The Sun.
London, England, 1845-07-08 00:00:00

ci.-ziazsDALE JUNCTION RAILWAY.

The Committee met to.day at eleven o'clock, Lord Radnor in
the chair.

Mr. Ilmorsnn, on the part of the Carnkirk Railway Company,
made a proposition about referring the matter in dispute between
them to the Board of Trade, to which

Mr. Sergeant WRINGIiAM objected, and preferred leaving the
matter in the hands of the Committee.

The examination of witnesses was then resumed.
Mr. Pare gave evidei,cc with regard to the traffic that might be
calculated on, taking the existing trade of the district as a
foundation. The first tables he drew up and submitted to the
Committee of the House of Commons contained local traffic alone.
He did not then ass.une anything for the Caledonian line, as it had
not received the sanction of either House. In those tables the
local traffic was set forth in gross at 31,2.56/. 19s. 3d.; deducting
44 per cent for working the line, the amount left was 17,5041.
Cs. 3d., or about 51 per cent. on the capital of 330,0001. The
Caledonian Railway having now passed the Committees of both
Houses he bad drawn up supplemental tables. The through
traffic from the Caledonian Railway to Glasgow that would pass
along this line be estimated at 10,997/. ss. 6d. In addition
to this he put down 3,715/. 12s. 6d. that would come
on to the line from the Ayrshire, Barrhead,
and Glasgow Railway, which had passed the House of Commons.
Deducting the expence of working there would remain a nett
a lditional revenue of 8,239/. 12s. 3d. ; that, added to the revenue
calculated in the precious tables, gave a return of 8 per cent. on
the capital. The witness then put in both sets of tables.
Mr. John Williams, mineral engineer, was examined as to the
data of Mr. Pare's tables, on which the estimate of mineral traffic
was based. He entered into a calculation of the tons of coal,
Ironstone, and lime that would pass along the line, the particulars
of which have already appeared.

Mr. Errington, civil engineer, deposed as to the engineering
peculiarities, giving some explanations of the gradients, cuttings,
and embankments ; also respecting the proposed connexion with
the Barrhead and Glasgow direct, the Greenock and the Ayrshire
districts. The particulars were the same as those given in the Re-
port of the Commons Committee already printed, He was of
pinion that 290,000/. would be quite sufficient for all the purposes
of the line.

The witness was cross.examined by Mr. lIILDTAao as to the
superior merits of the Garnkirk Itailway as a means of entrance to
Glasgow, but no new point of importance was elicited-

Mr. Smith, of Deanston, the celebrated agriculturist, was
examined respecting the value of the land to be taken by the rail-
way, and also respecting the value of the estates of Mr. Graham
and Mrs. Hamilton intersected by the line. Ile stated that he had
endeavoured to effect an arrangement with Mr. Graham, and on
behalf of the Company offered what he considered ample terms,
which were refused. He also conducted a negotiation with Mrs.
Hamilton's agent, and an agreement come to, which was afterwards
broken through on a dispute about paying a sum of money down.
In cross-examination it came out that Mr. Smith had concluded
an arrangement with Mrs. Hamilton's agents, agreeing to pay 15tle
for the expenses then gone into to the Bill, and that the
culverts, bridges, and reservoirs on that portion of the line should
be left to the regulation of the witness. This was afterwards
repudiated by the Committee acting on behalf of the Company,
The witness having stated that a correspondence had taken place
en this matter, it was ordered to be read, in which the foregoing
statement was clearly set forth.
Mr. Hoses was proceedieg to examine this witness further,
with the object of showing that there must have been a misunder-
standing, when the Cha'.rman stated that he considered the Com-
pany had broken their agreement, and had not acted fairly in the
transaction. _

Mr. GLIEGG, on behalf of Mrs. Hamilton, was willing to take the
same terms, providing all the expenses of the opposition were paid
up till that time.
Mr. Hors was not prepared to assent, and on the recommenda-
tion of the Chairman, the point was postponed till the rest of the
ease was gone through, by which time perhaps an amicable settle.
Inuit would be come to.

Mr. Rutherford, Mr. Bain, and Mr. Fisher, were severally exa,
mined respecting the value of Mr. Graham's property, when

The Committee rose, having de,:ided, on account of the engage.
menu of some of their L3rd,hips, to rdjourn till next Friday, at
eleven o'clock.

The following Railway BA's, which, zs being unopposed, were
referred to the Earl of Shaf esbury as the Chairman, were this day
declared to have passed through the Committee:—The Great
Southern and Western (Ireland;, the Cork and Bandon,
the Great Western (Dublin and Mullingar), and the Cockermouth
and Workington.

The Waterford and Limerick Railway Bill was postponed to
Thursday, as we understood.

HOUSE OF COMMONS.
GROUP /1.
Aintrorta AND HASTX.PTIGS (SOTITH.
EA.S TERN) x,
The case on the part nt the proiniters cf the above hue was
opened by Mr. Merrewether on Friday last, and the evidence given
was published in an Evening Edition of Vic Sun of that day.

The CHAIRMAN, on taking his seat this morning at the usual
hour, said that he had received a communication from the Admi.
rally, referring to the bridge on the river Rother rroposed by the
Sonth- Eastern Company, and forming a necessary part of the Ash-
ford and Hastings line. The letter was dated 4th June, and con-
tained a statement to the effect that the Admiralty would not
allow any such bridge to be made.
Mr. ALEXANDER said that he had a letter from the Admiralty,
dated sth June, and containing the assent of that Board to the
making of the bridge on certain conditions. Mr. Alexander then
put the letter in in evidence.
Mr. Mark Dorman, a carrier at Ashford, spoke to the advan.
tages to trade derivable from the proposed line, and especially to
the great improvement in the wool trade of Ashford which would
ensue from the formation of such a line.
Mr. Barlow, engineer, spoke to the superiority of this line over
the proposed Brighton, Ashford, and Hastings line, in an engineer
ing point of view. The line was 26 miles 24 chains in length
It had but one tunnel, the length of which was 2,129
yards. This was the only important difficulty on the
line. The steepest gradient on the line was lin 100, which was
continued for 1 miles in one place. The total length of the inclines
of lin 100, would be five miles eighteen yards. There would be
a swing-bridge over the Rother, and the height of that bridge from
high watermark would be twelve feet. The proposed Brighton line
would have a bridge across the Rother only four feet above
the high water-mark. The proposed swing.bridge might
have a span of forty feet. There were several
great difficulties on the proposed Brighton line, and there were
gradients of 1 in 50. He had estimated the expense of the pro-
posed line, which would be 420,0001. This included the expense
of masonry, &c., for a double line, but of rails only for a single line.
The reason he had formed the estimates in this manner was, that it
might be necessary at a future time to make a double line of rails,
but it was intended to make at present only a single line. The
expense of the proposed Brighton line would be 500,0001., being
60,0001. more than the Ashford and Hastings line. This estimate
had been formed on the same principle as that of the Ashford and
Hastings line, allowing a sufficient sum for masonry, &c., for a
double line, but allowing for rails only for a single line.
The witness was then cross-examined by Mr. Mellor on the part
of the proposed Brighton line, and by Mr. Belasis on the part of
the Commissioners of the Rye Harbour.
Mr. ALEXANDER then observed, that he had intended to call
other witnesses, but there was an arrangement between the South-
Eastern and Brighton Companies which he thought would not
only save the time of the Committee, but would be productive of
great public good. For this reason he wished to postpone the
remainder of his evidence for the present, and would suggest that
the Committee should go on with the Brighton line in the mean
time.

The CHAIRMAN assented, and the Committee was about to pro-
ceed with the Brighton line, wl:en
Mr. MELLOR said that he was not prepared to go on, but would
be ready in a few minutes.
Mr. AUSTIN proposed that the
GRAVESEND AND ROCHESTER LINE
should be taken next, as it would not occupy more than a few
minutes.

The CHAIRMAN agreed, and Mr. Austin called
Mr. Langridge, the engineer of the proposed line, who spoke to
the nature of the scheme. The line was already in existence but
was a single line, and it was proposed to make another set of rails,
as a double line was found to be necessary.
The CHAIRMAN declared the preamble of the Bill to be proved,
and the clauses of the Bill were then read and agreed to.
Mr. TALBOT then addressed the Committee on the part of the
proposed

ASHFORD AND HASTINGS (ATMOSPHE-
RIC) BRANCH OF THE BRIGHTON AND
LEWES LINE,

which was now taken, according to Mr. ALEXANDER'S suggestion.
He aileded to the various advantages expected from the proposed
line, but said that the Company did not expect any very great re-
muneration from the proposed line; at the same time, he
thought it a very important scheme. He then quoted the opinion
given on this subject by the Board of Trade.
On the conclusion of Mr. Talbot's address, Mr. MELLOR called

Mr. Rastrick, the engineer o f the line, who said he considered
it the best that could be selected in the neighbourhood. There
was no steeper gradient on the line than I in 50, which only oc-
curred in one place, at the Ore Ridges, where it continued for
only three-quarters of a mile. The whole length of the proposed
line would be 29 miles 7 chains. There was no important dif-
ficulties on the line, and, except at the Ore Ridges, the
gradients were remarkably slight. The expense of the line was
estimated at 497,3581., which included the expense of purchasing
land.

The witness was then cross-examined by Mr. Bellasis, but Mr.
Alexander omitted to cross-examine him, according to agreement.
Mr. Williams, a Government engineer, and a magistrate at Hast.
ings, had examined the proposed line, and especially that part of
the line where it crosses the Rother, and thought the arrangements
the best that could possibly be made in the country through which
it passed. Tie only bad gradient on the line was where it crossed
the Ore Ridges, and in that place it had the best gradient that
could be got there. The Ore Ridges formed a very great natural
obstruction, and had been dealt with in the best possible manner.

The witness having been cross-examined by kr. HILDVARD on
the part of the Commissioners of Rye Harbour,

Mr. MELLOR said that the next witness he intended to call was
Mr. Pare, who was not now in Court, and that it would be neces•
sary to pause for awhile in order to allow him, Mr. Mellor, to
call him.

Mr. HILDYARD proposed that his case against the line might now
be allowed to go on, and asked whether thecase as to the crossing
of the harbour at_Rye was yet concluded ?

Mr. MELLO3 replied that it was, and that he only wished to
examine Mr. Pare as to the traffic tables.

Mr. HILDVARD said that he had nothing to do with the tables,
and that his case only referred to the crossings of the harbour.

The committee then agreed to proceed with Mr. Hildyard'a ca'"e
at once.

Mr. Henry Stocks, harbour-master, was then called by Mr.
HILDYARD, and spoke to the injury which would be done to the
navigation of the harbour and the river by any bridge crossing the
harbour, as the proposed line would. In cress-examination the
witness said that the Board of Commissioners of Navigation of Bye
Harbour were 48 members, being 40 too many.—(Laughter.)
Mr. Hicks was the clerk of the board.

Mr. Holmes, a ship.owner at Rye, spoke to the injury which
would be done to the Rye Harbour navigation by the bridge if made
there. Any bridge at that place ought to be at least seventy feet
above the high -water mark. The reason why the height ought to
be seventy feet was, that many vessels passing that place had masts
of seventy feet. The injury to the navigation would be the
greater on account of the peculiar nature of the tide, which was
very rapid, and which set in such a direction that the barges would
be driven against the piles, and most likely would sink. Barges
often became unmanageable on account of the force and rapidity of
the tide.

Mr. William Ker, a pilot at Rye Harbour, corroborated the
above evidence. As a pilot, it was his duty to go up the Channel
with vessels, as it was very difficult to navigate the river, and none
but very small vessels would venture to attempt it without a pilot.
The witness was then cross-examined by Mr. MELLOR.
Mr. HILDYARD was about to call another witness, when
The CHAIRMAN said that he thought any further evidence on
this subject was not necessary.
Mr. HILDYARD said that he had about a dozen withesses to call
as to this point, but that he also wished to call Capt. Moorsom, an
eminent engineer, to prove that such a bridge was not necessary.
The CHAIRMAN thought the examination of further witnesses as
to the:injury to the navigation would:be superfluous, and that Mr.
Hildyard ought therefore to call Capt . Moorsom at once,

Captain Moorsom was then called, and said that, as an engineer,
he would not, if he were laying down a line from Ashford to
Hastings, make any bridge across the Rye Harbour. It could be
avoided by a curve of a quarter of a mile radius, which was, in hi:
opinion, no engineering difficulty.

This evidence occupying the Committee up to four o'clock, they
adjourned till to-morrow, With the understanding that on their
meeting Mr. Hildyard Would proceed to address them on the part
of the Commissioners of Rye Harbour.

GROUP X.
DIRECT NORTHERN RAILWAY.

The Committee assembled at twelve o'clock, Lord Courtenay in
the chair; Mr. Poulet Scrape, Mr. Baring Wall, and Mr. Darby,
prevent.

Mr. Wensrcit called Sir J. Rennie, under whose superintendence
the line is to be formed. It commenced at Burton, three miles north
of Liecoln, and presented n 3 engineering difficulties whatever.
The only consideration was the crossing of the several drains by
which the flats of Lincolnshire are intersected. There were several
canals to be crossed : the chief of these were the Witham aid
Fosdyke Canal. The Chesterfield Canal was passed at a rise of 18
feet; the Ayre Canal at a rise of 22 feet; and the Leeds and
Selby Canal at an elevation of 18 feet. The North Midland
Railway would be crossed at a rise of 18 feet ; and the Leeds
and Sciby Railway at the same height. On the contrary,
the London and York line crossed some of the streets of York
on a level. A model of the several lines were placed before
the Committee, and Sir J. Rennie explained how the line approached
the city of York, the lines perforating the walls in two places.
Mr. Gravatt, civil engineer (with Sir J. Rennie), explained the several
portions of the model, in order to show the several approaches
to the city of York. On this point much discussion arose, which
it is impcssible to report without much repetition, which would
only interfere with the apprehension of our readers. The conver.
cation concluded by Sir J. Rennie stating that the whole length of
the line from Burton to the junction with the Great North of Eng-
land Railway was 53 miles 39 chains, and to the City station 57
miles 5 chains. The deepest cutting was one near Gainsborough,
which was 35 feet 6 inches. The highest embankment is
near the junction of the Trent with the Humber, shortly to the
south of the former river, and that was 28 feet ; the line, in
fact, was a level, nothing more. The whole estimate for the
works was 978,3121., which was divided as follows :-121,8631.
for earthwork ; 206,0591. for bridges, culverts, and masonry ; for
fencing there would be 25,7731., those items making a total of
353,695/. Giving 10 per cent, interest on the cost, there would be a
total of 353,6951. The permanent way was estimated at 351,450/.,
being a cost of about 6,000/. a mile. For stations there was an
allowance of 110,000/., and the cost for land was 127,7971. The
whole estimate deposited, as signed by himself and Mr. Gravatt,
was 1,500,000/. In this allowance 360,000/. was allowed for the
Farringdomstreet station, the remaining sum of 222,0004 being
allowed for plant and contingencies. This was allowing about 3,000/.
a mile for a distance of 58 miles, which was most amply sufli.
cient. There would then be a margin of 170,000/. left for any-
thing that might he unforeseen. The gradients were so easy that,
notwithstanding the greater length of the line, he thought
the distance would be done in the same time; and the works
might be completed in two years, that is, in two summers and a
winter.

To the cross-examination of Mr. Sergeant WRANGLIAM, Sir John
Rennie replied, that when the London and York line was an in-
tegral line, the station at King's.cross had been selected by himself
as the most convenient station between the east and west-end of
the towns, but that had been set aside in favour of the station at
the end of Farringdon.street. The ruling gradient was one in a
hundred, but between the distance, which was equal to the distance
between London and Cambridge, the gradients were in favour of
the London and York line. It was undoubtedly an advantage to
have a line as short and direct as possible, but with respect
to the combination of the market towns there was
a great questi in ; but as his object was not to sacrifice the terminal
traffic to the intermediate traffic, embracing all the objects, it
certainly was desirable that the line should follow the route of the
old scats of business, and that the branches should all run in at
those points to the trunk railway. In fact, the local traffic must
be affected by those old commercial positions, and if they were to be
left out of the question, the people must migrate to other parts. In
his mind the route to York by Cambridge was by no means objec-
tionable, but it was a local traffic which was drawn in the inter-
mediate districts.

A discussion ensued between Mr. Sergeant Wrangham and Mr.
Webster as to the right to put in portions of a memorial which had
been sect to the Board of Trade in favour of the Direct Northern
line. Mr. Sergeant Wrangham at length read a portion of the
substance of the memorial. But Mr. Webster interfered; and in
consequence of a suggestion by Mr. Darby, the question was asked
whether Sir J. Rennie thought that the Eastern Counties Railway
offered a fair outlet to the north. Notwithstanding the withdrawal
of a portion of the line, he still thought there should be some route
to the north, though he did not recollect precisely whether the
Farringdon-street station had been spoken of before the withdrawal
of the intermediate portion of the line. Between Burton and York
there would be eleven stations, eight of them first class stations.
Mr. Sergeant WRANGIIAM then cited the memorial sent in by
Sir J. Rennie to the Privy Council. In reply to a question from
Mr. Sergeant Wrangham, Sir John replied that lie expected that
the rate of charge for travelling would be regulated by Parliament
rather than by the force of competition, but the charge on the pub.
lic would be ultimately fixed irrespective of the cost of the works,
competition being the main rule, as was shown by the experience
of the Eastern Counties Railway, though, as was sug.
gesttd by Mr. P. Scrcpe, the original cost must of
necessity form an element of calculation. He looked upon
the whole of the management being in the hands of
one company as a great a lvantase, In enabling them to

manage their business with greater profit to themselves and benefit
to the public. The principles, then, of the unity of management,
the circumstance of the line passing by the old road, and the bring-
ing the intermediate lines into combination with the trunk 1;n;
were certainly recommendations. 50,0001. was put down for stations,
independent of land and earthwork. It was certainly advisable to
have a station apart from the York and North Midland station.
The station at York would occupy a space of eight scree, which
would have to be raised neatly sixteen feet, but he had made no
estimate of the cost. That he would find to-morrow. At this
place there was to be a small depot for coals, but that would in no
way interfere with the present trade. In case of any express train
being required, some delay would necessarily arise on the London
and York line. Thera would be some delay in the case of an ex.
press train joining the Great North of England, but not equal to
that which would be experienced on the other lines. Passengers
by the Scarborough line, and also those by the
York and North Midland line, would have td take
omnibuses to get on to the Direct Northern line.
For the transference of goods it would be advisable to have a branch
line from the two lines he had just mentioned. He proposed to
cross the Stainforth Canal at an elevation of 18 feet, and the river
Don at an elevation of 22 feet. The difficulty of the navigation of
the Stainforth Canal was considerable, the water at Stainforth
Dock not being more than five or six feet at neap tides, and the
canal had been formed expressly with a view of avoiding the diffi-
culty of the river Don. There was a fixed bridge below Stainforth,
and the one there was over the unnavigable part of the river, but
there was a swing bridge over the navigable portion of the
stream below that point. The steamers plied between Thorne and
Hull, or rather between Hansman-hill: Ferry and Hull, with a
fixed funnel, and as the line would pass over the river about a
quarter of a mile below the ferry, the vessels would have to step
below the bridge, where a stone quay might be built. The Stain-
forth Canal would be passed by a fixed bridge with a headway of
18 feet. There was no fixed bridge between the Sainforth Canal
at Stainforth and the river Trent, and the promoters, there-
fore, proposed to establish a fixed bridge for the first time, and
it would be impossible, for vessels navigating the canal
certainly could not pass under the bridge without lower-
ing their masts. He was not aware that there was
any fixed bridge between Thorne and Stainforth. The culvert at
the Idle-drain was to be a twelve foot culvert, with tour foot eight
inches headway. The several other culverts were then described,
and shown to have been considered in every instance. At the
Snow sewer the line would pass over land of which five acres were
now under water. They passed across the land at Hatfield Chase
and in the neighbourhood, which was waiting for warping on an
embankment, but that offered no impediment whatever to the warp-
ing of the land, for a culvert could be formed at any place that was
most convenient. On the River Trent he knew that land had been
warped ten miles from the river. There was no objection on the part
of Sir W. Milner, the embankment there being a trifle higher than
the London and York line. The two lines passed by Bishops-
thorpe very much under the same circumstances, and he believed
that the Archbishop of York was rather favourable than otherwise,
though he had in the first instance started great objection to the
line. The line passed the Leeds and Selby line, at an elevation of
eighteen feet, and an immediate junction could therefore be formed.
The culverts were about five feet wider, which was in every in-
stance a sufficient width.

After an allusion to the estimates, the Committee adjourned till
;welve o'clock to-morrow.

GROUP W.

IMPORTANT ANNOUNCEMENT.

GOOLE AND DONCASTER RAILWAY.

It will be remembered that the Committee on this Bill, which
was presented for their consideration about three weeks since, de-
clared that they considered the line it proposed to construct was,
to a certain extent, a competing line with part of the London and
York line. They, therefore, declared that it would be necessary to
hear the decision of the London and York Committee before enter-
ing into the details of this line, and adjourned until to-day.
At the meeting of the Committee this morning the room was
cleared. Atter the lapse of three-quarters of an hour,
The doors were re-opened, when the CHAIRMAN declared that it
was the opinion of the Committee that as the decision on the Lon.
don and York line had not been given, and would not be given
until so late in the session that there would be no time to enter
upon this line, it would be better for all parties that the Bill should
be brought forward next session.

After some discussion among the parties interested in the Bill,
they expressed their satisfaction at the course adopted, and the
Committee separated.

THE QUARTER'S REVENUE.
(FROM TIIE MORNING PAPERS OF YESTERDAY.)
TIMES.—The return of the quarter's revenue does not present
the same prosperous appearance as many that have preceded it.
Thus, although there is an increase in the Customs fer the year
ending on the sth inst. of 36,8861., there is a decrease on the
comparison with the quarter terminating at the same period of
1844, of more than ten times that amount, or 369,6871. In the
Excise, in like manner, the falling off in the quarter more than
counterbalances the increase for the year—a retrograde movement
for which it is not easy to find an explanation from causes
which lie under public observation, and will, therefore, be re.
garded with some degree of disquietude by the country
generally. The working of the mad speculations which have
prevailed for the last twelve or eighteen months, is shown
in the great increase under the head of Stamps, which
have added to the income 328,8201. on the year, and
132,0431. on the quarter; and if the common opinion is
a just one, that these speculations have injured commerce by pro-
ducing an unnatural rise in some prices, and in diverting the at-
tention of mercantile men from the sober course of trade, it would
follow that to this is, in part, to be ascribed the decline in the
Customs—an evil by no means to be compensated for by a gain
arising out of what may be teimed illegitimate sources. The same
results appear, though not to the same extent, in the general re.
turn, the increase on the year being 847,1481., while the falling off
on the quarter is 739,8471. The Post-office has increased 47,0001.
on the year, while the quarter's return is identical with that of
1844, exhibiting neither increase nor decrease. In the account
for the Contolidated Fund there appears the satifactory item of an
application of 1,585,609/. to the Sinking Fund, against 523,8571.
in the corresponding quarter of 1844; and the probable amount of
Exchequer bills required to meet the charge on that fund for the
quarter just ended is only 2,254,433/. The re-action in the Cus-
toms and Excise, however, more than outweighs all the favourable
features of the present return.

HERALD.—The Revenue returns for the year ending on
Saturday, present another testimony to that course of rap'dly ad-
vancing prosperity, which has distinguished the last three or four
years from any equal period in the history of this or of any other
country. The net increase of revenue upon the last year, as
compared with the eminently productive year ending twelve
months ago, amounts to no less than eight hundred and forty-
seven thousand pounds. And this, notwithstanding all tho',,,rge
reductions in the sugar duties, the cotton duties, the
;ass duties,
the auction duties, and other sources of revenu^ These reduc.
tions have nearly all fallen within the last quarter, which, there-
fore, exhibits a decrease, but not rn..ch more than half the de-
crease that it would exhibit had
the reductions been all loss. At
present we are not in P°F....ession of the means of showing the
several articles upon
':,rich respectively increase and decrease have
arisen ; but we e able to congratulate our fellow-subjects, upon
indisputable evidence, of a course of general prosperity without
example.

i;HRONICLE.—The revenue accounts for the quarter, 1, hi
appear in another part of our journal, are extremely satisfactory.
They present one of the most convincing proofs which has yet been
adduced of the prodigious advantages of cheap food and low duties
in augmenting the revenue of the State. At the beginning of this
session Sir Robert Peel lowered the duty on sugar, abolished the
duties on cotton and staves, and on a great variety of small arti-
cles, which he calculated would reduce the Customs revenue on the
year by the sun, of 0,418,0001., or on the quarter 603,0001. The
accounts show that the diminution is only 369,3871. ; the
Customs revenue for the quarter, therefore, is in reality
nearly 240,000/. better than in the corresponding quarter
of last year. Similar remarks apply to the Excise. Thereduction
in this branch of the revenue for the quarter, as shown by the
tables, is 149,908/. ; but Sir Robert Peel calculated in February
that the Excise revenue would lose on the year, by the abolition of
the duties on auctions and glass, 890,0001, or on the quarter
223,000/., whereas the loss is only 149,908/. The duties which
remain, therefore, of the Customs and Excise branches of the
revenue have yielded considerably more than in the corresponding
quarter of last year, in conjunction with comparative cheapness
and the abolition of duties. The other branches of the standing
revenue show a corresponding increase on the quarter. The Stamps
have increased 13'2,0004 ; the Assessed Taxes 10,0001.; and the
Property.tax 157,0001. In these results there is great encourage.
anent to allow the utmost possible extension of trade, by the re-
moval of all duties which are not indispensable for the public
service, and all restrictions but those which are necessary to levy
the duties.

ADVERTISER.—We publish in another column an abstract
of the public revenue for the year and quarter ending on Saturday
last. It will be seen that on the quarter, as compared with the
corresponding quarter of last year, these is a deficiency in the
Cus•oms of 369,6871., and in the Excise, of 149,9081. Under the
head Miscellaneous there is a deficiency on the quarter, as compared
with the corresponding quarter last year, of 408,5351. The defal-
cations in the two first departments can be satisfactorily explained.
The decrease in the customs is mainly to be ascribed to the cir-
cumstance of a large sum having been refunded on sugars
in bond, when the new Sugar Duties Bill came into opera-
tion. In conjunction with this cause of diminution,
there is another, namely, the entire abolition of duties
on many articles of minor importance. The defalca-
tion under the head of Excise, is to be attributed to the total repeal
of the glass and auction duties. The only subject for surprise is
that the falling off in this department has been so inconsiderable.
For the deficiencies in the Miscellaneous department, we are not
able to account, though we feel assured, from the flourishing state
of trade and commerce, and the healthy state of our financial affairs
generally, the defalcation under that head is susceptible of a satis.
factory explanation. It is fully expected that the consumption of
sugar this year consequent on the reduction of the sugar duties,
will exceed the estimate of the Premier, when making his finan.
cial statement, by at least 20,000 tone. What more triumphant
proof could be desired of the effect which a reduction of duty has
on the consumption of a necessary of life, than is afforded in this
fact ? If an approach to free trade is productive of such resulta,
what must be the advantages of entire freedom of trade ?

MELANCHOLY ACCIDENT IN THE WATERLOO-
ROAD.—Friday forenoon an inquest was held before Mr. W.
Carter, at the Royal George, Carlisle-lane, Lansbeth, on the
body of Walter Knight, aged 31 years, late of Royal-street,
Upper Marsh, Lambeth. The deceased was returning home
with two friends on Tuesday morning last from a party, and
when they had reached the Surrey side of Waterloo-bridge
they all agreed to run as far as the corner of the Lower Marsh,
near the Victoria Theatre. The deceased started and kept
up with them until they were opposite Waterloo Church, when
he suddenly caught hold of the wheel of a gardener's cart,
which W 8.9 going at a very rapid speed down the hill, when his
arm became entangled in the spokes of the wheel, which turned
him completely over on to his head with great violence. His
companions having missed him, turned back, and found him
lying in the road bleeding from a severe wound on his forehead.
They carried the deceased to the surgery of Mr. Ilandy, and
subsequently to his residence, where he expired at two o'clock
the same day. The surgeon stated that the deceased had died
from the rupture of a blood-vessel in the brain. The jury re-
turned a verdict of " Accidental death."

THE IRISII SOCIETY.—This Society, which was
established in the mcnth of July last year, for the purpose of pro.
viding a neutral ground whereon Irish noblemen and gentlemen of
opposite political and religious sentiments could meet and hold
harmonious intercourse, held its first annual general meeting on
Saturday last at the Society's rooms, No. 26, Suffolk street, Pall.
mall, Lord Viscount Ranelagh in the chair. From the report,
which was read by N. A. Conan, Esq , it appeared that there were
nearly 400 members already enrolled. The funds were ample.
All the current expenses had been duly met, and a large balance
remained in the hands of the treasurer. The nucleus of a library
had been formed by gifts from several of the members. The re.
port was received and adopted with acclamation; thanks were
unanimously voted to the committee of management and the
secretary, and they were requested to continue in office without
addition or alteration. Thanks were also voted to J. Hartley and
W. Bevan, Esqrs., for their generosity in having become security
in the infancy of the society for its liabilities, and they were re-
lieved from further responsibility by the appointment of Lord
Rossmore, J. Rudall Todd, Esq., and Henry Bruce, Esq., as
trustees, in accordance with a fundamental rule, which provided
the appointment of trustees as soon as the number of members
should have exceeded 300. Lord Ranelagh having left the chair,
Sir John Campbell was called thereto, and the usual thanks having
been voted to his Lordship, the meeting separated.
ZOOLOGICAL GARDENS.—A fete was given here on
Saturday afternoon—that is, a military band was in attendance,
which was sufficient to bring together a large assemblage of prome-
naders. Nothing was exhibited beyond the ordinary attractions of
the gardens; indeed, the fineness of the weather and the beauty of
the pleasure-grounds would have rendered any extraneous enter.
tainments :ous.