The Sun.
London, England, 1845-08-19 00:00:00

THE SUN) LOND:ON, TUESDAY MORNlleili_ktrOtiflT

land, Durham, and Auckland Union, Surrey Iron Itttil-
way, Taff Vale, Wells and Dereliarn.

Of the remainder, thirty-eight have been read a first
and second, but not a third time, owing to their having
been rejected by the Select Committee on the merits.
They are as fellow :—Barnsley Junction, Birmineham
and 'Gloucester (Wolverhampton line), ditto Chelt: nham
Extension, ditto Worcester Deviation, Cambridge and
Lincoln, Chester and Holyhead (Mold Branch and pur-
chase of Chester and Birkenhead), Coventry, Bed-
worth, and Nuneaton, Eastern Counties (Cambridge
and Bury St. Edmund's), ditto Hertford and •Biggles-
wade. Epsom and Dorking, Glasgow, Dumfries, and
Carlisle; Glasgow, Paisley, Kilmarnock, and Ayr (Barr-
head Branch), Goole and Doncaster, Grand Junction,
Launceston and South Devon, London and Norwich
direct, London, Worcester, and South Stafford-
shire (Dudley and Sedgley Branch), London,
Chatham, and North Kent ; London, Worcester, and
South Staffordshire (Extension from Dudley to Wol-
verhampton) ; London, Worcester, and South Stafford
shire ; Alanchester, Leeds. and Hull Associated Com-
panies ; Manchester, Sheffield, and Midland Junction ;
Midland, Ely to Lincoln, ditto Swinton to Lincoln,
Newark to Sheffield, Northumberland (Atmospheric),
Rye mil Tenterden, St. lye's Junction, Sheffield and
Lincolnshire, South Devon (Tavistock and Branches),
South Eastern (Maidstone to Rochester), Southport
and Euxton Junction, Tottenham and Farringdon-street
Extension, West Cornwall, West Yorkshire ; Wextbrd,
Carlow, and Dublin Junction, York and North Midland
(Doncaster Extension), York and North Midland (Goole
Branch).
Those that have been read a third time, but without
receiving royal av;ent, are fire in number, namely, the
Cornwall, Leeds and West Riding, London and York,
and Irish Great Western (Dublin to Galway). The
two former were thrown out in Committee on the merits
by the House of Lords, and the two latter were stopped
;-.port in their farther progress for the. session on the
grimnd of invalidity of subscription contract. The Di-
rect London and Portsmouth (a fifth) was thrown out
by a majority of two in the Lords, and, with its coin-
pt the Guildford. Chichester, and Portsmouth, re-
mains as yet undecided.

The number of withdrawn Bilis are ten, namely, the
Bristol and Gloucester (No. 2), at its third reading; the
Direct Northern, at its first; Thss, Beccles, and Yar-
mouth, at its third; Eastern Union Harwich, at it; first;
Ecewash Valley (No. 1), at its third; London and Croy-
don (Orpington Brauch), at its first; Manchester and
Leeds (No. 1), at its third; Manchester, Bury, and Itos-
sendal,, at its third; Manchester, Leeds, and Hull As-
sociated, at its second; Sheffield, Ashton-under-Lyne,
and Manchester, at its third.

The number passing intact through the various stages
of petition, standing orders, first, second, and third read-
ings, and ultimately receiving the royal assent, amount
to 115, and are—The Aberdare, Aberdeen, Ashton,
Stalybridge, and Liverpool Junction (Ardwick and
Guide Branches); Bedford and London and Birming-
ham, Belfast and Ballymena, Berks and Hants, Birming-
ham and Gloucester (Gloucester Extension Stoke
Branch and Midland Junction), Blackburn and Preston,
Blackburn, Burnley, Accrington, and Colne; Bolton and
Leigh, Kenyon and Leigh, North Union, Liverpool and
Manchester and Grand Junction Amalgamations, Brigh-
ton and Chichester (Portsmouth Extension), Brighton,
Lewes, and Hastings (Keymer Branch), Brighton, Lewes,
and Hastings (Hastings, Rye, and Ashford Extension);
Bristol and Exeter Branches, Caledonian, Chester and
Birkenhead Extension, Chester and Holy head, Clydes-
dale Junction, Cockermouth and Workington, Cork
and Bandon, Dublin and Belfast Junction (Branch to
Kells), Dublin to Drogheda, Dunkalk to Enniskellen,
Dundee and Perth, Dunstab!e and London and Birming-
ham, Eastern Counties (Cambridge and Huntingdon),
ditto Ely and Whittlesea Deviation, Eastern Union,
ditto and Bury St. Edmund's, Edinburgh and Glasgow,
Edinburgh and Hawick, Edinburgh and Northern, Ely
and Huntingdon, Epping, Erewash Valley (No. 2),
Exeter and Crediton, Glasgow, Barrhead, and Neilston;
Glasgow, Garnkirk, and Coatbridge ; Glasgow Junc-
tion, Glasgow, Paisley, Kilmarnock and Ayr ; Graves-
end and Rochester, Great Grimsby and Sheffield Junc-
tion, Great North of England (Clarence and Hartlepool
Junction), Great North of England and Richmond,
Great Southern and Western (Ireland), Great Western
(Ireland, Dublin, Mullingar, and Athlone) ; Guildford
Junction, Huddersfield and Manchester, and Canal ;
Huddersfield and Sheffield Junction, hull and Selby
(Bridlington Branch), Kendal and Windermere,
Lancaster and Carlisle, Leeds and Bradford
Extension (Shipley and Colne) ; Leeds. and
Think, Leeds, Dewsbury and Manchester ; Li-
verpool and Bury (Bolton, Wigan, Liverpool, and
Bury Extension) ; Liverpool and Manchester, London
and Brighton (fforshrtm Branch), London and Croydon
Enlargement, London and Greenwich, London and
S-arth-Western ( Metropolitan Extension) No. 1, ditto
No. 2, Londonderry and Coleraine, Londonderry and
Enniskillen, LON estoft and Harbour, Lynn and Dereham,
Lynn and E;y, Manchester and Birmingham (Ashton
Branch), Manchester and Leeds (No. 2), ditto Burnley
Branch and Oldham and Heywood Extensions ; Man-
chester, Bury, and Rossendale; Manchester South Junc-
tion and Altrinchain ; Tvliddlesborough and Redcar, Mid-
land (Nottingham and Lincoln), ditto Syston to Peter-
borough, Monkland and Kirkintilloch, Monmouth and
Hereford. Newcastle and Berwick, Newcastle and Dar-
lington (Brandling Junction), Newcastle-upon- Tyne and
North Shields (Tynemouth Extension), Newport and
Pontypool, Newry and Enniskillen, North British, North
Union and Ribble, North Wales, North Wales Mineral,
North Woolwich, Norwich and Brandon Deviation, and
Diss and Dereharn branches, Oxford and Rugby, Oxford,
Worcester, and Wolverhampton ; Preston and Wyre,
Richmond, Surrey ; Si Helens, Scottish Central, Scot
tish Midland, Sheffield and Rotherham, Shrewsbury,
Oswestry. and Chester, Southampton and Dorchester,
South-Eastern (branches to Deal, Canterbury, Ramsgate,
and Margate), South-Eastern (Tonbridge to Tonbridge
Wells, ditto (London and Greenwich), South Wales,
Trent Valley, Ulster Extension ; Wakefield, Pontefract,
and Goole ; Waterford and Kilkenny, Waterford and
Limerick, Wear Valley, \Vest London, Whitby and
Pickering, W hitehaven and Furness ; Wilts, Somerset,
and Weymouth ; Yarmouth and Norwich, York and
North Midland (Bridlington branch), ditto (Harrogate
branch), York and Scarborough. These having re-
ceived the royal assent are in a position to commence
operations. Several have already done so, and others
are making preparations.
LIVERPOOL, ORDISICIRK, AND PRESTON.—Last week a
meeting of this Company was held at Liverpool, when it
was resolved to amalgamate with the Blackburn line,
and also with the Leeds and Bradford. By this arrange-
ment the traffic from Blackburn, Clitheroe, and other
localities, will go on to the Ormskirk line.
RICHMOND.—On Friday a meeting was held at Barnes,
Rev. E. Coplestone, the rector, in the chair ; when a
Committee, consisting of the Chairman, Messrs. Cross,
Palin, Watts, and Ratcliffe, were appointed to treat with
the Directors of this line respecting the land required.
MANCHESTER, BOLTON, AND BURY.—The Committee
of Management have given notice that it is their inten-
tion to apply to Parliament in the next session for
powers to construct a railway from their main line to
pass through Tyldesley, and to terminate by a junction
with the Liverpool and Bury Railway, near Wigan, with
such branches as may be requisite to supply the wants
of the district, and that a survey is now in progress
under the direction of the Company's engineer.
CROYDON ATMOSPHERIC LINE. Experiments have
been tried duri..g the pait ten days on the atmospheric
line of the London and Croydon Railway, under the su-
perintendence of Mr. Samuda, the patentee, and of Mr.
C. H. Gregory, the acting engineer, for the purpose of
trying the vacuum, testing the working main valves and
air- pumps ; but as yet no carriage has been taken along
the line by atmospheric action, two out of the three en-
gines only being fixed and finished. The experiments,
we understand, go far to show that the apparatus was
found to be in an efficient state, and tended materially to
set at rest the two great questions raised by the oppo-
nents of the system—namely, those of leakage and
fricion. From the vacuum tables it appeared, that the
experimenters exhausted fifteen inches in seven-and-a-
half minutes on the five miles of line; the difference be-
tween the one end of the line and the other, as indicated
by the electric telegraph, being seven-eighths of an inch
of the barometer. The ultimate exhaustion amounted
to 27.4, which leaves only two-eighths between that and
the atmospher.,.
OXFORD, WITNEY, AND CHELTENHAM The di-
rectors state that, having received reports from their en-
gineers, to the e&ct that material alterations had been
made in this line, whereby the trunk line had been re-
duced (.6 about thirty-six miles, and that the cost of con-
struction, including stations, &c., will be under 500,000 L,
they have thert:fore determined on reducing the capital
to 600,0001.
• It is intended that the station in connexion with the
Loftier) and Birininghana and Shrewsbury line, is to be
carried under Birmingham by a tunnel.
I NORTH STAFFORDSLIIRE.—An arrangement has been
entered into between the provisional Directors and the
managing COmmittee of the. Trent and Mersey Naviga
tion, by which the Railway Company agrees to take a
lease in perpetuity of the Trent and Mersey Canal on
the following terms : to guarantee absolutely and with
ut r,?servation to the proprit tors 5 per cent. per annum
interest on the present value of their shares (450/. eatli)
with a further contingency in the event of both under-
takings paying jointly more than 5 per cent. profit.

r~; ~ ,

-
other, and always phoneme fklerielly real:enema; hue, he
R onld remind the people, that no men could expect to
pick up sovereigns fir nothing, and those who expected
to win success must labour to deserve it. He concluded
by calving upon the assemblage for three cheers for the
Irish peop:u, which were enthusiastically re s, onded to
by the ass,-mbly, who, in return, gave three cheers for
Mr., Emery end his fellow directors. The principal per-
sonages then left the ground, the band playing "-The
Boys of Kilktnny,7 and the field was quickly deserted;
but we trust that it will soon resound again with the
busy hum of men engaged in active labcur. The pro-
ceedings of the day terminated in a fête given on the
college lawn, by the Directors of the Waterford and
Kilkenny Railway.
DUBLIN AND EN'xissriLEN..—We perceive by the
Ballyshannon fie a'd, that a public meeting, attended by
Colonel Conolly, M.P., and the leading landed pro-
prietors of that neighbourhood, was held in Ballyshannon,
upon the 9th instant, at which resolutions were unani-
mously adopted in support of this line.
The directors of then Waterford and Limerick have
chosen Mr. Saunders, brother to the secretary of the
Great Western of England, as secretary to their com-
pany.
The Ulster Ilai.way Company have fitted up their
third class carriages with comfortable seats, and divided
them into compartments. •As a natural cem,cquence, the
numler of passcr.gers travelling by these carriages will
be. greatly inereas. d. The arrangement, should, how-
ever, have been adapted from the first, as was the case
on the Dublin and Drogheda line, the carriages on which
are among tl,e most com:Ortable to be met with anywhere.
—Benner of Ukter. •

THIRD-t LASS -RAILWAY
CARRIAGES.

A return r.Litive to the conveyance of third-class
" penny a-mile" railway passengers, with the litho
graphed pLns of the carriages provided for their accom-
molation, has bt,en pruiteA, by order of the House of
Commons. Of course it is not possible to take advan-
tage. in the dblurntis of a paper, of the lithographed
drawings of the third-class carriages ; but the return
gives a faithful description, which will afford the public
some opportunity of forming an idea of the leading ar-
rangements.

Gn the Bristol and Gloucester Railway, the number
of passengers for whom accommodation is thus Jiro-
vided amounts to 54, allowing 6 to a scat. The length
of the carriage is 20 feet 4 inches; the breadth, 7 feet
11 inches; and the height, 8 feet 6 inches to the top of
the tilt. There is a glass window at each end to admit
air and light, and a canvass curtain on each side over
the door. This train travels 371 miles in 3 hours.
On the Colchest,r and Cambridge line, the number
of passengers accommodated is 32 ; the length of the
carriage 20 feet ; the breadth 7 feet • and the height 6
feet. The siz.• of the spaces for admitting light is 2
feet by 2 feet 3 inches. The space for admitting air and
light is at the sides, above the doors, and at the end.
There are no glass windows used. The Colchester trains
travel 51 miles in 3 hours 55 minutes, and the Cambridge
32 miles in 2 hours 22 minutes.

The Grand Junction carries 40 passengers ; the
length of the carriage is 16 feet 11 inches ; the breadth,
6 feet 8 inches ; and the height, 5 feet 3f inches. The
(inside) size of the space for admitting light is 18 by
181 inches, and for air, 25 by 18i inches. The outside
measure gives a length of 17 feet 4 inches, a breadth of
7 feet 2 inches, and a height of 5 feet 8 inches. For air
there are 3 apertures on each side of the body between
the doors, and f'r light 4 spaces on each side the body,
1 in each door. The train travels 97i miles in 7i hours.
On the Great Western line the number of passengers
accommodated is 59 ; the length of the carriage, 20 feet
9 inches; the breadth, 8 feet 6 inches ; and the height,
6 feet 9 inches. There are 4 ventilators for admitting
light and air (situate on both sides), 25i by 13 inches ;
4 others, 15i by 13 ; 4 spaces per shutter, 30 by 15 ;
and 4 other spaces. 34 by 15 inches ; no glass is used.
The distance travelled is 1181 miles in 9 hours 10 minutes.
The accommodation on the branch lines is pretty much
the same.

On the London and Brighton the length is 17 feet 4
inches ; the breadth, 8 feet 2 inches ; the height, 6 feet
3 inches. "here are altogether 50 openings, in the shape
Of shutters, to let up and down. The distance, 56 miles,
is travelled in 4 hours.
On the Lancaster and Preston line there are 3 win-
dows, 1 each side a the carriage (No. 1). and 1 above
etch door, dividing in the middle and sliding sideways
for air and light. The upper parts of the windows are
glass. The distance, 208 miles, is travelled in 1 hour 30
minutes.

In another carriage (No. 2) there are 2 windows on
each side, and above the doors are sliding wooden
shutters, all dividing in the middle, and sliding sideways,
and over each dour. Within the slide is a space for air
and light. The windows in carriage No. 2 are of glass.
On the Birmingham line there are spaces at the sides,
2 feet 6 inches. by 1 feet 4 inches. The distance, 112 i
miles, is travelled in 8 hours.
On the Southampton line there are spaces at the sides
for air, by cline:: curtains, and for light, a skylight in
the roof ; the ends of the carriages are closed. The
space for light, when the curtains are drawn, is 14i feet
by 14i feet. There are glass lights in the roof. The
distance, 92 miles, is travelled in 7 hours 15 minutes.
On the Croydon line there are 8 wo,den-shutters to
let up and down, 2 feet 3 inches by 2 feet 1 inch ; there
are altogether 50 openings fur admitting light and air. .
On the Manchester and Birmingham line there are 8
openings admitting air, 1 foot by 1 foot 10 inches ; 10
spaces for admitting light, Ili inches by 8 inches, and
2, 15 by 111 inetes ; and 1 ventilator, and opening for
the roof latup. There is glass used in the sliding panels
and doors. The distance, 85 miles, is travelled in 61
hours.

Oa the Leeds and Manch: ster line there are 4 glass
windows on each side ; 1 in each door, and 2 in each
side of the carriage, and I ventilator in the centre of
each carriage side. The distance, GO miles, is travelled
in 3 hours 5 minutes.

On the Newcastle and Darlington line the spaces for
admitting air and light are situate in the side of the car-
riage and in the top panel, and glass windows are like-
wise
_
used. The distance, 381 miles, is travelled in two
hours.

On the Midland line there is 1 spice in each door, or
6 in each carriage ; glass is used in all, 15 by 12 inches.
On the South-Eastern and Dover there are 8 wooden
shutters to let 'up and down, 2 feet 3 inches by 2 feet
1 inch. No glass is used.
On the Arbroath and Forfar line the situations of the
spaces for admitting light and air are on both sides of the
carriages, on the upper part of the doors. There are
three doors on each side of the carriage. On one side of
the carriage are two panes of glass in each door, and a
small wooden shutter above the panes of glass, which
opens for admitting air ; on the other side of the car-
riage there are openings in each door, which are pro-
vided with wooden shutters that can be drawn up at
pleasure by the passengers, so as to close partially or
entirely the openings.
Oa the Great North of England Railway there are
thesides,there
he i but no glass
w isi n, used.iows
for air
two windows, with ventilators above them on each side,
and a sash opening in each door. Glass is used.
On the Newcastle-on-Tyne and North Shields line
there are spaces at
On the Manchester, Bolton,eare glass and Bury Canal and
Railway CninPanY,.
line
and light in each door, and in the sides for light only.
The regulations issued by the Board of Trade are, that
the D:rds' Commissioners cannot certify any carriage
for these trains to be sufficiently protected from the
weather, in the sense of the Act, unlesi it is•capable of
being entirely closed, with provisions for the admission
of light and air.

PRIVATE BILLS IN THE HOUSE

- -
OF COMMONS.
The following standing orders have been lately pub-
lished :
" That no private Bill be brought into this House but
upon a petition first presented, with a printed copy of the
proposed Bill annt-xed ; and that mich petition be signed
by the parties, or some of them, who are suitors for the Bill.
" That all petitions fur private Bills be presented
within 14 days after the first Friday in every session of
Parliament.
That a declaration, in writing, signed by the agent
for the proposed Bill (or some one of such agents), shall
be annexed to such petition, stating to which of the three
classes of Bills such Bill in his judgment belongs ; and
if the proposed Bill shall give power to effect any o the
following objects, that is to say:—
" Power to take any lands or houses compulsorily, or
to extend the time granted by any former Act for that
purpose.
" Power to levy tolls, rates, or duties, or to alter any
existing tolls, rates, or duties ; or to confer, vary, or
extinguish any exemption from payment of tolls, rates,
or duties, or any other right or privilege.
n te
" Power to interfere with any Crown, church, or cor-
poration property held in trust for public or charitable
purposes.
" Power to make a burial-ground.
" Power to relinquish any part of a work authorised
by a former act.
"Paoqwu•eerdutoct, .divertornaivnitgoaatino,
yni notreiinidtoed anycde varia-
tion, ti, canal,
n reser-
voir,
extension, or enlargement thereof respectively, any
water from any existing cut, canal, reservoir, aqueduct,
or navigation, whether directly or derivatively, and
whether under any agreement with the proprietors
there of or otherwise.
" Power to make, vary, extend, or enlarge any cut,
canal, reservoir, aqueduct, or navigation.
" Power to make, vary, extend, or enlarge any railway.
- " The said declaration shall state which of such powers
are given by the Bill, and shall indicate in which clauses
of the Bill (referring to them by their number) such
powers are given, and shall further state that the Bill
does not give power to effect any of the objects enume-
merated in this order other than thore stated in the de-
claration.
" If the proposed Bill shall not give power to effect
any of the objects enumerated in the preceding order,
the said declaration shall state that the Bill does not
give Rover to effect any of such objects.
" And that a copy of such declaration be deposited at
the office of the Board of Trade.
" That all petitions for private Bills, with their an-
nexed Bills and agents' declarations, and all petitions for
additional provisions in private Bills, with the proposed
clauses annexed, and all estate bills brought from the
House of Lords, after having been read a first time, shall
be referred to a Select Committee on petitions for private
Bills.
" That there be seven clear days between the day on
which the petition for any private Bill relating to
England shall be presented and the day on which the
sub-Committee shall sit thereupon ; and ten days in case
such Bill shall relate to Scotland or Ireland.

" That all reports of the Select Committee on Peti-
tions for Private Bills, in which they shall report that
the standing orders have not been complied with, be re-
ferred to the Select Committee on Standing Orders.
" That all petitions for leave to dispense with any of
the sessional orders of the louse relating to private Bills

1641,

!' 7 7!

be it tha WU, a COtkittliitnal Gil ginittllng ak'dera Mt;
" That every private Bill, printed on paper of a s'ze to
11, A IL
be determined upon by Mr. Speaker, be presented to the
House, with a cover of parchment attached to it, upon
which the title of the Bill is to be written ; and the
short title of the Bill, as first entered on the votes, shall
be in accordance with the subject matter of the Bill, and
shall nit be changed, unless by special order of the House.
" That the proposed amount of all rates, tolls, and
other matters heretofore left blank in any private Bill,
when presented to the House, be inserted in italics in
the printed Bill.

"That every private Bill (except name and natura-
lization Bill) be printed ; and printed copies thereof
delivered to the doorkeepers fur the use of the Members
before the first reading.
" That there be three clear days between the first and
second reading of every private Bill.
" That this House will not receive any petition com-
plaining solely of a non-compliance with the standing
orders of the House in respect of any private Bill subse-
quently to the second reading of such Bill, unless in the
case of those stand;taz orders which must necessarily
be taken into consideration by the conamitti e en the Bill.
" That on every petition prcsenti d to this house re-
lating to any private Bill before the House, the name or
short title by which such Bill is entered in the votes be
written at the beginning thereof, and whether such reti-
tiiin be in favour or against the Bill, r relating to the
non-compliance n ith the standing orders.
" That no private Bill be read a second time until
after the expiration of two c:ilendar months from the
day the last notice shall have been given in the news•
paper.
" That a breviate of every private Bill (except divorce,
name, naturalisation, and estate Bills, brought from the
House of Lords, and not relating to Crown, church, or
corporation property, or property held in trust for public
or charitable purposes) be prepared under the direction
of Mr. Speaker, and that such breviate shall contain a
statehient of the object of the Bill and a summary of the
proposed enactments, asd shall state any variation from
the general law which will be ffected by the Bill.
"That no private Bill be rca 1 a second time until
three de it days after the breviate thereof shall have
been laid on the table of the House, and have been
printed. .

- " That no private Bill, or clause, for the particular
interest or benefit of any pzrstn or persons, county or
counties, corporation or corporations, or body or bodies
of people, be read a second time, unless fees be paid for
the same.

" That every private Bill, not being a divorce Bill,
after having been read a second time and committed,
shall be referred to the Committee of Selection ' • • and
every divorce Bill shall be referred to the Select Com-
mittee on divorce

PRINCIPAL CITIES
SCOTLA

" That there be seven clear days between the second
reading of every private Bill and the sitting of the
Committee thereupon.
" That in the case of railway Bills, if any report made
under the authority of the Board of Trade upon any Bill
or the obj,cts thereof be laid before the House, such
report shall be referred to the Committee on the Bill.

That the report upon every private Bill ordered to
be printed as amended in Committee shall lie upon the
table.

" That a breviate of the amendments made in every
Committee on a private Bill be subrnittkd to the chair-
man of the Committee of Ways and Means, and also laid
upon the table of the House, at least the day previous to
the consideration of the report on such Bill.
" That every private Bill, as amended in Committee,
excepting in the cases wherein the Committee shall
report the amendments to be merely verbal or literal, be
printed at the expense of. the parties applying for the
same, and be delivered to the doorkeepers for the use of
the Members three clear days at least before the con-
sideration of the report.
" That when any clause or amendment is offered upon
the report, or the consideration of the report, or the
third reading of any private Bill, such clause or amend-
ment shall be referred to the Select Committee on
Standing Orders, that such clause shall be printed.
And when any clause is proposed to be amended, it shall
be printed in extenso, with every addition or substitution
in different type, and the omissions therefrom included
in brackets.

NAMES or RAILWAYS,

Aberdeen • • • •
Airdrie and Coatbridge .
Arbroath and Forfar ...
Ditto Half Shares

" That when any clause or amendment upon the re-
port, or the consideration of the report, or the third read-
ing of any private Bill, shall have been referred to the
Select Committee on Standing Orders, no further pro-
ceeding on either of such stages shall be had until the
report of the said Select Committee shall have been
brought up.
" That, in order to afford opportunity for the proper
discussion of the reports on railway Bills concluded in
the second class, this House will, upon every Tuesday
and Thursday, proceed to the consideration of reports
on such Bills.

Armagh, Coir., & Portrush
Bandon and Bantry ...
Belfast and Ballymena •.
Belfast and County Down
Birkt:hd,Lan.&Ches.Jne.
Birmingham and Glo'ster
Do. New (iss. at 7 34 dis.)

" That no private Bill shall pass through two stages
on one and the same day without the special leave of the
House.

" That (except in cases of urgent and pressing neces-
sity) no motion be made to dispense with any sessional
or standing order of the House, without clue notice
thereof.
" Order applicable to such Railway Bills as shall have
been ordered to be Engrossed in Session 1845.
"That the time between the second reading of any
such Bill which shall be brought in in the session of
1846, and the meeting of the Committee thereon be
shortened to three clear days, the parties giving the
regular notices in the Private Bill-office."

SERIOUS RAILWAY ACCIDENT.
We are sorry to have to record another fearful rail-
way collision, owing to the gross carelessness of one of
the company's servants, on the line between Sunderland
and I3roekly-whins, on Friday last. We have been fur-
nished with the following particulars by a gentleman
who was present :—" We started from Sunderland by
the half-past 3 o'clock p.m. mail train. Before we had
proceeded above half a mile, we came in contact with the
three o'clock train from Newcastle, both proceedi►:g at a
quick pace at the time. Toe collision was most fearful,
and 'he consequences very serious to the passengers.
Our passengers included Mr. Charles Tee, a great rail-
way proprietor, of Barnsley ; Mr. Brunton, town-clerk
of Sunderland ; Mr. Richardson and Mr. Gutch,
two highly respectable solicitors of York, who
had been assisting in the election of Mr.
Hudson; Mr. Falvy, of the Anti-Corn-law League;
several other gentlemen, and about half-a-dozen
ladies. Not a single person travelling by our train es-
caped injury. Mr. Richardson and Mr. Gutch were
both badly bruised, and especially the latter gentleman,
whose face was painfully disfigured. He was rendered
very feeble owing to loss of blood. Our stoker had, I
believe, his arm broken, while the engine-driver, seeing
his danger, saved himself by leaping off' the engine. A
b ty, about fourteen years of age, had his eyes fright-
fully bruised and cut. Mr. Falvy sustained a contusion
on the leg. All the women were severely stunned, but
more particularly two of them, one of whom had an
infant at the breast in her arms at the time. The child
did not seem to be much worse. Having only one
carriage with our train, it is miraculous that every life
was not sacrificed. The massive iron of our engine and
tender was shattered to pieces, and our escape from
certain death can only be ascribed to a strong truck
which was placed between our carriage and the engine.
That coming from Newcastle was a larger train. Its
engine was likewise much broken, and many of the pas-
sengers injured, but less seriously than those of the other
train. What is inexcusable in connexion with the sad
occurrence is, that it took place at a junction of two lines
(the one being a diversion for the conveyance of coals).
where there is only a single row of rails, and where the
signal flags for the Newcastle train to stop were actually
hoisted at the time. W hen the engine-driver of that train,
however, was asked why he did not stop, his only reply
was, that he was aware he ought to have stopped, and
did not know why he did not do so. After being
detained fur about three quarters of an hour other
engines were brought from Sunderland and Brockley
Whins, and some of the passengers were conveyed back
to the former and others to the latter place, where the
north mail was waiting t 3 proceed to York. This line
is notorious for having more accidents upon it than any
other in existence. One or two gentlemen (who ap-
peared neither to have shared in the risk nor the effects
of the calamity) seemed very desirous to patch up the
scandalous piece of recklessness by which so many lives
had been placed in jeopardy; and from the great anxiety
which they manifested on this head, I was led to suppose
that they had some connexion with the line, and were
solicitous about escaping the responsibility and public
censure which such results of its wretched management
must give rise to."—Times.

Ditto Han Shares • • • •
Birminglim &Oxfrd.Junc.
Blekburn, Chrly, & N. Un.
Bickbuni, Darwn,& Boltn
Itulton, Wigan, & Liverpl.
Boston, Stainfrd and Birm
Brighton, Lewes, & Hast.
Bristol and Exeter.. • • • •
Ditto New.'.... ...... .
Bristol and Gloucester . •
Bristol and S. Wales Junc.
British and Iri4h
Caledon. and Ayrsh. June
Caledon. & D um bar. June
Caled niau .............
Ditto Extentim
Cambridge and Lincoln..
Charter and Birkenhead..
DIV° Naw Shares ..

Ditto Half Shares ••
Chester and IL lyhead . •
Cheltenham and Oxford..
Chichester and Brighton..
Churnet Valley . • • • • • • • •