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

irb Wibitton SUN OFFICE, Seven o'clock. RAILWAY COMMITTEES. (THIS DAY.) GR()ITI) A. LONDON, CHATHAM, AND NORTH KENT RAIX.V.TELY. The Committee met at twelve o'clock, and resumed the examina. tion of witnesses in support of the Bill. Mr. Brunel, the eminent engineer, gave evidence strongly in favour of Mr. Vigrol es' plan. He denied that there was any danger whatevrr to be apprehended for the powdtr.mills at Fever. sham from the proximity of the railroad. _ _ Mr. Rend!e, civil engineer, had examined the line, and corrobo. rated the previ , ius evidence in its favour, but the details were re. petitions of that evidence. . Mr. Miller, also an engineer, who had been engaged in the con struction of most of the railroads in the north of England, gave similar evidence, and stated his opinion that in many important points of comparison the Vignolles' lint was superior in engineering merits to the South-Western. Mr. Finch, from the office of Mr. Stephenson, put in voluminous details of the population along the line. Mr. Miller, civil engineer, gave evidence of precisely the same character, and equally favourable to this line. The cross-examination elicited nothing material, Mr. Thornton, an extensive contractor, had surveyed the whole of the proposed line, with a view to contracting for the works. tie had examined the subsoil in all those parts where any supposed difficulty existed with respect to the foundations of ♦iaducts, &c., and he found that there was no difficulty throughout the line which would raise the expense higher than Mr. Vignolles had estimated. He had offered to take the whole of the works at Mr. Vignolles' prices, and he was now in negotiation for the con tract with the Company on those prices. Mr. Miller, in answer to the Chairmain said, that the Paisley and Glasgow Railway having to compete with a very excellent water carriage upon the Clyde, was consequently not very remu nerative. Mr. Tite, the president of the Architectural Society, and archi. tect of the Royal Exchange, was examined, to prove that the value of the land would not exceed the estimate of Mr. Vignolles, which was about 2'5,0001. Mr. Locke, civil engineer, was also examined, but his evidence was again substantially no more than a corroboration cf the pre vious engineering testimony in favour of the North Kent line. He considered th'it the line was very fortunate indeed in having but one crossing on a level. Mr. B. Sherwood, a contractor fir railway works—Had had considerable employment and experience in the construction of works upon railways in France and England. He had examined the schedules of Mr. Vignolles, and would be very happy to take the contract for all the works at the prices of those schedules. Mr. ATERREWETHER, in cross-examination of the witness, re quested to see the schedule of prices at which he (slr. Sherwood) was willing to take the contract. To this there was some opposi tion, which gave rise to a somewhat angry discussion. The docu. ment was ultimately put in, and was found to correspond correctly with the schedules already before the Committee. The Committee then adjourned till twelve o'clock to.morrow. GROUP AA. THE GREAT SOUTHERN ANn WESTERN (IRELAND). This Commttee met at twelve o'clock, Mr. Hindley in the chair. Sir John M`Neill's examination went to show that there was no engineering difficulty in the line. The cost would not exceed that from Dublin to Thurles, in the county of Tipperary. The cost of the line would not be increased, except in bad weather ; an addi. tiooal engine would be then required. The cost of the entire branch would amount to one million, forty-seven thousand, and ninety-two pounds. Several clauses were passed. The Committee cleared the room on a clause of S2rgeant Murphy's in favour of the corporation of Cork, which was rejected, the standing orders not being complied with. GROUP Ba nuzzrN, WEXFORD, 11. ND CARLOW RAIL WAY. The Committee met to-day ac the usual hour, and resumed the examination of witnesses. Mr. Colquhoun, chairman. Sir John 31:sliell cross-examined—He had prepared a table re quested by Mr. Alexander the previous evening, respecting the cuttings and embankments, which lie now handed in. He had yes terday said that the whole construction of the line would be for a double line, except the laying down of the rails, but he begged to correct this. The viaducts, bridges, and land would only be con structed for a double line. The cuttings end embankments would only be for a single line. At any future period, if a double line of rails was to be laid down, and additional cutting and embanking. there would be no difficulty in doing this, as it had been done by him on the Cchtness Railway. The latter was ten miles. The gauge of the line was to be similar to what was already generally used in Ireland. The engines would be about sixteen tons, and the tender six tons, twenty-two tons in all. He had made his esti mate for rails at 71. per ton. The price was now about 91. los. A month ago it was as much as 12.. He did not think iron rails could be delivered at present for less than 91. 183., as the freight and delivery would be about Ss. per ton. He had set apart no part of the estimates for improving the harbour of Wexford. He had, however, framed a plan fur the improvement of the harbour, and he had no doubt it would be carried into effect. At present, vessels drawing nine feet of water could be admitted, and of a ton nage from 100 to 200. He had no doubt that a vessel of 200 tons could be water borne in the harbour at low water. The water over the bar was about eleven feet at high water, and six or seven feet at low water. The harbour was a large estuary inside of the bar. The line passed on a level a hundred feet above the quay of Ennis. cotthy. The town of Enniscorthy was built on the side of a hill. The distance from the station to the quay was 2,400 feet. The corn market was about half-way between the two. Mr. Jeffers was examined as to the ascents and descents of the lin,, which he deiceibed as of a much more favourable character than those on the coast or opposition line. Mr. Carr put lit the traffic table•, founded upon the evidence already given. Mr. Carr, Deputy. Chairman of the Great Southern and Western Railway, and Mr. Waddy, the Parliamentary agent, were briefly examined upon the case ter the projectors of this line. The Committee then adjourned till to-morrow at twelve o'clock, when the case for the opposition to a coast line will be gone into. GROUP DD. IMPORTANT DECISION. THE C11.74:11DONIIIBT, TEES G3,IISGOI - 7, Xi/a:ZS £a ND CA3LISL Z',AILWAY. The Committee reassembled this morning at twelve o'clock, and shortly after proceeded to the consideration of the proposed new branch from the Dumfries line through the Delvine Pass. Mr. HILDICARD called on Mr. Miller, the engineer, to explain to the Committee the nature and route of the intended branch. He exhibited a plan and section of the proposed line, and explained to the Committee the course of the branch. The survey had been made in a couple of days, and if longer time were allowed a more correct and a better line would be obtained, and he had no doubt that by extending the point of separation further south a more fa. vourable gradient might be obtained. There was a gradient of 1 in 75 in a tunnel of two miles in length. It was pro. posed to deviate from the Dumfries line a little to the north of Carron.bridge, and carry its termination to a place called Elvine Foot. The distance between these two points was 15 miles, and of that portion there was a plane of 5/ miles long, on a gradient of 1 In 75, and another plane of 4 miles in length, where there was a gradient of I in 90, which no doubt could be improved to 1 in 100, by carrying the point of departure farther south. There would be also a tunnel 2 miles long through the rock, the strata of which was composed of greywhacke. lie had estimated the cost of the tunnel at 40/. per yard, aid considered it a lair value. The total cost of the tunnel would be 140,0001. Comparing the proposed branch with a similar length on the Ca:e dobian lie, on the south side the gradient would be as I in 70, 1 in 75, lin 80, and lin 100. On the north side they would be as lin 150, and 1 in 100. There would be curves at each end of the tunnel, averaging from ha!l a mile to a mile in radius, and neither of these would he objectionable in a tunnel with a double line. If more time for t uri her inspection of the locality were given, as. rter line, and a les.i curved tunnel, could be obtained, and it would a it be necessary to introduce more severe gradients. Neither wiruld the execu'don of the works take up more time. He had no doubt, from his experience as an engineer, that an easier line might be obtained if more time were given. The whole estimate of the expense of executing the 15 miles of railway through the pass was 3 5,0001. It appeared that the saving, in point of expense, as compared with the construction of that por. lion of the Caledonian line extending from Elvan.foot to Carlisle, takiiig the pre portion of Mr. Locke's estimates, amourtel to 512,0001. On cross-examination by Mr Cocitatats, Mr. Miller said he had in,tructed Mr. Blythe to make a survey of the Delvine Pass last week. A survey of the ground h been executed last year, but the section was confined to the turnpike road through the pass. He had not given this up in de,pair, and he should prefer it it he had the choice of a line to Edinburgh. The original gradient h a d been lin 70, but it had subsequently been altered to 1 in 75. The height of the mountain through which the tunnel paw e d, was 1,150 feet above the levet of the sea, and is the bighes", Summit on the line. In reply to a question by Mr. HILDN'AItD, the witness said that additional distance on the proposed branch, as compared with the dis tance betwe n Carlisle and Elvanfoot, was from nine to ten miles. Mr. Blythe stated he had proposed the plans and sections which Mr. Miller had explained to the Committee, and perfectly agreed with Mr. Miller as to the practicability of making the proposed branch, but thought that it was susceptible of improvement. Mr. COCKBURN then called Mr. Locke, the engineer for the Caledenian line, to give evidence. He said he had sent down several gentlemen last week to survey the pass, and read a letter of instructions which he had transmitted for their guidance In making the survey; from widen it appeared they were not to confine their investigations to the line already made out but to examine generally the district, and to make allowances for having engineering works. A distance of 10 miles in the direct line would be lost by taking the branch through the Delvine pass, and there would be several other stria. gent objections to the scheme. One of the principal disadvantages as compared with the Caledonian line was the necessity of having a tunnel. He considered the curves in the tunnel were highly objectionable, and taking also the circumstance of the gradient being 1 in 75 into view, there was no doubt this passage through the tunnel would be attended with great inconvenience, if not with danger. He was of opinion that the tunnelling could not be executed for less than 501. per yard. The increased ex- Pense tenor workin g th e li ne the whole distance to Edinburgh would be per cent. The proposed detour would not, in his opinion, afford any corresponding advantages to the great inconvenience and expense that would be incurred, and would destroy the objects of the Caleionian Railway as a direct trunk line into Scotland. d Mr. Foste r , m i ning engineer, deposed that he had had consi eerable ex perience in mi tr i ng affairs, and was satisfied, from the irrir i ature of th e strata through which the proposed tunnel in P th c e L li De a y re would pass, that its construction could not be estimated at less than 60/, per yard. Mr. M'Phee, who had surveyed the intended branch, entirely corroborated Mr. Locke's evidence. Mr. Pare was then called to show the influence which the con struction of the D e l v i ne branch would have on the general traffic of the trunk line. The evidence on both sides having been closed, The Criatamax said he had been desired by the Committee to state, as the pre,ent inquiry had been made, to afford them cient informati n in arri v i ng at a proper decision, that they wished to express their satisfaction at the creditable manner in which the engineers on either side had conducted their surveys, and at the ready willingness that had been evinced by the diffe rent competing parties in falling in with the views entertained by the Committee Mr. HILDVArr then proceeded to address the Committee on be belt the Etitiburgli anti Glasgow Railway Company. It was ob je4ted on their behalf that the forks on the Caledonian line had been carried farther north in their point of divergence than had been contemplated by the Commissioners appointed by Government for the purpose alone of interfering with the traffic on the Edin. burgh and G'as,;ow Railway. It would be recollected that the dividends on that line since its construction did not ave rage more than tine per cent.; and it would also be remetnt end by the Committee, that the Union Canal Company had been appointed carriers to compete with it. Two alterations bad been proposed by the parties for whom he appeared, which consisted in the formation of a junction at Croy and another at Ratho, and it had been intimated by the Committee that this was a good arrangement. Looking also at the differential arguments as between the Caledonian and the Dumfries Railway] it would be r..colletted by the Committee that a line had al- Mid: Weil laid down to lialmartiock and Daliceith—that a Bill for making a line to Hawick would be read a third time this very day. The preamble for makiug a railway from Kilmarnock to Cumnock had been passed; it could not in his opinion be pos• sible for the Committee to entertain any doubt that the distances between Hawich and Carlisle and Cumneck and Carlisle must necessarily in a very short period be connected together. As re spected the effect of a line through the Delvine Pass, it was evident that the whole traffic from north to south would be continued from Canonbridge to Carlisle, including Dumfries an Annan. The Learned Gentleman referred generally to evidence tendered by Mr. Locke and Mr. Miller, on the two proposed lines through the Del vine pass. He also quoted from the report of the Commissioners, to show that it was likely that only one line would afford a remu nerative prifit through the south of Scotland, and concluded by warring the Committee not to decide its favour of the Caledonian line. Mr. COCKSVIIN then rose and addressed the Committee on be half of the promoters of the Caledonian line. The main question on which the decision of the Committee rested was, which line afforded the greatest facilities and convenience as a direct trunk line between London and the North of Scotland. The Railway Commissioners and the Board of Trade had both entertained the subject, and in both of the reports that had been issued, the Nithsdale Railway had been disapproved of, and the Caledonian line had received the preference. It was, perhaps, a matter entitled to some attention to consider how the public had been interested in the two lines placed before them. On the Caledonian line there was not a single dissentient lamlowner ; and without detracting from the merits of either line, it would appear that the promoters of the Dumfries line were at present without any scheme for con necting Hawick with Carlisle, and the various contingencies upon which such proposed communication depended, ren dered it unlikely that it ever would be made. As the sudposition of the making of the Hawick line depended almost entirely on the Dumfries line, it was a question whether the Hawick line would yield with the Dumfries similar facilities of traffic as the Caledonian. The various circumstances under which the preamble of the Bill fir the Hawick line had been passed were then recapitulated by the Learned Counsel, and from the severe nature of its gradients, curves and tunnels he contended, it could never be made available for the accommodation of the th rough traffic. If this was the fact, the case for the promoters of the Dumfries line would fall entirely to the ground. Thus far he had spoken on the comparative advantages of the lines to Edinburgh, and the districts in that part of Scotland. As re. garded Glasgow and Paisley, the difference in point of distance between the lines was fully ten miles in favour of the Caledonian. When it was said by the opposing party how important it was that Dumfries should be on the main line, it should be remem bered, that Dumfries was not a manufacturing town, and that its connexion with London and Glasgow was not of insuperable importance. It was admitted that Dumfries was not on the main lines but then its proximity to Glasgow and London was rendered as ad vantageous on the Caledonian line as on the competing line. As to Annan it had only a small population and but little commerce, and from its situation on the Solway the navigation was rendered exceedingly difficult, and there was no data on which to ground the assumption that it would be an improving port, or that the CE.ledo. nian line should be rejected because it slid not accommodate it so fully as the Dumfries line. It was ridiculous to suppose that pas. sengers going from Carlisle to Liverpool would go by steamers from Annan. No man in his senses would entertain the idea of travellinn north sixteen miles from Carlisle to Annan, to be con veyed by steam-boats to Liverpool, where a direct railway com munication already existed between Carlile and Liverpool, and yet on the traffic-tables of the Dumfries it had been taken for granted that passengers would go in this way, and the number of passengers had been doubled. Another question, relative to the commuication between Scotland and the coast of Ireland, and looking at the relative distances be tween Edinburgh and Glasgow, and the coast of Ire land, it was incontestably evident that the distance by the Caledonian line was some fifty miles shorter than by the Dumfries line. The Clydesdale branch was a very important one when looked at in connexion with the Caledonian line, and would bring in a great increase of traffic along the line. It was unde niable that it was a matter of the greatest importance that there should be no intervention of any obstacle in the free and through traffic from north to south, and he contended that as regarded the Glasgow junction, promoted by the Dumfries Company, the greatest obstacles did exist on that junction, inas much as it was impossible for it to be made, according to the evidence of Mr Vignelles, their own witness. There was wags nothing to be said In support of the-Dumfries line, either as regarded its facilites as a branch line, or its local accommodation. A point, however, had been casually mooted by Mr. Miller, which had swelled into a considerable object, the Intention of waich was to embarrass the Caledonian line in its fundamental principle form ing a direct main trun line. He alluded to the proposed branch through the Delvine pass, and contended that, from the unfavour able nature of the gradiants in the tunnel there was every probability of catastrope of tht most appalling character frequently occurring, and there would be a loss of at least ten miles in the direct distance to Edinbnrgh and Glasgow. The Learned Counsel then read an extract from the report of the Board of Trade, to show that in every instance where a railway was contemplated being constructed, the Commissioners had inva riably expressed their opinion that the shortest and most direct line should be adopted. The Learned Gentleman briefly alluded to the claims of the Edinburgh and Glasgow Railway Company and considered they could have nothing to fear from the compe tition of the Caledonian line. He concluded his very lengthened address by expressing his deep conviction that, looking fairly and deliberately at the great facilities afforded by, and the important interests embraced in the Caledonian project, the Committee would not hesitate to give their decision in its favour. The room was then ordered to be cleared, and on our re. admission, The CUAIRMAN said that, it being now five o'clock, beyond which time the Committee were not permitted to sit, they had not yet had sufficient opportunity to go through the whole of the duty which devolved on them ; but, for the convenience of parties, they thought it expedient to announce the resolution they had so far arrived at, viz., that the Committee had agreed to the preamble of the Caledonian Bill, with the exception of the words " with a branch to Dumfries," and would give their decision on the remain ing p. rtiun of the case to-morrow. The Committee adjourned till twelve o'clock to-morrow. GROUP EE. SCOTTISH MIDLAND 12.5.17."WhY. The Committee met to.day at twelve o'clock, Mr. F. Baring in the chair, when the evidence in favot.r cf this line was resumed. Mr. Kelly. agent of the line, examined by Mr. FoRBYTti, gave evidence respecting the petitions the landowners, opposed to the hne. He represented that, with some few exceptions, the grezter body of landed proprietors, and the mass of the people, were in favour of its construction. Mr. Mactare!), a partner In a drapery establishment, in Cupar Angus, said that the staple manufacture of the town was linen, and that the railway would be of the greatest service in reducing the carriage of goods to and from the town. At present they had to pay 2/. 10s. carriage for goods coming from Glasgow, but by the railway, presuming that the charge was 3d. per ton per mile, the price would be IL 6s. 3d., and if 2d. per mile only 15s. The price of coal would also be reduced by the formation of the line. Mr. James Angus, of Kirriemuir, said that this town was prin. cipally engaged in the linen trade. The population was upwards of 7,000. They manufactured cloth principally, the yarn for which was derived from Dundee. The manufactured goods were after wards sent through Dundee and Glasgow for shipment. The pro posed railway would be of the greatest benefit to the town. They had at present to cart their goods for seventeen miles. Theprice of carrying goods now paid 11l Dundee was 10s. per ton. The ex pense of carriage to Glasgow by Dundee was twenty seven shillings. If the present line was formed : and connected with the Scottish Central line, it would reduce the expense one-half, as be calculated they could be taken to Glasgow for I.ls. per ton. They were at present supplied with E-glish coal through Dundee, at a rate of 11. Is. per ton. The formation of this line would reduce them about 6s, per ton, as the Fife coal would be brought into Kirriemuir. There were large markets and fairs held in the town. The drapers were principally supplied with goods from Glasgow. The expense of such goods by carriers was not less than 21. ss. or 2/. Ins. The feeling generally in the town was in favour of this line. Messrs. Jamieson, Gilmour, and Watson were examined, and gave evidence to a similar effect. Mr. Smith, of Deanston, said he was acquainted with the line proposed. He knew the country well through which it passed. He thought the rental of the land in Strathmore was about I/. an acre. The benefit of the railway to the farmers of that district would be very great. He considered the land for four miles on each side of the line would be benefited in renal 2s. per acre, or confer an ab,olute additional value of 50,0001. per mile of railway on such tract of country. There were very many manufactories In Strathmore, and there was a great probability of their being extended if a railway were formed. The railway would altogether benefit, in the manner he had previously explained, 1 50,000 acres of land Mr. Neilson, of Glasgow, said he was a butcher, and was well acquainted with the cattle trade. The greater portion of cattle and sheep for the Glasgow market came f:um Strathmore. There were about 200 head of cattle bro,:,,ht weekly front that district. They came at present round .oy Dundee to Edinburgh by steam. boat, and from thence I.y the Edinburgh and Glasgow Railway, or they walked the o:.„tance. The long walking inj ure d th em very much. The carriage per head at present w as 12 s. ; if t h ey walked 10s. 1. ..: the present railway were formed in connexion with the S'..ottish Central line, he had no doubt they would all be brought by that route, and at a rate of 7s. 6d. each. Cross-examined—tie had no certainty that the Scottish Central and the present line would carry cattle at Id. a mile, but he don. sidered those railways would find it to be their interest to adopt a low toll. The lines at present in operation carried cattle at Id. a mile. Mr. W. Byers said he was a survey or of turnpike-roads between Dundee and Strathmore. He was employed in the months of August, September, and October in the past year, and in March in the present, to take the traffic on the route of this line of rail. way. He was engaged a torinight in each of the first two months, four weeks in September, and a fortnight In March. The veh;cle passengers, according to his calculation for the year, were 86,181 ; the foot passengers were 130,130. The latter item included persons who travelled in carts. The total receipts from the passage traffic he estimated at 19,8191. 45., allowing the vehicle passengers at 1 4d. per mile each ; the foot passengers at Id ; and adding, as it was usual, 100 per cent. for the expected increase of traffic. Before the formation of the Arbroath and Forfar line there was only one coach, yet the passengers carried by that line in 1843 were 81,825. On the Forfar and Newtylc line the number carried was 54,812. The latter railway was also through a county where previously there was scarcely any traffic. His estimate of goods to be carried was 60,000 tons; this did not include coal and lime, a very large qt.antity of which would be carried along the line. The witness then went at some length into the number of cattle, sheep, and lambs, taken from out the district in the direction of Perth, the number of which be represented to be very large. The total receipts from all these sources he calculated at 36,855, and allowing 16,500/. for the working of the line, or 45 per cent., 7 per cent, would remain for the capital irtvested. This witness %vas subjected to a long cross-examination, at the close of which the Committee adjourned till twelve o'clock to- morrow, GROUP F. The Committee met again this day at twelve o'clock, In Room No. 11, the Right Hon. F. Shaw, chairman. The proceedings commenced with the case of THE LONDON, IXTOT4CESTEM, AND SOUTH STAPFORDSIIIRE RAYLVJ'AY. Mr. AtriTlN addre•sed the Committee in reply to the speech of Mr. Cockburn. He had listened with great attention to the speech of his Learned Friend, and without casting the least imputation on that address, he would say that it was one entirely at variance with the facts of the case. This was not to be wondered at, for he ( Mr. Cockburn) had very great difficulties to contend with. He forgot that the issue of the case would take place on the merits of the case. He was advised by the worthy Secretary of the Great Western line, Mr. Saunders, a gentleman who was well qualified to give every assistance in the case of railway matters. With respect to the gauge, he (Mr. Austin) would ex. plain that. His Learned Friend had not the courage to tell the Committee that competition would be of advantage to the entire districts through which the line of railway should run. He told the Committee that competition could be used with very great advantages, provided another line were made, but not so good a line of railway as the other, The Legislature was bound to pre_ vent the unnece ssary waste of capital, in constructing more lines of traffic railways or canals th an were necessary to the of the country which they were to accommodate. In opening the case at fi rs t h e proved from documents that unne.: cessary rivalry was injurious to capital, without conferring any real benefit on the community. Look at the Great Western from Won_ cester to Morton, and there it would be found that no competition place. Again, looking at Wolverh am pt on, it worldnot would he take nearer to London by its circuitous routeirrn i t n h g a h n a t m he ß p a r i z a n y t . means of conveyance by the London and B of competition be (Mr. Austin) 1/cation t th b e ef d o e r m e e t r h it e s, c 0t: 7,111 % 21 e 9 ttee, w lf er t bee pot merits, y est e o r r d r a a y t rather would do so to-day. He told them that the carriage from Droit. wich to Cheltenham was 65., and from Droitwich to Gloucester 35., the latter being a longer distance ; and this was what he called an argument for competition. He would refer to the general bearings of competition. His Learned Friend called a Mr. Huish to speak to some misconduet on the part of the London and Birmingham Company. What was the fact in respect to what had fallen from Mr. Walker, who had gone some little out of his way in eulogising the conduct of the London and Birmingham Company, for their punctuality in de.. livery and their willingness to aceotamodate the public ? Now, what said Mr. Huish in support of the complaint against the London and Birmingham Company ?—why, that that Company had refused to regulate their tolls in conformity with the wishes of the Grand Junction Company. Now, why should this be the grounds of a com plaint against his clients ? and this was brought as an argument in favour of competition. The London and Birmingham Company came before the House offering to make a trunk line, and by so doing they were setting an example to the other great railway companies in the kingdom. If the Honourable Chairman and the other Honourable Members of the Committee were in the habit of sitting on Canal Committees, they would find the London and Birmingham Railway Company were now offering to carry out, though not compelled, the wishes of the Legislature, in railway extension. The ques tion of competition, or as he should say, the question of rivalry, did arise in the present case, and it was for the Committee to decide which of the two lines would be of most advantage to the public. In his opening speech he laid bare the whole subject—he pointed out the great advantages that would result to the large tract of country through which the London and Birmingham line would run. His arguments on these grounds were not refuted by any of the arguments advanced the day before by his Learned Friend. True, he talked much of competition. The competition talked of by Mr. Cockburn would in effect be this, that it would enable the stronger company to demand terms which it would not be for the interest of the public because it would not be for the interest of the smaller company to accept. For instance, in the case of the broad gauge being laid down to Liverpool, the Grand Junction would be enabled to demand terms from the London and Bir mingham Company which it would not be for the interest of that Company, to accept, and upon the terms being rejected the result would be that slow trains would be placed on the narrow gauge rails to Liverpool with quick trains upon the broad gauge. That would be the effect of the competition talked of by the other side. The Grand Junction Company,: in complain. ing before the Committee of the London and Birming. ham, would make it out that they had no interest in the carrying the Great Western scheme. How was this proved ? Was it by purchasing the Crewe and Chester and the Crewe and Man chester line, and then whipping up their fares after they had got the traffic into their hands ? They had raised their tolls and charges after getting this line into their hands; and so also would the Great Western, if they were fortu nate enough to get this line; and they would then be acting in conjunction with the Grand Junction Company. This was a pretty example of the competition se much talked of. Much had been adduced on the other side about the line to Holyhead or Portdynllaen, so as to fom a station fur the connexion with Ireland. It was an argument of no weight; it was an argument fully answered by the already ex isting line to Holyhead. The Government proved by the contract with the Chester and Holyhead Company that the advantages spoken of by the Learned Counsel for the Great Western Company were of no consideration, in fact of no available benefit to the connexion with Ireland. They had amply proved it by entering into two contracts with the existing line to Holyhead —one for seven years and one for five years. Would Government enter into such contracts for the conveyance of the mails, which was a matter of the greatest consequence? The arguments for this scheme of connecting the county by a nearer communication provided, said a few of his Learned Friend's witnesses, that it would be found that Portdynllaen was nearer to a part of Ire land than Holy head. Here was the subject of the North Wales line left in future, all depending on contingencies —one of those contingencies being the carrying of the line now tinder consi. deration. It was well to suppose that such contingencies would act very much in their favour with the Committee, because an important portion of their good intentions hinged upon the result of this inquiry. He was sure the luring arguments regarding this connexion with Ireland would have no weight with the Right Hon. Chairman, nor with any Hors. Member of the Committee. The result of the inquiry would be, he felt satisfied, on the merits of the question. It was sought to make it appear that this North %Vales line was an object of national importance. If it were, indeed, an' object: of national importance to make Port dynllaen a packet station for communication with the sister country, let the Government take it up, and pay the ex penses of the scheme out of the public funds. But it was not to be supposed that the Committee would allow the Great Western Cora. pany to carry out their intentions, however theoretically valuable in their minds, at the expense of the people of Worcester. Let not the people of Worcester be plundered by the scheme, but, as he said before, let the national object be carried oat by those who had the interests of the nation really at heart. The Learned Counsel then remarked that the traffic on the North Wales line would never pay the Great Western nor any other Company. With regard to the difference of gauge and the superiority of the broad gauge engines over the narrow, it had been proved by Mr. Stephenson, the very first engineer of this country, that there were engines on the London and Birmingham line which, in point of speed, equalled the broad gauge engines. The Learned Counsel then went into the engineering merits of the line, and concluded by calling on the Committee to reject the scheme for the Great Western Company, and declare the preamble of the Bill for the London and Birmingham Corn pany proved. The room was then cleared, and after some time occupied In deliberation, it was announced to the parties that the decision would be given at twelve o'clock to morrow. The Committee then adjourned. GROUP FF. THE EDINBURGH AND NORTHERN RAILWAY. The Select Committee in this group re-assembled this morning at twelve o'clock, when the general evidence in favour of the Edin burgh and Northern Railway was proceeded with. Machray, an extensive coach proprietor, residing in Aber deen, said an arrangement had lately been come to between the mail contractors and the Post• office for carrying the mails to Perth by way of Fife and Burntisland instead of by way of Queensferry. He had a share in the Defiance coach, running from Edinburgh to Perth. The road taken by that coach had lately been changed from Quecnefein, to Borntialand, and the result of this change had proved highly successful—indeed, it had bad the effect of In creasing the traffic by 1,6381. On cross-examination, the witness said that the route of the De. fiance coach had been changed from Qucensferry to Burntisland, not because it was the best road to Perth, but because it was the best paying road to Dundee. The Defiance did not now run to Dundee. Captain I3erkeley, the celebrated pedestrian, and an extensive farmer at Alladyce, proved that the greater quantity of cattle was sent from Aberdeen to Edinburgh by steamboat, by way of Granton pier, and thence by land. The journey at present *mi. pied three days. Considerable inconvenience was occasioned by embarking the cattle at Aberdeen ; but if there was a railway, of course all these difficulties would be removed, and the journey would be reduced to seven or eight hours. Like the last witness, he was one of the proprietors of the Defiance coach, which was first started in 18'29. In March last the route of the coach was changed from Queensferry to Btuntisland, and since the change the coach had paid better than ever it did be:bre. The coach was ferried across Burntisland without any difficulty. On cross examination, he admitted that the direct through route from Edinburgh to Perth was by way of Queensferry, but it was much more favourable for a coach or a railway to run by way of Burntisland, because the traffic by that route was considerably greater than by way of Queensferry. Mr. Melville, a landed proprietor in Fifeshire, said the majority of the inhabitants of that county, which is one of the most popu lous in Scotland, were decidedly in favour of this raiway, and for his own part he thought it would afford more advantage to the north of Scotland than any other contemplated or suggested line. The line would be injurious to his property, but nevertheless he preferred it "for a' that." Mr. Marshall, en accountant at Edinburgh, proved that the ag gregate amount of population on or near to the whole line was— towns, 303,645; counties, 968,980; and parishes, 74,401. Mr. R. Barbs, an experienced land valuer and factor, proved that the value of the land to be taken and permanently occupied by the railway was 40,017/. 2s. Id. The sewerage land would cost 5,4521. Is. Bd. The estimated damage which would be done to houses and buildings on the line would be 8,4701 and the value of the growing:wood on the line, which had nearly arrived at maturity, he estimated at 9751. 18s, 2d. He estimated the temporary damage which would be done to property adjacent to the line at 5,4911. 10s. Id. The remainder of the day was occupied with the cross.examina tion of Mr. Gardner, the engineer, whose evidence in chief was given yesterday. This witness was cross-examined at great length by Mr. Sergeant aallonast, with the apparent object of showing the Committee that the line would:materially intcrfere with the residential mansions and domains of several of the nobility and gentry living in the neighbourhood of the railway. The Committee adjourned shortly after four o'clock till to. morrow, GROUP GG. SCOTCH RAILWAYS. GLASGOW DIS TRICT. This Committee met today, for the first time, in the Sessions Court, Guildhall, Westminster, Mr. Evans in the chair ; with whom were Mr. Newdegate, Mr. Milee, Mr. Munta, and Lord Grimston. There were seven Bills to be considered. Of these two were withdrawn—the Greenock branch, and the Glasgow, Dunbarton, and Lech Lomond lines. The Glasgow, Garnkirk, and Coutbridge line, together with the Monkland and Kirkintulluch line were unopposed. The Committee took the latter Pint ; and the preamble having been agreed to, and the clauses gone through seriatim, they re. solved to report it to the House. The Committee then took the Glasgow, Garnkirk, and Cant_ bridge lii e, which being also unopposed, was passed and ordered to be reported, as was a branch of the Glasgow, Kilmarnock, and Ayr line,3extending to Cumnock—a total distance of eighteen miles, at an estimate of 350,0001. GLASGOW JUNCTION RAILWAY. - Mr. Sergeant ANDREW* then opened this case for the promoters of the Bill. Ile described the object of the projectors as being in tended to connect the Edinburgh and Glasgow Railway on the north side of the Clyde at Glasgow with the Glasgow, Kilmarnock and Ayr on the south side. The extent of the intended line was only a rnilo, and he would briefly describe that portion of the city of Glas. gow through which it passed. The Learned Counsel then ex plained that the line was intended to pass through the town by tunnelling, and in some cases on piers, and it was proposed to cross the Clj de at a point immediately above the shipping station. There were many opponents to the Bill, but he hoped that none of their objections would be found of a very serious description. Mr. Thomas Phillips, of Leith, was then called to prove the advantages of the proposed line. His examination was just com menced when the Committee adjourned till to-morrow. GROUP K. DIRECT NORWICH LINE. The Committee on this line resumed their sittings this morning at the usual hour, Viscount Sandon in the chair. Sir John Rennie examined by Mr. Lea—ls engineer engaged in the construction of the Direct Norwich line between Bury and Bishop Stortford. The line between Thetford and Bury will be twelve miles and three furlongs in length. The station will be at Britby-gate, on the Bury highroad, on a level with a small street connected with that road. At Thetford the terminus will . be at the east side of the Crockstonc road. The steepest gradient is one in a hundred for a short distance. The highest embank. meat is forty-six feet, crossing the valley of the Larke about 4 furlongs; the deepest cutting is 32 feet, extending only, 3 furlongs ; the extent of earthwork will be 993,333 cubic yards, at a cost of 50,673/.; there will be 22 bridges required, and 3 viaducts, the latter at an expense of 30,6241. ; the permanent way will amount to 59,679/. ; the fencing 5,419/. ; and contin gencies, estimated at 10 per cent., 17.288/. es., making a gross total of 190,172/. A single line of rail would cost 27,6001. less than the preceding estimate of 190,172/. A junction could with great facility be made with the Bury and Ipswich line. Cross-examined by Mr. Wits"retcy, Q.C.—To effect the junc tionu,,, with th e B ury and Ipswich line, a slight alteration in the level, and a furth er l ength of line back would be necessary. t p i u m r o s in e a o k f i ng making the theb base, e, viaducts, now b y y er s y ink ih if f i e g ri p o i r l , es g o o f () d and fifty fty feet, a.n ob d . i a ectionable; f or t y-f i ve feet Is not a very great heiglAt for u embankment. On the Great Western Railway there is one above seventy feet high. The expense The of •• included in M r . P eto ' a contract. rails will be 10 per ton, slopes are I to, 1, wholl stnobjectionabi e , considering the nature y Richard Till, ex am i ned by Mr.om or the country. Norwich and Br an d on and Yarmouth DEN—I s Se..cretary of the and amalgamated. These companies h ay! and NorWICh hoes, now amalSsmated, Theit omanles h ay! bee N.r.wich lines, now vtthoristct by the • • c-wirmiagc,.. , ' ',7..-";!`"••• , TIIE SUN, LONDON, TITESDAI EVENING, JUNE 3 1645, sanction of their Directors to lease the Thetford and Bury line, if constructed—four per cent, and a share in the profits being, as usual, the terms. A formal recapitulation of Sir John Rennie's evidence was then given to prove compliance with the standing orders, and confirma. tion of 'the traffic, distance, and time tables made, and the Com mittee adjourned. GROUP KK. LIVERPOOL AND BURY LINE. The Committee resumed at the usual hour, whereupon Sir C. Lemon, the Chairman, on behalf of his colleagues, expressed im patience at the continuation of the line of evidence wl.ich had been pursued on the previous day respecting the same facts. Mr. TALBOT said it was quite as painful to Counsel as to the Committee to examine witnesses to the same facts, but as the other side disputed the amount of traffic he had no alternative. The Cessamaw said the Committee had no objection whatever to hear all evidence which could be in any degree necessary, but he hoped Counsel would use discretion in apportioning the evi dence. The Committee were, of course, willing to undergo any amount of labour, and were only anxious for the saving of time. Mr. Chandler, a butcher in Bolton, who had lived there for the last 30 years, said he represented the opinions of that class of tradesmen there. The amount of meat brought from Liver pool to Bolton annually, was as follows :—Fat cattle, 2,600 ; sheep, 5,200; lambs, 2,600 ; fat pigs, 5,00; horses, about 1,000 ; lean cows, 2,000; lean pigs, 3,000. The cattle were generally driven from one place to the other at present, by which the meat suffered great injury. This witness highly approved of the pro jected line, which he considered would be very advantageous to Bolton. There was an equal trade with the easterly towns of Wakefield, Skepton, Gisborne, and other places collectively. Mr. Henry Ashworth, a cotton spinner, residing at Turton, near Bolton, and a magistrate, stated that he employed 1,000 hands. The people of Bolton were very anxious for the projected line, and he had been deputed at a public meeting of the people of Bolton to express their opinions in favour of the line. The prin. cipal business of Bolton was engrossed by half a dozen trades, whose traffic he would mention. He would mention the amount of traffic from Liverpool to Bolton only. The cotton brought from Liver. pool to Bolton was 11,698,t0n5; materials for bleachers, 8,831 tons; China clay, 1,200 tons; metal used by iron -founders, 19,404 tons; timber, slates, and building materials, 14,000 tens ; groceries, 5,400 tons; flour and corn, 19,200 tons; oil, 840 tons; cattle, 2,900 tons—the total 83,373 tons. The cost of carriage varied at present from Bs. 3d. to 111., and would average 10s. 2d. per ton. The total cost of carriage, therefore, was 42,5521. He had not spoken of the traffic of the paper-makers of Bolton, nor of the pas senger traffic, nor of numerous other articles which people use. The cost per ton by the projected line of railway would be at the maximum rate of 7s. 9d. per ton. The total saving would be 10,2451. The total amount of coal consumed by the mills at Bol ton yearly was 118,779 tons; the iron.founders annually, 31,381 tons; the bleachers and chemists, 189,987 tons; paper-makers, 12,000 tons; making a total of 352,177 tons of coal annually. The house coal consumed by the inhabitants of Bolton, who were about 100,000 in number, including the union, was 150,000 tons, allowing a ton and a half as the con sumption for each individual. The grand total of coal used an nually was 462,177 tons. The selling price of coal at the pit's mouth was ss. Bd. per ton. If the proposed line of railway were carried out, Wigan coals could be had for 4s. 3d. per ten, and they were 21 per cent, better than the Bolton. The saving to Bolton from the opening of the projected line and of the Wigan coal-pits would be 30,136/., and then adding the 21 per cent, for better quality, which was 22,7691., the whole saving would be 52,905/. The sum total of saving •n traffic would be more than 10,000/. The sum total •f saving to the inhabitants of Bolton by the pro. jected line would be 63,0004 These was great delay in the present postal arrangement, and not spfficient communication between Bolton and Liverpool. The projected line would afford a remedy in this respect. Bolton was about thirty miles distant from Liver. pool and twelve from Wigan. This witness was cross.examined at great length by Mr. SMYTHE, counsel for Lord Francis Egerton, but his direct testimony was in no degree shaken. Mr. ASHWORTH gave evidence on his direct examination, show ing that frequent delay had occurred on the Liverpool and Man chester line, so that his goods were often detained four or even six days by the railway, and he was consequently subjected to great louses. Sometimes his machinery was idle, waiting for his goods, when he wished to execute large continental orders, in which dis patch was of the last importance. Mr. George Gordon, land-agent at Bury, was well acquainted with the Liverpool and Bury line, all the way from Wigan to Rochdale. A considerable quantity of hemp and twist were sent from Bolton and Bury to Wigan for manufacture. The people of Stand sent cotton to Wigan to be woven. Bury obtained most of its provisions from the Bolton market. The cost of travelling from Bury to Wigan at present was 6s. 6d., and occupied two hours and a half. The distance was thirty miles by the present mode of communication—by the road it was only seventeen mile.. A great number of people go upon pleasure excursions at Whitsun tide from Bury to Bolton, 3,000 or 4,000 a week. „ - Here the Chairman of the Committee left to give evidence upon another railway Committee. Upon his return the witness proceeded to state that with a cheap railway intercourse the third-dass passengers between Bury, Bolton, and Wigan would be immense. Approved of the projected line. Bury was a very thriving place. The amount of raw ma terial imported from Liverpool to Bury was 41,778 tons, the carriage of which was 22,7981. 8%. at the present rate, which was 1 Is. per ton. The cost of carriage by the projected line was 83. 3d., so that there would be an annual saving to the town of Bury in this respect of 5,7441. 9s. 6d. When he spoke of Bury, he in. eluded a circle of three miles around it. The present price of coal at Bury varied from 10s. 2d. to ss. per ton; at Wigan from ss. to 2s. The carriage by the projected line would be only Is. 6d. per ton, so that the difference would be saved to the people of Bury by the new line. The works and domestic consumption in and about Bury would be 469,203 tons yearly, and the saving from using Wigan coal by the proposed line would be 16,9201. Esti mated that the new line would, in point of traffic, be an annual saving to the people of Bury in importing goods from Liverpool and coal from Wigan of 23,690/. ss. 9d. Mr. Bawer cross-examined the witness on behalf of Lord Francis Burton, but nothing material was elicited. Mr. Walker, M.P. for Bury, had been a manufacturer of steam engines at Bury. There were five or six such works in Bury and its neighbourhood, as well as many large print-works. Considered the present line would be advantageous to Bury. The people of Bury were in favour of the projected line, and presented a petition on the previous evening in favour of the tine , signed by 1,850 persons, comp.-nuns the most respectable of the Inhabitants. Man chester was, hovrever, the great absorbing Inarket in that part of the country. Mr. Hutchinson, a cotton-spinner at Bury, gave evidence in favour of the projected line, but said nothing new or important, except that the postal arrangements between Liverpool and Bury were inefficient, and that the proposed line would remedy the evil. Mr. W. Walker, a cotton manufacturer at Bury, and brother to the Member for Bury, confirmed the testimony of the last witness in every respect. Mr. Thomas Stetten, agent to Lord Denby —Knew the line of country through which the projected line would pass. Consi dered it would be highly advantageous to Bury and Wigan, as well as to the agriculturists near Bury, as it would enable them to obtain large quantities of the best lime and flagstones. There was a dense population along the whole line, from Liverpool to Bury. The inhabitants of Bury were almost universally in favour of the line. Wakefield would be greatly benefited by the line, as the inhabitants:were at present very bad), supplied with coal. Mr. Maydon said. i the line would greatly benefit the Itossendale Valley, which was rather densely inhabited. Agreed with the for mer witnesses in the opinions they had expressed in favour of the line, and in their calculations generally, The Committee adjourned when this witness had concluded his evidence. GROUP L. PORTSMOUTH ATMOSPHERIC RAILWAY. r this morning, Mr. E. B. DeTnl i i s e on Co in mr h i e tt c e lli r r e . sumed the inquiry Mr. Denny, a proprietor of East India ships, stated that a direct line to Portsmouth would be a great convenience in shipping their passengers, as the vessels of the firm to which he belonged all called at that place for that purpose. Mr. Chambers, a merchant at Portsmouth, testified to the charge for carriage by the South-Western Railway. Ilia evidence con firmed that of the previous witnesses, with the addition that there was a less charge made to captains of ships than was made to other persons. By goods carried coastwise there was a charge of I9s. 6d. a ton, while by railway they cost 235. 6d. a ton. To the cross-examination of Mr. Gurtmev, the witness replied that a hogshead of sugar, which weighed 18 cwt., was sent for fis. by water, but Bs. a ton by railway would be a sufficient induce ment to send this sort of heavy gocds by rail. .. . On the re- examination by Mr. TALBOT, Mr. Chambers stated that there was a considerable delay in the carriage by water, and that the expenses in addition rendered a railway communication very desirable. Vice-Admiral Sir John Ommaney testified to the general feeling at Portsmouth, and the favourable nature of the country proposed for the Atmospheric Railway. The population was considerable on the line, and there was now no coach for the accommodation of the public. On that line there Is as the forest of Woolner, which had for merly been disforerted in consequence of the obstacles which existed to the carriage of the timber from or to Portsmouth. It had, how ever, lately been inclosed, and it would be very desirable to obtain a good means of access to the south, so that the timber that was grown there for the navy rnight be easily obtained.. He thought that it was very desirable that there should be a communication with Deptford and Chatham, and also along the coast from Dover to Plymouth, so as to give a facility for the conveyance of troops and artillery to any particular point. Major White, Town-major of Portsmouth for 2'2 years, whose business was to circulate the orders for the defence of the port— He had had considerable experience in the removal of troops, es pecially during the war. One great instance, the arrival of the troops from Corunna, showed the inconvenience of the want of sufficient communication with the interior. Had they possessed railway communication at that time, the shipping would not have got in shore, and the men would have been moved into ether quarters without the sickness and loss at that time sustained. To the examination of Mr. WAPUINGTON, Major White replied that Portsmouth could not hold out long with its present garrison, but an increased garrison might be obtained by a railway along the coast. In the event of a descent by a hostile steam navy this convenience would be absolutely indispensable. There was a great want of conveyance for troops. During the com mand of Sir Hercules Pakenham there had been only one regiment moved from Chatham to Portsmouth, but there had been considerable communication with Winchester and Weedon, and he thought that the circulation of troops on the coast was about 15,000 a-year. It would be a great saving to be able to send troops by land: There was great delay at present in going round by the coast, he himself having when engaged in the expedition to Sicily been detained six weeks, and his family who were with the store ships were detained 17 weeks, the stores at that time being very much wanted in the Peninsular. Mr. Hoskins, formerly a merchant and now assistant tide-keeper at Portsmouth, testified to the utility of the London-bridge station, and the great convenience which the third.class trains would be to sailors paid off at the port. The mercantile intercourse had greatly decreased since the establishment of the railway to Southampton and the establishment of the docks. The alosport branch had, in his opinion, been an injury rather than a benefit, and in his expel i. ence the Southampton line was the dearest and the worst in the kingdom. Before the competition the second class carriages espe cially were of a very miserable description. The witness also gave testimony respecting the termini similar to that of all the other witnesses. The houses building at Landport would bear the comparison with those in course of erection at Portsca. On the whole he thought the atmospheric line passed through a district far superior to that through which the other line went. Mr. Wyse, Mr. T. Whyte, a ship.builder at Portsmouth, Mr. Pring, Mr. Colebrook, and Mr. Russell all gave similar testimony as to the utility of the proposed line, and the facilities which it offered for the communication with the Isle of Wight, but there was nothing of any particular moment e li c it e d, and the Committee was adjourned till twelve o'clock tomorrow. GROUP LL. THE LONDON AND SOUTH-WESTERN (METROPOLITAN EXTENSION). Mr. HILL opened, this morning, the case for the directors of this line of railway. The object of the promoters was to extend the line, the terminus •f which was now at Nine-elms, to a point which would be equally distant from Water loo, Hungerford, and Westminster -bridges. It would be of great benefit to the public, and he considerei that the directors of that railway had only acted in strict accordance with their duly i❑ having laid this Bill on their table. Mr. Wm. Reid was then called and examined in favour of the ex. tension, by Mr. SMIRK K—He stated that he was lately the Managing Director of the Rouen and Paris line of railway. He afterwards became Managing Director of the South-Western line, and was identified with it when it was first introduced into Parliament. As to the position of the present terminus the di;acican. tages were very great, in consequence of its great distance from toms. When it was, on a former occasion, sought to obtain the sanction of the Legislature for this extension it was refused, because railways were not then as well received as now, and it was not thought necessary to extend it, as it would in. terfere with house property. It was desired by every Company, and generally supposed to be beneficial, further to extend all rail. ways, the termini r,:f which came near London. It was evident that passengers would receive great benefit from this extension to some place equally distant from Waterloo, Hungerford, and Westminster. bridges. The original terminus of the Birmingham Railway was at Camden-town, and it was contemplated to bring it still nearer to London. On cross examination by Bfr. M. CIIAMBERS, he said that he would recommend the plan to be carried out at the expense of one million of money, but he did not think it would be worth while to go to any further expense. The passengers from Wandsworth to town generally went by water. The witness was then examined as to the comparative expense of time and money of those men of busi. nets who travelled to town from that locality by omnibuses and by water, and those who would travel by the proposed extension. Mr. Burchard, a private gentleman, residing at Wandsworth, was then examined as to the public advantage that would arise from the extension of tie present line to a terminus at a short dis tance from Hungerforcl, Waterloo, and Westminster-bridges. On cross.examination, his evidence was in no way shaken. Mr. Mangles was called, and stated, on examination, that it would be of immense advantage to the inhabitants of Guildford to be brought to a terminus as near London as possible. As to tolls there was a great inconvenience arising from turnpikes near Nine-elms, which it was necessary to keep in order to get to certain parts of the town from the present one. A terminus near Waterloo-bridge would be very favourable to the Dover and Kent railways if it were hereafter found prac ticable to cross the river and make a central terminus at the other side, but, nevertheless, they would derive great advantage. After the witness was briefly cross-examined by Mr. MONTAGUE CHAMBERS, the Committee rose GROUP N. COENWALL 11AXILIV'AY. The Committee assembled at the usual hour. Mr. Thomas, the only opponent to the proposed railway, was called and examined by his counsel, Mr. ROWE—He said he was an engineer, and had resided all his life in Cornwall, and that he had great local knowledge of the county. He was well acquainted with the towns of Falmouth and Penryn, and had surveyed the county with the view of constructing a railway from Falmouth by Penryn, the trade of which was considerable, towards Truro. He Lad taken the levels carefully. The extreme inclination would be one in. sixty, and the extreme curve twenty chains radius. Following the curve of such a line to its destination, and, speaking from his perfect knowledge of the country through which it wculd pass, it would be far preferable to the coast line; the gradients were not steep, and the line might be constructed as cheap, as the proposed line would be four miles and a quarter shorter. Cross-examined by Mr. Sergeant KINGLAKE—Had made the Hayle Railway. Was fighting the public battle at his own ex pcnse. He did not expect to be repaid, but hoped he might be. Mr. Renclalls, civil engineer, said the floating bridge on the Hamoaze, from Tirpoint on the one side to Devonport on the other, was constructed by him, and that the plane on the Tirpoint side was 1 in 8, whilst on the other it was easier, 1 in 10 or 1 in 12. The bridge was worked by two chains. The traffic was very great over the bridge in beat, and in stormy weather he had seen the sea dash over it. He was quite satis fied that, with some improvement, a railway train might be carried over on it with safety. Five piles might be erected at equal distances, on which a roadway might be placed, so that the trains could run across on a level, and the boat could be drawn across between the piles with great precision. Of course, such a mode of transit would occupy much time, and could not be effected without much mechanical arrangement. the trains cou!d not be conveyed across in the boat in ten minutes. From four to six minutes would be necessary to get them on board, eight minutes to cross, and four to six minutes to land them. That would fairly represent the time which would be required for crossing the Hamoaze, the distance being half a mile. The delay and the expense of working this apparatus would be about equivalent to the expense of working fifteen or sixteen miles of a double locomotive line. With respect to the safety of the electrical telegraph (which is to be worked in an iron tube, placed at the bottom or the Hamoaze), he conceived that ships dragging their anchors might get them fouled on thetube and destroy the telegraph. By Mr. Sergeant KINGLAKE—Had seen the boat or bridge crowded with carriages, coaches, market-carts, &c. If a bridge were to be made over the Hamoaze, at Saltash, it would be a most expensive one, as it would cost from 100,0001. to 200,000/., and would have to be upwards of a hundred feet from the water that ships of 800 or 600 tons might pass under it, but he would not recommend the carrying of a railway over the Hamoaze, at Saltash. Mr. Joseph Locke, engineer to the South-Western Railway, examined by Mr. Rowe—Considered that the line could not be worked in some places as a double locomotive line with precision, economy, nor safety. It was unquestionably the most dangerous line he had ever seen. He was ignorant of the county, and gave his opinion on the sections which had been submitted to him. At Penryn the gradient was 1 in 40 for two miles, and at some places there were radii of 15 and 17 chains. O❑ such gradients as those, and on such sharp curves, thirty miles an hour could not be worked with safety to those in the trains or to whatever was in them. The gradients going up from the water to Eldad were 1 in 29 and lin 30. A floating-bridge could not be otherwise than a most inconvenient thing on a railway, and he would rather go miles round than cross a river in such a way. The dividing of the train would occupy from five to ten minutes at least, and the loss of time in accomplishing the whole passage would occupy half an hour, measuring it by railway time. By Mr. Sergeant KINGLIKE—Never was over the ferry as a consulting engineer to one of the proposed Cornwall:railways. Mr. Hobert Stevenson, C. E., considered that the line could not be worked with any regularity from the Irregular nature of the inclines. Gradients only used' on extreme occasions by engineers were repeated on the line over and over again, and trains could not go with safety at a greater speed than twelve miles an hour. He was opposed to the line passing the Hamoaze, as proposed, and wou'd rather carry a line fifteen miles in another direction than cross it. The central line did not contain the irregularities he had specified in the coast line. No greater speed could be safely attained on an incline of 1 in 60 than fifteen miles an hour. Mr. Bidder, C.E., corroborated a great portion of the preceding t,idence. Captain Plumridge, M.P.:for Falmouth, was of opinion that the carrying of a railway by a thaw-bridge across Penryn Creek would offer great obstacles to the navigation. Trains would most likely be running over at high water, when it was necessary that the ships should pass on their route without delay. The construction of their terminus on the Mylor side, in the event of the Ordnance refusing their consent to the bridge, would also offer an obstruction to the navigation. His constituents were averse to both. The Committee then adjourned. GROUP R. The Committee met to-day at twelve o'clock; Mr. Gibson Craig in the chair. The CHAIRMAN inquired what witnesses were to be examined against that portion of the Belfast Junction proposed to be formed from Drogheda to Kells ? Mr. MALLEY, who appeared for the Great North-Western pro ject, intimated that the only witness he had to bring before them was Mr. Cubitt, the engineer. The CHAIRMAN said, the Committee were of opinion that the evidence already given before them was quite sufficient to decide their minds. The room was then cleared ; and, on our return, The CHAIRMAN intimated that the Committee had decided that the preamble of the Belfast Junction was proved, as far as it re_ lated to the line between Drogheda and Portadown, and to the branch proposed from Drogheda to Kells as far as Navan, being eight miles short of the terminus proposed. The line thus as sented to by the Committee, leaves out that portion of the branch proposed to be formed from Navan to Keis. Mr. Murphy then proposed to the Committee that, in the event of steps not being taken to form the inland line from Dublin to Armagh, during the present session, that powers should he reserved in the Belfast Junction Bill to form the portion of the branch line omitted, from Navan to Kells. The Committee decided against entertaining tho proposition. . . . The Committee then proceeded to hear the case of Mr. Smith, of Drogheda, in regard to compensation for damage that was alleged to be done to his property by the railway; but, after the hearing of evidence, the Committee decided that there was no ground for the claim set up by Mr, Smith. It was at this stage of the business suggested that, before going further, the Committee had better go into the subject of the agree ment entered into between Sir John M`Neill and Sir John Rennie, and referred to in a former report. The agree ment, according to the statement of Counsel for the Bel fast Junction, was only to bind that Company not to oppose the Newry and Enniskillen, and vice versa, as far as the standing orders were concerned ; whereas the reply of Counsel for the latter was, that it had reference to all the proceedings in Parliament. After hearing the statement of both engineers, the Committee decided thut they did not tink the agreement extended further than the suspension of opposition in regard to the Standing Orders Committee. The CHAIRMAN said that if these two Companies could not come to an arrangement before the meeting of the Committee to-morrow, they would proceed with the Dundalk and Ennis. Killen line. The Committee then adjourned till to.morrow at twelve o'clock GROUP S. This Committee reassembled this morning at twelve o'clock. Mr. S. Wortley in the chair. LONDONDERRY AND COLERAINE RAILWAY. The Committee passed the clauses In this Bill, which was ordered to be reported. 'this was the only Bill remaining befole the Committee. fhe Committee adjourned early. GROUP SS. The Select Committee on this group re-assembled at the usual hour this morning, and proeceded with the engineering evidence in the case for the promoters of the COVENTIZY, It EDWORTE, AND NUNEATON RAILWAY. The examination of Mr. Addison, the engineer to the Company, was resumed by Mr. MaitatnAr. The principal details of his evidence were given yesterday. His testimony this morning was of a general nt ture, and only went to show the proposed line was the best that could possibly be marked out. The witness was cross-examined at some length by Mr. DkNIEL, with a view of showing that the progress of the line would inter fere with a place ca led Gosford.green, where the poorer inhabitants of Coventry resort for exercise and recrea tion. The witness admitted that the line would pass through the green on an embankment of from D to 10 feet in height, but there wit a more important resort of the poor of Coventry, called Friar's-green, which would not be interfered with, although it was near to the station of the proposed railway. The witness admitted that there was a succession of three curves on the line within a mile and a half of the station, but as they were on a branch, and not a main line, they were in no wise objection. able. The line passed near to, but not through, a place called Stoak.green and Stoak-heath. He was not aware whether the inhabitants of Coventry had a right of common on these places, nor was he aware that cattle strayed uninterruptedly from the Heath to the Green. the line would certainly pass through Bsrrow's.green but the deviation line would not in the least affect Stoak.green. He had heard, but was not aware of his own knowledge, that there was a right of pasturage on these greens, but in whom the right was ♦ested he did not know. He proposed to protect Barrow's-green by a gate and a man, and there would, consequently, be no obstruction to the pro gress of the cattle from the Green to the Heath. The deviation line commenced at the junction on the Birmingham line, and ex tended to a place called Stoak, a distance of about a mile and a quarter. This deviation had been marked out to meet the views of the Corporation of Coventry, who objected to the original line. On one part of the line in the neighbourhood the land had sunk 14 feet, but he was not aware that it was still sinking. Every precaution, however, would be taken against contingencies of this nature. The witness was cross-examined by Mr. SPARICUSOII, on behalf of the London and Birmingham Company, with a view of showing that the line originated with himself, and not with any persons re sident in the district through which the line will pass. He said he had never constructed a railway under his own sole and imme diate superintendence, but had frequently and repeatedly acted as a sub engineer. He admitted being the engineer to three new schemes coming before Parliament next session. The cross-examination had not terminated when the Committee adjourned. GROUP W. BRAYTON AND GOOLE RAILWAY. the Committee on this line Tesgsernbled to.day at twelve o'clock Present—Mr. Pakiogton (in the chair), Lord Seymour, Mr. Max well, Mr. llouverie, and Mr. Whitmore. The examination of Mr. Arthur Maude was then resumed— Knew most of the persons at Goole who signed a petition in favour of the proposed line. They were all respectable persons. Many of them signed the petition after they knew that Mr. Hudson had leased the Hull and Selby line. The CHAIRMAN said that he would like to ascertain, previous to the srtsss-examination of this witness, what course tha promoters of the line intended to adopt with regard to the additional evidence they would bring forward. He did not wish to be understood as prescribing or dictating to the Learned Counsel the course proper for them to adopt, but if he might be permitted to say so at this stage of the proceedings, he considered that the direct examination of the la,t witness served the competing line (the Pon tefract and Goole line) as much as the proposed one (the Brayton and Goole). Mr. PICKIIRING begged to know why the Chairman entertained that opinion' The CILAIRMAN said, that from the evidence given yesterday by the witness, it appeared that the principal waffle he referred to was sugar—that he sent annually 1,200 tons to Yorkshire, Leeds and Bradford. Of that quantity he stated that only 100 tons went to Leeds, and 150 tons to Bradford—the rest went to Halifax and Huddersfield. Now the Pontefract and Goole line was, in his opi. Mon, as much served as the proposed line, for the difference be tween the two as to gradients and distance, according to the evi dence they had yet heard, was, in all these points, as favour. able a line for the conveyance of the traffic referred to. Mr. KNOWLES said that he was prepared to prove that the Brayton and Goole line was in every respect superior, more convenient, and would afford greater accommodation to the in-. habitants of Goole. It would also open up the large collieries, a c Mr. George Hammond, a flax-spinner, at Leeds, was then ex. mined. He imported flax largely from the ports of the Baltic, Belgium, and France. All his flax came to Hull. The cost from Hull to Leeds was Os. Bd. per ton. If the proposed line were laid down, and the same rates charged for the conveyance of flax as on other lines, the saving in carriage would be 2s. 6d. per ton from Goole. By Mr. WlLKors Was a shareholder in the Midland Counties. Mr. Rand was a worsted spinner End manufacturer at Bradford. Employed 1,600 bands in his business. Imported 4,000 bales of wool from Germany and other places. The cost of the carriage of the colonial wool bought in the London snorkel, by canal to Leeds,was Is. 6d. per cwt., or 30s. a ton. This witness went on to say how much more convenient it would be for him, as well as cheaper, if the proposed line were laid down, by enabling him to bring his colonial wool to Goole instead of Hull. Mr. Preliar, exporter of yarns—Lived at Bradford. Exported 800 tons annually at Hull. He gave similar evidence as the last witness with respect to the port of Goole. Cross-examined by Mr. WrLatxs —The reason why he thought the Brayton and Goole line was preferable to the Wakefield and Goole line, was the better gradients which it afforded. Knee that by the sections. The sections he saw were Mr. Birkenshaw's. Mr. Holt, examined by Mr. KNOWLKS— Was a wool merchant at Leeds for twenty-five years. Purchased large quantities of wool pearly from Germany. Imported 3,000 to 4,000 bags. It was brought partly by water, partly by rail, but latterly he had had it all brought by the rail. There was a large traffic to Leeds from Goole. His wool came to him by Hull He confirmed the evidence of the two last witnesses with regard to the superiority of the port of Goole to that of Hull in respect to the accommodation it would afford. Thought the proposed line would be a much better line than the Wakefield and Goole line. Mr. Passevant was a manager of a house at Leeds, largely en. gaged in the exportation of linen and worsted yarn, which was all shipped at Hull. The evidence of this witness was nearly a repetition of what had been already deposed to in reference to the superiority of the port of Goole to Hull, and to the advantages which the proposed line would confer in cheapness and accommo. dation, &c. Mr. John Strickland, corn-factor near Snaith, had bought corn and sold it at Leeds in preference to Wakefield. The facility of going to Wakefield was as great as to Leeds. The reason he pre ferred Leeds was that he got cash in Leeds, and was obliged, if he sold his corn at Wakefield, to take a three-menths' bill. Cro , s.examintol by Mr. WILKINS—Had signed a petition in favour of the Wakefield and Goole line, but did so under the im pression that the Brayton and Goole line was thrown out by the Committee on Standing Orders. By Mr. Buss—The average quantity of corn which he pur. chased weekly was 100 quarters. (A petition was here handed to witness against the proposed line.) The people whose signatures were attached to that petition were respectable, but he should like to know whether those who signed it knew what it was they were signing? In his part of the country they never read any petition they signed. He never in his life read any Parliamentary petition he signed.-- (A laugh.) Mr. Douglas, lived at Drax. Was a cattle and hay dealer, and butcher; occasionally took his cattle to Leeds and Wakefield. Sent a proportion of ten to one of them to Leeds. The CHAIRMAN thought it unnecssary to pursue the line of exa mindtion with regard to the advantages which the proposed line would confer on those who lived in the immediate neighbourhood of the dsstrict though which it liaised. He thought that was self evident, and that it might be almost assumed except, of course, dis. sentient landowners. Mr. KNOWL ES then said he would ask the witness no further questions. Mr. Douglas cross-examined by Mr. Buss—Sent 500 beasts yearly to Leeds, and the produce of two acres of potatoes. Mr. Samuel Wainsdn lived at Harrogate, and had also lived at Knaresborou,,h. There were a great many flax mills in that neigh bourhood. If the proposed line were made it would confer immense advantages on the valley of the 2siidd. The Wakefield and Goole line would be of no use to them—it went in another direction. Knew the town of Wetherby, and all the country in that neigh bourhood. This line would benefit all that district. By the CHAIRMAN—The quantity of flax imported into the dis. trict was from 3,000 to 4,000 tons annually. Cross-examined by Mr. WILKINS—AII the flax did not come by Hull ; some came by S:ockport and Liverpool. Mr. Joseph Jackson, omnibus driver from G oele to the Howden station, was five times to and fro every day between those places; another omnibus went four times. Upon an average he carried 240 passengers a week to and fro for the last twelve months. The principal part of the passengers he took to the Howden station went to the west trains. Thomas Dunhill was a coachman and c ,ach proprietor at Wake field. Knew the traffic between Wakefield and Gook and Wakefield and Hull t•p to 1.838. His coach did not pay. There was not traffic sufficient to support a conveyance unless the individual who was proprietor of it 4 also acted as coachman. There was only one conveyance at present on the market day, which went to Pontefract. Cross-examined by Mr. Wtuitss—There was no coach between Leeds and Goole at the time he referred to. Mr. Joseph Bottomley, lived near Pontefract, and was a lime burner, coal carrier, and farmer. Burnt his lime at Hudders field. He did not consider that the statement made by the witnesses who had deposed to benefits which the competing Wakefield and Goole line would confer on the lime trade of Knottingley and neighbourhood were correct. So far as he was concerned he would not use it, nor did he consider it would be generally ad vantageous to the inte, ests of the community of that district. He thought the Wakefield and Goole line was a preposterous one. Cross-examined by Mr. NVILKINS—Charged from 14s to 16s. per ton at Huddersfield for his lime. It was sold at Knotitng!ey at the pit at fis. to 7s. per ton. Did net know the Manchester and Leeds line delivered this lime at Brigghouse (via Huddersfield) for Cs. 6d. per ton. Mr. Sherriff was called to prove that the rates charged on:the Hull and Selby line were less than those charged by the Manchester and Leeds line. Cross-examined by Mr. WILKINS—The Leeds and Selby and Hull and Selby carried at these reduc xl rates, notwithstanding the badness of the gradients on those Ems. The cross-examination of this witness was interrupted by the announcement of the Speaker being at prayers. The Committee then adjourned till twelve o'clock to.morrow. GROUP V. THE MANCHESTER, SHEFFIELD, Arm CHESTZRPORD RAILWAY. The Committee, consisting of the O'Conor DOH, Chairman, Sir John Rae Reid, Sir D. Norreys, Mr. Hope Johnstone, and Mr. Davies, met to day at half-past eleven, when Mr. Hawkshaw, C.E., was re-called and examined with re. gard to the proposed line. He corroborated the evidence of Mr. Vignolles and of Mr. Gibbs, given on a previous day, with respect to the advantages •f the line, and the few engineering difficulties to be met with. He was in the habit of working much more severe gradients than those on this line. James Thomson—Was an assistant in Sir John M`Neill's office, and was well acquainted with the working of the mineral lines in the neighbourhood of Glasgow. There were many heavier gradients there than on this line. He might instance one, the Ballochney line, where heavy coal-trains were worked on an incline of 1 in 70. He saw not the least difficulty in working this line. Mr. Itutrick, civil engineer, gave exactly similar evidence. Wiliam Fairbank—Had had considerable experience in the making of estimates on railway lines, and he 11,,d done so in this case. He had assisted Mr. Vignolles, and returned the whole expense of the line at 400,0001. Mr. J. Nowell had been a contracter for many years in works of this nature, and had, therefore, great experience in those mat ters. He had carefully examined the estimates furnished in this case, and was convinces that they were exceedingly correct. fie should be very happy to contract for the tunnel at 42/. 10s. per yard, as he was convinced that the stratum through which It passed was most favourable for en gineering purposes. He should be equally ready to under take any of the other works at the estimates for which they were taken. He spoke from experience acquired in such extensive works as the Bristol and Gloucester, and other great lines. The witness was under examinaticn when the Speaker was announced at prayers, and the Committee adjournel GROUP X. LONDON AND YORIE LX E. The Committee havingassembled in the Committee.room, No, 8, at the usual hour, Mr. Ilawkshaw, engineer, was called and examined—ls the engi neer of the Manchester and Leeds, and several other lines. That part of the London and York line between Bawtry and Wakefield and Bawtry and York was laid out under his superintendence. Considers the prices for the work very high, and higher than any he has heard this session. The line presented no peculiar difficulty. Did not think it possible that the iron for the London and York line could cost the price put down for it, namely, 12/. 10s. Has bought iron himself recently at 91. and 101. per ton. delivered. Iron was an article that fluctuated very much in price ; but the present rate was as high as he had known it for many years. known it for many years. This witness underwent a long exa mination upon the abstract principle, as to the amount of extra power required by trains ascending inclines of various gradients, from 1 in 200 Lpwards; he also deposed that the station proposed to be made at York was to cross the York and North Midland station at a level, and it was the only eligible mode that could be adopted, taking all circumstances into consideration. He was cross-examined by the counsel for the different competing lines for the purpose of ascertaining the mode by which passengers were to be accommodated with conveyances along the different branches from the main line, assuming that a certain number only of trains started from London—in answer to which, the witness proposed to avoid the difficulty by increasing the number of trains. He was next asked in reference to the carriage of heavy goods ; assuming that the carriage of goods conveyances by the London and Birmingham line cost 3,400/. per mile, and did not carry coals, the Counsel wished to know from the witness whether his opinion was that 3,000/. per mile on the London and York line would be sufficient to cover the expense of carriage conveyance, taking into account that 500,000 tons of coals per annum were to be conveyed by this line, as well as a vast qnantity of manure, stone, lime, &c., and the Company finding their own carriages. The witness said at first lie thought 3,000/. a mile a fair sum ; but he subsequently said he could not tell without going into a long calculation, and the Counsel did not press the question. Mr. J. K. Brunel, engineer—Had examined the estimates for all the works on the London and York line, and considered a 3 the prices very liberal. Knew of no difficulty or danger in crossing the York and North Midland station at York. To Mr. Tatior —Has found London clay very troublesome. After a few unimportant questions from the other counsel, The Committee adjourned at half.past four. STANDING ORDZILS COMIVIITTEE,, This Committee assembled to-day shortly after two o'clock. The decisions were all respecting amendments to Bills, conse quently the fate of no Bill was involved. '"'SOUTII-LAMI3ETII NEW FAIR.---Yesterday a new fair Was established hi the southern part of the metropolis. A acid of about twenty acres in extent, and having frontages in the Clapham and South-Lambeth-roads, is the spot fixed upon as the scene of this recreation for the humbler classes. The show. are numerous, but there are few drinking-booths. AMSTEIIDAM, the the States General rejc iS c i to A d Y ye 3 st l e ' r — d a ,, T ., b h y e Motion fcr A itTiAl7ll Of the Itu tt le unen t a l a Sc n e i c 0 0 r n o c i t .,t t t n o b 2 e 1 'r 77 " 1 - 4 LONDON GAZETT,''). (THIS EVENING. WHITEHALL, JuNr 2, 1545. : i The Queen h as b ee n pleased to appoint t he E,gat Bop: ... Dunbar J a m es E ar l o f Selkirk to be L ieutenant the Sherif! . w Principal of the A teartry of Kirkcudbright, in t h e room of the Eight Hon. Randolph Earl of Gallow ay, resign ed ' DOWNING-STREET, JUNE 2. The Queen has been pleased to appeint Alfred Esq. , to he Chief Justice of the colonv of New South Wales. ller 'Molest Y tier Majesty has also been plea;ed to appoint Willii,ml Montagu Manning, Esq., to be her Xiajesty's Solicitor Cie' ha's fur her been Tie, al for the colony of New South Wales. Stephen, Ilenry ''t Cu ' t ' - ‘ 1 -°Y , Lsq. to be Provost Marshal tar the island Dominica. ' COURT OF QUEEN'S BENCH. Trinity Term—Eighth Victoria. JeNtz 3, 1 543 pleased to appoint Williiatnof This C our t will, on Friday the 13th, Saturday the 14th, Thursday the 19th, and on all the other days (exceP t Su°s Jul}, lsti days) of this • and the three following days, hold Sittings, and dispose t) ~, Net ( business in 'Paper, the the Crown Paper, the Special en ding Fria' Paper, and will give Judgment in Cases tnen Curt. By the Court. COURT OF EXCHEQUER Trinity Term—Eighth Victoria. Ine in - This Court will, )n Wednesday, - the bilth day of -"o the stant, hold sittings, and will proceed in disposing . 1 , ist h business now pending in the Special Paper, on the 5 . 51 day of the said month, and on every following s r . .',. (Slinflays excepted), until and inclusive of . . a _;.?.: the 10th day of July next ; and on the said 18th day of June instant, and every following day (Sundays exe:plieusi, until and inclusive of Thursday, the 10th day 'of Jul, iing i t , will also proceed in disposing of the business now,Pem.ra, BY THE COL the paper of new trials. Read in open Court, the 3d of June, 1845, Enwp. BENNETT. WHITEHALL, APRIL 22. o f Ship' The Lord Chancell o r has appointed William Sall, ,_ be , aton-on-Stour, in the county of Worcester, Gent., w Master Extraordinary in the'High Court of Chancery. WHITEHALL. MAY . 27. Stringer, °I. The Lord Chancellor has appointed to be s Stockport, in the courvy , latinc of Chester, G ent " Master Extraordinary in palatine of Chester, Gent Master Extraordinary in tile High Court of Chancery. WIHTEHALL, MAY 29. yt n on , °( The Lord Chancellor has appointed George it e t x tra' Thorne, in the county of York, Gent., to be ordinary in the High Court of Chancety. BANKRUPTCIES SUPERSEDED. Thomas Cooke, glove manufacturer, Leicester. , _ „ v .ball, George Barlow Scholes, muslin manufacturer, Loto" Lancashire. BANKRUPTS. ine me John Penn Bradlv and George James Brainy', l3 and chants, Great St. Helens, to surrender on Julhe, hit ore , July 15, at eleven, at the Court of Bankruptcy. ' k if ibrne, official assignee, Basinghall-street ; Harrisons; ii a e Sortu , a Master William Matthews, pianoforte maker, Lisson-grolw 0, it Middlesex, June 12, at halfpast eleven , and„ ju dicial l'!' Fennel,' ...couri, twelve, at the Court of Bankruptcy. signee, Basinghall-street ; Weightman, Warvn" Gray's-inn. William Clarkson, boot and shoe manufactutere'_l3_ne,cisertfe street, City, June 17, at two, and July 15, at el • V be burclr Court of Bankruptcy. Groom, official assignee,!,,,e,,,,ide,„ Bankruptcy. Groom, ,lioniennciadlraper, Chis we ii-streX e c o urt I :: lane, Lombard-street; Llewellin, Noble-street, L'f , Aire I ,', at one, and July 11, at half-past eleven , at l a ne; f‘ assignee, - 13 v l' t cett, ,Jewin-street, Cripple ate. it J tt e: l 6 . oc ecb" cc It o a n ti c k to r n up ; tc y ‘ v -. 0 Ju a r t g id ua l n y c i l e , John Yates, ship-owner, York-road, theLaMhethTuctiecart ..,a half-past twelve, and Jul 3 7, at twelve , ,at hanlileW: 1 ii . t, ! Jig ; street. etAiii.) J , egiole-lane, t ent, l bo the Junei.l i i r o y n c; andolflay, ra, Court , of RichardfQihalf-past3l iaenenk r-suot put Simons, ac3r. e. , eleven, G j3 k r " e b i o e n c on e h r 1 ; 50 h r bd 1: 1 11 : . ie l - 3 :11 .1 :1:1 1:155, a l i r 4 git 'p a e i ;e fe , k O i r l fli a i c n i , a I c a o s r s b i g e n t f c e o , Francis Harrington Church, -surgeon, Sn i " - t tlle ''' tr eet 10, at half-past one, and July 9, at twelve, %iptill-e . Bankruptcy. Johnson, official assignees 13° , ,•illire' taa''-•• t rict Humphreys, Newgate street. ~, . _1)04 William Astle, plumber, WolverhaMpto ~,baw w oo , June 13, and July 10, at eleven, at the 1 3 i r ?„70";„ ion. ~ Court. Bittleston, official assignee, Bien;:"On,L u ' i lufle ; Wolverhampton ; ' Capes and Stuart, Gray , Tyne ~,Ty'll " Lazenby Pearson, currier, Newcastle-l<stle'"P',l; te ll : at eleven, and July 15, at two, at the New,-,;occits,-ietien, District. Court. Baker, official assignee, : s a n • D i g Tyne; Williamson and Hill, Gray's Inn, Lon-° ' at one! Newcastle-upon Tyne. 1 July 17 ' 0 166 31 John l'itt, Plymouth, grocer, June 12 0 "," „ s wag: A rof , at the Court of Bankruptcy, Exeter. J o i er " j3edto'" assignee; Cross, Plymouth; Gregory and ' A ' _ B l7, London ; and Terrell, Exeter. n istol, Jllitos. John Church Dempsey, picture-dealer, • -r, otir t. Y_oo - July 15, at eleven, at the Bristol District li., Co., CO ton, official assignee, Bristol ; Galsworthy an court, London; Gray, Bristol. IMPERIAL PARLIAgx (THIS EVENING.) n s. t HOUSE. OF LC) wooiocki The LORD CHAN CE LLOR took hl5 seat on t h e the usual hour. ,b 1 MAYSOOTIL a r . oo th gran °, top Petitions were presented against the a ) 1; a.. the O ft. ' 00 tfchrooenirkß,cisK:noigi,pmrecogrfact,Lioatnnasriddoloiffgoth,neefgroFamir;eepLlaces in Lian a° ,-!: ' else/ bell, of Cashel from Armagh and Kildare' Lord C o l c op e from Gloucester and H ere f or d s hir oC e rhd t uKr E ceh a n r (°:l( .„ ‘°;-Cdl i bt. d ri . °ll°l:bilirlignti the Earl of Roden, from different places in V 4-11 In, demnity Bill was INDEM NITY reada thi third On .the motion of the Duke of BucCLE ti t3ILL• t the 'n.t a aga' Earl FORTESCUE presented petition: for 0 ° ~. grant to Maynooth. „ios F e " ' The Bishop of WINCHESTER presented sioty . et itio° tions against the grant. 13 P let t The Marquis of BRE ADALBANE presented 1 oa t sP. p ; against the grant to Maynooth in prtieular, and ' el & K rill all State endowments of a religious characte, siot more than 10,000 signatures. • WI sg Lord BROUGHAM presented numerous p etit' ,ii be , the grant to Maynooth. it 0 btr,„ l bad The NOBLE LORD then moved that the Smatt - if , - - 00 0 re-committed. The Bill was satisfactory to every VCO, the petitioned except to one person. t he e ' The Bill was re-committed accordingly. read for On the motion for the order of the day being re a the sumption of the adjourned debate, • dulge nre jo the Ihe Earl of HARDWICKE claimed the in o ints „ i v House whilst he touched upon the important p , „ay , o f measure. He was unconnected with Ireland, Arn_.lo,,ltcefret quired the knowledge he bad from the custott,i.s., site 50 1 information ; but, if he had this disadvantage, ne, er late o r , from all weal prejudices. He would not ter thstortioo portion of the history of Ireland, exetl: elto..., c ipl e , tion of it which was necessary for ,t 1 : 01 a P r , fr e il th of the Bill before their Lordship's House. ttr o igh " 0 4 in the legislation of this country to consider ano k4ot e r° l .,be matters connected with the subject of religiorit; u s ` bsta to i ° , t od porest a decision on any particular case He w?'“ t i on , irhi c to o Y ent in making any reference to the agtt a ex ert i °` been and was still going forward in Ireland, ~ es to car that he felt certain the present unaNcglt!' °,l, he , political parties tended much to increase the 't t° fate rying out the good intentions of the Governinettlid t he el le Majesty's subjects in that country. Not onIY. 1 . 1 0 f the F, t oe agitation do this, but it rendered a greet cogged mesiturcaaer• of this country disinclined to assist in the go. or , iii.,, b ,:e, proposed. He spoke thus more in sOrre_h e ,jer . : o h 0 but the case was clear it would have been nie c _ e% ectit i „otrt carried the intention of the Government intu_ f tha t ;voi: agitation been abstained from by the peoPle °f that He had been much struck with the narrow g deb ,to l ee the debate was placed the previous night. Th e o . CO' r t ior itself no further than the walls of the -religir'uf th'i Maynooth, and having reference entirely to t° „ t ieo the •,,, ry ,„ e t o of trines and opinions taught there. No °, fle d taken 1""jot Pi, question could deny the great steps that na _.„ t he . de o road of conciliating the Roman Catholics dt.tr'",trorrt,, . th° 9 wit" grea t years. Step by step had they gone !teac! I:: the greatest difficulties and dissension f t he 0 , o r ; people of Ireland, and the religti'n :,,,nor,/pefei., body of the people of Ireland, till that eount!,l,:ar, rearf e ' i . to T r , equality in political privileges with this.--( "' wou ld r i r be eo f li d going turther into the general question, he ~„:„. bac , im ite o ,i condition of the College. On this subject.'" k o blei,',,i t , s lit nished with the most explicit evidence• s ub j ec ~ t •he 't'he o rlor s r to given a clear and detailed account e t ,hofteni„ecl, only progress of that Institution, and he had shoft:it•so o bst! ere ctit 3s; increase of population the state of thing§ n " There °, it ' 4 O, render something necessary to be done. , ea it s 1 , 0 t ~t, to lie " 1 0 three courses left them to pursue. ..-- ' rove I second, to abolish it altogether ; third, to ir O P cient manner. (LEFT SPEAKING.) - _.--- 1310,15" e b HOUSE OF C 0 1%. -- o r 'cl°,loo - Seea Kea took the Chair shortly before ,acl The amendments on the Newcastle -upon- ) as' ej ' Shields Railway 8711 was read and agreed 10. ~,6 ,notionsll'oor The Glasgow Markets Bill was read a thirriftlnoieg On the proposition of Mr. GREENE, the The t . o lio e. of which he had given notice, was agreed to; _ rio te u t , (I: sequence of the extraordinary prePure 01 i i; ng rt e l 6 ' during the present session, the time for prese nnt iap • Committees on private Bills be extended till , Ce ° ' of June." Mr. GODSON moved that it be an i ns tru . et i i i c r i , ic ta id tb d i f i ? o ct s i r a. mittee on the Manchester, Sheffield, and, P i ittbvi. , Railway Bill to consider the petition of - 3 ,,owaY , tig li e ,; others against the Sheffield and Lincoloshir!,r__ t he, '_ t ioe ',, Lord G. SOMERSET said that, teenproviniVlbo o bje . e e r „ orders had been complied with, he could o ot to V the motion ; but he thought, at present, it ported. NOR 1)()Nt After some observations from the O'CO - . . o tion Mr. GODSON withdrew his motion. ~ _ felio,rintjgroer_ On the proposition of 111 r. Al ANGLES,.',7___„ a: to the was agreed to :—" That all the memorial..hYr'erfereoc,tter 00l ments, presented to the Board of Trade,_we;teet cove' o fer t r li e e several lines of railway referred to the nr .,..' onn L bed e , sitting on the railways comprised i .''..,,,n`takell .. ct lin he to such Committee; and that the evioee"ibutoerla."_ted, F Committee on Railways, Group and ordered by the House on F r E idac 1 en t 5 Oa ° ri d referred to the Committee on Group L d that th e Bich ° Atr. P. M. STEWART then move lan d an d rof Eng ( the upon the report on the Great ortir t e Railway Bill be reieived.—Agreed to. , the re p er to On the motion for the consideration orriiiit .ection. Leeds and West Riding Junction Ratlw?y e y iat i e o objnrsr_°, Mr. CHARLES WOOD said tacthen arties tgeC-ovi;ttotteeot the recommittal of the Bill, pro vided d t m ad P e t° the t s es' ?Ili to cat ry out the proposition they ha tolls. if tha ,be th with respect to the modification ,e• of the of ' t onernent . 6 done he should then move the pos p or t" 1 reading. t .,.. rtiree t°" „roe arst to be e Mr. P. M. STEWAR T out the sPiv it ' t he Company would fully carry k ing e d ma r e they had made to the Committee. _____,. an y, on ha d a le " Mr. ENTWISLE said that theht)omr change , thel i en ini b ,„ proposition, distinctly stated that t e carried 6t. e c " to 40 , te were to be only } on coals t hey were C t - and that for a ess is d' tance e ve charge. the 1.0. e to at liberty to n.ake a was sure too., of tbe t higohearbide by °f i,racielsorthei pang were quite willing direct them to establish a closer ! bli,hed 1 v the Committee ; an d t if thgo t . a o r t ci t heir g ta rti!je; P li t i m that migh t 4%0 stations had no disposition to swerve from the . ction t hs . s t they ht If the Board of Trade were to issue a direstead of s' 3 !;., fro but should be made at four miles distance . ..._ sut hort / we , it. He h a( ' "" h the l ' quite ready to abide by _ nt wit d. m ight Company to enter into an arrangers!! „_. confiereensber li% he had no doubt but that that it woutn 'W W l°. l‘le tiOP s at Mr. LASCELLES thought that the the s ta l ei t° safely enter into an arrangement t.. 0 rmerreent. . 00 Foy miles. It was merely a question ot!g . „ at be hars Mr. STUART WORTLEY said to