The Sun. — London, England, 1853-07-28 00:00:00

fourtb V2tittto SUN OFFICE, Seven o' Clock, GOO WOOD RACES. (THIS DAY.) (BY ELECTRIC TELEGRAPH.) BE.NTINCX MEMORIAL, 4 YEAR-OLDS. P oo dl e Harbinger Won easy. BENTINCK MEMORIAL, 3 YEAR-OLDS, Sittingbourne walked over, MOLECOMB STAKES. Audover Mincemeat Won cleverly. Five ran. SWEEPSTAKES-50 SOUS. Cobnut Catharine Hayes Four ran. Won cleverly. DUKE OF RICHMOND'S PLATE Black Swan Corybantes Eighteen ran IMPERIAL PARLIAMENT HOUSE OF LORDS—(THIS EVENING.) The LORD CHANCELLOR took his seat on the woolsack at five o'clock. Lord BEAUIVIONT presented a petition from the Leeds Chamber of Commerce, praying for the establish ment of tribunals of commerce. Lord BERNERS presented petitions from several, places against the sale of spirits on Sundays. Lord BROUGHAM presented petitions from Bangor and other places in favour of the County Courts Exten sion Bill. COUNTY COURTS FURTHER EXTENSION BILL, Lord BROUGHAM moved the second reading of this bill, and in doing so, the noble lord . dwelt at some length upon the great benefit which the establishment of county courts had conferred upon . , _ society at large. The experience of these courts during the last six years proved that they might be judiciously extended, and the object of this bill was to increase their jurisdiction, and render them still more efficient in many other respects, so that their usefulness might be ,made equal to that of the superior courts of law and equity. All, however, that he wanted their lordships to do was to affirm the principle of the bill, and leave it to be passed in a future session. The noble lord at the same time announced his intention to lay upon the table another bill for amending and improving the law of arbitration, which he should also ask their lordships to read a second time with a view to its being taken up again at the commencement of next session. [LEFT SPEAKING.] HOUSE OF COMMONS—(THIS EVENING.) (Continued pont our Afternoon Edition.) SOUTH SEA ANNUITIES DISSENTIENTS. The house then went into committee upon this bill. TheCHANCELLOR of the EXCHEQUER proposed the following resolutions : " 1. That provision be made, out of the Consolidated Fund of the United Kingdom of Great Britain and Ire land, for paying off the proprietor s o f th e cap it a l s t oc k s of Old South Sea Annuities, New South Sea Annuities, Bank Annuities (1726), and 3/. per Centum Annuities (1751), mentioned in an act of the present session, chapter 23, in respect of which assents to commute shall not have been signified according to the said act, and also for paying to the South Sea Company a principal sum equal to the amount of the trading or capital stock of the said company, or the part thereof the interest or annuity on which shall not have been commuted or exchanged, according to the said act, or any act to be passed in the present session of Parliament. "2. That the South Sea Company shall be permitted to commute, within a time to b e li m it e d, a ll or any part of the annuity or interest on their trading or capital stock, payable in respect of shares in such stock standing in the names of the Accountant-General of the Courts of Chancery of England and Ireland, respectively, and of the Account ant in Bankruptcy in England, and in the names of trus tees and others disabled from voting in the General Court of Proprietors of the said company, into or for any one or more of the stocks and securities authorised to be created and issued by the act of the present session, chap. 23, and the 3/. si. per Centum Annuities, and New 31. per Centum Annuities, created under the acts of the seventh year of her Majestey, chapters 4 and 5, commonly called and known as 31. ss. per Centum Annuities (1814), such com mutation into or for the said stocks and securities autho rised to be created and issued by the said act of the present session, to be upon the terms and subject to the conditions upon and subject to which the like commutation was authorised under the said act, and such commutation into or for the said 3/. ss. per Centum Annuities (1544), to be upon such terms and subject to such conditions as the Com missioners of her Majesty's Treasury may see fit to offer, provided that the assent of the said company to any such commutation shall be signified to the said Commissioner, of the Treasury within such time as may be limited by such commissioners for that purpose. "3. That the South Sea Company shall also be permitt e d, upon sygnifying their as sen t within such time as may be limited by the Commissioners of the Treasury for this pur pose, to commute, upon the same terms, and subject to the Rama conditions, all or any part of the annuity or interest payable in respect of such further amount of their said capital or trading stock as may be authorised or required by Parliament to be invested as a guarantee fund for their administration of private trusts, in case they should be authorised to undertake such administration by any act to be passed-in the present session of Parliament. Mr. DISRA.ELI said these resolutions had come rather suddenly before the house, and though they ap peared to be limited in their scope, and at first sight to be constructed with some simplicity, they would be found on examination to involve important considera tions. (Rear, hear.) The propositions of the Govern ment, with regard to the greater portion of the funds, bad entirely failed, and he objected to their submitting new plans to the committee which would have the effect of extending the commutation of stocks to parties not contemplated when the original measure was passed. The simplest and wisest course would be to conclude the arrangement which had proved to be wholly unsuccess ful. In the first place, he object to these resolutions, because they would entrust to the ministers a power which was at least unusual, if not unprecedented, to enter into bargains at their own discretion for the commutation of stock ; and secondly, because the antecedents of the Government. with respect to this question, were not such as is induce the committee to make an exception in their favour. (Hear, hear.) It Was most unwise at the end of the session to attempt to patch up a scheme in order to enable the Government to enter into new speculations, which were founded on calculations as imperfect as those on which their first proposals rested. They were now asked to grant to the Government an unlimited discretionary power for settling the terms in which future commutation should take place, which would leave our finances in a state of uncertainty and doubt. The Government were fairly warned what would be the effect of the proposals ; and he thought it would be impolitic to accede to the present resolutions unless the committee were informed more clearly what their intentions were in regard to the intended commutation. In reply to Sir H. WILLOUGHBY, The CHANCELLOR of the EXCHEQUER said he would venture to state, that instead of there being any lose, there would be a considerable gain to the Consoli dated Fund by the proposed arrangement. Mr. W. WILLIAMS expressed his intention to sup- Port the Chancellor of the Exchequer, believing that his p;oposal would effect no Material reduction in the Con solidated Fund. After a short discussion, the first resolution was agreed to. 3,Ornr.t J. B. resolution being put by the CHAIRM AN , parties wh o h d H objected to it, on the ground th a t a received one offer and refused to accept it, should not have anotherNv ma d e t o t h em. If the reso lution passed, it exchequer in considerable d plac e f u t ure c h ancellors of the disposed toavail themselves of the first forward to some Government,other because th e y wou ld l oo k rt to make a better barOsaPii,P; unity being afford e d th em adopt was to p a off ale art T i he only right c ourse t o Chancellor of the Exchequer must raise rnlsileoinneyth ewhi best ch way the he could. ai Mr. JOHN M'GREGOR saw 0 impracticable in theproposition ofrithtehing dangerous or Exchequer. Unless the Governme Chancellor of the nt ary power they would not be i n a os . had a discretion they could for the public. p ition to d o t h e b est Sir F. resolution KELLY should feel it his duty to oppose the in every possible way. The real qu was whether Parliament ought to conf er up °n aestion y bod corporate who stood in the position of tr us t ees for those who had no power to act, or even to speak for them_ selves, the power to meet the views of the present Go vernment, although their doing so might largely sacrifice the interests of those for whom they acted as trustees. The CHANCELLOR of the EXCHEQUER rose to reply, but had not proceeded beyond a few sentences when four o'clock arrived, and the house then stood adjourned until six this evening, RAILWAY SHARE MARKETS. LIVERPOOL, JULY 27. POCK E XCITXGE.--The share market was better to. day in consequence of a scarcity of stock for the settle - J• ment of the account which t a k es p l ace to-morrow. Birken head, Ch ester, and Birkenhead, 20 : 4 ; East Lan cas hi re , 184 Lancashi re and Yorkshire, ; Lancaster an d C ar li s l e, 103! ; London and. North Western 11 1 4 17 17 ; Man chester, Hheffield, and Lincoln, 29f ; Midland, 72A ; S ou th Eastern and Dover 22i ; York and North Midland, 301. 111.A.NCIIET.tat, JULY 27. STOCK EXCRANGE.—rnere was a moderate business, and prices had an upward tend :meg. Dovers, 2/ 1546 Leeds Stock, 784 ; ditto. Fifths, d. ; Midland, 724 ; Lon.lon Stock, 116;4. • • BIRMINGHAM, JULY 27. STOCK EXCZANGE.— The transactions were at the fol lowing prices :—Lon don and North-Western, 1164 ;X ss. and 6 s . p rem . Th e occurrences of yesterdarat,Virtilter hampton, and the Shrewsbury meeting of to-morrow with reference thereto, were the subjects of much interest in the share market to-day, but nothing was done in any of the stocks of tAis compatiy. The following is the fifth report of Mr, Cardwell's committee appointed to consider the principle of amal gamation as applied to railway or railway and canal bills, about to be brought under the consideration of Parliament, and to consider the principles which ought to guide the house in railivay legislation : In a former report, your committee submitted to the house their opinion, that in conceding amalgamation to the companies who were seeking to obtain the bills then pending for that object, Parliament would "part with a power which it might exercise for the purpose of se curing to the public one of the greatest advantages that a commercial country can enjoy—viz., freedom and economy of transit for persons and merchandise from one part of the kingdom to another ; and that so important a step should not be taken unless these advantages be fully secured." In reviewing the whole of the evidence which has been laid before them in the course of their inquiry, your committee have directed their attentiona chiefly to the following considerations—viz., how far the most free, safe, convenient, and economical transit from place to place, in respect of passengers and goods, may be secured to the community by means of the existing railways and canals ; what regulations may most advantageously be made for the judicious development of the system by the construction of new lines ; and, subordinately to these considerations, whether the property invested in these undertakings may not be protected from undue de preciation and from unnecessary risk. They have exa mined the principle of amalgamation, for the purpose of determining how far the indefinite extension of that principle may be consistent with these important objects. In favour of amalgamation, it is argued that unity of management will tend to promote the public conve nience ; that the persons responsible will generally direct their attention to the development of the traffic upon the main line and upon the several branches, without any regard to those considerations which induce the managers of rival lines to divert it from the channel in which the convenience of the public would naturally have caused it to flow ; that arrangements will more readily be made for booking throughout without change of carriage, and for the more certain ar rival of trains to meet each other at the points of junc tion; that by the retrenchment of duplicate trains, and by greater economy in the distribution of servants and of working stock, a saving will be effected, and the com pany will, therefore, be enabled to expend money on the improvement of their works, the development of their traffic, and the construction of branches, or to reduce their charges to the public. It may be admitted that all these considerations are entitled to great weight, and the witnesses by whom they have been urged will be Found to be among the most experienced and the most able of the gentlemen connected with the management of the railways. It follows from general reasoning, and appeqrs to your committee to have been established in evidence, that competition fails to afford to the public the same security in respect of railway accommodation which it gives in the transactions of ordinary trade. The amount of capital required for the construction of a rail way, the exclusive possession of the line of country best calculated for the purposes of economy and traffic, and the time required for bringing into active operation any new competitor, with other considerations too numerous to detail, tend to remove these great undertakings from the sphere of ordinary commercial pursuits, and render it necessary for Parliament to look to other remedies than competion for any mischief which may arise from the abuse of power by railway companies. It is true that the power reserved to Parliament of introducing new and competing schemes into districts inadequately served by the established lines, is a weapon the existence of which will be influential as a moral check; and Parliament may actually resort to it when other measures fail ; but the main consideration still remains, that for the abuse of power by railway companies, competition, in the ordi nary application of the term, aff or ds to the public no sufficient remedy. In a report recently presented to the American Congress by a committee, this subject is fully considered, and the view of the committee is summed up in the following words:— " It would appear, therefore, that the principle of com petition cannot, as a general rule, apply to railroad cor porations, and that the interests of the community should not be left to its operation, as in ordinary business en terprises ; that they must, from their peculiar elements, he, in a greater or less degree, monopolies, and neces sarily liable to the evils of monopoly. These evils are not probably, as great at this time as they may be here after, when the system becomes more perfectly deve loped, and placed under the management of persons less disposed to show deference to public sentiment ; nor are they as yet very perceptible to the public, from the fact that they are not apparent in any direct loss to the com munity ; for railroads under any system must be a great benefit, but consist rather in depriving it of the addi tional advantages it would otherwise obtain. It is never theless due to the community that the tendency to these evils should be checked, and, if the above views are correct, it is incumbent upon the State to place the v: hole system under such control and supervision as may be deemed necessary to secure the greatest amount of public benefit compatible with a due regard to the pecu niary interests involved in the operations of railroads." Against indefinite amalgamation, on the other side, it is strongly urged by persons engaged in trade, and by the representatives of the property invested in canals, that the amalgamation of companies in an united inte rest naturally leads to an abuse of the power which is thus conferred upon the directors, It is to be observed that many of the advantages which are contended for a: belonging to amalgamation, on a moderate scale, do not apply to cases where the extent of the proposed union is such as to exceed the compass of one 'management properly to direct. On this subject your committee would refer to the evidence given by Mr. Saunders, to :be effect that in an erroneously large corporation the variety of details and extent of business is too great to be satisfactorily transacted. When many of the lines in an extensive district are united in one interest, it may become the object of the managers to secure the traffic over the greatest mileage, and, consequently, to divert it from its natural course, if that natural course would have caused it to flow in part only over their own sys tem, and in part over the line of some other railway, or of some water communication in the same district. Such an amalgamated company also is armed, by the extent of its capital, with greater power of destroying competi tion in one part of its territory by the temporary lower ing of its rats to an unremunerative scale, the partial loss being of comparative indifference ; while to the smaller rival, which it is the object of the great incorpo ration to destroy, the traffic in immediate contest con stitutes the whole source of its revenue. The desire of the railway conipanies for amalgamation may be attributed to two causes perfectly distinct, and requiring a separate consideration. Originally, amalga mation was sought for from Parliament principally on the ground of economy in the conduct of the traffic. Latterly, however, new reasons have influenced the com panies, and amalgamation has become not so much a question of economy in the management of the line, as a matter of offensive and defensive policy in regard to the unsettled relations subsisting between different compa nies. As the practice of Parliamentary legislation stands at present, it is in the power of one rival company ma terially to affect the interest of the other ; or a small number of speculators, With or without the encourage ment of a rival, can injure the position of an established company by laying out a line within their neighbour hood, and so compel them to bring forward, in self defence, and as pail of their own system, schemes which, upon a wider review of the public advantage, it is probable that Parliament would have refused to sanction. Your committee referred in a former report to the circumstance, that about 2,000 miles of railway, in volving an outlay of upwards of 40 millions, have been sanctioned by Parliament, and afterwards abandoned by the promoters without the leave of Parliament. A most competent witness has estimated the loss of money to the railway shareholders, unnecessarily in curred in obtaining Parliamentary authority for and in constructing the railways now in existence, and in op posing rival schemes, at 70 millions ; and though it may, perlia,ps, be considered that this is a high estimate, when taken in regard to the lines actually made, it is no sufficient measure of the loss which has been really sustained ; 4fince many lines have been constructed which probably:at' ,ne>t laid out in the way best calculated to promothhe general convenience, and so to develops the greateSt amount oftraffic. On the other hand, it is difficult to estimate the amount of benefit which is de rived to the public even from railways which are not re munerative to the shareholders, by the facilities which are afforded for transit, and by the saving of capital which arises from the shortening of time required for r,he transmission of goods, and the diminished necessity 'or holding considerable sums locked up in the stocks of tradesmen. Amalgamation (that is to say, the consolidation of greater capital and of greater power in the hands of an united board of directors) is sought for as a protection against the risks to which the property invested in the existing railway is exposed ; and this amalgamation con templates, in the mind of Sir W. Cubitt, and other wit nesses, the eventual union of all railway property in a common stock ; while in the mind of others it is limited to what is called territorial division ; that is, to the grouping of the several railways into a small number of ;rear incorporations, perhaps seven for Great Britain, railway to each each of w hi c h s h ou ld b e ass i gne d a regu l ate d monopoly °I the district i n w hi c h it i s s it ua t e d . With reg ar d t o t h e fi rst o f these plans, the union of all th e property, present and fut ure , i n one stock it seem s , to y our comm itt ee th at t h e following considerations would requi re t o b e care f u ll y we i g h e d b y Parliame.st before Therailw ay important a change could be per mitted. the end of 1851, the3laproperty held in great B r it a i n a t r eturns are period to which the Parlia mentaryis from time pan l es time developed. find complete,indefinitevas 248,240,8971., and t additions as the trafficwill re o c e f i v t ; : o C c o o n u ti n n t u ry al 7,9 07 0, a. 7 c 6 7 1 unt of 6951 , making I;!toatndl The amount received by the companies passenger ix rffic for the year 1851 was on account I )f goods traffic 7,056, gross revenu e of nearly 15,000,0001., which appears to a be steadily it icreasitig. The number of persons directly employed in I he service of the existing companies in June, 1852, was 67 ,601, while the number employed in con structing nea I railways at the same date was 35,945 ; arid the nut abers whose living is indir ctly depen dent up-,n t hem in the various trades employed for the .iervie e of the railways is probably greater. There is no ppl:tical division of the kingdoNp which they might Tt t be . expected, through the menuirr either of their slim• reholders. or of their patronage; or of special epvantages which they might render to particular indi; viduals, to: exercise an influence, while, if they were all milted in "6 ne - Cornmoir stock, it 'is 'no injustice to the railway dir actors as a body to suppose that they would wield th eir extensive powers rather for the promot i on o f the intereii is epecially entrusted to their charge than As regards territorial division, in the high meaning attached to thOse words by some of the witnesses, amounting to an assumption that a concession of a cer tain territory should be made to a particular company, and the faith of Parliament be pledged against the in trusion df any rival within the circle so prescribed, your committee are satisfied that no such engagement can in reason be asked for from Parliament ; nor would it be of any enduring value if it were given. The only security which any company can obtain for the undi vided possession of a particular district in the mainten ance of such relations with the inhabitants of that dis trict, and with Parliament, the guardian of the general good, as may render the continuance of that exclusive possession consistent with an enlightened regard to the wants and interests of the public. Your committee consider that the principle heretofore established at law, that an oct of Parliament constitutes an engagement between the promoters on the one side and the public on the other, is a principle deserving of more consideration than it has hitherto obtained as a guide to future legislation. This principle, rightly understood, conveys to the promoters no right that their privileges shall be exclusively maintained when they cease to be consistent with the general advantage ; but it does imply, that having been authorised by the legis lature to construct expensive works for public use, the resources from which their just remuneration was to spring shall not be taken away upon any other than clear grounds of public policy. The observance of such a principle is valuable to the public as well as to share holders, since it is of importance to the whole commu nity to develop by every judicious means those commu nications on which the freedom and facility of trade, and the safety and convenience of personal locomotion now depend, and therefore to ensure, to a reasonable extent, the stability of the property so invested. It is also to be observed, that while actual amalga mation requires the consent of Parliament, combination of interest, under private agreement, is a matter of constant occurrence, and produces, to a certain extent, the same results as regards the public convenience ; establishing a community of purpose between two or more companies, and enabling the managers of those companies to exercise over the traffic a combined con trol. It has been contended by some of the witnesses that since it is not possible wholly to prevent this kind of combination, it is idle to refuse the formal sanction of Parliament to the principle of amalgamation. But your committee are of opinion that there is a wide difference between arrangements of this nature and actual amalga mation by Parliamentary enactment. The latter once conceded, no change can be made, if at any subsequent time, either from a change of circumstances, or from a change of management, it becomes desirable again to divide the companies which have been thus united. But if working arrangements, not now valid in law, shall be sanctioned by Parliament, under definite conditions, and for limited periods, capable of being renewed by the same authority when approaching the term of their existence, it will be in the power of the companies to contract alli ances useful for the conduct of traffic, while it will be open to Parliament to interfere for the prevention of permanent public mischief. Your committee, in a former report, took occasion to remind the house that the bills promoted in the present session by one company (the London and North-West ern) have been stated to your committee to involve the union, under one control, ofa raised capital of 60, 000,000/., between one-fourth and one-fifth of the railway property of the kingdom, an annual revenue exceeding 4,000,0001., and an extent of railway communication of upwards of 1,200 miles, or more than one-sixth of the railways in the United Kingdom, forming, from the importance of the towns with which it is connected, a key to the prin cipal communications of the country. It was not sur prising that the chairman of the Great Northern Com pany should inform your committee that, if this amal gamation were permitted to proceed, it would be impos sible for the company over which he presides (though possessing a raised capital of 500,0001., and an extent of 283 miles), to maintain an independent existence ; and it is manifest that before legal validity is given to work ing arrangements, the effect which they will have upon neighbouring companies, and upon that portion of the public whose interests these neighbouring companies subserve, should be duly and carefully considered, and an opportunity afforded to all such parties to be heard. In coming to a conclusion on this branch of the subject, your committee have borne in mind that the system of railway communication ought not by any means to be considered as having attained its full maturity, but that, on the contrary, much is yet to be learnt, both as regards the legal effect of Par liamentary enactments and the practical consequences of improved management. They attach great weight to the following opinion expressed, in the course of his evidence, by Mr. Baxter, the eminent railway solicitor : " Is it your opinion that the power of the companies is large enough already, and that that power would be raised to a dangerous height if it were allowed to absorb other great companies ?—Just so ; what may be called the fighting powers of railways have been much de veloped, of late years, by the contests that have been going on with great companies ; and those fighting powers are of a most serious description. "By fighting powers you mean the inclination of a company, the source of whose revenue are gene rally diffused, to lose revenue in the particular place where they desira to direct the edge of competition ? —Yes ; where a company with an income of 70,0001. a week is competing with another company whom it desires to reduce into obedience, it will make its mind up to lose 2,000/. or 3,0001. a week for six months, knowing that it can afford to lose that sum and the other company cannot afford to lose that sum. The effect on the larger company may be a very small fraction of a dividend ; the effect on the smaller company will be a very serious reduction of the dividend, and the consequence of that is, that in the feverish state of all railway shareholders, the company whose income is greatly reduced would immediately be revolutionised, and the shareholders would in all probability quarrel with the directors, and in the midst of the revolution other arrangements would be proposed, and those, most probably, would be some union or agreement with the larger company. Then do you lay down as your chief principle, that amalgamations should not be allowed to go to so great an extent as to to create single corporations, whose power is able to overbear all the other corporations in its neighbourhood ?—Clearly so ; and because the pre sent system of Parliamentary regulation, if we may sup pose that there is a regulation at all, is to allow compe tition generally between companies merely stepping in upon certain occasions to interfere with that competition, and such competition could not co-exist with the com pany beyond a certain scale of magnitude. "Are you of opinion that the universal fusion to which you have referred in,your formal answer could,be carried into effect with a due regard to the interests if the com ' munity?—l am clearly and strongly of opinion that such a measure could not, at the present moment, be carried into effect, because there is no public department suffi ciently educated to take the command which would be necessary in such a state of things. The science of rail way government is one of a most intricate character. Gentlemen of the greatest talent and general business, when they come to apply those talents to railway man agement, ane perfectly at a loss. I have met the most acute minded public men upon railway subjects, and found that when we descended into the details of rail way management, the subject is too intricate to allow them to exercise a safe judgment upon it; and I con ceive that no man, whatever be his powers, can take up such a subject newly and understand it for two or three years at least ; he must have two or three years' expe rience before he is competent safely to deal with it. "You have spoken very justly of the want of experi ence and knowledge that a public department might be expected to bring to the task of railway management ; now, extending the nature of that observation, do you think the general progress of science, with respect to railway management, has been subh that we may sup. pose it has already arrived at perfection, or, on the con trary, may we not reasonably expect that new improve. ments will from time to time be made, and that the progress of science in railway management in affording facilities for railway communication will hereafter be very great ?—No doubt, the science of railway manage ment is by no means perfected ; you can scarcely say it has yet attained manhood, either if you regard the gene ral policy of railways, as to which most incredible mis takes are still made under railway management, or if you regard the particular mode of transmitting your traffic and your passengers ; improvements will be made in both departments without a question as experience goes on, and there are no means of educing these im provements so satisfactorily as leaving the matter to a modified competition. " So that if there were a universal fusion, and that universal fusion was regulated by an executive depart ment, a great barrier would, in your judgment, be created in the way of the natural progress and improvement of railways ?—Not only that, but I believe railways would go back again immediately." With a view, therefore, of securing to the railway companies and to the public, as far a s may be possible, all the advantages of amalgamation, and yet of retain ing in the hands of Parliament all the power which it may be necessary to employ in future for better securing from time to time the application of railway facilities to the general good of the community, your committee would advise that working arrangements, for a time to be limited, confirminc, intimate relations between diffe rent companies on the subject of the regulation of their traffic and the division of the proceeds, may with pro priety be sanctioned. In immediate connection with this subject, your com mittee would advert to that of running clauses, or powers conceded to one company of using, without per mission, the line of another. This whole subject of the intercommunication of traffic between one railway sys tem and another, is a subject encircled with difficulty. If a company which has obtained its powers on public grounds resolutely refuse to admit upon its line, with facility and convenience to the travellers, the traffic of an independent company, it appears to your committee es sential that some remedy should be found for such a re fusal. In the case of Salisbury, it has been stated to your committee by the mayor, that the line from that city to Warminster is left uncompleted, because the Great Western, whose line it is, have a greater interest in conveying passengers by a more circuitous route ; that the line would of itself be remunerative, and that the capital could be raised for its completion ; but that the interest of the South-Western at Salisbury being adverse, as that of the Great-Western at Warminster, the line, when constructed, would be comparatively useless with out powers being secured to its promoters for the free transmission of its traffic over the Great Western and South-Western Railways respectively. As regards the transmission of goods, it appears from the evidence of Mr. _Stephenson that salt raised from the mine in Cheshire; and intended for alkali works at Newcastle, is carried round to Hull, and thence by shipment to New castle ; and that cotton from Manchester for owners at Newcastle is also sent to Hull, because it serves the in terest of an intermediate company to/divert the traffic in both cases from the channel in which the convenience of the owners would have directed it to flow. To the concession of running powers of a limited cha racter in cases like these, there seems to be in justice no ground of objeetion, and yet considerations of public safety are decidedly opposed to the concession. It is therefore most important to consider whether there be any mode by which justice can be done to the public, without the introduction or extension o f a s y s t em , ob jectionable on the score of danger. It has been much discussed in evidence, and seems to be generally recommended by the witnesses, that the railway department, as now constituted, or some other department to le especially created for this purpose, in short, that the Executive Government should be invested with strong powers for compelling companies so situated to give to each other and to the public every reasonable facility. The following is the carefully considered opinion of Mr. Denison, the chairman of the Great Northern Rail way Company : " Do you think that general amalgamation would be desirable, or otherwise ?—Very undesirable as regards the public, unless the greatest possible precautions were taken by Parliament. Perhaps such amalgamations might be advantageous to shareholders generally, but as regards the public ; in my opinion, they would be very disadvantageous, unless very specially guarded. " It may be taken for granted that such amalgama tions, if sanctioned by Parliament, would be specially guarded. Can you state, in a general way, any guards and precautions which might be effectual for the pur pose ?—Nothing short, in my opinion, of the establish ment of a distinct Railway Board of Control, being put in possession of very ample powers, much larger than they ever had, much larger than they have at present, and to such an extent that they should, in point of fact, have the complete control of the machinery of the rail ways. Without that, I should think, it would be ex ceedingly dangerous, as regards the public, to let such amalgamations proceed. " By a complete control of the machinery, do you mean a complete control in the way of authority, or do you mean that the servants actually employed in carrying out the details of railway management should be the servants of the Government ?—No ; I think it so important a question that for fear I should make any mistake, I have written down my views upon this particular point. I think, That a Railway Board of Control should be appointed, which should have power to see carried into effect, according to the best of their judgment, the intentions of Parlia ment, and the object of the promoters of every railway ; and to decide, in case of any dispute, how the traffic be tween all places should be conducted, and upon what terms, rates, and conditions. That all agreements be tween companies respecting traffic should be subjected to the approval or disapproval of such board. That the board should have power, and that it should be part of their duty, to send inspectors over the railways for the purpose of seeing and reporting the condition of the railway, the carriages, &c. ; and that the board should have power to make and enforce such orders for amend ment or alteration as they may think proper, That the board should hear all complaints and answer in open court. That the board should have the power to regu late the time of starting trains. That the board should have power to advise Parliament, from time to time, what legislative measures should be adopted, after hearing all parties in the presence of each other.' That is my opinion in respect to the board. The reason why I have made some strong observations on the parties being heard in open court is, because I am sorry to say that I have a great deal of experience of the greatest possible inconvenience arising from railway board officers, with the best possible intentions, first hearing one party with closed doors, and then hearing the other, and deciding on the case without the parties knowing why. They laid themselves open to the greatest possible suspicion, and I have no difficulty in stating that that system was the cause of the'Railway Board of 1845 raising public indignation against it." But in practice this plan would be attended by diffi culties of a very serious kind. If it were the interest of one company that its trains should arrive at a station at a time calculated to disappoint the train of another company, or to refuse that interchange of carriages which obviates the necessity for a removal of luggage, or by the adoption of other expedients to render that mode of travelling inconvenient and uneasy, it would be very difficult even for an executive body to over come the obstacles which their power, guided by ex perienne, would enable them to interpose. Your committee, however, think it would be possible in certain cases where the general convenience of a district was in question to raise the dispute between the public and the companies in such a shape as that the interposition of the railway department might be effectually exercised. With the view of preventing this power from being ren dered nugatory by the introduction of small objections of a practical kini, ingeniously created for the purpose of embarrassing the decision, it would be necessary that it should be•conveyed in the widest terms. Since, however, this control, when actually applied, must be arbitrary in its nature, and free from all tech nical fetters, and since the exercise of it will always effect the pecuniary interest of the company against which it is directed, your committee feel that the occa sion on which !t should be executed must be carefully defined. The constitution of the Executive Government, affording no means of inquiry in presence of the bar and the public, is unfavourable for the determination of such questions, and your committee recommend that the fact of wronghaving been done by the company should first be substantiated before a public tribunal, and the aid of the executive department be afforded to that tribunal in framing its decisions with a view to their practical effect. This course of proceeding will be the more con venient, inasmuch as the process of the court will in any case be requisite to enforce any decision at which a de partment of the Goverment might arrive. The difficulty, just adverted to, of arranging the in tercommunication of different systems at their points of junction, is much increased - where it relates to the sub ject of loca branches constructed for the purpose of uniting small towns or rural villages with the leading lines of railway. In these cases the branch cannot af ford to maintain engines and carriages for itself; its traffic, counted over its own mileage only, may be unre munerative, although as a feeder to a larger line over the greater mileage of which its traffic will pass, it may not be unproductive ; and in such cases, unless assisted by the trunk line, or empowered by Parliament to in crease its mileage, and thereby maintain its own plant by running powers over the trunk line, the branch could not be made. It is more difficult for your committee to furnish in words any rule for the decision of cases, each of which would present some degree of specialty arising from local circumstances, than it would be to maintain in practice as uniform current of decision in like cases. It seems, however, reasonable to assert, as a principle of railway legislation, that no trunk line should be re garded as fulfilling the conditions of its relation to the district in which it was situate, unless it afforded every equitable facility for the working of local branches when ever the residents came forward to aid in their construc tion. (To be continued.) BAIL WAY TRAFFIC RETURNS. THE GREAT NORTHERN RAlL*AY.—Traffic return for the week ending July 17, 1853 (283 miles) £15,549 0 6 Corresponding week last year (2234 miles) 10,524 19 3 LANCASHIRE AND YORKSHIRE RAlLWAY.—Traffie re turn for the week ending July 24, 1853 .. 5 0 Corresponding week last Seas 18,024 10 10 CHESTER AND HOLYHEAD RAlLWAY.—Traffic return for tho week ending July 24, 1853 £5,976 19 2 Corresponding week last year 4,168 3 5 Increase in 1853 £l,BOB 15 9 SCOTTISH CENTRAL ItAlLWAY.—Traffic return for the week ending July 24, 1853 1:2,489 10 31 Corresponding week last year 2,145 2 0i CORK AND BANDON RAlLWAY.—Tra.ffie return for the week ending July 23, 1853 Corresponding week last year 224 15 3 WATERFORD AND KILKENNY RAlLWAY.—Traffic return for the week ending July 24 (29 miles) £176 16 10 Corresponding week last year (13 miles) 9B 13 0 price. The Goodwood Stakes, to which, next to the Good wood Cup, the greatest interest atraches, was the most important of the day. A large amount of money had been invested on it, and, contrary to expectation, Adine, an outsider, cut down the favourites, and bore away the prize, to the great delight of the fielders,. who thereby netted a considerable stake. The attendance on the course and on the grand stand and enclosures was very numerous, and the extreme fineness of the day enabled the ladies—of whom there was a brilliant assemblage—to display their elegant summer costumes in the reserved portion of the enclo sure at the extremity of the grand stand. The following are the names of the distinguished gue s ts who have accepted invitation t o Goodwood House during the race week :—His Royal Highness the Duke of Cambridge, his Serene Highness the Duke of Saxe Leiningen, Prince and Princess Edwa r d o f S axe W e i mar, the Due and Duchess of Beaufort and Lady Henrietta Somerset, the Marquis of Exeter, the Earl and Countess of Derby, Lady Emma Stanley, and Hon. F. Stanley, the Earl and Countess of Jersey and Lady Clementina Villiers, Earl and Countess of Chesterfield, Earl and Countess of Bessborougb, Earl of Glasgow, Earl of Ux bridge' Lord and Lady M a id s t one , L or d C an t er b ury, Lord Enfield, Lord George Manners, Lord Villiers, Lord Chfclen, Lord Arthur L ennox , Lord William Len nox, Lord H. G. Lennox, Lord Alexander G. Lennox, Lord George Gordon Lennox, the Hon. General and Mrs. Anson, Admiral Rous, Hon. Major Macdonald, Hon. F. Villiers, Mr. Des Vceux and Lady Sophia Des Vceux, Mr. and Mrs. J. Stanley, Colonel Peel, Captain Pettat, Captain Williams, Mr. Payne, Mr. Greville, Mr. Somerset, Mr. Sturt, Mr. Curzon. At Molecomb House (Lord March's) were Col. New ton, Mr. Milner, &c. Besides the above distinguished personages and patrons of the turf there were present the Earl of March, Captain Thelluson, Earl and Coun tess of Strathmore, Lord Exmouth, Marquis of Water ford, Earl of Wilton, Hon. C. A. Ellis, Mr. Drinkald, Sir Joseph Hawley, Capt. Higgins, Count Batthyany, Sir F. Smith, Sir R. Pigot, Col. Wyndham, Mr. Etrall, Mr. Batson, jnn., Capt. Little, Sir G..Armitage, Lord Anson, Capt. Archdall, Mr. J. Stanley, Lord Drum lanrig, Mr. Heathcote, Mr. King, Lord Batema n , C a pt. Bastard, and a host of oth ers , wom the demands made upon our attention by the number of races prevented us from " taking a note of." SWEEPSTAKES of 300 sous. each, h ft ; for fillies, Bst 71b each. Craven Course. (4 subs.) Gen. Anson's Mayfair by Bay Middleton (F.Butler) 1 Mr. Greville's Exhibition (Flatman) 2 Lord Exeter's Mrs. Nutting (Marlow) 3 Mr. Powney's Amazon (Mason) 4 Betting-5 to 2on M a yf a i r . M rs. Nutting otarted with the lead ; Exhibition, Mayfair, and Am azon f o ll ow . ing in the order named. When just below the distance the lot closed. At the stand Exhibition obtained the lead, but in the last three or four strides lost it to May fair, who rushed in and won by half a length. • A length between second and third. Amazon was tailed off. HANDICAP PLATE of 50/., fortwo-yr-olds and upwards. Half-a-mile. Lord Clifden's Cheddar by Cotherstone, 3 yrs, Bst 31b (Sly) Mr. Jordan's Jessamine, 5 yrs, sst 71b (Q u inton 2 Mr. Y. King's Narcissus, 6 yrs, Bst 101 b 3 The following also ran :—Leybourne, Gold Dust, Home-brewed, Anteverta, Prevention, Janina, Evening Star, Mayfly, Anne Page, John o'Brnges. Betting-3 to 1 sgst Janina, 4to 1 agst Leybourne, sto 1 each agst Anteverta and Cheddar, 8 to 1 agst Anne Page, 10 to 1 agst Homebrewed. Won cleverly by half a length. A head only between second and third. Leybourne and Janina, well up, were fourth and fifth. GOODWOOD STAKES of 25 sovs. each, 15 ft, and only 5 if declared, &c. ; certain winners ext ra ; th e secon d h orse to receive 100 sovs. Two miles and a half. (105 subs, 65 of whom pay 5 sovs. each). Mr. Greville's Adine, by Slane, 4 yrs, 7st Sib (Fla.tman) 1 Mr. T. Parr's Trifle (h b), 4 yrs, 7st 41b ..(Aldcroft) 2 Duke of Richmo n d' s Antigone, 5 yrs, 6st 121 b (Ashmall) 3 Mr. I'Anson's Haricot, 6 yrs, 7st 21b (Charlton) 4 The following also ran :—Kingston, Buckthorn, Gas- Ramer, Joe Miller, Retail, Waterfall, Abdallah, Vindex, Lambton, Hobbyhorse, Ireland's Eyo, The Kaffir, na b c by The Emperor—Coral. Betting at starting-7 to 4 agst Hobbyhorse, 3to 1 agst Joe Miller, 12 to 1 each agst Haricot, Vindex, and Kingston, 13 to 1 agst Trifle, 14 to 1 agst Retail, 15 to 1 agst Adine (taken to some money), 28 to 1 each agst Ireland's Eye and Abdallah. Muscovite was scratched at 12.20 p.m., Little Harry at 12.30, and Father Thames at 1 p.m. After a brief delay, occasioned by the restiveness of Adine, a good start was effected. Vindex, Trifle, and Gossamer were the first to show in advance, but they had scarcely proceeded a hundred yards when Lambton rushed to the front, and in going out of the straight he increased his lead several lengths, Joe Miller, Vindex, Trifle , Adine, Hobbyhorse, and Haricot being , the nearest. portion of the ruck. On rounding the further turn, near the clump, Lambton began t 3 drop off, and by the end of the next hundred yards Joe Miller had passed him, followed by Adine, Trifle, Hobbyhorse, Antigone, and Haricot. As they ap proached the turn into the T. Y. C. Hobbyhorse appeared to be gaining ground,. but be gradually fell back in de scending the hill, and when just below the distance Joe Miller's chance was quite extinguished. The race was now evidently left to Trifle, Adine, Antigone, and Hari• cot. At the Stand Adine took possession of the lead, which she maintained without difficulty the remainder of the distance, and won by two lengths, the second beating the third by a length ; two lengths between the third and fourth ; Joe Miller was fifth, Vindex and Hobbyhorse sixth and seventh, Abdallah and Ireland's Eye the next two, followed by Waterfall, Gossamer, and Kingston. These, however, pulled up before they reached the post. Coral colt and Retail were in the extreme rear. SWEEPSTAKES of 300 sovs. each, h ft for colts, Bst 71b each. Certain winners extra. Craven course. (4 subs.) Mr. Howard's Eulogist by Birdcatcher (A. Day) 1 Lord Eglington's Vanderdecken (Marlow) 2 Lord Exeter's Cobnut (Flatman) 3 Betting-3 to lon Cobnut. On coming down the hill the latter was passed by Vanderdecken, who obtained a slight lead at the distance. Eulogist, however, quickly regained his position in front, and won rather cleverly by half a length. Cobnut beaten off several lengths. STEWARD'S CUP of 300 sovs., added to a handicap sweep stakes of 5 sovs. each. T.Y.C. (55 subs ) Lord Derby's:Longbow by Ithuriel, 4 yrs, 9st 41b (F. Butler) 1 Mr. Drinkald's Nabob, 4yrs, 7st 131 b (Aldcroft) 2 General Anson's Nerva, 3yrs, 6st 71b .........(Wells) 3 The following also ran :—Knight of the Shire, Pelion, Redmond O'Hanlon, Exact, Pharold, the Deformed, Claverhouse, Snowdon Dunhill, Michaelmas Maid, Mr. Sykes, Octavia, The Black Swan, Old Rowley, Puritan, Beverlac, St. Faith, Jullien, Surprise, Flycatcher, Young Norval, Hybla, Allington, Anne Page, Apostate, Er nestine, and Cyrus. Betting-4 to 1 agst Pelion, sto 1 agst Longbow, 6 to 1 agst St. Faith, 8 t o 1 each agst the Deformed and Nabob, 10 to 1 each agst Octavia and Nerva. Beverlac jumped off with the lead, but after running about 300 yards, Jullien, The Deformed, and Surprise took up their positions in front ; Longbow lying about fourth or fifth until close at the stand, when he came out followed by Nabob, the latter made a good effort but failed, and was eventually beaten two lengths. Same distance be tween second and third; the others widely scattered. Soon after starting Pelion blundered and fell, and slipped up several yards before he could recover him sell. He trotted in last and did not pass the post. FIRST YEAR of the GREAT NORTH and SOUTH of ENG LAND BIENNIAL STAKES of 10 sovs each h ft, with 200 added, for foals of 1851; colts, Bst 71b ; fillies, Bst 41b ; certain winners extra ; horses having started in 1853 and not won allowed 31b. The owner of the second horse to receive a sum equal to 10 per cent. on the whole stake, and the third a sum equal to 5 per cent. on the whole stake. (174 subs.) Mr. Knowles's Marsyas by Orlando, Bst 101 b (Basham) 1 General Anson's Scythian, Bst 71b ..............(Butler) 2 Field d e m f a o r ll s o h w al i:i following also rindn Mr. Thellusson's King ran a : 3; P r. Tom Bst 71b (W. Day) 3 inc c by Van T rom p out o f R ee l, T rum p Queen, and f by a Robert de G or h am ou t o f B ourra Tomacha. ua un o, c T hb o o o x le ~ Vignette, g o ne e , b Marsyas jumped off with - thelead, but was quickly headed by Trump Queen, who carried on the running to half-way up the distance, when Marsyas went in ad vance, followed by Scythian and King Tom ; an inte resting race in with the three ended in favour of Marsyas by three-quarters of a length, a head only between the second and third ; Trump Queen was a pretty pod fourth. DRAWING-ROOM STAKES of 25 SOW., with a bonus, &c., for 3-yr-olds ; colts, Bst 71b, fillies Bst 31b. Once roun d. (12 subs. to the stakes, and Bto the bonus.) Lord Exeter's Nutpecker by Nutwith, Bst 71b (Norman) walked over. SWEEPSTAKES Of 10 sous. each, for 2/r-olds and up wards ; two, Gst ; three, Bst ; four, Bst 81b ; five, Bst 121 b ; six and aged, 9st • mares and geldi ngs a ll owed 31b ; the winner to be sold for 300 sovs. if demanded, &c. Half a mile. (10 subs.) Mr. Howard's Vaultress by Birdcatcher, 3 yrs (Wells) 1 Mr. Mogenis's Maidstone 4 yrs ............ (J. Marson) 2 Lord Exeter's Hazlenut, 3 yrs (Norman) 3 The following also ran :----Leybourne, Dear Me, Old Rowley, Dagobert, and John o' Bruges. Vaultress made all the running, and won easily by a length and a-half ; two lengths between second and third. Leybourne was fourth. Flatman weighed for Young Norval, who, however, did not go to the post. LATEST BETTING ON THE CUP. 3to 1 agst Mascovite. 4to 1 agst Peggy. 6to 1 Jonvence. Pelion waa friendless. RAILWAY LEGISLATION. THE StIN, LONDON, THURSDAY EVENTNG, JULY 28, 185 ft. ard„ ".If y t o h u e m all o o r w e , g ” en su era ia l w m e r l . - evidence, "a very large f E w ar i d t e m h u o a u f e d o th m D e p o ir u re is c h o o e u m n :m i i v u u e ni r t e y g . amalga tion to take plae, I do not know what sort of political feeling might arise, which might be felt in the House of Commons. That is an argument against amalgamation." It has been proposed to render general amalgamation consistent with the just requirements of the public by a system of audit, of maximum dividend, and revision of tariff, whenever that maximum dividend is exceeded. On the subject of audit, your committee have taken evidence tending to establish the possibility of subject ing the accounts of railway companies to a general system of audit, if at any future period it shall appear to be desirable for public purposes. But an audit which would be sufficient for the purpose now more particu larly referred to, would necessarily comprehend some of the most difficult questions of railway management ; as, for instance, the propriety of charging to capital par ticular items of expenditure ; and it will not be neces sary to institute it, since your committee are not pre pared to recommend the general scheme of amalgama tion with which, in the mind of the witnesses examined before them, the proposal of an audit has been con nected. In theory, the railway is open to all corners, like a com mon highway, on payment of toll; in practice, no one can carry upon a railway but the owners of the stations, water-tanks, and other accommodations along the line ; in other words, the owners of the line ; except for short distances, and in particular cases, where special powers have been given by Parliament, enabling one company to use the accommodations of another. The exercise of these powers is attended by many objections on - the score of safety to the passengers conveyed in the trains of both the companies ; and it is in evidence before your committee, that when obtained from Parliament, these powers are sometimes employed, not in the way which Parliament designed, to create for the public a means of communication which would not other wise exist, but for the widely different purpose of obtaining ,for the company to which they have been granted a pecuniary concession from the other com pany. In speaking on this subject, Captain Huish says— " I conceive that in almost all cases the result would be an arrangement between the companies ; running powers are granted'over a particular portion of a line, in order, it is said, to save the construction of a duplicate line ; they are asked for on the plea of public interest, and are obtained on that ground, and they are then sold as a matter of bargain almost as soon as they are obtained ; that is the real object in obtaining them ; it is not to use but to sell them ; I could give numberless instances of it." SPURTING INTELLIGENCE. GOOD WOOD RACES-WEDNESDAY. As though to recompense the racing world for the dis appointment caused by the cheerless state of the weather on Tuesday, this morning opened all smiles and sun shine, and tempted many a Londoner to taste the fresh air upon the Sussex Hills. The special and ordinary trains from London-bridge conveyed during the morning troops of racing amateurs to Chichester and Drayton road Station, from whence to the course - a distance of five miles—visitors usually proceed by public or private vehicles. Considerable delay and inconvenience was, however, occasioned in London by the unexpected strike of the cab owners, who took this opportunity to show their dissatisfaction at the recent Hackney Carriage Act, by not permitting a single cab to appear in the streets, so that hundreds of persons who had calculated upon reaching this station by cab in time for the departure of a certain train were unable to procure a vehicle at any INTELLIG, WEIGHTS for the C Yrs st lb Longbow Ariosto Hobble Noble Daniel O'Rourke 4 8 6 Knight ofthe Shire 4 8 4 Little Harry Frantic Gossamer Pelion Father Thames 4 7 11 Lambton Bardolph Zephyr Rattle 3 7 6 Poodle Pharos Nabob Gossip Nutpecker Sextus WEIGHTS for the NURSER St. lb. . 8 9 . .8 7 . 8 6 . 8 5 . 8 5 .8 5 7 13 .7 9 7 9 Wild Huntsman Woodcote Bribery Ivan Queen's Own Vignette Astolfo Jack Frost Reel colt c by John o'Gaunt, St. lb. Joan of Arc 7 3 Winkfield 7 3 Beauty 7 2 Epaminondas 7 2 Cyrus.. 7 2 The Uncleared 7 0 Spicey 6 12 Basquine 6 12 Caliban Sister to Filius 6 10 Margaretta 6 7 Vingt-un 6 7 The Brigadier 6 7 Adelaide 6 7 Remorse Lady Bird 6 . 6 Vixen 6 - 5 Health 6 5 Bonnie Bairn 6 4 Jovial 6 3 out of Valentinia 7 7 Student 7 6 Clio 7 G Royalist 7 6 Village Lass ...... Lady Audrey 7 4 Calliope 7 4 Kennyside Hero 7 4 Naomi 7 4 Cable 7 4 C_RICKB T. ENGLAND v. SUSSEX (WITH PARR) This match was once more resumed yesterday morning, and brought to its termination, in the presence of some thing like 3,000 spectators. Sussex having only scored 78 in their second innings, were conquered by 197 runs. The scores stood thus : ENGLAND. First Innings. W. Nicholson, Esq., c and b Wisden Adams, b Wisden Second Innings. .... 4 run out .... 20 c Parr, b John Lilly white .... 11 b Dean 19 c Wisden, b John Lillywhite Guy, b Dean Caffyu, b Wisden Caesar, c Taylor, b Js. Lilly- white Anderson, b Dean 35 c and b Js. Lillywhite 43 24 c Wynch, b Js. Lilly white 35 1 b Dean 3l 4 c Dean, b Taylor l5 6 not out 6 3 b Dean 1 0 c Wynch, b Taylor 1 1 Byes 2, 1-b 5, w 2, no ball 1 lO Lockyer, b Dean Grundy, b Dean Clarke, c Wynch, b Wisden Hillyer, not out G. Yonge, Esq., b Wisden Leg-bye 1 Total, 128 Total 227 SUSSEX. First Innings. C. G. Taylor, Esq., c Hillyer, b Clarke 2 b Grundy.. G. Brown, c Clarke, b Hillyer 0 b Grundy.. C. G. Wynch, Esq., s Locker, b Hillyer lO c Lockyer, b Hillyer 8 John Lillywhite, s Lockyer, b Hillyer Parr (given), b Grundy 24 c Guy, b Hillyer 0 Wisden, b Clarke 3 run out.. ........ ....... 8 Dean, b Grundy 8 c Lockyei•, b Grundy 9 Bushby, s Lockyer, b Hillyer 8 c Nicholson, bHillyer 7 Box, c Adams, b Grundy 2 not out 5 1 James Lillywhite, c Adams, b Grundy H. Hoare, Esq., not out, Second Innings. Total BO ii 14) 1, w 5.. 99 WINCHESTER. T0ta1,,,,,, 18 LIVERPOOL, JULY 27. The Thomas Gowland, spoken July 17, lat. 33 No 2 E. The J, R. Hindson, spoken July 17,11 at. 38 N.,1 013 t 4 ',it. The Economy, at Anchor, spoken July 21, off Vincent. The Teneriffo (s.s.) hence to Constantinople, spoken 22, lat. 39 N., long. 10 W. OP 4l$ The Marmion, Akyab to the United Kingdom, April 19, lat. 12 N., long. 91 E. VESSELS SPOKEN WITH. The Cameo (ship), with emigrants, July 17, lat. 5 3 ' long. 23 W. e ig, The Clyde s d a l e , H ar b our G race t o Li verpoo l, Jun lat. 52 N., long. 14 W. O . The Jers e y, b oun d W., J u l y 16, lat- 46 N., lone W. The American C ongress , b oun d W., l oss o f f or ota lant-mast, l a t. 46 N. l ong. 28 W . ' 29 The St. Vin cen t ( s hi p ) ou t war d bound, June 2 N. long. 18 W. a Al' The Alabama (barqu e ), B on it o , ou t war d b oun d k e l op bert Edward, Liverpool to Shanghai, 30th, lat. 5. , 18 W. 14 3./4 The Hashemy (ship), outward bound, July 22, lat.° long. 8 W. , 1,0 The Chili, Calcutta to Boston, Ap r il 10, l a t. 18 110 89 E. The Asia, Calcutta to Mauritius, 15, long. 90 E. lovg' • 87 The E Gymer, No. 8,170, 2d pendant, 24th, l a t. 11' 4 .) The Margaret West, Batavia to London, May 3°' , 34 S. long. 17 E. The Johrlbi one John Guy, Manila to New York, June 2, S., long. 9 E. The Woodstock, Mauritius to Liverpool, 16th, Ist' 6 long. 15 W. The China, steering S., 20th, lat. 1 N., long. 22 Ni r, if, The Messenger, steering N., 21 s t, l a t. 3 N. l o ng. 23 04 The Corsair's Bride, Mauritius to London, 22d, Ist• to ng. 24 W. , The Alb, Jert Edward, Liverpool to Bombay, 241 N., long. 24 W. ; Cathcart, steering S., same day. The Salatiga, Batavia to Amsterdam, July 2. , The Mary Ann, Antwerp to New York, J u ly 14, it' N., long. 23 W. The Arvede Ratoit, 01 14 le Arvede Itatoit, lat. 49 N., long. 32 W. ochelle to Boston, U.S., COUNTRY MARKETS. EDINBURGH MEAL MARKET—JULY 2 6 ; 0 0 There were iu the market to-day, 5 sacks oatmes;f / j weighing 2801bs imperial, w hi c h so ld th us : -5 a t i" and 0 at 0/. Os Od. EDINBURGH HAY AND STRAW ILARS.O" JULY 26. There was a large supply of straw of all descripti °l3° the market. The prices were as follow : Oat straw, from 5s Od to 6s 6d per kemple of 16 V. tron ; wheat do., 5s Od to 6s 6d ; ba r l e y d o ., 4 s 6d to Hay from 10d to 12d per stone. MARKET—JULY 25. to-day 42 bags oat It-barley. Sales were ",1 sowest quality 6d per d 14,,j, First. Second. 4131 336 6d —s Od 33 3 P 1 —s Od —s Od 0 0 .2 —s Oct Oct --1 ° 0 0 —s Od —s Od v 4 —s Oct —s Od DALKEITH MEAL 0 st Lockyer, b Hillyer 1 1 c Anderson, b Hillyer 2 1-b I,wl 2 THE PUBLIC SCHOOLS MATCHES. The first of these exciting contests was commenced a very few minutes after the above match had been brought to a conclusion, and the schools put forth in the first instance were Harrow and Winchester. At the commencement of the play the betting was 6 to 4. on Winchester, but at the end of the first innings the odds fell to " evens, Harrow for choice." Thus was the scoxe when the wickets were drawn for the day : HARROW. First Innings. Lord Gar lies, Bramly l7 not out.. Hon. R. Stewart, c Awdry, b notout., Second Innings. 9 3 Brainly 0 K. Digby, Esq., bA. Robinson 2 W. Davey, Esq., b Bramly 0 P. Knight, Esq., s T. Robinson, b A:RObinson 3 V. Walker, Esq., bA. Robinson 10 R. Currie, Esq., c Stephens, b Bramly 9 A. de Bourbel, Esq , b A. Ro- . _ . binson 2 A. Park, Esq., run out 1 W. Church, Esq., run out 3 R. Forster, Esq., b A. Robin- son b 2, 1-b 6, w 14 Total First Innings T. Robinson, Esq., b Stewart ll H. Beckley, Esq., b Stewart 0 W. H. Awdry, Esq., b Stewart ... R. T. Burney, Esq., c Davey, b Stewart.,.,, 22 H. Gillett, Esq., b Walker g A. Robinson, Esq., b Church J. A. Bramly, Esq., a Park, b Stewart.. .... C. H. Pilkington, Esq. , c F oster, b Stewart 0 F. Stephens, Esq., c Foster, b Park 0 W. Eliot, Esq., not out 6 J. Aldridge, Esq., b Park 1 1-b 1, w 8 9 Total B2 The match was resumed this day at eleven o'clo ck. THE FIRST ELEVEN v. THE NEXT EIGHTEEN OF SHEFFIELD. ' This match was resumed on Tuesday, when the final result of the contest was in favour of the eleven. The total number scored by their more numerous opponents in two innings fell short of that accomplished by them in one. The following is the score :- 1 THE EIGHTEEN. First Innings. Second Innings: Prest, Esq., c Hallam, b Skelton 10 b Wright ............... 37 Thompson J., e Chatterton, b c Rowbotham, b Skel- Wright .... Shearstone, W. c Ellison, b Skel ton 1 c Coates l5 Ibbotson, J„ b Wright 5 b Skelton 1 Woollen, J., b Wright 3 b Wright 0 Moseley, C., b Skelton. 1 b Skelton 0 Shaw, G., run out 8 b Wright 0 Gillott, R., b Wright 0 b Wright 6 Waterfall, W.,not out 3 c Hallam, b Skelton.. 0 Ellis, T., b Skelton 0 b Berry l7 Thompson, S., c Berry, b Hall,Skel h t om n p T a . a , a l , b j w , ,ib Wright ll3 Wright 2l 3 run out 5 T c Rowbotham, b Skelton 1 b Wright 0 Biggins, J., c Hallam, b Wright 7 b Wright 2 Martin, J., run out 0 c and b Skelton l2 Waterfall, A., b Wright Thorpe, J., c Skelton, b Wright 2 not out lO Champion, H., b Wright 1 c Sampson, b Wright 9 wides 2 b 1,1-b4,w5 lO Total 4B THE ELEVEN. Total 149 First Innings. Esq., st Martin, b Th0rpe....,,,,,_„ 11 c Champion, b Shearstone ... 0 S amps on, H., b Thorpe .......... ... 11 skeo n Ellison, , Esq., Ch a tt e rton, G., b Moseley ..... 58 Wright, H. c and b Thorpe Smith, P., c Champion, b Woollen Berry, J., c Waterfall, b J. Thompson Coates, G., b S. Thompson Rowbottom, J., b Thompson lO Hellam, R., c W. Waterfall, b Thorpe 1 Stephenson, E.,'not out b 6,1-b 2, w 12 2O Total. - ._. ........ .. ........ - _ .204 KENT AND SUSSEX v. THE ELEVEN OF ENGLAND. __- This great match--the score of which by s ome mistake has m iscarr i ed until yesterday—was played on the Com mon at Tunbrid ge W e ll s on Th urs d ay an d Saturday— Friday being wet in the past week. In the end the match was " drawn" at 8 o'clock on Saturday evening, the general score bearing the following appearance : There were in the market of barleymeal, and 00 of po Prices same as last week. L Oatmeal, per sack of 2801bs imperial Barleymeal, per ditto Peasemeal, per ditto Flour, per ditto Total 7B I Pot-barley, per ditto COAL MARK Prices of Coal per ton at t MARRIED. :ET—JULY 27. io close of the market :''' s. d. 8. . Burnhope l5 0 Russell's Hetton ......... i g 11 Holywell ...... ............. lB 6 Stewart's ................... : I / Howard's West Hartley Plummer ................ • i i Netherton 17 6 Backhouse ................ ••if Willington Hartley l7 0 Cassop ................... .•• 1 / Pelton Main l5 3 Denison .................. ••/ West Hartley 18 6 Heugh H a ll . .......... .• • .' l / wansend, &c. Kelloe .. . .... . ............ ••••1/ Acorn Close l7 0 South Hartlepool ..... •.' . ii Gibson 1 1 77 6 00 0 T s W o he n os t rnt h Ki K eeyi e i li o? o ea e ;iie . .. :.. .. ............. Hedley Riddell " 1 9 i Johnson l6 6 Tees •• •••• . . ... .. ••• 1 16 Eden Main .17 3 Pease 's West ........... •'i b Belmont. .. ................... 17 3 St. Helen's Tees •••%6 6 Hetton Lambtou ..................... ____ 1 8 0 Woodhouse Close .• i 6 .................. 17 9 Cowl'en Lumley ..................... 17 0 Derwentwater Hartley 1 1 6 ,/ Peusher .... ..17 •0i Grey's West Hartley .• •• ' 1 Ship at market 4B I Sold 4B. Do [A -D vEßTisEmENT.j—Fifty Thousand Cures bf - 0 . Barry's F oo d , without medicine, incotkvenience, _ pence ( as it saves fifty times its cost in other remedi es "Twenty-fiv e y ears ' nervousness, constipation, in T o tion, and debility, from w h ic h I had suffered f :ev e, misery, and which no m e di c i ne cou ld remove o r re fi to have been effectually cured by Du Barry's ite v3 e os) Arabica F oo d i n a very s h ort t i me. W . R. -oe s j er Pool Anthony, Tiverton."—" Eight years' dysP el l o nervousness, debility, with cramps, s p asms , a nd o tiio for which my servant had consulted the advice Of I n i have bee n e ff ectua ll y removed b y Du Barry's dell; health -restoring food in a very short tinge. I sh, ve lif happy t o answer any i nqu i r i es. Rev. John W. 1' • c i 1 1: Ridlington Rectory, Norfolk."—"Th ree y ears ' exe° - 0 4 nervousness with pains in my neck and left arr a ' bier general debility, which rendered my life very mise3o' has be en ra di ca ll y remove d b y D u Barry's heaeOlr storing food. Alexs. Stuart, Archdeacon of Ross, of f bereen."—" 50 years' indescribable agony from As ttr pepsia, nervousness, asthma, cough, constipation,. lency, spasms, sickness at the stomach, and voilWrio has been removed by Du B arr y' s exce ll en t f oo d. o f Jolly, Wortham Ling, near Disc, Norfolk."—Collod testimonials of 50,000 cures (i nc l u di ng th ose of n o Stuart de Decies, Majo'r-General Thomas King' ;011 Ure, Shorland, and Harvey) 'gratis. In canisters,, 10 ,; full instructions, 11b., 2s. 9d. • 21b., 4s. 6d. ; 51b, 121b4 225. ; super-refined, 511;., 225. ; 101 b., 335. 00 , 1 101 b. and 121 b. carriage free. Barry Du Barry and 77, Regent-street, London. ADVERTISEMENT.]—THE CAMP AT ofroßa , --00 39, Albemarle-street, Piccadilly.—Observe, o pposite on York Hotel. The Royal Exhibition. A vale newly-invented, very small powerful waistcoat - P ) ,. 4 00 glass, the size of a walnut, by whi c h a Pe l t; can be seen and known one mile and a h a lf dis°o o th e y answer every purpose on th e race - course , , seen o p era -houses, country scenery, an d ships are clearlYA, at 12 to 14 miles. They are i nva l ua b le for shoot i ng , "dor stalking, yachting, to sportsmen, gentlemen, gamekee ro o and tourists. Telescopes —A new and most in 2 1 3° 04 invention in tele scopes, possessing such extraor iie powers that some, 3i inches, with an ex t ra eye-piece, , , tl)° show distinctly Jupiter's moons, Saturn's ring, 8,11 ; double star s ; w i th the same telescope, weighing „i'f. ounces, can be seen a person's countenance three leol and a half distant, and an object from 16 to 20 e .l iet, They supersede every other kind for the waistcoat-1 34)6 00 and are of larger and all sizes, with increasing Pe,`4o l accordingly. Opera and race-course glasses, with Nvoila e go power; an object can be clearly seen, from 14 to 16 je' distant. Messrs. S. and B. Solomons, opticians, h 6 '.'lte l9 vented invaluable preserving spectacle lenses. Immet a i;jecv they are pl ace d b e f ore i m p er f ec t v i s i on , ever y id,. Alt appears clear and distinct; the most aged, d e f ec tive c ol, becomes bright and brilliant, is brought t o it s you natural, and original state. Deafness—New Discoe d t ot The Organic Vibrator, an extraordinary p ow erful _ r ot newly-invented instrument, for Deafness, e n ti re ly diiv, from all others, to surpass anything of th e ki n d the been, or probably ever can be, produced. Being o. `bie 4 same colour as the skin, it is not perceptible ; it e n c deaf persons to hear distinctly at church and a pub-,, s semblies ; the unpleasant sensation of singing tiel%ist' the ears is entirely removed 4 and it affords all the e s o aof ante that possibly could be desir e d.—S. an d B. Solo. Aurists and Opticians, 39, Albemarle-street. Flee' Observe, opposite the York How. [AD VERTISEMEN T.] — HoIIoway's Ointment and qb have effectually Cured an awful Bad Leg of a pere ° o4 years old.—Extract o f a l etter from Mr. Illsop, drug 9 , Lincoln, dated Ap r il 4 , 1853 :—To Professor H o g° o f Dear Sir,—Among the numerous cures effected by 1 f. 0 1• valuable medicines, permit me to inform y ou of th e 15 lowing : Mrs. M ary J ackson, residing in this toil'ffo years of age, had a dreadful bad leg for upwar ds ot 11 ,0 months ; ther e were t h ree sores on it, and it was sy(° ll gb t to an imm ense s i ze. Every person that saw it thcl o a that she would not recover : however your ointrnel; r or pills elone have perfectly c ure d it.—S o ld by all 944 gists, and at Professor Holloway's Establishmen t, Strand, London. BIRTHS. OF A SON. nif s ' On the 24th inst., at 15, Dover-street, Piccadilly,G. Champion.. l3B 4o , On the 24th inst., a t Philli more -t errace , Mrs. C. R. Winstanley. OF A DAUGHTER. Lad/ On the 25th inst., at 12, Grcsvenor-square , th° of Anna Gore Langton. if° On the 25th inst., at 21, Woburn-square, th° Henry Elland Norton, Esq. On the 23d inst. at St. James's Church. -E` c ;grr William Samuel inst. Esq., the celebrated. Inj io ff set phist, to Fran ces Susanna, eldest' daughter of D. D P' Esq., of Old Bond-street. DIRD. vo - 110 ° On the 21 s t inst., at Pimlico, Lydia, relict of -1 Stebbing, Es q ., l a t e of Clapham, Surrey. architect' On the 23d i ns t., J. St an l e y R e illy, Esq., _. aged 37. ~,0 0 , On the 24th inst., at Deptford, Captain David •"*" aged 85. ___...............2—!---5.: Y n n OU'S ' LONDON : Printed and Published by - 11 , q. 0 of No. 112, Strand, Printer, at The Sun Oth ce• N..,°*ty of Strand, in the Precinct of the Savoy, aio cow' Middlesex, Thursday, July 28, OW, KENT AND SUSSEX, Second T.i. nl ey lnnings. 63 First Innings. Gilbert, s Morton, b Arnold.... 2 b Tinley 3 Willsher, c Parr, b Clarke l4 b Clarke 0 Bushby, s Morton, b Arnold—. 41 c Caffyn, b Clarke l9 Hyde, b Clarke 1 096 0 b e le) Cesar , 3AinlonlllloeoYl dn. ''.. C - a - ff . y .. n .. 1 ** ** 1 5 2 Pilch, b Arnold n c: t a o ir u yn t.. ,..b .. A ... rn .. ....... .. .... Box, b Arnold. Wenman, b Clarke Sewell, run out A. Mynn, Esq., c T. Parr, b Arnold 2 07 18 7 Bartholomew, c Morton, b Arnold 6 b Caffyn. Hillyer, not out 3 b Arnold ii bl, n-b 5 6 bl, legs 2, wide 1 4 Total 124 Total B9 ALL ENGLAND. First Innings. S. Parr, b Gilbert ................. . 59 Guy, b Willsher ........ _ ........ 1 b Willsher 5 A. Clarke, c B ushbn - b - Willsher 3 c Box, b Gilbert l2 Parr, c Sewell, b Willsher 5 Caffyn, c Mynn, b Hyde 22 Caesar, c Willsher' b Hillyer 3 not out ll Anderson, b Gilbert 4 Tinley, not out 23 Arnold, s Box, b Hillyer 5 Morton, b Hillyer.. Clarke, b Gilbert .. byes 3, legs 4.... Second Innings. 7 by 6 1 1 Total 138 Total 9O *CE EXTRA. !HESTERFIELD CUP. Yrs st lb Eulogist 3 7 1 Hunca Munca Snowden Dunhill 3 6 12 Abdallah Lambay 3 6 11 Lord-Lieutenant 3 6 11 Greyleg Dagobert The Friar King Pepin .. Beverlac 3 6 7 Jouvence Cornelius Golden Plover Catspaw 3 6 2 Allington Phrygia 4 5 13 The Dandy Nerva 3 5 9 It STAKES, for two-yr-olds, 17 . 0 SHIPPING INTELLIGENCE• CUSTOM-HOUSE, JULY T. ENTERED INWARDS.—The XL April, from Judith, Christianstadt ; John, Antwerp ; Hound, I ° - ",,,,. r g; Ida, Leer ; S an R oso , B or di ans ki ; V es t a , Bijorne^c. e Intrepido, Galatz ; Ida, Elsinore • Fortuna, AC Vie' ' Cumberland, Dantzio ; P ros p eroso , Galatz • Olive fjr Leghorn ; Konigsber g , Wi ss t a ; E nge li na , Norden ; Odessa ; glshmn Gergenti ; Sophia M'Kenzie, Quebec ; J_ ; ° lltw r itt s a ' Waldemar, Leghorn • Friends, Caen ; Monte Video . ; Rebecca, 'brad. lir • W ls' ENTERED OUTWARDS FOR LOADING.—The it or tine, for Altona • Wilhelmine, .Altona ; Amelia, 0211 ',0 tinople ; John W.ilson, Kurrachee ;-Joven Ricardo, S o , and Malaga; Maria, Altona ; Seeds, Antwerp ; g eri ,s, Cherbourg ; Sphynx, Boston, U.S.; Nephew, Caen; ; Cherbourg ; Bon Successo, Lisbon ; Elizabeth, ' Jenne Louis, Fanny, Rouen ; William and Ann, Anti' Polka, Konigsberg ; Ellen, Havre. for CLEARED OUTWARDS WITH CARGO.—The Odessa ; Fortuna Copenhagen ; Johanne Maria garb ra•-;' Anne Maria, Har'burg • Duchess of Leinster, .„v 9 4 3 0 ,0 Koophandel Hobart Town ; Alfred, Geelong, Claw . „!,„ - ts i and Valparaiso • St. Fort, Stettin • Wider, Alexandrina, Algoa Bay ; Henry Woolly, Port I'm Hannah Sophia, Falkland Islands ; Dorcas, Odessa.