The Sun.
London, England, 1845-03-17 00:00:00

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We have been informed by parties whose authority is
unquestionable, that it' the Commissioners had had before
them in 1837, the pl ,ns and sections of a practicable
coast line throughout, such as is now brought forward,
their views would have been materially modified, and
the result of their recommendations might have been
very different.
In addition, however, to this considcretion. there is
enough in the circumstance of the Dublin and Drogheda
lire being constructed and in successful operation, to
alter completely the state of things under which the
Commissioners made their report.
It is manifest that the same cousideratiens of economy
which induced the Commissioners to regard favourably
the combination of an inland line, which then appeared
to require the construction of the,fewest miles of railway,
now weigh in favour of effecting the most important
object, that of connecting Dublin with Belfast, I y a
cantienation of the coast line, of which the first and
most expensive portion of 33 miles from Dublin to Drog-
heir' is already constructed. The doubts respecting the
existence of a sufficient amount of traffic to support the
inland lints which pass by few considerable towns, and
through a district - of less population, also derive addi-
tional strength from the fact which must now be assumed,
of the exis7ence of a coast line competing with thorn for
much of the through-traffic. The views alio so properly
expressed by the' Commissioners of the importance of the
results depeLding upon the first investments of capital in
railway enterprise in Irehind preying remunerative, tell
forcibly against the unnecessary adoption of any hoe
which would have the effect of ruining or materially in-
juring the principal lin.' now in operation in Ireland, viz.
the Dublin and Drogheda.
Under these circumstances, it is evident that it would
be a complete misapprehension of the arguments con-
tained in the report, awl of the comprehensive views of
the Commissioners, to quote them as conclusive under an
altered state of thing,, which to such a great extent mo-
difies their application.
We thererore proceed to consider the different schemes
ntw proposed for the extension of railway communica-
tion in the north and north-west of Ireland, with refer-
ence to the existing state of things, and to the circum-
stances under which they are now brought forward.
The Commissioners' Report has established an im-
portant fact, which, in considering the several railway
projects in Ireland, it is necessary to keep in view; and
that is, pasaenger-traffic has hitherto converged towards
Dublin, and goods traffic has drawn towards the nearest
or most convenient seaport.
With reference to the district through which the rail-
ways under consideration are intended to pass, the. Com-
missioners state that,
" The population is most crowded and numerous in
the counties of Armagh, Monaghan, and in part of the
counties of Antrim and Down.
" The northern portion (of the population of Ireland)
are better lodged, clothed, and fed than the others; the
wages of labour are higher, being on an average about
one shilling per day : they are a frugal, industrious, and
intelligent race, inhabiting a district for the most part
inferior in natural fertility to the southern portion of
Ireland, but cultivating it better, and paying higher rents
in proportion to the quality of the land, notwithstanding
the higher rate of wages."—(Second Ilepost of Railway
Commissioners, Ireland, Part I.)
The proposed Dublin and Belfast Junction is an ex-
tension of the existing Dublin and Drogheda' line from
Drogheda through Dundalk and Newry, to join the
Ulster. Railway at Portadown. Its length is fifty-six
miles fourteen chains. On part of the line the works
will be inconsiderable ; on part of the line they will be
heasy and costly : on the whole, however, we do not
knew that the country could have afforded a better or a
less exp native line.

To Compete with this scheme a project has been
started, termed the Northern Inland Railway, which
takes up the line formerly recommended by the Irish
Railway Commissioners from Dublin to Navan; and from
thence it proceeds by Armagh to join the Ulster rail-
way et Portadown. From Dublin to Navan, by this
line, the distance is 28 miles ; from Navan to Armagh,
57i miles. The works would be heavy, and the cost
would be considerable.

The Belfast Junction scheme has this great advantage
over the other scheme, that it is supported by a power-
ful existing railway interest.
lissuuling, however, both to be substantial and bona
fide schemes, we find that the Dublin and Belfast Junc-
tion is in all respects to be preferred to the Inland lire.
As regards the town of Belfast, by the Dublin and
Belfast Junction, the distaece to Dublin is above eight
miles shorter than by the Northern Inland line.
The Dublin and Belfast Junction has already 33
miles made, viz., from Dublin to Drogheda, leaving 56
miles to be made ; the Northern Inland would have
85i miles to construct.
The ccst of the Dublin and Belfast Junction will be
probably 700,0001; the Northern Inland would probably
1,200,0001.
The population of the country through which the
Dublin and Belfast Junction would pass from Dublin to
Portadown is stated to be 79,468 ; the population
through which the Noi•thern Inland would pass, having
the same termini, is stated to be 39,265.

•
The Dublin and Belfast Junction proposes to pass
through the important towns of Drogheda, Dundalk,
and Newry. The Northern Inland would not pass
through any town of importance between Dublin and
Armagh, except Navan.
Between Belfast and Dublin, the through traffic by
the Dublin and Belfast Junction, combined with the
local traffic, does not promise a greater return than .5i
per cent. on the outlay. The Northern Inland, with
scarcely any local traffic, would not be likely to pay even
its working expenses.
On these public grounds we are of opinion that the
Dublin and Belfast Junction is preferable to the compete
ing scheme.
The Great North Western Railway, commencing on
the north side of the city of Dublin, is proposed to pass
thrcugh the towns of Navan, Kells, and Virginia to
Cavan.

It is 70 miles 11 chains in length, and has a branch to
Trim 5 miles 61 chains in length. On the whole the
works may be considered light, and, comparatively, in
expensive. The line is the same with that marked out
by the Commissioners in their report on Irish railways.
The promoters of the proj, ct have intimated their inten-
tion of proceeding at a future period to Enniskillen, if
their line bo made.
To occupy part of this district also, a branch frem the
Dublin and Drogheda Railway is projected, 26 miles in
length, which, commencing at Drogheda, passes through
Navan, and terminates at hells.
The Great North Western Railway and the Branch to
K. 113 must be considered as competing lines.
We have alteady ventured to draw attention to the
fact that pa,senger traffic in Ireland has converged to-
wards'Dublin ; good, traffic ha always found its way to
the nearest or to the most convenient seaport. We be-

Bove that, unless the passenger traffic be combined with
the goods traffic, lines of railway in Ireland cannot at
present be maintained; and we may add, that unless the
goods traffic be fostered as much as possible, railways
in Ireland will by no means effect that amelioration in
the condition of the people which is looked forward to
as the result of well• combined railway communication in
that country.
In examining the Irish Railway Commissioners' Re-
port, to which we have referred, we find that the pas-
sengers, by regular conveyances from Cavan, going to-
ward Dublin, are not considerable ; at Kells they in-
crease ; and from Navan to Dublin they are greater still,
but not equal to the numbers of those going into Dublin
by the main roads from Drogheda, Leixlip, or Naas re-
spectively ; While the stream of goods traffic from Kells
and Navan together, to Drogheda is greater than to
Dublin.
If the line through Kells and Navan to Dublin were
made, the two former towns would be debarred from ac-
cess by railway to their nearest sea-port ; and all ex-
ternal supplies and internal produce would necessarily
pass through Dublin, or would continue to be carried as
they now are, by the carts of the country, between these
towns and Drogheda. If the branch only were made,
reasoaable accommodation for passengers to Dublin, and
the best accommodation for goods traffic to the nearest
sea-port, would exist.
We have very great doubts that the proposed line
from Dublin to Cavan would be at all remunerative.
We think that the branch line from Kells to Drog-
heda, in connexion with the main line from Dublin to
Drogheda, might be, to a certain degree, remunerative,
and it would be efficiently worked.
With reference to this subject we beg to repeat what
we stated in our report on the Kentish and South-
Eastern Railway sehemes.
" An established Company, which has a valuable pro-
perty and large available income independent of the
new scheme, can, of course, offer a guarantee for the
fulfilment of all that it undertakes to accomplish greatly
superior to that of any new Company, however
respectable.
" This consideration derives great weight from the
experience which has been already afforded of the
failure of many new Companies to accomplish the ob •
jects for which they were incorporated. We need only
refer to the instances of the Eastern Counties Com-
pany, which was incorporated as a line from London to
Norwich, and has never yet been carried beyond
Colchester; of the Northern and Eastern, which for
many years stopped short of Cambridge ; and of the
Great North of England, which abandoned a portion of
its line between Darlington and Newcastle.
" The traffic of a system of lines connected with one
another can always be worked more economically and
conveniently under one uniform management than by
independent companies."
" An established company can always, if so disposed,
offer guarantees and advantages for a greater extent of
railway than the new company ; viz., for the existing as
well as the projected lines. When the existing company
is already in possession of the principal trunk of the
district, the advantage of securing such guarantees for
the whole system, rather than only for a small portion
of it, is rendered more apparent.
Though the Dublin and Drogheda Railway has not
been open fur any length of time, the traffic has been
conducted in a satisfactory manner: great accommodation
has been given to the public, and the fares charged have
been very low.
A disregard of the interests of railway companies al-
ready established in Ireland, and of the capital invested
in them, would give a great shock to the confidence in
the security of the investment, which is now for the first
time operating to induce persons both in Ireland and
England to embark in railway projects in Ireland.
We therefore submit that there are strong public
grounds for preferring the Kells branch of the Dublin
and Drogheda Railway to the Great North Western
Railway scheme.
NE WRY AND ENNISKILLEN RAILW A Y.—
ENNISKILLEN AND DUNDALK RAILWAY.
These two Railways are nearly identical from Ennis-
killen as far as Clones, where they diverge ; from
thence,
Ist. The Enniskillen Railway Company propose to
carry their line through Monaghan and Armagh to meet
the Ulster Extension in that city, and from Armagh to
continue the line to Newry. We may term this, for
brevity and distinction, the Newry scheme.
2d. The Enniskillen and Dundalk Compa-y propose
to go in almost a straight direction to Dundalk, by New-
bliss and Castle Blaney, connecting Monaghan by a
branch with the main line at Castle Blaney ; and this
project we may call the Dundalk Scheme.
In judging of the merits of these two schemes, we
must repeat, that throughout Ireland passenger traffic
has converged towards Dublin ; it is clearly shown on
the Commissioners' traffic map, and the reason obviously
is, besides that city being the capital, it has afforded the
shortest and most frequent communication with England.
On the other hand, goods and produce are generally
sent to the nearest seaport for shipment.
While the map referred to shows the passenger traffic
between Enniskillen and Dublin to be more than that
between Enniskillen and Belfast, and Newry and Dun-
dalk together, it also shows that these three last-men-
tioned towns have drawn all the goods traffic, within a
reasonable circuit. to themselves, instead of its going to
the metropolis ; and since 1837, when the map was made,
this has been more decidedly the case.
The great object, therefore, to be attained is to give
to the north and n-rth west of Ireland such railway ac-
commodation as shall, at the smallest outlay, provide fur
the combined transit of passengers and gcods towards
Dublin and towards the east coast.

In considering these schemes we suppose that the line
from Cavan to Dublin will not be made, and that com-
plete end direct communication between Dublin, Dun-
dalk, Newry, and Portadown, will be established ay the
construction of the Dublin and Belfast Junction Railway.
The Newryfscheme opens outlets for the produce of
the county of Fermanagh and the north of the county of
Monaghan, by the ports of Belfast and Newry, and gives
a very direct communication between Armagh and
Dublin for passengers ; but if it be carried into effect,
to the exclusion of the Dundalk scheme, the passenger
transit of the North Western counties towards Dublin
will be circuitous, and the county of Fermanagh will
be barred from its nearest port, which is Dundalk.
On the other hand, if the Dundalk scheme only be
adopted, the produce of Fermanagh and the north-west
could not reach Belfast except by a circuitous, and there-
fore expensive, route, and consequently would be con-
fined to Dundalk for its outlet ; though passengers
towards Dublin would be carried more directly by it than
by the Newry scheme, which would necessarily take
them round by Armagh. The Newry scheme leaves
Monaghan without access to Dundalk, except by Armagh
and Newry, and the Dundalk scheme cuts it off from
Belfast, except by a circuitous route. The branch from
Monaghan to Castle Blaney, as proposed by the Dundalk
party, is objectionable from its direction, because it would
only serve the town of Monaghan. The portion of the
Newry scheme between Armagh and Newry is objec-
tionable, as it would not only be difficult of construction,
and very costly, but it would prove a competing line
with so much of the Dublin and Bi 'fast Junction as will
be made between Newry and Portadown. Moreover,
the traffic is doubtful ; and we believe that, if the line
were made, it would only produce the effect of dividing
between both the traffic which is not likely to be more
than would afford remuneration to one line only.
It is necessary here to notice the proposal of the
Ulster Railway Company to complete their line from
Portadown to Armagh. In the year 1836 they obtained.
their Act for the whole line between Belfast and Ar-
magh ; but owing to circumstances which it is not our
province to enter into, proceeded from Belfast no further
than to Portadown. A new survey has since b: en made;
various alterations and improvements have been effected
on the original plan ; and as Parliament has already
sanctioned the general proposition of making such a line,
we cannot doubt that what the Ulster Company desire to
obtain will now be granted.
It being clear that these projects possess within them-
selves elements to form a comprehensive and complete
scheme for supplying the district with abundant Rail-
way communication, by combining those parts which
are manifestly useful, to the exclusion of those which we
have stated to be objectionable., we have, after much de-
liberation, decided on recommending for the considera-
tion of Parliament a general measure which shall be
adapted to the circumstances of the district, and at the
same time be based on the best portions of the two pro-
jects in question.
In order to give to the inland counties an access to the
important town and port of Belfast, it is necessary to re-
tain so much of the Newry scheme as will accomplish
this purpose ; and to supply the means of transit of goods
and agricultural produce to Dundalk, as well as of pas
sengers to Dublin, it is necessary to retain much of the
Dundalk scheme ; while at the same time due regard
must be had to the convenience of the town of Newry,
which, though situated on the proj, cted line of the Bel-
fast Junction Railway, cannot be omitted in arrange-
ments which will materially affect its commercial pros-
perity.
We are therefore of opinion, that this general measure
might be carried out in the following manner :
Both Companies to combine in constructing, and after-
wards in working, the line from Enniskillen to Clones ;
but as the portions of the two schemes between Ennis-
killen and Clones are not exactly the same, that one of
the two which on the whole appears to be the best, to be
selected for this purpose.
The Newry and Enniskillen Company to make their
line from Clones through Monaghan to Armagh, there to
join the Ulster Extension Railway, and so give free and
direct communication to Belfast and Enniskillen and the
surrounding country.
The Enniskillen and Dundalk Company to make their
line from Clones to Dundalk, so that the latter shall be
available as a port, and so that the passenger traffic to
Dublin from Enniskillen, and places to the north and
a est of.it, shall have the opportunity of coming on the
Belfast Junction Railway, at Dundalk, and thereby reach
Dublin.
As regards the junction of the two lines at Dundalk
and access to the town of Newry, such accommodation
to be given to the traffic to Newry, both by the Belfast
Junction Company and the Enniskillen and Dundalk
Company, as the nature of the ground and the circum•
stances of the respective lines may admit of.
We do not think it would be prudent, under existieg
circumstances, to recommend the construction of a greater
extent of railway than is comprised in the above
measure.

The last scheme, as a whole, appears to us to be the
best which may be proposed ; and we have every reason
to believe that the different parties will join in carrying
it into effect. We are of opinion that these parties will
arrange terms for this purpose between themselves which
may be conducive to their respective interests, and which
will be such as shall not militate against the public
convenience.

BELFAST AND BALLYMENA RAILWAY.
The object of this scheme is to give railway accom.
modation between the inland town of Ballymena and the
commercial town and port of Belfast. It i. proposal to
pass through the town of Antrim, and to communicate by

2. To make a railway 32 miles 29 chniiis long, from
Londonderry to Culeraine, with a brasch to Newtown
Limavady 6 miles 54 chains in length, a considerable
portion of the main line to run along the embankment.
above mentioned. The part of the proposed line which
lees not run on the intended embankment is shown by
the section to involve works of no very easy construction
which would certainly be rather above than below an
average cost ; and the embankments of Loch Foyle in
this project are intended to be 19 miles in length, besides
those of the rivers which pass the line.
The proposed capital is 500,0001, of which sum
300,0001. is to be charged on the hind ; and the remain-
ing 200,0001 is to make the railway, on which th,
traffic is to ufford a return for the portion so invested.
Now it is quite clear that the existence of the Railway
must depend on the powers which may be granted by the
Legislature for the reclamation of the land. If the land
were reclaimed, some opinion inii4ht be formed as to the
necessity fora railway. But now we know not whether
even an Act for the purpose will be passed.
Then the line must of necessity run at a distance of
several miles from the present population ; it will be
some time before any population can creep down to the
fail way on one side, while the sea must cut off from it
all source of profit on the other side. The intercourse
between Coleraine and Londonderry cannot be i,uf-
ficiently great to maintain a line of railway without any
intermediate traffic, except that which might come by
a branch which is proposed to be thrown off to New-
town Limavady. at right angles, leaving the main line
about four miles distant from the shore, and to be car
ried that distance upon an embankment. The Commis-
sioners of 1837 !how that but little traffic existed be-
tween these places : indeed. the rugged country between
Coleraine and Londonderry has rendered it difficult to
be maintained.
No national advantage of any moment appears to be
offered by this line ; nor is there apparently much local
advantage either. Great gain may be shown, -both
nationally and locally, as the result of ranking out the
sea and -reclaiming the land ; hut with such an object
this Board has nothing to do. If the embankment scheme
be a good one it. will not need the aid of a railway pro•
ject to help it out. If' it be not a goof' one, then the
money raised for making the railway will probably be
expended on the embankment. A great deal d. ponds on
the accuracy of estimates in these cases, and it. is difficult,
it* not impossible, to make even a tolerable guess at the
eventual co-4 of a sea-wall e hich is of a eonsiderablo
length aid exposed to the action of the tide and a river.
Considering. therefore, that the scheme as a Railway
scheme presents no national advantage ; that it shows
no great local advantages ; that its cost is quite proble-
matical ; that the traffic must be very small ; that if
sanctioned now, it may prevent a better scheme in the
district being brought forward at a future period, we are
of opinion that public reasons exist which ought to be
decisive againet it.
In conclusion, we beg to draw attention to the pas-
sage of the Fifth Report of the Select Committee of last
-year, in which it is stated, in re commending that.
reports should be made to Parliament by this depart-
ment upon railway schemes, " That no such report
should be held to prjudice the claims of private persons,
the examination of which should be altogether reserved
to the Houses of the Legislature."
In submitting to Parliament, in conformity with the
recommendations of that Committee, the results at which
vve have arrived, with a view to the information and as-
sietance of Parliament in forming a judgment upon the
schemes in question, in so far as our report may be
available for that purpose, we are anxious that it should
be distinctly understood that we have arrived at these
results solely upon public grounds, and to the exclusion
of all considerations how far such results might require
to be modified by a due regard for private rights and
interests.
DALHOUSIE.
C. W. PASLEY. D. O'BRIEN.
G. R. PORTER. S. LA IrG.

RAILWAY BUSINESS IN PAR-
LIAMENT.
FRIDAY, MARCH 14.
The following Bills were presented and read a first time :40—
Eastern Union Railway.
Lowestoft Railway and Harbour.
Harrogate and Ripon Junction Railway.
Miuland Railways (Swinton to Lincoln).
Midland Railways (Svston to Peterborough).
Midland Railways (Nottingham to Lincoln).

The following Bills were referred to the Select Committee
on Standing Orders :
South Wales Railway.
Beeeles, and Yarmouth Railway.

Erewash Valley Railway,—Report from Select Committee
on Standing Orders read ; Bill ordered to be brought in by
Colonel Rolleston, Mr. Gaily Knight, and Mr. Evans.
Dundalk and Enniskillen Railway,—Petition for Bill re-
ported, and Bill ordered to be brought in by Viscount Jocelyn,
Mr. Bellew, and Mr. Redington.
Waterford and Kilkenny Railway,—Report from Select
Committee on Standing Orders read; Bill ordered to be
brought in by Mr. Pierce Butler, Mr. Wyse, and Mr. Barry
Baldwin.
Edinburgh and Hawick Railway Bill,—Read a Second
time, and committed, and referred to the Committee of
Selection.
London and Croydon Railway (Kentish Lines) and Lon-
don and Croydon Railway Enlargement and Orpington
Branch Railway,—Report from Select Committee on Stand-
ing Orders read :
Ordered, That the petition for leave to bring in the London
and Croydon Rflilway (Kentish Lines) Bill, and the petition
for leave to bring in the London and Croydon Railway En-
largement and Orpington Branch Bill, be withdrawn and
that leave be given, in conformity with the recommendation
of the Select Committee on Standing Orders, to present peti-
tions for the introduction of five different Bills with reference
to the matters comprised in such two first mentioned petitions.

NOTICES GIVEN AT THE PRIVATE BILL OFFICE.
FRIDAY, MARCH 14.
Direct Northern Railway,—Committee on petition, post-
poned fi om Monday, 17, till Tuesday, March 18.
Harwich and Eastern Counties Junction Railway,—post-
poned from Monday, March 17, till Friday, April 4.
York and Norih *Midland (Harrogate ranch) Railway,—
Sec,nd reading, Tuesday, March 18.
York and North Midland (Doncaster Extension) Rail.
way,—Second reading, Tuesday, March 18.
Sfoinnouth and Hereford Railway,—Committee on peti-
tion, postponed from Monday, 17, till Tuesday, March 18.
London and Croydon Railway (Kentish Lines,,—Commit-
tee on petition, postponed sine die.
London and Croydon Railway Enlargement and Orpington
Branch,"postponed-sine die.

COMMITTEES ON PETITIONS FOR PRIVATE BILLS
FOR THE ENSUING WEEK.
MONDAY, Ktßeit 17.
Churnet Valley Railway.
Wilts, Somerset, and Weymouth Railway.
Surrey Iron Railway Company Dissolving.
Wear Valley Railway.
Middleabro' and Redcar Railway.
London, Chatham, and North Kent Railway.
Dundee and Perth Railway.
Dublin aid Belfak Junction Railway.
Cork and Bandon Railway.

The Committee sat on Saturday at eleven o'clock, pursuant
to adjournment.
The CHAIRMAN announced that it was the wish of the
Committee that that part of the petitioner's case, founded upon
the allegation that the sitting Member was a Government
contractor, should be closed before any other point could be
considered.
Mr. W. Prout, the town-clerk of Dartmouth, was then
called, and he proved that Mr. Somes had been a candidate,
had addressed the electors, and was elected, Ito.
Mr. Sergeant WRANGHAM then proposed to close this part
of the case, and sum up upon it.
The CHAIRMAN said he considered it would be better and
more conveuieut to all parties to close the whole of the evi-
dence first.
The room was then ordered to be cleared, and upon our
re- admission,
The Citaineteee said, the Committee had come to a resolu-
tion to the effect the, as there appeared to be some misap-
prehension amongst the counsel for the petitioner and the
sitting Member as to the rules the Committee had adopted,
they would not object to counsel summing up on the branch
of the case that had been closed; but this should not apply
to any other allegation.
Mr. Sergeant WRANGHAM wished to know, if his Learned
Friend Sergeant Kinglake, were now to sum up, would lie
be precluded from entering upon the allegation of bribery?
The CHAIRMAN said, that one of the first rules of the Com-
mittee was not to allow any other allegation to be gone into
without a special application to the Committee.
Mr. Sergeant KINGLAKE then proceeded to sum up. He
said he would be very brief indeed in his observations, for
he had only to contend that it had been clearly proved that a
case of disqualification had been made against Mr. Somes;
and he ( Mr. Kinglake) hoped to lee able to satisfy the Corn
mittee that not only was 11-. Somes disqualified at the time
he was elected, but that it was utterly impossible for him to
have got rid of that-disqualification. He believed that the
undisputed facts in this were, first, that Mr. Scenes was a
ship owner in the month of December, 1844, and
that he had also been engaged in Government contracts at •,
t..!e time. Certain charter parties had been produced before
the Cotilmittee, in which persons of the name of Lackland
and APLeoft appeared as contractors. It was true that these
persons were the contractors under the Admiralty in law;
but then Mr. Somes would still be disqualified, unless it was
made apparent that those parties did not hold those ships in
trust for him The charter party said that it was executed
for and on behalf of the owner, and be (Mr. Kinglake)
would insist that Mr. Somes was the legal and equitable
owner of those vessels on the 27th of December, 1844, though
he made an attempt to get rid of the ownership on the 17th
of December, 1844. The Learned Counsel then read sec-
tions from different Acts of Parliament, and opinions of
various legal authorities, which, he contended, bore
him out in his assertion that Mr. Souses was
disqualified as the owner of those vessels, un-
less a release, of which he had heard something,
should be produced from Messrs. Lackland and M'Leod. He
would also contend that, independent of Mr. Somes' owner-
ship in the Yes els themselves, he was also the owner of
articles for the use of those on board the ships, furnished by
him and at his expense, and therefore those articles were his
property, and were on board those ships while they were at
sea on the 27th December, 1844; and, therefore, that fact
would disqualify him, for such was the law. The Learned
Counsel opposite said they admitted that Mr.
Somes was an owner of those ships at that
time; if so, then that was his (Mr. Kinglake's) case,
for it would be idle to attempt to divide the ownership into
two parts, and say that, though Mr. Somes was the owner of
one part or portit'e he was not the owner of another. Then
there was the additional fact, that in December, 1844, the
Admiralty owed a debt of 50,0001. to Mr. Somes for
services rendered by him through these ships, and
under the charter party, and w ithout the production of
which the debt. could not be recovered ; and this debt
could not be assigned, for there could be no such
thing as an assignment of a contract ; if there were,
then the whole policy, the whole intent, the whole wisdom,
and the purport and object of the Registry Act would be ren-
dered totally void and useless. With these observations he
would conclude, again repeating that his case had been
made out by the admission that Mr. Somes was the owner
of those vessels in December, 1844; or that if there was an
assignment at all, it was only a colourable transaction, done
to effect a certain object.
Mr. COLBORNE contended that there was no such case be-
fore the Committee as that upon which the Learned Counsel
who had just sat down had been arguing for nearly two long
and weary hours. He (Mr. Colborne) contended that the
point at issue was, whether Mr. Somes had not been legally
and with perfect tone fides, released from this contract; and
he was in a position to prove that. The facts were these.
Mr. Somes having attained the meredian of life,
was anxious to crown a long course of useful and
honourable enterprise by becoming a Member of Parlia-
ment, and with this object of honourable ambi-
tion in view, and haying realised a large fortune, he knew he
should give up his position as a Government contractor, and,
therefore, he proceeded to do so; and the sacrifice, though
large, would not be great for one possessed of so much wealth
as he was. But he had not time to put his property in the
• market, for delay would attend such a course, and he, there-
fore, resolved to dispose of it to his nephews, who had been
(Fought up under. his own care since their father bad
ceased to live, and one of whom had been for sonic
time in business as a ship-owner. To whom, then,
could Mr. Somes be more likely to make this sacrifice
than to those nephews, he having no sons of his own ? The
Learned Counsel then produced a copy of Mr. Somes' soli-
citor's-letter to the Lords of the Admiralty, praying their
Lordships to consent to Mr. Somes transferring his ships,
&c., to his nephew, as he wished to be qualified as a candidate
fors the representation of Dartmouth ; and also the reply
of their Lordships, granting the permission. The
Learned Counsel then !Pent on to comment at
great length on the speech of Sergeant Kinglake,
and contended that it did not apply to the case at all, it
being quite clear that Mr. Somes had convected away his pro-
perty in those ships, and resigned his position as a contrac-
tor; and that the Admiralty had the power to release Mr.
Somes, or 1‘111" other contractor, from a contract. if they
should think fit to do so. It had been contended that this
transfer, even if it did take place, was a colourable
one, particularly if no money was paid by the
nephews to Mr. Somes. Now, he would prove
that Mr. Somes. was to receive 45.0001. from his
nephews, for the ships, &c 9 and
the nephews themselves, and
poste this r
fact by hlbring —ce and that they actually paid
h
and had oven bills for the
e
d lir evidence; and then, indeed, this
would hardl m
e a very serious aspect, if it was to be
ri
question downine -ea would
assume
cash
said that these young men would add perpry to fraud, merely
because they were under the influ. ace of their uncle.
When the Learned Counsel concluded his speech, the Com-
mittee adjourned till eleven o'clock this day.

SPIRIT of the PUBLIC JOURNALS.

7.2031 TUE EVENING PAPERS OP SATURDAY.
GLOBE--The debate of last night, on the Hon. i‘lem-
her for Lambeth's motion, fur an allowance of drawback on
duty-paid sugars in bond, affords an amusing instance of the
freedom with which the Premier treats his followers. Mr.
Goulburn, Mr. Cardwell, and Sir George Clerk were put up in
succession to oppose the motion; and, to all appearance, each
did his best to show that it was neither just nor expedient
that any' drawback whatever should be allowed. M'e pre •
sume they were not aware of what was to follow—that they
were ignorant of the stultification in store for them. But the
justice of the claim was palpable to all ; and in encountering
this, the contrast between the veteran hardihood of the elder
officials, who met assertion by assertion point-blank, denied
the applicability of the clearest precedents, and put the ne-
gative in the most unmistakable form—and the less direct
and more subtle course adopted by Mr. Cardwell in his
retreat upon principle, and the possibility of inducing a
multitude of other clalims, with shades of justice varying
downwards in an iufinite series—was very amusieg, and
strikingly illustratiye of the relative progress of the parties
in the acquirement.of that
" conscience that will bend and ply,
Say aye or no, and not know why ;"
which the "wisdom of our ancestors" deemed essential to
the character of a statesman. Having taken " the sense of
the House," by a sacrifice of the consistency of three of his
coltsagues, and so felt his way, Sir Robert Peel rose, and
expressing his belief " that the Right Hon. Gentlemen
the late Chancellor of the Exchequer and the late President
of the Board of Trade would not have supported the
proposition before the House,
excepting that this was
a special case. deserving peculiar consideration," at once
yielded all that was fi,ked for! How these matters are ar-
ranged behind the scenes, it is difficult to conceive ; but we
suppose, and indeed hope, for the sake of all parties, that
some arrangement is come to which is satisfactory to the
.amour propre of those chiefly concerned. Sir R. Peel must,
of course, take his colleagues as they are. We know that it
is hard to make the extremes of official virtue meet. The
perfection of obedience will lack judgment. As it ap-
proaches the confines of servility, it must needs lose sight of
discretion ; so when a man begins to do exactly what he
is told, lie commonly ceases to do anything else. Undoubt-
edly it is the part of a leader so to marshal his followers as to
make the most of their respective abilities; and it may be
wisdom in the Premier so to choose and train his colleagues.
as Cs keep them at that end of the scale of usefulness which
most favours strict discipline and uniformity of action. Under
the circumstances in which he is placed, it probably also
favours the most complete division of responsibility which is
consistent with a monopoly of official merit, and displays to
the greatest advantage that " sublime of mediocrity" which
constitutes his claim upon public attention and support.
STANDARD.—The discussion on the sugar duties, last
night, curiously illustrates one out of many of the evils of
indirect taxation. You cannot repeal an indirect tax any
more than you can impose or continue one, without com-
mitting great injustice. It is proposed greatly to reduce
the sugar duties upon importation, but there is ne-
cessarily a great amount of sugar in the country
ss hich has paid, or which is subject to pay, these
duties ; here is an obvious unfairness towards all holders
of sugar, from those. who have thousands of hogsheads in the
Queen's warehouses bonded, to those who have it in their
own refineries or warehouses, their wholesale stores or retail
shops—even the chandlers' ; and why not to the poor room-
keeper, who has her frugal store laid up in a canister for a
month's use ? All antler wrong by the change in the law,
which compels them to deal in, or use a highly-taxed,
while others, less provideat, are dealing in or using
a lightly-taxed article. But bow is this injustice
to be remedied ? : The chandler's shopkeeper cannot
be repaid his five: shillings upon, it may be, his half-
hundred weight of sugar, or the wealthier grocer his fifty or
five hundred pounds. This would open a door to frauds
absolutely without limit. Ascending, however, to the
larger holders, it is possible to remit the whole or
part of the duty
.to the holders of sugar in the
Queen's warehouse; but is not that merely narrow-
ing the injustice to the middle and lower class dealer ?—is it
of also aggravating the injustice by letting loose earlier
;von them, a more favoured class, and st the cams time, by

This was enaction brout;h:, in the shape of an ej• et-
meot, to recover abAtt one hun,'red and thirty acres of
land in Romney Marsh.
Sir T. Wilde, who was specially retained, Mr. Sergeant
Channel'. and Mr. Peacock appeared for the pblintiti
Mr. F. Kelly, who vsas ali.o specially retained, %%id) Mr.
Hall rbf the Chancery bar, Mr. Ogle, and Mr. Baddeley
were for the defendant.

This cause has been under litigation for several years.
and was tried at these assizes in 1844. at which period a
full report was given, and it leis sinee been the sulrjeet
ef proceedings in various courts. At that period the
verdict was for the plaintiff. It will only be necessary,
on the present occasion, to remind our readers that the
real question between the parties was,whether the lands
in question were held under that peen jar tenure known
in the county of Kent as gavelkind, under which landed
property, unless specially devised, is equally divided
among the male heirs, or whether they hal been dis-
eavellerl, and so pieced under the ordinary law rf th-
country. The case for the plaintiff wets. that ehey hod
been tiisgavelled in the reign of Edward VI., while they
were in the occupation of Wm. ; but upon the
former trial the plaintiff was unable to produce the ori-
ginal Act of Parliament: diTavelirg the hind, and which
it was alleged had been lost. fro in the Parliamentary
rocerds. and the Lord Chief .lustiee havine admitted
seeondary ;of :ts coritei,t,, upon that peint a
rn-w trial was grant, d, which noe: came to he dicpre•ed
or, the lerdiet in the former occroion being •fir the
slainritl During the interval that elapsed searchieg in-
quiries wore made for the Act of Parliamr rat, and it ap-
pears that at lergth an attested copy of the original Act
way found, in the pesseasion of Mes,rs. Pemberton and
Co., the solicitors to the Wood, tool Forests, and it eas
now produced from their cus'ody, iu auppert of the
pleintitrs case.
The evidence, which chiefly consisted of oh deeds and
other documents. tracing the lan in qae-tion from 1548,
ihe period of its being di,gavelied. occupied !he Court
teem one o'clock on Friday until nine o'clock at night,
e•bee the further proceedings were po,tpon«l until the
xt morning.
Afaidplone, 4‘. at a I day.
The cause of Bacon te Bri.*es, was resumed this mot n-
ing, and Mr. Kelly made a very able speech to the
,jary,
the sense ~f his argument beieg to centend that the land
had not been proved to he di.;g the-lied, and that even sup
posirg that c rtain lied had in point of fact ben di -
gavelled, there was no clear prJef that the lands in
question were those referred to.
The LORD CH lEY JUSTICE having summed up, the
jitry, after a short deliberation, returned a verdict for
the plaintiff.
Mr. KELLY tendered exceptieni to the admi,,sibility of
a good deal of the evidence in the etiur-e of the ~ase,
and it is, therefore, exceedingly probable. notwithstai d-
ing this second verdict being also for the plaintiff, that
the matter will :till be made the subject of further lid-
Thu. assizes fi,,ished about six o'cleek.

OXFORD ClRCUlT.—War(ester, March 14.
THE CROOME MURDER.

The LORD CHIEF BARON, after a most impressive address,
in which he pointed out the cruelty and aggravated nature
of their attack on the keepers, sentenced Dingley, Joseph
Turvev, Samuel Turvey, and Joseph Tandy to transportation
for life; Hooper, Collins, aid Broomfield. for ten years;
George Brant, in consideration of his youth, to seven years'
transportation ; and Cosnett and Collins, on account of their
previous good character, to two years' hard labour in the
House of Carrection.

This finished the business of the assize, and the Learned
Jud4es prceeeded to StaffinA, where th:.: Commission will be
opened this afternoon.

CENTRAL k'RIMINAL COURT.
SENTENCES ANi= SESSIONAL RESULTS.

Subjoined are specified the pundpal sentences pas&ed upon
the convicts at the late session :

Death.—Septenced to die.--James Tapping (for murder).
Transpi.rtat ion—The under-named convicts were ordered to
Ise banished beyond the sea for •he periods set against their
respective names:—
For Seven Y. ars—C. Poward. G. Saville, W. Alexander,
Elivabeth Knowles, Mary L. 'Murphy, C. Browne, G. Whis-
ton, N. North, W. smith, J. Case. F. World, 0. Ward, W.
Smith, W. Brightwell, J. Carpenter. J. Brewer, H. Martin,
R. Brewster, J. Stafford, P. Bowden, J. Murphy, J. Stenney,
W. Stewart.

Ten Years—H. Onley, Eliza Peach, dies Frazer, Elizabeth
Norman.. T. Show, alias Shay, T. Pa} ne, J. Andrews, I'.
Wright, E. Smith, M. Grimes, E. Rowland, T. Grant, W.
Webb, J. Howell, H. Smith, R. Franklin, J. Williams.
Fifteen Years—Ann 'Wil.on, alias Pridon (for attempted
murder); D. H. Donney, J. Nightingale, R. Elliot.
Life—W. Camplin (for rape)
Impri!tonmenr, &c.—The under-named were sentenced to
hard labour in the Hance of Correction, for the counties,
wherein their offences were alleged to have been commi•ted :
One Year—G. Jennings, alias Cummi(,s, alias Davis, J.
King, alias C Ana, J. Cummins Clements, Susan Paulo, J.
James, W. Wallace, T. D. Nevion, W. Freeman, G. Hilary
P. Smith, T. Carter, W. Evans.
Nine Months—Captain R. H. Smith, Selina Edwards, W.
Kelly, J. Connor.
Eight Months—J. smith, J. Brown, G. Newman, W.
Parrott. _ _ _ - _

Six Months—Elizabeth Montgomery, Maria Hobbins, Maria
Clark, Eliza Emery. J. Josephs, W. M.Dooald. E. Brigh , J.
Murray, E. Walker, J. Owen, W. Britton, H. Somers, G.
M'Carty, G. Brown, J. Jones, J. Carroll, J. *Gee, W.
Ward, G. Smith, B. Gray, John Smith, R. Wade.
Four Months—Mary Ann Smith, Louisa Wilkins, Maria
Pearce. J. Perfect, Margaret J. Brown, W. Bow-
den, W. G. Rutter, H. Dickenson, G. Ward, . Akers, J.
Morgan, J. Nash.
Three Months —Amelia Mayden, Mary Davis, Ann Brown,
Sarah Slater. Jane Crony, Eliza Bond, W. O. Thomas, J. C.
Clarke. J. Dunn, J. Beale, J. Alkars, .1. Collins, M. Brown,
C. Phillips, J. James, R. Alwin, J. Bland, C. Cockbill, J.
Wootton, G. Norman.

MINOR SENTENCES AND OTHER ADJUDICATIONS.
Acquitted, 38; ignored, 3; pleaded, 30; whipped, 3 ; bailed,
2 ; surrendered, 6; discharged, 3 ; two months, 8; six weeks,
; one month, 2 ; three weeks, 2 ; fourteen days and under, 7 ;
judgments respited, 5; traversed, 3. Comparative ages of the
prisoners : Between 10 and 20, 60; 20 and 30, 70; 30 and
40, 27 ; 40 and 50, 9 ; 50 and 60, 5 ; 60 and 70, 2 ; 70 and
eo, 4. London committals, 40; Middlesex, 92; Surrey, 32;
Kent, 7 ; Essex, 5 ; total, 176.
The Court, at its rising, adjourned to Monday, the 7th of
April next.

In a paragraph relative to the severity of the
weather, which appeared on Friday, it was stated that the
highest point which the thermometer rm ached, in the course
of ThUrOdab was 85. The number aboul4 have been 21.

FOREIGN %V 00L TRADE, LEEDS, MARCH 14.—The
Eihe stilt continues n, and cnnsequentl) we have no
fresh supplies of German wools, but shleahle descriptions
are in good demand. and Lamb wool-, whieh fer some
time previously H ere little ihquired tor, are now begin-
ning to he much co:.ght after.
ENGLISH WOOL MARKET, LEUDS, MARCH 14 —The
demand tor combing vo,ol is not quit,• so frisk as a f w
weeks ado, the sales being limited to th, requirement. or
the manufacturers- for present use. Price. are con-
sequt.ntly a shade in favour of the buyers. In clothing
wools we do not quote any alteration.
WAKEFIELD WOOL MARKET, MARCH 14.—The trans-
actions in all kinds of wool this we k have been on a
very limited scale, and at rather easier prices for the
purchaser, _ _

YORK A NNUAL ASSIZE WOOL MARKET. MARCY 13.
—We had t w buu, ens in attendance, the rriinsactions of
the day very limited •ntleed, so inucli to, that we can
scarcely give a quotation of prices, suffice it to say they
were very doll.
LEEDS.—On Saturday there was a very brisk market
for goods of all descrit.tions calculated for the spring
demand, fine and middle qnaliti, s- of cloths having net
wilt readier sale than has b. en the case for some miliths
past, but on Tuesday there was less business done ;
prices continue firm, and the storks on hand are low.
Ilusine,ss is pretty brisk in the wart houses, considering
the extreme coldness of the season, which operates very
much against an early demand for the spring. The
foreign hou-es are a little more on the move, and on the
whole it may fairly be stated that a full average amount
of business is doin: in finished goods.
upDERSFIELD MARKET, TUESDAY, MARCH .
The demand fir new goods was again brisk to day, and
a good business was done. The trade in the warehonses
during the week has been active. The manufacturers in
the district are generally busy to order, and most of the
mills are working full time.
HECKMONDWIKE BLANKET MARKET, THURSDAY,
MARCH 13.—There have been two fiat market-days this
week. Wo:;1 still maintaics its price, but blankets may
be quoted a shade 10wer..., _ _ _ _

BRADFORD MARKET, THURSDAY.—The demand for
wool is sluggish, but there is no giving way in price to
:educe the spinners to buy, and consequently a very
imited business doing. Yarns continue in all respects
as for some weeks past. The continuance of the frost
tends to retard the operations of :he merchants, and
there is less activity to day.
TRADE OF MANCHESTER, THURSDAY EVENING.—We
have had rather less doing in all kinds of cloth than of
late, but this fact had no of on prices of any de:icrip-
ti:m of goods. This is to be accounted for from there being
no stocks. Yarns never met more ready sale, and are
steadily advancing in value for all numbers.—Leeds
Mercury.
BRISTOL SUGAR MARKET, MARCU 14.—The trade
have shown more disposition this week to get into stock,
but the sales are limited to about 250 hhds. and trcs.
West India, at steady prices ; for Mauritius and Beng:ds,
there have also been fair demands, chiefly for grocery
purposes, and full rates have hem obtained. Rum, very
dull.—B, istol Mercury.

MORTALITY in the METROPOLIS'.
The folio+, iug are the results of "A Table of Morta
in the Metropolis, showing the Number of Maths froir
all Causes registered in t, ,e Week en,ing Saturday, tht
Bth of March, 1845." The Table is issued from the °the&
of the Registrar-General:— _

CAUSES OF DEATH.

Week; y
Total. Average u
Five 'Win!.

Epidemic, Endemic, and Contagious Diseases 178 172
Diseases of variable or uncertain seat l2O 114
Diseases of the Brain, Nerves, and Senses 179 167
Diseases of the Lungs, and other Organs of
- Rwspiration 406 347
Diseases of the Heart and Blood-vessels 36 25
Diseases of the Stomach, Liver, and other
Organs of Digestion
Oiseases of the Kidneys, &c
21tildbirth, Diseases of the Uterus, &c. 24 11
DiseaSes of the Joints, Bones, and Muscles 9 6
Diseases of the Skin, &c
Old Age, or Natural Decay 72 89
By Violence, Privation, or Intemperance

Ca-uses specified 1141 1030

Deaths fiorn all Causes ...... ll4l 1039
DEATHS FROM TILE PRINCIPAL DISEASES INCLUDED UNIP tr.

THE ABOVE HEADS.

Total. Weekly Averaz,
of Five Winters
Consumption
. Scarlatina 24 27
Pneumonia .
Dropsy ..... .. ..
Hooping Cough .... ....... ..
Typhus
Small Pox - 25 19
Disease of the Heart
Measles ....... • . 17 21
Apoplexy
Diseases of the Brain . .... .... 14 11
Diarrhum..
Sudden Deaths . ... 22 Is
DISTRICTS.
Deaths Weekly Births
in Average of in
the Week. Five Winters. the Week.
:Vest
..'s: on h • 23! 192 . 231
Central
East 235 223 291
South

Total .

MOST DELIBERATE SUICIDE AT DEVONFOR r.— On
Monday, at four P M., the report of a musket-shot in the ser-
gPants'. mess-room, George-square Barrack, attracted atten-
tion to that quarter, and on two men of the 44th proceeding
thither, they found a comrade weltering in his blood. The
deceased was one of the three men in attendance on the ser-
geants' mess, and a few minutes before his death was in the
room with the two others, on which occasion he appeared to
be in his usual spirits. Leaving them, he went into the ad-
joining apartment, took off his right boot, and, after detach-
ing the lace, he tied it round his big toe, and fastened the
end to the trigger of the musket. He then placed the muzzle
in his mouth, gave a jerk with his toe, and the contents of
the tirelock blew out .the right part of his skull. Nothing
has transpired to account for the summary manner he chose
to deal with his life, He was a very civil and sober man,
and was respected in the regiment. His name was William
Davidson' and he was 26 years of age.
r Daniel Richardson, the highly-respected master,
or taxing. officer of the Court of Bankruptcy, expired at his
residence at Brixton-bill, on the 13th instant, from an attack
of paralysis Mr. Richardson had been for some years offi-
daily connected with the Court as one of the registrars, to
which he was appointed by his late Majesty; but in August
last he received from the Lord Chancellor the appointment of
Master one hour after his Lordship had the power to confer
it, and in terms the most flattering.