The Sun. — London, England, 1845-06-03 00:00:00

AXYLIErAY COMMITTEES (YESTERDAY.) GROUP A. LOS, CIBATHADT, AND NORTH RENT 5L11.17:97 AV. The evidence of Mr. Vignoiles (confirmed from our Afternoon FAlition of yesterday)—He considered the atmospheric prit•.ci ple safer than the locomotive. But he would admit that the velocity of the atmospheric railway would not be as great in practice as in theory. The North Kent Railway would carry passengers from London to Chatham, at rates varying from 10d., to Is, and is. '2d. Mr. CORBIT cross-examined the witness, on the part of Lord Dartmouth, but there was nothing material in the answers which has not appeared already. Mr BoVILC appeared on the part of the inhabitants of Fevers_ ham, and of Colonel Fearon, who were petitioners againit the line. Mr. Sergeant SHEA objected that Colonel Fearon had no interest in property adjoining the railroad. Mr. Boma said that the railroad would pass through the centre of the town, and very much affect the property of the inhabitants. The cross.examination was then proceeded with—There were two modes of passing through the main street of Feversham. One w•2s by lowering the railway to the level of the street, and the other by raising the street. The latter mode would injure the property of the houses on each side. But the Company had provided no powers to purchase those houses. The railroad would not interfere with Farnham Park. In passing near the park the road would be so much lowered as to avoid interfering with the beautiful scenery cf the surrounding country. Mr. Sergeant SIIEA re-exarnined the witness, bat the whole sub<tance of the evidence has been given already. Mr. Hughes, civil engineer, was next examined by Mr. Goinsssln, in corroboration of Mr. Vignolles's evidence. The examination was for the most part general, and referred to no new circumstance or feature in the project. His spinions were de cidedly in favour of the North Kent line. The Committee then adjourned to twelve o'clock to.morrow. GROUP AA. WATERFORD AND LxvrEitxcx RAILWAY. (Continued from our Afternoon Edition of yesterday.) The Committee decided that the last twenty miles of railway into Limerick should be made by the Waterford Company. Mr. Gould, a merchant at Cork, was then called, who stated that the number of cattle shipped at the port was upwards of 8,000 ; of pigs, upwards of 70,000 ; and of boxes of eggs upwards of t22.,000 a year ; the freight of the last article alone across the water being more than 5,000/. In addition to these there was a large quantity of mild cured bacon passing down the line for which it was •f the utmost importance that it should be got to market as early as possible, A considerable number of sheep were also sent by the same route. Several other witnesses gave evidence of a similar character, and the Committee adjourned till twelve o'clock to-morrow. GROUP 88. V7EXPOR,D AND CARLOW RAILWAY. (Continued from our Afternoon Edition of yesterday.) Mr. Redmond, of Wexford, gave evidence as to the advantage which the proposed line would confer upon the town and harbour of Wexford. The harbour was capable of great improvement, which no doubt would be effected were the railway carried out. Sir John Rennie had examined into the capabilities of the har. hour, and he had reported that it might be made as good as any other harbour that he knew of. The tonnage that annually entered the harbour of Wexford was about 60,000. The number of slaps belonging to it were 85, averaging about 100 tons each, or an aggregate registered tonnage of 0,000. Sir John WNiell, civil engineer, said that he had surveyed the line, and found no particular engineering difficulties. The gradients and curves were generally favourable, and there were no tunnels. The severest gradient was 1 in 122. The estimated cost wee 300,0001. The principal items were—for land, 12,500!.; fencing, 6,59'2/. ; excavations, 118,64c1/. ; ballasting, 8,7261. ; via ducts,bridges, and culverts, 56,9801. ; crossings, 1,3501. ; permanent way, 71,863/.; stations, 5,0001. ; contingences, upwards 0(12,0001. The estimates were for a single line of rails at present, though the cuttings, embankments, viaducts, and mason work would be for a double line. Ilis attention had been called to the competing line along the coast, and he was sure it never could be worked to pay, considering its great engineering expenses. Some of the gradients on that tine were so severe that they never could be worked by locomotive engines. The cross-examinatson of this witness was proceeding with when the Committee adjourned till tomorrow at twelve o'clock. GROUP DD. THE CLYDESDALE JUNCTION RAILWAY, (Continued from our Afternoon Edition of yesterday). Mr. Graham, the Parliamentary agent, observed that the Clydes dale Company had offered to give a veto to the proprietors of the present station, to prevent, if necessary, the entrance to the station of any objectionable traffic. Mr. HiLvaan preferred to go on with the cross-examination, but afterwards the Chairman said that the Committee were resolved to close the evidence against the Clydesdale Junction, if possible, to day, and the Learned Gentleman did not press farther his supp.e mentary examination of Mr. Errington. The opposition on behalf of the Glasgow Company was then con cluded. Mr. MAXWELL rose and said he appeared to oppose the Clydes dale Junction on behalf of the trustees of the Glasgow and Paidey turnpike.road, and also on behalf of Sir John Maxwell, as a land holder on the line. His Learned Friend Mr. Hildyard would ad. dress the Committee more particularly on behalf of the trustee and he (Mr. Maxwell) would proceed to lay down the important features of Sir John Maxwell's case, consolidating it as much as possible with the other interests. The first point which he would bring before the Committee was an objection to the manner and the matter of the proposed Bill, as related to the Polloc and Govan Railway. The Bill had been presented as a third.class Bill, in which the erection of new works had not been contem- plated. He would, however, subm►t that the present Bill did not come under that appellation ; that prima facie the making new works was intended, and the 25th clause of the Bill showed the position be had taken ; and also the evidence of Mr. Errlngton, the engineer, would show IL The CIILIHMAX, at this stage, interrupted the address of the Learned Gentleman, and said that the Committee could not enter tained the points which had been carried, as they were a matter which came immediately under the jurisdiction of the Committee oa Standing Orders. Mr. MAXWELL observed that he could show that the Bill, as it at present stood, was a deception on the Committee; but as it ap peared their decision that the point could not be entertained, he would not press it further, but would address a few observations with respect to the Polloc Railway in another point. lie would shortly ( - fetalt the history of the PoHoe arid Govan Railway. I appeared that it was originally a tram-road on private property, and used for private purposes. In 1830 Mr. Dixon, to whom the tram-road belonged, obtained an Act of Par liament to enable him to raise the funds for continuing the line of railway, and subsequently provided an amended Act to put them in a position to extend the line to West-greet. A clause was inserted in this Act which provided that Mr. Graham should pay far the property he used for the purposes of the railway within a certain period. This proviso it appeared had not been complied with, and the consequence had been a protracted course of legal action In the Courts of Scotland, and, finally, an appeal, which was now pending in the House of Lords. He stated this matter to the Committee in order that any decision they might arrive at with respect to the eligibility of the Clydesdale Junction Railway might not interfere with the progress of the actions now pending, and contended that, even setting aside the objectionable manner of crossing the canal, it would tend con siderably to injure the interests of the parties engaged in the pre sent actions, and, therefore, he would call on the Committee to be cautious how they decided, as, in case of an affirmative decision for the Bill, the persons now engaged in litiption would have to contend with a powerful body, possessed of large capital and means for opposition. The CHAIRMAN Interrupted the Learned Counsel, and said, with respect to the operations intended to be carried on between the station and the river, the Committee did not think that the Clydes dale Junction Company had made out any case, and they had no loose slam& before the Committee to interfere with rights now sub judice. and which would be prejudiced by their decision. After considerable discussion between the Committee and Conn- Athe rgom was ordered to be cleared; and on our re-admis sion. The CrwameN read from a paper the following important dcci. sion t—lt appears to the Committee, as laid before them, inexpe diept to SO netion the incorporation of the Clydesdale Junction Railway with the Pollock and Govan Railway. A few otatervations having been made by Counsel, Mr. Batanatyne, one of the solicitors, inquired to know if the Comeatittie refused also to sanction the branch across the river, from the Pollock and Govan Railway to the Ayr terminus? The CHAILIMXN replied—Certainly not. Mr. Max WELL then said that, iu consequence of the decision of the Gonna-Mee, it would be unnecessary for him to proceed any further with his opposition. Mr. further/with resumed his opposition on behalf of Mr. Graham, (through whose property the line would pass) against the Bill, and contended that the decision just come to by the Committee materially interfered with the estimates of the Bill as they stood before the Com mittee gave their decision, and said that, although offers of a corn. prornhee had been made to Mr. Graham by the promoters of the Bill, yet they were so unsatisfactory and insufficient that they could not be entertained. He then called Mr. Martin, C.E., to show the injury that would be done to Mr. Graham's estate in case the line were permitted to pass through it, and also to suggest a devidtion which would avoid doing any damage to the property. The Learned Counsel then examined Mr. Buchanan, Mr. Mur ray, and Mr. Robson, who all corroborated the evidence of the pre 'loess witness, and the case for the opposition was-finished. The CUSIOM&N observed that he was desired by the Committee to intimate to the parties concerned that they approved of :he con struction of the Hamilton branch of the Clydesdale Junction, but as regarded the Motherwell branch, its fate would be regulated by the decision on the Caledonian line. The reason that these inti mations were given was, that the different parties might have an opportunity of preparing and arranging the ♦arious clauses that would be required when the formal proofs for the Bill would Ise put in. The heat, during the whole day, in the Committee.room was excessive, owing to the defective ventilation, and the CITAIRMAN alluded to It in stringent terms. lie further observed that one lion. Member had been reported to the House for absenting himself from attendance on Railway Committees, and he attributed his non attendance to the inconvenience he felt in breathing the badly. regulated air, and the excuse of the Hon. Gentleman had been, received by the House with cheers. The Committee adjourned till twelve to.morrow. GROUP EE. ABERDEEN RAILWAY, ARE • s C°TTISE IVIED 1...11TD ILEXIXATJAY Mr. ITOPR proceeded to o pen the case on b e h a lf o f this line. The Scotti s h M idland, the Le arned Gentleman proceeded to state, wa. Pro Posed to be taken through an an Important agricultural district. It commenced at Perth, aad passed up the right b fr a with a population of 20,000, to Stanley, an important manufacturing village;from o th f e t n h c e e l it aY left the Tay and wont up the right bank of the river Islet' to Cupar Angus, a distance of 15 miles. AptaaCsedupaariolit}ijoitinfe,r 4iem.Newtyle and Cupar Angus Railway, and chwed at the price of 1 5,75 Oi. contin'inreitu:ohriichthew:Ll:astsoingheotituhirie Bill. Near to Meigle it left the Newt.yelbearnd Cupar Angus line, and there was here a new portion to ra tis il e . N : re a T tit d y l e o a f nd l% Gla m na i n le i s l a . At the end sit this new portion it joined R a ijw.y, over which it passed for 4i At Glarnmis a whichpoWratsiopnroof posed to be purchased for 20,000/, line was to be formed of six miles, by whic h it w Thoueldntebowetaclonlnected with the Arbroath and Forfar Railwa y, would be 3" mdes.en°h, including the portions already made, thirteen mike the rails were alm os t on a level. The severest gradient was one in I 25, and there were no tunnels. The largest bridge, that over the Tay, would lie one of ordinary struc ture. It was only proposed to lay down a single line of at present, but land would be taken for a duub'e line, so that the latter could be found as soon as the traffic Justified it. The whole of the capital was 300,0001., which was amply sufficient for all the purposes of the line, and to make purchases of the portions of railways already formed, pro. posed to be taken. There was a strong fe e ling in the district through whi c h the line was proposed to be taken in its favour. The petitions in its favour altogether were 17, from Perth, Dundee, Brechin, Stanley, Glammistown, and the landlords and farmers of the surrounding country. After a general reference to the nature of the opposition offered to the line by certain landholders and road trustees, the Hon. Gentleman proceeded to call witnesses. Mr. Sidey, Lord Provost of Perth, was first called.—There were. a great number of fairs held in the district through which the line passed, and a great amount of agricultural produce was car-. Tied :rem the various markets to be forwarded to the manufac- TUE SUN, LONDON, TUESDAI EVENING, JUNE 3 1845, turing districts. There was a very great cotton manufacturing establishment at Stanley, seven miles from Perth. There were likewise large manufactories at Blairgowrie. The cotton was brought from the west through Perth, and the manufactured goods returned back in that direction. There were extensive bleaching grounds at Luncartle, four miles from Perth. Strathmore was a great agricultural district, and front there and the surrounding country large quantities of cattle, sheep, wool, grain, and potatoes, were every year brought into Perth, to be forwarded to England and the manufacturing districts of Scotland. Of potatoes alone 40,000 tons had, during the last year, been shipped at Perth. A very great amount of this traffic would come along this line of rail. way, and, in return, coal would be a large article of transit. The Perth and Elgin and the Perth and Inverness Railways, proposed to use the line, the one for twelve miles, the other for fifteen miles. To Mr. AsintEws—The two lines, the Perth and Elgin and the Perth and Inverness, would, he had M 4 doubt, be ultimately carried out. Ile was not well enough informed at present to say how far these two projects would be competing lines. Mr. Buchanan, of Stanley, stated that he was one of a firm there extensively engaged in the spinning of cotton. The firm employed about SOO persons, and a very large amount of raw cotton was an nually manufactured. He considered the line proposed would be of the greatest service to Stanley, both In receiving the material, and in transmitting manufactured goods. Mr. Lcadbeater, of Blairgowrie, said, he was a manufacturer in that town. He was engaged in business to a larger extent than any other person there. There were fifteen spinning-mills in the town, and the quantity of goods annually sent out was 4,000 tons. They used a considerable amount of coal in their manufacturing operations. At present they were supplied with coal from Dundee, bust he considered that if a line was opened op to Perth they would get coal much cheaper than at present, as then they would get supplies from Fife. Cross-examined by Mr. James—A considerable amount of goods went to Dundee, a portion of which was finished there ready for the foreign market. His hose was the only one in Blairgowrie in communication with Glasgow. The Committee then adjourned till twelve o'clock to-morrow. GROUP FF. EDINETTRGH AND NORTHERN LINE. Mr. Granger, the civil engineer of Edinburgh—Had prepared the plans and sections of the line under the consideration of the Com mittee, and had surveyed and generally examined the county of Fife, with the view to ascertain the most desirable route for a rail way. He considered the line before the Committee was decidedly the most favourable that could be marked out. The greatest height on the whole line was 279 feet above the level of the sea, but, comparatively, this was a low level for the district, namely that of the New Town. 'I he main line was about thirty.five miles in extent, and the branch to Cupar five miles. The severest gradient going northward was 1 in 125, and going t) the south 1 In 100. The declivity on the Cupar branch was lin 185. The line as it approached Kirckaldy became rather steep, the gradients being I in 14, and on this part of the line it would be necessary to work the trains with a stationary engine. Generally speaking the works on the line were easy. There were three tunnels. The first was 240 feet in length, the second 200, and the third 150. The archings on the line were 154 yards in extent. The expenses of constructing the whole line and works he esti mated at 550,000/. For the working expenses he would allow 40 per cent. en the gross annual receipts of the line. He thought it highly important that this and other lines running into Perth should have a common terminus at the South Inch there, because it was quite evident to him the lines would give material feeders to each other. The witness was cross-examined at some length by Mr. WHATE. LET, to show that the present course of the line would materially interfere with the residence of Lord Rosalyn, and tend to Interrupt the performance of Divine service at Dysart Church. It being now four o'clock, the Committee adjourned till twel►e o'clock tomorrow. 21. 9d. per quarter in its conveyance by rail to the nearest market. In the same proportion a saving of 2s. 51d. in barley, and Is. 31d. in oats, would be effected. Cross-examined by ➢lr. RAWLINSON—The surplus wheat in the Union he computed at 19,561 qrs. Artificial manure is chiefly procured at Mahlon, and coals from Cambridge and Colchester at a considerable cost. Joseph Boreham, examined by Mr. GIRDEN, is a maltster, resid ing at Haverhill ; originally carried on a very extensive trade, but since other towns had been afforded railway facilities, while Haver hill had been left unaccommodated, the trade had almost wholly been withdrawn. Cross-examined by Mr. RAWLINSON—Onc of the reasons for the decline in the malt trade is the introduction of pale and patent malt instead of brown. Coal is 3Gs. a ton at Haverhill, and during the last winter the sufferings of the poor for want of fuel were extreme, while, if a means of transit had existed,:those disad. vantages would have been obviated. Daniel Gurtcen, examined by Mr. HSTIIBRINCiIIAM—Is a manu facturer of Haverhill, employing upwards of 600 hands In fabri cating druggete. There are several extensive plait and other fac tories in the district, but their traffic is limited for want of a better means of transit. The present cost for carriage between the town of Haverhill and the metropolis is 245. per ton; th‘t by railway would be about 19.5. or 13s. pPr ton The cress-examination of this witness was considered unneces sary, as the Committee were unanimously of opinion that the Bury and Chelmsford line was preferable to the Bury and Bishop Stort ford, as projected by the Direct Norwich, and this scheme was ♦irtually abandoned by the latter Company, though formally re_ tamed during the continuance of collateral opposition. By the traffic table handed in at this period by the promoters of the Direct Norwich Line it appeared that the income expected on that railway trom the conveyance of passengers and goods is : From passengers by coach, 14,8821. its. 6d. ; by post horses, 7804 9s. 4d. ; by gigs, &c., 3,328/. 135.; by spring carts, vans, &c., 4,408/. ; in all, 23,489/. 13s. 10d. Doubling for railway accommodation, the total passenger revenue anticipated is 46,0791. 7e. Bd. For traffic :—Gene ral merchandise, 12,5891. 2s. ; agricultural produce, 11,5251. ; live stock, 5,3321. ss. 10d.; coach parcels and mails, 5,0001. ; carriages, &c., '2,7001. Total goods' revenue, 37,446/. 7s. 10d., which, together with the passenger amount, gives a total of 84,4251. 15e. 6d., deducting 40 per cent, for working expenses, or 33,770/. 6s. 3d., the nett annual income anticipated for the line is 50,6551. Os. 3d., being 0 2-3 per cent i on the capital sum of 760,000/. John Peto, examined by Mr. Lee—Has contracted for the con. struction of the Direct Norwich line between Bury and Thetford, and is ready to undertake the works for that distance of twelve miles, at a cost of 179,0001., including permanent way, and every thing except the land. The cost between Thetford and Bishop Stortford would be 685,000/. By Lord SANDS—The district north of Bury Is easier than that in the Southern parts. No tunnelling will be required on the line, nor any level crossings. The height of the loftiest embank. went will be 50 feet. In consequence of the absence of Sir John Rennie, whose evi dence was considered indispensable at this period of the exatnina tion, the Committee deferred the further consideration of the Direct Norwich case till to-morrow, and in the interim proceeded with that of the journment. However, as they were now opposed to such a step, he begged to withdraw his application. Mr. DANIEL said that he was now placed in the position •f his Learned Friend, and would in his turn, for the reason he had al ready mentioned, pray the Committee to adjourn till tomorrow. The CUAIRMAN thought the engineering and traffic evidence ought to have seen put in at an earlier period. Had that been done, there would have been no necessity for complaints, or an ap_ plication of this nature. Mr. CALVERT had pursued the usual course of business adopted in liailway Committees. It was usual to close the case for the promoters with the traffic tables and engineering evidence. The CHAIRMAN had served on many Committees, and he confessed on those Committees the engineering evidence was always put in at an early stage of the proceedings. Mr. CALVERT reminded the Committee that In the London and York, Leeds and West Riding, Sheffield and Newark, and in other important Committees the engineering evidence had come last. Mr Hurr said a good deal of the miscellaneous evidence had been quite unnecessary; indeed, he thought, in some respects, it had been against instead of in favour of the railway. The CHAIRMAN concurred in the latter observation of his Hon. Colleague. Decidedly, the evidence of the last day or two was rather against than in favour of the promoters. Mr. CALVERT admitted that the evidence of some of the wit nesses had materially differed with his instructions. With regard to the traffic table, the fact was the clerks were at work upon them from the very hour the Committee adjourned on Saturday, and it was quite impossible for them to finish the tables earlier than they had done. The room was then cleared, and the Committee having deli berated for a few minutes, strangers were admitted, when The Cn►laM►N announced that the Committee did not think suficientground had been made out for an adjournment. Mr. Humphrey BrOwn, who had made out the traffic tables, then proceeded to explain to the Committee the basis upon which he had made his calculations; after which he was cross-examined at considerable length by Mr. MURPHY and Mr. DastrEt., with a view of showing that he had assumed that the carriage of the pro duce of all the collieries on the line, whether near to or distant from, Coventry, would be charged at one price—lid. per ton per mile—namely, Id. for toll and id. for the use of waggons. He admitted, therefore, that a collier, whose mine was twelve miles from Coventry, would 'have to reduce the price of his coals to enable him to compete in the Coventry market with a collier, whose mine was only six miles from that town. He admitted that, during some portion of the time that he was making his calculations, the canals of the district were frozen up, but shortly after the thaw he calculated the traffic by these conveyances, and, of course, the advantage was In favour of the canal, because immedi ately after a thaw the col traffic for the first two or three weeks is always very considerably increased. Mr. John Addison, an engineer, residing in Delahay-street, Westminster, said the length of the line was six miles, fifty-eight chains, and fifty links, and was the most favourable that could be marked out for accommodating the mineral traffic of the district through which it passed. The junction of the Leamington with the London and Birmingham Railway was about half a mile from the Coventry station of that line, and the junction of the pro posed railway with the same line was about another quarter of a mile further on. The line would form a junction with the London and Birmingham Railway on an inclination of 1 in 330. or 16 feet per mile. At passing this inclination the line came to a level plain for about twenty chains. It then came to a rise of I in 200 for about a rnlle, and this line run on another level for about ten chains, and then the line rose lin3 )0 for about a mile. The line then ran along a level plain for about half a mile, and then came to a rise •f 1 in 176 for nearly a mile, and then it came to a level for about a mile mid a quarter. The line then came to a rise of 1 in 019 which extended for about half a mile, and at the ex tremity of this inclination the line formed a junction with the Trent Valley Railway. There were no tunnels nor engineering difficulties on the line. The line would pass on a level across seven roads, which would be amply guarded and protected from danger. The Speaker being here announced at prayers, the Committee adjourned till twelve o'clock to-morrow. GROUP N. CORNWALL RAILWAY. The Committee met in Room No. 3, at twelve o'clock. ENGINEERING EVIDENCE. _ Mr. Brunel was examined by Mr. IVIERREWETIIIM on behalf of the promoters of the Bill. He said that he was the engineer of the Great Western and South Devon Railways, and when he laid:the latter line down it was with the design of carrying it on to Cornwall. He had considered how the proposed line could be carried across the Harnoaze, and had reported to the Board of Trade on the subject. The plan which Captain Moorsom had detailed of carrying the trains across the Hamoaze would, in his opinion, be successful. The boat at present in use with improvements would be sufficient to convey the carriages from one side to the other in safety. In the event of his reporting in favour of the line, the Great Western, the South Devon, and the Birmingham and Gloucester Companies :proposed to become joint shareholders to the amount of 250,0001. He had, in consequence, examined the plans and sections drawn up by Captain Moorsom, and had gone over the proposed line. He reported in favour of the line, and recommended those companies to pay their quota of that sum, and become joint proprietors of it, which they did. It was a special instruction from the companies that It should be surveyed for both locomotive and atmospheric power, and that it might be applicable to either. There were curves on the line of 15 chains, but he had seen smaller curves than that worked with safety —on the Great Western, and Bristol and Exeter lines, for instance. The effect of short curves were over-rated, but not generally so. If a curve was well constructed it would not have much effect on the traffic. At the Bath station they had a radius of between 30 and 40 chains, on the: Bristol a radius of 11 to Hi chains, yet 25 to 30 miles an hour were accomplished without inconvenience. The dis advantages in the construction of the proposed line would be met with in other parts of the country. They could not avoid sharp curves and steep gradients. A speed of from twenty.two to thirty miles an hour might be obtained on these steep gradients and sharp curves. If atmospheric traction were used greater ♦elocity could be obtained. The Bodmin branch could be worked with locomotive power without inconvenience. At the Hamoase the railway carriages would be run on the boats in the same way as private carriages, and removed in a similar manner. The process was exceedingly simple. No longer time would be consumed here than two minutes, and not more than was occupied on other lines in breaking up the trains and starting them afresh- Thc boat .hight be easily made to carry six carriages. One million, the estimated amount, would be sufficient to construct the line, and - render it fit for locomotive, I power. The witness was examined by Mr. Rowe, but nothing eras eli cited to show that the line, with its curves and gradient!„, could not be effectively worked. A li ne to t h e nort h of Bod: .nin might be made, but it would net meet the wants of the district. Mr. P. Smith, the solicitor to the Cornwall Company, was then called by Mr. Itowe, for the purpose of being examined with re spect to the consent of the Board of Ordnance with regard to the line crossing the glade at Devonport. He stated that the Board had proposed the insertion of a clause in their sill, to the effect that they would consent to their passing the glacis in the event of the Falmouth Docks Bill passing, but, if it did not pass, they should withhold their consent. Mr. MEIIIIEWHTUER said that was the case for the promoters the Bills EeT iENncn calledOl g3E;Jrn.Liii, uomrprhureay P i fi v T il l i T iam l 0 77 , 11. 1, Mr. ow f Truro, a banker, and connected with the copper trade there and in Wales— For the last thirty years he had b een acquainted with the agri cultural and commercial interests of Cornwall. A line from Fal_ mouth, avoiding Pentyn, to Truro, and avoiding Mr. Thomas's property altogether, passing on eastward to Bedmin, by Liskeard, Saltash, B(e., and so on to Its destination, could be constructed with equal if not greater advantage to the public. The greater portion of the ores raised were shipped and would not go by the coast line, as was stated. The agricul tural produce of Neybrldge and its neighbourhood, which was p considerable corn-growing country, would not go by the `' Granite, instead of going by the lin e, would be shipped at P ane. it could be conveyed cheaper to London and other pi- enryn— ,. way. The population of Cornw a ll was 350,000. ' aces in this those residin g i n th e south we_le opposedto it. .• he majority of Mr. Tremai a e, and other U Sir Joseph Saul,rge land e d pre. • the number. There 'w ou ld be noCttors, ors, were among • the money for s uch, a line • tifficulty in raising If the coast line we - , e construct(' -s lie had pointed o u t . ~ it would b e a great o b stacle to other railway ti , emmo d a ti o * The mining '.n teres t wet _ a for a gr eat many years to come. By Mr M SMITH ..: decidedly opposed to it. distr.; et through —Was the bank er f or a rival scheme. The . one-s• which it was propos e d t o carry the line did not uce and r ...oil - 9 "-th of the ore raised in th e m i nes between Falmouth Plymout:, 4 Mr. . " ..remaine—Had represented the county in Parliament, and w i.• a large landowner, having his principal residence at two or three miles from St, .Austcl. Ile was conversant with the mines in that part of Cornwall, and was of opinion that none of the mineral pro. dure would go by the line, nor the materials consumed in the mines. A line like that alluded to in the examination of the last witness would be of greater advantage to the country than the pro_ posed one. Th e y w e r e desirous of h av i ng a direct communi cation with Falmouth from Exeter, and would no doubt obtain it if the south scheme were abandoned. By Mr. M. B)=ll—Had been desirous of obtaining railway ac commodation in Cornwall since 1830. He was a friend of rail way.;, and held a number of shares in the Great Western. Had said that it would be desirable if tho Great Western would carry on their line direct from Exeter to Falmouth. Re-examined by Mr. ROWE—Was desirous of having efficient railway accommodation into Cornwall, and would bear a share in the expense of surveying the country for that purpose. The avoidance of the Harneaze would be an advantage in railway ac. commodation. Mr. Pendarves, M.P. for the western division of the county, a chairman of the quarter sessions, and generally acquainted with the county. He said he was a considerable holder of shares, and was familiar with the south coast between Plymouth and Fat. mouth. He was of opinion that the coast line would not carry much of the ore or much of the materials used in the mines. The other line indicated on the map by a red line would offer far greater facilities. St. Columb, Collington, and other districts which did not grow sufficient agricultural produce for their own consump tion, would have such produce by the line of which he was in favour in place of the coast line. He was in favour of a line which would not cross the Hamorize, and avoiding the ordnance ground at Devonport. The inhabitants of Penryn were adverse to its pass ing that creek. He would do all he could to aid a proper and effi cient line ofcommtmication to the country. Mr. Richard Davie, of Redruth (which is on the line of the West Cornwall), examined—His brother and he were owners of mines. He was well acquainted with the mines in the south, and agreed with Mr. Williams and Mr. Pendarves that the proposed line would not carry the ores or the materials used in the mines In that district. The other line would be used to a great extent, and would offer far greater facilities. Mr. Avory, ti mber-merchant, said he imported timber from the north as well as the south coast. He imported timber between Falmouth and Truro, and along the south coast generally. He agreed in the opinions expressed by the other witnesses called on behalf of Mr. Thomas, the petitioner against the Bill, that tile coast line would net offer so many inconveniences for the transit of these and other materials as the ether line specified in the map as the "red" or "northern line." The Committee then adjourned. Population of Places between Marsworth and Bicestcr, and be tween Fenny Compton and Evesham, on the London and Wor cester and South Staffordshire Railway, exclusive of the two Termini. From Marsworth to Aylesbury :—Cheddington, 439—Drayton Beauchamp, 231—Buckland, 634—Aston Abbots, 351—Win grave, 814—Puttenham, 136—Aston Clinton, I,o2s—Weston Turville, 718—Hulcot, 133—Bierton, 605—Aylesbury, 5,429. Total, 10,420. From Aylesbury to Bicester:—Hartwell, I3B—Stone, 809 Quarrington, 64—Fleet Marston, 38—Hardwick, 747—Whit church, 930—Oving, 391—Pitchcott, 68— Quainton, I,oBl— I,7so—Wooton Underwood, 265—Grendon Under wood, 384—Luggershall, 566—Piddington, 42 7 —Ambroseden, 892 —Edgcott, 195—Marsh Gibbon, 863—Stratton Audley, 319—Staun. ton, 610—Wendlebury, 214—Chesterton, 393—Middleton Stoney, 309—Bicester, 2,022. Total 14,484. From near Fenny Compton to Petworth :—Gaydon, 276 Chadshunt, 36—Lighthorne, 384—Kineton, 1,248 Butler's Marston, 313 —Radley, 397—Radway, 374—Oxkill, 348 W hateeote, 182—Pillerton Percy, 217—Loxley, 318—Upper and Lower Eatington, 704—Alderminster, 508—Whit church, 247—Preston-on-Stour, 394—Atherstone-on -Stour, 93 Clifford Chambers, 309—Stratford-on-Avon, 3,32l—Lower Quin ton, 666 Weston-upon. Avon, 161—Welford, 738—Binton, 289 —Bidford, I,s67—Dorsington, 141—Long Marston, or Marston Sicca, 337—Pebworth, 829. Total, 14,377. Population of places within three miles on either side of the Moreton-in-the-Marsh and Stratford-on-Avon Railway :—Lower Leamington, 53—Great Wolford, 311—Toddenham, 474—Bur. mington, 720—Tidmington, 70 Barcheston, 44—Shipton-on. Stour, I,B46—Honington, 335 Tredington, 287—Flimington, 873—Halford, 425—Lower Eatington and Upper Eatington, 704 —Alderminster, 508— Whitchurch, 247—Preston.on-Stour, 394 Lower Quinton, 666—Atherstone-on-Stour, 93—Clifford Cham bers, 309—Weston-upon-Avon, 161—Stratford-on.Avon, 3,321. Total, 11,841. Cross.examination continued—l have been guided by a diagram drawn tip some time since. Mr. DANIEL—We knew nothing of it. Mr. COCKBURN—It was made by the London and Birmingham Company, and surely you cannot disown it. Mr. Saunders—lt was made about seven years ago by the London and Birmingham Company, in promotion of their line from Chel tenham to Tring. Mr. DANIBLB—We cannot take it as evidence; it is not your awn getting up, and it was got up by us for a totally different purpose to this inquiry, with which it has nothing to do. The CHAIRMAN—We had better not examine Mr. Saunders on it, as it is not his own evidence. Mr. Saunders then retired. The evidence on both sides having closed, Mr. COCKBURN addressed the Committee. The had at length arrived when he would have an opportunity of laying before the Committee in argument the case which he had to urge on behalf of the promoters of the Wolverhampton, W',rcester, and Oxford shire, and of the Rugby and Oxford line, of railway, and he was glad that this opportunity had arrived, :or he could not but regret,on behalf of his clients, that that perio;l had been so long deferred. He did not express his satisfaction that the time had come from any belief on his part that Lts humble powers would do much for his clients, but he really did feel that the great delay! which had taken place in giv;ng him an opportunity of making his ob servations on their ',chaff, had greatly tended to their disadvantage. First, there had been before the Committee, from their first sitting, a report of the Board of Trade, and no doubt that was a competen authority to make such a report, but it was the means, to a certain extent, of prejudicing the case, for it was, he con sidered, assumed by the Committee that that report was founded on a full consideration of the subject at issue. He thought the result of the evidence, as far even as it legitimately went, must have satisfied the Committee, without casting the slightest Imputation upon the Honourable Board, that :they had not sifted the case, inasmuch as it was proved they had not heard the statement of one of the parties in comparison with the other. They could not have made oat a prima facie case , for their report, which was not based on cogent reasoning. Yet he could not but feel that a report of that nature, emanating from such an authority, and having the semblance of reason in its favour, and apparently in some degree supported by evidence, would naturally be calculated to produce a strong impression on the minds of Honourable Members. Again he could not but remember that the case for the other side was opened by his Learned Friend Mr. Austin, in a speech calculated to uphold the conclusions at which the Board of Trade had arrived. He think, looking at the report on which the case for the other side was based, accompanied with all the elaborate ornamentation in which the exuberant playfulness of his Learned Friend's fancy abounded, and the singular grace which he imparted to all these matters, that it was calculated to possess a degree of favour in the eyes of the Committee which he thought under no other circumstances it would have received. His Learned Friend opened this case in a speech of some two hours, and certainly a most eloquent opening it was, for though he (Mr. Cockburn) had not had the advantage of hearing it, he had read it word for word, and he was convinced that more able argu ments never were addressed to .this or any other Committee. And he could not disguise from himself that the effect of that address, coming upon that report, and followed up by evidence which, no doubt, was calculated to give it a form of solidity ~ ind substance—with all this to contend against, he could not conceal from himself that there must necessarily have been much less chance for their case meeting with a favourable reception from the hands of the Committee, than their case would have had but for those circumstances, by which the others have, in the first place, ob tained a footing and ingratiated themselves with the Committee. He, therefore, did not disguise it from himself—and, if he should happen to be mistaken, lie should sincerely rejoice—but he could not help thinking (and he was sure the Committee Would under stand that he did not use words, which in any case, co,tild be tortured into a want of respect to the Committee) that their case was to some extent prejudiced in the minds of sorr.e non. Members en the Committee. By the time their adverse,ry's case was completed, there was an impression on the minds of the Committee prejudi cial to the case he was engv4ed for. It was natural that it should be so, for their o - pponent's case had been recom mended by the report. It was, supported by a most able address, and aided by a series of 'evidence which undoubtedly required strong evidence on their part to break down. The result was, that there was, to a certe,u extent, a determination on the question in some of the Hots.. Members' minds before they had heard the other side of the e;destion, and he well knew the difficulty which that placed on a • party, however strong his case might be; not but he every }lon. Member of the C omm itt ee t h e f ull j ustice to believ- a that he 'and they, one and a ll, h a d moral courage enough . themselves—ay, and to others—if th ey h a d expre , to avow based upon one view of the case, that that - sedan opinion eradicated from their minds, if th e y once b e , pinion should be opinion so formed and so co nve y e d was f r -ante satisfied th a t th at The CHAIRMAN said he could a ssu ,unded u p on error.• in error if he supposed th a t an y A • .. e Mr. Cockburn that he was Mr. COCKBURN received e opinion was tbrmed. and thankfulness, he .fat statement with grea t j oy f ulness formed that and begged to assur e th em t h at he had and begged common with his colleagues. He rejoiced to thir: a it was not so, and he entered on the discussion of whi th ch ca s e he owned, a weight re li eved from his mind, for now at uld not be sufficiently thankful. He would proceed ..e once to the case. It v,as one undoubtedly of very great jur portance ; and he did not I snow that he took an erroneous view of the case, but it did not appear to him to be one of that magni tude and importance winch the other side sought to invest it with. It appeared to him, that as far as the Board of Trade was con cerned, there Lever was a more complete mystification han that which had been practised upon their minds. It had been sought t o ma k e th i s a question of national imp or t ance with regard to the two gauges—whether the preference should be given to the wide or narrow gauge. It seemed to him that that was not the question at all. The simple questlrn here was, whet' der one of two lines communicating betwe-ei the Staffordshire, mineral district on the one hand, and Oxforlshire and the district around it on the other—and here it has the rz Dean that c unnin_, the artifice of the adversary had su ' . ..ceeded to an g 4traordinary degree in their endeavour to persuade the Board of Trade and the Committee that tha.. was not the ques tion, but that the question w - 5 to be viewed with another, as he submitted, wholly torcign to it, and which had not the remotest bearing whatev Sr upon the case. The question be. fore them was that of two ,w ompeting lines, to connect, by means of railway communicati'',n, the mineral districts of South Staffordshire with Worcester and Oxford, and the districts around. The question was, which of the two systems was the better. It was very true that it did so happen that one line was to be on the broad and the other on the narrow gauge. It might be incidental to the question to determine which of the two the Committee would give the preference. If they thought one so superior to the other as that that superiority should alone entitle one line to the preference over the other. But that is not the question which the Board of Trade had taken up, which appeared to be, that in one line with which this has no connexion whatever, except that it runs into it, thenarrow gauge should be substituted for the broad. He did not dispute but that that might be a grave question. but it did not arise upon this inquiry, and he should presently show why. But before tie entered into the discussion of the gauges, let the question be considered as if there were no gauges at all—let them put aside the question as to whether on the Birmingham and Bristol lines of railway they would prefer the broad or narrow gauge, and consider which line they would prefer, irrespective of that question. Then he would have no diffiulty to show to the Committee that, viewed alone on that which appeared to him the legitimate scope of in quiry, the line which lie advocated was decidedly entitled to a preference at their hands. After that question, then, he would come to the ether. He would then submit whether the Great Western line was to be entitled to the prefer ence of the Committee irrespectively of the question of gauge. Then he thought he should be able to show that the question of guage cannot deprive the Great Western line of that preference to which he should submit to them, on the whole of the evidence, it was entitled. Take the first question now, The line advocated by the Great Western Company proposed to connect the mineral dis tricts of South Devonshire with Oxfordshire and the surrounding districts. No one can appreciate too highly the importance of con. netting the South Staffordshire district, both with the North and the South, and the neighbourhood of Oxfordshire. The Learned Counsel, after going into the evidence submitted on the other side, closed a very able address by calling on the Committee to pass the preamble of the Bill. The Committee rose at four o'clock and adjourned to twelve o'clock to.morrow. GROUP 1111. 331.AciEnuitN AND PRESTON RAILWAY. The Committee met at half-past one o'clock, Sir Charles Douglas in the chair, and, after a considerable delay, proceeded to examine the additional information prepared since Friday on the subject of fares and tolls. Several schedules were put in showing, in most instances, consi derable reductions, but in some few, where the traffic was but smal a moderate increase. A clause was inserted binding toe Company to make compensa. tion for any damage or loss sustained to goods in their possession as carriers. Other clauses were inserted conformable to the " Model Bill and after some amendments of a technical nature, The Committee agreed to report the Bill,and then adjourned. GROUP LIVERPOOL AND BURY LINE. (Continued from our Afternoon Edition of yesterday.) Mr. William Glover, clerk to Messrs. Jackson an Brigg's, so licitors at Belton, and clerk to the Cotton Spinners' Association of that town, gave very important and interesting evidence. There are in Bolton 61 cotton factories. From 57 of these I have ob tained the information lam about to give in evidence. At 56 there is a horse-power of 1,685 and 793,800 throstle spindles. There are 2,131 power-looms and the weight of raw cotton an nually used is 13,705,636 lbs. The tonnage of coal at 55 out of these 56 cotton factories is 69,278 of common coal and 888 tons of cannel coal. There are in Bolton 15 iron-founders and machine makers—of these there are 13 in my table with a power of 433 horses. They employ 2,793 hands. There are 18,390 tons of metal used, and the tonnage of coals is 28,150 tons, and of coke 3,231 tons. There are five bleaching crofts. Two of them have a power of 120 horses. In one of them 16,000 tons of coal are yearly consumed. There is a paper-mill at Bolton which makes 470 tons of paper annually, and consumes 3,640 tens of coal. The number of people in Bolton in 1841 was 52,380-97,000 and upwwards in the Bolton Union. The assess ment of poor-rate on the factories is 141,3021. The present mode of sending the mails was very circuitous. • Mr. Sergeant BELLASIS said lie would not and had not disputed the importance of the town of Bolton; it was, therefore, unneces sary to examine this witness at any greater length respecting the trade of the town Mr. Thomas Cullen, a magistrate of the borough •f Bolton, and a cottton-spinner, was next examined—Employed 200 hands. Worked 2 s tons of cotton per week. Had been 44 years in Bolton, and knew that the population of Bolton had nearly doubled during the last twenty-five years. The cost of bringing cotton from Liver pool to Bolton was I Is. per ton by railway alone, and 10s. by rail way and canal. Thought the present mode of communication between Bolton and Liverpool insufficient. The general opinion of the people of Bolton was, that they should have a better mode of communication with Liverpool. Mr. Arrowsmith, a cotton-spinner at Bolten, confirmed the tes mony of the last witness. Consumed more than 4,000 tons of coal per annum, and paid 65. Bd. a ton for them. Would save 2s. a ton by the proposed line, for they were sold at the pit's mouth along the new line for 3s. a ton, and the carriage would make the difference. The witness went into other calculations, showing that his firm would save 3191. 108. 4d. by the projected line, and that other manufacturers there save in proportion. Mr. Charles Howard lived at Norwich, near Bolton, which was famous for bleaching—Owned a bleach croft himself, and employed 480 hands, and bleached 430 tons of cloth per month. Consumed 70 tons of coal per day. Used 369 tons of cannel yearly. Used in bleaching large quantities of flour and China clay, which they got from Liverpool. Their traffic to and from Liverpool was 63 tons per month. The present mode of conveyance was insuffi cient, and thought the proposed line of railway would much benefit Bolton and Florwich. Thought the present line required that Bolton might retain its present trading position. Cross-examined by Mr. LowNnes, Q.C.—Thought the Wigan coal of a good quality, and that the proposed line of railway would cause the price of coal there to increase. Mr. Slaton, mayor of Bolton, a bleacher—Thought the pro. jected line of railway would afford great accomodation to the bleachers there, and to the townspeople generally. The principal part of the bleaching of England was done at Bolton. The petition in favour of the proposed line was signed by the magistrates and principal persons of Bolton. Knew of no opposition to the line in Bolton. Mr. Howard was recalled, and stated that the bleachers of Bolton employed about 4,000 hands, and used 185,937 tons of coal per annum, and 1,9.40 tons of cannel coal. The total traffic to and frorn Liverpool, as regarded bleaching materials, was 8,831 tons. Mr. Morris, a druggist in Bolton, complained of the present mode of bringing goods to and from Bolton and Liverpool. His traffic was ten tons a month. In consequence of the sluggish mode of conveyance the traffic between the t•wns was not so great as it ought to be. COUNSEL—Don't you get fish from Liverpool ? Witness—Not much, for when it comes it is bad. —(Laughter.) This: witness relieved the dullness of the proceedings by a story of a lady who, on her way from Bury to Bolton, jumped out, and said she could not wait for it, that she must walk —(Great laughter.) Mr. Moore, chairman of the Liverpool Dock Trustees, in which witness said a large amount of property was invested. Six new docks had been commenced at the north end of the town. If the projected line of railway were carried cut, and the proper corn. municatio❑ established between It and the dock the export of coals would be greatly increased, as well as the export of many other articles which was at present limited. The present foreign export of coals was 117,718 tons yearly ; and the coasting tonnage of the same article 36,218. This was the: calculation made in 1842. Seven-eighths of the whole exports went from the docks at the south end of the town. Mr. John Stones, wholesale grocer and provision dealer, 801t0.. a monthly confirmed the evidence of M r . M orr i s as regar d ed the desirabl.ene., of the projected line. Ab out 4 50 tons of groceries were mthly brought from Liverpool to B o l ton. Th ere were e,wo grocers in Bolton who suppli e d t h e sma ll grocers `, O , seven nnie3 round that town. Mr. Hardmood, corn and flour-dealer, gP;re evidence in favour of the projected line. Mr. John Metcalfe was manager tr) Messrs. Dobsons, machine manufacturers at Bolton. Thought the proposed line would greatly benefit his trade, as it would cotr,inunicate with Wigan, Bury, and Hayworth, which used machinery. His house employed 730 hands, and used SO ton,: of coal per week. Thought they would save S. , 8. per ton in csal by the proic ...tett line. Part of his employers' business was done at Wigan on recount of the bad conunmunication be tween Bolton and W igan. The Committee r adjourned at four o'clock. GROUP K. 117.-SLECT NORWICH RAILWAY. The Committee on this line met this morning at the usual hour, Lord `:3andon in the chair. Previous to the examination of witnesses, Mr. ALEXANDER, informed the Committee that, acting on the suggestion thrown out on Friday last, the promoters of the Direct Norwich line had entered into negotiations with the engineer of the Chelmsford and Bury branch, for making amicable arrange ments respecting the construction of the rail through Bishop Stort ford or Chelmsford, and he was happy to state that those overtures had been met in the fairest spirit, although no specific answer had as vet been received ; he trusted, however, from the courtesy evinced, that a compromise would be effected. Mr. Rawlinson here handed a note to Mr. Alexander, which the latter explained to the Committee was an unequivocal refusal on the part of the Bury and Chelmsford line to enter into any terms or compromise whatever. The Learned Counsel expressed his surprise at this termination of a negotiation, opened with the fairest and most amicable intentions, and regretted the necessity of pro. ceeding with the evidence of witnesses to establish their case. Mr. JAMES, Q.C., at a subsequent period of the day, stated that the reason for breaking off the communication was the untenable proposal of the Direct Norwich ti form a branch to NVickharn. brook. Such an overture could not be entertained for a moment, and despite the Opinion of the three engineers, Sir John Rennie, Mr. Robert Stephenson, and Mr. T. Braithwaite, the promoters of the Bury and Chelmsford line had determined to reject the terms. The evidence of the witnesses was consequently resumed. NV r Cross-examinedr ,a sm al small townby mMitrl.%lanyi3b7tNivsecial Imluirlylearndrelliid sk in oi g , s at .or L tfi l , t r t d le . There is a difference of 3s. a quarter in the price of barley at Haver:shill and L'ish o p S tratford. Is auditor of the Risbridge Union, about' twenty-five miles from Bishop S'o .f d The price on the present land carriage is ld. . r.. or . per quarter per mile, making in all fla. 74d. , on of 1 8 ,000 and an extent by rail would he little comprises a populatj y pa c .s , t ( 47 ; f and 1,950 ni "re than 6id. while t . th e price 7,sonoft 58,500 acres of the latter 40,750 acres are l a tl r , a l l ß il 7 e ' for bade isbridge Union wood, giving 12,187 for wheat, beans, 6,093 for clover, 1,523 for seed, and 1,323 6 , 0.13 f or Peas and As to the conveyance of surplus card eat ompibe:istsovsebr. qrs. (allowing 5 qrs. to a ton), amounting to 3,712 tons; barley,.l 45,010 qua: ters, or (0 quarters to a ton), 7,501 tons; peas and beaus, 19,041 quarters, or 3,808 tons ; seeds, 165 tons ; stover, 2,284 tons; and hay, 1,625 tons, making a total, for export, of 19,005 tons. The oats imported amount to 21,060 qrs., or 2,633 tons, giving a total of 21,723 tons of produce needing a means of transit. Wheat, peas, and beans, conveyed at present over twenty miles, at 2d. per quarter per mite, costs 3s. 4d by land carriage; by rail to Stortford, nineteen miles, at 1;(1. per ton per mile, is equivalent to is per quarter for the same distance, effecting thus a saving of GROUP F. The Committee met this day at twelve o'clock, in Room No. 11, :he flight Hon. F. Shaw in the chair. The Committee resumed ;he inquiry into THE LONDON, WORCESTER, AND SOUTH smarronDsHißE na.xivra.Y. Mr. Sanders, examined by Mr. COCKUVIIN—With regard to that part of the report of the Board of Trade referring to our inten tion of guaranteeing the Severn navigation from loss, the Board reports that we have not dune so, but it is our intention to carry out that guarantee. Cron-examined by Mr. DANIEL—With regard to the population on both lines, I have since prepared tables of the population, and they are as follows : Population from Oxford to Evesham :—lreatlington, 1,668_ Marston, 396—Elsfield, 185—Wood Eaton, 62—Wolvercott, 470 —Wytharn, 189— Ensharn,1,893—Cassington, 381—Yarnton, 302 —Begbroke, 110— Kidlington, I,3o3—South Leigh, 326.—Church llandhorough, I,oo9—Blatlon, 687—North Leigh, 617—Combe, 605—Woodstock, I,4l2—Wileote, 9—Stonetickl, 553—Hurley, 1,140 —Charlbury, 2 ,9B2—Spildiry, 591—Ascot, 463—bars den, 179—Shipton under Wyehwood, 2,624—Fy field, 213- Idbury, 207—Westcote, 240—Bledington, 354—Kinghani, 555.--. Churchill, 651—Cornwell, 97—lloylesford, 81—Addleshop, 200-- Churtleton, 239—Stowe-on-the- Wold, 2,l4os—Upper Swell, 80 _Broadwell, 345—Little Compton. 301- —Evenloele, 325 Loughborough, 625—Seizincote, 67—Moreton in the Marsh, 1,345 --Botsford, 79—Great Watford, 585—Tottenham, 174—Blocklcy„ 2,l36—Shelton on Foss, 434—Chipping Canniden, 2,087--Elring ton, 583—Saintbury, 133—Weston Subedge, 134—Mickleton, 098—Long Marston, or Marston Sicc4, 337—Pcbworth, 821. Total, 37,378. GROUP V. The evidence of Mr. Giles (in continuation from our Afternoon Edition of yesterday)—The viaduct into Sheffield he thought con. structed in the best possible manner, but he could not give an opi nion as to the value of the property beside it. He thought the height of the piers Were 25 feet, and he was of opinion that they would not interfere prejudicially with the nsarket. He believed that there would be sufficient stone taken from the cuttings on the line to construct the stations, &c. He had also a list of the borings, some of which he had examined, and he was of opinion that the different strata on the line were most fa, vourabie. Cross.examlned by Mr. WIIATELEY—He did not anticipate any danger from the fact that the viaduct at Sheffield would be built over a coal formation, because he observed that near the pro posed line they were building churches, large houses, and manu factories of infinitely greater weight than a viaduct 20 feet high. lie supposed, from the existence of that very fact, that the coal had not been exhausted. He considered the first ten miles from Sheffield very heavy work, but he was confident there were many lines heavier. _ _ Sir J. R. REID—If you were asked to lay out a line having re ference to these coalfields, and communicating with Chesterfield and Sheffield, would you adopt this line ? Mr. Gibbs—l would. Mr. flawkshaw, C.E., said, that without examining the line, the sections and plans were sufficiently explanatory of the engineering works upon it, and he fully agreed in the opinion already given by Mr. Gibbs, and on a preceding day by Mr. Vignolles. The Committee adjourned till to.morrow. GROUP W. DRAYTON AND GOOLE ILAILIVAIr. (Continued from our Afternoon Edition of yesterday. )L Cross-examined by Mr. WILKINS —Did not know whether :stone could come down by railway. A considerable portion of this :stone came from Bradford. About 30,000 tons came from tin lifax, and the districts on the Manchester and Leeds line. Pro bably half of the wool that goes from Goole goes to Bradford. Th , ought that if the Wakefield, Pontefract, and I'oole line were made direct and saved four miles in the distance, it would be a pre'.eratile one to the Brayton and Goole line. The cost of carriage for sugar f(01.11 London to Leeds was Bs. 4d. per ton. Of this sum. ss. was fk - ir the sea carriage, and 3s. 4d. by canal. if the rail charged 2d. per ton per mile, the canal would be a cheaper mode of con veyancc. The Leeds and Selby Railway Company made an offer to take his goods at a low rate from Selby to Leeds, but he preferred is con tinue sending them by the Aire and Calder canal. By Mr. Brass—Shipped 2,000 tons of coals twice in Nov ember, and twice in December last year at Goole, for London. IL was a_ Winning trade. It came by boats from York. He is at present under a contract to ship 700 tons weekly from Goole. The time of the commencesnent of the contract did not depend on the construction of any railway. Co - jd not say of his own knomieJge where the stone that beshipped tio GocZec4rao from. t 0,240 tono pf_ senerdl Mr. Hamer Stansfield, examined by Mr. KNowLEs—Was Mayor of Leeds last year. Was oxtensively engaged in trade with Ger many for the last eight years. Had a house in Hamburgh. Ex ported from 300 to 400 tons of worsted stuff goods annually. Before the Hull and Selby line was made his goods went to Goole for exportation. When the line from Selby to Hull was made, he changed his shipping port for null, but if the present Brayton and Goole line were laid down he would go back to Goole. His reason for so doing would be the increased facility for dock accommodation, as well as being a more direct line (saving a distance of twenty miles), and also the cheaper rates which the competition would necessarily cause. The proposed line would afford greater accommodation than the Wakefield and Goole line. Cross.examined by Mr. WILKINs—Had shares in the York and North-Midland Counties, and several other lines. A great part of the goods from Bingley, Shipley, and other towns in that district, were taken to Bradford. If the Wakefield and Goole line were four miles shorter than the proposed one, it wuuld be preferable as a transit from Goole to Bradford; but he considered the gradients of the Brayton and Goole line were much better, and more than counterbalanced the saving in distance of the Wakefield and Goole line. By Lord SEYMOUR—Said that the propose° line, if carried out, would have the effect of making Goole and Hull competing ports ; and, on the same principle, he would have no objection to have both lines, believing that thereby a stimulus would be given to trade. Mr. Allhewson. a merchant, resident in Newcastle upon-Tyne, was next examined. He stated that he was engaged in the: . facture of soda, bleachin g p ow d ers, and chemical prepa :ations. H flan ti e sent 400 tons annually to M anc h es t er, b ut in conse sufficiency of railway accomm o d a ti on, h e could yu nice of the in• .- was obliged to send it by s hip t o Li vereo thence to Man . col, and thence send it direct, but chester. He could send it by rai l , at obliged to send it a distance o f ' l.OO miles of a round about. The present, but he would b e route in that case would b e Darlington to York trem Newcastle to Darlin g t on , f rom thence to Manchestr , from York to N ormanton, and the cost by shy .e_ ..r. The cost by thi s mo d e wou ld be enormous, frequently 7 , via Liverpool, was 25 5. per ton. They were If the • ' -wo months in getting t o M anc h ester at present by ship. Manchester and Leeds Company conveyed his goods at the ' an T.e rate as the other lines, about Id. per ton, the cost by rail arm Newcastle to Manchester would be 275. 6d. per ton; but the Manchester and Leeds Company would not do so, for the purpose (as he thought) of sending the traffic to the port of Hull. Cross.examined by Mr. WILKINS. There were manufactories for soda, alkali, and soap, at Liverpool, Warrington, and Hull. Thought he had facility to supply the Manchester trade at as cheap a rate as any of those places, notwithstanding the increased cost of carriage which he would have to pay from Newcastle. Supplied three-fourths of the crystals of soap used in the kingdom. Had a great band in the making over of the North Midland Railway to Mr. Hudson. Mr. James Allport, manager of the Newcastle and Darlington line, was next examined, and gave evidence, at great length, on the nature, extent, and cost of carriage of the traffic on the line with which he was connected, and read portions of a long correspon dence, detailing the negotiations he bad been engaged in with Capt. Lawes on the part of the Manchester and Leeds Company. On the cross-examination of this witness, he admitted that Mr. Hudson had the command of lines of railway to almost all the towns on the eastern coast of England. Mr. Arthur Maude examined by Mr. PICKERINO—was a sugar.. refiner at Goole. Supplied Leeds, Bradford, York, Liverpool, and Manchester with sugar, but principally the three first. He sent 1,200 tons annually to these places. Consumed from twenty to thirty tons of coal weekly in the manufacture of it. This wit. ness pointed out the great advantage which he, in common with others in the town of Goole, would derive from the formation of this line by having increased facilities for the conveyance of their manufactures, and also by being able to procure coals, kc., more conveniently and cheaply. As the cross.examinatirA of this witness was about to com. mence, the Speaker was announced to be at prayers, and the Corn. mittee adjourned till twelve o'clock tomorrow, GROUP X, LONDON AND YORK LINE. (Continued from our Afternoon Edition of yesterday To Mr. DENNIsON.—The station at Sheffield, on the Bantry line, would run into the existing Sheffield station, therefore it would not cost much, but ho had allowed 4,000/. for that. The present station at Shef f ield is quite sufficient for present purposes. The 4,000 j. did not include land, for the station would be on the line. Did not survey the Sheffield line, but had it done by an accredited agent, fol whom he was responsible, but had gone over the line himself ; It was surveyed by Mr. Fairbank, engineer, of Sheffield. Tae gradients on this line were as follows, beginning at Bawtry in 125, lin 173, lin 120, lin 120, lin 127, lin 146, 1 in 120, 1 in 120, / in 178, 1 in 100, 1 in 120, 1 in 122, 1 in. - 354, 1 in 640, t in 265, 1 in 397 ; that was to say, there were 56 yards of level on the whole distance; there were two tunnels on the line; one was 1,980 yards, and the other 1,245 yards; the strata was principally rock. The longest tunnel was near Sheffield, and the strata consisted alternately of clay and soil, and very little water. The cost he hal estimated at 601. per yard forward. Tun nelling was the most difficult and intricate work in engineering. Mr. DENNisoN—And therefore required the greater care and minuteness before making an estimate ?—I wasn't going to add that.—(Laughter.) It required more experience than either. There were four stations on the line. To Mr. Picxxiinvo, on behalf of Sir William Milner—Witness knows Sir William's estate. Does not know how near the line will go to Manapleton Park. It was more than B.loths of a mile from the house itself; cannot say for what distance; cannot say whether it was at the back or front of the house; if the York and North Midland line should be formed, the house would be Placed in the fork of the two lines; cannot say if any of the farm-houses were to be cut off: The witness wag le.exartlined by Mr. Sergeant KINGLAItE g With a view to eX examination, in Plain some of the answers gi ven b y hi m i n cross - ...eference to the slips of embankments, gradients, cost of stati :.ms, &e., but none of the answers were o f any impor tance. He said that the cost of the first 20 miles out of London w.- 4uld be about 38,0001. per mile, or a gross sum of 776,6071., exclusive of the cost of land on the London station. Mr. DERBY — Supposing the owners of the present station at Sheffield should not agree to allow you to cross It, have you ache. (Wed land for a station for )ourself? The witness. first said he had not, then he looked at some documents, and said he coml. dered the 4,0001. would be sufficient, with the land to be taken in the deviation. Mr. DERBY—But the present station at Sheffield occupies a great deal of room, I see by the map. Where have you scheduled for land for a separate station, if you are not allowed to cross the present station ? We will cross it on a level, Mr. Betts, of Southampton, railway contractor—Has had the contract for several railroads. Has estimated for the works on the London and Yorkshire, and is quite satisfied that the prices he has named would be sufficient to cover all expenses. The line presented no engineering difficulty, and it could be executed in three years, if the land were had. Cross-examined by Mr. HlLDYARD—Contracted for the Vaux hall and We3mouth line, and a line to Southampton ; also the line from Rugby to Leicester. Part of the - Croydon line was choked up about two years ago by a slip of embankment, which was made of London clay. Could not say what contractor would under take the whole of the London and York line. Was ready himself to Uudertake the contract for the whole, or a portion, of the line. Mr. Betts, jun.,—Was willing to run the same risk as his father in contracting for the whole of this line or any part of It. Mr. John Tuttle, land valuator—Had valued the country along the line between Peterborough and East Redford. The acreage was 711 acres, and 61 acres on the Stamford branch ; but valued the whole at 122,5014, or thirty-three years' purchase. Cross-examined—Had gone as high as SI. an acre per annum ; 25a. was the minimum, and took 50 per cent, for insurance ; did not take into account any sum to be paid by the Company under peculiar circumstances. Ile-examined—Had taken some land as high as 4651. per acre. Mr. George Smith, land and house valuer—Had valued the houses, &c., at King's.cross. Had included 59 acres altogether. Is of opinion that that ground could be purchased for 208,2624 To Mr. HILDYARD—Did not consider where the Small Pox Hospital, which will be removed, is to be rebuilt. There were a great many occupiers of houses in the 10 acres, and about 240 houses. Could not tell by what tenure they held. There were no houses on the 49 acres. Had valued about 80 acres alto gether, from King's.cross to Hornsey. Mr. Jarvis had valued the land on the line from Hornsey wood to Sandy, 45 miles, or 587 acres area, on the Bedford branch; had set down their value at 97.8581. To the Cotnmittee—Had made the valuation upon a calculation of thirty-three years' purchase. The Committee then adjourned, GROUP XX. THZ The Committee met at a quarter-past two o'clock, Mr. Vernon Smith in the chair. There was only one witness examined as the Bill was unopposed, and nothing of any public interest took place. It may be added that the line is only three miles in length. THEATRES. FRENCH PLAYS, ST. JAMES'S. Achard, the prince of vaudevillists, has arrived, and made his debut last evening as Jerome, in La Famiilc du Fumiste, and Guillaume in Trianon. This last (the original of Planche's Queensbury Fête), is a delightful comedy, and reproduces those days in which, to use the words of Burke, sensualism lost half its guilt by being deprived of all its grossness. Even the English public are well acquainted with Achard in both these characters ; it is therefore unnecessary to say more than that be was excellent as ever. The house was well attended, and the ate of the beim monde were there to welcome this favourite actor. ADELPIII. T. P. Cooke has commenced an engagement here for twelve nights, in his favourite character of Poor Jack. This is at old Adelphi piece, and with an old Adelphi favourite as the hero, of course it went elf' triumphantly. Mrs. Edwin Yarnold took the character which was ori ginnlly Miss Fortescue's, and mete d with great pathos and feeling ; and Wright, as the runaway barber, learn ing to be a servant., was mast laughter-moving. The house was crowded, and Vnere can be no doubt that the engagement of T. P. Cooke will be a hit. V AUXBALL. Vauxhall, like a phcenix, has risen fro'in its ashes, and comes out this summer in its pristit-te splendour. The concerts a/ fresco have always been the principal object of attraction at this place of favourite resort, of greater antiquity than even those concerts whi c h , i mpertinently assumed th e name of ancient. The Vaux hall concerts have bees immortalized by Addison and Goldsmith. They are, classical in the strictest sense of the word. They 'sere listened to by Sir Roger de Coverley—wondr,red at by the Citixen of the World —and delighted in Beau Tibbs. They are now conducted by tAie first exchestral manager in the world—the g reat 31 usard—w i h o assume d t h e b aton of command last tong may he wield it, fur never We 64tUn Incite worthily disdains grimace wielded, than by him. Ife is a true mmiian, who the management on understanding his businmi thoroughly, and humbug. We congratulate having secured the services of such conductor in the or.diestra, on the advantages which they cannot tout de • rive from the lessons of such a superintendent, and the 'ublic on the vast improvements 10 the musical denart.. merit of this delightful place of resort, which were iLani test here last evening. vrinT'F'Y lo7)77)(-.141 CiRDENS ~,, ta , , - , 1 , 7.. The Messrs. Harr i:;oli, whose perforniauees on the rce:k hart - nut - Aeon prudueeci such a sewation at the Free-Trade Bazwi are engaged at these gardens, and made their first appearance yesterday. They performed several favourite airs, in the course of the afternoon, and thc rock harmonicon appeared to be a great source of attraofction. wea As mitflit h ay -. been expected from tho fine early hour. ness the ther, the gardens were crowded at an • D:spatches Were received on Sunday at the Colonial -office from the Governor-General of Canada, and from the Governors of the other North American provinces. merchandise last year from Goole to Leeds by water. Included in thi 1,014 tons of wool, or thereabouts. He got in returned cargoes from Leeds, 300 tons of goods. _ _ By Mr. KNOWLES—He had received that morning a letter in re ference to a large contract for coals, which was made with the pros_ pect of the proposed line being laid down. XPC.WICH AND THETFORD LINE. The Bill for this project being unopposed, formal evidence was taken on the traffic, plans, and sections, and the preamble and clauses were immediately passed. The Committee adjourned at four o'clock. GROUP L. POR,TSMOUTH ATMOSPHERIC LINE. _ __ Mr. TALBOT (in continuation from our Aft;;;;;;171itiouof yes. terday) said—He thought that it was unfair that they, who had been throughout opposed to the atmospheric principle, should take the benefit out of the hands of those who had struggled day by day, and inch by inch, to carry out a new principle. It was ne• eessary to• make this statement, as the Berwick Atmospheric Company had lately been placed in a false position, in consequence Iftheir witnesses, Mr. Brunel included, not having been cross-exa mined, while the witnesses against it, including Mr. Stephenson, Mr. Harrison, and other eminent men in that way, had been kept under examination for three weeks. He, therefore, claimed the right of making the examination in chief short, but of recalling his witnesses for re-examination, so as to elicit as much information as was necessary to explain or refute the evidence. The room was cleared for consideration, and on the re-admission of strangers The CIAIRMAN stated, that considering that by the report of the Select Committee, Parliament had allowed the practicability of the atmospheric principle, and had sanctioned its application, therefore they thought that it would be unnecessary to adduce evidence to demonstrate its advantages. Mr. TALBOT said that this met part of his difficulties, but it did not altogether relieve him from the difficulty of establishing the superiority of the atmospheric principle as tested by fare, speed, and safety. He thought that some declaratioa should be made by the counsel on the other side as to the course they intended to pursue with regard to the cross.examinatioa of the witnesses he might call. Mr. GURNBT, Q.C., stated the course adopted by Mr. Talbot was the result of consultation between the gentlemen engaged on behalf of the promoters, and he thought that as he was alone this morning he ought to have the same advantages before he gave a decisive reply. Mr. TALBOT assented to the reasonableness of the proposition, and proceeded to say that he should say nothing further respecting the atmospheric rrinciple, except to state that it was untried—that the works on the atmospheric line to Epsom were abandoned. The hne was certainly not laid down, but it had not been unne. cessarily delayed. The proposed line was intended to restore to the country the traffic which had hitherto passed through the district, and to save the ruinous consequences of a permanent abstraction of the traffic. The line proposed to pass through Croydon to Epsom by the line now in formation, thence to Leatherhead, Micklam, Dorking, Gedalming, Haslemere, Havant, Chichester, and nearly the same route as the other line. The population had been stated very unfairly by the other side, it being in reality 132,000 on the atmospheric line against 119,000 on the other line. The fares proposed by the atmospheric line for first-class passengers would be 2d. per mile, for second-class passengers lad. a mile, and for third.class pas.. sengers Id., making the fare for the whole way, for first-class passengers 11s. 6d. against 215.; second.class 9s. against 14s. ; and Cs. for third-class against Gs. Gd. The distance was 69 against 53 Wailes; the capital 1,400,0001. against 1,000,0001. The works were much the same, the tunnelling on the atmospheric line being 4,230 yards, while on the Guildford tine there would be about 4,217 yards. The Atmospheric Company proposed to dispatch 15 trains every day both ways, and to attach third-class carriages to two. thirds of the trains, while the South. Western Company only sent nine trains a day, and only one regular third.class train both ways. The time which would be occupied in the journey to Portsmouth by the atmospheric line would be 2i hours, while the South. Western Company would require hours, being a saving of nearly one half. The traffic had also been unfairly re. presented, there baying been an evident attempt to underrate the traffic from Portsmouth. By the coach travelling there had been formerly ten coaches a day, making twenty journeys, thus giving an aggregate of 7,300 journeys in the course of the year, which, at the usual average of nine passengers each journey, made at least 65,700, at 10s. each journey, gave a total of 37,8501 a year ; doubling this, after the usual railway communication, made 65,7001. Adding to this 20,0001. more for incidental pas. sengers, and 10,0001. for parcels, gave upwards of 90,000/. a year. exclusive of a great portion of the intermediate traffic. By the Guildford line there would be twenty-four public toads crossed at a level, while there would only be eight crossed at a level by the at mospheric line. He had only further to observe that he might, perhaps, have to trespass on the Committee to some length with the traffic, because that had been so much dwelt upon by the opposite party. With these observations Mr. Talbot closed his address, and called Mr. Grover, a provision-merchant at Portsea, who testified to the general convenience of the termini both at London.bridge and at Portsmouth, especially the latter, where the road where the railway terminated was the highway entrance to Portsea, and amply broad enough for the purpose. Mr. Redwarn, a fishmonger and importer of foreign fruit, stated that he had a considerable quantity of goods from London, for which he had to pay ss. a ton for cartage, and the terminus at London.bridge would be of the utmost convenience, as when ves sels arrived too late in the tide, they could be got down the same evening, while they would of necessity be too late either for Vauxhall or Hungerford. He now paid 3001. a-year for car riage from London, and would, if this railway were made, have all his London goods by rail, instead of, as now, having a large quantity coastwise. To the inquiries of the CitaHim AN, the witness stated that he paid ss. a ton for carriage to Vauxhall, 20s. thence to Gosport, and ss. more thence to Portsea. He was not aware that the terminus at London-bridge had no communication with the water. que :l i i i r tly ja h m ee e n s W ob . lig " e ' d hi t t o e, d of by rail, in h a ay l e in g e o n o d :t ra s p b e y r a s n r i n 1 th at e h aa hesad fre. consequence of the delay, ar . ising partly fror , . the terminus a t Vau- the di , tance o f nail from the City, and front the early hour a:. which it liccessari for the goods to be air _ re. The van we-„, however, now taken off the ht road, and - s reat inconvenienr c Was now felt, as the wholesale the go, As ' t y o w n e o r were generallyela,,;r, a aught idvetlriyusbuasdyay ju s t m.a ti a l t ott t t he time e wa lkah h e i r: ( V ir ,,tott that the feeling in favour of the atm'Apheric line was very ' sir. Marshall, clerk of the Comr Atssioners of the town of .4 of the road thro ug h th e gate ov o o r r t s t c h a e , testified unioorn - t t o oi t d l g ie e, n i a t r ro t ; n g g e single line of road and was the town of Portsea. To only access na t o r :.on of Mr. M. S MITH, t h e witness stated that passengers might , ' oy another route get i n t o th e Li on-gate-road he meanscross.ex of am i which was the nridn approach to Portsca. The termini of the two railways ',ere about a quarter of a mile from each other. Mr. Jam, Paul, A brewer and ale and porter merchant at Portsea ; Atated that he should make a considerable saving if the ProPOrred line were formed He had had 53 tons down early in ",ray, the cost of which for freight, wharfage, and insurance was 491. IBs., while, according to the reduced rate of the South. Western Railway, it would have been '261. 12s. for all the ex penses. By the atmospheric line the charge would be only about two.thirds of the latter turn. All his ale, and most of his porter went by water, and as much as five or six weeks' delay frequently occurred. If the terminus were at London-bridge he should save Is. a barrel in carriage, and he thought that if this terminus were used that all the goods would go by rail, and the trade to Gosport would almost entirely cease. The ter minus at Portsmouth was also much more convenient than that of the Guilford Extension lire. He testified also as to the feeling of the town, and to the signatures to the petition. The Committee here adjourned till twelve o'clock to-morrow. GROUP S. MONDONDZIRRY ANA COMMRAINE RAILWAY. (Continuo from our Afternoon 13dition of yesterday.) The Committee decided that the preamble had been proved, and adjourned at four o'clock till to.inorrow. GROUP SS. The Select Committee on this group re-assembled shortly after one o'clock this afternoon, and proceeded with the case for the promoters of the COVENTRY, ELDWORTII, AND NITIVEZ.TON RAILWAY. Mr. CALTERT intimated that since Saturday a negotiation had been going on between the promoters and opponents of the Bill. The negotiation had not yet been brought to a close, but, if the Committee had no objection to adjourn till twelve o'clock to. morrow, he had no doubt such an arrangement would be come to as to render it unnecessary for the Committee to waste any further time on the subject of the railway. The CHAIRMAN asked whether all the opposing parties were willing to consent to such an arrangement ? Mr. DANIEL replied that, on the part of those for whom he appeared, he was instructed to concur in the application for an adjournment, upon the specific ground that the traffic tables had not been delivered till last night, nothwitlistanding that the Com mittee had directed that the delivery should be made on Saturday. Under these circumstances, lie had as yet had no opportunity to look into the tables, so as to put himself in a position to cross examine the witness who had made them. Mr. HUMPHREYS, for the same reason as that stated by Mr. Daniel, was willing to consent to an adjournment. The CHAIRMAN could not help thinking that the traffic tables ought to have been delivered earlier. It ivoidd Pot the Committee to great inconvenience to adjourn, h u t as an amicable arrangement was likely to be come to between the parties, the Committee had no alternative but to put up with the i nc i re D ni A e N nteiel a r i c id iim a r e k ee , d d e t t i 7 a t t lie he al w ,p a li s e g at u i i o l n e f i o n r t a h t e s : s u l l , j a o d u e rn as in t e o nt t . he negotiation mentioned by his Learned Friend, and added that his only reason for wishing for an adjournment was to enable him to " U al l n ie rn e e i t l ie AllttNrlaAiliNcsattlkit'. appeared to him to be very like a one siallefdr.nC(Tr.tvianttlinv".was surprised that any difficulty t d: Hi la tt e:en thrown in two othLe etvaarnytlF:trnieanddjaouarpiiii:4:ael,ietd, fur teefogreultteheta(v:lnarable Committee met ad.. IMPERIAL PARLIAMENT. Fiv e h „ FIOU .SR OF LOIMS, June 2 . o,c l ig o e ß k7 CHANCELLOIL took his seat on the Woolsack T THE MAYNOOTH GRANT. ~ I son, The Earl of HAREWOOD presented 160 petition. now, various places in England and Ireland against the 111ay 861. f Petitions to a similar effect were presented by the BisLio a l r ; o ° i Cashel, by Lord Denman and Lord Brougham; bY the &blia , Charleville, from Leeds, Penrith, Antrim, Ballycastle, Armagh, and a number of other places. Ge T n h e e ra D l uAkseseomfbllylloCffitilhleocNhloarephreosefnsteetd alanpeit, Moderator, with the seal of the Assembly attached , aga ins e t ; proposed grant. The petitioners considered the inealt u 'i ale d in opposition to the spirit of the Reformation , directly to encourage Popery, petitions from the presbyters of the Free Church , s l r __ a ii, Kincardine, Mr. O'Neill, and the Dissenters of t; uP against the Bill. ' • s 80° The Earl of FALMOUTH presented eleven petition isliise"nedfr.r y the the grant. The LORD CH, The Bishop of EXETERpresented a number 0 P with a similar prayer. Ills Grace aTsod rep:reetositetnidotoeedi, ~ I N i Rc . E O L ' L I _)O R R I Ss C t aO t eL d what had transpired in that House, eight days ag° , s e e ne ero Mr. O'Driscoll. inquiries had been made, and in cons ti en s Ireland, the of that gentleman's q recent proceedings, and also in Ireland' the of some former misconduct in the Rolls Court of . his duty Lord Chancellor (Sir E. Sugden) had considered it to dismiss him from the Commission of the Peace. . r __„ ht p The Messenger of the House of Commons then t 0 11. 0 ,"_F• of tb e several Bills, which %ere ordered to be laid on the tabl e I t ' '..iat i n COn serqesufenectei 00: House. titions frout The Bishop of WINCHESTER presented pe .. __ 3, - ags iest pet T it h io e n D s u ag ke sin ot s • t St. John's, in the Isle of Wight, and several other plat' the grant to Maynooth, of am ber _, num ber t! The Bishop of NORWICH eresented a grea' s in lowa petitions to the same effect, but he read then ame NthEeWgrCsAaStToLAElapyrneosoetnbt.ed a great n e vi r , s , tone that we could not catch one of them . St. P ss eti , Tient awl and Durham, and Lord Kenyon, Earls kitswi enth . p ° The Bisho sof London Chichester , Worcester, lam presented p e titi ons ag ainst the grant to Mitt the r e Wesler ° 'I he Earl of ELDON presented petitio ns froin i t other Plac e congregation s o f Li nco l n ' s Inn-fields and o evera against the grant to Me.vriooth. DOL SMALL DEBTS BILL. f t his Lord BROUGHAM moved the second reading° ,!ii MAYNOOTH GRANT. , sa id 0 0 80 The Duke of WELLINGTON then rose and ~ ,i ns to f was his duty to request the attention of their Lort,t7;otete; important subject—to explain the principles and to t e d obr to l the provisions of the Bill which he. carry it , e O , to their Lordships, and entreat them to, ea „ institute,. execution—namely the maintenance of Wl' Olt 14• 10 , That institution was Billyounded fift recital ago bY th_e sion oli bs liament, and that contained a of the pro r v e ,: a ieteot oi d Acts by which it was originally founded. It 2 8 9 0 ; It , c i ° o3 6 found, in the y ear 1800, an d suhsequently i n I d e ny dist 'sr not be denied—and he did not stand there to . . h i e h the got m alt e h n o t u o g f h th th es is e l i a n w co s, ns h is e te e n o c n y si d d i e d r Acts were inconsistent with the code of laws by I re l a nd• l os formation was established in Uat country and and to the e° to show that, as respected religious p . a whey cc la had not been complained • the ton of since existed th that i r t h i i i n e r e i s e p h g i ° e o u : d t b h h e e e n se s° l e l s e ::: laws had been first enacted, fifty 1800 or in nient• i s o le° 1808, to the present Itts• h this ', i r s At clearly to understand the principle on wu l f t ,,, of su e • o es• founded he should call their attention to the '":. tiOo Was cts' the Reformation. The necessity for this i n stitel ed of t h e e. eti sinned by the failure of the means for the sit . % heel , t he blished reformed religion. The laws which ' s or itiloet then had been found altogether incompetent' ed to rer' oec tit period he had referred to rebellion had sue eeed re of P l* fee r forfeiture of property had succeeded to forfeituentreoff[en o f until this country had become, so to speak , the t j l e e les. years beforein order. tions of foreign and civil war, in contest for liked t° its own— e r if s c rweito!e ° The Duke of NEWCASTLE rose to sals e is " ro tho, ije cti° ll ask a preliminary question before entering pieftY g —whether the Noble Duke had received be r „ no letif for the introduction of this measure ? s most i c t j o ord e l , r ; Lord BROUGHAM said that this wa g - t eatu ° ' d by t ` • proceeding. The speech of the Noble Dok e to s It was an interruption which ought not to he onfus io . a.s a f del House.—( Hear, hear, and cheerZ and great e 0 0 0 0 hoth The Duke of NEWCASTLE thought tb r e der," fru Crown was necessary.—( Cries of ~ Order, orde r, r Lord BROUGHAM again rose, and .21 sides of the House, in the midst of which) . a tha t h e t tbei de o tha o d to would sit in that House anti allow any toan sa tn n oetin ue ' of t he close, ew, a . perfect aNnvyas drei sci a cu n ui d srsei t d i o n n d h o lu u op b no t ne e d c anyarsig,h to measure' n to i y o open, manta wereil The l s e s a sr l h t e reerroe r t e ! d that ► coo° 00 revenues or patrimonial interests of the Crn w (s et , % " f o r t" The Dukes of WELLINGTON and NEWc`' loud cries together, but there being unanimous an d , e ither former, the Duke of Newcastle gave waYs _ (k elt W''' N o t The Duke of WELLINGTON continue _ i n the t ion; from his own infirmity, or a want of clearoeasre d the Sues lied' Duke who interrupted hi , m, that he bad not h is e tion,bal en e o otherwise he should, without the:slightest hes 1 as Mo o . a 0 If, however, their Lordships wished, dis erde o r f Y sr No , 1' not the on.") He had sail that this mear e ., the interruption, he would—(Leud crielss carrying °period After a l'ing uerti' • policy of the Irish Parliament in ,l'''Z' r f lure of 1 0°, e ssi' 6 , of suecessive wars, rebellions, an e country elfor the P°-neolo system had been carried on in that eadiaineet P a ll r an i of the Crown—that repealed by Act (' t of the Sue ei f l o i lre" codes, and enacted others for the suPP"s introdueed_,,dinotioe the protection of the reformed religion, a land by the code of laws adverted to• of that code till the year 1795 (during' Wh ich P eti tion la r d Oa formation could not be carried into extensive ex e office nano land) there never were wanted ecclesiastics for th bot her .° r i e s. Roman Catholic mission in that country , tan seta lni v ies, From theertiodlllls. 0 Jr l e e: of the British dominions or advocated in f e ,e re , l T lie col: 10, The forces of the Republic spread into the ua"• ° en el it a u . ts °` j beyond the banks of the Rhine, into German)' ",,ii s lune n- 0 14 the course of the Revolution, the religious estao mt it v w: of France were put down. But still he believed u t e d u cs,t! I have been possible to have found means tor 'th e e olle P. Oe ° Irish Roman C a th o li c ecc l es i as ti cs in the Cathohed th oso o re the Continent. But the Ministers of the dal' , fd• at t : O ce•r e they consulted in Ireland, did not think it e l l" . l i e nt lU- to e 't the education of so considerable a body to foreiga_esioufware. (Hear, hear.) Besides, in the fifteen year , , 1 4,1!,,,, , period to which he referred, the power of the Irisu it erw o lat had been increased, and that body had become!!! , t hecl r li! independent Parliament. Considering, also, oar t or, co o pow had been introduced into the existence I 0 , _ l ode tee d ment by the repeal of the Acts to which he had Ole o ', bad 'roe sidering how much the power of the native papiLla th tl s ides t e tir s4 augmented, the Government of that day, on . le d that 04 water, in England as well as in Irelan d, dee r es tate 4, their duty to endeavour to discover the means ...s i o Ire cs 7 o o, native education for the Roman Catholic ecclesiarsti: e d i t f ' 7o 6, rather than to leave them any longer to the for the v eat .. !d in which they might have continued to receive after v t: s l o ci o w ou r They, therefore, made the arrangement whic h eg ot W, of this Bill, being the Act of 1795. That arrang s ' di ff e ree` ADP' gested by two successive Lords Lieutenant, 01 __ d t he ~ 0 01 rat political opinions—the late Earl Fitzvvilliam_auteur o f : r od quis of Camden.—(Hear, hear.) Th e ch s ar i ; jea t to to r ten men whom he would now name, would be d u trite entli • this House that they could mean nothing -e 00' ir c, religious establishment of this countrX.,..,sn, the,T,i , were the late Lord Chief Justice Fitigio Lore afr• bishop of Cashel, the Earl of Shannon, th e eire rtoot_ f th e Justice of the Common Pleas, Chief Baron , . I ,,` Da rea, v ii , the Speaker Foster, Mr. Woulte, afterwards C .t h s ' e to l ar deree o wure Queen's Bench, and Lord Kilwarden, Who W,`,,,. The 01 t o streets of Dublin in the insurrection of was then sent to England to that highlY I. e P er etari ° D ert're os'a i spected nobleman the Duke of Portland, Caut er"rf ari lr a` "7 tabl e f Stal e ; and he consulted with the Archbishop of with wi ve s , n ie ro presented it to his Sovereign, Geo. la., e n av er e 3 injerthe it was returned to Ireland. So that there li _ o icst , 1 _ sure proposed that offered so much securit,Yie:7, hes , li sr oto; the est ablished religion of this country.—( e n v i c siee' t i g ie reft: 0 , Bill went back with the approbation of head' a nd, ~A tO .. 6 taut Government, with Mr. Pitt at its , )ro pos." eat inty, e they could not recommend any measure thal! . 4 o f this 10 tho u ', danger the religious establishtnents or 00 0 ; 1 to beaus se h e at —( Hear, 'near. ) He had thought it n ece uestio , dby 0 observations before going into the generaln.nse, au e as e perceived by the petitions presented to th e to the ro!'i 7a da_`; . , ;vas passing in public, that the opposition t 0 01 . d, h e , f e , owing to the fear entertained that the measureit ,t )! C; e ir .) gerous to the Established Church, a fe e %Rae , (flo f 'of happ therefore, was quite illusory—( Cries of ' tiAoc e.< oo 0 00 C° U ' s idell tl - 0 11 6. -di and, they might pass it with A measure to this effect was taken into the el a l s o e in ! " a a Irish Parliament before the Union. It was vaio o ala r e h e consideration of that House at the period oft f i e O tto to ile taken account of in the articles of the Visie_n; ii s hoW , fool 4t, to their Lordships the 7th article, which you!' s traefr,b s e t,': ie t le , re , rio • be le a oit the case. The Noble Duke then read an e s ' Iho' article, to the effect that a sum of money , ow odr e co, which had been granted for a period of s' e Y n i t oral e eie obj, on e should be applied for the purposes of agri%_ har ita.u,ioge_,, factoring improvements, and for religious and u vo ited ,A; a gelt . ',..' should direct. Now at that time not afford u t he ueosed, and in such a mnntier as the Parliament sco sa io u r , o f . 1 0 1 the measure. Subsequently, in 1808, after dioe,,,ool°_,o, two countries was completed, the subjee.t se as us pu_er considerable difference of opinion was inanii . sni• e elitt, • daiii,; ee of the grant, but not a word was said aD' . 000 eb ieet!'; a word on ly . 400 ciples being in danger—not The but ll' t the to the religious establishment. t yrant , 1 P .- 00 was to the amount of the se r i n eip , • e s i e wao , n e whatever about the insecurity of religiolloauPs ~o i n c ip pre!' o f Duke of Wellington) said that religivr_ Y o r e a t t hen_iotne there, it was safe ever since, and id it now a* ea it the !.. : t i ta tion oo 'id moment.--(Hear, hear.) riesthoo• {or th e ia tios their Lordshs to the condi H tio e n w° S the education of the Roman Catholic p ... „,,,ary,,,,,,00,0 be no doubt but that some means we_q r if,: te i, .1 0 1 ` 8 41 , it '' oo . cation of Roman Catholic priest: , 0 3 f , t,;: 06 ,0 ; M to 8,..1:0'0,00 at the period of the Union wasde:u bt increased; be or tv 8,261,000, and now it had no ses idered : hat by o hes• Of this number about 7-801 s were co.' the presen lii There Ceps, } ate er 0 Ci ati 'Oa a d wer e •ed i lof 'Man raw er ~b broad. larger proportion of the peop e „dation t furo k t Catholics. There could be no _oubt w ' Rooie rehg l I r —( Hear, hear,) This large . on we re ..,,,, at io,os their education at borne, teachers, and these, if provicoue,__ the i r ea ~,, to 0 0. 1 must re ceive tit e ition t ' hou gb_ o, ttl, True, the COlififty was in atwithstand it ! cit e; _.,,_,_ World,, e du „ D oe it was in 1795, bui, g t 1 uw• t. such t hat Pt' ill were at peace now with toe e'• bi i ~. o f r ees i d his belief, still desirable to estai, nts - • t...!‘ e-- ia $ 0 arrangement in Ireland, that the in ha bit. ee un de , 1. lass of her Majesty's dominions should not is i rs duea , e d ' f th.' 0 ., to the evc eing ee ls r' call the attention of their Lordships e o f pros''''' - - ple. '-' ~ of sending their ministers abroad to be e events 0 „ 4 two years to illustrate the inaportanc , the iris h y e s o ted on e e s education for the theological teacher, o_l_ , eas l oolf e , se ekfag o i. ing the period referred to, ff rent tillir th m e ' Pu r P °ic °l nd i rel e s efe count of the lne a meetings geld for , , _ un til a fat t . rens They were aware of the exciting attended ina, _re, 30 0000 atte nded tu t e t , o w ell , j o g meetings, and that foreigners ~.._s. It wile its, i syril etron e eal of the I.7n.7On—existing. hetwe" this '' de u se °. take n .. that part in the proce."'" i4 „ivies) tuning,. en a agO7ortv that meetings bad Lea 1101 41 in ;Iva chic , i` so l. 0f : ,, 0 of support them by with the proceedings fur a rue , . . butione. u n der eduo ans , _ rg e th e to' py money Olitt , end u pon g0 ," 13 ,40g e r eattiees, could their Lordithips tifP „ o did not th offe , ~ j, ; , ecclesiastics in foreign countries S' _!`_' .. . ntr i e e w'l lied re art t tit the Government of any of theate rum' och i .e js be to }c . P r.a ran• encourektitient NI led pro . i ~,d Jugs , e 9 r. s who ,•-•-• manifesting any favour towline , hut Ile t itled, '.. bY a (tlee r i l . ~., the v erse' ead theirolts them. Ile believed no such thing, - ' e, a broad•'' . in e ships against the possibility of evil that t . , „_,, s ti e. le e re the ecclesiastics of this country to be ecluelt: o - . ...,,. ~ .ne „„,0 01 , hear.) 11l adverting to the state of rot' i ° b . , st ' 4 ,hi ot foreign countries, in which education( was B . he ,s. . flierlamt,f t' ..... clesiastics, in France, Italy, and the N __ .o dge gera_ s s _ difficulty to be apprehended in the schisto , ',.t' an d it WI t oe bited by religious systems in those coolltf l .sl' te r hing °i s° 4 ,,5 j desirable that ecclesiastics for the theolog , people of Ireland should be educated in le - tn os ' . aOM to bring back with them additional divisions. owe propos e e dueir• existed. They (the Government) ther et o i n th e s r ite. thus.cou,nfhttaraj'.gra.i proper institution should be established! at Ito. r 'f', f n sligie u • 0 io tire, of the ecclesiastics necessary td adis,orsuasio.;► • to her Majesty's subjects of the Roman C a tholic o P,„ ; e erie' ,o , !) Ireland. Le bringing the subject before their L rci , " ilisi ~..t. 7 " the eiaurG sAe's " ! is had shown the, was notiliag in --- Va - • --- - a k cee4 irt,44l