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

Zbirb Witation SUN OFFICE, Seven o' Clock. RAILWAY COMMITTEES (THIS DAY.) Group F. The Committee met again this day at I I o'clock, in Room No. 11. Present, the Right Hon. F. Shaw, Chairman ; Mr. V. Stuart, Mr. Lockhart, Mr. Bramston, and Mr. Drummond. The Coin mittee resumed the inquiry into tho LONDON, WORCESTER, AND SOUTH STAFFORDSHIRE RAILWAY. Mr. W. Lewis examined by Mr. TNVALLS —Was mayor of Wor. cotter in 1844. The meeting was convened by himself in an official capacity. It was held in the month of March, and he presided. The feeling was all in favour of the Great Western line. It was a line which opened up a communication to the mining and agricul. toral districts. It would cause a great increase of trade generally to the South Staffordshire districts. All the towns affected by the railway would feel the advantage of the communication. The Great Western line would be seventeen miles nearer to the southern districts than the line of the London and Birmingham. The CHAIRMAN—ReaIIy I think it would be better for counsel to examine as to the immediate bearings of their line. This makes the eighteenth witness— I think eight would have been sufficient for the purpose. I therefore hope the examination will be kept to comparisons, and not as to the general utility of railway communi cation. for we are all agreed upon that head. Examination resumed—Remembered a meeting on the 14th keptcmber, and the public feeling was greatly in favour of the Great Western line. Cross-examined by Mr. DANIEL—At the meeting in March, 1844, the Great Western scheme included the town of Stratford, and it was to that part of the line that the people of Worcester gave their wannest assent. Mr. Thomas Nelson Foster, examined by Mr. CRIPPS—Is a seed crusher at Evesham. Crushes about 6,000 quarters of seed an nually, for making oil.eake. The course of the Great Western line will open up a part of the country, to which at , gresent there was no access by canal, railway, or na. vigable river. Attends the Chipping Norton market. It is to that market that the greater part of the agricultural pro duce of the country goes. The principal districts to which witness wished to get with his produce were Oxfordshire and Berk shire, which are not at present well. supplied. The Chipping Norton market is not well supplied with coals. The Stratford district is well supplied with coals and other produce, in con sequence of its water conveyance. The feeling of Evesham is highly favourable to the Great Western line. Cross-examined by Mr. DANIELS—At the meeting held in March, 1844, the line proposed was to go through Stratford and Banbury.—oil-cake was as much required in those places as in Berkshire, and arable districts of the country. Mr. Henry Webb, examined by Mr. Crtires—ls a dealer in seeds and oils, and manufactures about 1,400 tons annually at Liverpool. His trade with London was very small, as the carriage was so high. A railway to Worcester by the Great Western line from Oxford would be of great advantage to the traders of the districts. Is acquainted with the goods stations of the competing lines, and thinks the Great Western is the most preferable of the two. Dealt considerably in salt, but would double that trade if there were a railway to bring it from Droitwich. Mr. Robert Heman, examined by Mr. Twau.s—ls a farmer in a very extensive way. Farms about 2,300 acres. Grows corn and seed. Has much more than he can find a favourable market for ; in fact, produces much more than could be consumed. Deals largely in cattle, and was subject to the greatest inconvenience from the want of a railway or Canal to Chipping Nor ton. The tram railway to Stratford was constructed for the coal accommodation. On the first day that line was opened ceals fell 10s. per ton. A railway direct to Chipping Norton from the mineral districts would be of the greatest advan. tageto the traders, both mineral and agricultural. The CCAIRMAN—The promoters have now brought every de scription sf evidence in support of the superiority of their line over the narrow gauge, and the only other class of evidence they can bring forward now is that of a fox-hunter.—(Laughter.) Examination continued—Has attended Reading market. The price of the best wheat there last Saturday was 585., while in his district it was selling at 445. The Great Western line was far superior to the London and Birmingham, inasmuch as it went into districts left untouched by the London and Birmingham line. Cross-examined by Mr. HILDYARD—The Great Western line would be of the greatest advantage to the mineral traffic. It was also better adapted to agricultural produce than the London and Birmingham. The broad gauge would be of more convenience to the traders, the carriages would be more roomy, and the transit would be so much better, for the goods would not be packed so high upon each other as they would be in the narrow gauge carriages. The Cn►IRMAN—I really think we have had sufficient evidence to prove that the public feeling in the South Staffordshire districts is with the Great Western line, and I think it is but waste of time to call more evidence on that point. The Committee are all satis fied that so far as the case for the promoters can be made out in point of popularity, it has been done, and the evidence now ought to be on the engineering. Mr. TALBOT—A very patient hearing, Sir, was given to the other side, and if the Committee are of opinion that our case must close, there is an end of it. The CHAIRMAN—ReaIIy we have been sitting here for three weeks, and we have heard witnesses on the same points over and over again, and it is high time we should draw to a conclusion. Mr. TsLisor— At least, Sir, we are not to blame for all that delay. We commenced late last week, and we surely must make out our case. The evidence which we adduce is evidence in con. tradiction to the other side. Mr. E. L. Williams examined by Mr. TALBOT—Is engineer to the Severn navigation. The traffic to Birmingham and South Staffordshire is very great, ard requires railway accommodation. Was decidedly in favour of the Great Western line for the mineral and agricultural traffic of the districts. It would give better recommodation than the London and Birmingham line. Prom Droitwich alone comes at present 50,000 tons of salt, and that amount would be more than doubled by the railway commu. nication. Cross-examined by Mr. HlLDYARD—Attended a meeting at Worcester last September ; it was a meeting called to support the great Western scheme. Not any one spoke in favour of the London and Birmingham. He made a speech at that meeting, and he expressed himself dissatisfied with the manner in which the London and Birmingham Company had been treated. That company was not represented at the meeting. Was not in favour of the London and Birmingham line at that meeting, but he very chivalrously felt it ought to have been represented, being a com peting interest. Had written for some shares in that Company for the line going to Tring—did not obtain them. That was not why he did not support the London and Birmingham line in preference to the Great Western line. The latter was a better line for the die. tacts. It was known that he intended to give evidence for the Great Western line; and it was owing to that fact that he was sacrificed—meant that the shares he had written for were sacrificed. At this stage of the inquiry the Committee adjourned to twelve o'clock to-morrow. Group R. DUBLIN AND ARMAGH RAILWAY. The Committee met to-day at twelve o'clock, Mr. Gibson Craig in the chair, when the examination of witnesses was resumed. Mr. A. Dickson, distiller and miller, of Belturbet, in the county of Cavan, was first examined. His evidence went to corroborate the depositions of the witnesses of the previous day, but beyond this there was no point advanced by him requiring special notice. He was generally of opinion that the inland line would be of much greater service to the county of Cavan than the Belfast Junction. Sir John Burgoyne said he was one of a Commission appointed in 1836, with the object of reporting on the most favourable lines of railway in Ireland. They presented their first report on the llth of March, 1837. The second report was presented on the 13th of J uly, 183 S. The Commissioners proceeded in the various directions, according to the instructions of the Commission, to as certain the best mode of supplying the lines of communication, both as to passenger traffic, and the development of the present and future capabilities of Ireland. Engineers were appointed, amongst others liar John M`Neill. Besides the employment of engineers for the purpose of surveying, witness, along with his brother Commis sioners, took an active part in the proceedings. Their attention was directed to is general system of railway communication, so as to connect the most important towns and centres of traffic and population in the kingdom. In carrying out this system of cem rnunication, the only lines they laid down were main or trunk lines. A set of maps were made, and the principle they started with, was to take Dublin as a starting point, and to lead from these trunk lines through the most important districts. Having done this, the next step was to inquire into the engineering difficulties, and next to ascertain the probable amount of traffic, in order to learn the prospect of their paying for the construction. The map befo7e the Committee would show the trunk lines which were then drawn out by the Commission. Many other lines they endeavoured to ascertain the best line from Dublin to the north. The Commission deemed a line going up from Dublin as far as Navin, and from thence to Armagh, would be a very excel lent one. Finding that there was an Act of Parliament already obtained for a line from Belfast to Portadown, they thought it the best course to take the line to Armagh. It was further considered at that time that au inland line would best develope the resources of the country. They also gave attention to a line from Dublin to Drogheda along the coast. At that time, how ever, an Act had been obtained for a tine to Drogheda, and it had been surveyed. They had made statements in page 44 of their report, from information derived, during their investiga tions to the effect that the line proposed to be made from Drog heda to Dundalk and Newry was but a speculation that would depend for its success altogether on the trade between the towns named, and that the Carlingford mountains, would present almost insurmountable engineering difficulties. With respect to the coast line witness considered that if the line inland, recom mended by the Commission, was found, the coast line would have to depend altogether on the traffic of the towns along it. He thought the inland line the best adapted to develope the agricultural resources of the country. With regard to the best line for the wants of the northern district, suppos ing only one was CO be had, he thought the Great Western line from Cavan to Enniskillen would be more useful than any of the lines round, as far as opening up the resources of the country was concerned. Cross-examined by Mr. AUSTIN— He had not at any time been of opinion that the coast line should not be carried forward to Portadown and Newry. He believes that a lino would be desirable so long as it did not interfere with the *construction of the inland line. Ile thought the inner line should have been constructed first, but, assuming that the inland line could not be constructed, it would be advisable to carry on the •Dublin and Drogheda to Belfast. To the CHAIRMAN—His only objection to the coast line was, it would interfere with th e f orma ti on o f th e i nner one . He was in favour of both being constructed. Re-examined by Mr. CHAMBERS—He was not enabled to say sc.tiid i whether the carrying of the Bill for the coast line this session were be n s t t erfere with the passing of th e in ner li n e ; the C o mmittee able to decide that question. Calculating upon tables that had been drawn up in 1837, he was of opinion that both lines might be made to pay. To the ,HAIRMAN He would prefer the D u bli n an d A rmag h, and Dublin, Cavan,' — and Enniskillen lines, t o th e D u bli n, C avan, and Enniskillen, and to the Belfast Junction or coast line from Drogheda to Portadown. He thought, h owever, there should be three tines. lie hd objection to th e coast li ne, but he con sidered the great trunk linese should be first construct e d. To Mr. ALEXAN DER-- fi k n ew of no instance' in which the report made eight years ago by the Commissio n h a d b een acted upon, but it had be en i n his Opinion departed from most injudi. eiously. • Mr. Lewis, agent to Lord Rossmore' linesaid he was well a cq u a i n t e d with the district through whi c h the inland passed. He thought that line would be of the greatest service in conveying the agricultural produce of the c oun t ry. The people of Monaghan were decidedly in favour of this line. The mark Monaghan are very considerable, and a li ne such as an t d he fa o ir n s e in f question would be of great service in connecting the town with the larger commercial lines. Mr. H. Lindsay, civil engineer of Armagh, was next examined --He had betn an engineer for 29 years. He had had his atten tion called to the railway between Dublin and Armagh somewhere about the Seth of October last. He had also had his attention willed to the coast line, which, in his opinion, presented geolo. gical difficulties of a very serious character compared with the inland line. Between Johnsburgh the rock was the transition formation; in other parts of the line the primitive, or granite, pre. vailed to a peat extent, through portions of which cuttings would be required of from 40 or 50 feet. There were no such difficul ties on the inland line, as it was principally carried through the carboniferous formation. He objected to the coast line on account of the steepness of the gradients, there being a number of them running from I in 100 to 1 in 108. The average gradients over the whole line were one in 208. The gradients of the inland line ware as two tie sae in its 'print . , compared will the coast line. With respect to the cuttings and embankments, it would be about equal, leaving out of consideration the crossing of the Boyne and the filling up of the valley at Newry; but the great difference would be in the soil to be cut ; the granite prevailed in the coast line, and he thought it impossible to have it cut at Is. 6d. a yard, as had been proposed. He had known as much as 4s. paid, and on the Dublin and Kingston as much as ss. The bridge over the Boyne, he thought, would cost 100,0001. He considered the elevation of the line at Newry so far above the quays very objectionable, and likely to be a cause of danger. The amount of population that would be benefited on the inland line, taking ten miles on each side, was 574,560. In point of trade, and in point of payment and remuneration, he was decidedly of opinion that the inland line was superior to the coast line. If the coast line were formed, cross lines would still be required to Enniskillen, Dundalk, and other places, to the extent of 121 miles, whereas cross lines of 50 miles in connexion with the inland line would give the same amount of accommodation, thus making a balance of 71 miles in favour of the inland scheme. The Committee then adjourned till Thursday, at twelve o'clock Group K. LOWESTOFFE:RAILWAY AND HARBOUR. The discussion on this Bill was resumed this morning by the con sideration of the clauses, all of which, being unopposed, were passed after slight alterations. The following important clause, however, which was carried last night in the House of Commons' compulsory on all railway companies, was inserted in the Bill :—" Be it enacted that nothing herein contained shall be deemed or construed to exempt the railway, by this or the said recited Acts authorised to be made, from the provisions of any general Act re lating to such Bills, or of any general Act relating to railways, which may hereafter pass during the present or any future session of Parliament, of the maximum rates of fares and charges autho rised by this Act." This being the first case in which the above west important clause has been applied, great interest was evinced as to the spirit in which it would be met by the railway companies. The agents for the Bill expressed their perfect concurrence in the principle of the clause, and the Committee gave an unequivocal opinion on the expediency of its insertion, and its invaluable benefit to the public. A few protective clauses, suggested by the opposing parties and agreed to by the promoters of the line, being inserted, the Bill was passed, and the Committee proceeded to the discussion c,f THE SUN, LONDON, TUESDAY EVENING, MAY 27 1545. clauses of the Newcastle and Berwick Railway Bill. The fares were settled at 3d., I Ad., and Id. per mile in the first, second, and third classes respectively, NEWCASTLE AND DARLINGTON (BRANDLING JUNCTION). Mr. Philipson was called, and examined by Mr. TEMPLE—There was some difficulty in carrying out the works of the Brandling Junction Company, of which he was one of the Directors. They were obliged to raise the sum of 200,0001. over and above the sum allowed by the Act of Parliament, in order that no injury might accrue to the shareholders. Immediately preceding the time of the opening of the Newcastle and Darlington line, the shares of the Brandling Junction rose, in consequence of the understanding that such an opening would be made. There was a gradual improvement up to the time of the opening, when the shares became 50/. each. A committee was appointed afterwards to enter into some negotiation with Mr. Hudson on the subject of selling or leasing the Brand ling Junction to the Newcastle and Darlington Company. It was agreed that Mr. Hudson should purchase all the shares at 551. per share, and pay all the debts of every description due from the Brandling Railway Company, and indemnfy the directors and proprietors. As the Company had not the power by Act of Parliament to purchase, they required the personal responsibility of Mr. Hudson. The agreement met the universal approval of every director of the Brandling Company, including Mr. Brandling, the head director. He was of opinion that it was very highly ad vantageous to the shareholders, and if that bargain had gene off, he would gladly have sold his share for 20/. The CMAIIRMAN said that the Committee wished to know what line of objection the counsel on the opposition side wished to take to this agreement. Prima facie, it appeared to be highly advan. tageous to the public. Mr. Mainstre said that the principle of his case was this : his clients were shareholders in the Brandling Junction Railway Co:sl imily, and he totally denied that any number of shareholders in that Company had a right to sell the shares of the parties whom he re- Presented. In August, 1844, a certain number of shareholders thought that it was their interest to sell their shares and his clients, which they had no power to do. But if the Committee should come to the conclusion that the shares of the Brandling Company should become the property of the Newcastle and Darlington Company they ought not to come there to assess the value of his clients' shares, but ought to send them to a jury to get their value. Mr. TEMPLE said that the objection taken by his Learned Friend was quite different from that taken by him yesterday, and lie would assert, that if Mr. Greene his (Mr. Manistre's) client had been pre sent at the meeting of the directors which agreed to this proposal, he would have given his consent so to dispose of his shares. In many cases under the same circumstances, a large majority of the shareholders had the power to dispose of the minority to the gene ral advantage. After a few instances were given by Mr. HILUVARD, in which shares were transferred from one company to another, on the con. sent of a much smaller majority than that which existed in this casc— The room was cleared, and on our rcadmittance, The CHAIRMAN stated that it was the desire of the Committee to offer a suggestion to the promoters of the Bill to insert a clause in this Bill to the following effect:—" Provided that nothing in this Act with regard to particular shareholders (here naming them) tends to take away any right of actiJn at law that may be vested in these shareholders for the recovery of an enforcement of such rights as they may be now possessed of." Mr. AUSTIN said, that he would not take upon himself the re sponsibility of such a clause; he should leave it to the Committee, and go on with the case, as he saw that much difficulty might arise from the insertion of such a clause. If they agreed to the bargain it would be all right, but let them, if they object, have their shares valued as they were before the time they were enhanced by the amalgamation. After the room was again cleared for a short time, The CHAIRMAN said that the Committee came to the resolution that they felt that this preamble of the Bill should first be proved, as they had not sufficient evidence to show that they should take away their shares from these Shareholders. They would proceed with the case to-morrow morning at eleven o'clock. THE DIRECT NORWICH AND BURY AND IPSWICH LINES. Mr. AUSTIN, on the part of the Bury and Ipswich scheme, urged the ineligibility of the Direct Norwich Company to oppose, in con sequence of its allegation of competition being wholly unfounded. The lines were at right angles with each other, and he contended that their rival had no locus standi in the Committee whatever. Mr. ALEXANDER supported the opposition of the Direct Norwich Company, and founded his demand on the report of the Board of Trade, which declared the lines to be competing, and had actually rejected the project for which he appeared upon those unquestion able grounds. The Committee having ordered the room to be cleared, remained in discussion for a considerable time, when they came to the de termination of proceeding with the Yarmouth and Norwich Ex tension, and subsequently with the direct line, withholding any opinion on the disputed question of the right of the latter to oppose the Bury and Ipswich. This decision being at variance with a previous arrangement, the Counsel for the different lines expressed their inability to pro ceed, and after a few formal propositions had been disposed of the Committee adjourned. Group EE. DUNDEE AND PERTH RAILWAY. On the assembling of the Committee this morning, the room was cleared for the consideration of the spot at Perth where the ter. minus should be constructed. On the admission of the public, The CHAIRMAN stated that the Committee had come to the de. termination that the question should be left to the decision of the Board of Trade. Considerable discussion ensued with respect to this decision— the parties on both sides proposing various ways in which the point should be submitted to that Board. At length it was finally agreed that the course pointed out should be adopted. The remaining clauses of the Bill were then gone through scria. tim, and were agreed to with various alterations, more particu. larly with respect to the conveyance of passengers and goods. The CHAIRMAN held that the fares were more exorbitant on this line than on any other in Scotland. An HON. MEMBER was of opinion that the plan adopted of preventing persons from remainiug in their own carriages must be dispensed with on this line. Other suggestions for the convenience and safety of passengers, and the running of trains for the less opulent portion of the public were made. The counsel for the promoters of the Bill stated that they would meet with due attention. The report was then agreed to; the Chairman said he would re port their decision to the House, and the Committee adjourned until one o'clock on Thursday, when the ABERDEEN RAILWAY will be proceeded with. Group L. GUILDFORD, CHICHESTER, AND PORTSMOUTH RAILWAY. The Committee resumed this morning, when the Duke of Rich mond appeared, and stated that there was, to his knowledge, a great communication between Chichester and Portsmouth, between Midhurst and Petworth and Chichester, and indeed the intercom. munication between the several places there was considerable. There were about 3,000 acres of beech timber in Charlton and Leighton Forests, and this timber was partially unsaleable, in consequence of the deficiency of the means of carriage to the coast. The district was also rich as an agricultural district, but an impediment had arisen from the Vine cause, and he thought the proposed line was the best for West Sussex. Since the memorial which his Grace had transmitted to the Beard of Trade, there had been meetings at Goodwood, in which a great desire had been manifested by the South-Western Company to meet the wishes of the landowners, and a deviation line had been devised which met all their views. Pro posals at that meeting had been made by the South_ Western Company to the Brighton and Shoreham Company, which he thought both liberal and equitable, but these proposals bad been rejected by the Brighton and Shoreham Company. Yet, he still thought that the coast-line, as devised by the Brighton Company, was of the utmost importance, not only as opening the Southampton market to West Sussex, but also in a national point of view. But his opinion had altered as respects the Shoreham Company ever since the proposals of the South-Western Company and the county would be more benefited by the South-Western than by the Shoreham line, and the feeling now was so great in the country far railways that he thought they must be made, and so deep was this impression on his own mind, that he had offered to the South-Western Company to pass through his park, provided he neither saw nor heard the trains, notwithstanding he, as a landowner, was in some respects opposed to railways. One of these offers was to take a certain sum of money and retire from the field ; another to amalgamate, and the third to adopt a union of interests in two lines. There was an agreement between the Brighton and London Companies and the Shoreham and Chichester Com pany to rent the line of the latter Company to the former for ten years, but the proposal was for the amalgamation of the lines to commence at the end of ten years, unless the Brighton Company should allow it to commence at once, the line being leased to the South-Western Company at 4 per cent, in perpetuity. A coun. ter proposition had been made by the Shoreham Company, which was rejected, after much discussion, by the South-Western Company; and Lord Wharncliffe, to whom the matter had been referred, had expressed his opinion that the Shore. ham Company ought to have taken the proffer which had been made to them. Lord Egmont was still an opponent of the South- Western line, as was also Mrs. Dorien, though he believed that Colonel Wyndham was not. He (the Duke of Richmond) should certainly not vote on any railway which passed through his pro perty, and he had only spoken at this meeting as a landowner. The latter part of this evidence was given to the cross-examina tion of Mr. Whateley, to which his Grace further reiterated his impression that the coast line was of great national importance. To the cross-examinatien of Mr. Sergeant TALFOURD, the Duke stated that there was a very strong feeling in West Sussex in favour of the Chichester line; and he thought it best for the line to pass through the route proposed by the South-Western Com. pany, provided the rights of private property were not materially affected, The memorial of which so much had been said, had been drawn up by the Chichester and Shoreham Company, and its terms had not been very nicely ex amined. The only name signed before his Grace's was that of the Duke of Norfolk, and part of the object of thpt memorial had been to per tect the property of the Duke of Norfolk. He did not quite approve of the monopoly which threw several lines under one company ; but as the Shoreham Company had leased their line for ten years to the London and Brighton Company, he thought that just as much a monopoly as the other line. As long as the lines were perfectly independent of each other they would certainly be a check upon each other, yet he saw no course which would prevent one line from purchasing shares In the other, or otherwise obtaining an influence in the proceedings of the other company. To the inquiries of Mr. RAWLINSON, his Grace replied, that to effect a communication with Woolwich, Chatham, and Sheerness, he thought that the South-Western Company would be as con venient as that of any other line. With respect to timber, both Lord Egmont and Colonel Wyndham sold a considerable quantity of timber every year, but he was not aware that there-was a canal near their properties to carry it to the coast. It was ne cessary to know this, because a considerable portion of this timber was used at Portsmouth for Government purposes. To an inquiry from the CHAIRMAM, his Grace stated that there decidedly was a feeling for this line, and it was his impression that all landed property was improved by a railroad passing through it, and though his own opinion was not altered from what it was originally, still he waived his objection partly in deference to the feelings and opinions of those in his neighbourhood. As these parties thought that there would be greater convenience from it, they would undoubtedly use this railway more than they had at first anticipated, and several memorials had been sent to his Grace by parties who had signed the original memorial to the Board of Trade, expressive of sentiments quite opposite to those stated in that memorial, and requesting him to withdraw his op. position to the Gulidford Extension line. Mr. Horne was re.calted and cross-examined by Mr. ALEXANDER, and stated that he had never taken any traffic before to ascertain the probable returns for a railway scheme; but he had taken his data from the Stamp.office, and had included in his inquiries both Arundel and Bognor, and with those towns he had included coaches from Bognor to Shoreham and Chichestor to Shoreham. He had taken Petersfield, Lipprock, Haslemere, Guildford, and Woking, but not Farnham, nor Alton, Letherhead, or Epsom. He had taken in a Southampton and Brighton coach, and a Mid. hurst and Brighton coach. He conceived that the passengers would go by rail to Chichester and thence to Brighton. To the Midhurst coach he had assessed six passengers to each journey. He had taken his data on about 25 coaches, and he found that there would be 82,680 passengers annually. He could not tell the number of journeys, but he could give the number of passengers by each coach ; the result was the aggregate we have just given. He had got his data both from the Stamp-office as well as from inquiries at the several coach.offices. He had put down 13,104 passengers for carriers' vans—one of these vans a van to Woking from Chichester, the distance being 364 miles! from Chichester to Shoreham it was 23 miles, being a difference of 13 miles. The number of passengers by Jenman's van to Woking was three passengers on an average per journey, four journeys per week. There were vans also between Chichester, Midhurst, and Petworth, and also between Chichester and Midhurst, which car ried on an average 48 passengers per week. Harding, Standing, and Clarke's vans, from Petworth to London, went all the way by road. Petworth was about 14 miles from Godalming. Most of these inquiries had been made about six weeks ago. Harding, Stand ing, and Clarke were three distinct persons—not a firm—and they carried 84 passengers per week, and for all these conveyances he put down 13,104 passen gers. The next was for posting passengers. ,The number of passengers from Portsmouth would travel on an average 96 miles, and the whole mileage would be 4,958 per week. By inquiries, he had ascertained from Mr. Ballard, who kept the principal inn at Chichester, that the cross-journeys through the country were ten Per diem. The passengers by this means were 9,624, and the total mileage was 224,700 per week. The nearest way from Bath to Brighton would be by the new line, but he reckoned his eeast posting w olu on d only to em t o fitl F eems a : e pa h na a dr m e h,c andcarrying ytie h n e gc hfioe calculated uhre;ptear... e t n h Tg a eh t retshdooi distance gnalientagrvaert average, gl the eed being sl making a total mil eage of 12,095 miles. From Portsmouth, by Peterafield, Guildfo r d, and London, h ecalculated 100 journeys, making 400 passengers a year. From Bognor and upwards d Arundel 0 () h o e calculated 800 passengers a year. There commercial travellers, and a total of 21,15710 e passing throu g h passengers. His whichomthewneurme belrsoofwhee personseal ee n thakorsesel n e a and data were derived relll from ate, rd for- proceeded o n by gigs; and in his calculationa he ad kly fourth of the number of passengers as using tlysei five miles. He had then taken the next gate, and the same manner. He had made no calculation of the traffic for in Dorking, and had never been there, but from the inquiries he had made he had learned that there were 21,157 passengers in the dis t ict travelling Ave miles each. He had obtained his number of 602,170 rassengers from Nine Elms for the books of the South Western Company, which stated the number of passengers to Gosport. On this number he had 25 per cent., which he thought was a very moderate increase. He could not state the money taken, but the number of passengers by all the trains was 60,270, and he had no doubt that the sum stated by Mr. Stovin as being received from this traffic was 44,2744 in the year. In this calculation he only gave 25 per cent., which was lower than the average on the Brighton and Dover lines. The goods carried from and to Gosport amounted 6,444 tons during the year 1844. The coals, he calculated, would be about 18,250 tons, and these came from Hemsworth and Chi chester at 1 1 / 2 d. per mile, those from Chichester going a distance of 23 % miles to Godalming. He thought that this communication would be cheaper than that by the Avon Canal, which charged five farthings for the carriage of a ton of coals. - To the cross-examination of Mr. WADDINGTON, Mr Horne stated that he conceived that the whole of the passengers to Gosport wculd be abstracted from the old line to the new line, and on that he put 25 per cent. ; but with respect to goods he could say nothing. He had taken the whole of the traffic from Bognor, but none of that from Littlehampton ; and he expected that the coast traffic would be good, but not the most productive on the line. To the cross-examination of Mr. noon, Mr. Horne stated that he believed there would be but one station, Petworth and Midhurst ; but that would depend upon circurn-Aances. To the re-examination of Mr. GURNEY, the witness stated that the distance from Petworth to Horsham was eiOiteen miles. Mr. Wm. Tite, the architect and surveyor, stated that he had considerable experience in the purchaseand saleof property, and he had been employed with Mr. Osborne to survey and value the land required for the railway. It had been agreed upon between them that the quantity of land required for the railway was 575 IA acres, worth 114,0001., including an allowance of 10,0001. for contin gencies. He was acquainted with the extension line of the South- Western:Compan y, it wJuld give great:facilities atHungerford-bridge for water communication, as well as prove a great convenience to the proposed railway. The terminus there was intended to occupy ten acres, and the expense of forming that branch would be 420,0001. for lard and 380,0001. for works and contingencies, mak ing 800,000/. for the whole expense. To the cross-examination of Mr. Rawlinson, Mr. Tite stated that the land from Guildford was good inclosed land, and some of it excellent wheat land. In Portsea they took 14 acres, but to the inquiry how much the witness calculated as the price for the land at Portsea per acre-- Mr. Sergeant WRANGHAM, who apraced for the promoters, ob jected, and it was overruled by the Committee. He knew nothing of the place where the stations were to be placed, end the quanti ties of land, as was usual in these cases, had been given to him by the engineer. Mr. Sergeant WRANGHAM, at this stage of the proceedings, stated that they had now brought the evidence, with the exception of that on engineering p6ints, to a close, and he therefore suggested the adjournment of the Committee. After an inquiry from Mr. M. MILNES as to the time this cvi. dence was likely to occupy, the adjournment was agreed to till Thursday at one o'clock. Group W. WAKEFIELD, PONTEFRACT, AND GOOLE RAILWAY. The Committee on this line reassembled to-day at twelve o'clock. Mr. Pakington in the chair. Mr. KINGLAKE stated that, before the examination of witnesses was proceeded with, he had to complain that the sections and plans, which Mr. Hardy had engaged should be furnished to him, were not delivered. The CHAIRMAN said he considered that if that had not been done fair play was not given to the promoters of the Bill. Mr. Hardy said that he had given instructions to have the sections and plans sent to the solicitor of the promoters, and he was not aware, till he heard the complaint this morning, that this had not been done. He had no intention of withholding any plan or section. It appeared that there was a misunderstanding on the part of Mr. Birkenshaw, the engineer for the alternative line, as to the documents which Mr. Hardy engaged should be delivered. He did not consider that the section as to which the complaint was now made was one of the documents which he should have delivered. The section was then handed to the engineers of the propose line. The adjourned examination of Mr. Birkenshaw, the engineer of the alternative line, was then proceeded with. He did not think that the line from Goole to Wakefield was one which the public necessity required. A better ►ine might be formed joining to the Normanton station. Cross-examined by Mr. KINGLAKE—Took the levels of the alternative line on Friday last. He did so when the objection to the Normanton station was first raised. Mr. John Leather, civil engineer, examined by Mr. HARDY— Had considerable experience in laying down railways, but not so much as in other works. Was well acquainted with the country through which the proposed Wakefield, Pontefract, and Goole Rail way was to pass. Knew that part of it between Wakefield and Pontefract. Thought that a better line could be got. Had seen Mr. Birkenshaw's plans and sections of the alternative line. Thought from his general acquaintance with the country, that a line could be easily made without going to Normanton station. Cross-examined by Mr. KINGLAKE—Had not gone over the ground of the alternative line proposed by Mr. Birkenshaw, but examined the plans and sections of it. Was engineer of the Goole and Doncaster line. Was not aware that the Proprietors of that line had any desire to shut out the proposed line. Saw the sections of Mr. Birkenshaw's alternative line yesterday for the first time. Believed that surveyors were sent down on Friday last to make the levels of that line in consequence of the evidence which had been given in that Committee relative to the inconve niences and delays which took place at the Normanton station. Mr. Gouch, civil engineer, examined by Mr. HARDY, stated that Le had been employed as resident engineer for 36 miles on the London and Birmingham line ; lad constructed the Manchester and Leeds line, and was since engaged on the Liverpool and Man chester line, Had had considerable experience in railway matters. Heard Mr. Leather's evidence, and quite concurred with him on the superiority of the alternative line to the proposed Wakefield, Pontefract, and Goole line. This witness was cross-examined by Mr. KINGLAKE at consi derable length to show that the alternative line was not so good, either in gradients or in facilities for public accommodation. Mr. Smith's case here closed, and witnesses were then called to reLut his opposition. Robert Buchanan, Esq., was then examined by Mr. WILKINS Resided at Pontefract. Was a magistrate of the West Riding of Yorkshire ; was chairman of the proposed line. Accompanied an engineer to see the chief tbfficulties and features of the localities of the line. When he heard of Mr. Smith's complaints, he went himself to visit Mr. Smith's house and property, where the alleged injuries would be sustained. There was a common close by Mr. Smith's house, and there were also stone-quarries. There was also a canal, on which there was a great deal of traffic and a high road, and also a blacksmith's shop. The embankment on the line opposite Mr. Smith's house would not, in his opinion, materially interfere with the view from the house, but as Chair man of the Company he had to state, on the part of the Company, that there was every wish to obviate any inconvenience Mr. Smith might sustain, or even to compensate him for any loss he would suffer by the proposed line passing through his property. He made a proposal to Mr. Smith to submit the whole case betwemn him and the Company to arbi tration. (The witness was then proceeding to reply to Mr. Wil. kins, to state some further particulars relative to the negotiations that had taken place between Mr. Marsden, Mr. Smith's solicitor, and himself, but Mr. Hardy objected to this on the ground of the communications being private.) Cross-examined by Mr. HARDY—None of the objects which he had described were to be seen from Mr. Smith's house, neither the blacksmith's shop, nor the canal, &c. He did not know, but thought that the front windows of Mr. Smith's house could be seen from the bridge over Barnsley Canal. The embankment ran close by this canal. Mr. Martin examined by Mr. KINGLAKE—Was an engineer and surveyor. Surveyed the Leeds and York line. The embank ment on the proposed line could be only seen by slight glimpses through the trees from Mr. Smith's house. He explored the country not only on the line as it was at present projected, but in several other places. He did not do this in con. sequence of Mr. Smith's objection to the line as projected. The railway passed at a distance of five-eighths of a mile from Mr. Smith's house. That was the nearest point from -which it could be seen. Was perfectly confident that Sir Edward Dodsworth would sustain far more injury by Mr. Birkenshaw's alternative line than Mr.: Smith would by the proposed line, as it would pass close by his house and preserves. He had no doubt but Sir Edward would give such a line the most determined opposition. The stations of the two proposed lines were more commodious for the public on the Wakefield, Pontefract, and Goole line than upon the other suggested line. Mr. Hawkshaw examined by Mr. KINGLAKE—Laid out the northern portion of the London and York Railway. Had the ad vantage of all the sections that had been made by that Company. He considered that the advantage of the junction of several rail.. ways at such an important place as Wakefield would far more than compensate for the greater facilities which the gradients might afford were the line laid down in a more favourable part of the country. It being now four o'clock, the Committee adjourned till Thurs day, at twelve o'clock. Group FF. NORTH OF SCOTLAND DISTRICT. The Select Committee on this group re-assembled at the usual hour this morning, and proceeded with the affirmative evidence in the case for the promoters of the EDINBURGH AND NORTHERN LINE, A scheme got up with a view of supplying the northern districts of Scotland with a general system of railway communication. Mr. Wiseman, one of the Board of Directors, who gave evidence yesterday, in support of the Bill, was cross-examined by Mr. AYTON, on behalf of several landholders, whose property would be disfigured or interfered with by the progress of the line, with a view of showing that, if the Bill were delayed till next session, the scheme could be rendered more complete in itself, and take such a course as to remove the chief objections of the landed proprietors residing in the various districts through which the line must necessarily pass, in the event of Parliament ultimately sanctioning the scheme. The witness admitted that the promoters would have to come to Parliament next session for a supplemental Bill to extend and improve the line, but, nevertheless, he thought it advisable that one part of the line should be constructed befcre another. He denied that the main line would avoid the coal fields of Fifeshire, but admitted that the Company might be ha rassed by the proprietor of the Burnt Island and Granton Ferry, at present in the possession of the Duke of Buccleuch; unless they bound the Duke down to certain conditions by stringent clauses. The Duke, however, was a large shareholder in the Company, and of course it would be to his interest to accommodate instead of embarrass the Company. He conceded to the Learned Counsel that the present coach fairs between Cooper and Dunfernline were exceedingly low, but at the same time he insisted upon the prin ciple that a railway invariably doubled the passage traffic of the district through which it passed, and it was always to the interest of the Company to reduce as much as possible the former rates of carriage. On re-examination, he said the Burnt Island Ferry was the most available point on the coast for terminating one part of the line, but there were others which would be equally as conve nient, should the Ferry Company refuse to run ferry-boats eor responding with the trains on the railway. The interest however of the Ferry Company was identical with that of the Railway Company; but were it not, the Ferry-pier Bill contained a clause for the protection of any future railway. Mr. Peter Cameron, a carrier at Edinburgh, who had esta blishments at all the principal towns of Scotland, was well ac quainted with the traffic passing through Fifeshire. His establishment carried upwards of 8,040 tons of goods annually along the route of the proposed railway, and another firm that he was acquainted with carried from 30 to 40 tons weekly. At present the traffic was con veyed by carts, and if a railway were made it would prove a saving of nearly 50 per cent. to the towns of Perth and Dundee alone, as well as tend generally to the advantage of the trade of the other districts through which the line passed. He was a farmer as well as a currier, and knew of his own knowledge that Fifeshire ex ported great quantities of grain. It was at present conveyed by carts and such conveyances, but if a railway were made through Fife, he had no doubt large quantities of farm-produce would pass over the line. There was only one stock market in Fifeshire, but if the present line were made, it would, no doubt, lead to the establishment of a market at Cooper. The firm to which he belonged preferred carrying their goods across Burntialand Ferry to Queen's Ferry, because they received more accommodation at the one than the other.. If the rails were brought down to the pier, he had no doubt the carriages could be transferred to the steam-boats without injuring goods—indeed at present all the loaded carts on the route were bodily carried over the river. If there were a railway to Perth he did not think any passengers or goods would go to that town via Dundee. The line, in fact, would have the effect of diverting all the traffic that was at present transmitted by water to Perth ; and in his opinion it would be the best paying line running north of Edinburgh. It being near four o'clock the Committee adjourned, in accord ance with an arrangement made yesterday, till Thursday at twelve. Group E. NEWCASTLE AND BERWICK. The Committee, on sitting this morning, proceeded with the NEWCASTLE AND BERWICIC The Committee then went through the remaining clauses in this Bill, and adjourned. Group DD. THE CALEDONIAN AND THE GLASGOW, DUMFRIES, AND CARLISLE RAILWAYS. The business of the Committee was commenced this morning by Mr. Hopc resuming his cross-examination of Mr. Miller, the civil engineer; but nothing of public importance was elicited Le. yond what has already appeared. On re.examination, Mr. Miller said that the two forks on the Caledonian Railway would present a very great obstacle to the pro per working of the railway, as one train is obliged at the turn of the fork to wait until another train arrives. The Dumfries line was not intended to form a subsidiary railway to the Ayrshire line, which would be very convenient for all traffic coming from the north and south. The character of the gradients on the fork of the Caledonian would be a great hindrance to speed. It was understood that the Ayrshire line was perfectly open to the Dumfries to work at their convenience, and the rates on the Ayrshire would be moderated to suit their rates. It was possible, in case the Dumfries line were made, to maintain a branch from it through the Delvine pass. The CHAIRMAN then interrupted the examination, and said the Committee were of opinion that the suggested branch was very desirable, and had been waiting for some days to hear whether it was intended to make a line in that direction. Mr. Miller said the plans had not yet been made for the branch through the Delvine Pass, but he had carefully examined the country in that direction, and, speaking from recollection, was satisfied it was practicable to carry the line through it. The highest summit was 1,000 feet above the level of the sea, and the gradients for six miles would be from about 1 in 70 to 1 in 75. The CHAIRMAN observed that nothing had been said in Mr. Locke's report, or had been mooted by any one else, as to the prac. ticability of making a line in the proposed direction. Mr. Miller was about to explain the direction of the branch from near Thornhill through the Delvine Pass, when it was ob jected that as there were no plans or sections before the Com mittee, it would be difficult for him to give a sufficient explanation. The CHAIRMAN then recommended an adjournment, as a very important point had been raised, and it would be necessary, for the convenience of all parties, that sufficient time should be afforded to satisfy the Committee as to the intended line. After some conversation between counsel and the Committee, as to the practicability of proceeding to investigate the merits of the mooted points, The CHAIRMAN said he thought it would be advisable in so irn, portant a matter to apply to the Government to send down some impartial and competent person to survey the country and report accordingly. Mr. COCKBURN suggested that perhaps it would be better for the Committee to hear the evidence on both sides, and it might be as well to adjourn for a time to afford an opportunity of getting up the evidence and rebutting it. The CHAIRMAN said that it was the opinion of the Committee, and must also be manifest to every intelligent person, that, pro vided the pass was practicable, it would be a great advantage to the rich districts of the west in connecting Dumfries with Edinburgh ; and there was no doubt that with the proposed branch the Dum fries line was preferable to the Caledonian. A continuous communication would be established with the north and west of Scotland, and the shortest distance between Scotland and Ireland would be obtained. If these ad. vantages could be obtained, it was the bounden duty of the Committee, on a matter so importantly affecting the public in terests, to give it their most diligent attention. In the present stage of affairs, however, the point was doubtful. The Committee had not had sufficient data presented before them to decide de finitively; and it would not be fair to hear the evidence on one side without giving to the opposing party an opportunity of die.. proving it if it were possible. On the suggestion of Mr. COCKBURN, Sir T. PHILLIPS then proceeded with the residue of his case, and the consideration of the proposed new branch was adjourned. Sir T. PHILLIPS concluded his re-examination of Mr. Miller, and called Mr. Mitchell, a railway contractor. He said he bad cons t ruc t e d extensive works in v ar i ous parts, and was well acquainted with the method of working. H e h a d carefully examined Mr. Miller's estimates, and considered them very reasonable and fair. He would have no hesitation in undertaking the construction of the railway at the prices put on the works. Mr. Vignolles, civil engineer, said he had examined the country through which the proposed lines would pass, and a portion of the districts through which the Caledonian Railway went was com. paratively poor. The forks on the Caledonian ought, i n his opinion, to have been made in the vicinity of Carlisle: the advantages which would result from plac ing the junction there would be to have the line carried through a rich and populous country on either side, instead of a poor country, which it now passes through ; and this was an im portant object in laying out a line of railway. He would concur generally as to what the previous witnesses had stated with respect to the benefit which the Dumfries line would confer on the country. On cross-examination, Mr. Vignolles said he considered the Glasgow Junction Railway would never answer. Mr. Brunel, C.E., stated it as hi s op i n i on that more regularity in the passage of trains might be expected on the Dumfries line than on the Caledonian, as great inconvenience would be occasioned by the forks on that railway. He corroborated the previous en gineering evidence. Sir T. PHILLIPS then announced that the case for the pro moters of the Glasgow, Dumfries, and Carlisle Railway had con cluded with the last witness. At the close of the case it was suggested to the Committee that there was a gentleman in the room who could give some informa tion as to the proposed subsidiary branch through, the Delvine Pass. The Committee having consented to hear his statements, Itir. Jardine, engineer at Edinburgh, was called and examined by the CHAIRMAN. Dlr. Jardine said he was intimately acquainted with the subject of gradients and elevations, and other matters connected with railway affairs were familiar to him. He knew the lead hills, and had surveyed the country for the pur pose of making a road by the Tweed to Errickstone. From his general knowledge of the country he could state that the line could be made t and he considered the best junction with Edinburgh could be effected through the Delvine Pass. He was not in a condition to give any idea of the nature of the gradients that would be required, as he had not examined the pass sufficiently to give a correct opinion. The Chairman did not continue the examination of the witness, as it appeared from his not having examined the country for rail way purposes, he was not competent to satisfy the Committee as to the practicability of making the proposed branch. Sir T. PHILLIPS then said he appeared to support the petition of the Edinburgh and Glasgow Company against the Caledonian line. He then called Mr. Mills and Mr. Miller to show that a con siderable degree of traffic would be diverted from the Glagow Company's line at the forks on the Caledonian Railway, and that by adopting a portion of the Edinburgh and Glasgow line the Cale • donian would avoid the expense of constructing an unnecessary line of railway of eight miles in length. After Counsel had cross-examined the witnesses in this case, which was not of the slightest public interest, The CHAIRMAN said, in reference to carrying a branch of the Dumfries line throu g h the Delvinc Pass, he begged to state to all parties concerned —to those interested in the Caledonian, the Glas gow, Dumfries, and Carlisle, and the Clydesdale Junction Rail ways—that the distinct opinion of the Committee was, that there were several points which referred to those lines ' that seemed to admit of au arrangement amongst the different companies with regard to their separate interest. It was the instruction of the Government to the Committee to look out for the best trunk line, one that would conduce most to the public convenience and interest; and if the contending parties could not arrive at some satisfactory arrangement, the inconvenience of the result would be only attributable to themselves. The intention of the Committee was to look simply to the public advantage; and by this determination they were bound to abide, whatever might be the sacrifice to any of the competing companies. He would, therefore, recommend to the attention of all parties interested the necessity which existed for the protcc. tion of their separate interests, by their arrivingiat some satisfac. tory determination with regard to their mntual future proceedings. The points on which it had been deemed advisable to urge this course of proceeding had already appeared, and it would be un necessary for him to recapitulte them. Sir T. PHILLIPS observed that he was instructed to :say, on the part of the Edinburgh Company that they were prepared to meet the other Companie s i n a sp i r i t of f a irness and amicability. The point was again urged whether the Committee would pro ceed to hear the evidence for and against the eligibility of the Delvine pass, and Mr. Locke said he was quite prepared to give the Committee the result of his opinion on the subject if they wished to hear it, or he would send down a competent engineer this even. ing and inspect the place, and make his report. It was ultimately resolved that the matter should stand over till Thursday morning, till which time the Cominittee adjourned. Group X. LONDON AND YORK LINE. The Committee resumed this case today, at twelve o'clock. The CHAIRMAN said he understood the evidence for the London and York line was to be closed to-day, except the engineering evidence. Mr. PAGET said he hoped it would be closed to-day. The CHAIRMAN said that the Committee had resolved that the evidence should close to-day. Mr. Sergeant WRANGHAM said he would take upon himself to omit some witnesses they had intended to call, in reference to their coal traffic evidence, in order that they might be able to close to day. He then went on to say that since the Committee had sepa. rated they had taken measures to supply the omission in respect to Cambridge, that had been mentioned yesterday. It was to be supplied, provided the line from Peterborough to Cambridge should be completed. The examination of Mr. Wrigly was then resumed, in reference to the profit which he had calculated would result from the coal traffic in London. He had calculated that 2,600,000 tons of coals now came to Lon don for annual consumption; and assuming that one.eighth of that would come by the London and York line, the Company's in come, at the rate of 3 4d. per ton per mile, would be, on 325,000 tons, 177,734/. Supposing that the London and York Company were to supply one-half of the whole quantity consumed in the country district, exclusive of London, the quantity would be 357,061 tons, and the income would be 44,632/. 12s. 6d., giving a gross total income from the coal traffic of 222,3671. Mr. Wedd, corn-factor, of London, was next examined as to the corn traffic. He deposed that 14,917 tons of wheat were now ex ported from Peterborough in this way—G,ooo tons to London, and 7,000 to Yorkshire, all of which would be conveyed by the pro posed London and York line, as it afforded the best facilities fur conveyance. Mr. Hum(Ann asked witness why would not some of the Peter borough wheat go to Lincolnshire, Nottingham, Birniingham, Derby, and Staffordshire ?—Witness said, litcausc there was no mode of transit. Could not say whether the wheat would go to those districts from Peterborough if there were a line from that place to Stamford, because he could not calculate upon such an assumption. Mr. West, land-agent—Has been a good deal engaged in the agricultural district of Grantham. He corroborated the evidence of the last witness in respect to the corn trade of the districts through which the London and York line would pass. Mr. John Badley, cattle dealer—Has been employed in ascer taining the cattle traffic on the London and York Line. The number of fat beasts sent from the London and York district to Smithfield was 22,5 0 4 ; fat sheep, 222,552. The present mode of transit was by land and water. All these animals would be sent by the London and York line. The average distance they would have to travel would be 85 miles. The estimated annual income by railway for the trasit of them would be 51,4001. 4s. 6d. After this witness had been examined as to the comparative facilities for cattle traffic upon the proposed competing lints, and those to be afforded by the London and York, Mr. PAGET said that unless the Committee required mere evi dence upon this species of traffic, he would take upon himself the responsibility, heavy though it was, of not calling any more wit. nesses as to the traffic. The Committee asked if the evidence as to the coal traffic ha( concluded ? Mr. PAGE r said it had. CHAIRMAN-Then you mean as to the cattle traffic? Dlr. PAGET—Yes. The Committee tlien consulted together for t short time, after which The CHAIRMAN announced that the Committee were of opinion that this was a point upon which they did not feel they would be warranted in offering any opinion, aye or no; the counsel should take that responsibility upon themselves. At the same time it was hoped that no unnecessary consumption of time would take place. Mr. PAGET hoped he had already evinced a desire to economise time; and then, after a short pause, he said he would take upon himself not to call any other witnesses to give evidence of this character. The CHAIRMAN hoped Mr. Paget would lay a clear statement before the Committee as to the whole traffic. Mr. PAGET said he would, and they would now proceed with the fish traffic. Mr. Benton, of Harford Pool, then deposed that he had a very extens►ve fish trade with London, the expense and facility of the transit of which would be greatly facilitated by the London and York line ; has paid as high as 271. per ton for the carriage of fish to London ; thinks that would be reduced to 51. by the proposed line, and the trade increased to 100 tons a day. Cross.examined—Has sent as much as five tons of herrings in a day to London, but they did not pay well. The Counsel then asked the witness if Grimsby was not 50 miles nearer London than Harford Pool, but though he askee the quostion twenty times, he could get no direct answer, or no answer at all, but one to the effect that the fish would be bad, and unsound, and useless, Stc., by the time it got to Grimsby. After a few more questions, Mr. Sergeant WRANGHAM said he would not call another w ness on this branch of the case The witness, in answer to the Committee, said he had hereto fore experienced no difficulty in his trade until he reached Rugby; but, from that point to London, the mode of traffic amounted to a prohibition to the trade. The Committee then adjourned to one o'clock on Thursday. Group B. RIPON AND HARROGATE LINE. The Committee resumed at half.past twelve, Mr. P. M. Stewart in the chair. The first witness called was Mr. John Harris, a civil engineer, , . . who stated that he considered the country traversed by the Leeds and Thirsk line exceedingly ineligible. Had surveyed the country proposed to be traversed by the Great North of England scheme. The works on the Leeds and Thirsk Line would be very heavy and expensive. Thought a much better line might have been selected between Leeds and Harrogate. A line more easterly would have been preferable, and would, he thought, traverse equally popu lous districts, but of this he was not quite sure. A great many difficulties might have bee❑ avoided, which were embraced in the Leeds and Thirsk line, as in crossing the wharf. Thought the calculations and estimates fur nished by Mr. Grainger were greatly too low. They would have been ruinous to any contractor at Mr. Grainger's price. Mr. Grainger's price for tunnelling was 401. per yard ; it could not be done for less than 451. The amount of cutting on that line would be 1,297,000 yards, and three yards deep, including in the whole 90 acres, which, at 1501. per acre, would amount to 13,5001., as the value of the land. Cross-examined—Had been assistant engineer in the Shelton tunnel, and had executed the Weirdale Extension Railway. John Parker Bidder was the next witness, an engineer— He considered the Ripon and Harrogate line free from any objec. tion in an engineering point of view. Thought the Leeds and Thirsk line had very large works, whereas the works of the other were very light. Thought the Leeds and Think line had remark. ably large and heavy works—larger than any he was acquainted with, even than the London and Birmingham. With reference to the curves and gradients he would not - say there was anything very bad in them, but the gradients might be, in some places, so difficult as to prevent speed and punctuality in travelling. The tunnelling would exceed that upon the London and Birmingham by twenty per cent. Was of opinion that the line could not be executed for 1,500,0001., he meant the Leeds and Think line with its branches. The CHAIRMAN observed that that was nearly double Mr. Grainger's estimate. Witness continued to say that he did not make a detailed estimate of the plan. Thought the Leeds and Thirsk project rash and ill conceived. In answer to Mr TALBOT, witness said that he thought it would be very unwise to form a line passing south from Weatherby to Leeds. And being cross-examined by Mr. BAINES, admitted that he had not minutely considered the expenses of procuring materials for the respective lines. Mr. Martin, an engineer. —Knew all the district round Leeds intimately. Knew the Leeds and Thirsk line. Many places on that line would not be accommodated by that line—they were already accommodated by the Leeds and Bradford Railway. Disapproved of the Leeds and Thirsk line as too expensive. Knew the coal district in the neighbourhood of Leeds. If the Durham coal-owners would sell their coals at Knaresborough, Itiron, Har rogate, and Weatherby, at Ps. or 10s. 6d. a ton, there could be no competition with coals brought on the Leeds and Thirsk Railway from Leeds. Cross-examined—Was surveyor to the Leeds and Bradford Rail. way Company. Thought the Leeds and Thirek line would be use ful for persons going to the north. There were six or seven mills on tne line. (Witness was handed a paper with numerous signa tures to it, but he did not know the handwriting of the individuals; but ha did not agree in the opinion expressed in it as to the eligibi lity of the Leeds and Thirsk line. Mr. George Mason produced a paper containing the list of as sen,s and dissents to the line, and other formal matters. The case then closed on behalf of the promoters of the Ripon and Harrogate line. THE CHURCH FENTON AND HARROGATE LINE. This line was then brought under the consideration of the Corn. mittee. This line is a branch of the York and North Midland Railway. After very considerable delay Mr. HLIDr•RD entered the Com mittee-room, and said he was happy to say that there would be no opposition to the Church Fenton and Harrogate line; he would, therefore, at once call witnesses to show that the proposed line would confer great advantages en Harrowgrte and the towns through which it was proposed it should pass. ' Mr. Birkshaw, an engineer, was the first witness called. The line, he said, would commence at Harrogate and pass through Weatherby, by way of Thorpe, and near Saxton, to the Church Fenton station. The distance between Hull and Harrogate would be nearer by this line than by any other line. Knew the country well between Harro gate and Church Fenton. Weatherby was a place of considerable importance. So was Thorpe Arch, which, with Boston, was a watering place much frequented during the season. Thera were no engineering difficulties on this line. It would pass through a rich agricultural district. The cost of the line would be 230,0004 the length eighteen miles and a quarter. In this estimate was computed a double line, which would be necessary. Wit ness's remuneration did not depend upon the contemplated extent ofline. There would be 538 yards of tunnel. The worst curve was 35 chains radius, the steepest gradient in the line was one in 87. There would be no difficulty in working that with the traffic which might be anticipated on the line. The CHAIRMAN—HOW came the Board of Trade to designate the gradients on this line as on the whole unfortunate ? Witness—Unfortun ttc as compared with all the gradients in other districts, but the gradients were the best which the district could afford. Mr. HILDYARD said he believed the Ripon and Harrogate line had withdrawn. CHAIRMAN—You mean withdrawn opposition to the Church Fenton line ? Mr. Ilmovamo—l mean wizhdrawn itself from the Committee altogether. CHAIRMAN—Can that be the case, Mr. Dennison ? Mr. DENNISON, Counsel for the Ripon and Harrogate line, said he could not contradict his Learned Friend, though he had received no instruction on the subject. Mr. Hallman, a fanner, lived in Deighton, near Leeds. Knew the line of Church Fenton and Harrogate—it would pass near Weatherby. His opinion was that the line would be most advan tageous; it would afford a ready transit to Wakefield, which might be termed the key of the whole manafacturing district. It would also afford transit to Hull, which was the best port for pro curing timbers, artificial manure, and materials for fattening cattle. The line passed through the best lime kilns, and they would thus be able to obtain the best lime for building or manure. The best coals could be likewise had by this line. Mr. Wilkinson gave evidence as to the traffic, &c., which would take place on this line, and which, he said, would amount to 23 , 63 1/. Os. Bd., 6 per cent. on the estimated capital. The gross traffic would be almost 10 per cent. on the estimate. Al the request of Mr. HILDYARD, this case was allowed to stand over until Thursday. The CHAIRMAN would defer giving his opinion on the respective lines until this day. Mr. ROPE said that Earl De Grey had witnesses and counsel in attendance, who would oppose the North of England line. Mr. Sergeant BELLASIR then rose, and said he appeared on behalf of the Earl of Cardigan to oppose the Leeds and Thirsk Railway. It would pass through nearly four miles of his property, near the town of Leeds, and would entirely destroy the picturesqueness which it at present possessed, and greatly deteriorate tl.e value of the pro perty. The ground there was very suitable for villas and houses of a superior class, which were about being built there, but Lord Car digan's principal oejection was, that it would destroy the beauty of that venerable and beautiful structure, Kirkstone Abbey, which every Yorkshireman regarded with feelings of admiration. Lord Cardigan's property lay upon both sides of the Aire ; through that which lay upon the other side of the river a railway was made a short time ago. If this railway, the Leeds and Thirsk Line were carried , out, it would quite cut up and destroy the beauty of the property, for it would inclose it, taking within it the abbey he had mentioned. The abbey had, of late years, been preserved at great expense by the Earl of Cardigan, and great preparations had been recently made for planting and otherwise beautifying the neighbourhood. The Leeds and Thirsk line could be easily run into the Leeds and Bradford, and a branch line would well supply the place of the Leeds and Thirsk line, though there would be a gradient of 1 in 39. Mr. Downes and Mr. Hayward, agents to the Earl of Cardigan, gave evidence confirmatory of the above statement. They con curred in saying that the proposed line would, if carried out, greatly deteriorate the value of his Lordship's property in the neighbour hood of Leeds—destroy the views and quite inclose the abbey, almost in a triangular form, the railway passing within 500 yards of it. They agreed in saying that thirty acres of property there would sell for 15,0001., for building purposes, but which, if the railway passed through, would be only fit fur cultivation. 20,000/. would riot compensat for the injuries which the line would inflict. After some consultation it was proposed that the Thirsk and Leeds line viould keep fifty yards further than had been proposed from the Abbey. Mr. Sergeant BELLASIS said the proposal was well worthy of consideration, and they would take until to-morrow to consider of it. Some evidence was gone into to show that the Leeds and Thirsk line would, by the cuttings, tunnels, &c, would injure the supply of water to the villages near the town of Leeds. The promoters of the line here said they would engage to make good the same supply of water which they would removeby the tun nels, &c. This was discussed at much length, and it was finally understood that a clause would he in the Bill, securing to the villages in ques tion a proper supply of water. There being no further opposition to the Leeds and Thirsk line, The CHAIRMAN wished to know whether the Ripon and Harro_ gate line was withdrawn. There was nobody in the room to answer this question. Mr. EnuisoN, the solicitor for the Bill, said the capital was 866,0001.; the depo:t paid in 43,405/, The Coannittcee then adjourned to Thursday morning, it being understood that if the Qipon and Harrog.de line were persevered in, Lord de Grey, through counsel and witnesses, would have an opportunity opposing it. EPSOM RACES (Tills DAY--BY EXPRESS.) (Continued from our Afternoon Edition.) The Manor Stakes of 5 sovs. each, with 40 added. The winner to be sold for 3001., &c. The following is the result of this race, the first heat only being over when our last Express left:— Mr. Docheray's Daleselan, 4 yrs Mr. Dawson's Montgonivric, 3 yrs 0 2 2 Mr. Worley's John Davis, 3 yrs Won in a canter. Hampton and Antonio also ran. 'FIE LONDON GAZEVIE (THIS E'V'ENING.) BANKRUPTS. Richard Lewis, carman, Ashford, Kent, to surrender June 3, and July 8, at twelve, at the Court of Bankruptcy. Whitmore, official assignee, Basinghall-street ; Anthony, Nicholas-lane, Lombard-street. _ _ . William Poole, sen., shopkeeper, Horton Lock, Bucking hamshire, June 4, and July 5, at eleven, at the Court of Bank ' uptcy. Green, official assignee, Aldermanbury ; Hutson, Upper Clifton-street, Finsbury. John James Brown, grocer, Bury St. Edmund's, June 6, at eleven, and June 30, at twelve, at the Court of Bankruptcy. Ball, official assignee, Coleman-street-buildings; Taylor, Featherstone-buildings, Holborn. James Taylor, maltster, Bromley, Middlesex, June 6, at twelve, and July 8, at half-past two, at the Court of Bank ruptcy. Edwards, official assignee, Old Jewry; Marten, Thomas, and Hollams, Mincing-lane. Thomas Herne, draper, Cardiff; Glrmorganshire, June 10, at one, and July 4, at twelve. at the Court of Bankruptcy. Edwards, official assignee, Frederick's-place, Old Jewry; Parker, St. Paul's Churchyard. George Cornelius Burns, upholsterer, Devizes, June 10 and July 8, at twelve, at the Bristol District Court. Hutton, official assignee, Bristol; Dean and Co., St. Swithin's-lane, London ; Cox, Bath. Leonard Barnes, provision dealer, Redhall, Lancashire, June 9 and 30, at twelve, at the Manchester District Court. Fraser, oflicial assignee, Manchester ; Johnson, Son, and. \%reatherall, Temple, London ; Higson. and Robinson, Man chester. William Davis, butcher, Compton, Staffordshire, June 2 and July 2, at twelve, at eleven, at the Birmingham District Court. Whitmore, official assignee, Birmingham ; Parkes, Smith, and Co., Bedford-row, London ; Motteram and Knowles, Birmingham. MARKET INTELLIGENCE. (From the London New Price current, of May 27.) SUGAR.—To-day, importers of British Plantation Sugar displayed increased firmness, the trade were anxious to pur chase, and for every kind the demand was brisk for the scale and pan. The prices paid exhibited an advance on those of Friday of 6d, and in some cases is per cwt. REFINED. —To. day there were plenty of buyers of Refined Sugar for home consumption, but the supply of goods is still scanty. Brown lumps were sold at 6Ss 6cl to 695, and standard lumps at 70s per cwt. Crushed Sugar manufac- tured under bond was much sought after, and is not to be purchased under 3s per cwt. MAURITIUS.—This afternoon the demand was active for Mauritius Sugar, and 6,481 bags and 70 casks at auction were all sold at and after the public sales at an advance on former rates of 6d to Is. EAST INDIA.—This afternoon Bengal Sugar met with at tention, and 3,117 bags at auction went Is per cwt higher. FOREIGN.—To-day much inquiry existed privately for all descriptions of Foreign Sugar, but higher rates being insisted upon by holders prevented large transactions : at public sale 187 chests of Brazil were offered, but a part only sold owing to the extreme rates that were required. MOLASSES.—To-day an increased desire was shown on the part of the grocers to purchase Bengal Treacle, and the market was nearly cleared at 16s 6d, which is an advance of 6d per cwt. COFFEE.—To-day Mocha Coffee was more in request, and 375 bales 6 casks at auction were partly sold at an advance on former rates of Is to 2s per cwt. Berbice was in excellent request, and 118 casks 70 brls at auction mostly sold at is to 2s per cwt. advance. In Ceylon several purchases were made privately at 46s 6d to 47s for good ord Native. Cocol.—The better descriptions of West India are now much wanted, but of such the supply is small, and ordinary sorts sell more freely ; 186 brls of Trinidad at public sale this afternoon were disposed of at 40s for common dark grey. TEA.—To-day there was more activity in the Tea market, but no advance took place. Some parcels of Congou were sold at 9d to 10d per lb Air ordinary to good ordinary, cash. Roar, BRANDY, AND HOLLAND& —Leeward Island Rum has been purchased largely, and the rates paid are in some cases rather above those previously quoted. Demerara is wanted, and command former terms. Jamaica has been in good request, and prices are firm. Calcutta is wanted upon former terms, but holders declining to sell thereat, Brandy has been in increased demand, and large parcels have been disposed of at improved rates. Geneva is more wanted, is 8d to Is 9d is now the value of common export sort, and fine fit for duty 2s 4d to 2s 9d per gallon. English Corn Spirits lOs 2d per gallon cash. Rrca.—To-day there was a brisk demand for Bengal, and several parcels were disposed of by private ; at public sale 2204 bags were mostly sold, the lower sorts at an advance on former rates of 3d, whilst on the better kinds the rise was 6d per cwt. IMPERIAL PARLIAMENT. HOUSE OF LORDS, May 26. Mr. O'DRISCOLL. The NOBLE and LEARNED Loan then said he wished to draw the attention of his Noble and Learned Friend on the Woolsack, to a statement which he had seen in a Paris paper, quoted from an English paper, relative to the conduct of Mr. O'Driscoll, an Irish magistrate, who had been twice removed from the Bench, and twice reinstated; and if the statement he had read were true, he felt bound to say, that he had never heard of an instance in which the administra tion of justice had been brought into more flagrant contempt, than it bad been by the outrageous conduct of this individual. Now it was possible that that statement might be true, although it had appeared in a newspaper—(A laugh )—and be hoped his Noble and Learned Friend would answer his ques tion, which was, whether or not Mr. O'Driscoll was still re tained in the commission of the peace. It appeared that Mr. O'Driscoll was the presiding magistrate at the Petty Sessions, at Skibbereen, at the time the transaction to which he alluded had taken place. ( The Noble Lord then read the account which appeared in The Sun about a week since, of the conduct of Mr. O'Driscoll, from which it appeared that Mr. O'Driscoll, or one of his brother magistrates, refusing to take certain informations, exclaimed, " By God, I do not understand these popularity-hunting magistrates," and that on Mr. Galway, the other magistrate, attempting to speak, Mr. O'Driscoll called out, " Sit down, Sir, and hold your tongue. You had better sit down, or I will meet you elsewhere.") So that here they had a magistrate sworn to keep the Queen's peace, and presiding over his brother magis trates, threatening to challenge one of them to break the peace, and making this challenge on the bench of justice itself. Now, if this were true, it exceeded in indecency all that he had ever heard of as connected with the administration of justice. The Noble Lord then went on to read the report. On one of the magistrates remonstiuting, Mr. O'Driscoll said, " I tell you, man, I did not mean him at all ;" whereupon Mr. Fleming, another magistrate, said that if Mr. O'Driscoll did not give them an assurance that the affair should go no further, he should feel it his duty to bind him over to keep the peace. Now this attempt of one magistrate to challenge another on the bench, was one of the grossest breaches of the peace that could be committed. This took place the other day at Skibbereen. The LORD CHANCELLOR said he had nothing to do with the appointment of magistrates in Ireland. He knew that the conduct of Mr. O'Driscoll had been made the subject of discussion last session, and that their Lordships seemed satisfied with his reappointment.—( Hear.) He had never heard any thing of the transaction to which his Noble and Learned Friend had alluded, and had nothing to do with the appointment or removal of Irish magistrates ; but he would, if his Noble and Learned Friend wished it, write for some explanation on that subject to the Lord Chancellor of Ireland. Lord BROUGHAM said he did not mean to hold his Noble and Learned Friend responsible. He hoped he would not be satisfied with a mere answer, but would fully investigate the whole of the circumstances of the case. The LORD CHANCELLOR said he should communicate with the Lord Chancellor of Ireland, and direct his attention to the matter in question. The Earl of MOUNTCASHEL said, Mr. O'Driscoll being a magistrate in his part of the country, and knowing him very well, he wished to know whether the matter, to which the Noble Lord had called the attention of the House, was of re cent occurrence ?—( Hear, hear. ) Lord BROUGHAM said it was. The Earl of 510UNTCASHEL said it was rather remark able that it should have been alluded to in the French, and not in the English newspaper. The Marquis of CLANRICARDE said he had seen it in more than one Irish newspaper. The Earl of AIOUN TCA SH EL said he had no doubt that, if it were inquired into, Air. O'Driscoll would not be found the guilty individual lie was said to be. Mr. O'Driscoll was a Roman Catholic and a Conservative, and this was a crime not to be forgiven in Ireland ; but a man who had the misfortune to be a Conservative was condemned to all eternity. —( Laughter. ) The Roman Catholics bore a great dislike to Mr. O'Driscoll for these reasons, and were determined to renew the warfare which they had evinced towards him on a former occasion. He again expressed his belief that the statement of the Noble Lord was incorrect. Earl FORTESCUE said, as the person who had brought forward this subject last session, he was desirous of saying a few words on the subject before the House. On that occasion he heard no defence of Mr. 0 Driscoll in that House, and then the charges brought against him were not made be cause they appeared in a newspaper; but after be had been convicted by a court of session, he now felt it his duty to say what he had said on the occasion to which he alluded—that the conduct of Mr. O'Driscoll was most unbecoming in any one holding the station of a magistrate and of a gentleman. Ho had seen the statement referred to by the Noble Lord in beth Irish and English newspapers. The reason why he was restored to the commission of the peace was, that it was expected to conduce to his amendment—( Hear, hear)—that he would have been prevented from repeating the conduct which he was stated to have beeu guilty of before. He be. -------- " --1 lieved he should be borne out in this statenTeitt.cfr. O'Drilstbeillit had, ho wever , a ser i ous re l apse .— ( L a ughter.) Ile hopetifooa after iequiry, the statements ef the NbLord we re we et to be true, that he would not be suffered t o o reain anY ,_ ;A in the comm i ss i on, t h at h e m i g h t no t a gain be suffered to into a relae. Lord ‘VH ps A IiNCLIFFE said that was the first time he _... b o re heard of the subject, and he did not hesitate to say t u b e ,t ~ s improper conduct on the bench could not be pursbe:_":4o magisti ate. Persons on the bench should con d u ct t that they in a decent manner , an d lik e gent l em en, recollecting e` ~.... o n were conservators of th e Fella.. It was unne cessary i '' a d to se ° to say muc h up ni the subject. He was, howeve r, g the matter was in a proper course. MAYNOOTII. The LORD CHANCELLOR presented a petition. iis magistrates, bankers, and mem b eret s p o i f vf v ofor a re r , io to u loi s nelosv p t r i.i o es f i e loi s tt s i i4e l o ° t, jni v t f i r : oo ; Belfast, in favour of the grant to Maynooth• The Pe d t _ . ' notn ier signed by about 400 persons, Protestants of differen t ' 10 the tiees, three of them being deputy representatives OOO council, twenty magistrates, nine bankers, and other r of great respectability. The Earl of MOUNTCASHEL presented two . „ b ly of against the grant —one was from the General Asse:,,tyst Presbyterians in England, and the other from the e u" ' Derry. ng regr t Lord MON TEA GLE presented a petition from a r ho g oo tion of Protestant Dissenters at Cambridge aein sr ~ of it' to Maynooth, and another from the same place in feet ne jbf Thu Bishop of CASHEL presented a petitionts'aeod ire. 270 ministers of the Established Church of Englan d , sod land. He was only a stranger in their Lordships Iftleji'bestl, he was not aware, therefore, whether lie was quite, _ a _ but, if to make any remarks on the presentation of a Their 1. die permitted, he did wish to say a few words. o • ships were aware that in this city, at a certain thel, siil year, several religious societies assembled to hold Lod; se versary meetings. Such was also the ease in ire ped ;n i t° during one of these assemblages this petition we:, :," i n . 5 course of two days by these 270 clergymen. l` ri : ot eotee he eating the cause which these gentlemen wished toP aose of u• was free to confess that the Irish Church, at the si Pr o sible, and that it had been made simply a last century, had been in as low a 7d egg° petitiom 1 00 1, serve the purposes of the Ministry for Pthleititiese:t obeitribilt! No institution could ever flourish under such treatnletor se es which the Irish Church received. If a coach Pr o Res o ut i . ,. 0 horse that was restive and vicious, and that horse sr"d if w i coach which it was not used to, no one would boesvuerrepr;ist lo be; disposed ca was f teir sometimes chu r c u h p set. patronageT he present e i ri r t o a n e cl Gin_ _ ,!I f t s , ic to 5 1 honourable manner, and it must be evident, be to. f i i . l oc iplev; parties, that they acted upon the just and soon° J s r. LOP, preferring those who were humane and gne d ,', ur eb, ge r u s t eh very eminent prelate of the Roman Catholic u t 'l ss s Ch ne as his opinion, that the clergy of the Irish Pr° std there' A I uniformly showed the greatest kindness to all al so wen could not conceive a sight more melaneholYs ° the teach in t g i more egregious, than a church established fo r n iy . righ t he other t n oh e r ee s r, e bh t ea o in f od t g l , o et c oi t i r ge i ya n g e re s ed , g w ai orhdietchdheatpsh propagation g c o o n n aet s oi i uodose,roe of lei tbe e t s ° . v , ti b ,l 7 h a ;rid o • latrous.—( Hear.) The Marquis of NORMANBY. conesuurPeringtitiii:jescebe2i;ettrsl which had fallen from the Right Rev. Prelates hi d 0.01 one question respecting the remarks which be & s ting ° te presenting the petition. It was, whether lerY tio . o tbe r t s of clergymen of his own diocese had not refused tr i be t "pure r t tbe tion, and expressed their entire dissent from old forgiear the prayer ? Lest the Right Rev. Prelate slit, tbee o ftbe circumstance to which he alluded, he would nf a w oga ege yss tee men who had entered their protest against the s td' doeument—they were the Rev. Messrs. Wood" „ o see Palliser, and Hofferman: _ O , e lerej t i o st The Bishop of CASHEL denied that W e r e s od' of his diocese had refused to ing n e r he eli deeii i ‘ and for the simple reason that they had ne'D o blie o rilf The petition had merely lain for signature in g elee tsto d. the late Easter meetings in that city, and b il e : 1 001e elf. drawn up and supported by 270 clergymen la , , o ftbe ',lb"; He had heard that an address, signed by 9 of . i- o d obis ° - 0 1 r" gymen of his diocese was intended to be present _ a , tbst w ee hh a address d Enih r aa e erd s rl s erl i ey n ; elkfiaTnyveezodwuwiriboloytLfhrLtiehoregAgrolvtrfiatnhte. kind, i H n d e , c a o n u d l d e v o e n z l l 9 o ' f its •S s oe rti 0 " protested against in h °. di etli of the Right Rev. Prelate, that the cleegi bo did,F e det„ were in favour of the petition, and that these /r at derei l o see" take of that unanimity were guilty a g r ., e tbe e n ' ° be„,. duty, because they ought not to eni°l titee.4,l l "; of Protestantism and at the set e c h tbe„, r e'" e in .,, e - b a party to the preaching of something veu',. o ol7, Ve v ," - re Prelate did not exactly express. No 0 0 ,7.00 li e /. "; s ci than himself the differences that existed be`itiebt„, Cbn' r ly of England and the Church of Rome. Thl t eibe'_s'foro e 'iis late drew a contrast between the mode of u' it bed t oot 0 , patronage at the present moment with whew, s ppo,, in d e ferts been, and said that for a long period eee r Jd e Wit!, „etek - A, Ireland—lay as well as clerical—had been We f i e 0;01 ' 4 to English, and a neglect of Irish interests. I re land t o del with that, nor that the Protestant religion in da risig vanced more rapidly at the present time th en , bif of Usher, Jeremy Taylor, King, and others. fo"' 0 4 The matter then dropped. Brien t itio o ,, The Bishop of LLANDAFF presented e;,.1 1 - t ho I s eow t ", diocese against the grant to Maynooth, vib.'`..ioo of, let' considered in direct opposition to the constitme_coerm try. He would merely say, that he heartily UM ... e titi'l sentiments contained in the petition. a 746 . r otee, to t The ho s Marquis am e effoefe effect fromß EA D W A e L s r e y A a. o N Ec preservations o,irievfd te u sis._,re, i o i l Britain and Ireland, signed by 70, 534 ' n d h a d ear is the the body from whom the petitions emanated 0 _ of MI, sre wards of 100,0001. in promoting the extenr_ ne till°744 its all parts of the world. The chief of n r/h i eir ee l; is' agreed to at a meeting of theWesleyal b r ' s d ii l es n euld a cc o a gi .se Hall, on Friday, March 28th last, and as to go thr°,ol td much of their Lordships' time if he whole of the petitions, he would, tbeir object iTe grounds on which the petitioners be'. : n ion, the prefer t be Pr grant. They stated that, in the , '" - V 0 rontulgateu eere' d i c it ti o ,i m es is o h r Cthheucreolotosictiliceo,Peorpwehrchius I s P And. w eieb lioo s ; a d stated in the terms of her Majesty's oath, '4, - jee ttieo . ll_ V ser 0 0° idolatrous. That they were intolerant aim ...., c , ro e to dangerous wherever they obtained the aseeride"o Poelf le d that the meeting regarded all the grant W it al AO , of such a religion as that of Rome, oti.i,a —p o oh testimony Thirdly,s b t i r m i n on down that,owt on increase that which was in itself bade, : it this "i ) esq l ; the e l t h d w o i s u i p sg l dh e o a m s t u h r ea e , o,meeting i g s s h iwt t y y a s G: 1 ;' 5 1 01 0 pi s t t a i 0 s_ to o f by he presto- ~tioopti..,, ~,,,, religions which had not any principle of !,: i ' s t hst "frill; truth, and though they were particularly ana wd estbe u t e o ,oi ration should be extended to their Ronsea..„ foe t ie i s subjects, yet there was nothing in this desijogral'astt which could call upon them for the support ofopeall. owl College of Maynooth. Fourthly, that the r iecil", " b ut Maynooth, and consequent support of the e P t WA' s et h it there, had been looked upon with deep regr_ O' 040 Christians in this country. Fifthly, that they 0 0;10 th e view this increase of the grant to Mayn o Oth J on ...try . , 0 0 ito endowment of the Romish Church in this eea_ , P es seP' s for o r statement he should conclude his observatiteuld coyer o, single remark that, whenever the time i' we re . b ise to st people to express their opinions, whether it sod to t, Past eat, off, they would, unquestionably, be found oPOl un dreeLee r el 'rho Earl of WINCHILSEA presented a" 3 bet w- re :, against the proposed grant to Maynooth. i ts : era Inej Perished tbeffstabli the rently reported that the clergy of the countryof to this grant, he had to state that ninety-fi ra o i the 0 0101 out of the hundred were from elergYine? 9 aleeg_letee Could Churels. One of these was signed by ', 7 3 . 7e lere; be et rfr archtleaconr of Suffolk, and another by to t b t - iisenSay 4 archdeaconry of Northampton. In addition, i n .e bT ier , say that the Dissenters of every denomintshiter',lool to • with the exception of one—that was the An ise ot erst o elti Dissenters, who professed Unitarian and fc e ; fiiee n , , be o bit , with the exception of these, he believed‘_rotioo,bytb man, were opposed to it. With these i , o a v npe are" read the:titles of the petitions, which ,. 't r 'Of came from all parts of the country. ~s ACrijoe mood' CHURCH AMEN DNIEN 1, 4 he b _ A ot _ so d moved d e t ß he ish b o r p ing e i f ng LO up N DON explained t" the C" P in 1/P-01 ments Act by mistake, of andth the assured ß epor Report b? , , -n ., r e n °i 'd i d e a. , sw , c i ; .45 Friend on the woolsack that he never bile ii o tb e l y advantage of his absence. He should be d Led _,.,,411 0 0 :, IS the objections of the Noble and Learned an opYl er , die and to give the Noble and Learned Ler t the °r s S IIP urging them. He begged to move t , 11 1 14 0 est 4 p „ s e_, , third reading on Friday next be disco A the g ig o P os l Bill be re-committed. sa tisOeu "der l l 'i o • le ,se The LORD CHANCELLOR was et u° fre ofr Prelate had moved the adoption of the rer t 1;6%0 some misapprehension, and was glad the Il ise tions given him an opportunity of stating his " " clauses in the Bill. Sr o ,l * el the The motion was agreed to. The Earl of FORTESCUE asked the ~ii en b, ie I RISH LAND COMMISSNioeIe 1 ; i/ 00 0 10 1 i tied' cretary for the Colonies, to name the day o f 13r.011 , oil; on his measure relating to the iniproventeucoolon";; 0 0 0 founded upon the report of the Irish Lane rec oil s eh 0/ Lord STANLEY could not name the F 040. ,if s o f ticipated that in the course of the nest ito lie s etirs e able to bring the Bill foray ard. e.. eviehe u "i 0 a - ,e' The Marquis of CLANRICARD'-' rt were - b o . o f other Bills founded upon the same rep w eer' .0 0 14 preparation Cera rn res eljt et ‘ l° Lord STANLEY replied that the . OO p ..ot ee 4 tainly made several suggestions, but n o cove' ss th:4 public business he was unable to say Iva' ~A to S t It b y be enabled to ad upon them. ders's 0 0 0°0 The Duke of t DEVONSHIRE was ' in as dee s ' to th h b of fa ill tieg Abe several Bills were in a great state __ 9o ll veil . 1 . 0 been thought advisable to postpone tou', ii t i l e A' for tP the pat on and tenure of land in Ireland, ui% or etarY b een, been entrusted to his Noble Friend the 0 ts n t per 'ts stages . a tbs ope 111, The had passed through some of i ~ h o pe 00 u otts ill , The Marquis of CLANRICARDL' o be a t le 1 .13 11 , Noble Lord brought forward his me o e s ,. n , r b ; tide orb ot. hs eat.% liament and the public in possession . o t._'' ect of the Toped to', some slight sketch of the nature and . Di ~, for • er d swe ir t s o od,• which Government intended to brims_ out ha tto eleee fe e v hints which heretofore had been thror: he loose 11 0 expectation of the Irish peoples tbel to be J . Noble Lord, it was not intended to . . °u gh Sow . , • their o bjects t h. shoe' defined. in the present session, the •oe' defined. (an d d abe t , § ll , u nciers tare t r iv The Earl of WICKLOW did h d dee .. e nett 0 0 , f , 'es a the 1 0 e l'' Lord the Secretary for the Coloni . .._ ratio , eido s eou.-- l ow - A Bills were not to be brought forwaihd In i d i h ot, e • Ire e nd but at all events, if they were land in b r of theh fo measure for the improvement e a t the la b s e u,, d ere' till the next sessior , of state te be brtsse"Lbeo Lord STANLEY said he did n and b'friegs Imovement Bill was the but that lie could not pledge if be did o l o r s e t oo he would bring his Bill in andunderstood, tha t pos e eilett course o f the it 0 t0it ... 0 , ward He did not agree with the Nobln l w ik a e s ly sur t e o he he w in is t h ro e d d ue it ed to ir important rtieee;tiro tes to enter into all the various a tha e c Marqu is that a _steee .. 1 s proving the land in Ireland. ini‘ I to o 0 lice, ,rh r e e p l :IS: h ilt s : s b t e ._ :: cit t ri b p upon by these Bills whenh.e brought 1 1 1 ;: is_ j love asort Fl r aDE b e ggen te t he re gif e i i , 't he matter then IRISH The Marquis of CLAN ls. the Commissioners on the . issioners batsider dresserthigiditie"'s notice the report of the Comrinse he question of which he had r ni ust e° _ A .,s 0 0 _ 0 l sue! ~, t he sue Jon opll s it his duty to bri e, . ho n o ld haL e hed S° oe' nis L o o i ge r d rb s tt l o i s i t i oa ss nt ' ee, table,io,fti, the r fT id hr ii e ,sl f , ciefioog se. u i 1 be : I' 1 I et ie 1. 1 r s o i n _C e n n b. wa q period he should feel it to b , w hen be ' ife $ 1 " 0 , col iii i going at length s i th w e i ir ty L o o f rdsliips' L el '` l' the Noble Duke opposite w. articular steP s ' n c"sideratlinhnetothetrheitrewrB:94;bseheinptre:set'l3t yeaf Noble 'ran d i t il e ',I the • s tall.' OP consequence of the report?INGTON set lot h in e _ ie to o _ o r h Fisheries. Deo laid bo o b a n , v e r i n l m ie e i D i t u t k o e t a o k f e resented p° be o un a ble 0 P aware that the report was pre he I t tred 4c6 ft answer to the Noble Lord's questionded to TS'''eb Government inten C° S 'ee p oi what measures Govern WELLINGTON OF AI AS 0 . f r er mein° ~ P to - ORMAN' ) ', ,- ate. n goo toli The Marquis of IN • prese he t ot i former occasion. i n g t f 01 queues of the report. any partic gory regn in io " e tiOelseio o ' s h o e m h e a d their Lordallipe that th i last SA P I the classes CONDITIONo f Manchester,esasanatory stops to improve th The Noble Marquis said he W.ish_edonatthitheb:o t o il —pray .7; toons'oeti„..oooo tiska: