The Liverpool Standard and General Commercial Advertiser. — Liverpool, Merseyside, England, 1840-07-24 00:00:00

MEETING OF THE DOCK COMMITTEE, The weekly meeting of the Dock Committee was held yes terday. The following members were present :---Mr. Lea thom, Mr. Benn, Mr. Barclay, Mr. Tobin, Mr. Gladstone, Mr. Holmes, Mr. Thos. Holt, Mr. Smith, Mr. Geo. Holt, Mr. Dixon, Mr. Martin, and Mr. Horsfall. The chairman of the comm i ttee, Mr. LEATHOM, presided. The proceedings of the last meeting, and the accounts for the week, were read over and confirmed. A letter from Mr. Hartley, the surveyor, was next read, dated London, July 17th. It stated that the dredging ma chine had been set to work in the Coburg Dock, and up wards of a thousand tons of mud taken away. Everything had been done that was possible ; and he was satisfied that if proper inquiry had been made at the Dock-office in the -first instance, no injury would have been done to the Presi dent. This was followed by a report from the same gentle man, dated July 22, in which he gave a variety of minute details. Since the President had left the dock, sixteen hun dred tons of mud had been removed from the dock. Under all the circumstances, he begged leave to remonstrate against the charge of neglect, and strongly to deny that any work entrusted to his charge had been wilfully neglected. He submitted that his conduct, during the time be had had the honour of being surveyor to the dock estate,•had not been deserving of such public censure. The CHAIRMAN announced that Mr. Hartley was in town, but would not be able to be present, as he was attending a funeral. Mr. HORSFALL said, as this matter had arisen with him, he would beg to make one or two observations. A more in dustrious servant than Mr. Hartley this trust could not have . ; bat neither Mr. Hartley nor any other man was in fallible. The point to which his (Mr. Horsfall's) observa tions applied was not answered in the report just read. Mr. Hartley was sure to take the most correct means in his power to ramedy.mischief when any occurred, but his (Mr. Hors fall's) observations related to the dock being finished and the gates closed with two feet depth of mud within it. He con ceived that the dock ought to have been properly excavated, and the materials taken out, before the gates were closed. The CHAIRMAN said that when he read the reports given in the newspapers, in London, it occurred to him that Mr. Hartley had been exceedingly pressed. to close the gates of the dock earlier than he intended, in order to admit one of the large steamers. The owners represented that if they did not get out of dock at the spring tides in June, the vessel might probably be detained till October. It was under'these circumstances that Mr. Hartley had been desired to close the gates, and that certainly was some excuse for having done it. Mr. llonsFa 1.1. said that might be a good excuse for Mr. Hartley, provided it was wished still further to excavate the dock. The CHAIRMAN observed, that as Mr. Hartley was not present, the matter had better go no further at present. Mr. HORSFALL said the report sent in by Mr. Hartley had rendered it quite necessary for him to make these further observations. • Mr. Tonix inquired whether any appli'cation had been made to the committee to open the dock before the excava tions were completed ? The CHAIRMAN did not know ; but lie knew that he was scared), ever on 'Change without being strongly urged to close the dock-gates at the earliest possible period, on ac count of the high tides. Mr. Tonic 'remarked, that whenever one application was granted another was sure to be made. _ The CHAIRMAN repeated, that the committee could pro ceed no further with the subject to-day. Mr. GEORGE HOLT did not see the propriety of discussing the matter further, as Mr. Hartley 'would be present on Thursday, to give such explanations of his conduct as he could. Mr. HORSFALL had no doubt that everything had been done that ought to be done, since it had been ascertained that there was a fault somewhere. A resolution was then carried, to the effect that the Sur veyor and the Harbour Master be authorized to decide upon the proper time to let the. Coburg Dock dry, and to give the proper notices. It will be seen, in the course of the report, that the subject was afterwards re-opened.- The North and South Harbour Masters presented reports relative to a gridiron being placed in George's Dock basin. The safest place, they said, would be the north-east corner. Some objections were raised to the project, and eventually the consideration of the reports was postponed till next week. The memorial of certain residents in Seacombe, Egremont, and New Brighton, for increased facilities for crossing the gut of Prince's dock, to and from the ferry boats, was also post poned at the request of Mr. Hartley, who had arrived since the termination of the discussion above. The MARINE SURVEYOR reported that on the Bth and 9th instant he visited Point Lynas light-house, and found it in perfect order. He also reported the following life-boat ser vices :---nn the 14th instant, at 20 minutes past 9 a.m., the Point o f A yr l ife- b oat procee d e d to t h e ass i s t ance o f the SYlPhide, on shore on the West Hoyle Bank ; at 6 a.m. the same boat proceeded to the assistance of the schooner Mar garet, of Preston ; on the 15th and 17th instant the Formby life-boat proceeded to the assistance of the Jim Crow. which they found abandoned by the crew, and brought her into Li verpool ; on the 19th instant the same boat proceeded to the assistance of the Mary and Ann, and remained with her till the next morning; and on the 20th instant the Magazines life-boat proceeded to the assistance of the Lady Mackenzie, ashore on Burbo bank, remained with her all night, and got her off without injury. A copy of this report was ordered to be sent to the Humane Society, and to the Exchange and and Underwriters' Rooms. The SECRETARY read a letter signed Ambrose Lace and John North, solicitors for the Herculaneum and Harrington dock bills, stating that, as they were desirous of examining one or more of the dock masters before the Lords' committee on the above bills, they desired the dock committee to give permission for any two of them to proceed to London this evening (Thursday) whom they might select for the purpose. Mr. TOBIN saw no objection to the application being granted. Mr. GEORGE HOLT asked whether sending up two of the paid servants of this trust was not something like sanctioning the Harrington and Herculaneum bills, and a breach of their trust ? Mr. TOBIN understood that there was no opposition to those bills on the part of the members of this trust. Mr. GEORGE HOLT remarked that, as trustees for the bondholders, they could take no other course but oppose them. ' Mr. BENN said, the applicants must get the witnesses by the regular course. Mr. GEORGE HOLT remarked, that the witnesses might be summoned by the Speaker of the house, in the usual way. The Ch AtßistAN Bahl, that would be the most regular plan. Mr. HORSFALL said, of course it was understood that this committee threw no impediment in the way of the applicants. The CHAIRMAN added, that, if the Speaker's summons issued, the witnesses must go. Mr. TOBIN asked whether it would not appear somewhat factious to return such an answer to the application ? Mr. BARCLAY said, this committee had not shown any factious opposition to the promoters of the bills, for they had only petitioned against them. _ Mr. TOBIN moved that two of the dockmasters have per mission to attend, to give their evidence before the lords' Committee Mr. DIXON seconded the motion For the motion Against it Majority . The motion was consequently lost. Mr. HORSPALL begged permission again to introduce the subject of the dock bill, as Mr. Hartley was present. Th e observations he made last week were by no means in tended to apply to Mr. Hartley's conduct generally ; on the contrary, he was ready to testify to the ability, zeal, and industry, of the surveyor of this estate. None of us were infallible, and his impression was that Mr. Hartley had made a mistake in not lowering the bottom of the dock to the level of the sill before the gates were closed. If that had been done during the time of putting on the gates, it would have saved much trouble ; now it'could only be done at spring tides. Mr. Hartley, therefore, ought to have availed him self of the twelve months occupied in putting up the gates to have reduced the level of the dock, and for that he (Mr. Horsfall) considered he was blameable. Mr. HARTLEY replied that if that had been done, the completion of the dock would have been delayed much longer. In the next place, there were the foundations of a gridiron there which could not be taken up until recourse was had to the operation of blasting. When that was done, the - most urgent applications were made to open the dock for the accommodation of the large steamers, and it was in compliance with them that it was opened so soon ; but no opportunity had been lost of deepening it. It was very hard that imputations should be thrown upon him for which he was not responsible. If he had been in Liverpool the dan ger to the President would not have occurred. Some further discussions followed, and eventually it was resolved, that the Coburg dock be run dry for the purpose of being deepened. " The CHAIRMAN said he had to communicate to the com mittee, that the delay in setting the dock bill through the House of Commons continued till Friday last, when he ex pected it to have been finished. The committee, however, postponed any further proceedings till Monday. Mr. Bean was left in London, and he would be able to inform tile com mittee of what had taken place. Mr. BENN said that on Thursday last the proceedings of the deputation were laid before the committee. In conse quence of Lord Sandon stating that it would be quite impos sible to get the bill through the House of Lords this session, it had been decided to proceed with it no further. The whole proceedings, however, would be laid before the committee next Thursday. Mr. TOBIN asked in what state, then, the bill was. Was it suspended or postponed ? Mr. BENN replied that it had passed the committee, but had not been reported to the house. • . ••••., ••••••••,••• Mr. llousFau, apprehended that, with regard to this bill, suspension and withdrawal meant the same thing. Mr. Tony.; wished to know what the expenses amounted The CHAIRMAN could not tell. The London agent's bill had not yet been made out, neither had thldr.own solicitor's, So that it was impossible to tell. Mr. GEORGE HOLT said the proceedings had not closed yet ; but he should wish to know what the expenses up to the present moment were. The CHAIRMAN replied that the treasurer had paid £4,454_125. 7d. Mr. llonsVAm. said it was in vain to ask what the ex penses were yet. They would be pretty large no doubt ; but the discussion had better be deferred till after the report next Thursday. Mr. TOBIN.—It is all very well for gentlemen in favour of the bill to keep back the accounts of expense. I, however, oppose the bill, and therefore I should like to know what the expenses are as we go on. Mr. BENN• — You do know. Mr. HORSFALL. — Gentlemen can have no motive for with holding the amount of the expenses; when they are ascer tained, there will not be the slightest objection to state them. Mr. GEORGE Hom—They will be large enough. Mr. TOBIN.—More than you expect. I prophesied, in the first instance, that the bill would be withdrawn, and you laughed at me. Now i you have spent £lO,OOO i n t r yi ng t o get it, and you have withdrawn t ; but you are th e w i seacres . Mr. HORSFALL. -oh, Mr. Tobin, you are b u t th e secon d prophet. Mr. Yates prophesied before you. The committee then separated. THE FASTEST STEAM-VESSEL IN EUROPE.—The Fire King, of 600 tons and upwards, bu ilder's measurement, and 250 horses' power, left the river on Saturday morning la s t, on an excursion to the Menai Bridge, having on board the Chairman and Board of Directors of the Hon. the East India Company, Sir Richard Bulkeley, Bart. , Sir Richard Jenkins, Gen. Clement Hill, Captain Bevis , Lieut. Tudor, o f H.M. St. Redwing Mr. Ewart, surveyor of steam to the admiralt y , William 'Fawcett, Esq., Dr. Brandreth, Dr. Jackson, Wm. Rathbone, Esq., and other gentlemen. The extraordinary performances of this splendid steamer reconciles us to the accounts of the great speed we hear of on the American livers. The Fire King steamed from off George's Pier, through the Victoria Channel, and against a spring flood tide, to Beaumaris, a distance of 51 nautical miles, in 4 hours and 5 minutes ; an d 9 nau ti ca l m iles for the flood, it gives 60 nautical miles through the water; this brought into statute miles gives 161 ger hour. Her passage back from Beaumaris to the Rock Fort, against a strong ebb, was 48 nautical miles in 4 hours ; add 12 miles f or th e e bb, g i ves 60 nautical miles, or 161- statute miles per hour. The day which (from the state of the weather) at first looked unpromising, brightened up as the Fire King cleared the banks ; an d t o th e pleasing recol lection of having spent a day on board the fastest steam vessel in Europe, all who had that pleasure have to add the remem brance of the hospitable and princely entertainment of their talented, scientific, and truly worthy host, Robert Napier, Esq., engineer, of Glasgow, and the owner of the Fire King. PARIS AND ROUEN RAILWAY, On Wednesday, a general meeting of the Liverpool share holders in the Paris and Rouen railway was held in the Cla rendon Rooms, South John-street. The object of the meeting was td hear the report of the directors read, announc ing the fact of the French legislature having passed a law for constructing the line, and giving a general statement of the estimated traffic and prospects of the undertaking ; and, further, to receive the proxies of the Liverpool shareholders for a meeting to he held in Paris on the 30th instant. The meeting was numerously and most respectably attended. On . the motion of Mr. LA.vrairicz, John Moss, Esq. was called to the chair. The CHA ram art said, that in commencing the proceedings, he should merely state that the law for the construction of a railway from Paris to Rouen had passed the French Cham bers, and that a general meeting of the shareholders would be held in Paris very shortly. Before he addressed any further remarks to the meeting, he would call upon Mr. Swift to read the report of the directors. Mr. SWIFT then read the directors report, as follows : PARIS AND ROUEN RAILWAY, The French legislature having passed the law for construct ing the line, it is now necessary that the shareholders should execute the subscribers' agreement, and receive the certifi cates of their shares, in ex change for the banker's receipts. All shares will be absolutely forfeited, in respect of which the subscribers' agreement is not executed on or before the 27th of August next. The French government has made two alterations in the bill, which the English directors think it right to specify to the shareholders. The .first of these is, that the shareholders are to be allowed 3 per cent: interest upon the money paid on the shares during the period of construction, instead of 4 per cent. as originally intended; and secondly, the French go vernment, instead of becoming shareholders to the extent of one-seventh of the capital, and lenders of another one-seventh at 4 per cent interest, are to lend 14.50ths of the whole capi tal necessary to execute the line from Paris to Rouen, at an interest of 3 per cent. per annum. The capital will therefore stand thus, viz., 72,000 shares of 500 frs., or £2O each £1,440,000 Loan by government • £2,000,000 To this it will be necessary to add at the proper time £400,000 for the branch to Evreux. The English directors are of opinion, that the allowance of any interest to the share holders in this country, during the construction of a line which promises so large an ultimate return for the capital as this does, was unnecessary as an inducement. As regards the mode by which the assistance of the French government is rendered, viz., that of lending money at a low rate of in terest, instead of taking shares, the alteration is clearly ad vantageous to the company. The English directors- avail themselves of the Present op portunity of again calling_ specific attention to the two•pro visions of the subscribers' agreement, which are not common in England, viz. the amount of remuneration to the directors, and the proportion of one-tenth of the profits (after paying 6 per cent.) denominated " Projectors Fund." In respect of the first of these 'points, the directors would observe, that although the sum of £4OOO per annum, or one-twentieth of the profits after paying 6 per cent., is larger than is appro priated to the same purpose in England ; yet they believe it will be found consistent with true economy, inasmuch as it will secure effective management, it being intended to apply part of this fund to the payment of individuals of the direc tory, to compensate them for the whole of their time, or so much as is found necessary for regular and constant super intendence ; thereby obtaining the best security for a judici ous and economical application of the company's funds, and also the completion of the works in the shortest possible time. As regards the second point, the principle is in accord with the practice pursued in France, in respect to all such undertakings : the English directors had only to say whether such a feature in the project furnished a sufficient reason for declining it altogether or not ; and after mature consideration they determined, that although the plan was not in confor mity with the mode pursued in England, yet it furnished no ground for rejecting a project which holds out such flattering prospects of great pecuniary advantage to the shareholders : under these considerations the English directors distinctly set it forth in the first prospectus. The French shareholders approve the arrangement with the projectors, well knowing, in relation to other cases, that parties who have launched projects, and who have, as in this case, personally under taken the expenses and responsibilities of preparing plans, surveys, and other preliminary arrangements of that kind, the employment and remuneration of engineers, agents, &c. and in furnishing the deposit money to the government at their own risk, have been much more amply rewarded. The shareholders will bear in mind two things ; first, that if the French legislature had - rejected the bill, the whole of the deposits would have been : returned to them, and the entire expenses, so well known in England to be large, would have fallen on the projectors ; .and secondly, that the projectors' advantage can only arise out of whatever profit may be made beyond the 6 per cent., which is to be first applied to the benefit of the shareholtiers. The directors here repeat their full confidence in the un dertaking as an investment for capital ; and they now proceed to state some of the grounds for their sanguine expectations of unusually large profits from it. The works will not be heavy ; Mr. Locke assures the directors, that the cost per mile will not exceed £22,000. He moreover states, that he be able to reduce considerably the cuttings and embankments, upon which he made this estimate, and therefore to reduce the cost of the work. The directors have the highest opinion of Mr. Locke's zeal and ability ; but in fixing the amount of capital, they have, under all the circumstances of the case, thought it more prudent not to depend upon the saving which may be effected by these reductions, but, on the contrary, to anticipate the possibility of more than ordinary and unlooked for contingencies. Mr. Locke's estimate for the line from Paris to Rouen is (exclusive of contingencies) £1,740,000; if to this is added £lOO,OOO. for payment of interest during construction, there will remain £160,000. for contingencies. being £lOO,OOO. more than is contemplated by Mr. Locke. This expenditure includes £150,000. more than is contem plated by Mr. Locke. This expenditure includes £150,000. for providing carriages, engines, &c. for working the line. As to revenue, it is the decided conviction a the directors that it will be unusually large ; and in corroboration of this opinion they refer to the estimate of traffic, which has been carefully taken from undoubted sources, If the government continues the line to Havre, as there is every reason to believe it will, then a great additional revenue may be expected. As a further justification of this their opinion as to the traffic, the directors would mention these two facts :—first, that the district which this line will accom modate and bring into close connection with the metropolis of France, and with the principal port of import and export, may be considered the chief manufacturing and commercial district of the kingdom ; and secondly, that there will, prac tically speaking, be no competition for the passengers' traffic between these important termini. The river Seine is not only a very circuitous navigation, but it is for the greater part of the year impassable. The shareholders may probably be as much surprised as the directors were to find that there is conveyed by carts and waggons along the common road from Rouen to Paris, upon the whole distance, an average daily quantity of 600 tons of goods, and a similar large quantity is also sent by water. This is exclusive of goods sent from one locality to another on the line of railway, from which source alone a large re venue would be derived. As regards the traffic of passengers, the directors have only taken the numbers actually travelling at the present time ; but they have no doubt the progressive increase will be very large, as has been the case on the Eng lish lines. On the railroads already constructed in France the increase of traffic has exceeded any thing of the kind in England, and this will the more readily be accounted for when the relative accommodation afforded by pre-existing modes of conveyance in the two countries is considered. The prices taken credit for are, as regards passengers, at the tariff agreed with the government, which is rather less than the present prices. Goods sent by the Roulage Acce lere are two days in being delivered, and the price charged for their conveyance is from 55 to 60 francs per ton ; whereas by the railroad they will be delivered in from 6 to 8 hours, at an expense of 27 francs per ton. The goods sent by river occupy 6 to 10 days, in their tran sport. The time which will be occupied by passengers in tra velling by railroad from Paris to Rouen, as compared with that now consumed in the journey by diligence, is as 4 hours to 10 hours ; by the steam-boats on the Seine the passenger is from 12 to 16 hours in performing the journey. h is need less to say what must be the result of this saving of time even if the old prices were kept up. TABLE OF PRESENT TRAFFIC. Passengers now travelling by diligence, cal culated at railway prices £132,987 0 0 Only one-fourth of the number who now tra: - . vel by steam-boats (though it is believed • that every one of them will come to the railroad) Passengers now travelling by private Car riages 22,164 0 0 There - is now paid for parcels and merchan dise carried by diligence, per annum 120,702 0 0 This item will doubtless be decreased, so far as price is concerned, as the railroad will carry the merchandise more quickly as goods than it is now carried by diligence, and the price charged will be the usual goods' price ; but any falling off of revenue in this respect will be far overbalanced.by the increase of passengers, for which no . thing here is set.down GOODS. 188,500 tons of goods which now go by land, and are from two to ten days on the road, to be charged 225. per ton 97,500 tons of the goods which now go by water, at 20s. per ton 272,000 tons of - goods front and to various parts of the line, at an averrge of ss. per ton 68,000 0 0 Total gross receipt for present traffic, at the contemplated railway prices £676,410 0 0 It is hardly necessary to inform the English shareholders, that there is no line in England (whatever has been its cost) which has so great a traffic. The subscribers' agreement for Liverpool now lies for sig nature at the office of Messrs. Clay and Swift, solicitors, Union -court, Castle-street ; and the agreement for London, at the office of Mr. Bircham, solicitor, Bedford-row, London. JOHN EASTHOPE, JOAN MOSS, WILLIAM CHAPLIN, CHARLES LAWRENCE July, 1840. The CHAIRMAN said, he would again take the liberty of stating, that a general meeting was appointed to be held, in Paris, on the 30th instant, at which it would be desirable to have the proxies of as many English subscribers as possible. To obtain those proxies was, indeed, the principal reason why they had been called together ' • and, having been called to gether, he would mention, that Mr. Locke, who had surveyed the whole line, was in the room. That gentleman had made a highly favourable report concerning it ; and his recommen dation of it must carry great weight. Mr. Lafitte from Paris was also present, and he would most willingly render any information to the shareholders respecting French laws and customs as affecting the undertaking. His friend, Mr. Reed, the able secretary to the Southampton Railway Company, who had calculated the present traffic along the Paris and Rouen line, was also present, and would speak as to the certainty of th e returns est i ma t e d. H e (the chairman) knowing Mr. Reed well, both as the secretary to the South ampton Railway, and as a private individual, should be ex tremely pleased if the directors should be able to induce him to go to 'France to assist in the formation of the railway. He was sure that the directors would be very glad to have the benefits of his assistance. The directors had not thought it desirable to give any statement, in their report, of the pro bable expense of working the line, because they did not pre tend to have more knowledge upon that subject than any other gentleman. lie might, however, state, that it would not, in his opinion, be greater, except so far as respects coke, than in England; but, in every other respect, the expenses would be less in France than in England. The duties, for instance, were less ; wages, he believed, .were less ; coke was not a serious item. The chairman then introduced Mr. Locke, the engineer. Mr. o LOCKE commenced by stating that he was not aware that he could make any further observations respecting the Paris and Rouen Railway to that contained in the small pamphlet now in the hands of •the shareholders. It might, however, be satisfactory to th ose w h o did not know so much of this railway as he did, to hear something of its origin. Mr. Lafitte came over to this country to ascertain if English capital could be brought to bear in the construction of a railway from Paris to Rouen ; and he applied to the board of directors of the Southampton rail ' way, to inform him whether sufficient capital for the purpose could be raised in the country. That board gave an answer to this effect—" If we have security that the statements you make as to traffic and cost are bond fide, there will be little difficulty in providing any amount of money for the purpose." It was in consequence of this reply that Mr. Lafitte engaged him (Mr. Locke) to proceed to Paris and examine the line. Mr. Lafitte brought to him plans and sections of the entire works, which he was bound to say had been most carefully prepared by some intelligent engineers in that country. He repeated that these documents exhibited great care and great accuracy. With those plans in his hand he went over the entire line ; and judging from the nature of the materials, and the extent of the work, he had no hesitation in saying that the estimates for accomplishing the work had been very properly and carefully made. The only difficulty be felt concerning them arose from the circumstance of his not knowing the value of French labour. He felt that difficulty still. He could tell what an English labourer would do, and what he would expect for his work; but it was difficult for him, an Englishman, to estimate the price per yard where French labourers had to execute the work. Every one knew that when great masses of workmen were brought together the price of labour was sure to increase, and that it was only when a large proportion of the work had been done that wages came down to a lower standard. He expected, there fore, some increase upon the present rates of French labour, and all he meant to say was that he could not yet give a de cided opinion upon this part of the subject (the cost of labour.) He thought, however, there was a sufficient guarantee that the savings which certainly would be effected in various ways would compensate for an increase in the price of labour. He was satisfied, indeed, upon the plans already recommended by the French engineers, that large sums of money might be saved; and he thought a considerable reduction would be made when the line was staked out, a saving which would more than compensate for any increase in the rate of wages, or for the absence of any information he might want with re gard to the value of French labour. Once made, he consi dered that the cost of working the line would be much less than any in this country. The rates of workmen's wages upon lines already made in France did not exceed Is. Bd. a day—certainly it was not 2s. ; showing that when the press for workmen was over they got down to the lower standard which he had contemplated. Therefore economy would be certainly exemplified in the working of the line, even more than in its construction. But when he informed the meet ing of the nature of the works upon the line, they might be able to form some judgment upon it for themselves. He did not know any instance on the whole line where there would be a cutting or an embankment of thirty feet high ; generally speaking they would not exceed twenty. The heaviest works were three tunnels and four bridges. Possibly there might be six bridges, but that was a point not yet settled. If one plan was adopted, there would have to be six bridges ; if not, they would have to be limited to four. The kind of bridges were common in France ; they were made of wood, and he did not belieie they would cost more than £15,000 each : they would be of abOut 100 feet span, and have four' arches. The French were peculiar for the construction of works of this description; they had already built a number of such bridges, the cost therefore was ascertained, and upon that point he was able to speak with confidence. With regard to tunnels, there were to be three ; the longest was 1 mile long, the second three quarters of a mile, and the third half a mile. The first mentioned tunnel was clearly the most difficult to work, but it was through an excellent material, for it was through chalk ; and if he could only estimate with perfect accuracy the value of labour, which he hoped to be enabled to do very soon, he thought there would not be the slightest difficulty in calculating the expense of this tunnel. The meeting, from these remarks, might form a notion of the extent of the works. He would further inform them that several of the first contractors in this country had already offered to him to go to France and make the line. When he mentioned Mr. Mackenzie, who made the Liverpool tunnel, it was a guarantee for the best construction of the work. Ile could mention several other contractors. Indeed, he felt that in all the heavy work, particularly in that which might occasion some difficulty through the want of practical know ledge on the part of the French, he had the very best men to fall back upon. His own opinion of the cost of the line was not at all altered from his first impressions, as published by the directors; and if the tables of traffic were borne out (of which he thought there could not be a doubt) it would prove one of the most extraordinary lines ever made. Such being his opinion, and having a strong desire to see the line carried out, it was his intention to give the greatest possible attention to it, and he should not relax any effort to see it accom plished. The CHAIRMAN said, Mr. Locke might have added, but his modesty prevented him, that he had himself embarked a very large interest in the undertaking. Mr. Locke had taken 500 shares himself. The meeting would recollect, that in the first pamphlet the names of three gentlemen were men tioned ; he (the chairman) was sorry to say that Mr. Chap lin (whose name was a guarantee for the correctness of the traffic,) was not here as.he intended to be. Mr. Chaplin had authorised him to say that he would increase his shares a thousand more if any gentleman would give any up : he had only 500 now, but so convinced was he of the benefit that would arise, that he was willing to add a thousand more. That was the strongest proof the meeting could have of Mr. Chaplin's opinion of the undertaking. Mr. REED was then introduced to the meeting. He per fectly concurred in the remark of the chairman, that Mr. Chaplin's name was, of itself, a great guarantee for the cor rectness of the tables of traffic. It had been his (Mr. Reed's) good fortune to have him for his companion in France when he examined into' the traffic ; and his long continued inter course, in France, with those parties who were most inte rested in the conveyance of passengers and goods, gave him facilities for procuring information which probably no other Englishman could possess. Mr. Chaplin had an opportunity of seeing the business and the books of all the principal par ties who run diligences and other vehicles for the conveyance of goods and passengers between Paris and Rouen ; and it was from these sources principally that he (Mr. Reed) had formed his estimates of the traffic, and put down those par ticular figures as actual facts for the estimation of the amount of traffic. Those statements were given most willingly by the different parties, although Mr. Chaplin jocularly first told them he was come to cut their throats. In his (Mr. Reed's) judgment there was not the slightest doubt of the correctness of those estimates. The probable increase of passengers— (for it was only to the existing traffic that the report just read referred)—might be left to the judgment of those gentlemen who were sufficiently interested in the undertaking to inves tigate the point. There would doubtless be various opinions ; thy would perhaps be variaa little by the extent of infor mation of the character of the country, of the habits of the inhabitants, and of the existing facilities for going from point to point on this line. That the existing modes of convey ance were very inferior to those possessed in this country previous to the introduction of railways, could not be doubted. That the railways already made in France had produced an increase of traffic altogether unknown in this country was equally true ; therefore he should be ashamed almost to state what he himself thought would be the probable increase of traffic consequent upon the construction of this line. A small proportion out of all the passengers who went up and down the Seine in steam-boats were put down in the report as likely to go by railway ' • but such an assumption was, he thought, ridiculous. He himself had been fourteen hours in going from Paris to Rouen ; those who went up had the stream against them, and the tide.was not very strong, consequently they were almost sixteen hours in performing the journey. That length of time for such a distance was intolerable ; it broke into two days as we used to do in travelling from Li verpool to London. Besides, at some periods of the year, owing to a scarcity of water, and at others to a redundancy, whereby it was impossible to pass under the bridges, the steam boats were altogether unavailable as conveyances for goods or passengers. The parcels and goods carried by diligence were numerous and formed a large figure. These, no doubt, would be carried by railway, part of them in'the character of goods, therefore they would diminish in some respects the charges now made upon them ; but that would be amply made up by the increase of the other traffic. He (Mr. Reed) believed that that item in the estimate would be more than sustained by the fact. The importance of this line of railway as a medium of communication with the French metropolis was so obvious, that it was scarcely necessary to dilate upon its geographical position to show the inevitable increase of traffic that must follow this improved communication. When we considered that the line from Rouen to Paris formed a large proportion of the line from the principal trading port in France to the metropolis, it was evident that it must yield an ample return for the capital invested. If the English merchant, instead of seeing his ships come to his own door as now, found they could arrive only within 120 miles of that place, that everything had to be conveyed between the two points of the harbour and the metropolis either by land or by such a vavigation as he had described the Seine to be—if he ' knew that all the passengers coming to that port—that being the port which was the best approached from all the west ' as well as from this country, for Havre was the only port , upon the south side of France—kwas inevitable there could , not exist a doubt that this must be a very excellent line. He ' had nothing to add to the statements he had given in figures in the report lie had the honour of making to the French directors ; but if there was any point upon which any gentle man had the slightest doubt he should be happy to give any ' information in his power, to justify the report and to convince the meeting fully that its statements were all founded in truth. Very large quantities of goods • went by land; in travelling • from Rouen to Paris, he himself met, every now and then, strings of carts more numerous than he had ever seen on the road from Prescot to this town, all striving which could first reach the market with their goods, in such quantities as ,he had never seen on any road in this country. It happened very singularly, but happily, that in endeavouring to find documentary evidence of the probable traffic upon the line, they had obtained an account of it taken some years ago for the then government, when it was intended to make a ship canal between Havre and Paris. It was therein proved, to the satisfaction of the commissioner appointed by the govern ment, that the quantity of traffic at that period exceeded one thousand tons a day, and he had put it down at only 600. He could assure the meeting that goods were sent in most extraordinary quantities, and that he had not stated the fall extent, or anything like it. He was sure, however, that if they arrived only at the extent which he had stated, the shareholders would have no occasion to regret their invest ments in this railway. The CHAIRMAN then introduced Mr. Lafitte to the meet- Mr. LAyirrE, who speaks the English language with an uncommon degree of fluency and correctness, then came for ward. He said he did not see anything to add to the clear and able statements of Mr. Locke and Mr. Reed. Any questions, however, that might be put to him he should be be most happy to answer. Upon this occasion he might ex plain the object of the proxies. There would be a general meeting of the company at Paris on the 30th inst., in order to submit to the shareholders the modification of the original plan. In order to make it valid, it was necessary that two hundred shareholders should be present, representing one third of the capital. Half of the capital being English, it had been thought advisable to ask the English shareholders to send their proxies. The first question for the meeting would be the alteration in the bill, whereby government lent £360,000, at three per cent. per annum interest, instead of lending one-half of the whole at four per cent., and taking shares for the other half. The second was the reduction of the rate of interest from four to three per cent. upon the ca pital during the construction of the road. The third ques tion would be to make a definitive survey of the projected branch to Evreux, and to go before government for a grant of that branch. These were the leading points to be discus sed, and he wished to obtain as many proxies as he could, in order to make the meeting an effective one. The bill would have received the royal assent to-day if the directors had not felt it a duty to their English friends to submit to them these modifications, previous to accepting the bill. That was the object which had brought him to Liverpool. As soon as the general meeting had been held in Paris, the royal assent would be given. It was out of special favour on the part of the French government that the shareholders were allowed hadregardthatthis they bill. their own time to consider whether they would accept the altered bill: it was entirely out of the friendly feeling of the with Frenc h deviated government fro the towardsregular the course Englis h capitalists, to Mr. ARNAUD considered it very desirable that the English shareholders should be represented at the general meeting in Paris. He therefore suggested that those present should give their proxies to Mr. Lafitte, and that those who were not present should be written t9.‘ The motion was put and carried. The CIE AIRMAN intimated that this course would be taken. Mr. LAFITTF. said there was a very important circumstance to mention. In coming over to England to solicit the expe rience of the English people who had done so much and suc ceeded in so man) undertakings of this kind, they had the good fortune to persuade Mr. Locke to visit France. Their task, however, was not completed; they wished also to call to their aid additional experience ; and he was happy to say that he believed before the 27th of August Mr. Moss would be enabled to announce to the English shareholders, that the directors of the Paris and Rouen railway bad secured the services of Mr. Reed as a director. The CHAnuokN added that there was a vacancy in the di rectory, and it was understood Mr. Reed would be elected. It rested with the directors to fill up the vacancy, and with the shareholders to confirm it; and he was sure they would see it would be most important and advisable to appoint Mr. Reed. Mr. COGLAN enquired whether the appointment could be made by the present meeting? The CHAIRMAN replied in the negative. A conversation followed respecting the issues of the shares in fives or singly. Mr. COGLAN and the CHAIRMAN and others joined in the discussion, but as the meeting had no power, it ended in nothing. Mr. RICHARD HARRISON said there appeared something irregular in giving proxies before the deed of agreement was signed. The CHAIRMAN said the same point had occurred to him, but it was unavoidable in this case. Mr. LAFITTE begged to say that the general meeting would be composed of all persons as shareholders who had paid their deposits. If Mr. Harrison or any other shareholder were in Paris he might attendthe meeting, but if he were in England his proxy was nothing more than a power to a third person to represent the number of his shares as required by the law, Therefore there was no irregularity. Mr. HARRISON said it had struck him that, by a vote of this meeting, two of the English directors might be au thorized to represent this meeting in Paris. Mr. SWIFT replied, that if that course were taken, it would still be necessary for each shareholder to send his proxy. Twenty shares gave one vote • 500 shares gave no more than live votes ; therefore, if the English shareholders were all re presented by two directors only as proposed, they would only have five votes altogether: Mr. GREAVES wished to make one remark. He had had five years' experience of the habits and character of French workpeople ; and he could say from experience that if you only paid them well and used them well, no men could work better. On the motion of Mr. HARRISON, the report just read was approved of and adopted, and ordered to be circulated amongst the subscribers. Mr. W. W. CURRIE proposed a vote of thanks to Mr. Lafitte for his visit to his country and-for his information, and it was a decided proof of the good-will and confidence existing between the English and. French directors—upon which indeed the undertaking depended, and without which it could not succeed. Mr. HARRISON seconded the motion, and it was unani mously carried. Mr. LAFITTE returned thanks for the honour conferred upon him. It would be an incentive for him to do all in his power for the future to deserve the confidence reposed in him. Mr. LENIN MOZLEY then rose to move the thanks of the meeting to Mr. Moss, the chairman, not only for his conduct in the chair this day, but for the very fair, plain, and straightforward Way in which every particular connected with the undertaking, (and particularly as to the director's and projector's interests) had keen both in the first instance and now again laid before the subscribers. Nothing could have been fairer, and it was impossible for any man to say that he had subscribed in any degree without full information upon any point. • _ . . This motion having been seconded and carried, and ac knowledged by Mr. Moss, the meeting broke up,—all parties evidently being highly satisfied with the prospects before them. MANCHESTER, BOLTON, AND BURY CANAL NAVIGATION AND RAILWAY The annual meeting of the shareholders in this concern was held, by adjournment from Manchester, in the Claren don -room, on Wednesday afternoon. Mr. JAMES BRANC KER was in the chair. The minutes of the Manchester meeting were read by Mr MILLER, the law clerk. Mr. HAWKSHAW read the report for the half year ending June, a copy of which had been sent to each proprietor. Mr. •JOUN CLARE, of Warrington, said that he felt satis- fled with the report, and hoped that the concern would go on successfully. He moved that the accounts and report be approved and confirmed. Mr. RIGG seconded the motion. A PROPRIETOR from Dublin complained of the large amount expended for " maintenance of way" which, he was informed, was as much for their ten miles as it was on some lines one hundred miles in length. Mr. CONNELL, one of the - directors, replied that the ex pense per mile was less on the Manchester and Bolton than on any line he had ever heard of. Mr. HAWKSIIAW entered into comparisons to prove this statement. The " maintenance of way" for this line, for the past half year, amounted to £lO7B 4s 9d, which would make, for the whole year, a rate of £214 per mile ; but he expected that the expense for the next half year would be less than for the last. One of the lowest lines he knew of was the Grand Junction, and the yearly cost on that, for maintenance of way, was £245. The engineer expenses on the Manchester and Bolton were £264 per mile ; on the Liverpool and Manchester, £1343; on the Grand Junction, £536; and on the Dublin and Kingstown, £1258. Mr. Rion said that this was nothing but an attempt to mystify the matter. The shareholders of the Manchester and Bolton line were to receive a dividend of ten shillings ; those of the Grand Junction received £l4. The Dublin PROPRIETOR also complained of so many as ten engines being employed on a line only ten miles in length, when three only were worked. Mr. H AwxsliAw showed that the number was not an un usual one, and stated that the interest of the capital invested in engines bore no proportion to the cost of repair. Mr. RATCLIFFE observed that if they could not succeed, by some means, in reducing the expenditure. there was no hope, and they had better give the railway away. The Cu AI AN. - 1 shal be happy to accept your shares, sir. Mr. RATCLIFFE could not consent, at the present moment, to make a present of his shares ; but he must say that to de clare a dividend of ten shillings a-year one week, and then to make a call for £3 immediately afterwards, was very dis heartening. _ . _ _ _ _ 0- Mr. RoßiNsoN was of the same opinion, and thought that they had better give up the railway and stick to the canal solely, rather than as at present, look to the profits of the ca nal for paying the losses of the railway. He should move, as an amendment, that the word " approved" be left out of the motion before the meeting. Mr..RATCLIFFE seconded the motion. Mr. CONNELL stated that the objection advanced by Mr. Robinson had been fully answered before. The canal and railway were one concern, and there was on them jointly a debt, the interest of which (about £6,000 for the half year) was paid out of the proceeds of the latter, apparently making that a losing concern, and the former a gaining one. But, to come to a fair point, the interest ought to be divided be tween the two. Mr. IlAwHstrAw also observed that the objectors argued upon incorrect premises. The bond debt would have to be paid, although the proprietors should consent to give the line away. The canal yielded only £B,OOO nett profit per annum, and the interest was £12,000 ; it was therefore easy to calcu late what their position would be, supposing the suggestion were acted upon. A proposal had once been made to let the line, and if the offered terms had been accepted, there would have been a profit of £l,OOO less than had been received. A question was then asked as to whether the company had not a great deal of unproductive land about Salford. The CH AIRMAN replied in the affirmative, adding, however, that every means were being taken by the directors to dispose of it, but such had been the depressed state of the times, that that had not hitherto been accomplished. In the approach ing spring, if confidence should then be restored, an effort would be made to dispose of it, a part at least, by auction. Mr. CROSTHWAITE mentioned that it was not at all im possible that in a short time a very advantageous sale might be made, and it would be a pity to sell the land prematurely. A junction with the Leeds and Manchester line was almost inevitable. Besides, he had himself been spoken to on the subject of a junction with the Liverpool and Manchester, and he hoped that ere long the directors would be able to report satisfactorily to the shareholders with respect to the land. The amendment was then put, but only three or four hands were held up in support of it. The original motion was carried. Several resolutions were then carried, fixing the rates for the carriage of coal and lime-stone. This was with the view of increasing the old traffic, and creating new, both of which were expected to be the result to a very considerable extent. In accordance with the wishes of the directors, a motion was brought forward, that instead of the guinea hitherto allowed for attending a meeting, the members of the com mittee should have £— a-year, to be divided as they them selves thought proper. Mr. JOHN CLARE said that the man who would work for nothing would never be without a job, and moved, as an amendment, that the subject should be considered that day twelve months. The original motion_was carried by a small majority On theinotion of Mr. RATcLIFFi, it was agreed that any shareholder, on application to Mr. Hawkshaw, should have a copy of the proprietary, for the sum of seven shillings. Allusion having been made to the profit which might be made, and the convenience which w ould be affo r ded to th e humbler classes, by having third-class carriages attached to each train, it was stated that the subject had been under discussion, and that it had been decided to have a third-class train every morning and evening. They would be confined to 1 g. passengers and to goods. Mr. RIGG drew up a motion, proposing that the directors should be empowered to effect a junction with the Liverpool and Manchester line. It was stated that the matter had formerly been under ne gotiation; that the directors of the Liverpool and Manches ter Railway had an act of parliament empowering them to make the junction, and that the matter now rested with them. There were, however, obstacles in the way, arising from the fact of large holders in the Liverpool and Manchester line having an interest in railways opposed to the Bolton and Manchester; and 'Mr. Rigg was counselled to take his mo tion to the next meeting of •the Liverpool and Manchester proprietors. In the course of the conversation, it was re commended, seeing the great number of wealthy persons connected with the Bolton and Manchester line, that if the Liverpool and Manchester would not consent to a junction, an application should be made for an opposition railway to Liverpool. This elicited a remark to the effect, that unless terms were come to, there would undoubtedly be an Opposi tion line. It was, however, thought injudicious to move. further in the proposed matter at present. The motion of Mr. Rigg was withdrawn. A vote of thanks to the chairman and the directors was passed, and the meeting separated. PROPOSED NEW CUSTOMS DUTIES, 1840, Aloes, the lb ....................... . £0 0 2 -the produce of and imported from' . British possessions, the lb Coffee the lb ................................ 0 0 104 -the produce of and imported from any British possession, the lb ..... • .......... —imported from any British port, within the limits of the East India Company's cha r t er, the lb Lace—thread, or pillowed lace, for every £lOO of . . the value Mahogany—the produce of and imported from the Bay of Honduras or the Mosquito shore, the ton Mustard Seed, the quarter •• • . ...... 1 10 0 —Flour of, for every £lOO of the value 3O 0 0 Together with the additional duties imposed by an act passed in the present session of Parliament, intituled " An Act for granting to her Majesty Duties of Customs, Excise, and Assessed Taxes." That coffee, the produce of the British possessions within the limits of the East India Company's Charter, brought into the British possessions of the West Indies, or into the Island of Mauritius, may be imported from thence into the United Kingdom at the s low duty. That tea may be imported into the British possessions in North America from any foreign country o►► payment of a duty of £lO for every £lOO of the value of such tea, together with the duties on tea when imported fro►n the United King dom. The certain differential duties on wine, imported from fo reign countries into the British colonies and plantations in America imposed by 4 Geo. 111., c. 15, shall be repealed. LIVERPOOL RACES, 1841.—Our sporting friends will be glad to hear, that there are already upwards of 100 sub scribers to the various stakes for the July meeting, next year. A new race has been announced, for two year olds, 500 sous. each. Six noblemen have added their names as subscribers. LIVERPOOL REGATTA The regatta, which had been announced for some weeks, came off on Tuesday last ; and, we are glad to say, the sports were much more interesting, and consequently more gratify ing, than those of any former occasion since the institution of aquatic contests on the Mersey. The great value of seve ral of the prizes, together with the anti c ip a ti on o f a fi ne " meeting," and the honours attached to a generous rivalry in the manly sciences of yacht-sailing and boat-rowing, brought to the arena a large number of amateurs with their " craft," from various sea-ports in England and Ireland longer celebrated than Liverpool, from their peculiar adapt ation for such diversions. These gentlemen—from London, Cork, Cove, Dublin, Hull, &c.,—have, of course, had much more practice than those of our own town ; and, as they consequently carried off some of the principal prizes, it is but justice to remind our readers of this fact in the outset, and to add that, even though in some instances vanquished, our young aspirants, who had boldly entered the lists against almost fearful odds, cheerfully conceded the palm of victory to the successful strangers, whom they entertained with the greatest hospitality, and with whom they have parted with feelings of the utmost cordiality and respect,—determined to persevere in their exertions, in the assurance that they were not so far beaten but that they may " live to win another day." The day, though cloudy in the morning, was exceedingly propitious, with a line breeze from the north-west, which gave the yachts an opportunity of displaying their sailing powers, and, the regatta being on a windward shore, did not produce a seaway formidable to the row-boats, so that every race came off with eclat, and without the slightest accident. At an early hour the town and the opposite shore gave indi cation of the coming sports, and a warm interest, notwith standing some former disappointments, owing to the state of the weather and other circumstances, was excited to witness them, amongst thousands of both sexes, and of all grades and ages, on both sides of the Mersey. - Many strangers from distant parts of the country also hastened to the scene of action ; schools, too, were let loose, and the enlivenment was that of a sort of general holyday. The scene at the quays, on the Cheshire side, and on all intermediate parts of the river, was unusually animated. We do not remember to have seen a greater number of vessels in the Mersey. From the Rock to the quarantine hulks, and even above them, the water was studded with vessels of all sizes, at anchor, or under sail or steam; and the greater number, as well as these in the docks, were decorated with flags, and presented a very gay appearance. Many extra ferry steam-boats were employed to convey passengers across, and their decks presented dense masses of well-dressed individuals. Others of a larger size were put in requisition by parties scarcely less numerous, to witness the sports without landing, and anchored close to the "course," at the Monk's Ferry, or moved up and down on temporary excursions during the intermissions between the races. Vast numbers of sailing and row boats were simi larly employed ; barges, and even canoes and punts were brought out. Amongst other fine boats was the St. George, of Warrington, rowed with eight oars. She was gallantly manned, dashed along in beautiful style, and altogether looked one of the moot "spicy" boats on the river. Never before was the breast of old Mersey furrowed by so many thousand keels. The accumulation of vessels of all kinds, between Woodside and Birkenhead, became at last so great, that in those under way there was some difficulty, and we may add, some danger, in so steering as to avoid contact. Great good humour, however, prevailed, and mutual accom modation being afforded, nothing beyond an occasional friendly jostle took place. There were several beautiful large sailing and steam ships in the river, all of which, in compliment to the occasion, ex hibited their brightest bunting. Flags of all nations, and signal-flags of every possible colour or conceit, floated in the breeze. Amongst them, the President steam-ship, in the Sloyne, was conspicuous, from her size and fine man-of-war like appearance, and drew from thousands frequent exclama tions of surprise and admiration. The government steam ships, and others near them, were also objects of interest ; the constant movements of vessels and boats passing to and fro in every direction gave a continual variety to the scene, and the shouts, cheers, and laughter, and firing of cannon, that incessantly fell upon the ear, served to keep up the general enthusiasm. The Cheshire shore, particularly between Woodside and Birkenhead Point, was lined by dense masses of spectators. The wide, rocky shore between Monk's Ferry and Birken head presented one continuous mass, and the margin of the beautiful field above, which is skirted by oak trees, was peo pled by a scarcely smaller multitude, amongst whom were many ladies and gentlemen of the first respectability. From this sloping field a very gratifying view of the river, the town, and the sports was obtained. Here, tents were erected, similar to those at races, and the gingerbread, ginger-beer, and fruit stands were numerous. Young children and youths, in their Sunday attire, rolled delighted on the grass, or perched on the branches of the tress, while the " children of an elder growth" seated themselves in groups, or promenaded on the ample green carpet which nature had spread out before them. Some also, who had joined in a pic-nic, or brought an ample family stock of provisions, and wherewith to wash them down, enjoyed themselves in a substantial and merry manner; and what with racing, feats of strength, and other sports, the whole became a sort of fete champetre. Amongst the fruit vended on the occasion the black cherries were abundant, and treacherously told on the mouths of the youngsters who had expended their coppers in purchasing theta. We saw, indeed, many black mouths, b u t, as th e best of humour prevailed, no black eyes, saving and except those piercing black luminaries of the Lancashire and Che shire witches, who trod the sward in elegant attire. It might have been said of each of those now sylvan nymphs— - • " A foot more light, a step more true, Ne'er from the heathbell dash'd the dew." Various games, as at fairs and races, were provided on the shore, and also in the neighbouring roads and lanes. Amongst the humbler classes the throwing the stick, and the shooting with cross-bow for nuts, was the most prevalent. There was some gambling going on here and there, but none, that came under our notice, to any considerable extent. The hotel at Eirkenlead was crowded to excess. Every window had its fair occupants. The fine tea-gardens and pleasure grounds were also crowded with parties, bent on a day of pleasure, nor were they disappointed. We should here remark that the Mersey is not the most favourable river or estuary for a regatta, inasmuch as from no one point on its banks can a boat race be distinctly seen to any great distance, and even with the aid of the telescope, a good deal of uncertainty arises as to the respective positions of the rowing boats, from a period shortly after their depar ture until they are again in sight in coming home—the course being necessarily nearly direct up the river, and back parallel with the shore. From this circumstance it is impossible to describe the various vicissitudes of each contest throughout. The enjoyment of the occasion, however, does not depend entirely on the view of the races, but in the general accom panying amusements ; in fine, in the " out,' the diversions on shore, and the amalgamation of parties. The committee of the regatta had engaged the Monks' Ferry Hotel for the accommodation of themselves and the subscribers and their friends, who were admitted to the rooms and the green in front. The " flag-ship," or starting-boat for the rowing matches, (a Liverpool pilot-boat,) was sta tioned off the pier, and this was also the " winning-post." She was decorated with flags, and fired a gun at the com mencement and conclusion of each race. Five rooms in front of the hotel (which is a beautiful building with a fine colonnade) were appropriated as refreshment-rooms. Each of these afforded a view of the river, in addition to an equally attractive sight to most of the guests—tables loaded with substantials and delicacies, served in Mr. and Mrs. Hilliar's accustomed style of neatness and profusion, and which might be characterised as a continuous feast, partaken of through the day by about 400 individuals. The green, or parterre, in front of the hotel, which is a considerable height from the water, and walled in in a manner somewhat resembling a battery, afforded a delightful view of the regatta.. Here con gregated the committee, the subscribers, and their female friends, for whom garden-seats were provided, though the greater part preferred strolling about on the velvet sward. On the quay below, Mr. Jolliff's excellent and powerful band, in military uniform, was stationed, and played many national airs and choice pieces throughout the day. The windows of this noble hotel were also crowded with spectators, princi pally elegantly-dressed ladies. The view of the Mersey, on whose bosom floated thousands of vessels, and of Liverpool, with its shipping ornamented with flags, as seen from this. point, was truly magnificent. On a table under the colonnade were exhibited the several articles of plate to be given as prizes. The prize for the win ner in the large yacht contest was a splendid tureen of the value of £75. It was beautifully chased; the handles were dolphin-shaped, and the lid was surmounted by the Liver pool Arms, most beautifully executed. The Mersey cup was also very elegant. The value was £5O. Another piece of plate, value £4O, was a punch bowl, elegantly chased, and ornamented with views of Liverpool. To this there was ap pended a ladle, with an oar handle. The Victoria cup was very elegantly executed, and richly embossed and chased in the Grecian style. Amongst the various amusements of the day were various tumblers and jugglers, and not a few of those portable thea tres in which Punch and Judy go through their amusing per formances. We now proceed to give an account of the sports of the day. SAILING RACES PIECE of PLATE, value £75, for Yachts exceeding 20 tons Sir R._«. Bulkeley's Isis, 75 tons J. C. Evart, Esq.'s Edith, 69 tons.. Owen Lloyd, Esq.'s Union, 45 tons H. Scovell, Esq.'s Atalanta, 24 tons H. Melling, Esq.'s Seagull, 25 tons The yatchs started at ten o'clock from New Brighton, and had to round the Formby Light-ship, a n d th e Floating-light, and return to the flag-ship at Monks' Ferry, a distance of thirty miles. The yachts had to encounter a heavy sea, and to beat out to the Floating-light. They all behaved gallantly. About four o'clock several of them were seen off the Rock battery " homeward bound," under a heavy press of canvass. The larger vessel, of 75 tons, the Isis, belonging to Sir Richard Bulkeley, came first, with a tremendous gaff-top sail. She looked a thing of life, and ran at great speed past the flag-ship at 17 minutes past four o'clock. Mr. Ewart's yacht, the Edith, of 69 tons, came rattling up very soon af terwards, also, in admirable style. The race between these two, considering the difference of their tonnage, and the sea way encountered in a run of thirty miles, was not far from being a drawn battle in the consideration of nautical men. The beautiful appearance, lofty rig, and great. speed of both yachts, was a theme of general admiration. The Union, Mr. Lloyd's, and Mr. Scovell' s At a l an t a came up some time af terwards. MERSEY CUP, value £5O, for Gentlemen's Yachts not ex ceeding 20 tons. G. H. H. Spencer, Esqr.'s. Black Bess, 19 tons J. C. Shaw, Esqr.'s Dickey Sam, 19 tons R. C. Blake, Esqr.'s Amina, 19 tons T. Bourne, Esq. names Ariel, 19 tons 0 G. M. Aveillis, Esqr.'s Tickler, 15 tons 0 A. Crooke, Esq. names Ino, 10 tons These boats started at twelve o'clock, and as the course lay between New Brighton, as the starting point, and East ham and back again to the goal opposite the Monks' Ferry, the race, which was a very interesting one, between the first and second boats, was visible throughout. An accident dis abled the Dickey Sans at an early period of the contest, and a similar misfortune occurred to the Tickler. The Black Bess came in a long way a-head of her competitors, which did no t make their appearance till half an hour after she had reached the flag-ship. A great deal of good sailing, however, was exhibited. BOROUGII PRIZE, value £lO, for sailing boats plying on the river. £5 for the second boat. H. Martindale's Elizabeth and Mary W. Harrison's Good Intent J. Kaye's Sperling This match extended from the flag-ship round the south ernmost lazaretto on the starboard hand, and a boat off Notes Hole, and back to the flag-ship. It was well con tested by the fist and second boats. ROWING CAES. The VICTO RIA C ur, for four-oar ß ed boats, value £4O, rowed and steered by gentlemen amateurs, the second boat to receive £l5. Two races and a tie. Crusader Unknown • • Dublin boat Red Rover Liverpool boat The race was from the flag-ship round two boats moored off Rock Ferry on the starboard hand, and in length was 21 miles. It was done in twenty minutes, and was a very good trial of strength and ability. The VICTORIA Cur, second race. Leander (London boat) Echo (Liverpool boat) This was a very good race, though it was clear to the spec tators from the commencement that the London boat must win. The fine athletic forms of the Thames amateurs, and their beautiful strokes, were the themes of universal admira tion. This race also occupied twenty minutes, and the eander came to the " winning post" about a hundred and fifty yards a-head of the Echo. The VICTORIA TIE. Leander (London boat) Crusader (Liverpool boat) Great interest was excited by this contest, and some heavy bets were pending. 4to 1 were offered on the Leander, and in some instances more. The boats went off nearly together, the Leander. however, rather a-head. The Crusader rowed up most gallantly, and a very severe struggle took place, which eventually ended in favour of the Leander. The race took the same time as the two which preceded it. The CHAMPIONSHIP PURSE, value 100 guineas, for four oared boats. Open to the world. Sons of the Thames (London boat) 1 , Nymph (London boat) Queen (Cove boat) ... Sylph (Liverpool goat) Eeva (Chester boat) Bravo (Hull boat) The offering of this prize showed the spirit, at least, of the Liverpool amateurs, and spoke hono ura bly t o th e lib era lity o f the subscribers and the committee. It was without limita tion, and therefore could scarcely be expected to fall to country amateurs when London professional boatmen entered the lists. The course was from a steam-boat below Wood side, and passing between the flag-ship and the shore, over the same line as the Victoria. The distance was four miles. The London boats had it all their own way from the com mencement, and elicited the warmest expressions of admira tion from the assembled multitude by the style in which they acquitted themselves. The distance was done in twenty-two minutes. RIVER PRIZE, value £lO, for four-oared boats, rowed and steered by Mersey boatmen ; £5 for the second boat. Echo Green Gig Red Rover a At starting the Echo took the lead, but the Green Gig al most immediately pulled across her bows, and, fouling, made her lose two or three lengths before she could recover head way. Going to the flag-boat, the Green Gig went round the wrong boat,- and although she got home ffrst, the prize was awarded to the Echo. This match was one of the best and most closely contested of the day, the boats being nearly to gether all the way. The Echo was rowed by firemen belong ing to the river ferry-boats, none of them exceeding 20 years of age. LAI3'IES' Cur, value £4O, for six-oared boats, manned and steered by gentlemen amateurs. Leander (London boat) 1 Wave (Liverpool boat) Crusader (Liverpool boat) Blueskin paid. The London boat again took .the lead, her crew pulling stoutly but gracefully, and it was again evident that the Thames must win. The Wave was a long time getting head way, and there was no probability of her recovering the lost ground, hut the Crusader seemed intent on testing her op ponents to the utmost. Near Birkenhead slip there was an immense concourse of boats iu clusters, but the Leander had a free passage between them. The Crusader was close upon her when a small sailing boat unexpectedly shot out from the shore and stove her side in and lost her one oar. This un toward accident prevented the Crusader's crew from proceed ing farther, and they bore up for the flag ship to show the the damage which they had sustained. The Leander and the Wave went over the course, the same distance being between them at the close as there was soon after starting, but the London gentlemen were taking it very easily—though they cleared the distance in eighteen minutes. A PRIZE, value £5, to be rowed for by women. Neston boat Red 1 Neso boat Blue 2 At starting the Neston ladies, though much younger than their adversaries, laboured under what seemed to be a great disadvantage, that of having a common heavy boat, whilst the Neso fair ones had a light one in the gig style. The tide ran very strongly against them, and they began in the usual style, attempting to drive each other on the shingle as they kept along shore for the benefit of the slack tide. For some distance the Neso boat was several lengths a head, but on re turning both parties got more into the middle of the river to have the assistance of the stream, and the heavy boat then, manifestly, was best suited to the purpose in view—and though the Neso crew strove hard, the Neston came in about a hundred yards before the light one. The victors mani fested their joy in the most amusing, though rather uproari ous manner, jumping, clapping their hands and shouting, so that all on shore were almost convulsed with laughter. This at least was the most amusing race of the day. The sports terminated a little before seven o'clock, and the steam-boats from that time up to midnight were crowded with parties returning home to Liverpool. After the regatta there was a splendid exhibition of fire-works at Mr. Wil loughby's gardens (Birkenhead Hotel), where there was a numerous and delighted company. There was also a splen did supper in the hotel, which was attended by most of the gentlemen of the regatta committee, and many others of the " first water" from this town and neighbourhood. There was no ball, and we concur with one of our contemporaries that it would be well in future to conclude with such an enter tainment, for the enjoyment of the fair patronesses of the regatta. The fire-works were more than usually brilliant, the pyro technic artist, Mr. James, of our town, having surpassed all his former efforts, in honour of the occasion ; and th e l ou d and frequent plaudits of the company testified the pleasure they derived from the splendid and varied exhibitions in his line of art during the evening. Baloons were sent up, and ascended in beautiful and placid style, and viewed by the spectators till they became lost to sight. The rockets were excellent, and the wheel and other proximate tire-works were complicated and elegant. The gentlemen of the Crusader's Club, entertained, at the Birkenhead Hotel, their brother amateurs of the Pembroke Club, of Dublin. They sat down to a most sumptuous din ner, and the meeting was characterized throughout by that gentlemanly and kindly feeling which has hitherto charac terized—and which will, doubtless, be maintained—the amateurs of this our northern metropolis, and those of the capital of the Sister Isle. We cannot but remark that Mr. Willoughby, whose hotel and grounds were thronged through out the day, was most attentive to all who passed by his ferry, and most active, even individually, in preserving order amidst multitudes, and ensuring, as far as possible, the accommodation of all parties who came to the scene of attraction, whether they became his guests or passed on to the interior, or to the other hotels. The arrangements made by this gentleman were indeed admirable, and the steamboats were kept constantly plying to and from Liverpool for the convenience of visiters to the regatta. On the whole, the regatta was a decided hit, and we may date from it the complete establishment of at least annual similar aquatic sports on the Mersey. High and humble seemed to enjoy themselves throughout the whole day. There were few or .none of, those demoralizing concomitants that deteriorate from the pleasure of horse-racing—innocent amusement being the order of the day. The gentlemen who headed the sports deserve the utmost credit for the spirit with which they came forward in the first instance in pro viding the splendid prizes that were contended for, and espe cially for the judicious and admirable manner in which they conducted the business of the day.. Such was the satisfaction given to young and old, that the passengers in one of the crowded steam-boats, on their re turn to George's Pier, set up three hearty cheers for " ano: ther regatta !" As might have been expected some of the light-fingered gentry were on the ground, and a few of the incautious were consequently victimized. A gentleman, George Foster, Esq., of Everton, while in the passage of the Birkenhead Hotel, felt his gold watch pulled from his pocket, and turned round to endeavour to secure the depredator, who was at the time observed by some others in flagrante delictu. The gentle man despoiled immediately laid hands upon the culprit, and he was afterwards secured, and committed to the Bridewell. Yesterday he was brought up for examination at the Town hall of Birkenhead. The sitting magistrates were the Venera ble Archdeacon Clarke, and J. D. Maddock, Esq. The pri soner was most ably defended by Mr. Wardle, of this town, and after a " trial" about an hour and a half, the accused was committed to take his trial at the next Chester assizes. The prisoner, who was yesterday conveyed to his place of durance, was fashionably dressed. He wore a blue surtout coat, a fancy vest, and boots of the London cut. While the examinations were going on, a " gentleman" of equally ele gant exterior, and doubtless one of the same crew of the " Fake-away," which never shewed herself openly at the regatta—hearing something said in disparagunent of his friend, whom he claimed as a" cousin," made an exclamation from amidst the crowd in the court, to the effect that he could tes tify to the perfect honesty of his friend. When called upon, however, to come forward, he was " non est inventus." The delinquent was immediately conveyed to Chester Castle. He had money on his person, and will doubtless be strongly de fended. The prisoner gave his name as Samuel Easthope. LIVERPOOL BOROUGH SESSIONS The sessions terminated yesterday, having occupied the court from Monday morning. The following is a summary of the sentences of the prisoners : Fifteen years transportation.—John Mulstay. Ten years transportation.—Robert O'Meara; John Wil liams ; John Welch ; John Tatlock ; Wm. Wignall ' • James Curran ; Sarah Dillon ; Ch ar l es M orr i s ; James Robinson. Seven years transportation.—John Woodcock ; Thomas Hunt ; Joseph Schiavi ; Charles Quinn ; Catherine Maguire ; Edward Scott ; Elizabeth Slater ; Margaret Welsh ; John Kilshaw. Two years imprisonment. —Wm. Edwards ; Mary Camp. bell ; William Pughe ; John Cooper ; Thomas Wind (and to be whipped). Eighteen months imprisonment.—Catherine Armstrong. Twelve months' imprisonment.—James Lacey, Catherine Riley, Ann Richardson, John Jones, George M`Kinnon, James Kilgallon, John Ryan, Mary Kelly, Elizabeth Doyle, Thomas Coen, Elixabeth Starkey, Michael Connor, Marga ret Hanlon, and Michael Blood. Nine months' imprisonment.—John Maddison, Mary .Spelman, John Griffith, and Jane Cooper. Six months' imprisonment.—Jame s Woods, Bridget Spel. man, John Lloyd, Hugh Pardon, Saran Watson, James Wood, Mary Patterson, Elizabeth Bates, Peter Murtha, Thomas Ilesketh, Catherine Henderson, John Shaw, and Mary Shaw. Four months' imprisonment.—Thomas Robinson, Mary O'Donnell, Mary Ashton, Jane Smith, Margaret Roberts, Joseph Stiles, Sarah Stiles, Bernard Mulhauen, Mary Mul hauen, and Maria Isaacs. Three Months' Imprisonment.—John Stockdale, William Welsh, Margaret M`Ginnatty, Mary Ryan, William Brown, Abraham Iken, Ann Iken, John HuAes. Two Months' Imprisonment.—William Leeson, Mary Macintyre, John Malone, Michael Emanuel. One Month's Imprisonment.—William Murphy. Alice Smith, Elizabeth Hughes, Elizabeth Smith. Thos. Bradley, Thomas Fairhurst, Thomas Harwood, Thomas Linacre, John Clarke. Three Days' Imprisonment.—James Green. Two Days' Imprisonment.—John Sloan. Acq►pitted.—James Hampson, Henry Smith, Jas. Gardner THE NEW TOBACCO ACT.—The object of this new statute, which bear s date 3rd July, 1840, and which came into opera tion on the sth instant, is to do away with the Excise survey on tobacco, and to provide other regulationsin lieu thereof. It repeals the statues 2d Gco. 1 ; 29th Geo. 3 ; 30th Geo, 3 ; 3 h G 0.3 40th Geo. 3 ; 52d Geo. 3 ; that part of 59th Geo. t 3 e wl c f; relates to tobacco and snuff, and Ist and 2nd Geo. 4. It then provides for the due entry of premises use d for manufacturing. storing, and vending tobacco ; makes it lawful for excise officers to enter su c h premises between the hours of six in the morning and ten at night, for the purpose of examining the stock : and fixes the penalty of £2OO, and the forfeiture of the good s , f or any snuff or tobacco concealed on the premises. Clauses 4,5, 6,7, and 8, regulate the re moval of tobacco , th e ru l e as to the delivery of permits, and the keeping of the b oo k o f entry. The license duty on the manufacturer is to be rated on the quantities entered for ma nufacture. By clause the 13th, tobacco is forbidden to be hawked for sale in any shape or by any class of persons, un der a penalty of £lOO, and the forfeiture of all the goods so hawked. Officers may arrest any person hawking tobacco, and have th e pun i shment summarily decided upon before a magistrate, who has power, in default of payment, to com mit the offender to gaol to hard labour for three months. There is a provision in the clause for the protection of ser vants of dealers who solicit for orders, such being allowed to produce samp l es in the due and ordinary course of business. Sir Charl es L emon will not contest the western division of the county of C ornwa l l. An active oppos i tion is expected at the next general election to the present members.—Sun. TESTIMONIAL TO WELLINGTON.—A meeting has be en held at H a lif ax , N ova S cot i a, to f orwar d the object of the national work to b e erec t e d in the Scottish metropolis in honour of the Duke of Wellington. THE IRISH CORMORANT. We extract the following from an able letter which ap peared in the London Times of Thursday last, from the pen of Mr. Eneas M`Donnell. Alas, poor Ireland ! Given up as she is to the tender mercies of so insatiable a cormorant, need we wonder that her famishing children are ready for every and any outrage to escape from the pestilence of famine on the one hand, and the devouring jaws of her oppressors on the other! " The Dublin Weekly Register of last Saturday contains two prominently placed paragraphs, from each of which I beg leave to insert a brief extract, and to place them side by side, without note or comment, as follows : DISTRESS IN THE ' THE O'CONNELL COM COUNTRY. PENSATION FUND. DISTRESS IN Coax.— The SIMI jUSt forwarded by The distress of the working Mr. Lyons makes the total re. classes, arising from the al- ceipts from this great locality, most total cessation of em- in which he acts as treasurer ployment, and the dearness of (CORK city and county), provisions, occasioned by the amount up to this day to late unfavourable harvests, is upwards of two thousand as great as we remember it pounds, and thi s str iki ng pro to have been at any time. " duce will bespeedily increased by contributions from the pa rishes still outstanding.' " TO THE CONSERVATIVE MERCHANTS OF LIVERPOOL GENTLEMEN,—It being now publicly notorious that, through the combined interest of papists, radicals, quakers, and dissenters, about 800 " precursors" have had their taxes paid, and are placed on the register as legitimate voters for this borough, it becomes a most important question, By whom do these said 800 individuals live ?—upon whom do they depend for a subsistence ? I will answer the question, and challenge proof to the contrary,—that a great majority of them gain their livings from the employment given them by the conservative merchants of Liverpool. And it the men fairly paid their own taxes, in order to entitle themselves to a vote, I would not complain, although they voted to a man against the views entertained by their employers, being bound to suppose that they acted conscientiously in so doing. But the case is far different when other parties do that which the employer himself has not thought it right to do—paid the taxes of his men, in order that they may make those men act directly contrary to the wishes of such employer. The case having arrived at this point, I think every con servative merchant or employer is fully justified—nay further, I would say, every sound conservative is bound to take a list of the men in the habit of being employed by him, and ascer taining if their taxes have thus been paid, in order to secure radical votes, and in such case give orders that his ware houseman should in future select others more deserving of his employ. I might be told that this would act two ways; but I know a little too much of radical tactic s to Mippn,se that a radical papist would allow a man to continue in his employ whose tales had been paid by the conservative party, and whose vote would go to support that party. Your liberal would not be guilty of such a truly liberal trick. It is time that you, the conservative merchants of Liverpool, should see that you are yourselves instrumental in swamping your own conservative influence with a set of the lowest class of Irish Papists, while there are hundreds, I may say thousands, of honest English and Irish Protestants—aye, and 1 may say, your own townsmen, too—who are near starvation for the want of work. The porterage work of this town is in a very great measure in the hands of Papists, and not content with earning their livings out of you, the conservative merchants, they now wish to swamp your legitimate influence. One great evil is, in your leaving all to the discretion of ware housemen, without being first assured as to the soundness of such warehousemen. Let the merchants of Liverpool lay these hints to heart, and act upon them, ere it be too late. I beg to remain, Gentlemen, Your obedient Servant, FAIR PLAY. STRANGE DOINGS AT THE TOWN-HALL TO THE EDITOR OF THE LIVERPOOL STANDARD, Stn,--Having occasion to go to the Town-hall this day, to identify an apprentice who, by appointment, had to attend for the purpose of being enrolled a freeman of the borough, judge of my surprise at having to wait until a quarter before three o'clock before a single name was called over, and then so slowly, that at least one-half of the number assembled (chiefly working-men, some of whom with their friends had been waiting from ten a.m.) were not examined as to their eligibility before four o'clock, at which hour the remainder were ordered to " call again to-morrow." Is not this " too bad?" " Can such things be without our special wonder ?" Had they been a band of " precursors" or " protectors," led on by Langan's fugleman Atkinson, would they have been so treated? Of course his worship " Sir Joshua" knows nothing of these doings and delays. Yet, as the term is approaching which will preclude another opportunity this year, I hope the young freemen will persevere in their at tendance to claim their rights and privileges. Waiting your attention, I am, sir, yours truly, A BURGESS, ALSO AN EYE-WITNESS. Thursday, July 23, 1840, 5 p.m. REPRESENTATION OF LIVERPOOL TO THE EDITOR OF THE LIVERPOOL STANDARD, SlR,—Great as the efforts of the Popish priests and radi cals have been, to place on the register great numbers of the lowest Irish, and others, by paying their taxes ; those efforts are nothing in comparison with the exertions they will use when the day of election arrives. They will then—where they cannot persuade by their deceptive arts—use threats and compulsion ; and when these fail, they will resort to bribery. lam credibly informed that a certain person of that party has said he will spend £5,000 to return two mem bers for this borough. It therefore behoves every conserva tive to be upon the alert in order to prevent the partyfalsely styling themselves reformers" from accomplishing their wish. It will doubtless be a great object with our present chief magistrate to add M.P. to his newly-fledged honours but I trust he will not be suffered to obtain the honour of representing Liverpool. I have heard it stated that he ac tually shed tears at the last general election, when chairman of the Reform Association, so much was he grieved to find that he could only secure about 600 out of 3,000 old freemen. Every exertion will be used by the radicals to increase that number at the ensuing election, but I have no fear of the " old freemen" swerving from the cause of truth, justice, and the real interests of the country, to vote for a candidate, even if that candidate has added to his name " the empty title" of Sir! ! ! I am, sir, your humble servant, ANTI-RADICAL Liverpool, 18th July, 1840. MELANCHOLY BEREAVEMENT.—LOSS OF THE SHIP LOUISIANA.—It is our painful duty to state, that the fears which have for many weeks been entertained for the safety of two of our young townsmen, the sons of Thomas Blackburn, Esq. surgeon, who were on a voyage from Rio Janeiro to New York, have been fatally confirmed ; no doubt being felt, either at New York or at this port, that the ship in which they sailed, the Louisiana, Captain Marsden, must have been lost in a storm, with all on board. Thi s most a ffli ct i ve event having excited strong and general sympathy, we feel called upon to mention the leading particulars. Mr. John Black burn, who was the eldest surviving son of Mr. Blackburn, and bad recently become his partner, having suffered from a pulmonary affection, sailed to Rio Janeiro in the spring of last year, for the benefit of his health ; and his youngest brother, Mr. Britain Blackburn, accompanied him, to render the attentions required by an invalid. After a residence of upwards of seven months in Rio Janeiro, and at the Organ Mountains, with great benefit to the health of Mr. John Blackburn, the brothers sailed from Rio for New York on the 12th of February, hoping to reach England by the month of June: The Louisiana, though not a new vessel, was ac counted a good one, and was commanded by Captain Mars den, a very able and experienced seaman, who had made the voyage between the United States and Brasil seventeen times. The ship was expressly recommended to the Messrs. Black burn at Rio, as the one most likely to scure their comfort on the voyage. It was expected that the Louisiana would reach New York early in April ; but, from the day that she sailed, she has never been heard of. No account of her being spoken at sea has appeared either in the New York shipping lists up to the Ist of July, or in those of this country. It is known, however, that severe gales were experienced in the Atlantic off the coast of North America at the end of March, and the beginning of April; and it is supposed, that in one of those gales, whilst crossing the lower part of the Gulf Stream, where the sea is peculiarly dangerous in rough weather, the vessel has been lost. Early in May, great apprehensions were felt for the Louisiana in New York, and now all hope of her safety has vanished.—Times. ARRIVAL OF TROOPS. — There are now anchored in the Sloyne two fine frigate-looking government vessels, of large tonnage, though barque rigged, which have brought front Scotland a large portion of the 78th regiment of Highlanders. The gallant soldiers were landed on Wednesday and yester day. These are, we learn, on their way to Birmingham. They are a fine looking athletic body of men, and their cos tume is of the most graceful Gaelic. The prospects of the sportsmen are very favorable this sea son. Grouse are unusually plentiful—another result, we sup pose, of the early and beautiful spring. Throughout the . northern counties a n d S co tl an d th e bi r d s were never more plentiful on the hills.—NewcastleJournal. A tVizALHY SHIP OWNER.—A gentleman in Whitby, well known as a shipowner in that town, is possessed of the whole of the " Ocean," and half of "Great Britain." Startling as the fact may appear, it is no more strang e th an true, and bears out the saying that " facts are more strange than fie tion."—Northern Times. On Wednesday evening, James Lulhain, a boy o f t en years of age, came to his death by injuries inflicted by an antelope belonging to Mr. Bailey, of the Swiss Gardens, at Brighton. • Wh en Oxford fired at the Queen and Prince Albert, why was he like 0 Connell ? B ecause he was for a repeal of the y union. The Jupiter troop-ship, on h er way to China, arrived at Madeira, all well, on t h e Ist inst., and was to proceed on the following day.—Hampshire Telegraph. The Memorial des Pyrenees states that the civil war in Spain has lasted six years nine months and two days. The Prin ce d e C anino, Lucien Bonaparte, is said to have died of the same complaint as his brother the Emperor Na poleon —cancer in the stomach. The Royal Agricultural Society of England held its annual . meeting at Camb r id ge during the past week. The show of cattle and st oc k o f a ll sorts was of the most splendid descrip tion, and proportionate prizes were awarded. The town presented an immense influx of visitors, and upwards 9f . 400 noblemen and gent l emen dined together in the magnificent dining hall of Trinity College. The Dukes of Richmond, Rutland, and St. Alban's, the Marquis of Northampton, Earl Spencer, and several other noblemen and gentlemen, were among the guests. Box Mo?.—Speaking of our excellent Sovereign, we eau not help noticing a remarkably good , joke of one o f t h e wit tiest of our lawyers, who, "sub ros e,:: says more good things in a given time than any fifty of his learned frieds," who, when expressing his certainty that the country would be .de lighted at the birth of an heir to the thr one, was met with the question- 4 ' AY,whp.t would th e people say if there but . what twins?" " Why," said the learned gentlemen, " that, perhaps, would be more than they want—l thi n k t h at the nation would be satisfied with the pledge without the dupli cate."—John Bull. ENGAGEMENT WITH THREE SLAVERS OFF THE COAST or CUBA.—In February last, in a letter from the Island of Caymans, it was stated that three or four slavers, bound to Cuba, were expected in March last to a particular strait, known only to the pilots of Cuha. This information was immediately communicated to the commodore, who, within a few hours, promptly despatched two ships of war to cruise, under a Caymanean pilot, in the strait referred to. One of these vessels, after cruising the month of March, returned to Port Royal in the beginning of April. The other, about a fortnight after, fell in with three of the expected slavers ; and from a letter, dated Grand Caymana, May 30, it appears that the commander of the British cruizer attempted to board them ; the slavers fired into and shattered the man of war's boats. It is not stated whether any lives Were lost; but the bold attack of the slavers proved successful to them, for they all escaped, and no doubt with flying colours, as having over.. matched British interference, carrying their cargo of living merchandise into the strong-hold of West India slavery.-- Jantaita Pa'per.