The Sun. — London, England, 1845-06-02 00:00:00

RAILWAY COMMITTEES. (SATURDAY.) GROUP 1)1). CLTDTIOD.3.7..= .7i.7I,WCTION 17.11.7.1..1W11.1r. iContinued from our Afternoon Bditian of Saturday.) The entire length of this branch line is 0 miles 9 chains, and the steepest gradient on it is 1 in 220, and the least radius is a curve of one mile. On the Motherwell branch the point of divergence is at Park Farmstead, from thence the line passes the river Calder, proceeding to the Clyde, which it crosses at a convenient point, and continues by easy curves, none exceeding a radius of more than a mile, tr.rough the open country to the viilage of Uddingstone ; it then crosses the White Calder at a favourable part, continuing on to Motherwell, at a quarter of a mile beyond which place it proceeds to join the Wishart and Coltness Railway at a favourable junction. The length of the line up to the junction is 6 miles and 49 chains The severest gradients is 1 in 132, and the curves were all easy. The only dif ficult point is where the line passes the Rolton Calder, by diverging through the rock by a tunnel of 110 yards in leogth. At the Clyde there would be an archway 54 yards long, and of the average height of 55 feet. The passage across the White Calder is effected by a viaduct 90 yards in length, and averaging in height from 30 to 100 feet. He had omitted to mention that there was a tunnel 230 yards long on the Motherwell branch near the point of diverg ence at Park Farm. The two tunnels would not be attended with any engineering difficulty. It was intended to lay down a double line of rails on the Hamilton branch. On the other branch there would be only a single line of rails until, from the increase of traffic, it should be considered advisable to maintain a double line. The expense of constructing the Hamilton branch was estimated at 129,7341. ; the cost of the branch to Motherwell was 137,5991. ; the small branch to connect the Polloc and G ,van Railway with the Ayr terminus would cost 2,2051. ; the expense of obtaining the Act of Parliament and contingencies was calculated at 20,0001. _making, in the whole, a gross total amount in round numbers of 290,6001. The working expenses of the line had been esimated at the usual average of forty per cent. Mr. firrtngton was cross-examined at some length by various Counsel who appeared to oppose the Clydesdale Junction, on be half of landowners ; the opposition throughout was entirely of a private nature, and the depositions of the witness were not mate rially altered. Mr. Locate said lie had heard the whole of Mr. Errington's evi dence, and would concur entirely with him in the opinion he had expressed with respect to benefit and advantages which the con. struction of the proposed line would confer on the districts through which it passed. A negotiation was pending between the different companies as to the propriety of having stations, and was expected to be concluded in a few days. Mr. Smith was then examined as to the passage of the railway through the estate& of Mr. Graham, Mrs. Hamilton, and Mrs. Douglas. Mr. A. Gemmell was examined as to the dilapidated state of the house at Westburn, and the uncultivated condition of the garden attached to the house. Mr. HOPS proposed to introduce next the sub-engineer, to cor roborate the testimony of Mr. Errington ; but it was considered unnecessary by the Chairman, and the witness was not called. The case was then concluded, with the exception of the re-exa. mination of Mr. Err ington, to take place on Monday next. Mr. Graham, the Parliamentary agent, put in the formal proofs, and the Committee adjourned till twelve on Monday. GROUP LE. IMPORTANT DECISION. ABERDEEN RAILWAY. ADJUDICATION ON THE PREAMBLE OF THE BILL. The Committee on this line resumed this morning at the usual hour, the Right Hon. F. Baring in the chair. Mr. Gibb (whose direct examination was taken yesterday), cross examlusast by Mr. Foasyrn—Does not think the inconvenience to the town, by the line crossing the Links, would be very material. A fair compensation would be accorded. Perhaps that would not satisfy the inhabitants for the loss of their site of recreation and Mr. Cubitt, civil engineer, examined by Mr. TALBOT—Was requested in June hut to accept the office of superintendent_ engineer to the Aberdeen Railway, and accordingly went in the month of August to inspect the line, having all the sections and plans submitted to him. The conclusion he came to after this examination was a confirmation of his previous report in favour of the selected route. He had looked over the sections and estimates of the line, and considers them perfectly correct. The estimate was 830,0001., and he regarded that sum as unquestion ably sufficient. Did not go over the entire line, but visited Mon trose and Brechin. His recommendations to Mr. Gibb (the acting engineer) were to go as near Montrose with his line as possible. It appeared to him essential to communicate with the coasting towns, as well as the inland and western districts. Cross-examined by Mr. FORSYTH—Did not personally survey the line, but had carefully inspected the route between Lawrence Kirk and Brechin, but went to Forfar. The Arbroath and Forfar Railway will be obliged to change its gauge, but that difficulty had been obviated by satisfactory arrangements, and any sacrifice in distance will be more than compensated by the important towns the Aberdeen line will embrace. Formal evidence was here given of the estimates and sections of the line. The cost was named at 830,0001.; the power for raising loans to the amount of 276,666/. 13s. 4d. ; 12,925 shares had been already taken, and deposits amounting to 32,3121. There were 75 local shareholders subscribing a sum of 269,8501. This closed the case for the promoters. Mr. FORBYTII wished to inform the Committee of the position in which he was placed by the different interests that opposed the Bill. In the first place, in conjunction with Mr. Cockburn and Mr. Hope, he appeared as counsel for the inhabitants of Brechin, and, in a second capacity, he appeared singly for the town of Montrose. He proposed, therefore, under the guidance of the Committee, first to call witnesses to prove his case on behalf of the inhabitants of Montrose, and make a speech upon the evidence he should ad duce; and defer the consideration of the claims of Brettkin until his colleagues, Messrs. Cockburn and Hope, could attend and pro. tect the Interests of that district. . . The CHAIRMAN stated that the Committee, while anxious to afford counsel every convenience and indulgence, did not think the course proposed by Mr. Forsyth would be conducive of any benefit whatever. They preferred that the Brechin opposition should be first opened, and if counsel wished, a speech might be made upon its conclusion ; and subsequently, proceeding with the Jlontr•se case, deliver a second speech. Mr. FORSYTH acting on this suggestion addressed the Committee in opposition to the line. Sir James Duke, M.P., examined by Mr. FORSYTH— Is a native of the town of Montrose, the inhebitants of which are unanimously opposed to the construction of the projected line. The distance from the extremity of the town to the seaside is about half a mile. The railway must necessarily pass across the Links, a spot for many years devoted to the use and enjoyment of the inhabitants. of Montrose. The line would pass close by a very extensive boys' school and a lunatic asylum, both circumstances opposing objec. tions to its formation. Cross examined by Mr. ANDREWS, Q.C.—The line will pass about three hundred yards from the school. The lunatic asylum is under the governance of commissioners. Was not aware that these had petitioned in favour of the Bill. Joseph Hume, Esq., M.P., examined by Mr. Fousvvit—ls not only the Member for, but a native of Montrose, and perfectly ac. qualnted with every spat and inch of the town. On seeing in the papers that it was prcposed to pass the high road, and traverse the Links, running by Northesk, he considered the course most objectionable, and finding that the line would intercept the only place of recrea tion which the inhabitants enjoyed, he wrote a letter, en the 9th of May, to Mr. Jameson, expressing his regret and disapproval of its construction. His objection to the railroad was two fold—in the first place, because it would cross High street, which was the direct road to Aberdeen, and in terfere with the water navigation in that quarter, now traversed by a ferry ; and in the. second place, because it would preclude the inhabitants from their source of exercise and recrea. tion. lie believed the line was unnecessary, and its route most circuitous, and taking all these objections, besides those of inter ference with traffic, existing rights, &c., into consideration • " •"- he regarded the project as mischievous and indefensible. (The lion. Member concluded by sketching a file, which he con sidered would avoid all the objectionable features of the present project.) Cross-examined by Mr. ANDELBWR, O. C.—Had received from all the towns on the line petitions in its favour, but did not con cur In their prayer. 1 hought the cost of the line he should sug gest would not be one-half that of the projector. There would he a few hundred yards of tunnelling, but not certainly any con siderable expense. Mr. Blackadde, examined by Mr. Ft:it:seen—Has, within the last fortniglst, surveyed the line between Brechin and Friockheim, and found it ten miles and two furlongs, without any engineering diffi culties, and requiring no tunnelling or other expensive works. Mr. JAMES, Q.C., declined cross-examining this witness, in con sequence of the sections of the projected line between Brechin and Friockheim not having been deposited. Mr. Guthrie, examined by Mr. FOIIiYTII-11 a town-couhcillor of Brechin, and well acquainted with the district. The trade there is considerable, Brechin consuming about SOO tons of flax annually, I.artly manufactured in the town of Friockheim, and part exported to Kerreinuir and Forfar. Should consider a line between Bre chin and Montrose of the greatest importance to both towns, and the shorter the route the greater the advantage. The distil lerios in the neighbourhood of Urechin are both numerous and extensive, as also the stone quarries and other mineral works. Cross•examined by Mr. Jasies, Q.C.—The communication be. tween Breehin and Montrose would not be complete without a branch to Friockheim, in order to convey the traffic from Dundee. David Black, examined by Mr. FOltiliflf—lS town clerk of the town of Brechin, and being acquainted with the feeling of the inhabitans there, can prove it as decidedly in favour of the direct line from Brechin to Montrose. The market of the former town supplies a population of above 13,000. The terminus of the branch proposed by the Aberdeen Railway is three-quarters of a mile dis tant from the town, and, therefore, very inconvenient to the traffic of the district. 'Phis having closed the evidence of the opponents of the Bill, Mr. ANDREWS, Q.C., on behalf of its promoters, briefly addressed the Committee in reply ; the Learned Counsel confined himself to sulenitting the opposition from the inhabitants of Montrose, the Chair au having intimated that that from Brechin could not be sustaid. Strangers were then ordered to withdraw; and on their no admission The CLI&IIIM&N aenounccd tbat the Committee were unani mously_ of opinion that the preamble of the Bill hid beon ' proved ; that decision, however, while conclusive of the necessity of Use branch to Montrose, did not settle the question of terminus in that town, nor whether the whole line should be wo . rkee by ste am -p ower . Those points were still open, a nd re. (paring more evidence to establish their expediency, the Committee retained them in abeyance. Immediately after the decision, which was awaited fur with the most intense interest, the Committee adjourned till Monday next. GROUP F. The Committee met again this day at twelve o'clock, the Right lion. F. Shaw in the chair. The Committee resumed the inquiry into THE LONDON, WORCESTER, AND SOUTH STAFFORDSHIRE RAILWAY. Mr. COCKBURN!. said he had a great deal of engineering evidence to adduce, but in consequence of what fell from the Committee yesterday he would not call those witnesses. He would now call an engineer of the very highest eminence , whose material to the case. He would call Mr. James Walker.. nce was most The CHAIRMAN — Before the proceedings commence, I think it right to mention that people are in the habit of writing me letters u pon the subject under consideration ; and I am onion that it is right the parties on both sides should see them, if they think proper, for I shall not read them. Mr. COCKBURN—I hope, Sir, that they do not emanate from the Great Western parties ; indeed, I think not. 't be CHAIBMAN—I do not say that. All I say is, that they are on the subject of this inquiry. Mr. Cocanyam—l can assure you, Sir, that they are in the habit of addressing me upon the same matter, as counsel in the case. The CHAIRMAN—That is all very proper.—(A laugh.) Here are two letters which I shall place on the table, and I cannot but ob serve that it is highly reprehensible for parties to send such corn mumications. They can have no weight with the Committee. Mr. Walker, examined by Mr. COCKBURN--I am not connected with either of the schemes before the Committee. I received a communication from Mr. Brunel, containing some questions to which my attention was directed, and a copy of that communica tion has been forwarded to the London and Birmingham parties. I have examined the plans pointing out the railways with both gauge's, and they show the two systems very plainly indeed with respect to the accommodation to South Staffordshire. The distance from Wolverhampton to Oxford is, according to the plans, tlfteen miles shorter by the Great Western line than by the other, and assuming that from Wolverhampton to Abbot's TI:TE S U►N, LONDON, MONDAY EVENING, JUNE 2, 1845. wanted a competing line with the London and Birmingham . _ to secure a low rate of charges. They at present can get their goods at Wolverhampton at a cheaper rate, by a circuitous route of conveyance by canal or by the Great Western Railway than they can by the direct route •f the London and Birmingham line. righted elsewhere, and that they must abide by the consequences. I certainly have stated my doubts as to the propriety of working the broad gauge and narrow gauge together. If a narrow gauge line Is to be carried from Standish to Bristol it will greatly incon. venience our South Wales traffic. If they were subject to the revision clause the Great Western Company would extend their works so as to keep down their dividend at 10 per cent. The revision clause would be imperative. The increased expenditure would benefit the public, but not in the mode contemplated by the Act, be. cause the public would not get the forced revision of the tolls. (Questions were then put relative to the accommodation afforded by the respective lines. To these questions, however, lie was not prepared to return accurate answers, and:the further cross.examin ation on the subject was deferred until Monday.) Re examined by Mr. COCKBURN—From the commencement of the scheme in 1836, the extension of the line through North Wales always formed part of the plan. I am not aware of any cases in which the Board of Trade has:sought to impose conditions ; they have been invariably offered by the companies. I think it would to most desirable that we should have a commu- nication opened with Oxford and Southampton. Mr. C. A. Saunders, examined by Mr. CocxeunN-1 am the Secretary to the Great Western Company, and have been so since its establishment In 1533. 1 recollect in 1836 the Great Western Company assisting in promoting the Worcester and Oxford line. It did not succeed, partly in consequence of embarrass- ment in the money market, and partly in consequence of the Oxford and Lincoln line being thrown out. We got the Bill for the Oxford and Sheffield line in 1843, and it was opened in 1644. He always considered that the Oxford line would certainly be carried out to Worcester. ..It was taken up again this year on the application of the Staffordshire people. On that application being made the Great Western Company stated there should be an indication of the feelings of the Staffordshire people and of the landowners on the line. The parties were told there would be no disinclination to take up the subject, if we could be assured of the feelings of the people, and the traffic would be remunerative. We have always considered the Worces ter line would lead to a line to the Welsh coast. I have no doubt but that If the Worcester line were completed, Mr. Coctowax—That is my case, Sir. The Cisetamax—You have examined 99 witnesses, it is a pity you have not called another to make it 100, Mr. COCKBURN—We can indulge you, Sir. The CLIAIRNIAN—Oh, by no means! I have no desire for It. The Committee then adjourned at six o'clock to twelve on Monday. a line to North Wales would follow as a matter of course. A North Wales line of Itself would not be remunerative as an inde- GROUP L. GUILDFORD, CHICHESTER, AND PORTS- pendent line, but in connexion with another it would. It is worth the while of the Company to carry its line through a less remunerative district to secure the traffic through the whole line. That is the result of all railway experience. The Oxford and Rugby line was not taken up seriously by the Great Western Company until last year. It then became evident that it would be important to secure communication between Rugby and Oxford. It would be the interest of the Great Western to bring down the traffic to us more freely. It would be our interest to work that line most efficiently, because any passenger brought down by it must be ours. We should have an undivided interest in promoting that traffic, and the London and Birmingham would not have an undivided interest, because they would lose the passenger when he came on to the Great Western line. It would be our interest to bring traffic to the line, It would be theirs to divert It, It would be our interest to work the line to Southampton. It would be our interest to in duce a passenger to travel from Rugby to Basingstoke by working the line efficiently. The present course of passengers would be to go from Rugby to London, and then to Southampton. by the South-Western. By the proposed line passengers would quit the train at Rugby, and go to Southampton direct by our line. The object of the Tring line would be for their purposes what the object of our lino is for our purposes. It would sweep traffic back in an easterly direction, instead of bringing it down to the south. The best line to promote the interests of the public is ours, because we have distinct pecuniary interest in working it as efficiently as possible, which the others have not, as it would open the traffic to the south. It appears to me more important that the broad guage should go up than that the narrow gauge should come down. It appears to me that it would be for the public advantage that this ground should be conaidered neutral ground, and should be laid down both with the broad and narrow gauge. It formed part of the original scheme that there should be a narrow gauge over that district as well as a bread. It was a portion of the original agreement, and is not a scheme recently adopted to obviate difficulties. It does not follow, as a matter of course, that the coal-traders would be obliged to have a double stock of waggons in consequence of the change of gauge. Their narrow gauge waggons could be placed upon one of our trucks. If a new line were opened at every gauge, the coal waggons would, in many places, have to be be altered, for the waggon used for the pit is different from that used for a locomotive line. They would not take an expensive locomotive waggon into the pit, it would not be economical. I have had frequent communications with the Board of Trade. I made the offers with respect to the Oxford and Rugby. We offered to provide whatever might be necessary for shifting loads at Rugby without expense to the public; I communicated to them the proposal for the broad and narrow gauge. I told them we were carrying coals on the Great Western at Id. per ton per mile when we did not find the waggons, and I told them we would do the same on the Wolverhampton line. Ido not think that is the minimum. If we have large quantities I think we might do it at id. a ton. I never proposed to submit the Great Western Company to the revision clause. Last year, I think the London and Birmingham, joined with us in opposition to the Bill for the revision clause. I was not then aware that the London and Birmingham had pro. posed to the Board of Trade to subject themselves to the revision clause. Several interviews were had with the Board of Trade, the inconveniences of the plan were shown, and the clause was taken out and another substituted, taking old railways out of the operation of the revision clause. I was not aware that the London and Birmingham Company were about to propose to submit to the revision clause, and, on the contrary, I thought they would make no such bargain. Ido not think that last year the London and Birmingham was so opposed to the revision clause as the other companies. The power of revi sion as it now stands amounts to this, without preventing your in creasing your capita for limiting your expenditure, the Legislature says you shall not pay more than ten per cent., without subjecting yourself to revision, and then you will be guaranteed ten per cent. It would operate as a premium on extravagant outlay, and gives you no encouragement to extend your trade beyond ten per cent., or to economise either. The only real and efficient mode of check is a clause reserving a power to revise the tolls. There could be no difficulty in always keeping the expenditure so as to avoid revision. Share. holders, instead of getting an increased dividend, got a premium in new shares. The present system of revision is hurtful to the public. The promoters of the Great Western line had not an opportunity of meeting that of their opponents, on the ques tion of gauge, before the Board of Trade. I disclaim any intention of finding fault with the Board of Trade; but in consequence of the pressure of business, they did us great injus tice. There were several interviews with the Board of Trade re. specting a line in which the Great Western were interested. They applied to us to explain the objects of the Oxford and Rugby line, and to the Birmingham also. In October Mr. Lang sent to me, and said, that what he was about to say was not to be taken as a final decision. He then told me, on the authority of Lord Dal housie— HILDTARD put it to the Committee whether Yr. Lang ought not to be called The CHAlitbd•N said Mr. Saunders did net throw any imputations on the Board of Trade, and he thought he might be permitted to go on. If any thing were given in evidence affecting Mr. Lang, he might be furnished with a copy of the _evidence and reply to it, if he wished. Mr. Saunders's evidence resumed—Mr. Lang told me with re ference to Oxford and Rugby, the Board ,at Trade considered, on public grounds, we ought to have it, as it was our interest to work it most efficiently, but Lord Dalhousie bad asked if we would lay down both the broad and narrow gauge. I asked the object of the question, if it was merely to remedy the inconvenience of the shifting of the goods. He said it was. I replied that the expense would be too great, and that other means would be devised by Mr. Brunel, which were explained, and he was desired to ask Lord Dalhousie if he thought it would answer the purpose. lie did so, and replied to me afterwards that they did consider it would answer the purpose, and from that time until they reported against us, we heard nothing further from them as to the Oxford and Rugby line. By the said that it was not a final decision, be cause they would not come to a final decision until the 80th Novel.. ber. He said it was a provisional decision, and we heard nothing further. When the decision of the Board of Trade came out Mr. Russell and myself had an interview with Lord Dalhousie, and represented the matter to him. He said he could not undertake to recollect all that passed be tween them—that they would not alter the decision—that he was sorry if we had been injurod, but they must abide by the result of any inquiry. I did not see Mr. Lang. We had no oppor tunity of bringing the merits of the broad and narrow gauge on this line before the Board of Trade. I made frequent communications on the subject of the broad and narrow gauge on the Worcester and Wolverhampton line. In the latter commu nications I became aware that they attached importance as to whether the change of guage should take place at Bir. mingbam or Gloucester. I ascertained the Board of Trade considered it was a question whether the broad gauge should be carried to Birmingham or the narrow to Bristol, and I said that it would be quite as easy for the broad gauge to be carried to Birmingham. I explained to him the nature of the agreement between the Gloucester and the Great Western Company. I told him that, according to that agreement, it would be impossible to carry the narrow gauge to BristoL After this negotiations took place, and the line was purchased by a nar row gauge company. I pointed out to Mr. Lang that the minerals of South Wales being brought by a broad gauge line to Standish, it would be important to carry the broad gauge up to Birmingham. We are the possessors of the line from Standish to Gloucester.— ' (The witness then pointed out upon the map the relative positions of the respective broad gauge and narrow gauge lines in connexion with the Gloucester Railways, and explained the rights of the respective companies to the working of the respective lines). He pointed out to the Board of Trade that it would be mere ad vantageous to take the broad gunge line to Birmingham, than to bring the narrow gunge down to Gloucester, and he thought so still. The Great Western had completed the Gloucester line, and they had bound down the Gloucester Company not to bring down another line of railway to their injury atter they had completed the line for them and given them the right of working it for ever. It would be for the public advantage that in the Wolverhampton district there should be a second line, which would enable the public to exercise their option as to the broad or narrow gauge. The Bir mingham line would always have such advantages that, as long as it acted fairly, we could not compete with them. I believe the Lon ' don and Birmingham Company to be as well conducted as any other, but 1 believe it Is for the benefit of the public, and of the companies too that there should be something to keep them in ch; ck. When 1 see the increase of traffic consequent upon the lowering of fares, I have modified my opinions greatly on the subject of competing lines. 1 think there is plenty of traffic for both. This is the first time we have ever come in collision with the London sad Birmingham, but they have come in collision with us on the question of the Tring extension to Cheltenham. Where there is a fair traffic that is likely to be remunerative it is for the interests of the public that lines of railways should be extended. (The wit ness stated from the population returns that the population on the Gt eat Western proposed line to Wolverhampton was 497,396, and by the London and Birmingham proposed line it was 406,340). Between Oxford and Rugby by the Great Western the population was was x 1,950, and by the London and Birming ham, 82,613.) The miles of new railway, on the Great Western scheme. were 148 miles to make. The London and Birmingham would have to make 171 miles and 5.81hs of new railway, the dif ference being 23 miles and s.Bths from of the Great Western.— (The witness then put in the traffic tables) We are prepared, in case the Bill should pass, to con. sent to a maximum rate for coal and other articles. The present maximum was Id. per mile, and ho was authorised by the Directors to say, that they would admit as a maximum Nd. per ton per mile, wherever It should he carried more than fifty miles. The Company, in consideration of gaining this line, were willing to accede to the terms proposed by the Board of Trade —( l'he terms were then read by Mr. Cockburn, but so rapidly that it was impossible to catch the purport.) Cross-examined by Mr. 1111.D1CallD.—I do not think it would be for the advantage of the London and Birmingham that the broad gauge should be carried from London to Birmingham. We are acting in harmony with the Grand Junction. Ido not contemplate car. Tying the bread gauge further north than Wolverhampton, but it may be done. In conversation it has been suggested that the Grand Junction might think it advi. sable to carry the broad gauge, as well as the narrow gauge, on to Liverpool ; and it has been asked, if the Grand Junction Company were to propose such a scheme, whether the Great Western would assist them. (The witness was then cross examined as to the lines proposed by the South- Western in the west of England, and pointed out their position on the map) The Board of Trade re,ommended the Great Western projects in that system, and rejected the South-Western. They did not impose any conditions upon us for their decisions as they did in the Bir mingham lines. We got the whole of taose lines without any conditions from the Board of Trade. We also got a decision in favour of our South Wales line. There is no instance In which the Board of Trade has repot ted against us except with regard to the present line. With respect to the Newberry line, there were conflicting deci. sions of Parliamentary Committees. Mr. Lang told me that it was the opinion of Lord Dalhousie that we ought to have the Oxford and Rugby line, if we would lay down the broad and narrow gauge. I told him I had a plan which I thought would be More economical, and which would equally answer the purpose. I explained it to him. He said he thought it would answer the purpose, I asked him to mention it to Lord Dalhousie ihe told me he had done so, and that Lord Dalhousie said he thought it Would answer the purpose, and I never had any communication on the subject. The plan which I proposed was, that we should be aiwlatst.hl oehae,:,,,,,,,:eopowlaiihseox:ope.rirenyseroorfits; afterwards,htihf shifting the ws,sai goodssd , not o preparedr a e m tß ein u g b Rugby. W hen state W thact he fait;; t I t; it would m u a ld s :o 4 t ny a:i li s t w er e a r ti f o o n r wha t i,l th ia i s r se il d ee b i e s l i o o w n a t a h t a t t t i h f a w t e i w f were had Dem wronged we oho u- kt , —Ave an upporttinity of being MOUTH RAILWAY. (Continued from our Afternoon Edition of Saturday.) To the re examination of Mr. Sergeant TALFOURI), Mr. Atkins replied that the coaches which went to the West-end had also branch coaches, or went direct to the City after calling at the West-end. _ To the inquiries of Lord CLive, Mr. Atkins replied that though the feeling of jealousy of Southampton was exaggera'ed, yet that there was certainly cause for it, and he did not think that there was so much attention shown to the interests of Portsmouth as to those of Southampton. To the inquiries of Mr. MONCITON MILNIIS, Mr. Atkins re. plied that the indisposition to support the South-Western Company arose from the little inclination hitherto exhibited by that Company to oblige Portsmouth. To the inquiries of Mr. °swill), the witness stated that in his opinion Portsmouth would be placed on a par with Southampton, if a line were to be made which would bring the former place within the same distance and time as the latter. To the inquiries of the CHAIRMAN—Mr. Atkins stated, that he was aware that the proposed line by Guildford would be shorter than the line to Gosport by eighteen or twenty miles, and would bring back the traffic to Ryde, but he did not think that the South-Western Company would give so fair a chance to Ports mouth as to Southampton. The first object of the people of Portsmouth was an independent line, but their chief objects were expedition and economy. Captain Saar, formerly in the army, but now retired on full pay, and a wine-merchant at Portsmouth—Was well acquainted with both lines, and believed that the advantages derived from the direct line would be greater than from the other, and cer. tainly the proposition of the atmospheric line was very enthusiast'cally received at the meeting on the 7th of May at Portsmouth. The general opinion was in favour of the Atmospheric line, and the terminus of that line would be most ad. vantageous for the town. From the cross.examination of Mr. GURNEY, it appeared that GROUP V. MIDL AND JUNCTION RAILWAY. the mileage charge to Gosport was less than that to Southampton, and the charge for the carriage of goods to Gosport was the same as to Southampton, although the distance was greater, but yet he thought that business had been Impeded. 11r. R. Gibbon, a merchant and general shipping agent, residing at Portsmouth, stated that his firm paid Ss. 6d. a ton for goods more than they did at the docks at Southampton. The terminus at London.bridge, as well as that at Portsmouth, for the atmospheric line was the best for the town. The Mediterranean packets lay in quarantine at the Motherbank, which was about five miles from Portsmouth, and fourteen from Southampton at high water, and two miles farther when the sands wero bare. Many passengers landed from the Oriental at the Motherbank this week, and had left Portsmouth before the other passengers reached Southampton. In his opinion it would save two hours to the West India packets and the Government packets, if they stopped at the Motherbank. There were three American packets out and I three home every week. About fifty large East Indiamen called at Portsmouth yearly and about twelve Madeira packets. From the cross-examination of Mr. GURNIZY, It appeared that the extra charge of eight shillings and sixpence a ton arose from a charge of gm. Ad. for unloading and 6s. for cartage from Gosport. The delay of which he complained was the refusal of the Company to let his firm have their goods before ten o'clock In the morning. They paid six shillings for eartage of goods from the City to Nine-elms, aa.i he was not aware the Oriental Company had fifty tons a week by water, but they were of a different quality, being shipped to China and the Uni.ed States. He had been on the Committee of the Town Council, appointed to communicate with the South-Western Company, and he believed that the answer was, that the Company were ready to be bound to make the transit in every way as speedy and efficient as to Southampton, and subject to such regulations as the Board of Trade might impose. To the requirement of the Town Council, that the journey should be performed in the same time as to Southamptom, the distance being: two miles more, the Company had replied that they would be bound to work the line fairly, and without any favour to the one town or the other. At the meeting on the 7th of May, four out of the number (nine) on the Committee had resigned, but three others had since been ap pointed; but no communication had been had with the South. Western Company since the report of the Committee had been made to the Council. _ GROUP W. Mr. Sergeant TALrouen said that he should now decline to call any further witnesses from Portsmouth, but he wished to correct a misrepresentation which appeared to have arisen from what he had dropped In his observations yesterday. It had been supposed that the people of Portsmouth had desired that, in the event of the atmospheric line being refused, the House would pause before they adopted any line, whereas what he had said was, that in the event ef the atmosphere line being refused, they hoped the House would pause before they adopted the Guildford line. To the inquiries of Lord CLITII, the witness stated that the extra charge of Ss. 6d. a ton on goods was merely imposed on ex port goods. The chief object of their communication with the South.Westcrn Company had been to obviate the stoppages at Bishopstoke, Chichester, and Portsmouth, and if they could obtain a security that the goods sent to Portsmouth would be delivered as soon as those sent to Southampton, the difficulty would be re. moved. Mr. RARLINSON then rose to address the Committee on behalf of the Corporation of Portsmouth, and said that he thought they had acted rightly and wisely in their attempt to protect the interests of the inhabitants. There was no doubt that Portsmouth was en titled to a line connecting the town with the metropolis, and the question was, who was to make it It would be recollected that before the Southampton line had been completed an at. tempt had been made to induce the South- Western Com pany to bring the line to Portsmouth, when it was replied to them that they could come no nearer than Bishopstoke, which was live miles from Portsmouth. The original intention of the South. Western Company had been to go to Bath, and they had fought a very severe battle with the Great Western Company in Parliament, tied had been defeated. They had, therefore, us right to rely on the vested interest which they assumed from their Gosport line, and had no ground to depend upon for an opposition to a direct line going through an entirely different country, and they had therefore no claim on the Committee. This Guild. ford line was not put forward witk a view to the accommodation of the public, as had appeared by the evidence of Mr. Chaplin ; but when the atmospheric line had been proposed and published, the South-Western Company came forward, at the eleventh hour, to interfere with it. No doubt could possibly be entertained that the feeling of the inhabitants was unanimously in favour of the direct line. Of all the witnesses called in favour of the Guilford communication, one.half had been strangers ; and those who were not, were not in a position to know anything of the trade ef the port. With respect to the termini, that of the atmospheric line took in, within a radius of half a mile, fully three.fourths of the borough, while that of the Guildford line was down at the edge of the water, in a distant, unfrequented place, and possessing the single advantage of transferring the Government property with. greater facility. As regarded the prejudices of the inhabitants of Portsmouth, their feelings might, he thought, be distinguished by a milder term than that which had been used, and such promises had been held out to them by the proprietors of the atmospheric line as fully justified the preference which they had expressed. The charges on the Southampton line had only been reduced during the last three months, the second.class car riages were all open and exposed, and the passengers by that class were only allowed 56Ibs. of luggage, while on the Manchester line they were allowed 100I1ts. and I l2fiet. This was a great consi. deration for persons going to a seaport, who generally required a larger quantity of luggage than was usual. Another point was the refusal to grant sufficient accommodation to the third-class passengers, none indeed except such as the Board of Trade might direct, and tke results of the traffic in past time was a sufficient testimony of the fact. With their express trains there was no accommodation for second-class passengers, except for a limited number of servants. This was a grievance, and showed the e ; and, besides that, the delay at Bishopstoke occasioned on venience. The interest which this Com nt of the nomonopoly small pany had always shown for Southampton would doubtless induce the Directors to give a preference to that town; and, if this line were made, they would have no competition whatever to contend with, and that was the onl y securit y of any useful character for the publi c advanta g e. The Duke of Richmond had expressed his opinion that, if another railway were formed, the probability was that they would all fall into the same hands, and the monopoly be worse than ever ; but he cited the opinion of Sir R. Peel to show that such was not likely to be the case. He would say one word about the line in favour of which the Corporation had petitioned. Not only would the atmospheric line supply a large area of country with railway con.munication, but it would leave the coast line open, create competition, and give the fairest opportunity for testing the principle that had ever been offered to the public. But as this would be brought fully before the Committee on Monday by the Learned Counsel for the atmospheric line, he would say nothing further on that point, and he would therefore beg of the Committee to recollect that the people of Portsmouth were the most important body upon the line, and their feelings and their interests ap peared evidently in favour of the opposing line. With these ob servations he would leave the matter in the hands of the Com mittee. Mr. Feoon then addressed the Committee on behalf of the land owners of the line, after which The Committee deferred their decision until they had heard the evidence on the atmospheric line, which is to be opened on Mon day, and adjourned till twelve o'clock on that day. GROUP N. CORNWALL RAILWAY. (Continued from our Afternoon Edition of Saturday.) Mr. Cole, of Liskeard, had been occupied for the last 40 years in surveying land in Cornwall. He had surveyed the land which would be required west of Liskeard, and had estimated the expenses at 18,6531. 185 acres would be required, at a general average of 101)1. per acre ; from Eldad to the ferry, at 5,4401. At the latter point only one horse would be required, the expenses of which was Included in the estimate. The land there was principally oc— cupied by market.gardeners, and the remainder was pasture. Mr. John Bowen, Mr. Carworth, and Mr. Whitley had also sur veyed portions of the line and given their estimate. Sr C. Lemon was examined by Mr. Rowe with respect to the various county meetings which had been held for the purpose of constructing a railway in Cornwall. From the first he was in favour of a coast line. Money was a great obstacle to the construction of a central line. It was important that there should be a direct line to Fal mouth from Exeter. Some of the leading magistrates were against the line, but they bore no proportion to the great body who were in favour of it. The mercantile body were in favour of it, and much of the feeling which had been expressed against it had subsided. The report of the Board of Trade on the line had dispelled the delusions which were entertained by many respecting it. To other questions put to Sir Charles by Sir. MBRIISWIITIISIB, and Mr. DIEIISON, he replied that, with the increase of populatihn, there would be a diminution of expense and increased facilities, and that the Bodmin branch might be greatly extended. Mr. Prothero, of Truro, the solicitor to the Bill, handed In the various particulars in connexion with the Company. Mr. TALBOT said he was instructed to withdraw the opposition of Lord Vivian to the Bill, arrangements having been effected with his Lordship, who was desirous not to oppose what might be of advantage to the inhabitants of the county. Mr. MERREwETinta said the opposition of the parties interested in the Terpoint Ferry wac also withdrawn, so that there only re mained the opposition of Mr. Thomas. The Committee then adjourned until Monday. GROUP X. LONDON AND YORK LINE. GROUP SS, The Committee 01l thi4 group rQ.asseinbled at the usual hour this morning, and proceeded with the affirmative evidence in favour of the COVENTRY, nEDIATORTH, AND MITNE.A.TON _ _ Mr. I. S,rnith, R ribbqnrtatxx.w.foc the totintony 6iven Teiterday. -manufacturer at Isedworth, corroborated Mr. Samuel Smith, an undertaker at Atticborough, employed upwards of 12 men. There were about 68 or 70 undertakers in the town of Attleborough alone, who employed upwards of 1,000 men, who would be greatly benefited by the proposed railway. Mr. Thomas Nestor gave concurrent testimony. Mr. Calloway, an overseer at Toleshill, said the railway would be a great accommodation to the vast coal mines in that district, and facilitate and increase the trade in a species of blue bricks that are manufactured in large quantities at Marston and Chilmsloton. These bricks were of a very superior quality, and were used extensively in the construction of railways and canals. Mr. Frederick James, of Wyken, proved that coal was sold in that neighbourhood, at the pits' mouth, at 6s. Bd. per ton. They raised during the last six months 17,000 tons of large coal, and 3,000 of small, which all had to pass over the route of the pro posed railway. There were about 300 acres of coal fields yet to be worked, and there could be no doubt the line would prove of great service to the colliers. Mr. Nutter, a coal dealer at Leamington, proved that there were 18,000 to 20,000 tons of Staffordshire coals sold in that town annually. The price of this coal differed from 15s. to 20s. per ton; but if this railway were made it would enable other coal to come Into the market, and thus tend materially to reduce the price. Mr. David Weldon, one of the proprietors of a stone quarry at Hartshill, exported from 10,000,t0 15,000 tons of stones for repairing roads annually, and he thought the railway would considerably Increase the trade. Mr. Tattersal, town clerk of Coventry; Mr. Rotheram, an ez tensi►e miller and grocer at Coventry ; and Mr. H. Harris, a coal. dealer near to Coventry, having given simillar evidence, Mr. Brown, an accountant, who had taken the traffic accounts on many existing railways, was called to prove the traffic-tables. His calculations were made in March last, and occupied 14 days. He held in his hand the result of all his inquiries, 10,9681. 2.. 10d. The present number of passengers going annually over the route of the proposed railway was 98,652. The present amount of casual traffic going by carts, waggons, &c., was 65,468 tons, travell. ing a distance equal to 392,808 tons carried one mile. The canal traffic going by canal and other con ceyancee was 34,500 tons carried over a distance equal to 207,000 toes carried one mile. The merchan dise traffic was 17,02834 tons, carried a distance equal to 110,385 tons carried one mile. The expected traffic to come on the rail. way was as follows:—Coal traffic, 3,1011. 18s. 6d. ; from stone, 4331. 6s. Bd.; from merchandise, 1,2771. 2s. Id.; from passengers, 10,9681. 2s. 10d. ; from parcel traffic, 2731. ; and from cattle traffic, 279 a. 17s. 7d., making a grand total of 16,3331. Ss Bd. It being now four o'clock, the Committee adjourned till Monday. THE MANCHESTER, SHEFFIELD, AND The Committee met at twelve o'clock, and Mr. ♦ignoles was called upon to speak to the engineering upon the above line. He had laid out the general features of the line about a year before, and there was only one alteration made since in the details of the plan, which alteretion had met his approval. The line was the very best that could be taken, for while it gave an improved communication with the north and south it opened up a rich mineral district. He had examined the estimates, and thought they would be amply sufficient for cost of construction. The length of line was above 12 miles, and the steepest gradient in the length was one in 810, and that for a distance only of a mile and three quarters. The curve of least radius was some twenty chains. The range of the curve at Chesterfield would be eighteen chains, and the Shef field was about the same extent. The strata on the whole line was very favourable to engineering operations. It passed through the mineral fields of Newbold, Mustin, and Dronfield, and did not Interfere with any very valuable or ornamental property. It formed a continuous line of railway with the Manchester and Midland Junction. The greatest depth of embankment would be 50 feet, and the deepest cutting about 70 feet. These were very short, however. He proposed to cross part of Sheffield by a viaduct, and in order to preserve as much space as possible in the markets, he intended that the piers should be of cast iron. The estimate of construction was 400,0001., and he had already stated that it would be amply sufficient. It was not intended to cross any highway on a level. The Bill which had been promoted last year was not so favourable as the present, because the summits were higher. There would be a tunnel on the line of 2,103 yards at the inclination of 1 in 100, and no ventilating shafts would be necessary, because the very front of the inclination would create a current. Cross-examined by Mr. WIIATELZT—He had furnished a report of the preferable line between Chesterfield and Sheffield to the Provisional Committee of last year, and it was in its main feature identical with this line. The construction of the tunnel he estimated at 421. 10s. the yard. The viaduct he took generally at 201. per yard. That did not of course include injury to property, &c. The total cost of the viaduct he estimated at 44,0001. The earth-work he calculated at 94,374/. ; bridges and culverts, 26,0001. He thought the whole work 'night be very well done in a couple of years, as a great mass of the cutting would go to spoil, which would naturally lessen the labour. The ten miles out of Carlisle, on the Carlisle and Newcastle' Railway were much mere difficult than the present line. The average of the embank ments was 1 to 1. Mr. Cope was recalled, and he was rigidly cross-examined by Mr. NNHATHLEY, regarding the accuracy of his traffic tables. The Learned Counsel failed to shake the evidence given on the pre vious day by the witness. The Committee then adjourned till half.past eleven on Monday, AYTON AND GOOLE RAILWAY. The Committee on this line met to-day at twelve o'clock, Mr. Pakington in the chair. The examination of Mr. M. Bentley was then resumed by Mr. PICKYRINO.—The water carriage was, in his opinion, a better mode of conveyance than the rail. In the lime season the quantity consumed from March to September was about 400,000 tons daily. The railway carriages would hold on an average about three tons of lime each. It would therefore take an immense number of car riages to: convey that quantity. He considered it would not be worth his while as a lime.burner to send his lime by the rail. Has himself nine vessels engaged in the trade. There were fifty or sixty vessels altogether employed in the lime trade at Knottingley, in cluding canal boats and river vessels. The vessels engaged in the coasting trade were about 300. lithe proposed Wakefield, Pontefract, and Goole Railway were formed it would cause a serious injury to the owners of those vessels—he meant those engaged in the corn trade. It would not decrease the number of vessels employed in the lime trade, as lime.burners would still prefer the canal. The corn would also, in his opinion, be still sent by water conveyance. By the CHAIRMAN—Had stated that the rail would decrease the number of vessels. Did not think that this decrease would take place in consequence of the rail being selected in preference to the canal for the conveyance of corn. Thought that the proposed Wakefield and Goole line would injure Pontefract. The farmer would then bring his corn to the Wakefield or Leeds market—the farmer would be a gainer by It. Cross-examined by Mr. Wartrie—The people of Knottingley were in favour of the proposed Wakefield and Goole line. (A pe tition was here handed to witness.) Knew many of the people who signed that petition. It was signed by the principal men of wealth and substance in Knottingley. It was signed, however, in consequence of an apprehension that another line would be laid down which would not take Knottingley in its course ; it was a choice of two evils, and they preferred to sign that petition in fa vour of the Wakefield and Goole line. Was part owner of eleven vessels. Heard the evidence of Mr. Moorehouse ; knew that he was a very large lime-burner, and had a great many vessels engaged in the trade. The CHAIRMAN here interfered, and said that the evidence of the witness had so far gone to show the superiority of water carriage to conveyance by rail, and therefore affected the Brayton and Goole suggested line as much as the proposed Wakefield, Pon tefract, and Goole line. Messrs. PICKERING and KNownes said that their object was to show that Wakefield was not the key of the position of the traffic of the country, but they would call direct evidence to prove the necessity for the formation of the Brayton and Goole line. Mr. Alexander Sherriff was then examined by Mr. PICKERING— Was manager of the goods depot on the Leeds and Selby Railway. Knew the trade generally of the West Riding and about Leeds. There was a considerable traffic between Leeds and Hull. There were great inconveniences for the accommodation of that traffic to Hull, from want of docks. The dock and wharfage dues were very high, and there would be no chance of a reduction in these with. out a competing port. Goole would afford ample accommodation for the traffic. The we ol.merchants complain of the delay of the delivery of their wool at Leeds after its arrival at Hull. Some times four or five days elapse from the arrival of the wool and its delivery. There was a great deal of traffic on the Ayr and Calder canal. The import trade for 1844 has been— Bags of German wool Flax Sheets of English wool, to Leeds Ditto, to Bradford Bales of wool, from Van Dieman's Land 6,964 Sacks of flour, from London Tons of general goods, by sailing vessels 2,600 Ditto, by steam-vessels to Hull The export trade was 4,750 tons of linen from Leeds to Hull ; 1,570 tons from Bradford to Hull ; 1,410 tons from Leeds to London. There were 13,00• sheep sent annually from Hull and the stations on the line, and 910 head of cattle. If there were a direct line between Leeds and Goole, a great traffic would go to Goole. The amount of the export and import trade between the places mentioned was about 32,543 tons annually. The Wakefield and Goole line would benefit Leeds, but not to so great an extent as the Brayton and Goole line. By the CHAIRMAN—The reason that the traffic would go to Goole from Hull was the superior accommodation which it af forded. At present the merchants were entirely at the mercy of the shipping agents at Hull. By Lord SICTMOUR—Was manager of the Leeds and Selby line, but was not on that account an interested witness. This witness was crass.examined at great length by Mr. WILKINS. Mr. Thomas Matthewson—Lived at Stockton-on. Tees. Was a coal-fitter for the Durham County Coal Company. This Company sold annually 200,000 tons of coal. 140,000 tons of this quantity were for exportation ; 40,000 tons went to York, the half of which was consumed along the line between the collieries and lurk, and the other half at York. The effect of the proposed Brayton and Goole line would, In his opinion, considerably extend this trade in coal. Alter the croas.examination of this witness, The CHLIRM&N asked Mr. Knowles what order he intended to pur. sue with respect to the additional evidence he would bring forward In reply to which Mr. Knowles said that he had been obliged to change the course he had first laid down, in consequence of an ob servation which fell from the Chairman, and he had called witnesses to prove, independently, the necessity for the formation of the Brayton and Goole line. He had now regretted that he did not open the case with a general statement. The CULIMWAN said that it was the wish of the Committee that a continuous chain of evidence should be given on all points, and that one should be concluded before another was commenced. Mr. Krrowurs concurred in the observations of the Chairman, and called upon Mr. Georgo Andrews, who concurred In the evidence of the last witness. The coal trade would be greatly increased if there was an outlet at York for the conveyance of coals. The proposed Brayton and Goole line would in his opinion effect this. Mr. Joseph Fletcher was next examined, and gave similar evi dence. As the cross.examination of this witness was about to commence, The CH /AMMAN said, that as it only wanted five minutes to three o'clock (the time appointed yesterday for the conclusion of the pro ceedings to.day) he thought it better not to enter into it. The Committee then adjourned till twelve o'clock on Monday. The Committee assembled at twelve o'clock, and resumed The engineering evidence, by continuing the cross-examination of Mr. Cubitt. Previous to his being asked a question, an applica. tion was made to:that Committee to permit Mr. Cubitt's attendance in another Committee for a few minutes, to prove a report, which was granted. On his return, Mr. Tammy resumed his cross-examination—The 596,0001. was the estimate for land on the main line, for 186 miles, at 3,2001. per mile—that included the forty-nine acres for the King's-cross station. Could not say that he was aware of any line on which the land was had for that; at Hornsey, the line traversed ornamental property to some extent. Could not say whether that was the case with the London and Birmingham. At the commencement of the London and York line at London se veral small streets would be inclosed, but no existing accesses would be taken away. The width of the Regent's Canal, where witness proposed to cross it, was about 100 feet. He proposed to abridge that considerably, but would allow space for the passage of one boat, by an aqueduct. Had had an interview with the canal engineer on the subject, but he did not say he was satisfied. Here the model was produced, and the witness showed where the alteration was proposed to be made. He proposed to abridge the wharfage, which would be a matter for claim for compensation. Had heard that the canal company were petitioners against the Bill. He proposed to pass under the canal without altering the level of the canal. If that should be found to be an insurmountable objection, the bridge should be widened, Wood there will be a narrow gauge, as well as a broad gauge rail, and taking into consideration the saving of fifteen miles by the broad gauge line, I think the Great Western line is entitled to the preference for the South Stafford district. When I say that, lam assuming the engineeering difficulties to be the same. Indeed, I more than think so—l am sure it is the best line of the two. There is no danger in laying down the broad guage with the narrow. About six or eight years since I proposed the laying down of the broad guage on the narrow guage fhe CHAIRMAN — Where was that ° Witness—lproposed to have it laid down at Stratford, where the Northern and Eastern joined the Northern Counties Railway. The CHAIRMAN—Was that recommendation carried out ? Wit ness—No it was not. As regards the public the broad gauge should not be kept back. As regards my own interests, were I . _ ......_ governed by them, I should prefer tae narrow to the broad gauge; my interest would lead me to give the narrow gauge my support. Mr. COCKBURN—WeII , then, you are the more valuable to us as a witness. Witness—My attention was some time ago directed to a line of railway from Landon, through Worcester and North Wales, to Holyhead. The CHAIRMAN—Did you form an opinion at that time between the importance of the line you were called upon to consider and the existing line to Holyhead, as to making Port Dynllaen the packet station to Ireland. Witness—l considered that the Holyhead station was the best but I also gave it as my opinion that Port Dynllaen was a very fine natural harbour and capable of great improvement. Cross-examined by Mr. AUSTIN—Those who accompanied me at that time were divided as to the superiority of both harbours. Some reported in favour of Dynllaen and others in favour of the Holyhead. I was moat decidedly in favour of Holyhead. The last railway that I gave up was the London and York last year: The last one that I con structed was the Hull and Selby, several years ago. lam new em ployed by the Birmingham Canal Company. I understand it is iutended that a line of railway should be laid down along the banks of the canal, but I know nothing more. The course of the line is not fixed yet. By the Criateasax—l think Mr. Brunel would be unwise to pledge himself as to a locomotive or an atmospheric line for North Wales, until he has ascertained the result of the great experiment with regard to the atmospheric which is about to be tried. Reexamined by Mr. C•CIBURN-1 think the company which had the line from London to Worcester would be more likely to - " - ----- carry on the whole line than any Independent company which might take it up. Unless it is done in that way, there is no great probability of Its being done at all. I do not think the Birmingham Company would do it, because any passenger going by that line would be taken from the trunk line. I think this line an object of national importance. Looking at the question as a large public question, I think of the plan of the two gauges to Wolverhampton, that to. Abbott's Wood is the best for SouthiStaffordshire. Mr. V. STUART—Is that founded on your opinion that the communication with Oxford is the best for South Staffordshire, or merely on the fact that there will be a saving of 15 miles ? Witness—l believe that it would be more advantageous to South Staffordshire to have the communication open with Oxford. Examination continued—l consider the broad gauge best for great velocity. I have travelled fifty.seven miles an hour within the last week on the broad gauge. This velocity has never been attained on a narrow gauge. The tour-feet eight-inch gauge can never accomplish the same speed as the broad gauge. Mr. AUSTIN then drew the attention of Mr. Walker to the pas sage in his report, in which he says that the narrow gauge may equal the broad gauge in velocity if they would only pet on a sufficient power. Mr. Walker said, that when that report was made he had no idea that the Great Western would have gone so much ahead. Mr. Coctauax—lf the whole question were open, and all the railways had to be re-constructed, which gauge would you choose ? Mr. Walker—The wide gauge certainly. Mr. AMlN—Which wideguage ? Mr. Walker—The seven feet gauge. I think all the great lines of railway committed a great mistake in the first instance in not purchasing land for four lines. They will soon require one set of lines for passenger traffic and another for goods traffic. By . Mr. V. STUART—I think the question of shifting a matter of very minor importance,. The facilities are so great that it is not of much consequence where it takes place. The witness then withdrew. Mr. Russell, M.P., examined by Mr. Coexist:tot—l am Chair man of the Great Western Company. As such I entertain no doubt but that the suggested line from Worslden to North Wales would be carried out by the Great Western Company if the line were made to Oxford and Wolverhampton. By Mr.' AUsTIN—II would be carried out to Port Dynllaen or to Holyhead. The estimates have not been made to my knowledge. I believe if the line to Holyhead or Port Dynllaen were made by an independent company, and it did not pay, it would be worth the while of the Great Western Company to take it to secure the Irish traffic to the Great Western Company. No plan has been matured, but the subject has been discussed by the Board of Directors frequently during the last twelve months. It was not made a portion of the pro posed scheme to Wolverhampton. The alternative terminus as to Port Dynllaen or Holyhead must have been discussed, I think, at the Board ; but the question of the terminus depends upon the formation of the port. I think there may be some minutes of these discussions; Ido not remember any distinct resolutions. We had not a Bill in Parliament last year. The Chester and Holyhead Company had a Bill last year. We did not oppose it. Averin—Did this line suggest itself until the Bill was In troduced ? Mr. Russell—The line has long been the subject of contempla • tied. It was in consequence of the doubts which I had heard cast on the intentions of the Company in the course of the examination of Mr. Walker that I now come forward to be examined. The Great Western Company has subscribed half a million to the line to Fishguard and Pembroke. If this Bill were passed I have no doubt but that the Great Western Wisuld make the line to Port Dynllaen or Holyhead. No figure has been mentioned as the probable cost, but railways cost less now -20,0001. a mile less. I believe that:they thought the North Wales could be made. There are several lines of railway to be made by the Great Western Railway. There is a project of making a line of railway to Warwick and to Birmingham—that is by an indepen dent company. There is no subscription from the Great Western. No engineer has yet been appointed. The question of gauge has been left for future decision, Sut I have no doubt if the broad gauge were carried to Rugby, it would be carried to Birmingham. The company was formed a couple of months ago. There is also a plan for carrying the broad gauge to Cheltenham. The eastern terminus of it is at Shipton, on the proposed line of the railway from Oxford to Wolverhampton. This is an independent company. If the broad gauge should be carried to Shipton, the.line would be carried to Oxford. The Great Western Company subscribed half the capital for that line. There were reports by' the Board of Trade in favour of certain lines proposed by the South. Western Company in the south of England. In consequence of an arrangement with the Great Western, those lines were abandoned. The basis of that agree ment was to carry out the recommendation of the Board of Trade, which was to discourage these competing lines. I do not think they could carry any line to Exeter, so long as the circurn tances remain as they are, or so long as the grounds of the decision of the Board of Trade continue the same. If any alte rations were made, the Board of Trade might decide as they could. There is an appeal on the subject from the South. Western Company pending at present before the Board of Trade. There is a case now pending for a line from Weymouth, the South. Western line coming into it at Dorchester. We do not intend to lay down a double gauge unless ordered to do so by the Board of Trade. There is an application before the Board of Trade, on the part of the Southampton and Dorchester line, for a double line of rails. The Great-Western were resisting the introduction of a clause into the Bill compelling them so to do, but they will do so if required by the Board of Trade. The Grand Junction Com. pans', as individuals, are promoting the Oxford, Worcester, and Wolverhampton line. Re-examined by Mr. Cocaavax—We should be mad to think of making the line between Worcester and North Wales unless we had the rest of the line. With regard to the west of Eng landlines, to which allusion has been made, there were three lined proposed. The Board of Trade reported in favour of the Bath and Weymouth, and of the Southampton and Dorchester lines. The South-Western and the Great Western Companies agreed to abide by the decision of the Board of Trade, and so the matter has stood. By Mr. V. STUART—The principal traffic of the Welsh line would be from Ireland, but there would also be a great increase of traffic. The Fishguard line will be in communication with Wexford. There is a line of railway proposed from the north of Ireland to Wexford. It would certainly, notwithstanding this, be worth our while to make the North Wales line. It would decidedly be worth our while to make both lines. The one would be a feeder for the south and the other for the north. Mr. James Pym, examined by Mr. Coc XDUitN— I am the treasurer of the Dublin and Kingstown Railway, since the year 1631. I have considered the question as to the best mode of communication between Dublin and London. Some years since I turned my at tention to the line from Port Dynllaen and Holyhead. lam aware of the proposed line by Chester and Holyhead. I think competition would be highly desirable. I do not think the Chester and Holyhead line would carry out all the objects I have in view in facilitating the communication between Dublin and London. Mr. Walker's report states the saving of time in Dublin would be five hours, but they are reckoned from the time the bags arrive at the post.oflice and their departure ; but practically we should have not one hour. I believe the proposed line through Worcester and North Wales would provide greater time for the accommoda tion of Dublin. Mr. Brunel says that the communication between the two cities would take place in twelve hours. I believe if the Great Western Company got the line to Worcester, it would be greatly to their interest to carry on the line to Portdynllaen, and open a communication from thence to Wick. low or Dublin. If Portdynllaen were nearer a port, the Dublin and Kingston Company would carry on the line to Wicklow. The passage between Wicklow and Portdynllaen is the shortest. There was a large and respectable meeting in Dublin in favour of the Portdynllaen line. Cross.exatnined by Mr. AtATIN—The subject was considered by the Government last year and a representation was made to them on the subject. They granted an annuity to the Chester and Holyhead Company for the services in carrying out this line. They would have concentrated the Wicklow and Dublin traffic at Portydnllaen, and the southern traffic through Wexford at Fishguard. That I believe is the intention. If suitable harbours were made at Wexford and Fishguard, and the Fishguard line is made, a considerable portion of the traffic of the south of Ireland will pass by that route. The traffic from Sligo and Galway would be concentrated at Dublin and go to Portdynllaen. I also think it would have a large proportion of the Belfast traffic. By Mr. Ausris—Would not the result be that the Great Western Company would by these schemes have bagged and put into their pocket the whole of Ireland ? The witness—l think it would be infinitely to our advantage that they should do so if they will do It on these terms.—(A laugh.) Crannexarnination continued—By Mr. Walker's plan we should have no time at all to answer our letters in Dublin. The four hours mentioned by him would practically give us no time at all— but by the other proposed scheme, though nominally we/should have only two hours, yet really we should have four, because we should have two hours each way. By the CIIAIRM•N—What I want to effect is, that the journey between London and Dublin shall certainly be performed in twelve hours. Cross-examined by Mr. CRIPPS—There is a Bill for a rail. way to Bangor from Portdynllaen, to communicate with the Chester and Holyhead Railway. This would be an important line for persons going to the north of England tram Portdynllaen, while those going to the south would go by the Worcester line. I expect that if the °mat Western Company got the line to Portdynllaen they will also make the harbour, because it will be their interest to do so. Mr. Thomas Pennon, examined by Mr. Caters—l reside at Oswestry, which has great communication with North Walce. I have been surveyor of the counties of Montgomery and Denbigh for thirty years. My attention was drawn in 1836 to the pro priety of forming a railway from Portdynllaen. The project then proposed was to go by Shrewsbury and the Vale of the Dee. In 1940 the like by Worcester was strongly recommended. At that time the scheme was considered a hopeless one, on ac count of the great length of the line. Unless a line Is made to NAtiNh'neo Independentvva r m ce o s sl t te e n r, iwthrearbelliei line no chance of the formation of a North Wales line. n f e ai f l r ti o r m es N e V v o e r r ce p s r t o e p r o t s o od P , or T t Portdynllaen . would l r a i e n n ci palbeoi landowners ieof , would give their support to this line. I have seen the 1 have ßy already the c i h u e:t a r:l , from Aw _T h h i e g r h e ar e authorities engineering cin the subject. harbour of Portdynllaen, and I cannot add anything ' which may be overcome ; but. the line would fail for want of traffic. It ' lam the Chat a would run Barlow, through a ex t a h m in i l n y ed poi b iu y la: i ed r. c co ß u i n p t i z._ of the Southampton Dock Company. 1 think It would be a rm n advantage to Southampton to have a direct communication with I Wolverhampton or the mineral districts. Mr. Shaw, of Wolverhampton, examined by Mr. COCKIMIN--I am a merchant. There was a public meeting at Wolverhampton last Monday, over which I presided. It was respectably attended. A resolution was carried in favour of increased railway communi cation with the metropolis, and in favour of having a line to cm. tuu su p p to p il ort l o in f e. the T p h r e o y . cuttitoiewa,hat you p P o e s t vi e w O itt x l for t cl h : Worcester, l3irMn gh aid lline, e, W a o n l d 9 e rihn which would cost something In addition. The estimate for the cost of the proposed bridge was 7,0001. The level of 1 in 108 was in a tunnel, and in London clay. There would not be a constant drip from it. Was not aware that there was a drip at Primrose-hill tunnel, which was made of London clay. Would take care to remedy the defect by removing the water before he made the tunnel. London clay was rather a rough customer to deal with. The drip from it acted like soap on the rails. There arc six tunnels between London and South Mimms, a distance of fifteen miles, but they were very short. There were eight tunnels in the first twenty. three miles. The first six tunnels were ull of London clay. The seventh and eighth tunnels are in chalk. The heaviest earthwork was on the eighth mile from London. The cutting was fifty-four feet deep, and eight furlongs long. The difficulties in London clay increased in proportion to the depth; the slope would be 3to 1. The deepest embankment in London clay was about a mile and a quarter—the depth of that was 36 feet ;it con tained 368,585 cubic yards of embankment. This was five miles from King's-cross ; it had a slope of 2 to 1, which ought to be sufficient to secure any embankment, even in London clay. The total quantities of earth work were, on the main line, 12,619,261 cubic yards, and 1,926,511 side cuttings in addition, making a total of 4.545,839 cubic yards ; the total spoil was 6,028,691 yards, and the total embankment about 8,000,000. For the first 30 miles out of London there was not much ballast to be had. Might have to bring it 14 or 15 miles. Was allowed 2s. 6d. a yard for the ballast for the whole of the line. Is quite sure that will be sufficient. Had no water communication for the conveyance of material until he got to Huntingdon. Had put dawn 6,000 1 . per mile as the cost of the transit of material for the whole of the line. From Huntingdon to Peterborough the district was singularly devoid of water communication, and that was the reason they wanted railways.—( Laughter.) North of Hunting don there was very little water communication. The price he put down for iron was 121. 10s. per ton delivered. The sleepers were to be the same as on the Dover line. The price was ss. 6d. per sleeper. They were laid down about one yard apart. Had not put in his estimate the cost of maintenance. He would let that question stand over. The South-Eastern line was 66 miles long. Did not know that the line cost 29,0001. for maintenance for the first year. Five times that would be a serious sum.—(Laughter.) There was no London clay on the South-Eastern line; but there was clay nearly as bad. Had made no estimate for temporary police during the progress of the works. That never came under his cognizance as an engineer ; but it formed a large item in the expenditure, no doubt ; on the first 60 miles from London had gradients of from I in 260, to 1 in 200 on the main line. The CHAIRMAN hoped the cross-examination in the beginning would be confined to one counsel, for if the same was to be gone through by each opposing counsel, it would occupy an interminable length of time. Mr. TALBOT said he could not answer for his Learned Friends; but he hoped that course would not be followed. He then asked the witness for the gradients on the branches, which were banded in in a tabular form. The Learned Counsel then read an extract. from a work on the importance of levels on railways, by which it was stated that a gradient of 1 in 201 would require double the propelling power to that on a level, and so on in proportion to the diminution of the gradients the diminution of propelling power. The witness said there was a good deal of truth in that. Mr. TALBOT..-3 presume it is all truth, for it is from a report on the Dublin and Drogheda Railway,made in the year 1836, by W Cubitt, Esq.—(Laughter.) . . . Witness—There were very heavy gradients on the Manchester and Leeds line, such as 1 in 100 ; one in 200 was the steepest gradient on the London and York line, except at King's-cross. In consequence of the gradient on the London and York line, and the heavy description of traffic, much heavier engines would be required than those on many other lines. The total number of feet of rise on the line from London to York was 1,224 feet, and the fall 1,238 feet. Witness proposed to cross the Witham Navi gation twice, at Boston and Saxelby. Has not charged in his esti mate the sum to be paid for the purchase of the canal. A straight line from Lincoln to Boston was about 27 or 28 miles. Would save three or four miles by going in that way, but could not get that line. As to the line north of Lincoln, the Fordyke was crossed at Swan Pool, and again near Lincoln; the latter by a bridge, with a lift to let vessels up. That crossing was at an inclination of 1 in 100. The proposed bridge was 150 yards from the present bridge, which now obstructed the navigation. Has not included the purchase of the Fordyke navigation in his estimate. The distance of the station from the proposed bridge was about 200 yards; the width of the little drainage ditch where the line proposed to cross it was 130 feet. There was a swing-bridge at present close to where the proposed bridge was to be. Approaching this bridge there was a curve of 20 chains radius. There was a cutting near Gains. borough, extending to 153 miles. The cutting them extended to 554,000 cubic yards. The embankment over the Trent was 558,272 yards. The embankments between Lincoln and Don. caster, over twenty feet, were as follows : One of 19 feet, containing 84,000 yards. One of 24 feet, containing 66,450 yards. One of 25 feet, containing 81,718 yards. One of 28 feet, containing 219,833 yards. One of 20 feet, containing 48,000 yards. This was as far as Bawtery. _ The further examination was stopped upon this point, the wit ness agreeing to hand in a table of the whole of the cuttings and embankments along the line, over twenty feet. The counsel then went to another branch of the case. The witness in reply to the next question, said he could not tell the distance of the Archbishop of York's garden from the line. The line did cross one of the Archbishop's walks, eleven or twelve feet above it. Did not think the limit of deviation entered the garden, but went within 450 yards of the house. To Mr. LEE-The witness proceeded to fill up the blank left by Mr. Talbot in the number and extent of the cuttings and em. bankments along the whole line, which were immense. The uni form width was 33 feet, and the slope 2 to 1, and the cost of fenc ing 3201. per mile. The total coat of the railway between Lincoln and Doncaster the witness could not give at present, nor of that be. tween Doncaster and York. The cost of the first 5i miles out of London, exclusive of the station, including everything except the purchase of land, would be as follows :-8,0651., 6,7591., 281., 0,8251., 9,904/., 511., 5,0001. Those make 38,0001. Then there were other sums of 19,3001., 7,0001, 9001., 26,000. 4,2801., 53,7201., 2,5001., 1,800/.. 2,7501., 1,7001., 1,6501 1,0001., 1,9081., 6001., 2,750/ , 1,7601., and 53,0001. The distance from London to Huntingdon would cost as follow. Fencing Earthworks 346.555 Tunnel Bridges, &c. Total £1,011,143 101,563 Contingencies Total Permanent ways 354,000 Station, exclusive of London 59,000 Total, without land ....... £1,525,710 Land The Counsel then went on to say he would require the cost be tween the following places :—Peterborough to Newark, Newark to Bawtry, Bawtry to York, Peterborough to Boston, Boston to Lin coln. Sergeant KINGLALE objected to this course as inconvenient and unusual. The witness said he could not give It until Tuesday next. Mr. JAMES said he would require similar tables for the south line on behalf of the Eastern Counties line. Mr. SUITII said, that on behalf of the Direct Northern, he would require the cost of the line from Lincoln to Bawtry. _ . . Mr. WEBSTER, for the Sheffield and Lincoln line, would wish to know the cost of the first mile out of Sheffield? The witness said it would cost about 46,0001. including everything. Mr. Sergeant KINGSIARE said he heard he had been understood to say yesterday that the London and York line was costing 3,0001. a day expenses—what he meant to have conveyed was, that the costs of all parties amounted to that. Mr. WALL said that this Committee-room was costing 3,000/. a day, and that could not be too publicly known. The Committee then adjourned. FRID.A.Y NIGHT'S GAZETTE. DIVIDENDS DECLARED. R. K. Mann, wine merchant, Kingston-upon-Hull—first div. of 6s. Bd. in the pound, June 3, or any subsequent Tuesday, at the office of Mr. Hope, Leeds. C. J. Mathews, comedian, Westbourne-green, Harrow road—first div. of Is. Bd. in the pound, June 4, and two following Wednesdays, at the office of Mr. Turquand, Old Jewry. 11. W. Brand, cook, Little Stanhope-street, May-fair— first div. of 9d. in the pound, any Wednesday, at the office of Mr. Pennell, Basinghall-street. E. Holmes, warehouseman, King- street, Cheapside—second div. of 1 1 / t d in the pound, any Wednesday, at the office of Mr. Pennell, Basinghall-street. G. Croxton, glass dealer, Manchester—first div. of Bs. in the pound, June 4, or any following Wednesday, at the office of Mr. Pott, Manchester. J. Thorp, merchant, Manchester—first and final div. of 7-16ths of a penny in the pound, June 4, or any following Wednesday, at the office of Mr. Pott, Manchester. C. J. Banister, linen draper, Derby—final div. of ls. 4d. in the pound, any Saturday, at the office of Mr. Green, Al dermanbury. T. Weddell, accountant, Bacchus•wallc, lioxton—first and final div. of 3s. 6d in the pound, any Saturday, at the office of Mr. Green, Aldermanbury. W. Dettmed, pianoforte manufacturer, Upper Marylebone street—first div. of ss. in the pound, any Wednesday, at the office of Mr. Pennell, Basinghall-street. W. and IL Smith, wareho"usemen, Bow-lane—first div. of 2s. 6d. in the pound, any Wednesday, at the office of Mr. Pennell, Basinghall-street. R. Smith, warehouseman , Bow-lane—a div. of 20s. in the pound, any Wednesday, at the office of Mr. Pennell, Basing hall-street. W. Smith, warehouseman, Bow. lane—first div. of Ws. in the pound, any Wednesday, at the office of Mr. Pennell, Basiughall •street. J. B. Williams, stationer, Regent-street—first div. of 4s. 6d. in the pound, any Wednesday, at the office of Mr. Pennell, Basinghall-street. T. Sherwood, brick maker, Reading—second div. of 5, in the pound, any Wednesday, at the office of Mr. Penne] Basinghall-street. J. Palmer, draper, Lynn, Norfolk—second div. of d. i the pound, any Wednesday, at the office of Mr. Peune] Basinghall-street. DIVIDENDS. At the Court of Bankruptcy, Basinghall7street. N. I'. Smith, jun., shipownei-, Lime-street, City, June 22, at eleven—J. Pim, linen draper, Clapham Common, June 20, at twelve—J. Finlayson, grocer, Ranelagh-street, Pimlico, June 20, at twelve—J. Innes and C. S. Bracher, brewers, Earl's-court, Old Bromp' on, June 20, at eleven. In the Country. _ . . E. Gibson, builder, Kendal, Juice 24, at twelve, at the Liverpool District Court—E. Hilton and N. Walsh, paper makers, Over Darwen, Lancashire, June 25, at eleven, at the Manchester District Court.—T. Longston and A. M'Knight, stone masons, Glossop, Derbyshire, June 27, at twelve, at the Manchester District Court—J. Burge, jun., tailor, Weston super-Mare, June 23, at one, at the Bristol District Court. CERTIFICATES to be granted, unless cause be shown to the contrary, on the day herein mentioned. W. Jones, commission agent, Adelaide Gallery, Strand, June 20—J. Woightman, wharlinger, Northampton, June 20 —L. D. Dolbell, dyer, Lower Mitcham, Surrey, June 20—W. Higgins and T. Higgins, hosiers, OM Bond-street, June 24 K. F. A. Hampson, gas fitter, Walnut Tree-walk, Lambeth walk, June 20—J. W. Sprague, grocer, Poole, Dorsetshire, June 23—E. May, draper, Aldgate High-street, June 21—R. Ward and J. Perry, meat salesmen, June 21—J. Tolson, and J. S. Tolson, fancy cloth manufacturers, Huddersfield, Juno 23—G. Shaw, cotton spinner. Oldham, June 24—T. S. Dodd innkeeper, Liverpool, June 20—J. Jones, butcher, Pinchbeck, Lincolnshire, June 26—J. 'l'. Reeve, victualler, Gravesend, June 10—S. Humm, silk hat manufacturer, Brick-lane, Bethnal-green, June 20—J. Burgess, farmer, Cratfield, Suf folk, June 20—C. Soul, grocer, Long-alley, Moorfields, June 20—J. Ralph, innkeeper, Weston, Somersetshire, June 20— 'l'. Robinson, lime burner, Prescot, Lancashire, June 20—W. Coward, baker, Hartlepool, Durham, June 20-11. Turner, cowkeeper, Theobald's-road, Bedford- row. PARTNERSHIPS DISSOLVED. G. Iles and J. Morfitt, jun., dyers, Leeds—J. Surrage and F. G. Prideaux, woollen drapers, Bristol—A. Wheeler and C. Payne, dress makers, Liverpool—M. Underwood and C. Cox, coal merchants, Ray Mill Wharf--T. May and J. Howard, curriers, Tenterden—W. Mayhew and W. White, hat manufacturers, Union-street, Southwark—T. Dean and T. Walker, timber merchants, Carlisle—J. Ellis, J. Ellis, jun. , E. Ellis, and C. Ellis, hotel keepers, Richmond, Surrey—J. Clarkson and T. Dale, jun., timber merchants, Barnsley — T. Kirk and H. Hubbart, lace manufacturers, .Natlilghaul— W. Basford and J. Dean, brick makers, Burslem, Stafford Dq, shire—W. A. Summers, J. T. Groves, and C. . eng ineers, Milbrook, Southamptonshire (so far as regards Strand—H. Bidwell and B. W. Maxon, J. T. Groves) —R. Braggs and H. Burrows, gun makers, ton, Shropshire—J. Burgess and J. M'Alloter, glass dealers, Chorlton-upon-Medlock, Laneashire—E. Stannard and G. Womack, taiLrs, Norwich—J. Bradley and C. Bradley, iro mongers, Clerkenwell—W. Dean and S. Dean, shoo dealers, Oldham. ............. .1 ------- - * surgeons, `Collins" - -----_ SLAVE-TRADE TREA.TY. The Treaty for the Suppression of the Slave-trade between France and Great Britain h as just bee s concluded. This treaty has in view a triple ob ject—the suppression of the slave-trade, the re' Inoval of a source of bickering and of danger be' tween the two great contracting- powers, and by th e removal of that source of danger, added to an ennobling alliance in a holy cause, a third and greater object, that of cementing peace and friendship between two con' tries, whose good understanding secures the peace of th e world, the progress of civilisation, and the spread of bll' manity everywhere. The following is the treaty. i--- the y, the King of the French, His Majest y, Queen of the United Kingdom of Great Britain and Ireland. d Considering that the Convention of 30th Nov., 181 ' a :. 22d Mar c h, 1833, have attained their object in preventing t..- o i n d s i u ou ffi s c t ie ra n ffi t t e o yet a subsists, c the t that sup t p h re e ss s i a o i n d . slave-trade under French and English flags ; but that WI and her MaiestY His Majesty the King of the French having tests 0, sire to adopt more e ffi cacious measures, and her blsjesty , Queen of Great Britain having equally ' at heart to concur this design. hi h They have resolved to conclude a new Convention /1-i:0 shall he substituted in the place and stead of said Co vent of 1831 and 1833. h. And to this effect have named (here names) who slie r "t Cony:rasi, are ing exchanged full powers, have agreed upon the folle wl° articles : ARTICLE I. t he Frenc h ' In order that the flag of his Majesty the King of , no t be and of her Majesty the Queen of Great Britain, in a l' il ° she usurped contrary to the right of nations, and to l __ yi d, ' two countries to cover the slave-trade ; and in order to pi' more efficaciously for the suppression of this traf fi c-- establish His Majesty the King of the French engage. t e_ o ast within the shortest possible period upon the svesterr deg. 30 Africa, from the Green Cape (Cape Vert) to thes e it lesSt min. of meridianal latitude, a naval force, eontP ° ; i s go' n of 26 cruisers, as well sailing as steam On c al 0 toapeur.) And her Majesty the Queen of Great Britain en a g rn a g e - par - t establish, with the shortest possible delay, upon til l ; leas 26 of the coast of Africa, a force composed of It 1 . o f cruisers, steam and sail, and upon the western elsa' lie re' a su ffi cient number of cruisers to suppress efficiently t l. •• trade. •0 11 Which cruisers shall be employed fo r the purpose &W cated, conformably to the following dispositions i•-••• The said French and• Or act i n ARTICLE nva I I Englisha • an e r cert for the suppression of the slave-trade • their operations . or rn `-"-- 1,11 act surveillance upon all the part of the a t i e ti . upon They shall commence th • • bv establisinnfhati Africa comprised in the first Article; in Pa rtieu tit he points where the slave-trade is carried on. , nine le t They shall, with this view, exercise fully Oa e- o f Ent i lit iforces shall the powers of which the Crown of France and the: auce d bY 7 •,. are now in possession, except the restriction intr vog iisb 041 present Convention, so far as regards French and ' ' of th e ARTICLE 111. ir :ar _ ~ The officers in the service of his Majesty the t i ' l l Grea• French, and the officers of her Majesty the Q uee n tge „ e re; Britain, who shall be respectively charged W ith t mand of the squadron destined to assure t - u pon . pg of the present Convention, shall agr ee in than best means of exercising the said surve illanee no fiaieg or and designating the places of station , and in ,„l.ther l o s blei• posts to cruisers of the two nations acting W ' 0 00 • OW ° ftb rately, according as it shall be judged convenle, o ne _, e s. In such wise, nevertheless, that in the case o ° lj o f tbe'l d ee ptioosntss,sthhaellerbueiseexrscloufsiovtehlyerenoantliodneds mtoatyheee ciao:lose:ran a t an e' to exercise the rights which belong to theta. .11. V li ARTICLE IT. OP' We' Ole be s Treaties for the suppression of the slave-g t_a named coast of Africa, accord ing ositi gotiated with all the native rinces and chiefs st Or' to the commanders of the French and English e e l Mande et l e These treaties will be negotiated either by conin.lotreatta selves, or by officers to whom they will gil l 1 this effect. oh' othe r f ait' ARTICLE V. Of as it shall :60110. on, The treaties above-mentioned shall not 1 13 1, e nn e of t" r itisls ject than the repression of the slave.trade. m - o ohs I,', re• treaties be concluded separately, by an 414°1001 w est Marine, the choice (faculte) of acceding t° n i b, the ore st served to his Majesty the King of the F r e n ch , of wad choice shall be reserved to her Majesty the 's be eunc re his hall I , be_ Britain in all the treaties which 1 , -, cas e, 0 von, by an officer of the French marine. In tilig• etc the • o o 01 Majesty the King of the French and her bit e co pclu s .ot of Great Britain will both become parties in t`:, s oil a l said treaties, the requisite expenses for present' costs shall be supported by both nations. e ARTICLE Vl.tre aties s ea lap el In case where for the execution of said e foo s bl , ;n g formity to the law of nations , the emp lo y ot n',_ coe trte'L o f tue deo, or by sea shall become necessary, n either econs entit n parties shall have recourse thereto vvithout th currence of the other. b ° ARTICLE 1 2 1 'v the King ° c ot The moment the squadron of his Dias — fo . „ o n tbe coo a of Africa, the King of the French operatt.rit to the . .,,te French shall be ready to commence w ilt n ot' y artier v ol.: is of Great Britain, and the two contracting Pa oC nieniw known by a public declaration that the present up The the . i p d o d i n e t cl o a f r a b t e i o i n n g w p u i lti ibet oeneixpeecdiu t ti e o d n ; II e no e r i I °III b 4 ' nec l e n ss t a h r e y b t ( h ° r h ee be t i lio n w s i er ng a) inonths the rig. - °I 100 1., ill ilt°g P e t° established by the conventions of 1831 and It i3 l l e i live r " i t it ° se e ' , hill . J ee the be exercised, and the Commissioners' mandate's e l Os eruisers of both nations shall respectively b e retsin ads. ° ARTICLE VIII. lase;s_,. Seeing that experience has proved that 0° dea f i a seas parts where it is habitually exercised isoften. lll',ooo by deeds of a dangerous nature, for and the safety of the flag, and, considering !I%ite:101 time that if the flag borne by a ship is priusaf a rbe , c otie! ii nationality of the ship , . this presumption will 1114 will se , to as su ffi cient to prevent in all cases proceeding to 1 1 _, s be A $l l the trancellt/ t he 0 0( otherwise it would expose all fl ags to dishonourlnsas, 0" making them serve to cover piracy, the slave•ti. o f tb l i other illicit traffic A „ eee ii ltel ni ll In order to prevent all difficulty in ..--- ° t ons' t oe ( present Convention, it is understood that truo Constant pr sc ato 0 upon the law of nations, and upon the con' CO 6 01° maritime powers, shall be addressed to the . The o ch squadrons and cruisers upon the coast of A f9lcs sted t° 6l I° Governments have, in consequence, eltumurnen seaes other the text of the said instructions, which are he, the present Convention. I le 6 Y t. ll' ARTICLE I. r 1" 0 1 it His Majesty the King of the French and he °c all,' os reoiP t r ge o t r Queen of Great Britain engage theraselves terdict all slave-trade in the colonies that they 11 0 or e p o l e , o in future possess, anti to prevent by all Wen, on ib t he . 1 ' their subjects from using their fl ag for CS Way in trade with foreign nations, or to engage in se/ slave-trade. t he ARTICLE X- a A ft. eli" decider rg S s iexn present months Convention after the declaration enter P m ° ri e netc:rnssed o f ea , t it i r o c o „ i .ti he s ll It is concluded for ten years. The anterior C°4 l y esr , p ill whether t c o ? l i ) 1 h suspended. In the course of the °lto., sOdeither, rd m in od g ify to or cir a C b u r m og s a ta te nc e al s l , caaogcnatirnacitningexePcuotwioenrsalishoarll.pcaortncert. estruitablet_.,tio; to p u t o i r f it D lles: e°ll' l e a xe d c i u x t i i e o m n :3 they ann e e shall s leabe consideredconvocati 0 n a g s vention. At the end of the tenth a k a in 1 10 cl ° ;art suchtbe,pe if t tb itl Anterior Conventions have not been 11, " ( a la vs. abrogst7.ea o' can 0' saterieu - 0 orq,io,o oi T t i e ie remises en vigeur dies seront consiares cl e , to °P AW!! two high contracting parties engag e . bel l the ' l ie! ll° an understanding for assuring the suppression 0 04 ol e o be et by all such means as shall appear to them then' s h a ll b li co lli m . ; le i o t e u l s y , uinihmoment when this tra t , abolished." 6,01A5„5; LoOl‘lber4 wilti.ericsa SPLENDID ARRANGEMENT or producing a the effect of a long arcade, npd ° d o of 10 • s to cause a doubt whether you are in I° l3 Rome. " Arch follows arch, and pile suceee.3 ad l e oil This unique apartment is devoted to catto4 0 119. 14 0 , a t' A tO PrrOlti ing the hair in view of Naples, are on the group Loss 0 0P t beY in, and with another ha In poll to notice the advantages of their tention to their establishLuent, Ross fi_,.004 lb° aysteiro frfP'ssitif never take apprentices nor young rit for t h h e e t ise country, nor object to customers asking ale vl gh eit ; man to wait upon them • eiery_pirson ha:410:0'410%: they nover Wing used' twice, vvithotit u t het n " 4 hor s ' and parties are not pressed to buy tbingl 00, .' l. " want. Address, Ross and Sons, 119 10 ' : 5 ,,,, ,,- , gate-street. DIET. O B. :1•,,, of N' . A .1 , On the 27th ult., at Worcester, the `v ile I,eo cl ' Esq., of a soli. G e org - On the 28th alt., at Derry, the wife of 0,.,f Ear 00 ' Esq., Royal Engineers, of a son. .• A T • On the 28th ult., at Eghinn, the wife of • 0 01 0 surgeon, of a son. SO' SO 0 On the 28th ult., at Parkfleld, Potter's -Or' Marryat, of a daughter. 0 On the 29th ult., at Brighton, the ladY °f job 6 ,04 Ormsby Gore, Esq., of a daughter. o f la cg On the 29th ult., at Blackheath, the" leaf Logan, Madras Army, of a son. b e, t / On the 29th ult., at St. Paul's Church, ' V , ~ do n` "Wellesiap . ..1 Hon. Henry George Howard, to Mary 10111.;. MARRIED- iiiiiton-111chter° Johm Mactavish, Esq. of Montreal, Canada- x, h it. fol ic S°6s to S i° On the 29th ult. 'at Broadwater, Foard Tribe, of Wort"hing, Sussex, solicitor, Sophia Fearn, of Broadwater Lodge. I .ol°°' DIED. sie t ie High -street, ruallt,e.,gelifirci..Herbert Jerry, of the ge t' 05 In Wood, : aged 89 tin th tes( 2 l. B , th ult., at. Woodlands, near ` f the shire, Lieutenant Christopher Smith, R.N. , nt.r oa r d J °1)11 On the 29th tilt ,at Manor Uouse, Old Ile tor Coll' EscOqi.en,noetiflrlilaiel,o_i),l9:ll,toliint:slt:ltlh.e wife of Mr. W. IL l'lilliar' ^ road, Britton. 1 tin Will6°P.' On the 30th ult., in Tavistock-squares •"'-- ir. TrollwlneiCillaryltLoni.TAßl "17'11111 Colonel—Shelton, 44 F. ; Maxwell, KO. S6, 1 : 1 ; f oe. 11fajors—lloo, p•. 22 1.) • Gouder, R. go% g, Captain G ordon (./kdj. tor'N' Lieuts.—White 40 F ; Carlyon, U. Art»; 1,.p. o p. Mar. ; Sir 'l'. Shells 1; 9") Or. • Richardson, .01y, ~, Y , •P• -- , ilkeney'idilitiseiappertovill,sr 76 3 F.; ' rsliol'' ~o n Train • West b 14 F• • Stuart, lup• . K. , , •13. • , .1 Co p 3; I li W. 1. Rallg. ; olding, h.p. Policia s 0 05 ' ; h.p. R. Mar. ; Belhetchet, do. irratr,d,do. ;li ' Cornets, 2d I,ieuts., and Ensiges-4arlaardtvls. 1-)!Il.rea; p• S r• ' ,x,•-' Jacson 41 1' • Walker, 43 F. Maclaine, , ..• It. Dur . e ; ll, ' h.p. 36.i' Porter,' ipn1y..C:035.8 F.; Pavies, u.P. 0.13, Paymaster—Raymond, h.p. 17 F. .. Smi th, Surgeons—M'Bride, Staff, Canada; Ak"'" (2d) Staff. Assistant-Surgeon—llachardy IW.I. U. ,of London: Printed and Published by --------- ' 00,1('' 1 I' 110{ Ai :4'l'4 No. 112, Strand. Printer, at 27a Sun „..'Cotto Strand, in the Precinct of the Seeloy, la v• Middlesex, Monday, Julie 2, 1845. "4.' -<~;.. ( ua r,~ ~~ iv, ,k;11 \Vizi