The Sun. — London, England, 1845-05-30 00:00:00

wan 141 at present entertained, and establish a case of traffic on the /0 1 3 Stertford line, as startling to the Committee as decisive of the absolute necessity o. c' its construction. He conjured them to TO *erre their opinion till the evidence of most satisfactory witnesses /*I be en adduced, and proved the vast superiority of the 1101 I t o Bishop Stortford. ~_ Lor d Simms explained that he merely threw Mkt the suggestion enable Counsel to Curtail or shape their etmrse differently. The • exammation of witnesses was then continued. catt Prelleri ek Nunn, ex am i ned b y Mr. LEE—Is a butcher sad le - feeder at Bury ; there is a considerable business in the trans. Mission of dead meat to London, which would be materially in creased _ ket la b u y t the construction of a direct line to London The mat the for the s i ze o f t h e town, one o f t h e l argest i n -- emlw' Has know n n i ne h undre d head of cattle, and b etween thousand and twelve thousand sheep sold at one ti m e th e re. thPStortford is a very extensive malting district, and facilities of 4 ,,, tetroh ‘o n murnociation are greatly needed bet w e en th a t town an d the At present as muc h as 41 . p er ton i s c h arge d f or th e ' 7l.lla g e of oil-cake a n d ot h er goo d s b y the ted i ous route f rom 4 4ni, mk Y /dr. C oanex—Large quantities of oil-cake are consumed at WY, which had been imported at Ipswich from Hamburgh. Is f Cro ss examined b y Mr. RkWLINSON—The chief market at Bury or lean beasts and lean sheep, the majority of which comes f n ra Scotland and Lynn, which are fattened on the turnips so abundant in those districts. The oil-cake is used for manure, and is no w procured c hi efly at the London markets. Is a small lq Subscriber of the Direct Norwich line, and consequently interested its succes s . . in n , ea Lee, examined by Mr. GIRDEN—IS a timber merchant, of beiren7tages, C onsiders that town labours under considerable disad from want of b e tt er accommo d at i on, t h e wa t er carr i age vo, very insufficient and objectionable. Yarmouth would be a rou rable port from whi c h t o p urc h ase N orwa y ti m b er . Croa by Mr. CNA:USERS—Supposing a railway were Per rCn'ctrtletel betee n B ury an d Ipsw i c h he woul d st i l l prefer to P,. ;„ ell a -4ere his timber at London, through Lynn, inasmuch as the ii at present for Russian larch 11/. per ton at Ipswich, and 1 08. at London for delivery either at Lynn or Ipswich. Canadian ' ti ther • • bee„ Is imported, hut not extensively, at Ipswich, and certainly c 7 1411 e 1 7 as at Londo n . I T 'Ns-examined by Mr. JAMES—Knows the country about 1,21101 k and Sussex, and contrasting the benefits that would and Conferred by the proposed Diss, Beccles, and Bury 1 414 ; 1 7 Direct Norwich lines, gives his decided preference to the --..r'lnastnuch as it will give direct accommodation to the largest t, • J ett k e • Instead of merely skirting the counties as the other pro. cr 6 " ' l d. Last year: he sold timber to the amount of 5,0001. AlOO/ . Knows ridbury very well, but cannot say if there are tisab er Merchants in that t ;at any rate no line would be barer navigation grat imortance to it, as it already possesses a very good - 11 . tbat!':".• COBDEN—The district about Bury is very extensive as a Jah e c° ,..., u ntrY, and supplies the navy w ith it s choice a roduce. cha nt • andford examined by MT. lIETIIERINGTON—IS a mer ‘tch an raalster, of Thetford, dealing in coal, oilcakes and other 4 1 0 ter vnino dities. About 8,000 t o n s o f goo d s , i nc l u di ng corn , kID &c.; about 8,000 beasts, and 40,000 sheep and . 11 berr e j u tain a sale annually at the town. The inhabitants of asae,..._"are Unanimously in favour of the Direct Norwich line, and . It%;7lclited petitions in its favour very numerously and in tiZlY sign e d . terva, l 7 S. Gilman examined by Mr. LEE—IS a solicitor of 4, ire et - u 's and has taken considerable interest in the success of the t . n a ta b . "kwich line. Considers it would confer great advantages uni ty„,, A memorial, signed by upwards of 6,000 inha_ .'iaerits,. Norwich, including the influential bankers and mer_ ^as drawn up in favour of the line, and petitions, equally L C .4tants Presented from every town in the vicinity of the line. .1 1 the b e ,. l.a nlined by Mr. CIikSIBERS—Is a considerable shareholder t hat 4ct Norwich Company, and acts as agent at Norwich for kr teL L. e, h ilt not in a professional character. Attended a meeting at 1 10 11 o f In October last, and spoke in favour of the line. The peti ilfgar, V thich he h a d spo k en was signed by Messrs. Gurney, the esp ,. .` b ankers in the town, as well as by the merchants and de 01,aanufacturers of the town. re non • Knott, examined by Mr. GIRDEN—Has been for the last the Years superintendent of the works between Norwich and th e isec,ent towns, and at present farms the majority of the tolls on Nor r a nk ' turn Pikes. The communication between Ipswich and be l :.." was not sufficient to support even one coach ; 8,046 heLnand 46,505 s h eep went through the Brandon-gate from Dur tle,!nd these locaities to Newmarket during the last year. On f or ,retfo r d road 31 ,000 beasts and 7,000 sheep passed the Thet. e , a4 g 4 e te. but th ere was a green way, by which the toll could of cattl e On the B u d s d ale turnp i ke-road a b out 10,900 head eaaeh , and 11,000 sheep payed toll last year. Never heard of a Cr 'Mtn Stovrmarket to Newmarket. ,seXai by Mr. WH&TBLEY, Q.C.—Knows coaches Mg hi .., Old . Blue, the Criterion, the Union, and others, amount- Th e , e ', i nto six, exclusive of mails, running to Ipswich every day. that Lle'i'ha considerable population about Diss and the districts in tbe eP at g b°urhood. About 11,000 or 12,000 beasts, and 14,000 *h en „.I,ll:;eirent pass between Ipswich and Norwich. Remembers pai d 00 cattle and 18,000: sheep, about ten years since, Raw. " 1 . 011 the same road The reason ef the', decline was the bur -as-exanairnaei nr dire c t • • d l w b a Ty communication. jAm B s_ Cr_ es y tni la 6 ' l ol Gave 7401 . a year for the Sud -I,eoo/. - • for the Sicklesby, and a total for four tunpikes "uj ..The otitned.l4er having be en announced at prayers, the Comm i ttee 'lit Monday next. GROUP B. ,Th e ,41"CPERPOOL AND BURY LINE. fli t , - `mtnnlittee consists of Sir C. Lemon (Chairman), Sir R. ~.er, k . „, C. Hope, Mr. F. W. Knight, and Mr. Horsm . a l n i . called %),Zr• flitting, on behalf of the promotersof the ßill, ' compel the alt a chairman to procure the Speaker's w ar r ant s t o who re. 14,' dance of two persons, named Moore and Hart ley, 3 t to attend as witnesses. Messrs. Heap and As, • John Roberts. shipping clerk to ers the . merchants, and wholesale groc ers, et first witness examined. He state 700,0001. to 800,0001. ' tha L t ive th r r dealings lwss Ale his employers were I le 4t. Witness had been in th fr e o b ni usiness twenty years . sh.eob.,d RoC Messrs. a ie . -4 7 ,.. s• large connexion at Wigan, Bolton„ . din large quantities of dried fruit, triktieere in the habit o Ikey 4„ l ttl other grocerie f s s t e o n thes g e places. During the past year groceries. Great yet., .'t to these places about 865 tons o f Itaiti,;:elbently occurred at the Liverpool depot of the Bolton N4 'est ml h The Belton Railway was, with respect to thesedelays, * oti ~,, t-a l , any other. So much so that carters called for the they knew they Nit Motu "e °t tld not convey the goods if Itto /t oted g to the Bolton Railway depflt. He . thought b0,,,,Ue eaost i R -e, - t he to have an entrance by railway to - 0% 1 ,4 the tr in that quarter of the town was increas. Mr, --"„ last y ear a do The `lnsid e -,,' Ne t ,. %I Nd e ' k e Oreign and English woe d l u .b ri r n o g ker, Liverpool— the last fifteen eons j'ast y e , 'ati increased very muc h . ra . 4 hep ~:t they had sold stout 300,000/ worth-80 or 100 them ' su ffi cient accom. itt°clatioo fo r e et railway did not a ff ord by the del a c : C liri,t,: an SPorting their wool to Rechd . a o le o , m a t n n d od o od ther places. * -"•' Of th 7aa they had been much in h Bolton Rail. 4Y 'tall° °lt goods at 'the . depot of t e not y e h rt. 2- lay at the he detention was so great, that carters did ale rt g° t° go there, and sometimes their carts of woo l _ the Liv all Oi h "Pool tr-t and became spoiled by rain. H . e thought la tioh 5,,,°,4 Ma nchester line did not afford su ffi cient acco York- Peg Mir e, - '"e Liver o I merchants , who sent their goods to k a lin e iss, 4 °e ls line for that trade would be very desirable. Such . Peg ."41,1benefi .t Liverpool and the country through which it 'L e d very kat fig'ear, pater crially. t hins. °w en, clerk to Messrs. Chandler and Flem- Nere 't brokers Liverpool, stated that his employers .. 11‘he Y ~,t he rges i t timber brokers in Liverpool t . '',400 0 0 - "nually a passed through their stores abou of Live ' i t) fet of timber, and 9.loths of the whole mahoga v n ig y an 11°1 ton, I t . „ 4 heY sent a great deal of mahogany to Leeds, N tr ade 4•Y, Rochdale and Oldham. Since 1825 the timb od er , 2 4 etss,,,,„ "‘“ Liver ; an d the northern districts had increas . te,t4elleticieent4:o;ll.lsiverpoP°o°l wes the be f st it m w a o r r k e etforbuying goods in used in machinery. I. I t' t ° hund red ._ merge quant i t i es o etw ochd aie, lolls of timber were . sent per . diem by his employers 'Red t o l 'ittY, and those districts. His employers were often he r h tel ern r e i l * w a :t foe several weeks to have timber forwarded by t a tinv el t . .Y• The Manchester and Liverpool line often refused s l_ lle t ~...1 4' b e rr and would n ot do so at all when they could get a -med. t.l -, of ,i, • b ° suer goods. Most of the . Its, f railw ay I A a d ,,,_ • f the proposed line Mr s "'Loges on the town of Liverpool. were made it would confer eti th ttlearit Battaars— All the docks in Liverpool were nearer 14 %4 :11°,11,, station than the north. Most of the timber was at The .• uy canal. •--.... 4 tHar a dt f L . ',MAI,/ said it was obvious and beyond dispute that the e torts, O L!erp oe i the t e bete dist • had of late years greatly increased with -4 11 f...- "eta I therefore it was useless for the Learned Counsel hit, :.. i• the witness es to this effect. 411 (4 W, Llit NS said h e would open a new branch of h i s case, an d to e l ,' bieltm scn Iso. tives poo..... .A e Partner in the house of Mathew and Dicken. Satre-- tensUleption Y d svere engaged in the coal trade, both for ,fllsbertori and Brella.n exthe present conveyed by port. Chiefly obtained his coal from Z ed s and u'reh e 7elsool canal. A railway would be a . better mode of e tis.. ee• There would be two great objects achieved by railway * 1 -.yah oo ~Rht k There would be less breakage, and they 1,7 by-ceathl'at:loaldler stocks on . hand. Great breakage took astittliek Coalagni they were obliged to s ell . the slack at a very , mod e n stocks lost very much in quantity. The pre. 1 ,, rid i., __ Y e -.' 4 eof c°ove ancobliged them to keep very large stocks I. 7as ~,h ' ' urder to su 1 contracts. Railways would also save s h -v erpo o r f i ag*. which sv pp as y very expensive. The Manchester and u . " e tr a „ fl oe did not afford them sufficient accommodation for Zallgoei-rPortation of coal. Had often seen a string of coal. ath - pule • to ., het , ~,.,n in length at the railway terminus, in frosty e,,, •a s 2,, ''''' fl for delivery. Had often been obliged to sell iO e tr acts . 4 ,. t o n cheaper than he bought them, to supply t ° prepiht_m•emsequence of the prese nt mode of conveyance. shilrould halt hoe of railway passed thro ug h L„, several rich coal-fields. th e ° egten t e ase the coal trade to r 00l to a very consider s, bew li ne And thought 2s. a ton would be saved in carriage by ..-4)14 . b . e ... L'als e coals around Wigan we re of the best description. .rt ss I , he list"ete as ha , Per in Liverpool, sh ips wo uld . take large quantities .71e fe 4 % and the export trade with the Continent would he a". tbli 14 for y 4 th e co c _ '''••••How much per ton does it now cost 4 con that oats from Wigan? Witness-ss. 7d. He went on to 4,.'ip eri ,°,,t hou ght his ho use wou ld se ll t h ree times as muc h coa l <44 e e - a l t h b ; present line were carried out. The cost of ob. anal, accord ing . to the present mode, and in. NIA (:)r their , )1 4 , a, th._ co oat at the colliery, was 13s. 6d. per ton ; by the ,_tr,44.... tattled out, tac t vier, . tad be sold in Liverpool for 10s. 9d. If the rail the exportation of coals to Dub l lin b would be ;1.11141;73.The balance in favour of the carriage of coa l s y railway le t Nt, e „ 3 i" l - Per ton on those for foreign exportation, and t ..,,' . .eale, o " v t .. h_ose for home consumption. T he . witness then went • It, p ` t uns to prove the accuracy of his statemen t. Or t : tr Pool . ! tw ard s of the firm of Leach, Harrison, an d . Forward, h.. 4 Pr o merchants and shipping agents, gave evidence in favour ' 4 4, 4, 1) %ed line. Those in his business in Liverpool were, he t il l i e sk t - th favour of the Liverpool and Bury line, because it wou ld b ', t he &° freight of manufactured goods and foreign prints y,. s le - chear_a! instance, cheapening the wool, and the effect of t: 1 - 4 rtPue!, Would be that the ships would t take out 14 t o e t the _lataillast. The projected line . e tits, t he n t Lancashire coal.fields.—( Th ls w i tness likewise tlei,l good sl3lreat in convenience arising from the detention . I tt : l 7 koe . , at the present railway termini at Liverpool. Th i s Ish! , li te Ztention was a great loss to him. The Liverpool an d l tti, e, 'el, h e haii°old to a great extent remove the disadvantages ,o „ '* otilsil s i )° ken, and the Yorkshire and Lancashire manufac el• Wils a ° seParated from those of Manchester. heivolseenyTtpltr.own, a grocer at Wigan, was next called—Fur. r elte,t rt otaid,, : hut groceries at Liverpool. His tonuage by Live * eh , os c ' - ' 1 'oa almost 100 tons, at 6s. 3d. per ton, whether by by 4 4 14 4 1 1 8 W f• If h as p line were made he 1 1 7 . t: a 4il Way . . t e a ton, as is. fid. would be e th L e iv c o h r a p r o g o e l it t g o os 2tit a il l t Le che Jy, n b o y w railw go a t to go t o w d o s . D f ispatch was very Vable co- Persons in his tra y de. Knew there was a con. Ih t ,, s 'Y ' bbt is iTratanication between Wigan and Bolton, and th. "Rht there "" oow very • • '• ds were very bad. , - te..._ .... circuitous, and the roads as e wils ~,:seould be a very large th h, a r*te r a a' heed Liverpool and Bury line touched. On the ird.class traffic between , I tSis, e hild 4°l Ls line they had conveyed 30,000 Sunday old 2 ° giv e ns at 6 per head The people of Wigan were anx 17,ers ai l ; e'e °P P o rtunitie; of recreation to the poor children, 1 41 st Is vlitiise's thwar ted by the expense. Nal " was l't° olo w as elieitedeross-exarnined at some length, but nothing ° l 'yet Be t - _ as upon re - examination he said that the 1 1s ite • 7 were decidedly in favour of the Liverpool and tit., • lea ns te l l , a . I NILI noe Magistrate and engine•maker, living in Wigan, l av' 4 1d Y favourable to the proposed line, and thought it t 2 llos Ih lY ad, ,br y i . g ye autageous to the town of Wigan. Ile wou!d ‘ , . ~ Aotte;:ae. Owi ng bY the carriage of iron along the Liverpool and . Nth .44 W igan 4R to the defective state of communication between la.- 11.- el- - aril - - mt ‘4,,.'wct0,04 'rty, the trade between those places was 14 4 te re-4. The whole charge of carrying iron. ' 4 ' er Pool, if the proposed railroad were-made Ile estimated at 4s. 6d. per ton, The road between Wigan and Bolton was very bad, Mr. CilldWeil, a Eorn merchant, in Wigan, stated that he im ported a larger quantity of grain than any other merchant in Wigan. The bulk of the flour and grain consumed in Wigan was Irish produce. Sold 300 sacks per week ; 2,000 sacks of flour and wheat were weakly consumed in Wigan-12,000 or 3,000 tons per year. Got most of the corn from Ireland, from Drogheda to Lytham, and thence it was brought by the Leeds and Liverpool. The cost of transporting goods by that dila tory route of eight or ten days was 12s, per ton. Sometimes the transit of goods from Drogheda to Wigan occupied three weeks. The insurance was about Is. 6d. per ton. The route by Preston would cost 16s. 10d.; that by the Leeds and Liverpool cam! from Liverpool was 14s. 7d. ; and that by the Liverpool and Manchester Railway tvas the taint. Ttity could import goods by the Liverpool and BUty line, as projected, as. 6d. less per ton than by either of the last-mentioned modes of conveyance. The carriage by the projected line wnuld be much more expeditious than by any of the others. The cost of carting grain and flour from Wigan to Bolton, was Os. 6d. der ton. Wigan had considerable natural advantages over Liverpool in the way of corn-grinding, for the corn which was groond by engine at Liverpool was done by Wigan coal. If the projected line were carried out, he thought there would be an increase of mills there. The present railway communication be tween Liverpool and Wigan was subject to considerable delay. The cost of Railway from Wigan to Bolton was Os. BJ. per ton. If the line were carried out, traffic would be much extended between the towns at which it touched. There would be a saving of 4s. per ton between Wigan and Bolton by the projected line. There would be a great saving effected in the importation of Irish produce. Mr. Ormrod, living between Hindley and Bolton, miller and corn merchant—Agreed entirely with the last witness as to the in. efficiency of the present line of communication between Bolton and Wigan, and the desirableness of the projected line. At the Parkside station in Liverpool carts of wheat were so much delayed there, that the wheat actually sprouted in tne sack. The delay in volved great loss and inconvenience. The rate of carriage was about being raised on the Liverpool and Manchester line. Mr. Sergeant BELLASIS cross-examined this witness, who admitted that there was not at present much trede between Wigan and Bolton. At the dose of this cross.examiriation, the Committee rose, it being past four o'clock. GROUP N. COIZNIXTALL RAILWAY. At the sitting of the Committee, the cross.exaraination of Captain Moorsom,' by Mr. Rowe, was resumed—He was first exa. mined with respect to the Falmouth terminus, at Green.bank Wharf. Steamers came close to the wharf, and goods could be conveyed to the trains with much facility. That would be a most convenient part of the town, when the proposed docks were con structed. Penryn Creek, where it would be necessary to have embankments, was about nineteen chains across at high water. The Learned Counsel said he should put this question to the witness—What is the length of the viaduct across Penryn Creek?— when the Committee (who were looking at the map), gave him their attention. The CHAIRMAN desired him to proceed. Mr. Rowe said the question was a most important one, and he should defer putting it until the Committee had examined the spot on the map to which his question referred. It was necessary that he should have their attention. The CHAIRMAN repeated that he had their attention. Were they not to refer to the map to form an opinion on matters of im portance to the public ? Mr. Rowe submitted that it would be better to put the question after the Committee had inspected the map. The CHAIRMAN again repeated that the Committee were attend ing to the examination of the witness. The remark which Mr. Rowe had made was quite uncalled for, it was not his province to direct the conduct of the Committee. Colonel ROLLESTON said, if such conduct were repeated, he should move that they proceed to the consideration of the preamble. Mr. DEN ISON said they were the guardians of the public inte. rests and of the public time, and he should feel it his duty to in. terfere if so much tisne was wasted, or if similar conduct was pur sued towards them. The witness then said the viaduct would be 500 feet in length. He could not say whether the Admiralcy had given their assent or not to the construction of the viaduct. In 1840 he projected a line which would have avoided Penryn Creek, but subsequently he had improved his plan, and had laid the proposed line as crossing it. The terminus proposed to be erected on the Mylor side, in the event of the Admiralty not consenting to ;he construction of the viaduct and docks, would run some distance into the creek on an incline of I in 60, and would offer no obstacle to the shipping, nor would it be liable to produce accidents to those employed in connexion with it. At Troon River, which they cross by a viaduct, the average tides the distance across was 113 yards. He had never seen vessels " beat" up there. The height of the arch from the clear at high water was seventy feet, and at low water eighty feet. The river at Lostwithiel would be crossed by a bridge without arches. It might prevent access to some small houses in the vicinity, but if it were found objectionable to cross the river at that spot they would alter the course of the line within the limits of deviation, and would not entail much additional expense, passing not more than the crossing of the river as laid down in the plan. This alteration of the course of the line would cause a radius of seventeen mains. At Polbathie they would have a drawbridge three hundred feet in length—the height at high water would be four feet six inches. Some vessels came up for whitestone, which would have to be towed or warped. Cheviot and Trevol creeks would also be crossed by viaducts. At Torpoint they would not interfere with house property. The distance across the ferry was about six hundred yards. Vessels in ordinary anchored there. The fiag.ship of the Admiralty Commissioner laid about a mile below. Mr. DENtsoN, a Member of the Committee, said if the examina tion referred to matters on which the Admirrity had to decide, he should object to the course which Mr. Rowe was pursuing. Mr. ROWE said he proposed to show by the examination of Captain Moorsom, that the bridge itself and the electrical telegraph would be exposed to considerable danger, by ships getting their anchors fouled in the chains of the floating bridge. The Committee assented, and the examination of Capt. Moorsen, which the Committee had frequently interrupted, on the ground that Mr. Rowe was guilty of irregularity with respect to the topics on which besought to rest his testimony, was resumed. He said, the present boat (which is a very ingenious contrivance for the con. veyance of general traffic across the Hamoaze, being moved by chains worked by a windlass) would be sufficient for the purposes of the railway. Vessels dragging their anchors might get them fouled in the chains, but he had not heard of any serious inconvenience resulting from them. The electrical telegraph would be worked in an iron tube, which would be kept free from damp, lying at the bottom of the water. The ordinary passage was effected in six or seven minutes. When they arrived at the opposite side, the arranging of the carriages would not occupy more than a minute. The present boat would hold six of the Great Western carriages. They would have stronger chains if it were possible to obtain them. It had not been finally arranged whether the engine should be shipped or not, because on so important a point he should not come to a deter mination until the very latest moment which might be allowed for him to do so. It would not take any time to disengage the engine, as she would tun on while the traits advanced. In 1540 he reported to the County Committee against carrying a railway across that part of the Hamoaze. Since that time he had had a good deal of experience in that part of the country, and was now in favour of it. if the South Devon Railway, which had supported the proposed railway in every way, had not been in existence, the whole features of the scheme would be changed. The weight of the rails would be 561hs. The witness was then examined as to the permanent way, the power and cost of the engines, the electrical telegraph, and cngine.housts, which merely bore out the estimate which he yesterday gave in evidence, and which appeared at length in the afternoon edition of The Sun. There would be 40 engines, at a cost of 1,0001. each, and 40 stations on the line. With respect to the Bodmin branch, they must construct the line at the back of Lord Vivian's mansion at Glyn, at an impractl. cab le expense, and without answering the objects for which the line was proposed. Other lines must be constructed, but there were great obstacles to all :--in some instances they would have to make a tunnel beneath the town of Bodmin; other spots would also present great difficulties, not only with respect to gradients, but in expense. The Committee then adjourned until to.morrow. Group SS. The Select Committee on this group reassembled at the usual hour this morning, and proceeded with the affirmative evidence in favour of the 0 OVENTEY, BEDWOR.T3I, AND NUNEATON RAILWAY. Mr. Wm. Clarke, the mayor of Coventry, who was examined in chief yesterday, was cross-examined this morning at considerable length by Mr. DANIEL, with a view of showing that a better line might be marked out for the accommodation of the district. Mr. Henry Browett, a large ribbon and trimming manufacturer, proved that the line would greatly faciliate the trade carried on in the neighbourhood of Coventry. He employed about 140 under. takers who again employed upwards of 1,000 hands. These undertakers, distribute the work amongst the inhabitants of neigh. bnuring villages, and it was of paramount importance that a cheap and rapid communication should be effected between Coventry and those districts. At present the journey was performed on foot, and the goods traffic carried on by carts and waggons; but there could be no doubt these conveyances would be thrown aside and the railway adopted, should Parliament sanction its construction. Birmingham, London, Manchester, and Liverpool dealers frequented the Coventry market, and it was proposed to effect a junction with the London and Birmingham and the Trent Valley line. There was no doubt this railway would prove of considerable advantage to them. The railway would have the effect of reducing the price of coal in Coventry, for at present it had to be procured from Bed worth, and the cartage of the fuel enhanced the price to an enormous extent. The railway, however, would reduce this expense, and at the same time expedite the transit of the article. At present he procured his coal from Bedworth and the Victoria Colliery. The carriage cost him 3s. 6d. per ton. He consumed about one ton a day. The witness was cross.examined by Mr. DANIEL, on behalf of a number of landholders, whose property would be interfered with by the progress of the proposed railway, and who disapproved of the line. The object, of the cross-examination was to show the Corn. mittee that a line running eastward of Coventry, as was the case in this railway, would not accommodate the inhabitants of the various districts thraug;h which it passed so well as a line running westward of that town. Mr. Brewta, a ribbon and fringe manufacturer, at Coventry, gave similar. evidence. He said there were five master manufac. turers in th.e trimming and fifty in the ribbon ; and besides these about four hundred minor manufacturers in Coventry who would be all greatly accommodated by the proposed railway. Mr. Thomas Williams, a ribbon-manufacturer, at Coventry, and Bedworth, said he kept from 50 to 60 French looms constantly at work at home, and besides these, he sent into the country every day a basket of raw material, and received in return a basket of manufactured goods He went once a week to vi."sit his works, but if there was a railway the probability was, that he would go every day. In his opinion, a better lin a of railway could not be laid down than the present one, be es use it accommodated the manufactures of the district awl pressed near to some very important collieries. Mr. Thomas Dalton, a silk dyer at Coventry and Bednorth, rind other witnesses, gave corroborative testimony, and the Com mittee afterwards adjourned. GROUP W. I3RAYTON AND GOOLE RAILWAY. The Committee on this line met to.day, at twelve o'clock, Mr. Pakington in the chair. The other members of Committee present were the Hon. Mr. Maxwell, Lord Seymour, Mr. Whitmore, and the Hon. Mr. Bouverie. The examination of Mr. Shepherd was then resumed by Mr. PICLIRING—He consi dered the canal much preferable to the rail as a mode of convey. ance for corn to Wakefield. There was greater delay occasioned by the rail. The quantity of corn which arrived and was sold in Wakefield In 1844 was 493,273 quarters, and in 1845, 575,799 quarters, showing an increase on the last year of 82,526 quarters. That quantity did not include the Hour which passed through Wakefield to the west, nor any corn but what was sold in Wake. field. Cross-examined by Mr. HOPE—Had no boats of his own on the canal. The railway charge between Wakefield and Manchester was, he thought is. to 2s. 3d. per quarter, on wheat. Could not tell whether this included warehousing, &c. The quantity of corn which is at present carried by the Manchester and Leeds Hallway, was, he considered, from 1,200 to 1,500 quarters a week. Did not know that Captain Lawes had stated it at 3,500 quar ters, or 15,0,000 quarters a year. The value of the warehouses at Wakefield, in his opinion, was 2 00,0001., but they were not built for that money; they might cost 50,000/. more when they were built, but he only spoke of their present value. Wakefield had not increased in prosperity since the construction of the railway. Did not know whether a resort to the canal mode of conveyance was the best means of restoring its prosperity. The warehouses at Wake field could store from 2b0,000 to 306,000 quartkrs of corn, and those at Goole from 30,000 to 50,000 quarters. (A petition in favour of the Pontefract and Goole line was here ha►,ded to witness.) Had signed that petition; thought it was for the London and York line that he had signed. All the names attached to it were respectable names. By Lord SZYMOUR—Had said that railways had:not added to the prosperity of Wakefield; had, nevertheless, signed the petition, although it would be adding an aediliohal line to Wakefield. His reason for doing so was the communication which it Would open with the south. Mr, T. Binney, corn-factor, Wakefield, examined by Mr. KrtowtEs—Was well acquainted with the corn trade between Goole and Wakefield and Goole and Leeds. Agreed with the last witness in every particular, Did not consider that any advantage Wallet be gained in point of titne by the rail. Increased rapidity would not be at all times air advdidage tb tortaattors.. , --(A laugh.) Cross-examined by Mr. HOME—There was a great Many Malt kilns at present unoccupied in Wakefield. Did not know the num ber. Did not know what quat.tily of wheat was malted weekly at Pontefract. Did not hear that there was arty very great quantity of corn pilfered %bile on the canal. It would be more profitable to ship corn to Goole in a large vessel than in a smaller one, but he would take care lest these large vessels should strike on the Whitton Sands. The rate of insurance on large vessels in this trade was less than on small ones. By Mr. KNOWLES.—The small vessels could go up to Castleford, and were on that account preferable to the large ones. By Lord SEYMOUR.—Sent corn at present from Wakefield to Manchester by rail. By the CHAIRMAN—Sent a larger quantity by the rail than by canal. Sir John Simpson, examined by Mr. ICNowtts—Lived at York. Was a director of the York and North Midland line. Was ex tensively engaged in the coasting and home trade in corn. Was well acquainted with the water communication between Goole and Wakefield, and the line of the projected railway. For bulky articles the water conveyance was, in his opinion, better than the rail, but for small articles it was not so good. Ile considered that corn was one of the former articles, and he would prefer to send it by canal. The advantage by this means was obtained of seeing the corn in bulk, which was not the case by raiL If the railway was resorted to for the con veyance of corn the market would be entirely removed from Wakefield to Goole. The canal he considered a cheaper mode of conveyance. The cost of wheat at present from Goole to Wake field by canal was, including charges, abort 13d. per quarter. Cross. examined by Mr. KNOWLES-Bulky goods were at pre. sent carried on the canal at Id. a ton or somewhat less. Sent his flour to Manchester and other places by rail. There was not more than one-fifth of the business managed by rail. Was alarge owner of vessels, and was building more to accommodate the increased traffic. From York to Manchester the cost of flour by rail was 12s. per ton. By the CHAIRMAN—The comparative difference of freight and insurance between Yarmouth and Goole and Yarmouth and Hull was very trifling—about Id. or 2d. a quarter on height, and as ) 3 .d. to on insurance only on Scotch vessels. By Mr. HOME—The tonnage of the largest vessels that come up to York was about SO tons; vessels of 200 tons could come up to Selby, passing the dangers of the Gcole navigation, and saw a vessel there above 200 tons register. By Mr. Buss, on the part of the landowners—York was not principally supplied with coals from the West Riding. The time now occupied in going from Selby to Leeds was from an hour to an hour and a quarter, and the cost was 3s. The time table of the Selby and Leeds, before they leased the line, was an hour, but this was not regularly accomplished—he had been himself often dis appointed. By Mr. KNOWLES—From York to Leeds the time now occupied was an hour and a quarter. The fare of the first-class was 2d. per mile, and on the Selby and Leeds about the same. Their third.class carriages were very commodious and covered in. When he said that Goole could not compete with Hull, it was only with reference to vessels of a large size. It would be an in. ducement for vessels to come to Goole that they could have a cargo of coals back. Mr. Edward Ellice examined by Mr. PICKERING—Lived at Leicester; was an agent there for the:stle of lime. In 1840 the amount sold was 5,092 tons. Thegreater part of this was used fur agricultural purposes. The Crich lime was used almost entirely for these purposes. The price at the works was Os. to 65. 6d. per ton. The present sate paid per railway from Crich to Penistone was Id. per ten per mile. . Cross.examined by Mr. Hosis—The Crich was a mountain lime, the other lime referred to was a magnesian lime. Sold it to farmers. Edward Ward, Esq., examined by Mr. KNOWLES— Was a ma gistrate, residing near Selby. Had an extensive ccal proporty. Very few ships get to Selby, as compared with Goole, in con sequence of the difficulty of the navigation. Shipped 38,500 tons of coals during the last five years,land was:convinced if he had had the advantages of the rail, he could have shipped a great deal more. The Leeds and Selby Railway passed for eight miles over a bed of coals. The price of the best quality of coals at the pit's mouth was ss. sd. per ton, and if the railway were made, the priec of coals at Goole would be the same as at York. Could not send the coals to Hull, as there was no dock communication there with the Humber. The charge from all the pits to York was id. per ton. The proposed Wakefield and Goole line would be of no use what. ever to the coal-pits about Selby and that district. Had lime quarries in that neighbourhood also; sold lime at the works for 71. per ton. Cross-examined by Mr. WiLatris—Sent more building lime at present to Manchester than agricultural. The London and York line and two other proposed lines (if any one of them were carried) would by a junction with the Wakefield, Pontefract, and Goole lines, give all the facilities of conveyance which the proposed Brayton and Goole line promised. Cross.examined by Mr. BLiss—Could not say how long it would take to work out his pits. He could not say whether they would be done in a year. Sold his coals at Selby for 7s. 2d., and at York at 6s. Bd. There was no important town on the proposed line—it passed through an . agricultural country which was not very densely populated. Knew the Hon. Mr. Petre's estate. The Leeds and Selby and four other projected railways were to go through it, and would completely cut it up. The proposed line was one:of them.; Mr. Michael Bentley, examined by Mr. PICKERING—Was a lime burner. Had nine vessels employed with Goole in the coasting trade. Was acquainted with the projected Wakefield, Pontefract, and Goole line. It would not benefit Knottingley. Lime could be sent at present for Is. 6d. per ton by canal between Knottingley and Goole. Water was a much preferable mode of conveyance to rail. The dues in Selby canal were about 15s. for a cargo of 50 or 60 tons, and the cost altogether to Giple would be about I Ss. Wet injured lime very much. A great q ntity of this lime went east ward to Lincolnshire, &c., for agricultural purposes. The Speaker having been announced to be at prayers, the Com mittee then adjourned till twelve o'clock to-morrow. GROUP X. LONDON AND YOBS, LINE. The Committee sat today at the usual hour. GENERAL TRAFFIC EVIDENCE. Mr. Pitman's examination was resumed—The table now in his hand showed that in two weeks the receipts upon the present line between Alcumbury and Tattershall, for passengers, cattle, and every species of goods, except coal, grain, and wool, amounted to 30,1471. 3s. 3d. The witness then went into a detailed statement of the water passengers traffic by track boats between different towns, by canal, through which the proposed line was to pass, and concluded that all that traffic would be carried on to the London and York line, and much expenditure of time and money would be saved. GROUP L. MOUTH RAILWAY. Mr. WEtts, on behalf of the Eastern Counties project, said that as the tables put in presented such a mass of figures, it would be impossible he could read them over with sufficient attention, since he only received them yesterday evening, to enable him to cross examine the witness upon them. On these grounds he would suggest that the promoters of the London and York line should pro. ceed with their engineering evidence, in order to give time to go through these tables. . . . Mr: BAXTER, on behalf of the Midland Counties project, made the same application. " ' SergeaniKINGIARE said he could not possibly comply with the application ; and he conceived that the Learned Counsel had had the tables long enough to inform himself upon them. Mr. WELLS said he had been misunderstood by the Learned Sergeant. He did not mean to say be was not prepared to cross. examine the witness ; but if he had had more time to examine the tables, he might be able to save the time of the Committee, by putting only one question, where he would now be compelled to put half a dozen. Mr. BAXTER said that four tables had been put in this morning, which he had not seen until a short time before he came into the room. The room was then ordered to be cleared. TREE S N, LONDON, FRIDAY EVENING, MAY 30, 1845. over without any charge being made for ferry dttes, The money the Company proposed to raise for constructing the branch would be 30,t10/. He had already told them that the Company fully ex. petted that 500,i00 persons would annually pass over their branch, and these charged 2d. eat.k..; would yield an annual income of 4,166/. For working expenses the engineer would allow 4 per cent. on the gross income, and after this deduction had been made, it left for annual distribution amongst the shareholders a net sum of 1,6661., or 8 per cent, on the gross outlay. The Committee would observe that he had taken no notice of the goods traffic, be cause at present it was totally hypothetical ; and the Company, therefore, preferred relying upon the passengers, without taking the goods traffic into consideration, The Learned Counsel then produced evidence in support ofihis statement. As the Bill was an unopposed one, it was merely of a formal nature. Mr. Bidder, the engineer, stated that the line would only be made with a single line of rails, but sufficient land would be taken. so as to enable the Company to make a double line of way, in the event of its being afterwards found necessary. The room was then cleared, and the Committee having consulted for a few minutes, the parties interested were re.admitted, when some conversation arose between the Committee and the agent relative to the proposed ferry opposite Woolwich. The CHAIRMAN wished to know whether the river authorities had been consulted upon this point ? The Committee, he said, were anxious that no powers should be given to the Company which would enable them to obstruct the navigation of the river. The agent replied that no powers of that nature could be given by the Bill. The Bill only authorised the Company to make a railway to the terminus opposite Woolwich. The CHAIRMAN remarked that the Learned Counsel had urged upon the Committee that the construction of the ferry was an in ducement for them to sanction the line. Now, if the Company did not intend to carry their passengers across the Thames for the 6d., their fares must be reduced. The agent replied that it would be for the interest of the Com. patty to carry their passengers to Woolwich, and this could be effected without making a further charge than 6d. The roam was again cleared, and after the Committee had con stilted together for two or three minutes, strangers were re-admitted, when The CHAIRMAN announced that the Committee considered that the preamble to the Bill had been proved. The various clauses of the Bill were then agreed to, and the Committee adjourned. GROUP F.E. AIIE7aDEEN RAILWAY. The Committee met to-day, at twelve o'clock. Mr. F. Bariug, (Chairman), when the evidence in favour of the Aberdeen Railway was gone into. Mr. John Duncan was first examined, and deposed to the ge. neral traffic along the track of country through which the line was proposed to be taken, which he represented to be very consi derable, especially in agricultural produce and cattle. Mr. William Miller followed, and gave evidence to a similar effect. Mr. Adam Barnes, of Montrose, said he represented the feelings of the inhabitants of that town, which vas dLcidedly in favour of the line under the consideration of the Committee. Public meet. ings had been held, and also meetings of the town council, at which it had been agreed to support this line in preference to any other. He considered the formation of this line would be of the greatest advantage to the town of Montrose. The harbour authorities and all the leading inhabitants of the town were in favour of this line. Mr. CARNEGIE, chairman of the line, was of opinion that, both as it regarded time and expense, the advantage would be in favour of the railway. Mr. Gibson, Provost of Arbroath, and a shipowner, gave evi dence as to the large trade between that town and Aberdeen. The cost of a ton of good between those tonwns at present was from Bs. to 102. per ton. Arbroath contained a population of 14,645. Mr. Thom gave evidence to a similar effect. _ _ . Mr. A. Heston said, he was an extensive fisher and fish carrier. The exports of fish this year from Aberdeen was, of haddocks, 3,150 tons; herrings, 2,782 tons; lobsters and crabs, 148 tons ; pickled cod, 318 tons; dried cod, 170 tons; and periwinkles, 300 tons. He thought that if they had a railway formed, a great por. tion would be carried along it. _ _ Captain Barclay, of Ury, the celebrated pedestrian, deposed that this line would be of the greatest service to that part of the kingdom, as it would accommodate both the coast and the interior. Mr. Marshall here put in the traffic tables, which, after specifying the details of traffic, receipts, &c., present a general result of receipts from passengers, 43,1611.; from goods, 88,6791.; total, 81,8401. Mr. Walker, Superintendent of the Aberdeen Market, said he had the charge of the taking of the passengers' traffic. He bpd examined the tables of Mr. Marshall, and was satisfied they were perfectly correct. The number of steamers plying southward of Aberdeen were eight, two going to London, one to Newcastle, one to Dundee, and the remainder to Leith. He thought the great bulk of the passengers who went by this mecns would go by this line, as the present mode of travelling was very uncertain, and they were very often detained at Aberdeen. Mr. Gibb, the engineer of the line, said he had been an engineer for twenty years. He was first instructed to survey for this line in 1844. At that time the Dundee and Arbroath was formed andin operation. He had surveyed several lines to ascertain which was the best, and came to the conclusion that this was, both as it regarded gradients, and the accommodation of the inhabitants of the coountry between the two termini. The estimate of the line, including stations, was about 15,0001. per mile. This was much less than if he had gone by the coast from Stonehaven to Montrose. The cuttings would have been much severer, and this induced him to go by Lawrence kirk, through the How of the ]Kearns. The line started from Market-street, Aberdeen, and about 100 feet from the Post-office, and about the same distance from the principal street, Union-street. It was nearly on a level with that street. The station was close to the harbour and docks, and there was to be a goods terminus there. The line, after leaving Aberdeen, crossed the river Dee at Palmuir, and went en by the coast to Stonehaven, and from thence to into the interior part of Lawrance kirk, and terminating near to Froikheira. There were three branches to be made in connexion with the main branch; one to Froikheim, one to Brechin, and one to Montrose. The average gradients were 1 in 169, and the steepest gradient lin 100. The cost of the line, he estimated at 830,0001. The cost of the land etas 57,0001.; the cost of the cuttings, at Is. 21d. per cubit yard, was upwards of 257,000, being for 4,292,287 yards ; the embank merits, viaducts, &c. 113,4751. 18s. 7d., being for 3,529,220 yards; the bridges would 27,1451. 7s. ; the culverts and drains 4,4211. 95.; the rails and sleepers 157,2641. 165.; the stations, warehouses, &c., 75,954 ; contingencies 73,0001. Therewere no engineering difficulties on tge line ; no tunnels, and only one road crossed on the level. The estimate) annual charge was 33 per cent, on the income. The gradient of 1 in 100 was about one-fourteenth of the whole line, or about eight miles. The railway was in length—main line, 46 miles 103 yards; branches to Froikheim, 1 mile 1,547 yards; to Brechin, 3 miles 862 yards; to Montrose, 3 miles 169 yards. The Committee then adjourned. GUILDFORD, CHICHESTER, AND PORTS- The Committee resumed their inquiry on this railway at twelve o'clock this morning. Mr. Blagdon, an attorney for the line, was called by the pro motels, and stated that the population on the projected line within five miles on both sides of the line near Petworth was 55,359, while on the atmospheric line there were 6,963 houses, and a population of 35,506 within seven miles. There were thirty-three seats of noblemen and gentlemen within seven miles on both sides of the line. There were also nineteen corn. mills within seven miles of the Halfway-bridge, midway between Petworth and Midhurst. The thirty-three seats were be. tween Chillingford •and Chichester. The Halfway.bridge was about three miles and a half from both Petworth and Midhurst, rather nearer to the latter. The number of houses in Chichester was 1,609, and the population 8,512. To the cross-examination of Mr. ALEXANDER, the witness stated that he had not taken any particular notice of the population of the places within two miles westward of Chichester. To the cross.examination of Mr. WADDINGTON, Mr. Blagdon stated that he had included Bognor in his estimates— the number of houses 500, and the population 2,490. The esti mates of houses and population which he had made, was for seven miles of the line on both aides throughout the length of thirty miles on the line between Guildford and Chichester. On this . 7 1 i n3 n d, e oot t ho h e. e number popounl atpopulation f 49. 1 , 1 0t 0 m0 u oo s e Bwp s wasteicn line 5 1 4in,2i3ess d e the population he Duringed a 1 t hi ) e f t n h di s t l a i n n c e e . taken was thirty-four mil es, t h e num b er o f inhabited houses 9,529, that distance, the number of inhabited houses was 10,641 , and the ' population 55,359 on th e G u i ldford Chichester, and Portsmouth line, while on the atmo sp h er i c l i ne there were throughout the 34 miles, 6,963 houses, and 35,506 population. Mr. F. Giles, surveyor and engineer, stated that he had laid out and constructed the Guildford and Woking line, and had surveyed the line from Guildford to Chichester. The gradient of 1 in a 100 was now a very practicable gradient, and he had applied the giadient of 1 in 110 througout six miles on the Guildford and Chichester. On the Manchester and Liverpool line there were gradients of 1 in 89, and 1 in 86 ; and on the Newcastle and Carlisle line which had been constructed by himself, there was the gradient of one 1 in 106, which was four miles long, and he thought that the gradients on the Guildford and Chichester line were anything but difficult. To the inquiries of Mr. ()swam) Mr. Giles stated that the gradients of 1 in 86, and 1 in 89 on the Manchester and Liver pool line, were each one and a half mile in extent, and no extra ordinary power was required to surmount them. He had been allowed on one occasion to stop the tr ains during the whole day at the foot of the rise in order to ascertain this very point, and the engines had all gone over the plane without the momentum, and without any increased power. The works on the South Western line were, i n his opinion, much more difficult than those on the proposed Guilford and Portsmouth line. He had laid out a line to Gosport from Bishopstoke, and also to Portsmouth, but in that line he had never contemplated going to the town of Hasleinere, although he had intended to go so near as to give ac. commodation to that town. In 1836 he had attended a meeting at Portsmouth, and there a direct communication with London bad been suggested to, and earnestly advocated by the people of Portsmouth, in which a connexion with Arundel was included, but no scheme had ever been projected which did not comprise Chichester. Mr. Locke being recalled, stated that the distance by way of Brighton to Portsmouth from London was 95 miles; 50% miles to Brighton from London.bridge; thence to Shoreham, 5 miles 5 chains; thence to Chichester, 22 miles 6 chains; and thence to Portsmouth, 16 miles, making a few chains less than 95 miles. The present line to Gosport was 88 miles long. By Fareham It would be to Shoreham 84 miles ; thence to Cosham, 6 miles; and thence to Portsmouth, 3 miles; making the whole distance aboui 93 miles. The distance to Hun.. gerford.bridge would be 1 mile and 6 furlodgs further. He was not aware whether there was any decided agreement between the Brighton and the Chichester Company, though he had understood that the Shoreham Company had leased their line for ten years. To the inquiries of Mr. OSWALL, Mr. Locke s t a t e d th a t th ere were to be two stations at Chichester, one for the Guildford line and the other for the Shoreham line, both. however, communicaling by railway ; and there was no reason why both stations should not be amalgamated. The distance by the proposed line f r om Hungerford was 76 miles, being 18 miles in favour of that line. The whole of the earthworks and works of art without land would cost, from Guildford to Chichester 476,000/, and from Chichester to Portsmouth 180,000/., maki ng t oget h er 656 , 0 09 1 . for the whole. On t he whole line there would benine side cuttings and fourteen spoil banks ; the former occupying about 31 acres, and the latter 56 acres. Between Chichester and Portsmouth there would be eight side cuttings, which would occupy from 22 to 24 acres. To Mr. GURNEY—Mr. Locke replied that there was an arrange ment between the Government and the South-Western Company for the electric telegraph to Portsmouth for ten years, for which they were to pay 1,5001. a year. The L on d on en d o f t h e tele graph was to be at the Admiralty, and there wou ld b e a grea t ad vantage by the proposed line in avoiding the water at Gosport. To the inquiries of Mr. 0 swALL Mr. Locke replied that it was intended to cross four turnpike levels at a level, near two of which there would be stations. Mr. Long, formerly a resident at Portsmouth, and who, since that time had held an appointment as police magistrate in Van Dieman's Land—He had always taken a great interest in the railway communication with Portsmouth ; indeed every requisition for a public meeting and every resolution had been drew!, up by him. In 1836 the secretary and solicitor of the Southampton line had called upon him with a view to establish a communication with their line, but at that time, the desire of the inhabitants was for a line eastward; but he now thought that the proposed Guilford line was the best for the business transactions of Portsmouth. In his opinion the proposed line was at least 40,0001. a year better than the two other lines, and there was,he felt assured no feeling ofjealousy at all of the South Western Company, and Hough he did not now reside at Portsmouth he took the same interest in the town as before. Mr. home was recalled, and put in a comparative table of the fares chargod by the Birmingham, the South Eastern. and the South Western Cympanies, from which it appeared that the proposed charge was the same, or less, than those charged by other Companies. The maximum charges for passengers were intended to be 3d., 2d., and Id. per mile for first, second, and third class passengers. Mr. Gti?ntay then put in the agreement for the lease of the Guildford and Woking line, ard also proposed clauses for securing the working of the line to Portsmouth, as efficiently as it was now worked to Southampton. This closed the case for the promoters. Mr. RAWLSNSON then stated that he and Mr. Sergeant Talfourd had agreed to amalgamate their cases, and proposed that the latter Learned Counsel should address the Committee in opening, and he himself, if they thought proper, after the examination of their witness. This being agreed to, Mr. Sergeant facrouan proceeded to address the Committee on behalf of the inhabitants of Portsmouth. He said that putting out of the question that important connection of the town with the great naval power of the country, the whole of the population of the district from Chichester to Portsmouth, if taken within seven miles of the line, there was little in cAcess over that of the town itself, and if it was taken within five miles the disproportion in the numbers was still:less, and he therefore thought the feelings of the people of Portsmouth were entitled to great consideration. Now, in the course of his opening, Mr. Cockburn had made the admission that the feeling of the people of Portsmouth was decidedly in favour of the atmospheric line, and against the Guildford line. Mr. Casher, the Mayor, had admitted that on the 7th of this present month he had presided over a meet ing both very numerous and highly respectable, at which not more than fifty hands had been held up in favour of the line of the South. Western Company. From this meeting a petition had emanated, which, in the course of four days, had been signed by upwards of nine thousand persons. with respect to the fictitious signatures attached to that petition he should show that they were put to it in several instances as a mere joke, and in one case the name of the Earl of Dalhousie had been signed by the clerk of Mr. Gauntlett, who had himself ap peared as a witness to vitiate that petition, and in the presence of that gentleman's son. This he adduced not to throw any stigma en the promoters of the Bill, but to show how in a large place like Portsmouth such irregularities as these would easily be fallen into, but if be stood there merely as the representative of the five respectable individuals who were appointed by that meeting, and setting the petition altogether aside, still the feelings of the people werc entitled to respect. With regard to the feeling of jealousy between the towns of Southampton and Portsmouth, it was quite natural. Considering the positions of the two towns, and the Isle of Wight, and the increase of importance of South ampton, this was quite natural, and when the inhabitants of Ports mouth saw that the whole of the traffic was under the direction of people who, from their connection with the South. Western line and the ;dare to which it ran, naturally felt a great interest in tt.at place, would, in all probability, give a preference where their interests were so largely concerned. It was, therefore, to say the least, but little likely that Portsmouth would receive its due share of consi deration. Sufficient evidence had been adduced to show that the people of Portsmouth had always desired a line directly to London. And what he would ask, therefore, was, not a preference for the atmospheric line, but that the Committee would pause before they decided. It was perfectly evident that if this line was made, another could not be hoped for; for if this was once achieved, the capital once invested, no change could possibly be expected, and the people of Portsmouth would be handed over in perpetuity to the South Western Corn pany, who would unquestionably obtain a completely despotic power over the interests of the 60,000 persons who constituted the population of Portsmouth and Portsea. This, therefore, was no case of common monopoly, bud it was an entire despotism over an important port, which, notwithstanding their utmost energy, they could never throw off. Then, with respect to the clauses which were proposed to secure the interest of the people of Portsmouth, they all knew, from the experience and the incidents in the courts of law, that this was no sufficient defence, as was shown in tho case of Mr. Parker and the Great Western Railway, in which he had been engaged. That Company had thought proper to mark out Mr. Parker as the objact of their rail way, and had charged him an extra sum for his packages ovsr the amount charged to their pet contractors, Messrs. Chaplin and Horue; had refused to allow him to put several parcels together ; or to deliver to his own customers. It was true, Mr. Parker had succeeded in defeating the Company, partly through his (Mr. Ser geant Talfourd's) instrumentality, but it was not every person that possessed the gallantry of Mr. Parker, and it was well known that the heavy men in public Companies brought all their intellect and experience to bear on the interests of the property with which they were connected, and left all their sympathies behind them. He did not mean to throw out anything dispa raging either against Mr. Brunel, the engineer, or against his own late colleague, the Chairman, both of whom were men of the highest character. Mr. GURNEY—The Great Western Company are not repre sented here. Mr. Sergeant TALFOURD—Nor are they misrepresented. The termini of this line was at London at one end and at Ports rneuth on the other. In the one instance at a place where all interest was lost in the general mass, but at the other it was alto. gether of vital import. By the proposed ►ine the rates both of ear -1 riage and of passenger traffic would be much higher than by the atmospheric principle. Now that principle was under active expe riment, and he trusted the time would shortly arrive when it would be universally adopted. It would both be cheaper and more expeditious than the locomotive principle. Even Mr. Carter had stated shat if the time was to be less, and the expense no more, he would prefer the atmospheric prin ciple, and that that principle was no illusion, was evident from the fact of money and ability having been already extensively :pledged to it. And at any rate, whatever be the merits of the two principles, the Portsmouth people said that so great was their jealousy of the South-Western Company that they would endure all the inconveniences which they now experienced, and wait a little longer rather than submit themselves and their children to a monopoly which it would, if this Guildford line were now granted, be in all future time utterly imposs,ble to break through. Moreover, there was the coast line, which would still give all the advantages to Chichester a London communication with Portsmouth, and also a conneation with Chatham and the other great arzenals of the country. They would prefer that line if they could not get the atmospheric, but would rather, for this session, that things should remain as they are than that this Bill should pass. Mr. G. Sprague was then called, and stated that he had signed the petition at Hyde-park Corner, in Portsmouth, and testified that several of the fictitious signatures attached to the petition had been put to it through the instrumentality of Mr. Gauntlett's clerk, and it was his impression that many of the signatures were not genuine. To the inquiries of Mr. MONCKTON MILNE. the witnesses stated that ten out of twelve of the people of Portsmouth were in favour of the atmospheric. His reasons for preferring the atmospheric line was, in the first place, the Atmospheric Company promised them three third•class trains should run during the day ; secondly, that the fares would be lower; and, thirdly, that be believed the railway would be safer. If the atmospheric line were not obtained he believed the Portsmouth people would prefer the coast line. Mr. Erasmus Jackson, a banker at Portsmouth, and now Cham berlain of the borough, who had taken an active part in all that had paesed, during the last ten years, with respect to a railway to the town, stated that the feeling of the inhabitants was decidedly in favour of the atmospheric line. He had been chairman of a deputation, in 1838, which had had two communications with the Directors of the South-Western Railway, who had expressed their inability or disinclination, or both, to give any better line to Portsmouth than the branch to Gosport, and their ex pectation of getting the whole of the trade of Portsmouth and Portsea, through Gosport, and certainly he had never heard of the Guildford line until sometime after the atmospheric line had been projected and published. The witess also bore testimony to the feeling expressed at the two meetings of the inhabitants, and stated his opinion that the London-bridge terminus, which was that of the atmospheric line, would be more convenient to the inhabitants of Portsmouth than the one at Vauxhall. The atmospheric termi. nus at Portsmouth was also better than that of the other line, both for High-street and the Steam-packet Quay. The cross-examination of Mr. Gurney, obtained a conformation of this evidence, but further that the inhabitants had thrown out a Bill on its second reading, the object of which was to make a line to Portsmouth by the South-Western Company. To the inquiries of Lord Crave—Mr. Jackson stated, that the atmospheric terminus would by a little longer line of rail be enabled to communicate with the dockyard. And,:to the inquiries of the Chairman and Mr. Oswald, he said that, in his opinion, the Atmospheric line would be decidedle the best, and this opinion was based on the contiguity of the Isle :of Wight, and the attraction of the traffic through the town. The Committee then ad)ourned till twelve o'clock to-morrow. In about twenty minutes the parties were readmitted, when The CHAIRMAN said he had been instructed by the Committee to state that they could not assent to the proposition of the opposing counsel; but considering the great importance of this case, the Committee would have no objection to adjourn now until half.past eleven tomorrow, provided the opposing counsel could assure the Committee that they had not had sufficient time to examine the traffic tables, and the Committee would sit until five o'clock to. morrow. Mr. WEBSTER said he felt he only echoed the sentiments of his learned friends with him when he said that he looked upon those tolls to be of such vast importance, that he would feel exceedingly obliged to the Committee for adopting this course. _ _ Mt. Sergeant Kireuidore said. that as the Committee had come to this resolution, he would now propose that the engineering evidence should be entered upon. '1 he reason he made this pro position was in order to save time, the importance of which to the promoters of the London and York line would be best understood when he stated that thee expenses amounted to something like 8,0001. a-day. Mr. WEBSTER, on behalf of the Cambridge and Lincoln line, said he believed it would be better for him to meet the traffic evidence by contra evidence, than by cross.eximining the witnesses. The Committee then consulted for a sLort time, after which The CHAIRMAN said the Committee would have no objection to adopting the course suggested by the Learned Sergeant; but they would take up the traffic cross-examination to-morrow morning. Mr. Sergeant KINGLASE said he hoped Ithat, once the engineer. ing evidence was entered upon, it should be concluded before the traffic cross-examination should be entered upon; for if he were now to call Mr. Cubist, and that that Gentleman was to be cross. examined, and then the engineering evidence to be broken in upon, great inconvenience and confusion would be the result. The Opposing Counsel said they would be very glad that the engineering evidence should be concluded first. The CHAIRMAN said he had been told that the engineering evi dence would occupy a week, however, they would now proceed with it. Mr. BUMP was then recalled, and deposed that upwards of 14.000 tons of wool would pass on the London and York line in a year. After one or two unimportant questions, the engineering evi dence was then entered upon, after which the Committee adjourned at half-past four. GROUP NN. The Select Committee on this group assembled for the first time this morning in Room No. 5. The Committee was appointed to ascertain the merits of the Epping Railway, promoted by the Lon don and Blackwall Railway ; and the Thames Junction and North Woolwich Junction, promoted by the Eastern Counties Company. The Committee decided upon taking first the THAMES JUNCTION AND NORTH WOOL WIC7i RAILWAY. Mr. Ausraw, Q.C., stated the case for the promoters. The Eastern Counties Company, he said, had already obtained powers to make a branch of their railway from Stratford to the east side of Bow Creek on the River Thames, where it was proposed to construct a wharf and depot for goods. The project now brought forward was for an extension of that branch along the banks of the Thames to a point called the Horse -ferry opposite to the Woolwich Arsenal. The length of the line would be two mills and 65 chains, and as its course would be over level ground, it might be easily con structed. It was calculated that about four millions of persons went annually by steam-boats from London-bridge to Woolwich and Gravesend, and the promoters of the present railway estimated that about it fourth of that number, or one million of persons came from the ea,-tern part of the mete opolis. It was, therefore, rea sonable to surpose that that nun ber would come upon th e pro one-half that ' u m b er corn i ng upon their line. p c a o l s c e u d l a b t r e a d n c u h p ; o n cams the question, how are the people to is 'of fare. Well, th en, t h ey as . Fumed ind Now, the question which Was :mast important for the Committ ee t , oceon thats ide. , r a b wast ,the question alf a maimpersons would come upon the , 6lidn.eiharloidugthhoeuchargeso. e n the E bra itch would be 'Ad. e ac h pe rs on, or East/ rn Counties' st a ti on to t h e t erm i nus at Woolwich. But then. get from Gravesend - to Woo l ,wick? Why, they would go from Woolwich to Gravese,ld by a! teamer for 6d , and add this to the 6d. charged on the railway, the es tm would be the same as that charged for conveying a person by st elite ..boat from London.bridge to Graves end. The Company props ifr ad to erect a wharf or pier at Woolwich, which would be made a fr. h • ferry, and entirely thrown open to the public. Those persons thek efore who wished to cross to the op posite side of the river, wo. A , 'd have the advantage of being ferried GROUP 88. WATERFORD AND RILRENNY RAILWAY. The Committee met this morning at the usual hour, Mr. Colqu bouts in the chair. Atter additional evidence had been called in favour of this line, the substance of which was not an important character, the Com mittee decided the preamble to be proved, and proceeded to the consideration of the clauses of the Bill. DUBLIN AND KILKENNY RAILWAY. The Committee went through the clauses of this Bill, %hid) were agreed to, after some unimportant amendments, and the Chairman instructed to report to the House. DUZLIN WEXFORD AND CARLOW ILAILIWAY. The Committee then proceeded to the consideration of the Dublin, Wexford, and Carlow Railway. Messrs. Austin, Murphy, Talbot, Woolridge, and Martin, ap peared for the promoters. Mr. Alexander and Sir Walter Ryddel on behalf of the Coast Line from Dublin to Wexford and Wa terford. Mr. AUSTIN opened the case on behalf of the Bill, and pointed out with great clearness and ability, the commercial and agricul. tural advantages which would result frem this line, after which he proceeded to call evidence in its behalf. Mr. Seckey, a landowner in the county of Carlow, gave evidence as to the general advantage which the line would confer on the country of Carlow. The population of the county was 86,000 that of town about 10,000. The present conveyanoes between the towns of Wexford and Carlow were ♦ery inadequate. The traffic in agricultural produce and cattle was very great, and if the rail. way was formed, there was no doubt but that it would be immense service in conveying these. The Committee then adjourned till Monday. GROUP CC. co nn AND BANDON BAILNITAY. The Committee met to day at the usual hour, and resumed the examination of witnesses in behalf of this line. The evidence adduced presented no feature of importance, and at its termination the Committee decided the preamble to be proven. The clauses of the Bill were then gone into. The remaining clauses of this Bill were gone through, and the Chairman instructed to report it to the House. SHEFFIELD AND HOTHERAT4 HALLWAY. This Bill which is to effect a junction of the Sheffield and Bother= with the Midland Counties Railway, was then gone Into, and after a brief consideration of the merits, the Committee adjourned. GROUP S. The Committee reassembled this morning. Present, Mr. 3, Wortley, Chairman; Mr. Ainsworth, Mr. Ewart, Mr. B. Hughes, and another Hon. Member. LONDONDERRY AND COLERAINE RAILWAY. Mr. HILL proceeded to open the case for the promoters of this railway. The Company proposed to roclaim 20,000 acres of land from Loeb Foyle, and this would enable them to construct the railway cheaply. Considerable discuslon arose as to the right of appearance before the Commsttee of Mr. Dimsdale, who had a right to certain lands that might be reclaimed from Loch Foyle. The Committe decided that he could appear. This discussion occupied nearly two hours. EAST COWES, ISLE OF ‘VIGIIT, MAY 29.—0 n Tues 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. It.; Boberton, a handsome star ; Messrs. V ine and Hill, V. It., crown, and a brilliant star; Tucker, Stiles, and Brown, V. A., star, and V. It., Sic. 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 airs. This little marine spot vied with any other on the joyous occasion. BELL'S LIFE IN LONDON.—The best account of the four days' sports at Epsom will be given as usual in Bell's L(f e , accom panied with a portrait of " Merry Monarch," an d an en. graving of the Surrey Cup. Price of Bell's Li le, sixpence. Pub lished in time to send by all the Saturday afternoon railways. En largement of Bell's Life is in progress. „- SACRED H a ARMONIC OCIETY.—Her Majesty has been pleased to express her intention of being present at the Society's concert on Monday next, and has desired that Mendele. Sohn's ” Ft. Paul " should be performed on the occasion. THE LONDON GAZETTE. (THIS EVENING.) ST. JAMES'S-PALACE, MAT 7, 1845. The Queen was this day pleased 'to confer the honour of Knighthood upon Henry Robinson, Esq., Lieutenant of her Majesty's Honourable C'orps of Gentlemen at Arms. ST. JAMES'S PALACE, MAY 7. The Queen has been pleased to appoint Henry Robinson, Esq., Standard Bearer of her Majesty's Hon. Corps of Gen tlemen at Arms, to be Lieutenant, vice the Hon. Sir Edward Butler, who retires. The Queen has been pleased to appoint Matthew Wyatt, Esq., to be Standard Bearer of her Majesty's Hon. Corps of Gentlemen at Arms, vice Robinson, promoted. WAR-OFFICE, MAY 30. 2d Regiment of Dragoon Guards—Captain 11. B. Head, from the 15th Foot, to be Paymaster, vice W. Custance, who retires upon half-pay ` as as a Captuin Uuattacbed, May 30. Ist Regiment of Foo - t-LLieutemint W. K. Allix, to be Ad jutant, vice Gordon, who resigns the adjutancy only; Assis tant Staff Surgeon J. Mee, to be Assistant Surgeon, vice Matthew, appointed to the staff; May 30. 13th Foot—Lieut. F. G. Christie to be Captain, by pur chase, vice Stehelin, who retires ; Ensign C. W. Hinxman to be Lieutenant, by purchase, vice Christie ; E. Lynch, Gent. to be Ensign, by purchase, vice Hinxman, May 30. 15th Foot—Capt. J. Hay, from half-pay Unattached, to be Captain, vice Head, appointed Paymaster of the 2d Dragoon Guards, May 30. 23d Foot.—Second Lieutenant C. E. Hopton to be First Lieutenant, by purchase, vice Ellis, who retires ; A. F. Lord Greenock to be Second Lieutenant, by purchase, vice Hop ton, May 30. 36 Foot.—Major C. Ashmore to be Lieutenant-Colonel, without purchase, vice Maxwell, deceased ; Captain E. R. King to be Major, vice Ashmore ; Lieutenant J. Pratt to be Captain, vice King, May 22. Gentleman Cadet H. J. Maclean, from the Royal Military College, to be Ensign, without purchase, May 30. 46th Foot—Assistant.Surgeon W. L. Langley, M.D., from the 74th Foot, to be Assistant-Surgeon, vice .I`Bean, pro moted in the 73d Foot, May 30. 54th Foot—Gentleman Cadet W. H. Poulett, from the Royal Military College, to be Ensign, by purchase, vice Coates, who retires, May 30. 60th Foot—Lieut. H. F. Williams, from the 87th Foot, to be Lieutenant, vice Bailie, who exchanges, May 30. 71st Foot—Lieut. W. Hope, to be Captain, by purchase, vice Speer, who retires ; Ensign F. J. C. Halkett to be Lieu tenant, t y purchase, vice Hope; C. F. Smith, Gent. to be Ensign. by purchase, vice Halkett, May 30, 1845. 73d Foot—Capt. E. Ricard, from the 75th Foot, to be Cap tain, vice Freer, who exchanges; Assistant Surgeon J. A. D. M`Bean, from the 46th Foot, to be Surgeoa, vice J. Foster, M.D., who retires upon half-pay, May 30, 1845. 75th Foot—Captain D. G. Fi eer, from the 73d Foot, to be Captain, vice Ricaid, who exchanges, May 30. 79th Foot—Ensign W. Forrest to be Lieutenant, by pur chase, vice Hamilton, who retires; W. APCormick Fairrie, Gent. to be Ensign, by purchase, vice Forrest, Iday 30. 81st Foot—Assistant-Surgeon G. Taylor, from the 93d Foot,- to be Surgeon, vice C. Dealy, who retires upon half pay, May 30. 87th Foot—Lieutenat J. Bailie, from the 60th Foot, to be Lieutenant„ vice Williams, who exchanges, May 30. 92d Foot—Lieutenant A. 11. Tattnall to be Adjutant, vice Gleig, who resigns the Adjutancy only, May 30. 93d Foot—Assistant Staff Surgeon W. G. Swan, ALD., to be Assistant-Surgeon, vice Taylor, prcmoted in the 81st Foot, May 30. Hosram, STAFF.—Deputy Inspector-General of Hospitals —J. Davy, M.D., from half-pay to be Inspector-General of Hospitals in the windward and leeward islands only, vice Hugh Bone, M.D., who retires upon half-pay ; Assistant Staff Surgeon T. Alexander to be Staff Surgeon of the Second Class, vice M‘Bride, deceased ; Assistant ISur geon J. A. Bostock, M.D., from the 3d Foot, to be Assistant Surgeon to the Forces, vice Alexander. promoted; Assistant Surgeon T. P. Matthew, from the Ist moot, to be Assistant Surgeon to the Forces, vice Mee, appointed to the Ist Foot; W. F. T. Ivey, Gent., to be Assistant Surgeon to the Forces, Tice Swan, appointed to the 03d Foot, May 30. OFFICE OF ORDNANCE, MAT - 28. Royal Regiment of Artillery—Second Captain G. W. Bingham to be Captain, vice Berners, retired on full pay ; First Lieutenant G. It:Barker to be Second Captain, vice Bingham ; Second Lieutenant R. K. Freeth to be First Lieu tenant, vice Barker, May 21. Corps of Royal Engineers—Captain and Brevet-Major H. J. Savage, to be Lieutenant-Colonel, vice Kelsall, retired on half-pay; Second Captain B. S. Stehelin to be Captain, vice Savage; First Lieutenant W. G. Hamley to be Second Cap tain, vice Stehelin ; Second Lieutenant. 11. W: Montagu to be First Lieutenant, vice Hamley, Alay 22. BANKRUPTS. Samuel Harris and Daniel Reeve, linen-drapers, Minories, London. Samuel William Scarle, cheesemonger, Upper Gloucester place, Chelsea. Thomas Wenman, merchant, Birmingham. William M'Alpine, tailor, Liverpool, EPSOM RACES. (THIS DAY-BY EXPRESS.) (Continued from our Afternoon Edition.) The Members' Plate of 50 sovs. for three years old, 6st 71b ; four, Bst 91b ; five, Bst 13Ib ; six and aged, 9st 2lb ; mares and geldings allowed 31b ; the winner to be sold for 200 sovs. Entrance, one sov. to go to the second horse. Heats, two miles. Mr. J. Thompson's b f The Wreck, 3 yrg 1 1 Mr. Dockeray's Dalesman, 4 yrs IMPERIAL PARLIAMENT. (THIS EVENING.) Their Lordships met at Five o'clock. MAYNOOTH. Lord KENYON presented 130 petitions, signed by 9,742 persons, against the proposed grant to Maynooth ; and 62 petitions, signed by 6,523 persons, against the permanent en dowment of that College. Lord FITZ HARDING also presented petitions against the grant. The Bishop of SALISBURY presented a large number of petitions to the same cffeet, and said lie heartily concurred in the prayer of the petitioners. The measure, he thought would have the effect of shaking the foundation of the connexion be tween the Church and the State. Marquis of CLEVELAND presented a petition from the Governors of Christ's Hospital, praying their exemption from the effects of the Charitable Trusts' Bill, at present before the House. _ . The Duke of CAMBRIDGE presented a similar petition from the Foundling Hospital, and supported its prayer. The Duke of RICHMOND presented a petition from mem. bers of the Free Church 01 Scotland against the grant to Nay nooth. . . _ LORD CAMPBELL presented a petition from Dudley, complaining of the working of the 20/. clause in the Debtors' Bill, and praying its reconsideration. LORD CLARE presented a petition from Limerick in favour of the Grant to Alaynooth, and LORD RODEN presented petitions from Armagh, Maiden. head, Guernsey, Windsor, Gravesend, Belfast, the counties of Down and Leitrim, and various other districts. The LORD CHANCELLOR presented several petitions from Ireland in favour of the grant to Maynooth. Lord KINNAIRD presented a petition against the grant from a body of persons who were opposed to State endowments. The Bishop of St. DAVID'S presented petitions against the grant, and regretted he could not agree with the prayer of the petitioners. The Earl of ELDON presented several petitions to the same effect. The Earl of WINCHELSEA presented forty-seven peti tions of a similar nature. (LEFT SITTING.) HOUSE OF COMMONS. The SPEKER took the Chair shortly before Four o'clock. This was the last day for receiving Private Bills, other than Railway Bills. Mr. MUNTZ presented a petition from Birmingham, pray ing that the Bill for the improvement of Duddeston and Nichell, might not pass into a law. The York and North Midland Railway Bill (Bredlegton Branch), was read a third time and passed. The York and Scarborough Railway Deviation Bill was read a third time and passed. Lord BARRINGTON presented a petition from John Temple Leader, Esq. a Member of that House, against the Richmond Railway Bill. The reports were received on the Newcastle and Darlington Railway (Brandling Junction), and the Newcastle-upon-Tyne, and North Shields Railway (Tynemouth Extension), and ordered to be engrossed. The report was also received on the Newcastle and Berwick Railway, and ordered to be engrossed. On the motion of Mr. MORRISON, the time for receiving the report from the Committee on the Agricultural and Com mercial Bank of Ireland was ordered to be extended to Wednes day, the 4th of June. The Ely and Huntingdon Bill was read a third time and passed. On the motion of Mr. H. HINDE it was ordered that there should be laid before the House the evidence taken before the Select Committee on the Newcastle and Berwick Railway and the Northumberland Railway Bills, relating to the atmospheric principle of traction, and that the same should be printed at the expense of the promoters of the Newcastle and Berwick Railway. On the motion of Mr. DIVETT, the Bristol and Exeter Railway Branches Bill was read a third time and passed. The Dist', Beccles, and Yarmouth Railway Bill was read a second time, and ordered to be committed. The Hull and Selby Railway (Bridlington branch) was read a third time and passed. Mr. SHARM AN CRAW FORD presented a petition against the Liverpool and Manchester Railway Bill. Mr. M A STE RMAN presented a petition against the West minster Improvement Bill. Mr. W. PATTEN postponed the third reading of the Blackburn, Darwen, and Bolton Railway Bill until Monday next. On the motion of Sir G. GREY, it was ordered that the further proceedings on the consideration of the report of the Syston and Peterborough Railway Bill should be resumed. On the motion of Mr. GROGAN, the time for receiving the report upon the Dublin Pipewater Bill was extended to the 6th of June. The Sheffield and Tinsley Canal Bill was reported, as was also the Brighton, Lewes, and Hastings Railway Keymer branch. Captain FITZ MAURICE presented a petition against the Brighton Railway Extension Bill. Mr. SPOONER brought in the Birmingham and Glouces ter Railway Bill which was read a first and ordered to be read a second time. GOOLE AND DONCASTER RAILWAY. The Goole and Doncaster Railway 13:11 was read a second ;ime. PETITIONS. Mr. FELLOWES presented petitions from various places in Huntingdonshire against the proposed alteration in the law of settlement. Also a petition against the union of the Sees of St. As6ph and Bangor. POST-OFFICE ABUSES. Mr. T. S. DUNCOMBE presented a petition signed by 400 merchants of the City of London, complaining of the exaction of fees by the officers of the General Post-office under the pretence of an early delivery of letters ; also, com plaining of the abuses of the Post-otlice generally, and pray ing for inquiry. He had already given notice of a motion for a Committee , of inquiry. Also, a petition from an individual, praying for the enclosure of waste lands for the benefit of the poor. BRADFORD, LONDON, AND BIRMINGHAM RAILWAY. The Bradford, London, and Birmingham Railway Bill was . read a third time, and poised. MESSAGE FROM THE LORDS. Messengers from the Lords brought down certain Bins. MAYNOOTH. Sir R. INGLIS presented petitions from Dundet places, disapproving of the Manooth grant. NOTICE OF MOTION—ACADEMICAL IN TIONS (IRELAND) BILL. Lord J. MANNERS gava notice that on the tuo) second reading of the Academical Institutions (Ire he should move that the Bill be read a second time . months. ARRESTMENT WAGES (scoTLANDMALIV(ISAIag. Mr. T. DUNCOMBE moved for leave to bring in a Bill to amend the law for the arrestment of wages in Scotland.— Agreed to. ____ TEN HOURS' FACTORY BILL. Lord PA LAZE RSTON presented a petition from Manchester and Salford in favour of a Ten tionre Factory Bill. 3,790 - - ?e and other z qSZITU. "1 . • - )tion for_ate that,dfy a z ~, NEW ZEALAND. Mr. G. H. HOPE said he was desirous of calling the atten— tion of the House to a statement which he made on the 2d of May, in reference to the circumstances under which a notice of motion made by the Hon. Gentleman the Member for Liskeard (Mr. C. Buller), was postponed. The postpone ment was made by the Hon. Gentleman himself, and not at the request of his Majesty's Government, neither was it the result of any compromise between the Noble Lord at the head of the Colonial Department and the New Zealand Com pany. A report of that Company had been pub lished, from which different inferences had been drawn. He would state in a few words what occurred. On the lit of May, having postponed his motion in consequence of some communication with Lord Stanley he postponed the motion to which he had alluded, but which, as he had stated, was not the result of any compromise whatever. In order that no mistake might arise, he would read the letter which had been sent by the Noble Lord to the Honourable Gentleman. The Hon. Member then read the letter addressed to the Hon. Member for Liskeard, requesting to know the reason why he postponed his motion, and whether it arose from a previous arrangement. To that letter he had returned an answer that no arrangement had been entered into by the Honourable and Learned Member. After this, he would leave it to the House to decide whether they (the Ministry) were iusti fied or not in these proceedings. Mr. CHARLES BULLER then rose, and was (LEFT SPEAKING.) MARKET NEWS-(THIS DAY.) CORN EXCHANGE.-(FRIDAY.) The arrivals of English 'Wheat up to our market this N%'eek having been again very moderate, the shoe of samples of that grain here was small. Selected qualities commanded a steady sale, at fully Monday's quotations, but the midliing and inferior kinds were a slow inquiry. In fine Zirreiga Wheat rather more business was transacted, at extreme quotations. The best parcels of Barley moved off steadily, other kinds slowly, at late rates. Malt was a dull sale, yet prices were generally supported. Oats, Beams, Peas, and Flour were quite as dear. ARRIVALS. Wheat. Barley. I 3,550 qrs. 1,310 qrs. English Irish ........ Foreign .... • . Oats-. or. 2,334) t6O 10,1169 1 13,409 4,410 Malt, 3.360 qrs. srarrnrzza.m. The supply of Beasts on sale here being rather extensive, we have to report rather a sluggish demand for Beef. The primest qualities, however, sold at Monday's prices, but most other kinds were 2d per Sibs lower. There were in the mar , ket 500 Scots from Scotland, and 90 Oxen and Cows from Holland, The numbers of Sheep were only moderate, while the Mutton trade was steady, and previous rates were gene rally supported. In Lambs a fair average business was doing at late averages ; but Calves and Pigs, though not cheaper, were a dull inquiry. blilch Cows sold freely at from 16/ to 19/ 5s each. Per 811)5. to sink the offal. s. d. s. d. a. d. to s. Inferior Beasts .... 3 0 3 4 Second quality ditto 4 2 4 4 Second quality ditto. 3 6 3 8 Coarse-woolled ditto 4 6 4 $ Prime large Oxen • 310 4 2 Southdown Wethers 410 5 t) Prime Scots •• • . 4 4 4 6 Ditto out of the wool Large coarse Calves 4 0 4 8 Large Hogs •••• • • 3 0 3 6 Prime small ditto . • 410 5 2 Small Porkers • ... 3 5 4 2 Suckling Calves, —lB i) 30 0 Quarter old Pigs ..16 0 20 0 Inferior Sheep .. • • 3 6 4 SUPPLY Beasts. Sheep. 950 8,360 0 I Lambs ....... AT MARKET. Calves. Pigs. 351 300 b 0 • 0 NEI.VG.A.TM AND LEADEN:MIMI.. We had a steady demand here, on the following terms At per stone, by the Carcase. s. d. to s. d. s. d. td`a. d. Beef, Inferior— . • 2 8 3 0 I Mutton, inferior 3 2 3 6 middling 3 2 3 4 raiddling 3 1i 4 4 prime large .. 3 6 3 8 prime 4 6 410 prime small •• 3 8 310 t Pork, large •• •. 210 3 6 Veal Lamb, 5s —d to Cs —d. 1307COUGE HOP DIZ.NLSET. Although the plantation accounts may be considered tole rably favourable, there is rather more business doing in tbis market, and last week's prices are steadily supported. CAPE OF GOOD HOPE.—Until now the duty on French brandy imported Into the Cape was only 4d. per gallo n , proof spirits, and so on in proportion for every gallon above proof whilst on all other foreign spirits it was Is. per gallon proof, and so, on, &c. By an Act passed in the reign of the late King, entitled, " An Act to Regulate the Trade of the British Possessions Abroad," her Majesty is authorised by, and with the advise of the Privy Council, to make such orders respecting then' as shall be deemed most expedient and salutary; and it being considerN advisable to assimilate the duties on all spirits imported fro'& foreign countries into the Cape of Good Hope, it has been directed that from and after the date of an Order in Council lately issued, the duty on French brandy shall be the same as on all other foreign spirits imported into that place, so soon as the order shall h been made known by a proclamation of the Governor of the colerry. M. de Chateaubriand left Paris on Monday for Venice. The French Naval Commission held its last sitting en Saturday, his Royal Highness the Prince de Joinville being present. It appears that the labours of the commission have not been confined to the steam navy, but have been extended to the whole of the fleet, both present and in prospective.—Gifignani of Wednesday. During the passage of the Beresina by the French army, on its retreat from Moscow in 1812, they threw into that river a great quantity of ammunition, and even a part of their as+ tillery. For some time past the Russian Government has been searching for and taking up these abandoned articles. Three loan of balls, shells, and hand.grenades have been sent to Dantaic and sold to the Union foundery. On the 16th instant, while a por... tion of these projectiles were being melted, a grenade, which brows oversight was still charged, burst and wounded six wet - beam, but, fortunately, Ilene of their wounds were dangerous. THE NEXT SIIERIFFS.—Mr. Alderman Chattis, being the senior alderman who has not served the office of sheriff, and R. W. Kennard, Esq., of Thames-street, the great iron mer chant, are to be put in nomination for the shrievalty of Loiailim on Midsummer-day next. OXFORD, NN EDNESDAY. —We regret to announce the occurrence of a fatal accident on the river Cherwell last even ing. Last evening, James Frederick Ede, 8.A., Scholar, and Edward Harris, Commoner, both of Pembroke College, proceeded/ in two light skiffs up the Cherwell, as far as Islip, where they were to have met two fellow collegians, who proceeded to the same town by the road ; the latter returned without having seen their friends, who, it appears, had been to a different inn. They waited up for them in the common room of the College till two o'clock this morn. ing, when their anxiety for the safety of those who were to have been their companions became so great, that they applied for leave to go out of the College, and search for there. The tutor, the Rev. R. P. Smith, immediately accompanied them to Islip, where they ascertained that their friends had left at a quarter past eight the previous evening, to return home. They then returned by the river side, and near Mar son, a village about two miles from Oxford, found the two boats, one with the oar broken, and the other nearly doubled up against a tree. It is supposed that one, having broken his oar, had joined his companion in the other boat, and that, the night being stormy, darkness fast closing around them, and the stream rapid, they, from Mlle cause or other, being unable to avoid a tree pro jecting partially across the river, were upset ; and the water being very deep, Mr Ede unable to Awim, and his unfortunate com panion trying to assist him, both were drowned. Drags and every assistance were immediately obtained, and about ten o'clock this morning the body of Mr. Ede was discovered, and coins time after , wards that of Mr. Harris, about 100 yards apart. KING CHARLES THE SECoND'S RESTORATION.— Yesterday being the anniversary of the Restoration of King Charles the Second, in the year 1660, to the throne of these realms, the morning was ushered in by the ringing of merry peals and other joyous demonstrations. At one o'clock the Park and Tower guns were tired, whilst the numerous vessels in the river were decked out with flags, in a similar manner to the Queen's birthday. The Judges of the Courts of Queen's Bench, Common Pleas, and Ex chequer, wore their scarlet robes in honour of the occasion; and, according to annual custom, a great number of the Members of the House of Commons attended Divine Servi.!e at St. Margaret's Church. At the Royal Exchange the following notice was posted u p : —" May 29—King Charles the Seeond's Itertoration —The sates of the Royal Exchange will remain closed until 12 o'clock this day." SHERIFF'S COURT, RED LION-SQUARE.—PROCLA-. manoNs or OUTLAWRY.—Yesterday being county day, Mr. Hemp, the officer to the Sheriff; made preclamation in the usual manner, and the following persons not answering when called, were declared outlaws at the suit of their several creditors :—Sir Charles Edward Gray, Knight; Patrick Leonard O'Reilly. Richard Gay, Charles Whyte, Mortmore Percy Drummond, at the suit of four several plaintiffs; Henry Whittaker, the Rev. George Brydges Lee Warner, Lempster Bulkley, Charles Irvine, 11. C. s. Irvine, Crew Read, Alexander Farquhar, Thomas Elisha Bram mall, M. R. Fitzhenry, James Duthie, and Robert Montgomery Martin. Mr. Humphery paired off with Mr. Alderman Copeland in favour of Lord John Russell's resolutions. The Sentinelle of Toulon of Sunday, states that the squadron lying In that roadstead was expected to sail on Tuec.- day (yesterday) for the Bay of Naples, to form an escort for the Asmod(e, which, itsays, is gone to bring the King of the Two Sicilies to Marseilles. Dr. Chalmers has at length sahvstaihheettieAipohos unsa d iwevbdb e elijient l met:n i cio. v bett,: e hicay r ep: e pepf d o.rrhotto h hculea i cine s teidtr j byit,: u . odg. d fy g mexohfre Havingea ,tlnwet... fo t hgir i wn:olms n setohtho o taietf r eplhrtl r eah e pt:teo l rus i ho g ubcsme i oill o inalwc u uTgh s : neipmhuGa f nol e rdesio l tdn l ino o hceef u irratp • availedwl Free o ioi withdra w nn ghgii t oc h u h e C s t Ch ur ch, himself e him sel f eorl s m s ;p o i p a n t ea a u rs n l . a lu te s l t n i n .fi v a m t b h b i l ear_ s er le o t f s ter, we are sorry to say, the doctor pronounces the refusal of re-. Anti-Slavery Reporter. IMPERIAL PARLIAMENT. HOUSE OF COMMONS. May ?.2v IMPRISONMENT FOR DEBT. Mr. WAKLEY presented a petition from Finsbury, statitg that the Bill of last session had abolished imprisonment for debt, except in cases of fraud and debts above tO/., and pr - ing that as b o th H ouses o f P ar li ament had approve d o f t h e princi ple under that amount, they would adopt one also on all debts above it. co l\ m l Mr. i H tte E e N to ß i N n ' ci ß ui E re ß in iti v E , t L h E e e Y then rose to move ffectsproducedupo n fora debtors Select btorsand creditors by the operations of the Insolvency Act of last ses sion, and in doing so, said that notwithstanding all the efforts which had been made to induce the Right Han. Baronet at the head of the Government to inquire into the effect of the Act of last session, by the perseverance of the lion. Member for Lath, he still continued to fondle this bantling of L 4101 Brougham's, long after its father had thrown it aside. country suffered from this hasty and crude legislation. Ta l t had been a great want of care and deliberation in the passing of that measure. The effect of the Act in question had been to occasion a loss to the tradesmen of the country of three mitt lions of money. It was hurried through Parliament at the end of the summer, and was made into law before half the Mem bers were aware of it. At the last moment many of the con stituencies addressed the Members of that House, urging on them the necessity of opposing its enact m ent. Among othere, his constituency applied to hint to oppose the Bill. He oppose it with many others, and the grounds of opposition then set forth were precisely similar to those advanced by Lord Brougham in the other House Parliarn4 this session against the law; the measure was carlT44*init Opposition by the powerful statement of the Solicitopakuntd,