The Sun. — London, England, 1845-05-27 00:00:00

RAILWAY COMMITTEES (YESTERDAY.) Group E. - (Continued from our Afternoon Edition of yesti rday. NEWCASTLE AND DARLINGTON (BR ANDLING JUNC TION) RAILWAY. This Bill for enabling the Newcastle and Darlington Junction Railway Company to purchase the Brandling Junction. Railway, and to enable the said Company to make certain branch railways, stations, and works, and for other purposes, occupied the attention of the Committee for the remainder of the day. Mr. TEMPLE addressed the Committee for the purpose of show. ing the advantages that would accrue to the public if these two junctions were brought under the control of one board. Mr. Hudson, Chairman of the Company, and the purchaser of 1,000 shares in both these junctions was examined by Mr.. TEMPLE, and stated that when it was understood that the Newcastle and Darlington Company contemplated purchasing the Branding June. Lion, the shares were 18 or 20 percent., thereby showing the confi. dence they had in the advantages to be derived. After a short cross-examination, during which nothing material was elicited, the Committee adjourned to eleven o'clock to-morrow. Group B. RIPON AND HARROGATE LINE. This Committee (Mr. C. M. Stewart, chairman), resumed this tn::rning. Mr. Eatisen of Knaresborough was the first witness examined. He stated that they were supplied at Knaresborough with coals from Kippax, Manston, Middleworth, and other places, which, if the Leeds and Think lines were formed, they could not be con veyed by, but nearly the whole district traversed by the Ripon and Harrogate Junction was in coal districts. The coals were sold at Leeds at present at about 6s. 10d. a ton, but were now sold at Knarosborough from 13s. to 15s per ton. Being cross-examined by Mr. OTEREND, he said the coals used for burning lime at Knaresborough came from Manston. Silkston coals were bet:er than Manston. Re-examined—The coals whicb came by the Leeds and Thirsk Railway could not compete with the north country coals. Mr. Howgate was re-examined regarding the population returns, upon which head this witness was examined at great length on Friday last. 17pon cross-examination by Mr. OVEREND, witness admitted that he had not calculated the population in several townships within five miles of the Leeds and Thirsk linc—Flaxby, Goldsborough, annethorpe, and other places. The Cr-wanes said that he could not allow counsel to go through the same facts over and over again. Mr. CIVBEBND said his object was to show that the population within five miles of the line for which he appeared (the Leeds and Thirsk) had not been accurately computed—in fact, 19,000 of the Population within this district had been omitted in the returns fur nished by the witness. Mr. ROBINSON said such was not the case—whatthe witness had taken from one line he gave to another, and examined the witness n confirmation of this statement. Mr. John Leather examined—Owned a colliery near Leeds. The Ripon and Harrogate line would pass near the mouth of his colliery—within forty yards of it. Coals were now sold at this colliery for four shillings and sixpence a ton, and would be sold in Knaresborough for six shillings, in case the Ripon and Harrogate line were completed. The Leeds and Thirsk line would uotcarry any of the Yorkshire coal, as now projected. Cross-examined—Had an interest in the Ripon and Harrogate line being carried out. His coals were as good as Middleton or Roth well Haig coal. Re-examined—Had been concerned in railway contracts. Had looked over the plans of arches on the Leeds and Thirsk line, and thought they could not be performed at the price proposed, nor at loss than 21. 7s. 3d. per cubic yard. Mr. Pease, who had been formerly M.P. for Durham, stated, that he was the owner of several collieries at St. Helen's and South Durham. At his collieries about 2,000 tons were daily risen, and much more could be raised. Those collieries supplied first-class housekeepers' coal. Had a general Knowledge of the Yorkshire col lieries. If the Ripon and Harrogate Junction line were completed, he could supply the town of Knaresborough, supposing ,the distance from his colliery to it to be 52 miles, and the dues Id. per mile per ton, at the rate of 9s. 6d. per ton for the best, and 9s. for the inferior coal. Coals were now selling in Yorkshire at 7s. 6d. and 9s. 4d. In case this line were completed, he would be enabled to lay down coals at Leeds, assuming the distance to be 72 miles, at from 10z. Gd. to I Is. per ton. But if the carriage dues were lessened, which would probably be the case, he could lay them down at Leeds for 2s. a ton less. This rate of dues would afford ample remuneration to the railway proprietors. The people of Thirsk were accustomed to use the north country coal, and it was impossible to induce them to use the Yorkshire coals. Had a gradient of lin 33 for a considerable distance from his own colliery, but it was found to be a great impediment. If the Ripon and Harrogate Junction were formed, large quantities of limestone of the very best quality could lie brought from Weirdale, which would be a great boon to the 4,griculturists. Cross-examined—Could supply good coals to the town of Leeds at lls. or 9s. 6d., according to whether the dues were Id. or id, per mile. There were very good coals to be had in the neighbour hood of Leeds, but not so good as the Durham. To the CHAIRMAN—The rate of dues per ton per mile was greatly affected by the distance. The highest dues he knew of in his neighbourhood were a fraction less than 2d., and the lowest a frac tion more than a halfpenny. Mr. C. Br adley, ex-land surveyor, resided at Richmond, in York. shire. Valued the land on the Harrogate and Ripon Junction, and surveyed the land between Pumimoor and Collin's Cottage. It com prised 136 acres 2 roods 35 perches ; the Ripon branch was 41 acres 3 roods and 4 perches. The expense of constructing the former line was 23,821/. The Ripon branch would cost 9,671. Mr. Parker, secretary to the Great North of England Company, was aware that upwards of 16,0001, had been paid as deposits by the shaetholders on the Harrogate and Ripon Junction line. Captain O'Brien, brother of the gentleman at the Board of Trade of that name, was secretary immediately before him to the Great North of England Company. Mr. Joseph Stephenson, engineer to the Great North of England Railway Company, surveyed the line of railway from Ripon to Ksiaresborough, and thence to Collin's Cottage, which he selected as the best point for a terminus. The gradients were better on this line than on any other, and it had other advantages. Surveyed as far as Boroughbridge. The proposed line from Pillinore to York was 16 miles. It was 6 miles south of Thirek. It went on to 80. roughbridge, and thence it branched to Ripon, which was 5 miles distant. From Boroughbridge the line went a little to the east of Knaresborougb, and thence to Collin's Cottage, which was distant from Harrington a little more than a mile. The whole length of the line, without the branch to Ripon, was something more than 13 miles ; with it 20i miles, or thereabouts. The proposed line connects Brafferton, Boroughbridge, Knaresberough, Harrogate, and Ripon, and these with the Great North of England Railway. The works were generally light, the cuttings easy, and the gra dients excellent, the worst being 1 in 178. Surveyed the line from Collin's Cottage and Leeds, and seen the country to the west, and had, after doing so, selected the best line for a railway, but could have made an improvement upon it. The proposed line passed through several coal fields. Mr. Bainee objected to the Counsel upon the other side going into any statement relative to the line of communication between Cellin•s Cottages and Leeds, inasmuch as that line had not been brought under the notice of Parliament. They had no oppor tunity of testing the merits of this line. The Commitete, of which Lord Ashley was Chairman, refused to hear any such evidence. The CHAIRMAN asked if there were any report to the Board of Trade in the case to which counsel referred ? Mr. BAINES replied in the negative. The CHAIRMAN said there was a report to the Board of Trade in this case, which made the difference. They would, however, only take a cursory notice of it, as no plans or sections of it had been exhibited to the opposing party, and having no substantial data upon which they could go into geological and other details. Mr, ROBINSON contended that the report of tha Board of Trade treated this line as a serious project. The CHAIRMAN said that this was not the place to contend for the infallibility of the reports of the Board of Trade. That before him was puzzling and indefinite in many places. They could not con sider the lines now under discussion only in a birds-eye view. They would not enter into air-drawn projects. Mr. Stephenson re-examined—Did not think the Leeds and Thirsk line the best that could be continued, because the ground was very undulated. The difficulties in the formation of a Leeds and Thirsk line increased, as it proceeded westward. Did not think Mr. Grainger's prop- sel of expense adequate to what must be the outlay. The Leeds and Thirsk line would twice cross the river Aire, and the expense of viaducts would be over 7,4001., the other 7,4801., or 831. per cubic yard. The expense of crossing the river Nid by this line would be at the rate of lOC. per cubic yard—the whole expense 13,200/. Mr. Grainger's estimate of the same work was 19,24 e/. The expenses of the masonry on the Leeds and Thirsk line, in cluding arches, viaducts, and bridges, would be 221,941/. The great difference between his estimate and Mr. Grainger's was as regarded masonry, for in arching he charged Is. 9d. per cubic foot, and oblique bridges, 25., which was a great deal more than Mr. Grainger's estimate. The tunnelling on the Leeds and Thirsk line would cost from 45/. to 401. per yard. A railway could be made from Pillmore to Collin's Cottage, for 246,51.64, or upwards of 12,000/. per mile. Included in this is the branch to Ripon; in all more than twenty miles, On his plan the expense of constructing the whole line from Leeds to Thirsk, would be 1,155,0601. A line more easterly might be made at less expense. Did not think the Leeds and Thirsk line a proper one. Surveyed the country from Knaresborough to Leeds with care and ininuteness.—(The witness was not permitted to mention the expense.) _ . _ Cross-examination—Had been principal engineer for three years, and assistant for six, but had not been bred an engineer. Had instructions to survey the .Ripon and Knaresborough line in April 1844, and 'rid so. Has not had any experience in tunnel making. Never made, or assisted in making one. Surveyed the Leeds and Thirsk line five or six weeks ago. Thought it would take four years tomake a line from Leeds to Thirsk. A much better line could be made in three years than the proposed one in four. The Ripon and Harrogate line would cost 12,0037. per mile, from Collins' cottage to Ripon. This witness then gave some formal evidence, and added that the whole cost of completing the proposed line of railway (Ripon and Harrogate) was 246,5161. Mr. George Leather, another engineer, was called on the same side, and he gave confirmatory evidence of the above. He thought the Thirsk and Leeds line a very bad one. At the conclusion of this witness's evidence the Committee adjourned. Group R. DUBLIN AND ARMAGH. The evidence of Mr. Blacker (in continuation from our Afternoon _Edition of yesterday)—The produce that would be carried along the would be grain, flax, pork, butter, and eggs, immense quanti. tiesel.alof which were taken to the ports along the coast, more espe- Rl y . t oa and Navan According to the Belfast Junction, the people of . Navan would have to go round by Drogheda to get to Dublin The feeling at Armagh was decidedly in favour of the inland line. He had attended several meetings in which this feel ing was very strongly ex pressed. There were not so many towns in direct connexion with this line as there were its the coast one, but there was a larger agricultural population, and he believed it was intended to connect these towns with this line by miens of branches. To Mr. Mearmj He could not t e ll w h o were t h e pro j ectors of He this project. came forward at the instance of the wsobliecitoerranoi d frateit. He was not t h ere to answer as to the of f art t i b es e the Company, b ut as to the line compared with the other. He was not a c qua i n t e d w i t h the promoters of the pro j ect, bu t had no d ou b t, if the line was favourably entertained b y the Committee, there would be, in his supporters to carry it out. He opinion, no want of money o thought the Dublin and Droghedra very good, as connecting the undertaking.w bett er towns on it, but not as a national neHe thought the line from Drogheda to Partad:tan the former in this respect, but still not what ought to be. Such a line ought to be more line of railway of opinion the Dublin and Armagh line was or decidedlye inland, and he was such a purpose. This line wou d not be serviceab le the best for Ie to the coast without branches to Drogheda, Newry, and Dunda lk . He thought it would be of service to have a 'Zinc from Drogh eda t and that the Dublin and Armagh line would not be of? Dundalk,3ervie in such a purpose, but he supported the latter, because he held it it was better adapted for the wants of the whole country. The CHAIRMAN—WouId not passengers in going from Drogheda to Dundalk, and from Dundalk to Newry, have to go up from each place along a branch t..) the main line, then along the main line, and, lastly, from the main line down a second branch to the respective terminations; in fact, to have to pass along three sides of a square. Most undoubtedly they would, but he thought ten or fifteen minutes extra in passing between these towns of little consequence, compared with the general interests of the country. Mr. Paton said he resided in the city of Armagh. He had a pretty good knowledge of that part of the country. This line, taking into account general purposes, was to be preferred, as it would take in the whole interior of the country, and by branches accommodate the leading ports on the coast. He knew there was a line proposed to be carried forward to portrush, and the inland TLIE SUN, LONDON, TUESDAY EVENING, MAY 27 154% one would be decidedly preferable, to accommodate those travelling from Armagh along that line. He had heard Mr. Blacker, and he was not aware that there was any point in which he differed from him. Several meetings had been held in Armagh, at which resolutions were unanimously passed In favour of the inland line There were a great number of flax mills, corn mills, and bleaching grounds in the neighbourhood of Kendy ; in his opinion as many as at Porta down ; all of which would be accommodated by this line. The length of the railway from Drogheda to Dublin was either 32 or 33 English miles, and considerably further than the mail road. He had seen the section of the Belfast Junction at Newry, and thought it would be very inconvenient, on account of the elevation above the quays. He did not think the people would be satisfied with it. To Mr. Mtnieny—He did not mean to compare the Portadown district with the Kendy one, if the former was extended to in. elude Tenderageer, Lurgan, Banbridge, and Guildford. He did not know whether there was a market at Kendy. He was not aware of any company being formed for this, neither was he in any way connected with it. To Mr. BovLE—He believed that If the coast ling were rejected by the House of Commons, the inland line would be immediately taken up, and a company formed for its execution. The length of the inland line we understood to be eighty-five miles. Mr. W. Kirk said he had not come to town to give evidence on this line, but on the Newry and Enniskillen. But here he had met Mr. Cumming, the solicitor, who had requested him, if he had no objection, to come before the Committee and give his opinion. He is a linen merchant and bleacher, near Kandy, and a magistrate of the county of Armagh. He considered the inland line much preferable to the one along the coast. Armagh was a con siderable market for the linen trade. He bleached himself daily about 500 pieces, or 157,06 t) a year, and the persons directly and indirectly employed in producing these pieces amounted to many thousands. The coast line weuld not accommodate him at all ; but if the Newry and Enniskillen line were formed in addition to the coast line, then he would be as perfectly well accommodated as if the in. land line were constructed. To Mr. ALEXANDER—If they took ten miles on each side of the inland line, they would find as great a population as they would find on the coast line—taking it ten miles on the side op posite the coast. lte-examined by Mr. CHAMBERS.—He thought the inland line, all things considered, the most adapted for the wants of the country. Armagh was one of the best markets for the sale of flax, and a considerable quantity was shipped for England and Scotland. That for shipment to the east of Scotland went by Belfast, and that for Leeds and Yorkshire by Newry. The inland line came within three miles of Kendy. Mr. Gardner, examined by Mr. CHAMBERS, said he lived at Ar magh, and was au iron-founder and general machirte maker in a firm there. He was also engaged in the woollen :rade. He cast metal for the machinery of the district, and also made up machinery to be employed in the linen trade. His woollen trade was an import and retail one. At present Belfast was their Scotch port, and Newry their English one ; but with a good communication with Newry the latter would become their entire port. The whole water power of the district was already taken up, and any additional power would require to be steam; hence a direct and speedy communication with Newry was necessary for a cheap and efficient supply of fuel. Upon the whole, his decided impression was that the inland line would be the best for the general wants of the country at large. There was nothing of material consequence elicited by the cross. examination of this witness. Mr. M'Endow, agent of the Canal Company at Newry, said he knew the district well. A great amount of goods were taken from Armagh to be shipped at Newry. There was between 6,001 and 7,000 tons sold yearly in Armagh, the greater portion of which went towards Newry and Belfast. The inhabitants of Armagh, supposing both lines were constructed, would, he was sure, decidedly prefer the inland one. He generally agreed with'the evidence of Mr. Kirk respecting the flax and linen trade, as that gentleman, being extensively engaged in business, was well qualified to give a correct opinion on the subject. Ihe traffic between Dun dalk and Drogheda, and Dundalk and Newry, he thought was but trifling, and not sufficient without a large through going traffic to support a line. To Mr. AUSTIN—He was of opinion that the traffic between Drogheda and Portadown did not pay. Tho Dublin and Drogheda dist pay, but he was of opinion the traffic further towards Portadown would not be so profitable, the passengers and agricultural produce to be carried being considerably less. The Committee then adjourned till to-morrow at twelve o'clock. Group W. WAKEFIELD, PONTEFRACT, AND GOOLE RAILWAY, (Continued from our Afternoon Edition of yesterday. ) Mr. Thornton, cross.examined by Mr. KNOWLES—Had contracted for works at an amount considerably less than for the works on the proposed line. On the London and Birmingham line he had got I s. per yard for ballast, and on the present line the estimated cost was Is. 6d. a yard, On the Midland Railway he had received Is. 3d. The quantity of ballast was calculated at 190,537 yards. The CHAIRMAN again suggested the propriety of abridging this examination, He did not see to what good purpose it could tend, as he conceived that the duty of the Committee would be chiefly directed to the consideration as to which of the two lines was most advantageous to the public interests. Messrs. Durham and Holt, land valuers, were next examined, and deposed to the value of the land on the proposed line. The cost per acre was estimated by them at 2001., and would be 1,500/. per mile. The average rental for the land varied from 14s. to per acre. Mr. Harday, on behalf of Mr. Smith, one of the dissentient landowners, cross-examined this witness, and presented a petition from other landowners who opposed the Bill, and who reserved their right to appear by counsel. Mr. Leman, solicitor to the Bill, was then examined, and read over the names of the assentient an dissentient landowners. The total dissents for the line, which was 27 miles in length, was $ miles, I furlong, and 67 yards; the assents were 15 miles; neu tral 2 miles, 4 furlongs, and 3 yards ; and no answers 7 miles and a quarter. Cross-examined by Mr. KNowLes—The inhabitants of Goole were greatly in tavour of this line, to the exclusion of any of the other projected lines. This closed the evidence on behalf of the promoters. Mr. WILKINS stated they were now ready to submit the case of Mr. Smith to any arbitration the Committee would appoint. Lord SEYMOUR wished to know if any attempt had been made to make an arrangement between Mr. Smith and the promoters of the Bill. Mr. WILKINS said that an attempt had been made, but it was unsuccessful. Mr. PAKINGTON, in reply to counsel, here stated that they would sit to-morrow, but in compliance with the application of Mr. Austin, they would not sit on the Derby day. Mr. AUSTIN then opened his case in opposition to the Bill on behalf of Mr. Smith. He proceeded to detail the great injury that would be sustained by Mr. Smith's house and property by the proposed line. There were two railways already running close by him, and this would make a third one, so that he could not leave his house in any direction without going under or over a railway. In fact, he was regularly inclosed in a triangle of railways. His object was not to set up a rival line, but there were two other !Ines which might be selected and which would afford better gradients and greater public accom modation. The other lines referred to were about half a mile distant from Mr. Sinitn's house. He would not detain them, but proceed to call witnesses in proof of the facts he had stated. Mr. Beckett, M.P., was then examined by Mr. HABDT In his opinion the embankment opposite to Mr. Smith's house on the proposed line would be a very serious injury to that gentle man's property. The common that was near Mr. Smith's house had a most beautiful appearance, and this line would cons. pletely cut it up. The house was one which any gentleman of any rank might be happy to live in, and has been in the possession of Mr. Smith's family for the last 300 years. In his opinion the line between Goole and Leeds, branching off at Oakenshaw, would be a preferable one. Cross-examined by Mr. TALBOT—The principal room of the house looked.to the south-west, in the direction of the railway. The library windows to north-east. Mr. C. Wood, M.P., gave similar evidence to the last witness, and had no doubt but the insection of Mr. Smith's property by the proposed railway would be very detrimental to it. Mr. Henry Clarkson, land agent and surveyor, had examined particularly the effect which the line would have on Mr. Smith's house and lands, and considered that it would be most injurious. The embankment would be seen for a quarter of a mile from Mr. Smith's hall-steps and drawing-room windows. Mr. ftirkenshaw, who had been an engineer for 15 years, gave similar evidence. The Committee then adjourned till twelve o'clock to.morrow. Group N. CORNWALL RAILWAY. (Continued from our Afternoon Edition of yesterday.) Sir C. Lemon, examined by Mr. Rowe, on behalf of Mr. Tho mas (whu, as in the case of the West Cornwall line, has petitioned against the Bill)—In the west of Cornwall a great quantity of agri cultural produce was raised, and in the early part of the season a great quantity of vegetables were sent to London, and the pro posed line would offer great facilities for the transmission of such produce to London. Perhaps members of the Committee were not aware that a great portion of the broccoli sent to Covent-garden market was from Penzance. Corn was not exported from Penzance. The mining districts did not grow enough to support the population In the mining districts, and were indebted for that produce to other portions of the country. A great quantity of corn came from the Isle of Wight. The north coast was a considerable corn-growing district. The Learned Counsel was stopped by the Committee in his cross examination of Sir Charles with respect to other railways and to other portions of the country, and to various meetings which had been held two years ago to oppose the scheme, on the ground that their time ought not to be wasted on matters which could not in fluence their decision nor strengthen his opposition to the Bill. Examination continued—He was aware that petitions had been presented against the Bill. Those in the north were in favour, whilst those in the south were opposed to it, simply because they were desirous of having a line which would offer more accommo dation to them. Mr. George Smith, a merchant, of Cranbourn, said he was a shareholder in upwards of 30 mines in that part of the country. There were seven companies which purchased the ore in a rough state, and carried it into Wales for the purpose of undergoing the process of smelting. The ores in that part of the country were sold at Truro, Redruth, Cranbourn, &c. A railway would be a great con venience, as it would lessen the expense of conveyance, and save time. Agents engaged in the selling of ore were continually travelling about the country, and to them the railway would be a great convenience. He had heard it computed teat from three-feurths to one-half of the persons who had taken shares in the Company did not reside in the county, and did not fre quently visit it, on account of the great inconvenience of transit. For the conveyance of ores and for materials used in the various mines in its vicinity, it would offer great facilities. Mr. Theophilus Mitchell, merchant, at St. Austel, and connected with mines—The population of that portion of the district, thirteen miles and a half through which the railway would run, was 36,663. There were fifty-six tin, copper, and lead mines, in cluding stream works, the annual produce of which was 33,838 tons, at a value of 159,901/. The total amount of annual mineral produce was also very large. The annual amount of importations he valued at 120,0001., ex clusive of iron. Vans were now used for the purpose of convey ing the general goods, but if a railway were constructed it would be preferred to that mode of transit. Between Plymouth and Fal mouth it would otTer great facilities. Mr. Samuel Elliott,general merchant at Liskeard, said the value of the mines in that district was fr0m"350,000/. to 4011,050/. ; the copper raised he valued at 70,0014 ; coals, 3,000 tons ; timber used, SOS tons; and iron, 400 tons. For the conveyance of these ores, and for other articles, the railway would be most essential, and would no doubt be used. Mr. James Drew, the Mayor of Lostroithiell, and carrying on the occupation of a wine and spirit merchant there, said that the district in which he resided was an agricultural one, and that a railway would be a desideratum. Liskeard was supplied with timber from that town, which he conceived would be transmitted by the proposed line. Mr. Robinson, the chairman of Lloyd's, said it was most impor. tant to have immediate intelligence of the arrival of ships at Ply mouth, Falmouth, and other places. It would be of the first im. portance to the country, and to the Government, to have a direct communication from London to Falmouth ; so also would be an electrical telegraph to those towns, by which ships lying there might be communicated with on the instant. He said this in a commercial sense, not as an individual connected with the country through which it was proposed to carry the line. Mr. Samuel Bone, of Liskeard, holding shares in the mines of that neighbourhood, corroberated the evidence of other witnesses as to the advantages to be derivedfronn direct communication with London, and internally by the proposed railway. Mr. W. H. Bond said he was the secretary to the Reform Club. He had resided at Falmouth for ten or eleven years, until June last year, and had been engaged in the mail-packet establishment there. He had also been interested in the- various railways which had been suggested in that part of the country, and had had oppor coofn v t h e y e a n a d c e v a o n f t a g g o es o f i r c o h m the pl y p m r o o p u o t s h ed a n railway w tu o t u fi l t d ic o s tr o e f r j f u e d r g t i h n e g mouth, The establishment of a railway there would no doubt cause the Government to re-establish the mail packet station, which had been principally removed from the want of such a railway as the one proposed, in the getting up of which he had used great exertions. Cross-examined by Mr. Rowe—He was well-acquainted with the coast of Falmouth, which he considered safe in every resdect. Vessels could not lie close to the terminus of the railway, but this might be effected by the expenditure of a large sum of money. The cmimunication between Plymouth was cheap, and the boats ran to Southampton and to London. He had computed In 1840 and 1841, with the as sistance of Mr. Fox, the traffic likely to go by a railway into Cornwall. Mr. Joseph Oliver, said he had been employed by Mr. Bond to collect traffic tables. Mr. Geach, residing at Bodnim, had calculated the traffic in connexion with that town within the last three weeks. He calcu lated the number leaving the town during the sitting of the as. sizes at 13,908, two thirds of which he estimated could go by the railroad. The estimates of traffic were then read, and bore out the state. ments of Mr. Austin in opening the case on the part of the pro moters of the Bill. The Committee then adjourned until Thursday. Group F. THE LONDON, WORCESTER, AND SOUTH STAFFORD. SHIRE RAILWAY. (Continued from one Afternoon Edition of yesterday.) Mr. Bayley, examined by Mr. CRIPPS—Is a chemist residing at Wolverhampton. Costs him 600/. per annum for the carriage of goods on railway and canals. Found the charges very high on the London and Birmingham line. Contracts with that line. Com petition was necessary to bring down the rate of charge. Mr. G. England, examined by Mr. KINGLAKII—Wa maltster at Wolverhampton. The Great Western line would bring down the rate of carriage on 60,000 quarters of wheat, at the rate of twenty miles annually; that is, there would not be that amount in ratio to pay after the reduction which would be caused by competition. The Rev. H. Cartwright examined by Mr. CIIIPPS—Is vicar of Dudley, and also a magistrate of Worcester. A large meeting was held in the latter place last September, in favour of the Great Western line. Was himself in favour of that line, because it was adapted to the wants of that part of the country. It gives greater accommodation north and south than the London and Birmingham line. Mr. Paul Matthews, examined by Mr. KINGLAER—Is a large brick manufacturer, at Stourbridge ; manufactures about 30,000 tons of clay annually. There are other large manufacturers of the same article in the neighbourhood. There were in sonic of the districts 1,681 tons of bricks, which would go on the Great Western line, and only 5,040 tons on the London and Bir mingham. Mr. G. Hickman, examined by Mr. COCKBURN—Is a coalowner at Worsely. The Great Western line was the best adapted for the coal trade. The large trucks of the broad gauge would prevent the coals being broken up, as they would not have to be piled up so high as they were in the narrow gauge trucks. Mr. J. Hill, examined by Mr. Cocxeuax—ls town-clerk at Worcester. Some time ago there was a line projected for the South Staffordshire district; this was in 1841, but money being very scarce the scheme was not taken up. Subsequent to that date the Board of Trade issued a Commission to inquire into the best line for the South Staffordshire districts, and they adopted the line which had been abandoned. The present Great Western scheme comprised that line. There was a meeting held at Worcester last September, it was called by the Mayor, and there were but five hands held np against the Great Western scheme; those persons have since joined in support of it. It was decidedly the best line for the accommodation of the South Staffordshire districts. Mr. Alderman Evans, examined by Mr. COCKBURN—The Oreit Western line was the best for the mineral traffic of the South Staffordshire districts. It was the best line for the transit of goods going north and south. The Speaker being announced at prayers, the Committee adjourned. Group A. (Continued from our Afternoon Edition of yesterday.) BRIGHTON, &c. (KEYMER EXTENSION.) The preamble was agreed to, and the clauses of the Bill having been gone through, the Committee decided to report it to the House. LONDON AND GREENWICH RAILWAY. The Bill for enabling this Company to lease their railway was gone through without opposition, and the Committee agreed to report it to the House. LONDON, CHATHAM, AND NORTH KENT RAILWAY. Mr. Sergeant WitANCIAM, for the promoters of this Bill, then stated their case. The railway was intended to supply inland communication to a densely.peopled district, which was now al. most destitute of that accommodation. Since the great increase of steam navigation on the river, and the establishment of the railways passing through Kent, there had been a great decline of coach conveyance on the high'road. So much so, that in the last few years 70 coaches had been taken off the road between London and Gravesend, and great inconvenience was felt by the very crowded population of the towns through which the proposed railway was designed to pass. The measure was opposed by the South-Eastern Company, who came forward with their project to supply the de. ficiency only after the prospectus of the North Kent Company was published, having for the ten years of their existence neglected to do anything for that purpose. However, this project wag brought out so hastily that it remained still only a project, as the Standing Orders Committee were una ble to sanction it. But the Committee of the Board of Trade—a tribunal of which he would not speak otherwise than with deep re spect—reporting in favour of both lines, gave the preference to the South-Eastern, en the ground that they possessed already an available income, which was a security for the proper execution of this additional plan. He did not know where that available income was to he found.; for he believed that just before the present Bill was offered to the House of Commons, the South-Eastern Company gave a dividend of ten shillings per share. He could scarcely admit that this was an income upon an outlay of three millions, so large and so available as to form by itself a sufficient ground of preference over a company which had the whole of its capital subscribed, and was entirely free from debts, debentures, and other embarrassments. The Learned Gentleman then read at length the report of the Board of Trade respecting the rival companies, and assured the Com mittee that he should be able to prove that the Board was mistaken in supposing the two plans were substantially the same. There was a most important difference in the mode in which they were te!carry their roads across the Medway. The South-Eastern plan would interfere with the navigation of the river, sad would greatly injure property, with which the plan of the North Kent, carefully and successfully avoided to interfere. The Learned Ser geant then went into a detailed comparison of the plans, and con cluded at four o'clock, by expressing his confidence, that upon hearing the evidence, the Committee would decide in favour of the The Committee then adjourned to twelve o'clock on Wednesday. Group K. LOWESTOFFE RAILWAY AND NARBOUR. (Continued from our Ailternoon Edition of yesteicay.) Edward Leathes examined by Mr. GIRDEN—Is a resident of Nor manstown, within a mile of Lowestoffe. Has attended a public meeting held four months since in that town, at which the expres sion of opinion was unanimous in favour of the line. Considers the construction of the proposed railway would confer the most distinguished advantages on the neighbourhood, particularly as a means of conveying cattle and agricultural produce to the markets, which has now to be conveyed by water. Cross-examincd by Mr. JAMBS, on behalf of the Commis, sioners of the Great Yarmouth Haven—The popula tion of Lowestoffe is about 4,500. The line wiil not go through valuable land, although the price is be tween 401. to 501. per acre; there is no town of importance on the line between Lowestoffe and Needham, the point of junction with the Yarmouth and Norwich Railway, but an immense body of produce would fall on the line from the surrounding country. George Parker Bidder examined by Mr. GIRDEN—IS a civil engineer, and the plans and sections of the proposed Lowestoffe railway have been submitted to his inspection. The length of the line will be eleven miles and thirty chains, without tunnels and ,with favourable gradients. The general charac. ter of the line is practically a level, and the curves are perfectly easy. It will have the first-class station at Needham, crossing the River Wensham a few miles from that town, and the Waveney near the Oulton Broad, by bridges of forty-four and thirty feet opening, and terminating at the harbour of Lowestoffe. For effecting this object 80,000/. has been named as the necessary capital, besides 40,000/, for the improvement of the harbour of Lowestoffe, including the construction of a breakwater and other important works. The Admiralty had been made acquainted with the improvements they devised for the harbour, and had sent down an engineer to inspect and report on it, arid the result was most favourable to the project. He had also had an interview with Captain Beaufort, the hydro- grapher to the Board of Admiralty, who had since communicated the entire approval of the erection of the bridge. Cross-examined by Mr. BIRCLIAM, on the part of the conserva tors of the river Wensham—Gave Mr. Brunel, the engineer, whom the Admiralty deputed to inspect the harbour, every in formation respecting the nature of the bridges. The river is 130 feet wide. The working expenses of the line will be 2,7501. He calculates that 6,100 passengers will travel on the line to Norwich, 1,650 to London, 6,276 to and from Yarmouth, and 26,000 to and from Beccles. 200,000 passengers annually go on the line; and the receipts for these, together with the payment on goods, amounted to 15,0004, being an average of Is. sd. per passenger. Mr. Janes here stated that as his clients only opposed the Bill on the fear that the navigation of the river would be impeded, he would withdraw all further objection until any clause affecting those interests should be under discussion. Mr. GIRDBN, acting on this announcement, urged the immediate passing of the preamble. The Committee, however, decided on suspending their adjudi cation, until negotiations which are to be offered this evening shal have been concluded. Some documentary evidence wag put in on the part of the pro. motera of the Bin, and the Committee adjourned. Group X. LONDON AND YORK LINE. (Continued from our Afternoon Edition of yesterday.) Mr. Edward Wrigley, eross.examined by Mr. CownN—The price of Durham coals, coming by the LOndon and York line, would be 188. Sd., exclusive of City dues; the cost of transit being 145. 6d., and that of the coals at the pit's mouth about 45. This was tender coal. Knows nothing of the price of South Staffordshire coal. To Mr. WEBSTESR—The cost of transit of all description of coal by railway would control the price of coal itself. Does not know much of the Kingston or Nottingham coal. The average on which he had fixed the price of Stamford coal in London at 245. 9d. coming by the London and York line was the price of Derbyshire, Leicester, and Seaborne coal. The saving to be effected was 12s. 20. per ton. Was not aware of the distance between Stamford and the Derby, or Leicester coal-pits, nor of the fact that there was a project for a line of railway from Stamford to those places. To Mr. WELLS —The Leicestershire coal was rather an inferior article; believes that any coal coming to London by the London and Yorkshire would be cheapmed in price. To Mr. BARKIIR—Said in his direct evidence that the nearest point at which Silkatone coal could be put upon a rail was at Doncaster. Has heard of a line from Lincoln by Doncaster to Swinston. The latter town is nearer Silkatone than Doncaster. The North Mid. land line proposed to go through the heart of the Silkatone coal field, but that had died away. Does not know the Derbyshire coal field, but found that coal in the Newark market and found it in ferior. It came from Swanick. Mr. Joseph Pease was then re-called, and he deposed that Dur ham coals, conveyed by the London and York line, would be 245. per ton to the consumer, after paying 3i d. per ton per mile, or 19s. 3d., if the tonnage were lid. The cost to the consumer if brought by sea, would be 28s. 7d. per ton, including all charges ; the 19s. 3d. per ten was arrived at, assuming the rail way company to be the vendors. To Mr. CowsN—Did no. think the South Staffordshire coal could compete with his. To Mr. HILDYARD—The price of coals at Thirsk is 11e, per ton ; the cost of transit of coal from the pit's mouth to Thirsk, by the Stockton and Darlington line, was, practically, 2d. per ton per mile. Dr. Webb has lived fifty-two years in Cambridge. Is well ac quainted with the Cambridge and Lincoln, and the London and York schemes. Is decidedly in favour of the latter, because he conceived it would afford much more general pubic accommodation, being much more direct. Pays 278. per ton for coals at Cam bridge. lo Mr. LEE—Does not say that the road proposed to be made from Cambridge to Lincoln by engineers in 1845 was inferior to that made by the Romans.—(Laughter.) The Cambridge Town Council signed a petition in favour of the Cambridge and Lincoln line, and also one by a large number of the residents of the University. The London and York line did not pass nearer his land than seven miles. York T oiMi Derbyshiren T e . wWtohuzal would s at hfr — : Td more Cambridgereasono re accommodation a he ad conceived o L incoln , nwast o thatw because Londonuic sWarwickshire hitirew andae n n d t more westward. It would be q great accommodation to have frequent communication daily through Cambridge, north and south; therefore it would be better to have a trunk line than a branch line. To Mr. COWAN—I believe the Romans were founders of direct rather than circuitous roads — (Laughter)—they were a straight forward people ? — (Laughter.) — Sometimes.—(Laughter.)—lf the Cambridge and Lincoln line were 10 times shorter than the Lon don and York, would it not be more classical—more Roman ? Laughter.)—lt would. Considers the northern traffic greater than the western. To the Committee—nos taken into consideration the branehee proposed to be Made by the Cambridge and Lincoln scheme, and still considers the London and York preferable. The Committee adjourned at four o'clock. Group L. GUILDFORD, CHICHESTER, AND PORTSMOUTH RAILWAY. Mr. Home's evidence (continued from our Afternoon Edition of yesterday-The increase to Goodwood he estimated at 200 per cent., making a total of 435,861 miles from this source. From the in crease of commercial passengers there would be 139,177 miles. This would give a Front traffic from these sources between the stations at Nine Elms Ind those east of Woking of 34,104 pas sengers, which, with the increase to Farnham, would make 39,936. On this, he calculated there would be an increase, both from tee road and rail, which he calculated at 74,046, at 9d., would make a total of 2,7764 . 10s. a year. It appeared that the cesriages carried from the Nine Elms statibn to the stations east of Woking, and to l'ortsmouth and Fareham, last year was, by the railway, 369, which, with those passing by road, ' would make 619, passing over a mileage of 34,039, at 6sl. a mile, giving a total of income of 850/. 19s. 6d. The number of horses carried by the railway was 377-by the same stations to Fareham the number was 424. This gave an increase from carriages at 3d. per mile of 791/.45, and from 1,6871. for horses, making a total (gunner of 63,296. On the Gosport branch he calculated an increase of 25 per cent. on the present number of railway passengers. The population at Gosport he estimated at between 8,009 and 9,000. The traffic from coals the witness estimated at a total of 18,250 tons, carried over 302,312 miles at lid. per ton per mile, and the revenue at 18,891/. 9s. per annum. Of chalk and lime he calcu. lated that there would be 20,000 tons carried on an average of 10 miles, making a total ef carriage over 200,008 miles at 2d. per mile, and a revenue of 1,6661. 13s, 4d. Of heavy goods carried coast wise by water to Chichester, Portsmouth, and for Fareham there were 13,3b7 tons carried 419,591 miles, at 2d. per ton, and yield ing a return of 3,4961. 1 Is. 10d. On timber there was about 13,500 tons carried 272,000 miles, at 2d., and yielding a revenue of 2,266/. 13s. 4d. Of sheep and lambs . he calculated there would be 52,531 carried 1 ,264,124 miles, and making a re turn of 1,0531. Bs. Bd. For cattle, he estimated there would be 12,851, at 1 id per head per mile, and making a return of 3304 6s. 41d. Of calves there would be 1,324 head, carried over a total number of 32,127 miles, at a halfpenny per head, making a return of 64/. 16s. 114 d. From these sources, therefore, he estimated a total revenue 0(395/. Is. 2d. From the mails Mr. Horne antici pated a total revenue of 2,000/. ; from passengers the total amount at present received from this source was 69,8901. Is. Bd. ; and from parcels he anticipated 2,776/. 10s.- Those conclusions were drawn from the data furnished by the Stamp.office, and from his own knowledge of what occurred on the South. Western Railway. Of corn there was 6,050 tons carried over a distance of 69,775 miles at 2d., and which would yield a revenue of 5811. 9s. 2d. Of third-class goods there would be 3,640 tons car ried 106,615 miles at 2id., and yielding a return of 1,1001. 7s. Of fourth-class goods there would be 19,833 tons carried a total distance of 1,127,734 miles at 3d. a ton per mile, and which would of course make a return of 6,434/. 3s. 70. From these several sources there would be a revenue. From merchandise there - .vould be 17,4451. its. 9d, per annum. From cattle and pigs, 3951. 7s. 4d. For sheep and lambs, 1,0531. Os. Bd. making, with the difference arising from passengers, an aggregate income of 95,2021. 18s. I Id. Deducting from this an allowance of 40 per cent. for working expenses, which amounted to 57,1211. 15s. 5d., it would leave a return of Si. 14s. 3d. per cent. on 1,900,0001. capital. With respect to distance, the saving by the Guildford line over the atmospheric line to Chichester was 51 miles. To Chillingford the distance by the Guildford line was 40 miles, by the atmospheric it was 53 1, i miles, making a difference in favour of the former of 131 miles. Mr. W. J. Choplin, Chairman of the South-Western Company, was then called, and in his cross.examinatien by Mr. RAWLINSON, testified that the South-Western Company had always been desiroue of accommodating the inhabitants of Portsmouth. To an inquiry from the CHAIRMAN, Mr. Chaplin stated that the Company had contemplated a line from Windsor, through Chertsey by Woking and Weybridge, to Portsmouth direct, but they were thrown out in the surveys last summer, not being able to bring them out in time to deposit 4 the notices required by the Parliamentary Standing Orders. The Company had made several efforts to get the privilege of running packets to Havre, and other places in France, as well as to the west of England, but they could get no countenance from the Government. They had established a communication by packet, and every packet going in and out of Southampton called at Portsmouth. From an inquiry from Mr. MiLwei, as to whether, If no other Company had started the project of a railway direct to Portsmouth, they would have proposed any line to Ports mouth, Mr. Chaplin stated, that he having had a conver sation with the Duke of Wellington, who was a leading authority with respect to the defences of the country, he had been led to the conviction that the coast line from Dorchester was of the utmost importance, and the Company had determined to run a line to Corsham, and then turn into Portsmouth. From the position of the coast-line a great portion of the traffic must of necessity be drawn from the South-Western line. The conse quence of this would be to spread the dividends over a larger amount of capital, and yet, notwithstanding this, the witness thought it was worth the while of the com pany to go to the expense of making the two lines, because they expected to draw that which was now turn- pike road traffic on to their line, and in addition to this they anticipated some facilities from other sources. Besides these cir cumstances, the Board were induced by a saving of expense in having only to begin at Woking. And in consequence of all the inferences they drew they anticipated a reasonable profit from this projected railway. To the cross-examination of Mr. O'MALLEY, Mr. Chaplin stated that the South-Western Company had done all that they could do for the Portsmouth population, and, in some instances, more than they were justified in doing. The highest dividend the Company had ever paid was 725. 6d.. on a 501. share. The first dividend they ever paid was 15s. a share, but that was on part of the line. One of the autumnal dividends had been as much as 40s. a share, but this was counterbalanced by the bad dividend in spring. To Mr. OSW&LD'II inquiry, Mr. Chaplin stated that the distance to London by the Brighton line would be to Chichester about 78i miles. To thequestions of Mr. MILNES the witness replied that he and several others of the Directors of the South. Western Company had met the Mayor and several other individuals,whom they con sidered the most inikential persons in that town, and he believed that the line they proposed would be agreeable to the inhabitants of Portsmouth ; and at any rate he was convinced that the South- Western Company would give satisfaction to Portsmouth. The Company would have no objection to adopt the atmospheric prin ciple if it were proved to be the best. They thought, indeed, that after they had got their Bill they would have an opportunity of seeing the principle on the Croydon and Epsom line before they commenced their earthworks. To the Gros .examination of Mr. AUSTIN, Mr. Chaplin stated that the estimates were made out on the supposition that the line would be a locomotive line, but there was no obstacle to making it an atmospheric line. To the re-examination of Mr. GURNIET, the witness replied that he expected much of the loss which would otherwise accrue from the abstraction in o c f re t as ra e tfic fi f oni ro m ot t h h e e r S s o o t u lt r h c - es W , es to te w r h n ic li h ne b w e o h u a l d d be made up by the alluded. Mr. Cornelius Stovin, superintendent of traffic on the South- Western Railway since 1639, stated that is. favour had been shown to the Southampton traffic over the Portsmouth traffic ; in fact, the mileage to Gosport was less than that to Southampton. The charge for the delivery of goods from Nine Elms within a cir cuit of 4 miles from the station, varied f rom 3s. 6d. a ton for heavy goods, and 6s. Bd. a ton for lighter goods—single parcels. The range of delivery extended eastward all over the City, and west ward as far as Chelsea. By water he had now a contract which enabled him to deliver goods by water at any wharf between Nine elms and Woolwich, at a shilling a ton. There was no train run to Southampton without a corresponding one to Gosport, and a reduc tion had been made last September on the carriage of goods ; the charge to Gosport was the sam e as to S outhampton, although the distance was greater. This reduction had been made, in his opinion, in consequence of the impression that the carriage by rail was high, and partly, also, in conseqnence of the opening of the Southampton Docks. The reduction had been 50 per cent., the charge for the whole distance having been 20s. a ton. The present traffic made a return for pas. sengers of 254,0001., goods 52,0001., horses 3,974/., carriages 4,3791., parcels 11,1731., and for live stock 2,6981., making a total for all sources of upwards of 337,5171.; the account being made up to the end of 1844, the cost for expenses being about 40 per cent. Thereduction of charge for goods during the first three months had occasioned some falling off in the receipts, though they had gradually recovered. The effect of the reduction had been this :—During the last three months of 1843, the quantity of goods carried was 19,518 tons, and during the corresponding months last year, 95,875 tong. During the first three months of last year, the quantity carried was 18,681 tons, and during the three corresponding months of the present year, 26,204 tons, snaking an increase of 1831. The number of passengers between Gosport and Loudon during last year had been 60,237, and to Southampion, 106,142 , ma ki ng a superiority in favour of Southampton of 47,905. The quantity of goods Southamptoncarrieds, tbetween Lon don nd Gosport otl in f was 16,5640 f tone, o South_ to. 37 t o ns , making a total anwton of 8,608 tons. To the inquiries of Mr. RAWLINSON and Mr. FLOOD, Mr. Stovin stated the rates of charge for the carriage of goods between the in. termediate stations—ail his replies tending to show that the rates were high, but not higher than those of all the other railways. The third.class train was five hours on the road, aid a passenger by that train could not return the same day; the rate of speed was more than sixteen miles an hour, although the rate required by Parliament was only twelve miles an hour. To Mr. WHATELET—The witness could not give any definite in. formation as to the amount of traffic likely to be diverted by the other proposed lines from the South-Westernline. To Mr. GURNET—On re-examination, th4witeess stated that the reduction on the carriage of goods, made last September, ex_ tended to all export and import goods. The charge varied from las. to 20s. a ton for heavy goods, and 31. for goods of a costly kind. From the former charges, however, titere was a deduction to less than 108. a ten. B u t th e C o mpany were ready to give equal of 40 per cent., reducin g th e c h arg e for delivery at Southampton • " advantages to any port which supplied traffic to their railway. The Committee adjourned till twelve o'clock tomorrow. Group DD. THE CALEDONIAN, AND THE GLASGOW, DUMFRIES AND CARLISLE RAILWAY S . (Continued from our Afternoon Edition of yesterday.) The CHAIRMAN said th a t t h e pl a n which, the counsel was pursu.. i ng, in so minut e l y i nquiring into po i n ts of merely local import ance, was unne cessary to the interests o f the line. He could under stand statistical det a il s and maps , and from the consideration of those, and napas rom a principles , the decision of the Committee would be founded. Mr. Anderson, the next witness, said—He had made np the traffic tables, and had submitted them when prepared to the in.. spection of the different individuals from whom he had obtained the data on which they were constructed, and they had expressed their approval of them. He had abstracted and classified the mate fiefs, and the result showed they had been correctly brought out. Mr. Horne, laud valuer at Clackmannan, stated the value of the land to be taken for the purposes of the railway, amounted to 102,603/. The quality of the soil generally, along the line, would be greatly improved if a sufficient drainage wore made. •He had no doubt the value of the land through which the Dumfries line would pass would be increased 30 or 40 per cent. He did not consider that the Caledonian line, from its levels being in some instances 1,000 feet above the level of the sea, would much benefit the soil of the country through which it would pass. Mr. Laurie gave concurrent testimony to the last witness. Sir Tnomes PHILLIPS then called Mr. Miller, civil engineer— He stated that in 1840 ho was instructed to survey and report on the construction of the best line between Carlisle and Glasgow, and on that occasion he was assisted by Mr. Locke. Several other lines were in contemplation about the same period, but of those only the two schemes now before the Committee had been persevered in. The opinion which he then formed of the favourable nature of the Nithsdale line had been subsequently confirmed; , and in the appendix to his fourth report he had stated his reasons in vindication of that opinion. At the period at which Mr. Locke formed his judgment the severest gradient on the line was 1 in 113, but since that time an east coast line had been made. Mr. Miller considered that the East Coast line would command the traffic between London and Edinburgh, as the gradients on that line were very favourable; and a very consider able speed in the transmission of goods could be obtained. If the traveller from the south to Edinburgh went by the ' East Coast line, it would be the most convenient for him. The distance between London and Edinburgh by the Bast Coast Railway is 389 miles, and by the Caledonian the dis_ tance is about 400 miles. He was of opinion, that on the subject of carrying the line northward from Carlisle, there were several important points to be kept in view, especially as regarded the communication with the west of Scotland, and from the Lancashire districts to Scotland and the coast of Ireland. The terminus at Carlisle was conveniently situated to form a mention with the terrninii of the different railways there, and weekd communicate with all the lines radiating from Carlisle on every side. The distance to Dumfries by the Niths. dale line was very much shorter than by the Caledonian Railway, and was, in every respect, more convenient. The country between Carlisle and Dumfries is generally fiat and easy. From Dumfries the line begins to ascend the valley of the Nith, and here the works would be tolerably light. There were several villages in the valley, and the soil was rich in agricultural produce—it termed part of the estates of the Duke of Marlborough, and the line would pass for 22 miles through his property. The summit of the line was attained at a point between Kirkconnel and Old Cumnock. At New Curntiock the railway passes through the large mineral field belonging to Lord Bute, and it was very important that the highest level was situated near it, as the mineral produce could be conveyed in either direction. The distance between Carlisle and New Cunnock was 91 miles. The only gradient on the line steeper than 1 in 176 was one coming from Kilmarnock, three miles in lengih, and consisting of one in a hundred ; and it was proposed to have a constant engine stationed there, The gradients were all ver; conveniently situated along the line. The highest elevation was attained at Cumnock, where the railway would be carried at six hundred feet above the level of the sea. There would be two tunnels on the line, one of which was near Kilmarnock, of 660 yards in length ; and an other at Drumlanrig, to avoid injuring the estate of the Duke of Buccleuch, of 1,500 yards long. The character of the strata through which the tunnels worked was very easy, as the soil con sisted for the most part of red sand •stone. The stations at Paisley, Glasgow, and Greenock, were all very conve niently situated. T.e levels of the line to Glasgow were all of a favourable nature; and it was intended to carry the rail_ way into the heart of that city, through the medium of the Glas. gow Junction line. He was of opinion that as far as the com mercial, agricultural, and mineral interests of the counties through which the Dumfries line would pass, were concerned, it was far preferable to the Caledonian. The Hawick line was carried thirty. two miles through the property of the Duke of Buccleuch, who approved of the scheme. The estimated expense of the railway was 1,200,0001., and the working expenses were calculated at 33 1.3 per cent on the gross receipts. Mr. Miller admitted, on his cross-examination, that there were two gradients on the Ilawick line of I in 75 atilt 1 in 90. In the course of the cross-examination a messenger from the Commons announced that the Speaker was at prayers, and the Com mittee adjourned till half past eleven to-morrow. Group Q. The Committee on this Group, composed of Mr. Sotheron (Chairman), Mr. T. Posey, Mr. Escott, Sir E. Colebrooke, and Lord Duncan, sat to-day on the NORTH WALES RAILWAY. Our readers will recollect that the consideration of this railway was adjourned to enable the engineer, Sir J. Rennie, to give seine additional evidence. Mr. CALvEtcr, on behalf of the promoters, stated that the opposi tion of Mr. Wynn was withdrawn, on consideration of a speeial agreement having been entered into lay the Company not to take his land without consent, and also to extend the line from Bargin and Caernarvon to Port Dynliaati. A further opposition, however, was offered by Mr. Whalley, a coalowner in the district, in consequence, as he stated, of the Directors of the Company having made arrangements with him, and then having 9ffered equal advantages t• another coalowner, although lie held an incumbrance on a large property through which the rail_ way passes, to the extent of 40,0101; but this opposition was ulti. mately abandoned. The preamble was then allowed to be proved, and the Committee went through the clauses of the bill, when some discussion ensued on the rates of toll, which were decided to be 3d., 2d., and lid, per mile for first, second, and third-class pas sengers. These alterations having been made, the report was agreed to, and ordered to be made to the House. Group V. SHEFFIELD AND CHESTERFIELD. (Continued from our Afternoon Ecution of yesterday.) Edward Rangeley, coal agent, Whittington, parish of Derby— Was lessee of certain coalfields, and the proposed line would pass through them. The witness mentioned the great majority of the coalfields in his neighbourhood. The line would be con tiguous to all of them. The coal was of a valuable character, and would be just suited to the trade of Sheffield. Their only mode of conveyance now was by horse and cart, but if these lines were made, it would be wrought to a four-fold extent. They had also an abundance of iron -stone, which only wanted 2111 easy transit to be worked to a very great extent. Cross-examined by Mr. JOHNSON — Dronfield, the end of the coal.field nearest Sheffield, was six miles from Sheffield. It abounded in iron.stone, and there was a great demand for it in the latter town. The witness was cross-examined by Mr. James—There was a considerable delay on the present railway from Sheffield to Chester field, which he thought would be obviated if the proposed line were constructed. By the Cosnurrne—The coach fares were lower from Sheffield to Chesterfield than the railway charges were. Samuel Lucas, owner of certain coal lands at Dronfield—Had converting coal on his property, and used it himself. But very little of it had been used. He made between two hundred and three hundred tons of coke every week, which was sent principally to Sheffield. He should be glad to see the railway opened, as it would give au impetus to the coal and iron workings of Dronfleld. The coal would extend for forty-Ave square miles in the direction of Chesterfield. He should say there were 10,000 acres in the Dronfield district. The Committee then adjourned till ten o'clock to-morrow. PRIVATE COMMITPTE. The Committee decided that in the case of The Portarlington and Tullamorc (Irish Great:Western):Railway the standing orders ought not to be dispensed with. In the case of the Brighton, Lewes, and }lastings (Keymer Branch) Railway, standing orders may be dispensed with, and parties to be allowed to proceed with their Bill. In the case of the Southampton and Dorchester Railway, powers refused to lease the railway. In the case of the Birmingham and Gloucester, the parties to be allowed to proceed on omitting the clause enabling them so sell or lease. In the case of the North Wales Railway, for additional provision, the parties to be allowed to proceed. In the case of the Newport and Pontypool liailway, parties al lowed to proceed; as also in the case of the Preston and Wyre Railway. COURT CIRCULAR. The Queen and Prince Albert, accompanied by the Prince of Wales and the Prince of Leiningen, arrived in town in a car riage and four, at half-past eleven o'clock yesterday morning from Claremont. The Princess Alice, the Countess of Moon Edgecumbe, Hon. Miss Murray, Hon. Miss Kerr, Lord Byron, Lord Charles Wellesley, and Colonel Wylde, followed in two carriages and four. A party of Light Dragoons formed the escort. Her Majesty and Prince Albert were received at Buckingham Palace by the Master of the Horse, the Vice- Chamberlain, the Marquis of Granby, and Captain Francis Seymour. The Queen went at twelve o'clock to the Hanover-Fquare Rooms, to be present at the rehearsal of the Concert of Ancient Music. Her Majesty was attended by the Countess of Mount Edgecumbe, Lord Byron, and Lord Charles Wellesley. His Royal Highness Prince Albert, accompanied by the Prince of Leiningen, and attended by Colonel Wylde, preceded her Ma jesty to the Hanover-square Rooms, Their Royal Highnesses Prince Alfred and the Printers Royal, accompanied by the Dowager Lady Lyttleton, arrived at Buckingham Palace yesterday afternoon, from Claremont. Her Majesty and Prince Albert honoured the Haymarket Theatre with their presence yesterday evening, to witness the performance of the distinguished American artiste Mr. Hackett. The royal suite included the Countess of Mount Edgecumbe, Lord * Byron, Lord Charles Wellesley, and Colo nel Wylde. Her Royal Highness the Duchess of Kent, attended by Lady Anna Maria Dawson, arrived at her residence, Clarence House, St. James's, at eleven o'clock yesterday morning, frost Claremont. His Royal Highness the Duke of Cambridge visited he Majesty the Queen Dowager yesterday at Marlborough House. Her Royal Highness the Duchess of Kent, attended by Lady Anna Maria Dawson, and Col. Sir George Couper, honoured Drury-lane Theatre with her presence yesterday evening. Her Royal Highness the Duchess of Cambridge, attended by Lady Augusta Cadogan, and Mr. Edmund Mildmay, honoured the performance of the French Play with her presence last evening. His Royal Highness the Duke of Cambridge, attended by Baron Knesebeck, went yesterday evening to the Jews' Hos pital dinner. Their Royal Highnesses the Duke and Duchess of Cam bridge honoured Messrs. Daniells' establishment with a visit yesterday, to inspect the royal dessert service for the Emperor of Russia. A deputation on the affairs of New South Wales, consisting of Lord Polwarth, the Hon. Francis Scott, M.P., Mr. Den nistoun, M.P., Mr. Oswald, ALP., Mr. Sutherland, Mr. Donaldson, Mr. Mackillop, Mr. Armitage (Huddersfield), • r. Mark Boyd, Mr. C. Enderley, Mr. Samuel Browning, Mr. Buckle, Mr. Marsh, and Mr. Donald ( Glasgow), had an in terview with Lord Stanley yesterday at the Colonial-office. The Ecclesiastical Commissioners for England had a meeting yesterday afternoon, at the office in Whitehall-place. There were present the Archbishop of Canterbury, the Bishops of London, Durham, Winchester, Bangor, Carlisle, Chester, Chichester, St. David's, Gloucester and Bristol, Lichfield, Lin. coin, and Worcester ; the Earl of Besborough, the Earl of Chichester, the Right Hon. Sir George Grey, the Right Hon. John Nicoll, the Right Hon. H. Hobhuase, and the Dean of Westminster. Lord Belhaven and a deputation had an interview with the Earl of Dalhousie yesterday, at the office of the Board of Trade. Lieutenant Dayinan, R.N., had an interview yesterday, with Lord Stanley, at the Colonial-office. Dispatches were sent off yesterday evening from the Colo nial•office, for the Governor of Gibraltar. Mr. Christopher had an interview yesterday with the Earl of Dalhousie. CONFIRMATION OF SOLD'Ens—Sunday, a very interesting ceremony took place at the Royal Military Chapel St. James's Park. The Lord Bishop of London held a confirma tion, for the first time, especially for the army, and i6O non commissioned officers and men, belonging to the Ist and 2d Life Guards, and the Grenadier and Scots Fusilier Guards, at present quartered in London, who had voluntarily come forward as can didates, were confirmed. Prayers were read by the Rev. R. W. Browne, M.A., chaplain to the forces, the Epistle by the Rev. H. Dakins, D.D., assistant chaplain, and the Gospel by the Rev. G. R. Gleig, chaplain -general ; and a plain, simple, and most impressive address was delivered by the Bishop to the candidates. The attention paid by the men to the service was most exemplary, and we may hope good fruit will follow this public profession, by so many brave men and Christian soldiers, of their faith and obligations as members of the Church of England. EXTRAORDINARY INFLUX OF STRANGERS IN LoNDoN.—At no period, with the exception perhaps of a few days before and after the coronation of her Most Gracious Majesty, was London so full as at the present moment. The cause of the ex. traordinary influx of strangers is principally owing to the present extraordinary rage for railroad speculations, and the desire to give all the principal cities and towns in the United Kingdom the benefits derivable from this great modern improvement. For one Irish line alone there are nearly fifty witnesses in attendance to be ex amined before the Committee, besides the numerous solicitors, agents, &c., to support and oppose the Bill introduced ; and the benefits derivable to the hotel and tavern keepers are very consi derable. The theatres, too, are reaping a profitable harvest, as well as the various exhibitions in the metropolis, by railway witnesses. FATAL ACCIDENT IN THE RIVER THAMES.—On Saturday evening Mr. Payne held an inquest at the Vestry.hall, Fore-street, Horsleydown, on view of the body of Martin Hogan, aged 30, who was drowned in the river Thames on the Ist of May, off Pickle-herring-stairs. It appeared that about seven o'clock on the morning in question, the deceased was in a ship's boat with two other men, and in the act of putting a weighing ma chine of about four cwt from the boat into a ship, when in conse quence of the boat not being moored with ropes, it suddenly sheered off, by the effect of which the deceased and another man were prccipitated into the water. The other man was picked up, but net the deceased, and his body was not found till Friday at noon; when his body was observed iloating near the spot where the accident occured. Verdict, " Accidental death." IMPERIA L PARLIAMENT. HOUSE OF LORDS, May 26. The Loan CHANCELLOR took his seat upon the Woolsack at Five o'clock. Lord REDESDALE presented several petitions against the Mavnooth grant. Petitions against the grant were also presented by the Earl of Bandon, Lord Kenyon, the Bishop of London, the Bishop of Lichfield and Coventry, the Bishop of Gloucester, and the Bishop of Winchester. Lord CAMPBELL presented a petition against the Cha ritable Trusts Bill. REGISTRATION OF DEEDS BILL. The Noar.e: Loan then laid on the table a Bill for the regis tration of all deeds and instruments respecting real property in England and Wales. This Bill was founded on the report of the Real Property Commissioners, and was framed upon the plan which had been proposed by Mr. Duval, one of the ablest real propei ty lawyers that had ever adorned the profession. —(" Hear, hear," front Lord Brougham.) That plan had been approved of by the Real Property Commission, over which he (Lord Campbell), had had the honour of presiding. It had been considered for two sessions by the House of Commons, and had been favourably received in that House. The subject had not been mooted fur twelve years, and he hoped that the prejudices which had been entertained agaiest it had died away. The Biil was then laid on the table. RAILWAY COIIPENSATION COMMITTEE. The Earl of FITZWILLIAM moved that the evidence taken before the Railway Compensation Committee should be printed for the use of their Lordships only.—Agreed to. MESSAGE FRO.II THE COMMONS. Messengers from the Commons brought up the Nottingham Waterworks Bill, and several other private Bills. M A YNOO TH. Lord BROUGHAM presented a petition from Stockpori in favour of the grant to Maynootii. Mr. O'DRISCOLL. The NOBLE and LEARNED LORD then said he wished to draw the attention of his Noble and Learned Friend on the Woolsack, to a statement which he had seen in a Paris paper, quoted from an English paper, relative to the conduct of Mr. O'Driscoll, an Irish magistrate, who had been twice removed from the Bench, and twice reinstated; and if the statement he had read were true, he felt bound to say, that he had never heard of an instance in which the administra tion of justice had been brought into more flagrant contempt, than it had been by the outrageous conduct of this individual. Now it was possible that that statement might be true, although it had appeared in a newspaper—( A laugh)—and he hoped his Noble and Learned Friend would answer his ques tion, which was, whether or not Mr. O'Driscoll was still re tained in the commission of the peace. It appeared that Mr. O'Driscoll was the presiding magistrate at the Petty Sessions, at Skibbereen, at the time the transaction to which he alluded had taken place. (The Noble Lord then read the account which appeared in The Sun about a week since, of the conduct of Mr. O'Driscoll, from which it appeared that Mr. O'Driscoll, or one of his brother magistrates, refusing to take certain informations, exclaimed, " By God, I do not understand these popularity-hunting magistrates," and that on Mr. Galway, the other magistrate, attempting to speak, Mr. O'Driscoll called out, " Sit down, Sir, end hold your tongue. You had better sit down, or I will meet you elsewhere.") So that here they had a magistrate sworn to keep the Queen's peace, and presiding over his brother magis trates, threatening to challenge one 01 them to break the peace, and making this challenge on the bench of justice itself. Now, if this were true, it exceeded in indecency all that he had ever heard of as connected with the administration of justice. The Noble Lord then went on to read the report. On one of the magistrates remonstrating, Mr. O'Driscoll said, " I tell you, man, I did not mean him at all ;" whereupon Mr. Fleming, another magistrate, said that if Mr. O'Driscoll did not give them an assurance that the affair should go no further, he should feel it his duty to bind him over to keep the peace. Now this attempt of one magistrate to challenge another on the bench, was one of the grossest breaches of the peace that could be committed. This took place the other day at Skibbereen. The LORD CHANCELLOR said he had nothing to do with the appointment of magistrates in Ireland. He knew that the conduct of Mr. O'Driscoll had been made the subject of discussion last session, and that their Lordships seemed satisfied with his reappointment.—( Hear.) He had never heard any thing of the transaction to which his Noble and Learned Friend had alluded, and had nothing to do with the appointment or removal of Irish magistrates ; but lie would, if his Noble and Learned Friend wished it, write for some explanation on that subject to the Lord Chancellor of Ireland. Lord BROUGHAM said he did not mean to hold his Noble and Learned Friend responsible. He hoped he would not be satisfied with a mere answer, but would fully investigate the whale of the circumstances of the ease. The LORD CHANCELLOR said he should communicate with the Lord Chancellor of Ireland, and direct his attention to the matter in question. The Earl of MOUNTCASHEL said, Mr. O'Driscoll being a magistrate in his part of the country, and knowing him very well, he wished to know whether the matter, to which the Noble Lord had called the attention of the House, was of re cent occurrence ?—( Hear, hear. ) Lord BROUGHAM said it was. The Earl of MOUNTCASHEL said it was rather remark able that it should have been alluded to in the French, and not in the English newspaper. The Marquis of CLANRICARDE said he had seen it in mere than one Irish newspaper. The Earl of MOUNTCASHEL said he had no doubt that, if it were inquired into, Mr. O'Driscoll would not be found the guilty individual lie was said to be. Mr. O'Driscoll was a Roman Catholic and a Conservative, and this was a crime not to be forgiven in Ireland ; but a man who had the misfortune to be a Conservative was condemned to all et ernity.—( Laughter. ) The Roman Catholics bore a great dislike to Mr. O'Driscoll for these reasons, and were determined to renew the warfare which they had evinced towards him on a former occasion. He again expressed his belief that the statement of the Noble Lord was incorrect. Earl FORTESCUE said, as the person who had brought forward this subject last session, he was desirous of saying a few words on the subject before the House. On that occasion he heard no defence of Mr. O'Driscoll in that House, and then the charges brought against him were not made be cause they appeared in a newspaper; but after he had been convicted by a court of session, he now felt it his duty to say what he had said on the occasion to which he alluded—that the conduct of Air. O'Driscoll was most unbecoming in any one holding the station of a magistrate and of a gentleman. He had seen the statement referred to by the Noble Lord in both Irish and English newspapers. The reason why he was restored to the commission of the peace was, that it was expected to conduce to his amendment—(Hear, hear)—that he would have been prevented from repeating the conduct which he was stated to have been guilty of before. He be lieved he should be borne out in this statement. Mr. O'Driscoll had, however, a serious relapse.— (Laughter.) He hoped that if, after inquiry, the statements of the Noble Lord were found to be true, that he would not be suffered to remain any longer in the commission, that he might not again be suffered to fall into a relapse. Lord WHA RNCLIF FE said that was the first time he had heard of the subject, and he did not hesitate to say that more improper conduct on the bench could riot be pursued by a magistrate. Persons on the bench should conduct themselves in a decent manner, and like gentlemen, recollecting that they were cunservators of the peace. It was unnecessary for him to say much up.in the subject. He was, however, glad to see the matter was in a proper course. MAYNOOTH. _ _ _ The LORD CHANCELLOR — presented a petition from magistrates, bankers, and members of various professions in Belfast, in favour of the grant to Maynooth. The petition was signed by about 400 persons, Protestants of different denomina tions, three of them being deputy representatives in the council, twenty magistrates, nine bankers, and other persons of great respectability. The Earl of MOUNTCASHEL presented two petitions against the grant—one was from the General Assembly of Presbyterians in England, and the other from the county of Derry. Lord MONTEAGLE presented a petition from a congrega tion of Protestant Dissenters at Cambridge against the grant to Maynootb, and another from the same place in favour of it. The Bishop of CASHEL presented a petition, signed by 270 ministers of the Established Church of England and Ire land. He was only a stranger in their Lordships' House, and he was not aware, therefore, whether he was quite at liberty to make any remarks on the presentation of a petition, but, if permitted, he did wish to say a few words. Their Lord ships were aware that in this city, at a certain season of the year, several religious societies assembled to hold their anni versary meetings. Such was also the ease in Ireland; and during one of these assemblages this petition was signed in the course of two days by these 270 clergymen. Now, in advo cating the cause which these gentlemen wished to promote, he was free to confess that tle Irish Church, at the close of the last century, had been in as low a state as pos sible, and that it had been made simply a political engine to serve the purposes of the Ministry for the time being. No institution could ever flourish under such treatment as that which the Irish Church received. If a coach proprietor had a horse that was restive and vicious, and that horse was put in a coach which it was not used to, no one would be surprised if the coach was sometimes upset. The present Government had disposed of their Church patronage in Ireland in a fair and honourable manner, and it mutt be evident, he thought, to all parties, that they acted upon the just and sound principle of preferring those who were humane and good. Dr. Long, a very eminent prelate of the Roman Catholiit Church, gave it as his opinion, that the clergy of the Irish Protestant Church uniformly showed the greatest kindness to all around them. He could not conceive a sight. more melancholy, or an anomaly more egregious, than a church established for the teaching of one set of doctrines, which they considered the only right and pure, being engaged in the propagation of tenets which, on the other hand, they regarded as erroneous, superstitious, and ido latrous.—( Hear. ) The Marquis of NORMANRY. concurring in every word which had fallen from the Right Rev. Prelate, wished' to put one question respecting the remarks which he had made on presenting the petition. It was, whether very diAinguished clergymen of his own diocese had not refused to sign the peti tion, and expressed their entire dissent from the purport of the prayer? Lett the Right Rev. Prelate should forget the circumstance to which he alluded, ha would name the clergy men who hail entered their protest against the language of the document—they were the Rev. Messrs. Woodward, Darby, Palliser, and Ilofferman. The Bishop of CASHEL denied that any clergyman of his diocese had refused to sign the petition, and for the simple reason that they had never been asked. The petition had merely lain for signature in Dublin during the late Easter meetings in that city, and been voluntarily drawn up and supported by 270 clergymen as he before stated. He had heard that an address, signed by 9 or 10 of the 160 cler gymen of his diocese was intended to be presented to him with an address in favour of the grant. He could only say that as yet he had received nothing of the kind, and even of its existence he merely knew by report. Earl FITZWILLIAM protested against the assertion of the Right Rev. Prelate, that the clergy in his diocese were in favour of the petition, and that those who did not par take of that unanimity were guilty of great dereliction of duty, because they ought not to enjoy the endowments of Protestantism and at the same time be a a party to the preaching of something which the flight Rev. Prelate did not exactly express. No one could regret more than himself the differences that existed between the Church of England and the Church of Rome. The Right Rev. Pre late drew a contrast between the mode of distributing Church patronage at the present moment with what it had formerly been, and said that for a long period every appointment in Ireland—lay as well as clerical—had been made with deference to English, and a neglect of Irish interests. He did not agree with that, nor that the Protestant religion in Ireland had ad vanced more rapidly at the present time than during the days of Usher, Jeremy Taylor, King, and others. The matter then dropped. The Bishop of LLANDAFF presented a petition from his diocese against the grant to Maynooth, which the petitioners considered in direct opposition to the constitution of the coun try. He would merely say, that he heartily concurred in the sentiments contained in the petition The Marquis of BREADALBANE presented 746 petitions to the same effect from Wesleyan Congregations in Great Britain and Ireland, signed by 70,534 individuals. He said the body from whom the petitions emanated had expended up wards of 100,0001. in promoting the extension of Christianity in all parts of the world. The chief of these petitions was agreed to at a meeting of theWeskyan body, in their Centenary I Hall, on Friday, March 28th l ast , an d as it would occupy too much of their Lordships' time if he were to go through the ..--'' whole of the petitions, he would, therefore, only state . , g rant. llorn ish C T l h ru e round s on which the titioners ba ed their objection th ciples of the Council over which he presided, which were, stated statedch sluesthat p o, Pope e n thei r Pius o I pvi.n,iotn.r,etrah promulgated I p g r a o t f e e d s s ot the o ° p f r t i h aas e .. stated in the terms of her alajesty's oath, superstitious and t it h lo a l t a t tr h o e us n . ,,, l t ' i h n a g t they were intolerant and persecuting:3ly: of such a religion dangerous wherever they obtained the ascendancy. as likely to lculated increase that which was in itself bad, and ea. t , to bring down the displeasure of Almighty God on this on l e_"( ta iornegaarsdedtheatll of fe Rome, fooorlythe pBreocinotioe Thirdly, that, although the meeting was anxious to bear . _, I testimony to the wisdom and necessity for toleration :t ,a_' .. religions which had not any principle of evil hostilheiet truth, and though they were particularly anxious that t ration should be extended to their Roman Catholic felale,w,„; subjects, }et Slime was nothing in this desire for toletrotltrio which could call upon them for the support of this grant _ t to College of Maynooth. Fourthly, that the annual grans Maynooth, and consequent support of the principlessta:af there, had been looked upon with deep regret by all : bu t Christians in this country. Fifthly, that they could e _n_ ao ot view this increase of the grant to Maynooth only as a p .r fr ith t his endowment of the Roinish Church in this country. n for th e single statement rtm lat t e k should conclude whenever m time observations,sh,)t leexcept e with er tl: to t ; people to express their opinions, whether it were earlY ran t. off, they would, unquestionably, be found opposed to this e,., 00 , '1 he Earl of WINCHILSEA presented a hundred etl_ac, against the propo:,ed grant to Maynooth. As it had b o n _t ea rently reported that the clergy of the country were noteP:P.`"mo to this grant, he had to state that ninety-five of these p ,ii ` sbe d out of the hundred were Irmo clergymen of the Est : v i a the Church. One of these was signed by 179 clerrnt e " i n the archtleaconry of Suffolk, and another by 137 clergYln, e r n , rou ld arehtleaconry of Northampton. In addition to this. i e say that the Dissenters of carry denomination Nun* with the exception of one—that was the Presbyterian .biol__, Dissenters, who professed Unitarian and Socinian doer to e with the exception of these, he believed the Dissent h eres,scoala man, were opposed to it. With these observations. ~_. h i t, read the:titles of the petitions, which, it appeared by t'''' came from all parts of the country. CHURCH AMENDMENTS ACT., on Od a / The Bishop of LONDON explained that he ha d Am end, moved the bringing up of the Report on the Chloe, L e gnea merits Act by mistake, and assured his Noble anu, a k e an/ Friend on the woolsack that he never intended to to to 0 140 in this _ _ of advantage of his absence. He should be always r e ! Ito Bill' the objections o f th e N o bl e an d L earne d Lord tuttuaiti of and to give the N o bl e an d L earne d L o rd an o PP, e at . for th e urging them. H e begged to move that the ord. that the third reading on Friday next be discharged , a° Bill be re-committed. Hight R e e l The LORD CHANCELLOR was satisfied the __ ia lo , misapprehension, and was glad the Right Prelate had moved the adoption of the report tindery:l;loe br e given him an opportunity of stating his objections clauses in the J3ill. The motion was agreed to. Se' IRISH LAND COMMISSION• d the .... The Earl of FORTESCUE asked the Noble Le r a 'oa bring cretary for the Colonies, to name the day when 1 11 1, Irelan d ' on his measure relating to the improvement of lane. , founded upon the report of the Irish Land Cominis ste 'f iti t bet Lord STANLEY could not name the precisedaY2 shou ld h' ticipated that in the course of the next week h e able to bring the Bill forward. if 111/ knoll ef The Marquis of CLANRICARDE wished to , c ourse other Bills tounded upon the same report were in , er preparation -Of Lord STANLEY replied that the Commissionert oa te la public business he was unable to say when gel•to some oft tainly made several suggestions, but in the Pie e at O nic G o yere o ' that be enabled to act upon them. tost hot The Duke of DEVONSHIRE was understood ba t tt ir several Bills were in a great state of forwardness!„ t ire e c i c o j been thought advisable to postpone those relating,rbich„..o, pation and tenure of land in Ireland, until sifts nil lor t he tA' Hies been h entrusted d to histhrough Noble some Friend o fi te the st a Secretaryge s . tha u t i s ti li p t e t ° l 7 s l o r d The Marquis of CLANRICARDE hoped Noble Lord brought forward his measure, be °e at Jeas t intlla liament and the public in possession of the title% ot ber ' . ' 6 some slight sketch of the nature and object of d u . ' The ° a which Government intended to bring forw e , c waken_a the hints which heretofore had been thrown out ba" n a der ytoou for expectation of the Irish people, and if, as he ht Noble Lord, it was not intended to bring the,!, - to be `'" ward in the present session, their objects oeg tl " / Ole defined. tits th e° The Earl of WICKLOW did understand that ed chioion, Lord the Secretary for the Colonies had decie r at see the Bills were not t o b e brought forward in the rij o er o ,' ,loa er but at all event s , if th e y were not, he would 101 held measure for the imp rovemen t o f th e land in I ce %, Lan a till the next session. Iris' for Lord STANLEY said he did not state that t e h e bou ght no , Improvement Bill was the only measure to h os omis' ie a bee ward this session, founded on the report of the ec t s e d a / 4, 110 but that be could not pledge himself to the Pr 0 , e late ~! w e re he would bring his Bill in ; and if he t _ difi f o i lher 13i ese l° l e l: was sure he wished it to be understood, that - ee ent,: E slne likely to he introduced in the course of the P it st ssey' at hed He did not agree with the Noble Marquis that otio ot? _ tat' to enter into all the various and important n oe;000 f o r upon by these Bills when he brought in his In proving the land in Ireland. The matter then dropped. a sit 1 IRISH FISHERIES. a leav e to , of The Marquis of CLANRICARDE begg e Since h e '' the e the Commissioners on the Irish Fisheries. .__ ni uee . ,, or must CO ,. _--t condi tie t t i l s c tso ne o t t i d c a e h t i h p e e r t e , t , t h e i r e t , o a f fld th o e f Ceooumrmseishseioners b h e ' question of which he had given notice, relative to the, c a e r i s t ifee, had this tt , ." be swer to one part of his question. period he should feel it to be The su P h e ' e that at it ° t e o de might state, of the Irish fisheries wag h should have an pr,-,), their Lordships' consideration, whe n -e t. He wished Vo s s trinity of going at length into the repor s . the intention 0 , is the Noble Duke opposite whether it wa n the present Ye' vernmcnt to take any particular steps i d was s or o d in consequence of the report ? • Noble is,. to The Duke of WELLINGTON said the ,r ap t ' stat e aware that the report was presented on the loth 1 big to or answer to the Noble Lord's question he was un e , is c what measures Government intended to intrude" - SANATORY CONDITION OF MAN ''' ice rote quence of the report. his duty to the subjee ot c s e S t ir ai bieb The Marquis of NORMANBY, pursuant to e :600 ' t ot he had given on a former occasion, presented 8 j to e t°, o oo , the working classes of Manchester, praying th e 0 7 tot_.: o - 0i some steps to improve the sanatory regulations .to P„ ,„a es The Noble Marquis said he wished at the same tin s F err ie d their o L prspe ordshriipty in Manchester,sthatthelastsix mon ths had heri oe n lei r eet great when prices he u mi a yetioltsr the demand for labour almost unprecedented. iag es,, o t ot the last returns of the Registrar-General of tne f rc tica tbs l IsIC and deaths, he found that the average n ni u: a h s e it:r e !. , ° _ to rt ici et, u t ,i be r g o , f erei l qu a district.rter it. r ha a d riquartersett to olf,9a34y.ear An n a y s for i i° ,llber e the sanatory condition of the people of this di pers°_Pwob fore thought would not be complete unless se eb. tic , a ppii i appointed to fill the capacity of officers of h . e .. " 13 0 to: aa ter to ask whether the Companies applying for par . ': _ Manchester with water would be subject to a"Ltablils ,were regulations which Parliament might hereafteerty' the 131 , 0 1 s W e 7 1,612, s. The Duke of BUCCLEUCH replied th and olse re pref l i through Parliament were beittg watched, the futa dit ione ° introduced into them subjecting them .., le , a tor/ e°ll „ se' lions of Parliament , for improving the 16 "" 0 old an for large towns. to bear o s ch bett er Ott The Duke of RICHMOND regrette d id be e t : n . 0 00 0 count of Manchester, and thought it we e ?le l " the Anti-Corn-law League to try and etfec t t e r,. bet tor it t i rs instead of setting the men against the tuft' know 1 f e re i°oo - Marquis of NORMANBY did not to iete c of P - t be the duty of the Anti-Corn-law Leagne corp etati o sa n ai e of matter, but this he did know, that the rea l chester were taking efficient means for re"" IS t. evils the petitioners complained of. S. 'sh e th PUBLIC PETITION,..OO t he P, gr b i a bitse . „, A NOBLE LORD presented a petition " d o f the ; l b s t P - Mary, Nottingham, signed by six thouse n t L a nds against certain clauses of the Inclosure 0 ' to o th t i l sent before their Lordships. t itian§ .tast Laohyrdter;AofLTseHlktOißk,PaEnd otherpresen placestedt i hr t e t e s P oc e i l o d, j ag: 0 pre Sco tnia o wes licensing of toll bars (as we understood) ilitions front r los A NOBLE Loan presented several peti tion d su s s Lincolnshire, against the grant to Maynoou: s for a' the Maynooth grant. E Lo c r c d LSETSAlNALSETYlCpAreLsecntoedusßevTersal:Otistiesoe 00110:10, . to o °, ' d eo BILL. to ne hee 'Con' ecc abi cit Lord COTTEN HAM rose, pursuan t Cour ts e n a side second reading of the Ecclesiastical !-' thine . et t a Bill. If this had been the first on t° t ' c lo g° their Lordships had been called iT an d .? 00 14 the jurisdiction of Ecclesiastieal Courts , g e ou o h) v , feltnw course ithi o s f sdrruotcyeedmingeointerregeatrd tloarathee,n:in:nto sotbe.,oooinielog A been . ,c, fir , ._, but that was a subject which lie" it to hips fore fee l 00 a rds • c b fore their Lordship's House, f 0 1 exhausted. And he should not, therefor ,_,. their to . t o dwell upon it at great length. He then t he renol t be would be of opinion, taking into consideratione_ 00use' a etto, 0 0 had been made on the matter in ane t . h , , r t h a t be f t heir I t o( Royal Commissions that had sat upon i t ' ! he ret s ,, a exercising a sound discretion in taking tloP v ary, a:',, s a he,',,bt• as possible. This was also the more ne . o es . a; b lee , iiii !or j! all the reports and' commissions on M . , _',., te sei? e t' s 01 0 %00 perfect concurrence in the object which tney ernec h ~ b be _ o r Before, however, he should state the Wit h ,v 11 1 , 0011;!:, or ? the f its he ll : th e wished to be applied to the state of thine's 0 f4ult, he wished to relieve the case r 0...ac0 0 t a pe s a ss under which it laboured, trout the circtlln 'A s a r ort abiP itte e. trodueed by him. In 1836, their t Co ol* . a ritle' question, and the Bill at present before ...., t hat il i t ei ss _ i dd identically the same .as had been settledu. ,n•Y req ui i f e e ' 7 . , There might be some details which wo lu ta_ sta te; eas it es F ro a but he was anxious to present it in the se . e_ rem a; ou w . _ ; , now proceed to detail the grievances:, alld at t r n ir e noo r i to be h p posed to apply. In questions of m at 6i iv whether a man and a woman (who irtsa had juroolidity, lit all were really married, these notation of th e i by W hic a lit a Comtnifttreee all cases, too, where there was a ques s re ,_ tioe s ok o r e o o d validity of marriage, and ma the wiz . . _u o ' t hei r e P oo r r e parties themselves were affected, as t t i l l i. „ 4 ,, the b l i c h the/ ' a d' questions of choice, and of a menses e r e _ unnn p e ha pe trol: jut isdiction. Another important maN I L io , l l, thy god _ot lily thority upon to decide, was wills. A ,_ I T," 0 7 er M asts _.. S _ go o thority over freehold property, they n e l7 at o f the e ,'" al a pro t l:ibes for years,ani all questions which a ros ee.ved, h . eo b je were soy although no immediate effect was 1 matters of less importance, but w ~ _c mea nt „aiTe k to concerned the public interest The iettery„aooriobcr was materially affected by their jji h e i s e d r h ic i t o i l i , • ;_e h r eeutt leg u s lo cia l s y, matters of tithe, and church -rates. f og y, all 0 , _ it J o. c _. t , i t , the cou" de ,' tu. of 0 0- , had occasioned great disputes , o "fen cas es ott e 0 referred to these Courts. They el',. chara cter, tke se , ot tsir tion to criminal cases—defamation 01 ,_ Now , Ecci,_ . , o l reason why these offences sho But the grea te n o the, o ber and quarrels and broils in dr Id rc h h e ya p r e a n 'i she d by f e a r dt be ioi w io , Beal Court more than any other. jrievance hetici°,histietti_`' 0, sibility almost of knowing, when a f .t of t h e & sc e nt , of th e o 7,ly in t Courts. ; soel e . ott een missioners there were 386 of these..cai mover leo tateo• all ecclesiastical ,0 0 od ercised jurisdiction over to apply for redress. By tlre . r i e ii ; with them was the variety of their urisdiction co ffee; noir t ratee° po rs, t h e and ; some over probates of who were et nic ' ' o ver ° e t her, the and regulation of those were judg es ,„t o g teg e ase cal were 1 , 00, t he c__ ias rica in cases where an unfortunate couplelled in ( 1 1 . 1e9t1 of e cel "sdin ete marriage was ca •„ i ron so b° , ~,, validity of whose eh a subdt 1 them o f thit'of There were also 70 of them who before them. There was s? ___filling _ Ds o functions that any of those who Now Nog/ t ha t _ to s of .% visa situations was eligible to be .. a j iie n it c y •_ e f the b C e u re at PI I :d tl 3B ought not to be. The ITlt p the greatest difficulties which.twhat c ourt that t he o thers. 'disc consequence 0 .,s the eonL otan ee power of adjudicating. were bro?Fht r' d t hew 7.h0 ego great majority of cases The Pi oble 'go under o ; 'll Archbishop of Canterbury. difficulty which eccu o f these The go!, to ascertain where the ju risdiction l f a o y r r f bu th ry is: e s poittih: hs some of the cases of cote ecti i f th e ed to the Of wills v ra.e, d 000 1 , b evil in cases of probates visen ha t OP a trio° . es of this found ou _f th itoti had obtained probates paling state of the laws.. hole w. estate, and if afterwards Coneelse, the v i fold. ~,, of driven into the Prerogative Court .. o_f that .o.oter4 oore belonged to the estate sorner . _ p i s wed ego sipv actions that had previom l Y. :„ a joce. P be submitted, was a WO gl"" ls/' ow, four-fift