The Sun. — London, England, 1845-05-24 00:00:00

4 - iiCira , .74TEit AND LEUDS "RAILWAY. SPECIAL GENERAL MEETING. MANCHESTER, THURSDAY.-Yesterday a special general meet ing of the Shareholders of this railway was held in the Palatine Hotel, in this town, " For the special purpose of having a draft or copy of a proposed Bill now before Parliament, intituled ' A Bill for amending the Acts relating to the Manchester and Leeds Railway, and for making a branch therefrom to Burnley, and for extending the Oldham and Heywood Brances,' submitted to such meeting, for the approval of the Proprietors then present; by which Bill it is proposed to authorise the said Company to make a branch railway from the main line of the Manchester and Leeds Railway to Burnley, and also to extend the Oldham branch from the present terminus in the township of Oldham to Mumps, in the same township, and also to extend the Heywood Branch Railway from the present terminus in the township of Hopwood to Bury. And also for the special purpose of having the draft or copy of a proposed Bill, now before Parliament, intituled A Bill for amending the Act relating to the Ashton, Staleybridge, and Liverpool Junction Railway, and for making branches there from to Ardwick and Guide-bridge,' submitted to such meeting, for the approval of the Proprietors then present ; by which Bill it is proposed to enable the Manchester and Leeds Railway Company to make a branch railway from the intended Ashton, Staleybridge, and Liverpool Junction Railway, in the township of Newton, and parish of Manchester, to the Manchester and Birmingham Rail. way, in the township of Ardwick, in the same parish ; and also another branch railway from the said Ashton, Staleybridge, and Liverpool Junction Railway, in the Audenshaw division of the parish of Aslaton.under-Lyne, to the Sheffield, Ashton-under-Lyne, and Manchester Railway, at or near Guide-bridge, in the same division and parish. And also for the special purpose of obtaining the authority of the Proprietors present at such meeting for the Manchester and Leeds Railway Company to subscribe towards or purchase, or take shares in, and to lease the proposed Leeds and West Riding Junction Railways, and of having a draft or copy of the Bill for making such last-mentioned railways, intituled A Bill for making certain Railways in the West Riding of the County of York, to communicate with the Manchester and Leeds Railway,' submitted to such meeting for the approval of the proprietors then present. And also for the special purpose of obtaining authority of the proprietors present at such meeting, for the Manchester and Leeds Railway Company to subscribe towards. or purchase, or take shares in the proposed Wakefield, Pontefract, and Goole Railway, extending from the Manchester and Leeds Railway at Wakefield, to Pontefract and Goole, with certain branches there from, and of having a draft or copy of the Bill for making such last-mentioned railway and branches, intituled A Bill for making a railway from the Manchester and Leeds Railway at Wakefield, to the towns of Pontefract and Goole, with certain branches therefrom,' submitted to such meeting for the approval of the pro prietors then present." The meeting was numerously attended, having excited consider able interest, not only among the Proprietors of the line, but also among the railway public in this district. HENRY HOULDSWOIrIII, Esq., Chairman of the Board of Directors, presided on the occasion. Having briefly opened the proceedings, he called on the law clerk to read the advertisement calling them together, which having been done, The CHAIRMAN moved the adoption of the Bills referred to in the advertisement, and they were agreed to. The CHAIRMAN then stated that the amount of share capital re— quired for their new undertakings amounted to 1,4911,000/. to corn. plete 72 miles of railway. AMALGAMATION WITH THE MANCHESTER, BOLTON, AND BURY RAILWAY. A special general meeting was called at the same place, for the purpose of authorising the Directors to enter into certain arrange ments with the proprietors of the Manchester and Bolton Railway. The CHAIRMAN entered at some length upon the advantages arising from the union of lines which formed a link in the same range of traffic ; after which, on the motion of the Chairman, seconded by Mr. J. B. BINGLEY, the meeting unanimously autho rised the Directors to enter into any arrangement with the Bolton Company which was of equal benefit to both. The thanks of the meeting were unanimously given to the Chairman and Directors, amidst loud applause, after which, the meeting separated, about half past one o'clock. TO THE EDITOR OF THE SUN. Sta,—ln the latter part of the evidence of Mr. Henry Pearson on the York and London Railway, your reporter states " that the goods coming to Selby were unshipped there, and sent on to Leeds, where they were reloaded for London." It should have been that "carcases of sheep were sent from Selby to Leeds, thence to London," after having been unloaded at Leeds, and re loaded there for London.—Yours respectfully, HENRY PEARSON. PARLIAMENTARY DIVISIONS. (Front the Totes and Proceedings of the House of Commons.) WEDNESDAY, MAY 21. MAYNOOTH COLLEGE BILL. Clause (And be it Enacted, That the powers and provisions of this Act shall not continue and be in force longer than the first day of August one thousand eight hundred and forty-eight, and from thence to the end of the then next Session of Parliament) brought up, and read a first time ; Motion made, and Question put, " That the said CLAnie be now read a second time." The House divided MINORITY—AYES, 144. Ackers, James Eaton, R. J. Maxwell, J. P. Acton, Colonel Egerton, Sir P. Morris, David Alexander, Nathaniel Entwisle, William Muntz, G. F. Allix, J. P. Ewart, William Napier, Sir C. Antrobus, Edmund Farnham, E. B. Neeld, Joseph Archdall, Captain Fielden, John Neeld, John Ashley, Lord Fellowes, Edward Newdegate, C. N Astell, William Ferrand, W. B. Newry, Viscount Austen, Col•rel Filmer, Sir E. O'Brien, A. S. Bailey, J., jun. Fitzroy, Lord .C. Packe, C. W. Bankes, George Ffolliott, John , Palmer, Robert Bannerman, A. Forman, T. S. Pattison, James Bateson, Thomas Fox, S. L. Pechell, Captain Beckett, William Fuller, A. E. Plumptre, J.:P.I Beresford, Major Gore, W. 0. Polhill, Frederick Blackstone, W. S. Gore, W. R. 0. Rashle gh, W. Blewitt, It. J. Goring, Charles Rendlesham, Lord Bouverie, E. P. Greenall, Peter Rice, E. R. Boyd. John Gregory, W. H. Richards, Richard Bradshaw, J. Grimsditch, T. Rolleston, Colonel Bright, John Grogan, Edward Rushbrooke, Col. Brisco. M. Hamilton, JAIII. Ryder, G. D. Broadley, H. Hamilton, G. A. Shaw, Frederick Brocklehurst, J. Hanrner, Sir J. Sibthorp, Colonel Brotherton, J. llastie, Archibald Smith, Abel Bruce, C. L. C. Hawes, Benjamin Smyth, Sir H. Bruen, Colonel Heathcoat, John Spooner, Richard Bruges, W. H. Henley, J. W. Spry, Sir S. T. Buckley, Edmund Hornby, John Stanley, Edward Buller, Sir J. Y. Hughes, W. B. Stewart, P. M. Burroughs, 11. N. Inglis, Sir R. H. Taylor, Edward Campbell, J. H. Jervis, John Taylor, J. A. Chetwode, Sir J. Johnson, General Thompson, Alderman Cole, 11. A. Jolliffe, Sir W. Tollemache, John Colquhoun, J. C. Jones, Captain Tower, Christopher Colvile, C. R. Kemble, Henry Trollope, Sir J. Compton, H. C. Knight, F. W. Turner, Edmund Copeland, Alderman Law, C. E. Tumor, Christopher Crawford, IV. S. Lawson, Andrew Tyrrell, Sir J. T. Curteis, H. B. Lefroy, Anthony Verner, Colonel Dawnay, IV. H. Legh, G. C. Vyvs an, Sir R. Dcedes, William Leslie, C. P. Waddington, 11. S. Denison, E. B. Loftus, Viscount Wakley, Thomas D'Eyncourt, C. T. Lopes, Sir R. Welby, G. E, Douglas, Sir H. Lowther, Sir J. H. Williams, William Douglas, J. D. S. Lowther, Colonel Duke, Sir J. Maclean, Donald Duncan, George M`Taggart, Sir J. Duncombe, 0. Mainwaring, T. Du Pre, C. G. Masterman, John Dun combe, Thomas liindley, Charles MAJORITY—NOES, 243. Acheson, Viscount Ferguson, Sir R. A. Owen, Sir John - Attend, Sir T. D. Fitzmaurice, W. Pakington, J. S. A•Conrt, Captain Fitzroy, Henry Palmerston, Viscount Adderley, C. B. Fleetwood, Sir P. Parker, John Ainsworth, I'cter Flower, Sir James Patten, J. W. Aldarn, William Forster, Matthew Peel, Sir Robert Archbold, Robert Fox, C. R. Peel, Jonathan Arundel, Earl Fremantle, Sir T. Pendarves, E. W. Begot, William French, F. Philips, G. R. Baillie, Colonel Gardner, J. D. Phillpotts, John Baine, Walter Gasket, J. M. Pigot, David Baird, William Gill, Thomas Pigot, Sir R. Barkly, Henry Gladstone, W. E. Power, James Baring, F. T. Gladstone, Captain Praed, W. T. Baring, Thomas Godson, Richard Pusey, Philip Baring, W. B. Gordon, Captain Rawdon, Col. Barnard, E. G. Gore, Montague Redington, T. N. Barrington, Viscount Gore, Robert Reptou, G. W. J. Bellew, R. 31. Goulburn, Henry Roche, E. B. Bentinck, Lord G. Graham,'Sir J. Roebuck, J. A. Blackburne, J. I. Granby, Marquis Ross, D. R. Blake, Sir V. Granger, T. C. Round, John Blakemore, Richard Greene, Thomas Rous, Captain Bodkin, W. H. Grey, Sir George Rumbold, C. E. Boldero, H. G. Hale, R. B. Russell, Lord J. Borthwick, Peter Halford, Sir H. Russell, Lord E. Botfield, Beriah Hamilton, W. J. Russell, Charles Bowes, John Hamilton, Lord C. Sandon, Viscount Bowles, Admiral Harcourt, G. G. Seymour, Lord Bowring,:Dr. Hatton, Captain Seymour, Sir H. Bramston, T. W. Heneage, 0. H. W. Sheil, R. L. Browns, W. Heneage, Edward Smith, Benjamin Brownrigg, J. S. Henniker, Lord Smith, T. B. C. Bruce, Lord E. Herbert, Sidney Somerset, Lord G. Buller, Charles Heron, Sir Robert Somerville, Sir W. Buller, Edward Ilervey, Lord A. Somes, Joseph Butler, P. S. Hinde, John 11. Stansiield, W. R. C. Byng, George Hobhouse, Sir J. Stanton, W. 11. Cardwell, Edward Holmes, W. A'Court Staunton, Sir G. Carew, W. H. P. Hope, Charles Stuart, Lord J. Castlereagh, Viscount Hope, G. W. Stuart, W. V. Cavendish, C. C. Horsman, Edward Strutt, Edward Cavendish, G. H. Howard, C. W. Sutton, Henry Chapman, B. Howard, E. G. Tattered, H. W. Chelsea, Viscount Howard, Philip H. Tennent, J. E. Childers, J. W. Hums, Joseph Thesiger, Sir F. Clayton, R. R. Hutt, William Tollemache, F. J. Clements, Viscount Ingestrie, Viscount Tomline, George Clerk, Sir George James, Sir W. C. Towneley, John Clifton, John T. Jermyn, Earl Trelawny, J. S. Clive, Viscount Jocelyn, Viscount Trench, Sir F. W. Clive, R H. Kelly, Fitzroy Trevor, G. R. Cockburn, Sir G. Labouchere, Henry Tuite, 11. M. Colebrooke. Sir T. Lambton, H. Vane, Lorcl . H. Collins, William Lennox, Lord A. Vernon, G. 11. Corbally, Matthew E. Liddell, H. T. Villiers, Viscount Corry, Henry Lincoln, Earl Walker, Richard Courtenay, Lord Listowel, Earl Wall, C. B. Cowper, W. F. Loch, James Warburton, H. Craig, W. G. Mackenzie, W. F. Watson, W. H. Cripps, William Macnamara, Major Wawn, J. T. Darner, Colonel M`Geachy, F. A. Wellesley, Lord C. Dawson, T. V. M`Neill, Duncan Wemyss, Captain Denison, W. J. Mahon, Viscount Westenra, J. Dickinson, F. H. Manners, Lord J. White, Samuel Divett, Edward Marshall, William Whitmore, T. C. Dodd, George Martin, John Wilde, Sir T. Douro, Marquis Martin, C. W. Wilshere, W. Drummond, H. H. Martin, T. B. Winnington, Sir T. 'Duncan, Viscount Matheson, James Wood, Charles Dundas, Frederick Mitcalfe, Henry Wood, Colonel T. Dundas, David Mitchell, T. A. Worsley, Lord Easthope, Sir J. Mordaunt, Sir J. Wortley, John S. Eastnor, Viscount Murphy, F. S. Wrightson, W. B. Ebrington, Viscount Neville, - ,P,alph Wynn, C. W. W. Elphinstone, H. Nicholl, John Wynn, Sir W. Emlyn, Viscount Norreys, Sir D. J. Wyse, Thomas Escott, Bickham O'Brien, J. Yorke, E. T. Esmonde, Sir T. O'Connell, M. J, Estcourt, T. G. B. O'Conor Don Email, Ralph O'Ferrall, R. M. Ferguson, Colonel Oswald, James TELLERS. Young, John Baring, Henry THE RECENT STEAM-ROILER ExPLOSION IN THE OLP KENT-ILO&D. Thursdol Icionsiderable progress was made by the workmen in th e employ ge r : H ol u d m K e , e n the r owner oad tin r o e f in t the i a n t g e a t m b e rubbish from the wrec k of the m ill. near the Surr e y Canal - bridg e, mill. Duri ng t h e day several scientific men visited th e ruin: an d iieinasnppeecatedmdthtoe be e ro t k b e a n t boiler, and and amongst them the general opi n ion pressurer th ,i e u r n e . , was notto the m reporter, burst f, om over-pressure. Mr. Waller, that at the time of the accident the gard wzs o n n o l indicator to the 45Ihs. ; but considering the fact that safety valve, such a statement can be re a matter of opinion, while the fact remains the same, that the b o il er , and driven oler Tb into the of three tons in weight, was torn from its bed,upwards e bo b u o t iler, fields about 150 yards, at a considerable elevation. which is a complete wreck, is ripped from end to end (a feet), and as a proof of the soundness of th e ma k e, not a singlel 6 rivet has earted ; the metal also exhibits an appearance of first rate quality. It has been in wear about seven years. The loss to the owner is estimated at a rough guess at 2,0001. ; but it is hoped most of the valuable machinery will be recovered. The Shre'sysbury and Trent Valley Union Com pany have announced the issue of their shares, about which inquiry is already made in the City. The rejection, on Thursday, of the Grand Junction Company's line from Shrewsbury to Wolverhampton clears the ground for this line. which the country generally through which it passes are understood to regard with decided favour. The Marquis and Marchioness of Buts have arrived at Holy rood Palace, Edinburgh, where the Noble Marquis Is to assume the duties of her Majesty's Lord High Commissioner to the General Assembly, which was to meet on Thursday. The state and other apartments of Holyrood Palace have been put in preparation for the reception of the Marquis and Marchioness. His Lordship's forthcoming court is expected to be brilliantly attended, ~-.. ~ ; ~,_,~ a" TEN NUN, LONDON, The evidence was then continued to prove the necessity for the formation of the above line, and the first witness called was Mr. Henry Smith, who was examined by Mr. WILKINS, and stated that he was a farmer, living at Drax Abbey ; was also a land owner. He confirmed the evidence given yesterday by Mr. Wedall in favour of the proposed line. He considered that of the different lines proposed the one under consideration was the most eligible to open up the resources 01' the country. The facilities which it would afford would contribute very much to cheapen the carriage, and accelerate the conveyance of agricultural produce and farm stock to the manufacturing districts. Mr. KNowLEs, on behalf of the York and Midland line, cross. examined this witness at considerable length. Reexamined by Mr. WuxiNs—The petitions against the Drayton and Goole line was signed by all the inhabitants of Drax, with very few exceptions. _ . _ Mr. Clarke, farmer, was next examined—Lived at Waterton, near the Ouse and Trent. Wakefield was the principal market in that district. Lived forty miles from Wakefield, twenty.five from Doncaster, and thirty from Pontefract. Sent his beasts to Wake field, at a cost of 6s. to 7s. a head. They looked 11. a head worse when they arrived there than before they set out. This would not occur if there was a railroad to Wakefield. They occupied four to seven days at present in the journey. Would accomplish it by rail in a few hours. Sent his corn partly to Doncaster and partly to Wakefield. The cost of carriage was Is. 4d. per quarter to Doncaster, and very frequently a double freight was incurred to Wakefield after it was sent to Doncaster. The proposed rail would be much more advantageous than the Drayton and Goole line. The petition which he presented in favour of the line under consideration was signed by the principal farmers and landowners of Marshland. By Lord SEYMOUR—The corn was sent by the River Trent and canal up to Thorne. Cross-examined by Mr. KNOWLES—His own individual advantage would be greatly promoted by this line. Doncaster was not a more convenient place to send his beasts to than Wakefield. Sent half of his corn to Doncaster, but thought Wakefield a better market than Doncaster. The corn which he takes to Doncaster is very often sold to corn factors from Wakefield. Mr. Johnston, farmer and grazier of Fockerby, heard the evi. dente of the two last witnesses, and quite concurred in all they stated. Mr. I. P. Leatherbow, clerk at the Normanton station of the Manchester and Leeds Railway, was next examined. Mr. J. P. Leatherbow, clerk at the Normanton station of the Manchester and Leeds Railway, examined by Messrs. BLAND and WILKINS, stated that there was a junction at that station of the Manchester and Leeds, York and North Midland, and Leeds and Selby lines. The goods and passenger traffic that passed there was very great. As many as eighty.six to ninety trains passed in the course of the day. Of these twenty.seven to twenty-eight were luggage trains. The direction from which cattle and sheep came was Newcastle, Darlington, York, and Selby, and they went to Wakefield, Rochdale, and Manchester. Trains, consisting of as many as 100 waggons of cattle, passed there every market.day ; and there were extra trains besides these. There were from thirty to fifty cattle in each waggon. It required two engines for one of these monster trains. Great delays occa sionally took place in consequence of this immense traffic. He saw as many as five trains delayed there at one time for several hours, and the confusion which arose was very great. This witness WAS subjected to a long cross•exantination by Messrs. PICKERING and KNOWLES. Captain Lawes, manager of the Manchester and Leeds Railway, confirmed the evidence of the last witness. He had made a pro position to the managers of the York and North Midland line to remedy the confusion and delay at the Norrnanton station, but they had resolutely refused to accede to it. _ By Mr. KNowtcs—He could not speak as to the relative -pro portions of goods and merchandise which passed between Man chester and the eastern counties, and Manchester and Leeds, but he thought the passenger traffic was rather greater between Man chester and Leeds than between Manchester and Hull. Mr. Seaton, of Westbridge, near Pontefract, deposed to the quantity of coal consumed by Pontefract, and the places on the line of the proposed railway to the east of that town. He calculated the quantity at 74,994 tons, and the amount which would be saved to that district by the conveyance of these coals on the line (calculating the carriage at ld. per ton) was 7,11001. Mr KNOWLES cross-examined this witness. _ _ S. Cotton, auditor and accountant of the Manchester and Leeds Railway—Was conversant with the mode of ascertaining anticipated traffic on proposed lines of railway. The mode which he adopted in ascertaining the traffic on the proposed line was by having six different stations on the line from Wakefield to Goole, and appoint ing three persons at each of these stations to relieve one another every six hours for fourteen days. These persons were to note down in a book every one who passed, and every description of goods and cattle. He had mcde his classifications from this record and he found that there were 195,736 fuot passengers tr ho passed at various distances between the extreme points of this line. Calculating one half of these to go by the railway in third-class carriages, the amount of income from this source would be 2,6061. The omnibus and post-chaise passengers were 26,876 and doubling this number (which was customary in such calculations with this class of pas. sengers), the amount, at 2d. per mile per passenger, was 5,5401. ss. 4d. The number of passengers by their own convey. ances was 198,628, and calculating one-third of these as first class passengers, the amount was 1,636/. The quantity of minerals and heavy goods conveyed by canal had been calculated at 633,122 tons, and by diverting a quarter of that to the railway, at the average of I id. per ton per mile, the amount would be 33,606/. This proportion he considered a small one. Sometimes two thirds were taken, and not unfrequently it has hap. I vied that the rail had swept the canal altogether. The passengers:by packet from Knottingley to Goole were also taken into account, and, assuming the half of them to go by rail, as third-class passengers, the amount would be 233/. The live stock were calculated at 75,127 head (including 61,600 sheep, 4,536 pigs, and the rest cows, &c.), and at 2d. per head this would amount to 8,931/. The general merchandise and light goods which were observed to be carted along the proposed line was 47,000 tons, and the assumed traffic from this source was estimated at 1,304/. He calculated the working expenses at one-third of the estimated traffic, and as suming the traffic at 46,0001., and the working expenses at about 18,6001., the income would be about 27,0001., or 7 per cent. on the capital, 365,0001. Mr. Sevatourt—ls one-third the usual proportion taken for the working expenses ? Mr. Cotton—The Parliamentary allowance is two.fitths or 40 per cent., but the difference did not materially affect the estimate. This witness was cross-examined at considerable length by Mr. KNOWLES, as to his mode of classifying the estimates and ascertain ing the different calculations. Mr. John Harris, engineer, examined by Mr. WILKINS—Was connected with the Stockton and Darlington Railway, and had been engaged on several others in the north of England. He con. sidered the Ilse under consideration to be the best of all those that had been projected to accommodate the population of that disttict. The Speaker having been announced to be at prayers, the Corn. mittee then adjourned till twelve o'clock tomorrow. Group EE. DUNDEE AND PERTH (NORTH) RAILWAY. The Committee on these lines resumed business this morning by the continuance of the examination of Mr. Daniel Stephenson, C.E., who, in reply to Mr. Forsyth, deposed to having drawn up a report for the provost and magistrates of the town of Perth, as conserva tors of the river Tay, in which he stated several objections to the height of the bridges, and the headway proposed on the line, which latter, in his opinion, should be not less than 14 feet. These ob jections had been submitted to the Admiralty, and he had had in terviews with Captzin Beaufort, in which he had pointed out the inconvenience which would be entailed by the present arrange. merits for the line. Cross.examined by Mr. ANDREWS—Was not aware that the report which he had presented to the provost and magistrates of Perth had been laid before Captain Beaufort.—(The Learned Counsel here read a letter from the Admiralty, requiring a width of fifty feet in the bridge, for the passage of boats.) George Rennie, examined by Mr. FORSYTH—Is a civil engineer of considerable experience. Has surveyed the localities through which the Dundee and Perth line is to pass, and particularly that part where the line is to cross the Tay by means of a bridge near Perth. Considers that the depression of the road, and the ele vation of the rails two feet, to construct the bridge of a sufficient height, would be highly objectionable, in con sequence of the danger that would thus rccrue to the vi cinity from the floods to which the river is liable. There is a considerable traffic on the road over which the bridges were to be thrown, and a headway of at least 16 feet ought to be allowed. John Kennedy—ls master of the Trinity-house of Dundee, and is of opinion that the laying the rails along Dock.street in that town would be highly objectionable. The width of that street is 54 feet clear of the strand—carts and horses occupy 16 feet of that, looking one way and the other, so that they take up a total of about 321 feet, leaving 21i feet for passengers and traffic. This is already considered as insufficient. John Kennedy cross-examined by Mr. Pows—Anticipates no inconvenience to the traffic on the river near Dundee from the construction of the line. A single rail would occupy about five feet, arid considers the removal of the carts would be a serious injury to the traffic on the quay. Mr. ANDREWS here put in a letter from the Tidal Commissioners, concurring with the requirements of the Board of Admiralty, re specting the construction of the bridge over the Tay. The letter bore date of the 22d (yesterday), and was relied on by the Counsel for the promoters of the line as favourable to them, inasmuch as they were prepared to insert a clause in their Bill promising to adopt the course recommended by the Admiralty. James Kennedy —ls manager of the Modern Athena' Steam_ packet Company, on which the through traffic from Dundee to Perth comprises at present 15,172 passengers, all of whom would be lost by the formation of the projected line. Mr. Miller, in continuation of his examination by Mr. HOPE— The quantity of earthwork in the whole undertaking will be 30,000 cubic yards per mile, and the line being 501 miles in length, the total earthwork required would be 615,000 yards, of which 120,000 yards would be through rock, at a cost of from Is. 4d. to 2s. a yard, the remainder through clay at about 9 /id. per yard, the total cost of which would be 34,5201. ;' the width of cutting would be 40 feet, and the expense of masonry, including viaducts, was estimated at 29,7771. There were eight bridges proposed for the line, costing 230,0001. each ; two of them lay over public roads. He had computed the occupation road crossings at 61. each, the turnpike road crossings at 1501. a piece. The sum for culverts (six in number) would run from 751, to 1501. each. The cost of bulwarks (including 12,000 yards •f pitching) he computed at ss. a yard, and a wall on the top of them extending 6,300 yards at 1,200/. ; 18,5001. had been put down for the aqueduct and river crossings. In the bridge over the Tay 80,000 feet of timber would be required at 3s. 6d. per foot, and 20 tons of ironwork at 301. a ton. The expense of lay ing the road would be 10d. a yard, besides a total of 109,000 keys at 4/. per thousand. Thomas Story examined by Mr. FORSVTII—Is an engineer of considerable experience, and is perfectly conversant with prices of railroads. Has surveyed the whole of the line in. tended for the Dundee and Perth Railway. Considers the cost of the line, exclusive of minerals and their compensation, would be 805,9461. 35., including 59,5681. 10s. Bd. for earthwork and viaducts, 56,5661. for masonry, 101,113/. Is. 9d. for permanent way, 33,6011. 19s.'for land, 11,4651. 10s. for stations, 15,000/. for management, and 28,000/. for contingencies. The quantity of earthwork would be 663,984 yards of clay and 251,266 yards of rockwork. Considers the estimate made by Mr. Miller wholly inadequate. Cross-examined by Mr. AUSTIN—Had personally surveyed the line, but did not know on whose behalf. He had calculated 4,898/. per mile for permanent way, including M. a ton of iron for rails, Si. a ton for chains, Is. 6d. a cubic yard for ballast, ss. a cubic yard for sleepers, 3s. 6d. a yard for fencing, 2s. a yard for laying road, and 501. a mile for trespass. The Speaker being here announced at prayers, the Committee adjourned. Group FF. The Committee met at twelve o'clock, Lord Ashley in the Chair. EDINBURGH AND HAWICK RAILWAY. Sir W. RIDDELL said he appeared for two proprietors against the proposed line, and also against the preamble of the Bill. The objections which he took were as to the expense of the line, which would be nearer 600,0001. than 400,13001., as estimated. There would not be the traffic on it which was estimated ; and there were gradients and reverse curves, which rendered it a more un. safe line. The following evidence was then called against the Bill : Mr. J. F. Dundas, C E., examined by Sir WALTER RIDDELL—. lam in the habit of making plans and sections of railways. I made sections of the line now before the Committee. I commenced my examination at the works north of the Tweed, at the crossing of the Tweed. I examined for the purpose of testing the plans. The plans deposited varied from the estimatee of the line considerably. I ran two courses of level, and I found very considerable differences of level from what was represented. In one place I found a differ. ence of 15 feet near the parish road, at the crossing of the Tweed. fwehr which e l 9 4 6 d, Near Galla the form of ground is very different from what appears in the section. The variation in the first cutting showed a dif e i 7 ff l e s re e n u c h e i c o gy asrdos,4b3eetwieet the thefou fourth, sections made e t h a: ditihxot sixth, made; the second a difference of 112,553 cubic yards; the third 18,877. More to the north towards Edinburgh, at the south-end of the tunnel, there was a difference of 144,055 ; at the north-end of the tunnel 5,350 ; at the great embankment there was a diffe rence of 41,004; at the village of Growbridge a difference of 20,834 ; and there was in another place a difference of l 3,336 cubic yards ; making on the whole a difference of 648,825 cubic yards in the cuttings. The difference of eaFense is 40,000/. The whole cost of the line was estimated at 400,000/. I think that is 200,000/. too small. The witness then stated in detail his calculation of the expenses. I have seen the gradients on the line. There are reversed turn. ings on an incline of lin 75. That would not be safe. The ne cessity of an assistant engine would Increase the danger. If there was a double line the estimate would be of course considerably in creased. I think it would be unsafe to go at the rate of twenty. five miles an hour on this curved part of the line. The witness was cross.examined at great length by Mr. M'NEILL Group DD. THE CALEDONIAN, AND THE GLASGOW, DUMFRIES AND CARLISLE RAILWAYS. The adjourned Committee met this morning at I.alf-past eleven, and soon after proceeded to business. _ The examination of witnesses to prove the traffic tables was re. sumed by Sir Thomas PHILLIPS calling Mr. Hunter, farmer, near Dumfries—He said he was well acquainted with the cattle trade of Scotland, and par ticularly ;with lean cattle.: Thel whole of his cattle were ob tained from the north, and were usually sent to the Falkirk market to be disposed of. He could corroborate the opinion of Mr. M'Adam that it was not likely, except under extraordinary circum. stances, that the lean cattle and sheep would be transmitted by railway. If the beasts were to be sent by railway, the line through Dum fries would certainly be the most convenient one; but he would still adhere to his former opinion, that it was not at all probable that the cattle would travel by that means of conveyance. Of those that were driven southward, he was certain none would go by railway. The number of cattle and sheep that were annually exposed for sale at the October tryst at Falkirk was about seventy thousand; of these, probably, a few might be conveyed on the rails, but only when the weather was very bad, or that they were not in a proper condition for travelling on foot. He had inspected the traffic-tables that had been put in by the promoters of the Caledonian scheme, and con. sidered that the items of cattle and sheep had been grossly ex. aggerated. Mr. Laurie, farmer, Kircudbrightshire, said he had been a farmer 28 years, and had considerable experience in agricultural matters. He could confirm the evidence of Mr. M'Adam as to the estimates of fat cattle going into England. He had inspected the traffic tables of the Dumfries line, and it was only reasonable to expect that at least 18,000 head of cattle would be sent away; in fact, the estimate in his opinion was rather below than above the mark. All the fat cattle would be conveyed by railway. He had directed his attention to the localities where potatoes were produced, through which the Caledonian line was intended to pass. The quantity of potatoes that would be produced in these districts was 2,458 tons, and this was the largest quantity that it was likely would be sent out of the country. At the conclusion of the examination of the last witness, The CHAIRMAN said that he had just received a communication addressed to him in his capacity of Chairman of the Committee on the Caledonian scheme. The letter evidently contained an ex parte statement, and he considered such communications highly repre. hensible. He would wish to have the occurrence made public!y known, but would refrain from mentioning the name of the party from whom the letter came. The Hon. Gentleman then tore it in pieces, and said he considered that was the only way in which similar communications addressed to the Chairmen of Railway Committees ought to be treated. Mr. Payne, &slier, at Dumfries, was then examined—He stated there were very few cattle to be had in Dumfries, and he was obliged to go round to the different farms in the neigh. bourhood to buy them up. The number of cattle and sheep that were annually fattened in the ♦alley of the Nith amounted in sheep, including lambs, to 57,450, and in cattle to 1,570 ; of sheep 50,000, and of cattle 1,000, were gene. rally sent south The witness concurred in the opinion that the Dumfries line would be a great convenience for the conveyance of fat cattle. Mr. Geddis, mining engineer, was next called.—He deposed that he had been employed by the Duke of Buccleucb, the Duke of Portland, and other extensive mineral proprietors, and from the information he had derived from that and other sources he was fully capable to give an opinion on the mineral districts of almost the entire of Scotland. He had visited all the coal and iron seams in the vicinity of the railway. The principal coal grounds were found in Lanarkshire and Lothian. Edinburgh was supplied with coal from Lothian, which was conveyed thither by a continuation of the Dalkeith line. In all these coal-fields greater or less quantities of ironstone was found, but very little black band had been obtained. It was usually considered that black band was confined exclusively to the mineral fields in Lanarkshire, but this was a mistaken idea, as it could be obtained in different quantities from almost all the coal.fields of Scotland. Very extensive iron works existed in Ayrshire, but great inconvenience for carrying away the maim. factured iron was experienced in consequence of the present in complete modes of transit. He had inspected the whole route of the Dumfries Railway for the purpose of identifying and de scribing the various mineral fields near which it passed. One-third of the entire line will be carried through extensive mineral districts. The railway would tend to open up many iron, coal, and lime-fields along its route, and would increase the population in its neigh. bourhood, as there would be more men required to work the dif ferent mines. In the valley of the Irvine, going to Kilmarnock, the line would run for three miles through the Hurleford dis trict, where was situated a most extensive coal-field, and the works were at present in operation. Considerable part of the produce was carried in carts to the station of the Ayrshire Railway, to supply the large: ironworks at Dairy, Johnston, and Paisley. The cost of conveying the coal in carts from the mines to the station was Is. Bd. per ton. The remaining portion of the produce was sent south to the districts travelled through by the proposed Dumfries railway. If that line were made he was dis tinctly of opinion that the quantity of Hurleford coal con sumed would be greatly Increased. The proprietors of the coal mines were very desirous to have their business increased, and the construction of the railway would effect that object. The nature of the Hurleford coal had been tested by experiment, and it had been found to consist of the very finest qualities, and was highly valuable. He had estimated the area of the field at five miles by two miles and a half, and it might ultimately be found to be more extensive. The number of veins at present being worked is three, and the average thickness of the seams is 16 feet ; and the estimated quantity of coals the mine was capable of producing was 90,000,000 of tons. The coal-field was skirted by ironstone mines, which tended greatly to enhance its value. Black band, ironstone. clay and ironstone, and limestone were all found more or less in the Hurleford district. The limestone field was 11 feet thick, and produced 2,400 tons annually. Iron mines and coalfields were to be found all along the line, and there was no doubt that numerous iron works and manufactories would be erected at various different points. The Nithsdale works supplied large quantities of lime for agricultural purposes, and it was of very superior quality. From Mansfield the quantity obtained was 3,000 tons annually. Benstown produced 2,200 tons, and the re maining works produced from 5,000 to 6,000 tons. In the coal fields of Closeburn he had discovered specimens of black band, which were of a very rich quality, Gas coal was worked at Brogue and Mansfield. The aggregate thickness of the com. mon coal at Mansfield was 44 feet, in which there were two seams of gas coal, one averaging 11 feet in thickness, and the other 12 feet. In his opinion, it would be very difficult to form an accurate judg ment of the mineral fields he had described. He had no doubt that the Wilsontown common coal could not be brought into competi. tion with the present supply in the Edinburgh market, and he was not satisfied that it would bear a comparison with that produced from the Lothian fields. Borrowstowness coal would compete with the Wilsontown coal, and could be shipped for exportation at a lower rate. He had no hesitation in stating it as his opinion that the Dumfries-shire line would exactly tend to develope the mineral resources of the districts through which it passed, and the general interests of the country would be greatly benefited by it. Mr. Wright, mining engineer of Dalkeith, and Mr. Christie of Muir Kirk Iron-works, gave corroborative testimony to the state. ments of the last witness as to the quantity and quality of the various mineral fields through which the line would pass, that are at present in operation, or which would be opened up, if the pro. posed railway were constructed. Mr. Nelson said, he had been engaged in gas works for thirty years past, very extensively in the west of Scotland. He deposed as to the respective value of the gas coal to be obtained from various districts through or near which the line would pass. Coal obtained from Lismahago, on the average per ton, would yield 10,500 cubic feet of gas ; Sothram coal would yield a similar quantity, Wilsontown coal would give 8,820 cubic feet, coal obtained from the neighbourhood would yield 10,000 cubic feet of gas, and from Borrowstowness the same amount could be obtained. The evidence of this witness concluded thedepositions as to the mineral traffic for the promoters of the Glasgow, Dumfries, and Carlisle scheme. The Committee adjourned until Monday, at twelve o'clock. Group N. On the sitting of the Committee this morning, 3lr. Minix opened the case on the part of the promoters of the CORNWALL RAILWAY. The Learned GENTLEMAN said it was the intention of the pro. motors of the Bill to form a connexion with the Great Western Railway, which was laid down on the bread gauge, and which was in full and effective force. Various projects had been under the consideration of Parliament with respect to the construction of a line from the Great Western Rail way through the county of Devon. A line from Exeter to Plymouth, along the coast, was adopted, which was a continuation of that line from the metropolis. It was intended to work that line by atmospheric power. The termiaus of that line in the town of Plymouth was at a portion of that town called Eldad. They proposed to commence the Cornwall line at the opposite part of the town, but it was proposed to continue the South Devon or Exeter line to a point so as to join the Cornwall line. Though the stations ap. peared in the plans to be laid down at different places, yet they would constitute the termini to the whole line. Plymouth had a population of upwards of 100,000, and was, in respect to all com mercial purposes, the metropolis of the west of England. The general course of the line, after passing the Hamoaze, would run to Torpoint, St. Germains, Liskeard, Bodmin—terminating at Penryn and Falmouth ; would be 66 miles in length, and would, to use the words of his brief, " pass through a rich and most densely populated mining, and agricultural, and commercial district." The population of the parishes through which it would pass, excluding those common to both the lines, was 46,000. The populatiou of the line th rou g h which the Central line would pass would be about half t hat number. The line would pass through districts having a population, according to the income-tax assessment, of 211,000. The traffic would be abundant to support the line, and keep it in full work. The capital was a million. The general traffic was estimated at 103,0001., forty per cent. for the working of the line, which would give more than six per cent. on the capital. In the event of the railway being carried out, the mail packet-station would, In all probability, be restored to Falmouth, and of course the receipts of the railway would be considerably enhanced. The Government had evinced a de sire to favour coast railways in the west of England. So that with the new line there would be a coast railway communication com mencing at Dover, and extending as far as Yarmouth. It was proposed to work the line by locomotion, and the gradients were practicable by that power. With respect to the opposition to the scheme, there were several petitions from highly influential individuals in its favour, whilst there were others opposing it, but they were not of such a number as to entitle them to very serious consideration. How. ever, they had to contend with the opposition of Lord Vivian, on whose property, and near whose handsome residence at Glynn, four miles from Bodmin, it was intended to lay dawn tho line. But he had no doubt they should be able to effect an amicable arrangement with his Lordship, The Hamoaze would be crossed by a floating bridge of superior con struction to the one now there. At Falmouth Harbour it would be necessary to carry the line across the arm of the sea, in order that it might reach its destination. On their constructing three docks there, to which they had no objection, the Admi ralty would offer no opposition to that course of the line. The Learned Counsel, after entering into various details as to the advantages which would accrue to Cornwall from the construction of the line, concluded by expressing his hope that the Committee would pass the Bill. The following witnesses were then called : Mr. Richard Broad, Mayor of Falmouth —He said he had been in business for twenty-six years, he shipped goods to Holland and the two Sicilies. Falmouth was the most important port in the west of England, and ships from all the most important parts of the world with one or two exceptions came there. Nearly the whole of the ships' traffic would be sent off by railway. The principal articles imported were timber, wine, fruit, salt, corn, and iron; besides the principal articles of general consumption coals were cheaply imported from Wales by the Land's-end. The princiipal exports were fish, tallow, copper, iron, steam-engines, and o ther machinery, and their value, annually, was from 400,000/. to 50 1 0,0001. Considerable expense and inconvenience resulted from the present mode of conveying goods to London and other places, which would be removed by the construction of a line by said that the railway would m h r. f l i w e a d y F c o o s m , ta general n i on u I t e o r , L o h a n n n could be effected. RAILWAY COMMITTEES. (YESTERDAY.) Group E. NORTHUMBERLAND ATMOSPHERIC RAILWAY. After a discussion with respect to the propriety of hearing any further evidence in favour of the atmospheric principle, Mr. Harrison's examination was resumed by Mr. HILDYARD— He had got a diagram prepared of a similar character to that which was missing yesterday, and which would clearly show how the traffic of the Northumberland line could or could not be worked by the atmospheric principle. He then explained the nature of the diagram to the Committee. The time allowed, ac cording to the diagram, for the exhaustion of the tube was five minutes, assuming that the trains arrived at the exact moment required. But the least delay of one train would affect the rest, and it required an equal degree of mathematical accuracy in its working as was required in the drawing out of the diagram, throughout the whole line. That was the main objection. In three miles of tube there would be an exhaustion of 22 inches in five minutes at the rate of 30 miles an hour, which had not been yet exceeded by any experiment. Any derangement in the order of a train not only deranged the train itself, but every train which it would meet. That must be con tinually the result, and it could not be avoided. Mr. Harrison then explained how one train would have the effect of derang ing the others in rotation, which were marked in alphabetical order on the diagram. Assuming the velocity could not be main tained, the number of trains laid down by the projectors of the at mospheric line should be reduced, together with the speed : and in that case the traffic of Northumberland could not be worked on that principle. It would be necessary that one train should remain at each station till the arrival of another, a circumstance which would render collision very probable. Mr. Harrison was then cross-examined by Mr. Sergeant WRANG IIASI—He stated that the first train started at seven o'clock in the morning, and the last train arrived at Berwick at a quarter before twelve o'clock. There were, according to the diagram, seven hours during which no passenger trains would be on its way north wards, and only a single goods train. Seven hours would be avail. able for the transport of goods, of whatever description, from Ber. wick to Newcastle, without the interruption of crossing trains, but they ought to consider whether they could make arrangements whereby that traffic could come at that time. He gave an interval of 3-4ths of an hour between the sending of each train. He had never been at Dalkey, but he drew up the diagram according to Mr. Mallet's report. He conceived that an electric telegraph would not be of much use in giving notice to other trains to stop at crossing places in case one passenger train should be retarded. By Mr. HILDYARD—The witness referred to a passage in Mr. Mallett's reports, where he states that in pacing a curve on the Dalkey atmospheric line, at the rate of thirty miles an hour, a shock was so sensibly felt as to assure him that without the guardrails it was probable that the carriages belonging to the train would have been thrown off the rails. Taking the limited space of deviation on a curve of ten chains, guard rails were absolutely necessary. The danger arising from passing curves at the velocity proposed on the atmospheric principle would be much greater than on the locomotive system. The greater the speed, the greater would be the extent of the calamity. Mr. Harrison Has then cross-examined most closely by Mr. Sergeant WRANGICAN, for the purpose of showing that he had over rated the traffic, and the incapability of the atmospheric principle to work it, in consequence of unavoidable delays and derangement of the trains. His testimony, however, remained unshaken. Mr. HILDYARD having closed the case for the opponents of the Northumberland Atmospheric Railway, The CHAIRMAN intimated that it was the desire of the Committee to have some further information from Mr. BruneL Mr. Brunel was then called, and in answer to questions made by the CHAIRMAN, stated that in calculating the power necessary to be employed, he made allowances for the friction of air in the tube and the resistance of the atmosphere, and that the theories formed upon that subject were erroneous. Having taken all these things into consideration, he came to the conclusion that trains could be worked at the rate of forty miles an hour. Sergeant WRANGHAM then addressed the Committee to show the superiority of the atmospheric over the locomotive system, and contrasted the evidence on both sides. He was followed by— Mr. HILDYARD, on the opposite side, impressed upon the Corn. mittee the want of confidence displayed by the supporters of the atmospheric principle, in never having made an experiment to any great extent, and also the fact that if the Northumberland atmos pheric line were unopposed bofore the Committee by any other line, it would not pay, as it was by no means so good a line as could be made ; and if it now were allowed to pass, and turned out a failure, it would create a great want of link to complete the chain of corn munic dion between London and Edinburgh. He trusted that the Committee would not run such a risk, when they had before them the success of the locomotive system on the rest of the line. The Committee, which sat till nearly seven o'clock, then ad journed till twelve o'clock on Monday. Group X. LONDON AND YORK LINE. The Committee assembled at 12 o'clock, when the examination of Mr. Denison, M.P., was resumed by Mr. Sergeant KINGLAgE. He commenced by calling the attention of the Hon. Member to what was called the loop line. The witness said that that line afforded more facilities to all the towns in the east of Lincolnshire, except Sleaford, than any other proposed line—the Cambridge and Lincoln line did not come within four or five miles of that town— the London and York Company gave directions to have the country surveyed with a view to taking in that town by a branch; the Manchester and Sheffield line, when convicted, would afford the best communication between Lin colnshire and Manchester with the London and York line. ?he Cambridge line went through no town, but the loop line went through all the towns. Would decidedly prefer the towns line to the Cambridge line, so far as regarded communication with the sea. The whole country was open to the parties to adopt any line they pleased, so that if the Cambridge line appeared to be the best they could have adopted it. Had seen no railway proposition that proposed so low a rate as three farthings per ton per mile for the transit of coals, which was the rate proposed to be charged by the London and York Company ; and they further proposed to have coal depots at their termini for the accommodation of the public, and to convey manure by the back coal carts at i t d. per ton per mile. Clauses to this effect had been inserted in the London and York Bill. Mr. Lang said to witness that as this was a new line the Company would be entitled to charge 3d. per ton per mile for first class passengers, and that was the maximum charge inserted in the clause. Is of opinion that the' London and York line ought to have the preference to the Direct Northern, or in fact any other line, for the transit of coals, because it proposed more general public accommodation to the different towns. Has no doubt that if the London and York line should be made, the towns of Bawtry, Newark, Grantham, Stamford, Spalding, and Boston, would all apply for means of connecting themselves by the shortest and most direct lines with the London and York line. The witness was cross-examined by Mr. WEBSTER on bebalf of the Direct Northern, and the Cambridge and Lincoln Schemes—lie had no doubt that it was the intention of the London and York Company to make the same reduction of the tolls on the Wickham navigation that was proposed on the Fordyke. In answer to Mr. Jones, who appeared on behalf of the Eastern Counties line, the witness said he considered Walker's proposed Cambridge line an absurd one. The capital of the London and York, not including the Sheffield line, was five millions; that has not been since added to; the original capital in the prospectus was four and a half millions; the Bawtry and Sheffield branch would require an additional sum. Cubitt's estimate was six and a half millions, which included the branches to Sheffield, Wakefield, Boston, Doncaster, and, in fact, the whole of the line to York. But the capital was only five millions ; but the Company had the power by the Act to borrow as much more as would cover the estimate. Was not aware that the Com pany had advertised an announcement that the ca pital had been increased ; but the Sheffield and Bawtry scrip was in the market, and would become London :and York stock, if that line should pass, and the sum required for the Sheffield and Bawtry branch would be required by the engineer to make up the 61 millions. Had considered the assumed advantage of the proposed line between Huntingdon and London, as proposed by the London and York Company, and that proposed by the Cambridge Company, and found that the Lon don and York scheme would afford more general public accommodation ; the latter also proposed to make a line between the Cambridge and Huntingdon if the Eastern Counties should not. A branch to Bedford was part of the present scheme. If the Cambridge and North and Eastern lines and the Cambridge and Lincoln lines were made, a continuous line could be made, but not so good as the London and York, because it would be more circuitous ; and would not afford the same facilities to the public in the different towns; there was also a branch from Hockham.mill to Sleaford proposed to be made by the London and York ; was not aware that the branch was to be continued from Sleaford to Boston. To Mr. PHILLIMORE—CouId not say if the Sheffield and Bawtry Branch Company were now shareholders in the London and York, or that was a legal question ; but should think they were not yet. The London and York line from Gainsborough to Sheffield was shorter than that proposed by the Cam bridge Company. Could not say by how much ; but it was much the best. It would be important that the manufacturing districts should have a short and quick communication with Lincolnshire. To Mr. BARRER—Is of opinion that the through North traffic was secondary to that of the West Riding. The London and York Company considered a line between Doncaster and Sheffield and abandoned it, as it would not pay. There was very good water communication between those two places at present, and the dis. tance was only about eleven miles. Re-examined—Believes that d. per ton per mile for the carriage of coals would not pay unless it went a long continuous line, and under the direction of one management. The distance from Lin coln to London by the London and York scheme was the same as by the Cambridge. Mr. Joseph Pease—Represented Durham in Parliament at one time. Is an extensive coal owner in South Durham. Raises 32,000 tons of coal per diem. Exports coals to the four quarters of the world. Sends coals by sea along the whole coast to Exeter, and has also an extensive internal trade. Has given considerable attention to the London and York scheme. It will, in his opinion, effect a perfect revolution in the coal trade in its transit through the country through which it is to pass. Three farthings per ton per mile would be a remunerating rate of charge for long distances, The Committee then adjourned. Group It DUBLIN AND BELFAST JUNCTION RAILWAY. The Committee met to.day at the usual hour, Mr. Gibson Craig in the chair, and proceeded to the examination of the witnesses. Sir John M'Neille's examination continued from yesterday—He considered the town of Newry would be greatly benefited by the proposed line, as it had been a main object with him in surveying the line to give accommodation to such an important and respect able town. The expense of constructing the line was estimated at 917,2031. Os. 11d., including the branch to Kells. The expense of the main line, 625,567/ , and . the one to Kells, 208,1531. 1 Is. Bd. To these items would have to be added 10 per cent. for contin gencies, making in all the total already given. There were no peculiar engineering difficulties, except a viaduct over the Boyne, and a crossing of the valley at Newry. No tunnel would be required. The gradients, curves, cut. tings, and embankments were generally favourable. The severest gradient on the main line would be 1 in 100 far two miles between Dundalk and Newry, and on the branch lines 1 in 125, in the two furlongs near to the town of Kells. The deepest cut. ting on the main line was 58 feet, and the highest embankment 68 feet. On the branch the deepest cutting was 39 feet, and the highest embankment 42 feet. There were several crossings of roads at the level, but they were at places where no inconvenience would arise, and could not be avoided without great expense. To Mr. ALEXANDER—The distance of the line from Newry would be about three-quarters of a mile. Its height there would be 240 feet above the level of the quay. The passengers station would be about a mile distant from the town. It was his opinion that the goods should be brought up from the harbours to the railway on an inclined plane. There was no power in the Bill to that effect. He was not aware of a petitiun from Newry against the line. The viaduct over the Boyne was 400 yfraormdDsr.t.hgeThehidneaccree was n a t s r e e arch would be in span 250 feet, and 120 feet those on each b id e. The cut he estimated at 42,0001. The trade of of taken ff tunderhat would the t viaduct akptac b e u n t ew he qu c a o y n s si w d o e u re ld d be formed. Th e trade of the town was at present between the two bridges—that already over the Boyne, and the viaduct pro. posed to be ere c t e d . The most expensive cutting would be through granite south of Newry , and would bet cost , Is. 6d. per cubic hewahseapvreiepsetswedorktos Nvboet:mldabdee across Newry and Dundalk s a valley at Drogheda. also to be crossed y A a rd viaduct l. r w l2 a Th . sd. .The cost of It would cost 10,4521. the Dundalk.7r3ivsl c u e s uines E he pro by a viaduct, which he estimated at 2 the permanent way was 3,065/. per mile.. posed to use on the line were lighter than those sixteen tons in weight, similar to those in use in Anmerlicgalaanndel Germany. The Committee then adjourned till to-morrow at twelve o'clock. Group W. WAKEFIELD, PONTEFRACT, AND GOOLE RAILWAY. The Committee to whom this group was referred re.assembltd this day at twelve o'clock. Mr, Fakington in the chair. offer great facilities for th• conveyance to London of fish and the produce of that part of the country, including imports. Mr. Carr, agent to steam.packet companies, having boats in the port, gave similar testimony. A number of other witnesses engaged in various occupa tions and of experience were examined, and agreed that such a railway would be highly desirable ; that cattle, merchandise, and gocds were now conveyed at a great expense and at a great loss of time, which would be ob. viated to a great extent by a railway running through that part of the county of Cornwall. The Committee then adjourned till Monday. Group F. This Committee re-assembled today at twelve o'clock, the Right Hon. F. Shaw in the chair, and proceeded with the adjourned inquiry into THE LONDON, WORCESTER, AND SOUTH STAFFORD. SHIRE RAILWAY. Mr. J. Barker called, and re-examined by Mr. COcxauaH— There are fifty-two furnaces near the proposed exten sion of the Great Western line, which manufacture 5,000 tons of pig iron per week. Close by the proposed London and Birming_ ham extension there were eleven furnaces, manufacturing but 1,000 tons, There are thirty thousand tons of pig iron made weekly in Great Britain. South Wales produces ten thousand tons, Staffordshire nine thousand tons, and Scotland seven thou. sand tons; the remainder came from various parts of the country. The cost of bringing iron from South Staffordshire by canal was 19s. and 20s. per ton ; and by railway the cost was 21. per ton. This was on the London and Birmingham line. That railway now takes it at 1/. 3s. per ton, and that is enormously high. By the construction of the Great Western line into the South Staffordshire districts, a saving of several shillings per ton will be the result. Witnessed the carriages invented by Mr. Brunel for the change of gauge. Saw them at work that morn ing at Paddington. Never before witnessed so well managed an affair. The transhipment alas done with the greatest ease. Thirty-two tons of coals were transhipped from the broad to the narrow and back again in less than seven minutes. It was done without the least inconvenience, and was, in fact, the most inge nious contrivance ever witnessed for the purpose. The general feeling of the iron trade in South Staffordshire was in favour of a line for the iron districts. As far as the feeling for both lines went, thinks it is equally balanced ; his own feeling was in favour of a competing line, for with out a competing line sufficient carriages would not be found for the mineral traffic. Was of opinion that the mineral traffic did not pay so well as a line where general traffic would be taken up, and therefore, where one line existed they would charge exorbitantly, or supply so few carriages that the trade would not be benefited by the line. Has no interest in the Great Western more than any other. Mr. James Boydel, examined by Mr. Coescaunig—ls an iron master at Oak Farm, near Dudley, and employs 1,500 men. Con sumes 2,000 tons of coals a week in the manufacture of iron. Could work coals for sale if he had the means of rail way communication to take it south and west. The Great Western line was decidedly the best line for his part of the country. Had sold coals to a considerable extent at one time, but from the great want of railway communication, it could not be continued with advantage, and it was, therefore, given up. The broad gauge would be the greatest benefit to the iron and coal.masters. The broad gauge weuld be of advantage for carrying large goods. As an iron manufacturer had had orders for large boilers, and was obliged to send them home in parts, and men to put them together. On a broad gauge line they would be able to sent theta home in a finished state without the expense of sending workmen. Saw the carriages just constructed by Mr. Brunel at work this morning at the Paddington station of the Great Western line. They answered admirably, the transhipment was made without any delay, and from what he witnessed, he was satisfied there would arise no inconvenience whatever in the ge neral workings of the gauge. Mr. CUCKBURN thought the Committee could not do better than witness the experiment at Paddington. They would then see a very important feature of the inquiry in practical operation. The CHAIRMAN did not think that any practical good could re sult from the Committee seeing the experiment. He thought it better that the parties on both sides should have their engineers present, and their evidence before the Committee would be of great value in explaining the nature of the carriage. Mr. G. B. Thorneycroft examined by Mr. CocitaunN—ls an ironmaster at Wolverhampton. Manufactures four hundred tons weekly, and is connected with many large iron works in Wales. The Great Western line was the least adapted for the iron trade of South Staffordshire. The broad gauge was most undoubtedly the best for the carriage of minerals. He liked the broad gauge best, because it carried the most goods, and with the greatest safety. Thought the majority of the ironmasters could not but give the preference to the Great Western line, from the great accommodation it gave. The transhipment of goods was managed in an experiment he witnessed that day at the Paddington station without the slightest difficulty. It was done with expedition and ♦ery little labour, and the goods were not injured, nor even dis turbed. The experiment satisfied him that no inconvenience would arise from the change of gauge. No Act of Parliament would set a fair rate of charges on a line of railway— it was only to be done by a competing line. A competing line would ensure eheapness and civility from the companies, and that was what no Act of Parliament could do. Mr. M. Graysbrook, examined by Mr. COCKIMEN—Is an iron. master and glass.maker at South Staffordshire. The Great 'Western line was the best adapted for the trade of South Staffordshire.; The broad gauge would be best adapted to the trade of the county. Had sent large quantities of glass by the narrow gauge, and had lost much by the breakages, which very often occurred. The damage was occasioned by the crates hanging over the wheels of the narrow carriages, and coming in contact with other carriages at stations. The motion of the narrow gauge was so uneven that the shaking at times made the crates an entire wreck. It sometimes happened that one crate of glass, worth 2.0/., was entirely damaged, and no compensation had been given by the railway company. The motion of the broad gauge would be so regular that no injury could take place, though the carriages would have a much greater weight. The witness was briefly cross-examined by Mr. COOKE. Mr. Fardon, managing director of the British Alkali Works at Stoke Priory, near Droitwich, was of opinion that the Great Western line was the best adapted for the traffic of the county. The broad gauge would answer well for the carriage of minerals. With the advantage of a railway the mineral traffic would double in a very short time. At four o'clock the Committee adjourned till twelve to.morrow. Group V. NEWARK AND SHEFFIELD. Members—The O'Conor Don (chairman), Mr. Davies, Mr. Hope Johnstone, Sir Denham Norreys, and Sir John Rae Reid. The Committee sat at twelve, and proceeded with the evidence of Mr. R. Stephenson, en the part of the opponents of the Par. liamentary line. The witness was examined by Mr. TALBOT, Q.C.—He had seen the plans and sections of the original acid of the amended line, and he was decidedly of opinion that the amended line would combine advantages which could not possibly be given by the proposed line. Judging from the charac ter of the country, he should say—he was confident—that the railway could not be constructed at the estimate laid down, namely, 15,0001. per mile, neither could the railway, if constructed according to the original plan, give such advantages to the coal district as the amended one would, for the simple reason that the summit levels in the latter case were much lower. His estimate for a single line through this tract of country would be 700,0001., or for a double line 850,0e01. The quantity of earthwork on the railway would be greater than on any other line in the kingdom. Mr. Swanick corroborated the evidence given by Mr. Robert Stephenson. Mr. Gibbs, the engineer to the projected line, was recalled, and he said that, having carefully examined the alternative line, he was of opinion that his own plan was preferable. Mr. Sanderson proved the position of the coal measures, and that the proposed railway would open them up much better than the amended line could do. Mr. Hawkshaw thought the difference of expense in the work. ing of either the original line or the amended one would be very trifling. Mr. Dean thought the estimated cost of tunnelling by the amended line was too low; instead of 301. he estimated it at 45/. The Committee then adjourned. Group L. GUILDFORD, CHICHESTER, AND PORTSMOUTH RAILWAY. The Committee resumed this morning the consideration of the South-Western Railway project. Mr. Pardoe, the second in authority In Portsmouth Dockyard, stated his conviction that the approach to Portsmouth by this line would be more advantageous than the other line for the purposes of the dockyard. The Rev. John Burrell, rector of Portsea, stated that the ter minus, though at the extremity of Portsmouth, was centrically situated with respect to the several portions of which the whole town consisted.—To the cross-examination of Mr. Rawlinson, Mr. Burrell said that the greater part of the traffic had heretofore gone by way of Petersfield and Godalming to London. Part of it went coastwise by Little Hampton, Shoreham, and Brighten. could not say exactly what was the relative proportion of his property which would be taken by either railway, both railways pass ing through his property; but the South-Western Com pany certainly took I more than the atmospheric com pany. To the question as to whether he was anxious that the Company should purchase the property which they proposed to take, he replied that it was not a fair inquiry and refused to answer it. To another inquiry, Mr. Burrell replied, that he was not cognizant of the fact, that Southampton had in jured Portsmouth since the formation of the railway to the latter place. To the re-examination of Mr. GURNEY, the witness replied that he had heard that the South-Western Company had offered a branch to Portsmouth, which had been refused. He had travelled fre quently through the country of the proposed atmospheric line, and knew the whole of it, though unable to state precisely what was the population of the several parishes through which it passed. The line of the South-Western Company would injure ene of his farm. more than any other. Mr. B. Bramble, a surveyor, and a member of the Town Coun cil, stated that he was aware that the South-Western Company had, some years ago, offered a terminus to Portsmouth, before the line to Southampton was completed. At this point of the proceedings Mr. OSW/LD, M.P., one of the Committee, observed that there was a difference on the maps on the table. That which he had before him, and which he had received frem the House of Commons, apparently carried on the atmospheric line to Fareham, whereas that supplied by the agent of the Guild ford, Chichester, and Portsmouth line did not do so. Mr. Oswald, therefore, wished to know which was correct, because the point was important. On inquiry it was ascertained that the mark on the map, which was coloured blue like the atmospheric line, was a mistake of the colourer's. Mr. Montague Smith, one of the counsel for the promoters, informed the Committee that a similar mistake had Leen observed in the map supplied to the London and York Committee, and it was known that many of the maps of the Board of Trade were incorrect, and that the map with which they were supplied, and on which the re. mark arose, was the correct one. The atmospheric line, it was agreed by both sides, did not pass to Fareham. To the cross - examination of Mr. FLOOD, the witness stated that a large meeting had been held in 1838, called by the Mayor, at which the branch line to Portsmouth was rejected. To the cross-examination of Mr. AUSTIN, Mr. Bramble stated he did not know Woolner Wood, though he was aware that there was wood about Mitcham and Petworth, but that the proprietor refused to cut it, as it was mostly ornamental timber. He was aware that there was a strong feeling in the people of Portsmouth for the direct communication with London. He was not able to say whether the steam trade to the Isle of Wight had increased, though he did think that, if the French packets could be drawn to Portsmouth, it would be an advantage. To the cross.examination of Mr. RAWLINSON, Mr. Bramble stated that the terminus of the atmospheric fine would be more conve nient to the borough generally, though not to the dockyard. He was a contractor to supply Government with timber, sometimes using as much as 10,0001. worth a year in the works he was en. gaged upon. He also used a great deal of lime, which he had hitherto got from near Petersfield, but he could get it from Cock. ing, and would do so, although it was eight miles further, because it was: cheaper. The cost of the lime used by him last year was 5001., and it would take about 250 W aggons to carry this quantity, The atmosperic line might bring this cheaper than the other, but he had no confidence that it would ever be made. To the examination of Mr. AIONTA&VIC &env, Mr. Bramble stated that at the meeting in 1837 the South-Western Company proffered to make a line from Woking to Portsmouth, which the Portsmouth people expressly refused, as they were at that time decidedly in favour of a line to Horsham. The South-Western Company had afterwards proposed to make a line to Portsmouth from Bishopstoke, which was also refused. He believed that the formation of a direct communication from London to Portsmouth would occasion a greater intercourse with the Isle of Wight. Portsmouth could certainly not support two integral lines. The French packets bad never come to Portsmouth ast ails though some'small vessels, Welly ier the seats a Mesi , hantlisi, had passed from the town to the coast of Prance. With respect t• lime, he conceived that the lime at Cocking was as goad as that at Butsor_hill, and th e titwas without limit. To the examination of Lord CLIVE, who was to-day in the chair, Mr. Bramble stated he thought he must have been present at two meetings. It was at the former of the two meetings that the inhabitants or Portsmouth had refused the line from Woking to Portsmouth. The timber they got from Sussex was chiefly beech and oak, the oak being very fine, and both these could be readily obtained by the •uildford and Portsmouth line. Mr. Miller, a lighterman, on the Thames, stated that he knew all the points on the river where the proposed termini met it. They could go from the Pool to Vauxhall on the flow of the tide and return on its ebb. The price to Vauxhall was eightpence per ton. the price of carriage to Coldblow, on the Surrey Canal, was Sd. a ton, exclusive of tonnage and canal dues, and waggon conveyance, which was id. more. The depth of water in Deptford Creek was a great inconvenience, and especially at neap tide, during which the depth was not more than from seven to eight feet. Shipowners would hesitate to send vessels of 100 tons or more there at that time, and this evil was felt eight days out of every twenty-eight in the year. There was also a swing bridge to pass, at which there was a shilling toll. To the cross-examination of Mr. Feooo, Mr. Miller stated that he believed that little coal was carried on the Surrey Canal: except that which was supplied to the South London Gas Company. There was no other wharf until they got to Camberwell. The entrance to the Grand Surrey Dock was 96 feet long by 2 6 feet wide, but the dock itself was a confined space. There were warehouses there for corn. A number of foreign timber ships discharged there. This, as well as twe other docks, especially the East Country Docks, which were not far from the Croydon Railway, but not in conjunction with it, nor in any part so near as 2,000 yards to it. To the re-examination of Mr. GURNEY, the witness stated that there was a charge of I id. a ton on coals taken into the Grand Surrey Dock, but there was an impediment to taking up ships into the canal from the ice in winter, and the usual course was to discharge in the Pool. Mr. James Covington, a lighterman, who had a large number of barges on the river, stated that his charge for lighterage from the Pool to Nine Elms was 9d. a ton, and to Coldblow 15d. or 16d; but there was a great objection to Deptford creek from its shallowness, and there was a very considerable delay from the locks. In winter there was also a great inconvenience from the ice ; but they had always access to the wharf at Nine Elms, and the water. was always deep enough for unlading. To the cross-examination of Mr. FLOOD, the witness stated that to a customer he should charge nothing additional for going through the dock, though he should make a difference with a stranger. Mr. J. Chicor, a coal merchant, was well acquainted with the wharf of the South- Western Company at Nine Elms. He had sent from 9,000 to to 11,000 tons of coals there in the year, the depth of water off the wharf being about eight feet in neap tides, and twelve feet in spring tides. The facilities at Pope's wharf, which is half a mile from Greenwich, were not nearly so great. He thought the charges for lighterage were as the two last witnesses had represented them; if anything, the charges were beyond the state. talent of the witnesses, and certainly from his experience coals could not be delivered either at Coldblow or at Pope's wharf with nearly the same facility as at Vauxhall. The announcement being made that the Speaker was at prayers, the Committee adjourned till Monday. (THURSDAY.) Group B. The Committee on assembling proceeded with the LEEDS AND THIRSK LINE. Mr. Grainger, the engineer, cross-examined by Mr. AUSTIN, Q.C.—Witness has gone over the country to form estimates of the expense. Declines to give in a detailed estimate. Can do so by copying it from his book. That would show cuttings, embank. ment, tunnels, and most of the slopes, and the prices. ➢lr. AUSTIN submitted to the Committee that it would save con. siderable time if a detailed statement was furnished, instead of having to extract the same result by a long series of questions. The engineer objected, as if it got into the hands of a con tractor, it would enable him to estimate according to the en gineer's estimate. The CommirreE thought they could not order any written state ment, as it was objected to on the other side. Cross.examination resumed—The cuttings for two miles are on a slope. Had obtained the level by taking the depth of the centre line. Has compared the country with the section. Was to have consulted two contractors, but no contract has been concluded. Has surveyed the country north and south from Leeds to North allerton, arid Poole and Weatherby west and east. By Mr. WHITEHURST, Queen's Counsel—Has examined the soil in Bramholt, of which the principal part is sandstone. It is not a solid bed, but consists of large blocks. Has examined the springs at Bramholt, of which there are three or four. Two other gentle men have examined that part of the line, Mr. Jerdein, and Mr. Sopworth. Has made five borings. The second boring is about half a mile from the first, and the others about 500 or 600 yards apart. One borehole is opposite Bramholt.hall. When that bore hole was making one or two wells became dry. At this stage, Mr. OVEREND, for the promoters, proposed certain terms to Mr. Whitehurst ; but that gentleman stated that, appear ing as he did by order of the Lord Chancellor to protect the estate of a lunatic, and having no power to take any sum of money, he only sought to be placed in as good a situation as before. . _ Examinatien resumed—The tunnel commences near the first borehole, and there is a cutting of 78 feet 10 inches, about 5-Bths of a mile. The cuttings at the other boreholes are 130, 216, 270, and 72 feet respectively. There are three or four springs in the northern extremity of the tunnel. The tunnel would probably affect to some extent all the springs in the neighbourhood. Is not aware of any proposal having been made to the Leeds Water works Company for the conveyance of water to Leeds. The width of the four permanent shafts In the tunnel will be 30 feet in diameter. Is not aware of any means of preventing the drainage of the springs by the construction of the tunnel. It would be practicable to put a pump at the end of the tunnel and force the water up to the highest level of the township. It is impossible to tell what effects will arise to the springs until actually tried. By Mr. Sergeant BELLasts—The branch connecting the line with the Leeds and Bradford line quits the main line at a dis tance of miles from Leeds. That branch runs chiefly through Lord Cardigan's property. The gradient is partly lin 33, in 1 in 102, and partly level. It is a descending level to the Bradford line. The gradient lin 33 continues for one mile and a quarter, and will be worked by an assistant engine, Another branch has been abandoned, which was to run through Lord Cardigan's pro perty. The main line also runs through Lord Cardigan's property for two miles and half. Part of that property consists of woods, but not ornamental. The cost of the main line from the point whence branches the Leeds and Bradford line, and the Leeds station, about four miles and three.quarters, will be about 120,0001. The reason for making an entire line to Leeds, parallel with the Leeds and Bradford line, was the difference of the levels. The excavations and embankment on the main line are 4,353,g05 cubical yards, Mr. Sergeant BELLASIS then inquired the price per cubical yard of embankments at certain spots. Mr. OVEREND objected that an answer to such a question would compromise the interests of the Company. The Committee decided that the question might be answered. The witness then said the cutting would be Is. 2d. and Is. 4d. per yard. The witness was then most minutely examined upon the whole of the individual works to be executed en the line, and the rela. tive estimated prices. Mr. HALL, on the part of the Leeds Waterworks Company, said that he was quite satisfied with the protective clauses to be in serted by the promoters. . Mr. James Fenton, civil engineer, was of opinion that the line laid down by Mr. Grainger is the best that has been suggested, and was perfectly satisfied with the estimates. Mr. C. Vignolles, civil engineer, examined by Mr. BAINES— Has been over the Leeds and Thirsk line, and over the line sug gested to the east, and considers Mr. Grainger's as the best, forming a link of communication with the north, the interest of Leeds, and the western districts of the West Riding. It will afford better accommodation to Knaresborough than the Pill- moor scheme. Ripon is ou the line, which goes right up to Thirsk. Has gone carefully over the estimates, and is quite satisfied of their suffi ciency. The cross-examination of this witness elicited no point of importance. Mr. J. Evans said he had been a railway contractor for ten years, and had been engaged on the Manchester and Leeds, and other lines to a considerable extent. Has examined the estimates of this line, and would be happy to take contracts at the prices, and has signed a bond to that effect. Mr. J. Bray, also a railway contractor, was similarly satisfied with the estimates of Mr. Grainger, and had signed a bond agreeing to perform the work at his prices. Mr. Cooper, land-surveyor, stated the value of the land to be taken by the main line to be 64,8491., and of the whole, including the Leeds station, 104,0001. The Committee at this point adjourned until to-morrow (this day), at twelve o'clock. The Committee re.assembled yesterday at twelve; Mr. P. M. Stewart in the chair. The first witness examined this morning was Mr. Miller, the engineer, who corroborated the evidence given yesterday by other engineers as to the capabilities of the line and the propriety of the estimates. He was cross.examined by Mr. WADDINGTON, but his cross• examination was frequently interrupted by the CHAIRMAN, who said that what he was stating the Committee had heard repeatedly before. Mr. EDDISON, the solicitor to the Bill, deposed to the number of petitions presented in favour of that line, and as to' the respectabi. lit( of the petitioners. The petition from Leeds had been signed by 3,600 out of 4,000 of the constituents. HARROGATE AND RIPON JUNCTION RAILWAY. The Committee then proceeded to hear evidence in support of the Harrogate and Ripon line. Mr. Lawson, M.P., examined by Mr. RoarNsoN—ls intimately acquainted with the country between Harrogate, and Knaresbo rough and Thirsk. The Harrogate and Ripon Junction is the only line that affords proper accommodation to Boroughbridge. The Harrogate and Ripon: Junction goes close to Boroughbridge and Knaresborough. The Leeds and Thirsk line will not afford accommodation to Knaresborough. He presided at a meeting at Boroughbridge last autumn, and, with the excep tion of Lord De Grey's agent, the meeting was unanimous in fa.. your of the Harrogate and Ripon line. There was a private meeting at Knaresborough, attended by many shareholders in the Leeds and Think scheme. There were a number of workmen employed by shareholders in the Leeds and Thirsk scheme present. The meeting was in favour of the Leeds and Thirsk line, but from what he had heard from various inhabitants of Knaresborough, he thought they were in favour of the Harrogate and Ripon line. Cross.examined—He considered the Harrogate and Ripon line would afford the greatest accommodation. If a branch of the Leeds and Thirsk line were brought into the town of Knaresbo rough, he did not consider it would be so good as the Harrogate and Ripon line, because a branch was never so good as being on the main line. Had said that he should not object to vote for the Leeds and Thirsk line, and if the Committee approved of it, he should have no objection to vote for the Leeds and Thirsk Bill if it came before Parliament. His own estate would be benefited more by the Harrogate and Ripon line than by the Lecis and Think line. Cross•examinc,l by Mr. Horn for Lord De Grey, and for the Church Fenton line also. Lord De Grey's property was near to that of witness, and as far as his estates were concerned, he had the same reason for supporting the Harrogate end Ripon line that witness had. Lord De Grey was not a resident there. Lord De Grey's property. however, was nearer to the Leeds and Thirsk line than witness's estates. By the CHAIRMAN—The nearest railroad to us at present is the North of England. It is seven miles distant. Cross-examination resumed—There have been two petitions from Knaresborough, one each way. Re-examined by Mr. ROBINSON—There is considerable commu nication between York and Ripon. John Hodgson produced the returns of the towns within five miles of each side of the Harrogate and Ripon line, and of the Leads and Thirsk line. The population along the Leeds and Thirsk line, from Thirsk to Harrogate, is 28,82:1. From Thirsk to Harrogate, along the Harrogate and Ripon line, the population is 33,464. From Harrogate to Leeds, along the Leeds and Thirsk line, the population is 11,160. From Harrogate to Leeds, along the pro. posed North of England extension branch, the population is 16,617. Mr. Basil Wood, examined by Mr. ROBINSON—Is a magistrate of the North and West Riding, residing at Aldborough. The pro. posed Harrogate and Ripon Junction would afford great accommo. modation to the district through which it passes. The proposed Leeds and Think line would not afford anything like so much accommodation to the district. The Harrogate and Ripon Junction would afford facilities for supplying the district with superior coal from the north. Knaresborough and Boroughbridge have both fallen off in consequence of deficient railway accommodation. Cross-examined by Mr. OVEREND—.It certainly would be for the advantage of Ripon to be situated on a main line, rather than upon a branch. Witness resides close by Boroughbridge. Cross-examined by Mr. HOPE—There is a good water com munication at present between Boroughbridge and Ripon. Mr. John Howgy, is a land-agent and surveyor of Knariss borough, and well acquainted with the district, and assisted In making the population returns which have been given in evidence. . 1 _ ha g u 110 i OW° P, °,,,as aan ezcluded e l places which were Annishi-d with aoeorrinicca`77: by existing railways. The Harrogate and Ripon JUOCHOH I,n` would confer a great benefit on the district. It would open 13 . direct communication between Knarebborough and the Har COO! districts. The Leeds and Thirsk line does not, like the rogate and Ripon Junction, pass through a coal.fidd. In going south trout Knaresborough th e advantages of the gar ' ~ _ rogate and Ripon Junction were greater than those of the Leo", and Thirsk line, and the advantages for g oin g north were abou equal. The country; gone through by t he Harrogate an d R i Pi n (Leeds Junction) was better adapted for the construction of 3 11 ' ant way than that traversed by the Leeds and Thirsk. The Lea s Thirsk line passed through a hilly country. To the CHAIRMAN—We went over these hills yesterday.ld n ot l4 Examination continued—The town of OttleY wou much benefited by the Leeds and Thirsk line. Ottley market l osre n i d not to be compared to the markets at Weatherby and borough. There are great lime works at Knaresborough, iher g e . the Great North of England line p asses through The present feeling of the inhabitant s of Knareaboroen is in favour of the Harrogate and Rip on line and the Th 'L . c ; , Extension. There was a feeling in favour of the Leeds and e r t . but that was before it was proposed to ca rr y the other lin on Leeds. Cross.examined—Very little coal comes from Leeds to 101r 4 borough. The Manson coal; is as good as the Le ,1%, en, Leeds and Thirsk line is a good line to the north of 'P line There are manufactures at Ottley, and it Is situated io a grazing Mr. Jo h n imartf fac' Edeson lives at Knaresborough , and was a - t he turer there for many years, and is a d irector of onee core•ased banks there. The trade of Knaresborough ha d Ate for the want of cheap and good coal. The north co al was to than the Leeds coal, and cheaper, and if it could he s u P, P . gip° , Knaresborough it would be preferred. To al l appearance t"' •ct Junction line would through a much more bare than the Leeds and Thirsk. It would be advantage" %hell, a railway communication between Knaresborough and We'"",,,,il Cross-examined by Mr. OTEREND—Itipley would not be ,V o t accommodated by the Harrogate as it would be by the Le e . u , , ro nt brancilii,ere Thirsk. Ripon would be better accommodated by a the Great North of England, than by the Leeds and Thi rsiL h oisa is a much greater general traffic south from Knare'Nnnig there is north. Mr. W. Pick—Lives near Boroughbridge, and knows skirts ethe the two proposed railways. The Leeds and ski:l,4oj populous doi agricultural county, while the Great North of E ng1 e4 4,1, 00 line runs through the very finest agricultural county and Thirsk line is not to be compared to it. r bo ate 4 Mr. George Crowe, who lives near Boroughbridge, corn, in every respect the evidence of the last witness. „ o i n ion ' l4 „ t Mr. Joseph Sayner resides at Wetherby, and is °` mo datil'" t t w o r eiNffi ti that hre brzbe d .ty i w s At market. te i t c ani district ek‘ t rv h e, taea: farmer,thl e Nb L ta e h e iea d drt s bt Ley a ne n de d d . Thirsk. the Great North of England line will afford more ac c) ,, — ,idersb le , end ° , deal. ' • Skipton is a greater market than Ottley. h typos, srto Mr. WHITHHURST was about to cross-examine the be mat nv oseJ t ° lives at Bradford , on the subject of the wells 1 0- • there. that t l4 gro marketOttley i smtahrek elta,ragned, D.—y a t g 0. There is c 0..- This was opposed by Mr. °TERRY') OR the _ qu The CHAlRM estion was not AN-1 beforbe lieve e the Comm Mr. i White h u rst, I°ll tt ' ee: mot n ot 0 , on. You must let well alone.— (A laugh.) e d the v3r 0 ,1 Mr. Joseph Dawson, woolstapler of Leeds, describ , stations proposed to be made on the Leeds and Dr adf°ra • , ; compared the distances between those stations and ` v " . .. id us the L ' eed , c,1 1 1 : villages, and those between the same villages and tions on the Leeds and Thirsk line, proving that the the Bradford line was in each place nearer these villages 01 14 v ,itriT e, and Thirsk. He spoke from actual admeasurernent ropetedFt3ed also spoke .o the traffic which would take place on thejhe e.O tea , t t The traffic tables were then put in in evidence. stio gross revenue was 23,5431 ; the net reven ue W'4l,f",, 14,1261.—The Committee then adjourned until )101,. a ce° Group FF. s od Pr This Committee resumed its sittings on Thursdei, to hear additional witnesses in support of /,'SVA I ,' pelt, THE EDINBURGH AND HANVICK 10.1 four ° c colv The examination of witnesses was continued en ti der the but no point deserving of especial notice came ' in sideratiou of the Committee. SELECT COMMITTEE ON STANDING Cnt :ire 07 rte This Committee re" dr various cases met at twelve o'clock to -da Y t° i cases of non.compliance with the standing - oirigl D` “ to them from the Sub. Committees, an d came to ti,e foll° hHauled'Hauled'• )1 01 visions with respect to the Bills hereafter Hauled' "' reported to the House accordingly of A t b I ordersThatTtHheEstG an O d O in L g EAND DONCASTER r l d i ll ,titb, iIrl " ought to be dope , parties allowed to proceed with their Bill. . /R OIL THE DISS, BECCLES, AND YARMOUT“ ; t• , A similar report will be made in favour of this P,,, ° ,410 , " of THE SHREWSBURY AND GRAND 1 0 ' - t io st ol The Committee will report that in this case ‘ ' orders ought not to be dispensed with." The same report will be made with resp ect to both THE HARWICH RAILROADS; t. The Committee adjourned shortly befo re four o'c''' _........ BANK OF ENGLAND .0, (From last Night's Gazette.) 4.victori An Account, pursuant to the Act 7th and th u i7t h dti cap. 32, for the Week ending on Saturdsl t" May, 1845. Government debt 1,1;963000 her secu rit i e s. , , Gold coin and bul bullion. .. .1;._13°5°("33'1./13° Silver lf X 29 ,3464 C hi e f CO'bier' 51ARSII.A.LL, 'PARVIENT. ISSUE DEPARTMENT. Notes issued ...... 29,340,425 £29,340,425 M. Dated the 22d day of Maya BANKING DI X. Proprietors' capita 114,653,000 Rest Public deposits (in cluding Exche quer, Savings banks, Commis sioners of National Notes( ° t n eir 1 . u . 111( . i i t . e }:::) . 1t . 5 .. • le i ' 1 0 6 4 .1 :: Dead Well; P ' 1k38,V00 Other securitiei." Gold and 51 ... c0in....... Debt, and divi- dend accounts) 4,357,386 Other deposits 10,276,032 Seven day and other bills RSI-lALL► Chief Cashier' 845. £33,435,595 M. MA. Dated the 22d day of May, 1 squally.—Arrd.iONDN, DIA I C ' --_____2_---------------- _,,, LLOYD'S SHIPPLIN"'OI6rSO,4 DEAL, MAY 22.—Wind N.N..E. to N . ,,1a1, HARWICif, bavcoilisi°P'ar; be te' Cyrus, South Seas; African, Gambia. is HULL, MAY 21.—S1d. Hobe, Greenland. e Olt ~ , 20310—Wind Duncan, fSraenshd bwirce:eze I'9 r•l''' 'cif, MAY 22.—Several vosels with loss of bulwarks and other damage, f,r eni o t,*` lll s e l "; LOWESTOFFE, MAY 22.—The Damsel, .vgdeing e t t 6 ashore on Pakefield Flat • t day eveningas beet , ot yes er 1 h The weather • having moderated, the vesse , b itb,' t; master and mate drowned. , „A for 1 5 ,,. 1 1e ~ t e c li SOUTHWOLD, MAY 9 ` ) . The Orb, oil 5 , 7, a e itt 1 , " ashore near here yesterday evening dur2o'itDc X. , crew saved. She has since been got " ~./ ei (cA. jo damage. LI R ea , fe r r ' ' f D" RAMSGATE MAY 22.—Arrd. Ellen, - ° ll . t - le bows stove in,e W e 3 having run against the gb , coming in. t obar , i 0 , , • fnr $ OFF DOVER, MAY 22.—Rapid, Rio, .- , A PI P) SHOREHAM, MAY 22.—S1d. Betsy, Qu1 e ....- c Afr'e,sru'ol. PORTSMOUTH, MAY 22.--Wind F'S.o„ite, e" t -toc l ? 10 " Barton, Jamaica. Sid. H.M. steamer lie his, f0r,,,, j, bogs. o OFF DARTMOUTH, MAY 20.--Figao, 1 3 , ( ! ib t ....en fol d , e d , LIVERPOOL, MAY 22.—Wind N.N. E'' d ri b of Erglaa, 4) ,.,o* taineer, Bogart, New Orleans. SW. queen of s.tsas-' cutta ; General Wiltshire, Valparaiso ;. -' a va._ e boe'.o%; ance, and John Knox, New York ; Ghie_flttl.er3e, 11 00 h Quebec. Off, Jos. Yeoward, Africa; iji a l e ;)V ° ' 1 CLYDE, MAY 21.—Sid Scotland, Calcut .1,, bog, Helen Thomson,_ Quebec. , p Vis . . 4 t Str sl lells STROMNESS, MAY 19.—S1d. INlagtie' , -Kenj'cle.‘-°n' 1D 40 0 CORK, MAT 20.—Arrd. Vigilant, Rio', SIdOFF . Sarah, Quebec. S iLCO ' mBE, MAY 20. —Jape .... 4 no 13010 1 ' ils 3°' Carolina, New Orleans. , iiiv a. 0 Ore j 1 OFF FALMOUTH, MAY, 20.--F00,1130 ',. no rlia c t ott le Jr , NEWPORT, MAY 22.—Sid. Countess os 4, 5 6 ig io John White, Aquilas. The Diarnon , s o i v peer.l 1 " ,tto 41 0 • Ii i, the 17th inst., was raised last e vening' ,WO t t , dock to. day. o r, Or wee 0 WHITSTABLE, MAY `)9.--Tl:e sloop Grs - _'„, the ~, itt g A ran '' V' from Portland to Ipswich, dr(,Vc a" 0 d ie „I t o morning, but has been assisted 001 2 013' P harbour, leaky. 1 hab° e ' 1 0 LEITH, MAY 20.—Arrd. Anne, le dela" Richmond, Sydney. s r s te- , oi C$ otlic 0 A ti Lord Eastnor has accepted the, vora te i , the approaching Worcester fe stiv- The ).- e poo r co o , THE IRISH ACADEMIES 81 1 . 1- di , for ti t o % int ~ fr, tholic bishops met in Dublin, on Wee9 es l ' e duca nut oe o isi ll e f taking the Ministerial scheme of acadernicameo, 1, ~,,110 0, 04 i t, deration. The attendance was not LI art r ay Of t :tin ie re . general impression seems to be that A ra3P;•teessoloro in favour of the principle of the Bill ; but the proof iisAf:g to some of the details, and more especia" d OV A fall i i ing religious instruction and patronage. w 74.11. an. hes: f [ADVERTISEMENT.]—BOTOIC • g W l' 4 the c a P ' GuEAsE.—When the hair is bece,";_ins onsf t ,ppli f i or . off, the only effectual remedy, bestoe tie leo, roo ts 0 d e l ' the se Do is the use of the two above-name no , r ea o f t ternately—the botanic water to clean se i t r i irea r filli scurf' and as a stimulant, and th e wa s re c i d re 0 0 nourisher. If any further evidence . a n , , prod,lpe renova ting t it) E h A ~d virtues of bear's grease for ,_ mt aa , t ror 5 0 , the hair, Mr. Catlin 's account of t[w o 'i f t he • sos oo •LY_ the length of hair obtainei by sor a t e to ote r : 600: 1 b' rican Igclians, would be a stlifieilreet, wh i r ,,, se ° po r . ; Sons, 119 and 120, Bishopsgate't,ii o olia!,hlie aj o ,_ duced the use of bear's grease in this t he ru o a f , ing ~, fat and kill the animals, recommee_ owes. o butt e _ 1 1 chase none , other but with their t heft: , the printed on the pot, or the chanceos.. applied P' ,7 spurious article. All vegetable ils r f are wcrsa than useless. di: ° r, 1$ th e iht e a ____—_____ _- .. ~.41 t , i a ni.. , lan T- 11 ' 3 ' fowf n" f 1 1 ' 151 0 ° . 0 , 0 . 0 On the 15th inst., at manorsV , „wile toy le, eire t he , Major Hadfield, of the 37th 0. _„ .120 ,, oi J5" On the 17th inst., at 13ryausto si lag ji „ t a , the Is • Binny, Esq., of twin sons. thfield, Ila ~ tb ° On the 17th inst., at Hea ~,htcw, „ o f Brib gislw Minet, Esq., of a daughter. ~ ~.„oare, On the 20th inst., in Brunsw Ica. ss , 0005 ' • f a son. l e of of the Rev. James Morris , 0 the wi 'helsea, lo t° On the 20th inst., at C ~ e hter• f a o ' l b . f t hB May, Esq„ barrister -at-law, o A 5 0- ° 5 Digli" s eCoo' 0 0 a charles , , Pa rs ` On the 17th inst., Richar ~ t Wes_• t oe. it f gaida-Inil t y, John Young, Esq., 0. , dford-square, v i'ila, o o' On the 17th inst., in ne .en s b ie oi l ' o , 4 ,, v ,, , Esq., aged 65. dina• J c)a. f,scp , v.` ,al" On the 18th inst., at Rea hitley , Ale P J. eldest daughter of the late ..._ d is. , io j, • k gquare , ab e ' titer 01 ~, g ° ter-street, 13runswic -- . , ti „ 0 On the 18th inst., France!, ." Wllw- til' Ref' Nie r Wilson, of Islington. ter, the eye'O r ' On the 19th inst., at Doncas ~.g _fLigso el i cit, _b Vicar of Owston. s 13eastinan,r ce Cafa On the 19th inst., Mrs. S. To ton-Place, a ' WO' On the 19th inst., at Southa P _ ;0 4.9 Of ( - 4 ` Lupton Rolfe. IV Williams, On the 19th inst., Mr. • .(007,0 l'C't))/. 11;1 London: Printed and Published 11 Of, oitioe.rosti No. 112, Qtrand, Printer, et Pis ttie Strand, in the Precinct of the SOOT, llidcUeaox, Saturday, NW 24, li4s• SATURDAY MORNING, MAY ,24, 1646. ,±1 17,1 140 r ~~