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London, England, 1845-02-27 00:00:00

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the question of interference with private property, from the consi-
deration of which we are eapressly precluded, there can be little
doubt that the arrangement proposed by the Newcastle and Ber.
wick line is decidedly preferable. The advantage of a junction of
the different lines leading to Newcastle in a central station mist
be admitted to be very considerable, more especially when it is
considered that many of them carry a very large local traffic for
short distances. The number of local passengers entering and
leaving the present Gateshead station is stated to be not leis than
500,000 annually; and on the Newcastle and North Shields Rail.
way not less than 850,000 passengers are conveyed annually. It
has b.en objected, that this amount of local traffic might interfere
with the through traffic of the Newcastle and Berwick line, which
proposes to use the line of the Newcastle and North Shields for a
short distance; but, as the two lines wilt be united under one ma..
nagement, and as the number of through trains will not be great,
we do not think that any injurious amount of interference, either
in respect of public safety or convenience, need be apprehended.
The connexion with the Newcastle and North Shields Railway also
affords a ready means of access to the shipping quays at Newcastle,
which is very desirable.
It is proposed also to render the railway-bridge across the Tyne
available for the general traffic of coaches, carts, and foot-pas-
sengers, which will be a considerable benefit to the town of New-
castle, the opinion of whose inhabitants, as expressed by resolutions
of the town.council, appears to be decidedly favourable to the mode
of traversing the town adopted by the Newcastle and Berwick
scheme, as compared to that of the competing scheme.
A similar preference appears to be given to this scheme by the
inhabitants of Morpeth, on the ground that it affords them a better
station and preferable local accommodation ; and generally speak.
ing, both in the above respects, and in giving a communication to
Alnwick, Blyth, and to the populous mining district of Killing..
worth, Benton, Seghill, &c., the Newcastle and Berwick scheme
appears preferable to its competitor as a local line.
The superiority of its gradients also renders it a better line for
the important local object of the cheap transport of coal from the
mineral field of the Tyne to the more northern parts of the county,
and the Kelso branch has in this respect a similar advantage over
the corresponding branch of the Northumberland scheme.
We have already referred to the circumstances in which the
two schemes originated, and to their relations to the other existing
railways in the great eastern line of communication, for the
purpose of stating that such considerations could only be en.
tertained by us in so far as they had any bearing upon the
question of the comparative public advantage of the schemes
themselves as finally submitted to us. In this point of view,
however, it becomes impossible to overlook them. On
the one hand, it is claimed as one of the strongest ground
of preference by the promoters of the Northumberland line, that
their scheme is entirely independent of all existing railway inte.
rests; while, on the other hand, the connexion between the Newt
castle and Berwick scheme and the lines already completed or
sanctioned to the north and south of it, is urged by its promoters
as a valid reason, on public grounds, for giving it a preference.
The argument of the Northumberland Company is, that such
an identification of interest as amounts to a virtual monopoly
exists among the different lines forming the eastern line, and that
this monopoly would be consolidated by giving a preference to the
Newcastle and Berwick scheme all the way from Edinburgh to
Rugby. It is therefore urged that it is highly important, on
grounds of public policy, to break up this monopoly by placing
the important link between Newcastle and Berwick in the hands of
an independent Company, to a certain extent in opposition to the
existing interests.
After having given the subject all the consideration which its
undoubted importance merits, it does not appear to us that any.
thing that can be called monopoly, in the proper sense of the word,
exists at present, or would be extended or consolidated by giving a
preference to the Newcastle and Berwick scheme.
The different Companies forming the links of the line from
Rugby to Edinburgh, 1. c. the Midlands Companies, the Great
North of England, the Newcastle and Darlington, and the North
British, are independent of each other. As regards some of these
Companies, it is notorious that this independence is acted upon to
the fullest extent, and that there is not even that unity of manage.
went and policy which might not unnaturally have been expected
to result from an identification of interest. In regard to other
Companies, again, this unity does exist to a greater or less degree,
founded in a great measure upon common interest.
This unity of interest, however, is consolidated by no permanent
tie, and might be dissolved to-morrow by the shareholders of any
one of the Companies named, if they saw reason to believe that
their own interests and those of the public were being sacrificed to
promote the interests of other lines.
There does not appear, however, to be the slightest ground for
alleging that this has been the case, or that the unity of interest,
such as it is, which has subsisted among the different Companies on
the eastern line, has been otherwise than advantageous to the
public. The term "monopoly" cannot be applied with any justice
to such a combination of the different consecutive links of a great
line of railway communication as tends to ensure the whole being
worked as one concern for the purposes of the through traffic.
On the contrary, the objection might be more aptly applied to the
existence of one of such links in a state of absolute independence,
with both the power and the inducement to put the public to in.
convenience, in order to extract an undue proportion of the
profits of the through traffic. Such instances are by no means
imaginary ; on the contrary, many cases might be quoted where
the public have been subjected for long periods together to
great inconvenience, and have been heavily taxed, owing to
the absence of that unity of interest between connecting lines,
which is objected to as creating monopoly. It will be
sufficient to refer to one case, that of the interrup.
tion which for a long time existed at Birmingham, whereby
persons who had begun their journey between London and Lion.
pool, or Manchester, as second or third.class passengers, were fre.
quently compelled, either to take out first-class tickets for the re.
mainder of the journey, or to incur a serious delay. It is found
also in practice, that unless a very close unity of interest exists
among the different portions of what really constitutes one great
line of communication, it is scarcely possible to introduce that
harmony and accuracy of arrangement which are essential to en.
sure speed and punctuality. Many important branches of traffic
also are apt to be neglected, which can only be properly developed
were a long consecutive line of railway is united in one common
interest. Coals and heavy goods, for instance, ern be conveyed for
long distances with a profit at rates which would be altogether in-
sufficient to remunerate a Company which had only a run of ten
or twenty miles, and thus many of the most important benefits of
railways to the community at large can only be obtained by uniting
through lines in one interest. Nor does it appear that any dis-
advantage can result from such union among the consecutive links
of one through line, similar to that which may be apprehended
where cross lines, sanctioned for entirely different purposes, sup-
ported by different streams of traffic, and united by no legitimate
common interest, combine for purposes of mutual defence. In
such cases it is evident that amalgamations, especially if of a per-
manent nature, ought to be scrutinised with extreme jealousy; but
the case appears to us to be very different as regards lines which con-
stitute portions of what, for paramount public objects, must be
considered as properly one system.

RAILWAY DEPARTMENT OF THE I
BOARD OF TRADE.
REPORT OF TEE RAILWAY DEPARTMENT OF THE BOARD OF TRADE
ON THE SCHEMES FOR EXTENDING RAILWAY COMMUNICATION
PROM NEWCASTLE TO BEE WICK.
(Ordered, by the House of Commons, to be printed, 24th Feb. 1845.)
Railway Department, Board ef Trade, Whitehall.
The Board constituted by minute of the Lords of the Committee
of Privy Council for Trade for the transaction of railway business,
having had under consideration the two competing schemes for
extending railway communication from Newcastle to Berwick, viz.,
the Newcastle and Berwick, and the Northumberland, have de.
termined on submitting the following report thereon for the con.i-
deration of Parliament.
In this case there can be no doubt that the object of completing
the eastern line of communication by the construction of the sole
remaining link between Newcastle and Berwick is one highly de-
sirable to be attained ; and as there are two companies in the field
to effect it, and the returns of traffic appear sufficient to show an
expectation of a fair though moderate return on the capital re.
quired, we may at once assume that the question is reduced to one
of preference between the competing schemes.
The Newcastle and Berwick scheme is promoted by the same
parties who have carried out the remaining links in the east coast
communication between Darlington and Edinburgh.
The abandonment of the portion of their line beyond Darlington
by the Great North of England Company, owing to the expensive
nature of the works upon the line selected between Darlington and
Newcastle, and the difficulties arising from the state of the money
market, rendered the attainment of this object for a considerable
time exceedingly problematical. At length, by the aid of a gua-
rantee of six per cent. given by the several Companies interested in
the Eastern route, the requisite capital was raised for completing
the communication as far as Newcastle. The success of this pro.
ject led to the formation of a Compfseri; promoted by the same in.
terests, to construct the North British line from Edinburgh to
Berwick, which was sanctioned by the Legislature last year. As a
natural consequence of the sanction •f the North British lino, the
pre-ject of a line between Newcastle and Berwick, for which sur-
veys h.ci been previously made, was trought forward under the
auspices of the united eastern Companies, north of Rugby ;
from a corre.pondence which has been made pubic, it ap.
pears that there would have been no likelihood of opposition to it,
had net the line, as originally laid out, threatened to interfere iii
a particular instance with private property in a manner considered
so objectionable, that nn opposition Company was got up fur the
express purpose of averting the injury. Upon the details of these
proceedings we shall not further inter; for we think it right to
state that, except in so far as the actual position and relations
of Companies formed for the promotion of particular schemes may
affect the general question of public advantage, we have not
thought ourselves warranted in allowing circumstances wLich may
have led to the formation of these Companies, or which may have
takes place previous to the submission of their schemes in a defi-
nite form, in compliance with the standing orders of Parliament, to
enter as an element into our consideration. We proceed; there-
fore, to compare the two schemes now before us upon their public
merits, altogether irrespective of the circumstances which may have
led to their formation.
The first and most material point of difference between the two
schemes is, that the Northumberland Railway is projected as an
atmospheric line, by parties who profess the utmost confidence in
the success of the atmospheric system, and are fully prepared to
adept it, unless the contingency, which they consider extremely
improbable, of an unforeseen failure of the experiment now about to
be tried on the Croydon and Epsom line, should compel them to
resort to the use of locomotive engines.
It becomes necessary, therefore, that we should state, both in
regard to this and to other schemes similarly circumstanced, how
far the conclusions at which we have arrived have been formed or
modified by reference to the atmospheric system.
The experiment at Dalkey may be considered, to a great extent,
conclusive as regards the success of the atmospheric sy.tem, con.
sidered merely as a mechanical problem. It is demonstrated that
trains may be propelled by means of it at high velocities, with
safety and convenience to the public; and there appears not suffi.
cient reason for doubting that, as far as mere mechanical
arrangements are concerned, the same result may be at.
tained when the separate consecutive portions of line
over which the trains have to pass are multiplied indefinitely.
This, however, is a point which will soon be brought to the test of
experience by the experiment about to be tried on the Croydon and
Epsom line.
It is impossible, therefore, not to feel the highest interest in the
progress of an experiment, whose success hitherto has been suffi-
cient to induce eminent authorities to entertain strong hopes that
the result may be an acceleration of speed in travelling, combined
with the general introduction of a system of very frequent trains
and low fares.
The question, however, assumes a different aspect when we are
called upon, in forming a judgment upon competing schemes, to
assume the complete success of the atmospheric system, not merely
as a mechanical theory, or as applicable under peouliar circum-
stances, but in a practical and commercial point •f view, as appli-
sable to railways generally.
While we wish to guard ourselves against being supposed to express
any opinion whether the atmospheric system may or may not be
found ultimately to be so applicable, it becomes necessary for us to
state a few obvious reasons why we should not be justified at pre-
sent in allowing the assumption of such success to enter as an ele.
ment in the comparison of such lines as are now under conside-
ration.

BULL end WILSON are now fully prepared
to SUBMIT their SPRING ASSORTMENT of FANCY
IVOOLLEN GOODS.—Wholeolc Parcels as Ist April.
Notice—Warehouse Entrance is No. 52, St. Jlartin's•lane.

I)ARIS AND LYONS RAILWAY.
LAFFITTE'S COMPANY.

The Provisional Committee of the Paris and Lyons Railway Com•
pang beg to state, for the information of their Proprietors, and in re-
ply to numerous inquiries, that the only LINE OF RAILWAY to
Lyons is that adopted by the Government, for the working of which
this Company haL been, for mom than 0'4'40 years, in a position to
tender. In the event of the Government determining to lease the
Railway, on the condition of the Lessees executing the earth works,
a considerable increase in the capital will be speedily reqnired.
Further particulars respecting the distribution of the new shares
will shortly be announced.
By order,
152, King William-street, Feb. 17, 1845

BRITISH INSTITUTION, PALL-MALL
The GALLERY for the EXHIBITION and SALE of the
WORKS of BRITISH ARTISTS is OPEN DAILY, from Ten in
the Morning till Five in the Evening.

Admission, Is.—Catalogue, Is.
WILLIAM BARNARD, Keeper.

ROYAL POLYTECHNIC INSTITUTION.
PHILLIPS'S PATENT FIRE ANNIHILATOR, illustrated
by Dr. Ryan in his daily Lectures, and on the Evenings of
MONDAY, WEDNESDAY, and . FRIDAY.—A Series of LEC-
TURES on ASTRONOMY by Professor Bachhoffner, on the Morn-
ings and Evemings of Mondays, Wednesdays, and Fridays. during
Lent, accompanied by Dr. Wallis on BIZABY'..i CALOTONE,—KITE'S
PATENT SMOKE-CURING and VENTILATING ROOF, COWLS,
LAMP, and CHIMNEY-SWEEPING APPARATUS. Two beau-
tiful Pictures of the SHRINE of the NATIVITY are just added to
the NEW DISSOLVING VIEWS. CHILDE'S CHROMATROPE.
THE PROTEOSCOPE. The PHYFIOSCOPE. EXPERIMENTS
by means of tke DIVING BELL and DIVER, &c. &c.
. . . . _

ED. ♦IME, Secretary,

Assuming for the moment all mechanical difficulties to be over.
come, the question still remains by which the practical success of
any system of propulsion must be tested, via., that of expense.
Under this bead the important question is not yet fully solved, whe.
they a double line may not be equally required with the atmo-
spheric as with the locomotive system for the convenient working
of a large and mixed traffic over an extended line. Upon this
point the opinion of some eminent authorities has been strongly
expressed to the effect that a double line, with double tube,
kc., would be indispensable, unless upon a short line,
where the traffic should consist of a certain number of trains
starting at regular Interva4 horn each end; ner is there anything
in the experience of the atmospheric system, up to tire pres:nt
time, that would warrant us it, assuming this opinion to be alto.
getber unfounded. But if we were to assume a double line to be
necessary, the first cost of construction under the atmospheric
system would be so greatly increased, that to reduction in the rate
of workitg expenses cottel compensate for it, ualsss the traffic was
exceedingly large. The cost of the atmospheric apparatus is esti.
mated by Messrs. Eamuda, in their evidence last 'year Wei) the
Cro)don arid hpsom Committee, at 4,0004 per mile of single line,
independently of the cost of stationary engines, which Is estimate.,
at abouts,ooo/. for every three milts, or 1,7004 per mile. The
actualstated by the manager of the Dalkey litre, in his evidence before
h
Epsom inpower by the atmospheric system was
Committee, last year, to have been a frac-
n over per emile ; and, including the cost of maintenance of
lien
ieeCroydon
o costyd
7o d on.f
and
way, the comparison was stated, by the same gentleman, to stand
as Pd. per mile under the atmospheric system, against Is. 44d. per
mile under the locomotive system. It is evident, therefore, that
even if we could assume the sufficiency of a single line under the
atmospheric system, we should not be warranted in assuming the
success of that system, in a commercial point of view, as an esta-
blished fact, especially when the traffic is not likely to be large.
It is also the opinion of many practical men, that the atmospheric
system could not be applied with advantage when the traffic is
of a mixed character, consisting, in a great measure, of heavy
trains of goods and minerals, and there are, as yet. no sufficient
data to warrant us in assuming this opinion to be altogether with-
out fossiatiaa.
Under these circumstances, and considering that, on the one
hand, a good locomotive line can always be rendered available for
the atmospheric system, should that system be found to succeed;
while, on the other hand, a line laid out expressly for the atmo.
spheric system might not, in the event of its failure, admit of being
readily converted into a good locomotive line, we have not thought
ourselves justified, when comparing two rival projects presented to
us, in assuming the complete success of the atmospheric system,
which is still under experiment, but have thought ourselves bound
to form our opinion upon them with reference to the present and
not to the future or possible state of the science of railway loco-
motion.

We are of opinion, therefore, that in the case before us, such
modified identification of interest as exists between the Newcastle
and Berwick and the other eastern Companies cannot be considered
as objectionable on public grounds; but, on the contrary, as
furnishing an additional guarantee for the proper working of the
ine, and full development of its resources in the manner most ad..
vantageous for the public, reference being had to the peculiar dr.
cumstances in which the eastern chain of communication is placed
by the competition both of steam-boats between London, Edinburgh,
and all the principal eastern parts, and also of the western line of
railway communication, which will afford a route between Edin-
burgh and London only a few miles longer than any that has haw
proposed on the eastern side of the kingdom.
In another respect, this same identification of interest affords an
important advantage, viz , in the additional security which it af-
fords for the completion of the undertaking in its integrity. The
returns of traffic submitted to us show a sufficient but still a
moderate return on the capital that may probably be required ;
and therefore, in the event of any unforeseen accident or change in
the mlney market, it is by no means an improbable contingency,
that a new Company, left entirely to its own resources, might fail
to complete the more difficult and expensive portions of the work;
such for instance as the bridges moods the Tyne and Tweed. The
united interest, however, of the Eastern Companies would at all
times be amply sufficient to carry out a scheme promoted by them
in such a complete form, as to enable them to contend, at
the greatest possible advantage, with the competition of the
western lines for the Sco ch traffic. This consideration ap.
pears to us also to be a sufficient answer to the ot jection which
has been urged by the promoters of the Northumberland scheme—
that if the scheme promoted by the eastern Companies is granted
there will be less likelihood of the present circuitous route of the
line between Newcastle .and Darlington being improved. The
engineering difficulties of the country on a direct line between
Durham and Newcastle are known to be great, having formerly led
to Parliament sanctioning the abandonment of that portion of the
projected line of the Great North of England Company for which
an Act had been obtained; and as the present route of the New.
castle and Darlington Railway accommodates Sunderland, Shields,
and the population of the country better, and will be improved
by cutting off the angle at Brockley Whins, so as to be only a
few miles longer than the direct line, it may be questionable
whether the through traffic will be sufficient to justify the ex-
penditure necessary in order to carry a more direct lire with
tolerable gradients across the difficult country to the south of
Newcastle. Should this, however, appear to be the cise, there
can be no reason to apprehend that the combination of eastern
Companies, after completing the communication to Edinburgh,
would hesitate about effecting any improvement which, in
the even balance of distance between the eastern and western lines
of communication with Scotland, was felt to be important. For
the following reasons, therefore,-
1. Because the Newcastle and Darlington is a decidedly better
line than the Northumberland, considered with reference to the
established method of propulsion upon railways, which alone has
undergone the test of experience ;
2. Because it affords more local accommodation, and passes the
principal towns, in a manner considered by the inhabitants to be
more conducive to their interests;
3. Because it affords more convenient bridges across the Tyne
and Tweed ;

We shall proceed therefore to compare the two lines, apart from
all considerations as to the atmospheric system.
As locomotive lines, the Newcastle and Berwick has a great
superiority over its competitor in respect of gradients. The
gradients of the Newcastle and Berwick line are of a very superior
description, having in the whole course of the line only two planes,
one of 1 in 170 for n miles, and the other of l in 150 for two
miles, upon which the use of additional power might occasionally
become necessary. All the rest of the line has remarkably easy
gradients, and would admit of being worked over at the highest
velocities.

The Northumberland line has gradients of 1 in 50, 1 in 59, 1 in
80, and on the whole, a length of upwards of five miles, at an
inclination steeper than or equal to 1 in 100, and of 81 males at an
inclination of lin 100 to lin 150. It is true that these gradients
are generally far short distances, and undulating, and are there-
fore not so objectionable as if they had been for greater lengths ;
still, when compared with the excellent gradients of the other line,
their inferiority is manifest.

Our views upon the subject of gradients have been already fully
stated in our report upon the Manchester and Leeds district, to
which we here refer. It will be seen, that while as a general rule,
and more especially for lines of light and frequent traffic for short
distances, in districts where level gradients cannot be attained with-
out an enormous increase of expense, we are disposed to think
that undue importance has often been attached to superiority of
gradients, as compared with economy in the first cost of construe.
tion, we do not fail to recognise the obvious advantage of good
gradients, when such can be attained at any moderate cost, upon
such a line as the present, which forms a great link in a very im-
portant and extended system of national communication.
Perhaps the greatest advantage of decidedly good, as compared
to inferior gradients, is, that they admit, consistently with eco-
nomy, of a higher degree of punctuality. The chances of delay
are considerably multiplied upon steep gradients, occurring too
frequently to admit of the regular use of assistant power, espe-
cially in certain states of the weather. Upon short lines, and for
a local traffic, this may be comparatively unimportant, but where
the delay accumulates over 60 miles, and affects the whole system
of trains from Newcastle to London, it may become a formidable
evil. Accordingly, we can have no hesitation in pronouncing de-
cided superiority of gradients a strong feature of preference in a
line such as that from Newcastle to Berwick, and as sufficient to
compensate for the difference in actual distance, in which respect
the line on inferior gradients has the advantage.

And, 4. Because its connexion with the other railways forming
the eastern line of communication, affords a better guarantee fcr
its completion, and for its being worked in a manner the most benc.
ficial to the rublic.

We are of opinion that, upon public grounds, it deserves a pre-
ference over the competing Northumberland scheme.

This opinion might have been modified if the erperiority of
gradients on the part of the Newcastle and Berwick line had
involved any disproportionate increase of expense. But this
does not appear to be the case. The works of both lines am
remarkably easy, with the exception of the bridges across the
for
Tyne and Tweed, and passage through the town of Newcastle.
The estimated capital of the Newcastle and Berwick line is
1,400,0011.; that of the Northumberland, 1,000,0001 The latter
certain estimate. b inswfofra
far it
singleit
might
be
atmosphericaeeur a
accurate
line, a
double locomotive line., and it is therefore not very
Assuming this, however, to be the case, the excess of capital upon
the main line of the Newcastle and Berwick will not be very great,
ex
to expensive
which we shall presently vas
since out of the 400,000/. additional whichthseagse of the Tynechemeiseti-
mated to require, it provides eight and a half miles of branches for
local accommodation, not provided for by the other scheme, as
and
I tabs
ran
umg much c h
them ,it rnew cno mo
fp l et e
Newcastle,ail
d Pe
objectb e tby e :n lo
the y high parts bridge and
advert: In regard to gradients, therefore, we consider that the
Newcastle and Berwick scheme has a decided advantage, and that
the small additional outlay at which this advantage may be pur-
chased, is, in a case like the present, well bestowed.
The next important point of comparison is as to the mode of
ft
passing the Tyne and the town of Newcastle. The Newcastle and
viaduct,Berwick scheme
forming
a diproposesteet
t oeffe
communicationc tthis
of Newcastle and Gateshead, and uniting in one central station all
the different railways which radiate from Newcastle.
between

In conclusion, we beg to draw attention to the passage of the
Filth Report of the Select Committee of last year, in which it is
stated, in recommending that reports should be made to Parliament
by this department upon railway schemes, " That no such reports
should be held to prejudice the claims of private persons, the
examination of which should be altogether reserved to the Houses
of the Legislature."

In submitting to Parliament, in conformity with the recom-
mendations of that Committee, the results at which we have
arrived, with a view to the information arid assistance of Parliament
in forming a judgment upon the schemes in question, in so far as
our report may be available for that purpose, we are anxious that
it should be distinctly understood that we have arrived at these
results solely upon public grounds, and to the exclusion of all con-
siderations how far such results might require to be modified by a
due regard for private rights and interests.
DALHOUSIE.
C. W. PASLEY. O. R. PORTER.
D. O'BRIEN. S. LAING.

SERIOUS GIG ACCIDENT.—Last evening a man,
named Charles Denny, was driving a gig at a rapid rate down Pearl-
row, Bluckfriars-road, when, coming in contact with a cart, he was
thrown with fearful violence, head foremost, on the pavement. On
being picked up he was found to be quite insensible and apparently
lifeless. He was carried to St. Thomas's Hospital in a dangerous con-
dition. The gig was shattered to pieces, but the horse escaped un-
injured.
THE BISHOP or ELY.—We regret to state that
very unfavourable accounts were received last night from Ely
Palace as to lie health of the Right Rev. rrelate. The favourable
symptoms which had manifested themselves having entirely dis-
appeared within the last few days

The Northumberland line, on the other hand, crosses the Tyne
at a lower level, by a bridge approached by steep descents, and then
tunnels under the town ter distance of 2,410 yards.
Considered with a view to public advantage, and irrespective of

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lexation :

AVERAGE;

~•'

':Z----7-
.

:S OF THE LAST SI.

Weeks
Wheat. Barley. Ry e Oats.
ending
45 7 34 7I 21 8 31 4
45 7 34 2 21 3 32 11
45 5:33 10 21 6! 31 3
8. 45 6133 021 6j30 1
15.... 4.5 4 32 3 21 7 29 6
22...• 45 2l 32 4 21 7 30 2

Jan. 18....

35 7
3.1 4
35 8
35 1
35 0
35 0

Feb. 1..

COURT CIRCULAR.

35 8
36 1
35 4
35 7
35 0
3.5 3

iiWitoy al Highness the Duke of Cambridge, attended by
Baron Kneseback, honoured Baron Brunnow, the Russian
Minister, with his company at dinner yesterday evening, at
Ashburnham House.
Mr. Duncan, M.P. for Dundee, Mr. Binny, Mr. Farquhar,
and Mr. Wekter, attended yesterday, at the Railway De-
partment of the Board of Trade, to present a memorial from
the Chamber of Commerce of Dundee, in favour of the Direct
Northern Railway.
The Chief Commissioner of the Woods and Forests, had
an interview with Sir Robert Peel yesterday.
The Spanish Minister transacted business yesterday, at
the Foreign-office.
His Excellency Baron de Gersdorff visited Captain Si-
horny's Waterloo Model yesterday, and expressed his ap.
probation of this very interesting work.

Mn. WARD.—There is now no question but that
Mr. Ward is about. to console himself for the loss of his degrees,
by the acquisition of a far more interesting and tender title—
that of a married man, which, of course, implies a voluntary
resignation of his fellowship at Oxford. The lady ofhis choice
is said to be young and beautiful, the daughter of a late
head master of Westminster and prebendary of Worcester.
We wish Mr. Ward and his intended all happiness, and only
regret that a consummation so devoutly to be wined did not
take place some months earlier, in which case much of ani-
mosity and no small share of very unpleasant and unprefit-
able excitement would have been spared.—Chronicle. •
The remains of the Earl of .Mornington will be
here removed on Monday next from his late residence in Grosvenor-sonar e
tiotAoodite33l•-ositirriiegt
tot.,l:n4),aels,
ii l: t icii.ced. his Lordship' s
Lady Stanley has issued cards for an evening party, to
succeed the grand dinner given by Lord Stanley on Satur-
day,inkCountess
the Bth of March.

~i9

UNITED STATES.
LIVERPOOL, WEDNESDAY,
By the an ival of the packet-ship Patrick Henry, Captain(
Delano, we have received New York papers to the Bth inst..
inclusive, being seven days later than the last intelligence.
The news is of considerable interest. The House of Repre-
sentatives had passed the Bill for the occupation of the
Oregon territory, after much discussion and some violent
speeches by certain members against Great Britain,.
of which the following are specimens ;—Mr. Douglas, who
seems well fitted for a lawless borderer, said, " Give us mili-
tary posts in that territory, garrison them with American
officers and soldiers, and he, for we, would not care much
about laws. It was not laws, nor civil authority, by which
possession of the country could be maintained, but it was by
military force that we must take possession of it as well as
keep it. If the question should bring us to war, much as he
deprecated it, much as he loved peace, he would be ready to
meet it. Let us establish our military posts, have our naval
forces on the coast, and be in a condition to repel any egres-
sion on the part of Great Britain, and punish any invasion
on our rights, and then, if war shall come, we will be ready
to meet it."
Mr. A. Brown said, that Great Britain could not make war
against the United States for anything contained in the Bill
before them ; but if she should consider it cause for war, he
would say, "Let her have it—on the first day and hour that
she desires it let her have it."
On the Ist inst. Mr. Winthrop addressed the Committee in
an able speech against the Bill, in which the spirit of War
and of aggressive acquisition which was prevalent in the
House was severely and justly rebuked, and the violent and
abusive language indulged towards Great Britain, as it re-
spects her policy in this conduct, skown to be wholly with-
out warrant, either of history or of contemporaneous circum-
stances.

On the 3d the Bill was finally passed by a majority of 14.0
to M. It was introduced into the Senate on the following
day, read twice and referred to a Committee. The Committee
of foreign relations bad reported against the Bill for the
annexation of Texas.

The correspondent of the Courier and Enquirer, dating
iVashington, February 10, says upon the question of an-

" The Committee on Foreign Relations, through their
chairman, Mr. Archer, made a report to the Senate to-day,
adverse to the project of annexation. The Committee con-
sist of Messrs, Archer, Choate, Morehead, and Buchanan ;
and they were, with the exception of Mr. Buchanan, unani-
mous in the report and the accompanying resolution, which is
as follows :

•' Resolved,—That the joint resolutions from the House
of Representatives for the annexation of Texas to the United
States be rejected.'
" They also reported an additional resolution, which merel
recommends that the memorials on this subject referred:
the Committee be laid upon the table."
On the following day a Bill was presented on this question,
which provides for the annexation of Texas as a State. Com-
missioners are to be appointed by the President to negotiate
with Mexico and Texas, for which purpose the Bill ap-
propriates 100,000 dollars. The Commissioners are to re-
port, and in next Congress their communication will be
considered.

The creditors of the repudiating States will be glad to learn
that Pennsylvania has paid the February interest on her
debt. A Bill to that effect passed both branches of the Le-
gislature by a unanimous vote in each, on the Ist instant.
The payment took place on the 3d, and was signalised by
the firing of cannon. Pennsylvanian stock has risen coast-
derably.
There had been little or no business in the New York
markets in the course of the week prior to the sailing of the
packet, on account of the great snow-storm, which had inter-
rupted communication.
Foreign exchange was firm at 1091 to 110 and 1101, with
a moderate demand.

Freights to London-355. to 40s. for tobacco, 3s. for flour
naval stores 3s. 6d. to 45., measurement goods 30s. to 40s.
per ton; seeds, 125.; rice, 10s. Provisi WS in tierces, 6s. 6d.
The latest news from Mexico is contained in the Diario
of Vera Cruz of the 13th of January, at which period Santa
Anna was still alive, and in freedom, but despairing of suc-
cess. He has sent three of his officers to treat with the
supreme Government, the troops on both sides withdrawing
into cantonments. The revolution was believed to be en-
tirely at an end, and Santa Anna's submission complete.

MARKET NEWS.-(THIS DAY.)
NAY MARKETS.
San•raFtELD.—Coarse Meadow Hay, 3110 s to 4/ 12s ; use-
ful ditto, 41 14s to 5/ 3s; fine Upland ditto, 5/ 4s to 5/ 8s ;
Clover Hay, 41 lOs to 5/ I8s; Oat Straw, 11 16s to I/ 18s ;
Wheat Straw, 1/ 18s to 21 per load. Supply but moderate,
and trade rather dull.
CUMBERLAND.—Coarse Meadow Hay, 3/ 12s to
.41 Iss ;
useful ditto, 4116 s to 5/4s ; fine Upland ditto, 5/ 5s to 5/ 10s ;
Clover Hay, 4/ lOs to 5/ 16s ; Oat Straw, 1/ 16s to 1/ 18s ;
Wheat Straw, 1/ His to 2/ per load. A fair average supply
and a steady demand.
WHITECHAPEL.—Coarse Meadow Hay, 3/ ,10s to 4/ 12s;
useful ditto, 41 14s to Si 4s; fine Upland ditto, 5l 5s to
5/ 8s; Clover Hay, 4/ lOs to 61; Oat Straw, 1/ 16s to 1/ 18s ;
Wheat Straw, 1/ 18s to 2/ per load. Trade on the whole
dull, at the above quotations.
MEAT MARKETS.
SOUTHALL, FEB. 26.—For prime Sheep we had a steady
demand. at fully last week's quotations. In all other kinds o
stock exceedingly little was doing, at barely previous figures.
Beef, from 2s 8d to 4s ; Mutton, 2s 8d to 4s 4d ; Veal, 3s 10d
to 4s 8d ; and Pork, 3s 10d to 4s per Sibs. Supply—Beasts,
49: Sheep, 1,130; Calves, 39 ; Pigs, 53.
ROMFORD, FEB. 26.—We had a fair average time-of-year
supply of fat stock on sale to-day. Generally speaking, the
demand was heavy, at, in some instances, depressed curren-
cies.—Beet, front 3s to 4s ; Mutton, 3s 2d to 4s 4d;
3s 8d to 4s 8d ; and Pork, 2s 10d to 4s per 81bs. Sucking
Calves, 18s to 30s ; Quarter-old Store Pigs, 16s to 20s ; and
Mitch Cows, with their small Calf, 16/ to 191 each:
LEWES, FEB. 25.—Beef, from 3s to. 4s; Mutton, 3s 2d to
4s 4d; Veal, 3s 8d to 4s $d ; and Pork, 3s to 3s 6d per 81bs.
Supply moderate, and trade dull.
COAL MARKET.
Prices per ton at the close of the market :—Buddle's West
Hartley, 16s ; Carr's Hartley, 16s; Chester Main, 16s 3d ;
East Tanfield, 15s 6d ; Hasting's Hartley, 16s ; Holywell
Main, 18s; Nelson's West Hartley, 16s 6d ; Old Pontop. 15s;
Ord's Redheugh, 15s; Putt's Primrose, 16s; I:avensworth
West Hartley, 16s; Tanfield Moor Butes, 16s; West Wylam,
169 6d ; Wylam, 158 6d ; W.E., Bewicke and Co., 18s 34.1 ;
Clark and Co.. 16s; Clennell, 15s 6d; Gibson, IBs ; Gos-
forth, 18s 3d; North Durham, 17s; Eden Alain, 18s 6d;
Braddyll's Hetton, 20s 3d ; Haswell, 20s 3d ; Hong-
hall, 18s ; Hylton, 20s 3d; Hylton, 17s 6d ; Lambton,
20s; Lumley, 18s; Stewart's, 20s 3d ; Hartlepool, 20s; High
Thornley, 17s; Heugh Hall, 18s; Kelloe, 18s; Leasingthorne,
19s; Adelaide, 19s; Cowndon Tees, 18s; Fox, 17s 3d ; Gor-
don, 16s; St. Helen's Tees, 17; Woodefield. 16s 3d ; Cowpen
Hartley, 16s 6d ; Lewiss Hanley, 21s: Morgan's Stone, 21s;
West Hartley Netherton, 16s 6d.—Ships arrived, 61.

CORN AVERAGES.
GENERAL AVERAGE PRICES OF BRITISH CORN
For the Week ended Feb. 22, 1545, made up from the Returns of the
Inspectors in the different Cities and Towns is England and Wales,
per Imperial Quarter.
Wheat ...• • • 45s 2d I I Oats
Barley .... • • 32s 4d Rye 3os 2d I'ease .• • •—• 35s 3d

IMPERIAL AGGREGATE AVERAGES OF TIM SIX WEEKS.
Wheat ...• • . 458 5d Oats:• ••• . 21 6d Beans • • ..• •••35 34
Barley •• • 33s 4d Rye 30 lld I ?ease •••••• • • 35 Gd

DUTIES ON FOREIGN CORN.
Whgat ...• • . 20s Od Oats . ...• • Gs Od l Beans •••• •••• 75 6,1
Barley 5s Od Rye ........ lOs 6,11 Pea5e........ 74 Gd

The Queen held a Court yesterday afternoon at Buck—
ingham Palace for the reception of her Royal Highness the
Grand Duchess (Stephanie) of Baden.
Her Royal Highness and suite arrived at the Palace in
two of the Duke of Hamilton's carriages, accompanied by
his Excellency Count Deitrichstein, the Austrian Ambas-
sador. Her Royal Highness was attended by the Baroness
de Strumfeder and Baron Roth de Schreckenstein.
The Grand Duchess was received, on alighting from her
carriage, by Colonel Buckley and Colonel Wylde, the
Equerries in Waiting. The Earl of Morton, Lord in Wait-
ing. and Mr. R. Ormsby Gore, Groom in Waiting, were also
in attendance at the Grand Entrance, and conducted her
Royal Highness to the presence of the Queen and Prince
Albert.

The Earl of Aberdeen, her Majesty's principal Secretary of
State for Foreign Affairs, attended during the reception.
The Grand Duchess having been rcconductcd to her car-
riage, proceeded, attended by the Baroness de Strunifeder
and Baron de Schreckenstein, to pay visits to their Royal
Highnesses the Duke and Duchess of Cambridge, the Here-
ditary Grand Duke and Duchess of Mecklenburgh Strehtz,
and the Duchess of Gloucester.
The Grand Duchess also visited the other members of the
Royal Family, at their respective residences.
.Her Majesty and Prince Albert, attended by the Equerries
in Waiting, took equestrian exercise yesterday morning in
the Riding School, near Buckingham Palace.
Their Royal Highnesses the Prince of Wales, the Princess
Royal, and the Princess Alice, accompanied by the Dowager
Lady Lyttelton, were taken an airing in a carriage and four
yesterday morning.
Iler Majesty had a dinner party yesterday. The company
included her Royal Highness the Grand Duchess (Stephanie)
of Baden, the Baroness de Strumfeder, the Austrian Am-
bassador and the Countess Deitrichstein, the Marquis of
Douglas, the Earl of Aberdeen, the Earl Jermyn, Lord
George Lennox, and Baron Roth de Schreckenstein.
The band of the Ist Life Guards attended during dinner,
and performed the following pieces :
Grand March of the Ist Life Guards—Her Royal Highness
tlee Duchess of Kent.
Symphonia, No 3. Second Movement—Mene.elssAn.
Polka, Almack's—Labitzky.
Potpourri, " Daughter of St. Mark"—Balfe.
Waltzer, Londoner Saison—Labitzky.
Polka, Norfolk—Labitzky.
Quadrilles—Waddell.
Her Majesty's private band attended after dinner in the
Palace.