The Sun.
London, England, 1845-06-23 00:00:00

tbitto 4bttion

SUN OFFICE, Seven o'Clock

ILIVAY COMMITTEES
(THIS DAY.)

HOUSE OF LORDS.
Irltz33s ANI9 WLST RIDING RAILWAY.
the
e c ommittee on this Bill met again to-day at eleven o'clock,
Duke of Cleveland in the chair.
1,444; Sergeant Butzssia called Mr. Hawkeshaw, engineer, for the
tens who deposed to the general merits of the line.
1,0:le witness was cross-examined by Mr. Sergeant TALFOURD, on
f of the landowners opposing the preamble of the Bill.
HoPE was proceeding to cross-examine the witness on be-
°f a landholder whose property would be interfered with by
une, but
broble CHAIRMAN intimated that the Committee wished
the !el to confine their cross-examination to points bearing upon
4°,llediate interest of the parties whom they represented, and
obtliZtedrid it with a view of showing that a better line might be
1444
.entihened discussion ensued on this decision, and eventually
I,4l'lltirman ordered the room to be cleared. The Committee
1%48 deliberated for a considerable;time, strangers were admitted,
I,h_e Noata CHAIRMAN announced that the Committee had come
v 1,7 resolutions, one relating to the mode of cross-examination
Itnesses, and the other to Lhe latitude to be allowed to counsel
toktiressing the Committee against the line. They were as
%6„—,:"--" That counsel be requested to confine their cross-exa-
k .on to the particular interest they represent, and that counsel
tiv", dressing the Committee as to the respective interest they
Z"ehted be requested to adopt the same rule."
%h. witness was cross-examined at some length by Mr. HOPE
of view of showing that railways running in the neighbourhood
C,,_ ford ought to be in the hands of the Leeds and Bradford
''"Many,
Iti•
Charles Wood, engineer to the Liverpool and Manchester
ksx'aY, Mr. James Thompson, in partnership with Sir John
Cubitt, corroborated the testimony of Mr. Hawke.

Nierairburn, a merchant of Manchester, proved that the
to on the proposed railway could be worked by the loco-
he' without difficulty.
Committee then adjourned till to-morrow.

7113, ELY AND HUNTINGDON RAILWAY.
i 6 a Committeeon this Bill re-assembled to-day at eleven o'clock,
quisnf Normanby in the chair.
Vi'it,• Shipp, a shipowner of Lynn, was called by Mr. Sergeant
4424 wast, on behalf of the promoters, to prove the great want of
the of railway to the districts proposed lobe accommodated, and
ttifireat benefit which the traders would derive from the mode of
Itt afforded by the present Bill.
kttfl TALIOT, on behalf of the Eastern Counties Railway, sub.
11417 that his clients should be heard as landowners against the
tueY being the owners of the land through which the line is
The
room was cleared to consider the application, and, after an
114: consultation, the parties were called in, and informed by
lab,"hwirman that the opponents could be heard as landowners
Villd not as a competing line.
cal' Sergeant WRANIIIIIAM said the promoters had drawn up a
N: which would put an end to the opposition at once. They
44% billd themselves not to touch the opponents' land at all, and
b,b e hoped, would be satisfactory to them.
Ilk:, clause having been submitted to the opponents they de-
-14:1 themselves perfectly satisfied, and the opposition was at
14 withdrawn. The preamble was then declared to be proved, and
ktt:tisos having been gone through, the Bill was ordered to be re.
ht%

SOUTHAMPTON AND DORCHESTER
RAILWAY.
10 4 Cornra't t tee met again at eleven o'clock, Lord Auckland in
lstsiet: The Committee proceeded with the case for the
„.;
Itr,l* Easton, land surveyor, and Captain Moorsom, engineer,
%t4_lled and examined by Mr. HOLDRWORTH and Mr. PONSONSY,
I,!sengineeing merits of the line.
14-41 Witnesses were severally cross.examined by Mr. Rows for
/3/41ig',arttlanton and other landowners on the line, but nothing of
ii;:ta test interest was elicited.
llobe;.llrunel was called, and examined as to the proposed devia.
%NJ the line from the New Forest. He was of opinion that the
aiktitart could be made without detriment to the favourable gra-
OO the line.
Sti.,4 Wag the case for the preamble, and the room having been
al'_,the parties were, after a short deliberation, called in and
NM that the preamble had been declared proved.
Illetihelauses were then gone through, and the CHAIRMAN said
he' Would be reported in due course.
klb Committee then separated.
t• he URGH AND HAWICK RAILWAY.
4weien Committee on this Bill met to day at elven o'clock. Lords
4 Viscount Sidney, Chairman ; the Duke of Newcastle,
Lit,,althorpe, Lord Foley, and Lord Southampton.
'ata.crr appeared for the promoters of the line, and having
!trbeplOne through the leading particulars respecting the con-
ak,orl'a of the railway, the engineering peculiarities, estimates,
dlirteeded to call witnesses in support of the Bill.
nig town,
manufacturer, of Hawick, deposed as to the trade
iri:Wo, which he represented to be very considerable, and
-",gre—,."Slotl. The proposed railway, he considered, would be of
f▪ ir safest service to the town and district.
Nllit,"rigbt and Mr. Maxton gave evidence respecting the coal
tit that passed along the district through which the line was
B to be taken.
thereltrahe u
Ycl, a srveyor, was exained rspecing tbe estimates
of the I.nd, &c., which hem represeentedt as very moderate., 1'1144
°O estthiate of the value of an avantage the line would
1114,,_rne agriculture of the countrd ythe werde corroborated by Mr.
kr.srlion,
lOl44lloberts, a manufacturer of Galashiels, was next ex-
tkr4lll,.. Ye said he was principally engaged in
thj,`_(unog tweeds and hosiery. The population
Ztrtet`.wn was 5,000. The produce of the place was new nearly a
ek"tml of a million sterling. All the available water power was
ased up, and unless they could be supplied with coal at a
111,- rate, it would be difficult to extend the business of the
4t present they could not nearly meet the demand for
"kt About 500 tons of foreign wool came into the place every
' 'ft
aloes h. 6. value of about 100,0001. It was brought from Leith,
14111slar distant, at the rate of 20s. per ton. In addition, there
1,,ht5,,11,..e importation of dye stuffs and other materials. With the
.the'c'47.o..ut ss. would be saved in thecarriage of coals, and I es.
Ins, (stage of other goods. The carriage of coals at present
:d per ton. He would himself save in the carriage
Wti"ar• He had also a mill at Selkirk, which would be even
Ace°,
vtie,„ rnodated those he had in .
04;47 Witnesses werethan cross-examined at someGalashiels length by Sir
Ne 4 atitinnzi. and Mr. CLARKS on behalf of Mr. Bruce,
St Pro
Prietor, and Mr. Meikieham a leaseholder, but no point
eirznc tance was elicited.
e engineer, went through the engineering details
Itepor ",e ,civill,.
the principal points of which have already appeared in
4 of the House of Commons' Committee on the Bill.,
t1:1 th. 'them was cross-examined with the object of showing
,
estimates of engineering expenses were understated ; but,
1)1,....-P le; he maintained that they were quite sufficient for all
•
or the line.
Ztltimerrersos to-a question from the Duke of Newcastle, Mr. Miller
ti:ltite..e, would be no difficuliy in laying down a double line at
itt,' when it might be required. There was, however, no
It 'A the Billty,_ for such an alteration.
tbsC said the Company was quite willing to insert a clause
111 s tteet
'
q„-• -41,„„mmiN intimated that a clause had better be drawn up
tovBl,ted to the consideration of the Committee to-morrow.
..14 also be provided that the tunnels be constructed so as to
h
te,r, ut be laying down of a double line.
744 ZNaIL said the suggestion of his Lordship should be at-
ksi a:
%oft.. es, civil engineer, was called, who deposed that he
i:kkl`pl_th,.e estimates drawn up by Miller perfectly correct, and
10. lc: 'or all the purposes of the line.
t4;.ole4tebell, a railway contractor, gave evidence as to the rea-
tti,,hithesal of the estimates. He had been engaged on nearly all
lons Nor!! in Scotland, and was at present fulfilling contracts
/t:`" British line. The estimates of Mr. Miller, he was
s,
waded, Would be!, amply sufficient for the execution of the
eskrnittee then adjourned till to-morrow.

r
°~~ coy,

OUSE OF-COMMONS.
GROUP A.

Z te".rlera ease
having met as usual this morning, Mr. Teepoe
-iptz e b'
ose for the
AND cncrzmeoN (ATIT•TOSPHERIC)
t
ee
. Teeee LINE.
T observed, that before entering into the examination
Nod to „1 011 the part of the London and Croydon Company, he
to,4tie,'"lnt out to the Committee the fact that there were now
't tnattera before them, viz., the line from London to
Chath
Nr: 44 aChilham, and various parts of the north of
Its gtoe. Project for an extension from the principal line to
for There were also two distinct Bills for the principal
qie4ktleth that part of the line between London and Chatham,
tellAt the, fur that part between Chatham and Chilham. He
t4klto observation necessary to prevent confusion, as he in-
. thy.xarnine witnesses with regard to all parts of the line at
Joh„ Talbot then called
itt th" Lovet, who etatsd that he was a landowner at High
the Parish of Down, North Kent. lie had carefully ex-
it'et Part of the proposed line which passed through that
411erli„ had a very favourable opinion of it. It passed
tat,:l4. ',‘‘.nrough land of a gocd quality, but which required ma-
Yl5 ',erannre was very dear in consequence of the expense of
te4teod. r here was very little manure to be got in the neigh-
Lnd it was necessary to obtain it from other parts of the
Slear `e himself had imported guano for manure. Coal was
b; the poor of the neighbourhood were very much dia.
too; teos ue difficulty of obtaining it. The high price was en-
t4lerlepteect by the expense of carriage. Coal was now obtained
th
frout—rri, but if the proposed line were formed it could be ob.
C,h,atharn, The cheaper conveyance a ould make a re-
iehztee 'east ss. per ton. Great benefit would be conferred
l'44,ll''°lttbeeltant2 of Down by the cheap conveyance of agricul-
\t, bye This line would intersect no large property, but it
4'io., Wt.; great many.
Nth't tee"l-Ev, who appeared for Lady Darnley, a petitioner
k • Pr°Posed line, cross.examined the witness at some
Let) V°att, on the part of the London and Croydon Corn-
Called
te, ard
evi a landowner at Down, who correborated Sir John
'11t4L.14. Ike 4"ce'
Leet •,gt Nkt4._WETHEtt, on the past of the South-Eastern line, then
4N4 She .4r• Pet° was now present, and was ono of the witnesses
'keg le-atels eyed to examine on the subject of the estimates of the
'th tot n line. He wished to examine Mr. Peto at once, but
1,t5 U. v'eall it if the Committee objected.
tv ,
_e
'''etke
Pet° eN assented, and
°C the firm of Grisscl and Peto, was accordingly
11,1411:1. xarnine,i• lie had examined the line proposed by Mr.
thed had estimated the expense of constructing it. His
ot4tWere founded
g .
t, seh on the plans and seetions of Mr. Vignolles.
er'tot Na. e,use of the proposed line, exclusive of land, stations,
ti)leNt per "enld he 1,320,000/. He could not state the average
.hlise4,4l, 'lei as he had not considered the subject, but had
`el.tee,4 ntr.ate for each item separately. He had omitted the
e4ti"_t land, stations, and sidings, as he had no data. He
geaAteo Hiated the expense of worl's.
s Was then crow-examined by Mr. WHATELEY and Mr.
ott.4".
it',lt-Yd,ri'"),Re then resumed the rose on the part of the London
itirh'be,ived and called several witnesses to prove the benefit
,tio7tlte orn the proposed London and Croydon line by the
I.p off that part of Kent through which it passed, aid the
elsl.tith, hotel, the South-Ezstern and North Kent lines.
'rh t'lltaße". Proprietor of paper. mills at Bromley, spoke to
to the paper manufactoties in the neighbourhood
4 r Witu „s-"sue from the formation of the proposed line.
rth line, aesses were then called, and spoke to the necessity for
tt:lke Zeetir'ind,tshe superiority of this over the South-Eastern and
lhd te 1/untee.
teththe er, and Mr. Ring, coal merchants at Rochester,
r d ect the proposed line would have on the coal trade,
e "It "Per e-''etion in theprice of coal which would ensue from
of
le. 14 4tti carriage.
It; ee landowner at Rochester, late mayor of that town,
te arhined
it_ Ia c. and gave evidence in favour of the proposed
henttc "5,g-examined, he stated that Cobham Ilall and
elet4e" .
of Lady Darnley, was the most beautiful par-

of Kent, and the pride of the neighbourhood. He knew that the
proposed line passed by the southern side of the park, but did not
think it interfered with any part of it.
Mr. Wriimoisc then said that he had a number of witnesses to
examine as to the same part of the line that had been spoken of
by those just examined, but he would not call them unless the
Committee wished it.

At this point Mr. Smith objected to the reception of this evi-
dence, and it was ruled that, inasmuch as this evidence contained
matter in such a shape as to constitute new evidence, it was inad-
missible; but Mr. Smith, having received an assurance that the
tables should be handed to his clients for examination and dis-
proof, the statements were allowed to remain.
Mr. Samuda was then recalled, and stated that he had heard
Mr. Harrison say that ten minutes delay would interfere with the
trains during the whole of the day; but that was a mistake. He
had evidently misapprehended the diagram, for he had calculated
that the train from Dorking to Gcdalming would pass at the
rate of 60 miles an hour, when In fact the time proposed to
be occupied was seventeen minutes, and the rate was to be
46 miles an hour. He had also calculated the speed from
Lipprock to Godalming at 56 miles an hour, when in fact the
time proposed to be occupied was sixteen minutes, and the
speed forty-four miles an hour. With regard to the Epsom traffic
he saw no reason whatever, as all the Epsom trains could take the
Portsmouth traffic to London; for in consequence of the incline
from the Dartmouth Arms to New Cross the momentum obtained
would be sufficient to carry 120 tons, and the other way there would
be no difficulty whatever in running distinct Portsmouth and Epsom
trains. He would take the tonnage of Mr. Harrison, and allow
that a train of 50 tons would carry about 500 passengers. Now
there would be a power amply sufficient to draw 70 tons, mad,
with anything like judicious arrangement, each train wou!el be
able to carry, on an average, 600 passengers every ten minutes, or,
allowing for 600 as a contingent, he could send 3,000 pas.
sengers per hour to Epsom. He had himself seen 10,000 passen-

The CHAIRMAN thought It was unnecessary to examine the
witnesses alluded to.

Mr. WILMORE consented to omit the evidence. He did not in.
tend to call any witnesses as to the line between Chatham and
Chilham, as it would be exactly the same as that of the South_
Eastern line, the Croydon Company having adopted the surveys of
the South-Eastern.

Mr. MEaltswitTuttn said that it was impossible to find a better
line than the South-Eastern.

➢dr. Witssoaa said that the only advantage on the part of the
Croydon line was that it was atmospheric, and the South Eastern
locomotive.

After the examination of several other witnesses on points of no
public interest, the Committee adjourned at four o'clock.

GROUP GG.
SCOTCH RAILWAYS.

THE GLASGOW, NEILSTON, AND BAER

HEAD LINE.

The Committee, consisting of Mr. Evans (Chairman), Mr. New-
degate, Mr. Munts, and Mr. Miles, sat at twelve o'clock, in the
Guildhall, Westminster.

Mr. HILDYARD opened the case for the promoters of the above
Bill, and proceeded to refer to the importance of Barrhead and
Neilaton as a manufacturing district, and to the facilities which the
proposed railway would give to the manufacturers there, in their
transit to Glasgow. The total length of the railway was somewhat
above eight miles, and the estimate for its construction was
142,0001. The promoters, COUSCiOUS that an established main line
could more efficiently work out a short line, like the present,
had entered into an agreement with the Greenock Company to lease
it at a yearly sum of 7,5001., which would give on the sunk
capital, a dividend of eight per cent. The gradients were very
favourable, the steepest on the distance of six miles being only 1 in
100, which in the remaining distance there was another of 1 in 74,
but that was unimportant if they considered the nature of the traffic.
The curves were also favourable, and the landlords on the line,
were to a man, anxious to promote it. The Learned Counsel
then went at great length into the nature of the
agreement between the Paisley and Ardrossan Canal,
and the Glasgow and Paisley Railway Company, in which the
former undertook not to carry passengers, thereby sacrificing a
trade of 400,0001. a year, they, in return being allowed to carry
all the goods traffic between Glasgow and the Paisley district ;
and he contended, that this was an agreement which threw into
the shade the public interest, and that, therefore, another Com-
pany who came forward on public grounds, had a fair right to be
supported by Parliament in their patriotic endeavours. He should
bring proof in support of his allegations, and having done so, he
trusted that the Honourable Committee would feel it their
duty to support this Bill, as the best which could be adopted
for giving public facilities to this important district.

gers sent in four hours by the Dalkey train, and they had
since sent a greater number of trains than were sent on that occa-
' sion, the Dalkey line being, on account of its curves, a badly con-
structed line, and its ruling gradient 1 in 115, while the line to
Epsom had a gradient of 1 in 102, and was a far better constructed
line in every other respect. On the Croydon line the
empty carriages could be sent back by the locomotive line.
The stoppages might all be made up by saving time
at the crossing stations, and by an acceleration of speed
on the journey, if the latter were necessary. On this
line they could take a train of fifty tons with a vacuum equal to
nine inches of mercury, and this weight was therefore by no
means a maximum, and this vacuum, for a rate of forty miles an
hour, could be performed in thirty-two seconds. This had been
done on the Dalkey line, which was a worse one. The time neces.
nary to obtain a fifteen-inch vacuum was from a minute and a half to
a minute and three quarters; and during the many experiments which
had been made throughout the whole day the time occupied for ob-
taining it was remarkably uniform, the difference being only about
21 seconds on an average. An 8-inch vacuum would be the mean
vacuum required through the whole line, and the extreme would

be 16 inches for all the steep gradients. To obtain the average
vacuum at the crossing places, which were the only places where
they would have to wait for it, the time would be halt a minute, and
the minimum would be only 2 inches, snd the time an imperceptible
quantity. But in this he thought he was in every instance far within
the mask. In the case of a disabled engine the second engine would

make up for the difference. With regard to the difficulty, as stated

by Mr. Hawkesley was entirely wrong, and he did not think that
they would have any more difficulty than they had already en-
countered at Dalkey. He would not touch on the abstract propo-
sition of the similitude between suction and drawing, bet prac.
tically it was altogether different. In a minute and a half they
could obtain a traction power equal to 1,320 lbs. at a distance
of one mile and three-quarters from the engine. This
would be seen in a more striking manner if they were
to attempt to force this power of 1,3201b5. through a pipe already
filled with air. This had been attempted for the purpose of blowing
furnaces through pipes not a fourth of that length, but it had been
discontinued, for it had been found that no pipes could withstand
the force applied to them. The fact was, the two pistons, the one
at the air-pump, and the other at the carriage, were just as if
they were connected by an iron rod, and just as the air-pump
would draw out the iron rod, and cut it off, piece by piece;,the
piston behind following just so fast as the rod was
shortened, so was the column of air drawn off by the
engine, and allowed the train to be propelled by the air
behind in proportion to the rapidity at the other end as soon as

Mr. Crum, of Thornlie.banic, was the first witness called, and he
stated that ti e second station on the proposed line would come
within half a mile of Thornlie.bank, which place was a little above
Glasgow. The works there had been established above a century.
They employed 1,200 people, the horse power was 382, and they
used 18,000 tons of coal per annum, and exported and received
8,479 tons of goods. The railway would be a great advantage.
Mr. P. M. Stuart, M. P., was called to prove the feeling in the
county with respect to the rival lines. The direct line was the
favoured one.
The Committee then adjourned at four o'clock.

GROUP K.
NORWICH DISTRICT.

This Committee resumed to-day at the usual hour, the Mem..
bers present being Viscount Satidon (Chairman), and Messrs.
Martin, Cobden, and Ricardo. Sir Benjamin Hall, Bart., has
been prevented from attending since he met the late severe ac-
cident.

the vis inertsiz was overcome at the other end. He therefore took
.an entirely different view of the matter from Mr. Hawkesley, and
contended that the column of air, instead of being attenuated,
travelled bodily up the tube, and that there was no differential
pressure whatever. And if there were no leakage whatever, he
contended that the two barometers, the one at the engine and the
other at the pump, would be precisely at the same heights at the
same moment. But there was leakage, and as it entered
at the piston and caused a continual flow of air towards
the pump, which occasioned such a disturbance as affected the
barometers to the extent of the disturbance which they exhibited.
He bad ascertained this practically by standing under the bridge
at Kingstown. He heard the first stroke of the engine at Dalkey
the moment it was made, and at the moment he heard the blow
the mercury was acted upon. The Dalkey engine was anything
but a good one, but with all its defects he had observed that there
was no more difficulty on the length of a mile and a quarter than
there was at Wormwood Scrubbs, where the line was only
half a mile in length. The speed which they had attained
on the inclined plane at Dalkey with its burden, a power
equal to a power of drawing 150 tons on a level at
a rate of forty miles an hour. Now, on a line of this extent there
was no possible opportunity of attaining the maximum speed,
while, from a great number of experiments which he had made on
the Great Western line, he found that in the fast trains the usual
friction was at 8 lb. the ton, 230 lb., 15 lbs. for the engine, a
total of 224 lb., gravity 80 lb. Atmospheric resistance 420 lb,
being on an area of 60 at the rate of 7 lb., making the total of
tractive power necessary of 2,475 lb. to draw a train weighing
fifty-two tons ; while the atmospheric principle, in con_
sequence of not having the weight of the engine and
the tender to draw, would be only 1,780 lb. With respct to the
tube, it had been stated that the cost would be much more than had
been stated. He found that the contract for the tube on the
Croydon line was 4,0001. per mile, while It was in reality being
laid down for 3,7001. a mile: According to Mr. Locke's calcula-
tions the cost of the Guildford line would be 17,8391., while that
on the atmospheric line would be 18,992/., giving in favour of the
Guildford line 1,1551. per mile, represented by. 75/. per annum for
interest. For the working plant there would be a cost
for the atmospheric twenty-four pairs of engines, 150,000/.
being at the rate of 2,487/, per mile. On the Guildford line
would be 72,500/., making a rate of 1,580/. per mile, viz. 9071.
in favour of the Guildford line, being an interest of 45/. 14s. per
annum. There was, however, an excess in the working ex-
penses on the locomotive line, equal to 31/. per mile, or 1,8601.
per mile per year, if the trains ran only nine times a day. But

Mr. ALEXANDER, Q.C., applied to the Committee to withhold
its formal negative of the Bu►y and Thetford branch of the Nor-
wich and Brandon line, whicn course was intimated on Friday
last, until they had heard the case of the Bury and CaMbridge
line, to be proceeded with on Wednesday next. The Learned
Counsel contended that the evidence then adduced would mate-
rially affect the decision of the Committee, and he merely suggested
the postponement for the better furtherance of justice.

The CHAIRMAN, after some slight hesitation, aceeded to the ap-
plication.

- Mr. CoProca, the solicitor attending on behalf of the in-
habitants of Norwich, previous to the Committee discussing the
clauses of the Norwich and Dereham Bill, applied for a week's
postponement, to enable the corporation to meet and eonsider their
course.

The Committee, considering the delay useless, proceeded to the
discussion of the clauses, several of which were passed without
opposition. In the progress of discussion a few unimportant alte-
rations were made in the clauses, and the Committee adjourned at
four o'clock until Wednesday, at twelve, then to proceed with the
Cambridge and Bury Bill.

GROUP L.
PORTSMOUTH ATMOSPHBRIO LINE.

The Committee resumed their inquiry on this line this morning,
Mr. E. B. Denison in the chair, with Lord Clive, Mr. Oswald, Mr.
Vyvian, and Mr. Monckton Milnes present.
In the course of his examination by Mr. GURNEY, Q.C., Mr.
Bidder, surveyor, stated that he objected to the means for pro-
viding for the crossings at the level, inasmuch as they were to be
effected by a mechanical contrivance which everybody knew was
likely to get out of order, instead of by the agency of persons living
on the spot. The difficulty would, of course, be increased by the
great traffic to Epsom on particular occasions. The ruling gradient
was that at New cross, which was 1 in 100, where about GOO
people an hour were all that could be carried, unless they doubled
the line. At the present, they could only take about 400 per
train, with three trains per hour—that was, 1,200 an hour, when
they ought to run trains at least every ten minutes, each carrying
1,000 passengers. He was decidedly of opinion that the Directors
would have to double their line between London and Epsom.
With regard to the expenses, he calculated the permanent way at
4,8401. per mile ; engines, 2,330/. ; tanks, 2001. ; patent right,
5001. ; points, crossings, and valves, 3iol. ; wells, 500 ; contingent
expenses, 600/., making a total for the permanent way of 9,320/.
The working expenses would be 6001., exclusive of interest, while
on the locomotive line the cost would be no more than 547/., inclu-
sive of interest.

To Mr. RAWLINSON Mr. Bidder replied that he had arrived at
his conclusions respecting the 6001. a year from the Blackwell
Railway, while Mr. Stephenson got to his conclusions by the work-
ing of the Camden Town engine. The Blackwell Railway Com.
pany paid 3001. a year for water, and had been at an expense of
6,0001. or 7,0001. for forming tanks. No one could fail being
gratified with the first sight of the atmospheric principle, but it was
exceedingly ad caplandum, and for a long line he thought it was
unsuited. He had indeed been anxious to apply Mr. Samuda's
principle to a line of his of 21 miles in length, leading to the
Thames, but Mr. Samuda had not acceded to his proposition, al.
though the Blackwell engines might have been used in the project.
The largest engines could carry on a locomotive line about 600 or
700 people by one train, and he thought that the trains might
be started as fast as they could be filled. On the Greenwich line
they had carried more than 39,000 persons in one day. But he
did not believe that the atmospheric line could start a train every
ten minutes, so that the accommodation could not be yielded by it
which the public required.

To the re-examination of Mr. GURNEY, Mr. Bidder stated that
he had started without any prejudice against the atmospheric prin-
ciple—on the contrary he greatly admired it; but he feared that
its application could not be so general as he desired.
Mr. Hawkesley, engineer to the Nottingham gas and water.
works, stated that he had been under the necessity of paying great
attention to the passage of fluids through tubes. His experiments
had been applied to gas, water, and air, and they had been ap.
plied particularly at Birmingham. His formula had been applied
by Mr. Low, who had written to him to ask what quantity
would be delivered from Peter-street at Charing-cross,
through a tube of 18 inches in diameter, and he had stated that the
quantity would be 60,000 feet in an hour. The result perfectly
coincided with the supposition. He had tried the same principle
a tVersailles, and several places in England, among others at Not-
tingham, through a tube two mile* in length, fifteen inches in dia-
meter; and at Edinburgh, through a tube of one mile in length,
fifteen inches in diameter. There was, in fact, no such thing as
suction. That had been known ever since the Tollichlian expe-
riment, which took place 200 years ago. In fact, what was called
suction was neither more nor less than the impulse put upon an
intermediate body, having a proportionably ratified atmosphere
before it, from the impulse put upon it by the denser substance
behind. There was certainly friction in the passing of air through
a tube, partly arising from impact, whieb was as the square of the
velocity, and partly from the rumbling of the particles among them-
selves, which was simple. Thus, supposing the pressure to be in-
creased tenfold, the friction would be increased one hundred-fold,
and the rumbling tenfold. The train could consequently move no
faster than the air, and the greatest weight proposed by the pro.
motets could not be carried up a plane of 1 in 100 faster than
thirty miles an hour; or up a plane of 1 in 80 faster than twenty-
three miles an hour. His formula had been put in by Mr. Bidder.
In the cross-examination of Mr. Ansrttl, Mr. Hawkesley re.
plied that his formulas were almost absolutely correct with respect
to large tubes, although he had omitted the rolling friction, be-
cause its effects were so minute that it had no presentable effect on
the result. He had made more than two hundred experiments
through tubes jof an inch, of an inch, and of an inch. There
was no difference detween blowing air through a tube and drawing
it away by an air-pump. The rates which he had drawn
the gases through were immaterial, and he thought the instance
he had given in the case of the pipe of eighteen inches sufficient for
a rule for all the cases which could be supposed. He had tried
the experiments from the very slowest to the very quickest velo-
cities, and through tubes of from one inch long to 160,000 inches.
He had tried it with a pressure of 41 inches of water, which was
equal to one inch of mercury. The speed of fifteen miles an hour
would be equal to five inches from the barometer through a three-
mile tube, and everything remains the same through a tube half
the length; the pressure remaining the same the speed would be
44 miles an hour. The leakage would account for the diffe-
rence, and the train would stop at the point where the
leakage would balance the pressure of the atmosphere, but
at that distance he could not exactly say, but could calculate if the
plane, tube, and pleasure were given to him. His results had been
formed by equation, and were confirmed by ascertaining that the
constants given by theory had been confirmed by more than a
thousand experiments, and among others, upon many of Mr.
Samuda's own premises. He had no doubt whatever that increasing
the tube from one and a half mile to three miles in length would
greatly reduce the mean velocity. In fact, the friction would be
increased, and that which was called suction was neither more nor
less than the abstraction of a quantity of air near the engine, the
space being occupied by a more ratified atmosphere, that which
was nearest the engine being driven forward by the denser medium
behind. In tact, it was nothing more than blowing.
To Mr. Oewas.n—The witness replied that, in the event of the
disabling of one pair of engines, those at six miles' distance, the
next engines, would be useless, for he found by experiment that at
the end of seven miles the initial force would be only two and a
half miles, so that at a little further distance, the engines would
only be able to pump out the leakage, and they might go on for
everlasting, just neutralising the force of the air one way or the
other, without moving the train a single inch.

Mr. Harrison, engineer, was examined by Mr. Sastre, and es.
pressed his opinion that the atmospheric principle could not be
efficiently worked. He had himself been delayed twenty minutes
the other day at the Euston-square station in consequence of some
derangement of the stationary engine. Some third-class trains
might take 500 passengers at once, and he did not think that that
number in third-class carriages would exceed fifty tons. In all
his assumptions of the third-class passengers, he thought that the
tube might be 18 inches. He had been engineer to the Newcastle
and Darlington, and two other railways, and was decidedly of opi-
nion that the gradients could not be surmounted as represented,
and if there were a delay in the early hours of the day it would
affect every other train during the day.
This concluded the evidence against the atmospheric principle.
After some discussion it was decided that the counsel for the
atmospheric line should catl evidence as to the new matter which
had teen adduced by the opponents of the line, when
Mr. Joseph Cubitt was calied by Mr. ALEXANDER, and produced
a table, showing the comparative coat of single works and single
line, which would be 1,279,9301.; for double earthwork, with
double bridges and tunnels, with single line, the cost would be
1,393,5831.; while for the whole of the doubleline, every thing double,
1,431,1981.; and fur a double locomotive line it woted be 1,312,798/.
This was all exclusive of the Chichester branch; for the expense
of this latter there would be a cost of 122,280/., making a total
for this of cutting
.1,435,178/. According to his calculations the
Guildford and Pot!smouth line would be 877,232/., making an
average of 19,1741. per mile, and the whole value of the wages of
the gatekeepers would be 34,500/., making a total of 19,2281. per
mile. By the atmospheric line the whole cost would be 15,5821. per
mile, and inclusive of the gate-keepers, tube, and electric telegraph,
the cost would be 24,9151. a mile. According to Mr. Locke's
price., the cost would be—.

if the trains were increased to fifteet. times a day, it would be
911, and the consequence would be a cost of 17,2001., equal to
286/. 18s. per mile, per annum, in favour of the atmospheric
line. .In all these expenses he had omitted no contingency ex-
bept the coals, which would be mnch less than had been asserted
as was proved by the consumption on the Dalkey line. .

To Mr. OSWALD—Mr. Samuda said that the cost of a single line
would be 4,5001, and for a double one about half as much again.
The cost of engine-hous,s, crossings, and all the contingencies,
would be 2,4871. per mile, and for a double line there would be
wanted 500/. per mile additional. In constructing a double line
they would save a good deal of pipe, as they would have no pipe
down the inclination.

The Committee then adjourned till to-morrow at twelve o'clock•

GROUP LL.
TEE LONDON AND SOITTII-VirESTERN
DIETROPOLITILN EXTENSION.]

The Committee met at twelve o'clock, Lord John Manners in
the chair. The other members of the Committee were Sir T. Es-
monde, Sir John Trollope, and Mr. E. Heneage.
The clauses of the above Bill were gone through seriatim and
agreed upon. The Bill was recommitted and ordered to be re-
ported.

TETE LONDON AND BRIGHTON RAILWAY
("WANDSWORTH BRANCH).

Mr. Him., Q. C., with Messrs. Gurney and Mellor, ap-
peared in support of this 13111. He appeared on behalf of the Lon-
don and Brighton Railway Company, whose object was to form a
branch from their railway near Croydon, extending to Wandsworth,
where they would make one of their termini. The length of this
branch would be six miles and a half and 8 chains. The estimated
expense of constructing it would be 119,191/., so that the
average sum per mile would be only 20,000/. This eontrasted
very favourably with a Bill which came before the Committee, in
which he appeared for the South- Western Railway, and the es-
timated expenditure of which would have been 400,000/. per
mile, or twenty times as much. A great advantage in the projected
line was, that it did not materially interfere with private property. It
would not be found necessary to take down a single house. Only
two or three cottages would be removed, and those were already
the property of the London and Brighton Bailway Company. The
plan only interfered with one plot of ornamental ground. With
respect to the engineering impediments, he would remind
the Committee that Croydon was very much above the level of the
Thames, or any spot on its margin, and consequently, however
they would approach the river, they must fall from a high level to
a low one. The gradients, positively speaking, were not good,
but comparatively they were so. The worst gradient was lin
100 for only half a mile; on the London and Croydon line there
was the same gradient for two miles'and three quarters. The
worst curve was only half a mile radius, but that
was at the station ; otherwise the curves were gcod.
The line crossed no turnpike road on the level. They
would have four stations—two at Nine Elms, one for passengers
and one for goods ; one at York-street-road, and one at Wands-
worth. That at Nine Elms would be most desirable, from
its contiguity to the river. There was an excellent wharf
there, and there would be great facility for the tran-
shipment of goods. The Learned Counsel went on to show
the advantages which the proposed line would afford, particularly
to the inhabitants of the west-end of the town. The only petition
worth noticing was one from the Directors of the London and
Croydon Railway, which sets forth that, "if the in-
tended railway from Croydon to Wandsworth be carried out,
it will be carried through land over part of which the petitioners,
line of railway extends, and thereby operate to the detriment of
the rights and interests of the petitioners." They certainly did
interfere with the London and Croydon by crossing their
railway, but it would not cause them even temporary incon-
venience. It would not stop their trains even for one hour.
The petition from them set forth that the line would not confer
advantages equivalent to the damage it would cause, but this asser-
tion he would disprove by the most competent witnesses. Ile did
not deny, however, that it would to some extent " divert the
traffic from the London and Croydon line," which was another
allegation in the petition.

Mr. Rowland Hill was thin called—ls Chairman of the London
and Brigton Railway Company. Thought the present Londok-
bridge terminus did not afford sufficient accommodation for traffic.
A west-end terminus was also much wanted. Thought the
proposed termini would confer great advantages on the public. The
station at Nine Elms would afford great facility for goods and
traffic. Approved generally of the projected line.
Messrs. Austin and Talbot appeared for the London and Croy.
don Railway Company.—The witness was cross-examined, but no-
thing material was elicited.

Mr. Thomas John Buckton, Secretary to the London and
Brighton Railway Company, proved the amount of traffic between
London and Brighton, at the London bridge station, to be as fol-
lows :—Receipts from passengers from June 2, 1344, to May 31,
1845, 152,107/. ; the number of passengers, 377,672 ; the quan-
tity of goods, 17,646 tons.

Mr. Lewis Slight, clerk to the Commissioners, proved that the
intercourse between London and Brighton was great, and that it
was daily increasing.

Mr. Evans gave similar testimony.
Other evidence of a formal and uninteresting nature was given,
and the Committee adjourned at four o'clock.

GROUP X.
cAncasraDGE AND znacoxav MINE.
TRAFFIC EVIDENCE RESUMED.
Mr. J. Parke was placed in the chair at the sitting of the Com-
mittee this day, and his examination in chief resumed, it having
been adjourned from Saturday.

THE SE N, LONDON. MONDIILI EVENING, JUNE 23, Mit.

After a few questions had been asked him, the Committee ad.
journed.

GROUP Z.

The Committee to wham this group has been referred met today
at twelve o'clock, the Hon. Mr. Clive in the chair.

TEE GREAT WESTERN (DUBLIN AND
GALWAY).

The rebutting cue of the promoters of the line was then entered
into.

LYNN AND DEREHAAI RAILWAY.
I The Lynn and Dereham Railway Bill was read a third time,
and passed.
BEDFORD, LONDON, AND BIRMINGHAM RAIL-
WAY BILL.
This Bill also was was read a third time and passed.
ASHTON AND STALEYBRIDGE RAILWAY.

Th• first witness called was

Mr. R. Stephenson, civil engineer, who was examined by Mr.
TAYLOR—He stated that he had examined the sections and plans of
the proposed line, which had been deposited, and he had no hesita-
tion in saying that if they were correct the hue was very easy of
construction. Had heard that the levels taken by Messrs. Han •
nlngton and Boyle differed from those taken by Captain Moorsom
and his assistants. These discrepancies, where levels were required
of a "side-long " country, were of frequent occurrence when they
were taken by different parties. He has known engineers to differ
to the extent of twenty or thirty feet. That difference would
arise from the parties placing their staffs at points a few feet sepa-
rate, and the result would be a difference of twenty or thirty feet.
Had himself known a case of that kind where the discrepancy was
38 or 48 feet, he could not remember which. The country in
that case was of a " side-long" nature and the error arose in the
way he had just pointed out, that the engineers had
placed their staffs in different positions. This difference
must necessarily arise unless the same point is selected by both
parties, and as that scarcely, if ever happens, by different parties, a
discrepancy will always arise in levelling a side-long country. If
the gentlemen who were sent to check the levels made their
starting point higher up than the gentlemen who took the
levels on which the sections were formed which had been depo-
sited, a discrepancy might exist for several miles.
Cross.examined by Mr. JAMES—The errors very much de-
pended on the side-long nature of the country. Did not know the
character of the country through which the line passed. There
was nothing in the section to demonstrate that the country was
side-long. He assumed that the country was side-long at the point
where the greatest maximum error of 3S feet was stated to exist, from
information given to him from Capt. Moorsom. Errors in taking
levels were possible, and very frequently occurred from taste. Sup-
posing that errors existed to the extent stated of thirty-eight feet,
the increased expense would be 37,0001.
By Mr. TALBOT—Has made this calculation on the assumption
merely that the error existed.

Mr. George Bidder, engineer, agreed with the evidence of the
last witness so far as he heard. It was possible, in making a copy
of a section with tracing paper, that an error of considerable ex-
tent might arise. He knew an instance himself where a tunnel
was shown where there should have been an:embankment, in con.
sequence of an error arising from this cause. He never knew a
case in Parliamentary inquiries in which sections of a line of side-
long country did not differ when the levels were taken at different
points.

The Ashton, Stayleybridge, and Liverpool Junction Rail-
way Bill (Ardwick and Guide branches) was read a third
time and passed.
SHREWSBURY, OSWESTRY, AND CHESTER
JUNCTION RAILWAY BILL.
The Lords' amendments to this Bill were agreed to.
CORNWALL RAILWAY BILL.
The Cornwall Railway Bill was read a third time and passed.
SCOTTISH UNIVERSITIES BILL.
Mr. MACAULAY moved that the order of the day for the
second reading of this Bill be read for the purpose of post-
poning it to Wednesday, the 9th July.—Agreed to.
NOTICES OF MOTION.
Mr. O'CONNBLL gave notice that he should, on Wednes•
day, move for certain returns and surveys.
Dr. BOWRING gave notice that to-morrow he should put
three questions to the Home Secretary, on the subject of the
case of J. W. Caldecott—first, whether he had been committed
to Castle Rushen, Isle of Man, in September last, without
any execution having been issued out against him. Secondly,
whether his complaint to the Lieutenant-Governor on the sub-
ject had not been referred to the committing magistrate ; and
thirdly, whether, although only committed fur six months, he
was not still in prison.
THE LATE ACCIDENT ON THE GREAT WESTERN

RAILWAY.
Mr. W. 0. STANLEY wished to put a question to the
Vice-President of the Board of Trade. It would be in the
recollection of the House that a serious accident, unattended,
however, with the loss of life, had occurred on the Great
Western Railway, on Wednesday, near Slough. Two days
afterwards another accident took place nearly at the same part
of the railway. He understood that the Board of Trade had
dispatched the InTector-General, General Pasley, to the spot,
to inspect the line, and he (Mr. W. S.) should feel obliged to
the Right Hon. Gentleman if, when he received General Pas-
ley's report he would state to the House what lien. Pas ey con-
sidered to have been the cause of the accident, and whether
the cause still remained. It was a matter of great public in-
terest, for there was an impression out of doors that the very
high velocity at which the express trains travelled was not al-
together safe.
Sir G. CLERK said that immediately that the report of
the accident on Wednesday had reached the Board of Trade,
the Inspector-General had been dispatched to the spot, to as-
certain the cause of the accident, and to report to the Board of
Trade what measures it would be necessary to adopt in order
to prevent its recurrence. It appeared that the accident had
been owing to the elasticity of the rails at the place where it
had occurred. Those rails were the same which had been ori-
ginally laid down at the first construction of the Great
Western Railway, and it appeared that they were
much lighter, and were placed on sleepers of much less
scantling than those at present in use, and which experience
had taught the Company were better adopted for the purpose
than those originally lald down. Th., Company had been for
some time.past removing these original rails, and substituting
for them rails of greater weight, and sleepers of larger
scantling, which would produce greater stiffness, and prevent
the too great elasticity of the rails. The House was aware that
some years ago it had been suggested in consequence of the manner
in which certain accidents had occurred, that a luggage van
should always be interposed between the tender and the pas-
senger carriages. This plan had been adopted cn the Great
Western Railway, and as it was an object with the express
trains to carry as little as possible, the van thus used for these
trains was a light four-wheel one instead of one m ith
six wheels, and it was lightly loaded. This van
had, through its lightness, been thrown off its train
and dragged the other carriages after it. As a proof that the
lightness of the van was the cause of the accident, he might men-
tion that the same thing occurred to the luggage van on Friday,
but as it was the last carriage on the train no serious consequences
ensued. Gen. Pasley had called the attention of the Company
to the circumstance, and they had, therefore, now substituted a
luggage carriage with six wheels for those with four, and they
had also loaded it to such an extent as to make it equal in weight
to the passenger carriages. He had likewise pressed upon
the company the necessity of removing those light rails,
as speedily as possible, and, he believed, that before
the end of the summer the light rails would be
removed on the whole of the line. Now that the luggage
van, if sufficient, or the express trains, it was the
opinion of the Inspector-General that no danger was likely
to occur on account of the speed, and he hoped he might say
that there now existed no danger of the recurrence of such an
accident.

After a few words from Mr. OSWALD, which were in-
audible in the gallery,
Sir G. CLERK explained that rails made of stronger
materials would not be so likely to yield to pressure. A similar
accident had, some time ago, occurred on the Edinburgh
and Glasgow Ratlway, in consequence of the too great elas-
ticity of the rails; that cause had been removed,
and no accident of a similar character had since recurred.

_ .
THE TEN HOURS' BILL.
Mr. S. CRAWFORD presented a petition from a town in
West Riding of Yorkshire in favour of the Ten Hours' Bill.

COMMON LAW PROCESS BILLS.
On the motion that the order of the day for the Ireland Col.
leges Bill be read,
Mr. Sergeant MURPHY said he would detain the
House a few minutes while he made an explanation
respecting certain personal allusions that had been made re-
garding himself. He had no doubt that the House would per-
ceive by the sequel that the allusions made were not justified
by the real facts of the case, and were calculated to do him
considerable personal injury. On that ground he would state
to the House the circumstances to which he alluded.
The animadversions had reference to certain Bills originally
entrusted to him, in which it was alleged that he did not act
the part he had promised to de, in regard to the car-
rying them through the House. The Bills were three
in number, for the regulation of the common law processes
in England, Ireland, and Scotland, the leading object being to
make parties domiciled in either of the three kingdoms who
might have contracted debts in any of those in which they
might not at that time be residing legally responsible for
,their debts—that is, that any one residing in Ireland
and Scotland, who had contracted debts in England, should
be made amenable to their creditors in the latter
place. But the bills had another object—the doing away
with certain onerous and expensive processes that interfered
in pursuing parties out of the jurisdiction of any one of the
three kingdoms to the others. To the latter provisions of the
Bills he subscribed to the fullest extent, but to the
other part he did not. The Bills were introduced
last year, since which considerable opposition had been
raised against them by the Attorney-General for Ireland
and the Lord Advocate for Scotland. As the Ministry
did not take up the Bills be entrusted them to the
Honourable end Learned Member for Cirencester who
attended to them with exceeding great care and assiduity.
He had had several communications with the Noble and
Learned Lord who introduced the Bills to the other House of
Parliament; and when the Bills were passed and sent
down to this House, the Noble and Learned Lord requested
him (Mr. Sergeant Murphy) to take charge of them.
He did so, but in the meantime, however, he found
that a great opposition to the Bills was raised in va-
rious quarters ; and he himself received several remonstrances
from persons in Ireland who were not connected with any poli-
tical party. Amongst other objections to the Bill, it was stated
to him that great numbers of persons from Ireland were
obliged to come to this country upon temporary business,
and that it would be a great hardship to them to be dragged
into the English courts. He had also received remonstrances
from persons of the legal profession in Ireland, pointing out
the hardship and inconveniences to which they would he sub-
jected by being obliged to follow their causes from their own
jurisdiction into this country, under such circustances as the
Bill contemplated. Accordingly, he did communicate with
the Noble and Learned Lord requesting that the case of the
bills should be taken out of his hands. In answer he received a
letter from the Noble and Learned Lord, without any date ;
but as he received it on the Ist of May he supposed it was
written about that time. (Laughter.) He subsequently re-
ceived a second letter, which seemed as if it were intended to
express some change of the Noble Lord's. (A laugh.) He
would, with the permission of the House, read those letters.
The first was as follows :—" My dear Murphy—l think it is
quite right that you should wash our hands of the obnoxious
Bills."—(Laughter.) It was on the authority of that letter
that he (Mr. Sergeant Murphy) after stated in the House,
in the words of the Noble and Learned Lord, that he hail
" washed his hands" of the Bills. The second letter began thus :
" My dear Murphy—Personally, I do not care one farthing about
the Bills, but I cannot see that there is any occasion for the
opposition to them, for I do not think that they would inflict
any of the alleged hardships." After the receipt of that
ietter, he (Mr. Sergeant Murphy) entrusted the Bills to his
Honourable and Learned Friend, the Member for Ciren-
cester, with whom he consulted as to what chances
the Bills would have of being carried. It seemed to them
that all the Noble and Learned Lord cared about was the
decent interment of the Bills—( A laugh)—and it seemed to
him now that what the Noble and Learned Lord chiefly re-
gretted was, that they had not been decently interred.—
( Laughter. ) He (Mr. Sergeant Murphy) did not wish to
infringe upon any privilege of Parliament; but, in the way in
which the usages of the House allowed him, he would shortly
allude to what bad been said elsewhere.—( Hear, hear.)
The Noble Lord had said those Bills bad been dealt with with-
out his authority. The Member for Cirencester would con-
firm his statement that he had distinctly told the Noble Lords
that those Bills could not be passed during the presen
session, and the Noble Lord had assented to what he
ha 1 stated. He could not be blind to the fact that the
statement which had gone forth, though made in a moment
of jocular hilarity, was calculated to do serious evil and
to him especially. The impression out of doors was that he
had committed a gross breach of confidence, and betrayed the
trust which had been confided to him, for the sake of a foolish
joke. He would say that if he were in the position of the
Noble and Learned Lord, and had made a statement with
respect to matters that had been confided to him,
which he thought fit to divulge, and that he would
in explanation make it appear that authority had been given
to him to act in the manner he had, he thought he should not
gain much credit by allowing him to be subjected to any
wrong imputations. The reason why he had given up these
Bills was, because it had been so suggested by the hon. and
Learned Member for Cork. He (Mr. O'Connell) well knew
that he had never, by any base or servile adulation,
committed himself in any way. He was well ac-
quainted with the whole course of his practical career since
he bad entered Parliament, and that he would exercise
the fuir and legitimate use of bis own judgment upon all
questions connected with Ireland. He knew also that the
last act of his public life was not to give in his adhesion to the
principles which were promulgated from Conciliation Hall.
( Hear, hear.) Under these circumstances, he might be at
liberty to ask whether he was to labour under the charge of
having committed a breach of confidence by way of a foolish
joke, or was he to look down in slavish obedience to the dictum
of the Hon. and Learned Member for Cork.
SPANISH COLONIAL SUGAR.

Mr. LABOUCHERE wished to put a question to the
Right Hon. Gentleman opposite with reference to the claims
advanced by Spain 'or the admission of her colonial sugar into
the ports of this country. He wished to know if any arrange-
ment had been come to with that country in reference to this
subject.
The CHANCELLOR of the EXCHEQUER said, that
not knowing that the Right Honourable Gentleman would have
put the question, he was not prepared at that moment to
answer it.

Mr. LABOUCHERE then gave notice of his intention to
ask the question on a future day.
POOR-LAW SETTLEMENTS BILL. . . ,

Mr. S. CRAWFORD wished to know if it were intended
to pass the Poor-law Settlements Bill through the House this
session?

Sir J. GRAHAM said, that as there was a great contrariety
of opinion on the subject of the law of settlement, it was not
his intention to press that part of the measure at that time,
but it might be expedient if the House would permit the Bill
to be read a second time in the amended form. He did not
think there could be any objection to this course, for he was
not aware that any opposition would be shown to that portion
of tha Bill which related to the law of removal.
(LEFT SITTING. )

BRUSSELS, JUNE 21.—M. Nothornb, who has been
Minister of the Interior since 1641, retires. The resignation of
the five other Ministers is in the King's hands; but they are to
evntidue tii exalt* tie ttorotfons Of flier reopittivedmplannts,

MARKET NEWS.-(THIS DAY.)

CORN E)ifCHAKGE-NIONDA Y.

During the past week the arrivals of all descriptions of
Grain of heme produce were on a very limited scale; but the
imports of Foreign Wheat, Barley, and Oats were somewhat
on the increase. Of Irish Oats the receipts were tolerably
good, but by no means extensive. Fresh up, we received a
fair average quantity of Wheat from Kent; but from Cain.
bridgesbire, Lincolnshire, and Essex, very little came fresh to
hand. Although the stands were by no-means heavily sup •
plied with samples of the article, the demand fur
all kinds of Wheat of home produce was in a very
sluggish state, yet the finest parcels found buyers
at mostly full prices, while other qualities suffered a decline
of Is per quarter, and a clearance of such was not effected.
From all parts our accounts respecting the appearance of the
crops are extremely flattering. The show of fine Foreign
Wheat was not to say large, yet the inquiry for that article
was heavy, at prices barely equal to those paid last week.
In Wheat under lock a few sales were effected, chiefly for
export; but other Grain in bond was a mere drug. Grind-
ing Barley was in fair request at last week's currencies; but
all other kinde were extremely heavy, though they cannot
be considered cheaper. In Malt, the show of which was by
no means large, only a moderate business was doing, at late
rates. The Oat trade was steady, and previous rates were
supported in every instance. Beans, Peas, and Flour, were
quite as dear.

CURRENCY PER IMPERIAL MEASURE
Wheat—Essex & Kent, Malt—Chevalier• . • • . • 64s to 65s
Red .
Dit to, White. .
Norfolk and Lin- Potatoe .••.• • • . • • 245 25s
coin, Red 4os 47s Youglia.l and Cork,
Ditto, White. .
Irish, Red • • —s —s Cork, White . 215 23s
Ditto, White —s —s Scotch, Feed. • ... 22s 23s
Rye—Old •••.•• • • • • • • 30s 34s Beans—Tick . ........ 34s 39s
New.
Barley—Grinding ... • • 23s 28s Pease—Grey. •. •....• 36s 35s
Malting . ••• • • • 32s 34s Maple.
Chevalier •• • • 36s —s White ... .••• .• •
Malt—Suffolk and Nor- Boilers
folk •••••• . • • • • • 58s 63s Flour—Town-made .• • 425 • s
Brown .••••• • • • • • 56s 60s Suffolk •• •
Kingston and Ware 60s —s Stocktrt & Norfolk 33s 355
FOREIGN GRAIN AND FLOUR IN BOND.
Wheat—Dantzie.... • 32s to 36s Beans

. • • • • • . • . 24s to 29s

Hamburg!' ... 30s —s Pease ....... 28s
Barley • • •• •.
Oats —New .• ••••• • • • • 19s 23s Baltic

Feed •.•••• • • • • • • 19s 22s 1
SMITHFIELD,

The past week's importations of live stock for our market
have again been extensive, they having consisted of 169
oxen and cows, six lambs. and six calves, all from Rotter-
dam. At the outports upwards of 200 beasts have been re-
ceived from Holland, in good condition. We had on offer
55 Dutch oxen and cows, the quality of which, though not
to say first rate, was good; hence the sale for them was
active, and the whole found buyers at improved quotations.
Notwithstanding there was an increase in the arrivals of
beasts from our own grazing districts, and the quality of
that description of stock was superior to that exhibited
for some time past, we have to report a decided improve-
ment in the Beef trade, at an advance in the quotations
obtained on Monday last of from 2d to 4d per 81bs, and
at which a fair clearance was effected. From Norfolk,
Suffolk, Essex, and Cambridgshire, we received 1,200 Scots,
home breds and short horns ; from the northern, western,
and midland counties, 300 Herefords, Runts, Devons, &c. ;
from other parts of England, 400 of various kinds; and
from Scotland, 500 Scots. Although the epidemic is still
complained of in the grazing counties, we observed
very few serious cases amongst tither the Beasts or Sheep.
For the time of year we had a very limited number of Sheep
offering, owing to which the Mutton trade was steady, and
last week's currencies were supported in every instance—
the primest old Downs readily producing 5a per 81bs.
Lambs, the numbers of which were comparatively small,
moved off freely, and previous rates were well supported. The
Veal trade was again firm, at the late improvement in value.
Pigs moved off slowly, yet their prices were supported.

Per Sibs. to sink the offal
8. d. s. d
Inferior Beasts ••• • 3 2 3
Second quality ditto. 310 4 0
Prime large Oxen•. 4 2 4 4

s. d. to s.
Second quality ditto 310 4 4
Coarse-woolled ditto 4 6 4 8
Southdown Wethers 4 10 5 0

Prime Scots ...... 4 6 4 8
Largo coarse Calves 4 6 4 6
Prime small ditto • . 4 8 5 0
Suckling Calves, .18 0 30 0
Inferior Sheep • . • . 3 4 3 8

Ditto out of the wool
Large llogs .. 3 0 3 8
Small Porkers • . 3lO 4 2
Quarter old Pigs • l6 0 20 0
Lambs .. .. •••• • • 5 0 fi 0