The Liverpool Standard and General Commercial Advertiser.
Liverpool, Merseyside, England, 1838-06-22 00:00:00

SPAIN.

The Marquis of LoNtioNniitiay then moved for papers re-
' specting the arrears due to the Spanish legion, and the cor-
resppridence thereon, the supplies provided, Sic.; and, in-doing
so, his lo.dship addressed the house at eonsilerable length on
the conduct of her Majesty's ministers, and their policy in re-
gard to the. war in Spain.
Lord MELBOURNE said that there would be no objection to
the production of such papers, the publicity of which would out
be inconsistent with the public service.
Lord LYN DHURST strongly condemned the policy of' minis-
ters regarding the war in Spain,. and commented in terms of se-
verity on the proceedings and generalship of Sir De Lacy Evans.
• The Earl of CA RN A RVoN also condemned the proceedings of
government, which were the more particularly reprehensible,
inasmuch as their sanction of the legion tended to encourage
the trade in war, without any of the higher motives, but for.the
sake of the mere pay.

After remarks flout the 'Marquis of LA NS DOWNE, &C., the pa-
pery were ordered.

EIOUSE OF COMMONS.—TUESDAY.
There being only :37 members present at four o'clock, the
SPEAKER declared the house to stand adjourned till Wednesday.

HOUSE OF COMMONS.--WEDrinsnAx.
The lion. Mr. Hope took the oaths and his seat for Linlith-
gowchire._ . _ _

A nutnber of petitions on various:subjects were presented.
Other days were appointed for the dropped orders of yester-
day.

On the motion of Sir R. Peel, a select committee was appointed
to inquire into-the plans and estimates fotthe completion of the
bnildings of the British Museum.
On the motion of Lord J. Russat.i., a select committee was
appointed to inquire into the best mode of accommodation, in
Westminster Abbey, to members of th'e House of Commons, to
witness the ceremony of her majesty's coronation.
The Queen'' Bench Sittings Bill went through committee.
THE VIXEN.

Sir S. CANNING gave notice that to-morrow he should move
for the appointment of a select committee to inquire into the
circumstances connected with the capture of the Vixen hy a
Itti.,,aan frigate. lie took the earliest possible opportunity of
giviwznotice of his motion.

Lord J. 12 usSF.I.L said, he was. fearful his noble friend the
Secretary for Poreign Affairs would not be able to attend in his
place to-morrow„ as he was suffering from indisposition. He
therefore trusted, in the absence of the noble lord, the hon. mem-
ber would not press his motion.
Sir S. CANNING said he did not wish to press his motion at an
incouvenieut-4iine. ,

•
•
In answer to a question by, Mr. LIITELI„
1.0 J. Itu55'ELL said It was liot hii intention to proceea with
the Ecclesiastical Duties and Revenues Bill during the present
sesSiOn.•

Sir R. PEEL prystpoped the second reading of the Controverted
Elections Bill until Monday the 2d.of July.
The LORD A MinCATK moved that the Small Debts (Scotland)
Bill be recommitted.
Sir W. RAE opposed the motion. If the bill was recommitted,
it would be impossible to pass it through parliament during the
present session.

Mr. Git.r.oN said he would support auy amendment which
would have the effect of throning but the bill.
The gallery was then cleared for a division, when there ap-
peared—
For the re-committal of the bill II I
Against it.. lll
The Speaker gave the casting vote in favour of the re•com-
mittal of the hill.

The house then went into committee on the bill, Mr. Pryme
in the chair.

[Left sitting.l

The Earl of Mulgrave, they say, at the ensuing coronation,
is to be cleated Marquis of Normatibv. The order for the mar-
'chioness's coronet is already in the hands of Storr and Morti-
mer.—Court Gazette. [The noble earl's excessive couriership in
the royal stand at Ascot was generally regarded as betokening
something in expectancy.]
GREAT WESTERN COTTON FACTORY.—We hear that the
hands at the factory have this week been put into training, pre-
paratory to operations been prosecuted on an extensive scale.
Ile machinery is of the most beautiful •description, combining
the latest improvements with the utmost skill in workmanship.
—Felix Farley.
TYRANNY OF UNIONIST STONE-MASONS.—We have heard
of a case of persecution, by the operative stone-masons, of this
town, which we think deserves publicity, both that it may shew
the spirit in which the stone-masons' union is upheld, and also
because it may induce some person, wanting a workman, and
not tearing the unionists, to employ a man whose only crime, so
far as we can learn, has heen, that he would not belong to the
union. For this, he has twice within the past week, been com-
pelled to quit his work, by all the other masons threatening to
strike irhe did not do so ; he has been ill-treated; and his life
has been threatened, if he did not either immediately leave his
work, or submit to pay a fine of enormous amount, indeed equi-
Valcnt to Three weeks' or a month's wa!,es. This it was out of
his power to pay; and he has therefore been driven from his
work, and must be compelled to seek it elsewhere, through the
tyranny of the unirin, with its president, its secretary, district
secretary, and all the other officers, who contrived to allow
themselves a liberal amount weekly during the last winter, out
of the union funds, in the strike which they compelled the trade
to make, though nearly one-half of the men were wholly averse
to any such rash" and foolish proceeding. We are in posssession
of the mason's name and other circumstances, which we deem
it unnecessarY at present to notice; and we may add that we
should be glid. to convey to him any offer of work, either from
a mister mason, or from any gentleman who may have enough
to employ one man for a time.—Manchester Guardian.

DREADFUL ACCIDENT To AN ETON SCHOLAR.—On Thursday
evening a drendful-aeCiderir happened to the Hon. Mulles,
one of the students at Eton College, and son of Lord Sondes.
This young gentleman, who, is we understand, 15 or 16 Years of
age, went, %slava ;limber of his fellow-collegians, to the theatre,
and as they are accustomed to do—much to the annoyance of
the rest of the audience—commenced playing their usual pranks,
one of the most dangerous of which is, to get into the gallery
and let themselves down to the boxes and pit. It is surprising
that no fatal accident has ere now occurred to any of them in
trying that dangerous experiment, but it is hoped that the injury
done to Lord Sondes's son will operate as a warning for the fu-
ture. In descending (torn the gallery a fellow-student held his
hands, and another steed-in the boxes underneath, to guide his
feet to the pillar, when, unfortunately, the boy in the gallery
let go hiS hands too early, and Mr. Milks fell with great violence
into the pit. He was immediately taken up and carried to the
green.toom, where everything that could be thought of was done
by Mr. Penley, the manager, who.was evidently much distressed
at the occurrence. Sir John Chapman and Mr. Solev, surgeon's,
were sent for, and 'speedily arrived, when it was found that the
unfortunate boy had received a severe fracture in the head, and
other injuries of a serious character. The sufferer was imme-
diately taken home in a earriage, and an express sent to London
to Lord Sondes, who arrived with the family medical ;attendant
at about one o'clock in the morning. We understand that Mr.
Milks is now out oldanger, hut he still lies in a very bad state.
—Windsor Expre,s.
QVANTITY OF COAL AND LIME PRODUCED IN STAFFORD-
SHIRE.—If we assume that, on an average, six tons of coal' are
consumed in producing one ton of pig iron, and this certainly
does notesteed the fact. we shall have a consumption of 1,404,000
tons of coal annually in the smelting of juin alone. Of the
23400 toes of pig iron yearly produced. prodably about two-
thirds are converted into bar irun, thus requiring a vast additional
consumption of cital. Every colliery has one or more steam
engines for winding the coal ; most of them, an engine for draw-
ing water also; and in these engines the coal is most profusely,
or rather, indeed, extravagantly used. When we add to these
demands the consumption of the dense perefation of the neigh-
bouring district, of the manufacteriesof Birmingham, and other
places in the vicinity, the quantity einplo?ed for burning lime,
and other minor uses, i! will cot perhaps be ari exaggeration to
double the quantity used tor the iron fornacesalone, and to state
the quantity of cod produced by the South StakTord,s hire male
field, as a little short of three million tens per annum,—The
quantity of limestone quarried annually by processes ID OLe
laborious and expeesive ti' ,n are generally required in obtaining
this mineral, is mil inidese rving of notice. It is generally eon.-
sidered, that about !ere ton of limestone is required in smelting
a ton of iron; (bus giving
,a consumption of limestone in the
iron-works alone of more than 230.0(u) tons per annum. •If to
this we add the quantity used fin mortar and cement, manure,
and other purposes, it will be evident that the produce of lime- •
stone must equal, if not .exceed, 300,000 tons per annum.
Mirth:o Review..

FORBIG!`)T INTP,'LLIGENCB.

CONTINUED BLOCKADE OFTIIE MEXICANPORTS

The Delight Packet, Lieutenant Lory, arrived thismorning
from Mexico and the Havannah, having sailed from rumple°
on the 3d, from Vera Cruz on the Bth, and from the Favannah
on the 221 of May. This vessel brings a full confirmaton of the
active blockade of the Mexican 'ports by the French quadrou,
which commenced on the 16th of April, and was muntained
vigorously up to the Delight's sailing, although not ; gun had
been fired by either party. Only one vessel (the Am Eliza),
from New York, with a cargo of cocoa, cinnainor, &f•., had
succeeded in getting into port, and five others, two of which
were Mexican, two French, and one British, had beta stopped
in making the attempt, and sent to Sacriticios, wherethey were
guarded by the Hermione French frigatt. The givernment
still persisted in refusing to accede to the terms of tie French,
and appeared to be well supported by the majority if the peo-
ple iu that resolution, although it was daily becomiuk more and
mare evident that the pi iucipal resources of the Tieisury—viz.
the receipt of duties from the customhouse—would be cut off
The country was kept perfectly tranquil, though sevsral propo-
sitions had been made in Congress for the expulsion from the
republic of the French residents, and for the prohibtion of the
produce and manufactures of France under any flat whatever.
By a law recently passed in Congress. the former extra duty of
1 per cent. on valuation had been revived for the purpose of
repairing the Mole at Vera Cruz, and other public corks. This
duty was formerly charged 21 per cent. on the amour t of duties,
but on the principles of the new tariff would be equal to 3 1-3 d
per cent. on the importation duties.
The Delight has brought a freight of 315,000 (Wars from
Mexico, and the Alert packet, from England, was entering
Vera Cruz as she left. The privileges of the packet service
were fully recognised and respected by the blockading squadron.
The merchants on the coast were of opinion that the French,
if they maintained their blockade, would ultimately compel the
republic to come to terms from the privations theywould cause,
although their demands were universally considered roost un-
just. No conducta had recently reached the coos: from the
interior.— Times, IVednesday. . .

The following has been received at Lloyd's:
" VERA CRUZ, APRIL 24.
" Sir,—We have the honour of stating, for the information of
the Committee of Lloyd's, that the liing taiked of blockade of
this port by the French naval force was put in force on the 16th
of this month, which measure was officially notified to the differ-
ent foreign consular agents by the French. Consul here being
no prospect of an :ttpicable adj usttnent of the existiurifferences
with, and claim& orthe Fiench goYernment, without the inter-
vention of an Kuropean power. The French legation has left
Mexico and embarked on board the Hermione frigate, still at
anchor at Sacrificios.

" In our usual list you will find the vessels which have been
detained or sent to Sacrificios by the blockading vessels. The
New York packet, Ann Eliza, was fortunate enotigh.to reach
the port without being warned off. Her Majesty's packets are
allowed to enter and leave our ports without being molested or
interfered with. (Signed)
" PENNY AND CO., Agents tor Lloyd's....
" W. Dobson, Esq., Secretary at Lloyd's."

GREENOCK RAILWAY.

A small pamphlet, entitled a "A Letter to the §arebolders
n the Glasgow, Paisley, and Greenock Railway," has been for-
warded to us, and the perusal of it has given us additional
grounds l'Or placing confidence in the entire success of the under-
taking. The arguments are clear and convincing, and the ob-
jections which may be raised, as to the lowness of fares, &c., ap-
pear to be fairly met and answered. Sweeping assertions and
vague assumptions are not in place in discussing a question of
this kind. One fact is worth a dozen arguments, and figures are
the test to which railways, in particular, must fearlessly be
brought. Many do not trouble themselves with details, yet
these, in their aggregate, indicate the success or failure of any
scheme. It will surprise such individuals to learn that that there
are at present 70.000 persons travelling annuallyfivm stage to stays
along the line of railway, independent altogether crate traffic L.
tween the termini. Here we have at once, unconnected with the
river, so far as competition is concerned, a larger number of
travellers than the railway has credit for altogether. IVlany in-
terestiog facts, illustraiiveof the rates of increase consequeuton
superior speed, and numerous statistical details of the expense
and returns of other railways, render this little publicai ion really
valuable on grounds unconnected with its ostensible object. lu
conclusion, we may remark, that the author has completely
made out his case, and to use his own language, has demon-
strated "that in whatever way this question is viewed it is im-
possible to arrive at any other conclusion than that the railway
will be eminently successful." In this opinion we cordially
agree, and we would advise those who are still sceptical to read
and judge for themselves; and then, after making every allow-
ance for the natural bias of a partizan, to say whether the facts
and figures there set down do not dissipate their doubts. The
following is an extract from the pamphlet:—
I now approach what I consider will be the great triumph of
the railway—the thorough traffic between Glasgow and Gree-
nock. The number of passengers is stated to be 256,152, but
this lam satisfied is too small. Ist. Because that amount could
not remunerate the great number of steam boats-pl)ing. 2,1. It
is-too small considering the size of the terminal towns. From
the great attention that has lately been directed to this subject,
it may be said that there is now almost a fixed relation between
the population of towns and the intercourse between them, re-
gard being always had to the distance, and to the speed and ex•
pease of transport. But where these circumstances are
the ratio will be found nearly equal, For example, between
Edinburgh and Dalkeith, the speed is 8 miles per hour, and the
amount of intercourse is above 50 per cent. wore than the united
population. Between cilasgoVir and Paisley, the speed is 7 miles
per hour, and the intercourse about 80 per cent. more than the
aggregate population. 1 need not advert to the case of railways
with locomotive power, where the ratio of intercourse is infinitely
greater. For example, the population of Dublin and Kingston
is about 250,000. The railway was opened on 17th December,
1834. between which day and Ist March, 1836—being little more
than 14 months, the number of passengers was 1,237,800. On one
day -the number carried was 9851 The intercourse therefore
was above 300 per cent. more than the population. Between.
Glasgow and Greenock the speed is about 9 unites per hour,and
can it be believed that the intercourse is nearly 15 per cent.
less than the population ? The amount in the tables is therefore
too small, more especially seeing it has been proved so many other
&pint t. 1,4, ILI, c.v.. 111110, II V•W1L.642.1. 1.0 IJG 0../1"
rest, let us examine what proportion of the traffic the railway is,
likely to carry. '1 he great Majority of passengers travelling be-
tween Glasgow and Greenock are persons engaged in business.
Indeed,l have no hesitation in saying that a large proportion ofthe
whole number that land or embark at Greenock return the same
day ; thus making two voyages in one day. Now, suppose a mer-
chant in Greenock had a meeting in Glasgow at eleven o'cloek.
A.M., which would detain him two hours. If he travelled by
the steam-boat he would require to leave Greenock at eight
o'clock, before he had taken breakfast, and before he had
read hia letters or been at his place of' business. He would
leave Glasgow at one, and arrive in Greenock at about a
quarter past three. Ile would then read his letters for the first
, tune—after the banks were shut, and the business part of the
day past. In short, he would find that the day was entirely
spent by his visit to Glasgow. lf, on the other hand, he
travelled by the railway, he would breakfast with his family,
read his letters, see his clerks, give directions for the day, and
leave with the train at tU. He would leave Glasgow again at
one, and be in Greenock at two, an hour before the banks
closed, and its sufficient time to answer his letters and finish
his business of the day. Can there be a doubt which convey-
ance he svoidul choose ? Certainly not; and it is almost un-
necessary to contrast the expense, as any person, even in the
most trifling business, would gladly pay double fare for the
saving of time; but in this respect also the advantage is iu
favour of the railway. Fare up and down in steam-boat, 35.;
breakfast, Is. 6d. Omnibus fare to and from Broomielaw, 6d.;
in all, ss. Railway, up and down, 4s. The time paved by the
railway in two trips will be about three hours. Now, if it has
been established that two-thirds of the passengers between
Manchester and Birmingham prefer the quick to the slower
trains, and pay 7s. in order to save three quarters of an hour,
and that more than half the passengers between Liverpool and
Manchester pay Is. 6d. to save about an hour, surely at least as
great a proportion of the passengers between Glasgow and
Greenock will prefer the railway to a steam-boat, if they can
save an hour and a half and travel for rather less expense.
I have heard it stated as an objection to this railway, that the
fares must be higher than the existing means of conveyance;
and reference is frequently made to the Liverpool and Man-
chester railway. But this objection arises from a want of
knowledge of the circumstances of the two railways. By the
last reports, it appears that the Liverpool and Manchester line
cost £1,360,095 14s. 2d., or nearly £44,000 per mile; while the
line to Greenock will only cost 400,000, or about £lB,OOO per
mile. The enormous expense at Liverpool was in a great mea-
cure occasioned by circumstances peculiar to that line. For
example,. the railway company built extensive warehouses,
where goods were stored free of charge, as similar accommoda-
tion was given by the canal companies. The warehouses and
stations cost about £800,000; and I believe at least half that
expense was occasioned by the warehouses, and great addi-
tional extent of ground they rendered necessary. 2d—There
are two tunnels at Liverpool, which cost about £200,000. 3d
The rails and blocks at first laid along the line were insuffi-
cient, and have since been entirely renewed. 41h—The
ap-
proaches of the two towns were expensive; and there were
several engineering difficulties on the line, which were oniy
overcome at very great cost. I have no means of ascertaining,
the expeese occasioned under the two last heads. But the two
first items alone amount to £350,000. The circumstances of
the trade between Glasgow and Greenock are tbarefore differ-
ens, and there is nothing in the line to render these of any
similar expenses necessary.
The difference in the annual expense of working the two_
lines will be equally striking, and I will select from the reports
of 1837 a few of the heavy charges on the Liverpool liue that
will not affect the railway to Greenock.
Cartage at Manchester £6684 11 11
Do. at Liverpool
These charges being exclusive of the
. expense of parcel carts for the delivery.
of light guilds—which will also be a
charge on the Greenock line, and are
therefore not stated here.
Taxes and rates
Stationary engine disbursements 1599 4 10
'runnel disbursement 89.3 8 8
North tunnel

L 18,250 1 5
To this should be added the large warehousing disbursement,
agents' and clerks' salaries, porters' wages, and the heavy cost
of purchasing and keeping up a large number of horses. This
must amount to a great sum ; but as I have no means of ascer-
taining the exact amount, I omit it altogether.
Here then is an annual expense of above £lB,OOO. on the Li-
verpool line, which will be necessary on the Greenock line.
But this is far from constituting the sole, difference. The
comparative expense of working two railways depends almost
altogether upon their gradients. The charges for maintenance
of the railway, and for coach and waggon disbursement are also
greater, as the concussions occasioned by the heavy descending
trains are more severe than when the same load is propelled
along a level. On the Liverpool and Manchester Railway there
are inclinations of l in 48 and 1 in 72 in the tunnel, and of 1 in
90 and and 1 in 96 on the line. Whereas for about half the
length of the railway to Greenock, the steepest gradient is 1 in
1200, and the steepest on the whole line is lin 360. The line
is besides singularly adapted for the economical application of
locomotive power. For example, the heaviest load will be be-
tween Glasgow and Paisley, and the steepest inclination on that
pert of the line is lin 1200. Neatly one-halt' of the train will
be left at Paisley, and the same engine will proceed with its
diminished load to Port Glasgow, on which part of the line the
grallieni of 1 in 360 occurs. At Port-Glasgow the train will
receive a considerable accession of passengers, which the same
engine will he enabled to carry forward, at even greater speed; •
as the line from Port-Glasgow to Greenock is a dead level. It,
is therefore a singularly favourable circumstance in this rail-
way, that the inclinations, slight as they are, occur on. the por-
tion of the line where the load will always be lightest.

Mr. Poolett Scrope has calculated that the average increase
f the population or these kingdoms is a thousand per day,

THE LIVE .POOL. STANDARD