The Sun.
London, England, 1845-04-23 00:00:00

KENTISH COAST RAILWAY.

This line commences at Herne Bay, passes a short
distance to the eastward of Herne, Chislet, and Stour-
mouth, and at 101 miles throws out a branch to the
eastward to Ramsgate ; it then passes on the west side
of Sandwich, and at Sholden, 15 miles 50 chains, throws
out a brach to Deal. It then proceeds by Weimer, Ring-
wold, East Langdon, and Guston to Dover. The length
of the main line and branches together is 29 miles 74
chains. Its object is to connect the towns of Dover,
Deal, Sandwich, and Ramsgate with each other and with
Herne Bay, as affording the means of a ready inter-
course by steam-vessels with London. Another advan-
tage, as alleged by the promoters, consists in the com-
pleting of the coast of railway, there being otherwise a
gap in that coast line betlveen Deal and Dover, which no
other company has proposed to fill up.
it will be seen, from the foregoing description, that
the Kentish coast line must, if executed, prove directly
competing with a portion of the lines of the South-
Eastern Railway Company already sanctioned by Par-
liament, and with other projects of the same Company,
as set forth in the report of this Board " on the Kentish
and South-Eastern Railway scheme," already presented
to Parliament.

The works would necessarily be expensive. Included
in them are two tunnels, one of 720, the other of 1,760
yards. The last two and a half miles into Dover, in
which the longer tunnel occurs, would be very heavy in
construction, the approaches to the tunnel being in cut-
tings of 88 and 90 feet.

Professing to complete this coast line of railway, this
project is defective in this very particular. Its terminus
at Dover would be on the west side of Dover Castle, at
a spot about 80 feet higher than the terminus of the
South-Eastern Railway, and having the town and the
backwater basin of the harbour of Dover between them,
thus still leaving a gap in the coast communication which
could not be supplied except at an enormous outlay.
The plan and sections lodged in this departmfnt under
the standing orders of the House of Commons were bla-
re feet in almost every eesential particular.
More correct and better executed descriptions have
very recently (March 26) been lodged in this depart-
ment, and complaint having been made of the insertion
in the London Gazette of a notice of cur intention to
report unfavourably to Parliament upon the merits of the
project, it may be proper for us to give a short explana-
tion of the circumstance.

It has been the practice of this Board since its first
formation, having given notice in the Gazette of the
intention to consider certain railway projects, then to
receive from the projectors any statements which they
might think it advisable to offer in support of their
schemes, and to receive, upon application being made to
them to that effect, deputations of the promoters, when
they might desire to give personal explanations affecting
the merits of their undertakings. It never formed any
part of the plans of this Board to seek such interviews;
but in no case have they ever been refused to parties
showing reasonable cause for asking the same. In the
case of the Kentish Coast Railway, the promoters ap-
plied on the 6th of January last, requesting that an inter-
view might be granted to the members of the Provisional
Committee, and in compliance with that request the 22d
of that month was mentioned as the day when it would
be convenient to receive those gentlemen. On the 21st,
however, the solicitor called at the office of the Board
of Trade, and stated that it would not be convenient for
them to attend on the day appointed. No other day
was at that time or subsequently fixed for the purpose,
and the promoters having been informed that on their
making application an interview would be granted, and
no application for such interview having been made, nor
any statement presented, this Board having withheld any
report on the Kentish Coast line until the last moment
open to them, proceeded on the 25th of March to con-
sider the same with reference to the plans, &c.,
furnished to them in compliance with the
standing orders of the House of Commons, and
published their opinion in the London Gazette.
It has since appeared that the promoters of the
line received an erroneous impression that they
would be invited to attend with their statement before
the Board prior to the decision of the case. We beg
distinctly to state that the impression under which the
promoters of this project rested, that they would receive
an invitation to attend at this Board, arose from a mi.--
conception on their own part ; but although such was
the fact, this Board, considering that their report had
not yet been submitted to Parliament, and that the
case was entirely an exceptional one, has thought itself
justified in receiving the statement which the misappre-
hension of the parties had delayed, and in considering
it previously to the final submission of their report. The
result, however, has been fully to confirm the opinion at
which they had originally arrived, that the scheme, as
a whole, presents no advantages which can entitle it to
be preferred to projects already in part sanctioned by
Parliament in a former session, and the remainder of
which have subsequently been favourably reported on
by this Beard.
LAUNCESTON AND SOUTH DEVON RAILWAY
This line, as proposed, is twelve miles and seventy-
two chains ie length; it is intended to form a junction
with the proposed Tavistock branch of the South Devon
Railway, and to take a north westerly course to the
town of Launceston.
The favour with which the scheme has been received
on the spot, where the whole capital required has been
raised, sufficiently attests the desirableness of tte under-
taking; and if the nature of the country were such as to
warrant the belief that it could be constructed so as
t(),
be worked by any means hitherto successfully adopted,
it might have been our duty to report that we see no
Public reasons why the sanction to it of the Legislature
should be withheld; but so seriously objectionable are
the curves and gradients, as laid down, in the plans sub•
/pitted to us, that we are unable, with the present ameunt
of experience on the subject, to regard the project as
unobjectionable.
Of the 35 curves which occur on this short line, there
are:--
1 of 12 chains radius 1 of 23 chains radius
4 of 15 7 of 30 ...
1 of 18 3 of 45
15 of 20 and 2 of 60
1 of 24 ..•

The gradients are very severe, being in various places
at a rise of 1 in 261, 1 in 27i, 1 in 34, 1 in 43k; nearly
3} miles are steeper than 1 in 50, and, although their
severity is for the most part mitigated by their being in
planes of short length, there is one of nearly 2i miles at
1 in 34. There occur two tunnels with an aggregate
length of 940 yards, and two viaducts of, together, 176
yards ; there are cuttings of from 34 to 62 feet in
Ankmenti of from 42 to 62 feet
trous bridges will be required
.nd thus, notwithstanding the
the works altogether will be

system of propulsion, which forms the justification of
the projectors for the adoption of such gradients and
curves as are here described. It cannot be necessary to
repeat here what we have already stated upon the sub-
ject of projects thus formed in anticipation of the suc-
cess of the atmospheric system ; but we may remark,
that the difficulties to be encountered upon this railway
are much more serious than occur upon the line between
Kingstown and Dalkey, where the steepest gradient is
1 in 57, occurring at the end of the line, while the re-
maining inclinations are not below 1 in 100.
We have had reasons offered to us why a line better
than that now proposed may be found for the construc-
tion of a railway to connect Lancaster and Tavistock;
and it appears to us that, under the circumstances of the
case, the delay of a session will not prove a practical dis-
advantage, since the full benefit of this .xork would not
be experienced until the South Devon Railway should be
open for traffic.
On the grounds, therefore, of the unfavourable nature
of the undertaking ; considering that it must be altoge-
ther objectionable, except as an atmospheric line, and by
no means free from probabledifficult) if even that system
shall be made available ; and with the hope that some
other line may be traced which will be less open to the
objections here mentioned, we would express an opinion
that there are public grcunds why the sanction of Par
liament should, for the present, be withheld from this
project.

SOUTH DEVON AMENDMENT AND TAVIS-

TOCK RAILWAY.

This line partakes of the character of the Launceston
and South Devon Railway last described, and with IN hich
it is intended to form a junction : its length is 13 miles
and 35 chains.

Leaving the main line of the South Devon Railway at
three miles eight chains from its terminus at Stonehouse
it takes a northerly course to Tavistock, which is cir-
cuitous, and makes the distance between Plymouth and
Tavistock greater by three miles than it would be if a
more direct course were adopted.
The curves are, some of them, severe. Of the whole
35 there are—

5 of 15 chains radius. I 1 of 35 chains radius.
2of 16 „ I, 2of 40 „
16 of 20 „ 2of 64 „ ft
3of 25 „
I of 65 „ If
3of 30 „
The gradients also are severe, being at an inclination
of 1 in 30 for 1 mile 3 chains, following 1 in 45 for 60
chains ; 1 in 41 for 1 mile 30 chains ; 1 in 42 for 60
chains ; altogether more than one-half of the line is
stet-per than lin 100. There are three tunnels of 1,342
yards aggregate length, and a viaduct of 110 yards. and
58 feet high. There are, besides, cuttings of from 32 to
81 feet in extreme depth, and embankments of from 36
to 80 feet in extreme height.
On the same grounds that are set forth with respect to
the Launceston Railway, and with the l'ke hope of some
means being found for lessening the disadvantages of the
scheme as now proposed, we mu- t express our opinion
that it is desirabl,,, cn public grounds, to postpone the
consideration of this scheme also in the present session.
There are five short branches of the South Devon
Railway included in the plans, the aggregate length of
which is 4 miles 49 chains, which partake of the character
of the Tavistock branch as respects their gradients, and
we consider that the delay recommended in the case of
that branch may be desirable as regards these also:—
Darfield to Worsbrough.
Ditto to Elsecar,
Chevet to Horbury,
Oakenshaw to Wakefield,
Ambergate to Crich.

Midland Railway branches

The first-narred of these branches is five miles six
chains in length. It commences near the Darfield sta-
tion of the North Midland Railway, and at the first
mile approaches the Dearne and Dove Canal, the course
of which it follows to Worsbrough-bridge after once
crossing the canal.
The branch from Darfield to Elsecar is the same as
the former branch for the first half-mile, but then bend-
ing southward it follows the south branch of the Else-
car branch of the Dove and Dearne Canal. Its length
is three miles thirty-five chains.
The branch from Chevet to Horbury, three miles
thirty-nine chains in length, begins in the North Mid-
land Railway, near Walton, and terminates at the Man-
chester and Leeds Railway, near Horbury.
The branch from Oakenshaw to Wakefield, one mile
and fifty chains long, connects the North Midland with
the Manchester and Leeds Railway, at the stations re-
spectively named of the two lines. In the event of the
projected Wakefield, Pontefract, and Goole Railway re-
ceiving Parliamentary sanction, this branch, which is
identical with the Wakefield end of that undertaking,
will be of course unnecessary.
The Ambergate and Crich branch, 2 miles and 25
chains, appears to be intended for mineral traffic only,
the severity of the gradients being such as to unfit it for
locomotive traction. It will form an extension of an
existing tramway, having gradients of 1 in 6, 1 in 5i.,
lin 4, and lin 31. The proposed branch has gradients
of lin 27, and lin 13. The object appears to be the
connexion of some limekilns with the limestone quarrit s.
Its course is northerly.
We are of opinion that, with the exception of the
contingency affecting the Wakefield and Oakenshaw
branch, as before stated, there are not any public rca
sons which should lead us to recommend to Parliament
to withhold its sanction from these five short branches
of an existing and important railway.

NEWCASTLE-UPON-TYNE andNORTH SHIELDS
RAILWAY—EXTENSION TO TYNEMOUTH—
BRANCH TO QUAY AT NEWCASTLE.
The first of these is a scheme for prolonging the New-
castle and North Shields Railway through the pr. sent
terminus at North Shields, and under a part of that
town, to a new terminus at the bathing- village of Tyne-
mouth.

To effect this object a tunnel, 761 yards in length,
must be constructed under circumstances attended with
some difficulty ; as the line of rails will be only from 17
feet to 20 feet 6 inches under the streets of North
Shields. There is also a ravine, 60 feet deep to be
filled up.

The length of the extension is one mile. Involving
works such as have been described, the propriety of the
scheme would be very doubtful if it had been projected
by an independent company ; but proposed as it is by
the managers of an existing railway, upon which 800,000
persons are conveyed during the year, it may be pre-
sumed that they are adequate judges of the case, anal
that they would not propose the outlay of a considerable
slim of money but with the hope of a profitable return.
The branch to the quay at Newcastle has for its ehject
the connexion of the shipping in the River Tyne at Neik -
castle, with the Newcastle and Carlisle, and the New-
castle and Darlington Railways, as well as with the line
to the north now before Parliament. This object can
only be accomplished by the construction of a railway
which shall connect the North Shields line with the
rail ways running to the. south and west, as a part of the
protect for carrying a line from Newcastle, northward,
to join the North British Railway at Berwick; the ex-
pensive nature of the work being such that it could not
he justifiably undertaken, except as a part of a more con-
siderable undertaking. The sanction of this branch must
consequently be dependent upon the sanction of the pro-
ject for traversing the town of Newcastle, and connecting
the other existing railways with the North Shields
line, with a view to proceeding thence to Berwick.
The length of the proposed branch is only 36 chains,
mere than one half of which (443 yards) consists of a
tunnel, constructed in a gradient of 1 in 14 for nearly
the whole of its length, for which reason it must be
worked by means of a stationary engine. It is proposed
that the cargoes of vessels at the quay of Newcastle
shall be at once discharged into the railway waggons,
and again that goods from those waggons may be put
directly into the ships ; which would doubtless be pro-
ductive of economy and convenience. The work will
necessarily be expensive ; but the promoters state their
conviction that the revenue will furnish an adequate re-
turn for the outlay. . . _

We have to express our opinion that there are not any
public grounds for withholding Parliamentary sanction
from these projects.
NORTH UNION RAILWAY—BRANCH TO THE
VICTORIA QUAYS ON THE RIVER RIBBLE.
This branch, which is of 64 chains in length, proceeds
out of the North Union Railway, near the station in the
town of Preston. There do not appear to be any public
grounds of objection to the construction of this branch.
SHEFFIELD AND ROTHERHAM RAILWAY—
BRANCH TO CONNECT THAT LINE WITH
THE SHEFFIELD AND MANCHESTER RAIL-
WAY.

This connecting branch, 32 chains long, consists in
part of a tunnel 363 yards in length, under tl.e town of
Sheffield. It is a work of evident utility, and there are
not, in our opinion, any public grounds of objection to
the sanctioning of its construction.
WEST LONDON RAILWAY—THAMES EXTEN-
SION—KNIGHTSBRIDGE EXTENSION.

The first-named of these extensions, one mile forty..
three chains in length, proceeding out of the terminus
of the West London Railway, near the head of the basin
of the Kensington Canal, and passing along the eastern
side of the London and Westminster Cemetery, termi-
nates on the hank of the Thames, a short distance above
Battersea- bridge.
This railway has passed into the hands of the London
and Birmingham Railway Company, and the proposed
branch would in various ways be useful to that Company.
There are not any public reasons which, in our opinion,
should lead to the rejection of this project.
With regird to the proposed Knightsbridge Extension,
the case is altogether different. It could only be carried
out at an enormous expense, and without offering any
general benefit as a compensation for this evil. These
reasons are, in our opinion, sufficient to
,justify us, on
public grounds, in recommending that the Knightsbridge
branch of the \Vest London Railway should not receive
Parliamentary sanction.
YORK AND SCARBOROUGH DEVIATION,
NEAR THE CITY OF YORK.
The line as sanctioned by Parliament proposed, after
crossing the Ouse River, to terminate in a curve of 15
adius,•wh(i)crh,Enagftlearndcrßoassilinwgayt,h:,acsoatil) lb)reaunicihiteodf
chainsthGreateradius,
North
with the main line of that railway, and to enter with it
the passenger station common to all the present York
railways.
The proposed deviation, which is three miles five
chains in length, is to cross the river Ouseat York,
about a quarter of a mile south of the spot selected for
the crossing originally. It will then proceed in nearly
straight line across both the coal branch and them main
trunk trunk of the Great North of England Railway—both
crossings being on a level— and will join the York and
North Midland Railway about 27 chains distant from
the before-mentioned passenger station.
The Directors of the Great North of England Railway
object to the proposal now made of crossing their line
and branch, on the ground of the interruption which
would thus be occasioned to their traffic. If the York
and Scarborough line were carried over the Great North
of England Railway, which might be done by incurring
additional expense, all difficulty would of course be
thereby avoided ; but the crossing on a level having

been proposed by both companies, who only differ as to
the mode of effecting this object, it is therefore neces-
sary to examine the matter in order to determine which
of the two methods proposed would be attended by the
least amount of inconvenience, delay, and danger to the
traffic of the companies interested.
According to the showing of the York and North
Midland Company, the point of crossing the main line
of the Great North of England Railway is whore trains
coming from the north always stop in order to collect
the passengers' tickets. The point of crossing their coal
branch is distant about a quarter of a mile from the coal
depots, a space which is never likely to be occupied by
any train of coal waggons when at rest. It does not,
therefore, appear likely that, with the usg of ordinary
caution, any danger or inconvenience could result from
the adoption of the proposed deviation.
The proposal of the Great North of England Com-
pany is, that trains coming from Scarborough shall
enter the coal branch, and proceed along it to the junc-
tion with the main line, when they shall back along the
latter (till it joins the York and North Midland line) by
the portion of railway common to both, and leading into
their joint station.
This plan would require, either that an extra engine
should be always awaiting the arrival of the trains from
Scarborough, or that the trains should be pushed from
behind, between the coal branch and the station—a pro-
ceeding which would occupy more time, and cause more
obstruction to the business of both railways than the
simple mode proposed of crossing the Great North of
England Railway and its branch at, or nearly at, right
angles ; and the same difficulties and delay would take
place in respect to trains leaving the station at York for
Scarborough.
For these reasons, we consider that the proposed devia
tion is an improvement upon the original plan, and that
it is safer and more convenient than the mode of entering
and leaving the station at York which is suggested by
the Great North of England Company.
We are therefore of opinion that there are not any
public grounds for withholding the sanction of Parlia-
ment from this proposed deviation.
In conclusion, we would draw attention to the passage
in the fifth report of the Select Committee on railways
of 1844, in which it is stated, whil% recommending that
reports should he made to Parliament by this department
upon railway schemes—
" That no such report should be held to prejudice the
claims of private persons, the examination of which
should be altogether reserved to the houses of the L, gis-
lature."

In submitting to Parliament, in conformity with the
recommendations of that Committee, the results at
which we have arrived, with a view to the information
and assistance of Parliament in forming a judgment
upon the vchemes in question, in so far as our report
may be availnble for that purpose, we are anxious that
it should be distinctly understood that we have arrive
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 pri-
vate rights and interests.
DALHOUSIE.
G. W. PASLEY. G. R. PORTER.
I). O'BRIEN.

LAW INTELLIGENCE.
HOUSE OF LORDS, April 22.
The House sat to-day for the purpose of hearing appeals.
The Lords present were the Lord Chancellor, Lord Brougham,
Lord Cottenham, and Lord Campbell.

SHEEHY V. LORD MUSKERRY.

The arguments in this case, which occupied the whole of
yesterday, were resumed this morning, and were not con-
cluded when our Evening Edition went to press. The appeal
came before their Lordships fi om a decree pronounced by the
Lord Chancellor of Ireland. The only question in the case
was with respect to the operations of a lease granted by the
first Lord Muskerry, in which a power of leasing was con-
ferred. That power was disputed on the ground that no such
power had been given by the post-nuptial settlement.
The further arguments occupied their Lordships the whole
day.

COURT OF CHANCERY, April 22.
The Lord Chancellor did not sit to-day, in consequence of
sitting in the House of Lords.

ROLLS' COURT, Apil 22.
His Lordship the Master of the Rolls was occupied the
whole morning with unopposed petitions and short causes.

VICE-CHANCELLORS' COURTS, April 22.
(Before the VICE-CHANCELLOR Of ENGLAND.)
PEARSON V. THE LONDON AND CROYDON RAILWAY.
This case, which was part-heard, occupied the Court the
whole day.
(Before the Vice-Chancellor BRUCE.)
The case of the Attorney. General v. Munro occupied his
Honour the whole day.
(Before the Vice-Chancellor WIGRAM.)
Cases of no interest, as far as the public are concerned, oc-
cupied his Honour the whole morning.

COURT OF QUEEN'S BENCH, April 22.

(Sittings in Banco).

IN RE CARUS WILSON.-TIIE ROYAL COURT OF JERSEY.'

This morning the Court of Queen's Bench was fully
crowded, to hear the discussion of the validity of the return
to the writ of habeas corpus in the case of Mr. Carus Wilson,
whose name has been so often before the public in connexion
with the authorities of the Island ofJersey.
Mr. Wilson was in court some time before the entrance of
their Lordships.
On their Lordships taking their seats on the bench,
Lord DENMAN asked Mr. Roebuck if he was prepared to
show cause against the validity of the return of the writ of
habeas corpus in this case ?

Mr. RaBeCK said that he had no instructions whatever
upon the subject.
Lord DEN MAN—Then the Court may at once dispose of
the case.

The SOLICITOR-GENERAL was informed that Mr. Fitzroy
Kelly and Mr. Peacock were retained for the defendant.
Lord DENmAN—But they are not here, and we are pretty
well aware of the reason why then did not appear last day.
Mr. C. Wilson—Had seen his counsel late last night, and
he had no doubt they were they in some of the other Courts.
Lord DENMAN then ordered that they should be sent for
In a few minutes Mr. PEACOCK entered the Court, and
said that he with his Learned Friend, Mr. Kelly, had been
instructed to oppose the return to the writ of habeas, but he
in the meantime intended to apply to their Lordships for
leave to let the case stand over for a few days.
Lord DENMAN said the case came before the Court on the
13th of February. At that time, in consequence of counsel
not appearing, the matter was postponedtill the 22d of April,
consequently the Court could n:;t, without very sufficient rea-
son, consent to any further delay.
Mr. PEACOCK said he was just furnished with an affidavit
made by Mr. Wilson, which stated that that gentleman had
not been able to obtain a copy of the return to the writ un-
til within a very limited period of the trial, although the
Solicitor-General had promised that he should have been
furnished with one long before. The affidavit further stated
that the defendant had a good and sufficient answer to the
return, if this Court would permit a reasonable delay.
The SOLICITOR-GENERAL thought the Court hardly dealt
with in thus asking for a further delay. Mr. Wilson's coun-
sel did not attend on the former day appointed for the trial,
and when Mr. Roebuck asked for a postponement, it had not
been opposed. There had been ample time in the interval
to have had counsel:properlylinstructed, and he the (Solicitor-
General) now felt it his duty to oppose this further appli-
cation.

Mr. F. KELLY at this moment entered the Court, and the
defendant's affidavits having been read, said that on the
last occasion on which this case was to have been
heard, his brief had been so lately given to him, that
he was quite unable to attend to it, in consequence of
previous professional engagements. He trusted, however,
that now the Court would allow a reasonable period for Mr.
Wilson to file affidavits, contradicting a portion of the state-
ments in the return, particularly those which related to the
laws of Jersey, on which would depend the issue of
the question—namely, whether Mr. Wilson should be
remanded back to Lis former place of custody, or whe-
ther he should be discharged. If it were proved that
the return was faulty in this particular, the defendant would
be entitled to his discharge; but as a copy of the return had
not been obtained till within the last day or two, the defend-
ant had not been enabled to answer the allegations contained
in it. He only asked for the delay of a day or two, in order
to give time for this purpose.
Their Lordships then consulted for a few minutes.

Lord DENMA said that the Court was of opinion that the
application for further delay could not be:granted consistently
with the due consideration of public justice. The defendant
had had ample time to answer all the material facts contained
in the return, which was read at length when he was last
before the Court, He was not, therefore, in a position to ask
for further delay, and the application must in consequence
be refused. His Lordship then called upon the Solicitor-
General to proceed with his motion for remanding the prisoner
to his former custody.

Mr. KELLY-111:,lords, the prisoner denies that the law
of Jersey is correctly stated in the allegations contained in
the return to the writ, and he requests an opportunity to file
affidavits.

The SOLICITOR-GENERAL objected to further affidavits
being filed.
_ _

Lord DExmAN said the return to the writ alleged that Mr.
'Wilson's imprisonment was in strict conformity with the
laws of the island of Jersey ; and as the Court of Queen's
Bench was not a court of error, he did not see that they
had any power to receive affidavits condematory of the
Court's proceedings. The application to receive affidavits
for the purpose of showing the illegality of the Court in
Jersey must, therefore, in his opinion, be refused.
The other Judges declared their opinions seriatim, and
coincided in that given by the Lord Chief Justice, namely,
that the affidavits should not be received.

Mr. KELLY then proceeded to address the Court in favour of
the defendant. He contended that the whole of the pro-
ceedings of the Royal Court in Jersey were illegal, and
should be set aside. _

Mr. Peacock followed Mr. Kelly on the same side, and at
the conclusion of his argument,
Their LORDSHIPS consulted for a short time, when they
delivered their judgment seriati.n. They were unanimously
of opinion that the Royal Court of Jersey had exercised a
legal and sound discretion, and, consequently, they decided
that the prisoner be returned to his former custody.
Mr. Wilson was then removed in custody of a Jersey
officer.

BAIL COURT, April 22.
(Sittings in Banco.)
IN RE -

Sir Jolt's BATLEY applied for a distringas against the
defendant, a barrister, whose chambers were in the Temple-
church-yard. The doors of the chambers were always
closed, and no notice was affixed as to wliere the defendant
was to be found. The defendant had not been seen in his
chambers for the last five months, and the treasurer of the
Temple, the porter there, and the Law Directory could give
no clue to his private residence—Granted.
(Sittings at Nisi Prius.)
ROBERTSON 17. YOUNG.

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mr
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Mr. Burr stated the case. The plaintiff was one of seven
children, whose parents had died in the West Indies. They
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any costs, if the plaintiffs were willing to accede to these
terms.
The case was dismissed, both parties agreeing to this pro-
position.

COURT OF COMMON PLEAS, April 22.
The Court was occupied during the whole morning in
hearing two cases—Fowler v. Russell, and Charlton v. Gib-
son—which contained nothing of the slightest interest to
the public.
Several short notices were disposed of, and they were
equally uninteresting.

COURT OF EXCHEQUER, April 22.
His Lordship the Lord Chief Baron entered the Court alone
shortly after ten o'clock, and informed the bar that their
Lordships were that day sitting in a Court of error. His
Lordship with a view to 'prevent any inconvenience had,
however, determined to sit in Court to hear short motions.
Contrary to the usual procedure, his Lordship then called
upon the junior counsel at the bar to proceed first, and then
proceeded to take the new trial paper.
The Court of error broke up very unexpectedly, and Mr.
Baron Rolfe with Mr. Baron Alderson came into Court.

THE ATTORNEY-GENERAL V. FOSTER.
Sir T. WILDE applied for a rule for a new trial, on tha
ground that evidence which ought to have been inadmissible
had been admitted, and also on the ground that the jury had
been misdirected. The facts of the case stood thus : the
Attorney-General had filed an information against Parker
and Faster, for importing goods in the shin Harlequin without
paving the legal duty. On the trial he (Sir T. Wilde), had
tendered a bill of exceptions, which were accepted by the
Learned Judge.
The LORD CHIEF BARON thought that it would be better
to let the exceptions entered by the Learned Counsel be first
disposed of by the .Judges, and if their opinion was adverse
then it would be time enough to move for a new trial.

Sir T. WILDE would act upon his LordsfliP;;;Zestion.

THE LATE FATAL ACCIDENT ON

THE SHEFFIELD AND ASHTON RAILWAY.
ASUTON, MONDAY.—The inquest upon nine of the bodies
recovered from the ruins of the arches at the Ashton branch
of the Sheffield and Manchester Railway is appointed to take
place this afternoon. Since Saturday four other bodies be-
sides those whose names we give have been rescued.
The inquest will be held at the Commercial Hotel, Ashton,
the coroners for Cheshire and Lancashire sitting at the same
time in the same room. There is but little doubt that the in-
quest will be adjourned. Five of the bodies are at present at
a small public house on the Lancashire side of the river, and
four on the Cheshire side.

The extent of the loss of life cannot yet be fully stated;
upwards of 100 men, and a large number of horses, have been
engaged during the whole of the day in removing the fallen
materials, and up to nine o'clock last night four more have
been found buried in the ruins, making in all twelve, of whom
nine were killed on the spot. The remaining three were
taken out alive, but two of them are so severely injured that
very little hopes are entertained of their recovery. They are
all lying at adjoining public-houses, awaiting the coroner's
inquest.
A number of the bodies being found on the Cheshire side
of the river, and the remainder on the Lancashire side, the
investigation will, of course, be conducted by the coroners for
the two districts, Mr. W. S. Rutter and Mr. C. Hudson. From
the best possible information to be obtained, there are from
18 to 20 persons killed, most of whom are single men. The
names of those who have been found dead are :—George
Collier, 45; James Bradbury, 26 ; John Cox, 35; Henry
Rogers, 27; George Smith, 30 ; Samuel Smith (brother to
George), 26; Adam Nowell, 20; William Leonard, 30, single
men ; Abraham Nowell, 47, father of Adam Nowell, who has
left a wife and four children.
Taken out alive—Charles Critchley, Richard Critchley,
and Thomas Brown.

Throughout the whole of yesterday many thousands of
people have been continually crowding to the scene of the
accident, but by the exertions of the 56th Regiment of Foot,
assisted by the police force, under the direction of Mr. Little,
the special high constable of Hyde, the greatest order has
been maintained. Mr. Robert Newton, of the Ashton police,
was also in attendance, with a number of his men, on the
Lancashire side of the river. There is still much speculation
as to the cause of the accident, but in the absence of an
official report from some scientific and practical man it is
impossible to convey an accurate idea of the cause. We
have made every possible inquiry, and will give the facts
as we have found them, and leave the public to come to their
own conclusions until an investigation has been completed.
There were nine arches, which formed the viaduct over the
river Tame and the valley through which it runs. These
arches were supported by piers of 28 feet long, 4 feet 6 inches
thick at the spring of the arch, and 6 fzet 6 inches thick at
the base. The span of each arch was 30 feet, and a rise from
the spring of 7 feet 6 inches. They. were all built of stone
got in the neighbourhood, which is said to be of good quality.
Some of the piers were founded on rock, and others upon
what appeared to be solid clay.
These are the facts so far as relates to the workmanship ;
but it is much to be desired that a very Searching inquiry
should be instituted. There is one circumstance which is
said to have very much affected the arches, vie., the state of
the Froperty over which they were erected. For several
miles round the whole country is undermined by collieries,
many of which are said to come within a short distance of the
surface. There are numerous places in the vicinity which
have sunk many feet, and by so doing have done much
damage to property of every description. In one field ad-
joining Wharf-street, about 50 yards from the line of rail-
way, there are evident marks of sinking, some parts of it
have fallen in three or four feet. In many other places in
the neighbourhood similar sinkings of the earth have taken
place, and many of the buildings are perfectly curved from
this cause. There appears to be little doubt but that the
third arch, front the abatement on the Ashton side, was the
first to give way, as by a close inspection it will be found
that the piers of this arch fell towards each other, the two
arches on the eastern side falling towards the west, and the
other six on the western side falling towards the east. Very
large quantities of fine clay have been got from beneath this
part of the country, the stratum of which is within a very
short distance of the surface. One of these drift-ways gave
way some short time ago, and the walls which were built for
the purpose of carrying the line over the Peak-forest Canal
sunk several feet, and of course had to be taken down, and
the foundations piled or filled up with clay and soil to the
depth of 45 feet.
It is to be hoped that the real facts of the case, as far as
they can be ascertained, will be produced on the inquest,
which it is well known is the wiah of the company and the
contractors.
There were not less than from 15,000 to 20,000 persons
congregated near the scene of the sad catastrophe.
The amount of damage is estimated at 4,0001.

DOVER, APRIL 21.—The Overland East Indian
mail (Calcutta) consisting of fourteen cases, arrived this
day from Boulogne, by. the Ondine steam-vessel. The above
steam-vessel, in crossing from Dover to Boulogne on the
preceding day, passed close to a vessel lying on her broadside.
She had no mainmast, but her foremast and bowsprit were
still standing, with all the sails attached, and one anchor on
her bows. The Ondine, on returning from Boulogne this
vessels
neilisles passing to and from the conti.
S. and by W. of Dovor, on
day, again passed close to the same wreck, and which was
supposed to be a large Dutch galliot. The wreck was in
itlhe
t,
immediate y
d
the N.E. end of the Ridge shoal. The firitannia steamer
has been since sent out in quest of the wreck, for the pur-
pose, if possible, of getting hold of her and towing her on
atiengtr aabckou otf
ten
shore out of the fair way of the navigation.

FATAL ACCIDENT ON THE DOVER RAILWAY.—
Another inquest was held by Mr. Carter at the Windmill,
Croydon-common, on the body of a labouring man named
William Davis, who was killed upon the Dover Railway on
Friday morning. It appeared that the deceased was one of
the men employed upon the works at present going on near
the Croydon and Brighton Junction lige, for the purpose of
carrying out the asrnospheric principle of locomotion, and
he was returning to his work from dinner about one o'clock,
at the time a down train to Brighton and an up train from
betweendol‘,n
the
prevented Dover were passing upon the line. The deceased was walk-
big
although he was repeatedly called to he took no notice, and
the engine struck him to the ground, the wheels passed over
train urp‘r. rails,
him from hearing the other, for
tlsteand it is supposed that the noise of
him, and he was almost instantly crushed to death. Not the
slightest blame appeared to attach to the guard, driver, or
any person connected with the train, and the jury returned
a verdict of "Accidental Death."
RE-INTERMENT OF TILE REMAINS OF THE DUKE
OF Sussex.—Monday, at eleven o'clock, the Lord Chamberlain,
Earl Dclawarr, and the executors of his late Royal Highness the
Duke of Sussex, attended by several of the Directors of the Ken.
sal-green Cemetery, superintended the removal of the coffin con-
taining the remains of his Royal Highness from the catacomb in
which it was originally deposited to the mausoleum just erected for
its reception. The coffin was raised on the funeral altar within
the chapel, and from thence conveyed with all due ceremony to its
final resting-place. The ceremony was strictly private. It will be
remembered that shortly after the demise of his Royal Highness a
splendid mausoleum was proposed to be erected to the memory of
the Duke by the Freemasons of England, of which; ancient and
honourable order his Royal Highness was the Grand-master, but
in accordance with the wishes expressed by the Duchess of Inver.
nvs, and other members of the family of the illustrious Prince,
that intention has been abandoned, and the present monument
has been erected at their own private expense. The spot selected
as the situation for this monument is the centre of the cir-
cular grass plat immediately in front of the chapel, at the
upper end of the cemetery. The tomb consists ofa capacious vault
or chamber, into which the royal remains have been transferred
from beneath the chapel, where they now rest. The vault is a
deep square excavation, sufficiently capacious to contain eighteen
or twenty coffins, flagged at the bottom with Yorkshire paving,
and surrounded by brick walls, of immense thickness, the inner
surface being covered with a smooth facing of cement. This
brick-work forms the resting place for five stones, which constitute
the entire of the above ground-work of the monument, and which
are of grey Aberdeen granite. The four stones w hicb form the
walls of the monument are each rather more than fourteen feet in
length, and about twosket in height and thickness. These are to
be surmounted by the crowning stone, winch has the tackle
attached to it all ready for lifting, an enormous block of the same
granite, weighing, it is estimated, upwards of three tons. This
ston?, like the others, is without the slightest inscription, orna-
ment, or device of any kind, with the exception, however, of its
upper surface being slightly bevelled off at the sides. The entire
height of the monument does not exceed four feet. It is sur-
rounded by fourteen pillars, each three feet six inches in height,
quite plain, and composed of the same species of granite as the
monument, but connected with each other by chains.
SUPPOSED CHILD MURDER •—An adjourned inquest
was hed on Saturday at the vestry.roem, St. Magnus Church,
London.bridge, before Mr. Payne, on the body of a new.born
female child, supposed to be the illegitimate offspring of Elisabeth
Robinson, of Norwich. The deceased was brought in a common
hamper to the London-bridge-wharf on Good Friday, by the
Ramona steamer, from Yarmouth, with direction that it was to be
left till called for. On Thursday week, in consequence of the
unpleasant smell it emitted, it was opened, and the body of the
deceased discovered. The Coroner caused inquiries to be made at
Norwich, at which place it was ascertained the parcel was booked,
and a woman named Elizabeth Robin.on, who, it was learned, had
been secretly delivered, was apprehended, and taken before the
magistrates. Her child, the said, was stillborn, and she declared
she could not tell what had become of it. The description of the
hamper exactly agreed with one booked at Norwich for London by
a woman resembling her, named Scott, a relative of the prisoner,
but the proof not being sufficiently clear, the accused was die.
charged. The jury returned a verdict in accordance with the
medical testimony,
viz., " That the decased died from the navel
string not being secured, but whether that occurred from accident
or design there was not sufficient evidence to show."
DARING ROBBERY.--'Thursday afternoon, between
twelve and one o'clock, the following daring robbery took
place at Mr. Anthony Blanchett's, the Royal Oak, Pitt-
street, Tottenham-court-road. It appeared that two men
entered the parlour of the above house, which is situated
upon the first floor, and requested to be accommodated with
a steak, previous to which they had a pint of ale and a bis-
cuit. No suspicion arose for some time after their departure,
when the landlady having occasion to go into her bed-room,
which is on the first floor back, discovered it had been
broken open, and a tin cash-box, containing 251. he gold
and silver, stolen ; also a silver watch that was hanging
over the mantelpiece. One of the men was dressed in a
black frock coat and trousers, and was about forty years of
age ; the other, considerably younger, was dressed in A
brovu

extreme depth, and embankments of from 42 to 62 fe(
in extreraevtviik• numerous bridges will be require
for cr' . .1. !.adst . ; and thus, notwithstanding th
searerit • 11... e grit • ts, the works altogether will b
expensioe. r -.\-t,
It is proposed to._ ' this line on the atmospheric
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