The Sun. — London, England, 1845-05-28 00:00:00

RAILWAY COMMITTEES. (YESTERDAY.) Group F. The Committee met. again this day at 11 o'clock, in Room No, 11. Present, the Right Hon. F. Shaw, Chairman; Mr. V. Stuart, Mr. Lockhart, Mr. Bramston, and Mr, Drummond. The Com mittee resumed the inquiry into tho LONDON, WORCESTER, AND SOUTH STAFFORDSHIRE RAILWAY. Mr. W. Lewis examined by Mr. TwaLts —Was mayor of Wor water. in 1844. The meeting was convened by himself in an official cap - acity. It was held in the month 'of March,'and he presided. Tne feeling was all in f.►vour of the Great Western line. It was a line which opened up a communication to the mining and agricul tural districts. It would cause a great increase of trade generally to the South Staffordshire districts. All the towns affected by the railway would feel the advantage of the communication. The Great Western line would be seventeen miles nearer to the southern districts than the line of the London and Birmingham. The CHAIRMAN—ReaIIy I think it would be better for counsel to examine as to the immediate bearings of their line. This makes Elie eighteenth witness—l think eight would have been sufficient for the purpose. I therefore hope the examination will be kept to comparisons, and not as to the general utility of railway communi cation, for we are all agreed upon that head. Examination resumed—Remembered a meeting on the I4th September, and the public feeling was greatly in favour of the Great Western line. Cross-examined by Mr. DANIELS—At the meeting in March, 1814, the Great Western scheme included the town of Stratford, and it was to that part of the line that the people of Worcester gyve their warmest assent. Mr. Thomas Nelson Foster, examined by Mr. CRIPPS—Is a seed crasher at Evesham. Crushes about 6,000 quarters of seed an nually, for making oil-cake. The course of the Great VV .stern line will open up a part of the country, to which at present there was no access by canal, railway, or na vigable river. Attends the Chipping Norton market. It is to that market that the greater part of the agricultural pro duce of the country goes. The principal districts to which witness wished to get with his produce were Oxfordshire and Berk tUe, which are not at present well supplied. The Chipping lArton market is not well supplied with coals. The Stratford district is well supplied with coals and other produce, in con sequence of its water conveyance. The feeling of Evesham is highly favourable to the Great Western line. Cross-examined by Mr. DANIELS-At the meeting held in March, 1844, the line proposed was to go through Stratford and Banbury —oil-cake was as much required in those places as in Berkihire, and arable districts of the country. Mr. Henry Webb, examined by Mr. CRIPPS---IS a dealer in seeds and oils, and manufactures about 1,400 tons annually at Liverpool. His trade with London was very small, as the carriage was so high. A railway to Worcester by the Great Western line from Oxford would be of great advantage to the traders of the districts. Is acquainted with the goods stations of the competing lines, and thinks the Great Western is the most preferable of the two. Dealt considerably in salt, but would double that trade if there were a railway to bring it from Droitwich. Mr. Robert Heman, examined by Mr. Twsus—ls a farmer in a very extensive way. Farms about 2,300 acres. Grows corn and seed. Has much more than he can find a favourable market for ; in fact, produces much more than could be consumed. Deals largelnin cattle, and was subject to the greatest inconvenience from the want of a railway or Canal to Chipping Nor ton. The tram railway to Stratford was constructed for the coal accommodation. On the first day that line was opened coals fell 10s. per ton. A railway direct to Chipping Norton from the mineral districts would be of the greatest advan. tage to the traders, both mineral and agricultural. The CHAIRMAN—The promoters have now brought every de soription of evidence in support of the superiority of their line over the narrow gauge, and the only other class of evidence they oan bring forward now is that of a fox-hunter.—(Laughter.) Examination continued—Has attendtd Reading market. The prise of the best wheat there last Saturday was 585., while in his district it was selling at 445. The Great Western line was far superior to the London and Birmingham, inasmuch as it went into districts left untouched by the London and Birmingham line. Cross-examined by Mr. HILDYA RD—The Great Western line would be of the greatest advantage to the mineral traffic. It was also better adapted to agricultural produce than the London and Birmingham. The broad gauge would be of more convenience to the traders, the carriages would be more roomy, and the transit would be so much better, for the goods would not be packed so high upon each other as they would be in the narrow gauge casriages. The CHAIRMAN—I really think we have had sufficient evidence to prove that the public feeling in the South Staffordshire districts io with the Great Western line, and I think it is but waste of time to cell more evidence on that point. The Committee are all satis fied that so far as the case for the promoters can be made out in point of popularity, it has been done, and the evidence new ought to be on the engineering. Mr. TALBOT—A very patient hearing, Sir, was given to the other side, and if the Committee are of epinion that our case must close, there is an end of it. The CHAIRMAN—ReaIIy we have been sitting here for three weeks, and we have heard witnesses on the same points over and over again, and it is high time we should draw to a conclusion. Mr. TALBOT-At least, Sir, we are not to blame for all that delay. We commenced late last week, and we surely must make out our case. The evidence which we adduce is evidence in con tradiction to the other side. Mr. E. L. Williams, examined by Mr. TALBOT—Is engineer to the Severn navigation. The traffic to Birmingham and South Staffordshire is very great, acd requires railway accommodation. Was decidedly in favour of the Great Western line for the mineral and agricultural traffic of the districts. It would give better accommodation than the London and Birmingham line. From Droitwich alone comes at present 50,000 tons of salt, and that amount would be more than doubled by the railway commu nication. Cross-examined by Mr. Hturisan—Attended a meeting at Worcester last September; it was a meeting called to support the Great Western scheme. Nut any one spoke in favour of the London and Birmingham. He made a speech at that meeting, and he expressed himself dissatisfied with the manner in which the London and Birmingham Company had been treated. That company was not represented at the meeting. Was not in favour of the London and Birmingham line at that meeting, but he very chivalrously felt it ought to have been represented, being a com peting interest. Had written for some shares in that Company for the line going to Tring—did not obtain them. That was not why he did not support the London and Birmingham line in preference to the Great Western line. The latter was a better line for the dis. tricts. It was known that he intended to give evidence for the Great Western line; and it was owing to that fact that he was sacrificed—memt that the shares he had written for were sacrificed. At this stage of the inquiry the Committee adjourned to twelve o'clock to-morrow. Group R. DUBLIN AND ARMAGH RAILWAY. The Cotrimitte met to-day at twelve o'clock, Mr. Gibson Craig in the chair, when the examinat . on of witnesses was resumed. Mr. A. Dickson, distiller and miller, of Belturbet, in the county of Cavan, was first examined. His evidence went to corroborate the depositions of the witnesses of the previous day, but beyond this there was no point advanced by him requiring special notice. He was generally of opinion that the inland line would be of much greater service to the county of Cavan than the Belfast Junction. Sir John Burg,yne said he was one of a Commission appointed .n 1836, with the object of reporting on the most favourable lines of railway In Ireland. They presented their first report on the 11th of March, 1837. The second report was presented on the 13th of July, 183 S. The Commissioners proceeded in the various directions, according to the instructions of the Commission, to as- Certain the best mode of supplying the lines of communication, both as to passenger traffic, and the development of the present and future capabilities of Ireland. Engineers were appointed, amongst others Sir John M`Neill. Besides the employment of engineers fur the purpose of surveying, witness, along with his brother Commis-. sioners, took an active part in the proceedings. Their attention was directed to is general system of railway communication, so as to connect the most important towns and centres of traffic and population in the kingdom. In carrying out this system of com munication, the only lines they laid down were main or trunk lines. A set of maps were made, and the principle they started with, was to take Dublin as a starting point, and to lead from their trunk lines through the most important districts. Having done this, the next step was to inquire into the engineering difficulties, and next to ascertain the probable amount of traffic, in order to learn the prospect of their paying for the construction. The map before the Committee would show the trunk lines which were then drawn out by the Commission. Among other lines they endeavoured to ascertain the best line from Dublin to the north. The Commission deemed a line going up from Dublin as far as Mayan, and from thence to Armagh, would be a very excel. lent one. Finding that there was an Act of Parliament already obtained for a line from Belfast to Portadown, they thought it the best course to take the line to Armagh. It was further considered at that time that an inland line would best develope the resources of the country. They also gave attention to a line from Dublin to Drogheda along the coast. At that time, how ever, an Act had been obtained for a line to Drogheda, and it had been surveyed. They had made statements in page 44 of their report, i rom information derived, during their investiga tions to the effect that the line proposed to be made from Drog heda to Dundalk and Newry was but a speculation that would depend for its success altogether on the trade between the towns named, and that the Carlingford mountains, would present almost insurmountable engineering difficulties. With respect to the eoast line witness considered that if the line inland, recom mended by the Commission, was formed, the coast line would have to depend altogether on the traffic of the towns along it. He thought the inland line the best adapted to develope the agricultural resources of the country. With regard to the best line for the wants of the northern district, suppos ing only one was to be had, he thought the Great Western litre from Cavan to Enniskillen would be more useful than any of the lines round, as far as opening up the resources of the country was concerned. Cross-examined by Mr. AUSTIN— He had not a t a t any time be carried beep of opinion that the coast line should forward to Portadown and Newry. He believes that a line would be desirable so long as it did not interfere with the construction of the inland line. ?le thought the inner line should have been constructed first, but, assuming that the inland line could not be constructed, it would be advisable to carry on the Dnblln and Drogheda to Belfast. To the CHAIRMEN—His only objection to the coast line was, it would interfere with the formation of the inner one. He was in favour of both being constructed. Re-examined by Mr. CHIMBERS—He was not enabled to say whether the carrying of the Bill for the coast line this session would interfere with the passing of the inner line; the Committee were best able to decide that question. Calculating upon tables that had been drawn up in 1837, he was of opinion that both lines might be made to pay. To the CIIAIRMAN—He would prefer the Dublin and Armagh, and Dublin, Cavan, and Enniskillen lines, to the Dublin, Cavan, and Enniskillen, and to the Belfast Junction or coast line from Drogheda to Portadown. He thought, however, there should be three lines. He had no objection to the coast line, but he con. sidered the great trunk lines should be first constructed. To Mr. ALEXANDER —He knew of no instance in which the report made eight years ago by the Commission had been acted upon, but it had been, in his opinion, departed from most injudi ciously. Mr. Lewis, agent to Lord Rossmore, said he was well acquainted with the district through which the inland line passed. He thought that line would be of the greatest service in conveying the agricultural produce of the country. The people of Monaghan were decidedly in favour of this line. The markets and fairs of Monaghan are very considerable, and a line such as the one in question would be of great service in connecting the town with the larger commercial lines. i t Mr. H. Lindsay, civil engineer of Armagh, was next ex —He had ban an engineer for 20 years. H e h ad had his atten tion tn tion called to the railway between Dublin and Armagh somewheree about the 29th of October last. He had also had his attention called to the coast line, which, in his opinion, presented geolo gical difficulties of a very serious character compared with the inland line. Between Johnsburgh the rock was the transition formation ; in other parts of the line the primitive, or granite, pre. railed to a geeat extent, through portions of which cuttings would be required of from 40 or 50 feet. There were no such difficul. 101 on the inland line, as it was principally carried through the carboniferous formation. He objected to the coast line on account of the steepness of the gradients, there being a number of them running from lin 100 to lin 103. The average gradients over the whole line were one in 208. The gradients of the inland line were as two to one in its favour, compared with the coast line. With respect to the cuttings and embankments, it would be about equal, leaving out of consideration the crossing of the Boyne and the filling up of the valley at Newry; but the great difference would be in the soil to lie cut ; the granite prevailed in the coast line, and he thought it impossible to have it cut at Is. 6d. a yard, as had been proposed. He had known as much as 4s. paid,and on the Dublin and Kingston as much as . ss. The bridge over the Boyne, he thought, would cost 100,0001. He considered the elevation o. the line at Newry so far above the quays very objectionable, and like'y to be a cause of danger. The amount of population that would be benefited on the inland line, taking ten miles on each side, was 5""4,560. In point of traffic, and in point of payment and renaun, ation, he was decidedly of opinion that the inland line was superior to the coast line. If the coast line were formed, cross lines would still be required to Enniskillen, Dundalk, and other places, to the extent of 121 miles, whereas cross lines of 50 miles in connexion with the inland line would give the same amount of accommodation, thus making a balance of 71 miles in favour of the inland scheme. The Committee then adjourned till Thursday, at twelve o'clock Group K. stated by Mr. Stovin as being received from this traffic was 44,9741. in the year. In this calculation he only gave 25 per cent., which was lower than the average on the Brighton and Dover lines. The goods carried from and to Gosport amounted 6,444 tons during the year 1844. The coals, he calculated, would be about 18,250 tons, and these came from Hemsworth and Chi chester at I 1 /, : d. per mile, those from Chichester going a distance of 23 % miles to Glodalming. He thought that this communication would be cheaper than that by the Avon Canal, which charged five farthings for the carriage of a ton of coals. To the cross-examination of Mr. WADDINGTON, Mr Horne stated that he conceived that the whole of the passengers to Gosport would be abstracted from the old line to the new line, and on that he put 25 per cent. ; but with respect to goods he could say nothing. He had taken the whole of the traffic from Bognor, but none of that from Littlehampton ; and he expected that the coast traffic would be good, but not the most productive on the line. To the crass-examination of Mr. FLOOD, Mr. Horne stated that he believed there would be but one station, Petworth and Midhurst ; but that would depend upon circumstances. To the re-examination of Mr. GURNEY, the witness stated that the distance from Petworth to Horsham was eighteen miles. Mr. Wm. Tite, the architect and surveyor, stated that he had considerable experience in the purchaseand saleof property, and he had been employed with Mr. Osborne to survey and value the land required for the railway. It had been agreed upon between them that the quantity of land required for the railway was 575 acres, worth 114,0001., including an allowance of 10,0001. for contin gencies. He was acquainted with the extension line of the South- Western Company, which would give great facilities at Hungerford - bridge for water communication, as well as prove a great convenience to the proposed railway. The terminus there was intended to occupy ten acres, and the expense of forming that branch would be 420,0001. for land and 380,0001. for works and contingencies, soak. ing 800,0001. for the whole expense. To the cross-examination of Mr. Rawlinson, Mr. Tite stated that the land from Guildferd was good inclosed land, and some of it excellent wheat land. In Portsea they took 14 acres, but to the inquiry how much the witness calculated as the price fur the land at Portsea per acre— Mr. Sergeant WaaNunam, who appnred for the promoters, ob jected, and it was overruled by the Committee. He knew nothing of the place where the stations were to be situated, and the quanti ties of land, as was usual in these cases, had been given to him by the engineer. Mr. Sergeant WRANGHAM, at this stage of the proceedings, stated that they had now brought the evidence, with the exception of that on engineering points, to a close, and he therefore suggested the adjournment of the Committee. After an inquiry from Mr. M. MILNES as to the time this evi. deuce was likely to occupy, the adjournment was agreed to till Thursday at one o'clock. Group W. WAKEFIELD, PONTEFRACT, AND GOOLE RAILWAY. The Committee on this line re- assembled today at twelve o'clock, Mr. Pakington in the chair. Mr. KINGLAKE stated that, before the examination of witnesses was proceeded with, he had to complain that the sections and plans, which Mr. Hardy had engaged should be furnished to him, were not delivered. The CHAIRMAN said he considered that if that had not been done fair play was not given to the promoters of the Bill. Mr. Hardy said that he had given instructions to have the sections and plans sent to the solicitor of the promoters, and he was not aware, till he heard the complaint this morning, that this had not been done. He had no intention of withholding any plan or section. It appeared that there was a misunderstanding on the part of Mr. Birkenshaw, the engineer for the alternative line, as to the documents which Mr. Hardy engaged should be delivered. He did not consider that the section as to which the complaint was now made was one of the documents which he should have delivered. The section was then handed to the engineers of the proposed line. The adjourned examination of Mr. Birkenshaw, the engineer of the alternative line, was then proceeded with. He did not think that the line from Goole to Wakefield was one which the public necessity required. A better line might be formed joining to the Normanton station. Cross-examined by Mr. KINGLAKE—Took the levels of the alternative line on Friday last. He did so when the objection to the Normanton station was first raised. Mr. John Leather, civil engineer, examined by Mr. HARDY— Had considerable experience in laying down railways, but not so much as in other works. Was well acquainted with the country through which the proposed Wakefield, Pontefract, and Goole Rail way was to pass. Knew that part of it between Wakefield and Pontefract. Thought that a better line could be got. Had seen Mr. Birkenshaw's plans and sections of the alternative line. Thought from his general acquaintance with the country, that a line could be easily made without going to Normenton station. Cross.examined by Mr. KINCLAKE—Had not gone over the ground of the alternative line proposed by Mr. Birkenshaw, but examined the plans and sections of it. Was engineer of the Goole and Doncaster line. Was not aware that the proprietors of that line had any desire to shut out the proposed line. Saw the sections of Mr. Birkenshaw's alternative line yesterday for the first time. Believed that surveyors were sent down on Friday last to make the levels of that line, in consequence of the evidence which had been given in that Committee relative to the inconve niences and delays which took place at the Normanton station. Mr. Gouch, civil engineer, examined by Mr. HARDY, stated that be had been employed as resident engineer for 36 miles on the London and Birmingham line ; Lad constructed the Manchester and Leeds line, and was since engaged on the Liverpool and Man chester line. Had had considerable experience in railway matters. Heard Mr. Leather's evidence, and quite concurred with him on the superiority of the alternative line to the proposed Wakefield, Pontefract, and Goole line. was some difficulty in carrying out the works of the Brandling Junction Company, of which he was one of the Directors. They were obliged to raise the sum of 200,0001. over and above the sum allowed by the Act of Parliament, in order that no injury might accrue to the shareholders. Immediately preceding the time of the opening of the Newcastle and Darlington line, the shares of the Brandling Junction rose, in consequence of the understanding that such an opening would be made. There was a gradual improvement up to the time of the opening, when the shares became 501. each. A committee was appointed afterwards to enter into some negotiation with Mr. Hudson on the subject of selling or leasing the Brand. ling Junction to the Newcastle and Darlington Company. It was agreed that Mr. Hudson should purchase all the shares at 551. per share, and pay all the debts of every description due from the . Brandling Railway Company, and indemnify the directors and proprietors. As the Company had not the power by Act of Parliament to purchase, they required the personal responsibility of Mr. Hudson. The agreement met the universal approval of every director of the Brandling Company, including Mr. Brandling, the head director. He was of opinion that it was very highly ad vantageous to the shareholders, and if that bargain had gone off, lie would gladly have sold his share for 20/. The CHAIIIIIIAN said that the Committee wished to know what line of cbjection the counsel on the opposition side wished to take' to this agreement. Prima facie, it appeared to he highly advan. tageous to the public. Mr. Mainstre said that the principle of his case was this : his clients were shareholders in the Brandling Junction Railway Com pany, and he totally denied that any number of shareholders in that Company had a right to sell the shares of the parties whom he re presented. In August, 1844, a certain number of shareholders thought that it was their interest to sell their shares and his clients, which they had no power to do. But if the Committee should come to the conclusion that the shares of the Brandling Company should become the property of the Newcastle and Darlington Company they ought not to come there to assess the value of his clients' shares, but ought to send them to a jury to get their value. Mr. TEMPLE said that the objection taken by his Learned Friend was quite different from that taken by him yesterday, and he would assert, that if Mr. Greene his (Mr. Manistre's) client had been pre sent at the meeting of the directors which agreed to this proposal, he would have given his consent so to dispose of his shares. In many cases under the same circumstances, a large majority of the shareholders had the power to dispose of the minority to the gene ral advantage. After a few instances were given by Mr. HILDYLED, in which shares were transferred from one company to another, on the con. sent of a much smaller majority than that which existed in this case, The room was cleared, and on our re-admittance, The CHAIRMAN stated that it was the desire of the Committee to offer a suggestion to the promoters of the Bill to insert a clause in this Bill to the following effect:—" Provided that nothing in this Act with - regard to particular shareholders (here naming them) tends to take away any right of action at law that may be vested in these shareholders for the recovery of an enforcement of such rights as they may be now possessed of." Mr. AUSTIN said that he would not take upon himself the re. sponsibility of such a clause; he should leave it to the Committee, and go on with the case, as he saw that much difficulty might arise from the insertion of such a clause. If they agreed to the bargain it would be all right, lout let them, if they object, have their shares valued as they were before the time they were enhanced by the amalgamation. After the room was again cleared for a short time, The CHAIRMAN said that the Committee came to the resolution that they felt that this preamble of the Bill should first be proved, as they had not sufficient evidence to show that they should take away their shares (coin these shareholders. They would proceed with the case tomorrow morning at eleven o'clock. This witness was cross .examined by Mr. KINGLAKE at consi derable length to show that the alternative line was not so good, either in gradients or In facilities for public accommodation. Mr. Smith's case here closed, and witnesses were then called to rebut his opposition. Robert Buchanan, Esq., was then examined by Mr. WILKINS— Resided at Pontefract. Was a magistrate of the West Riding of Yorkshire; was chairman of the proposed line. Accompanied an engineer to see the chief difficulties and features of the localities of the line. When he heard of Mr. Smith's complaints, he went himself to visit Mr. Smith's house and property, where the alleged injuries would be sustained. There was a common close by Mr. Smith's house, and there were also stone-quarries. There was also a canal, on which there was a great deal of traffic and a high road, and also a blacksmith's shop. The embankment on the line opposite Mr. Smith's house would, not, in his opinion, materially interfere with the view from the house, but as Chair man of the Company he had to state, on the part of the Company, that there was every wish to obviate any inconvenience Mr. Smith might sustain, or even to compensate him for any loss he would suffer by the proposed line passing through his property. He made a proposal to Mr. Smith to submit the whole case between him and the Company to arbi tration. (The witness was then proceeding to reply to Mr, Wil kins, to state some further particulars relative to the negotiations that had taken place between Mr. Marsden, Mr. Smith's solicitor, and himself, but Mr. Hardy objected to this on the ground of the communications being private.) Cross-examined by Mr. HARDY—None of the objects which he had described were to be seen from Mr. Smith's house, neither the blacksmith's shop, nor the canal, &c. He did not know, but thought that the front windows of Mr. Smith's house could be seen from the bridge over Barnsley Canal. The embankment ran close by this canal. Mr. Martin, examined by Mr. KINGLAKE—Was an engineer and surveyor. Surveyed the Leeds and York line. The embank ment on the proposed line could b• only seen by slight glimpses through the trees from Mr. Smith's house. He explored the country not only on the line as it was at present projected, but in several other places. He did not do this in con. sequence of Mr. Smith's objection to the line as projected. The railway passed at a distance of five-eighths of a mile from Mr. Smith's house. That was the nearest point fram which it could be seen. Was perfectly confident that Sir Edward Dodsworth would sustain far more injury by Mr. Birkenshaw's alternative lin, than Mr. Smith would by the proposed line, as it would pass close by his house and preserves. He had no doubt but Sir Edward would give such a line the most determined opposition. The stations of the two proposed lines were more commodious for the public on the Wakefield, Pontefract, and Goole line than upon the other suggested line. Mr. Hawkshaw examined by Mr. KINGLAKE—Laid out the northern portion of the London and York Railway. Had the ad. vantage of all the sections that had been made by that Company. He considered that the advantage of the Junction of several rail ways at such an important place as Wakefield would far more than compensate for the greater facilities which the gradients might afford were the line laid down in a more favourable part of the country. It being now four o'clock, the Committee adjourned till Thurs day, at twelve o'clock. Group FF. NORTH OF SCOTLAND DlsTiticr. The Select Committee on this group re-assembled at the usual hour this morning, and proceeded with the affirmative evidence in the case for the promoters of the EDINBURGH AND NORTHERN LINE, A scheme got up with a view of supplying the northern districts of Scotland with a general system of railway communication. Mr. Wiseman, one of the Board of Directors, who gave evidence yesterday, in support of the Bill, was cro►s-examined by Mr. ATTON, on behalf of several landholders, whose property would be disfigured or interfered with by the progress of the line, with a view of showing that, if the Bill were delayed till next session, the scheme could be rendered more complete in itself, and take such a course as to remove the chief objections of the landed proprietors residing in the various districts through which the line must necessarily pass, in the event of Parliament ultimately sanctioning the scheme. The witness admitted that the promoters would have to come to Parliament next session for a supplemental Bill to extend and improve the line, but, nevertheless, he thought it advisable that one part of the line should be constructed before another. He denied th.it the main line would avoid the coal fields of Fifeshire, but admitted that the Company might be ha rasced by the proprietor of the Burnt Island and Granton Ferry. at present in the possession of the Duke of Buccleuch; unless they bound the Duke down to certain conditions by stringent clauses. The Duke, however, was a large shareholder in the Company, and of course it would be to his interest to accommodate instead of embarrass the Company. He conceded to the Learned Counsel that the present coach fairs between Cooper and Dunfermline were exceedingly low, but at the same time he insisted upon the prin ciple that a railway invariably doubled the passenger traffic of the district through which it passed, and it was always to the interest of the Company to reduce as much as possible the former rates of carriage. On re-examination, he said the Burnt Island Ferry was the most available point on the coast for terminating one part of the line, but there were others which would be equally as conve nient, should the Ferry Company refuse to run ferry-boats cor•• responding with the trains on the railway. The interest however of the Ferry Company was identical with that of the Railway Company; but were it not, the Ferry-pier Bill contained a clause for the protection of any future railway. Mr. Peter Cameron, a carrier at Edinburgh, who had esta blishments at all the principal towns of Scotland, was well ac• quainted with the traffic passing through Fifeshire. His establishment carried upwards of 8,040 tons of goods annually along the route of the proposed railway, and another firm that he was acquainted with carried from 30 to 40 tons weekly. At present the traffic was con veyed by carts, and if a railway were made it would prove a saving of nearly 50 per cent. to the towns of Perth and Dundee alone, as well as tend generally to the advantage of the trade of the other districts through which the line passed. He was a farmer as well as a currier, and knew of his own knowledge that Fifeshire ex ported great quantities of grain. It was at present conveyed by carts and such conveyances, but if a railway were made through Fife, he had no doubt large quantities of farm-produce would pass over the line. There was only one stock market in Fifeshire, but if the present line were made, it would, no doubt, lead to the establishment of a market at Cooper. The firm to which he belonged preferred carrying their goods across Burntisland Ferry to Queen's Ferry, because they received more accommodation at the one than the other. If the rails were brought down to the pier, he had no doubt the carriages could be transferred to the steam.boats without injuring goods—indeed at present all the loaded carts on the route were bodily carried over the river. If there were a railway to Perth he did not think any passengers or goods would go to that town via Dundee. The line, in fact, would have the effect of diverting all the traffic that was at present transmitted by water to Perth ; and in his opinion it would be the best paying line running north of Edinburgh. It being near four o'clock the Committee adjourned, in accord ance with an arrangement made yesterday, till Thursday at twelve. E. NEWCANEWCASTLEGroup AND BERWICK. The Committee, on sitting this morning, proceedel with the clauses of the Newcastle and Berwick Railway Bill. The fares were sett!ed at 3d , I and Ad. per mile in the first, second, and third classes respectively. NEWCASTLE AND DARLINGTON (BRANDLING JUNCTION). Mr. itilipsox was called, and examined by Mr. Tioins—.Ther• THE SUN, LONDON, WEDNESDA Y EVENING,' MAY 28, 1845. omit some witnesses they had intended to call, in reference to their coal traffic evidence, in order that they might be able to close to day. He then went on to say that since the Committee had sepa. rated they had taken measures to supply the omission in respect to Cambridge, that bad horn mentioned yesterday. It was to be supplied, provided the line from Peterborough to Cambridge should be completed. The examination of Mr. Wrigly was then resumed, in reference to the profit which he had calculated would result from the coal traffic in London. He had calculated that 2,600,000 tons of coals now came to Lon don for annual consumption ; and assuming that one-eighth of that would come by the London and York line, the Company's in come, at the rate of 34 d. per tom per mile, would be, on 325,000 tons, 177,734/. Supposing that the London and York Company were to supply one-half of the whole quantity consumed in the country district, exclusive of London, the quantity would be 357,061 tons, and the income would be 44,632/. 12s. 6d., giving a gross total income from the coal traffic of 222,367/. Mr. Wedd, corn-factor, of London, was next examined as to the corn traffic. He deposed that 14,917 tons of wheat were now ex ported from Peterborough in this way-6,000 tons to London, and 7,000 to Yorkshire, all of which would be conveyed by the pro posed London and York line, as it afforded the best facilities for conveyance. Mr. HILDYARD asked witness why would not some of the Peter. borough wheat go to Lincolnshire, Nottingham, Birmingham, Derby, and Staffordshire P—Witness said, because there was no mode of transit. Could not say whether the wheat would go to those districts from Peterborough if there were a line from that place to Stamford, because he could not calculate upon such an assumption. Mr. West, land.agent—Has been a good deal engaged in the agricultural district of Grantham. He corroborated the evidence of the last witness in respect to the corn trade of the districts through which the London and York line would pass. Mr. John Badley, cattle dealer—Has been employed in ascer taining the cattle traffic on the London and York Line. The number of fat beasts sent from the London and York district to Smithfield was 22,504 ; fat sheep, 222,552. The present mode of transit was by land and water. All these animals would be sent by the London and York line. The average distance they would have to travel would be 85 miles. The estimated annual income by railway for the trasit of them would be 51,4001. 4s. 6d. After this witness had been examined as to the comparative facilities for cattle traffic upon the proposed competing lines, and those to be afforded by the London and York, Mr. PAGET said that unless the Committee required more evi dence upon this species of traffic, he would take upon himself the responsibility, heavy though it was, of not calling any more wit nesses as to the traffic. The Committee asked if the evidence as to the coal traffic had concluded ? Mr. PAGET said it had. CHAIRMAN—Then you mean as to the cattle traffic? Mr. PAGET—Yes. The Committee then consulted together for a short time, after which The CHAIRMAN announced that the Committee were of opinion that this was a point upon which they did not feel they would be warranted in offering any opinion, aye or no; the counsel should take that responsibility upon themselves. At the same time:it was hoped that no unnecessary consumption of time would take place. Mr. PAGET hoped he had already evinced a desire to economise time; and then, after a short pause, he said he would take upon himself not to call any other witnesses to give evidence of this character. The CIikIRMAN hoped Mr. Paget would lay a clear statement before the Committee as to the whole traffic. Mr. PAGET said he would, and they would now proceed with the fish traffic. Mr. Benton, of Harford Pool, then deposed that he had a very extensive fish trade with London, the expense and facility of the transit of which would be greatly facilitated by the London and York line ; has paid as high as 271. per ton for the carriage of fish to London ; thinks that would be reduced to 51. by the proposed line, and the trade increased to 100 tons a day. Cross-examined—Has sent as much as five tons of herrings In a day to London, but they did not pay well. The Counsel then asked the witness if Grimsby was not 50 miles nearer London than Harford Pool, but though he asked the question twenty times, he could get no direct answer, or no answer at all, but one to the effect that the fish would be bad, unsound, and useless, by the time it got to Grimsby. After a few more questions, Mr. Sergeant WRANGIIAM said he would not call another wit.. ness on this branch of the case. The witness, in answer to the Committee, said he hnd hereto fore experienced no difficulty in his trade until he reached Rugby; but, from that point to London the mode of traffic amounted to a prohibition to the trade. The Committee then adjourned to one o'clock on Thursday. Group B. RIPON AND HARROGATE LINE. The Committee resumed at half-past twelve, Mr. P. M. Stewart in the chair. The first witness called was Mr. John Harris, a civil engineer, who stated that he considered the country traversed by the Leeds and Thirsk line exceedingly ineligible. Had surveyed the country proposed to be traversed by the Great North of England scheme. The works on the Leeds and Thirsk Line would be very heavy and expensive. Thought a much better line might have been selected between Leeds and Harrogate. A line more easterly would have been preferable, and would, he thought, traverse equally popu lous districts, but of this he was not quite sure. A great many difficulties might have been avoided, which were embraced in the Leeds and Thirsk line, as in crossing the wharf. Thought the calculations and estimates fur nished by Mr. Grainger were greatly too low. They would have been ruinous to any contractor at Mr. Grainger's price. Mr. Grainger's price for tunnelling was 40/. per yard ; it could not be done for less than 451. The amount of cutting on that line would be 1,297,000 yards, and three yards deep, including in the whole 90 acres, which, at 150/. per acre, would amount to 13,5001., as the value of the land. Cross-examined—Had been assistant engineer in the Shelton tunnel, and had executed the Weirdale Extension Railway. John Parker Bidder was the next witness, an engineer— He considered the Ripon and Harrogate line free from any objec tion in an engineering point of view. Thought the Leeds and Thirsk line had very large works, whereas the works of the other were very light. Thought the Leeds and Think line had remark. ably large and heavy works—larger than any he was acquainted with, even than the London and Birmingham. With reference to the curves and gradients be would not say there was anything very bad in them, but the gradients might be, in some places, so difficult as to prevent speed and punctuality in travelling. The tunnelling would exceed that upon the London and Birmingham by twenty per cent. Was of opinion that the line could not be executed for 1,500,0001.—he meant the Leeds and Think line with its branches. The CHAIRMAN observed that that wail nearly deuble Mr. Grainger's estimate. Witness continued to say that he did not make a detailed estimate of the plan. Thought the Leeds and Think project rash and ill conceived. In answer to Mr TALBOT, witness said that he thought it would be very unwise to form a line passing south from' Wetherby to Leeds, And being cross-examined by Mr. BAINES, admitted that he had not minutely considered the expenses of procuring materials for the respective lines. Mr. Martin, an engineer —Knew all the district round Leeds intimately. Knew the Leeds and Think line. Many places on that line would not be accommodated by that line—they were already accommodated by the Leeds and Bradford Railway. Disapproved of the Leeds and Think line as too expensive. Knew the coal district in the neighbourhood of Leeds. If the Durham coal-owners would sell their coals at Knaresborough, Ripon, Har rogate, and Wetherby, at 9s. or 10s. 6d. a ton, there could be no competition with coals brought on the Leeds and Thirsk Railway from Leeds. Cross-examined—Was surveyor to the Leeds and Bradford Rail. way Company. Thought the Leeds and Thirsk line would be use. ful for persons going to the north. There were six or seven mills on the line. (Witness was handed a paper with numerous signa tures to it, but he did not know the handwriting of the Individuals; but he did not agree in the opinion expressed in it as to the eligibi lity of the Leeds and Think line.) Mr. George Mason produced a paper containing the list of as sents and dissents to the line, and other formal matters. The case then closed on behalf of the promoters of the Ripon and Harrogate line. THE CHURCH FEBITON AND HARROGATE LINE. This line was then brought under the consideration of the Cons. mittee. This line is a branch of the York and North Midland Railway. After very considerable delay Mr. HILDYARD entered the Com mittee-room, and said he was happy to say that there would be no opposition to the Church Fenton and Harrogate line; he would, therefore, at once call witnesses to show that the proposed line would confer great advantages on Harrowgate and the towns through which it was proposed it should pass. Mr. Birkenshaw, an engineer, was the first witness called— The line, he said, :would commence at Harrogate and pass through Wetherby, by way of Thorpe, and near Saxton, to the Church Fenton station. The distance between Hull and Harrogate would be nearer by this line than by any other line. Knew the country well between Harro gate and Church Fenton. Wetherby was a place of considerable importance. So was Thorpe Arch, which, with Boston, was a watering place much frequented during the season. There were no engineering difficulties en this line. It would pass through a rich agricultural district. The cost of the line would be 230,0001. the length eighteen miles and a quarter. In this estimate was computed a double line, which would be necessary. Wit. ness's remuneration did not depend upon the contemplated extent of line. There would be 538 yards of tunnel. The worst curve was 35 chains radius, the steepest gradient in the line was one in 87. There would be no difficulty in working that with the traffic which might be anticipated on the line. The CHAIRMAN—How came the Board of Trade to designate the gradients on this line as on the whole unfortunate? Witness—Unfortunate as compared with all the gradients in ether districts, but the gradients were the best which the district could afford. Mr. HILDYARD said he believed the Ripon and Harrogate line had withdrawn. CHAIRMAN—YOU mean withdrawn opposition to the Church Fenton line ? Mr. HILDYARD—I mean withdrawn itself from the Committee altogether. CHAIRMAN—Can that be the case, Mr. Denison ? Mr. DENISON, Counsel for the Ripon and Harrogate line, said he could not contradict his Learned Friend, though he had received no instruction on the subject. Mr. Hanman, a farmer, lived in Deighton, near Leeds—Knew die line of Church Fenton and Harrogate—it would pass near Wetherby. His opinion was that the line would be moat advan. tageous ; it would afford a ready transit to Wakefield, which might be termed the key of the whole manufacturing district. It would also afford transit to Hull, which was the best port for pro curing timbers, artificial manure, and materials for fattening cattle. The line passed through the best lime kilns, and they would thus be able to obtain the best lime for building or manure. The best coals could be likewise had by this line. Mr. Wilkinson gave evidence as to the traffic, &c., which would take place on this line, and which, he said, would amount to 23,631/. Os. Bd., 6 per cent. on the estimated capital. The gross traffic would be almost JO per cent. on the estimate. The capital proposed to be raised pas 230,0001.; shares subscribed, 180,0001.; deposits, 9,0001. At the request of Mr. HILDYARD, this case was allowed to stand over until Thursday. The CHAIRNIAN would defer giving his opinion on the respective lines until that day. Mr. HOPE said that Earl De Grey had witnesses and counsel in attendance, who would oppose the North of England line. Mr. Sergeant BELLASIS then rose, and said he appeared on behalf of the Earl of Cardigan to oppose the Leeds and Think Railway. It would pass through nearly four miles of his property, near the town of Leeds, and would entirely destroy the picturesqueness which it at present possessed, and greatly deteriorate the value of the pro perty. The ground there was very suitable for villas and houses of a superior class, which were about being built there, but Lord Car digan's principal objection was, that it would destroy the beauty of that venerable and beautiful structure, Kirkstone Abbey, which every Yorkshireman regarded with feelings of admiration. Lord Cardigan's property lay upon both sides of the Aire ; through that which lay upon the other side of the river a railway was made a short time ago. If this railway, the Leeds and Thirsk line were carried out, it would quite cut up and destroy the beauty of the property, for it would inclose it, taking within it the abbey he had mentioned. The abbey had, of late years, been preserved at great expense by the Earl of Cardigan, and great preparations had been recently made for planting and otherwise beautifying the neighbourhood. The Leeds and Thirsk line could be easily run into the Leeds and Bradford, and a branch line would well supply the place of the Leeds and Thirsk line, though there would be a gradient of 1 in 39. Mr. Downes and Mr. Hayward, agents to the Earl of Cardigan, gave evidence contkreatory of the above statement. They con curred in saying that the proposed line would, if carried out, greatly deteriorate the value of his Lordship's property in the neighbour- LOWESTOFFE RAILWAY AND HARBOUR. The discussion on this Bill was resumed this morning by the con sideration of the clauses, all of which, being unopposed, were passed after slight alterations. The following important clause, however, which was carried last night in the House of Commons, compulsory on all railway companies, was inserted in the Bill :—" Be it enacted that nothing herein contained shall be deemed or construed to exempt the railway, by this or the said recited Acts authorised to be made, from the provisions of any general Act re lating to such Bills, or of any general Act relating to railways, which may Hereafter pass during the present or any future session of Parliament, of the maximum rates of fares and charges autho rised by this Act." This being the first case in which the above most important clause has been applied, great interest was evinced as to the spirit in which it would be met by the railway companies. The agents for the Bill expressed their perfect concurrence in the principle of the clause, and the Committee gave an unequivocal opinion on the expediency of its insertion, and its invaluable benefit to the public. A few protective clauses, suggested by the opposing parties and agreed to by the promoters of the line, being inserted, the Bill was passed, and the Committee proceeded to the discussion of THE DIRECT NORWICH AND BURY AND IPSWICH LINES. Mr. AUSTIN, on the part of the Bury and Ipswich scheme, urged the ineligibility of the Direct Norwich Company to oppose, in con sequence of its allegation of competition being wholly unfounded. The lines were at right angles with each other, and he contended that their rival had no locus standi in the Committee whatever. Mr. ALEXANDER supported the opposition of the Direct Norwich Company, and founded his demand on the report of the Board of Trade, which declared the lines to be competing, and had actually rejected the project for which he appeared upon those unquestion able grounds. The Committee having ordered the room to be cleared, remained in discussion for a considerable time, when they came to the de termination of proceeding with the Yarmouth and Norwich Ex tension, and subsequently with the direct line, withholding any opinion on the disputed question of the right of the latter to oppose the Bury and Ipswich. This decision being at variance with a previous arrangement, the Counsel for the different lines expressed their inability to pro. ceed, and after a few formal propositions had been disposed of the Committee adjourned. Group ER. DUNDEE AND PERTH RAILWAY. On the assembling of the Committee this morning, the room was cleared for the consideration of the spot at Perth where the ter. minus should be constructed. On the admission of the public, _ . The CHAIRMAN stated that the Committee had come to the de. termination that the question should be left to the decision of the Board of Trade. Considerable discussion ensued with respect to this decision — the parties on both sides proposing various ways in which the point should be submitted to that Board. At length it was finally agreed that the course pointed out should be adopted. The remaining clauses of the Bill were then gone through scrim tint, and were agreed to with various alterations, more particu larly with respect to the conveyance of passengers and goods. The CHAIRMAN held that the fares were more exorbitant on this line than on any other in Scotland. An HON. MEMBER was of opinion that the plan adapted of preventing persons from remaining in their own carriages must be dispensed with on this line. Other suggestions for the convenience and safety of passengers, and the running of trains for the less opulent portion of the public, were made. The counsel for the promoters of the Bill stated that they would meet with due attention. The report was then agreed to ; the Chairman said he would re port their decision to the House, and the Committee adjourned until one o'clock on Thursday, when the ABERDEEN RAILWAY will be preceeded with. Group L. GUILDFORD, CHICHESTER, AND PORTSMOUTH RAILWAY. The Committee resumed this morning, when the Duke of Rich• mond appeared, and stated that there was, to his knowledge, a great communication between Chichester and Portsmouth, between Midhurst and Petworth and Chichester, and indeed the intercom munication between the several places there was considerable. There were about 3,000 acres of beech timber in Charlton and Leighton Forests, and this timber was partially unsaleable, in consequence of the deficiency of the means of carriage to the coast. The district was also rich as an agricultural district, but an impediment had arisen from the same cause, and he thought the proposed line was the best for West Sussex. Since the memorial which his Grace had transmitted to the Board of Trade, there had been meetings at Goodwood, in which a great desire had been manifested by the South-Western Company to meet the wishes of the landowners, and a deviation line had been devised which met all their views. Pro posals at that meeting had been made by the South- Western Company to the Brighton and Shoreham Company, which he thought both liberal and equitable, but these proposals had been rejected by the Brighton and Shoreham Company. Yet, he still thought that the coast-line, as devised by the Brighton Company, was of the utmost importance, not only as opening the Southampton market to West Sussex, but also in a national point of view. But his opinion had altered as respects the Shoreham Company ever since the proposals of the South-Western Company and the county would be more benefited by the South-Western than by the Shoreham line, and the feeling now was so great in the country for railways that he thought they must be made, and so deep was this impression on his own mind, that he had offered to the South-Western Company to pass through his park, provided he neither saw nor heard the trains, notwithstanding he, as a landowner, was in some respects opposed to railways. One of I these offers was to take a certain sum of money and retire from the field ; another to amalgamate, and the third to adopt a union of interests in two lines. 1 here was an agreement between the Brighton and London Companies and the Shoreham and Chichester Corn. pany to rent the line of the latter Company to the former for ten years, but the proposal was for the amalgamation of the lines to commence at the end of ten years, unless the Brighton Company should allow it to commence at once, the line being leased to the South-Western Company at 4 per cent. in perpetuity. A coup. ter proposition had been made by the Shoreham Company, which was rejected, after much discussion, by the South-Western Company; and Lord Wharncliffe, to whom the matter had been referred, had expressed his opinion that the Shore. ham Company ought to have taken the proffer which had been made to them. Lord Egmont was still an opponent of the South_ Western line, as was also Mrs. Dorian, though he believed that Colonel Wyndham was not. He (the Duke of Richmond) should certainly not vote on any railway which passed through his pro perty, and he had only spoken at this meeting as a landowner. The latter part of this evidence was given to the cross-examina tion of Mr. Whateley, to which his Grace further reiterated his impression that the coast line was of great national importance. To the cross-examination of Mr. Sergeant TALIOURD, the Duke stated that there was a very strong feeling in West Sussex in favour of the Chichester line ; and he thought it best for the line to pass through the route proposed by the South-Western Com pany, provided the rights of private property were not materially affected, The memorial of which so much had been said, had been drawn up by the Chichester and Shoreham Company, and its terms had not been very nicely ex amined. The only name signed before his Grace's was that of the Duke of Norfolk, and part of the object of that memorial had been to prr sect the property of the Duke of Norfolk. He did not quite approve of the monopoly which threw several lines under one company ; but as the Shoreham Company had leased their line for ten years to the London and Brighton Company, he thought that just as much a monopoly as the other line. As long as the lines were perfectly independent of each other they would certainly be a check upon each other, yet he saw no course which would prevent one line from purchasing shares In the other, or otherwise obtaining an influence in the proceedings of the other eompany. To the inquiries of Mr. RAWLINSON, his Grace replied, that to effect a communication with Woolwich, Chatham, and Sheerness, he thought that the South_Western Company would be as con venient as that of any other line. With respect to timber, both Lord Egmont and Colonel Wyndham sold a considerable quantity of timber every year, but he was not aware that there was a canal near their properties to carry it to the coast. It was ne cessary to know this, because a considerable portion of this timber was used at Portsmouth for Government purposes. To an inquiry from the CuAIWIZAM, his Grace stated that there decidedly was a feeling for this line, and it was his impression that all 'anded property was improved by a railroad passing through it, and though his own opinion was not altered from what it was originally, still he waited his objection partly in deference to the feelings and opinions of those in his neighbourhood. As these parties thought that there would be greater convenience from it, they would undoubtedly use this railway more than they had at first anticipated, and several memorials had been sent to his Grace by parties who had signed the original memorial to the Board of Trade, expressive of sentiments quite opposite to those stated in that memorial, and requesting him to withdraw his op. position to the Gulidford Extension line. Mr. Horne was re-called and cross-examined by Mr. ALEXANDER, and stated that he had never taken any traffic before to ascertain the probable returns for a railway scheme; but he had taken his data from the Stamp-office, and had included in his inquiries both Arundel and Bognor, and with those towns he had included coaches from Bognor to Shoreham and Chichestor to Shoreham. He had taken Petersgeld, Lipprock, Haslemere. Guildford, and Woking, but not Farnham, nor Alton, Letherhead, or Epsom. He had taken in a Southampton and Brighton coach, and a Mid hurst and Brighton coach. He conceived that the passengers would go by rail to Chichester and thence to Brighton. To the Midlitirst coach he had assessed six passengers to each journey. He had taken his data on about 23 coaches, and he found that there would be 82,680 passengers annually. He could not tell the number of journeys, but he could give the number of passengers by each coach ; the result was the aggregate we have just given. , He had got his data both from the Stamp-office as well as from inquiries at the several coach-offices. He had put down 13,104 passengers for carriers' vans—one of these vans a van to Woking from Chichester, the distance being 361 miles! from Chichester to Shoreham it was 23 miles, being a difference of 13 miles. The number of passengers by Jenman's van to Woking was three passengers on an average per journey, four journeys per week. There were vans also between Chichester, Midhurst, and Petwerth, and also between Chichester and Midhurst, which car ried on an average 48 passengers per week. Harding, Standing, and Clarke's vans, from Pet worth to London, went all the way by road. Pctworth was about 14 miles from Godalming. Most of these inquiries had been made about six weeks ago. Harding, Stand. ing, and Clarke were three distinct persons—not a firm—and they carried 84 passengers per week, and for all these conveyances he put down 13,104 passen gers. The next was for posting passengers. .The number of passengers from Portsmouth would travel on an average 96 miles, and the whole mileage would be 4,958 per week. By inquiries, he had ascertained from Mr. Ballard, who kept the principal inn at Chichester, that the cross journeys through the country were ten per diem. The passengers by this means were 9,644, and the total mileage was 224,700 per week. The nearest way from Bath to Brighton would be by the new line, but he reckoned his l e ) ,, , s t ti g n w g olu o sl i da4 dy gorri to firl F oemsa e F :i na a dr m eh , , aa a mr n r d yt he gc c hf a ioc l u c h u re l: t t ea e rs d .s e t nig a , e t hre t s h d o oi s s nt e a g na o cn i e n ta g rvae t v o real t gl h eed : bein making a tot a l m il eage of 12 095 miles. l From Portsmouth, by Peterstield, Guildford, and London,, he calculated 100 j ourneys , calculatedmaking commercialo B o t orc: passengersypepassengers and a e r a s ay year.ea total r of 2 . ro l rr Bognor and Arundel h e 'There ,ls7 were upwards of 2,000 local passengers. Hi s data were ming derived toa.gat e, fro vi m h theci, were numberlso W o f personseekl passing th roug h yOnoin horses and y t by gigs ; and in hi s ca l culations he. had fourth of the nu.nber of p assengers as using the ak railroaden one_ for in five miles. He had then taken th e next gate, and Proceeded the same manner. He had made no calculation of the traffic for Dorking, and had never been there, but horn the inquiries he had made he had learned that there were 21,157 passengers in the die t ict travelling five miles each. He had obtained his number of 602,170 passengers from Nine Elms for the books of the So u th_ Western Company, which stated the number of passengers to Gosport. On this number he had 25 per cent., which he thought was a very moderato inc r e ase. H e could, not state the money taken, but the number of passengers Jy a ll the trains o dont , was 60,00, and he had n NEWCASTLE AND BE R WICK. The Committee then went through the remsining clauses in this Bill, and adjourned. Group DD. THE CALEDONIAN AND THE GLASGOW, DUMFRIES, AND CARLISLE RAILWAYS. The business of the Committee was commenced this morning by Mr. Hops resuming his cross-examination of Mr. Miller, the civil engineer; but nothing of public importance was elicited Le yond what has already appeared. On re-examination, Mr. Miller said that the two forks on the Caledonian Railway would present a very great obstacle to the pro per working of the railway, as one train is obliged at the turn of the fork to wait until another train arrives. The Dumfries line was not intended to form a subsidiary railway to the Ayrshire line, which would be very convenient for all traffic coming from the north and south. The character of the gradients on the fork of the Caledonian would be a great hindrance to speed. It was understood that the Ayrshire line was perfectly open to the Dumfries to work at their convenience, and the rates on the Ayrshire would be moderated to suit their rates. It was possible, in case the Dumfries line were made, to maintain a branch from it through the Delvine pass. The CHAIRMAN then interrupted the examination, and said the Committee were of opinion that the suggested branch was very desirable, and had been waiting for some days to hear whether it was intended to make a line in that direction. Mr. Miller said the plans had not yet been made for the branch through the Delvine Pass, but he had carefully examined the country in that direction, and, speaking from recollection, was satisfied it was practicable to carry the line through it. The highest summit was 1,000 feet above the level of the sea, and the gradients for six miles would be from about 1 in 70 to I in 75. The CHAIRMAN observed that nothing had been said in Mr. Locke's report, or had been mooted by any one else, as to the prac ticability of making a line in the proposed direction. Mr. Miller was about to explain the direction of the branch , from near Thornhill through the Delvine Pass, when it was ob. jected that as there were no plans or sections before the Corn. mittee, it would be difficult for him to give a sufficient explanation. The Cuuamarr then recommended an adjournment, as a very important point had been raised, and it would be necessary, for the convenience of all parties, that sufficient time should be afforded to satisfy the Committee as to the intended line. After some conversation between counsel and the Committee, as to the practicability of proceeding to investigate the merits of the mootai points, The CHAIRMAN said he thought it would be advisable in so im portant a matter to apply to the Government to send down some impartial and competent person to survey the country and report accordingly. Mr. Coca smug suggested that perhaps it would be better for the Committee to hear the evidence on both sides, and It might be as well to adjourn for a time to aftbrd an opportunity of getting up the evidence and rebutting it. The CHAIRMAN said that it was the opinion of the Committee, and must also be manifest to every intelligent person, that, pro. vided the pass was practicable, it would be a great advantage to the rich districts of the west in connecting Dumfries with Edinburgh ; . . and there was no doubt that with the proposed branch the Dum. fries line was preferable to the Caledonian. A continuous communication would be established with the north and west of Scotland, and the shortest distance between Scotland and Ireland would be obtained. If these ad vantages could be obtained, it was the bounden duty of the Committee, on a matter so importantly affecting the public in teresis, to give it their most diligent attention. In the present stage of affairs, however, the point was doubtful. The Committee had not had sufficient data presented before them to decide de finitively; and it would rot be fair to hear the evidence on one side without giving to the opposing party an opportunity of dis. proving it if it were possible. On the suggestion of Mr. COCKBURN, Sir T. PHILLIPS then proceeded with the residue of his case, and the consideration of the proposed new branch was adjourned. Sir T. PHILLIPS concluded his re-examination of Mr. Miller, and called Mr. Mitchell, a railway contractor. He said he had constructed extensive works in various parts, and was well acquainted with the method of working. He had carefully ' examined Mr. Miller's estimates, and considered them very reasonable and fair. He would have no hesitation in undertaking the construction of the railway at the prices put on th e wor k s. Mr. Vignolles, civil engineer, said he had examined th e coun t r y districtst rou gl thrcigh which which u thepro h pos t ed e edliCnaelswoonuild pass, and a p or ti on o f th e Caledonian Railway went was com paratively poor. The forks on the Caledonian ought, in his opinion, to have been made in the vicinity of Carlisle: the advantages ,which would result from plac ing the junction there would be to have the li ne carr i e d through unucgohat rry which i a ndw pa it o populous country sse s through on either side, i ns t ea d o f a poori and this was an im portant object in laying out a line of railway. He would concur generally as to what the previous witnesses had stated with respect to the benefit which the Dumfries line would confer on the country. On cross-examination, Mr. Vignolles said he considered the Glasgow Junction Railway would never answer. Mr. Brunel, C.E., stated it as his opinion that more regularity in the passage of trains might be expected on the Dumfries line than on the Caledonian, as great inconvenience would be occasioned by the forks on that railway. He corroborated the previous en. gineering evidence. Sir T. Piriwes then announced that the case for the pro- moters of the Glasgow, Dumfries, and Carlisle Railway had con. eluded with the last witness. At the close of the case it was suggested to the Committee that there was a gentleman in the room who could give some informa tion as to the proposed subsidiary branch through the Delvine Pass. The Committee having consented to hear his statements, rdr. Jardine, engineer at Edinburgh, was called and examined by the CHAIRMAN. Mr. Jardine said he was intimately acquainted with the subject of gradients and elevations, and other matters connected with railway affairs were familiar to him. lie knew the lead hills, and had surveyed the country for the pur pose of making a road by the Tweed to Errickstone. From his general knowledge of the country he could state that the line could be made, and he considered the best junction with Edinburgh could be effected through the Delvine Pass. lie was not in a condition to give any idea of the nature of the gradients that would be required, as he had not examined the pass sufficiently to give a correct opinion. The Chairmaq did not continue the examination of the witness, as it appeared from his not having examined the country for rail way purposes, he was not competent to satisfy the Committee as to the practicability of making the proposed branch. Sir T. PHILLIPS then said he appeared to support the petition of the Edinburgh and Glasgow Company against the Caledonian line. He then called Mr. Mills and Mr. Miller to show that a con. siderable degree of traffic would be diverted from the Glagow Company's line at the forks on the Caledonian Railway, and that by adopting a portion of the Edinburgh and Glasgow line the Cale donian would avoid the expense of constructing an unnecessary line of railway of eight miles in length. After Counsel had cross-examined the witnesses in this case, which was not of the slightest public interest, The CHAIRMAN said, in reference to carrying a branch of the Dumfries line through the Delvine Pass, he begged to state to all parties concerned—to those interested in the Caledonian, the Glas gow, Dumfries, and Carlisle, and the Clydesdale Junction Rail ways—that the distinct opinion of the Committee was, that there were several points which referred to those lines that seemed to admit of au arrangement amongst the different companies with regard to their separate interest. It was the instruction of the Government to the Committee to look out for the best trunk line, one that would conduce most to the public convenience and interest; and if the contending parties could not arrive at some satisfactory arrangement, the inconvenience of the result would be only attributable to themselves. The intention of the Committee was to look simply to the public advantage ; and by this determination they were bound to abide, whatever might be the sacrifice to any of the competing companies. He would, therefore, recommend to the attention of all parties interested the necessity which existed for the protec tion of their separate interests, by their arriving at some satisfac. tory determination with regard to their mutual future proceedings. The points on which it had been deemed advisable to urge this course of proceeding had already appeared, and it would be un. necessary for him to recapitulate them. Sir T. Piimurs observed that he was instructed to say, on the part of the Edinburgh Company, that they were prepared to meet the other Companies in a spirit of fairness and amicability. The point was again urged whether the Committee would pro. ceed to hear the evidence for and against the eligibility of the Dclvinc Pass, and Mr. Locke said he was quite prepared to give the Committee the result of his opinion on the subject if they wished to hear it, or he would send down a competent engineer this even. ing and inspect the place, and make his report. It was ultimately resolved that the matter should stand over till Thursday morning, till which time the Committee adjourned. Group X. LONDON AND YORK LINE. The Committee resumed this case today, at twelve o'clock. The CHA►RMAN said he understood the evidence for the London and York line was to be closed to-day, except the engineering evidence. Mr. PAGET said he hoped it would be closed to-day. The CHA►RMAN said that the Committee had resolved that the evidence should close to.day. Mr, Sergeant WitAtitiliAM said he would take upon himself to hood of Leeds—destroy the views and quite inclose the abbey, almost in a triangular form, the railway passing within 500 yards of it. They agreed in saying that thirty acres of property there would sell for 15,0001., for building purposes, but which, if the railway passed through, would be only fit for cultivation. 20,000/. would not compensate for the injuries which the line would inflict. After some consultation it was proposed that the Leeds and Thirsk line should keep fifty yards further than had been proposed from the abbey. Mr. Sergeant 13ELLAsts said the proposal was well worthy of consideration, and they would take until to-morrow to consider it. Some evidence was gone into to show that the Leeds and Thirsk line would, by the cuttings, tunnels, &c., would injure the supply of water to the villages near the town of Leeds. The promoters of the line here said they would engage to make good the same supply of water which they would remove by the tun. nels, &c. This was discussed at much length, and it was finally understood that a clause would be introduced into the Bill, securing to the villages in question a proper supply of water. There being no further opposition to the Leeds and Thirsk line, The CHAIRkti.M wished to know whether the Ripon and Harro gate line was withdrawn ? There was nobody in the room to answer this question. Mr. EDDISON, the solicitor for the Bill, said the capital was 886,0001. ; the deposit paid in 43,4051. The Committeee then adjourned to Thursday morning, it being understood that if the Ripon and riarrog.de line were persevered in, Lord de Grey, through counsel and witnesses, would have an opportunity of opposing it. MARKET INTELLIGENCE. (From the London New Price Current, of May 27.) SUGAR.—To-day, imparters of British Plantation Sugar displayed increased firmness, the trade were anxious to pur chase, and for every kind the demand was brisk for the scale and pan. The prices paid exhibited an advance on those of Friday of 6d, and in some cases is per cwt. REFINED.—To-day there were plenty of buyers of Refined Sugar for home consumption, but the supply of goods is still scanty. Brown lumps were sold at 68s 6d to 695, and standard lumps at 70s per :cwt. Crushed Sugar manufac tured under bond was much sought after, and is not to be purchased under 3Sils per cwt. _ _ _ MAURITIUS.-Thi; afternoon the demand was active for Mauritius Sugar, and 6,481 bags and 70 casks at auction were all sold at and after the public sales at an advance on former rates of 6d to Is. EAST INDIA.—This afternoon Bengal Sugar met with at tention, and 3,117 bags at auction went Is per cwt higher. FOREIGN.—To-day much inquiry existed privately for all descriptions of Foreign Sugar, but higher rates being insisted upon by holders prevented large transactions : at public sale 187 chests of Brazil were offered, but a part only sold owing to the extreme rates that were required. MOLASSES.—To-day an increased desire was shown on the part of the grocers to purchase Bengal Treacle, and the market was nearly cleared at 16s 6d, which is an advance of 6d per cwt. COFFEE.—To-day Mocha Coffee was more in request, and 375 bales 6 casks at auction were partly sold at an advance on former rates of is to 2s per cwt. Berbice was in excellent request, and 118 casks 70 brls at auction mostly sold at is to 2s per cwt. advance. In Ceylon several purchases were made privately at 46s 6d to 47s for good ord Native. COCOA.—The better descriptions of West India are now much wanted, but of such the supply is small, and ordinary sorts sell more freely; 186 brls of Trinidad at public sale this afternoon were disposed of at 40s for common dark grey. TEA.—To-day there was more activity in the Tea market, but no advance took place. Some parcels of Congou were sold at 9d to 10d per lb for ordinary to good ordinary, cash. RUM, BRANDY, AND HOLLANDS.—Leeward Island Ruin has been purchased largely, and the rates paid are in some cases rather above those previously quoted. Demerara is wanted, and command former terms. Jamaica has been in good request, and prices are firm. Calcutta is wanted upon former terms, but holders declining to sell thereat, Brandy has been in increased demand, and large parcels have been disposed of at improved rates. Geneva is more wanted, is 8d to Is 9d is now the value of common export sort, and fine fit for duty 2s 4d to 2s 9d per gallon. English Corn Spirits 108 2d per gallon cash. RICE.—To-day there was a brisk demand for Bengal, and several parcels were disposed of by private ; at public sale 2204 bags were mostly sold, the lower sorts at an advance on former rates of 3d, whilst on the better kinds the rise was 6d per cwt. SPICES.—To-day with Penang Pepper the market was bet ter supplied. 3,190 bags were offered at auction, nearly the whole of which found purchasers, but at a decline on former rates of Ad per lb. Of Cassia Lignea 94 chests at auction were taken in much above the value. Of Cloves 38 casks and 33 bags were offered, and a part only sold at Bid per lb for old Bourbon. 326 bags Pimento all sold at stiff rates, and went at 2 1 7 id to 3d per lb for low middling. 6 boxes Nut megs were sold, Singapore brown, good 3s 7d, good middling 3s 3d to 3s 4d, and middling 3s 2d, and 3 boxes Mace at 2s 8d for good Singapore. COCIIINE.AE —This afternoon there was less demand ; at public sale 40 bags of Honduras, and 17 bags of Mexican were offered, and went at a decline of ld per lb. INDIGO.—For East India the market is in a tranquil state ; shipping orders come in slowly, and the home trade operate with caution—some parties are more inclined to sell, and accepted prices rather under those of the last quarterly sale for low Madras and Kurpah kinds. Oli.s.—Southern Oil has been in excellent. request, but no advance has occurred in prices. For Cod prices are steady. Holders of Seal are unable to obtain any advance, although the accounts are unfavourable from the fishery. Sperm Oil is fetching firm rates, but the supply is still small. Cocoa Nut Oil has slightly declined in value, and is not much wanted at present. In Olive Oil a good deal has been done, but not at better prices. TALLOW.—The market has still an improving appearance for all sorts of Tallow ; Russian on the spot has been disposed of to a large extent for all purposes, and at rather higher rates. All other kinds of Tallow have been in excellent request on the spot, and the rates paid are rather above those previously quoted. Town Tallow is selling at 39s to 39s 6d nett cash, and there is little on hand. TUESDAY NIGHT'S GAZETTE. Commissions by the Lord-Lieutenant of Middlesex. The Right Hon. T. H. Jones Viscount Ranelagh to be Deputy Lieutenant, May 19 • Sir I. L. Goldsmid, Bart., to be Deputy Lieutenant; W. H. Bodkin, Esq., to be Deputy Lieutenant, May 22. Commission by the Lord Lieutenant of Lancashire. J. W. H. Anson, - Esq., to be Deputy Lieutenant, May 22, Commissions by the Lord-Lieutenant of Hertfordshire. South Herts Yeomanry Cavalry—Cornet F. Gaussen to be Lieutenant, vice Carter, resigned ; J. H. Pelly,;Gent., to be Cornet, vice Gaussen, promoted, April 26. Commissions by the Lord• Lieutenant of Ayrshire. Ayrshire Regiment of Yeomanry Cavalry—Cornet the Hon. J. Kennedy to be Lieutenant, vice J. Campbell, de ceased; L. G. Campbell, Gent., to be Cornet, vice Kennedy, promoted, May 21. BANKRUPTS. Richard Lewis, carman Ashford, Kent, to surrender June 3, and July 8, at twelve, at the Court of Bankruptcy. Whitmore, official assignee, Basinghall-street ; Anthony, Nicholas-lane, Lombard-street. William Poole, sen., shopkeeper, Horton Lock, Bucking hamshire, June 4, and July 5, at eleven, at the Court of Bank ruptcy. Green, official assignee, Aldermanbury ; Hutson, Upper Clifton -street, Finsbury. John James Brown, grocer, Bury St. Edmund's, June 6, at eleven, and June 30, at twelve, at the Court of Bankruptcy. Bell, official assignee, Coleman-street-buildings; Taylor, Featherstone-buildings, Holborn. James Taylor, maltster, Bromley, Middlesex, June 6, at twelve, and July 8, at half-past two, at the Court of Bank ruptcy. Edwards, official assignee, Old Jewry; Marten, Thomas, and Hollams, Mincing-lane. Thomas Herne, draper, Cardiff, Glamorganshire, June 10, at one, and July 4, at twelve. at the Court of Bankruptcy. Edwards, official assignee, Frederick's-place, Old Jewry ; Parker, St. Paul's Churchyard. George Cornelius Burns, upholsterer, Devizes, June 10 and July 8, at twelve, at the Bristol District Court. Hutton, official assignee, Bristol ; Dean and Co., St. Swithin's-lane, London ; Cox, Bath. Leonard Barnes, provision dealer, Redhall, Lancashire, June 9 and 30, at twelve, at the Manchester District Court. Fraser, official assignee, Manchester ; Johnson, Son, and Weatherall, Temple, London ; Higson and Robinson, Man chester. William Davis, butcher, Compton, Staffordshire, June 2 and July 2, at eleven, at the Birmingham District Court. Whitmore, official assignee, Birmingham ; Parkes, Smith, and Co., Bedford-row, London ; Motteram and Knowles, Birmingham. DIVIDENDS DECLARED. N. Roskell, merchant, Liverpool—first div. of ss. 6d. in the pound, May 29, or any subsequent Thursday, at the office of Mr. Cazenove, Liverpool. N. Roskell and J. de P. Ogden, merchants, Liverpool— first div. of ls. 6d. in the pound, May 29, or any subsequent Thursday, at the office of Mr. Cazenove, Liverpool. W. Wyrill, ironmonger, Bradford—first div. of 2s. in the pound, May 27, or any subsequent Tuesday, at the office of Mr. Hope, Leeds. G. Fielding, ironmonger, Thame, Oxfordshire—first div. of 6d. in the pound, May 31, and two following Saturdays, at the office of Mr. Groom, Abchurch-lane. J. Valle,. wine merchant, Cheltenham—first div. of 9s. in tha pound, May 28, or any subsequent Wednesday, at the office of Mr. Kynaston, Bristol. J. Bohn, bookseller, King William-street, Strand—sec. div. of 5 1 / 2 d. in the pound, May 31, and two following Sa turdays, at the office of Mr. Groom, Abchurch-lane. T. Pearce, tripeman, Bermondsey. street—first div. of 2s. 2d. in the pound, May 31, and two following Saturdays, at the office of Mr. Groom, Abchurch-lane. J. Lorden and N. Hadley, builders, Herne-bay—first and final div. of 20s. in the pound, May 31, or any subsequent Saturday, at the office of Mr. Edwards, Frederick's-place, Old Jewry. N. Hadley, builder, Herne-bay—first and final div. of 20s. in the pound, May 31, or any subsequent Saturday, at the office of Mr. Edwards, Frederick's-place, Old Jewry. DIVIDENDS. • At the Court of Bankruptcy, Basinghall-street. J. Kirkpatrick, banker, Newport, Isle of Wight, June 17, at one—W. Austin, builder, Bell-street, Edgeware• road, June 20, at half-past one—C. S. Haward, grocer, Colchester, June 20, at eleven—T. H. Ford, victualler, Rochford, Es sex, June 17, at eleven—T. Watson and W. Byers, woollen warehousemen, Skinner-street, City, June 20, at twelve— J. Farren, corn dealer, Nine Elms, June 20, at half-past eleven—T. F. Lucas, coach proprietor, Long Buckby, North amptonshire, June 20, at half-past twelve. In the Country. W. and J. Losh, calico printers, Manchester, June 30, at twelve, at the Manchester District Court—T. Holyland, woollen cloth manufacturer, Manchester, June 20, at twelve, at the Manchester District Court—R. Blockley, linen draper, Crewe, Cheshire, June 20, at one, at the Manchester Dis trict Court—W. E. Jarman, confectioner, Exeter, June 20, at one, at the Exeter District Court—R. Hill, currier, Exe ter, June 20, at the Exeter District Court—A. Tempest, worsted spinner, Clayton Heights, Yorkshire, June 19, at eleven, at the Leeds District Court—J. Wile, ironmonger, Stafford, June 19, at eleven, at the Birmingham District Court. _ _ _ CERTIFICATES to be granted, unless cause be shown to the contrary, on the day herein mentioned. J. Lambert, licensed victualler, Portsmouth-street, Lin coln's Inn-fields, June 17—. J. Home, veterinary surgeon, Woodstock-mews, Blenheim-street, New Bond-street—G. W. Stocks, linen draper, Norwich, June 20—H. F. Bellenger, licensed victualler, Oxford-street, June 18--G. J. Carter, carpenter, Hornsey-road, June 19—J. Winscombe, shoe maker, Bristol, June 18—R. Woolfall, butcher, W arr i ngton , June 19—J. Price, draper, Oaken Gates, Shropshire, June 20 —C. F. Warman, china dealer, Houndsditch, June 17—E. Bayley, apothecary, Cheswardine, Shropshire, June 17—W. Green, cattle dealer, Gorleston, Suffolk, June 17—E. Closson, stationer, Lower Holborn, June 17—R. Lewes, brewer, Sun derland, June 17. PARTNERSHIPS DISSOLVED. P. Raphael and J. Raphael, cigar manufacturers, Ratcliffe highway—T. Throssel and J. Prince, machine makers, Dun nington, Yorkshire—E. Limmer and J. Rose, ironmongers, Ipswich—E. J. Kerly and S. Ware, solicitors, Gray's Inn— VV. Newton and G. H. Newton, cement manufacturers, Hull --C. Wilson, W. Homer, and W. Townrow, straw hat manu facturers, Bedford—B. Wells and J. Wells, machine makers, Bradford—H. R. Kingsbury, M. H. Kingsbury, and J. Wil liams, builders, Uxbridge--E. Shelly, J. W. Shelly, and J. Rix, merchants, Great Yarmcouth (Warn regards J. Rl2O-- T. C. Robins and S. Hobbs attorneys, Wells, Sornersetshire—• F. C. Cope, C. E a l es , an d' E. W. Elmslie, architects, LI; ham- place--B. Baker and W. Partridge, commission agF,l2 Aldermanbury—S. Hall and J. Wager, linen drapers,er, worth, Derbyshire—R. - Young and C. G. YOUDg, farm i, Nore, Surrey—T. Wheldon and T. Hepwo rth, attorpo; Barnard Castle, Durham—W. Alexander, 11. Duncias, E. Archbold, and A. Cockburn, wine merchants. New Bon% street—M. A. Barker and A. Frith, grocer s, Pond - st re n . Chelsea—H. Hughes and T. Ellis, joiners, Hyams and L. Metz, cigar manufacturers, Mitre-a'l Aldgate. SCOTCH SEQUESTRATION S. at Robert Webster, solicitor, Edinburgh, June 2 and 2 3 , two, at the Royal Exchange Coffeehouse, Edin bur g h. at James Crawford, flesher, Port-Glasgow, Jun e 3 and 26, twelve, at the Town Clerk's Office, Port -Glasgow. David Kay, merchant, Leith, May 31, and Jun e 21, atone, at Stevenson's Rooms, Edinburgh. Thomas Thomson, clothier, Glasgow, May 31 and June 21, at Johnlv twee at the office of gle Glasow. Ogilvy, merchant, Mr Ler O wick, deceagsed, June 3 and 24, at twelve, at the Sheriff Court-room, Lerwick. 29 Simon Mackenzie Ross, jun., cattle dealer , Aldie, 318 Y and June 18, at one, at the Ship T..vern, Edinburgh. LAW INTELLIGENCE . SHERIFFS' COURT, May 27. (Before Mr. Under-Sheriff BUSH ELL.) HOWARD V. GOSSETT, ENT. The plaintiff in this action is a solicitor, and the d efe nd ant'o. Sir Wm. Gossett, is Sergeant-at-Arms to the House ofy".. : . mons. The action was brought for an assault and false ant ) " sonment, and des were la at 2'._01. The defendant damages had pleaded that he h a d acted un der tit authority of the House ; but on demurrer it ha d been ha' ' ass the Speaker's warrant was illegal, and the plea bad. Th7_. o o came before the Jury in the shape of an inquiry to dama Defendant suffered judgment to go by default, and net Cr pearing to urge anything in mitigation, ted t he Mr. PETERSDORFF appeared for the plaintiff, and s ta i n the case. He traced the course of the various procee dings rd as action brought by Mr. Stockdale agains t Air. Ha ni d a i e the printer to the House of Commons, for a libel containe. e r o e , printed report of the Inspectors of Prisons, and orders of the House of Commons, declaring it !o n b . o . tit breach of privilege for any person or persons to questi? their their e . " privileges or interfere with their officers obeying mends. coun sel The UNDER - SHERIFF thought that the Learned &re d to ought to confine himself to such facts as he was P rep support by evidence. dilate nu Mr. PETERSDORFF considered he had a right to o ,.... ence a the facts, which were open for the jury to draw their w t i o d e . from. It was admitted on the face of the record 0 6 :,... u5e 01 fendant was acting under the orders of the P" w as, be Commons, whose delegate and high o fficer nv igtw and also tn a and by whom there was no doubt he was in,,, ue s idered, He would not idly occupy the time of the jury, but he had a right to lay before them not strict, techm t h e ir ficial facts, but matters of public notoriety-- -dr r attention to them, and leaving them to draw their Own to tree rences. This was a trespass, and he had a righthether whether it was illegally and wantonly done, mistake. He contended that it had been decided 1 1 the : ti eb that the House of Commons had no power to gran t iete rdie° warrant, and that their proceedings were in effect agave! and the tion on judges, juries, end witnesses. He the n d h e use, means taken to arrest Mr. Howard in his own ';.° verilliess the subsequent surrender of the latter to Si los sf• at the House of Commons, by whorl] h . e , t hat _ A a n terwards committed to Newgate. He urgeu WA how t S en attorney when applied to professionally , vet pot y fearlessly and manfully to ca rr y ou t his duty , low° the 11`. or mighty the body might be i n the State, and do 7 be ee ir most of his ability to gain justice for his client; a e n deavour side& ed that the House had deviated from justice in fo ine ing to punish the plaintiff for exercising his t r :d 61 t he functions, which bad been in every respect Ban c " - courts of law. sell etsier Thomas Howard, son of the plaintiff, proved the and detention of the plaintiff. I ,ktori the " 'ttl The UNDER-SHERIFF summed up, and said, do h wi of the case of Stockdale and Hansard ad very little : nu uld btheelomoaktetdert,oitbyditdhneo jury. The appear T o h n e s t i h m e p r i e e c w or a d y , owfhpiuchsi:g the was this :—that the defendant had acted under '"lope the which a superior court had decided not to he le e l'iost jury would consider the case in the same way he tw a r e ed officer of any other court who had acted under the al eked sion he was legally authorised. The plaintiff ha d e s fullY era' fe . thet he had suffered in health or business, but be ! the itte° ° " p e t titled to compensation for his injured feelings, an u but nience he had been put to in the House of Comity elate in Newgate. They would, therefore, give such Wi n * mages as they thought proper. The jury gave a verdict for the plaintiff—donageS 2°°l. COURSE OF EXCHA] Amsterdam CF. 12 84 Ditto, at sight l2 6/ Rotterdam 2U. 12 9 Antwerp Ramburgh M.B. 14 0 Altona Paris, 3 days' sight 25 95 Ditto, 3 months 26 15 Marseilles Bourdeaux 26 20 Frankfort on Maine 123 Petersburgh, 3 Ua.. Berlin Vienna, efl'ec. fl. 3 M lO 4 Trieste, ditto Madrid 36,1 Cadiz Liilbao — Barcelona Seville — GE.—(YESTB,---'11)1"1'‘) Gibraltar....•••••••• 50 O f Leghorn ..••• ........ ** 46 Genoa ..... .••••••• " ••• Milan ...... ......••••••• Venice .... . • ........ Naples ..•.........•.• )19 P a l e rmo, pQr Os••• • ••• 5 21 Li s bon ............... .621 Oporto . • •-•• ......... 251. Rio Jane -=o ........ Bahia .• -•••••••-•••••• Buenos Apes.. .. h ..... NevrYoi k.:dyssigt Philadelrbi ....... 09 pgicicA FSULLION, TILS Foreigu • bars. X• 3 ., .17 6 Portuga' 0:old Coin z 1 ' 0 0 New Poubloons..... 0 91 New ......... 0 Silver n tsars..... Al be. DEAFNESS—ACOUSTIC INSTRUMENTS.---„,n3ntdoCtO* w m h a e ri n e merle-street, Piccadilly.—lnvisible t P h i e cc c u a d v i i l t l y y. o — f tihneviesaibrise, are V not Intr-01.11 wooliece d• for t a b in inorts vanced age, and of forty o treme deafness, instantly to join in pplacereee.PtTibhleeythan having. oalcesuia.7:l(llo e r n fi a f b t l y e yineadriveidsutssels o f e 1 air, at and to catch the sound of a distant, low s r t ;oo je t : church, theatre, &c. They pour the converStaL oe the ears to such an extent, that in most se i ToCe r i deafness cannot be observed. Also origin s ' pro ° general co ke r, nets, French, German, and Spanish Artificial 0. goy improved Hearing Trumpets of every descriPti°betict,i af those instruments have received the 01 )1° G r eati; theyta in. the Royal Society and Royal Institution of .„diat e fs is brought to its youthful, natural, ar T e h p e la N ee e d wly hefo ln re ve e n x te t d rem S e p iy ectac les, Also Achromatic Telescopes, Opera-005e so lonl ° it is scopes, &c.—Caution : Messrs. S. and ll eg eted vt : b "Jpticians and Aurists, are not in any waY o et o person of the same name in their inune9re pre; 0 •3ourhood, nor in any part of the countrY. bautei, nistakes, be cautious, and o bserve—On l Y„ W orork ij i-f l al 39. Albemarle-street; Piccadilly, opposite 1 , " v 10 1 THE ATRAPILATORY, OR „ 0 10.- - 0 the only dye that really answers for a"..... r eivs , s iot does not require re-doing, but o the ' hl or s l iie b en . never fades or acquires that unnatural red can, w it iv . inlanPderofresigsvh;olgsiti: common to all other dyes. Ross and Sons; aye ,s o , o f greatest confidence, recommend the she d 01 4 d fallible, if dune at their establishm ent ; 1 ; 40 I 'ol W gentlemen requiring it, are requeste d ;lich ee of or servant with them to see how it is Wu the el on l if to enable them to do it afterwards withou t d en tire; oi l failure. Several private apartments dev.owesteblisheetl. the above purpose, and some of thel b r e e t onc l t r ietli having used it, the effect produced ean They think it necessary to add, that bYs;t l- 4 dye, 13 ,011 to the instructions given with each bottiewoitoeteoree, roue persons have succeeded e qually Wend 12 0, ° e r i * to them. Address Ross and Sons, 119 fin rerfn ie jot gate-street, the celebrated Perruqulaertsie s OOP Hair-cutters, and Hair-dyers. N.B. ree. tea their own residences, whatever the distarve underldo HER MAJESTY'S BAL COSTUME.-"" fl e w X fs il of that the forthcoming number of • the Co ot . ., 5 01 1 Magazine will contain a paper which au in.nte2o4. gratifying its numerous readers who bet gllead , the approaching bat cos,ume to be given g ss strie .AO O It is an anecdotical narrative, written by L„ t . both4iryf illustrative of the illustrious personageLlo clod who flourished about the middle of he 6%., with descriptions of their costumes, derive ia We portraits. This is a subject so ai?Tepaft ; t ie, w hands of a writer so capable of doing it f` 009 4 ,4 anticipate that Miss Strickland's yl by both the invited and the non-invited, ne ter• an authority of the most valuable c harae sto napor po rtrai•_o l BRIGMTON, MONDAY.---Tbe General bare 00 ts dol t lefttb aff gation Company's steam-ship Magne here g oo day for Dieppe. The Magnet returneo beord,..,oolf with several families of distinction on 0 0 wPi whom were Lady Lowther. The passe„ t hat $ hul a b 0 .9 occupied six hours and a half. f RUSSO, THE PIANISTE.—We unu o pj youthful pianist, named Michael Angt,_ )J yie been creating a great sensation at View"; t he . per hea d s O. r has he completely turned the 1 1 U' . 7 by pi e s of uie tow- 0 nese, no mean judges of In cult wee formances of some of the most 0 1 die re the 'Thalberg, including his " God eave r eed h ef° 0 3°5t and " Rule Britannia," but be hasp erforeby tbeo Imperial Court, and has been bon the l o per r th is flattering marks of approbation from E l * e h op% o r- Empress, and the Imperial Court_ :k or a tis_7 4r ies prodigy will visit England, in order panvPi i . portunity of judging of the which are lavished on him by jZcve jeournge dal the -------------.'''.-- ~O l oin i llel Lo l u 4 i t s h , inst., at Gibraltar, the 13 " of - F. On the ptt the e 2 2 4 7 t, t h ht h i o i n f s _ --------..nt Co the t., a tR; I ) y e raßtl If Artillery,oßrdT l r " -,'n the 2lst inst., at Hastings, Mrs. Austin, Barfield/ odeatitst• S. arkvn On,,n ie 25th inst., Mn.lo V. Yardley, of a daughtte lag ol Elliot the Macnat;hten E On the 26' , sq., oche a daughter. „,...s fahlie" Mrs. S. 0 1,1 th• 1 • of a son. nisn:t.i,n iEndivard..hsatremept,luacaein, pesitie:d.ros , , of a daughter. d ►~ I ~ • of a daughteLri.fellat9o67. t• square, On Bisopsgate-street, of a daughter. Oa the the 27th 27th iinasstt..,,thine ,lra:is. of Dr. Oldham , liadrhea;, roof. Dsce:nshirr of On the the the 2 2 1 2 s d t rod e, a daughter. 12 Job T , On the 21st inst., at Sheffield, the lady of JoSeP Eyre, Esq., o f a son. in in s s t t .; ' at at E i a l t a o m u s-g p alatcee daughter. ,Miaras.dEy.ELroonstodaavleesoefia, of D. On the 26th inst. in St• Geor stge Churc h, Hance 7, r od I,ord Lovaine, to LO ' Louisa, elde daug ht e r of gr. xl en Lady llarriet .01Ell. On the 25th inst., John Watson, On the 25th inst., Robert Fossick, aged 79. . __street, Fitzroy-square. k, Georg e On the 25th inst., in Sussex-square, Hyde-par Frederick Arthur Walker, of the 43d Light Infantc.fot soil On the 27th inst, in Norfolk-street, ArthUr, th e 1 of John F. Isaacson, Esq. young er On the 23d inst., at Tonbridge-wells, Mary AO) surviving daughter of Mr. Matson, of I3attersea. .. p r ook - Esq., a Fitzmy On the 24th inst., Miss Mary Anne Mivart, of LoWel street, Grosvenor-square. 0 -3' 100 5 121, 72 DO a °l London: Printed and Published by 111 J. -,Ace, bra o f No. 112 , . Strand. Printer, at TM Sus COW Strand, in the Precinct of the Savoy, in o• Middlesex, Weduesday, May 28,1843• 4