The Sun. — London, England, 1845-06-02 00:00:00

MAGAZINE DAY. LACJV WOOD'S MAGAZEVE. "I admire the sound judgment and discretion die- Pia a ~, Y e " by North in his lucubratioes during the last -.oath, In kein e discarding topics on - which ) et the present and av nt ,! he cannot comment with tiis ordinary temper n ity The revolution in the Tory camp, i the a. ,gailiation o f Conservative and Whim lhcs, the orga nised hypocrisy," the fiteollt'ion uf tests in Nicoteh universities, Mari - Keith, the liish Acade 'Ps ill, Tara, and Meatti, "e all 140_ eschewed ni and the Martyrs' Levee, dangerous ground, and his the n ti rs are devoted to poetry, the novel and s kthet r i: rna ' s Pecirnepe. of British critics, painting, deli (r,„ B ° t. dress, and similar subjects calculated to humanize and ,; )4 00"-. I le Mind, an d a l so fi t out the corporeal frame 444annell "N' to the most approve d pr i nc i p l es, not the and Stultz, tind the arti , t styled, in the , 9 4 or -. Yore, th e " first gentleman of Europe, , delte il „ smile secret divinity, unknown to the Romans and the h a lf- c l a d G ree k s , w h o i s t o drieaukee immediately after Urania, and classified 41 te nth Mu se und e r the title of .Xsthetia. She th ne b een lon g wanted. Chesterfield expended much litli e ,,, 4 ,l. l abour in personifying her, and if we are to ti on ,: e win sincer e in his long and minute adm te his son, preferred this newly-discovered and, sa 'tin t g ,na melessdeity, to all the elegant and learned te th This is one of the most important discoveries Plaie!_age• Urania, and Pallas, and Juno, and the lc te, se 7 Yet to be brought to light by Rosse's gigantic ust be r an k e d as t h e most i ns i gn ificant ‘ tlk latl '...esni has Palit en e : s n" evpilliona e n compared w i t h a d e i ty who of votaries, and a shrine in every Itte-ery cotta ge ; ho is worshipped by the and t he old, by man an d woman , by th e sag e of d the e Peas ant, by human beings, nay, brute beings tet,t, genus and species ; whose sway is omnipo "letilaltrtiti; whose dominion has no bounds. The 'gh ee ' Lniunctions of a deity so powerful must be llth t °l beli eved and obeyed by all, and our readers 'ry 1 ettf °re th an k us f or furn i s hi ng t h em w i t h t h e tte 4 eril lts ed t _nnance issued from the divine shrine as "Y Maga, the priestess of modern Athens : is„,"teir h erb, You be male or female, do not wear mach b Cutli . ;uevyttr e f being taken for one of the swell-.nob I j 7Y -.4 l "ti l , tibt 'fols; ) butifyou are a lady, and wish for jewel Ilettft a yeg choose between pearls and diamonds; . ‘„telis z ,: a fe w of these and good, than whole caskets t * ,,s mid amethysts. If you are a gentleman wear 4 N: l l . ll tt t ttl i ;j2_ 4 g, s . —one for your lady-love, the other for ,1 1 .2 1 a.1 bearings —if you have a gold chain to your t h.4o), It, but the less you show of it the better.. 474ehok-i°°llviistihi c a ust c o o now springing up, of fastening m u le of supplementary buttons, Akti k. metallic p link. This is the trick of some It -c 11, 4 4 ' '4llor who sent home a coat too small for the 41 ) toyslid thu's t tie t persuaded him (he must have been an s Otto- I t W ° buttons together, and so make • both ends hlr 2 y ill do very well for a commercial gent., but ta i d t , eehtle We need hardly say, be not fine on et, Lila and plainer then than usual, if you would le be not ashamed of an old jt' n b e i blea t clean, portez- le bien, solez bien hevis e t`iffe, et vous n'aurez jamais 1 air d'un k rit bike ' Above all things, whether you be a man, tsti 44i,, ebi ld ! rememb e r that the more you approxi bottt, ' or mity of col o ur foe the whole of your dress kl .a, whethe r y ou pre f er white . to black, blue to 14:4 11 4 0 „... 4. ?Wti to red, no matter. Stick t . o the law f wit ti natural and undisguised contour, t4tta,_ gears mellowness of colour, ease and dignity of sod you will approximate to perfection. t 'ru to another subject, one little less interest- Re Youth and correct, and elegant description of .I:kis-tut") Manhood, and death of the greatest of 1 141 tile immortal ' Hannibal. Speaking seriously, L I / 1 14,, eet is treated in the very best style. The Loa( suited to the noble theme, and the won th'Wleae....llll resources, energy, patriotism, bravery', Zta f i ' k rY talents of the man who swore before the 1' 1 ' 1 1,4 " i s gods eternal enmity to Rome, are all a 7seti i , lWith a glowi ng f ervour , a t ru th o f de lollasiie) an d a generous overflowing spirit of en eo admiration which would make even the Vihbr!ls reader join in the lofty eulogium, that 7st Was at once the Burke, the Pitt, and the • ti )ll)rn of his country." We can . find room for t )ike Introduction to the article which, short as it + our opinion : * 0 th o daOte nsand one hundred years ago, a boy was o jiis ath age, w hose name and exploits have ren- C44b,i_e°antry immortal. His character stands forth trit,7alleled lustre even from the bright pages of rY• It is hard to say whether he was greater ti•Ni t Z t .l a statestaant or a general. Invincible in `Yl'n, of in resources, fertil in strr.t 441;114et_le" of fatigue, cautious in council, o bold in tlpof,Arssessed also that singlen . ess purpose, that q t 'llij e j ,, act, which more than all is the tr f w or s dation of his one ~'e!aents. Love of his . country rb w i ti nciple. Hatred of its enemies his lasting tili t itho td e e l t ie Passion. To . these .. objects he devoted the le died, 't'e hi s great capacity . for this he lived, for ete k 4 ‘otaFrom the time that he swore hatred to I lea... A te: l- I, 4 ' e while yet a boy, on the altars of the'', to „„ uever ceased to watch their de- ttoe'4"athbiti,.(l-"Uteed with their forces, to resist "Aid w k, kt • A.lone of all his countrymen he . Tea e42b!4ll.o'4 the danger with which his fat ier *-- Ilt °4l - 1 1 ''" by the progress of their power. ions torj ou " i t. t ut 7., r th with the strength of a_ gta s n vie. ...arth a s „ lll.l nY, by the shameful desertion of his liot h ' e ' he w '' the jealousy of the rival faction at powerta l i of the "' arid „,,.-41t1 have crushed the b' A ve rl to Carthage, not Rome, the empire and ei „ 4- !-s it was, he brought them to . the brink , 11 e 11- ' °di r it -l ev(d triumphs over their armies greater it , e- n ations p u t together. After he was over 44tidel5tid• - P a o s t , c t o mparatively an . easy task to conquer i ttle : f he received in life exile, disgrace, h tti. ts k nit for this he has since obtained immortality. h 4 4,:,..:':Os e e ci t ," heart of the patriot has thrilled throng i - e en t age. To illustrate his virtues, genius 1 1, e l in . -e rr er rilin e - ate ' s a t v i e 3ra st:riv in every succeeding country; en which the world can yet bestow tlts ( , ) , e8 is to ut cottispear tliem to Hannibal." " North's Specimens of the which have been extended to a A ttl 4s t , h ie v il tth, and contains some melancholy We Simtnons, to the memory of Thomas lie n i chi fl e've the th ree f i rst and the last — t h e ot h ers e-- Y desc r i pt i ve of wor k s pu bli s h e d b y Ta, e 4„_,back into thy bosom, Earth, `' Jon May- e y e d mor r o w, _(litlest child th at ever Mi r th 4 ti al 'e to be rear'd by Sorrow. while r a y s half-green, half-gold, Ar i d tough vernal bow ers a r e burning, T: tr e arns their diamond-mirrors hold ,‘ summer's face returning— shall W ere thankf u l th a t Hi s s l e ep / l ee , er m ore b e l ighter, $ 4 . 'e sw eet -tongued companionship _ ` 44 ' , bower, ami d b eam grew b righter ! tit all „ 'ile more intensely true ui eve out ea c h f ea ture A nd 'tat Love—each hue The d e grace of go ld en Nature, t nl per still b eneath i t all Th n d the k een j ags of Anguish ; Thluore the laurels clasp'd his brow, • tiet„,Pr. poison made it languish. 074. tit that like the Nightingale gig ow clerer would his song prevail " I le most the thorn was stinging. 0 Tke , ,„.1)•d to the Desert-worn qtel-t'hunnt.bring freshness deeper, 1 1 ,.. at his placid rest this morn Th a i; br _ his the shrouded sleeper. e st May lap his weary head ttrkere charnels choke the city, 'A„Ti,"re, raid woodlands, by his bed t' w ren shall wake its ditty: I,:_ e arar or far, while evening's star m t o tiud th hearts regretting, , t t aPot admiring "'hough ail_ hover unforgetting `tew 6 eren 'with ti•i- Contrasts tho city's roar i % ne w - conquered Quiet! i s th all - n . i ng hell of wheels that pour - Wettprin,•es t , their riot,— e,' sb the crowds—the very clouds eitil'eln thunder -noise are haken, 11 1 11 0 , 1 : 1 1. 1 e , and mute, and s cold, afar at Lifelest, men -forsaken. 11/ T he i ree k s on, n or ree k s t h at O ne lentl) fu, human-hearted— Isin;stlits clay less earthiness, r ° l 3l earth departed." 14 c ot ti 44, NE iv MONTHLY. to t °III. ° Pens with a humorous poem from ile/15 d °ld fri end Thomas Ingoldsby. It re of histor y ‘s, are when th, liWare that 1484,1 gr e , t l,.' there once sat 1' I ngt Who'd an Angevin hat )4 4 rro b , g ( )f broom, which he wore as a badge thi, ‘ th, t §,j' e ' l gt oti % of t`,CUMStanee, Henry Plantagenet." Ohl , tp t he 0 is t ale are the two brothers of I.3ir tt.l)4l°zti a Pio us s ,thmonk, the other a maavais A *h ell e a ut rcars We are indebted for the Re we°r begs we will think of these bro te o'e Pass that way— t th e Is th, • 7 % 0 soul s d•ve you feel the craft pitch hard, 1141, tr a • tpi e. °f Robert and Richard." I;: t il li teeal chaser" • . • b . Ilk etid, into is an amusing tale, with a t, A b ell;" as a warning for the ad -I.4l%bv'et, _Y and familiar Reminiscences of 3' 1 ,Vt1 1 , 1 , ritt en Tntains many anecdotes of the ph otn'alitlthings W e one who knew him well. 4 , 4 Its ki t , and have an account of his lite tapathies, and also some exam / io tita.b ly nevolence. " Lights and Shades" doe I t th o ired interest, and the " Robertses I kt : k trt t jei s : hoym entertaining as ever. "A td e t o ( „% or on th_4eadeiny" contains a rather se- Nth, tt 'lle, In ge "Costume of the 14 i tt4 Dre g 'S by Miss Strickland, and re 44tiu 111 ,04 had 0e,11.t,a1l engrossing subject, not of k rinl(ms tt,etth assL of our ancestors, but of A be of of t h e "lons. We here find many %tee s Lov e elebrated beauties of that pe bream" is a beautiful little poem, by the Hon. Mr. Smyth; it is full of feeling and sitnplicity,,breath!nF, the very spirit of mournful devotititi, it is a picture of the " vanity of human wishes," the unhappy lover recals the bright visions of the past — Many a Tt , trinie l all vain giulT, t. 4 4.111t; iif*amtand out of air Crumbling story after story, Cloud-like driven—where, all, wh , re In the noontide of my feeling, Out of passion and of heat, Many a mirage came revealing, Many a phase of one deceit. Dreams of voyage, where the water Mirrors back lagunes and isles, And St. Mark's undying daughter, Sees her charms, and seeing, smiles. _ _ He thinks on the fond hopes of youth, and finds them only "dreams" — Dreams all vanisli'd, joys all blighted, Hopes 'twere madness to renew ; Yet believe me, spurn'd and slighted, Grief has its illusions too. And in vigils lone and mournful, Sadness makes to me more sure, All the smallness of the scornful, All the grandeur of the poor. And I see the shadow darken, Of a nation's wrath around ; And my quicken'd senses hearken To the thunder under ground. Yes—the air is gay with laughter, Lady's love and ,tripling's jest ; When were victims mark'd for slaughter, Other than in flowers drest ? The " Excursion up the Oronooka" is concluded in this number; it is interesting to the last. There are several other amusing tales and histories, among which we must not forget the commencement of a sketch of Lords Stowell and Eldon. On the whole this number is as full of variety as ever. S CN, LONDON, MONDAY MORNING, JUNE 2, 1845. cur in their prayer. Thought the cost of the line he should sug gest would not be one-half that of the projector. There would be a few hundred yards of tunnelling, but not certainly any con siderable expense. Mr. Blackadde, examined by Mr. FORSYTH—Has, within the last fortnight, surveyed the line between Brechin and Friockheim, and found it ten miles and two furlongs, without any engineering diffi culties, and requiring no tunnelling or other expensive works. Mr. JastEs, (2,.C., declined cross-examining this witness, in con sequence of the sections of the projected line between Brechin and Friockheim not having been deposited. Mr. Guthrie, examined by Mr. FORSYTH—Is a town-couhcillor of Brechin, and well acquainted with the district. The trade there is considerable, Brechin consuming about 800 tons of flax annually, partly manufactured in the town of Friockheim, and part exported to Kerremuir and Forfar. Should consider a line between Bre chin and Montrose of the greatest importance to both towns, and the shorter the route the greater the advantage. The distil leries in the neighbourhood of ilrechin are both numerous and extensive, as also the stone quarries and other mineral works. Cross•examlned by Mr. JAMES, Q.C.—The communication be. tween Breehin and Montrose would not be complete without a branch to Friockheim, in order to convey the traffic from Dundee. David Black, examined by Mr. FORSYTH—Is town clerk of the town of Brechin, and being acquainted with the feeling of the inhabitans there, can prove it as decidedly in favour of the direct line from Brechin to Montrose. The market of the former town supplies a population of above 13,000. The terminus of the branch proposed by the Aberdeen Railway is three-quarters of a mile dis tant from the town, and, therefore, very inconvenient to the traffic of the district. This having closed the evidence of the opponents of the Bill, Mr. ArsrmEws, Q.C., on behalf of its promoters, brieUy addressed the Committee in reply; the Learned Counsel confined himself to submitting the opposition from the inhabitants of Montrose, the . - :;;Airman having intimated that that from Brechin could not be susta. .' 4, Stranger; were then ordered to withdraw ; and on their re admission The 's' of R opinionl unced that the Committee were unani mously the preamble of the Bill had Ci3AN h a .4: been proved ; that decision, however, while conclusive of the necessity of the branch to Montrose, ;lid not settle the question of terminus in that town, nor whether the whole line should be worked by steam.power. Those points were still open, and re. quiring more evidence to establish their expediency, the Committee retained them in abeyance. . Immediately after the decision, which was awaited for with the most intense interest, the Committee adjourned till Monday next. GROUP FF. THE EDINBURGH AND NORTHERN RAILWAY. The Committee rwt again this morning at twelve o'clock, in room No. 7, Lord Ashley in the chair. The evidence for the pre_ amble of the Bill was resumed. Mr. James Wright examined by Mr. Sergeant BELLA6I3 Is manager to the Duke of Buccleuch's collieries. Had examined the mineral fields of Fife, and went over the line of railway then under consideration. It passes through extensive coal districts in Fifeshire. The annual exportation of coals into Perth is 33,000 tons, and out of this quantity 23,000 come into England. By the construction of this railway the cost of carriage from the Fife coal pits into Perth will be reduced about 7s. per ton. The yearly income derived by this traffic along the line would be 7,9061. ss. The income from the line would be 2,3451. 10s. Bd. Mr. James Wright examined by Mr. AvroN—The distance be tween the Lodigdly coal-pits and the line of proposed railway is seven miles, and the road between the two points is good. If the railway were to be constructed Perth would have its supply of coals from Fifeshire. Mr. William Marshall examined by Mr. Sergeant BELLASIS— Resides at Leith, and has a full knowledge of the trade of that place and the north of Scotland. Employed toll.keepers to learn the amount of traffic passing this line of rail. way. On one part of the line there are three coaches daily. From Queensferry to Perth there are two coaches daily. The number of passengers carried through Fife is 18,471 annually, and through Queensferry 2,088. The total number car ried along the line, by public and private conveyances, is 609,873 annually. One-half of the number would be carried by the railway in preference to sea voyage. The total income from traffic of goods and passengers will be 69,0411. The railway will most undoubtedly be of great public advantage; it will open tp traffic which has now no means of conveyance but by a long and circuitous route, most expensive and unfavourable to the traders. At this point of the inquiry the Committee adjourned till twelve o'clock on Monday. BENTLEY'S AIISCELLANY. The present number opens with a continuation of Albert Smith's romance, " The Marchioness of Brinvilliers," in which we have the conclusion of the fate at Versailles, and an admirable description of the residence and doings of the poisoners Lachausee and Exili, in the Rue de l'Hirondelle, the Rookery of ancient, as it is of modern Paris. " The Gaol Chap lain" contributes another dark page from the history of life," and the " Middle-aged Man" gives us some plea sant reminiscences of Allan Cunningham. We have, from the " Irish Whiskey Drinker," a pleasant "Gar land of May Flowers," culled from the parterres of the poets, ancient and modern, mixed with sundry choice originals. It is a choice bouquet. There is a thoroughly German tale from the pen of Mrs. Romer, entitled " St. Silvester's Eve," and a most Boz-•like sketch by Alfred Crowquill, entitled "The Lodging house." "The altered Man," is the history of a hunting, shooting, dog-fancying, savage, who is by matrimony transformed into a polka-learning, opera-frequenting, novel-reading, tame, domestic ani mal. The tale is admirably told by Paul Prender gast, who is the very Ovid of modern metamorphoses • The first of a series of sketches of "Ennobled Actresses," from the pen of Mrs. Mathews, is give in the present Number. It is a biography of th Duchess of Bolton—the far-famed Miss Fenton, the original :Polly of the Beggar's Opera. There is a great deal of pleasant reading in the June Number of Bentley. TAll',S' MAGAZINE. The review of Lord Brougham's " Lives of Men of Letters and Science," is done in the best spirit, and reflects great credit on the impartial principles on which this magazine is conducted. Though the Whigs, and many of the Liberals have taken every opportunity, following in the wake of men that belong to no party, of reviling and calumniating the ex chancellor—Tait, more staunch to liberal principles than most of them, still can do justice to the tran scendent merits, and the great abilities of Henry Brougham. He has rendered essential services to his country, which neither jealousy nor hatred, nor the baneful tooth of bigotry, can efface from a nation's re membrance, and it is therefore gratifying to find an honest journalist, though differing from his lordship in many respects, doing him as ample and hearty justice as he would render to one of his own creed. We take a paragraph from the review at random, which is a fair specimen of the whole. "Apart from that remarkable union of qualifica tions, the possession of which will, we imagine, be frankly and even liberally acknowledged, Lord Brougham. in this his greatest, if it be not also his most beneficial work, is distinguished, in an eminent degree, by one quality for which he has not always ob tained the credit which we think it deserves. Some of those who remember - him only by the sallies or effer vescence of a warm debate, or in the temporary ebullition of that party speech in types a hasty political pamphlet, will be slow to admit the air of calm dignity and judge like impartiality which pervades every portion of this volume. As is right and fitting, justice is administered with mercy and indulgence, without which justice cannot deserve the name. The sole exception to this principle, as far as we have noted, is found in Dr. Samuel John son ; who, arraigned at the tribunal of Lord Brougham, is not allowed to plead prescriptive impunity for the rudeness which, in a man less privileged, would have been pronounced brutality ; or for the hard dogmatism which, without any great straining, might be set down as furious bigotry and imbecile fanaticism. In the strong nature ache English sage, by prescriptive right, there un • doubtedly was a large intermixture of the animal as well as of the bigot ; yet it somehow jars one's feelings to hear this said, though by the voice of truth and authority; and one is content on this, as on much more important points in morals and manners, to acknowledge that Lord Brougham has shot far a-head of some of the darling prejudices of his age." The remarks of the writer, with extracts, extend to nineteen pages, yet the reader will regret that they do not extend to twice that number. We have also some interesting letters from the historian Niebuhr, relative to Nelson's attack on Copenhagen, at which he was present, and a good article on the Bill of Mr. Rutherford, for abolishing academical tests in the Scottish universities. "An act," says the writer, "of some moral courage unquestionably ; for the General Assembly of the Established Church still protests that the phantom of obsolete bigotry is no shadow, but real flesh and blood, and the ghosts which Churchmen raise are stronger than stone-walls and granite moun tains, :in the estimation of many, and not to be blasphemed with impunity." The political article refers to Sir R. Peel's Irish policy, which is written in the best spirit. We have only room for an extract relative to the Maynooth affair : " Whatever faults this measure may be chargeable with, in principle or detail, it has at least one greet practicable merit : it forcibly rouses the attention of the British people to the necessity of doing justice to Ireland. Interpreted by the language of its proposers and more prominent supporters, this Maynooth Endowment Bill may be regarded as a formal disclaimer, made on the highest authority—that of the united deliberate judg ment of our leading public men of all parties—of the old maxims and methods of Anglo-Irish policy. It is a de claration that the old ascendancy system, always false and immoral, is henceforth impossible ; that the great mass of the people of Ireland—the " lower Irish nation," as they have been called—can no longer be held in con strained subjection to the "upper Irish nation," or to Great Britain, but most be governed in the spirit of equality ; that we must have an united kingdom, `.ad can only hope to have it by conciliation ; and t'At all sectional antipathies and bigotries, whatevr:, name ur form they may take, must give way to this nigh imperial necessity. We need not remark h'lw much additional emphasis this declaration receives from the painful and humbling retractations which it necessitated on the side of one party, and the politic-Ai risks and sacrifices which it has cost all parties. TL at must indeed be a conviction of overpowering force `;,:hich induces the leaders of op posite Parliamentary parties to make common cause against large nuribers of their supporters and followers. That Sir Robert Peel has voluntarily subjected himself a second time to the reproach of treachery and apostasy ; that Lord John Russell has zealously seconded the policy of his rival, at the expense of much of his own popularity ; that both these statesmen have united to carry a measure which seriously damages the political position and prospects of each, may be taken as indis putable evidence of the strength of the convictions that have actuated them. All the lesser interests which usually govern the political conduct of Parliamentary leaders have given way to the primary interest that every statesman has in the integrity and greatness of the empire whose Government he is, or may be called to administer." - - The annual examination of the wards of the Adult Orphan Institution took dace on Monday at the establishment in the Reger,t's Park. Their Royal Highnesses the Duchess of Gloucester and '..he Duke of Cambridge honoured the examination with their PreF.ence, and were received by the Marchioness Cornwallis, Lady President, the Earl Manvers, President, and the members of the Committee. The meeting was also attended by the Duchess of Nor the Duchess of Northumberland, the Countess Manvers, the Countess Cornwallis, Lady Aylmer, Lady Mary Ross, the Ladies Cornwallis, Mrs. Howley, Mrs. Blomfield, Mrs. Lonsdale, the Bishop of Lichfield, the Bishop of Sodor and Man, Lord Colchester, Rear-Admiral Bowles, and many other distinguished individuals. The examination was conducted by the Lord Bishop of London, who was pleased to express his entire satisfaction with the result. ----- INSTITUTION FOR DISEASES - OF THE EAR--A ball in aid of the funds of this useful institution was given on Thursday evening, at the Hanover-square looms, and there was so numerous an attendance of friends that it may be presumed the object in view was fully realised. DowN ELECTION.—The High Sheriff of Down has fixed Tuesday next for Hie election of a Member to fill the vacancy caused by the elevation of the Earl of Hillsborough (now Marquis Of Downshire) to the Upper house. Lord Edwin Hill is the 0n1y47 didate and he will be returned without opposition. WAKEFIELD 42ORN MARKET, MAY 30.—The weather still continues cold, and all the reports from the agricultural districts represent Wheat as having made little progress in growth of ate, and every probability of a protracted harvest ; on all light ands the plant is defectiva, and at present promise very short of last year's produce. Our arrival this week is very small of all articles; fresh Wheat is in fair request at fully last week's prices. The demand far other sorts is limited. Barley nominal. Oath and Shelling steady in price. Beans without alteration. Malt Is. per load higher. Other articles as before. EAST COWES, ISLE OF WIGIIT, MAY 29.—0 n Tiles day her Majesty's birthday was celebrated with great spirit by her Majesty's appointed (and other) tradesmen of the town, which was brilliantly lighted with appropriate devices. Drew's Medina Hotel, V. A. It., with a large crown and splendid Prince of Wales's plume; Messrs. Pennick and Wheeler, brilliant crown, letters V. A. R.; Boberton, a handsome star; Messrs. 'Vine and Hill, V. It., crown, and a brilliant star; Tucker, Stiles, and Brown, V. A., star, and V. R., Sze. During the evening there were discharges of cannon, succeeded by rockets and blue lights. The town was enlivened by a band, which paraded till past midnight, playing the national and other ai:s. This little marine spot vied with any other op the joyous occasion. RAILNVAY COM MIT TEES. (SAT URDAY.) GROUP DD. THE CLYDESDALE'. JUNCTION RAILWAY. The Committee reassembled this morning at the early hour of eieVerf, abfl were remonstrated with by Mr. TALBOT, who consi. dered it a great cruelly en Counsel for a single Committee to meet at eleven. He was in a measure precluded from obtaining that information which was necessary for the protecting the interests of his clients. He had on a former occasion, in another Committee room, protested against the practice, and had protested success. fully ) and he could not refrain from expressing his surprise that the Chairman of the present Committee, being himself a member of the legal profession, should countenance a practice so disagree able to Counsel. The CHAIRMAN said that it was compulsory on the Committee to perform certain public duties, frequently at great inconvenience to themselves, and an early hour was necessary to be fixed for the purpose of obtaining sufficient time to go through the business be fbre them. Mr. TALBOT resumed the examination of Mr. Pare on the traffic tables. He considered that the coal traffic from Dundyvan ought to be reckoned on, and only half of that coming from Cairnbrows and Calder. The tables had been calculated on the supposition that the mineral prot:!",0 would be carried to the harbour at Glas gow by the railway, and that cartage would be necessary; but if the railway did not extend as far . 4,6 he harbour, it would follow ~;gals were brought to a that cartage would be needed. If the m:. ...;„;.se of 4%d. for station not on the Clyde side, an additional e;, cartage would be incurred. r.z. the Mr. Landells was then examined as to the mineral traffic - Motherwell branch. A slight sinking existed in the large co.. field of Lanarkshire, but it was generally easy of working, and tolerably free from water. Lanarkshire presented more facilities for the sinking of shafts than any other coal district in Scotland, and a shaft 150 feet in depth might be sunk there at no greater expense than would be required to make a shaft of 40 feet else where. Splint and soft coal were found in considerable quantities. The splint coal was generally used in the iron works. The coal would be transmitted by the Motherwell branch—one portion of it to the iron works l and another to Glasgow for shipment. The soft coal would go entirely to Glasgow for consumption and exportation. The making of the branch would be greatly to the advantage of Glasgow, as well as to the Railway Company. Mr. Williamson concurred entirely in the evidence tendered by. the last witness. Mr. Carrick, superintendent of the streets of Glasgow, deposed that there were 420 tons of coals, and 714 tons of iron carted daily from the basin of the Monkland Canal to the harbour for exporta tion. From the east on the line of the proposed branch 315 tons of coals were carted daily to the Broomelaw, and about 70 toys of pig iron. He considered that about 1,2001 would be saved an. nually in Glasgow from the wear of the streets, occasioned by the numerous carts, if the railway were made. Mr. Errington, civil engineer, said that he had a general ac. quaintance with the country through which the line would pass, and he had prepared the plans and sections. He originally laid down the line in 1839, and the plans and sections had been de posited for that portion of the line towards Hamilton, and it was, in his opinion, the best that could be made between Glasgow and Hamilton. The new portion of the line commenced at a certain paint on the Polloc and Govan Railway. The rails of the Polloc line did net at present extend as far as the quays at Glasgow. The branch to connect the Polloc Railway with the terminus of the Ayr line is 37 chains in length, and the steepest gradient would be 1 in 108. The total length of the Polloc and Govan Railway is 2 miles 37 chains ; that existing is well adapted for the purposes of the Clydesdale Junction, as there are no extensive curves on it. From the point at Rutherglen, the main line commences and passes by the Glasgow turnpike-road, proceeding as far as Park-farm, where the line diverges into two branches, one of which continues on to Motherwell, and the other to Hamilton. The terminus at Hamilton is well placed at a short distance from the county buildings, in so convenient a manner, that the line could at any future period be carried forward without in any degree interfering with the buildings in the town. The entire length of this branch line is 8 miles 9 chains, and the steepest gradient on it is 1 in 220, and the least radius is a curve of one mile. On the Motherwell branch the point of divergence is at Park Farmstead, from thence the line passes the river Calder, proceeding to the Clyde, which it crosses at a convenient point, and continues by easy curves, none exceeding a radius of more than a mile, through the open country to the village of Uddingstone; it then crosses the White Calder at a favourable part, continuing on to Motherwell, at a quarter of a mile beyond which place it proceeds to join the Wishart and Coltness Railway at a favourable junction. The length of the line up to the junction is 6 miles and 49 chains. The severest gradients is 1 in 132, and the curves were all easy. The only dif ficult point is where the line passes the Rolton Calder, by diverging through the rock by a tunnel of 110 yards in length. At the Clyde there would be an archway 54 yards long, and of the average height of 55 feet. The passage across the White Calder is effected by a viaduct 90 yards in length, and averaging in height from 50 to 100 feet. He had omitted to mention that there was a tunnel 230 yards long on the Motherwell branch near the point of diverg ence at Park Farm. The two tunnels would not be attended with any engineering difficulty. It was intended to lay down a double line of rails on the Hamilton branch. On the other branch there would be only a single line of rails until, from the increase of traffic, it should be considered advisable to maintain a double line. The expense of constructing the Hamilton branch was estimated at 129,734/. ; the cost of the branch to Motherwell was 137,599/. ; the small branch to connect the Polloc and Govan Railway with the Ayr terminus would cost 2,2051.; the expense of obtaining the Act of Parliament and contingencies was calculated at 20,0001. —making, in the whole, a gross total amount in round numbers of 290,0001. The working expenses of the line had been estimated at the usual average of forty per cent. Mr. Errington was cross-examined at some length by various Counsel who appeared to oppose the Clydesdale Junction, on be half of landowners; the opposition throughout was entirely of a private nature, and the depositions of the witness were not mate rially altered. Mr. LOCKE said he had heard the whole of Mr. Errington's evi dence, and would concur entirely with him in the opinion he had expressed with respect to benefit and advantages which the con struction of the proposed line would confer on the districts through which it passed. A negotiation was pending between the different companies as to the propriety of having stations, and was expected to be concluded in a few days. Mr. Smith was then examined as to the passage of the railway through the estates of Mr. Graham, Mrs. Hamilton, and Mrs. Douglas. It did not appear from his evidence that the estates wculd suffer any material injury from the passage of the railway, although it was very likely the proprietors would not wish the line to come into their property. He was then examined generally as to the value of the land to be taken for the purposes of the rail ways, the details for which he had obtained in the usual way from the engineers. He had divided his valuation into three sections, viz., the expense of the main line, including the short branch to the Greenock Junction, the-Motherwell branch, and the Hamil ton branch, from the forks at Park farm. The cost of the land for the trunk line was estimated at 11,2601. 4s. 2d.; for the small branch to the Greenock Railway, 1,1761.; for the Hamilton branch, and for the Motherwell branch 14,2851. Bs. lid., making a total for the whole expense of land of 32,331/. Os, 3d. He had esti mated the value of 35 years' purchase on the annual rent ; and besides there was the intersection on an average 33 per cent. He concurred generally with the statements of the previous wit nesses as to the great benefits that would be conferred on the dis tricts which the Clydesdale line would traverse. Mr. A. Gemmell was examined as to the dilapidated state of the house at Westburn, and the uncultivated condition of the garden attached to the house. Mr. HOPE proposed to introduce next the sub.engineer, to cor. roborate the testimony of ML. Errington; but it was considered unnecessary by the Chairman, and the witness teas not called. The case was then concluded, with the exception of the re-exa. mination of Mr. Errington, to take place on Monday next. Mr. Graham, the Parliamentary agent, put in the formal proofs, and the Committee adjourned till twelve on Monday. GROUP EE. IMPORTANT DECISION. ABERDEEN RAXIMULT. ADJUDICATION ON THE PREAMBLE OF TUE BILL The Committee on this line resumed this mottling M the usual hour, the Right Hon. F. Baring in the Chair, Mr. Gibb (whose direct examination was taken yesterday), cross examined by Mr. FORSYTH—Does not think the inconvenience to the town, by the line crossing the Links, would be very material. A fair compensation would be accorded. Perhaps that would not satisfy the inhabitants for the loss of their site of regreatiOn and exercise. Mr. Cubitt, civil engineer, eXamitted by Mr. TaLaor—Was requested in June last to accept thta Orrice of superintendent. engineer to the Aberdeen RailVvlty, and accordingly went in the month of August to inspect the line, having all the sections and plans submitted to hien. The conclusion he came to after this examination was a confirmation of his previous report in favour of the selected route% He had looked over the sections and estimates of ' ,'ne line, and considers them perfectly correct. The estim ate was 830,0001., and he regarded that sum as unquestion ably sufficient. Did not go over the entire line, but visited Mon ,rose and Brechin. His recommendations to Mr. Gibb (the acting engineer) were to go as near Montrose with his line as possible. It appeared to him essential to communicate with the coasting towns, as well as the inland and western districts. Cross-examined by Mr. FoRSYTH—Did not personally survey the line, but had carefully inspected the route between Lawrence Kirk and Brechin, but went to Forfar. The Arbroath and Forfar Railway will be obliged to change its gauge, but that difficulty had been obviated by satisfactory arrangements, and any sacrifice in distance will be more than compensated by the important towns the Aberdeen line will embrace. Formal evidence was here given of the estimates and sections of the line. The cost was named at 830,0001.; the power for raising loans to the amount of 276,6661. 13s. 4d. ; 12,925 shares had been already taken, and deposits amounting to 32,3121. There were 75 local shareholders subscribing a sum of 269,8501. This closed the case for the promoters. Mr. Fousi - TH wished to inform the Committee of the position in which he was placed by the different interests that opposed the Bill. In the first place, In conjunction with Mr. Cockburn and Mr. Hope, he appeared as counsel for the inhabitants of Brechin, and, in a second capacity, he appeared singly for the town of Montrose. He proposed, therefore, under the guidance of the Committee, first to call witnesses to prove his case on behalf of the inhabitants of Montrose, and make a speech upon the evidence he should ad duce; and defer the consideration of the claims of Brechin until his colleagues, Messrs. Cockburn and Hope, could attend and pro tect the interests of that district. The CHAIRMAN stated that the Committee, while anxious to afford counsel every convenience and indulgence, did not think the course proposed by Mr. Forsyth would be conducive of any benefit whatever. They preferred that the Brechin opposition should be first opened, and if counsel wished, a speech might be made upon its conclusion ; and subsequently, proceeding with the Montrose case, deliver a second speech. Mr. FORSYTH acting on this suggestion addressed the Committee in opposition to the line. Sir James Duke, M.P., examined by Mr. FORSYTH —ls a native of the town of Montrose, the inhabitants of which are unanimously opposed to the construction of the projected line. The distance from the extremity of the town to the seaside is about half a mile. The railway must necessarily pass across the Links, a spot for many years devoted to the use and enjoyment of the inhabitants. of Montrose. The line would pass close by a very extensive boys' school and a lunatic asylum, both circumstances opposing objet. tlons to its ibrmation. Cross examined by Mr. ANDREWS, Q.C.—The line will pass abetit three hundred yards from the school. The lunatic asylum is under the governance of commissioners. Was not aware that these had petitioned in favour of the Bill. Joseph Hume, Esq., M.P., examined by Mr. roasrTre—is not only the Member for, but a native of Montrose, and perfectly ac quainted with every spet and inch of the town. On seeing in the papers that it was proposed to pass the high road, and traverse the Links, rumeing by Northesk, he considered the course most objectionable, and finding that the line would intercept the only place of recrea. tion which the inhabitants enjoyed, he wrote a letter, on the 9th of May, to Mr. Jameson, expressing his regret and disapproval of its construction. His objection to the railroad was two. fold—in the first place, because it would cross High street, which was the direct road to Aberdeen, and in. terfere with the water navigation in that quarter, now traversed by a ferry; and in the second place, because it would preclude the inhabitants from their source of exercise and recrea tion. He believed the line was unnecessary, and its route mos - t circuitous, and taking all these objections, besides those of inter - ference with traffic, existing rights, Etc., into consideratioi he regarded the project as mischievous and indefensible .. (The Hon. Member concluded by sketching a line, which he coi 1. sidered would avoid all the objectionable features of the preset at project.) Cross-examined by Mr. ANDanws, Q. C.—Had received D oru all the toirns on the line petitions in its thvour, but diet n Q t con. 1/ GROUP L. aumpronn, CHICHESTER, AND PORTS MOUTH RAILWAY. The Committee assembled at twelve o'clock, Mr. E. B. Denison in the chair, and resumed the inquiry on this railway, when Mr. Sergeant TALFoURD, who appeared for the committee of the in. habitants, called; Mr. T. L. Atkins, a banker, at Portsmouth, who stated that he had moved the first resolution at the meeting on the 7th of May, of which much has been said. About 1,000 was the attendance at that meeting, and the resolutions had been carried almost unani snOusli, and a great feeling had been manifested against the South Western Company and in favour of the Atmospheric line. This feeling partly arose from the detention at Bishopstoke after the Southampton train had • ' been detached. An impression has arisen 'that 'if the South-Western secured the iwnopoly, Southampton • would get the greater part of the traffic. In the bills published by the South- Western Company, they announced that the packets for Lyming ton, Yarmouth, _Plymouth, and Havre started from South ampton, although t'e packets also touched at Portsmouth, of which no mention wNttever was made. In his opinion the terminus at London bridge. would be more convenient than that at Nine Elms or a: Vauxhall. The terminus at Portsmouth of the atmospheric 2:4e was also better than the other. All parties were united at Poil - smouth in favour of the atmospheric line, and there was certainly a 'erect jealousy of the port of Southampton. To the cross-examination of Mr. GURNEY, Mr. Atkins stated that there had been considerable excitement at then; eeting, and great difficulty had been experienced by the speakers on :Ile side of the Guildford line in getting la hearing. He had not heard that there were books at the stations for the entrance of corn. plaints, and he had not thought of writing to the Directors. The Havre packets only stopped at the mouth of the harbour, and did not come up to the pier, and apparently it was to the interest of the south. Western Company to carry the passengers to Portsmouth rather than to Southampton, in consequence of the greater fares. He testified that a great body of the passengers to the Isle of Wight went to and from the west-end of London. To the reexamination of Mr. Sergeant TALFoURn, Mr. Atkins replied that the coaches which went to the West-end had also branch coaches, or went direct to the City after calling at the West.end. To the inquiries of Lord CUTE, Mr. Atkins replied that though the feeling of jealousy of Southampton was exaggerated, yet that there was certainly cause for it, and he did not think that there was so much attention shown to the interests of Portsmouth as to those of Southampton. To the inquiries of Mr. Monicrox MILNES, Mr. Atkins re plied that the indisposition to support the South-Western Company arose from the little inclination hitherto exhibited by that Company to oblige Portsmouth. To the inquiries of Mr. OSWALD, the witness stated that in his opinion Portsmouth would be placed on a par with Southampton, if a line were to be made which would bring the former place within the same distance and time as the latter. To the inquiries of the Cturemast—Mr. Atkins stated, that he was aware that the proposed line by Guildford would be shorter than the line to Gosport by eighteen or twenty miles, and would bring back the traffic to Ryde, but he did not think that the South-Western Company would give so fair a chance to Ports mouth as to tiaUlhampton. The first object of the people of PottsrhOuth WaS an independent line, but their chief objects were expedition and economy. Captain Saar, formerly in the army, but now retired on full pay, and a witle-Merchant at Portsmouth.-.. Was well acquainted with Both lines, and believed that the advantnes derived from the direct line would be greater than from ate other, and cer tainly thsi proposition of the atmospheric I:fte was very enthuslast.cally received at the meeting on the 7th of May at Portsmouth. The general opinion was in favou7 of the Atmospheric line; And the terminus of that line would be most ad vantageotit lot the Milt mileagethe charge chargei. theto t36oasiprOi From the cross-examination o f M r. 6 n u s ley, it appeared that the e w n was s g lesss i than s tn o cip that sa r to o w a to Southampton, although the diatat4i ikag greater; but yet he thought that business had b een impeded. Southampton,thes am:ti; and Mr. R. Gibbon, a merchant and general shipping agent, fe:1 , 44 , at Portsmouth, stated that his firm paid Ss. 6d. a ton for goods more than they did at the docks at Southampton. The terminus at London-bridge, as well as that at Portsmouth, for the atmospheric line was the best for the town. The Mediterranean packets lay in quarantine at the Motherbank, which was about five miles from Portsmouth, and fourteen from Southampton at high water, and two miles farther when the sands were bare. Many passengers landed from the Oriental at the Motherbank this week, and had left Portsmouth before the other passengers reached Southampton. In his opinion it would save two hours to the West India packets and the Government packets, if they stopped at the Motherbank. There were three American packets out and three home every week. About fifty large East Indiamen called at Portsmouth yearly and about twelve Madeira packets. From the cross-examination of Mr. Goartev, it appeared that the extra charge of eight shillings and sixpence a ton arose from a charge of 2s. fid. for unloading and 65. for cartage from Gosport. The delay of which he complained was the refusal of the Company to let his firm have their goods before ten o'clock in the morning. They paid six shillings for cartage of goods from the City to Nine-elms, and he was not aware the Oriental Company had fifty tons a week by water, but they were of a different quality, being shipped to China and the United States. He had been on the Committee of the Town Council, appointed to communicate with the South- Western Company, and he believed that the answer was, that the Company were ready to be bound to make the transit in every way as speedy and efficient as to Southampton, and subject to such regulations as the Board of Trade might impose. To the requirement of the Town Council, that the journey should be performed in the same time as to Southamptom, the distance being; two miles more, the Company had replied that they would be bound to work the line fairly, and without any favour to the one town or the other. At the meeting on the 7th of May, four out of the number (nine) on the Committee had resigned, but three others had since been ap pointed ; but no communication had been had with the South. Western Company since the report of the Committee had been made to the Council. Mr. Sergeant Darman said that he should now decline to call any further witnesses from Portsmouth, but he wished to correct a misrepresentation which appeared to have arisen from what he had dropped in his observations yesterday. It had been supposed that the people of Portsmouth had desired that, in the event of the atmospheric line being refused, the House would pause before they adopted any line, whereas what he had said was, that in the event of the atmospheric line being refused, they hoped the House would pause before they adopted the Guildford line. To the inquiries of Lord CLIME, the witness stated that the extra charge of Ss. 6d. a ten on goods was merely imposed on ex port goods. The chief object of their communication with the South-Western Company had been to obviate the stoppages at Bishopstoke, Chichester, and Portsmouth, and if they could obtain a security that the goods sent to Portsmouth would be delivered as soon as those sent to Southampton, the difficulty would be re moved, Ill.WLltiaox then rose to address the Committee on behalf OF the Corporation of Portsmouth, and said that he thought they had acted rightly and wisely in their attempt to protect the interests of the inhabitants. There was no doubt that Portsmouth was en. titled to h line connecting the town with the metropolis, and the question was, who was to make it? It would be recollected that before the Southampton line had been completed an at tempt had been made to induce the South-Western Com pany to bring the line to Portsmouth, when it was replied to them that they could come no nearer than Bishopstoke, which was five miles from Portsmouth. The original intention of the South. Western Company had been to go to Bath, and they had fought a very severe battle with the Great Western Company in Parliament, and had been defeated. They had, therefore, no right to rely on the vested interest which they assumed from their Gosport line, and had no ground to depend upon for an opposition to a direct line going through an entirely different country, and they had therefore no claim on the Committee. This Guild. ford line was not put forward with a view to the accommodation of the public, as had appeared by the evidence of Mr. Chaplin; but when the atmospheric line had been proposed and published, the South-Western Company came forward, at the eleventh h our, to interfere with it. No doubt could possibly be entertained that the feeling of the inhabitants was unanimously in favehr of the direct line. Of all the witnesses called in favour of th e Swill:lrd communication, one-half had been strangers ; and th r o who were not, were not in a position. to know anything of the trade of the port. With respect to the termini, that of the atmospheric line took in, within a radius of half a mile, fully three-fourths of the borough, while that of the Guildford line was down at the edge of the water, in a distant, unfrequented place, and possessing the single advantage of transferring the Government property with greater facility. As regarded the prejudices of the inhabitants of Portsmouth, their feelings might, he thought, be distinguished by a milder term than that which had been used, and such promises had been held out to them by the proprietors of the atmospheric line as fully justified the preference which they had expressed. The charges on the Southampton line had only been reduced during the last three months, the second-class car riages were all open and exposed, and the passengers by that class were only allowed 561bs. of luggage, while on the Manchester line they were allowed 100Ibs. and 1121bs. This was a great consi deration for persons going to a seaport, who generally required a larger quantity of luggage than was usual. Another point was the refusal to grant sufficient accommodation to the tbird.class passengers, none indeed except such as the Board of Trade might direct, and the results of the traffic in past time was a sufficient testimony of the fact. With their express trains there was no accommodation for second-class passengers, except for a limited number of servants. This was a grievance, and showed the effects of the monopoly ; and, besides that, the delay at Bishopstoke occasioned no small inconvenience. The interest which this Com pany had always shown for Southampton would doubtless induce the Directors to give a preference to that town ; and, if this line were made, they would have no competition whatever to contend with, and that was the only security of any useful character for the public advantage. The Duke of Richmond had expressed his opinion that, if another railway were formed, the probability was that they would all fall into the same hands, and the monopoly be worse than ever; but he cited the opinion of Sir R. Peel to show that such was not likely to be the case. He would say one word about the line in favour of which the Corporation had petitioned. Not only would the atmospheric line supply a large area of country with railway communication, but it would leave the coast line open, create competition, and give the fairest opportunity for testing the principle that had ever been offered to the public. But as this would be brought fully before the Committee on Monday by the Learned Counsel for the atmospheric line, he would say nothing further on that point, and he would therefore beg of the Committee to recollect that the people of Portsmouth were the most important body upon the line, and their feelings and their interests ap peared evidently in favour of the opposing line. With these ob servations he would leave the matter in the hands of the Com mittee. Mr. FLOOD then addressed the Committee on behalf of the land owners of the line, after which The Committee deferred their decision until they had heard the evidence on the atmospheric line, which is to be opened on Mon day, and adjourned till twelve o'clock on that day. GROUP N. CORNWALL RAILWAY. The cross-examination of Captain Moorsom was resumed at the sitting of the Committee— The cost of the Bodmin branch, four miles in length, and which would be a double locomotive line, would be 41,3261., and was made up of the following items :—Fencing, 1,4731. ; earthwork, 8,8331.; masonry, including bridges of all kinds, 5,9851.; perma nent way, 14,4121.; stations, 3,6391. ; contingencies, 3,434/. ; land, 3,5801. He then detailed the cubic feet of the various via ducts and cofferdams on the whole line, the positions of the level crossings, &c. The length of the boat at the Hamoaze was 58 feet; the space occupied by carriages was about 13 feet in breadth. The boat was divided into two roads, and the engine by which it was worked was in the middle. If it was necesssary to convey six carriages across, three would be placed on one side and three on the other ; if three, two on one side and one on the other. The carriages would be drawn from the boat by ropes. Several reads were crossed on a level. The passenger trains might be worked at thirty miles an hour, but the average speed would be from twenty to twenty-five miles an hour. Each train without the engine and tender would weigh about twenty tons. There would be five passenger trains up and five down daily, with three trains for the conveyance of goods, but the number would depend upon working arrangements. The working expenses would be 3s. 4d. a mile. He could not say whether the Board of Ordnance had or had not given their consent to the line crossing the glacis at Devonport. By Mr. DIERREWETHER, on behalf of the promoters of the Bill— Sharper curves than those of the proposed line were worked at great speed, and without inconvenience on other lines—on the Manchester and Leeds, for instance. The majority of the roads crossed on a level were not of an important character. Mr. Cole, of Liskeard, had been occupied for the last 40 years in surveying land in Cornwall. He had surveyed the land which would be required west of Liskeard, and had estimated the expenses at 18,6531. 163 acres would be required, at a general average of 1091. per acre ; from Eldad to the ferry, at 5,440/. At the latter point only one horse would be required, the expenses.of which was included in the estimate. The land there was principally oc cupied by market.gardeners, and the remainder was pasture. Mr. John Bowen, Mr. Carworth, and Mr. Whitley had also sur. veyed portions of the line and given their estimate. S r C. Lemon was examined by Mr. Rowe with respect to the various county meetings which had been held for the purpose of constructing a railway in Cornwall. From the first he was in favour of a coast line. Money was a great obstacle to the construction of a central line. It was important that there should be a direct line to Fal mouth from Exeter. Some of the leading magistrates were against the line, but they bore no proportion to the great body who were in favour of it. The mercantile body were in favour of it, and much of the feeling which had been expressed against it had subsided. The report of the Board of Trade on the line had dispelled the delusions which were entertained by many respecting it. • To other questions put to Sir Charles by Mr. MERREWETHER, and Mr. DENISON, he replied that, with the increase of population, there would be a diminution of expense and increased facilities, and that the Bodmin branch might be greatly extended. Mr. Prothero, of Truro, the solicitor to the Bill, handed in the Various particulars in connexion with the Company. Mr. TALBOT said he was instructed to withdraw the opposition of Lord Vivian to the Bill, arrangements having been effected with his Lordship, who was desirous not to oppose what might be of advantage to the inhabitants of the county. Mr. MERREWETHER said the opposition of the'parties interested in the Terpoint Ferry was also withdrawn, so that there only re mained the opposition of Mr Thomas. The Committee then adjourned until Monday. GROUP SS. The Committee on this group re-assembled at the usual hour this morning, bind proceeded with the affirmative evidence in favour of the covENT.7.7, BEDWORTH, AND lIIITNEATON RAILWAY. ➢ir. R. Smith, a riblson-manufacturer at Bedworth, corroborated the testimony given yesteizlay. Mr. Samuel Smith, an uwiertaker at Attleborough, employed upwards of 12 men. There were about 68 or 70 undertakers in the town of Attleborough alone, who employed upwards of 1,000 men, who would be greatly benefited by the proposed railway. Mr. Thomas Nestor gave concurrent testimony. Mr. Calloway, an overseer at Toleshill, said the railway would be a great accommodation to the vast coal mines in that district, and facilitate and increase the trade in a species of blue bricks that are manufactured in large quantities at Marston and Chilrnsloton. These bricks were of a very superior quality, and were used extensively in the construction of railways and canals. Mr. Frederick James, of Wyken, proved that coal was sold in that neighbourhood, at the pits' mouth, at 6s. Bd. per ton. They raised during the last six months 17,000 tons of large coal, and 3,000 of small, which all had to pass over the route of the pro posed railway. There were about 300 acres of coal fields yet to be worked, and there could be no doubt the line would prove of great service to the colliers. Mr. Nutter, a coal dealer at Leamington, proved that there were 18,000 to 20,0013 tons of Staffordshire coals sold in that town annually. The price of this coal differed from 15s. to 2.05. per ton; but if this railway were made it would enable other coal to come into the market, and thus tend materially to reduce the price. Mr. David Weldon, one of the proprietors of a stone quarry at Hartshill, exported from 10,000:to 15,000 tons of stones for repairing roads annually, and he thought the railway would considerably increase the trade. Mr. Tattersal, town clerk of Coventry; Mr. Rotheram, an ex tensive miller and grocer at Coventry ; and Mr. H. Harris, a coal. dealer near to Coventry, having given simillar evidence, Mr. Brown, an accountant, who had taken the traffic accounts was called to prove the traffic-tables. pn many existing railwa y s, in ; calculations were made in March last, and occupied 14 days. He help.' in his hand the result of all his inquiries, 10,9681. 2s. 10d. The preye e number of passengers going annually over the route of the propos:4 ra ilway was 98,852. The present amount of Casual traffic going by carts, waggons, &c., was 65,468 tons, travell. ;Iv a distance equ'el to 392,808 tons carried one mile. fans/ traffic ,going by canal and other con. ceyance wa s 34,500 tons carried over a distance equa: to ‘2O/,(Y00 toss carried one mile. The merchan dise traffie .7 as 17,028% tons, carried a distance equal to 110,385 Ile. The expected traffic to come on th e ra il. tons carried one coal traffic, 3,1011. 18s. 6d. ; from stone, way was as follows 'ise, 1,2771. 2s. Id. • from passengers, 4531. 6s. Bd.; from merchani— „affie ' 2731. ; and from cattle 10,9681. 2s. 10d. ; from parcel 'stal of 16,3331. 8s traffic, 2791. 17s. 7d,, making a grand ed. djourned till Monday. It being now four o'clock, the Committee GROUP V, AND THE MANCHESTER, sHErrinTai; , MIDL AND JUNCTION RAILWAY. The Committee met at twelve o'clock, and Mr. Vignoles was called upon to speak to the engineering upon the above line. He had laid out the general features of the line about a year before, and there was only one alteration made since in the details of the plan, which alteretion had met his approval. The line was the very best that could be taken, for while it gave an improved communication with the north and south it opened up a rich mineral district. He had examined the estimates, and thought they would be amply sufficient for cost of construction. The length of line was above 12 miles, and the steepest gradient in the length was one in 800, and that for a distance only of a mile and three quarters. The curve of least radius was some twenty chains. The range of the curve at Chesterfield would be eighteen chains, and the Shef field was about the same extent. The strata on the whole line was very favourable to engineering operations. It passed through the mineral fields of Newbold, Mustin, and Dronfield, and did not interfere with any very valuable or ornamental property. It formed a continuous line of railway with the Manchester and Midland Junction. The greatest depth of embankment would be 50 feet, and the deepest cutting about 70 feet. These were very short, however. He proposed to cross part of Sheffield by a viaduct, and in order to preserve as much space as possible in the markets, he intended that the piers should be of cast iron. The estimate of construction was 400,0001., and he had already stated that it would be amply sufficient. It was not intended to cross any highway on a level. The Bill which had been promoted last year was not so favourable as the present, because the summits were higher. There would be a tunnel on the line of 2,103 yards at the inclination of 1 in 100, and no ventilating shafts would be necessary, because the very front of the inclination would create a current. Cross-examined by Mr. WILITELEY—He had furnished a report of the preferable line between Chesterfield and Sheffield to the Provisional Committee of last year, and it was in its main feature identical with this line. The construction of the tunnel he estimated at 42/. 10s. the yard. The viaduct he took generally at 201. per yard. That did not of course include injury to property, &c. The total cost of the viaduct he estimr ted at 44,0001. The earth - work he calcu lated at 94,374/. ; bridges and culverts, 26,0001. He thought the whole work might be very well done in a couple of years, as a great mass of the cutting would go to spoil, which would naturally lessen the labour. The ten miles out of Carlisle, on the Carlisle and Newcastle! Railway were much mere difficult than the present line. The average of the embank ments was 1 to 1. Mr. Cope was recalled, and he was rigidly c ross-examined by Mr. NN HAMLET, regarding the accuracy of his traffic tables. The Learned Counsel failed to shake the evidence given on the pre ' vious day by the witness. The Committee then adjourned till half-past eleven on Monday. GROUP W. BRAYTON AND GOOLIE RAILWAY. The Committee on this line met to-day at twelve o'clock, Mr. Pakington in the chair. The examination of Mr. M. Bentley was then resumed by Mr. PICIESING.—The water carriage was, in his opinion, a better mode of conveyance than the rail. In the lime season the quantity consumed from March to September was about 500,000 tons daily. The railway carriages would hold on an average shout three tons of lime each. It would therefore take an Immense number of car riages to: convey that quantity. He considered it would not be worth his while as a lime.burner to send his lime by the rail. Has himself nine vessels engaged in the trade. There were fifty or sixty vessels altogether employed in the lime trade at Knottingley, in cluding canal boats and river vessels. The vessels engaged in the coasting trade were about 300. if the proposed Wakefield, Pontefract, and Goole Railway were formed it would cause a serious injury to the owners of those vessels—he meant those engaged in the corn trade. It would not decrease the number of vessels employed in the lime trade, as lime.burners would still prefer the canal. The corn would also, in his opinion, be still sent by water conveyance. By the CIi•IRMAN—Had stated that the rail would decrease the number of vessels. Did not think that this decrease would take place in consequence of the rail being selected in preference to the canal for the conveyance of corn. Thought that the proposed Wakefield and Goole line would injure Pontefract. The farmer would then bring his corn to the Wakefield or Leeds market—the farmer would be a gainer by it. Cross - examined by Mr. WicaiNs--The people of Knottingley were in favour of the proposed Wakefield and Goole line. (A pe tition was here handed to witness.) Knew many of the people who signed that petition. It was signed by the principal men of wealth and substance in Knottingley. It was signed, however, in consequence of an apprehension that another line would be laid down which would not take Knottingley in its course ; it was a choice of two evils, and they preferred to sign that petition in fa vo•..r of the Wakefield and Goole line. Was part •wner of eleven vessels. Heard the evidence of Mr. Moorehouse ; knew that he was a very large lime-burner, and had a great many vessels engaged in the trade. The Ch•IEMAN here interfered, and said that the evidence of the witness had so far gone to show the superiority of water carriage to conveyance by rail, and therefore affected the Brayton and Goole suggested line as much as the proposed Wakefield, Pon tefract, and Goole line. Messrs. Pit/KERING and KNOWLES said that their object was to show that Wakefield was not the key of the position of the traffic of the country, but they would call direct evidence to prove the necessity for the formation of the Brayton and Goole line. Mr. Alexander Sherrill' was then examined by Mr. ricitEttiNc— Was manager of the goods depot on the Leeds and Selby Railway. Knew the trade generally of the West Riding and about Leeds. There was a considerable traffic between Leeds and Hull. There were great inconveniences for the accommodation of that traffic to Hull, from want of docks. The dock and wharfage dues were very high, and there would be no chance of a reduction in these with. out a competing port. Goole would afford ample accommodation for the traffic. The weol.merchants complain of the delay of the delivery of their wool at Leeds after its arrival at Hull. Some times four or five days elapse from the arrival of the wool and its delivery. There was a great deal of traffic on the Ayr and Calder canal. The import trade for 1844 has been— Bags of German wool Flax Sheets of English wool, to Leeds 6,212 Ditto, to Bradford 11,380 Bales of wool, from Van Dieman's Land 6,964 Sacks of flour, from London Tons of general goods, by sailing vessels 2,600 Ditto, by steam-vessels to Hull The export trade was 4,750 tons of linen from Leeds to Hull ; 1,570 tons from Bradford to Hull ; 1,400 tons from Leeds to London. There were 13,000 sheep sent annually from Hull and the stations on the line, aid 910 head of cattle. If there were a direct line between Leeds and Goole, a great traffic would go to Goole. The amount of the export and import trade between the places ment,oned was about 32,543 tons annually. The Wakefield and Goole line would benefit Leeds, but not to so great an extent as the Brayton and Goole line. By the CHAIRMAN—The reason that the traffic would go to Goole from Hull was the superior accommodation which it af forded. At present the merchants were entirely at the mercy of the shipping agents at Hull. By Lord SEYMOUR—Was manager of the Leeds and Selby line, but was not on that account an interested witness. This witness was cress-examined at great length by Mr. WlLatNs. Mr. Thomas Matthewson—Lived at Stockton-on-Tees. Was a coal-fitter for the Durham County Coal Company. This Company sold annually 200,000 tons of coal. 140,000 tons of this quantity were for exportation ; 40,000 tons went to York, the half of which was consumed along the line between the collieries and lock, and the other half at York. The effect of the proposed Brayton and Goole line would, in his opinion, considerably extend this trade in coal. After the cross-examination of this witness, The CHAIRMAN asked Mr. Knowles what order he inteneed to pur sue with respect to the additional evidence he would bring forward ? In reply to which ➢ir. Knowles said that he had been obliged to change the course he had first laid down, in consequence of an ob servation which fell from the Chairman, and he had called witnesses to prove, independently, the necessity for the formation of the Brayton and Goole line. He had now regretted that he did not open the case with a general statement. The CHAIRMAN said that it was the wish of the Committee that a continuous chain of evidence should be, given on all points, and that one should be concluded before another was commenced. Mr. KNOWLES concurred in the observations of the Chairman, and called upon Mr. George Andrews, who concurred in the evidence of the last witness. The coal trade would be greatly increased if there was an outlet at York for the conveyance of coals. The proposed Brayton and Goole line would in his opinion effect this. Mi. Joseph Fletcher was next examined, and gave similar evi dence: As the cross-examination of this witness was about to commence, The Cn►IRMAN said, that as it only wanted five minutes to three o'clock (the time appointed yesterday for the conclusion of the pro. ceedings today) he thought it better not to enter into it. The Committee then adjourned till twelve o'clock on Monday. GROUP F. The Committee met again this day at twelve o'clock, the Right Hon. F. Shaw in the chair. The Committee resumed the inquiry into THE LONDON, WORCESTER, AND SOUTH STAFFORDSHIRE RAILWAY. Hr. Cocisus N said he had a great deal of engineering evidence to adduce, but in consequence of what fell from the Committee yesterday he would not call those witnesses. He would now call an engineer of the very highest eminence, whose evidence was most material to the case. He would call Mr. James Walker. The CHAIRMAN—Before the proceedings commence, I think it right to mention that people are in the habit of writing me letters upon the subject under consideration ; and I am of opinion that it is right the parties on both sides should see them, if they think proper, for I shall not read them. Mr. COCKBURN—I hope, Sir, that they do not emanate from the Great Western parties ; indeed, I think not. The CHAIRMAN—I do not say that. All I say is, that they are on the subject of this inquiry. Mr. COCKBURN—I can assure you, Sir, that they are in the habit of addressing me upon the same matter, as counsel in the case. The CHAIRMAN—That is all very proper.—CA laugh.) Here are two letters which I shall place on the table, and I cannot but ob serve that it is highly reprehensible for parties to send such corn. munications. They can have no weight with the Committee. Mr. Walker, examined by Mr. COCKBURN—I am not connected with either of the schemes before the Committee. I received a communication from Mr. Brunel, containing some questions to which my attention was directed, and a copy of that communication has been forwarded to the London and Birmingham parties. I have examined the plans pointing out the railways with both gauges, and they show the two systems very plainly indeed, with respect to the accommodation to South Staffordshire. The distance from Wolverhampton to Oxford is, according to the plans, fifteen miles shorter by the Great Western line than by the other, and assuming that from Wolverhampton to Abbot's Wood there will be a narrow gauge as well as a broad gauge rail, and taking into consideration the saving of fifteen miles by the broad gauge line, I think the Great Western line is entitled to the preference for the South Stafford district. When I say that, lam assuming the engineering difficulties to be the same. Indeed, I more than think so—l am sure it is the best line of the two. There is no danger in laying down the broad gauge with the narrow. About six or eight years since I proposed the laying down of the broad gauge on the narrow gauge line. The CHAIRMAN—Where was that ? Witness—l proposed to have it laid down at Stratford, where the Northern and Eastern joined the Northern Counties Railway. The CHAIRMAN — Was that recommendation carried out ? Wit ness—No it was not. As regards the public the broad gauge should not be kept back. As regards my own interests, were I governed by them, I should prefer the narrow to the broad gauge ; my interest would lead me to give the narrow gauge my support. Mr. COCKBURN—WeII, then, you are the more valuable to us as a witness. " " Witness—My attention was some time ago directed to a line of railway from London, through Worcester and North Wales, to Holyhead. The CHAIRMAN — Did you form an opinion at that time between the importance of the line you were called upon to consider and the existing line to Holyhead, as to making Port Dynllaen the packet station to Ireland. Witness—l considered that the Holyhead station was the best but I also gave it as my opinion that Port Dynllaen was a very fine natural harbour and capable of great improvement. Cross-examined by Mr. AUSTIN—Those who accompanied me at that time were divided as to the superiority of both harbours. Some reported in favour of Dynllaen and others in favour of the Holyhead. I was most decidedly in favour of Holyhead. The last railway that I gave up was the London and York last year: The last one that I con. structed was the Hull and Selby, several years ago. I am new em ployed by the Birmingham Canal Company. I understand it is iutended that a line of railway should be laid down along the banks of the canal, but I know nothing more. The course of the line is not fixed yet. By the CHAIRMAN—I think Mr. Brunel would be unwise to pledge himself as to a locomotive or an atmospheric line for North Wales, until he has ascertained the result of the great experiment with regard to the atmospheric which is about to be tried. L . e.examined by Mr. COCKBURN—I thank the company which "ne from London to Worcester would be more likely to had the e whole line than any indepei: ; dent company carry on k I . up. Unless it is do. which might e e in that probability of its being dou.e at all. way, there its no gr.: . . tt ham Company would do it, becaus:e a n y I do not think the it ham be taken from the trunk 111... e• passenger going by that line wo.uld I think this line an object of nationai .importance. Looking at the question as a large public question, I thii;.k of the plan of the two gauges to Wolverhampton, that to Abbott's Wood is the best for SouthiStaffordshire. By Mr. V. STUART—Is that founded on your opinion that the communication with Oxford is the best for South Staffordshire, or merely on the tact that there will be a saving of 15 miles? Witness—l believe that it would be more advantageous to South Staffordshire to have the communication open with Oxford. Examination continued—l consider the broad gauge best for great velocity. I have travelled fifty-seven miles an hour within the last week on the broad gauge. This velocity has never been attained on a narrow gauge. The four.feet eight-inch gauge can never accomplish the same speed as the broad gauge. Mr. AUSTIN then drew the attention of Mr. Walker to the pas. sage in his report, in which he says that the marrow gauge on may equal the broad gauge in velocity if t he y would only put a sufficient power. Mr. Walker said, that when that report was made he had no idea that the Great Western would have gone so much si.he a ad li . the Mr. COCKRURN — I f the whole q uestion were open, and choose railways had to be re-constructed , which gauge wo uld you Mr. Walker—The wide gauge certainly. Mr Walker — The seven. Mr. AUSTIN—Which wi de g un g e ? of urc h as ing land for four great mistake in the first in stance in not li n es for passenger traffic feet gauge. I think all the g reat finest p . railway com mitted a lines. They will soon r e q uire one set o and another for goods traffic. I think the question of shifting a matter By Mr. V. STUART— not of much consequence where it takes place . so great that it is of very minor importance. The facilities are The witness then withdrew. Russell, M.P., examined by M r. COCKBURN—I am Chair man ir R of the Great Western Company. As such I entertain no doubt but that the suggested line from Worslden to North Wales would be carried out by the Great Western Company if the line were made to Oxford and Wolverhampton. By Mr. AUSTIN—It would be carried out to Port Dynllaen or to Holyhead. The estimates have not been made to my knowledge. I believe if the line to Holyhead or Port Dynllaen were made by en independent company, and it did not pay, it would be worth the while of the Great Western Company to take it to secure the Irish traffic to the Great Western Company. No plan has been matured, but the subject has been discussed by the Board of Directors frequently during the last twelve months. it was not made a portion of the pro posed scheme to Wolverhampton. The alternative terminus as to Port Dynllaen or Holyhead must have been discussed, I think, at the Board ; but the question of the terminus depends upon the formation of the port. I think there may be some minutes of these discussions; I do not remember any distinct resolutions. We had not a Bill in Parliament last year. The Chester and Holyhead Company had a Bill last year. We did not oppose it. Mr. AUSTIN—Did this line suggest itself until the Bill was in troduced ? Mr. Russell—The line has long been the subject of contempla • Gen. It was in eons( quence of the doubts which I had heard cast on the intentions of the Company in the course of the examination of Mr. Walker that I now come forward to be examined. The Great Western 'CompaDY has subscribed half a to the line to Flshguard and Pembroke. If this Bill were passed I have no doubt but that the Great Western would make the line to Port Dynllaen or Holyhead. No figure has been mentioned as the probable cost, but railways cost less now_ 40,0001. a mile less. I believe that they thought the North Wales could be made. There are several lines of railway to be made by the Great Western Railway, There is a project of making a line of railway to Warwick and to Birmingham—that is by an indepen.. dent company. There is no subscription from the Great Western. No engineer has yet been appointed. The question of gauge has been left for future decision, 'Jut I have no doubt if the broad gauge were carried to Rugby, it would be carried to Birmingham. The company was formed a couple or months ago. There is also a plan for carrying the broad gauge to Cheltenham. The eastern terminus of it is at Shipton, on the proposed line of the railway from Oxford to Wolverhampton. This is an independent company. If the broad gauge should be carried to Shipton, the.line would be carried to Oxford. The Great Western Company subscribed half the capital for that line. There were reports by the Board of Trade in favour of certain lines proposed by the South-Western Company in the south of England. In consequence of an arrangement with the Great Western, those lines were abandoned. The basis of that agree ment was to carry out the recommendation of the Board of Trade, which was to discourage these competing lines. I do not think they could carry any line to Exeter, so long as the circum tances remain as they are, or so long as the grounds of the decision of the Board of Trade continue the same. If any alto. rations were made, the Board of Trade might decide as they could. There is an appeal on the subject from the South- Western Company pending at present before the Board of Trade. There is a case now pending for a line from Weymouth, the South. Western line coming into it at Dorchester. We do not intend to lay down a double gauge unless ordered to do so by the Board of Trade. There is an application before the Board of Trade, on the part of the Southampton and Dorchester line, for a double line of rails. The Great-Western were resisting the introduction of a clause into the Bill compelling them so to do, but they will do so if required by the Board of Trade. The Grand Junction Corn-. pany, as individuals, are promoting the Oxford, Worcester, and Wolverhampton line. Re-examined by Mr. COCEBURN—We should be mad to think of making the line between Worcester and North Wales unless we had the rest of the line. With regard to the west of Eng landlines, to which allusion has been made, there were three lines proposed. The Board of Trade reported in favour of the Bath and Weymouth, and of the Southampton and Dorchester lines. The South-Western and the Great Western Companies agreed to abide by the decision of the Board of Trade, and so the matter has stood. By Mr. V. STUART—The principal traffic of the Welsh line would be from Ireland, but there would also be a great increase of traffic. The Fishguard line will be in communication with Wexford- There is a line of railway proposed from the north of Ireland to Wexford. It would certainly, notwithstanding this, be worth our while to make the North Wales line. It would decidedly be worth our while to make both lines. The one would be a feeder for the south and the other for the north. Mr. James Pym, examined by Mr. COCKBURN—I am the treasurer of the Dublin and Kingstown Railway, since the year 1831. I have considered the question as to the best mode of communication between Dublin and Loudon. Some years since I turned my at tention to the line from Port Dynllaen and Holyhead. lam aware of the proposed line by Chester and Holyhead. I think competition would be highly desirable. I do not think the Chester and Holyhead line would carry out all the objects I have in view in facilitating the communication between Dublin and London. Mr. Walker's report states the saving of time in Dublin would be five hours, but they are reckoned from the time the bags arrive at the post-office and their departure; but practically we should have not one hour. I believe the proposed line through Worcester and North Wales would provide greater time for the accommoda tion of Dublin. Mr. Brunel says that the communication between the two cities would take place in twelve hours. I believe if the Great Western Company got the line to Worcester, it would be greatly to their interest to carry on the line to Portdynllaen, and open a communication from thence to Wick. low or Dublin. If Portdynllaen were neater a port, the Dublin and Kingston Company would carry on the line to Wicklow. The passage between Wicklow and Portdynllaen is the shortest. There was a large and respectable meeting in Dublin in favour of the Portdynllaen line. Cross-examined by Mr. AUSTIN—The subject was considered by the Government last year and a representation was made to them on the subject. They granted an annuity to the Chester and Holyhead Company for the services in carrying out this line. They would have concentrated the Wicklow and Dublin traffic at Portydnllaen, and the southern traffic through Wexford at Fishguard. That I believe is the intention. If suitable harbours were made at Wexford and Fishguard, and the Fishguard line is made, a considerable portion of the traffic of the south of Ireland will pass by that route. The traffic from Sligo and Galway would be concentrated at Dublin and go to Portdynllaen. I also think it would have a large proportion of the Belfast traffic. By Mr. AusrlN—Would not the result be that the Great Western Company would by these schemes have bagged and put into their pocket the whole of Ireland ? The witness—l think it would be infinitely to our advantage that they should do so if they will do it on these terms.—(A laugh.) Cross-examination continued—By Mr. Walker's plan we should have no time at all to answer our letters in Dublin. The four hours mentioned by him would practically give us no time at all— but by the other proposed scheme, though nominally we should have enly two hours, yet really we should have four, because we should have two hours each way. By the CHAIRMAN—What I want to effect is, that the journey between London and Dublin shall certainly be performed in twelve hours. Cross-examined by Mr. Calms—There is a Bill for a rail. way to Bangor from Portdynllaen, to communicate with the Chester and Holyhead Railway. This would be an important line for persons going to the north of England from Portdynllaen, while thosegoing to the south would go by the Worcester line. I expect that if the Great Western Company get the line to Portdynllaen they will also make the harbour, because it will be their interest to do so. Mr. Thomas Penson, examined by Mr. CRIPPS—I reside at Oswestry, which has great communication with North Wales. have been surveyor of the counties of Montgomery and Denbigh for thirty years. My attention was drawn in 1636 to the pro.. priety of forming a railway from Portdynllaen. The project then proposed was to go by Shrewsbury and the Vale of the Dee. In 1840 the like by Worcester was strongly recommended. At that time the scheme was considered a hopeless one, on ac count of the great length of the line. Unless a line is made to Worcester, there is no chance of the formation of a North Wales line. An Independent line from Worcester to Portdynllaen would beone of the most miserable failures ever proposed. The principal landowners in Wales would give their support to this line. 1 have seen the harbour of Portdynllaen, and I cannot add anything to what you have already heard from high authorities on the subject. By the CIIAIRMAN —There are engineering difficulties, which may be overcome ; but the line would fail fur want of traffic. It would run through a thinly populated county. Colonel Barlow, examined by Mr. Caters— I am the Chairman of the Southampton Dock Company. 1 thmk it would be a great advantage to Southampton to have a direct communisation with Wolverhampton or the mineral districts. Mr. Shaw, of Wolverhampton, examined by Mr. Cocxaußx—l am a merchant. There was a public meetivg at Wolverhampton last Monday, over which I presided. It was respectably attended. A resolution was carried in favour of increased railway communi cation with the metropolis, and in favour of having a line to com pete with the Birmingham line, and in support of the pro posed Oxford, Worcester, and Wolverhampton line. They wanted a competing line with the London and Birmingham to secure a low rate of charges. They at present can get their goods at Wolverhampton at a cheaper rate, by a circuitous route of conveyance by canal or by the Great Western Railway than they can by the direct route of the London and Birmingham line. I think it would be most desirable that we should have a commu nication opened with Oxford and Southampton. Mr. C. A. Saunders, examined by Mr. COCKBURN.--i am the Secretary to the Great Western Company, and have been so since its establishment in 1.833. 1 recollect in 1536 the Great Western Company assisting in promoting the Worcester and Oxford line. It did not succeed, partly in consequence of embarrass ment in the money market, and partly in consequence of the Oxford and Lincoln line being thrown out. We got the Bill for the Oxford and Sheffield line in 1543, and it was opened in 1844. Ile always considered that the Oxford line would certainly be carried out to Worcester. It was taken up again this year on the application of the Staffordshire people. On that application being made the Great Western Company stated there should be an indication of the feelings of the Staffordshire people and of the landowners on the line. The parties were told there would be no disinclination to take up the subject, if we could be assured of the feelings of the people, and the traffic would be remunerative. We have always considered the Worces ter line would lead to a line to the Welsh coast. I have no doubt but that if the Worcester line were completed, a line to North Wales would follow as a matter of course. A North Wales line of itself would not be remunerative as an inde pendent line, but in connexion with another it would. It is worth the while of the Company to carry its line through a less remunerative district to secure the traffic through the whole line. That is the result of all railway experience. The Oxford and Rugby line was not taken up seriously by the Great Western Company until last year. It then became evident that it would be important to secure communication between Rugby and Oxford. It would be the interest of the Great Western to bring down the traffic to us more freely. It would be our interest to work that line most efficiently, because any passenger brought down by it must be ours. We should have an undivided interest in promoting that traffic, and the London and Birmingham would not have an undivided interest, because they would lose the passenger when he came on to the Great Western line. It would be our interest to bring traffic to the line, it would be theirs to divert it. It would be our interest to work the line to Southampton. It would be our interest to in duce a passenger to travel from Rugby to Basingstoke by working the line efficiently. The present course of passengers would be to go from Rugby to London, and then to Southampton. by the South-Western. By the proposed line passengers would quit the train at Rugby, and go to Southampton direct by our line. The object of the Tring line would be for their purposes what the object of our line is for our purposes. It would sweep traffic back t„ an easterly direction, instead of bringing it down to the south. Th e ,;:est line to promote the interests of the public is ours, because we have inct pecuniary interest in working it as efficiently as possible, which d the . others have not, as it would open the traffic to the south. It appears to me more important that the broad guage should rB go to i r t ou ap n p d e s a hou should up than that the narrow . gauge should come down. it this n g both with the me that it would be is'r the be considered neutral g ipund, and sh ed ould a b r e t of the original scheme It form broad and narrow gauge. public advantage la th id at d e p over that district as well that there should be a narrew portion the original agreement, as a broad. It was Adopted to obviate difficulties. Y r of course, that the coal traders stock of waggons in consequence ed to have a double would be obliged Their barrow gauge waggons could be of the change of gauge. 1. f our trucks. If a new ine were opened at placed upon one o and d do i es n n o o t t a foll s o c w he , wa ons would, in many places, gaug e, the coal •g 8 everya to be be altered, for the waggon used for the scheme recently a :e rn e- a n t t t r expensive locomotive waggon into the pit, pit h" is different from that used for a locomotive line. They would not take an it would not be economical. I have had frequent communicatious with the Board of Trade. I made the offers with respect to the Oxford ana Rugby. We offered to provide whatever might be necessary for shifting loads at Rugby without expense to the public. I communicated to them the proposal for the broad and narrow gauge. I told them we were carrying coals on the Great Western at Id. per ton per mile when we did not find the waggons, and 1 told them we would do the same on the Wolverhampton line. Ido not think that is the minimum. If we have large quantities I think we might do it at ;, 3 ,d. a ton. I never proposed to submit the Great Western Company to the revision clause_ Last year, I think the London and Birmingham, joined with us in opposition to the bill for the revision clause. I was not then aware that the London and Birmingham had pro posed to the Board of Trade to subject themselves to the revision clause. Several interviews were had with the Board of Trade, the inconveniences of the plan were shown, and the clause was taken out and another substituted, taking old railways out of the operation of the revision clause. 1 was not aware that the London and Birmingham Company were about to propose to submit to the revision clause, and, on the contrary, I thought they would make no such bargain. Ido not think that last year the London and Birmingham was so opposed to the revision clause as the other companies. The power of revi sion as it now stands amounts to this, without preventing your in creasing your capita lor limiting your expenditure, the Legislature says you shall not pay more than ten per cent., without subjecting yourself to revision, and then you will be guaranteed ten per cent. It would operate as a premium on extravagant outlay, and gives you no encouragement to extend your trade beyond ten per cent.; or to economise either. The only real and efficient mode of check is a clause reserving a power to revise the tolls. There could be no difficulty in Sti &wep re.. t keeping the expenditure CO as to avoid revision. eniau holsters, instead of getting an increased dividend, got d`l not rt itan public. t 7 in new shares. T he p resent system of revision dine ur u o e 7he promoters of the Great westernha otipopnortoufnitgyauogfemfebteifuogre thtahteofßothaerair o o f ppo T n r e a n d ts e ,. on I th d e isc q i n a e ira s. any intention of finding fault with the asrd of Trade but In