The Sun.
London, England, 1845-06-16 00:00:00

0110\
\

THE S N, LONDON, MONDA Y_E V:ENING, JUNE 16, 1845.

Cress. examined by Mr. ANDREWS, Queen's Counsel—The eleva-
tion or depression of the level of the lines when crossing the roads,
could not be effected without the consent of the inhabitants of
Norwich, as the bridges or crossings must be altered at a cor-
responding ratio.
The Committee then adjourned at 4 o'elock, till 12 tomorrow.

GROUP L.

POILTSIVYOUTII ATMOSPHEILIC ZaNr.
The Committee resumed on this line at twelve to-day, Mr. E.
B. Denison in the chair, with all the other members of the Com-
mittee present, when, according to arrangement on Friday, the in-
quisition was taken on the interference with Lord Grantley's pro.
perty by the atmospheric line. Our readers will recollect that we
have stated the circumstances as alleged by the counsel on both
sides. The line intersected a portion of his Lordship's property,
cutting off a portion of the park, and then passing between Lord
Grantley's property and that of Mr. Sparks, so affected
the residences of both as to destroy the privacy
of their houses and interfere very greatly with those
features of the locality. Both the cutting and the em-
bankment were equally objectionable. The one would destroy the
view from the house, and the other would altogether interrupt the
enjoyment from the immediate lands. Lord Grantley was in the
habit of driving four-in.hand, and had within the last five or six
years expended upwards of eO,OOO/. in the improvement of the pro-
perty. Mr. Sparks, the other petitioner, lived about a mile off at
Gosden House, but from the course which the railway took, he
closely adjoined the railway. It took part of his lawn and quite
interrupted his view down the vale of Bromley, which was very
beautiful. The property, as it happened, was very narrow,
and the line took fully a mile from this property, so
that, in fact, its pecuniary value was vet", greatly reduced,
The residents at Wonersh were within three miles of Guildford,
where they had the advantage of a railway already formed. He
had now only to lay the evidence before the Committee, and if it
was proved that equal advantages would be obtained to the public
by the line which was proposed by the South-Western Company
as by the other, he Dusted they would approve of that line which
was likely to be beneficial to the public, and yet not injurious to
private interests.
Mr. Baillie Denton, a surveyor, of twelve years' standing, stated
that he had surveyed the property, and had seen the deposited
plans, and according to the quantity of earthwork which would
have to be done, by those plans the expense for two furlongs
back from the thirteenth mile, and six furlongs forward from the
twentieth mile, would be 34,1621. Is. 6d. ; and going by Albury
and Shalford, the earthwork would be 25,059/. Os. 10d. For the
two lines respectively, the expense of bridges, would be, on the pro-
posed line 21,144/. ss. 6d., while on the deposited line it would
only be 14,939/. 7s. The excess of the permanent way would be
4001. The gradients on the original line were also better, the most
severe on that line being 1 in 100, while on the proposed line it is
1 in 80, while the interference with property would not be so
objectionable.
The CHAIRMAN interposed, and stated that he thought this was
not quite according to the rule of evidence.
Mr. AUSTIN stated that, according to the decision of the Speaker
of the House of Commons, it was not competent for counsel to put
in plans or sections made by any other parties than under the orders
of the landowners.
Mr. Denton then stated that he had surveyed the line by the
orders of Lord Grantley's solicitor, and that heknew his Lord.
ship's property and every: other landowner's on the line. In the
neighbourhcod of Lord Grantley's property the embankment was
intended to be begun at seven feet high, shortly after emerging
from the cutting.; and from the spot he had seen the windows of the
principal apartments in the house, and from the house he had
seen the spot where the embankment would be placed. The
highest part of the embankment would be nearest the house,
and decidedly there would be danger to a person driving a four-in-
hand from the viaduct, which came close to the turn of the road.
It was intended to carry the line within 150 yards of Lord Grant-
ley's gate, and would touch his brother's house, the place where
General Norton had lived. The line would be within 150 yards
of Mr. R. Sparke's, and the cutting would be immediately behind it.
Mr. J. Sparke's house, near Godalming, would be within 200 yards,
and the limits of deviation would bring it within 100 yards. In-
deed, it would greatly interfere with the property, but that, he
thought, might be a matter of compensation. But the injury to
the house would be beyond compensation. In several instances
the datum line differed in its basis.
Mr. AUSTIN, on the pert of the promoters of the atmospheric
line, objected to the evidence as leading to the contravention of
the decision of the Standing Orders' Committee. This had been
decided on the London and York line the other day, where, ac-
cording to the observation of the Chairman, the engineer had ad-
mitted that his assistants had made such an error in their sections
as would have let in the North Sea, and rendered the construc-
tion of the line as laid down impossible.
Mr. Gunning persisted in his right to examine on this point.
The CHAIRMAN pointed out the peculiar features of the two cases,
and showed that Mr. Cubitt had been put into the box, and ought
to have been examined on that point, but conceived that the wit-
ness might be examined.
Mr. Denton, to Mr. AUSTIN, replied-that his clerks had obtained
a copy of the plans deposited at the Private Bill Office.
To this Mr. AUSTIN objected as not being evidence. They
ought to have been obtained by the witness himself. He denied
that there was any error in the sections.
`The CHAIRMAN said that of the copies before the Committee
they must send for the original.
Mr. AUSTIN stated that, according to the standing or.
ders, the original was deposited with the Clerk of
the Peace for the county. He objected to the dis-
cussion altogether, and begged to put the case formally before
the Committee. On looking at the petition of Lord Grantley he
saw that there was no allegation of errors in the sections whatever.
By the 66th standing order it appeared that no petition on a private
Bill shall be laid before the Committee which did not distinctly
allege the objection to such private Bill ; and that no petitioner
should be heard, except on the points stated in the peti-
tion. If a distinct ground were alleged in the petition, but
not accurately stated, that then it should be;in the discretion of the
Committee to allow the bounds of inquiry. As there was no alle-
gation of error in the sections, clearly the counsel could not be
heard upon it.
The CHAIRMAN apprehended that the object of the standing
orders which had been cited was for one party to give notice to the
other of the ground of objection which it was intended to allege.
Mr. GUNNING conceived that the error in those sections was
so great as to be fatal to the line, and that therefore he was en-
titled to put in evidence to that effect—especially as there was a
distinct statement in the petition that the line by Guildford was
the better line of the two, and on this ground he conceived he was
justified in objecting against any evidence for the atmospheric line,
and these sections were certainly part of the evidence. The Coin.
mittee might see that the line was impossible from the sections : they
would be entitled to decide against the line.
Mr. AUSTIN said that the objection must go to the extent of
stating that the line could not be constructed at all. Consequently,
if the objection was that the other line was better than this, it was
nothing more than saying that the other line was better than one
which never came into existence, which was an absurdity. There
was nothing in the petition to show that there was an objection
to the plans and sections, and therefore there was, to use the ex-
pression, " nothing to amend the Court," and the objection of the
other side was, therefore, untenable.
The CHAIRMAN decided that Mr. Gunning should proceed.
Mr. AUSTIN then claimed that they should have the original
plan deposited with the clerk of the peace.
Mr. Oswald and Mt. M. Milnes thought that the copy before the
Committee was sufficient.
The CHAIRMAN thought that the point was of sufficient import-
ance to justify Mr. Austin in calling for the original.
Mr .GUNNING pleaded that the question ought to be decided just
as a case at nisi prius.
Mr. AUSTIN said that if this question were to be decided for the
opposing party, he ought to recal the engineers, and that Mr.
Gunning should proceed suo periculo.
To this the Chairman assented, and Mr. Gunning was proceed-
ing with the examination of the witness when the Committee
debated whether they should receive this act upon the plan which
had been laid before them. At length Mr. Gunning proceeded, and
Mr. Denton stated that in page 11, where a length of five fur-
longs was stated, as horizontal there was at one end a difference of
eight feet; four pages, consequently, were irregular as to the da-
tum line. It was stated in one page that a portion of the line was
315 feet, when it was really only 206 feet. The further distance
might be explained because there was another datum line of 100
feet difference, but the difference of 91 feet was not
to be explained. In the next page there was a difference of 110
but he did not -rely on these larger differences, because he con-
ceived they were clerical errors; but the 91 feet was a decided
error. He would not state it more precisely, because he had
allowed for shrinking , but the difference was 9 or 10 feet, and he
should say that the work could not be executed on the sections as
stated. The discrepancies in four pages consecutively were such
as he could not account for, and certainly they were more than
clerical errors. In page 12 there was a difference of 12 feet, which
he could not account for. In page 10 continued to page 11 the
difference was 100 feet, but that was a clerical error. But from
page 11 to page 12 there was a discrepancy for which he could not
account for.
To the inquiries of Lord Crave, the witness stated that he as-
sumed the'itwo ends to be correct, and then found the discrepancies.
Some of thesediscrepancies might be accounted for but the error of
the five furlongs was altogether irrespective of all datum.
To the cross-examination of Mr. AUSTIN, Mr. Denton stated
that if the plan were drawn out as it was written the difference would
disappear. But there was evidently an error either in the writing
or the plan, and whichever might be right there was certainly a
difference which was irreconcilable with mensuration truth.
To the inquiries of Mr. M. MILNES, Mr. Denton stated that he
did not ascribe any malus animus to the promoters of the railway,
nor could he say whether this difference extended to Lord Grant-
ley's property, or was beyond it, but if this error was made within
the precincts it would be decidedly injurious to the property.
To Mr. AUSTIN the witness stated that he conceived that the
rule was that any alteration of a gradient better than 1 in 100 was
not allowable, which was more than three feet ; and as this alteration
was snore than five feet, it would affect the whole line. The place
affected was Norbrook, where the bend was taken ; and as the
cuttings would be deeper, and the embankments higher, Lord
Grantley's property would be affected to that particular extent.
He was not, however, an engineer, and was diffident of stating
positively what would prevent the injury from being obviated. By
continuing, however, the inclination of I in 100 further, until it
reached the horizontal plane, to the end of 7 furlongs, it would not
exceed the prescribed limits, and he did not see that it would injure
the property at that spot. But as to the precise boundaries of the
property he was ignorant.
To the cross-examination of Mr. RAWLINSDN, he stated that he
had surveyed the line through eight miles and three chains on
one line, and in the other one furlong less. But he could not say
what width he had surveyed on either side of the line, but it was
very irregular and expressed on the plan which he produced ; nor
could he say what was the precise value of the land. He had gone
into no estimates, and, therefore, would not state the money-value
either of Mr. Drummond's or Mr. Lomax's land ; but
certainly it was not ornamental ground. The South-Western
line would pass close by a new house now in the course
of erection in the Gothic style, by Mr. Smirke, but he thought that
taking Lord Grantley's house, Mr. R. Sparkes', General Norton's,
and Mr. .1. Sparke's house, and putting them into comparison with
Mr. Lomax's, Mr. Brag's, and Mr. Drummond's,the injury effected
would be greater by the atmospheric line than that proposed by the
South Western Company. In passing from there to Albury, his
line passed through a valley which contained a great number of
residences, five or slx of which would be cut off from any corn-
munication with the opposite side of the valley, and with their
own property. There were six or seven public roads passed upon
a level by his own plan, but he believed that they were the same
roads which were passed also by the atmospheric line. One at
Ash Farm ; another at Albury, though he could not say that it
was the main road from Dorking to Godalming, but was the chief
access to Mr. Drummond's property; the third crossing was over
the same road, about I mile further on ; the next was a lane
leading to the gunpowder-mill, which he passed about 150 yards
off. He was not aware theta line was not allowed to pass within
500 or 600 yards of a gunpowder-mill, but he was aware that
it was an objection, though, as this was to be an atmospheric
line, he had discarded that consideration from his mind. The
next crossing was over an occupation road, where a diversion was
proposed to prevent crossing the road twice. The next crossing
was over the road from Shalford Common to Wonersh,but the esti.
mates he could not give. He would however produce a paper
which had been made in Mr. Locke's office.
A discussion arose as to the putting in the paper, which con-
tained a copy of the estimates. It was ultimately decided that it
should be put in. The paper was in the handwriting of one of
Mr. Locke's assistants, and thevalidity of its statements the witness
could only assume.
The Hon. G. Norton, a brother of Lord Grantley, stated that he
had known the mansion at Wonersh for thirty-five years. It was
the principal residence of his brother, and had been in the family
for several centuries ; and he was of opinion that the proposed
railway would greatly injure the property. It would take the
whole of the pond as it was called, but which was in reality a very
fine trout stream. It then passed down the whole of the valley of
Norbrook, which was very beautiful, going through two or three
excellent pheasant covers. After that it passed through part of
the park, and if the Company acted on their power of
.de-

viation, it would trench on Lord Grantley's pleasure.grounds.
It subsequently went close to General Norton's house, and thence
to the village pond at Wonersh, which was a store pond for fish.
But that was 11,1 only a store pond for fish, but it supplied the
pleasure grounds with water, and he believed half the village.
The deviation line would also touch the rectory house, and then
on to Chinturst Hill, which was a cover for game, being topped
by firs and surrounded by wood. From this hilt Lord Grantley's
communication would be almost entirely cut off. It then passed
through a wood which was a very beautiful object, and the witness
expected that the cutting would entirely destroy it as
a feature of the landscape. The embankments and the
viaduct would be all teen from the windows of Lord
and Lady Grantley's apartments, and if this railway were
made, Mr. Norton was quite certain that it would drive his brother
from Wonarsh, because Lord Grantley's chief pleasure was driving,
and the railway would make it so dangerous as to be impossible.
Altogether it would be a serious detriment to the property.
The Committee then adjourned till to-morrow.

GROUP P.
THE SOUTH vzsams RAILWAY.

On the re assembling of the Committee on this group today,
the business was commenced by Mr. Law calling and examining
Mr. Giles, civil engineer, who deposed that he had seen the line,
of the proposed South Wales Railway, and was acquainted with
the country through which it passed. It appeared to him that
the trunk line in Pembrokeshire did not embrace the principal
towns in that country, and that the branch lines were not
well adapted for the mineral districts. The principal traffic into
South Wales passed through Bristol, by way of the old ferry,
called the Aust; Gloucester constituted the second passage for traffic
coming from the south-western parts of England into Wales;
and it also commanded the traffic arriving from the north and
south. The tide of the Severn rose more rapidly than the tide of
any other river in Europe, and its water was charged with mud in
solution. The proposed bridge would offer a great obstacle to the
navigation. At high tides the trows would have to unship their
masts in going through the arch. During this process they would
be rendered unmanageable, owing to the rapidity of the tide, and
would most probably be hurled broadside against the piers of the
bridge. At the point where it is intended to make the canal be-
tween Hock Crib and Farmslow, the river rose nine feet, and the
tide was so rapid that it would preclude the entrance of vessels into
the canal, At every tide there would be a deposit of alluvial matter
outside the lock gates, which would require to be removed by the
power of sluices or other mechanical means, for otherwise there
existed no method of " scouring" the deposit. The canal would
not be supplied with fresh water, which was necessary for preventing
a sediment. He did not consider that a long port in winter would
have any effect on the tidal water. The best point for crossing
the river for the northern traffic was most undoubtedly at
Gloucester, and for the south traffic the passage of the Aust Ferry
was desirable. The level of the ground on the Bristol side was
quite sufficient to permit of the construction of a suspension bridge
of a proper height, but on the Chepstow side piers would be re-
quired. The engineering difficulties on the line were objection-
able, but not impracticable, and the expense of construction had
been unddr-estimated. He considered that bridges of the magni-
tude which it was contemplated being made should not be con-
structed of timber, because the worm in tidal water invariably de-
stroyed timber, and he knew many instances of timber bridges that
had not lasted more than eight or ten years, owing to the ravages
of the worm. It was called the augur worm, and:it bored its way
through the wood in every direction, and there were no means
at present discovered to prevent its ravages. He thought the
bridges should be built with stone abutments and iron tops. The
general estimate for the entire line was, in his opinion, too small:; it
should have been taken at 4,000,0001. sterling, which was
1,200,0001. more than was proposed to be raised. Looking at that
line as 211 miles in length, and regarding also the
different works connected with its construction, the bridge
across the Severn, the tunnels, and other matters, it ap-
peared to him that the cost of the railway would be on the average
20,0001. per mile for a double line laid down on the broad gauge.
He would endeavour to show the points which bad induced him to
come to that opinion : for some of the particular works he would
take Mr, Brunet's own estimate :
The bridge and canal of the Severn £200,000
The Forest of Dean Railway
The harbour at Brimshill
The harbour at Fishguard
Excavations 582,000
Stations

Total
All these items had been taken from Mr. Brunel's own statements,
and he was not inclined to say they were insufficient. The points
which, in his opinion, would cost more than had been laid down in
the estimates of Mr. Brunel were, in the first place, the tunnels.
He (Mr. Giles) had estimated that there were altogether 7,719 yards,
which would cost, on the average, 501. per yard, and not 301 per yard,
rs Mr. Brunel lad stated, making a total of 395,950/. for tunnelling.
No estimate of the lands necessary to be taken had been taken.
He should take it at about 200 miles, and looking at what had been
paid for similar property by existing railways, he should calculate
the expense of the land:at 3,000/. per mile, the result of which would
be 600,000/.. The permanent way, consisting •f 204 miles, he
had' estimated at 5,0001.. per mile, which would yield a total of
1,020,000/. The bridges:on the entire line, with the exception of
the bridge at Stockhill, would cost 2,500/. per mile on the entire
length of the line, making altogether 500,000/. The gross
value of these items would give a sum of 3,541,000/., to which

10 per cent. being added for contingencies, 354,0001., the
entire estimate of the line would be 3,895,001., which was
1,095,0001. greater than the estimate made by Mr. Brunel.
Mr. TALBOT cross-examined the witness on a few points, but
nothing of a material nature was elicited.
Mr. LAW then proceeded to address the Committee on the evi.
dense that had been adduced. There was no doubt the existing
traffic between South Wales and through Bristol would be entirely
destroyed, if the proposed line were made. The best line of com-
munication for this traffic would be by way of the Aust Ferry, and
for the traffic coming from Birmingham and the manufacturing
districts of the north the mu' f...urable point of COM-
municatiom would be by way 01 Gloucester. The consent and
approval of three public bodies had been given to the scheme; but
he would contend that this was t sufficient. The jurisdiction of
the Committee, in dealing with the matter, was limited by an Act,
the Eth Victoria, which, in cap. 20, sec. 17, provided that
where a railway company contemplated carrying a bridge over any
navigable river the consent of the Admiralty should be obtained
previously to the passing of the preamble.
Mr. E. BULLER, M.P., observed that the Act prevented the
construction of the works without the consent of the Admiralty ;
but there was nothing in the clause to hinder the Committee from
deciding that the preamble of the Bill was proved, and, further, the
consent of the Admiralty might be obtained.
• "

yV
Mr. LAW (in continuation) said that it was compulsory on the
promoters of the Bill to get the consent of the Admiralty first, and
as it had not been so obtained, it was evident that the part of the
preamble which declared that the construction of a line
from Standish, across the Severn, would be of "great
public advantage by opening an additional, certain, and
expeditious means of communication " between South
Wales and England, could not be legally tenable.
It was clear, if the opposition of the Admiralty continued against
the making of the proposed bridge across the Severn, that the
intentions of the railway company as regarded Standish could not
be carried out, and therefore it would necessarily follow that the
consent of the Committee could not be given in the preamble.
In the opening harangue of Mr. Austin he had observed that
considerable difficulty had been experienced on this subject, and
even had gono so far as to say that supposing the line could not
be continued to Standish, it was still desirable to have railway
communication to Chepstow. The Learned Counsel then shortly
adverted to the various lines which had appeared in the course of
evidence as preferable to the route laid down by the South Wales
Company, and also briefly commented on the inadequacy
of the estimates for the construction of the proposed line. He con-
cluded by calling on jthe Committee cot to allow the preamble of
the Bill to pass.
Sir Walter Riddle withdrew the opposition on the part of Colonel
Lewis to the Bill, a satisfactory arrangement having been arrived at
between him and the promoters of the railway.

After a few words from Mr. Davis, on behalf of Sir T. C. Bovey
and the Rev. Mr. Jones, the opposition against the line having
been brought to a conclusion, the room was ordered to be cleared.
On our return, _ .

The CHAIRMAN said the Committee were of opinion that it was
unnecessary to trouble the Counsel for the Bill to make a reply, as
they were unanimous in thinking that the preamble of the Bill
had been proved.
Alter some desultory conversation between the Committee and
Counsel, as to the method in which the opposed clauses should be
proceeded with, the Committee adjourned till twelve to-morrow.

GROUP PP.
MIDDLESBOROUGH AND REDCAR
RAILWAY.

This Committee met at half-past three o'clock, the Hon. Eliot
Yorke in the chair.
The preamble of the Bill being proved, the clauses of the Bill
were gone through without opposition, and the Chairman was
directed to report to the House that it passed with its amendments.

Mr. DANIEL replied that under these circumstances it would be
his duty to call evidence to prove that it would be a greater public
advantage if the proposed railway struck off to the westward in-
stead of the eastward of Coventry.

Mr. William Willis Bailey, who was well acquainted with the
mineral districts of Coventry and Nuneaton, had been over the
proposed line from Coventry to Bulkington, between which places
the collieries dipped to the west , but on the east many of the
collieries were already exhausted, and others were of a very inferior
character. The land between Longford and Bulkington
was in a sinking state, and it was highly natural that the railway
should run to the west instead of to the east. There were extensive
collieries working towards the West region, if he might be allowed
the term, or main bed of coal, but on the east side the collieries were
chiefly exhaust-d. The proposed railway would afford an accom-
modation to the collieries he had just mentioned. There were also
tome important lime works on the west side, but none on the east.
Mr. George Starkie, ground.bailiff to Bedworth colliery, con-
firmed the testimony of the last witness.
On cross-examination, he admitted that the bulk of the iron-
stone was raised on the east side of the proposed railway.
Mr. John Sinclair, engineer to the Coventry Canal, said the
bulk of the population on the proposed railway resided to the west
of the line. A railway to the east would therefore afford very
little accommodation to them. The witness also spoke to the
sinking of the land between Longford and Bulkington. Within
his own time it had sunk twenty-one feet, and was still sinking.
At one point since November last it had sunk two feet, and that
point joined the proposed line of railway. A railway taking a west.
wardly direction would better serve the wants of the mining in-
terest, and in fact the population at large, Ile had prepared the
plans and sections for such line for the use of the Coventry Canal
Company, and these plans and sections could be easily made avail-
able, because they were in every way complete.
On cross-examination he said he received no particular instruc-
tions from the Canal Company to prevent him from carrying the
line eastward of the turnpike-road. His instructions were of a
very general nature, and he was to make out wh:.t he thought
would be the best line for the district. He bad made three-tram
roads, but had never made or laid out a locomotive line. The line
he had marked out would cross two turnpike roads by
bridge and three on the level. The canal of which he was the en-
gineer was of two meandering a nature to afford sufficient =core.
modation to all the traffic of the district. It was evidently con.
structed with a view of accommodating the mineral interest.
It being announced that the Speaker was at prayers, the Com-
mittee adjourned till to-mor row.

GROUP KK

LIVERPOOL AND DUET AND LIVERPOOL
AND MANCHESTER EXTENSION, WITH
THEIR RESPECTIVE BRANCHES.

The Committee met at one o'clock Sir C. Lemon in the chair,
but business was not commenced for nearly an hour after, in con-
sequence of the absence of Mr. Talbot.

SOUTHPORT AND ORNISKIRE BRANCH.

IMPORTANT DECISION.
Mr. TAL➢or said he appeared on behalf of the Liverpool,
Preston, and Ormskirk Railway. He, in accordance with the re-
commendation of the Board of Trade, wished to suggest the post-
ponement of any railway at present to Southport. The project
which his clients had brought forward, had been shipwrecked in the
Standing Orders Committee, but would be brought forward next
session. There could be no doubt but an improved communica-
tion between Liverpool and Preston was required, and that improve.
ment he proposed. The present distance between Liverpool and
Preston, by Parkside, was thirty.eight miles and a half, and the
transit occupied two hours and a half. The present mode of traffic
between Liverpool and Preston was most inconvenient,
and was so spoken of in the report of the Board of Trade. The
insufficiency of the transit was demonstrated by the fact that,
instead of the number of passengers having been increased sixfold
since the opening of the railway between Liverpool and Preston, as
was usually the case between such important towns, there had been
an increase upon the old coach conveyance of only five per cent. He
thought this state of things should not be permitted to continue, but
that they should cut off the angle which Parkside made with Liverpool
and Preston, and supply the hypothenuse which he would
propose in the Liverpool and Ormskirk line. By the new line, a
saving of twelve miles would be effected, and there would be also a
considerable saving in the communication in the route from Pres-
ton to Wigan, and thence to Liverpool by the Liverpool and Bury
Railway, which the Committee had sanctioned. Preston contained
a population of 50,000, and the trade between it and Liverpool,
which was carried on by the river Ribble was, notwithstanding
the ettceedingly tedious and expensive communication was very consi.
derable. In fact, 16,000 tons of small craft were at present engaged
between these towns. The project which he advocated had re-
ceived the support of the great spinners at Preston—men whose
capital was more than 2,000,000/, and who last year obtained from
Liverpool more than 20,000 tons of cotton. Not far from Preston
was a most important town, Blackburn, which was the centre of a
district, a radient of five miles, contained a population of 120,000
souls. The project advocated would greatly abridge the distanc-
between Liverpool and Blackburn, a most desirable step, as almost
all the provisions and raw materials for manufactures used in Black-
burn was obtained from Liverpool. The course between those places
was, at present, a most circuitous one, a distance of 64 miles, whilst
by the railway his clients would propose it should be only 34.
This would be six miles shorter than any other which had been
submitted to the notice of Parliament. The Blackburn and
Preston Railway was now in course of construction, so that the
communication between all these important towns would be then
complete. By this means the whole of the northern part of Lan-
cashire would be brought into direct communication with Liver-
pool, and a population of 545,000 would be accommodated by the
line which touched upon the immediate vicinity of their dwellings.
The main line was in length 26i miles; the branch to Southport,
7i ; the branch to Blackburn, 2 miles ; and the Skelmersdale and
Ormskirk branch, 3 miles. The estimated amount of construction
was 730,0001. The Learned Counsel went on to argue that his
line would, in fact, confer greater advantages upon Southport
itself than the other, for it would place it in direct communication
with the important towns he had mentioned. Until the people of
Southport heard that the line his clients projected had been thrown
out by the Standing Orders Committee, they were most anxious
for it; and in fact, the only petition which had emanated from
that town up to a very recent period, was in favour of their pro.
ject. The Learned Counsel concluded by requesting of the Com-
mittee to accede to the recommendation of the Board of Trade,
and postpone the Southport and Euxton project to next year.
After some deliberation the room was cleared of strangers.

Upon our return to the room,
The CHAIRMAN said we are perfectly ready to hear all the wit.
nessess on the other side,but I think it right to tell you what the
opinion of the Committee is. The Committee is of opinion that the
case for the promoters of the Bill is of such a natnre as to dispose
them to agree in the recommendation of the Board of Trade. They
are, therefore, willing that the project should be postponed to next
year, but we are unwilling the expenses which have been incurred
should be wasted, and we will therefore postpone the further con-
sideration of the matter to a late day in July. Such is the unani-
mous wish of the Committee at the present moment. The Com-
mittee are of opinion that there should be a line of railway com-
munication with Southport; but the Act which will be passed this
year will enable the Committee to resume their proceedings where
they left them off, so that if any better project be not offered, the
Southport and Euxton one will certainly pass.
Mr. Sergeant KINGSLAKE—WiII the Committee declare the
preamble of the Bill proved ?

The CHAIRMAN—Yes, under the condition that I have men-
tion* that no better line be proposed in the interim, we will re-
port in favour of the Bill, so as not to shut out any rival project.
The case for the supporters of the present project does not appear
to have been well sustained.
The following note was then, with the consent of the leading
Counsel pro. and con., adopted :
" That the passing of the preamble of this Bill does not give any
advantage over any competing Bill which may be brought forward
in the ensuing session."
The CHAIRMAN added, that a communication between South-
port and Euxton was most desirable, but that, as a better project
than that which had been proposed might be proposed, they post-
poned the further consideration of the preamble to the ensuing
session.
The Committee then adjourned to the Bth of July.
Sergeant KINGLARE said he was afraid such an expression of
opinion would prejudice his case.
The CHAIRMAN said his case was so bad that it could hardly
be prejudiced. They would not proceed with the clauses of the
Bill this session.
The preamble of this Bill was not therefore passed.

GROUP X.
CAMBRIDGE AND LINCOLN LINE.

The Committeee sat to- day shortly after 12 o'clock, and re-
sumed the TRAFFIC EVIDENCE.
Mr. VALENTINE LEE handed in certain tables of traffic, and called
Mr. D. Jones, and examined him as to their contents.

Witnesses were examined as to their contents on Saturday on some
items, but the counsel against the project having said that these
tables were so complicated that they could not understand them,
the cross-examination as to the amount of exports of provisions
from the district of Ramsey that they alleged took place annually,
was reserved for this day. The witness deposed that the quantity
of potatoes, oats, and other agricultural produce exported from
the district cast of Ramsey, as compared with that of the west,
was immense, owing to the superior facilities for transit which that
district now possessed, and the natural superiority of the soil over
that of the west.

Mr. William Parsons, estate valuator and architectural surveyor,
deposed that he had estimated the value of the lands, houses, build-
ings, &c., along the whole line from Cambridge to Lincoln, pro.
posed to be taken in by that line, and had set it down at 34,0781.
Mr. Miller deposed that he received about 500 tons of groceries
per annum from London to Peterborough, by Wisbeach, by water ;
the carriage cost him 20s. per ton ; by railway it would cost about
7s. 4d. The same observation applied to iron, timber, &c ,in the
freight of which the saving would be proportionably great.
The Committee here retired, for what purpose they did not
state; but on their return they made no announcement whatever,
and the examination was proceeded with.
Mr. Buckle, spirit dealer at Peterborough, deposed that he got
his wines, spirits, and all the other articles he dealt in from London,
and had not the least doubt but that the Farringdon.street station
would have the preference to either that of King's-cross or Bow-
creek, for the conveyance of all sorts of goods to Peterborough.
Mr. W. P. Stanley, ironmonger, of Peterborough, corroborated
the evidence of the dealers in the same article who had preceded
him, as to the saving of time and money to be effected in the transit
of the article, if the proposed line of railway should be made.
At the conclusion of the cross-examination of this witness,
during which no material evidence was elicited,
The Committee adjourned.

GIB UP Z.
DUBLIN AND GALWAY RAILWAY.

---- -
The Committee assembled at twelve o'clock in Room No. 17, the
Hon. It. Clive, chairman.
Mr. Brown was examined at considerable length by Mr. ROWE,
on behalf ofthe Royal Canal Company, with respect to the estimated
traffic on the roads on the site of the proposed line. He stated
that lie had estimated all the traffic on the roads, and that his esti-
mate was rather under than above the actual traffic.
Mr. Wimberly said the traffic was taken under his superinten-
dence in December last—perhaps the most unfavourable period of the
year; that men were employed by him at certain parts of the road
for a fortnight, and that he handed the results to Mr. Brown.
Both these witnesses were cross.examined. Mr. Rows held
that by a document issued by the projectors in February last the
dividend was estimated at eleven per cent., whereas the projectors
had stated before the Committee that It would not be more than
6i, and that they had estimated their traffic at 55,398, whereas it
appeared, from the traffic on the roads, that there could not be more
than 30,680. Mr. Brown stated that this difference arose from
there being a great number of private conveyances which they
could not distinguish from public carriages, and which had been
included in the estimate of public conveyances. He said that there
was no discrepancy, and that this estimate was a fair one, when
this circumstance was taken into account.
Captain Moersom said he was the engineer to the line. Its
entire length would be 115 miles. The country is very favoura-
ble for its construction, and there were no peculiar engineering
difficulties. There would be no tunnelling. The gradients and
curves were of a favourable character. The severest gradient
would be 1 in 150 for a little more than a mile.
The smallest radius of a curve, and which the
engines w0,.:1d run at the top of their speed, would
be half a mile in length. There would be two smaller radii
at the stations of about one quarter of a mile each. Fift y iree
roads would be crossed on a level. The cost of construction would
be 180,000/.

Cross.examined by Mr. COCKBURN—His surveys commenced in
October, about two months before the plans and sections were de-
livered to the Board of Tradr. The breadth of the gauge would
be 5 ft. 3 in 1 the iron 101. per ton, the ehitirs and sleepers 71. IQs

per ton. The lines would rest on longitudinal bearers. There
would be twenty five stations, and three drawbridges. The witness
was then examined on minute details in connexion with the line.
The cost of constructing this line would be nearly 10,0001. a mile.
Mr. MURPHY said he had a great number of witnesses, but as it
was his desire to save as much of the time of the Committee as he
could he would not call them unless they thought that he should
do so.

The CHAIRMAN, after consulting with the other members of the
Committee, said they saw no reason why additional witnesses should
be examined, but he (Mr. Murphy) had better keep his witnesses
in town as it might be necessary to examine them with respect to
the testimony of witnesses on the part of the petitioners.
Mr. COCKBURN objected to this course on the part of the Com-
mittee, as he considered it in opposition to Parliamentary practice.
The CHAIRMAN said they had heard a peat deal of evidence on
the same points. If the promoters choose to call further evidence
they were bound to hear it. They (the promoters) must use their
own discretion in the matter.

Mr. Lee, clerk to the Company, was then called to prove the
capital of the Company, which he said was 1,800,0001., that the
number of subscribers were 10,350, and that the deposits amounted
to 40,9751.

Much discussion was caused by Mr. COCKBURN taking an objec-

tion to this formal evidence of the capital of the company, and by
calling on the promoters to produce the subscription deed, as he
was instructed that She subscribers' names had bean fraudulently
obtained. At length, the receipt 01 the Accountant-General of the
derosits was produced, and the I.e.:riled Counsel consented to take
the witnesses' proof of the truffle; the deed, however, was shown
to him.

Mr. Nuzum gave evidence respecting the assents and dissents,

This closed the case for the promoters.

Mr. Rowe then applied to have Mr. Boyle, the engineer, to the
Mullingar Company, who had certain sections in his possession
of importance to the case of thepetitioners, the Grand Canal Com.
pany, summoned before the Committee by a warrant of the Speaker.
The Learned Counsel then called

Mr. Hannlngton, who stated that he was the engineer to the
Canal Company. That in March last, in conjunction with Mr.
Boyle and Mr. Henry, he made a survey of the si•e of the proposed
line for the purpose of testing the accuracy of the sections. They
found a great number of errors in the levels. The specifications
were given to Mr. Boylve after he (witness) had placed his initials
on them, on the understanding tha he would ►:roduce then when
required. He had since refuse to do so.
Mr. TALBOT said they might have Mr. Boyle before them, but
they could not compel him to produce the plans and sections in

question.
Similar applications were made for the attendance of Mr. W. T.
Mulvany and Mr. Lether.

The Committee then adjourned.

TATTERSALUS.—THIS EVENING.
Six o'CweK.

NORTHUMBERLAND PLATE.
6 to 1 agst Lightning
6 to 1 agst Inheritress
12 to 1 agst Co-heiress
12 to 1 agst Pagan
12 to 1 agst Queen of the Tyne
14 to 1 agst Little John
15 to 1 agst Northumberland

ST. LEGER.
6 to 1 agst Weatherbit
7 to 1 agst Merry Monarch
10 to 1 agst Old England
10 to 1 agst Mentor
20 to 1 agst The Baron
20 to 1 agst Connaught Ranger
25 to 1 agst Wood Pigeon

IMPERIAL PARLIAMENT.
(THIS EVENING.)

HOUSE OF LORDS.
Their Lordships met at Five o'clock.
RAILWAYS.

Messengers from the Commons brought up a number of
railway Bills, which were severally read a first time.
Earl FITZ WILLIAM !aid upon the table of the House
the report of the Select Committee lately appointed to
ascertain the best mode of satisfactorily adjusting disputes be-
tween landholders and railway companies relative to the pur-
chase of landed property for the purposes of railways.
MAYNOO'I'H.

The Bishop of London, the Bishop of Winchester, Lord
Winehilsea, and the Earl of Breadalbane, presented a large
number of petitions against the third reading of the Maynooth
Bill.

MESSAGE FROM HER MAJESTY-SIR HENRY

POTTINGER.

The Earl of ABERDEEN moved the order of the day for
taking into consideration her Majesty's message recommending
their Lordships to concur with her in granting a pension of
1,5001. a-year to Sir.llenry Pottinger, K. C. 8., for the period
of his natural life.

The Noble Lords having concurred,
The LORD CHANCELLOR read her Majesty's message.

The Earl of ABERDEEN then said, he ruse -to move an
humble address to her Majesty, in answer to the message which
she had sent to their Lordships, and in doing so, it would
only be necessary to detain them for a very few
minutes, for be had already had opportunities in that
House of bearing testimony to the great merits
of the distinguished person who, on the present occasion, was
the object of her Majesty's gracious consideration. He bad
not been sparing in those expressions of admiration and praise
of that conduct which was considered by her Majesty
to be so justly done. Those sentiments had
found an echo throughout the whole country. In every
part of the kingdom, whether in England, Scotland, or Ire-
land, Sir H Pottinger had been welcomed with enthusiasm,
and every effort had been made to do him honour.
But it was clear that the vast majority of those
persons who had so united in expressing such opinions.
had very little means of duly estimating the real merits
of Sir Henry Pottinger. They looked upon the bound-
less field which he had opened to British enterprise,
and to that inexhanstable source of commercial wealth
and prosperity, which, by his means, had been
rendered accessible to their fellow-countrymen. But he felt it
his duty to say that the real merits of Sir H. Pottinger would
have deserved their Lordships' approbation • and the ap-
probation of the Sovereign equally as much if his
exertions in China had not been attended by such
magnificent results—for th ough his whole conduct in Chir a it
was his (the Earl of Aberdeen's) good fortune in the relation
which he stood towards him to bear testimony to the conduct
which he pursued. Sir Henry Pottinger in being called
to service in China was removed from a service and from a
school which he (the Earl of Aberdeen) might be permitted to
say the State had been greatly indebted. He knew not how
it was, but whether from long habits of self reliance or
from taking part in great affairs, the fact was
that the service of the East India Company had produced men
who, by the energy of their characters and the statesmanlike
views which they entertained, were peculiarly qualified to ccn-
tend successfully with the greatest difficulties, and to confer
most signal advantages on their country.
(LEFT SPEAKING.)

HOUSE OF COMMONS.
The SPEAKER took the Chair at Four o'clock.
DUNDEE WATERWORKS.
The Dundee Waterworks Bill was read a third time and
passed.
GREAT WESTERN RAILWAY (IRELAND).
The report on the Great Western Railway (Ireland) Bill
'Dublin to Mullingar and Athlone) was brought up.

S I' N

tt
)
line—nor would he ask the House to in ::'2iejikeesie> ~ A
functions of the Committee. He would not /14 Hiiiiiiii49 ee.e,'",,te -I '
express the slightest opinion as to the merits ieteealllveie;e":4le. i
asked them was to give to the Commi `en fletAsltir- 4.7,-:: ise r '
the power to inquire into those circumsta 'V \ "eef-441-s-e. :'''' ts:',"')
error was discovered in the Committee, t e , ito la
-,..4:: j
eee
considered that the best course to pursue w
that the preamble do not pass, and to report th Iftedpois ikk•.4 J
House, accompanied with the reasons upon which the decision
was founded, so as to give an opportunity of bringing
the subject before the House at the earliest possible time.
The hat dship of this case was that the adverse decision of the
Committee did not arise from any demerits in the measure
itself, but from the fact of a clerical error—an error that had
escaped the notice of the original promoters of the
Bill and also the Standing Orders Committee ; and
which was not detected till the Bill was brought
under the consideration of the present Committee
of Inquiry. The Committee thought they did not consider
the error as fatal to the merits of the measure were nevertheless
hound to take notice of it, and report in the manner they had
done. This was a case of special and peculiar character, and
called for the 'interference of the House. He did not
call upon the House in dealing with the case to
reverse the decision of the Committee, but to
grant further powers of inquiry to the Committee. As regarded
the power he proposed to vest in the Committee, he did not be-
lieve it would be exercised prejudicially, either towards the par-
.
ties interested in the' measure or the public. The powers he
proposed they should exercise were those which had been
exercised on several occasions by the Standing Orders Com-
mittee. He could state a few cases in which that Committee
had allowed the sections and the datum line to he corrected.
There was a case during last session in which an error similar
to the one in the present Bill was allowed to be corrected in a
branch of the Sheffield and Huddersfield Railway. In the
present year there had been eight eases in which corrections bad
been made. Of these he might instance the Wakefield, Pontefract,
and Goole, the Cornwall, the North Wales, and the Brighton
and Chichester Railway Bills. He saw no reason why a
power which had been exercised in these several instances
might not with perfect safety be extended to the present Com-
mittee. The merits of the competing lines was not the ques-
tion at present, but it was, whether it would not be judicious
and proper to extend, in this special and important case, thu e
powers of reconsideration which had been exercised by the
Committee on Standing Orders. Were this done, he was sure
the power would not be abused.
Mr. COURTNEY said he was anxious to state a few
words before the House gave its decision. He might state
that the facts set forth in the petition were correctly
stated. It was time that an error was discovered in the Corn.
mittee in investigating the en;ineering evidence, but he was
forced to say it was merely a clerical error, and did not at all
affect the main features of the Bill. The interests of the land-
lords on the line were not prejudicially affected by the error to
which he had referred.
Mr. ESTCOURT said that it had been decided that cer-
tain notices should be given to that House and sections of,
lines lodged preparatory to the investigations of the Standing
Orders' Committee. It was also required that the
datum line should be marked. This had been
departed from in the present instance. If the
error was a clerical error they had had plenty of time to
correct it, and he did not think there should be any depar-
ture from the rules of the House in the present instance.
Other parties had been called upon to comply
with the standing orders, and had been successfully
paying proper attention to the getting up of their sections and
their specifications, and if any mistake had occurred, they were
themselves to blame for it, as it had been occasioned by their
own neglect.
The CHANCELLOR of the EXCHEQUER said he
thought it was a case in which the House ought to interfere.
Statements had been made, which showed that the error was
merely a clerical error, and did not affect the merits
of `the Bill. As a great measure was involved
he did not think an error of this kind ought to interfere with
its progress. He should support the motion of his Hon.
Friend.

Lord G. SOMERSET was opposed to the motion. If
any re-investigation was to be made, the Bill should be
leferred again to the Standing Orders Committee.
Mr. W. PATTEN thought that if it was consistent with
the rules of the House it would be better to refer the matter to
the Standing Orders Committee. He would rather support an
amendment of that sart than the motion of his licn. Friend.
He would, however, wish to have the opinion of tLe Right
Hen. Gentleman in the chair on the subject

The SPEAKER said he did not tliink it would be con-
sistent with the standing orders for the House to adopt the
suggestion of the lion. Member for Cheshire.
The House then divided, when there appeared—
For the motion 77
Against it
Majority against the motion —4l
RUNCORN AND PRESTON RAILWAY.
The second :eading of the Runcorn and Preston Brook Rail-
way was agreed to, upon the motion of an Hon. Member, whose
name we could not learn.
LONDONDERRY AND COLERAINE RAILWAY.
Lord SANDON moved the second reading of the London
and Coleraine Railway Bill, which was agreed to.
BROAD AND NARROW GAUGE.
Sir GEORGE GREY said that as there was a great deal
of anxiety felt by the public abroad, as to the time when this
House would take up the consideration of the very important
question of the broad and narrow gauge, he would wish to know
whether it was the intention of the House to take it up to-
morrow.

Mr. MIANSTON said it was a question of great con-
sequence, and therefore he would propose that it be taken up
on Thursday.
After afew words from Hon. Members at both sides of the
House, it was agreed upon to take up the subject on Friday.
The Agricultural and Commercial Bank of Ireland Bill. WAS
read a third time.

SCOTCH BANKING BILL.
Mr. HUME presented several petitions on the subject of
the Scotch Banking Bill, but amidst the confusion v. hich pre-
vailed we could not collect the import.
A great number of petitions, relating to railway and other
private Bills, were also presented in a state of the House wbieh
rendered it impossible to distinguish them.
BRIDGE OVER THE SEVERN.
Mr. ROEBUCK here rote and was on the point of ad-
.lress4ig the House, amid the most intense silence, when
Captain BERKELEY said he wished to ask his Hon.
Friend opposite, the Secretary to the Admiralty, if the bridge
' over the Severn, which had already been objected to by the
Board of Admiralty, as calculated to obstructs the naviga-
tion of that river, would be allowed to be erected?
Mr. CORRIE (who, from the excessive noise in the House,
was almost wholly inaudible) was understood to say that mea-
-1 sures would be taken to prevent any interference with the in-
terests of the public by the contemplated construction.
HUME observed, that by a rule of that House, no
Bill which was objected to by the Admiralty, could pass with-
out the sanction of that Board. He belie,:ed, however, that
when the Bill in question was opposed by the Admiralty,
their objection was contravened in consequence of
their not appearing in person or by counsel before the Com-
mittee; he wished to inquire whether the letter from the Ad-
miralty prohibiting its erection, was not sufficient to prevent the
passing of the Bill.
Mr. BECKETT was understood to say, as Chairman of the
Committee before whom the Bill was heard, that no appear-
ance being made, the preamble was declared proved.
the following remarkable words concluded the edict, that if
any member of that society should be slain by the people in any
disturbance, tie inquiries should take place as to the manner in
which the death of the individual had been occasioned.
Mr. HOPE rose, and was--
LLEFT SPIALINGI

INSTITUTION OF CIVIL EN-
GINEERS-JuNE 10.
(Sir John Rennie, President, in the chair.)
The paper read was by Mr. James Stirling, and described
an ingenious air engine, invented by his brother and him-
self. The movements of this machine are founded upon
the well-known pneumatic principle, that air has its bulk
or pressure increased or diminished in proportion as its tem-
perature is raised or lowered. The appliezition of this prin-
ciple was exemplified by drawings, and a 'model exhibiting a
machine composed of two strong tif4ht air-vessels, con-
nected with the opposite ends of a. vertical cylinder, in
which a piston works in the usual -manner. Within these
air vessels are suspended two air-tight vessels, or plungers
filled with non-conducting substatices, and attached to the
opposite extremities of a beam, capable of moving up and
down alternately, to the extent, of one-fifth of the depth of
the air vessels. By this 'notion of the plunger, the air,
which is in a heated state, below, is moved to the upper part
of the vessels, and in its. transit traverses a series of vertical
capillary
major partpassages beeoefn
ththerecealmoreitca.flicTphleaterse,mwahinicdher ab-
sorbistaken up by a refrigerator of tubes filled with water
The air at the heated end is about 700 degrees, and has a propor
tionate pressure ; when it arrives at the cooled end it is reciueed
to about 150 degrees, and the pressure diminished to a cor-
responding extent. Therefore, as the internal vessels move
in opposite directions, it necessarily follows that th
pressure of the condensed air in one vessel is increased,
while that of the other is diminished. A difference of pres-
sure is thus produced upon the opposite ends of the piston, and
a reciprocating motion results, which communicates through
a beam, connecting rod, crank, and fly wheel to the ma-
chinery when driven. Machines on this principle
were stated to have been worked for some years past at
Dundee with considerable saving of fuel as compared to a
stenm-engine of similar power and doing the same work. It
is now proposed to adapt it to marine purposes, to which,
from its simplicity and slight expenditure of fuel, it appeared
well fitted. The theory of the expansion of air, and its
practical adaptation as a moving power, were very hilly dis-
cussed, as were the mechanical difficulties, which appeared
to have been very ingeniously overcome by Mr. Stirling, who
attended the meeting, and explained his invention. me
engine appeared to receive the approval o 7 the members, who
were evidently not prepared to find so perfect a machine, and
one so practically useful.
The following papers were announcedAt o. be. readoee
cn:Ex t
.
meeting, on the 17th of June :
No. 72,3. " Description of the Dinting Vale viaduct, on the
Sheffield and Manchester Railway, By
No. 725. "The applicatier, of gunpowder for blasting some
marl rocks in the river Severn." By G. Edwards, M.I.C.E.

BIDEFORD and TAVISTOCK RAILWAY.
(Provisionally Registered.)
At a very numerous public meeting of the merchants, tradesmen,
shipowners, landowners, and other inhabitants of Bideford and the
neighbourhood, held at the Town-hall, Bideford, on Tuesday, June 10,
1845, in pursuance of a requisition addressed to the Mayor, for the
purpose of taking into consideration the interests of the districts relti-
tive to the several projected lines of railway to that port, and for
adopting such measures as might be deemed advisable,
THOMAS BUItNARD CHANTER, Esq., Mayor, in the Chair.
On the motion of CHARLES CARTER, Esq., seconded by JA3res
)100E.ER, Esq., it was resolved unanimously,—
That this meeting, having heard the deputation from the Bideford
and Taltsttock hallway Company, expresses Its approval of the line
promoted by that Company, and its conviction that this line, passing
threngh the Vale of the Torridge, near Torrington and Hatherleigh,
to Okehampton, with one of its termini towards Exeter, at Crediton,
and another towards Plymouth, at Tavistock, will in a high degree
promote the prosperity of this port and its neighbourhood.
On the motion of Tuomes Evass, Esq., seconded by Cass. SMALE,
Esq., it was resolved,—
That this meeting pledges itself to further, by every means in its
power, this object and undertaking, and that the Members for the
oonnty of Devon be requested to giVe to the same their utmost sup-
port in Parliament.
On the motion of T. H. TOOKE, Esq., seconded by several gentlemen,