting of the Committee this day, Mr. HILDYARD, having been called on by the Chairman, rose and said, it was only for him now to state, that unless the House of Commons interposed he could do nothing more than go on with his case as a project, and therefore he would put Mr. Rendall in the box, and call upon his Learned Friend to continue his cross-exa roination. Mr. Rendall then took his seat, and was cross.examined by Mr. Sergeant WRANGHAM—He said, in answer to the question, that his estimate had been made on an amended section, in reference only to the error in question, but that error was really nothing. Sergeant WRANORAM—Was it not identical with the de. posited section, so far as it was connected with that error 7—lt was ; but that error could be correeted by keeping the line five feet higher than it appeared on the section. There was an error with reference to the datum line; but there wss no error with reference to the level of the surfaces. He would produce a copy of the section that had been deposited, and on that he would lay down the point at which the alleged error commenced, and which extended the whole way to Lincoln, and would show that it would not affect the earth-work at all for the whole of that distance, except the one furlong. He would wish an explanation he was now going to give should appear in the short-hand writers' notes; it was this: at a distance of six teen miles from Cambridge he would mark a point called A, and at the distance of one furlong from that towards Lincoln he would mark another point B; it was between these two points, and for that dis tance only, that the level would be ten feet lower than the line from Cambridge to point A; but from B, the whole way to Lincoln, there was no error ; but as the error did exist between A and B, the line from B to Lincoln was ten feet lower than the line from Cambridge to A. Here the witness spoke of his inability to furnish the section before the day after to-morrow, and of his wish to be candid in his answers, and not to fence any question, where upon the Learned Counsel who cross-examined him expressed his entire satisfaction at the answers the witness had given, and his conviction that he had been quite candid, &c., &c. He then pro. ceeded to question the witness as to the extent of the population of the different towns in the district through which the Cambridge and Lincoln line was proposed to be made. 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 by 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 3,7321. ; 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 h e ld 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 leeling of the proposers, and seconders, and others present, in favour of the proposed line. The Committee then adjourned. GROUP Z. The Committee met again at two o'clock to-day in Room No. 9, the Hon. R, Clive, Chairman. The Committee proceeded with the evidence for the promoters of THE DUBLIN AND MULLINGAR LINE. Mr. Miller was called to prove the traffic tables. The calcula tions were such as to leave no doubt of a good annual revenue, more than sufficient to meet the expectations of the shareholders. The witness was cross-examined by Mr. CALLAGHAN, on behalf of the Messrs. M`Cann, carriers on the Royal Canal for part of the line, but the evidence in chief was not shaken. Mr. Desmond, coach proprietor, was called to prove the great amount of passenger traffic, and Mr. Crawford, seneschal and agent to Lord Longford, and other large landed proprietors, wre called to prove the tonnage of agricultural and other articles which would be carried by the railway, and be an important source of revenue. The witnesses were cross-examined at some length by Mr. CALLAGHAN. The remaining evidence for the preamble of the Bill having been adduced, Mr. CALLAGHAN addressed the Committee for the Messrs. M l Canns, and concluded by calling upon the Committee to reject the preamble of the Bill, after the evidence which he should tender. The Committee then adjourned at four o'clock till twelve to. morrow. PARLIAMENTARY BUSINESS. TUESDAY, JUNE 10. The Cork and Bandon Railway Bill,—Report considered; amendments agreed to ; clause ()liked, and referred to the Select Committee on Standing Orders. The following Bills were read a third time, and passed : London and Greenwich Railway. Newcastle-upopt-Tyne and North Shields Railway (Tyne mouth Extension, &c.) Standing Orders Committee,—Resolutions reported; 1. " That, in the case of the Newcastle-upon-Tyne Coal Turn Bill amendments on third reading, the amendments are of such a nature as to justify the House in entertaining them, if they shall think fit." 2. "That, in the case of the Newcastle and Darlington (Brandling Junction) Railway Bill amendments on conside ration of report, the clause giving power to Company to form a new street in Gateshead,' is of such a nature as to justify the House in entertaining it, if they shall think fit : —That the clause providing for payment of rent by the Company to John and Robert William Brandling,' is of such a nature as not to be adopted by the House without the re commitment of the Bill.' 3. " That, in the case of the Bolton and Leigh, Kenyon and Leigh Junction, North Union, Liverpool and Manches ter, and Grand Junction Railway Companies Amalgamation petition, the Standing Orders ought to be dispensed with : That the parties be permitted to proceed with their Bill, with the exception of such clauses as enable them to lease the rail way, and to subscribe towards other railways." 4. "That, in the case of the Liverpool and Manchester, North Union, Bolton and Leigh, and Kenyon and Leigh Junction Rail way Companies Amalgamation petition, the Standing Orders ought to be dispensed with :—That the parties be permitted to proceed with their Bill, with the exception of such clauses as enable them to subscribe towards other railways." " That the Committees on this and the preceding Bill do examine, in the first place, how far such Orders have been complied with, and do report the same to the House on the report of the Bill." 5. "That, in the case of the West Cornwall Railway peti tion for additional provision, the Standing Orders ought not to be dispensed with." 6. " That, in the case of the Belfast Lough Drainage peti tion to read the Bill a second time, the Sessional Order ought not to be dispensed with." .Third and fourth resolutions agreed to.—Report to lie on the table. NO ncEs GIVEN AT THE PRIVATE BILL OFFICE'. Select Committee on Group (W.) adjourned till Monday July 7, at twelve. Select Committee on Group (N.) adjourned till Tuesday July 8, at twelve. Select Committee on Group (WW.) adjourned till Thurs day, June 19, at half after twelve. LATEST PRICES OF SHARES IN RAILWAYS, BANKS, ASSURANCE, AND OTHER COMPANIES' STOCK. From the Official List, I'UBLISIIED EVERY TUESDAY AND FRIDAY EVENING LONDON, TUESDAY, JUNE 10. RAILWAYS. Dividend per Annum. 41. Os. per sh 11. 21.165. per slt Bs. per sh. 21. 5s p. sh. 11s 3d pr. sh 161. per et. 101. per et. 101. per et. 61. Os. p. sit. 11. p. 8/. per ct. 81. por ct. Si. per ct. 31. 10s. pr. sh. 17s. Gd. pr sh 9/. per cent. 9/. per cent. 9/. percent. 101. per ct. 10/. per ct. 10/. per et. 6s. 31. Os. per sh 16s. per sh, 41. per share 10s. pr. sh. s/.125. per 2/. 2s. per sh. 121. per share, 61. per cent I/.125.6d.p.c 141.05. per ch. 11. per share. 111.145.10d.p.s 2/. ss, 15s. 1/.105.6d.p.5. 2s. 10d. p. sli 4s. 6d. 10/. per et. 10/. per ct. 101. per ct LLOYD'S SHIPPING. LoNnoN, JUNE 1 I.—Wind Easterly, light breeze, and fine. DEAL, JUNE 10.—Wind E., nearly calm.—Arrd. Eleanor, Turney, Barbadoes ; Ruby, May, St. Eustache ; Romulus, May, Malina, for St. Petersburgh. POOLE, JUNE 10.—S1d. William Belson, Newfoundland. OFF DARTMOUTH, JUNE 9.—J0110 Brown, London, for Jamaica, with loss of fore topmast, sails, &c., which the crew were replacing, and she proceeded. PLYMOUTH, JUNE 10.—Wind N.E. to. S.W.—Arrd. Flora, de Poi son, St. Helena, for Guernsey; Mischief, London, for St. John's, with loss of sails. The Flora has on board the cargo of the Comet, con demned at Ichaboe. FALMOUTH, JUNE 9.—Sld. Nautilus, Coast of Africa GUERNSEY, JUNE 7.—Arrd.. Wave, liongnex, Havannali. BmsTor., JUNE 10.—Arrd. Margaret, Beynon, Nevis. NEWPORT, JUNE 10.--LSld. Britannia, Singapore ; tlievrot, Quebec. Orr DUNGENESS, JUNE B.—Richmond Lass, St. John's, New Bruns wick ; James Edwards, of New York, to• Amsterdam. OFF BEACIIY HEAD, JUNE 6.--Anne nee, Cotinqueba, for Stettin ; Florence, America, for Amsterdam. OFP CAPE CLEAR.—Truxillo, niellebUCtO. SWANSEA, JUNE 9.—Arrd. Amicula, Oliver, Cuba. Aid. Mary, Dugdale, and General Nott, Cuba. *MORD, JUNE Hibernia, St. John's, New Brunswick. WATERFORD, JUNE B.—Arni. Friendship, Newfoundland. LIMERICK, JUNE 9.—Arrd. Duchess of Portland, IBarbadoes. FALMOUTH, JUNE 10.—The Valiant, arrived here from Malta, with pumps choked, has been surveyed, and Is discharging her cargo In a heated state. BEaWICK, JUNE 9.—Sld. George, Dunkirk, Rio Janeiro. HULL, JUNE 10.—The Survey, aground in the Channel, has been got off, making but little water, and brought into the roads without much apparent damage. OFF FOLKESTONE, JUNE 9.—Barbara, Porto Rico, sailed Bth alt. LLANMADOCK, JUNE 9.—The Diamond, of Belfast, ashore in Burry River, is now dry, and appears to have received considerable damage ; a large quantity of the cargo is washed out and one man drowned. LOWESTOFT, JUNE 10.—The Waverley, Lewes, got on the Holm Heads last night, but was assisted off with little or no damage, after throwing part of cargo overboard, and is now in the Roads. LIVERPOOL, JUNE W.—And. Mary Jane, Ichaboe ; Chilmack, Perry, Buenos Ayres ; Standard, Fawcett, Demerara ; Barbadoes ; Measey, Jamaica ; St. Leon, Mobile ; Sir H. Douglas, Apalachicola ; Minerva, St. Andrew's ; Calliope, St. John's, New Brunswick ; Conder, Yarmouth ; Mary, Liverpool, United States ; Yutacan, Shippegan. Off, Queen of the West, New York. CLYDE, JUNE 9.—Arrd. Helen, Savannah ; Oronocto, St. John's, New Brunswick. Sld. Qaintin Leitch, Bombay ; Fleetwood, Mau r.tius. DUBLIN, JUNE 9 . —Troubadour, Dowell, Barbadoes ; Bowling, Gentle, Trinidad ; Amelia and John, St. John's, New Brunswick. Ski. Pearl, do. -- - EXTRAORDINAR Y MONETARY SPECULATION.-FOT some time past the copper coinage of William, the Fourth has been eagerly purchased up by person; who are stated to be Jews, and a report has in consequence gained ground that gold is contained in it. What reason there may be for this it is impossible to say; but it is a well known fact that agents have been at work for the last two months buying up those particular coins in Westminster, and they now fetch double the price of their legal issue. The mania has extended eastward, and twopence for a penny piece, and a penny for a halfpenny, &c., is now asked for the " precious issue. THE LATE CHARGE OF MURDER AND ATTEMPTED SUICIDE BY POISON IN HATTON-CIARDEN.---011 Tuesday forenoon HA adjourned investigation concerning the death of Hannah Moore, aged 18, said to have died from the effects of poison administered to her by Daniel John Cock, now an inmate of Nevegate on a charge of wilful murder, was resumed before Mr. T. Wakrey, M.P., and the jury, at the Cock arid Hoop, Cross-street, Hatton. garden. It will be remembered that the man, John Cock, was committed on the 30th ult. by Mr. Greenwood, the police magistrate, to Newgate, on the charge of w Mil murder of the deceased, he having agreed with her to take a certain quantity of oxalic acid with a view to th( Jr mutual destruction. The inquest was adjourned to enable the Coroner to procure a writ of habeas corpus for the production of the accused be fore the jury, but which application to the Court of Queen's Bench, on Monday, was refused by Lord Denman and the other judges. After a discussion of upwards of an hour's duration, the jury re turned the following verdict :—" That the deceased, Hannah Moore, died of mortal injuries upon her intestines and certain portions of her stomach from the action of a certain 'poison, taken by the said Hannah Moore, with her own hands, during temporary insanity." This result, it is needless to adt4, is directly in the teeth of Mr. Greenwood's committal of the accused to Newgate On the charge of wil ul murder. Amount Name of Company Share. X s. d Aberdeen •• • •• •• Armagh, Coleraine, & Porirush : Birmingham & Gloster Ditto, New, iss. 71 dig. 1)o. Half Shares 25 0 0 100 0 0 25 0 0 50 0 0 50 0 0 100 0 0 Brighton, Lows,& East. Bristol and Exeter .. 1)o. New . Ditto and Gloucester Caledonian .......... `..lainbridge and Lincoln Chester and Holy - head Chichester & Brighton Clutrnet Valley Coventry, Bedworth, & Nuneaton •••• • • • • • Coventry and Leicester Cornwall • • •• • • • . Direct Northern • • • • • • Direct Norwich .• •... Dins, Beccles, & Yrmth Dublin & Belfast Junc. Ditto and Galway •• Do. and Mullingar •• Eastern Counties .•• . • Do., Perpetual, No. I Ditto, ditto, No. 2.•• Easteni Union • • ..... Do. Extension E.linburgh & Glasgow Ditto, Quarter Shares Do. New Quarters • • Ely and Bedford .• ••• Grand Junction • •• Ditto, Half Shares • • Ditto, Quarter Shares Gt. Southern & Western Do. Extension•. Do. Additional...... G - eat North of England Ditto, New ... .... Do. New ......... . Great Western .• . .... Ditto, Half Shares.. Ditto, Fifths. Guildtbrd, Fareham, & Portsmouth ........ Harwich • • Hull and Gaiasl:orocgh Hull and Selby .• . •• • • Ditto, Quarter Shares' Do. Half Shares • • Kendal & Windermere Kentish Coast Lancaster and Carlisle Leeds and Bradford... Liverpool & 3lanchestr Ditto. Half Shares. Ditto, Quarter Shares noudon & Birmingham Ditto, New Thirds.. Ditto, New M Shares London and Blackwall London and Brighton.. Do. Consolidated Bths london and Croydon Ditto, Guarntd. p. c. Londot. and Greenwich Ditto, Fret: or Priv.. London and S. Western Do., New Cons. isths Ditto, New ........ I)o. New .... London and York Lndonderry& Coleraine, Do. & Eimiskillen Lynn and Ely Do. & Dereham . • • • anchester and Leeds Ditto, Half Shares • • Ditto, Quarter Shares Ditto, Sixteenths . • . Manchestr & Birming. Ditto, Quarter Shares Midland . • . • ......... Ditto, Fifths Do. New . • • • Ditto, Bin - n.gr, Derby Newcastle & Berwick Newcastle Sc, Carlisle.. Newcstle & Darl. June.' Do. New Brandling Newry &Enniskillen Newark and Sheffield::: North British . ... 1)o. New Northern and Eastern . Ditto, Scrip, iss.s/.d. Ditto, Quarter Shares North Kent.......... North Wales .......... Norwich and Brandon . Ditto, New • ..... Oxford & Worcester .. Preston and Wyre Itichmnd & W. E. June. Rugby ............... Scottish Central Do. Midland.. • Sheffield and Lincoln.. Sheffield & Manchestr Ditto, Quarter Shares Shrws.,Wolv.,Dud.,Bir. South Devon . . South-Eastern & Dovr. Ditto, New iss. 32/.dis. Do. New, No. 2 .. Do. New, No. 3 .... South Wales • Staines and Richmond Trent Valley • • • Trent Valley and Holy- head Junction Waterford & Kilkenny West Cornwall • ..... Yarmouth & Norwich. Ditto, New ......... York & North Midland Ditto, Half Shares.. Do., Scarbro' Branch Ditto, Selby Scrip Ditto, Extension Bordeaux and Toulouse Do. and Cette Boulogne and Amiens. Dieppe and Pat is June. t. Northern of France Lyons and Avignon.... Orleans and Vierzon Orleans & Bourdeaux Paris & Lyons (Laflitte) Do. (Ganneron's).... Do. (Calon's) Paris and Strasbourg .. Paris & St. Quentin .. Pans and Orleans..... Paris and Rouen ...... Royal North of Spain.. R uen and Havre .. Sambre and Meuse.... Strasbourg and Bale .. Tours & Nantes (Mac- kenzie's) ..... • Do. (Levevres) 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 1 , .0 0 0 50 0 0 20 0 0 50 0 0 20 0 0 25 0 0 50 0 0 12 10 0 2; 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 t 5 0 0 16 13 4 50 0 0 50 0 0 13 15 9 9 0 0 12 15 4 18 • .7 2 41 6 10 40 0 0 50 0 0 40 0 0 50 0 0 1 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 0 25 0 - 0 25 0 0 50 0 0 50 0 0 12 10 0 50 0 0 25 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 50 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 20 0 0 20 0 0 14 0 0 20 0 0 20 0 0 Paid. £ 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 1 5 0 1 5 0 3 0 0 2 10 0 1 0 0 110 0 2 10 0 2 10 0 2 10 0 14 16 0 4 13 4 0 13 4 10 0 0 1 10 0 50 0 0 12 10 0 2 10 0 1 5 0 1100 0 0 50 0 0 25 0 0 10 0 0 2 10 0 2 10 0 100 0 0 5 0 0 2 0 0 80 0 0 50 0 0 20 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 0 100 0 0 50 0 0 25 0 0 Stock. 2 0 0 2 0 0 2 0 0 2 0 0 Price. 2% 134 114 p. V, Pin• 21% 3 66U 17% 6% 2% 224 112 23% 13 247 32 205 114 45% 5% 1063 69M 41•% 19% 14% 11 314 5 4.74 34 169 59% 10;4 182 4 27 142 33!4 5 1 A, 2 231 i 2% 4 3% 29% 20% 106 19 1 ,4 2% 2% 8 JOINT-STOCK BANICS. Dividend Amount Name of Company. per of Paid. I Price Annum. Share. £ s. d. 4 s. d. Australasia Brash North American 4'. per cent. 60 0 0 50 0 0 49 Commercial of London 51. per cent. 100 0 0 20 0 0 22 C010nia1....... Londe and Westminstr 61. per cent. 100 0 0 20 0 0 27 London Joint-Stock .• • 6/. per cent. 50 0 0 10 0 0 1434 Metropolitan .•. 25 0 0 710 0 Provincial of Ireland.. 8/. per cent. 100 0 0 25 0 0 50 Ditto, New......... $l. per cent. 10 0 0 10 0 0 I 20 National of Ireland .. Si. per cent. 50 0 0 17 10 0 2034 Nat. Provncial of Eng. 5/. per cent. 100 0 0 35 0 0 38 Ditto, New.— •.. 5/. per cent. 20 0 0 10 0 0 Union of Australia.... 25 0 0 25 0 0 2614 Union of L0nd0n..... 5/. per cent. 50 0 0 10 0 0 12% INSURANCE COMPANIES. Dividend Amount Name of Company. per of Paid. Price. Annum. Share. — X s. d. £ s. d. Albion .... —•• • . 31. 10s. 500 0 0 50 0 0 7234 Alliance Brit. and For. 6 per cent. 100 0 0 11 0 0 20 Ditto Marine... —• • 6/. per cent, 100 0 0 50 0 6% Atlas . 13s. 6d. pr sh. 50 0 0 5 0 0 17 British Commercial .. 7a. per share 50 0 0 5 0 0 7 Clericl,Med.& Gen. Life 51. per cent. 100 0 0 210 I 6% County . 31. 100 0 0 10 0 0 Crown ..... ••.•• • .. • 1 6 9 1 s S . s a . and bs. i 40 0 0 5 0 0 10 V,agle ••• • • • ...... •• • . Os. 50 0 0 50 0 5% Economic Life ........[P3} 1000 0 0 250 0 0 Eng. & Scot. Law Life.. 5/. per cent. 50 0 0 20 0 3 European Life— •• •• • • 534 per cent. -20 0 0 All paid. 20 Freeruasons'.... •••• • • • . 51. per cent. 20 0 0 3 0 0 Globe Guardian •••••• . • • • • • 5/. per cent. 100 0 0 36 10 0 503 h Imperial Fire .••• • • • • 12/. per cent. 500 0 0 50 0 0 200 Imperial Life......... 12s. 100 0010 0 0 16% Indemnity Marine.... IL sh. & bs. 100 0 0 513 1 2932 Law Life • Legal and General Life 50 0 0 20 0 6% London Fire ••• • ... 10s. 25 0 0 12 10 0 1530 Loudon Shi 108. 25 0 0 12 10 0 1530 Marine Med. Invlid & Gen. Life 50 0 0 20 0 3 National Loan Fund.. 51. per cent. 20 0 0 210 0 23l National Life. Palladium Life 5/. per cent. 50 0 0 20 0 2% Phoenix .• • • ...... •• • • 3/. p. ct. & bs. 195 Protector Life •••• • • 5/. per cent. 20 0 0 1 0 0 1/. 2s. Provident Life ...... • • I/. ss. 100 0 0 10 0 0 24 Rock Life. . Royal Exchange 5l. per cent. Stock. 188 Sun Fire . Ditto Life . 11. Os. Universal Life DOMES. Dividend Amount Name of Company. per of I Paid. Price. Annum. Share. X s. d. X s. d. Oommorcial Beast and West India 5% /. pr cent. Stock. 140 East Country London St Katharine ——• • • • 5 per cent. Stock. 108% Southampton •• • • • • • •• • ! 4/. per cent. 50 0 0 , 50 0 0 LIST OF SCOTTISH COMPANIES' PRICES Dividend Amount Name of Company. per of Paid. Price Annum. Share. £ s. d. s. d, Bank of Scotland Royal Bank of Scotland 61. per cent. 100 0 0 170 British Linen Company 81* per cent. 100 0 0 228 Commercial Bank • • 61. per cent. 100 0 0 170 National Bank. ..... 6/. per cent. 10 0 0 15% Union Bank of Scotland 7 1 / 4 /. pr cent. 50 0 0 98 Western Bank ••• • • . 6/. per cent. 50 0 0 83 North of Scotland Bank 61. per cent. 50 0 7 1 / 4 Clydesdale Bank •• • • Eastern Bank .••• • • • • 31. per cent. 15 0 0 113 i, Caledonian Bank • • 6/. per cent. 210 0 3 Edinb.Bz Glasgew Bank Si. per cent. 50 0 7% cissl/.. per rr cent. cent. 20 - . ( .3 0 1 0 0 14 815 0 15 Hercules Insurance Co. 71. per cent. 100 0 0 10 0 0 14% tyScottish of Union Glasgow n C k o Insur. Co. of Scotind• • Si. per cent, 10 0 0 All paid. 10 North British Insur.— 9/. per cent. 200 0 0 10 0 0 27 1 / 4 Caledonian Fire Instil'. 101. per cent. 100 0 0 10 0 0 24 Edinburgh Life Insur. 6/. per cent. 100 0 0 10 0 0 19 Ellin. &(41asg. Railway 5 /.percent. 50 0 0 50 0 0 74 UlmDitto, Shares 1,4 Sha• • to •• 4 % l .percent. 12 10 0 All pa i d. 164 Leith, St Gran 20 0 20 Giasgw & Ayrshir Rail. 4%1. p er cent. 50 0 0 A 0 0 15% 1l paid. G 3 Glasgw &Greenck Rail. 2/. per cent. 25 0 0 All paid. 19 Glsinv & Ganikirk Rail. 5/. per cent. 15 0 0 All paid. 37 1 / 4 Dtulee& Arbroth Rail. Si. per cent. 25 0 0 All paid. 36 Standard Life Assunace.l 51. per cent. 150 0 0 . 1 2 10 0 1 LAW INTELLIGENCE• ARCHES' COURT, June 10. k ke Is ° Tug OFFICZ OF 'me JUDGE FROMOTED BY RODUSON OAZELEY. allied This was a cause promoted by Mr. Christopher Hodlts°7,lll, in the Rev. Francis Oakeley, minister of St. Margaret's . T w i l l the district rectory of All Souls, St. Marylebon e, con es a offended against the laws, statutes, con stitution , p ub be ecclesiastical, by having written and published , or caused' t°,..do, lished, a pamphlet, entitled " A Letter to the Lor d BishoP° rfi e d, '' on 4i Sub Subject connected with the recent Proceedings st or In which pamphlet or letter doctrines are advigedll _,el tamed and affirmed directly contrary or repugnant to the tril.a;s literal meaning of the articles of religion as by law estabb ° t ite tes O n '. o o some or one of them, and contrary:to the said laws, statu ,the tions, and canons ecclesiastical of the realm, and against .. ;01 and unity of the united Church of England and Ireland, as l:.. , •1 by law established. The articles alleged that Mr. Oalte!7_, oi clerk in holy orders, had subscribed to the thirty-nine artlend herr to the three articles of the 36th canon ; that he had bee n s iSt by the Bishop of London to perform the o ffice of tainit_erogi Margaret's Chapel, with the consent of Dr. Chandler, tn h c ie , or of the district, and set forth the passages in the Pa ! '" jected to. alotitte l The QUEEN'S ADVOCATE, on behalf of the partY Pr °- h , Pr' office of the judge, submitted that the admissions nu ,,d " th;P ° Oakeley of the facts of his having written and publish- _4oobl phlet were sufficient to establish the case against hint, r e isw . was liable to be punished according to the exigency of the Sir H. JENNER FUST inquired who appeared for Mr..- re pli. The Proctor for that gentleman stated that he had no di from Mr. Oakeley to instruct counsel, tee T p h as e st2agUeEsEfN;:mAinhVeoCpAaT.Ephplreotcseeetdedoutto in neatelh eanadrtiecorresoienntdortro tended that the charges against Mr. Oakeley, for r° hall Catholic faith in contravention of his ordination voW, fully established, refer rill" af ter oti Dr. BAYFORD followed on the same side, and, the ordination service in which Mr. Oakeley had take fil y e o rroa g° , of which was that he will "banish and drive awaY''• ,;„ Ow and strange doc.rines," adverted to the attempts wade r of s t ir Cathcbc writers to reconcile the doctrines of the Chutc n iu s eol , land with those of Rome ; in particular, that of DoPi . °_!_,., ( s lick munication with Archbishop Wake, but which owing to the inconsistency of one with the other. He ( o° , Can IP the testim • onres of all the Archbishops of Ca w' W ° build the exception of two, Juxon and Sheldon), f ~ t , of , t i g years, to the utter repugnance of the doe 7, 4 Church to those of Rome ; and concluded by v o ,uld t. _: 3 l the opinions promulga ' ed by Mr. Oakeley, if adopted} lus away from the Church of England the means of ia lti for her separation from the Church of Rome. entirethuen co. skie r " con JO Sir H. JENNE@ FUST said, he must take tittle t: regret Ow, judgment. The Learned Judge again expressed his i r o pt; had to determine this case without the benefit of I n c o oret ° ,,.. behalf of a party proceeded against, whi ch was against Mr. Oakeley were general; and a ro ot , lamented as there were questions of form in this eerie. t (1 3 Or o : if the A c .. 11 upos beth, c. 12) were relied upon, he should have to `— Oakeley, in the first instance, to revoke his error. '"'"'"___.._---- V.Ser l• POLICE IN TELLi6r--- MAN SION. HOUSE. been el ,itl eri‘ rs t : Edward N. Durup, a young man, who ba d the ""Igo other, .r. Pt a merchant, appeared yesterday against hie rs - / 0 - of Wm. Durup, who was stated to have been w•-e• ti f be r secretary to the Right Hon. G orge Canning. ing w ee r eres 'r 0 4 Mrs. Durrup was accused on the previous tee ,o i e ha c v i i r n e g um ro s b ta b n e e d e h s im of his watch, a into so n, o t the g old re r a g O A ° o j. siderable value but Inspector M'Lean , after hsilaefse-1,11 vised the parties to attendr refined the Lord Marr.„,%;01,0-• w pl h u Ta r. th d ed er oL . Durup "" h d the ease to his Lordship's decision. Mrs. be -aa .1400 - e nied by a respectable pawnbroker, in whose car e L o st ov ~ sited a quantity of her property for security sg eils efsed to take such a charg od ' e 7e. y o: ch N a l r A g ir e oh ou ( r t m o ottrcpplain. a.nt.:::gell: b r on ,: wi i_ L sO rr Complainant—l do o n charge her with sw, to ngs 5.1 peater watch, desirous that she should show cause why she ue his tie s 0 4 19 I was adviser: take T h y e o your LORD — tem DO n :• o o f u M tn k il n : k n e l l : cbt ' lhrge -ad e4lsltebrlbisbil p n leavi never nt been-- Nsof which my father gave to me ulleisbiP, Ole na n y , to bring the matter before Yo ur CO ar Cit 0 t he oe tsjOe d 10 to know for what reason. list die be r statement, and the " st ß a The LORD MAYOR—What proof have y . o il a frottaoro k°' bLutoridcisthdaettaiinseditubpyowslyibie, 6 ... your property? Complainant—l am- atO n 'ibe F a- ' fit 11 that she detained it. ip r o f eoe i tL of i° Mrs. Dump—The watch was his father% t g ig• our only son, and his father left me all he a 11? .1? e the world. 01 le f t 0 The LORD MAYOR Hasfather left baste the i t be : e Durup—Certainly he has, my Lord, and la t 0 011- pith the whole of his property. The treatment ~ leceS son is dreadful. sa e? M e so good s 5 The LORD aYoh—B t° eh etbeacro toe him. , bee s° . 0 „ o'l° Here the mother was sworn, and the sue - of ti'" e Mr. Durup then reluctantly gave te stil li th tl4 . o ed ib , dh t Is l 00 violent conduct of her son towards her, a e o id,. e ., r ! A V her some desperate injury. He had. sh e i iii issl e "jr o " watch as his, and pawned it without her P e d tbre" mi f ledge, and he afterwards pushed her about s e B ider with all sor of ill-treatment. that 0111°1 The Loan MAYOR —Do you swear C 00 0 0 5 self in danger in consiequence of his threat', o irhiP r,oS. r y Mrs. Dunlop—l understand what your , '-' t , loos e De r putting that question to me ; but I exPr e gpeet e t° ;fief in a few days, for the Continent, where `, . e „--,,iii. tented by my relations. I wish to get s waJselu I n -00 The Loan MAYOK—I shall, for your as —' • /i ' 1. 0 " 1411 0 11 P to keep the peace towards you. The young man then solemnly sour t he, tip . assured 11 ° 004 would not beat, or otherwise ill-treat his Mayor was, at the expostulation of the the recognizanees of the son. ,„ n iitte ° t r op e /0e A young man, named Bradley, was cci• -- ro set 4l 4 ~ o f • several charges of embezzlement, upon the P o pselg Jones, to whom he had been acting io she ~. P o : 1 0 mission clerk. r Sile sl " . ete v Thomas Johnson was charged by AA r • ted to 0/ Luis Perer, a merchant, with having stteMP p:0000 from the front of his shirt. Ain % fr° OP The prosecutor stated that as he was lar d - bee OlO vessel at Fresh Wharf, the prisoner, w h . ,, l e „' .a s t rat ° el / , and had kept dodging about him, r" -- 0 g ur e ' d 00 0 111 " amidst the confusion caused amongst th , ,f 0 ashore, but was seized b him and eared. tbr's P7.Bi y se . n f o e O,. The prisoner was committed to Brl dewe Pe i° see .1 Two well-dressed females, named A" . 4 4 int orno"' 0 1 le Thomas, were char d • h havin g ge with tarno°thert se triii to aor e elb offence of uttering counterfeit coin• the re 0 , It appeared that the prisoners Walked into a n ort a e s itet a o and c o e d for Iv or e t oil public-house, in Tower-street, for which Burke paid with a new shilling, the eb of PO I ' up the shilling, put it into the till, and ga le sa rtera tr p 01 woman, who afterwards called for anothr.ctler toolt,he ter' woman, put down another new shilling. The wa? e on '"010 ling, bent it, said it was bad, and The it r - . 0 ~i 1 and then, upon examining the first shilling, 00 If ne i was a counterfeit. b stee ti o si d l i e t t ; Burke then said that a young man' w ri cl In P ir isl the bar, had paid for the first quartern, , s one o ter behind the young man, and contrived to suP_., 0 9 l er Le kljie: John theon i his % i prisonerspocket d hr, t , iantattoghcaeurdsmteonodmire:t a Pel iee°3l". o is ;11 street, and saw the risoners He had some shrimps in his 'hand, and the w ite e ' Thano ts A . s ect e. e . him for a few, he gave her some. Burke, who was on the other side of the run, bire; to per o ot s i whsotawteedretlhit,tonebs:titsebagerbe 10.0,1700idd001:40: into the public- house, the prisoners follo,wt7, tbe f 1 1 1 0 11 11 nest then confirmed the statement seae e d oluut u e o be to the payment given for the gin, and the C l~ 1, 0 sayingies i lb° slipping something into his pocket, and o be birJes down the first , billing. that sc he , i , be , 0 v W ilium Dolby, a policeman, state d t o r oas r oot ei , o e ~pet the publi,i house he di•tinctly saw fo od t o t , Ao ss". o o witness, and drop a parcel, which was i pek e s trei c ole ° counterfeit shillings, into the young to°. 0 30 d al The Lou; NlAvoit said the ca-e was : ti d beat , and comm,tted the prisoners for utteriog 0 4 ,DP' of counterfeit c0if :......... ..„ P' yESlif 01 to 0. MARKET NEWS ---( -- 0 g aell o teg r e CORN EXCInW e., foi,, 14, rate, that article met a very steadY u we ll as i ii Or r e r The supply of English Wheat co' currency. In Foreign Wheat, free business was doing, and the Pric eB s pring ' o ir , Barley anti Malt, as well as all other ttS ° as dear. ARRIVALS. 1 Ot3t6so. I Wheat. 2,010 qrs. Barley. ..-- qrs. i ---> 1 -----. _Ate/ 740 1 3,00 0 2 0- 1$ Malt, 1,490 aro. _ ~ 0 efte ; while The t I s i t e lp pdleym demand d iV each l eiciri ns 7d e C a o d ll f y l fi L i l i a rt f,7l .3o , s ri s e9'll l o l)2s4l ter6° , ,g 3 ,;v.‘ i .s i 1 ae E ; i aai3fi d olil(,eeliir t r,i4;od o ias:nl 4 :\t,i 710 3 1:e: 6 :III( i d vs: :o; ; lxiatiah4ni Mutton, ,:. 00 te Prices per ton at c tohP51:1;:ocrs91;'lt:, s;e3rdsoftojlti:esroPearll,:fs;:r-06-laav-,l4ll:,:lll,eal,;ll4gareoii 14s ; Buddle's West Hartley, 16s 6d; l'i flartfl o fie' 1°, 4 KTl 6 B d isni ; Ravenswort It West Hartley, I6s 3d; i . Wes. ilovire;ij, Wylam, 14s 6 ( l, l l 6 4 s s 9 9 l d; T N ° l7a n ll l ' e l e'nld4sl9l,ll 6 ci s a ; lll'43;el4ll; o ll4°. o oo/1( Belmont, 17s; Braddyll's Hgeitdtdoeni,rts7b'et3:lo'l7llo,lll.%6(' 11l IH7set;tostio,ulth7s 6Dculrll;l7NasmPe9l,°ds°ll;int6issPe„,'3llllll',,.......%,l7-I.aelS;anBStr3eit;ireriPvtg°giltidotrsto'ip:lllol:tte9:*.tl°o6.',/;1:1111$°;; sell's Hetton, 17s 6d ; Sholton, 17 0 -, T ees , t leff„f' Park and Barrington mixed, 15s; . .„C° s ` r t y - e 'y S e Sidney's Hartley, 16e 6d; West Oa r Ships arrived, 59. AI" .....----, Ger ;0 BIRTIIB'4,. 101 l ° l* Wil li IBa odo O yynd n o,ft t oh l F i fe e raeB 2 (t O is heot Frederick ic. nk u s : S t . ~ at Madeira, t" gre' "O S Ross, Esq., M.D., of a son. ,„ roll ra k e, AO' On the sth inst., at Arnclitte Vi ca 0( ,ant EPogrtland-terral'dilheeff., too f On the Bth inst , at the Re°cftoar3-, the Rev. W. C. I3erkeley, of a son* the ( 0 0 1 by 1, 17 ,1 ,If i t itigD:, I, las t., el" At Alverstoke, on Saturday'. th e '; W. 1 1 '. /O , Rev. the Dean of Westntinster, :5 1.0 :/° 0 1,00 i 9-, ./ 1 Royal Military College. Sandhurst, ! ch,,athaej Josetol daughter of Rear*Adiniral Sir Edvvara liO' d tit ef , K. o o l . l H t ., h o e f 1 3 1 i? rtionnst.L, oadtges, tl-.laAnit:r..y: dii,,aliifticio,esili aii: 0000 : t o, Wontner Smith, of Finsbury, to -l ade nhah oo o4;o o ,o the late Mr. Stephen MundaY , °f Zharles, Y o, to o f , On the 3d inst., at Southgate, .1 1 co ollll° P 4 ' s William King, Esq., of Wadswor,,cciineider, Marv, youngest daughter of John , er O t " vel-lita _.— C rie li _. d or, ti , e ;t il DOM, gaeg,. r ` r tlie fie' shOirnerl'u,,ensicilayi,vat the house o f l A l: r. Escl'' 10 th e r ,,,..t )1f; house-square, Donn id Arirc,43beltenhetili 0 1 pee' 0 ,, year o f 1 1 3 , 3 Tjfgali'de4lY- ofreed!riirsontitio:esliti.l::::::e::t:l,;:tirtua,!opttroill: by all wbr, had the Pleasure. n orth °, t t 00",,,. 1 ,' , ,p,e; T Live ller ' ' iall ' ' P g il ; c° 11 1‘ 'w,aalaps‘ was .:(a:lnlbe:l;ll:,..ikielinrgsowa‘tvrar3lsi.a.,d,aaeilned:ntirojuovkficehtirfeees.,:lll:erarec,:t Arvito,roi• ilit_o ,eOO man Marshall, ln propoSi"g 2;i, great " i , ilderibe 9 40 , him a well-deserved tribute tor nd W e " "I tow OCP , A IA caspheciaririaati,enteaextrie,omtnhspeloaftrrytubtephes(ra-erht;:c.h7a: respo : re : 0 i‘lo,, g c lo tb : sinOctliaitrl:e.Etdci.i,nosft.G, tamtilidiss4latrlve,ectirte:lce34l:friasrs:ol,,,,,Pcil:foc beloved ter-place, p in, l e a t y, lNe . i G 3fed r e o e fi n n,l s si r t • r i . blifm. r,:arpccildi.laioenfcsto3h,,;:gre.,eo;ll:3lteyetnso,ri ja_c9l,te,reoeo:l, c:t i ti, 1 ,:, .i; - 0t ' I I garden, and grand daughter - - 1)0 s('' • ° place, Covent-garden. /it VIZ ,lc, —OO ---------____---_------—.--:,. - ; 1 by ~,_., oi . 1,..,11,43u . l'rinted and tinbh%,. The o".:ip OP (12, ~...tt and. Prin t et ,, ,, , savoy Strenri. in the Precinct e e l i 2, 045. Middlesex, Thursday, Jrlll English • ..... Irish Foreign ••• • • SUE 4t 1.14 1' 1 1 .3 kkl 7 . Ihrst 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 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 12 10 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