The Sun.
London, England, 1845-06-28 00:00:00

NAME OF RAILWAY.

Week
ending

Last
week.

Arbroath and Forfar •• • • • • •• • • .
Bristol and Birmingham . •••• • • . .
Chester and Birkenhead ••
Dublin and Drogheda— .•
Dublin and Kingstown . .....
Dundee and Arbroath
Durham and Sunderland .... .....
EdinbUrgh and Giasgow . •• • . •
Eastern Counties and North Eastern
Glasgow, Kilmarnock, and Ayr • •
Glasgow and Greenock • ... .....
Grand Junction
Gravesend and Rochester • • • . . .....
Great North of England
Great Western . .....• •
hull and Selby
Liverpool and Manchester .
London and Birmingham
London and Blackwell ..............
London and Brighton
London and Croydon . • ......
London and Greenwich ............,
London and South Western.•....•..
Manchester, Bolton, and Bury ......
Manchester and Birmingham........
Manchester, Leeds, and Hull Assoc..
Midland Counties .... •
Newcastle and Darlington
Newcastle and Car1i51e..........
Newcastle and North Shields
North Union and Bolton and Preston
Paris, Corbel', and Orleans
l'aris and Rouen .••• • • • ••• • • •
Preston and
Sheffield and Manchester
South Eastern.....• •• „
Taff Yale • . • • . • • ...
Ulster . ... „ „
Yarmouth and Norwich
York and North Midland

160
4,533
670
991
1,477

400
2,702
5,489
1,902
1,101
10,565

262
2,196
19,740

150
2,858

5,759
22,144
1,423
5,992
1,8!4
1,814
9,715

1,104

923
4,12,
6,450
12,505
1,580
1,597

389
2,198
4,6,7
1,306

939
9,359

1,596
20,329
1,3t,3

RAILWAY COMMITTEES

THE PENINSULAR MAIL.—The Queen, Captain
Russell, from Gibraltar, arrived at Southampton last night. Her
dates are—Gibraltar, 18th June; Cadiz, 19th ; Lisbon, 23d ;
Oporto, 23st ; Vigo, 23d ; and Corunna, 24th. She brings 1
package of specie ; 10 hhds. of oil ; II cases of leeches ; 2081
chests of oranges ; 45 boxes of potatoes ; 35i chests of lemons, 1
tigress for her Majesty the Queen, &c.
DEATH OF BURRELL EDWARDS, ESQ., OF SUTTON.
—On Sunday this gentleman, who was well known for his ec-
centric habits, was found drowned in a pond on his estate at
Sutton. On Saturday evening he asked one of his labourers
whether he thought there were any fish in the pond. The
man said he did not know. Mr. Edwards then instructed him
to go the next morning (Sunday) very early and rake the
pond about well, to see if he could stir any fish up, and to tell
him if there were any. This singular request was attended to
as desired, and while the man was raking the pond, he felt
something remarkably heavy, and on pulling it up discovered
it to be the body of his master. His stick was lying on the
bank.— Ipswich Express.
PUBLIC FLOGGING AT RAMSGATE.— Some of the
most respectable inhabitants of the town have expressed a de-
termination to call a public meeting under the following cir-
cumstances:—Recently a scene of flogging took place at the
Market-head of this town, upon a lad about 15 years of age,
for stealing two candlesticks, value 25., for which he was con-
victed, and sentenced to six months and hard labour, and in
the last month to be publicly whipped in this town. This
excited great disgust amongst the inhabitants and visitors.
It is upwards of fifty years since a similar exhibition has taken
place.

19,219
1,419
4,273
508
826
7,349
790
3,254
5,632
9,841
602
1,636
349
1,493
6,018
6,442
401
582
4,586
780
487
378
1,923 fi

(THIS DAY.)

HOUSE OF LORDS.

NEWCASTLE AND BERWICZE IRAIL'Untz.2".
ABANDONMENT OF TILE NORTHUMBER-
LAND ATMOSPHERIC LINE.

The Committee on these competing lines met this day, at eleven
o'clock, in the Court of Chancery, Lord Stradbroke in the chair.

The case for the preamble of the Newcastle and Berwick having
closed,

Mr. Sergeant WRANGHAM opened the case for the atmospheric line.
At the conclusion of the Learned Counsel's speech,
The CHAIRMAN said the Committee could not entertain the
atmospheric line on its merits, but they would go into the case as
a locomotive line, thereby placing both lines on their general merits.
Mr. Sergeant WRANGHAM—That being the case, my Lord, we shall
not offer evidence on the case. It would be but wasting time after
such a decis►on.

Mr. A nsrlN--Then I understand that the opposition of the corn-
peting line has ceased.

Mr. Sergeant WRANGIIAM—ExactIy so.

Lord Howick was then called to state the origin of the atmosphe-
ric line, which he said was originated to prevent the destruction of
Howick Hall,

The opposition from the landowners was then proceeded with
The landowners' opposition had only just opened when it was
said that an arrangement had been come to, and the opposition was
immediately withdrawn.

The preamble of the Bill was then proved, and the clauses were
gone through.

The Committee then adjourned to one o'clock on Monday, when
they will meet pro forma.

HOUSE OF COMMONS.
GROUP X.

LINCOLN AND CADIRILIDGE RAILWAY.
The Committee having assembled this day at the usual hour,
Mr. Cubitt, engineer for the London and York line, was placed
in the chair, and explained, at considerable length, the manner in
which lie proposed to obviate the difficulties and remove the ob-
structions, stated by Mr. Leather, to exist at various places on the
London and York line. The witness said he would make towing.
paths where the line of rail would impede the navi-
gation of canals, and viaducts where it crossed fields or
roads, private property, and bridges across rivers, &c. He
was cross.examined by Mr. HILDYARD, after which he said, in
answer to a re-examination by Mr. Sergeant KINGLAKE, that if the
bridge now proposed to be built at Boston should be found to im-
pede the navigation in any way a lifting bridge would be substituted,
to which no objection would be raised by any party. The banks
of the Witham were at present of an undulated form, and if the
water was to escape over the banks at all it would of course be
over the lowest parts of the undulated ground, but as the rail would
run parallel with those banks, they would be raised, in consequence
of the works, so that, in fact, the effect of the railway would be to
improve the banks.
Mr. P. SCROPE—You say there is to be a towing-path along the
banks of the canal, parallel. Is there to be a fence along by the rail
to prevent the horses being frightened by the engines P—Why, the
horses never are so frightened no w-a-days.—(Laughter.)
Mr. Wrigby was next called and asked a question about coals, to
which

Mr. WEBSTER objected, on the ground :that the Committee had
had this evidence twenty times before.
Mr. Sergeant KINGLAKE contended he had a right to ask the
question, inasmuch as his Learned Friend had given evidence to
the effect that the Winderworthmere coal and the Dukesmere coal
was equal, if not superior, to the Derbyshire coal.
The CHAIRMAN said, that if the object of the Learned Sergeant
was to disprove the evidence of Mr. Machon on this point, he had
a right to ask the question.

Mr. Sergeant KINGLALE said that such was his object.
The CHAIRMAN then desired the question to be put.
The witness then went on to say that the coals of Claycross had
to come to London to go to Vauxmall, which increased the expense
of transit. Witness had made inquiries so late as yesterday, and
found Derbyshire coals by no means in such good repute as the
Durham and Silkstorie.

To Mr. WEISTER—It was on the 3d of January he made his in.
quiries about the price of Derbyshire coal at Grantham ; the cost
of bringing coals to Stamford differs very much, owing to the dif-
ferent places it comes from, and the different routes it takes.
Mr. Sergeant KING LAKE—Can you see any reason why people at
Grantham should give 245. for Silkstone coal, when they
can get coals from Derbyshire of equally good quality for 18s. ?
—I may answer that question generally; I have spoken of the dif-
ferent coals according to the prices I found them bringing in the
market, and the quantity sold.
Mr. Bishop was the next witness, with a view, Mr. PAGET said,
to corrosorate the evidence of the last witness. Mr. Bishop said
he found Claycross coal so bad at the markets he inquired at, and
so full of sulphur, that nobody would buy them.
Mr. Wimberly was next called to depose to certain coach traffic,
with a view to rebut the evidence of Mr. Parks, who appeared on
behalf of the Cambridge and Lincoln line. The evidence was ob.
jected to, and the Committee declined to consider it; and when
they returned

The CHAIRMAN said the Committee had decided that the evidence
might be given.

The evidence was then proceeded with, and the witness said that
according to the Stamp-office returns, 17 coaches had been put on
the particular line in question, and 10 taken off.
Mr. HILDYARD contended that this was new evidence, and
therefore conceived he was entitled to be allowed till Monday to
test the accuracy of these tables before he could cross-examine
the witness upon it.

The Committee, having retired, declared that they would accede
to the Learned Ccunsel's proposal to adjourn the cross-examination
to Monday, but that both parties should confine themselves to the
Stamp-office returns of May, 1845, and in the meantime the other
evidence for the London and York line should be proceeded with,
(LEFT srrrixo.)
THE I:

_NFANT APPllo.—This very talented child,
whose musical performances are more wonderful than ever, has just
returned to town from an extended and most successful provincial
tour, and will make her tint appearance on Monday at the
Adelaide Gallery.

VISIT OF HER MAJESTY AND PRINCE ALBERT TO
GERMANY.—The Queen and his Royal Highness Prince Albert
will leave England for the Continent, according to present arrange-
ments, very soon after the prorogation of Parliament, which, it is
expected, will take place, if not by the end of July, very early in
the following month. The Prince Consort's birth-day, the 26,h of
August next, when his Royal Highness will enter upon his 27th
year, will be celebrated at Saxe-Gotha, during the visit of her Ma-
jesty and the Prince to their illustrious relative, the reigning
Duke and Duchess of Saxe•Coburgh and Gotha, where her Ma-
Majesty will be met by her royal mother, the Duchess of Kent
and several distinguished personages, who have arranged to be
present on that auspicious occasion. The Queen will be accom-
panied during her continental tour by the Earl of Aberdeen, the
Foreign Secretary. Her Majesty will proceed to Ostend in the
Royal Victoria and Albert yacht, and thence to Brussels, as at pre-
sent arranged, cn route to Germany.
MR. PIERCE EGAN.—The sporting world, and more
particularly that part of it who remember the ancient pugilistic
sports of bygone days, and their historians, will regret to hear that
this veteran writer is suffering severely from the effects of an acci-
dent on the Greenwich Railway, which took place on Trinity Mon.
day last, when he was thrown with several others on the ground in
consequence of a concussion with some carriages on the rails, as he
was descending from the carriage in which he had ridden. He has
received a severe wound on the knee and has been confined to the
house ever since.
DEATH OF LIEUTENANT-GENERAL SIR RICHARD
DOWNES JACKSON, K.C.B.—We learn by accounts received yester-
day that Lieutenant-General Sir Richard Downes Jackson, K.C.8.,
died suddenly at Montreal, on the oth of this month, in a fit
of apoplexy. The gallant deceased was Commander of the Forces,
North America, and was on the eve of returning to this country.
THE CHARITABLE SOCIETY OF DANCERS AND
TEACHERS OF DANCINO.—The annual general meeting of the
above society, instituted to support poor and afflicted dancers, on
or off the stage, was held yesterday afternoon, at Freemasons' Hall,
Great Queen street ; Mr. James Byrne in the chair. The Chair-
man having stated that the meeting was called for the purpose of
rendering a general statement of the funds and effects, proceeded
to read the annual report of the charity, from which it appeared
that the net receipts of a benefit at the Haymarket Theatre, in
August last, were 481. Is. 3d., the use of the theatre having been
granted by Mr. Webster gratuitously. The total income of the
charity was 4321. 12s. Bd., which included 51. from the Earl of
Shelburn, and a similar sum from the Duke of Devonshire. The
expenses for advertising, printing, rent, and sundry other items,
amounted to 2941. 7s. 9d. A balance therefore remained at the
bankers of 1381. 4s. 4d. The report having bees adopted, Mr.
Benjamin Webster, Oscar Byrne, and Mr. George Gilbert were
elected trustees ; and after the election of the committee and other
officers, an entertainment came off in the Hall, in which Miss Ade-
laide Byrne, a daughter of Mr. Charles Byrne, and a pupil of Mr.
Cipriano Potter, of the Royal Academy, played a concerto, by
Thalberg, on the pianoforte.

RAILWAY COMMITTEES,

(YESTERDAY.)

HOUSE OF LORDS.
CALEDONIAN RAILWAY.
This Committee met to.day in the Chancery Court to consider
this important line of railway communication. Members of Com-
mittee present, Lord Radnor, chairman, Marquis of Exeter, Lord
Kenyon, Lord Dufferin, Lord Walsinghani.
Mr. COCKBURN opened the case on behalf of the promoters of
the line, and pointed out at great length the advantag s which it
would confer on both England and Scotland, constituting, as it
would, the great line of communication between the two king-
doms. He then commented on the engineering peculiarities, which
he stated, with one exception, to be generally of a favourable cha-
racter. Some of the gradients he admitted to be rather steep, but
recent experience had shown that they could be worked with
perfect speed and safety. He next alluded to the opposition which
the railway had met with, which he was satisfied was far from suffi.
dent to warrant the rejection of such an important national commu-
nication. There was a rival line to this, but after three con-
siderations of their respective merits, decisions had been given
in favour of the Caledonian and against the other. The Royal Corn.
missioners and Board of Trade had given the preference to this line,
which decision had been confirmed by the recent Committee of the
House of Commons after a long, patient, and careful consideration.
The Learned Gentleman, after drawing a parallel between the rival
railways, showing that all the leading advantages were in favour of
the Caledonian line, proceeded to call the witnesses on behalf of
his case.

Mr. Smith, of Deanston, was the first called, who gave evidence
as to the nature of the country through which the line passed. The
line commenced at Carlisle, having a junction with the Newcastle
and Carlisle Railway. It went on to the Sark, which it crossed.
From thence it passed on to Ecelefechan and Lockerbie
to Beatock. The country, up to this point, was very
fine. From Beatock it passed over the summit level on
through Douglas„ to the point of divergence to Edinburgh and
Glasgow, near to Lanark, through a rather bleak pastoral country.
The two diverging lines to their respective termini went through
very valuable tracts of country. The country on the Glasgow
branch especially was very rich in minerals, coal, ironstone, and
lime. The railway would be of incalculable benefit in the car-
riage of those minerals, as they might be carried at one-third
their present rate. He had seen the traffic tables, drawn up
by Mr. Pare, and he considered they were founded upon very fair
data—rather under than overstated. The witness gave other evi-
dence of a similar character, the leading points have already ap-
peared in our reports of the Commons' Committee.

Mr. Croal and Mr. Piper, coach.proprietors, of Edinburgh, gave
general evidence as to the traffic between that city and the termi-
nus of the line at Carlisle.

MR. AUGUSTUS NEWTON AND THE BAR.—The
following order has been affixed in the hall of the Middle Temple:
—" The masters of the Bench having full) investigated the charge
preferred against Augustus Newton, Esq., barrister of this society,
and having heard him in his defence, are unanimously of opinion that
his conduct at the bar, as proved before them, has been in several
instances highly unprofessional, and is deserving of severe censure.
And they do order that he be excluded from the hall for the period
of two years from this date, and that this order be affixed to the
screen in the hall. Dated the sth day of June, 1845."
Late Times,
THE COAST GUARD.—The Lords of the Treasury
having directed that all seamen serving in the Coast Guard should
be registered under the provisions of the Act 7 and 8 Victoria,
chap. 112, with a view of maintaining a correct register of the
seamen employed in her Majesty's service, the Commissioners of
the Customs have issued instructions to the collectors and control-
lers of the revenue at the various ports throughout the United
Kingdom of Great Britein and Ireland, to register the chief boat-
men, commissioned boatmen, and other boatmen, mariners, ordi-
nary mariners, and boys of the first and second classes, serving in
the Coast Guard, and to issue the reluisite register tickets accord.
ingly, upon application being made to them for the same.
ACCIDENT ON THE BRISTOL AND BIRMINGHAM

Mr. Kinneir and Mr. Easton, of Glasgow, gave evidence to a
similar effect, as to the traffic from Glasgow, along the route of the
line.

Mr. Steel, of Carlisle, and the Lord Provost of Edinburgh were
severally examined as to the very great traffic and amount of popu-
lation that would be accommodated by the construction of the rail-
way; and also as to the:feeling of the inhabitants, which was repre-
sented as generally favourable.
The witnesses were subjected to cross-examinations at some
length by counsel on behalf of the Glasgow, Dumfries, and Carlisle
scheme, but no point of material importance was elicited.
The Committee then adjourned.

NEWCASTLE AND BERWICIE RAILWAY.
The Committee re-assembled this morning at the usual hour
in the Lord Chancellor's Court, and proceeded with the question
of investigation of the scheme which had been submitted to them ;
the Earl of Stradbroke in the chair. The engineering evidence
was gone into, when Mr. It. Stephenson, Mr. Harrison, and Mr.
G. Stephenson, the eminent civil engineers, were severally
examined in detail as to the course of the proposed line, and its
engineering capabilities. No new point was raised, and the entire
evidence adduced by those gentlemen was merely a recapitulation of
the statements which have already appeared in the most compre-
hensive manner before the public in the reports published of the
proceedings of the Committee on this railwLy in the House of
Commons.

After other evidence of a similar character the Committee ad.
journed until to-morrow.

STANDING ORDERS.

The Standing Orders' Committee met this day at three o'clock,
Lord Shaftesbury, chairman,
The following Railway Bills were set down for hearing :
The Manchester and Birmingham Railway (Ashton Branch), the
Lynn and Dereham Railway, the London and Brighton Railway
(Horsham Branch), the Londonderry and Enniskillen Railway, the
North Wales Mineral Railway, the Chester and Birken_
head Railway Extension, the Cornwall Railway, the Ashton,
Staleybridge, and Liverpool Junction Railway (Ardwick
and, Guide-bridge Branches), the Ulster Railway Extension, the
Manchester South Junction and Altrincham Railway, the Water-
ford and Limerick Railway, and the Bristol and Exeter Railway
Branches.

The Committee having proceeded with their inquiry, it was
declared that in the cases of the Cornwall Railway, the Manchester
and Birmingham Railway ( Ashton Branch), the Manchester
South Junction, and Altrincham Railway, that the standing orders
had been complied with.

The Lynn and Dereham Railway, the London and Brighton
Railway (Horsham Branch), the Londonderry and Enniskillen
Railway, the Ashton, Staleybridge, and Liverpool Railway (Ard-
wick and Guide-bridge Branches) were declared to be in ac..
cordance with the standing orders.

HOUSE OF COMMONS.
GROUP A.
NORTH KENT LINE.

The Chairman took his seat this morning at twelve o'clock, but
in consequence of the absence of two of the Hon. Members the
business of the Committee could not proceed.
The CHAIRMAN explained that Mr. M'Geachy was unwell and
unable to attend; Mr. Roche was accidentally absent, but on his
arrival the business of the Committee would proceed.
On the arrival of Mr. Roche

Mr. Sergeant WRANGHAM, on the part of the North Kent line,
said that in reference to the resolution of the Committee made last
evening, he proposed to put in evidence of the authenticity of the
letter from the Board of Ordnance, and also to remove any doubt
on the minds of the Committee as to the integrity of the Company
which he had the honour to represent.
The CHAIRMAN said that he did not think any imputation had
been cast on the North Kent Company.
Mr. Sergeant WRANGHAM then called

Mr. Bigham, Secretary to the Board of Ordnance, who spoke to the
authenticity of a letter from the Board of Ordnance giving their
consent to the passing of the railway under the common on certain
conditions, and put in in evidence a minute of the Master-General
of the Board referring to it. Mr. Hignet had received directions
from him to draw up clauses to be inserted in the Bill of the North
Kent Company, and to bind them to comply with the wishes of the
Board. These clauses were to be submitted to the Master-General
of the Board, and then to be sent to Mr. Stevens, the solicitor of
the North Kent Company. They had accordingly been drawn up,
and enclosed in the letter put in in evidence on Wednesday.
On cross-examination, Mr. Bigham stated that these clauses
ought to have been submitted to the Master of the Board before
they had be sent to the North Kent Company, but this paper had
not been submitted to the Master of the Board, and the letter in
which it was inclosed had not been approved of by the Board.
Mr. WIIATELEY then opened the case on the part of Lady Darn.
ley, and of the trustees of Lord Darnley, now in his minority,
against the

LONDON, CROYDON,
PENGTON LINE.
CHATHAM, AND OR.
. _

(Consisting of line from Sydenham to Chatham, line from Chat-
ham to Chilham, and project of a branch to Orpington.)
Mr. FoRSTER spoke to the injury which would be done by the
proposed line to Cobham Hall and Park, the residence of Lady
Darnley, and also to the beauty of the country in that neighbour-
hood.

Mr. Berkley,"an engineer and assistant to Mr. Stephenson, spoke
to the accuracy of a plan handed in by Mr. Whateley, and which
contained and contrasted sections of the proposed London and
Croydon and of the South-Eastern lines, and which showed the
superiority of the gradients on the latter.
Mr. WHATELEY then addressed the Committee on the part of the
petitioners.

RAILWAY.—On Thursday afternoon a fearful collision between two
trains occurred on this line. The train which left Gloucester at
half.past ten for Birmingham, on reaching Camp Hill, came in
sight of a train proceeding from Birmingham, on the same line of
rails, and ere the engines could be reversed both trains came into
fearful collision—one engine being completely destroyed and the
other very nearly so by the shock. These engines were the finest
and most powerful on the line. One of the engine drivers and
stokers jumped off, but the former was severely hurt, having fallen
on his back on the rails; the stoker was likewise hurt, but not so
seriously. The men an the other engine escaped. From thirty to
forty of the passengers are estimated to have been more or less
hurt, but it is not supposed that any of them were dangerously in-
jured. The moment that the accident was heard of at Binning.
ham everything was done by the officers of the company to afford
relief to the sufferers. The cause of the accident is said to have
been the leaving of the Birmingham train before the arrival of
the train from Gloucester, a thing altogether against orders. :The
whole circumstances, however, were to undergo official investiga-
tionlast evening.

A RUSSIAN COUNT, HIS COUNTESS, AND CHILDREN
BURNT ALIVE BY THEIR SERFS.—We have received from Southern
Russia the news of the tragical end of Count Apraxin, well.
known for his divorce from his first wife. This gentleman, who
treated his serfs with unheard-of cruelty, has, together with his
second wife and children, fallen a victim to their vengeance. The
infuriated people at midnight surrounded his castle, and having
gutted it of its contents, bound the inmates, and set fire to it.
The Count, who had freed himself, attempted to escape, but was
overpowered and beaten to death by this savage horde. The first
wife of the Count Apraxin bad married an Hungarian nobleman,
but the Pope would not give his consent to this marriage, which
besides was not reecgnised by law, her first husband being still
alive. The catastrophe which has taken place has now, however,
removed this obstacle, and the union having been sanctioned by the
Holy See, the Countess has been received at the Court of Vienna
and by Prince Metternich.—Debats.

In consequence of the absence of Mr. M`Geachy,
The CHAIRMAN proposed that the Committee should adjourn t
Monday.

Mr. MELLOR objected on the ground that the loss of two days
would be a serious injury to his clients.
The CHAIRMAN said that the loss would be only the remaining
part of this day, as in any case the Committee would not sit to.
morrow.

Atter some discussion it was agreed that the Committee should
adjourn till Monday, but that, if Mr. M`Geachy was still unable to
attend, the business should proceed in his absence.
The Committee then adjourned shortly after two o'clock.

GROUP K.
BURY ST. ED2Varzars AND CAMBRIDGE
RAILWAY.
The Committee on this railway met this morning at half-past
eleven o'clock, and commenced business by the cross-examination
of Mr. Braithwaite, the engineer, whose direct evidence was taken
yesterday.
This witness, in answer to Mr. GIRDEN, stated that there were
twenty-three public roads to be crossed upon the line and several
occupation ways. The paddocks in the neighbourhood of New_
market had raised the value of the land to more than 1,0001. an
acre, but though a few of these had been put in the schedule as
within the limits of deviation, none would be touched by the line.
He did not conceive that the frequent level crossings required in
construction would be either expensive or unsafe.
The CHAIRMAN stated that a very erroneous opinion existed on
the danger of level crossing. On the London and Manchester Rail:
way, on a distance of 35 miles, there were no less than thirteen
crossings on a level; and yet, though one of the most frequented
lines in the kingdom, not a single accident had occurred since its
opening.

Mr. Braithwaite, under cross-examination by Mr. RAwciNsoiv,
stated that 40 per cent., as mentioned in their Bill, would be amply
sufficient for the working of the line, including the expense of
keeping watchmen on the occupation and level crossings. The pur-
chase of land had been taken at 580/. per cent., including 50 per
cent, for severance and 50 per cent, for contingencies, The land
on the Eastern Counties Railway cost upwards of one million ster-
ling, or as much as the entire purchase was on the London and
Birmingham line.

ANOTHER CHILD MURDER AT GREENWICH.—Great
sensation has been created in consequence of another child-murder
having occurred at Greenwich. Late on Thursday night, as
Sergeant Wilson, of the R division of police, was going his rounds,
he heard some children say that a young woman, named Mary Ann
Eager, living at the "Cavern," under Blackheath-hill, with her
parents, had committed murder. On instituting inquiries, he dis.
coveredthat the report was too true. On going to the houSe of her
father, a working gardener, he learned that the young woman had
delivered herself, about three o'clock in the afternoon, of a female
child, and that, after doing so, she had destroyed life by cutting its
throat in two places with a pair of scissors. That she afterwards
proceeded clown stairs from her bed-room, to take tea with her
mother, and that the latter, suspecting something wrong from her
altered appearance, went up stairs, and found the infant lying dead
in a pool of blocd on the floor. Information was forwarded to Dr.
Oak Mitchell, of Royal Circus-street, Greenwich, and Mr. Hatch,
surgeon, Blackheath, who attended, and, after examining the body
of the child, declared it to have been born alive. The prisoner is
dangerously ill, and confined to her bed, under the surveillance of the
police.
ST. PAUL'S, COVENT• GARDEN.-SIGNAL DEFEAT
OF CHURCII.RATES —Last night a meeting of the ratepayers of
the parish of St. Paul's, Covent-garden, was held in the vestry.
room of the Church, Sir. James Tapster, churchwarden, in the
chair, to make a church-rate to pay off 297/. 15s, 10d., a balance
due for the repairs of the church. Mr. Thomas B. Simpson and
Mr. Ol➢ey having stated that the amount sought was the balance
of 659/. 3s. 6d , a debt Incurred for the repairs of the church and
churchyard in 1842 and 1843, after a lapse of fourteen years,
during which period there had been no outlay for the repairs of
the church, moved and seconded the adoption of a twopenny rate
to pay the balance. Mr. Walker opposed the rate, and moved the
adjournment of the question to that day six months.—(Hear, hear.)
Mr. Jolly seconded the amendment. On a division the rate was
negatived by an overwhelming majority. Mr. Colville proposed,
and Mr. Walker most willingly approved of, a collection being
made to pay the 2971. 158. 10d. Several other parishioners also
acquiesced in the proposition. A Is. 2d. poor.rate and Is. Id. im-
provement-rate were carried.

CHURCH-RATES.—A spirited contest regarding a
church-rate of 3d. in the pound, for the repair and enlargement
of the ancient parish church of St. Dunstan, Stepney, one of the
oldest and most interesting ecclesiastical edifices in the kingdom,
terminated yesterday. Both parties exerted themselves, and much
excitement prevailed in the parish. At four o'clock the poll finally
closed, and a few minutes afterwards the Rev. Mr. Vawdrey, the
rector, announced the numbers as follows :—For the rate, 840;
against the rate, 991 ; majority against it, 151. The rate was
consequently lost. A vote of thanks to the rector and churchwar-
dons was carried by acclamation, and the contending parties sepa-
rated amicably. It was stated the next step would be an appeal
to the Ecclesiastical Courts iii Doctors' Commons, and that the in-
habitants in refusing the rate were likely to be involved in consi-
derable expense and litigation.

Mr. Page, lessee of the tolls at the Paper.mills.gate, near Cam-
bridge, deposed to the traffic passing the gates annually to Bury,
deducing thence the probable amount falling on the line.
Mr. John Decke, the post-master, bookseller, auctioneer, ap-
praiser, land-agent, proprietor of stagecoaches, and an ex.mayor
of Bury (!), bore testimony, in turn, to the importance of the pro-
jected line to each and every branch of his varied business.
Mr. Muskett, the steward of the Duke of Norfolk's property in
the county from which his title is derived, expressed his opinion
of the importance of the line between Cambriege and But'', as
affording a link in the communication with Ipswich and the exten-
sive manufacturing districts contiguous. A produce of 45,000
quarters of barley finds its way into Hertfordshire, Cambridgeshire,
and Bedfordshire annually; and a merchant had informed him that
he alone would send 20,000 quarters of this amount on the line
to Cambridge, if constructed.

REPRESENTATION OF THE WESTERN DIVISION OP
THU COUNTY OF SUFFOLK,—PhiIip Bennet, jun., Esq., has issued
his address to the electors of this division of the county of Suffolk,
soliciting their suffrages for the representative seat in Parliament,
vacant by the lamented death of Colonel flushbrooke. Mr. Bennet
is a Conservative.

Mr. Kitchener, a solicitor of Newmarket, stated the feeling of
that town to be decidedly in favour of the line. The parishes from
Milden Ha'l in the north, to Lidgate in the south, uhich the rail-
way would accommodate, are 67 in number, with a population of
32,520 exclusive, and 76,531 inclusive, of the termini—the
population of Cambridge being 24,453, and of Bury 12,558.
Mr. RAWLINSON affirmed that the line actually went through no
more than a population of 10,900, and in that statement the Board
of Trade concurred.

Mr. Pare, the traffic taker, stated the capital subscribed for was
named at 330,0001.: the gross revenue anticipated on the line was
29,6021. Is. 4d., deduct 11,840/. 1 Gs. 4d., for working the line, and
a net annual return of 17,751/. ss.,giving a dividend of 5 1.3 on the
subscribed captital. The amounts had been obtained by anticipating
4,4221. ss. 4d. passengers by stage coaches, 2,524/. from travellers
by post and private carriages, 4,64 G/. from grain, coal, and general
merchandize, 1,375/. from live stock, and other smaller items,
leaving a total of passenger traffic returns of 11,153/. 10s. Bd., or
doubled, for increased accommodation, 22,307/. Is. 4d., and the goods
traffic making up the total of 29,6021. as the gross receipts on the
line.

THE CASE OF MR. OAKELEY.—It is expected that
Sir Herbert Jenner Fust will deliver the Judgment of the Court of
Arches upon Mr. Oakeley's case on Monday next, the 30th inst.—
English Churchman.

At Southwark Police-court, yesterday, a tradesman
named Thos:, Pym, of Bermondsey. street, was fined in the mitigated
penalty of ii)!. for aiding his son to desert from the Royal Marines
at Woolwich.

We are requested to state, that Colonel Fox, M.P.
for the Tower Hamlets, has been prevented by severe illness from
attending Parliament for the last three weeks.

Under cross.examination by Mr. GIRDEN, Mr. Pare explained
the mode he had adopted for finding the details of traffic and
passenger transit on the line, the system being the same as that
repeatedly described by the witness of placing parties at different
portions of the line to observe the number of persons travelling
over the route, and then doubled or halved according to a scale
applied to the circumstances of the district.

DEATH OF DEAN LE FAN 1.1.—0 n Friday morning,
at the Glebe-house, Abingdon, after a few days' illness, died the Very
Rev. Thomas Phillip Le Fanu, LLD., Dean of Emly, and Rector of
Abingdon, to the sorrowing affliction of his family and relatives, and
sincere regtet of leis friends and neighbours.--.Linierick Reporter.

The Committee adjourned at four o'clock till noon on Monday.

THE S N, LONDON, SATURDAY EVEN LNG, JUNE 28, 1845.

GROUP L.

The following has only appeared in part of our impression, for
want of space :

PORTSIVEOUTE ATMOSPRZTVEC MINE,

The Committee resumed the inquiry on this line on Thursday,
Mr. E. B. Denison in the chair, with all the members of the Corn.
mittee present, when
Mr. ALEXANDER replied en behalf of the promoters of the
line, and in the course of his observations introduced a very
happy illustration of the difference between impulsion and suction
by the figure of a spiral spring placed within a tube, and which, by
pushing at one end has all its springs compressed, and is at last
only forced out by main force and with great difficulty, while by
being pulled out at the other end is gradually drawn forth. The
convolutions nearest the end are first affected : they are elongated
and gradually separated from each other, each successive coil being
so acted upon as to present less and less resistance at each
draught of the drawing apparatus, till at last the whole space of
the tube is left vacant.
The CHAIRMAN here put into the hands of Mr. Alexander a
diagram, which he had sketched at the moment, exhibiting two
sets of parallel lines, which represented a long tube, through which
there was a series of lines drawn at right angles with the length,
so as to exhibit the state of the air within the tube. At one end
the lines were dark and closely put together ; the marks were gra-
dually less and less strong, and wider and wider apart, illustrating
the density of the air at one part, and the increasing tenuity to.
wards the end where the engine is applied, until the marks became
almost indistinct, and showed very forcibly the approach to a per-
fect vacuum which the engine would effect in the pipe.
Mr. ALEXANDER admitted very readily indeed, as all must ad-
mit, that this was a very excellent illustration of the resistance op-
posed by the air in the tube to the advance of the
train. He further went on to say that the actual advance
of the piston in the tube would accelerate the pro-
gress of the train by forcing the denser air towards the
place where it would be most readily acted upon by the exhausting
engine. He next adduced the evidence from before the Select
Committee of the House of Commons in the origin of railroads
upon the force of the locomotive engine, and in which it
was stated by the engineers of that day that not any
evidence had been given to show that the locomotive
engine ever could travel at a speed of more than four and a half
miles an hour—indeed, at any speed than that which was attained
on the canal, eliciting, as might be expected, a hearty laugh at the
difference between these anticipations and the result of travelling
to Exeter, 1944 miles, in four and a half hours. Mr.
Alexander then went through the evidence of the se-
veral witnesses against the atmospheric principle, taking
each on the particular point which they had been called to prove.
As we have already given the evidence on both sides, we need not
repeat Mr. Alexander's observations here, except to allude to the
point en which he particularly dwelt of the plans adopted
for obviating the danger at the stopping places, and which
be showed to be completely prevented by the arrangement
which could be made for that purpose. This was the
result of all the evidence which had been adduced. As to
the merits of the line and the principle on which It was to be
worked, this was shown by the advantage which would be
offered to get to the sea side to the public in London. Again, the
advantage by the charges was so self-evident that he need do no
n:ore than state them. The atmospheric promoters proposed to
charge for the first, second, and third-class passengers respectively,
2.1., lid., and id. per mile, while the South-Western Company
proposed to charge 3d., 2c1., and I id. per mile. The total charges
for the journey to Portsmouth would be 125., 95., and 65., for the
first, second, and third-class passengers, while the charge by the
South-Western Company would be 205., 14s , and 7s. 6d. for the
same distance. By the atmospheric line the promoters intended
to send fifteen trains a day, by ten of which there would be third-
class carriages, while the South-Western promoters only proposed
to send nine trains a day, and only one would be a third-class
train. To the Chichester and Brighton line there was no such ob-
jection as to the South-Western; on the contrary, the promoters
of the atmospheric line were quite ready to give up the branch to
Havant. By so doing, they would save about 120,0001.,
which might be applied to the formation of a double line,
if Parliament should think it necessary. The same observa-
tions would apply to the branch to Fareham, and the South..
Western Company might have that if they pleased. If those plans
were to be adopted the Portsmouth people would have a choice
of three lines—by the coast to Brighton, by Fareham to Bishop-
stoke, and by the direct atmospheric line to the metropolis. In addi-
tion to all this there was the fact that the direct line kept up the whole
of the old coach road through Hampshire. He deprecated the post..
ponement of the line till another year, for it was impossible to say
what changes might take place, and how far the shareholders
might be inclined to support it after the experience they had al-
ready obtained of the power of the South-Western
Company to crush their enterprise. By the establishment
of this line, the inhabitants of Portsmouth would be sure.
to obtain a direct line to London, for Mr. Cubitt stated that it
might be turned into a locomotive line. To that gentleman's cool.
ness of judgment, foresight, and general ability, Mr. Alexander
himself bore very high testimony, and whose skill and high qualities
he believed every engineer who had been examined would be ready
to attest. He trusted, therefore, that the Committee would
not subject the inhabitants of Portsmouth to the great in.
jury of delay, and with thanks for the attention and
consideration which the Committee had given to his remarks, he
left the matter with confidence in their hands.
Mr. COCKBURN, on behalf of the promoters of the South Western
line, advocated that line on the ground of the advantage to the inter-
mediate districts which it gave over the Portsmouth direct line.
With respect to coals, the evidence which had been adduced in favour
of the direct line was quite as much in favour of the Guidford and
Chichester line as the other, as Guildford, Godalming, Dorking,
and Epsom could be quite as well supplied by the latter as by the
former line. There was no evidence of the traffic between
Dorking, Godalming, and London. There was a project to make
a railway from Dorking to Epsom, which his client would not oppose.
And if, therefore, there was the traffic between those places and their
neighbourhood which had been stated, it would be abundantly supplied
by that Bill, which was, in fact, an extension of the Croydon Company,
and promoted under their protection. It was therefore not alto-
gether fair to keep this point out of the sight of the Committee, for
on this plea it was that the opposite party rested their chief claim
to consideration. Between Dorking and Godalming one railway
was not less than six miles further round, and in addition there
was a great opposition to encounter from the proprietors of estates ;
and this was a matter of great consideration, for it was a principle
that was universally recognised that Parliament would not
interfere except on the most urgent necessity. Be-
tween this point and Petersfield there was nothing
but a succession of commons and downs, heaths, wastes,
wilds, and, as Mr. Mangles stated, one of the most wild and
desolate districts in all England—going over the Devil's Punch
Bowl, and by the Hind Head, and traversing, indeed, a mere suc-
cession of sterile end thinly populated district. The line then
goes to Petersfield, at which place there was a market, which the
promoters of the atmospheric line endeavoured to put into compe-
tition with that of Chichester, and he adduced other matters, which
we have given in the evidence in chief, to show the differencebetween
the importance of the two lines. The tolls on the two roads also
proved the traffic on both lines of the road, and showed the great
superiority of the Guilford and Chichester line. But here he would
make an observation as to the weight which had been placed on
the evidence of Sir W. Jolliffe, that there was no doubt but that if
a railway were to pass through that district it might do good to
somebody, and the Committee would therefore have to throw over.
board all the evidence oil this particular point on both sides, espe-
cially as the coach traffic on the Petersfield line was at present
destroyed. Mr. Cockburn pursued the contrast between the evi-
dence for and against the traffic on the intermediate districts on both
lines, showing that the traffic on the South- Western line was far
superior to the other, and indeed between Godalming and Petersfield
there was no comparison. Godalming and Havant was common to
both, with the advantage of placing the former place six miles
nearer to London than it was on the atmospheric line. Chiches-
ter, which, next to Portsmouth, was the most important place on
the line, was made 19 miles nearer on the Guilford line than the
other to Hungerford-bridge. Mr. Cockburn then went through
the evidence as to the distances which had been stated by Mr.
Locke and Mr. Horne, and which we gave at the time, showing
the prevaling distance of the several places on the
line. The population on the two lines was as five to
four in favour of the Guilford line; and therefore, with respect
to both population and distance, the point was quite in favour of
this line. There was an advantage, too, possessed by the South.
Western Company in the two stations which they possessed at
Vauxhall and Hungerford.bridge—the former already in existence,
and the Bill for the latter having already passed the House of
Commons—while the other side only had the one at London-
bridge. In addition to this, there was the facility possessed by
the former Company in the ability to take goods out of the lighter and
place it upon the rails at Nine Elms, so that for timber and all other
heavy goods there would be an advantage which was not possessed
by the other line, and if the other line had the advantage of Dept-
ford-creek, there was, practically and in reality, no benefit to the
atmospheric company, as the goods could be conveyed to Nine
Elms in one tide, so that no extra expense would be incurred.
With regard to passengers, Mr. Horne stated, that before any rail-
way was established, all the coaches had been removed to the
west-end of the town, which showed that the tendency of the
traffic was to the west, and not the east ; so that, looking at the
stations, the advantage was evidently in favour of the South.
Western project. Further than this, it was a fact that the
Brighton Company were now about to apply more than 100,0001.
in making a branch from New Cross to Hungerford-bridge, in
order to avail themselves of the west.end terminus. The station
at London-bridge having the Brighton, the Dover, and the Croydon
lines all running to it, was exceedingly crowded, !and it would be
manifestly unwise to increase that inconvenience. The coolness
with which the South-Western project was lo.iked upon by the
Portsmouth people he was quite ready to allow. It had been an
unpardonable offence in the South-Western Company to choose
Southampton instead of Portsmouth. There had always been ajea.
lousy between the two places, and he feared there always would be.
But with respect to the delay which had been alleged as taking place on
the line, it was proved that the South-Western line was worked with
as much rapidity and punctuality as any other line in the country.
Then, as to fares, they had put in tables of fares of the other great
lines, and showed that the charges on those lines were the same as
those of the South-Western Company. The jealousy of feeling
should be left out of the question ; and if he had shown that one
line was shorter than the other, better for the intermediate
districts, and equally as good for Portsmouth itself, the others
wet e minor circumstances, and he did not think the Committee
would allow themselves to be prejudiced by any mere expresson of
popular feeling. Then there was the question of expense and
engineering difficulties. The gradients of the South. Western line
were far more favourable than on the other line. If, therefore, it
was necessary to make either line a locomotive line, the advantage
was clearly In favour of the former, and if it was thought necessary
to make the line an atmospheric line, the South- Western Company
were quite ready to make theirs an atmospheric line. In the
event, hots ever, of the atmospheric principle being inapplicable to a
long line, then the question of gradients became one well worthy of
serious consideration. It was readily conceded that on a short line
the atmospheric principle might be very efficiently brought into
action as between Dublin and Dalkey. But on a long line the
whole of the evidence had gone to show that the difficulties
in working the principle were so great, and would in-
volve such an immense expense to overcome them, that to all
practical purposes it would be totally inefficient. If, from the
moment that they had overcome the via inertiue of the mass they
had to put into motion, there were no other causes to oppose than
these would be to its progress, he had every reason to believe
that what was said by the other side would be true, but there were
such causes. The constantly opposing power of the increasing
density of the air in the tube after the first exhaustion would offer
such an obstacle as would In proportion to the increase in the
length of the tube impede the velocity of the train as at last to
bring it to a stand-still. Mr. Hawkesley had by theory arrived at
a certain formula, which had been confirmed by the practical
experiments of Mr. Stephenson. Mr. Alexander had put it on a
question of the credibility of witnesses. On the one side they had
Mr. Brunel, Mr. Hawkesley, Mr. Cubitt, and Mr. Samuda;
and on the other they had Mr. Locke, Mr. Bidder, Mr.
Hawkesley and Mr. Stephenson. Without additional experience,
who could decide between them ? With respect to Mr. Samuda's
evidence, it was not to be questioned but that Mr. Samuda was a
gentleman of great ingenuity and scientific attainment, but in this
instance an interested and, therefore, a suspicious witness. With
respect to Mr. Brunel, this was just the sort of thing to seize
upon a mind like his, which was always ready to grasp at a diffi-
culty which was to be overcome, and he would be ready, there 111
was no doubt, to undertake anything simply for the difficulty of itself
if for no other. Then as to Mr. Cubitt, he was precisely the wit-
ness for h:m ; and Mr. Cubitt had, with great prudence,
deferred laying down his line between Epsom and Croydon until lie
had laid down his line between London and Croydon,and he would
not lay down that line till all these Bills, or as many of them as
should be fortunate enough to get through the House of Commons,
got into the House of Lords. Mr. Cubitt was a prudent man. It
was plainly impossible for any man to say whether this principle
ever could be brought into action or not, and the question was
whether a line should be adopted which could be worked by the
atmospheric principle alone, or whether they should take a line
which, if that principle failed, could be worked as a locomotive line.
The South-Western line had, therefore, a scientific advantage.
They touched upon a better line of country, and reached the several
positions at shorter distances, and at less expense, both in the

formation and in the working. There was also great uncertainty
as to the passage of the trains, and an inflexibility about the sys-
tem which would prevent the atmospheric principle from supplying
the wants of the public, and they were involved in the inconsist-
ency of having the less i.owerful apparatus between London and
Epsom, where the traffic was the greatest, and especially during
the races in spring and autumn, and the more powerful apparatus
on that portion of the line where the traffic was least; so that
they proposed to bring the whole of the traffic of the Portsmouth
line on to the Epsom line, which was already overworked. Mr.
Cockburn then went through the estimates of expense given in
evidence, to show the amount in favour of the South-Western
line, and after throwing out a suggestion for a mutual formation of
the line between Chichester to Portsmouth, concluded his ob-
servations by stating that the formation of the atmospheric line
would offer no competition for the public advantage of Portsmouth,
but would entirely and unnecessarily injure the South-Western
Company. This being a better line in every respect, he trusted
the Committee would give it a preference.
The Committee then adjourned till to-morrow.

"...Yesterday being the day the decision was to be given upon the
several lines comprised in the Portsmouth group, a large number
of the promoters of the several lines was present at one o'clock,
the hour appointed for the sitting of the Committee, when shortly
after the room was cleared, and, after a deliberation of about two
hours,
The CHAIRMAN announced that the Committee had desired
him to state that they had decided that so much of the Bill for the
GUILDFORD, CHICHESTER., AND PORTS—

MOUTH MINE,

as referred to the line between Guildford and Godalming, be
passed ; that so much as related to the line between Farcham and
Portsea be passed, with a junction at Cosham.
PORTSMOUTH ATMOSPHERIC LINE.

The Committee decided that the preamble of the Bill for the
Direct Portsmouth line, as laid between Epsom and Ports-
mouth, be passed without a branch to Chichester. In stating this
decision, he particularly wished to say that the Committee ex-
pressed no opinion whatever on the atmospheric principle--either
for or against—but they thought that it was a line which ought to
be made, with due proteetion for Lord Grantley and the gentlemen
in his neighbourhood. The promoters of the atmospheric line
might lay down an atmospheric tube or not, as they pleased.
BRIGHTON, CHICHESTER, AND PORTS-.