The Sun.
London, England, 1847-06-10 00:00:00

Tli SUN, LONDON, Plit.Tit'SDA Y EVEN) t. trNt to, t 8447.

than it was, but it would be found, he understood, tba t
the total amount was between 6,000,000/. and 7,000,0001 ;,
which had been lent upon good interest.
The motion was agreed to.
SCOTCH BILLS.
The following Scotch Bills passed through Co AI.
mittee

Service of Heirs.
Transference of Lands.

Burgage Tenure.
Heritable Securities for Debts.
Crown Debtors.
MESSAGE FROM THE COMMONS.
Messengers from the Commons brought up • 40Yeral
Ei
move the or
Lord LANSDOWNE rose to ,der of the
BISHOPRIC OF MANCHESTER 811
day for the second reading of the Manche t
sr Bishoprick
silty of stating,
Bill
;and
was made the
ahe
jocular wouldobs
observation
a tiothnat
wohpipaohrtw
1 other night, and which was nest intended to have
been heard, should have oeen published, and
thus making the business of their Lordships House
appear to be conducted more irregularly than it really
was.. It was necesse.ssy from the great and spreading
Population of Masestiester to establish a spiritual head in
that town, area. there was fortunately the means for
the providi-4 of a bishoprick out of the paro-
chial fun;:is, which had increased to a very great degree.
Thests were the leading provisions of this Bill. The,
diocese would embrace a poupulation of 1,123,000 per-
sons, and 1,220 square miles. He had stated that the
funds were already provided for supporting the bisbepric,
and therefore the country would be put to nu exper.se
whatever by the establishment of this diocese. H did
not know that their were auy further de'ails for him to
remark upon, and he had only, it; cPjnclusion, to move
that the Bill be now read a secorel time.
Lord MONTEAGLE was quite sure the Bill would
be agreed to if it .7ere calculated to involve the
country in arsy etpense, but under existing cir-
cums'cances, their Lordship's had long felt
ani!, admitted the necessity of this measure.
Tsf he understood the statements right, it was asserted
that there was a surplus in the fund of the Ecclesiastical
Commissioners, and that it was not contemplated to call
for supplies front any other quarter. It should be
recollected that this idea first arose from the Government
of Sir Robert Peel in 1835 ; and the Commison
then in existence had recommended that there should
be a consolidation of two of the Welsh Bishoprics
as well as as a consolidation of the sees of Gloucester
and Bristol. Through these consolidations it was stated
that the means would be raised for erecting a see of
Manchester. But this question had excited great
attention out of doors, and it was doubted
that the Legislature had any right to in-
terfere at all with the principle which would be
invaded by interfering with these bishoprics. A petition,
numerously and importantly signed, which was presented
by his Noble Friend (Lord Brougham)—and he did not
complain of any want of consistency in the conduct of
his Noble Friend. But it should be recollected that
the first object of the Commission of Inquiry
issued by Sir Robert Peel's Government was to
make a better provision for the parochial clergy
of North Wales. Of that commission the two Arch-
bishops, the Bishop of Lincoln, and the Bishop of
Gloucester were members, and those commissioners
came to the conclusion that there was not
a sufficient fund to provide for these paro-
chial clergy. But it was afterwards found
that the proceeds to be obtained from the consolidation
of the two Welsh bishoprics were not only sufficient for
the addition to the incomes of the parochial clergy, but
that there would be funds to make a provision
for the new see of Manchester. But in the
report of the Second Commission, it was worthy of
observation that no notice whatever was taken of the
wants of the parochial clergy of North Wales. Seeing
the mischief that was likely to arise from toe consolida-
tion of the two bishoprics, hs had called their Lordships'
attention to the subject, indeed he had laid a Bill upon
~heir table.

(LEFT SITTING.)

HOUSE OF COMMONS.
(Cur tinued from our Afternoon Edition.)
The House re-assembled at Five o'clock.
THIRD READINGS.

The Manchester, Buxton, and Midland Junction Rail-
way Bill was read a third time and passed.
The Manchester, Sheffield, and Lincolnshire Railway,
and Manchestar and Lincoln Union Railway, and Ches-
terfield and Gain-borough Canal Amalgamation Bill
was also read a third time, and the several amendments
agreed to.

SMITHFIELD MARKET.
Lord MAHON presented a petition from certain gra-
ziers in Hertfordshire against the removal of Smithfield
market.

THE EDUCATION GRANT.
Lord J. MANNERS peaented petitions from the
Roman Catholics of Stamford, Penzance, and other
places praying fu: a
participation in the Government
eduoationol .7-rant.

fiATE-PAYING CLAUSES.
Mr. T. DUNCOMBE presented a petition from the
tnbabitants of Liverpool praying for the total repeal of
the rate-paying clauses.
POOR-LAW AMENDMENT ACT.

Mr. BANKES presented a petitit.n praying for the
amendment of the Poor-law Act.
RAILWAYS IN IRELAND.

Mr. J. O'BRIEN presented a petition from certain
parts of Ireland, praying fur the extension of railway
accommodation to Ireland.

Lord G. BENTINCK presented a petition from the
Midland Great Western of Ireland Railway Com-
pany, complaining of the selection by the House
of three railway companies in Ireland, and
also praying for assistance from Government.
They state that they employ upwards of 4,000 labourers,
representing 20,000 persons, who have, by means of
That company, been kept off as a burden from the
public funds of this country. They further state
that in consequence of the depressed state of the
rwAley market they will be compelled to throw
out of employment the whole of their labourers,
unless the same assistance is rendered to them by the
Government as they proposed to render to other com-
panies in Ireland. They further state that they have
most unexceptionable security to offer to the Govern-
ment for any loan tnat may be advanced.
The petition was then ordered to lie on the table.
SMITHFIELD MARKET.

Mr. PALMER presented two petition from the far-
mers and graziers of Reading Market against the removal
of Smithfield Market.

Mr. HAWES presented a petition to the same effect
from Croydon.
MEMBER FOR CORK.

Mr. S. O'BRIEN gave notice that on Monday next
he should move that the Speaker do issue his warrant to
the Clerk of the Crown to make out a new writ for the

tlection of a knight of the shire for the county of Cork,
Ln the room of the late Daniel O'Connell, Esq.

ACCIDENTS ON RAILWAYS:

Colonel SIBTHORP gave notice that on going into
Committee of Supply, he should call the attention of the
House to the accidents which occurred upon railways,
and to the best means of guarding against these evils.
(LLFT SITTING.)

THOMAS GRAY AND THE RAIL-
WAY SYSTEM ;
AN UNRECORDED CHAPTER IN THE HISTORY OF
INVENTIONS.
(From the London Journal)
"An Unrecorded Chapter in the History of Inven-
tions !" We think we hear some cautious reader ex-
claim, "An unrecorded chapter in the history of the
Railway ! Pooh ! pooh I More mysteries from the
fertile brains of French feuilletoniste romancists. The
railway is an open question to everybody—everybody
knows every thing about it." Stay, good reader, before
we proceed to the elucidation of the mystery ;—let us
have a friendly catechetical chit-chat with you, to test
the extent of your knowledge of the history of one of the
greatest mechanical inventions of any time or country.
Have you ever, when borne along on the wind-like
speed—the time and space annihilating career of the
railway locomotive—carried your thoughts from the
wondrous realities of the moment to the time when your
respectable grandfather made his will ere he departed on
a two hundred mile journey ? Have you ever, when
contemplating the omnipresent results—political, social,
and moral—which this simple instrument of constructive
genius is hourly effecting—impulsing commerce with
giant power—cementing nations in the firmest bonds of
brotherhood, and rearing up and fostering, by the means
of intercommunication between province and province,
and town and town of this empire, the best and the
closest ties of union, because founded on mutual in-
terest and the general good—have you ever thought of
the origin of that simple contrivance? In slort, can
you tell us, as the facetious Sam Slick would say,
" When was the railway invented, and who designed it,
at a word?"

Till you can answer these plain questions, and, with-
out any offence to our hundred thousand readers, we
suspect ninety-nine thousand nine hundred Had ninety-
nine of them will feel rather puzzled, we must e'en set
you down as too much dazzled with the wondrous
powers of the great invention of this age, to enter into
an inquiry, which, by the inquiring minds of °ther cen
turies, will inevitably be regarded as second only in im -
portance and interest to the discoveries of printing and
the steam-engine.
The principle of the railway, as a mechanical means
of transport, has been known for nearly two centuries.
It is apparently so very simple that, were we not all
aware that the simplist principles have lain longest un-
discovered, we might express surprise that it
should not have been tried earlier than in the
year 1680, which is the remotest date known in
connexion with the history of railways. It
first took the shape of a rude wooden tram-
way, and the first known experiment was made at coal
mints near Newcastle-upon-Tyne, in 1680, for trans-
porting coals from the mouths of the pits to the ships in
the Tyne. Coal at that time was becoming the substi-
tute of wood, as the fuel of the metropolis, and a great
ifDpuise was constantly given to the mining operations
of the North. Many of these pits arc suid to have em-
ployed each of them 400 or 500 carts in this traffic ; it
became, therefore, an object of manifest importance to
reduce the great expense thereby incurred in keeping up
horses, drivers, and roads. A wooden tramway was
therefore substituted, constructed on the following
plan :—Slips of ground of the required breadth were
marked out between the coal pits and the river. To
obtain the easiest and most regular descent, this line was
varied in its direction, to meet the inequalities of the
ground ; or where these inequalities were inconsiderable
it was carried straight forward, and regular slopes made
by embankments and cuttings. The ground being then
smoothed and levelled as for an ordinary road, large logs or
" sleepers," cut in lengths equal to the breadth of the
road, were laid across and firmly bedded into it at short
distances to sustain and hold fast the rails or slips of
wood in which the waggon wheels were intended to run.
The rails were laid on beech, laid end to end, forming
two continuous parallel lines along each side of the road.
Waggons of large construction, set upon low wheels,
completed the " plant" of the first railway ever con-
structed. The invention became popular and was largely
adopted in the coal districts. The result was a saving
of at least two-thirds of the horse power formerly re-
quired, and the working expenses of many large coal
establishments were thus very largely diminished. Tim-
ber continued to form the material of the tramways for
upwards of half a century, till 1738, when cast-iron rails
were tried at the Whitehaven collieries, but no great
success attended the attempt for thirty years, owing to
the injurious effect of the weight of the waggons on
the rails. In 1768 this was in a considerable degree
obviated by the simple contrivance of a more general
diffusion of the weight over the rails, by lessening
the size of the waggons. Having thus answered
the purpose, the invention attracted attention, and
during the next sixty years there was a rapid application
of the principle throughout the kingdom, chiefly,
however, as auxiliary to mineral adventure, and occa-
sionally in branches to canals. Many of them were
formed in the mining districts of Northumberland, Lan-
cashire, Yorkshire, Staffordshire, Shropshire and South
Wales ; and in Scotland, in Lanarkshire, Mid Lothian,
and Fite, Partington estimates the extent of these tram-
ways in the neighbourhood of Newcastle alone at se-
venty-five miles.
Such was the origin and early condition of the rail-
road. We must now shortly speak of the motive power
employed on these rude tramways. Till within half a
century of the present time animal power was solely
employed to move the waggons along the rails, but
about the beginning of this century a great step was
made towards the progress of railwayism in the inven-
tion of the railway locomotive engine. An experimen-
tal attempt was made in France, about the year 1728,
in the Royal Arsenal at Paris ; no practical result, how-
ever, followed till 1802, when Messrs. Trevethick and
Vivian took out a patent in this country for propelling
carriages upon railroads. We find the following de-
scription of the machine in Partington's Cyclopmdia,
" The boiler was composed of cast iron of a cylin-
drical form, this was mounted horizontally upon four
wheels, the cylinder of the engine being placed ver-
tically on the end. Two connecting rods descending
from the cross bar of the piston were then made to com-
municate motion to the wheels by means of a crank, no
fly wheel being necessary, the momentum of the carriage
carrying the cranks past the lines of the centre." When
these engines were first tried it was found difficult to
produce a sufficient degree of re-action between the
wheels and the track road, so that the former turned
round without advancing the vehicle. This was reme-
died by Mr. Blenkinsop, of Middleton, West Yorkshire,
who, when he adopted the invention at his colleries,
took up the common rails on one side of the whole
length of the road, and replaced them with rails which
had large and coarse cogs projecting from the out-
side. The impelling wheel of the engine was made
to act in these teeth, so that it continued to work in
a rack the whole length of the road. An engine
of four-horse power, employed by Mr. Blenkinsop,
impelled a carriage lightly loaded at the rate of ten
miles an hour, and when connected with thirty coal
waggons, each waggon weighing more than three tons, it
went at about one-third of that pace. Mr. Blenkinsop
took out a patent which is dated in 1811. It must be
borne in mind that this invention was entirely confined
to the mineral districts and to the conveyance of mineral
produce. The public knew little if anything of the
railway, and any man who forty years ago was bold
enough to whisper that it might be made to supply the
defects of the common road system was written down an
incurable madman, as poor Thomas Gray was several
years later. But this is nothing very new in the history
of improvement.

We have now reached the period of our history when
we are to note the Leginning of the vast railway
system which has sprung up and is daily extending
around us.

In 1815, that memorable year in the history of the
world, and most important epoch in the advance of our
commerce, Mr. Thomas Gray, a man of large compre-
hensive mind, gifted with a remarkable fore-thought,
and with a deep earnestness of character and indornit
I_'erctlre enZthet'd to rt.:vi,l:, :,i6 11•;,tiv4, town of
Leads. He was drawn by curiosity to icsrcct Blenhin-
sop's steam carriage railway at Middleton colliery, which
is situated in the immediate neighbourhood of Leeds.
Alter a careful inspeetion of this railway he was inocu-
lated with intense admiration of the system, and eoa-
vinced of its applicability to the purposes of general
intercommunication. The same year Mr. Gray repaired,

or, we believes, returned to Brussels, his mind big with
the conception of his railway imaginings.
An interesting event in enterprise opportunely oc-
curred to create new thoughts, and to shape and syste-
matise these crude imaginings. The King or the
Netherlands, about that time, proposed the construc-
tion of a canal from Charleroi, for the conveyance
of coal from that rich mineral district to flellan't ;
and a scheme of such magnitude and commercial
importance naturally excited lively interest ie
an enterprising and industrious community, more espe-
cially amongst our own countrymen resident there. It
roused the active mind of Mr. Gray, who not onl3
ardently espoused the project, but with a bi lelness the:
excited the amazement of his compatriots, he urged th.
construction of a railway, and set about in his own quiet
but ear. est way to demonstrate the practicability and
vast sureriority of such a mode of communietatien. Th.
idea was far in advance cf the age ; and its bold pro-
pourider was set down as an ardent impracticable,
theorist. But the theorist was determined to show the
world that his theory was one of the most practical ante
easy attainment ; so he e'en sat himself down to think a
little more on the subject, and shape his thoughts to a
more tangible form. We hear nothit g more of Mr.
Gray for nearly three years. But he slumbered not in
the interval. In 1818 he completed and placed tee
manuscript of a treatise in the hands of Mr. Wilson, an
eminent British merchant and manufacturer in Belginee,
who has published a very interesting pamphlet On the
subject. This production was headed. Observations
on a Railroad for the whole of Europe." The largeness
of his vie ws was only exceeded by the calm argumenta-
tive and exact demonstration by which he set forth the
necessity which existed for a reform in the mode of
internal and international communication, to meet al:-
demands of a rapidly expan ing commerce, and th
ability of his plan to meet those demands. In 1820,
the work, considerably modified and improved, was
' published under the title of "Observations on a general
iron railway, or land steam conveyance to sup, rsede the
necessity of horses in all public vehicles." Mr. Gray
therein proposed a system of direct trunk lines radiating
from the metropolis to the principal seats of trade ane
commerce, with branches for the accommodation ot
places of minor importance—London to he the central
point for Great Britain, and Dublin for Ireland. For
the principal trunk lines he proposed a series of six
parallel railways, ene half for the up, the other for
down trains ; on the liranch lines from two to
four as the nature of the traffic might demand. The
principle of the cog rail, which we have seen,
was introduced by Mr. Blenkinsop, in the early stage
of the history of locomotives, forms a part of Mr.
Gray's system, with this difference, that it is added
as a third rail placed in the middle of the track to
give uniform power to the permanent action of the
steam-engine. He provided an ingenious machinery
for the transfer of the engines and waggons from the
main line to the branches, and vice versa, by a series of
circular turning plates, much the same as those which
we see now in use for turning carriages at the stations,
with this difference, that each plate embraces a complete
set of rails, that is there is a plate for the up and down
rails respectively.
We cannot follow Mr. Gray through the whole
arguments of his remarkable book. A rapid glance
at some of them may interest she reader even now.
The practical economy of steam power he held to
be then so fully proved by its universal adoption ne
our mining districts, in our manufactories, and on
board our packets, as to afford demonstrative evi•
deuce of the numerous but unforeseen advantages which
might daily be derived from its general application
to our inland conveyance. By tee establishment
of a general iron railway in a direct line, he argued that
the distance between the capital and the manufa turing
districts and principal cities might be reduced one quartet
and in many cases one third, instead of the ridiculously
winding course the stage and mail teaches then dad
ran. The permanent prosperity which would arise te
commerce from this rapid communication would soon,
he added, be felt in every corner cif the United Kingdom.
The mails from London to Manchester, Liverpool, and
Leeds, might be conveyed within the space of maw
hours ; the ordinary stage coaches, caravans, and vehi
ties for the conveyance of every description of met chan-
disc might also be transported on the same improve.(
principle. The farmer would likewise greatly partici
pate in this national improvement. The land then
required to produce food for his horses might be culti-
vated for other purposes far more profitable ; the yeti•
ous products of the farm, as well as live stock of every
description might be conveyed to any market, and
manure brought back, without employing a single
horse, in one half the time and at one halt
the expense incurred. The intreduction of fresh fish
throughout the interior of the kingdom would open a
source of trade to numerous individuals, and v« ry essen
daily contribute to the improvement of our fisheries, as
well as to the establishment of new ones. As a per-
manently improving source of revenue to capitalists,
this plan would have no parallel ; the diurnal returns at
the most moderate toll upon each vehicle, would annually
produce many millions ; " indeed," he observes, " no
limits can be assigned to the increase of wealth which
this change in our inland conveyance might produce ;
there is no branch of agriculture, no branch of coin
merce or of arts, but would partake of its endless pros
perity. In support of this statement it is merely neces-
sary to remark, that one steam-engine, on an improveo
railway, would draw from London to Edinburgh three
stage coaches (each carrying twice the luggage and
number of passengers of ordinary stages) in thirty
hours, which now require 300 horses, aad at least fifty
hours time for the perform-taco of the journey. If a
public meeting were cons cued by the wealthy merchants
and capitalists of the me ',Tons, in order to canvass
the relative properties of this scheme, the example
would soon be followed in the manufacturing
districts and principal cities, and the man)
millions, now annually squandered away in purchasing
and feeding unnecessary horses, might be divided by
the holders of shares in the numerous branch companies
which would be established throughout the Unite('
Kingdom." This is but a fraction of the comprehensive
argument advanced in support of the plan.
The perseverance and energy displayed by Mr. Gray
in the promulgation of his viewssse'esirgeht and notless
re-
markable than for their deep for
accu-
racy. The work to which we have above alluded,
and which, by the bye, went through five large
editions, and was translated arid extensively circu-
lated on the Continent, was only a very small por-
tion of his labours. Justice can hardly be done to
his energy by our necessarily brief recapitulation
of his correspondence and unceasing communications
with public men, governments, and corporations on
the subject. We can here only state that he earnestly
memorialised the King of the Netherlands, Count Dupin,
of Paris, and our own Government annually, from the
time that his views were matured up to this present day.
Parliament also he besought with earnest voice to low
an ear to his pleadings for the public good. In 1826
he addressed the legislature in a petition, embracing a
series of powerful reasons to induce a Committe e
of the House of Commons to recommend the establish
meat of a widows! railway board in Le•ndon, wits
an annual grant to be drawn from each rail-
way company, for the purpose of fixing upon a site ot
ground of st venal miles of extent, fur making experi
ments on rails and locomotive engines. In his innte
merable petitions to Government he pointed out the
probability of liquidating the national debt by means
of a national railway system, constructed on some:
scientific principles. It seems strange even to look
back on the cold way in which shrewd practical men,
ministers, legislators, and commercialists, treated whas
they were pleased to call his " visionary" views ; bur
the red-tapeism of office is ever slow in the appreeiation
of merit. How beautifully has Sir Robert Peel de-
scribed the mission of that powerful but simple instru
meat which Gray, by his appeals and unwearied exer-
tions, roused the public mind to appreciate and establish.
steam-engine and the railway," exclaimed the
'a. tT-
UniversityPh The
e, m ier
,ofinGlhasgoisssvpleinndliBd36in.a,,uagrue;anloatdmderreeslsytothe
facili-
tating the transport of merchandise—they are not
merely shortening the duration of journeys, or ad•
ministering to the supply of physical wants—they
are spreading the intercourse between mind and
mind, they are creating new demands for knowledge—
they are fertilising the intellectual as well as the mate-
rial waste—they are removing the impediments which
obscurity, or remoteness, or poverty, may have hereto
fore opposed to the encouraging of real merit." Four
teen years before be heard unheeded the prophetic voice-
of Gray, who told him that these great things might be
brought to pass. As yet the claim has been unacknow
ledged, though the late lamented Sir William Follett
told Mr. Gray that he had laid the case before the Trea-
sury Board, where, he said, our railway pioneer was
well known. Had the great lawyer lived a little longer
there can be little doubt that the Government would ere
this have recognised his claims to some national reward,
We must confess that we. have no great faith in Govern.
meta. gratitude for high intellectual achievements. A
glance at our pension list is conclusive on the point. A
more worthy recipient of a nation's bounty could not be
found than Thomas Gray. But we look for national
gratitude in a more popular shape.
We are, however, bringing our compressed summary
of these large and important events in our commercial
history to a rather premature conclusion. The ques-
tion has no doubt arisen in the mind of many an intel-
ligent reader to whom these facts are new,
"How comes it that so much mystery shoulet
exist with regard to a system the origin of
which is but of yesterday. All the world knows that
the railway from Liverpool to Manchester was the first
public line opened in this country. All the world
knows that the railway veteran George Stephenson, the
great imprever of the locomotive, in part projected, and
in whole executed, that important work. Hence, oh il-
logical reasoning from premise the accurate—George
Stephenson constructed the first public railway—Argol
conclusion most illegitimate—George Stephenson de-
signed the railway System ! One withered leaf in the
laurels of Stephenson must ever taint their freshness—
that amidst the plaudits of popularity he has failed to
acknowledge the-
claims of a far earlier labourer in the
same field. The Liverpool and Manchester Railway
Company was sanctioned by Parliament on the sth of
May, 1826. It was opened on the 15th of September,
1830. We have seen how many }ears ere that event
took place, Mr. Gray had devoted his life to the incul-
cation of his theory. Tnomas Gray shaped and syste-
matised the system and enforced it on public atten-
tion ; George Stephenson gave it practical develope-
went. The theorist lives unrewarded, unhonoured—
poor and obscure ; the practical man enjoys wealth, and
name, and fame. If sneers and doubts and suspicions
were common when Stephenson contend, d for the prat
tectsisia .3. of a pu'nlic railway in 1826, 11''W
must have been the ditlictil which "mud " Gi sy—.or
so " enlightened " minds a ere pl, a- ed to term him—had
to encounter inpreparing;the public for the char ge. end
in inducing the more enlightened minds to the. great
experiment. That he did work this revolution in feel-
ing will be amply apparent to any reflecting man who
takes the trouble to examine into the history of the rail-

way. Strange it is that " railway men " who have
amassed princely fortunes by this invention, are the
dullest to the claims of the founder, in his poor and un-
honoured old age It cannot be that claims so un-
answerable on the gratitude of the railway world
are denied. No, we will rather suppose that, en-
grossed in the pursuit of wealth or immersed in the
toils of business, railway men have found no time to ;
inquire who really discovered this rich unfathomable
mine of national wealth. For the public at large
the plea of ignorance must stand as the apology for ,
their neglect ; or it may be with some that the hand of
time has not cast that venerable hue on the structure to
.xcite their feelings of veneration for its magnificence.
They may not be able yet to join in the aspirations of
the strain of a true p of progress.
" Blessings on science, and her handmaid steam!
They make Utopia only half a dream;
And show the fervent of capacious souls,
Who watch the ball of progress as it
That all as yet completed, or begun,.
Is but the dawning that precedes the sun."
Unquestionably the pioneer of the railway system shall
yet take his place in the roll of the spirit of de: age!
Personally, perhaps, Mr. Gray may fuel little desire at
his advanced veriod of life to acquire the mere •' bauble
•,:me ;" but it cannot be that he is Nu-illy regardless of
those more solid advantages of pecuniary remuneration
which ought ever to be the reward of talent, and Indus ry,
especially when applied in a manner so eminently prac-
tical, as we have, we think, proved Mr. Gray to have
done. This is imply rendering j us! ice to the rights of
labour. But we will go a step ur;her, and urge on the
public the necessity, in these days of co ',petition with
roreign rivals, of being especially care ul to insure to
every great inventor, of whatever kind, not only the jut
. but the equally just honour due to his succtsstul
efforts.

.ew words by way of sequel to our sketch, the
response to which we hope may show to be in truth a
practical application of the subject. Mr. Gray, after
the devotion of the best years of his life and the most
lavish expenditure of his means in the promotion of his
views for the public good, is left in old age to exist on
the precarious emoluments of ati, quited agency.
His friends and admirers anxious that some of the
golden accompaniments of fame, which yet await him
should cheer the latter years of his useful and laborious
life, are determined to wait no I, nger either for Govern
ment interference or railway rec gnition of his claims,
but to appeal loudly and at once t, the gratitude of the
public. And, we think, they axe right. If the English
mind is sometimes slow to receive new facts, it is
ever noble and generous when convim ed that these
have surely contributed to the general good. Every
man, woman, and child at some period or other has ex
perieneed directly, in wondering admiration, the bene-
fits of the railway ; indirectly this is every day and
hour brought home to their feelings. Let them testify
their gratitude by contributing a mite to a national tes-
timonial for Thomas Gray. A public meeting was
lately held in the city of Exeter, and an executive com-
mittee formed for the purpose, who are now in commu-
nication with the friends of the cause tnroughout the
conntiy. Leeds, Nottingham, and Lincoln have joined
in this grateful movement, and we hope ere long to be
able to announce that on almost every railway in the
kiogd,an an opportunity will be afforded to the tra-
veller, while breathing from the wind-like speed with
which he has been carried from place to place, to add 'a
little to the reward c.f the designer of all.

INSTITUTION OF CIVIL
ENGINEERS.

JUNE B.—Sir John Rennie, President, vas in the chair.
The pnper read was '` On the Expansive Action
Steam," by Mr. J. M. Ilyppel, Grad. Inst. C.E.
The object of the parr was to deduce a mo,e cxact
formula than these now in use for the dynamical ff c
developed by steam iu expanding from one pressure to
another.

The usual moth,,cl of computing this effect neg:eets; the
influence of the variation of temperature, whic4 al is
qccompanies change of e.ensit), and hich has been shown
o modify con,iderahly the correspondinv pre.!,.ine. M.
de Pambour, however, has, b) combining Gay Lossac's for-
mula for the relation between temperature and density
under uniform pressure with that o: Boyle for the rela
Lion between density and pressure under uniform tem-
perature, deduced a formula containing the density, pros
sure, and temperate from which any two being given the
third may be deduced.

What was further done in Mr. Heopel'a paper was to
c-mbine this formula, with one by Mr. Scott Ru: sell, ex •
pressing the relation between the rr ssure and t, mpe.
rtture, and by this means to eliminate the latter, ano
~htain a formula containing only the pressure and
density.
From this formula another was easily obtained. sin.w-
ing the total dynamical action d. veloped during ex
passion from one pressure to another, and the resui;s
were given in a tabular form, exhibiting
1. Tne prestur in lbs. per square inch.
2. The relation volume, or ratio of the volume of
steam to that of the water which product d it.
3. The dynamical effect before expansion, or the num.
ber of lbs. raised one inch by the evaporation of each
cubic inch of water.

4. The dynamical effect during expansion, or the
number of pounds raised one inch by the steam pr,ductid
from one cubic inch of water in expanding from a pres-
sure of 100ibs. per square inch to the particular corres-
ponding pressure. The dynamical effect in expanding
trom any one pressure to any other must be clearly ex-
pressed by tl,e difference of the corresponding numb, rs
in this column.

Part of the remainder of the paper was devoted to
showing that whilst the performance of engines could
not possibly he expected to exceed the results ascer-
tained as above, it could not fall far short of them in the
case of engines of good construction. In conclusion, a
Ample method was suggested of ascertaining the magni-
tude of all the forces in action during the working or the
Cornish engine, independently of the indica!or.
In the course of the paper, the fallacy of the theory of
what had been termed the ' percussive action" of steam
was ably exposed, and although, from the paper being
tell of mathematical formula, it was not. welt adapted for
being read at a public meeting, it evidently possessed
great merit as an investigation of an important subject.
It was followed by a short paper, also on the "Ex-
pansive action of Steam," by Mr. Tate, mathematical
master of the Training College, Battersea. Its object
was to demonstrate and apply a formula some time since
discovered by the author, expressing the law of the ex-
pansion of steam, and at the same time to establish
certain general equations relative to the work of steam,
Applicable to all formulae professing to give the law of
volume and pressure. It also examined and corrected
Pole's formula, which, although a dr cidf d improvement
upon Patnbour's, was stated to be not sufficiently ac-
curate for pressures above 701 b., or bel,,w 161bs,

.Monsieur Piarget exhibited in the li.,ty_ry, after the
meeting, specimens of the improvements in producing
ornamettai met .1 surfaces, formed by the deposition of
metals during the electrotype process, which is c,inducted
in a pt culiar marine., with mixtures adapted
to the effect desired to be attained. The Form
also ot the bath is peculiar, and when the plate
!s taken out of it, and off the model. it exhibits a
Uurnished polish, or a dead appearance, according ;o
preparation used. The metal thus prndiv--;-d is stated
eo be of a much better description than metals which
have not undergone such process, as it is mot., flexib:e,
and is capable of withstanding the action of heat without
..estroying the form or the copper, and the surface wit.
~ot tarnish when exposed to the air. Portions or any
pattern can also be silvered by a similar process ; an.;
the general expense is about one-third of that of engrav-
ing or chasing, while the boldest or most minute pat
terns can be equally well produc,d.
The paper announced to be read at the meeting of
Tuesday, June 15, was " On the law which governs the
.iischarge of elastic fluids under pressure through short
tubes cud orifices," by Mr. W. Fronde, M. Inst. C. E.

THE EXPIRING PARLIAMENT.
The now moribund House of Commons, elected in
August, 1841. has proved one of the longest Parliaments
on record—at all events, during the present csutury. It
has, in tact, only a year m re " to run," in order to die
he dt ath so seldom allotted to Parliaments, viz , a na-
, oral one. The students of English history, during the
early 1 eriod of the last century will not require to be
teadilded that it was in those days by no means
au uncommon event for the septennially elected Par-
liaments to run out their !till career ; nay, so powerful
was the power and influence of the Whig Ministry at
that period, that the new elections were usually a mere
matter of form, no change or any importance ever
taking place in the constituent etetuentis of the popular
representation. During the latter p.rt of the eighteenth,
and the early period cf the present century, the
rapid succession of important political events,
both in this country and on the continent of
Europe, produced constant alternations of men and mea-
sures ; and when the great climax of the lir:term Bar
changed the representative system or England, " annual
Parliaments" appeared by no means improbable contin-
gencies, even without the aid of the charter." We
have had four Parliaments since the era of R. form ;
the first, elected in 1832, in accordance with the pro-
visions of the new statute, only lived two sea-
nuns, the Ministerial change of November, 1834,
having rendered an appeal to the people a measure of
almost indispensable necessity. Thus perished the Baba-
went of Earl Grey. The second, or " Yeti" Parliament,
although elected under Ministerial auspices, only re-
turned a very formidable Conservative minority to sup-
port Sir Robert, and the new Premier soon succumbed
,to the influence of th, Whig majority. The second
Melbourne Ministry, as it is well known, lived on until
1837,
gnineaesxutriiiingguicsahsetd
toe majority,i,aiwnaheeniti
ipthsoe
deathwoli.tthheaSmose•erreei
facto, after an existence of two sessions and a nalf. The
new House of Commons was almost equally balanced, as
regards parties, and but for the forbearm.ce of the Opposi-
tion, Lord Melbourne could never have remained at the
head of the Goveriant nt fur four years longer A crisis,
nowever, at last ensued, and the Whig Ministers ap-
pealed once mere to the constituencies. Ihe issue of
this contest was never doureed by either party ; the
star of agricultural protection was in the aseeneant, and
ad immense majority was returned by the county con-
stituencieii to enable Sir R. Peel to take D-rvning-
street by storm. The Melbourne Parliament of 1837
lasted about four years. The present Parliament, which
has endured fur six 3 ears,, has been a memorable one.
It was elected to protect the Corn laws, and it has
enacted free trade into a law. It began by hurling a
Whig Ministry from office, and has ended by ejecting a
" ~!,e with ecited Lord
1. Russell, now in a. nominal tednority 01 100, has tic'
,naliy encuuntereil less oppositien, and carried on his
ijuv""rnetit, with tar gr, ater ease since his lust ecces-
stun to power, than in the very pienite& of his pope-
%erity, w w/Lil a small out decisive nitjority tat the
Ministerial benches, he refused to hold office " on suf.
ferance."— Times.

COURT OF ALDERMEN.

---
On Tueday a court was hold for the dispatch of hnii-
ness. It was mentioned in the paper of business that
judgini nt would be given on the petuion of Mr. Stephen
Stuart CurtiN complaining of the conduct of Messrs.
Goad and brokers.

THE DEPLORABLE STATE OF THE GILTSPIIR-STREET

PRISON,

The SHERIFFS harieg esada their report on the state
of the City pri(oea,
Alderman WILSON rose and said he had received a
letter from the Towe-clerk, written by the direction et
the Committee of the whole Court, requesting his imme-
diate attention, as visiting magistrate, to the disordersy
conduct of the prisoners confined in Giltspur street
Compter. He begged to remark upon that communi-
cation that he had not been inattentive to his duties, but
that he had long been fully and tearfu.ly alive to tts
dreadful state of disorder which prevailed in that gaol,
and he be gged to say that he by no means deserved the
imposition of the personal relionsibilily now throw('
upon him; hut he would call upon the Court for its join'
assistance.—(Hear, hsar.) He had been occupied al-
most daily in endeavouring to restrain the prisoners
trorn the perpetration of acts of violence, and, not-
withstanding all his efforts, the greatest dangers were
I to be apprehended to the public peace, in consequence
of the existing insunordination. It was in veil,
that he addressed them in the language of expos-
tulation and menace. One of the riegleaders in the
disorders in a very short time demolished sixty
I nine panes of glass ; others followed the' example
that description. or outrage, sa hilst others cumruittt d
violent assaults upon their fellow-priseners. The
removal to separate cells produced no abatement of the
noise' and vispeeition to violence amongst the ebandomai
inmates. They threatened the governor, assaulted th•
turnkeys, and puller to pieces th• it beds, and (-very other
kind of furniture they could lay their hands upon, mid h
had at last been compelled to put in force the Act of Par-
liament authorising the infliction of corporal punishmen ,
an extremity to which he had never before resorted,
bring the principal offenders to a sense of their dut)
and of common decency. The e hole of the gross mis
conduct he bad faintly described arose, he must say,
from the want of the means of aceompliehing classifice
tion, from the want of a sufficient number of cells for the
separation, of the unrnanagers. lP teem the well-dispose,
and the impossibility in a pl .ce see ove.croe (led win
human beings to make any practical errengement for the
observance of order. He heel tee n e..deavoutiel;, fer tt!
last seven years to cruse the erection of a new ;sae'. so+
although some progre-s had teen made towards he
attainment of that great otject, he apprehended tha'
it was still almost confined to the imagination. If [le
important question happened to meet. with the (eta
/We of procrastination to which other importer.
matters had been subject. d, Governmsnt or Parlia
ment would, he hoped, effectually interfere. He was
determined to press the necessity of such interference
in order to prevent the serious mischiefs which every one
who witnessed, as he had witnessed, whet constantly
occurred in the Compter could not help anticipating.
It would be desirable to be informed by Sheriff Challis.
who was the chairman of the Building Committee, what
was the cruse of the delay, and what difficulties pre-
sented themselves in the prosecution of the labours of
that committee.
Alderman and Sheriff CIiALLIS said the reports which
he and his brother Sheriff presented differed in nothing
from the reports usually handed to the Court of Alder-
men, and the hooks of the visiting magistrates contarned
all the details of the daily occurrences with unintermitted
regularity, and were produced before the Committee
every Saturday. He adreitted that great evils area:
front the went of the means ef classify ittg the prisoners
in the Compter. in IP salsa tr eof those means the nP-
c-sAttry di•cip 'et Lst esl be es-ginned, but the magas
trades were do's, e'! tr. y ‘u d do to improv, the
prison as far as tl ..• eompatib'e with its size and existing
cal:abilities. They had sprinted a sub ....mmittee, who
had embod•ed a system of rules tear its regulation
end manes-teen and that sy rsem only required the
senction of tho Seetre)lary of S'9.P 10 be carried into
• fleet, and he had dete,rtnined to raise then salari,s on
those' who had the ,uperietendence of the inmates, se,
that a better class of men would be eiqgaged in the per-
formance of the duties. As regarded the new gaol, in,
time had been at all lust. The committee constantly as
rembled for the purpose of carrying out the intentions o!
the Court, impressed with the urgent nature of the ne-
cessity.—(Hear, hear.)
Alderman FAREBROTHER said that if the Comptet
was so much croaded with prisoners, it would be very
easy to 'ransfer a great portion of that crowd to New•
gate. in which prison, Ire m the nature of the arrange•
meats there, sufficient room could be supplied to effec.
classification to a certain extol-. He certainty couls
tint s e that the least biaine was attributable to the
magistrates, or that they we re chargeable with having,
in the remotest degree, c. used delay in the urect:on of
the new prison.
Sir PETER LAURIE deprecated the discussion of such
a question under the present circumstances, but be
hoped that the documentary matter on the subject of
transportation, published by order of the House of Los ds,
would be speedi:y broutht down to the court.
The RECORDER said he could state to a certainty that
the opinions of the English, Irish, and Scotch judges were
unanimously in favour of retaining transportation as a
punishment.—(Hear, hear.)
Alderman SIDNEY strongly condemned she -till exist-
ing abomination of Giltspur street Prison. the dreadful
state of which was the cause ..f the transfer mien 0•
such masses of the people. lie wit. cotte.ineed 'hat it tie
means of classification w re not eetopted, and the maws
tracy did not show more ace ity tie cart') oee'
great object of those who meant well to the commie ,
Government must take the whole business into their own
hands, and erect a building adapted to the exigencies rat
the time.

DEFECTIVE WEIGHTS AND MEASURES.

AlderjanHooPEß, in the Absence of Aid. I M:111 COP.:-
land, presented an important statement o• the in,p,ctors
of w. Wits. and m. a,ures for the city, of lxindon, and
liberties and precincts thereof, ti,r the year 1846.
T,e statement, which was ordered to bu prtnted and
distributed amongst the members of the court, contained
the result of the inspection : the nut her of co.ivictions in
each ward, tort ether with the amount of the fine* during
the years 1843, 1844, 1845, and 1846; the produce of
condemned weights and in. asures ; rise numbering of
beams and scales, weighing machines, weights and
measures under the supervision of the inspectors, and
the numbering of shops, public-houses, &c., using
weights, meausures, &c., under the supervision of the
inspectors.
JUDGMENT IN THE CASE OF THE SKIN FACTORS AND

BROKERS.

This caie came before the ,by a petition from
:Jr. Stephen Curtis, complaining that Messrs. Goad
and Rigg, brok -rs licensed by the Court, did previously
to a sale announce, as one of the conditions, that
one half per cent was to be paid by the buyer into
the hands of the belling broker on receiving the order
for the delivery of the grods ; that Mr. Curtis re-
monstrated at the time of sale againit the condition,
but the sale was proceeded with in spite of his re
monstra,:ce; that he purchased a certain quantity ot
hides at the sale; that on subiequrntly tendering the
price of the hides. le-s the halt-per cent.. the brokers re-
fused to receive that sum, and made a demand k their
:ittorn..ys f r the whole sum inc:uding the half per
cent.. which he was thus constrained to pay. The
petitioner averred that he did not in any way employ
the broker, and that the double broker,o2e was contra, y
to the civic laws and ussges, and injurious to verb,
The brokers in their reply stated that the charge o:
one half per cent. aas just and legal, and the long•esta
Wished usage of the trade. They quoted a legal opi
noon 'that they were acting either as factors or auc
tioneers, at .d might legally make the payment of one
halt per cent. a condit on of the sale, which tin
party buying on that condition could not then refuse t
pay, and they confidently ho,.ed that the Court would
not interfere with the custom of the trade.

The RECORDER stated the following to be the julg•
ment of the Court:—" That the petition having been
read, together wi:h tbe answer thereto, and the allega-
tions and proots of the parties considered, and c..uns. 1
heard thereon, this Court has resolv-d, that undi r all
the circumstances this Court will not take an) further
proceedings therein."
The Solicitor for Mr. Curtis rose to address the Court,
but
The RECORDER said the judgment of the Court was in
the terms he had expressed, and that there was n.,
comment or explanation to be made.
Alderman HUGHES HUGHES—It .a proper, too, that
the parties should understand that the judgment wks
unanimous.
Upon the motion of Alderman H. IluoHEs, seconded
by Alderman Lucks, the petition of .qtr. Curti. wa, the'
dismissed.

THE BROKERS' BOND,
Alderman FAREBROTHER Moved " That it be referred
to an especial committee to consider the terms of the
brokers' band and the various rule* and regul.iions
nu
in force, for the purpose 01 a!,ceraiiiing whether it i
expedient and proper to make any and what alteration.
therein in consequence of the changes which have taken
place in the mode of conducting buniness in the city of
London."
The :notion was agreed to, and it was resolved that
merohants and brokers should be invited to send in
written suggestions on the subject to the committee.

FIRE IN LElTll.—Yesterday (Sunday) morning a
fire broke out in the premises of Mfherson and Brown.
Tolbooth-wynd, about half-past five
confectioners, 53,
o'clock. Two engines were speedily on the spot, but nc
water in the pipes, until the Leith water officer journied tc
the Castle•hill, and ordered it to be put on. By this time
the tire had obtained a considerable ascendancy, but wa,
ultireately subdued about eight o'clock. The tenement con •
sists of five floors; the underground flat is the workshop o:
the firm, and is fitted up with ovens, flues, lice. ; the street
flat is the retail shop of the establishment, and the first fia:
above is the wholesale department. These three floors al
communicate by inside stairs, and are completely destroyed
Both the stock and building are said to be insured.—Gale
donjon Mercury. •
FATAL ACCIDENT AT EDGE HILL.—On Tuesday.
about two o'clock, as five men were debcendiro, the slat
Ring-street,ld..e-hil!.
of the new railway tunnel,
slipped frotn the drum, and the whole of the
the rope sli
five went to the bottom, a (kph of thirty-two yards. Ita very short time after one man was found quite lead
The other four were conveyed to the Twirl
have since died, and a third is not expected ut:itri‘e' c'o:2
The accident is attributed entirely to thee i,recentE.holicvrs.
rains. We may add, that Mr. Park, s r
was speedily on the spot, and renderedu °the' alet-ahnicli:
in his power. The name of the man who was killed was
Hayes ; the two who died :it t'n,, Lfirtiviry Were ist t
ui d
Metcalf and Sininion.— Liverpool Courier. 4
BEES SWARMING.—On Mond. V last* y' Angr
be-s, in the garden of Mr. wat; s
vited, no doubt., by the fineness 'h-
weathoi, Lett ttn'
I Thursday it hive of 3 threw
~tr a
fi
swartu ; and on Friday another hive, heionglog to tii,
:Arne individual) at lieunoway, also threw off a large
swarm,

LAW IN TELLIGENCE.
COURT OF KR UP i ,June 9.
(Before Mr. Cominiasioner ForrimANVE-) vr_
SUSPENSION OP A CERTIFICATE-1N RE A.1•1'15—
The oatikrupt, a brickmaker, in Hatton-.eaten'
,ttrao before the court on the question of certificate:-
Mr F11;;Iey and Mr. Sturgeon ,upported, and Mr.
opposed.

Di' ground of opposition was that the bankruptivent
had
mantled to trade after be was in hopelessly inso
ircutnstances. as VW
It is unnecessary to detail the facts of the case,
~e worth kn-win 4 will be found in the judgment of'
his
Honour.
... t,a COMMISSIONER said—The main facts as stated 14)
.he opposiEg creditor being admitted, I must say tbis it
.
not a case in which .I can grant the certificate acutarly t oce.
There is one objection which, though MOt
parti
&tided to to day, is one which I think it right to notice.
On a former occasion the bankrupt's answers to
put to him were anything but what they aug`lo $43 her
•.) .en. He prevaricated in a manner which, tlithouies
.iot perhaps calling upon me to use the extreme i'llnisi;
mint of committal, yet at the time induced me to 1...,
questions
1 special note of it, and for that prevarication, and to'
hat alone, I will suspend his certificate for three'
months. I wish to show bankrupts that when they
~onie here they must at least make a full, free. and frank
4viiwal of what they know regarding their affairs, and
in that way at least do all they can to satisfy their
cr
~itors. The next objection I have to notice is bid
.iaving gone i n in trade after his circumstances were,
-.0 in.olvent that lie actually made an asgignment 0'
The'
his property tor the benefit of his creditos ors.
profit
xradises amounted to within 50/. of the g
ual to blo
rs
A hilst the losses also were very nearly eq
orofit,i. The losses and the trade and personal expense.
put together amounts to upwards of 1,2001, what' hits
4,035 profits and receipts amount to only 6891. Irj.
xpenses were, in fact, wholly unwarrantable, and w;
hankrupt had no excuse whatever for carrying °
OIL:loess after the month of May, when his circumstance,
would leave him no reasonable hop of being able W C:
In as a trader ought. The bankrupt, in ,friur,c.,t" hi,
Th ro win g his property into the hands of Sp
ilsi'
orm,,r partner, de eated his creditors, and, byhops
a bill of
-alp which he had made out, deluded those with
w
'-ii• dealt into a belief in his solvency. There had been
:201. worth of property removed upon the very.evt! otl;1,
oat being issued, a circumstance surprisiPg in Ifiseialf,
yid which ought not to have occurred. . The 0 .
_,
ia,ignee rerted that whilst the partnership boox ui
~I.llen and Spilabury had been well kept, th();:sx°y
, l,eii since the dissolution of partnership ,liad been be
kept. Taking all these circumstances into account'
-elt himself bound to suspend the certificate for twelve
months.
Mr. BAGLEY—I hope your Honour .rill grant the
•
hankrupt your protection, as there is no m
fra7.l.
e oismssroNEß—Yes, let him have protection,
Protection
was accordingly granted.

RAILWAY SHARE MARKETS'
LIVERPOOL, JUNE 9. and
STOCK ExcHAsGE.—The Share Market continuo at°
steady, but only a limited amount of business has been fil:ced
acted. Prices, on the whole, way be said to have itnPro'n,,,,
to-day. Great Northern shares are offering freely, ecupott
quence of the heavy call which is now becoming 'l
luj(AO.
Olean. The sales are—Birtningham and Oxford Jun and
ction.
6y2 p.—East Lancashire, New, 144 dis.—Edinburgh
Bid-
Gla,•gow, oo Preston. teed a"l,,
log Halves, 7 p.—leetw d and West d
Junction, 1% dis.—Great Northern, 134 176Ys
Thirt.k, Preference. par—London and North-Westeraf toy,
bitto, Quarters (andnd M.), 16 p.itto. Quarters, `sta,
1014 p.— London South-Western, 65%--51014beetock_,,
ShAlidd, and Lincolnshire. Eighths, 2 dis.—Midland itortbl
401 Shares, p.—Ditto, New, 2% P. i. 4r
Staffordshire, 2% p.—South-Eastern and Dover, .0`
Thirds, dis.

MANCHESTER, JUNE 9. titir r
STOC K EXCHANG.K.—The sales are—Ambergate. N°t •nr ,
ham, Boston, and Eastern Junction. 1 5-16 dis.--13irintlioof
ham 8110 Dudley, sc. p.—Birmingham and Oxford Juin,c ...... -
6% p.— I;lack burn, Clitheroe, &c., .Preferentials, IYelid..
Fleetwood, Preston, and West Riding, 1 546 11:,dis"--Dittoc
derstield and Manchester Railway and Canal, ',Wt VLe-- 41/1
Thirds, IA p.—Leeds and Thirsk. Preferentials, NorthPaP---'
Dewsbury, and Manchester, 14 p.—London an4l sath
Western (Manchester and Birmingham) Quarters (131,4"."..,'
p.—Manchester, Buxton, Matlock, and Midland, 1,446,
Manchester and Leeth, Sixteenths, 7 11-16—Ditto. rA
c,. tfields
(late Wept Riding Union), 14 dis. n.—Manchester, out;tec
and Lincolnshire (Grimsby), 501. Shares, 8 dis.--g"lic"—: a,
and Southampton, 30s. 6d. c. dis.—North Staffordshir
2 7-16 n p.—Oldham Alliance, 5-16 dis.—Preston and WYre,
Halves (A), 3% p.—Ditto, Sixths, 5 13-16—Shreatsbu7
and Birmingham (A), 5-16 dis.—South• Eastern and D°Ce ' .

No. 4, 14 di-s. -
LEEDS, JUNE 9.
STOCK EXCHANGE. -The sates are-Ambergste, 1016.1:
ham, and 13..:5t0n, 1 c. dis.-East Lancashire, New,
-D itto, New (scrip),ris.-East and West 1.01',,
shire, 114 dis.- Great Northern, 345. dis.-Haddersfield 017.
Manchester 2s. 6d. p. -Leeds and Dewsbury, Halves'
p.-Leeds and Thirsk, dis.-Ditto, Preference, P':„A
London, Oxfsrd, and Cheltenham, 20s. dis.
Dritlield Junction, 15s. dis.-Manchester and Leeds,
Shares, par c.-Ditto, West Riding Union, 2s. 6cl.
Manchester, Buxton, Matlock, and Midland, ss.
Staffordshire, p.-North-Western, 31s. 6d. dis.--•W er
dale Junc:iun, 235. dis.-York and Newcastle, Pre!
once, 3 p. -Melton
SHEFFIELD, Jutrz 9.
STOCK EXCHANGE.-The sales are-Ambergate, Notting'
ham, and Boston, 265. die.-Great Northern, 38s. 6d. dith-;
Manchester, Sheffield, and Lincolnshire (Grimsby 1112,''
Sheffield), 81,4 dis.- Ditto, 201. Shares, 595, dis.-Ditto, 1-0*
10s. Shares, :375. dis.-Ditto (Sheffield and Lincoln),
Midland, 401. Shares, 4 p.-North Staffordshire, 441.
North- estern, 325. 6d. dis.-Wharfdale Junction, 225. dill'
EDINBURGH, JUNE 8.
STOCK EXCHANGE.-The sales are-Aberdeen, 301.!
Airdrie and Batiigate, 31. 10s.-Arbroath and Forfar, 274
158.-Ditto, Halves, 15/.-Ayr and Galloway, IL 19s. 6de'"
Caledonian, 291. 155.-Ditto, New, 21. ls. 6d.-Caledonian
and Dumbartonshire, 1!. 155.-Clydesdale Junction, 421.105'
- Deeside, 31. 55.-Duublane, Doune, and Callender, 1L„,,711',
6d.-Duudee and Arbroath, 401.-Ditto, New, No. 1, zf"
-Ditto. New, No. 2, 304-Ditto, New, No. 3, V. 2s. ou!,
-Dundee and Northern Junction, 11. 128.- Dundee or
Perth, 824 12s. Ditto, New, 131. -Ditto, Qtlieter9, Si•
4s.- East of Fife, 1/. 18s.-East Lothian Central, 11. 153.frt
Edinburgh and llathgate, 84-Edinburgh and Glasgow, iv,
-Ditto, Halves, 221.-Ditto, Quarters, 171. ss. -EdinhuPf
Leith, and Granton, 184 103.-Ditto, Preference, _204 1°61;
-Ditto, New, 21. 55.-Ditto, Quarters, 12s. 6d.- Edinburg.
and Northern, 171. 55.-Ditto, New, 3r. 68.-Ditto, NewP°,ll::
71. 2s. 6d-Ditto, ditto, New, 2/. 4s.-Edinburgh and pated
(New Co.), IL 125.-Ditto, Halves,6d.- Glasgow
Vi: .111,
Ayrshire, 117/. 10s.-Ditto, New Stock, 401. 10,,.-
Halves, No. 1, 94-Ditto, Halves, No. 2, 7L-o.l4seq„
Dumfries, and Carlisle, 54 Is.-Glasgow and Garnkirk, °ovd
10s.-Glasgow General Terminus, 121. 158.-Glasgow
Greenock, 17/.-Ditto, Halves, 8/. 155.-Ditto, Preferene‘st
St-Glasgow, Kilmarnock, and Ardro,san, 3/. 153.--61r__4
North .1 I•lcetland, 21. 28.-Great Northern (late ti
Northern), 21. 2s.- Ditto (late London and York), g:75.
6d.-Newcastle and Berwick, 27L-North British, 3 Ditto,
6d.-Ditto, Halves, 15/. 55.-Ditto, Quarters, 44 Sr"
New Quarters (scrip), 165.-Ditto, Thirds, 2/. lus'.,„ttiah
Ditto, Fifth, 61. 88.-Scottish Central, 24/. 155."-"'"'--•
SnieWS
Grand Junction, 198.-Scottish Midland, 181. 10s.--- ter,
bury and Heretbrd, 10s.-Shrewsbury, Oswestry, and 0053.
9/. 10s.-Ditto, New, 11.-Stirling and Dunfermline, 51'
-Stirling and Midland, 21. 55.-Wishaw and Coltness, 49
-York and Newcastle, 371.-Ditto, New, 14/. 55.-- 6d•
P eterence, 6/. 155.-Direct Bombay and Madras,2s. "":.
-East Indian, 35.-G,rat North of India, 2s. 6d.-Great
Southern of Sladras, 25.-Madras, Nallore, and Arcot, Is. 6d•

tiLASt i ) , urn,. 8.
Srocg EXCHANGE.—The vales are—Caledonian, 29V"
Dundee and Pert:), 331.—Ditto, Quarters, 655. 6d.-""
Glasgow, Barrhead, and Neilston Direct, 15fi—Glasgo_,
I)umtries, and Carlisle. 514—North British, Thirds, 535. ba•
—Paisley, Barrhead, and Burlet, 61s.—Stirling and Dull'
fel-mime, 975. 6d..

[ ADVERTISEMENT. I—MIRACULOUS RESTORATION OT
HEALTH BY HOLLOWAY'S PILLS :11—Miss Ellen Knight, 36, B...tantf.
hope -street, Regent's-hark, a young lady of the most delicate COws! of
tit' ion, had been a martyr to sutfet ing for years through overfluLt
bile and bad digestion, causing pa.pitation of the heart with 3'l:
difficulty of breathing
; to walk up the least ascent Was impract
cable; the best medical advice had been ob ained in Loudon, 11.,,,r
.
!H ingham , France, and other places, but in vain ; nor did sho rect,":
imy rehet until she took a course of Holloway's inestimable
and she is now, by their use, enjoying the ble+sings of healthz.l."::,,
lor the previous eighteen years she had been a stranger to.
all druggists, and at Processor Holloway's Establishment, 244, Str'"'"'
London.

BIRTHS.
On the 3d inst., at the Rectory, Spazton, Somersetshire,
the lady of the Rev. J. Galloway, of a son, who survived but
a few hours.
On the sth inst., at Fordham Rectory, the wife of the Roc.
%V. Harvey a erring, of a son.
On the 6th inst., the wife of George A. Rees, Aral-
lery-place, Finsbury square, of a son. A Abut
On the 6th inst., at Gerrard-street, Islington, Mrs...—
Stillwell, of a son.
011 the 7th inst., at Epsom, Surrey, the lady of Georg°
Giberne, Esq.,
lost a daughter. —lce of the
On the 7th o, at the Vicarage, Merton, the w
Rev. George Rawlinson, of a daughter. fife 0f 311.*
On the Bth inst., at Finsbury-place South, the
Charles
inst ,ot a son. v Sittl"
On the Bth at Upper Clapton, Mrs. George P. -
cox, of a daughter, still-born. Lorle'
On the Bth inst., at Kennington-oval, Mrs. Charlton
of.a still-horn infant.

MARRIED.
On the sth inst., at St. Mary's Church, Tiryans—►.
or
Thomas Adolphus Boyrenson, Esq., M.D., of the 110. efiter
pany's Bombay Army, to Augusta Marianne, nolY_Adliug
of the late Francis Swinfen, Esq.. of Lapley, Staff°l"Thoin°
On the sth inst., at All Souls', Langham-place, riett
Kirkby Thompson, Esq., of Mecklenburgb-square, to wortiso
Alice, only daughter of the late J. Turner, Esclq
House, near Cow bridge, Glamorgansbire. Jo2lo
On the 4th inst., at St. Helier's Church, Jersey, soo
to Cochrane, Esq., of her Majesty's 19th Regiment, Lodg6
daughter of Thomas Gibson Brewer, Ebcp, of Ella
Pinner, Middlesex.

oOini tilthee67titihillinsts?. DI ED-
,aat Clapham road, iia c„,,fge
tl.eoaard- K ' gton Ll°"
p ace, ensw ,
Leonard-place,
Mr. W'll. ni B. Oird.
White, Esq., aged 57. Irsnl
_Ox the 6th inst., at Anglesey, near Gosport, Thomas
Martin, the eldest son of Captain W. F. Martin. RS.
Ann, the
On the 6th inst. at the li'en-, ffice, Ely, Sarah
wife of Samuel Wens, Esq., aged 69. e .ctr th t.
On the 7th inst., Manna, tae wife of Mr. John v, a—
iton, of Rye-lane, Peckham, aged A top,
Ou the 7th inst., at Overburv, Worcestershire,Janale"
widow of the late 13. Eyston Esq. aged 83. Ad 71.
Ou the 7th inst., at Tunbridge, John Gilbert, Esq,
ag— Ad,
On the Bth inst., Andrew Henning, Esq., of Albiono
Stoke Newington. t of
On the 2sin of March, at the Gambia, West Coo her
Africa, the Rev. Francis John Harrison Rankin, ILA-,
Majesty's Colonial and Garrison Chaplain, aged 41.Defi iim.d.
On the 2d inst., H. Dixon, Esq., of Hie-streeam shire,
'nohn
On the 3d iust., at Newark, Nottingh
Stephenson, Esq., aged 81. Maria Arlo
On the 4th inst., at Chipping Barnet, Mrs.
M ffr, relict of the Rev. ‘iiilii.ini Marr, 13. D. of the
0,1 t ht. sth inst., at Brompton-row, Louisa, relict

of
reet, LottiBa, wid'•7l'
of 01 apet
• Un vj it. CI ADO 14°.e
h e pi
and, Printer, at Tlte N 0.112, Strand, In t
1 Savoh in tie County of bild(1100.1, Thadair 4'11'0,0,
847. the - •

to C. Ulan.

ance, is