The Sun.
London, England, 1840-06-09 00:00:00

We are of opinion, after great consideration, that
the Royal Marriage Act does not extend to any mar-
riages by any descendants of George IL, contracted and
solemnised bone fide out of Great Britain, and beyond
the limits of British jurisdiction, and that the marriage
of his Royal Highness the Duke of Sussex at Rome
was not a marriage impeachable under that statute.
" STEPHEN LUSHINGTON.
" GRIFFITHS RICHkRDS.
‘E:HDe
roec tfoo
follows
wCs
oamm
n arotnicsiel3frtohmjualy ialtBe3l." number of The
Sun.]

GREAT TEMPERANCE PROCES-

SION.

The Directors of Divisions and the General Directors
of the Society for the Suppression of Intemperance, of
which Earl Stanhope is the President, having made ar-
rangements for a grand procession in the metropolis yes-
terday, the Vice-Presidents, Officers, and the Executive
Committee, met in Finsbury Circus at nine o'clock.
The Northern Division also assembled in Finsbury
Circus at nine o'clock, and proceeded through Finsbury
Pavement, Moorgatc-street, Princes-street, Poultry,
Cheapside, Newgate-street, to Holborn-hill, to join the
other divisions.

The Rechabites assembled on Clerkenwell-green at
half-past seven o'clock, and proceeded to Finsbury Circus
to join the Northern Division.

The Southern Division assembled at the Temperance
Hall, St. George's-road, at nine o'clock, and proceeded
to Farringdun-street to join the other divisions.
The Metropolitan Catholic Association assembled on
Tower-hill, at seven o'clock, and proceeded to join the
Easters Division at Bethuai-green New Church.
The Western Division assembled in Brunswick-square,
at half-past nine o'clock, and proceeded to Hatton-garden
to join the other divisions.

The Eastern Division assembled at Bethnal-green New
Church; at eight o'clock, and then proceeded to join the
Northern Division.

The divisions were _in readiness near Holborn at 11
o'clock, and proceeded in the following order :-
- Three military trumpeters on horseback.
Large banner of the Executive CoMmittee.
Gentlemen on horseback, from all the divisions.

Large banner of the City and North of London Auxi-
liary.

Band of the Scots Fusilier Guards.
Members on foot, from the divisions, in the following

order: --

1. Northern Division
2. Rcehabite Tents

4. Metropolitan Catholic
I Association►

I 5. Western Division
3. Southern Division
6. Eastern Division.
Each auxiliary was headed by their banners and bands,
with flags interspersed.
The various blanches headed by their banners.
The youths' societies in the division headed by their
banners.
The general directors on horseback.

CARRIAGES.
Vice- Presidents of the so- I Executive committee of the
ciety. society.
Officers of the society. I Agents of the society.
Carriages of the various divisions, in the same order as
the foot.

A van, with a printing-press, distributing tracts as it
proceeded through the route.
Vans of the various divisions in the same order as the
foot.

The procession having formed into line proceeded
through Holborn, Southampton-street, Bloomsbury-
square, Montague-street, Russell-square, where it joined
the New British and Foreign Temperance Society, (who
then went first,) and continued through Keppel-street,
Store-street, Tottenham-court-road, Goodge-street,
Charles-street, Mortimer-street, Great Portland-street,
Devonshire-street, Portland-place, Langham_place, Re-
gent-street, Piccadilly, St. James's-street, Pall-mall,
Charing-cross. Whitehall, Parliament-street, Westmin
ster-bridge, York-road, Stamford street, Blackfriar's-
road. Each Society then branched off to their various
localities.
Most of the members wore favours.
lir the course of the evening meetings were held for
the purpose of recommending the principles of the So•
ciety, at Finsbury Chapel, Moorfields, at Temperance
Hall, St. Geerge's-road, near the Elephant and Castle,
and at Temperance Hotel, London.lane, Hackney.
• The whole body of the prOcession, consisting of mem-
bers of all the metropolitan societies, passed along Char-
ing-cross and Wh:tchail, in their way over Westminster-
bridge, between one and half-past two. Its numbers
amounted to between 16 and 20,000 persons, about
4,000 of whom were in open carriages, covered vans, and
other vehicles. The procession presented a highly re-
spectable appearance ; and the gay colours of the various
banners and devices, and the enlivening strains of the dif-
ferent bands of music, gave to the whole a very imposing
effect. The greatest order and decorum marked the pro-
ceedings of the day, and notwithstanding the crowded
state of the streets, and the breaking down of one or two
carriages, no serious accident or personal injury marred
the harmony and moral festivity of the day.

CARLISLE AND LANCASTER

RAILWAY.

(From the Carlisle Journal.)
Through the kind attention of P. H. Howard, Esq.,
M.P., we have this week been put in possession of a
copy of the Report of the Commissioners appointed to
examine the competing lines from Lancaster to Carlisle ;
and hasten to lay before our readers the most important
part of this most interesting and valuable document.
After describing the various lines submitted to their
inspection the Commissioners proceed to say :
Having now described in sufficient detail the principal
features, as far as regards construction, of the three
competing lines, we shall proceed to consider their de-
fects and advantages, in order to decide upon their re-
lative merits.

In the two inland lines, which we shall first compare
together, the most striking defects are, obviously, their
summit tunnels.

At the conclusion of our inspection of the country,
we felt that, if in other respects the engineering difficul-
ties should be nearly balanced, it would be on the pro-
bable cost and time of forming these tunnels that the
preference would depend ; and we therefore considered
it indispensably necessary to determine the accuracy of
both sections, in their delineations of the summit hills,
and of the length of the tunnels to be formed through
them.

At our suggestion their Lordships were pleased to
authorise the employment of Lieut. Hew Dalrymple
Fanshaw, of the 12th foot, in surveying both the Gate
Scarth and the Orton summit. This officer has com-
pleted the duty entrusted to him with great care, and in
the most satisfactory and creditable manner, having had
recourse to trigonometrical (operations for determining
the heights and distances where the ground became too
broken to admit of entire reliance being placed on the
more ordinary but less accurate mode of ascertaining
them by levelling. We may therefore concludo that
the tunnel of the Kendal line would be 21 miles, and
that of the Lune line only 1i in length, as shown in the
sections in the Appendix.

We have already stated that according to the best
geological authorities, the Gate Scarth consists of a
mass of green slate and porphyry, while the Orton Scar
is in the limestone formation.

We have made most diligent inquiries, to ascertain
from practical miners the cost of driving galleries in rock
of both the above descriptions ; and although we have
found the statements with which they have favoured us
far from being in accordance, they yet generally admit,
that there is a much greater facility of working in lime-
stone, such as the Orton Scar is supposed to be, than
in the green slate ; and we feel warranted, from the in-
formation we have received, and from our own observa-
tion, in concluding, that supposing the length of the
tunnels to be equal, and both to he worked from the
ends only, the cost and time of forming the Gate Scarth
tunnel, would be at least cne half more than that of the
Orton tunnel. But this difference would in reality, be
materially increased from the greater extent of the
former, and from the difficulty in making shafts in the
Gate Scarth, to accelerate the progress of the work.
From the conformation of the Orton Hill, on the con-
trary, any number of shafts may be sunk, and the work
proportionably expedited ; but by reference to the sec•
tion, it will be seen that this is not the case with the
Gate Scarth.
Thus there is in this part of the Lune line a great
and manifest superiority over the Kendal line, and we
find that, in regard also to the amount of cuttings, em-
bankments bridges, and viaducts, the merit of more
economical construction, is due to the Lune line. By
the following: tables, it will likewise be seen, that the
gradients arc in favour of the Lune line ; so that, with
the exceptior of its being a little longer, all the engi-
neering properties entitle the Lune line to a preference.
[The Commissioners then give the tables of gradients
on the two line, but want of room compels us to omit
them this week.
Referring nos.. to the mechanical properties of these
lioies'l
it appears that the length of railroad to be exe-
curc mon the c' line, between the terminus of the
p ston and Lanwster Railway at Lancaster, and the
114ryport Railway, amounts to 66 miles 42 chains,
antl that the leng Oa of the Maryport and Carlisle
lUilway, which is non' is progress, is 28 miles 3 chains,
making the whole distance between Lancaster and Car-
lislte 94 miles 45 chain the gradients being of a favour-
abfi! description.
By the inland line of the valley of the Lune, Orton