The Sun. — London, England, 1846-03-31 00:00:00

13 [MAY COMMITTEES. (YESTERDAY.) HOUSE OF LORDS. it Lordships assembled this morning at eleven o'clock in the liancellori Court. The Earl of Auckland in the chair. e 7Pral alterations were proposed to be made, and several clauses added to the Bills, which form the group upon the merits of which the Committee have to decide. Their Lordships adjourned at one o'clock to consider the effect of these alterations, and also to decide upon the merits of the severe Bills before them. Their Lordships will re-assemble at half-put four o'clock, for the purpose of announcing the decisions to which they have arrived. The Bills under theie consideration are the : Dublin, Dundrum, and Enniskerry Itailway—Dorrington and Co., agents. The Dublin and Kingstown Extension to Bray—Burks, Pritt, and Co., agents. Dublin and Sandymount Atmospheric Railway—Waddy, agent. Wexford, Carlow, and Dublin Junction Railway—L. Smyth, agent. Waterford, Wexford, Wicklow, and Dublin Railway—Burke, Pritt, and Co., agents. The clauses sought to be introduced are for the most part at the instance of the Poor-law Commissioners (Ireland) and the Commis sioners of Customs (Ireland), for the protection of the public pro perty. There is also a clause proposed to be inserted to provide for the protection of the navigation of the river Blaine, near the town of timiscorthy, from any injurious effects which may arise from the formation of the intended railway by building bridges over the rive". Their - Lordships assembled at a quarter-past four, according to ad journment, in the robing room of the House of Lords. The promoters of the Waterford,; Wexford Wicklow, and Dublin, and - the Wexford, Carlow, and Dublin Railways bad, it appeared, during the interval of their Lordships' sittings come to some arrangement by which each company was to derive certain mutual be.nelits ; also, that the Wexford, Car low, and Dublin Railway Company should have the power to lease that part of the Dublin and Kingstown Railway which extended from Kingstown to the bridge of Bray. ver was &Ist) sought, by the introduction of another clause, to enlarge the station at Dublin of the Dublin and Kingstown Railway Ccmpaay. The decision of their Lordships will not be delivered upon the sc -veral linos until to-morrow (Tuesday). COR,X AND V7ATMCFORD. The Committee, consisting of Lords Stafford (chairman), Cadogan, Bishop of Ely, lianfurly, and De Morley, met this day shortly after tleven o'clock, and entered on the merits of this line. The Hon. J. C. Talbot, Q.C., and Sergeant Murphfwere counsel for the promoters of the Bill ; and Mr. Hatchell, Q.C. (Irish bar), and Mr. Merrewether, were counsel for several gentlemen opposing the line. The Hon. Mr. TALBOT stated the case for the promoters, and de tailed the facts as set forth in the preamble of the Bill, touching the correctness of which Thomas Wyse, Esq., M.P., was examined. He proved the importance of the cities of Cork and Waterford, the amount of traffic existing between them, also the amount of exports and imports, and several other material facts, all of which he con ceived established the necessity for a line of railway communication Letween both cities. The projected line contemplates the connexion of several important towns by means of branches, such as Middleton, Youghal, Lismore, Cappurgin, Tallow, and Dungarvan. DUBLIN ELND ItNNISILrIasEN. The Select Committee of the Lords on the Dublin and Enniskillen Railway resumed their labours this morning in the Rolls' Court ; present the Marquis of Salisbury (in the chair), Lord Jersy, the Earl of Waldegrave, Lord Charleville, and the Bishop of Oxford. Mr. Sergeant was the first witness called this morning in support of the promoters' case. Ins evidence was similar to that given by the poeceding witnesses on Friday last. Cross-examined by Mr. MURPHY (counsel for the Dublin and Bel fast Junction Railway Company)—Did not believe that a railway from Kel:s to Drogheda would give considerable accommodation to the public. Did not consider it a matter of public Inconvenience if the Dublin and Enniskillen should run from Kells, and exclude Drog heda ; it might cause inconvenince to a few parties. Re-examined —I think that the mere interval between the two termini, in the town of Navan, would be of very little importance compared with the sending of people round from Navan by Drogheda to Dublin. _ . _ Rev. Robt. Hamilton, incumbent of certain parishes in the county of Mea'h, preferred the Dublin and Enniskillen to the two other competing lines, and the feeling of the people of that district was of the same description. He was present at a county meeting held in Cavan, where it was decided that this line would uneoubtedly give better accommodation than its rivals. He fully concurred in such parts of the previous evidence as he had heard. Cross-examined by Mr. BOYLE—The meeting alluded to was in March, 1845. He did not know when the North Midland project came into existence. Of the two projects that were brought under the consideration of the county meeting, they decided that the Dublin and Enniskillen should be preferred. He believed that there hod not been any public meeting at which the North Midland scheme was brought under consideration, but he was of opinion that the people would prefer the Dubin and Enniskillen to it. Re-examined—Had heard that the promoters of the Belfast Junc tion and the North Midland were the same parties. Mr. Win. Keiran gave similar evidence. Mr. John Needham, merchant, Londonderry, deposed that he had been engaged In mercantile transactions upwards of 20 years ; that he had had du:ing that period considerable intercourse with the merchants or the counties of Donegal, Tyrone, Londonderry, and iermanagh, and he believed that they were of opinion that a combi netioa of the DUblin and Enniskillen and Coleraine Railways would attltnl excellent communication between the metropolis and those counitea. dr. Masser& civil engineer, stated that he (under the directions of air. Stephenson, the Company's engineer) had surveyed the whole of the line (77 miles and 2 furlongs) and the branches. There were no engineering difficulties. The estimated cost of the works would be E'er excavation, 217,2981. ; masonry, bridges, public roads, culverts, &c., 111,5001. • tunnelling, 11,7001. ; permanent way, 433,9001.; stations, 32,00431. • contingencies, 101. per cent. ; purchase of land, 233 2901., making an aggregate of 900,2771. That portion of the lane between Dublin and Kells would be single, but provision had been made to convert it into a double one if necessary. rr. ROWE, on the part of the Dublin and Belfast Junction, said that jr. Stephenson, the engineer in chief, ought to have given this evidence ; but the objection was overruled. Examinatizei resumed—He had been careful in the surveying of the line not inlerfere with gentlemens' estates, although there was one trifling plantation which would be crossed. 71 e North Midland scheme was not brought out before last summer, and since that lime they had been assimilating their project as much as possible to that of the Dublin and Enniskillen Company. Cress-examined—Mr. Robert Stephenson, the engineer-in-i hi had been twice or three times over the proposed line. The pla is were made in the autumn of last year, partly by witness, and super intended by Mr. Stephenson. This company proposed having a ter minus in 111,ssington-street, Dublin, but it was probable that an ar ranegemeet would be entered into with the Mullingar Company, in which event the two companies would have a common terminus. The proposed terminus of this company would be about three and one-third furlongs from the Dublin Canal; that would be in the out shirts of Dublin. The cost of that terminus, including the branch from the alullingar line, had been estimated at 32,700/., 10,0001. of that sum being set apart for the expense of making the etetion. Only three mud-wall cabins would have to be removed. They would pass Eccles-street by an arch 17 feet from the roadway to the rails, leaving 16 feet clear headway to the public. That was the distance of 450 feet from the station. At the terminus they would be about the level of the ground. They would pass the cir ruler road, which was 60 feet wide, and was not very much fre nuted, at any rate, not more than any other public road in Dublin. 'They proposed to pass it by three arches; one for carriages, and mo smaller ones tar toot passengers on each side of the road. They would also have to cross the l'hibsborough-road, being about 50 feet wide; they proposed to leave 35 feet fur a carriage way, and 15 for feet ways. Th,,y would have also arches over the canal and Eccles street. The expense of the bridge across the circular road would be 2 Ixll., and of iron, the abutment.; being brickwork. The expense of the arch oeer the l'inbsborough-road would be 2,507/. ; of that over Eccles-street, 3,1091., and of that over the canal, 1,2001. The ex pense of the embankments there would be 4,8221. They would obtain the greater portion of the earth-work from a cutting of their own, and the remainder from the spoiled embankment of the Mullingar Com pany The expense of the arch of the Royal Canal, at Clonsilla, would be I,soo/. The above estimates were according to the present prices of labour and material. The line ran through a grazing country, and it was necessary to take extra care about the level crossings ; but gates would be erected to prevent cattle from straying upon the line, and parties would be appointed to guard the gates. The steepest gradient in the proposed line was 1 in 104, which would extend over three quarters of a mile. He consulted Mr. Stephenson about steep gradi ents, and he did not express any disapprobation of them. He first wait over the proposed line in 1844. He was not aware at what dine Mr. Stephenson lust saw the line. The deepest cutting would be 200 feet, and the highest embankment 34 feet. The expense of the Boyne - Bridge would be 3.2001. ; there would be three arches. Ile-examined—The whole of the roads which the line would pass on the level (with the exception of one . ; were mere roads to farms, Roc. Engineers of the present day did not consider 1 in 104 to be a steep gradient. At this stage of the proceed ngs, The Noble CILIIIIMAN stated that the Dublin and Mallingar Rail way Company had presented a petition against the scheme, but he was afraid that lie must report to their Lordships that that company had no right to he heard, inasmuch as this was not a competing line, and (we believe) also on accutint of their petition not having bent lodged in sufficient time. Mr Ross, assistant to Mr. Hansard, was the neat a itness called in support of this line. The opposing counsel insisted on having the evidence of Mr. Ste phenson, the engineer-4n-chief Of the line, but as that gentleman was not is attendance, the Committee adjourned until Wednesday. HOUSE OF COMMONS. GROUP IV. The Commit t ee Met to-day at twelve o'clock. Present —Mr. Hope (chairman), Mr. Wilshere, Viscount Chelsea, Viscount Bernard, and Sir R. Howard. Counsel stated that the Great North of Scotland line was opposed by three competing lines—the Aberdeen, Banff, and Elgin, the Perth and Inverness, and the Inverness and Elgin Junction ; but as neither of these three had been read a second time, it would be im poesible to proceed with the great trunk line. The Alford Valley line, the Great North of Scotland (Eastern Extension), and the Dee side line, were either parts of the system called the Great North line, or were branches dependent upon it, and that therefore it would be inconvenient to take them prior to the consideration of the main trunk line. The slommittee were inclined to proceed with the Banffshire line. bnt parties appeared for the M o rayshire Ra dithlway, which ra had not of that et passed the standing orders, and opposee consideration line till the Morayshire v as in a COnditiOn to be placed before the Committee at the same time. Strathtay and Breadalbano was an unopposed l ine, and will, there be referred to Mr. Greene's Committee. At this disposal of the whole group, the room was cleared, that the Committee might consider whether they could proceed with the itanfnhire Railway. When parties were admitted, they were informed by Mr. Hope, the Chairman, that the Committee would report the circumstances of the different Bills in the Group to the House to-night, and take the opinion of the House upon them. Considering, however, that those Bills, which would be read a second time to-eight, could n ,t be taken up by the Committee till one day before Easter, it was itn pessihle that the Committee would meet till after Easter ; but of that due notice would be given. The Committee then adjourned. GROUP VI. The Committee decided, in the case of THE SCOTTISH MIDLAND TUNCTION DILANCHES, that the preamble of the 11;11 was proved. The several clause were also agreed to. PLUMS AND cruErr. This line was ne;ct proceeded with. The CHAIRMAN stated that he was perfectly willing to hear all the evidence on both sides, but the opinion of the Committee was most certainly decidedly contrary to the Bill. GROUP VIII. The Members having charge of the Bills which form Group VIII , met this morning at twelve o'clock, Mr. Hawes chairman. The lines which form this Group are the North British—Cale donian, Leith Junction—Caledoni an , Mid-Lothian Junction—Edin burgh , Leith, and Grant= (extension and branches) —Edinburgh and Leith Atmospheric — Carnwath and West Linton—Ease Lothian Central Tyne V a lley—Edinburgh and Peebles—North British (Bar ?rich branches Edinbtrgh, ith, L ant G ran t on A men d men t. Vie Committee proceeded with THE NORTH HRITT.Ou. and proceeded to examine .J. Wilson, who stated that the line was generally supported by t h e inhabits:as and occupiers of land in his neighbourhood. GROUP Tx. This Committee met to-day at twelve o'clock, Lord Worsley i n th e cbatr. All the members of the Committee were present. GENERA.I. TEILMINITS AND EtAR-SOUR RAILWAY. The Committee, according to previous arrangement, entered upon the consideration of the clauses of this Bill. Mr. Sergeant ANDREWS intimated that an arrangement had been made between the promoters of the General Terminus and the West of Scotland Junction respecting the port:on of the latter scheme on the south side of the river, which competed with the former, by which the opposition, as far as the General Terminus was concerned, would be withdrawn. The clauses were then read seriatim, and up to 26 inclusive agreed to. As the Chairman was called away to give evidence on a Bill in another . Comrsitte• -room, the further consideration of the clauses was put off till Wednesday, at half-past eleven o'clock. WEST OT SCOTLAND JUNCTION. - The case on behalf of this line was then resumed. Mr. COCKBURN. on behalf of the promoters of the Bill, said that he proposed to meet the difficulty stated on Saturday by laying down a third line of rails in the tunnel, by which the mineral trains going up an I down to Glasgow Harbour would pass along it without the possi bility of meeting with the passenger trains. The Learned Gentleman %hen called his witnesses on the point. Mr. Miller, civil engineer, was examined, and said, his attention had been given to the point submitted on Saturday last. He cotteidered the difficulty would be got rid of by laying down a third line of rails. The Bill of last session for forming a tunnel gave powers sufficient to make it wide eonugh for three lines of rails. This would do away with the junction in the juonel. There would still be a junction at the point where the mitu:ral branch diverged from the main line, but that would be in the open space or lantern in the tunnel, which was_in daylight. This ()peeing' was about 80 yards long and 27 feat wide. The cutting was about 35 feet deep, and perpendicular. The space could be made much wider if required. This would remove the danger,, in his opinion. The junction in the open space or lantern would be from a gradient of ene in 42. The electric telegraph would also be worked so as to give information at any point. The cross-examination did not elicit any points of importance. Mr. Rastrick, engineer of the London and Brighton Railway, and who laid down the Edinburgh and Glasgow line, gave evidence in corroboration of Mr. Miller's evidence. He was perfectly satisfied that with the laying down of the extra line of rails and the prezau tions proposed to be taken, all danger would be removed. A tunnel of a similar character, with a single line of rails, was worked on the Gravesend and Rochester line with perfect safety. Mr. Eadle, the working engineer of the Edinburgh and Glasgow line, gave evidence strictly as to the ease and satety with which the present tunnel was worked. He was satisfied that the junction could be worked with perfect safety. Mr. Brunel, who was to give evidence on the same side, being de tained in another Committee-room, it was arranged, till that gentle man was at liberty, in order to save the time of the Committee, that Mr. Robert Stephenson should be called and examined against the proposed junction in the tunnel, and on behalf of the petitioners against the Bill. Mr. Robert Stephenson, examined by Mr. Hens—He had ex amined the plans and sections of the West of Scotland Junction, and he considered that with two such junctions as proposed, the charges would be considerable. The proposition of that morning for laying down an extra line of rails would, to some extent, meet the difficulty, still not to such an extent as to meet his objection. He was entirely opposed to any divergence in a cutting which would be nearly as bad as in a tunnel, and as dangerous. The whole difficulty would be met if two tunnels parallel to each ether were formed. Still he thought it would be better to go four or five miles round to avoid such a junction. The witness was cross-examined at some length with the object of showing that as great difficulties were prominent in working lines elsewhere. With only one engine at work in the tunnel at a time, the danger would be removed, but the traffic would be so great as to render such a plan inoperative. It could not at all accommodate the traffic. Generally he was satisfied that, if the through traffic was properly accommodated, it would not be impossible to work the tun nel with safety. There must be often more than one train passing in the tt snel, hence the possibility of danger. Mr. Locke, civil engineer, gave evidence almost precisely to the same effect.' The Committee then adjourned till to-morrow at twelve o'clock• when Mr. Brunel will be examined. GROUP xi'. GLASGOW AND WEST or SCOTLAND DISTRICT. The Committee on this group of Bills rib-assembled in the Court of Common Pleas, at twelve u'cloct, Mr. V. Smith, chairman. ATILSHIRE, BRIDGE or WEIR, AND PORT GLASGOW' JUNCTION. llipsort he promoters, Mr. Kildyard and r and Greenock Company. Mr. liosz opened the ease for the promoters, He stated that i oPe Forsyth andS7 f o r Thomas the opposin g i' Glasgow the proposed line was promoted by the Glasgow and Ayr Company, in order to supply the wants of Port Glasgow and Harbour, and the intermediate district. The line was above 15 miles in length ; the estimated cost was 300,0001. The Learned Counsel stated that the Glasgow and Greenock Company had, on the passing of their Bill, taken powers to supply a branch to the Pert Glasgow Harbour, which they had, however, neglected, until the powers had expired. Sub sequently, in 1840, they had been again before Parliament ; they had again been granted these powers, and again they had thrown the people of Port Glasgow overboard, and given all their energies to the furthering of the Greenock traffic. He should call witnesses to prey., that by the line proposed the district he had referred to would be more fully accommodated than by the opposing scheme patronised by the Glasgow, Paisley, and Greenock Company. Mr. Murray, Provost of Paisley, proved that omnibuses left that town to catch the Ayr Railway at Johnstone, and the ordinary mode of reaching the Bridge of Weir was by taking that line at Johnstone. He thought the construction of the line would be of great advantage to the town of Paisley, as it would connect it more immediately with the now neglected portions of Ayrshire. Crossly, Hurston, and Bridge of Weir would be greatly benefited by a short and direct line to Paisley and Glasgow. Mr. Montgomery Johnstone, a millowner, consumed about 260 tons of cotton-wool per year, which, if the present lines were con structed, would probably be brought into Glasgow, but lifted at Port Glasgow. The branch promoted by the Glasgow and Ayr Com pany was much superior to its rival, the Glasgow, Paisley. and Greenock branch. _ Mr. Henderson, millowner, Linwood, gave similar evidence. Mr. Colquhoun, M.P , proved that a clause had been inserted in the Bill of the Glasgow and Greenock Company, in 1840, compelling them to lay down a branch line to the Port Glasgow Harbour, simultane ously with the constructing a line to the Greenock Harbour. fhis clause had, however, been avoided by the trustees of the Greenock Harbour—not the Company—having constructed the branch to the quay. Mr. Fordyce had been land agent for several proprietors in nen frewshire. He spoke to the benefits which would be conferred on the district by the importation of minerals from places in Aytahire. The oy wing scheme would not be nearly so beneficial. Captain Spiers and Mr. Maxwell Alexander gave similar evidence. Mr. Brown, a magistrate of Port G asgow, referred to the periods of 1835 and 1840, when powers were given to the Greenock Railway Company to make a branch to the town and harbour, the insertion of the clause alluded to by Mr. Colquhoun, and the non-construction of the branch afterwards. A branch was made to the Greenock Harbour, which gave that port an undue advantage. The area of the Port Glasgow Docks was thirteen acres. The tonnage inwards was 42,300, mid outwards 39,000, and they had a good foreign trade with the East and West Indies, with the United States, and other countries. This line would be highly beneficial to them. Mr. Archibald Burrell and Mr. McLaehlan, alto merchants and shippers, of Port Glasgow, corroborated the previous witness. The Committee then adjourned. GROUP XIV. NOR'= KENT. The Committee on this line met to-day at twelve o'clock. Mr. Maaasserrnea called Mr. Robert Wilke of the firm of Plgon and Wilks, of Dartford, who stated that the composition called " mill cake" is an extremely ex plosive material, more so than when finally made into gunpowder. An explosion of mill cake occurred at his mills in 1833. The quantity ignited was 2 cwt. A man and a boy were killed. The boy was 52 yards distant from the ignited composition. The man who was in the charge house when the explosion took place was blown to a dis tance of 195 yards 11 - om the mill; nine incorporating mills were de• stroyed. The nearest was 30 yards, and the most distant was 90 yards from the place of the explosion, The fire communicated to the second charge house and fired 40 barrels of powder, and destroyed two-thirds of witness's house. The CHAIRMAN said that he did not see the objeet of this examina tion. The Committee were sufficiently well acquainted with the dangerous qualities of gunpowder. Mr. MEREWETHER said that his object was to show the danger of the proximity of the proposed line. He also appeared as counsel for the South-EasteruCompany, and the asking of these questions now would save trouble at a future time. Mamma in oontinaaticfn —An esisfloston has taken *tee at his mills caused by a spark from a chimney 204 yards distant. Has signed a petition, which was signed by nearly every powder menu_ facturer in the kingdom. It was against the adoption of so dun_ gerons a precedent as the formation of railways near powder mane factories. Mr. Sergeant Bloomy proposed to put in the consent of the Board of Trade to the line, as proposed last year, passing within 40 yards of the mills at Dartford. Mr. MEREWETHER objected to the production of the document. Mr. Sergeant Muarny said that the report of the Committee of the Board of Trade had been founded on the representation of General Pasl y, who had been sent to examine the premises. The CHAIRMAN asked if the promoters did net intend to adopt the precaution which the Board of Trade recommended in the document? Mr. Sergeant Mverny said that they would do so, and would also adopt any other precaution the Board of Trade might advise. Mr. CALVERT, who appeared in support of a petition against the proposed line by several landowners. in ihe parishes of Chalk, Shawn, Finsbury, and , trotiel, called several witnesses, who proved the ha jury these parishes would sustain by the formation of the North Kent Line, and agreed that the South-Eastern Line would be pre ferable. At the conclusion of the evidence, the Learned Counsel briefly ad dressed the Committee. Mr. libutswETnza then proceeded to open the case of the SOU rH-EASTERN LINE. The Learned Counsel commenced by stating to the Committee that the line would be comprised in three separate Bills, but which he preferred treating as a single Bill, as they referred to the same object. The Rev. William Greenlaw stated that he is the rector of Wool wich, and one of the commissioners for paving and lighting the town. The commissioners gave a decided preference to the South-Eastern line. Some few months ago a resolution in its favour was unani mously passed by them, and a petition was pre-ented to Parliament in favour of the line. The Commissioners consider that the passage of the North Kent line through Woolwich by a viaduct would be a public injury. The present rate levied at Woolwich is from ss. to 6s. in the pound. The North Kent line would injure the rateable value of the land. Witness gives his evidence as representing the body of the paving commissioners. The commissioners object on purely public grounds. Mr. Sergeant Muses! objected to this evidence, as the com misioners had no petition before the Committee, and the petition they presented to Parliament contained matter irrelevant to th inquiry. Mr. MERREVIETHER said that he was not examining the witness on any petition, but as the representative of a body, who expressed themselves against the Bill of the North Kent line, as likely to cause a public injury. Mr. Sergeant MURPHY said he had no objection to Mr. Greenlaw's giving his opinion, but he could not express the opinion of a body unless those opinions were embodied in a petition to the Committee. The CHAIRMAN said that Mr. Greenlaw could give evidence as to the result of a public meeting, and, also as a paving commissioner individually, but he could not appear to express the opinions of any public body. Examination continued—lf the line passed through Woolwich at an elevation of 28 feet above the level of the ground, the inhabitants wold have to draw their goods up to that level. By Mr. Sergeant MURPHY—If the height of the line was to be 16 feet, that would diminish the objection to the proposed line. Has written to Mr. Vignoles, approving of a station in the centre of the town. The proposed station of the North Kent is to be in the centre of the town. By 3[r. Mmtnewentms—Two stations in the town would certainly be preferable to one, and would afford more convenience to the town. Any line that would interfere with the sewers would be in jurious. The South-Eastern does not interfere with the sewers. Mr. IL Bland, examined by Mr. ALEXANDER—Is one of the com missioners for carrying into effect the Greenwich Act of Parliament. llus heard the evidence of Mr. Greenlaw, and his own opinion is quite in accordance with it. Mr. G. Clubb, a clerk in the Ordnance, stated that the North Kent line would not give any adequate recompense for the injury it would cause to Woolwich. The pa'sengers that disembark from the packet companies' boats at Woolwich, amount to 1,500,000 annually. The South-Eastern line would accommodate the town of Woolwich more than the North Kent Line, He had known the town of Woolwich for fifty years, Is connected with the Woolwich Si eam•boat Company Believes that the inhabitants of Woolwich are in favour of the South-Eastern lisle. It would give great accommodation to the dock yard and arsenal, and could facilitate the transmission of troops. Mr. George Corbett, an auctioneer, residing at Lewisham, stated that he had been in business for 25 years. The want of railway com munication is very much felt there. The ordinary conveyance to London is by omnibus. The feeling of the Inhabitants is in favour of the South-Eastern line, which passes nearer than the North Kent line, and would be more serviceable to the inhabitants. Mr. Lewis, a magistrate for the county of Kent and a churchwar den of the pariah of Eltham, stated that the South-Eastern line would be a considerable accommodation to the parish, which contains over 2,000 inhabitants, most of whom have their daily occupation in Lon don. The North Kent would be too distant from Eltham to give it any accommodation. Mr. Lansdowne Hull stated that he is a landowner, residing at Sidcup. The South-Eastern line would be an advantage to the dis trict. The North Kent line would be of no advantage to Sidcup. By Mr. Sergeant WRANGHAM—The Hamlet of Sidcup contains about 100 inhabitants. Mr. Grey, an auctioneer, proved that the population of Bexley is between 8,000 and 6,000. The South-Eastern line would accommodate that place. The North Kent is at too great a distance to be of any benefit to it. The opinion at Bexley is more favourable to the South- Eastern line. By Mr. Sergeant WRASIGHAM—BexIey-heath is more populous than the village of Bexley, which contains only 2,000 inhabitants. The North Kent line would accommodate Bexley-heath. Mr. Clarke, a brewer, residing at Erith, stated that the North Kent Railway would not be so beneficial to Erith as the South-Eastern. The North Kent is too distant to be of any service. By Mr. Sergeant WRANGHAM—There is no place of any note between Erith and Pluinpstead, and there is only the village of Cray ford between Erith and Dartford. Mr. Ward stated that he resided at Dartford. Is well acquainted with the courses of the North-Kent and South-Eastern lines. The South-Eastern is better, as it is to have a double line. By Mr. Sergeant WaasicaLam—There is no very great difference in the distance of " the Crays" from the lines. Mr. Saddington, an alderman of Gravesend and a director of the Diamond Steam Packet Company, said the South-Eastern would afford greater accommodation to Gravesend than the North Kent line would. There are two piers at Gravesend. By Mr. Sergeant Waste:mem—Cannot say whether there is a yard difference between the proposed Gravesend station of either line. There is a struggle dctween the Star and Diamond Steam-packet Com panies to have the station nearest to their own pier. Ite-examined b Mr. MERREWETIIER—The South-Eastern Railway station will be equi-distant between the piers of the Company's. The opinion of the inhabitants of Gravesend is in favour of the line. Mr. Steele, a surgeon r, siding at Rochester, stated that he is one f the corporation of Rochester Believes that the South-Eastern line will be more advantageous to Rochester than the North Kent line, which Will pass through the town on an embankment thirty feet high. That will cause a deterioration in the value of property. Has been at public meetings where an opinion condemning the North Kent line, and in favour of the South-Eastern line, had been passes. By Mr. Sergeant WEANOR Stroud AM -There was a meeting of the Corpor ation of Rochester a nd , a n d a preference was given to the North Kant line. o m m embers of that corporation were eArsusiTnitte—he the me pany. Cannot say if they had The Committee then adjourned until t we l ve o ' clock toto-morrow.ashnanyryephlMaoilrid.before them. l ' GROUP XVI. illairom AND FARNHAM LINE. The Committee met at twelve o'clock ; all the MeMbei a preacit, Sir Charles Douglas in the chair. Mr. HILL, Q.C., opened the proceeding s b y calling the attention of the Committee to the map on which was the district to be effected by this country, and stated; that the proposed line went from a little below the Woking station, thence to the village of Stoke, which was a line which was already authorised, but not yet made ; thence it was to proceed to Ashe, and so on to Farnham, which lies in a very fertile district. After that the line was to go on to Alton , celebrated for i t s ales as well as other things. By the notices which the Company had given to Parlia ment they provided for the acquisition of a right to go by Parbright. By the latter route the line would be about two miles shorter to London but, by taking the longer route, the inhabitants of Alton would ob thin a much better access to their county town ; while, by a clause II in the Bill, the public were saved from any extra charge on account of the greater distance, and a much more efficient line to London was provided for the inhabitants of that part of the country. All the landowners, except those two for whom Mr. Wordsworth appeared, had withdrawn their opposition. The Reading, Reigate, and perking Company were satisfied with a clause, and had also disappeared as a competing company, so that the only opposition to the line was that of his Learned Friend. Farnham contained a population of 7,000, and the union, of which Alton is the centre, comprises 12,000, which the breweries at that place consuming a large quantity of coals, com ing from Winchester and Southampton, would have great convenience for those breweries. Farnham was six miles from the station on the South-Western line, and nine miles from Guildford, the county town. Both of those difficulties would be obviated by the line proposed by the South-Western Company. The cost of the line would be 300,0001., a considerable portion of which was for land, in conse quence of their passing through a very fertile portion, and the land therefore was of considerable value, and bore a high price. Mr. WORDSWORTH, having inquired whether Mr. Hill had finished his case, stated that it was a hard case which he had to submit to the Committee, for Mr. Halsey, for who m he appeared, bad heard of it for the first time that morning, and that gentleman had been compelled to bear very considerable expenses in coming before the Committee, which opposition might have been obviated by a frank avowal of the Company as to which line they intended to take. He was aware that the Committee did not possess the power to award costs, but he (Mr. Wordsworth) trusted they would express such an opinion as would induce the Company to make that compensation for the outlay made by Mr. Halsey, was fair and just. This was the more necessary and fair, inasmuch as on the 16th of March, a letter had been addressed to the solicitors of the Company, asking explicitly for a statement of the Company's intention. The reply was received the same day which was in its terms altogether vague and uncertain, and from the 24th to the present day Mr. Halsey had been put to inevitable expense in order to protect his interests. This he thought was a sufficient ground for the expression of that opinion and for its consequence, to which he had alluded. The main line already passed through his property, and this branch would also pass through his estate, and thus would it be divided into three parts. On this account he thought that a compensation was fully due. Mr. Mu. conceived that, as this branch would not bring one single passenger which did not already come to town by their main line, and as they were about to lay out the large sum of 300,0001. for the accommodation of the public only, and had altered their line so as not in the slightest degree to affect Mr. Halsey's property ; such being the case, he really conceived that, considering the posi tion of this gentleman, that it was an opposition and a claim which ought never to have been made. Mr. WORDSWORTH, in reply, thought that although the Committee .. - Lad not the power to grant costs—and he regretted that in cases of extreme hardship they had Rot that power—yet they had an indirect power of rendering compensation, and as the Committee had decided on hearing evidence in Mr. Evans's case last week against the pre amble of the Egham and Staines Branch Bill, he trusted that as this was a great public question, the Committee would tale this matter in such a way as would recompense an individual petitioner for the cost to which be had been so unnecessarily subjected. At this point the room was cleared, and on the re-admission of parties The CHAIRMAN stated, that although they conceived Mr. Halsey's case one of great private wrong, they had not the power to interfere. Mr. G. F. Nicholson, of Waverley Abbey, where he had resided 18 years, testified that the price of coals had been reduced from 21. to 275. 6d. a ton, and that great convenience would result from the for mation of the railway, and that a considerable saving would be ob tained to the county in the transmission of prisoners, many of whom were committed at Newington, at the extremity of the county, at 40 miles distant. There would of course be a convenience fer those who attended Guildford assizes. Mr. G. M. Evans, solicitor at Farnham, stated that Guildford was ten miles distance by the road, and that there was a population of 1,500 in the eight villages near Farnham, the parishes of which comprised 52,000 acres. Farnham is a central postal town, and there is a cattle market every fortnight. At this market there has been 9,284 sheep, 1,285 beasts, and 2.380 horses sold on an average per annum. The number of quarters of malt made in the year ending July, 1845, was 2,604. He also testified to the general advantage to all the business carried on in that district. This witness, and several others, testified to the advantage which would be obtained by the formation of the railway to Guildford, Farnham, Alton, and the surrounding places. Mr. Turner, of Bentley, stated that he sent 1,500 or 1,600 tons of corn per annum to Guildford, in the carriage of which he would save five sixths of the expense. Great advantage would also accrue from the transmission of corn and hay by Farnborough. To the Chairman and Mr. Lockhart the witness stated that the distance to Winchtleld station was eleven miles over a bad road, and the distance to the canal was eight miles. _ _ _ Captain Mangles gaN e evidence as to the increase of the traffic to Guildford since the formation of the branch line to that town—that the price of coals had been greatly reduced—and that the feeling was decidedly ha favour of the line. Mr. Rand, town clerk of Guildford, where he had practised for many years, and had been solicitor to the Guildford branch, testified that the opening of that branch had contributed greatly to the pros perity and activity of business in that town. As an Instance of the benefit, he had learned that the coat of the carriage of wine in casks had been reduced twin 2d. to 54d. per gallon, and in bottles from is. to 2d. the dozen; f 3 carriage of manure there woald be a saving of N per cent, an d zroceries of 30 per cent. In the carriage of lime and o her pri IN a there was a similar advantage obtained. His anticipations of the ..attic when he first applied to Parliament had been exceeded by six -fold, and it was a universally expressed opinion that the railway was necessary. Mr. Crowley, of Alton, the brewer of Alton as well as at Croydon, engaged also in the corn and coal line.—The nearest canal to Alton was at Odiham, and the nearest railway station is at Winchfleld, which was 11 miles, and thence by rail to London, 38 miles. Last year he sent 3,300 tons of ale to London, the carriage of which was at Bs. a wale for waggon conveyance, and the same expense of Bs. for the 38 miles by rail. This cost was 2,6401.. He also sent 640 tons of coallf, which cost the same by waggon, but 45. 9d. by rail. He also sent 200 tons of culm, at a cost of 16s. a ton, making a total for carriage of 3,4401. If the railway was made, the carriage of those goods woull come to 1,9271, making a saving to the public on his own business alone of 1,5001. a year. At present it cost him 13s. to get to London, where he came very frequently, while by the proposed line he would be charged only 9s. 6d., with a saying of an hour and a half of time. Mr. Crowley also testified to the advantage of procuring manure for the district from Loudon. Mr. Smith, civil engineer, who had laid out the line, under Mr. Locke's direction, said that it was intended to have the Guildford branch about one quarter of a mile below Woking, then proeeeding directly westward, In order to avoid the high ground from the high street, and the high hills of that range, thence across the valley to Farnham, and so on to Alton. The length of the line would be 19 miles. No inclined plains or engineering difficulties of importance. Gradients and curves easy. The steepest gradient was 1 in 157, which was about two miles long. The shortest radius was one of three quarters of a mile, except that at the junction, where the train was always slow. Some roads, but no turnpikes, were crossed at a level, but provision was made to save inconvenience. The cost would be 300,000/., including 45,0001. for contingencies ; a sum abundantly sufficient for all the purposes of the line. The working expenses would be somewhat less than 40 per cent., but that might be allowed as the maximum. To the Committee, the witness stated that he thought this was the best line that could be adopted for that on the south of the Hogs back. To the CHAIRMAN, the witness replied that an extension had been surveyed in the direction of Winchester. To Lord Fora.isarom, Mr. Smith said that the line would be two miles shorter from Farnham by Parbright. Mr. Hume, principal traffic officer of the Company, and secretary of the Guildford branch, stated that this branch was promoted at the express desire of the inhabitants, but in consequence of the oppositioi of hose residing towards Winchester, that extension had been aban doned. The total returns he calculated at 24,2231., which, deducting 40 per cent. for working expenses, would leave a profit of 41. 16s. Id. per cent. on the outlay of 300.0001. Mr. Locke replied to Lord Pollington, that the Portsmouth Direct Railway was now before a Committee of the Lords, but he doubt.' its passing. The difficulties between Farnham and Hilton are exces sive, and these between Farnham and Godalming were great, but not insurmountable ; certainly the line they had taken was far better than any such line could be. The main reason for promoting this line was the desire of the district, and the reason of deviating from Par bright was the opposition of the landowners in that quarter. Mr. Bircham, solicitor of the South-Western Company, testified that, with reference to the 'difference with Mr. Halsey, the Company had only come to a decision on Friday last. With respect to the de viation from Parbright, it rested upon the feeling of the inhabitants and an arrangement with the Reading and Reigate Company. As to the extension to Winchester, the design had been much debated in the boardroom, but that extension depended upon the result of the present application of the Company for lines to the west. The room was then cleared, and en the re-admission of the parties the Chairman declared the preamble not proved. On the inquiry of Mr. MELLOR, as to whether there was any pro bability that a different result would have been come to if additiona' . . . evidence of the traffic had been furnished ;the Chairman replied, that he thought it was the extension to Winchpster which decided the case. The Committee then adjourned till after Easter. GROUP XIX. The Committee assembled this day at the usual hour. Present— Lord Harry Vane (Chairman), the Earl of March, Hon. Francis Scott, Mr. D. Morris, and Mr. Philip Bennett. The further consideration of the proposed line of the EXETER. AHD EXMOUTH was proceeded with. Mr. Rows opened the business by observing that he should sot proceed at present with the examination of witnesses as to the at mospheric principle, hut should call Mr. Thomas Whittiker, a civil engineer, residing at Exeter. Had laid out this line, in conjunction with Mr. Locke. Considers this line the most convenient, as it affords greater accommodation to the public. His opinion was, that the estimates of the several engineers of the opposing 'chew were insufficient to carry it out. He weu: into a very eiaboraterdiscussion of the eligibility of the line he ad vocated. Mr. Basswell, Thomas Wright, and William Henry Blay, were then respectively examined regarding the success of the working of the atmospheric system now in operation on the London and Croy don Railway. The assents and dissents were then handed in. This closed the case of the promoters of this line. Mr. COCKBURN then addressed the Committee in support of the Exeter and Exmouth proposed line. He proceeded to call the attention of the Committee to the advantages and accommodation which this line offered over its rival, not only to the inhabitants of Exmouth, Topsham, and Exeter, but to the whole community at large. It was the unanimous wish and desire of the inhabitants of these towns that this should be the line. Why should they select and give a preference to one objectionable to the inhabitants of these places, one attended with inconvenience, danger, and delay ?—he adverted to the cross ing of the drawbridge on the canal. He supposed the case of the bridge open, allowing a vessel to pass, and a train, unexpected or delayed, might arrive, what would be the consequence? Why, a frightful loss of human life. He would not only say it was possible, but was sure he might safely add exceedingly probable to occur. With respect to the atmospheric principle, he considered it quite in its infancy, and he did not see why the inhabitants of Exeter, Topsham, and Exmouth were to have this n,w and experimental mode of travelling thrust upon them. The Learned Counsel having concluded his address, the Committee adjourned till o'clock to-morrow. Group XX. The Committee on this group, assembled this morning, in Room No. 14. Present, Mr. Sotheron, chairman, Mr. Ross, Sir It. Pigot, Lord H. Bentinck, and Mr. Tancred. The Bills referred to thic Committee ware—The Staines and Richmond—the Windsor, Slough, and Staines—the London, Houns low, and Western, and Richmond New Branch—the London and Windsor—the London and Brighton (Wandsworth Branch), Mlcham and South-Western. . _ On the sitting of the Committee some) discussion arose as to the order of taking the Bills. The Windsor lines were all competing, and some of these were not read a second time, others had not passed the standing orders. The room was cleared for the Committee to decide the order of proceeding. This system of clearing the rooms is a most ridiculous, and at the same time most inconvenient and o►jectionable one. In the case before us the time occupied in clearing the room and filling it agate► was ten minutes, and the decision upon the point raised was come to in two minutes. In consequence of the motion of so many feet leaving the room at the same time, a cloud of dust was raised— typical it may be—ef some of the decisions come to in some of the rooms, but certainly not pleasant to encounter and inhale. During the two minutes' deliberation of the Committee, the counsel on both sides were allowed to remain in the room, so that in fact the public were not excluded during the awful period of the deliberation of the Commit tee. Surely some mode, by which the crowding, inconvenience, and delay which are attendant upon clearing these Committee-rooms during trifling discussions, might be adopted, without the decisions which are come to being at all deteriorated n value, or the dignity of the members and the Committee in any way reduced. The Committee decided that they would postpone the considera tion of the lines running to Windsor until after Easter. They would to-morrow take the London and Brighton, Wandsworth Branch. and the Mitcham and South-Western. The Committee then adjourned. GROUP XXI. OZPORD AND LONDON. The Committee re-assembled this morning at the usual hour, Dlr. Finch in the chair. - ABANDONMENT OF THE BRANCHES TO THE GREAT WESTERN. Mr. Ilimman said it would be in the recollection of the Com mittee that on Friday they desired the promoters of the Bill finally to determine to-day, what really would be the plan of railway which they wished to submit for the consideration of the Committee. They would also recollect that he told them, in opening the case, that the reasons which actuated the promoters in proposing the Southall and Oxford branches to the Great Western was, because they were in Ignorance of the decision at which the Gauge Commissioners would arrive, and because they wished to be in a condition to adopt either of the gauges in favour of which those Commissioners might report. They would further recollect that he told Mr. Talbot, when he pressed him to reply to his questions respecting these branches that he would do so if he would inform him what would be the effect of the report of the Commissioners. Mr. Talbot, of course, declined doing so, but as the Committee intimated that they wished to have the matter settled, he had, with the assistance of his Learned Friend, arrived at the conclusion that it would be perfectly safe to rely on that report, and also that all lines to be made would be con structed on the narrow instead of the broad gauge, and therefore he should conduct the case on the assumption that those branch lines were not to be made, but he should reserve to himself to show by the evidence of the engineer that the terminus at Oxford was proposed, in order that they might form a junction with the Oxford, Worcester, and Wolverhampton Railway, if it were constructed on the narrow gauge, and aho that he might be permitted to give some evidence as to the expense of carting minerals from the existing and proposed stations at Oxford to", their own. The Committee would keep in mind that it was possible the promoters of the line might apply in the next session, and before the line was completed, for permission to form a junction with the Oxford. Worcester, and Wolverhampton Railway, at Ox ford. He should, therefore, proceed on the assumption that these branches formed no portion of their plan of railway. The ComMittee expressed their satisfaction at this decision, and that portion of the preamble was erased. The promoters then proceeded to give further evidence In support of their line. Mr. Peel, partner in a brewery, wine and spirit, and hop, malt, and coal business, in which 60,0001. had been invested, and also pro prietor, with Ids brother, of GOO acres of land, spoke to the advan tages which the line would confer on himself and others, a d that he should use it for the transit of his goods from London, in preference to the Great Western Railway ; was a eonsLierable distance from his part of the county. The branch to Thome, an I the proposed exten sion of the Aylesbury branch, by the London and Birmingham Com pany, to Thame, would enable him to obtain his coals from the midland counties at much less expense than at the present moment. The line would run throug h his property. Mr. Abet Staples. landowner, timber merchant, and chair-maker, at Thame, said the line would save him 1501. a year, out of the 400/. a year he now paid for the conveyance of timber from Woodstock, 13icester, Litehenton, &c. A direct communication, instead of a num ber of cross lines ,would be of great advantage. In his cross-examination, by Mr. Wears, he said the country be tween Thame and Oxford was a well populated part of the country. Mr. John Wearing, corn-dealer and seedsman, cross-examined by Mr. GREARRY—About 250 tons of all sorts of grain are sent to Lon don from Oxford weekly, which would, no doubt, go by the direct line. A great quantity of corn was sent from the vicinity of Ayles bury, via Miltons, Haziey, east of Oxford, to be sent by the railway to London, which, in the event of the line being made, would go to Thame and more eastern parts of the line, to be sent to London. The conveyance to London of all kinds of grain cost him from 1,5001. to 2,11001. per annum, which he would send by the line, even if the charges were at the same rate as those of the Great Western. The Birmingham station at Euston-square was vastly superior to the Great Western terminus, whether for passen • gers or goods, as it was nearer the markets and the City Cross-examined by Mr. GRIFFIN—A line from Wycombe to Ux bridge would he of advantage. Cross-examined by Mr. WELLs—The carriage of goods from the station of toe London and Birmingham to the markets was 3d. per quarter less than the amount charged by carriers from the Great Western station at Paddington. . _ By Mr. WARREN—The - college authorities have always been op posed to railways, especially those which would in any way affect their property. They were even opposed 0 the branch from the Didcot station of the Great Western to Oxford. . _ By the CHAIRMAN —lf a greater quantity of corn was sent from Oxford to London than now, the Oxford market would not be in jured, because the farmers must come there to sell their produce. The line would open a new field of competition, and it was unreason able to suppose that the chargeS on the new line would be greater than those on the Great Western ; as a matter of course the charge would be less, because the line was shorter. By Mr. LAwsox—Considered that the people of Oxford were in favour of the line. _ Mr. LAWSON—I perceive by the list that there are but two share holders who are bankers, poss.bly the bankers of the Company at Oxford. _ _ Mr. Spyer, chemist, druggist, and grocer, at Wallington, also gave evidence in favour of the line; as did Mr. Wm. Hopkins, who had followed the business of carrier for 31 years at Oxford. About 5,000 tons of English grown timber were sent annually to Loudon from O xford. The Great Western had only carried timber during the last season. About 3,000 iota would annually go by the Great Western. A great quantity of this timber was unloaded at the Bullsbridge sta tion of the Great Western. By the proposed line it would go direct into London ; in fact, the whole of the timber, which now was partly conveyed along the Thames, would go on the line. 150 to 200 tons came to Oxford .from London weekly. The Great Wes tern Railway would not send cattle to London urtleta they were sent to their terminus three hours before the starting of the trains by which they were to be conveyed. Thus on :"undays, for instance, the sheep and cattle intended to be conveyed by the 6 o'clock train went through the town during church hours, almost making one believe that they were being driven to church. — (Laughter.) By Mr. l'ExAßLEs—The country through which the line passes is a thickly-populated agricultural district. Mr. Tarry, linen-draper, Oxford, gave evidence in favour of the line. The goods' rates on the Great Western, especially for " small parcels," were far too great, considering the small expense of convey ing such traffic ; and, besides, competition would reduce fares on both the lines. The fares on the new line would be a sixteenth less than the Great Western, because it would be a sixteenth shorter. Alr. 11. D. Hoskins, a member of the Town Council of Oxford, and the manager of a brewery, then said, the trade of the town had de creased since the opening of the Great Western. since the opening of the Didcot branch to the town it had further decreased. This was attributable to the want of a direct line, which he believed would greatly imp! eve the trade. The branch was made subservient to the main line, the traffic was consequently taken away from the town ; which, if they had the new line and another to the west, would pass through it, and a great portion remain in it for a limited period. Some shops were now untenanted ; for instance, a very eligible one in his neighbourhood for the last two or three years. In the "good old times," before the days of the Great Western Railway, a very ditTerent and more prosperous state of things preva:led. He saw a petition in favour of the line, signed by several of the most influential and re spectable inhabitants of Oxford. Mr. A. Smith, hop and coal merchant for the last twenty-five years in oxford, and Mr. S. L. Evans, mercer, Oxford, also gave evidence in favour of the line. The Committee then adjourned. GROUP XXIX. This Committee assembled this morning for the first time, in Room 19. The lines comprised in this group are the Syston and Peterborough (Deviations and Branches), Rugby and Stamford, Rugby and Huntingdon, the Stamford and Wlsbeach, and the South Midland lines. The Committee consists of the following Members : The Right Hon. Mr. Labouchere (chairman), Sir W. Molesworth, Sir J. Duckworth, and Colonel Rawdon. After some discussion, it was arranged that the order hi which the Bills should be taken should be the order in which they were read a second time. The first three lines will, therefore, be taken in the order in which they are now written. SYSTON AND PETERDOROUGH (DEVIA.- NEWCASTLE-UPON-TYNE, EDI NICCRG 11, AND DIRECT GLASGOW. The object of the Bill is to connect Newcastle with Edingburgh and Glasgow. The proposed length, twenty miles and a half; the estimated cost, 220,0001. The engineers are Mr. Millar and Messrs. Green ; Mr. J. Browne is the solicitor ; and the Parhamentary agents are Messrs. Spottiswood, and Robinson. Tee opposing agents are Messrs. Parkes ani Co. In the course of taking the usual formal ev.dence, The Committee expressed an opinion that they must report that the standing orders were not complied with, as the sum deposited in the Court of Chancery was not equal to one-tenth of the subscribed capital. In answer to an explanation offered by the agent for the Bill, The Committee said that the explanation might avail with the Standing Or,:ers' Committee up stairs. hi r. PAaKES presented a petition against the,Bill on the grounds of imperfect plans, &c., and on one or two allegations of no great mo ment, the standing rders were not complied with. At four o'clock the further consideration of the petition was ad journed till to-morrow. and the Committee rose. Sub-Committee No. 2 The Committee met to-day at 12 o'clock, in room No. 6. Present, Sir J. Y. Buller, Mr Kemble, Mr. Walker, Mr. 31. Bell, Mr. Bram stou, and the lion. Mr. Yorke. GREAT EASTERN AND WESTERN. The Committee resumed the examination of the petitioners' allega tions of insuMeiency and incorrectness in the plans deposited, and heard evidence chiefly of an engineering character, in support of the allegations. Mr. Ward, M.P., Mr. Steele, engineer, and other witnesses, were called on the part of the promoters, to explain that obstruction on the part of the opponents of the measure, and other circumstances, which the promoters could not control, had prevented the perfect completion of the plans and sections in all details, by the 30th of November. Several allegations were declared to be sustained, and the standing orders net complied with. After hearing evidence in further explanation of the causes of imperfection in the plan, such as the illness of the engineer, the Com mittee adjourned the case till to-morrow and rose shortly after four o'clock. Sub-Committee No. 4, At about a quarter past twelve o'c!ock this Committee met, Sir W. ileatheote in the chair. Present, besides the At rman, Mr. Shirley. _ . EAST OF FIFE. The object of this Bill is to form a line of railway from the Edin burgh and Northern Railway to the town of Anstruthen. The cost is estimated at 300,0001., for one-tenth part of which the contract deed has been entered into, the length of the line being 184 miles. There is to be a branch to Markinch, three miles in length, which is included in the estimate of cost. The engineer is Mr. Jokn Miller, and Mr. J. Hill is the Parliamentary agent. This line was unopposed, and the standing orders were declared complied with. FURNESS RAILWAY EXTENSIONS. _ The object of this Bill is to extend the Furness Railway to Broughton and Ulverton, with branches. The length, induding the branches, will be nine miles, and the cost 80,0001. Mr. J. R. lUelean is the engineer, and Messrs. Donaghan and Co. are the Parliamentary agents. This Bill, also, was unopposed, but the standing orders were de dared not to be complied with, as the name of Elizabeth Manning had been inserted in the reference book instead of that of Margaret Manning. It was proved that the necessary notice had been served en the right person. In other respects the standing orders were com plied with. MANCHESTER, BOLTON, AND BURY CANAL NAVIGATION TIONS AND BRANCHES). Mr. PAGET having withdrawn his application for a postponement ; of Inc case, from its interference with the principle of the ninth re• port of the Amalgamation Committee of Railways, on Mr. Talbot giving him an assurance that the Oakham canal would not be inter. fered with, for that pertion of the Bill was abandoned, Mr. TALBOT briefly opened the case on the part of the promoters. Mr. FLOW3CII3 appeared on behalf of the Earl of Harborough against the proposed line, on the ground that it would do injury to his property, and that another line might be selected to afford the requisite public accommodation. Mr. Charles Liddell, the engineer of the Midland Counties Railway Company, was then examined.—Had laid out the original line. The line of deviation now projected, was not 100 yards apart from the tracings laid down in the one proposed by Lord Harborough's agent. It was not necessary that by either the line itself, or its construction, the surface of the Earl of Harborough's park should be broken. The length of the tunnel would be 1,056 yards, nearly two-thirds of a mile. The length ci the tunnel through Lord Harborough's park would be 18 chains—two chains under a quarter of a mile. The difference in the distance was about one hundred yards between the two lines. The reason why he preferred the line projected was the shortness of the tunnel, the less expensive n :turn of the cuttings, and that in either case the damage to the park would be the same. Witness had an interview with Lord Harborough last autumn, when he submitted the two deviations to him, but he refused to listen to either. The ground of his objection was that he did not like them, and that another line might be selected—a line to the west of Whissendine village. Witness looked over that line, but the works were of such a character as to be impracticable at any cost. The steepest gradient in all the new proposed lines was 1 in 138. The total estimate fur all the deviation was 317,0001., and 75,0001. for the branch to Wansford, which would be new capital. Cross-examined by Mr. HiLL—There were several companies who projected a line through Whissendlne. Lord Harborough might have said that the promoters would have the line through Whissendine at their own valuation. The steepest gradient on' the line was I in 200. The whole was a mere question of expense. Whisiendine was a shorter line, but not so good for the public. It was 1% to 2 miles shorter. Re-examined by Mr. MecauLex—The works were so impract cable by the Whissendine line that no man. in his senses would attempt them. There would be a cutting 70 feet deep through blue clay, and one rutting would extend two miles, containing 2,000,000 cubic yards of stuff. The extra cost would be from 100,0001. to 150,0001. In reply to the CHAIRMAN, witness said that proposals were made to construct the line suggested by LOrd Harborough's engineer last year, but he refused to accede to the proposal. The formal proof of the estimates and the value of the land were then put in. Mr. HILL, with Whom was Mr. Flowers, opened the case for Lord Ilarborough, and contended that the question was disposed of last year when the Company then got their Act authorising them to con struct their line. That Bill was a contract entered into by the Com pany, and they could not now dissolve it. From the conduct evinced by the Company, it appeared to him that it was their desire to come before the public as litigants. It would be great injury to Lord Ilarborough's park, and he would bring forward witnesses to prove that the Whissendine lino was not so absurd or impracticable as had been stated. Mr. Clayton, surveyor to Lord Harborough, was then examined Knew both I.ne.s, the projected one and the Whissendine bite. The tunnel by the former line would pass between Lord Harborouch's park and ornamental property, which woull be very objectionable. (Witness produced a plan of the grounds). Cross-examined—No engineer was employed to survey the Pus forty ya-ds south of the park. Mr. Gregory, another engineer, gave similar evidence. He sur veyed the Whissendme tine on the part of the London and Notting ham Railway Company. It was a practicable line. He selected it for the interests of the Company. The steepest gradient was one in 200. The cuttings and embankments would be more than by the projected line, but there would be a saving, on the other hand, from the cheapness of the land, and the avoiding of all ornamental pro perty. Cross-examined—Made the survey between Oakham and Melton with Lord ilarborough's consent. His line was 15 feet higher then than the level of the Syston and Peterborough line at Melton. Re examined—The line by Whi,sendine was selected on account of ground, not from any personal consideration to Lord Harborough. This elos , 3d the case. The room was then cleared, and on our re-admission, The CHAIRMAN announced the decision of the Committee to belhat the preamble of the 11111 was proved, but they, the Committee, were anxious that some course should be adopted, no: too onerous to the promoters, by which Lord Harborough's park should be passed in a way as little disagreeable as possible to that Nobleman. This they left to the parties concerned on both sides ; and, if they could not agree, the Committee would select the course themselves. The Committee then adjourned till twelve o'clock to-morrow. GROUP XXXIV. This Committee assembled to-day at twelve o'clock, in Room 11'; present, Hon. W. Cowper (chairman), Viscount Duncan, Hon. Montague Gore, Mr. Walpole, and Mr. Saunders Davies. After some preliminary proceedings, the Committee proceeded to consider the _ EAST LINCOLNSHIRE. The Bill was opposed. Mr. WILMOKE appeared in support of the Bill. He said that the object ox the railway then before the Committee was to connect the towns of Great Grimsby and Boston. The railway act out from Great Grimsby, and passed through a district where there was coal, &c. The necessity of a railway like the present was shown by the fact that there were nvo similar schemes, of which the present only existed. Besides, there were no engineering difficulties to be encountered, the gradient being only 1 in 304, except at one portion of the line, where there Wai a slight excess. Mr. Christopher, M.P., for North Lincolnshire, examined—Was of opinion that this railway would be of great utility, not only to the county of Lincoln, but to every part of England in that direction. The want of the railway proposed was greatly felt in Lincolnshire, there being In consequence no market on the spot for their produc tions. It wou'd benefit not only the agricultural, but the manufac turing districts also. The length of the line was forty-eight miles one furlong. The Rei. Mr. Dodson, had been a resident at Ilford for thirty years, and was of opinion that the proposed railway would confer the greatest benefits on the districts through which it was to pass. Mr. Fowler, engineer. examined—The estimated cost of the under taking was 582,0001. The roads would be crossed at the levels. (The remaining evidence of this witness corroborated the preceding testimony.) The CHAIRMAN said they had sufficient evidence with respect to the preamble, which the Committee subsequently found to be proved. The opposition was withdrawn. The clauses were then gone through seriatim, in which some amendments were made. GREAT GRIMSEY AND SHEFFIELD JUNC TION RAILWAY (HUMBER FERRIES PURCHASE AND IMPROVEMENT). This Bill was opposed by the Corporation of Hull, as well as the people of that town. Mr. PAGET, who appeared for the Bill, said that with respect to the Humber Ferries Railway, he would offer a few o' servations. The present application was to construct a railway to commence at Gains borough and cross the number. The object contemplated by the Legislature in this railway could only be obtained by crossing the river Humber. There was a ferry on the river at the present mo ment, which facilitated the trains between New Holland and Hull. Now, this being the case, he should have conceived that the interests of the promoters and of the corporation were identical. Negotiations were entered into between the two parties; but without success, as the corporation of Hull refused to come to any terms with the %To moters unless the lattLr purchased the ferry, paying for rights they could not exercise. Mr. DEAIISLET represented the corporation of Hull. Mr. Thomas Osweld was examined to show that the ferry in ques tion did exist. Its underwent a cross-examination with respect to the ferries on the river in question, but nothing material was elicited. The Committee adjourned at four o'clock till to-morrow. Sub-Committee, No. I The Committee mit this day at twelve o'clock In room No. 7, Present, Air. Strutt (Chairman), Mr. Forbes, Mr. Beckett, and Mr. Brotherton. OXFORD, SOUTHAMPTON, GOSPORT, and PORTSMOUTH. The Committee proceeded with the petitions against this Bill. A number of allegations as to the incorrectness of the plans, sections, and book of reference, were sustained. THE AYRSHIRE AND CALEDONIAN was withdrawn. The Committee then called en the FORTH AND CLYDE JUNCTION. The parties not being present the Committee adjourned the hearing of the case until after Easter; and took the WILTS, SOMERSET, AND SOUTHAMPTON. SAD object of the Bill is to form a line from Salisbury to South ampton. The length is 22 miles—the estimated cost :350,0001. — the engineers, Messrs. Burch—the solicitors, Coppock, Bell, and Moppesy—the agent, Mr. Coppock. The opposing agents are Messrs. Dorrington and Co. The formula evidence was put in. Petitions were gone into from owners and occupiers on the line, alleging imperfections in the plans, &c. deposited, and insufficiency of notice. The Committee decided that the standing orders were not complied with. AND RAILWAY EXTENSION This Is a Bill to extend the Manchester and Bolton Railway tram its present terminus to Blackfriars-bridge, Manchester. The length (Attie proposed extension wdl be half a mile, and the cost 90,0001. The engineer is Mr. J. llawkeshaw ; and the Parliamentary agents, Messrs. Dorrington and Co. This Bill WAS opposed, but the opposition was withdrawn on the promoters declining to offer any evidence of compliance with the standing orders in reference to the Clifton branch of the proposed line. The Committee announced their intention of reporting that " the standing orders were not complied with—no evidence of compliance having been given in respect of the Clifton branch, which the pro moters wished to withdraw." In respect of the otker parts of the Bill the standing orders were ccmplied with. B UCKINGH.AMSHERE (OXFORD AND BLETCHINGLT JUNCTION) RAILWAY. This Bill has for its object the making of a line to connect Oxford with Bletchingly and Bedford, the length of which will he 29% miles, and the cost 550,0001. Engineer, Mr. It. Stepheusoa ; Parliamentary agents, Messrs. Dockray and Co. fitaLding orders complied with. DERBYSHIRE, STAFFORDSHIRE, AND WORCESTERSHIRE. The object of this Bill is to connect the Trent Valley and Grand Junction Railways, with certain parts of the counties of Stafford and Wor , :ester, by a line of 16 miles in length. The required capital is 300,000/. The engineer is Sir J. Rennie. The C.nnmittee reserved thAr decision on this Bill. LONDON AND BIRMINGHAM (WEEDON AND NORTIIAMP- TON 11 12:i Nu H.) The object of the proposed line is to open a more direct communi cation between various places on the existing London and Birming ham line, lying south of ltlisworth, and the Aouthampton and Peter borough Railway. There will also be a juncti .11 with the proposed Worcester and Weedon Railway. The length will be five miles, suventy-ihree chains ; and the cost is estimated at 125,0001. Mr. R. :Stephenson is the engineer; Mr. Pritt appeared as agent for the pro moters. Standing orders complied with. The Committee were occupied the remainder of the day with Bills for waterworkg and other local purposes. At four o'clock, the Speaker being announced at prayers, the Com mittee rose and adjourned till to-morrow. Sub-Committee No. 5, The Committee met at about half-past twelve o'clock, when there were present, Mr. Home Drutnmond (Chairman), Mr. T. Egerton, and Mr. Cavendish. LONDON AND BIRMINGHAM (NORTHAMPTON, DAVEN TIT', LEAMINGTON, AND WARWICK). Mr. ELLSSCOMBE appeared as agent for the promoters of this Bi 1, the object of which is to make a line from Northampton to Warwick, with stations at the several places named in the title. The estimated cost is 500,0001., the contract deed having been signed for 370,0001. The length of the lina is thirty-one miles. Mr. W. B. Pritchard is the engineer. Mr. COATES appeared for several petitioners against the Bill, and made several objections to the contract deed, which he said was ille gal, and to the copy of it deposited at tho Private Bill-ollice, which was alleged to he incorrect. The Committee, after a long discussion, resolved to reserve the points, and, in the absence of certain witnesses, the case stood over till to-morrow. BRISTOL AND BIRMINGHAM RAILWAY (BATH LINE) It is proposed by this Bill to make a line of eight miles in length, from the magutstleld station of the Bristol and Birmingham Railway to Bath, the cost of which is estimated at 270,0001. Mr. Robert Stephenson Is the engineer, and Lir. Coates appeared as agent tor the promoters. The Committee had not come to any final resolution ac to this Bill, when, the Speaker being announced to be at prayers, they adjourned till to-morrow. CORN IMPORTATION BILL. SUMMARY OF THE DIVISION. MAJORITY (INCLUDING TELLERS). Conservatives Liberals , ... 102 , ... 202 - 304 ➢iINORITY (iNcLuDING TELLERS). Conservatives Liberals ~... ... 208 Paired Ab-ent (Conservatives) 29 Ditto (Liberals) Speaker Seats Vacant—Sudbury 2) Richmond 15 Aclters, J. Alexander, N. Archdall, M. Attwood, M. Balfour, J. M. Barnaby, J. Bradshaw, J. Bruen, Colonel Codrington, Sir W. Conolly, Colonel Cresswell, A. B. Folliott, J. Forester, G. C. Gregory, W. IT. Hamilton, G. A. Hamilton, J. H. Ho4iins, K. Irton, S. Leader, J. T. Lefroy, A. Liddell, H. Lindsay, H. 11. Marton, G. Nichol', J. Oswald, A. Trevor, G. R. 638 Vesey,T. Whitmore, T. C. Wyndham, Col. C. PAIREI). Ferguson, Sir R. Boyd, J. (Con.) Curballv, M. E. Egerton, Lord F. Philips, M. Ponsonby, Hon. C. Smollett, A. (Con.) Darner, Colonel D. (Con.) Howard, J. O'Ferrall, R. M. Standish, C. Barron, Sir [I. W. Dundas, J. C. Banbury, T. (Con.) Itedington, T. N. Power, J. Johnson, General James, W. Dray, J. W. S. Esmonde, Sir T. Newry, Lord (Con.) Listowel, Lord Pigott, R. D. Verner, Colonel (Con.) Tumor, C. (Con.) Dundas, F. O'Brien, C. Chapman, A. (Con.) O'Connell, M. J. ABSENT,—LIBERALS. Armstrong, Sir A. Martin, T. B. Arundel, Lord Norreys, Sir D. Bell, J. O'Brien, W S. Bellew, R. M. O'Connell, D. Berkeley, lion. Grantley O'Connell, M. Blake, Sir V. O'Conor, Don Bodkin, J. Ogle, C. S. Bulkeley, Sir R. Philipps, Sir R. B. Butler, Colonel Pryse, P. Callaghan, D. Rice, E. R. Clements, Lord Ricardo, J. L. Dawson, T. V. Roche, E. B. Duff, J. Roebuck, J. A. Fielden, J. Sheil, R. L. French, F. Shelburne, Lord Grattan, H. Stanley, W. 0. Ilallyburton Lord F. Stuart, W. V. Heron, Sir R Howard, Captain Jervis, J. Langton, G. APDonnell. J. Maitland, T. Maher, N. Talbot, C. R. Tuite, H. M. emyss, Captain Westenra, J. C. White, H. Wilde, Sir T. ABSENT.—CONSERVATIVES. Acton, Colonel Hepburn, Sir T. Ashley, Hon. H. Hussey, A. Bernard, Lord Ker, S. Brooke, Sir A. Lascelles, E. Bruce, C. Lindsay, Captain Copeland, Alderman Northland Lord . . Eaton, R. J. Egerton, Sir P. Ferrand, W. B. Godson, R. Hatnilton, B. Hampden, R. Hardy, J. Hayes, Sir E. Helieage, G. W. Polhill, F. Pried, W. T. Price, R. Pusey, P. Somerset, Lord Vivian, J. E. Welby, G. E. Wyndham, J. C. For going into I For second reading Committee, Feb. 27. THE MAJORITY of Bill, March 27. Ayes, 339. (Tellers included). I Ayes, 304. 0; c. , i s: .3 19 ' - a e l° .Z.. ?: .g Ta 5 E. E. E. E. - 13 12 25 .. English Counties • • 11 12 23 143 68 211 •• . English Boroughs .. 134 65 199 2 2 .. English Universities 2 2 1 4 5 . • Welsh Counties •. • • 4 4 7 3 10 . • Welsh Boroughs.... 4 3 7 20 4 24 .. Irish Counties II 5 16 2l 7 28 .. Irish Boroughs .•• • • 17 3 20 5 8 13 .. Scotch Count es • • 20 1 21 .. Scotch Boroughs 2l 1 22 230 109 1 339 Totals ••..•• • • • • 203 1101 304 Minority .. • . 242 Minority .... 216 -- Majority .. • • 97 Majority .. • . 88 For Protection on For Protectiox on Feb. '27. THE MINORITY March 27. Noes, 242. (Tellers included). Noes, 21G. .4 19 i.l .l -4 • ea v o _____ ..." 4 6 G E. E. 5 E. l. 4 104 108 .. English Counties -. 4 99 103 6 77 83 . • English Boroughs 2 2 .. English Universities 2 2 1 1 • • Isle of Wight.. •• • • 1 1 8 8 • . Welsh Counties .... 8 8 2 2 .. Welsh Boroughs.. • • 2 2 1 21 22 • • Irish Counties ..... • 1 10 11 2 2 • • Irish Boroughs • • • . 2 2 2 2 • • Irish Universities • • 1 1 11 11 . • Scotch Counties.... 10 10 1 1 .. Scotch Boroughs ... _ 11 231 242 Totals ••..•• .. • • 7 209 216 . Mr. Lindsay and Lord Liztowel are both vernment measure, but have paired on the Coal in favour of the Go- Anent. IMPERIAL PARLIAMENT. iIOUSE OF LORDS, March 30. Their Lordships met at Ten mi;utrs to Fire o'clock. ROYAL ASSENT. The royal assent was giy,n by Clormni.siion to the . 000,000/. Consolidaiion Fund Bill, the S. Sra Corn pany's Bill, and the Bill for the naturalisation of the Hon. H. Ferguson. The Lords Commissioners were the Lord Chancellor, the Earl of Delawarr, and the Earl of Dalhousie. WAR IN THE SUTLEJ. The Duke of WELLINGTON gave notice that he would, on Thursday next, move a vote of thanks to Sir Henry Smith, for the action that was fought on the 28th of January on the banks of the Sutlej. Upon the motion of the same NOBLE DUKE the House went into Committee on the Mutiny Bill, and the Marine Mutiny Bill, and the reports were bro❑ght up. NEW HOUSES OF PARLIAMENT. The Marquis of CLANRICARDE brought up the report of the Committee on the New Houses of Parlia ment. He had, by an order of the Committee, pre sented this report of the progress made in the new Houses of Parliament, because, in order to carry out the recommendations therein contained, it would be neces sary to move an address to the Crown on this subject. The address would be in the hands of their Lordships tomorrow morning, and if his noble rel-itive connected wish the Woods and Forests wish€d for some little dc lay, no reason existed why a potpcnement should not take place ; hut if no objection existed, then, in accordance with the notice already given, he should move that the address be adopted. To-morrow he thought would be a convenient day fer Noble Lor , s. THE OUT-PENSIONERS SERVICES (CHELSEA AND GREENWICH) BILL. This Bill was then read a third time and passed. EVICTION OF TENANTRY IN IRELAND. The Marquis of LONDONDERRY rose to say a few words on the motion which he had formerly made about returns relating to the eviction of tenantry in the counties of Roscommon and Galway. 'When he read those aecounts in the public newspapers, he felt it his duty to bring the matter before Parliament, in order to learn if such really had any existence and were not ad capianduni statements. Since the matter had first occupied his attention he had made inquiries, and he was sorry to say that in the counties of Roscommon and Galway thise ejectments had taken place to a very great extent. There was no doubt that Mr. and Mrs. Ger rard were the parties on whose estates these ejectments had taken place, and that 76 families, or 300 p4. , rions, had been turned out from their houses, and deprived of any temporary covering they might have put up for themselves in th...1j.;...;., K tittches.nis object meek- ing for these return; was, to give publicity Co these pro ceedings. The ►anded proprietors had a right to manage their estates in any way they thought proper, but not to bring about such improper F;ci-nes as these. —(Eir•ar, hear.) If they. wanted to get rid of their tenantry they might ehcourage emigration, or take such other st , ps as would induce them to remove. But in these cases he found that, year after year, th, se parties offered to pay their rents, but the money was refused, and from 300 to 400 persons turned out of their village. He knew little of the south of In land, but he was glad to say that no such • scenes as these occurred in the north. There was something radicelly wrong in the manner in which the agents of laudlords conducted themselves to wards the peasantry, or else he was satisfied these things could not take place. There was nothing that had occurred in Russia which could exceed i:. atrocity the wholesale evictions of the Gerrrd family. That these evictions had taken place he was well satisfiel, and he had received a letter from a Mr. Andrew of which corroborated the suit,. ment, This gen tleman had written a similar letter to Mr. O'Connell, a copy of which he had forwarded to him (the Marquis of Londonderry), but which he would not read, as he did not wish to have anything in connexion with Mr. O'Connell. From the returns he had received, he was led to believe that in the counties of Down, Mullinga,r, and Antrim, there was no distress, and no want of employment, and therefore it would not be neces •wry to have the Relief Jomtnission extend their powers to those counties. The Noble Marquis then moved that returns be laid upon the table of the House, stating the num ber of evictions that had take., place in Ireland ,in the years 1842, 1843, 1844, and 1845, in each barony respectively, and the total number evicted in Ireland during those years. The; Earl ST. GERMANS said that he had not re ceived the information with which his Noble Friend the Secretary for Ireland promised to furnish him, relative to the subject on which the Noble Mar quis had spoken, and he therefore requested their Lordships to permit him to abstain from entering upon any discussion upon the subject. With regard to what the Noble Marquis had said of the distress in Ireland, he had not seen the document to which the Noble Marquis had referred, from the Secre tary of the Relief Beard, but he apprehended that that communication only referred to the particular counties alluded to by the Noble Marquis. He hoped that the Noble Marquis's anticipations would be realised ; and that those counties world be exempted from the distress at present preva•liog. He had no objection to the pro duction of communications on the subject of evictions, but he much doubted whether the House had the power of calling for that information. as the clerks of the peace were not Government Officers ; and unless some mode of remuneration were assured to them for their trouble, he doubted whether they would otherwise com ply with the -siehes of the House Lord MONTEAGLE said that undoubtedly they would be obliged to comply, for with respect to that class of officers, al though they (the clerics of the peace) and the ether county officers were not nominated by the Crown, that made no earthly difference. The House was accustomed to make those orders on the clerks of the peace in all parts of the country, and they were beund to give the information required. He ( Lord Monteagle) had sat on a Committee to inquire into the duties of clerks of the peace in Ireland, and it was ascertained that many of them were in the receipt of three and four thou sand per annum, arising from a vast accumulation of fees. Parliament, in consequence, passed a bill regulating their emo luments, that regulation being on the supposition that they per formed the duties which that House might devolve upon them ; and no later than last year one of the clerks of the peace in a county in England had been called to the bar of that Howe be cause he had refused to give the information required of him. There was one question which he would allude to, and that was the existence of famine in Ireland. It was quite certain that there were parts of Ireland in which distress existed of the most alarming character, and that no individual whatever could doubt the existence at the present moment of distress of the most unparalleled and alarming nature, occurring at a period of the year earlier than any distress of the kind ha ever before been known, and existing over a wider district of Ireland than was ever subjected to its pressure, even at a later period— that any person could doubt or hesitate to admit that alarming fact, was one of the greatest miracles that had ever existed since the rapidity of communication was what it was. In the county of Clare, he had information of the inhabitants in one agricultural village, who made their daily meals of food which was so noxious and foetid that they had to keep open their windows and doors. It was therefore no wonder that such a state of things as disease and pestilence prevailed. This was not a party question, for he was persuaded there was not a mem ber of their Lordship's House who did not sympathise with this suffering, and was anxious to afford relief. l'o neglect mea sures to meet the distress would only be to keep alive the agi tation and excitement for the repeal of the union. The Duke of WELLINGTON said that there was no doubt that the clerks of the peace in Ireland were public officers, and could give the information sought for by the Noble Marquis. With respect to the distress that prevailed in Ireland, he was satisfied it was very great. In November last he thought it was not so, but since then he had been convinced he was wrong, and that those who then considered the evil great were in the right. The Marquis of CLAN RICARDE said there was no doubt respecting the facts as represented by the Noble Marquis, and if there was any case which should weigh with their Lordships more than another, to show the state of the law, and the laxity of managing estates, this was that one. The land had been gradually let to a number of tenants, of which one held a much larger proportion than the others, and, he having left. the pro prietors came upon the remainder for the rents of the whole. This led to litigation and expense, which ended in the eviction of all these parties. He was satisfied that orreme distress existed in particular districts of the country, and that something should be done to meet it. That distress prevailed in Ireland to an extent amounting almost to famine there could be no doubt, and he was glad to perceive the measures that were taken to alleviate it, for he believed them to be the best that the Government could possibly adopt. But the Government should not relax in their endeavours, lest that distress should spread to an extent of which they could form no idea; and he ventured to say, that by July next, it would be still worse, if the most active mea sures should not be kept up. Lord MALMESBURY said, he regretted the manner in which this question of the distress in Ireland had been con nected with an important measure now before Parliament. But he did not think that distress could have been deemed a sufficient reason for the changes that had taken place in the opinions of Hon. Members of her Majesty's Government. The Marquis of LONDONDERRY said, that after the satisfactory manner in which the Noble Lord had answered his question, and the promise he had given to procure the requisite information, he would withdraw his motion. It was the absolute duty of landlords in Ireland to look themselves into the condition of the tenants upon their estates; they would thus avoid being dependent on the generosity of Eng land. He trusted these things would turn out better than most Noble Lords anticipated. The Noble Marquis then with drew his motion. THE ARMY INT INDIA. The Duke of WELLINGTON said that he had that night given notice that his Noble Friend the President of the Board of Control would move the thanks of the House to the gal lant officers and army in India, for the victories they had achieved on the banks of the Sutlej, and he would now lay on the table of the House a copy of the resolution which would then be moved. CHARITABLE FUNDS' BILL, The Marquis of LANSDOWNE rose to present a petition from a society well known to many of the Lordships. It was from the Literary Fund Society, instituted for the relief of authors and other literary persons, and was principally sup ported by them, assisted by private individuals, who were in terested in the society's well-being. They prayed to be ex empted from the operations of the Charitable Trusts' Bill. The LORD CHANCELLOR said he had been requested by a Noble Lord to postpone the second reading of the Bill, in order to give him an opportunity of communi cating with him (the Lord Chancellor) upon the subject of one or two clauses in the Bill. He would, therefore, move the second reading immediately after the holidays. He might state that the Bill would not apply to charities supported by volun tary contributions. The Marquis of LANSDOWNE presented a petition from the society called the Refuge for the Destitute, praying that that charity might be exempted from the opention of the Bill. Lord COTTENHAM was glad to hear that the Bill was not to apply to charities supported by voluntary contributions. There was, however, another class of charities to which he would call the attention of the Noble and Learned Lord, and that was the charities that had trust funds, but which were supported by voluntary contributions. Lord CAMPBELL was of opinion that the postponing of the further consideration of the Bill till after the holidays would end practically in a different Bill being brought forward, to meet the objections that had been stated to the present measure. After a few words from the LORD CHANCELLOR the subject dropped. RAILWAY LEGISLATION. Lord KINNAIRD brought forward the motion of which he had given notice—That a Select Committee be appointed Ist, To take into consideration the best means of enforcing one uniform system of management on railroads in operations, or to be constructed, and to secere the due fulfilment of the provi.ions of the Acts of Parliament under which the compa nies have obtained their powers, whereby greater accommoda tion and safety may be insured to the public. tld, To take ;.nfe consideration what means may test be adopted for dientni , hirg the extravagant expenses attendant on obtaining Acts of Par liament for legl , itnate and necessary undertakings, and at the same time for discouraging the formation t f schemes got tip for the mere purpose of speculation. 3d, to consider what legislative measures could be framed to protect individuals from the injury they may sustain by laying down lines of railway ' through their property, without subjecting them to th•• ruissous expense of opposing Bills in Parliament. These resolu tions contained the objects which he sought to carry out by the present motion. He had no hostile feeling against railways, but he wished to place them on a good and wholesome footing. There was now found a great diffi culty in the other House of Parliament, in legislating on this subject, from the strong railway interest that was growing up there, and unless the matter was taken up in good time, this power would so increase that it would be very difficult to deal with it. No time therefore was to be lost. Some steps were absolutely necessary to be taken, in order to control this grow ing power to a certain extent. He knew it would be said that it was now too la eto urge on this question. That was the ob jection by which it was met before ; and he was glad that no step had been taken upon the subject before, because when this project was urged on a former occasion, they had no idea of the extent to which this railway spirit would spread ; but now they had the advantage of the experience the delay afforded them and he dist truce the House would take advantage of it, and frame some measure by which the public, as well as individuals would be protected. He might be met with the answer that the Board of Trade had certain powers over railways, but he did not think those powers sufficient. The Board of Trade was not to be blamed for that; he had no doubt they did their best ; but it was not because they had failed that another trial should not he made, with a view to a more successful result. The Board, he suggested, should have a power of superintend ence over railways in actual operation, and appoint superintend ents in the same way as they had superintendents now over parishes, and over rivers, and other matters. Now he thought there were certain means which might be adopted by the Com mittee, and which would, in his opinion, exercise a control over them. This was one of them. He found it in letter addressed some years back to a Member of the other House by an eminent engineer. After corn' paring roads • and canals with railroads, and cow plaining that there was no adequate safety to the public, be said that by reducing the capitals of all railways into one stock, he would venture to say that the evils now complained of would be done away with. He (Lard Kinnaird) thought the thing practicable ; at all events, it was worth the consideration of the Committee. His own idea was that the public would be efficiently protected by encouraging competition. There were already several lines in existence, all proceeding from this great metropolis, and all forming what he might term the great arteries of the country His proposal was, that these lines should be consideroa great arteries, and therorore s h o uld not be allowed to amalgamate. N ow l et them look at the aces in operation. They had the Great Western, which proposed, by way of Oxford. to reach Liverpool, then Lancaster, and so along the emit to Glasgow; then the London and Birmingham, which partly taking the same route, joined the Caledonian, and so round by the north to Edinburgh and Glasgow. They had also the London and York, which, by way of Hexham, reached Edinburgh; and the Eastern Counties, which, proceeding by Newcastle, reached Berwick. If they turned to the west" they found the Great Western throwing out lines to Exeter, and the South-Western doing the sail thine They had lines to D over , t o B r i g h ton , and to East Kent, awl these all formed great and distinct lines. He thought that competition should be encouraged between these companies ; and he put it to their Lordships' consideration whether such a system would not be likely to concuce to the public interest, if adopted. Suppose they wish to accommo date the country between these lines, say perhaps Nottingbanif then a reference would be made to the Government Board, which would apportion it in reference to the existing railways. There were several other points bearing upon the question, but , as the motion wr s not to be opposed, he would content himself with moving for the Committee. The Earl of DA LHOUSIE confessed that he did not enter tain such sanguine expectations with respect to the Noble Lord's plan as the Noble Lord had expressed for himself With regard to the amalgamation schemes referred to, he would say, that it was a matter which should be looked upon with jealous eye, whether the amalgamations referred to railway to railway, or railway to canal. The attention of Parliamen t had more than once been called to this question. It had been treated by a Committee of the other House in 1844, and les t year by the Beard, in connexion with the Executive Government. The subject in the present session was referred to another Committee, just appointed, with the view of laying down additional rules and conditions respecting amalgamations Regarding the other feature of the plan prop ose d b y t h e Nobl e Lor, that of a Board in connexion with the Executive Govern', ment, he would pass by the considerati o n o f t h e Board ,_° l . last year, in comparison with it, as the p owers now sour" by the Noble Lord were more extensive than had been the fuuction of the Board of Trade. It was quite clear that the present system was open to stron g objection, but he did no think that much advantage would result from taking the potvee of dealing with them out of the hands of those who now had No doubt, when a company was formed for the purpose n' getting the power of taking possession of the property of other! , it would not be well to leave so large an amount of power 01 their hands. As to what had be e n sa id a b ou t t h e ex pens es incurred in going before Standing Orders' Comotittee,sl it would be desirable that the amount of th ose expenses shoe!" be lessened, still he did not think that that was a matter In which the Legislature ought to interfere. Lord KINNAIRD did not intend that the powers which Parliament had should be taken from them ; b u t w h a t he til suggest was, that certain parties, on beh a lf of th e G ove rnmen t, should be taken down to make inquiries upon the spot into tl' i ; merits of each case. He had been on a C omm it tee in win e this plan was adopted, and the results were most satisfacto r fi and such plans would also have the effect of preventing a l as mass of litigation. The Marquis of BREDALBANE said he agreed with hi Noble Friend. Nothing could be more de s i ra bl e than tha t there should be some controlling power over those railway Cen t ' panics. He was anxious to see all railways the result of Os! . petition and private enterprise ; but, with respect to the desire, for amalgamation, no doubt it would be very de-irable that nil great lines should be under the control of one great direct or y' and that frequent ownership along. a li ne should be prevented ; big he could not say that he entirely concurred in his Nob Frienp's view of the principle o. amalgamation. The Marquis of LONDONDERRY said he was in fall of amalgamation ; but care should be t a k en th a t it was e a . ° extended too far, lest too great enc o u ragemen t s hould r e given to monopoly, which would be ve:y dangerous to I d public interest. He was of opinion th a t th ose ma tters shoo be left untouched until the present COmmittees had tent up their reports. slot Lord WHARNCLIFFE said, th a t a lth oug h be did did wish to express any opinion unon thi s quest i on , yet he " not with it to be understood that by giving his vote in faT 4 of the Committee he was giving his sanction to the sap pointment of a Board of Com m i ss i on . R a il ways had lt°„ become matters of national impo r t ance , an d i t wou ld be ve t ? desirable that the Government should h ave a power of control o : mr the companies to a certain extent. He was not very 04 ° 1 as to the results of this inquiry, but it might, to some cite @e be useful ; and it was not too late, as had been supposed, to it, because, in every railway Bill that had been recellt; passed, a clause had been inserted to the effect that all ! li tho companies should be subjected to any general rule whin' Legislature might deem it necessary to adopt. Lord MONTEAGLE said that great it itconception existed out of doors upon one point co nn e c t e d wit h ra il wa ys, and was this. In many cases the parties to a d ee d f or a rativis# felt indisposed to carry it out, and would prefer not doing 5 .. , ° , but they were under the impression that th e y cou ld not e°" b ' e before Parliament with a petition prayi ng th a t th e y migh t der e relieved from this work, which they th emse l ves had tin _ o f taken to complete ,• but he believed they were m istaken , li so , he thought it would be well that the p u bli c s h ou ld be in ao l aware that parties to a deed of thi s s or t h a d t h e pow er to F in such a petition, and the Legislature to grant its prayet:• B 0 The Duke of WELLINGTON s aid it was t h e prat they submit railway companies to the power of the law befure to el got their Bill, but there was nothi ng l i k e a su ffi c i en t els° n iss over them afterwards. He did thi n k th a t t h ose compar e be amenable to the c ommon l aw a f ter t h ey had '- their railways, as well as before. ties Lord H A THERTON did not think that the fact of P i l a e. petitioning to be released from the making of a line, ab°,7o' lieve them from certain responsibilities which they O A loss dertaken. He was also of opinion that the expense as of time consequent upon parties being obliged to go two Committees on Standing Orders should be avoided, an could easily be done by means of a commission. p l ats Lord CAMPBELL said he agreed wi.h the Noble_ aa jait that the public safety should be m ore care f u ll y gua rded 31 rf A than it had been upon the railways. The inflictive Joie deodand had no effect whatever, and he agreed with and Learned Lord, that that was n o thi ng more than,! t r oels u culous remnant of ancient super s titi on . C are s hould ' , also that in case when a man, the f at h er o f a f a mily Or sre should have been killed, that th e wid ow an d f am ily alou d lot ceive compensation. A Bill to that effect was introdu ce ... 44 session, but was thrown out. In Sc ot l a nd the law 0 4 ° 1 of pecuniary compensation in such cases ; and he had bed 10 one instance in that country, where a man b e en killed an widow was awarded 2,00P1. 1,00 1 Lord REDEADALE hoped the N o bl e and Learne d Le ore opposite would introduce that Bill ag ain , f o r, under t° /eel sent circumstances, parties had no redress whatever. o f the might apply to the superintendent or to the chairmen; defy board, but all these were pa r t ies i n t eres t e d ; they ga civil answers, but no redress was to be had. The motion was then agreed to ; and Lord KINNAIRD said he would name the Commi ttee morrow. • ect RAILAYS. Lord BEAUNION T presented a pe'ition against the D _ s „„,btt " Northern Railway, and in favour of several other railW his Lordship did not name them. The House then adjourned. HOUSE OF COMMONS March 3 °• inute The SPEAKER took the Ch a i r a t a few in Four o'clock. NEW MEN :ii Seat bia Mr. MILES M`fioNNELL T ,;0 . for the couny of Mo. SCOTTISH t 'MIDLA ay ND EXTENSION RA IL w IkßEthße. oa ths and BILL. to Viscount DUNCAN moved that leave be giviettiil the Committee on the Scottish Midland Extension ding way Bill to proceed with the said Bill, notwithsla ° bti s that seven clear days' notice of going into Com wittee not been given, to Mr. GREENE observed that the motion apPear to him highly objectionable. The course tha t oug h t if have been adopted would have been for the c lsairul' t ;he he could, to have made the present appl ic " juil time of its appointment. The motion was withdrawn. SECOND READINGS. The following. Bills were read a second time a IId ordered to be committed, viz.:— Northumberland and Lancashire Junction Ra ilwY ilvv i 'Y' Glasgow, Airdrie, and Monkland: Junction Edinburgh and Bathgate Railway. Horbry•bridge and Calder Railway. s iov)' L ,, eds n and Thirsk Railway (Knaresb oroug h Extol Perth and Inverness Railway. Aberdeen, Banff, and Elgin Railway. Hamilton New Gas. 11 , 1,nsburgh Harbour. flelensburgh Extension and Police. Shrewsbury and Herefordshire Railway. SION COLLEGE. Bil l be Mr. GREENE int;ved that he Sion Coll_ ge d by read a first time, notwithstanding the time hol t* the sessional order had expired. Time m‘ition ree to. The following was reno ag rts d were brought uP an d - orde red to b 9 laid on the tahle, viz.:— Glasgow Waterwolks. Welsh Charity School Incorporation. Dundee New Gas. Sunderland Dock (to be considered). • 111 1 , 11.2t0 Bury ti a , Gre at S'Uth• Es Rye Rqeheste tirt b i„ 4l London Bran c i Land on Eghan Bosto n V Glasgow (No. 2 The f u oik :1 Brighton Br ame ! Brighton South-E, t" Has M alderatio the folio' first line ‘, s aid." said."— v Mr: G (4 4 tI 44 tiny of "rotnitt The rl LO i kr. B llorst Re. B e Oldl V Mr. I hest of Sir A douse t brat he to Ser,?N In th tttrrned, 114 d bee Sir j tbp Hid Leitri m f avour Mime 0 Mr. 7 ‘ity bei the Es, t() th e to the Six ] next h for the (4 er th Dr. "enin j itt.w ai ealling In r( Sir of i ncit tiridg € a, f ew Mr. rooter!' he Sir kittee w hich tak e i dated - v. v.. .., TRE SUN, LON DON. TUEStIN Y MOAN] ,r) 1, 84(. mad %old. zat ttlei pre: