The Sun.
London, England, 1845-04-24 00:00:00

SOUTHWARK.-(THIS DAY.)

Henry Johnson, a smart young man, dressed like a butcher,
was brought before Mr. Cottingham, charged with obtaining
a great quantity of property under false pretences.
The Court was thronged with shopkeepers who had been
defrauded by the prisoner.
The manner in which he obtained the gocds, ptincipally
articles of hosiery, consisting of satin and silk goods, was as
follows : Dressed in the costume of a butcher, his
plan was to enter a shop in a hurry, without his hat,
and representing that he was in the employ of a neigh-
bouring butcher, said that he was sent to the shop by his em-
ployer to request that he might be sent some articles of satin
or silk to look at. The shopkeeper not doubting the veracity
of the statement sent the goods, and in all the cases it was
subsequently discovered that the articles had not been
ordered, and that the prisoner was 'unknown to the parties.
He was taken into custody by Brooks, a policeman, and at
his lodgings a quantity of silk and satin belonging to his
victims was discovered. As other charges are likely to be
preferred against the prisoner, he was remanded until Wed-
nesday next.

RAILWAY COMMITTEES.

(THIS DAY.)

Committee S.

This Committee re-assembled at twelve o'clock to-day, and
,Artfti
ee r
CHAIRMAN
11: eAIEtMN. Committee
informedha d t atkheen
partiestheir seats
appearing
p p
etahne.
nrgo ofmo r
consisted of Mr. Stuart Wortley, Chairman, Mr. Ewart, Mr.
Ainsworth;and Mr. Bulkeley ughes.
as
from Bills.athm
e entertainingprocelndeed,ed
cleared, and upon our re-admission
ed twl
het
heCommitteemtwasthe
schemes—Londonderry and Enniskillen, and Londonderry
and Colraine Railways—that the Committee could not enter-
tain them in their present shape as projects. The Com-
eunadjournedt i l t h feeyl t
wereng inquiry
iirynmittee would prefer postponing going into them till they shall
h them-
selves
T h eprecludedCommittee
that state.
in the case of
THE BELFAST AND BALLYMENA RAILWAY.
Mr. Gregg appeared as Counsel for the opposing •
tioners, the Corporation of Belfast.
The nature of the opposition to this Bill was not against
the construction of the line of railway. They opposed it on
public grounds, in so far as it injured the revenue of the port
of Belfast. This revenue was raised for public purposes, and
the Railway Company came forward to ask for powers which
per se they • did not possess ; but their clause, which
allowed them to carry goods from Whitehouse Pier, which is
just without their limits, to Carrickfergus Loch, would ma-
terially diminish the revenues of the port. The clause would
enable many persons to elude the dues which were laid down
in an Act•of Parliament. The Corporation was favourable
to the construction of the line, for they were of opinion that
it would be of great advantage to the town of Belfast, pro-
vided the following clause were inserted in their Bill :
" And whereas, by an Act passed in the Ist year of the reign of
her present Majesty, intituled, an Aet for the formation of a new
cut or channel, and for otherwise more effectually improving the
port and harbour of Belfast ; it was amongst other things enacted,
that certain tonnage dues should be payable by the master, owner
or owners, consignee or consignees, of every ship or vessel coming
into the ,said harbour of Belfast, at the office of the
corporation •for improving the said port or *harbour
of Belfast; or to such person or persons as the
said corporation shall appoint to receive the same.
And also that certain rates and duties should in like
manner be payable on all goods, wares, merchandise, and commo-
dities imported or exported in any ship or vessel entering and using
the said harbour. Provided that nothing in said Act contained
should be ~construed or taken to charge or make liable to
any of the charges, tonnage, dues, or rates, any vessels
shipping or discharging any goods or merchandise on any
part of the shores of Belfast or Carrickfergus Loch, between
the Black Head in the island laPdee, and the White House on the
county of Antrim side of the said loch, and between the Cope.
land Ishoids and the west point of the Kinnegar, on the county
Down side thereof, provided such vessel or vessels should not dis-
charge or load in certain places, or make use of certain moorings,
or other matters and things therein specified. And whereas
the said exemption from charge!, tonnage dues, and
rates was intended to apply to goods, wares, and mer
chandise which should not be sent from, or intended for,
consumption .within
the town of Belfast, or at any place nearer to
the said town of Belfast, on the said County Antrim side of said
Loch, than the said Whitehouse, or nearer to the said town on
the County Down side, than the said west point of the Kinnegar ;
but by reason of the formation of the said railway such goods,
wares, and merchandize may be conveyed thereby to and from the
said town of Belfast, and places earer to the said
town, on the said County Antrim side of said harbour,
than the Whitehouse aforesaid, to the evasion of the charges,
tonnage dues, rates, ,and duties lawfully payable to the said cor.
poration for the maintenance and improvement of the said harbour,
and payment of the interest on the debt they have already incurred
for that purpose- for remedy whereof, be it enacted, that if any
goods, wares, merchandize, or commodities, which, if landed or
embarked at or from any part of the Port of Belfast,
not within the aforesaid limits, would be liable
to the payment of rates, dues, or duties to the said
corporation, shall be landed or embarked at or from any place on
the shores of Belfast or Carrickfergus Loch, between the port of
Carrickfergus and the Whitehouse, in the county of Antrim side
of the lough, which goods, wares, merchandise, or commodities,
shall be conveyed upon ,the said railway from or to the town
of Belfast, or from or to any place nearer to the said town
than the aforesaid Whitehouse, such goods, wares, merchan-
dise, and commodities shall Le liable to the payment
of the same rates and duties to the said Corporation as the same
would have been liable to if shipped or discharged at the port of
Belfast. And the said Railway Company shall be liable to the
payment to the said Corporation, or to such person, or persons, as
the said Corporation shall appoint to receive the same, of WI such
rates, tolls, and duties, as aforesaid. And also to all such tonnage
dues as the vessel, or vessels, which shall have shipped or discharged
such goods, wares, or merchandise, or commodities, 'as
aforesaid would have been liable,. or subject to, in case the said
vessel or vessels had shipped or discharged the same at the port of
Belfast ; and shall keep a correct account of the number, weight,
quality, and quantity, of all goods, wares, merchandise, and cons-
m"ities, conveyed on the said railway, which 'would be liable to
the payment of such tolls, rates, and duties under the proVitions
herelnbefore mentioned, which accounts shalt
be at all times
open to the inspection of the said Corporation, all
e
their
authorised officers, and in the event of the said Company failing
to keep such account, are to pay the said tonnage dues, rates, and
duties,
from time to time, as they may become due; they
shall forfeit to the said Corporation treble the amount of
the said tonnage dues, rates, and duties, for the payment
of which they may become liable, as aforesaid, and such
amount may be sued for and recovered by the said Corporation,
by action at law in any competent court. Provided always
that nothing herein contained shall extend to prevent the said
Railway Company from carrying on the said railway to or from
any point on their line WI such quantities of coal and coke from
time to time as shall require to be used, and shah be bona fide
used for the purposes of the engines of the said Company, without
any dues, rates, or duties being payable in respect thereof."
Mr. ALEXANDER, at great length, argued against this
clause. He referred the Committee to the fact that, in the
case of the Lnn and Ely Railway, the Committee on that
8.11 refused toy introduce a clause for the protection of a
public
and he trusted that the Committee would not
sanction the present attempt to cripple the advantages of the
railway to the public, who would he more Affected by the
clause than the Railway Company.

Committee, Group T.
On the Committee resuming this morning the allegations
get forth in the petition of the Alartipis of Exeter were gone
into.
Mr. sergeant WRANGIIAM appeared for the Marquis of

Exeter. He said the Noble Marquis had no objection to a ,
railway being brought into the town of Stamford, but only
to the plan by which this was proposed to be accomplished.
He was decidedly against the line being carried
across a principal street of that town at a
level ; and with regard to the promise of widen..
ing the bridge, so as to facilitate the passage of traffic
over it, there was no confidence to be placed in it, as there
was no clause in the Bill to authorise the Company to widen
the bridge in a manner necessarily required by the circum-
stances of the case. He thought all these difficulties could
be overcome by' Mr. Giles's plan, which took the line by the
north side of the town, and proposed the snaking of the
station outside of the town, yet near enough for
all the purposes and conveniences of the inhabi-
tants. It had been objected to this line that the gra-
dients were too steep, especially that at the place where the
station was proposed to be built, which was one in 106, but
he would show by good engineering evidence that this objec-
tion respecting the gradients was not trustworthy. After
commenting at some length upon the evidence of Mr. Ste.
phenson given before the Committee yesterday, the Learned
Gentleman proceeded to call witnesses.
The CHAIRMAN before the witnesses were called, intimated
that, according to the standing orders of the House, he
thought it would not be admissable to put in particular
evidence regarding Mr. Giles's plan, which, as yet, was not
before the House ; but only general evidence to prove that
a better line than the one under the consideration of the
Committee might be found.
Mr. WRANGHAM thought that the object of the Com-
mittee would be gained by the evidence he should call, with-
out specially bringing the details of Mr. Giles's line before
the Committee.
Mr. Clapton, the Superintendent Registrar of Births, Mar-
riages and Deaths, of Stamford, was first examined. It was
his opinion that the railway passing over the street would be
a serious inconvenience to the traffic of the bridge. He con-
sidered the station proposed in Mr. Giles's plan on the other
side of the town to be much more convenient, as being nearer
to the place where the fairs and cattle-markets were held.
In cross-examination, he stated that Mr. Giles's station
was a quarter of a mile from the wharf on the
river at the bridge, and admitted that the as-
cent from the I+ harf to the station was very steep,
passing through narrow streets, and would interfere to a
considerable extent with the carriage of heavy goods be-
tween the two places. Hebelieved the inhabitants of Stam-
ford were generally in favour of the station at the bridge,
though he was not.

LYNN AND ELY.—(Group I.)

The Committee met at twelve o'clock

Mr. PAGET stated, on the part of the Middle Level Com-
missioners, that tl.e parties were agreed upon the clauses,
with the exception of one or two points. One of those points
related to the bridge which the railway company wished to
make over the river. They wished that the bridge should
be made in one span of 110 feet, instead of in three spans, as
was the intention of the company.
Mr. BAOGALLAY said that he did not see any reason for
making such a proposition, when of the thirteen bridges
which the Commissioners were about to throw over the
river, it was intended that every one of them should have
three spans.
Mr. PAGET replied that there was a great difference be •
tween a permanent bridge for a railway and temporary
bridges, which might be easily altered if the necessity of
drainage required it.
The CHAIRMAN asked of Mr. Rastrick what would be the
difference of the expense for making a bridge with three
spans and a bridge with one span ?
Mr. Rastrick said that the expense of a bridge of three
spans would be about 3,000/. ; that of one span would be
double. He did not see why the Company should be com-
pelled to make a bridge of one span, which the Commis-
sioners did not think necessary for their bridges.
The CHAIHMAIT said that the Committee were unani-
mously of opinion that a permanent bridge for a railway
was very different from bridges for ordinary purposes. They
therefore thought that a bridge of one span ought to be con-
structed.

Mr. PAGET said that the other point upon which there
was any dispute related to a piece of land belonging to the
Eaubrink Commissioners, which was absolutely necessary
for them for hauling. They therefore wished that a clause
shotild be introduced preserving this land to the Commis-
. ,
'stoners for this purpose: • • - •
After Some • discussion it was agreed' that' We Company
might pUrchase the'land in question, giving the Commission-
ers a full right of usage for •hatiling, and. that in any case
their rights in this respect should not be interfered with. -
Lord Hardwick said he appeared there as Chairman of
the Bedford Level Commissioners, and it might facilitate
operations if the clauses which referred to the Bedford Level
were now read.

Several clauses were then read and agreed to.
It was understood and agreed upon between the counsel
for the promoters of the Bill, and the counsel for the Eau-
brsnk Commissioners, that a clause should be drawn up
allowing a right of purchase to the Company, guaranteeing
at the same time all the rights of the Commissioners, but
the Committee being of opinion that the Railroad Company
would not interfere with any existing right, the clause
agreed upon was not inserted.
HUNTINGDON AND ELY.
Mr. AUSTEN mentioned this Bill.

The CHAIRMAN said that it would be reported that even-
ing, and probably they would meet to consider it again on
Monday week.
The Committee then adjourned.

Committee (No. 2.)
HUDDERSFIELD AND COOPER-BRIDGE LINE.

TIHJUSDAY, FOURTH DAY.

The Committee sat at twelve o'clock, and counsel proceeded
to give evidence in support of the statement of yesterday,
upon the Leeds and West Riding line.
Mr. Samuel Coltham, accountant, Manchester, deposed that
he had been employed by the Manchester and Leeds Com-
pany, to ascertain the extent of traffic carried on between
Huddersfield and Staleybridge. He had made a table of the
traffic for seven days, and the result gave 165,620 passengers
in a year, producing a sum of 3,176/. The sum likely to be
realised by the transit of merchandise was over 1.5,8001. His
calculation of the like intercourse between Huddersfield and
Cooper-bridge gave a much less result. He did not think
that the calculations made by Mr. Cope had been founded
on correct data. The witness was examined at great length
upon this point, and the whole detail of Mr. Cope's cal-
culations gone into very minutely, with a view to show, by
the witnesses' answers, that all these calculations had been
overdrawn and " very inflated."
Cross-examined-4'l'lle whole receipts for the half-year, on
a distance of 65 miles, was over 165,5001. on the Leeds and
Manchester line, or 4,800/. per mile per annum.
To Mr. Sergeant BELLAsts—Thc majority of passengers
travelling by the Leeds line are third-class passengers, to
whom a diflerence in the price of the fare would be an object.

To the CIIAMMAN—WOuId prepare the same tables if he
was called upon to make calculations for the promoters of a
Bill.

Capt. Lawes—Has been a long time in connexion with
railways. Would prefer a terminus in the centre of a large
town to one at a distance, because it would be a great con-
venience to the public. There is a great deal of traffic
and intercourse going on between Dewsbury and Hudders-
field, and other large towns along the line, and great
inconvenience is felt by the want of the line ; it would be
much more economical to the parties, and more convenient
to the public, if the line was in the hands of one company.
A junction at Cooper-bridge would not only be very expen-
sive, but very inconvenient, and of very little use ; the
effect of a line to Cooper-bridge would be to isolate Hud-
dersfield ; the receipts of the Manchester and Leeds line for
the last half-year were decidedly the best they ever had.
Cross examined—The Grand Junction is a line passing
through an agricultural country; the line between Staley-
bridge and Cooper-bridge passes through a very populous
district, and is nearly a straight line. The one witness is in
favour of is somewhat circuitous.

BLACKBURN, BURNLEY, ACCRINGTON, AND
COLNE—BLACKBURN, DARWEN, AND BOLTON.
—(Group D.)

The adjourned Committee met this morning at twelve,
and shortly afterwards proceeded with the further considera-
tion of these projected lines of railway. Mr. Bernal in the
chair.

Mr. GREGORY resumed his opposition to the Blackburn
and Colne, on behalf of Mr. Parker, and called Mr. Wald, who
stated that many buildings were being made, and manymore
were contemplated being made on that part of Mr. Parker's
property through which it was proposed to carry the line.
At this point of the proceedings Mr. Locke, the engineer,
entered the room, when, by the Chairman's permission, Mr.
Ward's examination was suspended until Mr. Locke's opi-
nion had been given.
Mr. Locke said, in reply to Mr. GREGORY, that he saw no
difficulty in forming so immaterial a deviation as that which
was desired by Mr. Parker, and that he would concede it
without hes►tation. Two approaches on a station were unne-
cessary, and in his opinion were rather an inconvenience than
otherwise.

Mr. Ward's examination was about to be resumed, when
it was suggested that the preamble and clauses should be
first proved. The preamble was passed .without opposi •
tion, and Mr. Coates, the Parliamentary agent proceeded
to read the clauses; and on reaching clause 14, entitled
" Power to make railway according to deposited plans,"
Mr. GREGORY rose to oppose it, and proposed Substituting
another clause, which would have the effect of throwing the
Bill out in the House of Lords on a non-compliance with
standing orders.
After a great deal of conversation, Mr. PARKER said,
that in order not to waste unnecessarily the time of the
Committee, and to hinder any unpleasantness, he would- at
once withdraw his opposition-to the clause.
The CitattotAul then said, after the handsome manner in
which Mr. Parker had behaved, he thought the Railway
Company should do all in their power to satisfy Mr.
Parker as to the manner in which the proposed line
would pass through his property; and to effect that
the Hon. Chairman recommended that Mr. Parker should
withdraw with Mr. Cawley, the engineer, and confer toge-
ther, when, no doubt, a satisfactory arrangement would be
come to.

After a delay of about half an hour, during which a com-
plete stop was put to the proceedings, Mr. Parker and Mr.
Cawley entered, when Mr. Parker said he could not come to
a satisfactory arrangement with Mr. Cawley as to the extent
of deviation to be made through his land, but that rather
than injure the property of Colonel Scarlett, through which
the line must go if altered, he would no longer oppose the
clause before the Committee.
(I.fiST SITTING.)

BARNSLEY JUNCTION RAILWAY.
The 'inquiry on this railway was this morning resumed
before Mr.,Barneby and the other members of the Commit-
tee on Group C, when Mr. Robinson was examined upon the
quantity of cent consumed in the manufacturing districts in
the neighbourhood of Mancbeater, but especially at Glossop. He
stated that the population of Glossop was more than 22,000,
and allowing the consumption of each house to be 7 tons per
house, the saving effected in this article alone would be
16,143/. in that town. But there was also a, population at.
Mottram of 21,115, at Hyde 10,170, at Ashton 46,304, at
Staleybridge 12;371, and at Stockport 84,382, making a
population of mere than 197,500, all of whom .would be
benefited by the formation of this railway. By several of the
inhabitants of these places he had been informed that the
opening of this railway would be considered a great benefit.
To a question from Mr. SOMES as to whether he was in-
formed that some of the Railway Companies conceived that
the carriage of coal was a loss rather than an advantage, Mr,
Robinson replied that he was aware that an objection had
been entertained against carrying coal by the London and
Birmingham Railway Company, but he knew that now they
were prepared to carry coal at ld. per ton per mile.
By this railway the carriage to Selby would be 4s. 3d. a ton.

We have to announce the death of Mr. James
Balfour, of Whittingham, N. 8., father of Mr. J. M. Balfour,
M.P., who died at Whittingham House, Dunbar, on Satur-
day, after a protracted illness. The deceased gentleman
married in 1815, Lady Eleanor, second daughter of the late
Earl of Lauderdale, by whom he leaves issue a family of
several children. Mr. J. M. Balfour, M.P., succeeds to a
very considerable funded property, as well as landed estates,
by hit fatinx's death. Mr. And Lady Mary Stanley, the
gul of Lauderdala, the Hon. Sir Anthony Maitland, C. 8.,
and several families of rank, are placed in mourning by the
demise of that, estimable gentleman;

MONEY and COMMERCIAL NEWS.

CITY, QUARTER TO THREE.
A large business was done in Cotton at Liverpool yester-
day, the sales being 20,000 bales, including 5,000 on specu-
lation. Prices advanced 1/0. per lb. compared with the
previous quotations ; 2,000 bales Surat went at 23/4d. to 3%d. ;
1,200 Pernambuco at 5%d. to 614 d. ; 200 Egyptian at 51,4(1.
to 614 d. ; and the rest American at 3%d. to 5%d.
per lb. The business done in Shares was com-
paratively limited, and prices were generally lower :
Aberdeen Railway, 4%; Barnsley Junction, Half Shares, 4 ;
Birkenhead, Manchester,and Cheshire, 10 11 ; Birmingham
and Gloucester, New Shares, 4; Blackburn, Burnley, and
Accrington, 94 ; Blackburn, Darwen, and Bolton, 5% ;
Blackburn and Preston, 191, ; Belfast and Ballymena, 71/.
% ; Bolton, Wigan, and Liverpcol, 13 113/4 ; Caledonian,
11% % ' • Cambridge and Lincoln, 81% 4 ; Chester and Bir-
kenhead, 49 48%; Ditto, Half :Shares, 25 241/4 ; Chester
and Holyhead, 164, 15 ; Chester and Preston Brook, 3% ;
Churnet Valley, 7 ; Cltheroe Junction, 3% ; Clydesdale
Junction, B'/ ; Cork ,and Bandon, 6% ; Cork and Water-
ford, ; Dublin and Belfast Junction, 11 ; Dundee and
Perth, 3-1/4 ; Dublin, Mullingar, and Athlone, 3% %; Dun-
dalk and Enniskillen, 5/. 1 ls. 5% ; Eastern Counties, 19% ;
Glasgow and Dumfries, 1/. 4s. ; Glasgow and Ayr, 62 ;
Grand Junction, 227 ; Great Grimsby and Sheffield, with
new ; Great Southern and Western Extension, 144 ; Hud-
dersfield Canal and Railway, 6 ; Inverness and Elgin,
1% ; Inverness and Perth, 114, prem. ; Lancaster and
Carlisle, 47 ; Limerick and Waterford, 9 83/4 ; Liverpool,
Ormskirk, and Preston, 234 % ; London and Brighton,
63 62% • Londonderry and Enniskillen. 4% %; London and
York, ; Direct Northern, 4% ; Leeds and Dews-
bury, 5 -; Leeds and West Riding Junction, 76% ; Man-
chester and Birmingham, Quarter Shares, 9% ; Ditto, New
Quarter Shares, 5% ; Manchester, Sheffield, and Midland,
8% ; Midland Railway, 155 1544 ; Ditto, 401. Shares, 18
17% ; Ditto, Fifth Shares, ; Newark and Sheffield, 6 ;
Newcastle and Darlington, 514 ; North Wales Mineral, New
Shares, 64 %; North Western, ; North Wales, 31.21.
18s. 9d. ; Oxford and Birmingham Junction, 4 ; Preston
and Wyre, 34% ; Sheffield and Lincoln, 275. 28s. ; Shrews-
bury, Wolverhampton, and Birmingham, 4% ; Shrewsbury
and Grand Junction, 5% ; Shrewsbury, Oswestry, and
Cheshire, 41/4. %; South-Eastern and Dover, 411% ; Ditto,
New Shares,"&i.' 3, 73/4 ; Scottish Central, 7 ; Trent Valley,
19 ; Ditto, Extension, 7%; Treat Valley Continuation, 2
60s. 9d. ; Ulster, 50; Waterford and Kilkenny, 41/8 ; West
Yorkshire, 6/. 51. 18s. 9d. ; Wexford and Carlow, 5 4% ; Wor-
cester and Tring, 434 ; Austrian and Sardinian, ss. 6d. •,
Bordeaux and Toulouse (Mackenzie's), 2% ; Dijon and
Mulhouse, 495. ' • Great Paris and Lyons, 41s. 6d.; Louvain
and Jemeppe, 41/s ; Namur and Liege, 51/ ; Northern of
France (English), 5% 14, ; Ditto (Rosamel's), English, 2%
,14 Orleans, Tours, and Bordeaux (English), 113/4 ; Paris
aria Lyons (Laffitte's), English, 2% % ; Ditto (Ganneron's),
%. ; Paris and Rouen, 42%; Verona and Ancona,3Bs.36s.

'ln' opposition to the arguments advanced for a reduction
of the duty on butter and cheese, it has been objected that
the introduction of the foreign article injures the home pro-
duce. Of course there is nothing novel in this mode of reasoning,
but its futility is perhaps more apparent than in many simi-
lar cases, sine it can be clearly shown that, with ad the
advantages of protection, farmers will not make sufficient of
these articles to meet the actual wants of consumption, They
do not avail themselves of them for increasing the supplies
equal to the demand, and neglecting this important branch
of agriculture, they compel us to resort to foreign markets for
these essential articles of consumption. Surely a duty of2os.
per cwt. on butter, and 10s. on cheese, ought to be a
powerful incentive to produce enough for home pur-
poses, and at a sufficiently remunerating profit, secured
by so high a protection. If it were not for the foreign
supply, in consequence of the English farmers neglecting the
make of these two important articles of butter and cheese,
not one-third of the population would be enabled to
have these necessary articles of consumption, and English
butter could not be sold under 2s. 6d. per lb., and cheese at a
proportionate price. It is likewise a mistaken notion that
the English make of butter is superior to the Dutch ; or why
should the latter command a higher price than British?—
for it is an established fact that it does. What is com-
plained of is this—that whilst the British farmers
cry out that they must be greatly icjured, they
do not make proper exertions to increase their production,
or otherwise they cannot increase, and in either case there
is good • gro nd fer an alteration. We fear much that the
igirisfatuus, "protection" leads, them heedlessly on to their
own ruin. • • • 1.. .

The Futids; have• been-flatter ifgain this morning, and the
improvement which occurred yesterday afternoon has proved
temporary only. Consols have been 98% to 99 for Money,
and 991/9 to 99 for Time. Exchequer-bills have realised
58s. to 60s. premium, being firm. Bank Stock continues
steady at 2091/2 to 210%, and India Stock 2761/2. The
New Three mid-a-Quarter per Cents. have been 101 to
100% ; and the Three per Cents. 973/4 to 98.
The Foreign Stocks are very inactive. Mexican continues
heavy at 3714 ; Spanish Five per Cents. have been 304.
%. Belgian Four-and •a-Half per Cents. have realised 101
to %; and Dutch Two-and-a-Half' per Cents. 6314. •
The market for Railway Shares looks heavy again,
and in most instances prices have been rather
lower. Churnet Valley are much the same. A
few decided purchases in shares would, however,
possibly have the effect of occasioning a marked rally. The
French lines are -all fiat, but as the whole deposit is return-
able, it seems curious that some of the competing lines should
be at a discount, however small_

ONE
PRICES OF BRITISH FUNDS. O'CLOCK.

Bank Stock .. 209%_210%

CLOSIN (.4
PRICES.

2091/2

3 per Cent. Reduced - 97$
3 per Cent. Consols
New 314 per Cents 101 100%3/4 101 100% 100%
Long Annuities to expire Jan.lB6o 11% 7-16% 11%
_ Ditto 30 3ears, Oct. 10,1859 ... 11.5-16 1 I 5-16

India Stock

2761/2

India Bonds, 1,0001-
Ditto under 1,0001... • .-.
South Sea Stock

Ditto Old Annuities
Bank Stock for Account 2lO 210
Consols for Account.... ....
India Stock for Account 277 277
Exchequer Bills, 1,000/., I%d.
Ditto 5001. .
Ditto Small

ONE CLOSING
PRICES OF FOREIGN FUNDS O'CLOCK. PRICES.
Brazilian Bonds
Ditto, New, 1829 and 1839 — 851/2
Buenos Ayres Bonds, 6 per Cent — - 43
Columbian Bonds, ex Venezuela — 15%
Mexican, 5 per Cent. 1837 3714. 37
Ditto Account
Ditto, Deferred lB
Portuguese Bonds, 5 per Cent
Ditto, Converted 661/2
Spanish 5 per Cent. 1840.
Ditto, Account... 30% 30L4
Ditto, Passive
Ditto 3 per Cent ....... ... ..
Ditto, Account — .40%
Venezuela Bonds, 2 per Cent —
Ditto, Deferred
Belgian Scrip, 41/2 per Cent
Dutch, 21/2 per Cent
Ditto, 4 per Cent., Certific 97% 97%
PRICES OF CLOSING
PAID. A ONE O'CLOCK. pfficts.
RAILWAY SHARES
314 Aberdeen - • 21/2 4l/2 334 _

132 , -
. ....
Birmin and Gloucester. 100 ..
• Ditto % Shares -
Birmingham - and Ox-
ford Junction

Bristol and Exeter
Do. New
Caledonian
Cambridge and Lincoln 1% ...• •.87 t 4 81% 71h% 8
Chester and Holyhead... 5
Churnet Valley
Coventry and Leicester 14 2g(4
Direct Northern -. 2,h 44%%%....... 4A
1 mblin and Belfast June 21/2 ll% 10%
Dublin, Belfast, and
Coleraine
Dublin and Galway 2l/2.. ... 514 5
Dublin:and Mullingar... 9 1/2 3l/2 3lh
Eastern- Counties 25 ...... 19% 20% 19% 19%
Ditto Perpetual, 5 per
Cent, No. 1—.51. 13s. 4d —
Ditto ditto, Nu. 2
Eastern Union l5 . .

Ditto Extension
Edinburgh and Glasgow 50
Ditto, Quarter Shares 1214...... 153/4
Ely and Bedford
Great South. and West. •

(Ireland)_ _ 5
171/2 . 18
Ditto Extension - l3 1234
Great North of Scotland 21/2 314 3g
Great Western SO ...... -- ... ..... .... 188
Ditto 1/2 Shares 5O 10512 ....... 104/2
Ditto Fifths
Guildford, Fare'm,Ports. 21/2..... 514 6
Hull and Selby 5O — , ,
Ditto Quarter Shares 121/2...... 22
Do. Half Shares
Lancaster and Carlisle... 20 ~ 43
London and Birminghm (5t0ck)...233
Do. New Thirds
Do. 4, Shares
London and Blackwall. 16/. 13s. 4d. 91/214 914
London and Brighton... 50
London ard S. Western 4116 s 10d 81 804
Do. New
Do. New
London and York 2l/2 ...... 41/2%14 ...... ... 41/2
Londonderry and Ennis-
__

killen r 21/2 4
Lynn and Ely
Manchester and Leeds... 73

~ .
Do. V 2 Shares
f....
651,4
Do Sixteenths 24 7% 71,4
M 100
idland
153 154 ............ 154
Do. New - ... . 171 184
Newark and SLeffield ... 11% --t.
•..
Newcastle and Darling-
4%
ton Junction ... 25 —..— .. ....... . ... —.
Do. N( w Brandling... 10
Newcastle and. Berwick 1%
'Newry and Enniskillen. 2%
North British
......
...............
Do. New
Northern and Eastern 45 ..... 66 65% ...... ... 65%
North Kent
Preston and Wyre
...... 34 ............... 34
Richmond and West End

Junction
Rugby, Worstr, & Tring 1
...... 48 yi ..., .... 4%
Scottish Central
Shrews., Wolverhamp ,
Dudley, and Birm 214. .... 4%1/2... ........ 4%
South Eastern & Dover 3312 s 4d... 41% ............... 41 !,4
Do., No. 1. 8
............... 16
221/2 . . .. . 104
‘4
............................ 1c 47 -ty2
Do., No. 2.
.
Do., No. 3
South Wales 2% .... 6/1 53/4 ......... 534 Staines and Richmond 1
Waterford and Kilkenny 1..•.. 4 3% .......... . 4% York and North Midland 50 ...... 103 102% ... ...... 104
Do. 1/2 Shares
Do. Selby
. .....
Do. EY' -

.......... _ 'o. Extension ..
F....... 114 ISW
1/4.. ............ 151/4
RENCH RAILAYS.
Boulogne and Amiens... 4 lOl/2 ............... 101/2
Bordeaux and Toulouse 2 2l/2... ............
Great North. of France.. 4 5)6% ............ 5%
Do. do. (Rosamel's) 2
Louvain and Jemeppe... 2 ... • 441. ........
ONamur and Liege ...... 21/2 6l/4 64
rleans and Bordeaux,,. 2 . ..... 11 ....... .... 10%
Paris & Lyons, Laffitte's 2 ...... 2% 3 234" 2%
Paris and Lyons, Gan-
n eron's, ... ... ........... 2 .. . . 2%14. 2%
Paris & Lyons, (Calon's) 2
Paris and Rouen ......... 20 . 4`)
4••%• 42
Path and Strasbourg . 2

Sambre and Meuse

Tours and Nantes, Mac-
kenzie's

JOINT STOCK BANKS.
British North American 50 .. 451 A .............. 43/ei
MANCHESTER STOCK EXCHANGE, APRIL 23.--:„..Lue
are :—Manchester and Leeds, Quarter Shares, 19 ; m`7.
cheater and Birmingham, 581/4 ; Ditto, Quarter Shares/
Ditto, New Quarters, 5:/44 prem. ; Midland RailvraY,
'
Shares, 18V, ; Preston and Wvre, 35 ; Sheffield a!
Manchester, Quarter Shares, 15%-% ; South-Eastern, -NO'
3, 7 Birkenhead, Manchester; and Cheshire Junctio?,
104 ; Bolton, Wigan, and Liverpool, 12%; Caledonian,
Cambridge and Lincoln, 84)6 ; Clitheroe Junction, 1N
3,; prem. ; Churnet Valley, 6y„. ; Direct Northern, 444
alas ow
;ow and Dumfries, 245. ; Huddersfield and Blanchester
Railway and Canal, 6 Huddersfield and Sheffied Junctior!:
8% 9 ; Leeds and West Riding Junction, 7 ;
Ormakirk, and Preston, 23/4 ; London and Worcester, 0 d
ford and Rugby, 4%; London and York, 4% • Lynn arli.k.
Dereham, ;. Manchester and Buxton, 4% ;
and Sheffield, 64 North Wales, 34 ; North Wesg;id
and; Preston anti Wyre n 2% prem. ; Sh€ -
Lincolnshire Junction,l%; Shrewsburv, Oswestry, ant
Chester Junction, 5 ; Trent Valley,l9%; Ditto Continuatinoi!
and Holyhead Junction, 3ye 1, -
/4 prem.; Whitebaven
Furness, 3 ; Bordeaux, Toulouse, and Cette, 2%.
Liverp_ooxl..