The Sun.
London, England, 1846-06-23 00:00:00

MARKET NEWS.7(THIS DAY.)

. Y MA -4111.411 T.
SMITHFIELD —Meadow Hay, 31 to 41; Clover ditto, 41 58 to
51 15s ; Oat :straw; 1110 s to 11 12s ; Wheat Straw, 11 12s to 11 14a per
load. A full average supply, and a heavy demand.
CUMBERLAND. —Meadow flay, 31 to 4135; Clover ditto, 414 s to 51
16s; Oat Straw, 11 lOs to 11 12s ; Wheat Straw, 11 12s to 11 14s per
load. Supply good, and trade null.
WHITECHAPEL.—Meadow Hay, 31 to 41; Clover ditto, 41 4s to 51
17s ; Oat Straw, 11 lOs to 1/ 12s ; Wheat Straw, 11 12s to 11 14s
per load. Trade dull at the above quotations.
New Meadow Ilay was selling at from 21 5s to 3158 per load.
COZONIAL.
St:GAL—Owing to the postponement in Parl:ament of the Sugar
qt,eqlon, there has been more demand for British Plantation descrip-
ticl, and 900 hhds have been dispo.ied of at 6d to Is advance. The
qt amity of British Plantation landed last week at the East and
West India Docks was 2,384 hhds 462 tierces 717 barrels, and there
were taken for home consumpt,on 1,279 hhds 112 tierces 307 barrels.
The stock in the same places is 7,644 hinds 1,014 tierces 1,958 barrels.
RUM —The quantity lauded last week at the East and West India
Docks was 421 puns 40 hhds ; there were taken for borne coasump-
tion 117 puns 7 hhds and exported 132 puns. 30 hurls. The stock
in the same places'is 10,165 puns 1,985 hhds.
RICE.-6,783 bags Bengal at auction were all sold at 13s to 13s Gd
for middling to flue white, and 10s 6d to 1 la for common to fine cargo.
TALLow.—P. Y. C. is 42s per cwt. en the spot, and town the same.
TEA.—The market is dull.

DEMOLITION OF CANONBURY HOUSE.—This once
celebrated tavern, with its tea-gardens, is to be pulled down.
In another week or two not a vestige of either will be re-
maining. The grounds have been cut up, streets are laid
out, and boxes of brick and mortar will speedily occupy the
whole site. Thus, as the metropolis spreads out in every
direction, were it not for steamers and railroads, the toil.
worn citizens would be deprived of every chance of inhaling
fresh and health-giving air. The tavern cannot boast of any
great antiquity. Within the last century it was but an in.
considerable alehouse, and was subsequently from time to
time, improved and enlarged. An excellent bowling-green
and pleasant tea-gardens were added, and at length it be-
came one of the must respectable places of public resort near
town, celebrated for the festivities of corporate and parochial
bodies. Now its glory has departed, and in a little while it
will be known no more.
BIRMINGHAM, MONDAY EVENlNG.—Between six and
seven o'clock this evening the town was visited with a heilvy
thunder-storm. The rain descended in such torrents that
many cellars in the lower part of the town were flooded; the
lightning, too, was of that peculiarly forked and dangerous
kind from which so many casualties proceed, but at present
we have heard of no accidents resulting therefrom. The
storm, after raging fur about an hour, pawed over into Staf-
fordshire and the mineral districts.

QUEEN'S BENCH.-(THIS DAY.)
THE DUSTER OF TRINITY COLLEGE V. THE TRUSTEES OP

THE SAITIsH VIUSEUX.
This special jury case, which has excited so much interest
in the literary world, was to have come on this morning,
but, on the application of the Attorney-General, it was post-
poned till Thursday next.
The Court subsequently was occupied with common jury
oases of no public interest.

RAILWAY COMMITTEES.

(THIS DAY.)

HOUSE OF LORDS.
Room A.
CAMBRTDG36 AND OXFORD.

Their 'lordships met this morning at eleven, Lord Mornington in
the chair, and Lords Middleton, Henley, Maltord, and Crotton.
The case for the promoters of the Bill was continued.
Mr. Fordham, a banker at Royston, and a Provisional Committee-
man in this Company, gave general evidence as to the necessity for
the line, and the advantages derivable from its construction, and
gave statements as to the probable amount of traffic on the line.
Mr. Beale, a tradesman, at Cambridge, and a member of the Town
Council there, was then examined, and gave traffic evidence chiefly
relating to the coal traffic. Ile was examined by the attorney to the
promoters, the counsel being all absent at the time.

Room B

GLASGOW, BARREEAD, AND NEXLSTON

(PAI.ILEY BR NCH).

This Committee met originally as a Select Committee on the Glas-
gow, Kilmarnock atil Ardrossan, the Glasgow, Barrhead and Neil-
ston having been added to the list yesterday. The Kilmarnock and
Ardrossan was then disposed of, and the Barrhead and Ireilston is
now the only Bill on the list. _ _

Their Lordships met this morning at eleven, Earl Roden in the
*hair. All the members were present.
The traffic evidence on the part of the promoters was proceeded
with. It occupied the Committee up to the time we went to press.

Room 1).
YORESNIRE AND IaINCOIANSHEELD
COMMUX ICATION.

The Committee re-assembled this morning. Lord Somers in the
chair, when, on the admission of parties, his Lordship declared that
neither of the preambles of the Swinton and Doncaster, nor that of
the Doncaster, Wakefield, and Leeds line had been proved. Both
these lines are consequently lost for the present session.
SHEFFIELD AND .LINCOINSHIRE
JUNCTION,
The Committee next took this line.
Mr. nAINES appeared for the promoters. He stated the course
which the ,ine is intended to take, and described it as being a means
of uniting the district round Sheffield by w ay of Retford with the Great
Grimsby Railway at Gainsborough, with branches to the port In the
centre of that town and to the city of Lincoln, and thus open up the
whole of the agricultural produce of that county and its neighbourhood
for the manufacturing districts of the West Riding of Yorkshire and
Lancashire. The competing scheme is that of the Manchester, Mid-
lands, and Great Grimsby Union Railway, which is Intended to go by
Bawtry. This line, the Learned Counsel contended, was in every
way preferable, the works being easier, the gradients better, the
population greater, and the expense to the public less. By the Shef-
field and Lincolnshire Junction there would be an average of 24
yards of tunnelling per mile, while the ther would have
250 yards. The earthworks on ono line would be

78,000 yards, while, on the other, there would be 214,000;
while the maximum of tolls stands, for first class passengers, 2d.
against 33 d. ; for second class, I%d. against VA d. ; and, for third
class, Id. against 2d. per-mile For horses, 3d. against 4d.; for manure,
id against 2d.; and for manufactured goods, 3d. against d. per ton per
mile.

The first witness called was Lord Worsley, who stated the way in
which the proposed line was •connected with, and was likely to be
affected by, the lines which have already passed the Legislature. His
Lordship stated, that it was agreed to anialgamate the Great Grimsby
Docks Company with the Great Grimsby Railway Company, he
being at the present time chairman of both Companies. From
his possession of property in North Lincolnshire, and his being
the representative of that district, as well as from the reports
of parties with whom he was intimate, he could say that
the feeling in his neighbourhood was decidedly in favour of this line,
and a greater number of country gentlemen were placed on the pro-
visional management of this line than appeared on any other pro-
posed line in the country. He felt that it was eminently important,
because the first eight miles of its course traversed a coal district.
In obtaining the Bill for the formation of the docks, the Admiralty,
having ascertained, on the report of the Tidal Harbours' Commmis-
sloners, that Grimsby was the only harbour of refuge that could be
formed between the Firth of Forth and Harwich, thought it neces-
sary to put clauses into that Bill which obliged the Company to con-
struct a dock capable of receiving the largest war-steamers, and they
are accordingly forming one three hundred feet long and
sixty-eight feet wide, which will put the company to an extra ex-
pense of 50,0001. The whole -estimates for the docks are 394,6221.
One of the chief advantages arising from the granting of this line is
derived from the fact that this particular dock is to be supplied with
fresh water, so that the steamers would only have to supply their re-
servoirs from the dock itself, while the coal necessary for their use
could be brought at little expense along the proposed rail-
way. There is now a Bill in progress through Parliament for the
amalgamation of the lines of the Sheffield and Manchester Railway
Company, which is now completed, and that of the Great Grimsby and
Gainsborough Company, which is in course of construction, with the
Grimsby Dock Company and this company. to which there is nes
opposition. Should these Bills -be passed, the whole of the manage-
ment of the transit across the country at this point will be under one
management, and the coals, which are particularly fitted for steam
purposes, would come one way and the agricultural produce would
go the other way with greater facility, and with less delay and ex-
pense, than they could possibly be by any other route, as if the op-
posing line were to be granted they would have to pass through the
hands of four different and unconnected companies.

HOUSE OF COMMONS.
GROUP 11.

The Select Committee appointed to, consider the merits of the Bills
comprised in this group, re=assembled at the usual hour this morning.
Lord Morpeth in the chair.
SOUTH DEVON (No. XI.)

Mr. Sergeant KINGLABE opened the case for the promoters of this
Bill, the object of which is to make three branches from the South
Devon line, which was recently opened to Teignmouth ; one to
Tavistock, another to Dartmouth, and the third to Devonport. The
Bill also embraced some trifling alterations in the main line, which
had become necessary from the Admiralty's objection to the former
mode of crossing the Hamoaze.
Mr. Brunel, the eminent engineer, proved that the Tavistock
scheme was a slight modification of the Tavistock branch of last
year. It would have the effect of giving a convenient communica-
tion between Tavistock and the markets of Plymouth. The Devon-
port branch was to connect the South Devon and Cornwall lines with
that town, while the Dartmouth branch was also to place that town
on the main line of the South Devon Rail ay. The engineering
features of the two latter branches were extremely favourable, but on
the Tavistock branch, from the nature of the country through which
it passed, the gradients were necessarily of a difficult character. The
severest of them, he believed, was 1 in 30, but although the inclinations
were generally severe, he did not think the country could afford
better. Ihe Tavistock branch was 13 miles in length, and he
estimated the cost at 22 ,0001. The Dartmouth branch was 15
miles long, and the estimated cost 250,0001. The new passage, or
Davenport branch, was about a mile and a halflong, and this estimate
was 50,0001.