The Sun.
London, England, 1846-05-30 00:00:00

, • -•---
SEE THE DAILY NE WS of JUNE 1.
Daily News Ofilcc, Whiterriars.

a „.......,_________
..0. .
a 0
p.. La
....„ (,)'< Bonus Emu; in i,O ..2 Assured RAILWAY COMMITTEES ._
.0, - Preuilam. :ism added. Cash. el 5 e may
0
a
.N .. Borrow. (YESTERDAY.)
..._
HOUSE OF LORDS.
1837 £217 15 1 £lOO 011 £l6 0 4 £445 0 0
£ £s. d. 1838 192 3 0 87 1 4 13 10 2 395 11 1 GROUP I.
60 1000 74 3 4 1940 11839 1656
17
1 16
54 010 0 74 1 9 17
18 101 3 1
296 13 4 346 2 3
LONDON AND YORK (THE EASTERN
11 ;
1841 111 6 8 49 10 0, 710 41 247 4 5 COUNTIES).

LONDON AND YORK (THE EASTERN
COUNTIES).
(Continued from our Afternoon Edition of yesterday.)

The division of profits is annual,"and the next will be made in
December of the present year.
F. FERGUSON CAMROUX, Secretary.

ROYAL-EXCHANGE ASSURANCE
, L• ECHANGE.
The COURT of O FFICEDIRECTROYORS Aof the CORPORATION of the
ROYAL-EXCHANGE ASSURANCE do hereby give notice, that
their TRANSFER-BOOKS will be SHUT from TUESDAY the 2d
of June next, to TUESDAY the 7th of July following, and that a
General Court of the said Corporation will be holden at their
Office at the Royal-Exchange, on WEDNESDAY, the 17th of June
next, at Twelve o'clock at noon, to consider of a dividend.
ALEXANDER GREEN, Secretary.
May 20th, 184 G.

UNDER THE ESPECIAL PATRON AGE OF HER MOST 1
GRACIOUS MAJF:STY TII7. QUEEN.
r HE ROYAL NAVAL, MILITARY, EAST'
ii INDIA, and GENERAL LIFE ASSURANCE SOCIETY,
13, WATERLOO-PLACE, LONDON.
DIRECTORS.
Cnetamatf—Lieut.-Colonel Sir FREDERICK SMITH, K.H.
DEPUTY-CHAIRMAN—COI. Sir WILLIAM GOSSETT, G. 8., K.C.11.
Admiral the Right Hon. Sir G. Cockburn, G.C.8., M.P., Lord of the
. _ _

Admiralty
Major-General Sir J. Cockburn, Bart., G.C.H.
General Sir Thomas Bradford, G.C.8., G.C.H.
Major-General Sir P. Ross, G.C.M.G., K.C.H.
Licatenant-General Sir John Gardiner, K.C.B.
Major-General Sir Hew D. Ross, K.C.8., RA,
Captain Sir George Back, R.N.
Major-Gtenetal Taylor, C. 8., E.I.C.S.
Major-General Edward Wynyard, C.B.
Major-General Arnold, K.H.,
Major-General Cleiland, E.I.C.S.
Lieutenant-Colonel H. Harmer, K.H., late R.H.G.
Lieutenant-Colonel Purchas, E.I.C.S.
Major Chadwell Clerke, K.H., F.R.S.
Archibald Hair, Esq., M.D., late R.H.G.
Captain Melville Grindlay, E.I. Army Agent
Captain William Lancey, R.E.
William Chard, Esq., Navy Agent
ames Nugent Daniell, Esq.
Wilbraham Taylor, Esq.
Am:wilt—John Finlaison, Esq., the Government Calculator.
Assurances are granted upon the lives of persons in every station
of life, and for every part of the world, upon particularly favourable
terms.

The witness was further examined in chief, at the conclusion 01
which, it being 4 o'clock, the Committee adjourned to 11 o'clock to•
morrow, when the cross-examination will commence.

HOUSE OF COMMONS.

GROUP 11.
•
The Committee met this morning at the usual hour; Viscouif
Morpeth in the chair.

CORNWALL RAILWAY.

The witnesses. called this day on behalf of the Bill were—Mr.
Trelawney, M.P. ; Mr. Pendarves, M.P. ; Captain Sullivan, Mr. Rodd,
and Mr. Williamson, who gave evidence in favour of the line.
The Committee then adjourned till Monday next.

GROUP I.
GARTCASR BRANCH.
(Continued from oar. Afternoon Edition of yesterday.

Persons assured in this office may change from one country to ano
ther without forfeiting their policies.

Mr. GRAHAM, agent for the promoters, informed the Committee
that there was only one opponent to the measure, whose consent to
the Bill had, however, been obtained, and final arrangements were
proceeding to allow the Bill to pass unopposed.
After some conversation the Committee adjourned to three o'clock,
to give time for preparation of the clauses, according to the arrange-
ment stated.

A Bonus, amounting to thirty per cent, on the actual value of the
policies, was apportioned to the.assured at the First Septennial Meet-
ing, held in the year 1844.

JOSEPH C. BRETTELL, Secretary.

NICOLL'S PALETOT of LLAMA CLOTH
registered 6 and 7 Vic., cap. 65.• Patronized by the Prince
Consort, Prince George of Cambridge, &c.

The Committee resumed its sitting at three o'clock, with the full
nnroher of Members as usual, when the remaining portion of the Bill
—Caledonian (Glasgow, &c., Branches)—was declared to have been
proved.

This overcoat recommends itself to the Public generally by its
peculiar elasticity and lightness, moderate price, and able defence
against the almost constant humidity of the climate of Great Britain.
To be had in London only of the Patentees, 114, Regent-street
and at 22, Cornhill.

The clauses relating to the Gartcash Branch were gone through
seriatim, and agreed to, with the amendments resulting from the
previous arra.gements.

The Bill as so amended was passed, and the Committee rose
having gone through all the Bills in the group assigned to it.

GROUP XIII,

PUBLICATIONS.

The Committee met to-dejai twelve o'clock, Sir Wm. Clay in the
chair. The other members present were Earl Jermyn, Mr. P. Ains-
worth, and Mr. Curteis.
C.ILLEDONVIN (La NGHOLPT 132,ANCH).
On the assembling of the Committee,
Mr. Hors, in the absence of Mr. Cockburn, who was
not present to sum up when called on, and whose
speech was therefore deferred, proceeded to address the
Committee against the North British Extension in respect to
the junction proposed at the Carlisle central station. If the Com-
mittee would sanction the junction in question, he hoped they
would place his clients, the Lancaster and Carlisle Company, in a
very awkward position. That company had already entered into an
understanding with three other eompanies for station accommo-
dation, and were the North British allowed to come in, in addition to
those, the public Inconvenience would be very great. So many
lines crossing at the station, and the influx of passengers,
would be so great, as not only to endanger the safe
working of the station, but to damage to a great
extent the whole arrangements of the Lancaster and Carlisle Com-
pany. His clients thought such a junction unjustifiable, as the public
convenience did not require this liawick line, the whole wants of the
district being fully supplied by the great line of the Cale-
donian Company. Their opinion was that the Hawick line was not
at all required, and they prayed the Committee would not allow
the line in question to come into the station, occasionally an alteration
of the level, depriving the Company with which arrangements had been
already made in regard to station room, and deranging the whole
affairs of the Lancaster and Carlisle Company. On these grounds,
therefore, he prayed that, even did the Committee tee fit to pass the
preamble of the Bill, they would allow the line to come r#4 further present than the outside or the walls or Carlisle; leaving it to d'
future session to legislate as to the mode in which it should enter
the city.
Mr. commume then proceeded to sum up the case on behalf
of the Caledonian Company. Ire submitted that no case had
been made out to justify the large amount of capital
named by the promoters of the Ilawick Company. They
proposed to expend from 600,0001. to 700,0001., the principal
portion of which would have to be spent in that part of the
line between Laugholm and Ilawick. Two-thirds of the capital
would be required for that part, against which he submitted that no
case of traffic had been made out. This extent of country was purely
an agricultural district; little traffic in respect to it had been made out,
and so the case had been made to depend on the manufacturing
character of Galashiels and llawiek. Then, in regard to these, the
largest of which had only a population of 8,000, the necessity of the
line was urged in regard to the traffic going to the south. With
respect to Hawick, it had been shown that the whole
value of the manufactures of Hawick, per annum, was
about 2,50,000/., or in weight, 520 tons, of which it had
been shown not more than eighty or ninety tons would find
its way to the south. In the case of the Hawick and Edinburgh line
of last year the great point dwelt on was the intercourse to the
north—to Edinburgh and Glasgow—and not that to the south, lint
even with regard to the small Southern traffic now shown it had
been proved that railway accommodation could be had to the south
by way of Bernick and Newcastle; and with regard to heavy
commodities to London, they would still have the steam
and sailing vessels from Leith and Berwick. The same
principle in respect to the course of trade applied to the imports to
Hawick and Galashiels. The principal import was wool, for which
it was alleged a railway communication was required in order to get
the article from Liverpool. Now, it had been shown that it could
be got from Hawick to London by steam and land conveyance for
225. a ton ; whereas, being a bulky article, it could not be brought
from Liveipool by railway, a distance of 168 miles, for less
than 3d. a ton per mile, making 425., thus showing a
balance in favour of the other route of 20a. a ton.
He apprehended with this kind of bulky commodity the water con-
veyance would always be preferred to that of land. Hawick and
Galashiels had already communication with Edinburgh and Berwick,
and they had the full benefit of the water conveyance from those
parts to the various ports of the United Kingdom. Reviewing the
whole manufacturing evidence of traffic, there was no case made out
to warrant such an enormous amount of capital. The next point of
the promoters, and on which they had laid great
stress, was the local traffic along the line, especially
coals. On that article alone they had estimated 24,000 tons to be
carried to Hawick for annual consumption, though last year they
endeavoured to prove that that place would be supplied in a great
measure from Mid-Lothian. The witnesses of his clients, Mr. Wil-
liamson anctMr. Wood, had proved that the extensive coal-fields
of Berwickshire, of- which the produce was superior to that of
Canobie, would supply Hawick in a great measure, and that supplies
would be had also from Northumberland and Mid-Lothian. On this
article of mineral, as well as on that of lime, it had been shown
that the North British promoters had greatly exaggerated their case.
The same applied to the alleged traffic in grain from Itoxburghshire
to Dumfriesshire. The reason for this expected traffic was, that
prices were higher in the latter county than in the former ; but it
had been subsequently preyed that prices between the two
districts were fast assimilating, and that no such traffic
as they took credit for could be had on . the various
heads. The North British took credit for 60,561/., but certainly
no case had been made out warranting such an amount of traffic.
The Learned Gentleman then went through the items of passenger
traffic, contending that from the evidence of Mr. Piper and Mr.
Tither, coach proprietors, of Carlisle, and of Mr. Pare, the traffic
taker, no such traffic existed on the line of road as they had taken
credit for. Not only had they swept the road of every person seen
upon the road, but they had in addition assumed that the traffic
would be developed to the extent of 150 per cent. more. It was
most unprecedented to sweep the road, and then add 150 per
cent. for increase. The proper correction, therefore, was two thirds
less than that they had taken credit for. Not only had the various
Items of traffic he had referred to been monstrously exaggerated,
but the same applied to the items of stone, bricks, timber, and small
parcels, on an of which Mr. Pare had, from correct data, made large
deductions. Mr. Pase's calculations were the result of observations
made at a fair average time of the year, and they had every ap-
pearance of being fair and reasonable. With regard to the
item of fish, which it was alleged would pass from Dun-
bar, he never heard a more monstrous assumption. They were
to bring the fish a long journey over the Scotch mountains, as if there
was no sea on the west side of the island, and Liverpool at present had
no fresh fish. It was most absurd to suppose that 2,100/. would be pro-
duced by any such means. Not only was Liverpool to be supplied with
fish, but also with slaughtered meat; but, at present, at all events,
no such traffic existed, nor did he think there would. But, supposing
even this traffic to arise, it was the legitimate traffic of the Cale-
donian which was now constructing on the faith of an Act of Parlia-
ment obtained last year. But, supposing a case of local traffic
was made out, what was the result in regard to the Caledonian line
already sanctioned ? It was no longer disguised that they intended
to be a through competing line with the Caledonian, and to take
away the traffic that was expected to come upon that line., He sub-
mitted, whatever might be the view of the Committee in regard to
granting accommodation for local traffic to any place that could
make out anything like a case of traffic, that on the grounds
of equity and justice the claims of the Caledonian should be
considered. That company was in a position from which they
could not recede, as a million of money would not re-instate
that Company in its former position, and therefore he did hope
the Committee would not grant a direct competing line through
to Edinburgh. With regard to theNithsdale line, the case was made
to depend on local traffic, and he believed the Committee decided it
on that view of the question, but in the present case of the North
British there was no disguise; the object was avowedly to compete
through to Edinburgh, against which he hoped his clients would be
protected by the decision of the Committee. If the matter of through
traffic was set aside, then he was quite sure no case of local traffic
had been made out. And then let them look at the character of the
estimates. He had called witnesses to show that 190,000/. more than
the capital of 660,0001. would be required to complete the line. Ther
was no doubt a conflict of authority on these points, still it Is e
matter for their grave deliberation, as the correctel results
were
given by experienced engineers, who were actually
en-
gaged
in making a line of railway :throag h milar
tract of country. Assuming that the one estimate was too high
the other mast be considered too low, and viewing this in connexion
with the corrections made In the traffic tables—assuming that both
sides were exaggerated, let the Committee_ Calmly consider whether
there was any case made Out to Warrant the construction of such a
line. The Learned Gentleman having amplified on these
points, proceeded to compare the portion of the Ilawickfrom Lang-
holm to Carlisle with the Caledonian scheme
the same points. The only difference be tween th(bsentwweealsi 2% miles ; and while the Ilawick promoters would have
to construct 19 miles of railway, the Caledonia!' would only have
to make l 3 miles of new railing. While the 234 miles of length was in
favourof the Hawick scheme, the vadients on the Caledonian line would
more than compensate for that difference ; for while the gradients on
1111 former were one in 140 for two miles, one in 130 for one and
three-quarter miles, and one in 175 for two and a half miles, the
heaviest gradient on the latter was one in 150. The difference in
point of expense would also be one-half less in favour of the Caledo-
nian line. The only point between Langholm and Carlisle that the
Caledonian did not touch was Langton; but he would, with
all deference, say, that there' was not a sorrier place in
her Majesty's dominions—there was not the Ines" of getting a
single dinner in the place. Sir James Graham submitted the inn in
the place was shut up. He did not think, therefpre, that there was
much necessity for railway accommodations I,r such a place. He
could well understand how the Duke of Buccleuch, through whose
property the line ran for 26 miles, and Sir James Graham, whose
estate was intersected for 8 miles--he could well understand
how they supported that scheme. It would no doubt be
an advantage to them, but he submitted,
the national
ing
the high character of these proprietors, that
capital should not be applied without a Pr9sPeCt Of remuneratinn, and

LOOK OUT FOR THE " DERBY ERA:
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THE RACIEST, RICHEST, and RAREST,
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MARVELLOUS blatßY PROPHECY.
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(Ist), and SIR TATTON SYKES (2d), and
NO MISTAKE.
Order the "Derby Era " of Saturday Next,

NEW WORK BY MR. W. C. TOWNSEND.
Just ready, in 2 vols. Bvo.,
TAE LIVES of TWELVE EMINENT
JUDGES of the Prese:.t Century. By W. CHARLES
TOWNSEND, Esq , A.M., Recorder of Macclesfield; Author of
"Memoirs of the House of Commons."
London: Longman, Brown, Green, and Longman.

On the 30th will be published, price 25.,
D OLMAN'S MAGAZINE,
No. XVl.—for JUNE.
Edited by MILES GERALD NEON, Esq.
Sick Calls, No 2, by the Rev. E. Price.
Facethe of the Bench and Bar.
The Dramatic Genius of Serjeant Talfourd.
Reminiscences of Remarkable Authors, No. 1, Dr. James
Johnson.
Vicissitudes of Illustrious Men—Sir Thomas More.
Who is the Author of the Modern Timon ?
On the Ceremonies and Observances of the Olden Time.
On the Expediency of Removing the Holy See to Leeds,
by the Editor.
9. Catholic Monthly
Correspondence and Intelligence.
London: C. Dolman, 61, New Bond-street ; Cumming, Dublin;
Stevenson, Edinburgh; Booker, Liverpool ; an 1 all Booksellers.

Art. 1.
2.
3.
4.

ON PULMONARY CONSUMPTION.
In one vol. Bvo., price Bs., the Third Edition, with coloured Plates,
CONSUMPTION CURABLE, and the manner
in which Nature as well as Remedial Art effects a Healing
Process in Cases of Consumption, explained and illustrated by highly
interesting cases.

By FRANCIS 11, RAISIADGE,
Fellow of the Coßev. of Surgeons, Senior Physician to the Infirmary
for Asthma, Consumption, and other Diseases of the Chest, &c.
" Experience covinces me that Dr. Ramadge's work is full of
interest, and merit% the special attention of practitioners."—Preface
to the French Translation, by M. Lebau, Physician to the King of
the Belgians.

TIIE DUBLIN UNIVERSITY MAGAZINE
for JUNE, price 2s. 6d., contains:—
Forest Dreams, by a Drearner—Gilllllian's Gallery of Literary
Portraits, &c.— The Six P's ; or, Poets, Painters, Politicians. Players,
Preachers, and Physicians Anthologia:Germanica. No. XXII.
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VII, VIII.—Index.
Dublin: James M.Glashan, 21, D'Olier-street ; W. S. Orr and Co.,
London, Sold by all Booksellers at home and abroad.
Of whom may also be bad, The FORTUNES of TORT OGH O'BRIEN. A Tale of the Wars
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Mr. Stephenson was examined as to the distances. The London
and York, including the loop, was 283 miles. The Eastern Counties
Extension was 227 miles. The expense of constructing the London
and York line, would almost construct the London and Birmingham
and Grand Junction lines, which were heavy lines, and the York and
North Midland lines, which were comparatively light lines. The
cost of railway construction was higher now than it was last year.
As there was a portion of the line easy and cheap of construction,
eight millions would be a fair estimate for constructing the London
and York line, according to Mr. Cubitt's plan.
The original estimate did not include the miscellaneous expenses,
such as law, Parliamentary, and surveying ; these expenses would
exceed 2,0001. per mile. The cost of constructing the Eastern
Counties Extension would be, including all expenses, about
400,0001. The: gradients .on the Eastern Counties line were
favourable. The gradients on the Cambridge line were almost a
level. They were as 1 In 1,700, 1 in 1,900, and lin 2,000;. with
these exceptions it was a perfect level. The gradients on Mr:
Cubitt's line were as lin 200. Practically speaking, the differene4
of distance in the two lines would be but little, considering
the superiority of the engines of the Eastern Counties
line ovr those which could be had by the London and York line. The
gradients on the :Eastern Counties were so favourable that the
engineers would be able to get over more ground, and the ultimate
result would be that the difference in distance would be almost anni-
hilated. The delays and stoppages which took place on many lines of
railway were owing generally to the character of the gradients, and
this would he the case with the London and York line.