The Sun. — London, England, 1845-06-10 00:00:00

d hll n , a d et e , ' b is P s ; coo. A ho ,ov sof 01 . t v Ir d Oe l 4r , ,f• Or' '!:2 _ 111 1 , IA:INIEN TAR, B U SIN ESS. ir icES GIVEN AT THE PRIVATE BILL OFFICE. Be SATURDAY, JUNN 7. ''Coeles, and Yarmouth Railway,—Committee on Monday, June 16, at twelve. Goole and Doncaster Railway,—Committee on Bill, Mon- Ca - , June 16, at twelve. Lancaster and Carlisle Railway —Consideration of report, l uesdav June 10. - T Blackburn an d P reston Railwav,—Consideration of report, u „"daY. Jun e 1 0. ohetield and Rotherham Railway,—Consideration of re port, Tuesday, June 10. York and North Midland (Harrogate Branch) Railway,— Consideration of report, Tuesday, June 10. T_i, tseeds Jun e 10.nd Thirsk Railway,—Consideration of report, da, T nee Dublin and D rog h eda Railwav,—Cons i derat i on o f report, day, June 10. North \Vales Mineral Railwav,—Consideration of report, Tues day, June 10. rep Pr eston and IN vre R ailway Branches,— C ons i derat i on o f rt, Tuesday, J tine 10. Londonderry and Coleraine Rail way,— Consideration of report, Tuesday, June 10. Londonderry and Enniskillen Railway,—Consideration of rt, Tuesday, June 10. aterford and Kilkenny Railway,—Consideration of re- Port, T ic a esday, June 10. T u and Bandon Railway,—Consideratiox of report, j s daY. June 10. e oni lk and Bandon Railwav,—A clause to be proposed on ideration of report, TuesZtay, June 10. London and Greenwich Rail way,—Third reading, Tuesday, June 10. „,e,Vea stle - upon-Tvne and N o rth Shields Railway (Tyne •uouth Extension ),=-Thi r d reading. Tuesday, June 10. „HER INIAJEST Y'S T EATRE. t e l ,,::en tl e:elanit of the Danseuses Viennoises closed on Saturday th:".g,and a source of agreeable entertainment is thus cut off. To Popularity of these children remained una'wated. The _ ber. of dances which these intelligent youngsters are practised pr,;rtstonishing ; and that they should reme.nber the infinity of the bin at; "ll °Os, and achieve in conjunction such perfection of corn- A ~;°n. without difficulty or disorder, is most extraordinary. vieuti ertissement, called Pot Puurri, enabled the talent of the can ne n'ise s to be individually displayed on Saturday night. They tn, ien ” in Pairs, and danced fancy hoimpipes, ttrantelles, Cra tetcounes, Polkas, mazurkas, and other matters, in amusing sue diversi~ finishing with a ccJa, executed by the whole party, the shifted of the costume forming a very pretty tableau as they Albe7 frorn side to side. r t w ere present—her Majesty and his Royal Highness Prince prin_ acc ompanied by the Duke and Duchess of Nemours and kOncolo`j .be Lei r ningenke.eY , and attended by the Maiquis of Ormonde, el Drummond, Colonel Grey, Hon. Miss Pagt, n liss .„-- , Qutrli n e M. Borel de Britizel and the Baroness de in- A N , he Royal r Highness the Duchess of Kent, attended by Lady trid„ e a ria Dawson ; his Royal Highness Prince George of Cam_ littended by Mr. Ed m und Mildmay ; Prince Edward of Saxe 1) 4 , ar ; the Dukes of Devonshire, Leeds, and Beaufort : the Ap ejb es of Somerset and Beaufort; the Marquises of Douro, thion.,l4Y, Granby, Worcester, and Donegal ; the Mar true es of Ailesbury and Westmeath; the Earls of Ch ttt - ' 'helhurne, Wil ton, F a l mou th , L ons d a l e, Ki nna i r d, an d Au.tre.rfield; the Counte s s e s of Bruce and Cardigan ; the 440,1" A mbassador, Baron Rothschild, Count Noodles, l Ard s , Tal eyrand, Baroness Brunnow, Baroness de Lagos ; T eropi, itrb rd Clanwidiam Ernest Bruce, Sandy', W. Graham, Ngt or ;" ) ", Southampton, Gardner, Cantalime, G. J aget, for_ elar e -4 ' 14 Wther, Ranelagh, C. Wellesley, and Adolphus Fitz. Ilen 3 Ladies Fitzroy Somerset, Joddrell, Maberley, Easthope, p di esha eki Meux, Bryce, Smith, Voulis, Wm. Paulett, ion c g, and Southampton; Hon. Mr. Vane, Hon. R. Curzon, hon . ?, ° l l ' 0 . Upton, Hon. Mr. Byng, Hon. James Macdonald; v iki g h b rsl. Fitzgibbon, Hon. Mrs Tollernache; Sirs H. Wl ktnt 1-1 • Webb, W. Stanley, C. Kent ; General Upton, Major - I, Ate. Ig LYCEUM THEATRE. ne w and original comedy, in two acts," we quote from I?aythis bills, entitled Friends at Court, was produced at w as atre last evening, with complete success, which success ;L e tebntirely ow in; to the admirable acting of Mrs. Keeley : , in Play . 4 ,,,,',eter of Charles de Marillac, the youthful hero of the d urj o T he scene is laid during the first act in Paris. and I\r 6 t ,he h second at Versailles, during the reign o f Louis 14 3 * e young de Marillac, a Gascon of noble family, 'l4 'n ea—e to Paris to push his fortune. He is fr.rtnnate fallfrta:l t 1 to save Louise de Chernerant ( Miss Farebrother) 1 d Pursu i t of the Marquis deLauzan (Mr. A. Wigan ), arid o: s P er ately in love vri , h her himself Louis XIV. 14 also ,with the young- lady and employs the Marquis de Diritfearfto d'eyise means to get her to t2.our . t. wifetrd."s introduces himself to the young (rascal), offers him l i u rcr•d`', lt h an immense fortune and a place a , Court, and, YY his poverty, De Marillac consents to the union. ir loss 4l % also forced into , a marriage by her aunt with an ,un ttili2l gentleman. The marriage is to take place at N . er be . 1 ;1 and the two lover: fi,.d themselves unexpectedly united. t qs larillac is instantli, dispatched on a mission to Brittany, ki;^ him from his wife, anti leave the coast clear for the blots but D e Lauzan is determined to elope with the bride tri gt t f, and has laid his plans accordingly. Both the in- I'lasi,:'',however are defeated by the shrewd woman's wit of tits „u'O ssuna. * ( Miss Villars), the Maid of Honour to 4 !)(I wh r puts De Marillac on his guard, htY in a moment awakens a spark of genero qiii," the breast of the sensualist King, who t'ffi, - ' 4 ! Lauxan from his Court, and gives De Marillac the °'‘ su perintendent o f G ascony , ermitting him to take Ltiti c f: w ith him. good, The dialogue is very mediocre, but the cl, and follow each other with rapidity, and i g sdabl sustained to the end. The piece, "ati:Z , would a o w m -i l t r h mire spirit if the long dialogue at the between'date io nr t h e King and Maria ; were considerably j 4 rtai ti 4d :_ Mrs. Keeley was called for at the tall of the t of ' ri drapturously . applauded. The admirable bur -14, at Ctud ere ll a f o llowed, and attracted a bumper bti c t h alf- ' price Les Danseuses Angla i ses have improved ib te,l "b lY ; they have acquired more aplombe than they ex " 11 4sh an their first appearance, and now the announcement 145 4 pi . it ' the Bill, "warranted equal to foreign," is not a LY- bill puffing at wa,ertion. I q l\t„, SADLER'S WELLS. info b - ,, w 1 t ragedy, in five acts, entitled / lie Florentines, ea f 415 „ i 1, 1 ",., 4 ;,Yed nightly at this theatre. is witnessed with intense . With''';i"," Promises to be eminently , sucee,sful. The plot is ti ;,"Lorenzo, Duke of Florence (Mr. H. Marston), phel ‘ :: p lcrilrriion in an excursion, are overtaken at night by * -I ';', l and have lost their way. They are hospitably `"e s, house of a gentleman named Ferrando (Mr. i 4t — o , St F . y .b" U h only chili Ilrancha (Miss Cooper), and, et l il d 4 l ti Ce l T ti 'l t ,the s D a u n ke , , vt'ho . con e c . eals his rank, assuming to be 4 0 . Ile Duke s service, is smitten . with her chat , ,,, d e `,"elisciPg on her part is reciprocal. It is not long ere the th tl e - i th s e — t , rs • Warner) ebserves a great change in the con std Its ,1 1( e towards her, and in a scene where she laments b,,, l ' ha llie, () Zs affection her ' well-known powers are called forth, ppiries revenge on the, at present, unknown cause of her tit ~° ; , .rabh, 3. Meanwhile Ferrando, who is disposed to think °I the stranger as his son-in-law, and h•"'s hesitat: o n on the subject to his poverty, /.o a , r atri n - „ 4° On certain points, and observes in his look causes for suspicion, and expels him the bev e ', l n a beautiful scene, he makes known to . his clang li ki! *4l l i t . tr elass, unconscious of his rank, she appoints a !nee . (if h e t r ftl t . Where he makes himself known to her, anti in lli"%tu e payers and entreaties forcibly carries her off to an rt ea gues from his palace. The father, on the loss of ` y en re r, flies to the Duke's palace, where, loading him 1 - I,:4e ' t ae , h es, he draws upon him with the intention to 14: 11 '4 "s ; but is borne off by the Duke's guards.. 41 0 , 4 1 1(1 s in the Landlord of the Inn, a man of humanity, her by her touching appeals to him, consents to assist k 'ch es , ' e alle, and when on the point of effecting it, the i t : 4 ' l 447 h ° h• - .,s compelled her page to watch the Duke's h t g h , Presents herself before Braneha, and notw it hstand he"he alternative urnbi '' e ntreaties for pardon, is inexorable, and offers bey guard of taking poison or suffering by the hands of 1 4 lif e s s In attendance. After fruitless supplications to have eg e j e a rad she swallows the fatal draught, and in her de,,e sc ene her father enters followed by the Duke. Crip lion here between the father and daughter bafff-s 1 4 4 ,,7 11 55 5k ov ',.,t must be seen to be duly appreciated : The t ,,lrt stern dignity, as an injured wife, turning her pcis "gei,li h. e art-rending spectacle, and the Duke stands Vld uct Csinitten at the lamentable catastrophe his own mis jernee , RS Produeed. The acting of 111 r. Phelps and Mrs. 41:1;1/0.03t_ae.tvetorything we have a right to expect from them. played with much ability, and, clever as I , e ,rr 13 1 . she has in this character exceeded our most fa.r!- pti Niek bretations. The play is written by Mr. Reynolds, it is D e ° . A gr " at merit, and we have no doubt will have a long Ai rfos t ,"_ o :vr farce, called The Card Case, f Bowed; and the •l i arsi eri " concluded with Mr. and Mrs. Pringle. Mrs. H. P l ayed Mrs Pringle very clev,rly, and Mr. A. ilir,itLe e, as Mr. Pringle, the calculating old bachelor, who, b t i as.i f ° ti e r, hates a family, will marry a woroan of fifty, finds reAec l drer ) ,exPectedly the husband ot a female who has five u ut , te e the curtain falls, he consoles him ,, elf with the "I thatmust make the ' best he can of a bad bargain. A AT - AGNIFICEN'I' i oNIET. TO TITS EDITOR 01? THE TIMES. bere j e 3 ' evening, at a few minutes after eleven o'clock, Mr. to •,.: 31 tlr 'of Green -street, Marlborough-road, Chelsea, called Me that he had discovered a comet. w tlo4 c " five -feet equatorial I observed, at 31 minutes after Tlita , its approximate right ascension about 5 hours 18 mm , 'in d eclination about 45 degrees 21 mm. : r ' e o f the brightest comets which we have had since that 4. „1t is spree in th a t mn of 1825. 50 e ci : near the bright star Capella, but no one looking within t 10 e , g , r ee. of it can help seeing it. " 4 e / lorm e lock it is a few degress west of north, and at midnight o h _ --' hav ing an altitude of about eight degrees. - "gierv at „ J. SOUTH. `4Y) Kensington, 2 o'clock, a.m., Monday, June 9. "A UPTON, JUNE B.—Tht. Duke of Cornwall 11,140ck1),1'?,1.°r0 Alexandria, arrived this day at the Motherbank, f , oe Eut India ;rid China mails, which will be h o a r . . relieOd cargo London by the mail train tomorrow morning. She be r" and 80 passengers. The Duke of Cornwall will Tlleg ed f,:u!' slttarantine on Tuesday or early on Wednesday mor 0 en Captain uriental Company's steam-packet the siue- . 2t the out of the docksyesterday for Gibraltar, AC., taking -gittr; out of Mediterranean, y and other mails , also 00 p as " good cargo. dati,„ Ll C PAR Ks W &;c.—Last week , in ae vay,:-‘r with a ' resolution of the public parks Committee, the ti;ttit4e,,ia cheater wrote to Sir Robert Peel, stating that the eta te, ae nad come to the conclusion, that it would be proper for I, ) kr on tth c eht the sum of 3 , 0001., which the Right Honourable c'Ot f or 44 Promised togive ut.of the amount voted by Padua su c h Purposes. S i r R O obert reel has stated that he will 11-taid ori-joral for the issue of the sum of three thousand pounds,. 1,1184,,,urr voluntary contributions raised in Manchester and its kii k ft o f re ° °ol. for the purpose of providing public parks . and 4t: 4'tlt f o r but he does not feel himself justified in giving c hes ter rie * on the subject of a future additional grant.— rn k-;cutrsvALT, —A tremendous fire broke tot,:'" , ect7, e ,..,°' e lnek this morn i ng in the Wesleyan Chapel, ti t , o de r , atter burning with great f ury f or two h ou r s, was e ti etrie ,u, 2osiut two o ' clock the appearance was awful in th rt 'e rikkeeuaroes burstin g out from all the windows, and rushing • Two . rafters, shedding a strong lurid glare over the whole We re 74toes, assisted by the zeal arid energy of the Intl:. It exceedi nglY well worked, and confined the fire to t e 7 b ut ^as a handsome building, and only erected four years 41 siat ea rcv i the apacious pile is a heap of ruins. How the fire 4•A%1i,1:38,n0t known at present. ' lts l t .‘ t her. il'T°N.—A public rreetrig• of the inhabbints 4t 41,14 at llnterestpd in a railway from this town to the intended a 9 : 4' .. t 0n, is announced to take place on Thursday next, t rlei ec " The line about seven miles, through l t 4 Jal,,, ta \country, and from the l interest r f our respected Mem 41%4oubt.italit.litesn, Esq., towards this borough, there is not the Tt ie the u ndertakii,g will commence at no distant h T. cr i , iure :rn i ount of traffic from this town and Buckfastleig Nltt t'" ar_ge interest for the capital laid out. Ne tiOn ; 4 . 1 ' Wi of tl.e P ,. > e of Rome ngainst the a, ti c cfc k tOrr,,Oviays in the Papal States has been followed by g ki teroti, vut Oing the introduction into his dominions of tke 'ltttll l4, "4 heretical process of gilding metals by means of RAILAVAY COMMITTEES. (YESTERDAY.) GROUP A. LONDON', CHATHAM, AND NORTH KENT LINE. Mr. ALEX►NDER stated that he appeared there on the part of a Mr. John Hose Baker and other landowners, whose land would be interfered with by the proposed line, for ten successive miles. The house of Mr. Baker was but fifty yards front the proposed line. Mr Sergeant Sere♦ objected to Mr. Alexander's stating the case without first reading the petition. The complaint now msde by his Learned Friend was not stated in the petition, and no such complaint ought to be made. Mr. ALEXANDER said that Mr. Sergeant Shea's conduct was irregular. Mr Sergeant Sues persisted in his objection, which, however, was overruled by the Committee. Mr. ALEXANDER then stated that the proposed line passed within fifty yards of Mr. Baker's house, and cut off his garden and several out. buildings, doing also great damage to the property of se.. veral persons in the neighbourhood. The South Eastern Railway would pass through some part of Mr. Baker's land, but instead of passing near his house it would go across the marshes, while the Chatham and North Kent line would pass through arable land. Mr. ♦lexander then called Mr. Rose Baker, who stated that be was the owner of 9.28 acres of land at the village of Chalk, and proved the facts stated by Mr. Alexander. On being cross-examined by Mr. Sergeant SHIA, he stated that Messrs. Solomon and Legg, two of the petitioners, were not owners of any part of the land thtough which tke line would pass, being tenants of Lord Darnley. The petition had been drawn up by Mr. Lewis, the attorney to the South-Eastern line. This line (the North Kent) would cross six parish roads, and the South. Eastern eight. Mr. Brown, a landowner from the same neighbourhood, gave similar evidence as to the injury the North Kent line would do his property. Mr. Sergeant Silas said that this was clearly a case for compen sation. But in answer to Mr. ALEXANDER. the witness said that no compensation would be sufficient to reconcile him to the injury to his estate. Other landowners and petitioners were examinent to the same effect. All of those witnesses expressed strong opinions in preference of the South-Eastern to the North- Kent line. Mr. MERREWETHER then called James Russell, foreman to Mr. E. Smith, a paper-maker, at Sittingbourne, who stated that the pr,posed line passed within fifty yards of the factory of his employer. The witness then entered into the details of injury likely to be done to Mr. Smith's business by the passing of steam-engines near the mills. Mr. ALEXANDER then stated the case of Sir John Fagg, who is a landowner at Chilham, and called several witnesses to prove that his land would be crossed by the proposed line, being already crossed by the Ashford and Canterbury. Mr. MERAEWETIIER then went through the case of several other petitioners, and called several witnesses on their behalf. WORLEDOR then addressed the Committee on behalf of Mr. Hamilton, a landowner and a petitioner, against the Bill, and called several witnesses to prove the value of two fields, the property of Mr. Hamilton, through which the proposed line would pass, and also to prove the injury which would be done to surrounding building ground by the embankment of the railway, which would be thirty feet high. Mr. Bow, referred to the case of the inhabitants of Fey ersham, and requested that their opposition might be permitted to proceed, on the ground that the inhabitants of every place through which a line was intended to pass had a right to oppose the line, though they were not landowners. Mr. Sergeant SHEA objected on the ground that the inhabitants had no more right to oppose the line than the public in general, and that the opposition was gut up by the South-Eastern Company, for the purpose of delaying the proceedings. The Committee decided against hearing t he case. Mr MERRZWEIIIER then opened the case on the part of the South. Eastern line, and, on the ground that he was not sufficiently acquainted with the intentions of the Croydon Railway Company to carry on a part of his case, which would be directed against them, requested that several charges respecting the atmospheric railway should be answered by the Croydon Company. Mr. MELLOR, on the part of the Croydon Railway Company, objected to giving the answers required, but after a short discussion agreed to take time to consider. Mr MERREWETHER then proceeded with the case on the part of the South-Eastern Railway Company, and called witnesses to prove a feeling against the Chatham and North Kent line, and in favour of the South-Eastern line, at \V iedwich, and to prove the supe riority of the North Eastern. The principal objection to the North K. nt line was the distance of the intended terminus from the town f Woolwich, which it was said would render it perfectly useless. The consideration of this part of the case occupied the Corn mittee up to the hour of adjournment. GROUP FF. EnINETTRGH AND NORTHERN LINE. The Select Committee on this Group re-assembled at one o'clock this afternoon, and resumed the evidence in support of the land holders' opposition, against the Edinburgh and Northern line. Mr. Errington, a civil engineer of considerable experience, had examined Burntisland Ferry, where the proposed line would cross the river Forth, aud was decidedly of opinion that there were natural impediments at this point which would render the working of the line a matter of no small difficulty. The ferry was five miles across, and the possibility of crossing at some periods of the years extremely uncertain. It was quite out of the question, with this uncertain element to contend against, and with only a single line of way, to think of working the Edinburgh and Northern Railway in conjunction with the Caledonian and the other northern lines with any reasonable degree of punctuality. On many parts of the proposed line the gradients were extremely severe, and the oost of working must necessarily be very great. The traffic was on the whole large and heavy, and it was, in his opinion, quite impossible that a railway with only a single line of way could sufficiently accommodate it. On cross-examination, he said he was engineer to the Scotch Central Railway, which he laid out as a single line, and he be. lieved, to a certain extent, that line would be a competition with the present railway. The Scotch Central could have been worked for local purposes without any danger had Parliament sanctioned it only as a single line, but having regard to the through traffic it would have been extremely dangerous and inconvenient. Mr. Bateman, another civil engineer, corroborated the testimony of the last witness. He considered the ferry as a great impediment to the safe and easy working of the line. The branch to Lochgelly was certainty not calculated to accommodate all the coal.fields of that district. On cross-examination, he said he had been sent over by the Queensferry Company, of which he had the entire management. Mr. George Rennie, the civil engineer, was well acquainted with the route of the line, and believed the evidence of the preceding witnesses was perfectly correct. Mr. George Gunn, a civil engineer and a marine surveyor, and other witnesses, gave corroborative testimony. Mr. Mitchell, a civil engineer, thought a railway with only a single line of way could not accommodate the through traffic be. tween Edinburgh and Perth. The majority of the through traffic went by way of Queensferry, and by way of Burntisland. Mr. Wiiliams, mining engineer to the Earl of Zetland, said the line would not accommodate the most important coalfields of the district through which it passed. It would certainly pass through the coat.ftelds of Fife, but they were of an interior quality. Mr. Goodall, a coal proprietor of Cluny, confirmed the testimony of the last witness, and the Committee adjourned till to.morrow. GROUP GG. GLASGOW 3UNCTIOI%T RAILWAY. The Committee, consisting of Mr. Evans (Chairman), Mr. Ncwde gate, Mr. Muntz, Mr. Miles, and Viscount Grimston, sat this day, at twelve o'clock, in the Sessions house, Westminster, and pro ceeded with the cross-examination of Mr. Miller, the civil en gineer on the above hne. The witness was severely cross-examined as to the minute de tails of the line, the cost of each item, the quantity of tunnels, the length of viaduct, the particular gradients on the whole dis tance, and what particular property would be altogether de.troyed or partially injured. The whole was a mete repetition of the evi dence given by Mr. Miller in his examination in chief during last Thursday and Friday's proceedings. The cost of construe. RAILWAY ACCIDENTS. RETURN of ACCIDENTS reported to the Railway Department of the Board of Trade for the Quarter ending April 1, 1845. ------ . ' Plumber I - - of Date Persons. Description of Acci- Name of Railway. . sd •f Cause and Nature of Accident. dent. 7, ,`-.' - = Person. :- • s , .---- ----- — — —........ 1645 Jan. 1 Monkland and Kirkintilloch 1 - Guard ... .. Run over in a fog 6 Stockton and Darlington .... - 1 Labourer Crushed between horse and waggons ; broken arm 23 Manchester and Leeds - 1 Passenger Got out of a third-class carriage on the wrong side, and was knocked down by a luggage waggon 23 Manchester and Birmingham - 1 Porter Wheel of a waggon passed over his foot 23 Manchester and Leeds. - Guard Attempting to recover his hat, fell off the train 24 Grand Junction - Porter . and was run over 24 Newcastle and Carlise . nil nil Axle of tender broke 26 Manchester and Birmingham nil nil ...... Engine and train came in contact, before day light, with a horse-box, which had been blown from a siding by a high wind 27 Eastern Counties 1 - Guard 28 Newcastle and Carlisle - 2 Enginernan and fire- Boiler burst ; men slightly scalded man 28 Manchester and Leeds - Engine-driver, fire- Explosion of a locomotive engine, supposed to man, and another have occurred in consequence of extreme high servant of the pressure Company 31 South-Eastern ... - 1 Labourer Walking on the line, was run over Feb. 3 London and South-Western 1 - Trespasser an approaching train, and was run over 4 Great North of England - 1 Stoker Fell before an engine ; foot bruised 8 Grand Junction 1 - Intoxicated on the line ; run over 9 Newcastle and Carlisle nil nil Axle of an engine broke at a station 11 Grand Junction . . - Porter ... ........ ...... Crushed between two waggons in a siding 14 York and North Midland 1 - Guard 15 Hartlepool . 1 - Blacksmith over by a train 17 Great North of England 1 - Passenger 18 Manchester and Birmingham - 1 Passenger.... 18 Stockton and Darlington .... 1 - Passenger,2d class Fell from the front of a second-class carriage in motion 19 Birmingham and Gloucester - 1 Porter Crushed between two waggons while detaching them from a train in motion 19 Newcastle and Carlisle the engine of a passenger-train got off the rails. Detained two hours 19 Glasgow and P,isley Joint - 1 i Guard 22 Edinburgh and (;1a5g0w..... 1 - I Porter .. Walking in a tunnel, run over 22 Edinburgh and Glasgow 1 3d-class passenger... Jumping out after his hat 22 Monkland and Kirkintilloch 1 - Carpenter 28 Stockton and Darlington.... 1 - Girl, 11 years of age Run over in a siding, trespassing Mar. 1 Eastern Counties 1 - Guard Struck his head against a signal-post while lean ing over 1 Newcastle and Darlington... 1 - Platelayer Struck by an engine while standing on the line 4 Newcastle and Carlisle ....... - 1 Fireman Attempting to get upon an engine in motion 8 Durham and Sunderland .... 1 - Collier .. Riding on a goods waggon contrary to orders, fell off and was run over 10 Hartlep00l . - Fireman tween and run over 13 Dundee and Newtyle ... ...... - 1 Horse driver 24 Chester and Birkenhead - 4 Passengers • being 1 in 80 to 1 in 140) leading to the Bir kenhead Station without an engine, run into the station-yard against the butlers. Owing to the slippery state of the rails, the break was not sufficient to check the velocity of the train. Passengers slightly bruised by being thrown forward in the carriages 29 Taff Vale 1 - Labourer - Knocked down by a coal-train in a siding 31 Manch est er and Leeds . . nil nil ' Pointsman having omitted to place the points properly, a goods-train ran into a siding and Total for the Quarter ... 22 17 I went over an embankment .. DUNCAN 31‘GREGOR, Registrar. Railway Department, Board of Trade, Apri il 12, 1545. tion, not calculating damages to property, *c., would be in round numbers about 75,0001. Mr. Gibb, civil engineer, had been in partnership with his father for many years, and had now contracted for about 200 miles of Scotch railways, and he considered the estimates of this line amply sufficient for its construction. He would accept the works for the amount given in the estimates. Mr. Mitchell and Mr. Lyon gave precisely similar evidence. Mr. Brunel had not examined the plans and sections, but he could see no difficulty in the formation er working of these tunnels, and he thought it was an absurdity to question the safety of them. Dr. Harmah, Governor of the Towns' Hospital, said that the tunnel passed beneath the hospital through a stratum of sandstone, which was a good conductor of sounds. and he bad never heard the noise of the trains passing through. Mr. Thomas Leadbetter put in and proved the estimate of damage done to the land and other property by the railway. The amount was above 90,0001. The Committee adjourned at four o'clock. GROUP K. NORWICH AND BRANDON LINE. The Committee on this line resumed this morning, by hearing evidence on the merits of the Lynn and East Dereham project, Mr. Talbot, Q. C., with Messrs. Birch and Baggalley appearing to support the Bill. Mr. Rastrick, civil engineer, examined by Mr. BIRCU—Has examined the line of country through which the proposed Lynn and Derelsam Railway will pass, and considers it unusually favourable. The gradients are easy, the worst being 1 in 100, and the radius of the smallest curve at the termini is twenty chains. Passengers will be taken at the rate of twopence per wile. Mer chandise is anticipated to yield 4,527/., coal 4,4321., and lime and other contingencies 1,0001., making a total traffic income of 9,9601., which, with the passenger receipts, will give a return of 11 per cent. on the capital of 270,000/., the sum computed for the under taking. Robert Pitcher examined by Mr. BAGCALLEY—Is mayor of Lynn, the traffic of which town in oil.cake and ironmongery—general merchandise is ♦ery considerable, and a direct railway com munication would be ♦ery valuable, as enabling them to send their produce either to the north or the metropolis, and affording them goods for their own consumption at economical rates. The cost of conveying coal from Lynn to Swathain is at present I ls. per ton. Mr. Frederick Lane, examined by Mr. Brace—ls Town.clerk of Lynn, and having heard the testimony of Mr. Pitcher, as to the desirability of the proposed line, can confirm it in every particular. Mr. Everard and Mr. Armes gave similar testimony of the im. portance of the project; but that point being uncontested, the wit nesses were not cross examined, and the evidence was merely formal, and wholly devoid of interest. Proof was then given of the accuracy of the traffic and distance tables, the feasibility of raising the capital by the Issue of 10,600 shares, and other technical matters, and the preamble of the Lynn and East Dereham line through Swaffham was passed. On the clause which authorises the Company to pay interest at the rate of 4 per cent on the amount of subscription paid up being read, the Committee regarding the principle of the power objectionable, agreed to concede it only on the condition that if on their repre sentation to the House of Commons a concurrent opinion were expressed, the Bill should be recommitted. The agents for the Bill, however, rather than be liable to a contingency which would entail such enormous expense, preferred the withdrawal of the clause, which was accordingly done. _ . The other clauses were subsequently discussed, and passed with out difficulty. . _ The Committee then proceeded to the consideration of the DISS AND ATTLEBOROUGH BRANCH Or THE NORWICH AND BRANDON LINE. Mr. Samuel Farrow examined by Mr. GIRDEN—Was some years since a timber-merchant at Diss, but owing to the difficulty of conveyance by the present slow and expensive transit, he was unable to compete with the tradesmen of Ipswich. The price of coals at Diss is 365. per ton, 12s. of which is paid for carriage from Ipswich, while at Yarmouth the cost is materially less, and the price of conveyance proportionably so. By Mr. Coisoes—The meeting was not convened by advertise. ment. The opinion of the inhabitants of Diss is decidedly in favour of the Dies and Attleborough Branch, rather than the project of the Eastern Counties Extension. Mr. Chaplin examined—ls an extensive miller, residing at Diss. Sends off 300 quarters of wheat and barley per week to fps. wich and thence, if not sold, to Liverpool, at a cost of 7s. a quarter. The want of a rapid communication prevents his sending any con. stderable quantity of flour. Last year he paid 1,5081. for the land carriage of grain, the shipping subsequently entailing a large in crease. The proposed Diss and Attleborough branch would effect a saving of 6s. a quarter in the transit of produce. Cross-examined by Mr. WHATELSIY, Q.C.—From Ipswich to Liverpool grain at this season of the year is conveyed at Is. a ton, and the price between Dies and Ipswich is t2s. or 3s. a quarter. The Eastern Union Extension line would not be a readier commu nication to Norwich than the Diss and Attleborough branch. Re-examined by Mr. ANDREWS. Q.C.—lt costs him 7s. a quarter for conveying wheat, and 6s. for malt, to Liverpool. By Mr. COWEN—The price of 7s. a quarter is made up by com. mission, meterage, dues, &c. The average time to Newcastle is two or three hours. Mr. Whaide, examined by Mr. Grave—ls an ironmonger at Diss, getting his wares from Birmingham via Ipswich and Yar mouth. Supposing they had a communication between Diss and Birmingham, the most invaluable accommodation would be afforded the former. Pig iron is now obtained from Scotland, and reaches Diss through Yarmouth. Cross-examined by Mr. WHATRLEY, Q.C.—Now one-fifth of the coal consumed at Dies is procured from Ipswich. Previous to the separation of the Committee it was agreed by Counsel to present tomorrow a tabular account of the popula tion within three miles of the towns. It was also announced by Mr. Whateley, Q.C., that the opposition of the only resisting party to the Bury and Cambridge line had been withdrawn. The Committee adjourned at four o'clock. GROUP KK LIVERPOOL AND MANCHESTER EXTPN- SION. Mr. Woods, the engineer of the Liverpool and Manchester line, gave evidence confirmatory of Mr. Lowndes' statement on Satur day, which appeared in our paper of that day. At the close of this examination Mr Sergeant BELL &SI! said he appeared for Lord Francis Egerton and several landowners along the line, and also for the Liverpool and Manchester Railway Company. The avowed objects of the Liverpool and Bury line were to extend com munication between those towns and that of Bolton, but the real objects of the promoters were, first, to compete with the Man chester and Liverpool Railway, and, secondly, to deprive it of the traffic of the great towns of Yorkshire. He hoped the project would find no favour with the Committee, and that the Legislature would avoid striking so heavy a blow against that which was the pa rent of the railway system in this country. He did not deny that the present communication between Liverpool and the towns at which the proposed line would touch was at present imperfect, and re quired amendment. He did not deny that there was at present a good deal of delay in the transference of goods, particularly at the Button station; but the Liverpool and Manchester Railway, which he re presented, would propose a far more eligible:communication than that projected by the promoters of this Bill. The Learned Sergeant went on to say that the witnesses upon the other side had greatly exaggerated the traffic and passenger communication between these towns, and said he would produce evidence to show that the calculations upon the other side were utterly erroneous and unfounded, in some cases the amount being doubled, in others tripled, in very many, indeed, quadrupled, and in not a few cases not a single pound having left the place where thousands of tons were said to have been transhipped. The line which he proposed was from Lowestoft, on the Bolton and Preston line, three miles from Bolton, to join the Manchester and Liverpool line at Newton He had authority to state that this line would be carried out for trial by the Manchester and Liverpool Railway, if it met with the sanction of Parliament. The line he proposed would pass through some of the richest coal fields in England. He was surprised at the Board of Trade for reporting in favour of the Liverpool and Bury line, and made sure that report had been founded on misrepresentations made to them. The report set forth that the resources of the Liverpool and Manchester line were all engaged in the main line. Such was not the fact. There were only four subscri bers from Bury, and five from Bolton in favour of the Liverpool and Bury line. A single shareholder in Liverpool had bought more shares in the line than all the inhabitants of Bolton together. The Liverpool and Bury line was a crude, hasty, and imperfect scheme, sad could only have originated in the present speculative mania. The Liverpool and Manchester line would be on a level with the docks, whereas the terminus of the other would be forty feet high, and some hundred yards from the docks. The stations pro posed by his clients were far more comprehensive, and they could accommodate infinitely more persons than the other. The traffic tables on the other side were altogether wrong, and he could not but think the Board of Trade must have come to its conclusion from these erroneous figures. The Man chester and Liverpool Railway had already done much—they had gone to an expense of 250,01101. to join the Alan. cheater and Liverpool Railway with the Leeds Railway. The case which he had laid before them be would prove by witnesses. Mr. Henry Bradshaw was agent to the Bolton and Leigh Rail. way Company, and had been so fur sixteen years. Had examined the traffic tables sent to the Board of Trade by the pro moters of the Liverpool and Bury line, and found them incorrect. The traffic between Bolton and Liverpool was stated by them to be 59,506 tons, whereas it was only 25,600 tons. It was said upon the other side that the traffic between Bolton and Wigan was in minerals, &c., 2418,450 on the Bolton and Leigh Railway—that statement had no existence in fact; the goods did not pass to and from those towns. Cross-examined by Mr. WILKINS—The foot passage traffic was between \Vigan and Bolton. Bolton contained 90,000, and Wigan 60,000 inhabitants. Mr. Hargrave's lease in canal and railway would end wills the present year. Mr. Henry Abrahams, stop gate-keeper on the Leeds and Liver pool Canal—The annual traffic was 4:.)4,76l tons. The witness was not cross examined. Mr. Walinsley Stanley, engineer to the Lewis and Liverpool Canal Company—Fourteen miles of this canal ran through a coal field, exclusive of 6 miles near Leigh. They had 11 curves for coal wharfs in Liverpool_ It was essential there should be a corn. munication of this kind for coal traffics At the termination of this witness's evidence the Committee ad journed to the following day. GROUP L. PORTSMOUTH ILTMOSPEIERIC LINE. The inquiry on this line was resumed at twelve o'clock today, Mr. E. B. Denison in the chair, when Mr. ItawLmsoN called Mr. nekton!, lessee of the Epsom tolls, who stated that the tulle were heavier than on any other road out of London. Mr. Evrett, an extensive contractor for tolls, stated, in reply to the Chairman, that there was no read which had been so little in terfered with as this had. Mr. White, surveyor of the Horsham and Dorking Trust, which began at Horsham and ended in the town of Epsom, a dis tance, including a branch to Horsham, of 9.6 miles. The tolls from this trust:might be divided into four heads, public conveyanees,3Bl/ 65.6 d. post and job work, 881. ss. 10d. ; private conveyances, 5181. 14s. 4d. ; and heavy carriage, 1,120/. Bs. 10d.—making a gross toll of 2,1081. 15s. 6d. The number of horses that passed was 126,588, and the tonnage 36,903 tons He was also sur. veyor of the Leatherhead and Kingston road. It was from the latter place that two-thirds of the coals were brought to Dorking and the surrounding country. The price of coals at that place was 38s. to 40s , out of which 125. was for carriage, the tonnage being about 14,000 tons. Mr. Pope, the eminent coal merchant, stated that he had been the first person to send coals by the South-Western Railway. Fur the carriage of coal the charges were—for unloading Bd. a ton ; lighterage, 9d. to 10d.; unloading and warehousing, 7d. ; and meterage, 3d.; one-half of the meterage the captain paid; so that the cost of getting coals to the South-West ern Railway is 2s. 4id. a ton. On the Brighton Rail. way the united charges were 2s. II id. a ton ; but he was making a dock and wharf at Deptford-creek, which he was under a bond to the Greenwich Railway Company to make a public wharf; and from that wharf, which was between Greenwich Hos pital and Deptford Dockyard, he could unload the ships at a half. penny a ton, and get coals on to the Greenwich Railway for 4d. Had an agreement with the Greenwich Railway Company to carry for another 4d. ; the wharfage would be 2d. ; and meterage, as usnal, I id. a ton, so that he could supply coals at Dorking for the same price as he could send them to Charing.cross. 1-le had had a ship of 280 tons unloaded in the dock, and there would be every facility for the transit of goods, not only along the proposed atmospheric line, but also with the North Kent to Chatham. He also sent a great quantity of shoddy, a peculiar kind of manure applied to the hop grounds about Dorking, and there was a good deal of lime which came up from that part of the country. To the cross-examination of Mr. COCKBURN, Mr. Pope stated that he had completed his own side of the dock since he gave his evidence on the Epsom line last year, at a cost of about 2,0001., but the other side was as yet incomplete in consequence of the transactions between the Greenwich Railway Company and the South-Eastern Company. One side of the dock was his own freehold, but the other side had been leased of the Greenwich Rail. way Company for 99 years, and they were under an agreement to complete that side of the dock within two years from last Decem ber. The cost to them would be from 3001. to 5001,. and, of course, the South-Eastern Company would be glad to complete their side of the dock, because it would bring a good deal of tonnage to their line. In his opinion, the means which he adopted for the tranference of the coals from the ships to the railway wag gons was much more economical. Mr. Barclay, M.P. for Sunderland, residing at Eastwich Park, near Leatherhead, stated that the whole of the country in his neigh bourhood was very much in want of railway communi cation. The nearest station was at Ether on the South. Western line, and the time occupied in getting to the City was about two hours and twenty minutes, and the mode of conveyance was expensive. The whole of the country was thickly studded with the villas of gentlemen connected with commercial affairs, and who very frequently came to London. His own place was 2 miles from Leatherhead, on the Guildford road, and about 6 miles from Epsom. On the whole the London. bridge terminus was by far the most convenient, and there was no other railway which offered any facilities for conveyance. ➢lr. J3seph Cubitt, engineer, stated that he was the acting engineer in laying out the proposed line, in which he had enjoyed the benefit of his father's assistance. The line began at the ter mination of the Epsom line, which was 18 miles 5 furlongs from Dorking, thence by Leatherhead, and a tunnel at Norbury Park, 450 yards long, to Wootley-ridge, which they passed by a tunnel 660 yards long, thence to the ridge on which Haslemere stands, which they passed by a tunnel of 1,733 yards long, at a distance of thirty miles; thence to Lippock, four miles; thence to Peterifield, eight miles; and rising to the South-down Hills, which they passed by a tunnel 1,254 yards long; thence by Idsworth and Rowland's Castle, through a short tunnel of 140 yards in length, to Havant, eleven miles; and thence by Bedhampton to Portsmouth, seven miles, making the total length of line sixty miles three, chains, and the whole distance from London nearly seventy-nine miles. The heaviest cutting would be forty feet deep, and would require 327,000 yards of earthwork, and the greatest embankment would require 22,000 yards of earthwork, and would be about twenty-eight feet high —about fifteen miles from Epsom. The deepest gradient was lin 80, and the gradients gradually decreased 1 in 475. The horizontal was seven miles long, and the rest of the railway was laid out in the gradients, the steepest being about four miles long. The Chichester Branch was about 3i miles long, and the rest was easy in gradients. There were no curves of less than half a mile radius. The works were certainly heavy, but easy of execution. The total estimate was 1,407,165!., including land. That was on the principle of a single atmospheric line, but the land taken was sufficient for a double line. The estimate included the pipe and the electric telegraph, but not the working plant nor any compensation for the patent right, the last being included in the working cost. The railway might be opened in two yoars from its commencement. The estimate covered the Chichester branch, and in the whole comprised a distance of 6Q miles. The proposed line certainly went through a country far more deficient in the means of conveyance than that through which the Chichester and Guild ford line passed. He had laid out a branch to Guildford, and had surveyed another to Reigate, the plans of the latter of which had been deposited, but both were abandoned at a late period. To the cross-examination of Mr. CocesueN, Mr. Cubitt stated that the first and principal cutting was in clay, and was proposed to be 3to l in slope, and was to be 24 feet deep at bottom. There were 34 other cuttings passing through chalk sand and clay, varying from 1 to 1 in slope to 1 in 3, and from 30 to 50 feet in depth, and being from half a furlong to 1 miles from each o th er. T h e t o t a l quantity of earth work would be 4 ; 233,779 yards and of embankment 2,402,958 yards, effected at a charge of from 9d. to Is. 3d. a yard. The charge for tunnelling at Norbury would be 30!. a yard, at Woot ley 451., at Haslemere 451., and at Buriton, 30/. a yard. The total cost of the tunnelling would be 163,185/, and for the earth. work 200,245/. The bridges and culverts would cost just the same amount, 200,245/. The permanent way would be made at a cost of 2 , 6001 . a mile, being for ballast 660/., sleepers 440/., chairs 931. 175., intermediate chairs 2311. 155., rails at 501bs per yard, 201/, and the laying 176/, making a total cost of 166,400/. for the main line, and :the branch, 23,4001. The vacuum tube and the electric telegraph would cost 4,5001. a mile, making a total cost in that department of 270,0001 The vacuum tube on the main line was to be 18-inch, and would require 320 tons a mile; that on 'the branch line would be 15-inch, and would require 264 teas of metal per mile The cost of the electric telegraph watid be 12,0001., and the cost of laying th a t an d the vacuum tube would be 240/. a mile. The cost on the branch line to Chichester would be, for fencing , 2,8001. a mile ; earth. work, 9,3211. ; for bridges, 27,75 01 . ; permanent way, 23,400/. , for vacuum tubes, 37,628/. ; for the electric tube, 1,750/. ; land, 14,6021.; and for contingencies and stations, 9,9871. a mile; mak ing a total for the branch line of 127,235/, and for the main line, 1,279,9301. The number of stations on the main line was pro be two stations on the branch lin e. The stationar y en g ines w ere posed to be thirteen, erected ate c ost of 61,0001., and there would new strictly within his department, but be believed that they were to be at a distance of three miles from each other, and were to be double engines of, together, 130 horse power. Mr. GUNNING appeared for Lord Grantley, who has an estate near Wonersh, and endeavoured to elicit from Mr. Cubitt that the direction of the line had been needlessly altered. It appeared that the nearest point of the railway would be within 150 yards of Lord Grantley's house, where there would be an embankment about 27 feet high, but the village of Wonersh lay between the two. There was, however, a portion of the line not more than 300 yards from the house, where there was no building to intercept the sight of the railway. The radius of curve at the park was about three-quarters of a mile. To the cross-examination of Mr, M. Smirst, Mr. Cubitt stated that there would be seven roads crossed at a level, and he proposed to cross the line by small balance bridges, which were to remain up generally, and which would be lowered over the tube whenever a carriage wanted to pass ever, and a man would be placed at those points to lower and raise the bridges. To the cross-examination of Mr. WADDINOTON, Mr. Cubitt stated that the branch line would leave the main line at Havant, and he proposed to use the station of the Brighton and Chichester line at Chichester. To the cross-examination of Mr. ItswLiNsON, the witness stated that the ma in rooms looke d away from the line down was a wall twelve feet p re remises, and the whole of the village betw een the house and th e railway. It was intended hthigehoppaotsitethveallebyu, back of tha t t be the to pass the canal by a viaduct screened from the house, except the upper windows, by a wood. The line would run about 200 yards from Gosden House, the seat of Mr. Sparks, but it went altogether through farming ground, and he did not think that any ornamental property whatever would be disturbed. They had contracted for the atmospheric tube at 8/. 15s. a ton, while that on the Epsom and Croydon line was to be 71. 15s. a ton. The rails on this line were to be 111. 10s. per ton. To the inquiries of Mr. M. MILN2R, the witness stated that the great features of the line had been adopted from the beginning, and he had adopted this line, because from Godalming it was the shortest, and enabled him to join the atmospheric line at Epsom ; and he did not think that the advantage of the better gradients, on the other line, was worth consideration. To the inquiries of Lord CLIVE, the witness stated that there would be nineteen engine stations between London and Portsmouth, and there would be five or six crossing places on the line. There would be a means of communicating, by the electric telegraph, between station and station. To Mr. Oswstn—The witness said that the heaviest portion of the line was between Godalming slid Dorking; and the steepest gradient, lin 80, was on the way to Havant. There were many gradients steeper than this, there being one on the incline plane of the Birmingham line of lin 37. The tunnels were 14 feet clear way, and 16 feet high, clear. The brickwork was to be 18 inches in the chalk, and 2 feet 6 inches in the sand and clay. He could not speak as to the opportunity of continuing the traffic, if the tunnels were to be enlarged for a double line, nor could estimate the expenses, but the proportion might be half as much again. The Committee here adjourned till twelve o'clock to-morrow. GROUP LL. THE LONDON AND SOUTH-WESTERN _ _ ILAILWAY EXTENSION. The Committee on this group sat at half-past twelve o'clock this morsing. with. The evidence in favour of this extension was proceeded Mr. Cornelius Tobin was called and examined by Mr. SMIRKE. He stated that he was the principal manager of traffic on the South_ Western Railway. He was of opinion Vat the intended extension of the passenger part of the railroad would be of great assistance to the Nine Elms part. He saw Mr. Herne's traffic tables, and he perfectly coincided in them. The goods traffic had increased 500 tons per week within the last six months. The present station was ex tremely inconvenient, and the subject of general complaint. The removal would do away with a great nuisance arising from cab and coach stands in that part of the road. The alteration would be of great advantage to the Company; and the interest of Mr. Francis and that of the Company were the same. The witness was then cross-examined by Mr. Francis's agent, but his evidence was unshaken. The case for the promoters of the extension having been closed, Mr. MONTAGVE CUAMBESS addressed the Committee on the part of the petitioners who opposed the extension. He said that he appeared for Messrs. John Francis and Charles Francis Burnett, the Bishop of Carlisle, and his leaseholder, Mr. Alleyne 'Williams, Mr. Woodward, the Rev. H. Tower Streeton, Martha Carr, and certain inhabitants of the parish of Lambeth. The Learned Counsel then went Into details of the injury that would accrue to the petitioners for whom he appeared. The Bishop of Carlisle and his lessee, Mr. Alleyne Williams, would be irreparably injured. When the Committee were dealing with a question of this matter they ought not to look to the persons, but ought to take into consideration the protection which they ought to afford to church property, and take care that it should not lose in value to the successors of the prelate or to the Church, which would be benefited by that pro perty. The value of the property in question was 6001. a year, which would be much lessened if Mr. Woodward could not receive his rents. Mr. Woodward had within the last twenty years be. come a rich and wealthy tradesman, and had erected m ,ny hundreds of houses, the rents of which would be materially interfered with, and he would become a man of comparative poverty, and such compensation as was generally introduced into railway Bills could net recompense him. His other clients would be similarly injured, as their property was new property, in which large sums of money had been invested. The traffic tables, he alleged, were grossly erroneous, and the preamble was not proved. It was originally intended to extend the present line to some place near Hungerford-bridp from the terminus at Nine Elms. But it appeared now that there was to be no extension from the present ter minus, but from the Wandsworth junction, which was contrary to what was advertised. He argued that the Committee, when dealing with this scheme, had to consider whether the present line of railway could supply the demands of the vicinity of London or the demands of dis tant passengers, which the traffic tables showed. It would require four lines of railway to supply those demands. According to the present ground plan it would be impossible to do it. There should be an additional embank. ment, for which there was no provision made in the estimate. On the other hand, the Committee ought not to con sider the contributary branches which were contemplated— they should look to the main trunk alone, and it was a case for post-. ponement of such a scheme until they knew whether the branch projects were to be carried out. If an injury was to be done to a vast number of individuals and was to be excused because a greater number were to be benefited, they should not do that injury until they saw that the greater number were about to be bene fited. He then alluded to the advantages which it was alleged that the intended extension would bestow upon pleasure passengers, and argued that the pleasure excur. sion traffic was the most futile and most unsatisfactory that they could rely upon, as was already found out on the Brighton line. He would conclude by saying that the present scheme would destroy the comfort and convenience of a vast number of in dividuals, and was to be carried out at the enormous expense of 800,0001., and he would ask whether it was not a case which ought to be postponed until they saw more clearly with reference to the advantages which the public would derive from it. If jus tice were done by granting proper compensation, twice the above sum would not be sufficient. The result of the evidence which he would produce would be that the intended extension would not be for the public benefit. Mr. Wiltshire was the first witness called. On examination by Mr. M. CHAMBERS, he statedthat he had been a surveyor and architect at Lambeth for the last thirty years, and was well acquainted with the property in that locality. He surveyed the pro. jected line several months ago. He thought that it was exceedingly objectionable, because it would cut property in a diagonal direction, and passed all the great thoroughfares in a diagonal line. It would be more injurious than if it went directly across or by the side of property. He discovered that there could be made as good a line, and not at greater expense, which would not destroy property by so cut ting it in a diagonal direction. The property of the Messrs. Burnett, Woodward, the Bishop of Carlisle, and Mr. Streeton, would be injured in such a way as not to admit of compensation. The witness was then cross.axamlned by Mr. HILL—He adhered to his statements on examination in chief. Mr. Cottingham, architect, wa‘ next examined. His evidence corroborated that of the former witness with respect to the impos. sibility of affording full compensation to the proprietors of the pro. perty which the intended extension would cross. After a brief cross-exanaination of the witness, the Commit. tee rose. GROUP N. SOUTH DEVON AND TAVISTOCK RAILWAY, &.c. At the sitting of the Committee thin morning, Lord Morley, Chairman of the Chamber of Commerce at Ply mouth, gave it as his opinion that the branch to Sutton Pool would offer great facilities to Plymouth; that the inhabitants were in favour of it ; and that the traffic which such a line would carry would be considerable. Mr. Brunel, the engineer to the Company, was then examined. He stated that the line and branches would be worked by atmo_ spheric traction. The estimated cost of the branches, including land and the laying down of the atmospheric system, would be Tavistock branch, 157,000/. ; the Launceston branch, 130,0001.; Sutton Pool branch, 22,009/. ; New Passage, 35,100/. On the Tavistock branch there would be three tunnels, and a curve of eighteen chains, on a gradient of lin 42. On the Launceston and Tavistock branch there was a gradient of 1 in 26k, but that was at the point of starting from Tavistock; at the Launceston end 1 in 27i for three-quarters of a mile. On the Sutton Pool branch the smallest gradient was 1 in 40 for a distance of the chains, and 1 in 64 for about half a mile. On the Millbury branch the smallest gradient was lin 43; in New Passage 1 in 23. The smallest radius of a curve on that line was 22 chains. By Mr. Ba►LwELL—The Plymouth and Dartmoor line, worked by horse power, could not be rendered available for the purposes of the presumed Sutton Pool branch. They proposed crossing that line. The atmospheric pipes might terminate on either sid., or he would carry the apparatus and the lines across 1S inches below those laid down. Mr. BRAMWELL then addressed the Court on behalf of Alder. man Johnson, the proprietor of the Dartmoor line, and held that the projectors of the lines before the Committee had violated cer tain promises entered into with them respecting the taking of that line for the purpose of using it on a portion of their line. They subsequently altered their plan and proposed to carry their line in the same direction, and within 40 feet of it, by which great injury would be caused to the property of Alderman Johnson. the room was then cleared, and after a deliberation of three. quarters of an hour the Committee adjourned until to-morrow. GROUP P. NEWPORT AND PONTYPOOL. The Committee re-assembled at their usual hour this morning, and were occupied a considerable time with amending and passing various clauses of an unimportant nature, and affecting only the in. terests of parties locally concerned in the construction of the pro. posed line. The Committee having passed the remaining clauses of the New. port and Pontypool Railway, the Bill was ordered to be reported, and, as had been surmised, they proceeded with the consideration of THE SOUTH WALES ItAILVT.A.y. Mr. AUSTIN (with whom were Mr. Talbot and Sir T. Phillips) appeared to open the case. He commenced by saying that the present scheme was one of the most important measures that he ever remena bered to have been brought before a Committee of the House of Com mons for their consideration. It would appear from the maps before the Committee, that the line was proposed to traverse a very extensive range of country. The entire length of railway was 162 miles, going through a country at present entirely without the means of railway communication, and yet numerous in population, and abounding in mineral and agricultural produce. The line would establish a com munication with various ports on the great estuary of the Severn, and would terminate near the port of Milford, which was notoriously one of the most important ports in the country. The shore lying opposite to Ireland, and commanding all the extensive com merce derivable from the south of Ireland, It would be very difficult to exaggerate the importance of that line. The Commissioners of the Board of Trade, who had inquired fully into the question with respect to the general utility of the proposed line, were of opinion that the benefits that would result to South Wale' would be almost incalculable. He would shortly describe what the course of the proposed line would be. There appeared on the map, on the line called the Great Western, a place of the name of Standish, which had hitherto been a small and unimportant place, but which In the lapse of time, would, no doubt, become as notorious as some of the princi. pal cities. Standish was the point of departure from which the proposed project would emanate from the Great Western line. Before proceeding from this point, the Learned Counsel called the attention :of the Committee to the general bearings of the line with respect to the Great Western Railway. It was pro posed to construct the South Wales line on the principle of the broad gauge, and no difficulty would arise on this head, as no opposition had been offered as to whether the line should be made on the broad or the narrow gauge. The proper point of departure for a South Wales line would be, without doubt, from Standish, whether it was in tended to accommodate the internal districts or the coast; and it was also the best means of communication for London and Manchester. From St. David's to London the communication would be nearly in a straight line. Standish would be also a very convenient point, as it approximated nearest to the port of Bristol, and with the west of England generally it would afford the nearest and best communication. that could be obtained. From Standish to Glou cester the distance was 72 miles, to Bristol 29 miles, and to Lon. don 107 miles. It was intended to cross the River Severn at a point six miles from Standish, which formed a con siderable bend here. On crossing the Severn the line would enter the district of the Forest of Dean, which was a mineral district of very vast importance, and belonged to the Crown. From thence the line proceeded along the coast, crossed the Wye, to a point called Chepstow, where the line entered the town of Monmouth ; and from thence, following the coast, reached the town of Cardiff, which was a port of con. siderable importance. The course of the railway would then be entirely a straight line to Neath, a very large mineral dis. trict. From Neath, the line traversed a rich agricultural mineral country to Swansea, from whence fully three-quarters of the entire copper used for manufacture was exported. The line then proceeded from Llanethly to Carmarthen, towards which town was a large converging of population and commerce ; it hence travelled west from Carmarthen to Milford Haven on to Fishguard, from whence the distance across the channel to Wexford was seventy miles. It was very important that a more effectual communication between London and Ireland should exist, as the present means of communication round Holyhead was exceedingly inconvenient. The railway would also conduce very considerable to promote the commercial interests of Ireland, as regarded Wales and England. It could not fail to strike the Committee how important it must be to obtain a nearly direct com munication between Fishguard and the ports of Waterford and Wexford. Wales and Ireland would be mutually benefited. The strong opinion that had been expressed by the Commissioners of the Board of Trade as to the advan tages of the proposed line, would preclude the necessity, if any existed, of entering into any details as regarded the en gineering department, or as to the produce of the country through which the line would pass. He would proceed at once to state that the estimated cost of the centre line, including all contin gencies, was 2,800,0001.; which sum was small when compared with the expense of lines of a similar important nature. The passenger traffic was expected to realise:an income of 220,0001. a-year, from the conveyance of goods the revenue would be 205,0001. ; from other sources about 30,060/., making altogether a gross revenue of 450,0001. annually. The working expenses of the line had been calculated at 40 per cent., which, being deducted from the gross I revenue, will leave a clear net annual income of 274,0001., and which will yield an interest on the capital exceeding nine per cent. There were three branches on the line, one of which was called the Pembroke branch, and was 19 miles in length ; the second extended from Newport to Mon. mouth, and was 19 miles long, where it combines with the Hereford and Monmouth line, and the third branch, which was 7 miles in length, traversed the Forest of Dean and also united with the Hereford and Monmouth Railway. It was proposed to make a navigable cut across the bend of the river where the railway would pass. The Lords of the Ad miralty had demurred to the proposed scheme only with hesitation. The Commissioners of the Severn Navigation were satisfied the proposed mode of crossing the river would not be injurious. The Board of Commissioners of the 'Woods and Forests were strongly desirous that the line should be made, and the Board of Trade had decided it was desirable to be made, so that these three important and influential bodies are all pressing in its favour. The only persons who were likely to be effected by the construction of the bridge were those who were located above the crossing, and it would appear in evidence that these individuals were all unopposed to the project intended. The canal on the side of the Severn would, without doubt, tend considerably to pro. mote the traffic on the river, and would be a beneficial interference There was little or no opposition on the line, for on the 2.15 miles of railway there were only 15 miles opposed by landowners. The Learned Gentleman concluded his address by observing that he had left all details of an engineering nature entirely out of view, but he was satisfied he had stated enough to convince the Commit tee that the preamble of the Bill ought to be passed. The CuAIRMAN then said—l suppose, Mr. Austin, you have seen the letter from the Admiralty. Mr. AI:MTN—Yes, Sir. The CHAIRMAN observed he was authorised in saying that that communication had been confirmed by a subsequent intimation from the Admiralty. Sir T. PHILLIPS called Mr. Buckland, of Swansea, as the first witness—He deposed generally as to the mineral traffic of South Wales, and the great advantage a railway communication would afford in opening up markets fur the disposal of the produce. The further examination of the witness was postponed till to-morrow, and the Committee adjourned. GROUP QQ. ASHTON, STALEYIIRIDGE, AND LIVER POOL JUNCTION RAILWAY-(ARDWICK BRANCH). This Committee met for the first time to-day, at one o'clock, Mr. Round in the chair, when the Ashton, Staleybridge, and Liverpool Junction ( Ardwick Branch), was entered into. Mr. lIILDTAILD opened the case on behalf of the projectors of this branch line, which is proposed to be taken from a point near to the terminus of the Leeds and Manchester Railway in Man. chester, to the terminus of the Manchester and Birmingham line in Ardwick, one mile and a half in length, that connecting together the latter line and the Ashton and Staleybridge with all the other lines at present radiating from Manchester. There were no en gineering difficulties, and the cost was estimated at 60,000/., on which, the tables of traffic proposed would show an ampl, return. There was no opposition to the preamble of the Bill. Mr. Silrerwood, Mr. Openshaw, engineer, and Mr. Carver, were examined very briefly in support of the preamble, when me Com mittee decided that it was proved. The clauses of the Bill were then taken into consideration, and agreed to without any apposition, with the exception of one, ‘vhich was opposed by Mr. MatiNs, on the part of Mr. Bennett. This clause is one sought to be introduced by the Corporation of Manch ster, giving them the right of making a street, eight yards wide, limn Chancery-lane to Princes-street, close to, and alongside of, the railway, and upon the land of Mr. John Bennett. The objection to the clause was, that it was an unjustifiable Interference with the right of private property, and would interfere with Mr. Bennett using his property for the erection of mills and warehouses. Evidence was called in support of the objection, when the matter was compromised by substituting the word "road " for " street," and reducing the width from eight to four yards. The report was then agreed to, and the Committee adjourned. GROUP R. NEWRY AND ENNISKILLEN ILAXLWAY. The Committee met this morning at twelve o'clock, Mr. Gib son Craig, chairman, when the examination of evidence on behalf of the Newry and Enniskillen line was resumed. Lord Lurgan deposed as to the trade between Armagh and Newry. The trade was very considerable, and likely to increase, were this railway formed. The feeling was generally in favour of this line. Sir John Rennie, civil engineer, gave evidence as to the survey ing of the line, which he executed in October last at the desire of the Company. The line was 71 miles 55 chains long. The distance from Newry and Armagh was 23 4 - miles. Three miles of this portion of the line had a gradient of I in 81. The severest of the remaining gradients were lin 102, lin 150, and I in 140, respectively. The other gradients were of a very slight character. The gradient of 1 in 81 was near to the Armagh station, and would not at all interfere with the swift progress of the trains. If at any time there was a heavy train passing, from the proximity of the station an extra engine could easily be got. There were much less gradients worked by locomo tives. One on the Gloucester and Birmingham of two miles in length was 1 in 37, and the inclined plane at the Euston station of the London and Birmingham was 1 in 63. The deepest cutting was 75 feet. There was only one tunnel on the whole line, of 310 yards in length. There were no engineering difficulties ; and the most expensive part of the line was between Newry and Armagh, which he estimated at 15,5001. per mile. The whole capital was 900,0001., which he considered amply sufficient for all purposes. The line at the Newry terminus was only four feet above the quay. The Belfast Junction was crossed about three miles from Newry. Mr. Bitown put in the traffic tables, from which it was estimated that the annual receipts of the line would be 102,4891., which, after deducting 33 per cent. for the working of the line, and inte rest on borrowed capital, would leave 61 per cent. on the capital of the shareholders. This was taking the traffic at the very lowest estimate. The portion of the line between Newry and Armagh would yield at least S per cent. This closed the evidence on behalf of the line. At this stage of the proceedings, Mr. ALEXANDIR, on the part of the Newry and Enniskillen Company, stated that, before going further there was a difficulty to be overcome respecting the clauses of their Bill regarding the formation of the joint railway from Clones to Enniskillen. They objected to the clauses as drawn up for insertion in the Dundalk and Enniskillen Bill, providing that each Company should construct one-half of the line, and considered it would be much better formed by a joint committee acting for both companies. ➢lr. MURPHY, on behalf of the Dundalk and Enniskillen Corn pany, replied that the understanding between the two engineers when the agreement was drawn up, was, that each company should join 12 separate miles of the 24 miles from Clones to Enniskillen. A joint committee he considered would lead to interminable diffi culties. After a lengthened conversation, The CHAIRMAN stated that the Committee were of opinion that the 24 miles between Clones and Enniskillen would be best formed by a combined committee, and they further considered that the clauses to be proposed, in conformity with this arrange ment, should be submitted to the Board of Trade previous to their being brought before the Committee at their next meeting. The Committee then adjourned till Wednesday, at the usual hour. GROUP RR. The Committee upon this group met this morning at one o'clock, present Mr. E. Ellice, Chairman, Lord Norreys, Mr. \Var. berton, Mr. Kemble, and Mr. Rice Clayton. CHESTER AND BIRKENHEAD RAILWAY EXTENSION TO THE NEW DOCKS AT nIRICENZIEAD. Mr. Prith, the Parliamentary agent, stated the case for the promoters. The Bill was unopposed, and was intended to give the Chester and Birkenhead Company additional powers, and to enable them to extend their line to the New Docks at Birken. head. A witness was put into the box, who deposed as to the public advantages that would attend the extension to the new docks. The Committee at once decided that the preamble had been proved. The clauses were gone through, and passed, and the Bill ordered to be reported. Mr. L. LOWNDES, Q.C., opened the case for the promoters. The line was intended to run from the Manchester and Liverpool Rail. way to the Sheffield and Manchester Railway. The line would be made on arches, and no buildings of any consequence would be affected. The line would connect the rivers Mersey and Irwell and the Bridgewater navigation. The railway was pro. moted by the Manchester and Birmingham and Sheffield and Man. chester Railway Companies and Lord F. Egerton. The Committee, Mier short evidence as to traffic had been sub. mitted, decided that the preamble had been proved. The clauses were then passed, with the exception of that relating to the tot's, which was postponed. The Committee adjourned at four o'clock. GROUP SS. THE EREWASH VALLEY Lnam. The Select Committee re-assembled at the usual hour this morn ing, and proceeded with the general evidence in favour of the case for the promoters of the Erewash Valley line. Mr. John Wilson, a timber merchant, of A lfreton, whose exami nation in chief was taken on Friday, was this morning re-called and cross-examined by Mr. MACAULAY, who appeared on behalf of the Erewasb Canal Company, with the view of showing that the water communication of the district was amply sufficient to accom modate the existing traffic, while the canal rates of charges were much lower than those of the proposed railway. Mr. Thomas Riley, agent to the Combination Coalowners of Derbyshire, and a resident of Ilkeston, had taken an account of the goods and stone passing over the Nottingham, Crawford, and Ere_ wash Canals for six days, between the 18th and 23g November last, and had at the same time calculated the general traffic of the various districts through which the proposed railway would pass. He corroborated the testimony given last week, and put in a number of papers showing the result of his calculations. Mr. Pickering was recalled, and cross-examined upon these cal. culations, but nothing of importance was elicited, The evislence of the last witness he said was founded upon correct data, strictly accurate, and ought, he thought, to be relied on. Mr. William Haslup, a coalowner residing in the neighbour. hood of Ilkeston, proved that he sold upwards of 10,775 tons of coals, which he sent at present by canal, but he should prefer send ing them by railway if there was one. Mr. Thomas Potter, a farmer of the same place, was in the habit of forwarding to Nottingham, alrby, and other places, large quantities of farm produce, and it was a great inconvenience to him that Ilkeston was not accommodated with a railway. At pre. sent he sent his produce by canal and other conveyances, and was compelled to pay high . rates for carriage. Mr. Hobston, a miller at Ilkeston, was similarly circumstanced to the last witness, and was considerably put about in competing with his his neighbours, from the want ef a railway communication with the market towns of the district. Mr. Abraham Booth, agent to the Butterley Company, proved that great inconveniences continually resulted to the manufacturers, traders, and others, of Ilkeston, from a scarcity of water in the Nottingham, Crawford, and Erewash Canals. On this account he thought it highly desirable that the district should be accommo dated with a railway. Mr. George Cape, civil engineer, was well acquainted with the route of the proposed railway, and considered its gradients were good. It was well planned to form a junction with the Midland Railway, and join that line on a leveL The line would afford ample accommodation to; the mineral interest of the district, which was frequently put to great inconvenience from a scarcity of water in the canals; but, independently of this circumstance, the water communications were insufficient to supply the wants of the minerals. The railway would prove a saving as well of time as expense in the transit of coal ; and if Parliament refused to sanction it, the coalowners of the district would be seriously injured. The Duke of Rutland had coal Milled on the route, and at his Grace's request he had surveyed them with a view of ascertaining whether the line would any way injure them. The survey had convinced him that the line would benefit, instead of injure, his Grace's property. The Committee then adjourned till twelve o'clock to-morrow. GROUP V. The Committee met again this day at twelve o'clock, in room No. 9—present the O'Conor Don, chairman ; Mr. J. Davies, M r . Hope Johnstone, Sir Denham Norreys, and Sir John 11 ae Reid. The Committee proceeded with the adjourned case for the IMPORTANT DECISION. MANCHESTER, SHEFFIELD, AND MD. LAND JUNCTION, AND THE ALTEENA- TIVE LINE. Mr. listNEs replied to the whole case on behalf of the promoters. The Learned Counsel went through the evidence adduced on both sides, with a clearness and precision which laid the merits of the inquiry before the Committee, and concluded his arguments by calling upon the Committee to come to a decision founded on the character of the evidence. The room was then cleared fur the Committee to deliberate en the preamble of the Bill. After a deliberation of one hour, the parties were called, and The CHAIRMAN said—lt is with feelings of deep regret that I have to announce the following decision of the Committee. They hare come to the decision that the preamble of the Bill from NEWARK. TO SHETTICI is not proved, and the preamble of the Bill from CHESTERFIELD TO SHEFFIELD is not proved. This decision requires some little explanation ; the only Billcut of the group was passed some days ago, namely, THE NOTTINGHAM TO LINCOLN, THROUGH NEWARIL The moment the decision was given, the room emptied as if by magic, and a rush for cabs to the Share Market followed. The Committee then disiolred. The Committee on this group has been sitting for five weeks, and during this protracted period their patience and attention has been most unremitting, and their urbanity and courtesy deserving of great praise. GROUP W. The Committee, to whom the railways comprised in this group were referred, met this morning at twelve o'clock. The Ca•i Imo( then announced that they would proceed, agree ably to the arrangement entered into on Friday last, with the Don caster and Goole line, and as they had not finished all the elaubes of the Wakefield, Pontefract, and Goole fine, they would procee4 with the remainder of them to-morrow. The consideration of the DONCASTER AND GOOLE RAILWAY was then proceeded with. Messrs. Austin and Pollock appeared on behalf of the promoters of the Bill; Mr. Pickering (on behalf of the Don Navigation Com pany;, and Mr. Bliss (on behalf of the landowners on the line), appeared to oppose the Bill. Mr. AUSTIN then opened his case. The Doncaster and Goole projected line was intended to connect the port of Goole with Doncaser. It was 18 miles in length, and the capi tal was 280,0013/. He would not oppose the evidence which had already been brought before the Committee, nor descant upon the importance of the port of Goole. The traffic which this !Me would accommodate could be served by none of the lines which had been before the Committee. The only serious opposition to the line was from the Don Navigation Company, for the opposition of Mr. Bliss on the part of the landowners was merely on account of the agricultural nuisance which might be expected from the line passing through their property. The Learned Counsel then referred to the different places whose traffic would be accommodated by the proposed line, and enumerated Sheffield, Barnsley, Stafford, Birmingham, Wol verhampton, Belpar, and Derby. There is at present a branch between Rotherham and Sheffield, which, by connecting with the North Midland line, would afford almost a direct COM. monication between Sheffield and Goole. It would also open up a communication with Nottingham, Leicester, and the various coal.fieds along the whole line. At Barnsley there were extensive linen manufactures, and there were also in its neighbour. hood immense beds of coal and iron -stone, which would find a ready outlet by the proposed line. Sheffield, which had a population of 120,000, would also find a more convenient and cheaper mode of conveyance for the traffic which it now sends to Hull. The line of railway at present existing from Sheffield to Hull was seventy.six miles in length. The proposed line from Sheffield to Goole was only thirty.six miles. The cost of a quarter of wheat by the present conveyance from Sheffield to Hull was Is. 10(1. ; the cost by the proposed line to the tort of Goole from Sheffield was only 10d. He adduced that as a specimen of the comparative transit of the two lines. With regard to goods, the cost by the best con. ecyance was 10s. per ton, and by the proposed line it would be only 3s lid. There was a saving, too, of time. Goods were at pre sent five hours in the carriage, and by the proposed line only two hours and a half would be occupied. The Learned Counsel then referred to the traffic of the Don Nevi • gation Company, and contrasted the bad navigation and heavy tolls and delays of the Don, which was 191 i miles in length, and a long turnpike road of 22 miles in length, with the cheap, rapid, and convenient accommodation which would be afforded by the proposed line. As a proof of the traffic which at present existed in that district he would state that at present there were 18,000 tons of goods carried weekly to and fro on the Don, and no less than 1,000 tons of coal a day from the collieries on the line. He would not take up the time of the Com. mittee by alluding to the engineering works on the line, or to the estimates. There was no engineering difficulty on the line. It was very easy of construction, and almost fiat, and no injury would be sustained by any house or residence along the whole course of the line. He would now proceed to call witnesses, in proof of the traffic, &c. Mr. WiLcius, on the part of the Wakefield, Pontefract, and Goole line, said that he would be under the necessity of opposing the line if Mr. Austin would rely on the traffic of Barnsley or Ashton. They were much nearer to the line on which he had been engaged than they were to the proposed line ; and the Manager of the Barnsley Coal Company had actually entered into an agreement with the Wakefield, Pontefract, and Goole lime for the carriage of their coals. He could not therefore allow the traffic to be again adduced in favour of the proposed line. Mr. AUSTIN did not intend to tely upon the traffic of those places. He had merely mentioned them in the course of his re. marks, but not for the purpose of relying upon them as a principal pcint In his case. The CHAIRMAN thought it better if he dropped the Barnsley and Ashton traffic altogether. Mr. AUSTIN agreed to do so, and Mr. Wilkins tken withdrew his opposition. Mr. Brown, a coal and salt merchant, living at Masberough, was then examined. He was a manager of the goods traffic on the Don Navigation from 15:29 to 1539. His province was to receive the dues at Rotherham. The supply of water on the Don Navi gation for the last eighteen months was very bad. Two days we , e at present occupied in passing between Rotherham and Goole. The distance was thirty-eight miles, and the carriage of goods cost 6s. Sd. to is. per ton. The witness then proceeded to give evi dence on the difficulties of the Don Navigation, and the traffic which at present existed in that district, all of which have been already referred to in Mr. Austin's opening speech. He consi. dercd that the proposed line would be of great aivantage. The people of Sheffield were all favourable to it. Messrs. PICKERING and Buss cross-examined this witness at considerable length ; after which, The CHAIRMAN asked if there wire many more witnesses to be examined ? Mr. Pot.Loce replied that there were a considerable number, but the time of the Committee would not be occupied unnecessarily. The CIIAIIVIAN then ordered the room t• be cleared, and the Committee remained in consultation for about a quarter of an hour. On our re-admission, The CHHAIRN•N requested Mr. Austin, the leading counsel in the case, to be sent for. Mr. Austin, having been engaged in addressing another Com. mittee, could not make it convenient to attend. The CHAIRMAN then said that the Committee found it would be ex. ceedingly difficult to come to a satisfactory conclusion with re spect to the proposed line. There were three schemes at present before Committees, the decision on which would materially in fluence the Committee as to the course they should adopt with the proposed line. In the first place there was the Swinton branch to Doncaster; secondly, the proposed Sheffield anti GaineKirough branch; and, thirdly, and above all, the projected London and York line, which would run side by side with the proposed line, at many points not more than 2 miles distant. He did not mean to say how far any of the projected lines would, if carried, interfere with the de. cision of the Committee as to the proposed line, but he would suggest the propriety of withdrawing the proposed line for the present, and suspending any further proceedings with it till another session. He would be glad that Mr. Pollock would consult with Mr. Austin till to.morrow, as to the course they should think right to adopt under the circumstances, and communicate their intentions to the Committee by to-morrow morning. Mr. Pouocit assented to the proposal of the Chairman. The Committee then adjourned till twelve o'clock to-morrow. GROUP X. CAMBRIDGE AND LINCOLN LINE. At the sitting of the Committee this day tae cross-exarnina. tion of Mr. Rendall by Mr. Sergeant WRANiHAhI was resumed. The principal object et it was to show the utility of the drains in what was called the "Loup line." His opinion was, that a railroad intersecting these drains, which were local roads, would have all the traffic now carried on upon them transferred to the railway. '1 he cross-examination next referred to the cuttings on the datum line. On the 16th mile from Cambridge, where it weuld cross the " great wash," there was a discrepancy discovered by the Counsel between the actual height of the cutting and the distance marked on the datum line, by which it appeared that this line, if carried out in accordance with the section, would pass at a distance of ten feet under the bank of the Great Wash. (Some discussion arose on this point, as to whe ther the question might to be put, but the Committee allowed It, and the witness said that such a work could not, in fact, be done). Mr. Sergeant WiIINGRAM said that, with such evidence, he would contend that it would be idle for the Committee to enter any further upon the investigation of this line, for if it even re. ceive.l the Royal assent to-morrow, it could never be proceeded with, owing to this fatal objection. The Learned Counsel then proceeded to read the Standing Orders, applicable to his objection. Mr. HILDYARD said that it was distinctly understood between all the counsel that all Standing Order objections should be waived, and that they should fight out the Bills on their merits. However, his application to the Committee now was that they should proceed with the inquiry, and that this objection was met by a clause in the general Act, by which no work eould be proceeded with until any additional proposed alterations should be intimated to the clerks of the peace, &c.; and this difficulty might be proposed to be met, either by a trough, or by deepening th beds of the river. Bcsidts, the Committee had the power to ordee the insertion of a clause to rectify this inaccuracy, which he conrtended was nothing more than a technical objection. Whether the House of Com mons would approve of the alteration or not, was another question ; but certainly the Committee had the power to do so. At the close of the discussion the room was ordered to be cleared , and the Committee remained in consultation three.quar ters of an hour, at the expiration of which period the parties were re-admitted, and The CHAIRMAN stated, that the Committee considered this to be a question of suck great importance, that they would take until to• morrow to decide, and that they would announce that decision at one o'clock. They then adjourned at five o'clock. HOUSE of LORDS.—(YESTERDAY.) RAILWAY BILLS, to Coiner) Bills came before L or d Shaftesbury The Chester and Holyhead and the Leeds and Br a df or d Railway Extension (Shipley in Committee at half-past five this evening. The Bills being unopposed, went through ; they come on again to. morrow, bo w . ever, to have some slight alteration of a few clauses. These were the only Railway Bills before his Lordship to.day, LLOYD'S SHIPPING• LONDON, Vsut JUNE 9.—Wind S.W., moderate breeze and cloudy. DEAL, JUNE B.—Wind S.W. to W.S.'W., very stro,i-g. —A rra. Carnatic, Cnunleng a l , l F rn ey e eii, Bombay; cotigr n Mountaineer, Sierra Leone; Maria, u ba ; a whaler, supposed the Sarah Attu, South Seas for London ; Catherine, Greene, St. Kitts ; Hunter, of Goole, New Orleans. Sid. Lady M•Nagnten, Calcutta ; Justina, Madras; Hebrides, Bombay; Joh n Brewer , Aden; Mary Irvi ne , Mauritius ; Fairlie, Ascension ; Fox , Valparaiso ; Ilighbu r y, Ja maica ; Glasgow, Dalhousie ; Marquis of Bute, China ; Lady Rua, Barbadoes, and the rest of the outward bound, except Gilbe r t li eu . Berson and Thetis. . . Juers B.—A large barque, reported to be the Surrey, from New Orleans, has got ashore this morning on the Sketter Sand, where she remains high and dry. HEDCAR, JUN 7.--- 1- The Emanuel. ikinrick, from Antwerp to stocktou, ran on the rocks off here yesterday, but was got off with assistance, and into Middlesborough, without much damage. YARMOUTH, JUNE s.—lt blew a heavy gale last night and tht's morniug at South, but is now more moderate. —Wind %V. to B.w. The Virgo, of Shields, for flontleur, with coals, has been assisted ix here leaky, haying been in the Shipvrash Sand. The Maria, from Neath to London, with potatoes, has also been assisted in here with damage. IlAawtcrt, -ft:ix B.—A coal-laden brig got ashore this morning on the Cork Sand, but came off at high water, with assistance, after throwing part of cargo overboard, and is now at anchor near Cork light-vessel. LivEttpoot, JuNE B.—Wind N.W., fre •h.—Arrd. Euphrates, Wil son, China ; Eleanor Chapman, Noss, Mazatlan; Jupiter, Matthews, Maracaibo; Rochdale, Jamaica ; Agnes, Ewing, Glentainer, Gram plan, Laura, Lord Sandon, Mayfield, Octavius, Provincialist, and Republic, all from New Orleans ; Alhambra, 'Duncan Ritchie, Hector, Robert Parker, and Tay, Mobile ; Solon, Apalachicola ; Warren and Panther, Charleston ; Tarolinta, New York ; Perseverance, Kestrel, and Osprey, St. .John's, New Brunswick • Warman, Gibb, Rio de la Bache ; Islam Morphew, Barbadoes ; Lydia, Jones, An tigua ; Joseph Anderson, Savanilla ; Sicilly, Bell, Tampico ; Hampton, North Pole, and Joy. 11. Perkins, New Orleans; Birken head, Lancaster, and Rockingham, Mobile ; Glendower, Savannah ; Susannah and Thomas Bennett, Charleston. Put back Sisters, for St. Lucia, leaky. sibl. Dumfries, China ; Christina, Batavia ; Ocean, Sing ,, pore ; Barbara, Calcutta ; Protector, Ceylon ; Orinsa, Bombay; Ariel, Columbia River ; Eu, Valparaiso ; Ann. Muenos Ayres ; Star, Rio ; Hopkinson, Africa ; Columbia, Demerara ; Crescent, Jamaica ; Josephine, Tampico; Liverpool, New York ; Edward Kenney, lieu• rietta. Mary, and Jane, Quebec. The Constitutionnel states the report of the arrival of M. d'Aubigny in Paris was unfoundeJ. Immediately after his arrival at Rochefort, in the Embuscade, which left Otaheite on the *2oth January, and Brazil on the P2th of April, M. d'Aubigny pro. ceeded to Lorient to visit his family, and was there to await the orders of the Minister of Marine. Count Ney, the French Charge d'Affaires at the Court of Brazil, and Lieutenant. Colonel Favereau who had the military command at the Marquesas, also arrived in the Embuscade. TRE S EtN, LONDON, TUESDAY MORNING, JUNE 10 , 1845.