The Sun.
London, England, 1846-07-02 00:00:00

TIN_ SUN, LONDON, THURSDAY EVENING, JULY

the western and the other on the eastern side of Far-
ringdon-street. The area occupied by both would be
500,000 feet,. Mr. Pearson proposes a very ingenious
arrangement of his terminus with a view of economising
space ; but his scheme is open to the same objections
as apply to all other city termini, and we, therefore,
cannot recommend it.
Mr. Pearson has also placed before us plans for im-
proving the habitations and increasing the comforts of
persons of the middle and lower classes, by means of a
railway in connexion with a suburban village, which are
ingenious and highly creditable to him. But on these
it is not for us to offer an opinion.
11. THE GREAT WESTERN, BRENTFORD, AND CENTRAL

JUNCTION TERMINUS RAILWAY.

The promoters of this project, for which a company
has not been formed, intend that it should leave the
Great Western at West Drayton, and pass through
Hounslow, Brentford, Turnham-green, Hammersmith,
Brompton, Chelsea, Pimlico, and Westminster, and meet
the Thames Embankment line at Ilungerford.
It is also designed that this railway should be the
means of bringing the London and Birmingham traffic
to the samo southern terminus by means of the West
London Line ; and that it should receive the traffic of
the Direct Exeter Railway, should such a line be
formed.

It is proposed to have four lines to accommodate the
short traffic, as well as that coining from the two long
lines. The trains to be propelled on the atmospheric
principle.
The engineer of the Brentford Junction proposes to
take a low level, so as to pass under the roads and streets
in coming into London ; and it has been suggested by
Mr. Moffatt, the architect, that from Pimlico to West•
minster the line should be laid down in a railway street.
the opposite sides of which should be 160 feet apart, hav-
ing rows of trees on each side of the railway.
It is further intended, if the London and Birmingham
and Great Western Railway traffic should be brought in
by this line, that an ample station should be provided in
that part of Westminster which is behind the Mews
and Westminster Hospital; and in this case the Mews
would be taken by the railway company. Thence the
line would pass under the junction of Great George-
street and Parliament-street, and be brought into con-
nexion with the Thames Embankment in front of and
under the Terrace of Whitehall-gardens; but in such
manner that the railway would not be visible from the
gardens.
Proceeding eastward from Whitehall-gardens, the
railway would rise to a higher level, so as to correspond
with the top of the embankment at Hungerford-bridge.
The line would pass under the first arch of Waterloo.
bridge, then rise from Somerset House to a level of 42
feet above the Trinity datum, in front of the Temple-
gardens, and pass over the north end of Blackfriars-
bridge by a viaduct. Thence it would be carried
through the City, crossing King William-street, to form
a connexion wits► the Blackwall Railway. In front of
the Temple-gardens the railway would be 38 feet above
the carriage-way on the proposed embankment. Be-
tween Blackfriars-bridge and the Blackwall Terminus a
railway street would be formed, having a width of 75
feet between the opposite houses; the carriage-way being
under the railway. At King William-street the viaduet
would be at such an elevation as to leave 20 feet head-
room for loaded waggons.
The projectors of the Thames Embankment Railway
Company propose to construct the embankment free of
cost to the public, provided they are permitted to form
the Hungerford and Blackwall Railway.
The estimate from Hungerford Market to Blackfriars,
including the Thames embankment for that portion, is
500,000/.

The estimate from West Drayton to Hungerford is
1,100,0001. There would be stations at Hungerford,
Waterloo-bridge, Blackfriars -bridge, King William-
street, and at Penchurch-street, where additional ground
would be taken to enlarge the present station.
It is also a part of this project to form a junction with
the London-bridge station of the Dover, Brighton, and
Croydon Railways, by carrying a double line of rails
over the present carriage road of London-bridge. This,
however, as well as the crossing of the Southwark-
bridge in the same manner, to join the North Kent Rail-
way, would have been independent parts of the general
scheme.

To that portion of this line by which, leaving the
shore of the river, it is proposed to connect the em-
bankment with the Blackwell terminus in Fenchurch-
street, all the objections which vie have pointed out to
the passage of a railway through a populous and busy
part of the City apply in their fullest force.
We also see great objection to a railway being carried
across any of the bridges, at a level so high as to allow
of the carriage and other traffic remaining undisturbed.
The advantage of an economy of space effected by such
an arrangement would be more than counterbalanced,
by the necessity which it imposes of approaching the
bridge on a viaduct ; which, of all methods by which a
railway can be carried through a town, is the most in-
convenient and injurious to property.
As regards that portion of the line which would con-
nect the Great Western Railway and the neighbourhood
of Hounslow, Brentford, &c., with a terminus in West-
minster, we are of opinion that the wants and conveni-
ence of the district through which this line would pass,
might be equally well served by one which would carry
passengers and goods to the already existing station of the
South-Western Railway at Nine Elms, and to the other
terminus of that line, already sanctioned by Parliament,
at Waterloo-bridge. And therefore we are not disposed
to recommend the establishment of a terminus in the
heart of Westminster, at the expense of much interfe-
rence with property, and probably with future improve•
ments in that part of the metropolis.
There remains that portion of the scheme which would
follow the line of the Thames Embankment. To this,
unconnected with any terminus fur the reception of
traffic from distant parts of the country, and used solely
as a line of short passenger traffic, in the manner of the
Blackwell Railway, we are not prepared to raise any ob-
jection. We are, on the contrary, disposed to think that
such a line might be a convenience to the public ; at all
events it would draw off a considerable portion of the
overcrowded traffic of Fleet-street and the Strand, and
therefore that if it can be constructed as not to disfigure
the embankment, or to cause any additional interference
with the traffic of the river, and with the convenience of
wharfs and warehouses, or any deterioration of private
property, it will deserve the consideration of Parliamen tr.
In the doubt which exists as to the formation of an
embankment, we have not thought it necessary to exa-
mine closely how far the above conditions might be com-
plied with, but if an embankment of the river should be
sanctioned by Parliament, we have no reason to think
them impracticable.
12. THE THAMES EMBANKMENT CENTRAL TERMINUS.
Mr. Page, the engineer, has informed us that the
Central Terminus Company propose to subscribe money
for the construction of a central portion of the Thames
Embankment, provided they may have space on the
embankment for a grand terminus between Waterloo and
If ungerford-bridge.
The confusion that would result from any general
terminus, for the accommodation of several railways, is
a matter so generally admitted, and so strongly insisted
on by persons most experienced in railway matters, that
such a project could scarcely be entertained, even if
ample approaches were formed to it ; but any such ter-
minus, which would have to be approached by the nar-
row and much-thronged thoroughfare of the Strand, as
it now exists, would, it appears to us, be a great public
evil.

bridge which Mr. Martin proposes to construct over
Chelsea Reach,
Mr. Martn proposes to have a continuous line along
the north bank of the river, from Barking-reach to
Chelsea ; and he proposes further to have a branch from
the river side, near Limehouse, up to Stratford, and
another from Blackfriars•bridge, passing the north side
of the Tower to the north side of St. Katherine's and
the London Docks, and joining the former branch at
Stepney. He also suggests that in connexion with this
railway there should be a great northern depot at Shore-
ditch.
The object which Mr. Martin has in view is to connect
the northern and southern railways, to afford travellers
a facility of transit from one metropolitan district to
another, and to facilitate the transmission of merchan-
dise and coals from the river to various parts of the
metropolis, as well as to the different railway stations ;
for this last purpose he proposes to construct (as shown
in his plan) 70 floating piers on the north bank of the
river, and 51 on the southern bank.
It appears that Mr. Martin has neither prepared de-
tailed estimates nor surveys of any part of the scheme
he has submitted to us ; and, therefore, it is not pos-
sible to enter into its merits. But it is quite evident that
to carry it into execution would require an enormous
outlay of capital ; and we can conceive no commen-
surate advantages in the construction of a very expensive
railway along both hanks of the Thames, or in the con-
struction of his numerous floating piers, which, it ap-
pears to us, would very materially interfere with the
general navigation of the river.
The line from Blackfriars-bridge to Stepney is open
to the same objections as those we have represented to
exist to other lines passing through the City.
The greater proportion of Mr. Martin's project being
beyond the limits of our inquiry, we are precluded, even
if we had the means, of drawing a comparison between
this and other projects for connecting the northern and
southern railways.
15. THE NATIONAL JUNCTION AND CITY OF LONDON
TERMINUS COMPANY.
No company has been formed for this project. The
object of its promoters is to connect the southern and
northern railways, and to make one general terminus in
the City. No general plan was produced to the com-
mission ; the surveys of the line are not complete,
neither has any estimate been formed of the probable
cost of the work.
It is proposed to allot ten acres in the City for their
central terminus, which would be at or near Farringdon-
street, and to provide wharfs and stations on both sides
of the Thames. A direct line of communication would
be formed from the south-eastern parts of the borough
of Southwark to the north-west, by King's-cross, to
Camden town.
It is proposed to pass 18 feet below the level of the
present surface of Fleet-street by open cutting, across
the high ground of New-street-square, under the present
level of the surface of Holborn-hill, and by open cutting
to Back-hill.
The promoters of this scheme contemplate com-
municating with the Great Western, by passing round
the Regent's-pa'rk, by St. John's-wood and Maida-hill ;
but the whole project is in so undigested and imperfect
a state, that we cannot form any just opinion either of
its merits or defects.
On the south side of the Thames, the schemes which
come within the limits prescribed in our instructions are
as follows :
Taking up the line from New Cross it would proceed
towards Union-street, through Lock's-fields across the
New Kent-road, passing between the County Gaol and
Trinity-square. At New Cross it would be carried
over the Croydon Railway, having a back branch to ad-
mit the traffic from Brighton and Croydon. There
would be a branch into the New Cross Station commu-
nicating wi h London-bridge, and further eastward
another branch which would be in connexion with the
Greenwich Railway.
The principal terminus of the North Kent R tilway is
proposed to be at Union-street. In approaching this
terminus the line is to be carried upon a viaduct, and eo
road would be crossed on a level between New Cross
and Union-street. The connexion with the West-end is
proposed to be accomplished by forming a junction with
the proposed South-Western Extension line ; and should
the South-Western Company think fit they would be
permitted to use the Union-street terminus.
This terminus, which appears to be conveniently con-
trived, as well as that part of the line which is in imme-
diate connexion with it, would pass through the district
called the " Mint," consisting chiefly of houses of an in-
ferior description.
It was originally the intention of the North Kent
Company to form a West-end line from Union-street ;
but, with the view of avoiding expense and unnecessary
destruction of private property, the company, on finding
that the South. Western line was to be extended to
London-bridge, came to an arrangement to form a junc-
tion with that extension, and to make the viaduct on
which it would be constructed common to the traffic of
both companies.
The North Kent Railway, in its approach to Union-
street, would not interfere with any church property or
public buildings.
From the New Cross to Union-street, the property is
valued at 303,000/., the distance being 3i miles. This
includes the price of the land required for the terminus,
which is estimated at 80,0001.
The viaduct would be of brickwork principally ; and in
the °pan country it would be upon an embankment be-
tween retaining walls.
The extent of station room at Union-street is to be
four acres. The upper level, which is twenty-feet above
the pavement in Union-street, would be appropriated for
passengers, and the lower portion for the stowage of
goods.

The roads for the egress and ingress of passengers
and carriages appear to be very conveniently arranged.
For the project, a part of which is above described, a
Bill has been for some months before Parliament ; but
the North Kent Company have a separate scheme for
extending the line across Southwark-bridge to Thames
street, where they propose to form a goods station. To
the passing of this bridge, and the establishing a station
in so thronged a part of the metropolis, we see grave
objections, as we do not find that any improvement of
the adjacent thoroughfares or approaches is contem-
plated by the company.
They at one time had an intention of still further ex-
tending the line for passengers up Bucklersbury. But
to such a scheme, whatever may be the inconvenience it
would afford to the city passengers in general, all the
objections which we have already made to such projects
fully apply.
We are, however, of opinion that the North Kent
Railway, or any other line which might be sanctioned
by the Legislature as best suited to the wants of the
country through which that railway proposes to pass,
may properly, and with advantage to the public, be per-
mitted to approach the south bank of the river at any
convenient spot in the neighbourhood of the bridges ;
and in this view the Union-street Station seems unob-
jectionable as a City terminus, provided the North Kent
Company will undertake to widen one side of Union-
street ; and to make such arrangements for the standing
of the public and private carriages, as shall prevent any
interruption of the street traffic in that quarter.
An improvement of the street communicating between
Union-street and Great Surrey-street is very desirable,
even in the present state of things; and should the North
Kent Railway be formed, and its terminus be placed at
Union-street, that improvement would become absolutely
necessary, not only for the general street traffic, but also
for railway passengers. Under these circumstances, the
North Kent Company should be required to contribute
towards such improvement.
If a new street should be formed in that quarter, the
traveller by the North Kent Railway would be able to
approach the terminus from the City, either by Black-
friars-bridge or London-bridge, toll free ; and it is a
question whether the company would not find it to their
advantage to make Southwark-bridge toll free also for
the railway passengers.
If the approaches to a terminus in Union •street were
thus opened and made commodious, we are of opinion
that a station on that spot woul I be more convenient to
the City passengers to and from North Kent, than one at
London-bridge; because they would then have three
bridges by which to reach the City ; whereas the Lon
don-bridge Station is chiefly dependant on the approach
by London-bridge.
We also think that the convenience of the West-end
passengers would be satisfactorily provided for by a
junction with the South-Western Extension.
We, however, gather from the evidence that has been
laid before us by the South-Eastern Company, that
,here has been a want of proper combination in the en-
gineering arrangements of the South-Western and
North Kent Companies; but an improvement in these
art angetnents might he made under the sanction of the
Legislature, which would produce the required result
without entailing unnecessary expenditure upon the
parties.
2. SOUTII-EAiTERN EXTENSION TO WATERLOO-BRIDGE.
This is a part of the South-Eastern scheme for the
North Kent traffic, and it is for the purpose of giving
the travellers by that line a West•end terminus.
More properly, it might be called the West-end
branch.
It is intended to connect it with the Greenwich Rail-
way at the point where that line crosses the Grand
Surrey Canal.
This branch is to commence at the junction, by a plane
descending to the point where it would pass under the
embankment of the Croydon Railway; from which
point it would again ascend to the level necessary to
admit of crossing the streets in proceeding to the ter-
minus at the Waterloo-bridge-road. The descending
plane would have a gradient of 1 in 29, and the ascend-
ing a gradient of I in 233, extending to the Grange-
road,
where the railway will have attained the requisite
height.
This line would, in its course, interfere with church
property in two instances. It would have to be formed
over the site now occupied by St. Mary's Church, the
new district church of the parish
of St. George the
Martyr ; and after passing the Westrninster-bridge•road,
it would be carried close to a new district church, which,
however, has not been consecrated.
It is generally admitted that the Bricklayers' Arms
terminus is very inconvenient for passengers coming from
or proceeding to the north side of the Thames ; and
there can be no question that any station near Waterloo-
bridge would bs much more central and convenient for
them. There the approaches are numerous and spacious,
and the level of the terminus might
be made to corre-
spond with that at the south end of the bridge. Should
such an arrangement be approved,
it would be desirable,
in order to obviate the great inconvenience which arises
from the stoppage of a continuous stream of traffic at a
toll-bar, that Waterloo-bridge should be made free to the
railway passengers.
Although we are not required to enter into the con-
sideration of the engineering details of the various pro-
jects brought before us, we think it necessary to state,
that it is by no means clear, from the evidence of the
various witnesses, that, under all the circumstances, the
most favourable line has been selected for this extension,
There are no objections to the arrangements of the levels
near the present Bricklayers' Arras station, as well as to

the proposed crossing of the South-Western:Extension
line on a level.
In the first case, the project of £he South-Eastern
Comeau is to carry their line for goods to the Brick-
layers' Arms on gradients which would compel the
public, in using some thoroughfares in that neighbour-
hood, to cross the rails on a level. Nothing can be more
objectionable ; for although this branch is only for the
goods trains, which should not move at high velocities,
yet it is well known that engine drivers are very regard-
less of regulations as to the limit of speed. The public
safety therefore demands some changes by which the
great risk of collisions, which would result from adopting
the plan submitted to the Commission, may be avoided.
This, however, according to the plans at present pro-
posed by the company, cannot be effected by carrying
the public roads over the goods line in bridges, inasmuch
as the viaduct proposed for the extension line would run
so close to the goods line as to make that impossible.
Some alteration, therefore, in the direction of the exten-
sion line is indispensable.
In the second place, it is proposed by the South-
Eastern Company to cross the South-Western Exten-
sion line on a level in running into their terminus. This
is quite inadmissible, for as both companies propose to
run frequent trains for the short traffic, it would be im-
possible to adopt such precautions as would in foggy
weather prevent collisions of a fearful character. It is,
therefore, necessary that one or both of these companies
should so alter their levels or lines of direction as to re-
move this objection.
If the North Kent Company should fail to carry their
Bill, the South-Eastern Company would have the oppor-
tunity of taking a fresh line, in which the defects of their
present extension scheme might be altogether avoided,
and it cannot, therefore, in its present shape be recom-
mended. It, however, the general line should be sanc-
tioned, some means should be found for overcoming the
difficulties pointed out.
3. THE SOUTH-WESTERN EXTENSION FROM THE YORE-
ROAD TO LONDON-BRIDGE.
The Bill obtained by the South-Western Company
last year enables them to extend their line from Nine
Elms to a station or terminus at Waterloo road. Their
present object is to extend the railway to a terminus
which they propose to establish on the right bank of the
Thames, near St. Saviour's Church, wkere they would
have the advantage of good wharfage. This further
line of extension would cross Waterloo-road and Great
Surrey-street, and touching the south-west angle of the
Borough-market, it would pass near the west-end of St.
Saviour's church, and terminate at or near the river
side. In its whole length this line would be carried on
a lofty viaduct.
From the evidence before the Commission, there is
every reason to believe that the proposed extension
would afford considerable facilities for the commercial
transactions of the South-Western Company, and that
it would give great convenience to the City pa: sengers
who use this line of railway.
It has been suggested by Mr. Alderman Humphreys
and others, that, coupled with the permission to make
the extension line to London-bridge, there should be the
obligation to leave, on one, if not on both sides of the
proposed railway viaduct, a wide thoroughfare or street
for the accommodation of the foot passengers and car-
riage traffic of that district.
There can be no doubt that such an additional
thoroughfare would be a great accommodation to the
public ; but as it has not been shown that the district
through which the line is proposed to be carried would
be materially injured, or that any important lines of
communication would be interfered with by the railway,
we cannot recommend that it should be made com-
pulsory oe the company to incur the whole expense of
purchasing the property necessary to make this thorough-
fare.

The whole width that would be occupied by the rail-
way would not exceed 35 feet, and for access to the
viaduct on one side 15 feet more would suffice, making a
total of 50 feet. But if the company should be compelled
to leave a thoroughfare of 50 feet in width, as proposed
by Mr. Alderman Humphreys and others, they would
have to purchase as their minimum width 95 feet, which
would nearly double the cost of the property to be ac-
quired.
They might, however, fairly be required to contribute
toward the object in view, and at least they should give
over for this public purpose all such portions of ground
as they may be under the necessity of purchasing beyond
the space absolutely required for the railway ; and he
have received evidence that they would not be unwilling
to do this.
Objections have been made to this extension, on the
ground of its interference with the Borough Market,
and some alms-houses in that neighbourhood, and also
on the ground of its passing so near to the west-end of
St. Saviour's Church as to interfere with the approaches
to it, and to subject the congregation to interruption
during the performance of divine service. None of
these objections are, however, insuperable.
In the first place, the company should be prohibited
from running trains either into or from this terminus
during the hours of worship. Secondly, an arrange-
ment satisfactory to the trustess for the alms-houses
should be entered into, subject to arbitration, if neces-
sary ; and a similar arrangement might be adopted with
regard to the Borough Market.
Subject to these conditions, and the further condition
that an arrangement, satisfactory to the proper tribunal,
takes place between the South-Western Company and
the South-Eastern Company, that shall prevent the
necessity of these lines crossing each other upon the
level, the projected extension of the South-Western line
from York-road to the proposed terminus at London-
bridge is recommended.

4. THE WEST-END AND SOUTHERN COUNTIES RAILWAY.
This line is projected to join the Greenwich Railway
at the station at High-street, Deptford, from whence it
would take a westerly course, passing over the Dover
high-road near rlatcham, and running nearly parallel
to the high-road, through Peckham and Camberwell.
It would there sweep round the north side of Kenning-
ton-common, and, crossing the Clapham-road at New-
ington-place, it would proceed in almost a direct line
to Waterloo-bridge, which it would cross, as detailed in
the evidence of Mr. J. D. Paine, to its proposed ter-
minus in Wellington-place.
No traffic returns were laid before the Commission ;
but taking into consideration the cost of the work, and
that it would convey very little of the Greenwich or
Deptford population, in the event of the South-Eastern
Company forming a West-end line for passengers, and
bearing in mind that the Greenwich railway has been
found a very unprofitable investment, it is manifest that,
even if such a line is wanted for the district through
which it would pass (a matter open to doubt), it can
hardly be expected that it would be remunerative.
The passage over Waterloo-bridge, in the manner
proposed by the engineer of this line, is considered
quite inadmissible, as well as the contemplated terminus
on the north bank of the river; and it may here be ob-
served that this project has been laid before us in a very
imperfect state.
Having now given our opinions upon each railway
project which has been brought before us, and the
,:,:eneral considerations by which we hare been guided in
forming those opinions, it only remains for us humbly
to submit to your Majesty the following recommenda-
tions:—

1. That on the north of the Thames no railway now
before Parliament, or projected, be permitted to come
within the limits described in our instructions.
2. That if at any time hereafter it should be deemed
advisable to admit railways within those limits, this
should be done in conformity with some uniform plan,
carefully laid down under the authority of your Majesty's
Government, and sanctioned by the wisdom of Par-
liament ; and that under no circumstances should the
thoroughfares of the metropolis, and the property and
comfort of its inhabitants, be surrendered to separate
schemes brought forward at different times, and without
reference to each other.

3. That on the south of the Thames, either the North
Kent Railway be permitted to have its terminus in Union-
street, and to join the terminus of the South-Western
Railway at Waterloo-bridge ; or that the South-Eastern
Railway be permitted to extend to Waterloo-bridge ;
accordingly as one or other of these lines may, upon a
comparison of their general merits, receive the sanction
of Parliament, and subject, in either case, to the condi-
tions which we have pointed out in this report.
4. That the extension of the South-Western Railway
to London-bridge be permitted, subject to the conditions
pointed out in this report.
5. That a communication between the railways ap-
proaching London on the north and south sides of the
river, and a connexion between them and the docks being
desirable, this should be effected by a railway encircling
the metropolis, crossing the Thames at some point west
of Vauxhall-bridge, and not coming within the limits of
our inquiry on the north side of the river.
Whitehall, June 27, 1846.

(L. S.) CANNING.
(L. S.) DALIIOUSIE.
(L. S.) JOAN JOHNSON, Mayor.
(L. S.) J. C. lIERRIES.
(L. S.) J. M. F. SMITH.

REPORT FROM THE LORDS SELECT COM-
MITTEE ON RAILWAYS.
By the Lords Committees appointed a Select Committee to
take into consideration the best means of enforcing one uni-
form system of management on railroads in operation, or to
be constructed, and to secure the due fulfilment of the provi-
sions of the Acts of Parliament under which the companies
have obtained their powers, whereby greater accommodation
and safety may be ensured to the public; to take into con-
sideration what means may best be adopted for diminishing
the extravagant expenses attendant on obtaining Acts of
Parliament for legitimate and necessary undertakings, and at
the same time for discouraging the formation of schemes got
up for the mere purpose of speculation ; to consider what
legislative measures could be framed to protect individuals
from the injury they may sustain by the laying down lines of
railway through their property, without subjecting them to
the ruinous expense of opposing Bills in Parliament :
That the Committee have met, and considered the subject
matter to them referred, and have examined several wit-
nesses in relation thereto.
The Committee directed their first inquiries to the prelimi-
nary expenses attendant on obtaining Acts of Parliament,
and particularly to those rendered necesssary by the standing
orders which have been established by both Houses for the
protection of public and private interests, by securing to all
parties concerned full notice of the direction of the line, and
the mode of its construction through the different properties
affected.
It has been brought under the notice of the Committee
that objections to Railway Bills for non compliance with the
standing orders are generally brought forward, either di-
rectly or indirectly, by competing companies, and almost
always by parties who have no real ground of complaint on
the score of the want of due notice as to the nature of the
intended measures, but who for other reasons object to them.
This is a mode of opposition just as likely to succeed against
the best as against the worst Railway Bill; and in point of
fact it has been stated to the Committee that Bills which it
would have been highly for the public interest to have passed
have thus been defeated.
It has also been shown that it is obligatory on companies
to prove their compliance-with the standing orders 011 every
point, and as there is frequently much uncertainty as to
when a Bill may come before the Committee, it is necessary
for both promoters and opponents of Bills to keep their wit-
gesso in town fora considerable time. One witness men-

tions a case in which be himself had 100 witnesses waiting
for three weeks for the Committee of the House of Commons
on :standing orders. Another witness; states that he has
known one company to be at an expense of nearly 1,000/.
a- day, for ten days, merely waiting for their turn to-be
heard.
The total amount thus expended in contests before the
Standing Orders Committee must in the present session have
been exceedingly large ; and it is to be feared that a large
proportion of this expenditure has been worse than useless,
having been incurred in bringing up witnesses from the
country, much to the injury of their own business, and
with a very demoralising effect upon themselves. It should,
however, be noticed that the number of witnesses whose at-
tendaEce is required before the Standing Orders Committee
of this House has been much reduced by the recent altera-
tions in the standers, and the expenses to the promoters of
Bills proportionably diminished.
The Committee are of opinion that means maybe devised
by which more direct and better protection may be afforded
to proprietors than they have hitherto enjoyed. and that at
the same time the promoters of Bills may be relieved from
many of those charges to which they are now subject.
It appears to the Committee, in the first instance, to be
very desirable that the standing orders of both Houses affect-
ing railways should in all respects be, as far as possible, sim-
plified and assimilated; and that much advantage would
arise if some mode were adopted by which proof of a com-
pliance with these standing orders might be taken before
some proper authority, sanctioned by both Houses of Parlia-
ment. whose report might be received as evidence of the facts
by the Standing Orders Committee.
The Committee are of opinion that the detailed enumera-
tion of parishes now required by the standing orders might
be dispensed with, as no distinct information is conveyed to
parties interested, owing to the number of parishes which,
as a precautionary measure, or in some instances for the ex-
press purpose of misleading, are inserted in the notices ; and
that in lieu thereof the usual notices in Gazette, newspaper,
&c., should be given, indicating the general direction of the
line, and stating that a map from the Ordnance where there
is one, or, where there is no Ordnance survey, from some
published map, on a scale of not less than half an inch to a
mile, showing the same within a limit of deviation that
should not exceed one mile on each side, will be deposited
with the different clerks of the peace on or before the last
Friday of September preceding the session in which the Bill
is to bo applied for, which would also obviate the objection
in Scotland to notices being affixed on church doors.
The present system of serving detailed schedules upon
owners and occupiers, containing the depth of cutting and
height of embankment, may also be dispensed with, as, owing
to the limits of deviation causing in many instances great
alterations in the line, and owing to the impossibility of de-
scribing precisely the field or portion of field through which
it passes, they seldom afford accurate information. In lieu
thereof the Committee propose that the parish plans should
be lodged at the same time, or within a week of the time of
the lodgment of the Parliamentary plans in the end of No-
vember, which the Committee would suggest would be the
last Friday in that month, to obviate the objection which
occurred last year of the 30th falling on a Sunday; and that
notice should be served on proprietors pointing out the figures
on the plan which refer to their property.
It has been proved to the Committee that a large amount
of expense is incurred by the services of the notices on land-
owners living at a distance from the line of railway. With a
view to meet this difficulty the Committee endeavoured to
ascertain how far it might be possible to provide for the due
performance of this service by means of the system of regis-
tered letters. It appears, however, from the evidence of Mr.
Blott, an officer of experience in that department of the Post-
office, that there would be insuperable obstacles to the attain-
ment of that object, from the inadequacy of the establish..
ment, both in town and country, to the proposed duty.
The Committee have already observed that schemes likely
to be of great public advantage have been lost through non-
compliance with the standing orders, while proprietors are
often seriously injured by the plans when once deposited being
final. The Committee are therefore disposed to suggest that
all objections on the ground of non-compliance with the stand-
ing orders, or to the portions of the line as injuriously affecting
private property, should be lodged with some constituted
authority on or before the second Friday in January, or with-
in six weeks after the lodgment of the parish plans, such
authority having the power to call upon the other parties for
their answers, and if necessary to send down their own
officers to inspect and report to them, at the expense of the
company, there being a fixed charge calculated according to
time and distance. That such constituted authority should
have power to sanction correction of inaccuracies in the plans,
and to inquire into deviations suggested by parties whose pro-
perties are affected thereby, making a full report of the same,
to be laid before Parliament when the Bill is introduced,
stating the manner in which such deviations affect all other
properties, and recommending either their adoption or rejec-
tion. The Committee do not consider that this would in-
duce carelessness on the part of the engineers in getting up
their plans, as all errors would appear by the report, and
might, if Parliament thought fit, be fatal to the Bill.
The Committee are of opinion that the plans so corrected,
together with the report, including the result of their in-
quiry as to compliance with standing orders, might be fur-
nished to Parliament in the course of the month of March,
and not cause any material delay in the progress of the Bill.
The Committee are satisfied that in a great number of
cases the views of landed proprietors would be consulted,
without detriment to the public interests, and a great amount
of unnecessary expense in Parliament avoided, by this mode
of proceeding. Such constituted authority would act in this
respect as a court of arbitration, not only between companies
and proprietors, but between companies themselves, and under
proper rules and regulations for guiding its proceedings, which
experience would soon suggest.
It appears also to the Committee, that, according to the
present system, the selection of the line does not rest with
the Parliament as a body, but virtually with a Committee of
five Members of that House in which the Bill is introduced,
whose attention is necessarily confined to a single district,
and without the information necessary to enable them to
judge of the effects of the particular undertakings on the
general railway system of the whole country; the other
House having only the power to approve or reject the scheme
so sent to them, not to select that which may be considered
the best.
The Committee have taken into their consideration the
very serious extent to which the projection of new lines has
been carried, without any well-defined system for the accom-
modation of the country being laid down. Schemes have
frequently been got up, and acts obtained by parties, for the
mere purpose of speculation, without any definite object
beyond that of selling them to companies with which they
now compete, and existing companies have been compelled
to project new lines, before even their own means would
warrant their undertaking them, or the necessities of the
district call for them, in order to protect themselves from
rival schemes.
The Committee have had their attention especially directed
to the fearful amount of gambling consequent on the existing
state of things, by which many persons have been entirely
ruined, and a demoralising effect produced upon the humblest
as well as the highest class of society, while the trade of the
country has been injured, owing to capital being diverted
from its ordinary channels. Two courses have been suggested,
and appear to be open, with a view to the restriction
and control of this gambling in railway scrip. The one is
to render the sale of such securities before the regular for-
mation of the company invalid, and to require that the
original allottee should, either by himself, or, in the event of
his death or bankruptcy, by his representative, be alone ad-
missible as the shareholder until after the first call shall
have been paid up ; the other, on the contrary, regularly to
legalise such transfer of scrip, requiring in each case a regis-
tration of the purchaser, and his substitution in place of the
vendor.
The Committee recommend the adoption of the suggestion
first mentioned. This important consequence would follow, that
whereas at present railway scrip is transferred from hand to
hand with the facility of a bank- note, this would cease to be the
case, and no person would venture to purchase shares unless
satisfied as to the respectability of the original holders, and of
their readiness honourably to fulfil an engagement to which
they could not be held by law in the event of the Act for the
proposed railway being obtained.
It appears, further, that the system of provisional regis-
tration, and the payment of a deposit, taken by themselves,
and without any other immediate control, are rather calcu-
lated to form inducements to speculation which have no
public object in view than to check them; the first giving
apparently the same importance and foundation to a fradu-
lent scheme as to a sound one, and the other affording to the
projectors the means of securing themselves against many of
the liabilities which they may incur in attempting to carry
out for their own ends the most worthless schemes.
' The Committee have considered the fact that everything
is tending to throw the whole power, both as to the promo-
tion of new lines, and the management and appropriation of
lines and branches and independent schemes, into the hands
of great companies, in consequence of their command of
capital; and though this, in many points of view, may not
be considered objectionable, yet the necessity of establishing
some efficient control is very apparent.
The question of amalgamation has been considered by
the Committee, and they agree in the recommendation con-
tained in the report of the Railway and Canal Amalgama-
tion Committee of the House of Commons which has been
laid before them, the concluding paragraphs of which are
to the fallowing effect:
" The system of railways and canals is now become so
extensive, and their relations amongst themselves are so
complicated, that no enactments passed by Parliament for
their government and regulation can provide for all contin-
gencies, or be properly carried into effect, unless by the aid
of some more efficient machinery than any which exists at
the present moment.
"After mature consideration, your Committee have come
to the conclusion that it is absolutely necessary that some
department of the executive government so constituted as to
command general respect and confidence, should be charged
with the supervision of railways and canals, with full power
to enforce such regulations as may from time to time appear
indispensable for the accommodation and general interests of
the public.
" Your Committee in their former report adverted to the
case of private arrangements between railway companies as
requiring serious consideration.
The evidence they have since received has shown that
arrangements of this nature between railway and canal com-
panies may affect the public interest to a still greater de-
gree; and they are convinced that the effectual mode of ob-
viating the evils which might arise from an abuse of the
power derived from such private arrangements will be found
in the constitution of such an authority as they have
.now
recommended.

" Your Committee entertain no doubt that a department
so constituted might, in addition to these duties, afford mate-
rial assistance to Parliament in railway legislation.
" It 'night save, by preliminary investigation as regards
facts, much expense to parties applying for Bills, and much
of the valuable time of both Houses, without in any way in-
terfering with the paramount powers of Parliament, and its
sole adjudication as to the rights of property.
The Committee, having had these various subjects under
their consideration, seeing the evils of the existing system,
recommend the establishment of some department of the
Executive Government, on whom should be imposed the
duty of considering the whole existing system of railway-
communication through the country, the best means of per-
fecting it, and of hereafter controlling the management by
the various companies in such a manner as to make the con-
nexion between their different lines most conducive to the
general advantage of the country, and most serviceable to its
various local interests.

It cannot be expected of the Committee to enter into any
detail as to the manner in which proceedings before this
board would be carried on. They recommend, however, that
all propositions for any scheme of railway should in the first
instance be submitted to this board, who should require the
promoters to lay before them some general statement of its
object and advantages, and such evidence of their capability
and bona fide intentions as might be deemed a sufficient
guarantee on which to sanction further prooeedings.
This board shouli have the power, if they thought fit, of
giving authority for the survey of the proposed line, Fi;,milar
to what is given to persons employed in the Or4nance stir.
vey, but requiring from the promottnd i.aeurity, by the de-
posit of a sum of money, as au 7,4dannity for any injury that
with On
the the gn
might be done during the progress of the survey.
plan and section and its deposit
CboTarleti,a°sn o fthe
formerly suggested, the investigation
would be undertaken by the Ward with the view of ascer-
taining not only the oompliance with the standing ordars, and
the importance in a public point of view of the proposeeline,
its practicability, &c., but also in what respect any consider-

able interference was proposed with private property'. Ala
what particular objections any proprietor might haw, s
same, as effecting his estate, and how far means could "7.
taken to obviate these objections. The Committee considel
that, with the aid which the officers belonging to the boot"
could render to the Committees of Parliament, by laying be"
fore them such investigations, and giving evidence in ques-
tions in dispute, the decisions of such Committees would be
more uniform, and the rights of individuals, no less than the
public interest, would be better protected than under the
present system.
The decisions and proceedings of the Board in all cases
would of course be reported to Parliament, stating the
grounds upon which the same had been come to.
The necessity for the immediate appointment of such A
Board, with sufficient powers delegated to it by Parliament,
has become the more urgent, as it appears that Committee
of Parliament on railway Bills, by way of solving difficul.
ties, and making provisions for contingencies, are constantlf
in the habit of referring matters and attaching responsibilities
to the Board of Trade, which Board has not the means et
its disposal, or sufficient authority, to carry out many of the
subjects referred to them ; and the Committee are further of
opinion that there are many functions, both in regard to the
control over railways when opened, as well as questions 0,,
amalgamations, which might be advantageously intrusted to
such authority.
One of the witnesses examined by the Committee is of
opinion that all railways should be in the hands of Govern-
ment, and leased to parties by whom they should be worked;
or, it not, that the country should be divided into districts,
as pointed out by the existing trunk lines; and that the
public interest would be best secured by control, combined
with a certain amount of competition. Mr. Cubitt, to whose
evidence the Committee wish especially to refer, hag
suggested a plan of merging all railway capital into stock,
by which a great saving in cost of management and other
expenses would be made, and a valuable stock for investment
would be created, which, owing to the great amount of trust
money invested in the public funds, becomes very desirable.
The question of the gauge has been brought incidentallf
under the notice of the Committee. The evidence of dale,
rent witnesses points out the great convenience which would
be obtained by a uniform and proper gauge; and the Com'
mittee wish to direct particular attention to the very impfl"
tant evidence given by Mr. Cubitt, as to what in his opinion
appears to be a practical mode of obtaining this object, but
on which the Committee have not sufficient evidence before
them to pronounce an opinion.
And the Committee have directed the minutes of evidence,
with an index thereto, to be laid before your Lordships.

TUESDAY NIGHT'S GAZETTE.
DIVIDENDS DECLARED.
J. Gale and Son, rope-makers, Love-lane, Shadwell-4
div. of 2s. 3d. in the pound (new proofs), any Friday, at the
office of Mr. Follett, Sambrook-court, Basinghall-street.
W. Williams, victualler, High-street, St. Giles's— a div. s'
20. in the pound, any Friday, at the office of Mr. Follett,
Sambrook-court, Basinghall-street.
J. Welch, licensed victualler, Holloway—a div. of 34d. in
the pound, any Friday, at the office of Mr. Follett, SAW
brook-court, Basinghall-street.
B. Thompson, innkeeper, Aldeburgh, Suffolk—a div. of 15'
9d. in the pound, any Friday, at the office of Mr. Follett
Sambrook-court, Basinghall -street.
J. Littlewood, hosier, New Bond-street—a div. of Is. 6(l'
in the pound, any Friday, at the office of Mr. Follett, Sal'
brook-court, Basinghall-street.
R. Hutchinson, leather-seller, Jewry-street, Aldgate-4
div. of 2d. in the pound, any Friday, at the office of gr'
Follett, Sambrook-court, Basinghall-street.
H. D. Watkins and J. Innes, lead merchants, Manchester
—second div. of 7d. (and first and second div. of 2s. 9d.211
new proofs) in the pound, any Tuesday, at the office of DIP
Fraser, Manchester.
F. Jones, wine merchant, Canterbury—a div. of Is. Gd.
the pound, any Friday, at the office of Mr. Follett, Sad'
brook-court, Basinghall-street.
H. Docker, oilman, Pall-mall—first div of 4s. in the
pound, July 1, and two following Wednesdays, at the 00"
of Mr. Turquand, Old Jewry.
I. Denning, watch-maker, Titchbourne-street, St. James
—first div. of 2s. 6d. in the pound, any Wednesday, at tu
office of Mr. Whitmore, Basinghall-street.
DIVIDENDS.
In the Country.
J. Arkell, miller, Donnington-mill, Gloucestershire, J,t1„11
23, at eleven, at the Bristol District Court—H. L. Fu,"
James, furrier, Bath, July 24, at eleven, at the Bristol .X
trict Court—E. J. Staples, surgeon, Bristol, July 27,
eleven, at the Bristol District Court—R. Lewes, woollen 104
nufacturer, Wootton-under-Edge, July 28, at eleven, at t',4
Bristol District Court—J. P. James, draper, Truro, July
t
at eleven, at the Exeter District Court—T. Western,
111si
at ~b.
ster, Brushford-mills, Devonshire, July 23, at one,
Exeter District Court—T. L. Gordon, cabinet-maker, -e),,0
ter, July 23, at one, at the Exeter District Court—J. v,e'd&
and W. Walton, merchants, Liverpool, July 22, at twe','"i,.
at the Liverpool District Court—F. Gill, hardware dens
Manchester, July 24, at eleven, at the Manchester Disirriw
Court—J. Law and E. Hudson, cotton spinners, Ranis",°o
wood, Lancashire, July 22, at eleven, at the Manck,e7o,
District Court—J. Westhead, smallware manufacturer,
chester, July 22, at twelve, at the Manchester District tie-st
—J. Morris, auctioneer, Manchester, July 22, at twelve, r,
the Manchester District Court—T. Sutton, draper, At'
stone, Warwickshire, July 21, at twelve, at the Bir:,d
ham District Court.
CERTIFICATES to be granted, unless cause be shoirri
the contrary, on the day herein mentioned.
L. Whitby, builder, Poultry, July 24—W. T. Time
antimony refiner, Charlotte-street, Blackfriars road, July too
—S. Pritchett, Charlbury, Oxfordshire, July 23—C. Clsrios
draper, well-road, July 22—T. D. Brown, nomra.,iesib,
merchant, Liverpool, July 24—H. L. Fitzjames, furrier,
July 24—J. Green, coal merchant, Yarmouth, July '22„3,,..
Rowley, silk manufacturer, Newton, Lancashire, JulY„%o,
%V. Badger, bootmaker, Rotherham, July 24—E. T. iu"
apothecary, York, July 23—W. Dale, bricklayer, Liyere:tf
July 22—R. and R. Weatherhog, farmers, Stone,
reef
July 21—R. Stephenson, apothecary, Southwick-e,derre
Hyde-park, July 21—T. A. Phillips, oil merchant, Urel
field, July 21—W. Boond, jun.
stretcher, Manchester, Jul_, —W. G. Flynn, merchant, Lower Thames-street, July
T. Blackman, farmer, Briddenden, Kent, July 21:-Joef
Dykes, basket maker, Romford, Essex, July 21-1'..1,1'f
grocer, Sheffield, July 21—W. Greenwetl, whee'%„
Redcross-street, Southwark, July 21—J. E. West s-aesler'
Tenant, stockbrokers, Leeds, July 21—C. Hoppe, glass balYt
Blackfriars-road, July 21—E. Sankey, surgeon,
Cant July 21—S. Pilling, wine merchant, GateShead, ~ ba 01,
WI
r
July 21—J. 'Wilson, cabinet maker, Bury-street, elle"
July 21.

PARTNERSFIIPS DISSOLVED.
J. and W. Wade, tailors, Holborn-hill—G. and J. 134
surgical syringe makers, White Lion-street, Pentonvillelcx
and H. C. Benn, coal merchants, Hampton—E. Chatel?
W. Cheetham, and E. Dyson, fancy cloth manufacLL"o,
Paddock, Yorkshire—W. Chappelow, jun., and T. r..,;ea
ironmongers, Long Acre—Z. J. Hunter and R. surgeons'-instrument manufacturers, Webber-row, ".
friars-road—W. J. Thwaites and W. IL Smith, laceoliih
Thatchbrook-court, Pimlico—J. Rayner and P. DA 'G
coffeehouse keepers, St. John-street, Smithfield—i''.ter
Mesban and S. Boulton, merchants, Manchester—W. F°;/.
and W. Orme, spade manufacturers, Stourbridge, Worcea‘to
shire—W. and R. George, plumbers, Wokingham, BerkPira
—G. Webster and C. Smith, painters, St. Helens, Lancsiti,
—S. Sugden and J. Craven, cotton spinners, ConstiLiici,
bridge, Lancashire—A. Sykes, J. Matthews, and F. liire
dlehurst, fancy cloth. manufacturers, Kirkburton, York_as era
—W. B. Edwards and E. Foot, ironmongers, Blan":,s, Forum, Dorsetshire—R. J. Lowes and W. print Manchester--J. Acton, and R. H. Hayley, ginger
manufacturers, Birkenhead, Cheshire—S. Pincoffs, A. Allie M and J. R. Haas, merchants, Manchester—O. and M. Tani;
pork butchers, Manchester—E. Dobbs, L. Dobbs, A. Dobbs'
Tani;
and 0. B. Dobbs, Fleet-street (so far as regards 0. B. Poulo
—M. Robinson, F. Goodall, and R. Goodall, Guiseley,
shire.

SQUESTRTIO&
William MitchSCOTCH
ell, farmerE, Dewaramill, ne ear St. Andre
July 3 and 24, at one, at M'Nab's Inn, Cupar.
Robert M'Lellan, spirit merchant, Glasgow, July 6 and 2l°
at twelve, at the chambers of Mr. Dick, jun., Glasgow. st
William Glass, boot maker, Glasgow, July 6, and 27,
twelve, at the chambers of Mr. Smeaton, Glasgow.
Neilson and Murray, printers, Paisley, July 6 and 27 5! '
twelve, at the chambers of Messrs. Reid and Handers°0
Paisley.
Charles Bond, proprietor of the "Northern Herald," lnes"
ness, July 6 land 28, at twelve, at the chambers ofifr.
Prophet, Inverness.
John Yellowlees and Sons, coachbuilders, Edinborodi),
Co
July 4 and 29, at twelve, at the Royal Exchange
nee'r
,-,-
house, Edinburgh.

roll/
i ADVERTISEMENT.] —DI:A.I,NRS!) AND DEFE- 0
VISION RELIEVED, 39, ALBEAMARLE-STREET, PICCADILLTI4I%.II
invented acoustic tubes, for relief of extreme deaneis, and W
inserted n the ear cannot be perceived by the nearest obsereT.t.
they are entirely different from all others, and are the smallest ti
log instruments constructed—mea.suring only a quarter of an nfLb•
their widest part; they may be securely adjusted in the ears ...;er
served, and removed therefrom with as great ease and facility.
'Ol
sons are enabled to join in general conversation, and to hear Otis
distinctly in a place of worship, 84c., and what should .be grata
fed
considered, a natural expansion of the cavity o tthe ear Is preset. —a thickening or contraction of which in many instances la. ;or
tially the cause of deafhess—and by their use the unpleasant for
Cation of singing noises in the ears Is entirely obviates. Also to proved hearing +....
petit of every description. Immediateu
newly-invented spectacle lenses are placed before imperfect YPLseot,
either by day or candlelight, that mist and dldlness which OW
before the eyes is at once removed, every
distinct, so that the most aged de object becomes clear oil
defective eight becomes bright
sto
brilliant, and is brought to its youthful, natural, and original atoti
Also the most powerful achromatic telescopes, opens glasse°' sfa
microscopes. Caution—Messrs. 8. and B. Solomons, opticianS,...o
not in any way connected with a person of the same name in
woo
immediate neighbourhood, nor in any part of the country. To PreAr
mistakes, be cautious, and observe—only to be had at 39, Alber1101"
street, Piccadilly, opposite the York Hotel.
......—___

On the 25th ult., at GreenwicB
h, Mrs.IRTHS%
Israel Marks, of a hte'
On the 26th ult., at Brighton, the lady of Major 'Cantle'', B.—
Artillery, of twins, boy and girl.
On the 28th ult., at Welbeck-street, Cavendish-square, the 1,•-•°f
Joseph Bonomi,Esq., of a son.
On the 30th ult., in Gloucester-square, Hyde-park, the law of
Frank Somerville Head, Esq., of a son.
On the 30th ult., Mrs. Lewis Day, of Salisbury-square, of a son..of
n
On
son the 30th ult., in South-street, Park-lane, Mrs. F. W. CA-
a.
On the 30th tilt., at Forest-row, near Tenbridge-wells
;he Rev. 11. R. Du Pre, of a daughter. 'the ,wife
On the 30th ult., in Chester-square, Mrs. R. C. Molllgh, of a 60>

MARRIED.
Join
On the 24th ult., at the church of Lower Witham, the Rev- v„et.
Boughton Hogg, to Anna Maria 'Maxwell, only daughter of the I.
11. F. Lyte, of Berry-head, Brixham.

DIED.
On the 25th ult., at Kidbrook Lodge, Blackheath-
It. the .be" Cb
It. Mountain, Rector of Havant, aged 56.
On the 27th ult., James Bell, Esq., late of Ciapton, Middlesex.
1. of
On the 27th ult., at Kelso, Roxburghshire, the infant dough
°
Mr. Fern.
On the 27th ult., at Ali,•erne-hill, Penzance, It. Husband, Esd•
On the 25th ult., at Milverton, Somerset, Charley Trevor. Ewl'ajef
Esq., aged 50.
On the 29th ult.. at Surrenden Dering, in Kent, Henry Han
On the 30th ult., at Norwood, Henry Langton, Esq.
On the 30th ult., Mr. T. A. Ashby, late of the Strand.
11.10N7wLyi----jiT------LIT.ARyoan"CAJtr.
Major-General.—Wm, Gray.
Colonol.—Trelawny, Royal Artillery.
(of L,iveouutieind as tri to-oCe
received on
Lieutenant-Colonel.—Ryan, B nej
50th Foot, Kussowlee, —8
alo.thKilet:)
Major.—Oliver, 63d Foot.
Ford,
04th 15th Hussars, ut sea, off St. Helena ; ;ore,
04th Foot; Mayne, 61st Foot ;•Glveen, 70th Foot; W.
Royal Engineers; Farrant, Unattached.
v 055,11
Lieutenants.— Gough, 25th Fe, ;C. G. Smith, 25th Foot ; —do re'
50th Foot ; Dunning (Adjittalst), 53d Foot, at Kalkyt, of wton.,,oicP ceived Feb. 10; Williams, 54th Foot; Mahon, 63,3
Foot; 11, it. oth Foot ; Braymann, h. p. let Light Infantry, German Legio
Pagano, h. p. Corsiou Rangers.
Ensigns. —ldoxley, 45th Foot ; Rarclay. 9:,,d Foot ; 4, Is.
90th Fond{ Alex. Grant, h. p. Ist Foot. tji
(IRllllenusisters.—Brodribb, 14th Dragoon ; h• I)*
UrAgoons; Bulcock, h, p. 24th Dragoons.
Assistant-Surgeen.—Gray, 63d Foot.
Orr
Commissariat.—Llufrien, h. p. Deputy-Assistant-Cow
General,

'.."ws.----------- -;
°' London: Printed and Published by NIITRDO YOUNG, of No•co11e1
Strand, Printer, at The Sun Office, N 0.112, Strand, in the -Preta
of the Savoy, In the County of Middlesex, ThttrlnWP j
2. 1846.