The Sun. — London, England, 1845-06-09 00:00:00

tbirb Vaillttton SUN OFFICE, Seven o'Clock. LAVAY COMMITFEES (Tills DAY.) GROUP A. LOkD 'lXr+ C 7 IATHAIrT, AND NORTH RENT s t ilt, As LINE. .q t j EX ANDUR stated that h e a pp ear ed there on the part of a Sits,te'4 " n Rose Baker an d ot h er l andowners, w h ose l an d wo uld be house witr, w ith by the proposed line, for ten successive miles. The 'k . d er WAS B but fifty yards from the proposed line. gcant SULA objected to Mr. Alexander's stating the case Eia gi st readin g t h e petition. The complaint now made ests si ,. rn ed Fri en d was not stated in the petition, and no such ii.7nt ou ght to be ma d e. to xaNnErt said that Mr. Sergeant Shea's conduct was lia l( r iv Sergean t SHEA persi s t e d I n hi s o bj e cti o n, which, however, !r tiled by the Committee. ithin..4LeXaxisait then stated that the proposed lino passed d Itseriia..ftY Yards of Mr. Baker's house, and cut off his garden and ,5151 ,‘,.°°t-builelings, doing also great damage to the property of s *osi (i ' l lons in the neighbourhood. The South. Eastern Railway Paaa through some part of Mr. Baker's land, but instead of N ul l near his house it would go across the marshes, while the f i n ' and. North Kent line would pass through arable land. eßsander then called ! la nd at Ba ker, who stated that be was the owner of 9.2.8 acres kf ' , des, the villiage of Chalk, and proved the facts stated by r. Os h ' e . r . et% e'ng cross-examined by Mr. Sergeant SHEA, he stated that tr 41et non and Legg, two of the petitioners, were not owners aoG ten Part of the land through which the line would pass, being AH, tb s. ' 14rd Darnley. Th e p e titi on h a d been drawn up by Mr. tt\ - e attorney to the South-Eastern line. This line (the North c ross six Parish roads, and the South. Eastern eight. milar:r ° o wn, 4 landowner from the same neighbourhood, gave 14°Pekrttir4ence as t o the injury the North Kent line wou ld d o hi s 4 ti o4. s Neant Situ said that this was clearly a case for compen kr,,,,Jl in ans wer to ' l4 (fisi tIAN ER. the witness said that no compensation would o the era to reconcil e hi m to t h e i n j ury t o hi s es t a t e . Wrest • r l ando wner s and petitioners were examined to the same tkAll of "4Sostht:',Ne w itnesses expressed strong opinions in preference of k totem to the North-Kent line. a . JAN, 'l44eßwrrniza then called Iti ntbo .`uaaell, foreman to Mr. E. Smith, a paper-mak . er, at hes, °Me, who t is t : Of t he s ated that the proposed line passedwithin fifty the dei factory of his employer. The witness then entered - ,: he arik• al ' a of injury likely to be done to Mr. Smith ' s business 44 str, 41. -1 4 of s team-engines near the mills. Si (I°atierirlaNbert then stated the case of Sir John Fagg, who is a 15 , 1 N,, at Chilham and called several witnesses to prove that 7 the be,crossed by the proposed line, being already crossed kr, g 4 rd and Canterbury. 'tbrsetitiaanwernea then went through the cas . e of several t51„„r• e : net s, and called several witnesses on their behalf. 'I4MOR then addressed the Committee on behalf of Mr. s ed „.' a landowner and a petitioner, against the Bill, and I :top, i 'eter s ' Wit to prove the value of two fields, the w tills °f witnesses which the proposed line ts,, 143. • Hamilton, through . and also to prove the injury which would be done . to b ith 41 bu ildingwosi d ground by the embankmeut of the railway, N, 7.thirty feet high. th e ltis itss ' , erred to the case of the inhabitants of Feversham, a teat their opposition might be permitted to proc . e . eil th as 5,,,, `,"td that the inhabitants of every place through which ,- W ere n in s te nded to pass had a right to oppose the line, though 't landowners italldss-`korgi.:ant SHEA objected on the ground that the inhabitants is rth t hst the o nght to oppose the line than the public in general, .a PPoution was got up by the South-Eastern Company, l'S e rssr Po se of delaying the proceedings. kr. 11 "e ato itt ee decidd against hearing the case. ETnna then opened the case on the part of the to,altes floe, and, on the ground that he was not sufficiently th s .„7 o n - 2, t h the intentions of the Croydon Railway Company r e ,, Li :, Part of hi s case , w hi c h wou ld b e di rec t e d aga i ns t air L'Ldd ,aY is L ed that severa l c h arges respect i ng t h e atmosp h er i c to t answered by the Croydon Company. i tt 'tel to L°R . e nli the part of the Croydon Railway Company, k er ' l t to t k e t nE the answers required, but after a short discussion th e &.: kg" t u ne to consider. a th.: 4W aTsrett then proceeded with the case on the part of tft h 4 °l s ga . ste rn Railway Company, and called witnesses . to prove s s „. e S stit , ln at the Chatham and North Kent line, and in favour kft,'ty ofth"-Eastern line at Waelwieh, and to prove the supe th.t elslorth Eastern ' ' The principal objection to the North loi v‘ ch at he distance Of the intended terminus from the town ' , ltch it was said would render t per 5e..13 I .nerh thous of this part of the case occupied the Com. j t of adournment. tatlizza, Th GROUP FF. t4i, Set,, t AND NOPITHEMV LINE. "Zrnittee on this Group re-assembled at one o'clock s nd resumed the evidence in support of the land ganst the Edinburgh and Northern line. th t . I ,tetf b 8 °n, civil engineer of considerable experience, had lyt:lver v".erntisland Ferry, where the proposed line would cross asd was decidedly o f o pi n i on th a t there were kil4 4 4 , 4`.ments at this point which would render the working /1, 4 att pa . , !natte r of no small difficulty. The ferry was five 'Xtr tyl "d the p oss ibi l i ty of cross i ng at some per i o d s o f th e 14 4er tic ' I Y tincertai n It was quite out of the question, with elatnent to ' contend against, and with only a single hq h s! in e b „ ° , th ink of working the Edinburgh and Northern tit ti jith trl'qunction with the Caledonian and the other northers st jtok i Z e asonable degree of punctuality. On many parts tvo l C." line the gradients were extremely severe, and the the 8 Most necessarily be very great. The traffic 414 rnPo% Ole large and heavy, and it was, in his opinion, 0 4 .4 eAc i : - " that a railway with only a single line of way teN t e tths t : t lY accommodate it. 4 v, d 41 ItsiC:"lination, he said he was engineer to the Scotch t lh ep r ' h t° a, a /. which he laid out as a single line, and he be. r e nt r a r i lli n extent, that line would be a competition with volls41)4 i UI hip 111,, wa Y• The Scotch Central could have been worked without any danger had Parliament sanctioned it ~r• li ne, but having regard to the through traffic it to ‘oe j ait e ttly, e xtremely dangerous and inconvenient. 1,,.. th e saf e w ,1 4: 1 °ther civil engineer, corroborated the testimony th . " cer tai "d a He considered the ferry as a great impediment al diat il r'l3 'los is 7 Working of the line. The branch to Lochgelly s 'n ct ' -ai culated to accommodate all the coal fields of .li eenif oBl, ex Olt C i rAl 'ation he said he had been sent over by the nu t e Ne ° p Pa nY of whichh had the entire management. " Nss j- e ‘e th — e "n ie: engineer, e was well acquainted with sir Was line , q ts, li ne, and believed the evidence of the preceding et r ge G„ tIY correct. t i t 4r, li i. esse,, , : a, n n, a civil engineer and a marine surveyor, and tieltne ,c 4 l. "'e corroborative testimony. h " o‘. te . a civil eng i neer, th oug ht a ra il wa y with only a ~. 4 a. 11 1bu i . could not accommodate the through traffic be k gh an d P h hOf e ert . T e majority of the through traffic kj t nsferry, and by way of Burntisland. tk. t ittt ld not ac " l nlng engineer to the Earl of Zet land, said the ',ttiai„ t ough I.. "noodate the most important coal-fields of the 411,, Gelds w ile, it passed. It would certainly pass through tht 1 0 (ti l i f; but they were of an inferior quality. v iitt :: coal proprietor of Cluny, confirmed the testimony ' 3, and the Committee adjourned till tomorrow. siderable quantity of flour. Last year he paid 1,5081. for the land carriage of grain, the shipping subsequently entailing a large in crease. The proposed Dies and Attleborough branch would effect a saving of 6s. a quarter in the transit of produce. Cross-examined by Mr. WRATELEY, Q.C.—From Ipswich to Liverpool grain at this season of the year is conveyed at Is. a ton, and the price between Diss and Ipswich is 2s. or 3s. a quarter. The Eastern Union Extension line would not be a readier commu nication to Norwich than the Diss and Attleborough branch. Re-examined by Mr. ANDREWS, Q.C.—lt costs him 7s. a quarter for conveying wheat, and 6s. for malt, to Liverpool. By Mr. COBDEN—The price of 7s. a quarter Is made up by corn miss ion, meterage, dues, &c. The average time to Newcastle is two or three hours, Mr. Whaide, examined by Mr. GIRDEN-111 an ironmonger at Diss, getting his wares from Birmingham via Ipswich and Yar mouth. Supposing they had a communication between Diss and Birmingham, the most invaluable accommodation would be affcrded the former. Pig iron is now obtained from Scotland, and reaches Diss through Yarmouth. Cross.examined by Mr. Witarimur, Q.C.—Now one.fifth of the coal consumed at Diss is procured from Ipswich. Previous to the separation of the Committee it was agreed by Counsel to present to morrow a tabular account of the popula tion within three miles of the towns. It was also announced by Mr. Whateley, Q.C., that the opposition of the only resisting party to the Bury and Cambridge line had been withdrawn. The Committee adjourned at four o'clock. C GROUP GG. • 1 4 e . '` , 'lni tt — "Ur JUNCTION RAILWAY. 11,:e, consisting o f M r . E vans (Ch a i rman ), Mr. Newde ,7l, s t • i v c' e t otic ` z, Mr. Mil es, an d Vi scount G r i ms t on, sa t thi s day, " , se i . * 4l l in the Sessions-house, Westminster, and pro tb cross- examination of Mr. Miller, the civil en 'ivitbee above line. ` l, ek't th e I I ! was severely cross-examined as to the minute de tt4te%ttl) of vi the cost of each item, the quantity of tunnels, t' t;t i bt i tvh v a l klu et, the particular gradients on the whole dis. tt e t 4 , 11 y .) ju' Particular property would be altogether destroyed ti, 4 1 'en bj ed • The whole was a mere repetition of the evi ,j:ht,oureda,. Mr. Miller in his examination in chief during .4 tsh, 91,., .nd Friday's proceedings. The cost of construe a 1 41. 74 ab ,. 4 t )ati . ' 44 ' a gee to property, &c., would be in round ( lieb 75 ,000 / n • ` n gineer had been in partnership with his father Zti and had now ' contracted for about 200 miles of • for a nd he considered the estimates of this line amply 1t five, 11' e')aistruction. He would accept the works for the tl kr, l ilitch ell n the estimates. 6410u:uric and Alr. Lyon gave precisely similar evidence. th e - ven,, lif iad not examined the plans and sections, but he li t h 4 ou ght it tl , t ,.) , the formation or working of these tunnels, ttnm , ~"'as an absurdity to question the safety of the t tn i e . .'th Ned b "overnor of the Towns' Hospital, said that ) 'l4:di eneath the hospital through a stratum of sandstone, tl,°:inse_ot2ductor of . sounds. anu he had never heard the _ P a ssing through. rthce',.,adbetter u. in and proved the estimate of damage " n d ard h e 98 other Cott i,OO proerty to the railway. The amount , 0 0/. 'tee ad journed a p t four 'cicek. GROUP R. Co - v Zeit 1014 4, 1114 4 ,, ABM BRAND ON LINE. ' c n this li ne resume d t hi s morn i ng, b y h ea ring Plk, t ot, Q"' M erits of the Ly nn a nd E a st Dereham project, 4 t he C , h Alesrs. Birch and Baggalley appearing to h a ,it w astri e, 4 a ;7 the i io engineer, examined by Mr. BIRCH—Bas kr Ad ll . tilw a e v " country through which the proposed Lynn and (i t le ntt w ill Pass, and considers it unusually favourable. . be sr o are easY, the worst being 1 in 100, and the q a 4 lit e "ll hallest curve at the termini is twenty chains. hi' coo k ! antleie taken at the rate of twopence per mile. Mer tilt,li, ar l age r .,4 4 ted to yield 4,5274, coal 4,432/., and lime and takiLa t ' l t l l, the Pacooool., making a total traffic income of 9,9601., it 4 t t , capi t u enger receipts, will give a return of per th, 4 ,11 - , u,0001., the sum computed for the under. 4, tt l h kl e by Mr. BAGGALLEY—Is mayor of Lynn, 441.4tig)nit Y la et town oll.cake and i r onmongery—general t th, ir 1 9 , 14 Y co nsiderable, and a direct railway corn. I tt,Ho„tt,, prod u be very valuable as enabling them to 41, n 4; c e either to the north or the metropolis, rates,lt tem ifor their own consumption at t r : at r The cost of conveying coal from Lynn to slryr itti. ia , 4 tieri ak re j e . nt 1 1 s• per ton. ‘ t 'hili t 4 ha vi , anc. e xamined is) , Mr. Btacw—ls Town.clerk 10 4 ; L t, I ,)' Of th. "g heard the testimony of Sir. Pitcher, as to the :, 4 : ,l l, ; ' ,Z a h rtl : o P a ' Posed line, can confirm it i every particular. eProj ee , r Armes gave similar testimony of the % h. , not but that point being uncontested, the wit when ``°24 e xamined, and the evidence was merely th " t as th atl Y d evoid of interest. NZ ,,o re,,,g t iven of the accuracy of the traffic and distance t Other t!," . raising the capital by the issue of 10,800 thtkle-'aithe'athaa,i'leinnaeical matters, and the preamble of the Lynn 4 t 4 Pause n i „,, through Swaffham was passed. h p ° inry ii cent er,` authorises the Company to pay interest at the i ,tlit a - ", t to toes r egat _ Lt . ie amount of subscription paid up being read, i , a 'ng the principle of the power objectionable, th e c nlY on the condition that. if on their repre hoy,',ed the liouse of Commons a concurrent opinion q l l e ver e sh ou l d to t, sn eh , rather be recommitted. The agents for the WThe s t h i eno r , th an be liabl e to a contingency w hi c h wouldpense w as °l4 ex ,„ Co, .r -, cordin , preferred the withdrawal of the w tilt. Uses were sg u l b Y s d eti on ue e ntly discussed, and passed with I, lt El -ea then proceeded to the consideration of the 4 "orty.'-'47.7enorouGH BRANCH or tr •11 4 ce zeki raf t ., nitaNDO AT LINE. t h tir eh _ - e xamined by Mr. GIRDEN—Was some n' ale ne e rnerch th . ant at Diss but owing to the difficulty ti ht , st Crape, Present el it; , th its c With ow and expensive transit, he was the tradesmen of Ipswich. The price of h at • Per t o , „, a '61,„ . of which is paid for carriage from 0, r. c 0 Yan ce m uth . the cost is materially less, and the Th, Proport ionably so. t 'ist t ' t th:l' i nio t , o , e me eting was not convened by advertise. Ir tt, af th the inhabitants of Dies is decidedly in ch4.l2.4,ters!od Ait leboroug,h Branch, rather than the ati elid a Cou nties Exten s i on. - gs vt dt he `" In e (1 --Is an ext ens i ve m ill er, r es iding at k at ''ee • f -j " quarter or bot so, of wheat and b ar l ey per weak to Ips tapitl ~„__ 'a , to Liverpool, at a cost of 7s. a quarter. ‘ , Pninnuication prevents hit sending any con- THESTIN, LONDON, MONDAY EVENING JUNE 9, 1845. proposed line would be. There appeared on the map, on the line called the Great Western, a place of the name of Standish, which had hitherto been a small and unimportant place, but which In the lspse of time, would, no doubt, become as notorious as some of the princi pel cities. Standish was the point of departure from which the proposed project would emanate from the Great Western line. Before proceeding from this point, the Learned Counsel called the attention :of the Committee to the general bearings of the line with respect to the Great Western Railway. It was pro. posed to construct the South Wales line on the principle of the broad gauge, and no difficulty would arise on this head, as no opposition had been offered as to whether the line should be made on the broad or the narrow gauge. The proper point of departure for a South Wales line would be, without doubt, from Standish, whether it was in tended to accommodate the internal districts or the coast; and it was also the best means of communication for London and Manchester. From St. David's to London the communication would be nearly in a straight line. Standish would be also a ♦ery convenient point, as it approximated nearest to the port of Bristol, and with the west of England generally it would afford the nearest and best communication that could be obtained. From Standish to Glou cester the distance was 72 miles, to Bristol 29 miles, and to Lon don 107 miles. It was intended to cross the River Severn at a point six miles from Standish, which formed a con siderable bend here. On crossing the Severn the line would enter the district of the Forest of Dean, which was a mineral district of very ♦ast importance, and belonged to the Crown. From thence the line proceeded along the coast, crossed the Wye, to a point called Chepstow, where the line entered the town of Monmouth ; and from thence, following the coast, reached the town of Cardiff, which was a port of con. siderable importance. The course of the railway would then be entirely a straight line to Neath, a very large mineral dis trict. From Neath, the line traversed a rich agricultural mineral country to Swansea, from whence fully three-quarters of the entire copper used for manufacture was exported. The line then proceeded from Llanethly to Carmarthen, towards which town was a large converging of population and commerce; it hence travelled west from Carmarthen to Milford Haven on to Fishguard, from whence the distance across the channel to Wexford was seventy miles. It was very important that a more effectual communication between London and Ireland should exist, as the present means of communication round Holyhead was exceedingly inconvenient. The railway would also conduce very considerable to promote the commercial interests of Ireland, as regarded Wales and England. It could not fail to strike the Committee how impor4nt it must be to obtain a nearly direct com munication between Fishguard and the ports of Waterford and Wexford. Wales and Ireland would be mutually benefited. The strong opinion that had been expressed by the Commissioners of the Board of Trade as to the advan- tages of the proposed line, would preclude the necessity, if any existed, of entering into any details as regarded the en gineering department, or as to the produce of the country through which the lide would pass. He would proceed at once to state that the estimated cost of the centre line, inch.ding all contin. gencies, was 2,800,0001.,:which sum was small when compared with the expense of lines of a similar important nature. The passenger traffic was expected to realise:an income of 220,000/. a.year, from the conveyance of goods the revenue would be 205,000/. ; from other sources about 30,0001., making altogether a gross revenue of 450,0001. annually. The working expenses of the line had been calculated at 40 per cent., which being deducted from the gross revenue will leave a clear net annual income of 274,0001., and which will yield an interest on the capital exceeding nine per cent. There were three branches on the line, one of which was called the Pembroke branch, and was 19 miles in length ; the second extended from Newport to Mon. mouth and was 19 miles long, where it combines with the Hereford and Monmouth line, and the third branch which was 7 miles in length traversed the Forest of Dean and also united with the Hereford and Monmouth Railway. It was proposed to make a navigable cut across the bend of the river where the railway would pass. The Lords of the Ad. miralty had demurred to the proposed scheme only with hesitation. The Commissioners of the Severn Navigation were satisfied the proposed mode of crossing the river would not be injurious. The Board of Commissioners of the Woods and ,Forests were strongly desirous that the line should be made, and the Board of Trade had decided it was desirable to be made, so that these three important and influential bodies are all pressing in its favour. The only persons who were likely to be effected by the construction of the bridge were those who were located above the crossing, and it would appear in evidence that these individuals were all unopposed to the project intended. The canal on the side of the Severn would, without doubt, tend considerably to pro mote the traffic on the river, and would be a beneficial interference There was little or no opposition on the line, for on the 215 miles of railway there were only 15 miles opposed by landowners. The Learned Gentleman concluded his address by observing that he had left all details of an engineering nature entirely out of view, but he was satisfied he had stated enough to convince the Commit tee that the preamble of the Bill ought to be passed. The CHAIRMAN then said—l suppose, Mr. Austin, you have seen the letter from the Admiralty. Mr. AUSITN—Yes, Sir. The CnAIRMAN observed he was authorised in saying that that communication had been confirmed by a subsequent intimation from the Admiralty. Sir T. PHILLIPS called Mr. Buckland, of Swansea, as the first witness—He deposed generally as to the mineral traffic of South Wales, and the great advantage a railway communication would afford in opening up markets fur the disposal of the produce. The further examinatio❑ of the witness was postponed till to-morrow, and the Committee adjourned. GROUP QQ. ASHTON, STAZZYDRIDGE, AND LIVER- POOL JUNCTION RAILWAY-(1172331W1CH BRANCH). This Committee met, for the first time, to-day, at one o'clock, Mr. Round in the chair, when the Ashton, Staleybridge, and Liverpool Junction (Ardwick Branch), was entered into. Mr. HILDYARD opened the case on behalf of the projectors of this branch line, which is proposed to be taken from a point near to the terminus of the Leeds and Manchester Railway in Man chester, to the terminus of the Manchester and Birmingham line in Ardwick, one mile and a half in length, thus connecting together the latter line and the Ashton and Staleybridge with all the other lines at present radiating from Manchester. There were no en gineering difficulties, and the cost was estimated at 60,000/., on which, the tables of traffic, proposed would show an ample return. There was no opposition to the preamble of the Bill. Mr. Silverwood, Mr. Opeushaw, engineer, and Mr. Carver, were examined very briefly in support of the preamble, when the Com mittee decided that it was proved. The clauses of the Bill were taken into consideration, and agreed to without any opposition, with the exception of one, which was opposed by Mr. MALTNS, on the part of Mr. Bennett. This clause is one sought to be introduced by the Corporation of Manchester, giving them the right of making a street, eight yards wide, from Chancery-lane to Princes-street, close to, and alongside of, the railway, and upon the land of Mr. John Bennett. The objection to the clause was, that it was an unjustifiable interference with the right of private property, and would interfere with Mr. Bennett using his property for the erection of mills and warehouses. Evidence was called in support of the objection, when the matter was compromised by substituting the word "road" for " street," and reducing the width from eight to four yards. The report was then agreed to, and the Committee adjourned. GROUP KK LIVEHPOCL Ara ID MANCHESTER. EXTMN. SIOU. Mr. Woods, the engineer of the Liverpool and Manchester line gale evidence confirmatory of Mr. Lowndes' statement on Satur day, which appeared in our paper of that day. At the close of thin examination Mr Sergeant BELLasts said he appeared for Lord Francis Egerton and several landowners along the line, and also for the Liverpool and Manchester Railway Company. The avowed objects of the Liverpool and Bury line were to extend com munication between those towns and that of Bolton, but the real objects of the promoters were, first, to compete with the Man chester and Liverpool Railway, and, secondly, to deprive it of the traffic of the great towns of Yorkshire. He hoped the project would find no favour with the Committee, and that the Legislature would avoid:striking so heavy a blow against that which was the pa rent of the railway system in this country. He did not deny that the present communication between Liverpool and the towns at which the proposed line would touch; was at present imperfect, aid re quired amendment. He did not deny that there was at present a good deal of delay in the transference of goods, particularly at the Balto❑ station; but the Liverpool and Manchester Railway, which he re presented, would propose a far more eligible communication than that projected by the promoters of this Bill. The Learned Sergeant went on to say that the witnesses upon the other side had greatly exaggerated the traffic and passenger communication between these towns, and said he would produce evidence to show that the calculations upon the other side were utterly erroneous and unfounded, in some cases the amount being doubled, in others tripled, in very many, indeed, quadrupled, and in not a few cases not a single pound having left the place where thousands of tons were said to have been transhipped. The line which he proposed was from Lowestoft, on the Bolton and Preston line, three miles from Bolton, to join the Manchester and Liverpool line at Newton. He had authority to state that this line would be carried out for trial by the Manchester and Liverpool Railway, if it met with the sanction of Parliament. The line he proposed would pass through some of the richest coal. fields in England. He was surprised at the Board of Trade for reporting in favour of the Liverpool and Bury line, and made sure that report had bee❑ founded on misrepresentation's made to them. The report set forth that the resources of the Liverpool and Manchester line were all engaged in the main line. Such was not the fact. There were only four subscri bers from Bury, and five from Bolton in favour of the Liverpool and Bury line. A single shareholder in Liverpool had bought more shares in the line than all the inhabitants of Bolton together. The Liverpool and Bury line was a crude, hasty, and imperfect scheme, and could only have originated in the present speculative mania. The Liverpool and Manchester line would be on a level with the docks, whereas the terminus of the other, would be forty feet high, and some hundred yards from the docks. The stations pro posed by his clients were far more comprehensive, and they could accommodate infinitely more persons than the other. The traffic tables on the other side were altogether wrong, and he could not but think the Board of Trade must have come to its conclusion from these erroneous figures. The Man chester and Liverpool Railway had already done much--they had gone to an expense of 250,0001. to join the Man chester and Liverpool Railway with the Leeds Railway. The case which he had laid before them he would prove by witnesses. Mr. Henry Bradshaw was agent to the Bolton and Leigh Rail. way Company, and had been so for sixteen years. Had examined the traffic tables sent to the Board of Trade by the pro moters of the Liverpool and Bury line, and found them incorrect. The traffic between Bolton and Liverpool was stated by them to be 53,506 tons, whereas it was only 25,600 tons. It was said upon the other side that the traffic between Bolton and Wigan was In minerals, &c., 268,450 on the Bolton and Leigh Railway—that statement had no existence in fact ;the goods did not pass to and from those towns. Cross-examined by Mr. WILKINS—The foot:passage traffic was between Wigan and Bolton. Bolton contained 90,000, and Wigan 60,000 inhabitants. Mr. Hargrave's lease in canal and railway would end with the present year. Mr. Henry Abrahams, stop gate-keeper on the Leeds and Liver pool Canal—The annual traffic was 424,761 tons. The witness was not cross-examined. Mr. Wahnsley Stanley, engineer to the Lewis and Liverpool Canal Company—Fourteen miles of this canal ran through a coal Held, exclusive of 6 miles near Leigh. They had 11 curves for coal wharfs in Liverpool. It was essential there should be a com munication of this kind for coal traffic. At the termination of this witness's evidence the Committee ad journed to the following day. GROUP L. PORTSMOUTH ATMOSPHERIC LINE. The inquiry on this line was returned at twelve o'elock to-day, Mr. E. B. Denison in the chair, when Mr. RAWLINBON called Mr. Piokford, lessee of the Epsom tolls, who stated that the tolls were heavier than on any other road out of London. Mr. Evrett, an extensive contractor for tolls, stated, in reply to the Chairman, that there was no road which had been so little in. terfered with as this had. Mr. White, surveyor of the Horsham and Dorking Trust, which began at Horsham and ended in the town of Epsom, a dis. tance, including a branch to Horsham, of 26 miles. The tolls from this trust:might be divided into four heads, public conveyances,3Bll 68.6 d. post and job work, 88/. ss. 10d. ; private conveyances, 5181. 14s. 4d. ; and heavy carriage, 1,120/. Bs. 10d.—making a gross toll of 2,1081. 15s. 6d. The number of horses that passed was 126,588, and the tonnage 86,903 tons. He was also sur veyor of the Leatherhead and Kingston road. It Was from the latter place that two-thirds of the coals were brought to Dorking and the surrounding country. The price of coals at that place was 38s. to 40s , out of which 12s. was for carriage, the tonnage being about 14,000 tons. Mr. Popo, the eminent coal merchant, stated that he had been the first person to send coals by the South-Western Railway. For the carriage of coal the charges were—for unloading Bd. a ton; lighterage, 9d. to 10d.; unloading and warehousing, 7d. ; and meterage, 3d.; one-half of the meterage the captain paid; so that the cost of getting coals to the South -West ern Railway is Os. 4d. a ton. To the Brighton Rail. way the united charges were 2s. 1 lid. a ton, but he was making a dock and wharf at Deptford-creek, which he was under a bond to the Greenwich Railway Company to make a public wharf; and from that wharf, which was between Greenwich Hos pital and Deptford Dockyard, he could unload the ships at a half. penny a ton, and get coals on to the Greenwich Railway for 4d. Had an agreement with the Greenwich Railway Company to carry for another 4d. ; the wharfage would be 2d. ; and meterage I id, a ton, so that he could supply coals at Dorking for the same price as he could send them to Charing-cross. He had had a ship of 280 tons unloaded in the dock, and there would be every facility for the transit of goods, not only along the proposed:atmospheric line, but also with the North Kent to Chatham. He also sent a great quantity of shoddy, a peculiar kind of manure applied to the hop grounds about Dorking, and there was a good deal of lime which came up from that part of the country. To the cross-examination of Mr. CocKBURN, Mr. Pope stated that he had completed his own side of the dock since he gave his evidence on the Epsom line last year, at a cost of about 2,0001., but the other side was as yet incomplete in consequence of the transactions between the Greenwich Railway Company and the South-Eastern Company. One side of the dock was his own freehold, but the other side had been leased of the Greenwich Rail way Company for 99 years, and they were under an agreement to complete that side of the dock within two years from last Decem ber. The cost to them would be from 3001. to 500/,. and, of course, the South-Eastern Company, would be glad to complete their side of the dock, because it would bring a good deal of tonnage to their line. In his opinion, the means which he adopted for the tranference of the coals from the ships to the railway wag. gons was much more economical. Mr. Barclay, M.P. for Sunderland, residing at:Eastwich Park, near Leatherhead, stated the whole of the country in his neigh bourhood was very much in want of railway communi, cation. The nearest station was at Esher on the South. Western line, and the time occupied in getting to the City was about two hours and twenty minutes, and the mode of conveyance was expensive. The whole of the country was thickly studded with the villas of gentlemen connected with commercial affairs, and who very frequently came to London. His own place was 2 miles from Leatherhead, on the Guildford roast, and about 6 miles from Epsom. On the whole the London. bridge terminus was by far the most convenient, and there was no other railway which offered any facilities for conveyance. Mr. Joseph Cubitt, engineer, stated that he was the acting engineer in laying out the proposed line, in which he had enjoyed the benefit of his father's assistance. The line began at the ter mination of the Epsom line, which was 18 miles 5 furlongs from Dorking, thence by Leatherhead, and a tunnel at Norbury Park, 453 yards long, to Wootley-ridge, which they passed by a tunnel 660 yards long, thence to the ridge on which Hasiemere stands, which they passed by a tunnel of 1,733 yards long, at a distance of thirty miles ; thence to: Lippock, four miles; thence to Petersfield, eight miles; and rising to the South-down Hills, which they passed by a tunnel 1,254 yards long; thence by Idsworth and Rowland's Castle, through a short tunnel of 140 yards in length, to Havant, eleven miles; and thence by Bedhampton to Portsmouth, seven miles, making the total length of line sixty miles three, chains, and the whole distance from London nearly seventy-nine miles. The heaviest cutting would be forty feet deep, and would require 327,000 yards of earthwork, wad the greatest embankment would require 22,000 yards of earthwork, and would be about twenty-eight feet high —about fifteen miles from Epsom. The deepest gradient was 1 in 80, and the gradients gradually decreased 1 in 475. The horizontal was seven miles long, and the rest of the railway was laid out in the gradients, the steepest being about four miles long. The Chichester Branch was about 3i miles long, and the rest was easy in gradients. There were no curves of less than half a mile radius. The works were certainly heavy, but easy of execution. The total estimate was 1,407,165!., including land. That was on the principle of a single atmospheric line, but the land taken was sufficient for a double line. The estimate included the pipe and the electric telegraph, but not the working plant nor any compensation for the patent right, the last being included in the working cost. The railway might be opened in two yoars from its commencement. The estimate covered the Chichester branch, and in the whole comprised a distance of 69 miles. The proposed line certainly went through a country far more deficient in the means of conveyance than that through which the Chichester and Guild ford line passed. He had laid out a branch to Guildford, and had surveyed another to Reigate, the plans of the latter of which had been deposited, but both were abondoned at a late period. To the cross-examination of Mr. CocaatlaN—Mr. Cubitt stated that the first and principal cutting was in clay, and was proposed to be 3 to I in slope, and was to be 24 feet deep at bottom. There were 34 other cuttings passing through chalk sand and clay, varying from 1 to 1 in slope to 1 in 3, and from 30 to 50 feet in :depth, and being from half a furlong to miles from each other. The total quantity of earth work would be 4,233,779 yard and of embankment 2,02,858 yards, effected at a charge of from 9d. to Is. 3d. a yard. The charge far tunnelling at Norbury would be 30/. a yard, at Woot ley 45/., at Haslemere 451., and at Buriton, 30/. a yard. Tne total cost of the tunnelling would be 163,1851., and for the earth work 200,2451. The bridges and culverts would cost just the amount, 200,2451. The permanent way would be made at a cast of 2,600/. a mile, being for ballast 660/., sleepers 4401., chairs 931. 175., intermediate ;chairs 281/. 155., rails at 50Ibs per yard, 2911., and the laying 1704 making a total cost being 166,4001. for the main line, and the branch 25,4001. The vacuum tube and the electric telegraph would cost 4,5001. a mile, making a total cost in that department of 270,700/ The vacuum tube on the main line was to be 18 inch on the main line, and would require 320 tons s mile; that on the branch line would be 15 inch, and would require 264 tons of metal two miles. The cost of the electric telegraph woiltd be 12,000/ , and the cost of laying that and the vacuum tube would be 240/. a mile. The cost on the branch line to Chichester :would be, for fencing, 2.8001. a mile; earth. work, 9,3211.; for bridges, 27,740/. ; permanent way, 23,4001. , for vacuum tube, 37,028/. ; for the electric tube, 1,750/. ; land, 14,6021.; and for contingencies and stations, 9,9871. a mile; mak ing a total for the branch line of 127,235/., and for the main line, 1,279,9301. The number of stations on the main line was pro posed to be thirteen, erected at a cost of 61,0001., and there would be two stations on the branch line. The stationary engines were now strietly within his department, but be believed that they were to be at a distance of three miles from each other, and were to be double engines of, together, 130 horse power. Mr. GUNNING appeared for Lord Grantley, who has an estate near Woncrsh, and endeavoured to elicit from Mr. Cubitt that the direction of the line had been needlessly altered. It appeared that the nearest point of the railway would be within 150 yards of Lord Grantley's house, where there would be an embankment about 27 feet high, but the viilage of Wonersh lay between the two. There was, however, a portion of the line not more than 300 yards from the house, where there was no building to intercept the sight of the railway. The radius of curve at the park was about three-quarters of a mile. To the cross-examination of Mr. M. SMITE!, Mr. Cubitt stated that there would be seven roads crossed at a level, and he proposed to cross the line by small balance bridges, which were to remain up generally, and which would be lowered over the tube whenever a carriage wanted to pass over, and a man would be placed at those points to lower and raise the bridges. To the cross-examination of Mr. WADDINGTON, Mr. Cubitt stated that the branch line would leave the main line at Havant, and he proposed to use the station of the Brighton and Chichester line at Chichester. To the cross-examination of Mr. RAWLINSON, the witness stated that the main rooms looked away from the line down the opposite valley, and that there was a wall twelve feet high at the back of the premises, and the whole of the village between the house and the railway. It was intended to pass the canal by a viaduct screened from the house, except the upper windows, by a woop. The line would run about 200 yards from Gosden House, the seat of Mr. Sparks, but it went altogether through farming ground, and he did not think that any ornamental property whatever would be disturbed. They had contracted for the atmospheric tube at Si. 15s. a ton, while that on the Epsom and Croydon line was to be 71. 15s. a ton. The rails on this hoc were to be 111. 103. per ton. To the inquiries of Mr. M. MILNER—The witness stated that the great foaturea of the line had been adopted from the beginning, and he had adopted this line, because from Godalming it was the shortest, and enabled him to jein the atmospheric line at Epsara ; and he did not think that the advantage of the better gradients, on the other line, was worth consideration. To the inquiries of Lord CLIVE, the witness stated that there would be nineteen engine station between London and Portsmouth, and there would be five or six crossing places on the line. There would be a means of communicating, Isy the olectric telegraph, between station and station. To Mr. OSWALD—The witness said that the heaviest portion o! the line was between Godalming and Dorking; and the steepest gradient, lin 80, was on the way to Harant. There were many gradients steeper than this, there being one on the incline plane of the Birmingham line of lin 37. The tunnels were 14 feet char way, and 16 feet high, char. The brick work was to be 18 inches in the chalk, and 2 feet 6 inches in the sand and clay. He could not spzak as to the opportunity of continuing the traffic, if the tunnels were to be enlarged the tunnels for a double line, nor could he estimate the expenses, but the proportion might be half as much again- The Committee here adjourned till twelve o'clock to.morrow. GROUP LL. THE LONDON AND SOUTH-WESTERN RAILWAY EXTENSION. The Committee on this group sat at half.past twelve o'clock thls morning. The evidence in favour of this extension was proceeded with. Mr. Cornelius Tobin was called and examined by Mr. He stated that he was the principal manager of traffic on the South_ Western Railway. He was of opinion that the intended extension of the passenger part of the railroad would be of great assistance to the Nine Elms part. He saw Mr. Horne's traffic tables, and he perfectly coincided in them. The goods traffic had increased 500 tons per week within the last six months. The present station was ex tremely inconvenient, and the subject of general complaint. The removal would do away with a great nuisance arising from cab and coach stands in that part of the road. The alteration would be of great advantage to the Company; and the interest of Mr. Francis and that of the Company were the same. The witness was then cross-examined by Mr. Francis's agent, but his evidence was unshaken. The case for the promoters of the extension having been closed, Mr. MONT/GUE CHAMBER! addressed the Committee on the part of the petitioners who opposed the extension. He said that he appeared for Messrs. John Francis and Charles Francis Burnett, the Bishop of Carlisle, and his leaseholder, Mr. Alleyne Williams, Mr. Woodward, the Rev. H. Tower Streeton, Martha Carr, and certain inhabitants of the parish of Lambeth. The Learned Counsel then went Into details of the injury that would accrue to the petitioners for whom he appeared. The Bishop of Carlisle and his lessee, Mr. Alleyne Williams, would be irreparably injured. When tae Committee were dealing with a question of this matter they ought not to look to the persons, but ought to take into consideration the protection which they ought to afford to church property, and take care that it should not lose in value to the successors of the prelate or to the Church, which would be benefited by that pro perty. The value of the property in question was 6001. a year, which would be much lessened if Mr. Woodward could not receive his rents. Mr. Woodward had within the last twenty years be come a rich and wealthy tradesman, and had erected m ,ny hundreds of houses, the rents of which would be materially interfered with, and he would become a man of comparative poverty, and such compensation as was generally introduced into railway Bills could net recompense him. His other clients would be similarly injured, as their property was new property, in which large sums of money had been invested. The traffic tables, he alleged, were grossly erroneous, and the preamble was not proved, It was originally intended to extend the present line to some place near Ilungerford-bridge nom the terminus at Nine Elms. But it appeared now that there wrs to be no extension from the present ter minus, but from the Wandsworth junction, which was contrary to what was advertised. He argued that the Committee, when dealing with this scheme, had to consider whether the present line of railway could supply the demands of the vicinity of London or the demands of dis tant passengers, which the traffic tables showed. It would require four lines of railway to supply those demands. According to the present ground plan it would be impossible to do it. There should be an additional embank ment, for which there was no provision made in the estimate. On the other hand, the Committee ought not to con sider the contributary branches which were contemplated— they should look to the main trunk alone, and it was a case for post ponement of such a scheme until they knew whether the branch projects were to be carried out. If an injury was to be done to a vast number of individuals and was to be excused because a greater number were to be benefited, they should not do that injury until they saw that the greater number were about to be bene fited. He then alluded to the advantages which it was alleged that the intended extension would bestow upon pleasure passengers, and argued that the pleasure excur sion traffic was the most futile and most unsatisfactory that they could rely upon, as was already found out on the Brighton line. He would conclude by saying that the present scheme would destroy the comfort and convenience of a vast number of in dividuals, and was to be carried out at the enormous expense of 800,0001., and he would ask whether it was not a case which ought to be postponed until they saw more clearly with reference to fhe advantages which the public would derive from it. If jus tice were done by granting proper compensation, twice the above sum would not be sufficient. The result of the evidence which he would produce would be that the Intended extension would not be for the public benefit. Mr. Wiltshire was the first witness called. On examination by Mr. M. CHAMBERS, he statedthat he had been a surveyor and architect at Lambeth for the last thirty years, and was well acquainted with the property in that locality. He surveyed the pro. jected line several months ago, He thought that it was exceedingly objectionable, because it would cut property in a diagonal direction, and passed all the great thoroughfares in a diagonal line. It would be more injurious than if it went directly across or by the side of property. lie discovered that there could be made as good a line, and not at greater expense, which would not destroy property by so cut. tint; it in a diagonal direction. The property of the Messrs. Burnett, Woodward, the Bishop of Carlisle, and Mr. Streeton, would be injured in such a way as not to admit of compensation. The witness was then cross-axamined by Mr. HILL—He adhered to his statements on examination in chief. Mr. Cottingham, architect, wa, next examined. His evidence corroborated that of the former witness with respect to the impos sibility of affording full compensation to the proprietors of thepro_ perty which the intended extension would cross. After a brief cross-examination of the witness, the Commit ;ee rose. GROUP N. SOUTII DEVON AND TAVISTOCR, RAILWAY, &c. At the sitting of the Committee this mornin g , _. . Lord Morley, Chairman of the Chamber of Commerce at Ply mouth, gave it as his opinion that the branch to Sutton Pool would offer great facilities to Plymouth; that the inhabitants were in fr.vour of it; and that the traffic which such a line would glary would be considerable. Mr. Brunel, the engineer to the Company, was then examined. He stated that the line and branches would be worked by atmo. spheric traction. The estimated cost of the branches, including land and the laying down of the atmospheric system, would be —Tavistock branch, 157,0001. ; the Launceston branch, 130,0001.; Sutton Pool branch, 22,000/. ; New Passage, 35,1001. On the Tavistock branch there would be three tunnels, and a curve of eighteen chains, on a gradient of lin 42. On the Launceston and Tavistock branch there was a gradient of 1 in 261, but that was at the point of starting from Tavistock; at the Launceston end 1 in 27i for three-quarters of a mile. On the Sutton Pool branch the smallest gradient was 1 in 40 for a distance of the chains, and 1 in 64 for about half a mile. On the Millbury branch the smallest gradient was lin 43; in New Passage 1 in '25. The smallest radius of a curve on that line was 22 chains. By Mr. BRAMWELL—The Plymouth and Dartmoor line, worked by horse power, could not be rendered available for the purposes of the presumed Sutton Pool branch. They proposed crossing that line. The atmospheric pipes might terminate on either side, or he would carry the apparatus and the lines across 18 inches below those laid down. Mr. BRAMWELL then addressed the Court on behalf of Alder. man Johnson, the proprietor of the Dartmoor line, and held that the projectors of the lines before the Committee had violated cer tain promises entered into with them respecting the taking of that line for the purpose of using it on a portion of their line. They subsequently altered their plan and proposed to carry their line in the same direction, and within 40 feet of it, by which great injury would be caused to the property of Alderman Johnson. 'Die room was then cleared, and after a deliberation of three quarters of an hour the Committee adjourned until to-morrow. GROUP P. NEWPORT AND PONTYPOOL. The Committee re-assembled at their usual hour this morning, and were occupied, up to the time of our going to press, with amending and pasting various clauses of an unimportant nature, and affecting only the interests of parties locally concerned in the construction of the proposed line. It is expected that the South Wales Railway will be the next scheme that the Committee will take under their consideration. The Committee having passed the remaining clauses of the New. port and Pontypool Railway, the Bill was ordered to be reported, and as had been surmised, they proceeded with the consideration of THE SOUTH WALES RAILWAY. Mr. AUSTIN (with whom were Mr. Talbot and Sir T. Phillips) appeared to open the case. lie commenced by saying that the present sch,:me was one of the most important measures that he ever remem bered to have been brought before a Committee of the House of Com. mons for their consideration. It would appear from the maps before the Committee, that the line was proposed to traverse a very extensive range of country. The entire length of railway was 162 miles, going through a country at present entirely without the means of railway communication, and yet numerous in population, and abounding in mineral and agricultural produce. The line would establish a com munication with various ports on the great estuary of the Severn, and would terminate near the port of Milfori, which was notoriously one of the most important ports in the country. The shore lying opposite to Ireland, and commanding all the extensive corn. coerce derivable from the south of Ireland, it would be very difficult to exaggerate the importance of that line. The Commissioners of the Board of Trade, who had inquired fully into the question with respect to the general utility of the proposed line, were of opinion that the benefits that would result to South Wales would be almost incalculable. Ile would shortly describe what the course of the GROUP R. NEWRY AND ENNISXXX.X.XIN RAILWAY. Mr. Gibson Craig, Chairman. The Committee met this morning at twelve o'clock, when the examination of evidence on behalf of the Newry and Enniskillen line was resumed. Lord Lurgan deposed as to the trade between Armagh and Newry. The trade was very considerable, and likely to increase, were this railway formed. The feeling was generally in favour of this line. Sir John Rennie, civil engineer, gave evidence as to the survey ing of the line, which he executed in October last at the desire of the Company. The line was 71 miles 55 chains long. The distance from Newry and Armagh was 22i miles. Three miles of this portion of the line had a gradient of 1 in 81. The severest of the remaining gradients were lin 102, lin 150, and lin 140, rewctively. The other gradients were of a very slight character. The gradient of 1 in 81 was near to the Armagh station, and would not at all interfere with the swift progress of the trains. If at any time there was a heavy train passing, from the proximity of the station an extra engine could easily be got. There were much less gradients worked by locomo tives. One on the Gloucester and Birmingham of two miles in length was 1 in 37, and the inclined plane at the Euston station of the London and Birmingham was lin 65. The deepest cutting was 75 feet. There was only one tunnel on the whole line of 310 yards in length. There were no engineering difficulties ; and the most expensive part of the line was between Newry and Armagh, which he estimated at 15,5001. per mile. The whole capital was 900,000/., which he considered amply sufficient for all purposes. The line at the Newry terminus was only four feet above the quay. The Belfast Junction was crossed about three miles from Newry. Mr. BROWN put in the traffic tables, from which it was estimated that the annual receipts of the line would be 102,4891., which, after deducting 33 per cent. for the working of the line, and inte rest on borrowed capital, would leave 61 per cent. on the capital of the shareholders. This was taking the traffic at the very lowest estimate. The portion of the line between Newry and Armagh would yield at least fit per cent. This closed the evidence on behalf of the line. At this stage of the proceedings, 3ir. ALExeNbut, on the part of the Newry and Enniskillen Company, stated that, before going further there was a difficulty to be overcome respecting the clauses of their Bill regarding the formation of the joint railway from Clones to Enniskillen. They objected to the clauses as drawn up for insertion in the Dundalk and Enniskillen Bill, providing that each Company should construct one-half of the line, and considered it would be much better formed by a joint committee acting for both companies. Mr. MURPHY, on behalf of the Dundalk and Enniskillen, replied that the understanding between the two engineers when the agree ment was drawn up, was, that each company should join 12 separate miles of the 24 miles from Clones to Enniskillen. A joint Corn.. mittee he considered would lead to interminable difficulties. After a lengthened conversation, The CHAIRMAN stated that the Committee were of opinion that the 44 miles between Clones and Enniskillen would be best formed by a combined Committee, and they further considered that the clauses to be proposed, in conformity with this arrange • ment, should be submitted to the Board of Trade previous to their being brought before the Committee at their next meeting. The Committee then adjourned till Wednesday, at the usual hour. p met thi s morn i ng at one GROUP RR. • , Lord Nor re y s , Mr. W ar . berton, Mr. Kemble, and M r. Rice Cl ayton. wcTlohcek,CporemsmenitttmeenuliponElltihceis, Cghraoiruman CHESTER AND BIRKENHEAD RAILWAY EXTENSION TO DOCKS AT BIRKENHEAD. THE NEW Mr. Prith, the P a rliamentary agent, stated th e case f or t h e promoters. The Bill was unopposea, and w as i ntended to give the Chester and Birkenhead Company additional powers, and to enable them to extend their line to the New Docks at Birken tf:ormouguhl: and d nchester aTnidmLliinveerl:ooullßdabile head. t . o an t d he th n e e ß w il d l o o c r k d s e . red A witness was put Into the box, who deposed as to the public preamble had been adv i a i n w tate o s mt t n h i a t t tee wo a u t ld o a n t c t e end dec t i h d e ed ex t t h e pa n alt si tt o hed n e proved. ttoinbereiwtreaecpsloairuntstedeesn. were intended t g one o r. n Mr. L. LOW NOES, Q.C., opened the case for the promoters. The Egerton. onaequence would be v y e e e rs Mersey and Irwell m v : fr a a ec Y d et:dot! affected. the Sheffield rTc ihieesline an a wd n o d iu, old bcuoilndni Manchester necgts Railway.tohfe arni and the Bridgewater navigation. The railway was pro. moted by the Manchester end Birmingham and Sheffield and Man. Committee, after short evidence as to traffic had been sub mitted, decided that the preamble had been proved. chester Railway Companies and Lord F. Eg The clauses were then passed, with the exception of that relating to the tol s, which was postponed. The Committee adjourned at four o'clock. GROUP SS. THE Emmy%Alm VALLEY LINE. The Select Committee re-assembled at the usual hour morn. ing, and proceeded with the general evidence in favour of the case for the promoters of the Erewash Valley line. Mr. John Wilson, a timber merchant, o f A If reton, whose exami nation in chief was taken on Friday, Was this morning re-called and cross-examined by Mr. Macst , LAY, who appeared on behalf of th ofmPaneY' with the vi ew of showing t h a t the water district was ampl y su ffi c i en t t o accom modate the existing traffic, while the canal rates of charges were much lower than those of the proposed railway. M r. Th omas Riley, agent to , the Combination Coalowners of Derbyshire, and a resident of Ilkeston, had taken an account of the goods and stone passing over the Nottingham, Crawford, and Ere. wash Canals for six days, between the 18th and 23,1 November last, and had at the same time calculated the general traffic of the various districts through which the proposed railway would pass. He corroborated the testimony given last week, and put in a number of papers showing the result of his calculations. Mr. Pickering was recalled, and cross-examined upon these cal culations, but nothing of importance was elicited, The evidence of the last witness he said was founded upon correct data, strictly accurate, and ought, he thought, to be relied on. Mr.* William Haslup, a coalowner residing in the neighbour hood of Ilkeston, proved that he sold upwards of 10,775 tons of coals, which he sent at present by canal, but he should prefer send ing them by railway if there was one. ➢lr. Thomas Potter, a farmer of the same place, was in the habit of forwarding to Nottingham, linty, and other places, large quantities of farm produce, and it was a great inconvenience to him that Ilkeston was not accommodated with a railway. At pre. sent he sent his produce by canal and othar conveyances, and was compelled to pay high rates for carriage. Mr. Hobston, a miller at Ilkeston, was similarly circumstanced to the last witness, and was considerably put about in competing with his his neighbours, from the want of a railway communication with the market towns of the district. Mr. Abraham Booth, agent to the Butterley Company, proved that great inconveniences continually resulted to the manufacturers, traders, and others, of Ilkeston, from a scarcity of water in the Nottingham, Crawford, and Erewash Canals. On this account he thought it highly desirable that the district should be accommo dated with a railway. Mr. George Cape, civil engineer, was well acquainted with the route of the proposed railway, and considered its gradients were good. It was well planned to form a junction with the Midland Railway, and join that line on a leveL The line would afford ample accommodation to the mineral interest of the district, which was frequently put to great inconvenience from a scarcity of water in the canals; but, independently of this cireumstance, the water communications were insufficient to supply the wants of the minerals. The railway would prove a saving as well of time as expense in the transit of coal ; and if Parliament refused to sanction it, the coalowners of the district would be seriously injured. The Duke of Rutland had coal mines on the route, and at his Grace's request he had surveyed them with a view of ascertaining whether the line would any way injure them. The survey had convinced him that the line would benefit, instead of injure, his Grace's property. The Committee then adjourned till twelve o'clock to-morrow, GROUP V. The Committee met again this day at twelve o'clock, in room No. 9—present the O'Conor Don, chairman ; Mr. J. Davies, Mr, Hope Johnstone, Sir Denham Norreys, and Sir John Rae Reid. The Committee proceeded with the adjourned case for the IMPORTANT DECISION. MANCHESTER, SHEFFIELD, AND MID LAND JUNCTION, AND THE ALTERNA- TIVE LINE. Mr. Bits replied to the whole case on behalf of the promoters. The Learned Counsel went through the evidence adduced on both sides, with a clearness and precision which laid the merits of the inquiry before the Committee, and concluded his arguments by calling upon the Committee to come to a decision founded on the character of the evidence. The room was then cleared fur the Committee to deliberate on the preamble of the Bill. After a deliberation of one hour, the parties were called, and The CHAIRMAN said—lt is with feelings of deep regret that I have to announce the following decision of the Committee. They have come to the decision that the preamble of the Bill from NEWARK TO SHEFFIELD io not proved, and the preamble of the Bill from CHESTERFIELD TO SHEFFIELD is not preyed. This decision requires some little explanation ; the only Bill eul of the group was passed some days ago, namely, THE NOTTINGHAM TO LINCOLN, THROUGH NEWARK. The moment the decision was given, the room emptied as if by magic, and a rush for cabs to the Share Market followed. The Committee then dissolved. The Committee on this group has been sitting for five weeks, and during this protracted period their patience and attention has been most unremitting, and their urbanity and courtesy deserving of great praise. GROUP W. The Committee to whom the railways comprised in this group were referred, met this morning at twelve o'clock. The CHAIRMAN then announced that they would proceed, agree ably to the arrangement entered into on Friday last, with the Don caster and Goole line, and as they had not finished all the clauses of the Wakefield, Pontefract, and Goole line, they would proceed with the remainder of them to-morrow, The consideration of the DONCASTER AND GOOLE RAILWAY was then proceeded with. Messrs. Austin and Pollock appeared on behalf of the promoters of the Bill ; Mr. Pickering (on behalf of the Don Navigation Com pany), and Mr. Bliss (on behalf of the landowners on the line), appeared to oppose the Bill. Mr. AUSTIN then opened his case. The Doncaster and Goole projected line was intended to connect the port of Goole with Doncaser. It was 18 miles in length, and the capi. tat was 280,0001. He would not oppose the evidence which had already been brought before the Committee, nor descant upon the importance of the port of Goole. The traffic which this line would accommodate could be served by none of the lines which had been before the Committee. The only serious opposition to the line was from the Don Navigation Company, for the opposition of Mr. Bliss on the part of the land-owners was merely on account of the agricultural nuisance which might be expected from the line passing through their property. The Learned Counsel then referred to the different places whose traffic would be accommodated by the proposed line, and enumerated Sheffield, Barnsley, Staffbrd, Birmingham, Wol. verhampton, Belpar, and Derby. There is at present a branch between Rotherham and Sheffield, which, by connecting with the North Midland line, would afford almost a direct com munication between Sheffield and Goole. It would also open up a communication with Nottingham, Leicester, and the various coal fields along the whole line. At Barnsley there were extensive linen manufactures, and there were also in its neighbour. hood immense beds of coal and iron -stone, which would find a ready outlet by the proposed line. Sheffield, which had a population of 120,000, would also find a more convenient and cheaper mode of conveyance for the traffic which it now sends to Hull. The line of railway at present existing from Sheffield to Hull was seventy-six miles in length. The proposed line from Sheffield to Goole was only thirty.slx miles. The cost of a quarter of wheat by the present conveyance from Sheffield to Hull was lc 10d. ; the cost by the proposed line to the port of Goole from Sheffield was only 10d. He adduced that as a specimen of the comparative transit of the two lines. With regard to goods, the cost by the best con. veyance was 10s. per ton, and by the proposed line it would be only Os. 9d. There was a saving, too, of time. Goods were at pre sent five hours in the carriage, and by the proposed line only two hours and a half would be occupied. The Learned Counsel then referred to the traffic of the Don Navi gation Company, and contrasted the bad navigation and heavy tolls and delays of the Don, which was 19 1 / miles in length, and a long turnpike road of 22 miles in length, with the cheap, rapid, and convenient accommodation which would be afforded by the proposed line. As a proof of the traffic which at present existed in that district he would state that at present there were 18,000 tons of goods carried weekly to and fro on the Don, and no less than 1,000 tons of coal a day from the collieries on the line. He would not take up the time of the Com mittee by alluding to the engineering works on the line, or to the estimates. There was no engineering difficulty on the line. It was very easy of construction, and almost fiat, and no injury would be sustained by any house or residence along the whole course of the line. He would now proceed to call witnesses, in proof of the traffic, &c. Mr. WriAtNi, on the part of the Wakefield, Pontefract, and Goole line, said that he would be under the necessity of opposing the line if Mr. Austin would rely on the traffic of Barnsley or ♦shton. They were much nearer to the line on which he had been engaged than they were to the proposed line; and the Manager of the Barnsley Coal Company had actually entered into an agreement with the Wakefield, Pontefract, and Goole line for the carriage of their coals. He could not therefore allow the traffic to be again adduced in favour of the proposed line. Mr. AUSTIN did not intend to rely upon the traffic of those places. He had merely mentioned them in the course of his re. marks, but not for the purpose of relying upon them as a principal point in his case. The CHAIRMAN thought it better if he dropped the Barnsl e y an d Ashton traffic altogether. Mr. AUSTIN agreed to do so, and Mr. Wilkins then withdrew his opposition. Mr. Brown, a coal and salt merchant, living at Masberough, was then examined. He was a manager of the goods traffic on the Don Navigation from 1829 to 1839. His province was to reeeive the dues at Rotherham. The supply of water on the Don Navi gation for the last eighteen months was very bad. Two days were at present occupied in passing between Rotherham and Goole. The distance was thirty-eight miles, and the carriage of goods cost 6s. Bd. to 7s. per ton. The witness then proceeded to give evi. dence on the difficulties of the Don Navigation, and the traffic which at present existed in that district, all of which have been already referred to in Mr. Austin's opening speech. He consi. dered that the proposed line would be of great advantage. The people of Sheffield were all favourable to it. Messrs. PICKERING and Buss cross-examined this witness at considerable length ; after which, The CHAIRMAN asked if there were many more witnesses to examine ? Mr. PoLLoca replied that there was a considerable number, but the time of the Committee would not be occupied unnecessarily. The CtIAPAMAN then ordered the room to be cleared, and the Committee remained in consultation for about a quarter of an hour. On our re-admission, The CusiamaN requested Mr. Austen, the leading counsel in the case, to be sent fcr Mr. Austen having been engaged In addressing another Corn mittee, could not make it convenient to attend. The CRAIRMAN that the Committee found it would be exceedinglg difficult to come to a satisfactory conclusion with respect to the proposed line. There were at present three schemes at present' before Committees, the decision on which would materially in fluence the Committee as to the course they should adopt with the proposed line. In the first place there was the Swinton branch to Doncaster; secondly, the proposed Sheffield and Gainsborough branch and, thirdly, and above all, the projected London and York line, which would run side by side with the proposed line, at many points not more than 21 miles distant. He did not mean to say how far any of the projected lines would, if carried, interfere with the de. cision of the Committee as to the proposed line, but he would suggest the propriety of withdrawing the proposed line for the present, and suspending any further proceedings with it till another session. He would be glad that Mr. Pollock would consult with Mr. Austin till to-morrow as to the course they should think right to adopt under the circumstances, and communicate their intentions to the Committee by to-morrow morning. Mr. PoLLoca assented to the proposal of the Chairman. The Committee then adjourned till twelve o'clock to.morrow. GROW.' X. CAMBRIDGE AND LINCOLN LINE. At the sitting of the Committee this day tie cross-examina tion of Mr. Rendall by Mr. Sergeant WRANOHAM was resumed. The principal object of it was to show the utility of the drains in what was called the "Loup line." His opinion was, that a railroad intersecting these drains, which were local roads, would have all the traffic now carried on upon them transferred to the railway. The cross-examination next referred to the cuttings on the datum line. On the 76th mile from Cambridge, where it would cross the "great wash,'] there was a discrepancy discovered by the Counsel between the actual height of the cutting and the distance marked on the datum line, by which it appeared that this line, if carried out in accordance with the section, would pass at a distance of ten feet under the bank of the Great Wash. (Some discussion arose on this point, as to whe ther the question ought to be put, but the Committee allowed it, and the witness said that such a work could riot, in fact, be done). Mr. Sergeant WRAGNIIAM said that, with such evidence, he would contend that it would be idle for the Committee to enter any further upon the investigation of this line, for if it even re ceived the Royal assent to-morrow, it could never be proceeded with, owing to this fatal objection. The Learned Counsel then proceeded to read the Standing Orders, applicable to his objection. Mr. HILDVARD said that it was distinctly understood between all the counsel that all standing order objections should be waived and that they should fight out the Bills on their merits. However, his application to the Committee now was that they should proceede a clause in th with the inquiry, and tnat this objection w as met by general Act, by which no work could be proceeded with until any additional proposed alterations should be intimated to the clerks of the peace, &c.; and this difficulty might be proposed to be met, either by a trough, or by deepening the beds of the river. Besides, the Committee had the power to order the insertion of a clause to rectify this inaccuracy, which he contended was nothing more than a technical objection. Whether the House rf Com mons would approve of the alteration or not, was another question ; but certainly the Committee had the power to do. At the close of the discussion the room was ordered to be cleared, and the Committee remained in eonsultation three-qu.ir ters-of.an.hour, at the expiration of which period the parties %%ere re-admitted, and The CHAIRMAN stated, that the Committee considered this to be a question of such great importance, that they would take until to morrow to decide, and that they would announce that decision at one o'clock. They then adjourned at five o'clock. TATTERSALL'S.-THIS EVENING Six O'CLOCK. THE QUEEN'S VASE. 3 to 1 agst Alice Hawthorn 7 to 2 agst Sweetmeat 5 to 1 agst Zanoni ASCOT STAKES (FIRST CLASS. ) 5 to 1 agst Perkin Warbeck 5 to 1 agst Inheritress 5 to 1 agst Best Bower 8 to 1 agst any other (sEcoxn cLAss. 8 to 1 agst Annandale 5 to 1 agst Subduer THE EMPEROR'S CUP. 6 to 4 agst Foig-a-ballagh. 5 to 1 agst Cowl 7 to 1 agst Emperor NORTHUMBERLAND PLATE. 12 to 1 agst Godfrey 15 to 1 agst What 15 to 1 agst Northumberland ST. LEGER. 10 to 1 agst Annandale 12 to 1 agst Old England 18 to 1 agst Mentor 25 to 4 agst Idas HOUSE OF LORDS.-(THIS DAY. RAILWAY BILLS. The Chester and Holyhead and the Leeds • id Br.dford Railway Extension (Shipley to CoMes) Bills came before Lord Shaftesbury in Committee at half-past five this evening. The Bills being unopposed, went through ; they come on again to morrow, how. ever, to have some slight alteration of a few clauses. These were the only Railway Bills before his Lordship to.day. IMPERIAL PARLIAMENT (THIS EVENING.) HOUSE OF LORDS. The LORD CHANCELLOR took his seat on the Woolsack at the usual hour. AYNOOTH COLLEGE BILL. The Earl of CLANCARTY gave notice that, on the motion for going into Committee on this Bill, he should move that it be committed that day six months. PARTY PROCESSIONS IN IRELAND. The Marquis of CLANRICARDE gave notice that, on Friday, he should present a petition from Leitrim on the state of that county, and that he should put a question to the Government respecting party processions in Ireland. NOTTINGHAM AND LINCOLN RAILWAY. Lord BROUGHAM presented a petition from the Earl of Chesterfield against this Bill, which was referred to the Com mittee. THE PERTH RAILWAY. Lord BROUGHAM presented a petition from Perth and its neighbourhood against this railway passing the Inches. MAYNOOTH. Lord BROUGHAM presented a petition from Bath against the grant to Maynooth. The Earl of FITZWILLIAM presented a petition from Stourbridge against the Maynooth grant. The LORD CHANCELLOR presented petitions from Car rickfergus and other places in favour of the grant. The Earl of BANDON presented petitions against the grant. Lord KENYON presented similar petitions. MR. BARRY, LORD BROUGHAM, AND THE NEW HOUSES OF PARLIAMENT. Lord WHARNCLIFFE ruse to call the attention of the House to what had fallen from his Noble and Learned Friend on Thursday last respecting the progress that was making in the erection of the new Houses of Parliament. His Noble and Learned Friend on Thursday last made some very severe re marks on the architect of the new buildings. His Noble Friend on that occasion said, " I don't regard the as surance of Mr. Barry as being so much worth as the paper on which it is written." Now that was an accusation which nobody could sit quietly under. He did net think that his Noble and Learned Friend was justified in making such an accusation. He did not think that Mr. Barry had ever given an assurance as to the time the new buildings would be finished, although he might have given an opinion. Again, Mr. Barry had been charged with fencing with the House, and resisting their Lordships' wishes. To that, however, he had given his most unqualified denial. He moreover was charged with being foolish, short-sighted, and ignorant, fancying he had protection out of that House, the Noble Lord adding, " but if he thinks so, he will find himself greatly mistaken." Ile asserts, however, that he relies on no protection, and feels himself actuated by such an impression as had been imputed to him. On the contrary, it was his earnest desire to consult the opinion of the House in every respect, as it was his intention, if possible, of making the building now in progress fit for occupation next session. Lord BROUGHAM remembered the time when it would not be tolerated in either House that a man should complain of the language used by its M e mb ers . S uc h a proceeding was wholly irregular, and was not allowed in Parliamentary usage. However, whether Mr. Barry's con duct were irregular or not, he would make him a present of the concession that it was perfectly correct ; but as to any asser tion he had made on the promises of that gentleman, he did not mean to retract one word. If a man before a Committee chose to swear that by a certain period a certain work should he completed, he must stand by the imputation that was chosen to be put upon the breach of such a pledge. As to its being said that the opinion was no assurance, why everything de futuro was contingent. The assurance was positive, specific, and understood as such. Like a man who, having obtained small damages, comes and asks for a new trial and then gets smaller, so having not got much before, Mr. Barry shall not get much snore now. As to the expression that he was the cause of our absence frem this House the delay of business The first plea offered was, that the building should be opened all at once, but now the great consideration was the adorning of the rooms. Mr. Barry considers that he should suit the convenience of the fine arts, whereas the real object to be suited was the somewhat coarse but necessary art of legisla tion. Mr. Barry was only anxious for the accommodation of the fine arts, and he had ansingenius excuse in submitiing to the convenience of the Commission, as Prince Albert was the head of it. For this, it would appear, they were to be incon venienced in legislation. The Marquis of CLANRICARDE rose, and was (LEFT STEAKING.) HOUSE OF COMMONS. The SPIAKER took the chair shortly before four o'clock. Lord EDWIN HILL took the oaths and his seat for the county of Down in the room of the Earl of Hilsborough, now Marquis of Downshire. A messenger from the East India House brought up certain returns. NEWCASTLE AND BERWICK RAILWAY. Mr. HODGSON HINDE moved the postponed to Wednes day the third reading of this Bill.—Agreed to. OXFORD LINES OF RAILWAY. Mr. H. DRUMMOND brought up the reports upon the Oxford, Worcester, and Wolverhampton Railway, and also the report upon the Oxford and Rugby Railway. CORNWALL RAILWAY. The Report on the Cornwall Railway Bill was brought up. NOTTINGHAM ENCLOSURE. The Lords' amendments to the Nottingham Enclosure Bill were agreed to. ULSTER LINES OF RAILWAY. The Reports on the Dublin and Belfast Railway gill and the Ulster Extension Railway Bill were brought up. GLASGOW AND AYR RAILWAY BILL. The report on the Glasgow, Paisley, Kilmarnock, and Ayr Railway Bill was brought up. CLAUGHTON-CUM-GRANGE CHURCHES BILLS. The two Claughton-Cum-Granges Churches Bills were re spectively read a third time and passed. BRIGHTON (WANDSWORTH BRANCH) RAILWAY BILL. An How. MEMBER presented a petition from certain indivi duals, named Raven, against the above Bill. NORTH WALES RAILWAY. The report on the North Wales Railway Bill was brought up. BRIDGEWATER NAVIGATION AND RAILWAY. The report on the Bridgwater Navigation and Railway Bill was brought up, and the amendments agreed to. LUNATIC ASYLUMS BILL. Lord ASHLEY brought in the Lunatic Asylums Bill, which was read a first time. PETITIONS—MEDICAL BILL. Petitions against the 36th clause of the Medical Bill were presented by Mr. GRANGER, from the chemists and druggists of Durham ; by Mr. Parker, from the chemists and druggists of Devonshire ; by Mr. Leader, from the chemists and druggists of Westminster; by Mr. E. Vivian, from the chemists and druggists of Truro ; by Mr. Godson, from the chemists and druggists of Bewdley ; by Mr. Divett, from the chemists and druggists of Exeter, Dawlish, and its vicinity; by Mr. Blewitt, from the chemists and druggists of Monmouth ; by Mr. W. H. Bodkin, from the chemists and druggists of Rochester ; and 11r. H. Berkeley, from the chemists and druggists of Bristol, and praying to be heard by counsel against the Bill. The Hon. Member also presented a petition against the Bill from an individual named Derby, who complained that he had not been chosen as a Fellow of the Council of the College. Mr. VIVIAN presented a petition from the chemists and druggists of Swansea against the SCOTCH — UNIVERSITY TESTS. Mr. FOX MAULE presented several petitions from places tri Scotland against any university tests. MEDICAL INS FITUTIONS. Mr. WARBUR TOVireienied a petition from Charleville, praying that the same description of charter might be granted to the several branches of the medical profession in Ireland as proposed for England. AIONMOUTH RAILWA Y. Mr. GODSON presented a petition from a person named Collins, praying that he might be heard against the re port of the Committee on the Monmouth Railway, which uas ordered to lie on the table. THIRD READINGS. - - The Newcastle and Berwick Railway Bill, the Trent Valley Railway Bill, the Brighton, Lewes, and Hastings (K e3 rner branch) Railway Bill, and the Kidwelly Inclosure Bill were read a third time. CHICHESTER AND RAILWAY SOUTH-EASTERN JUNCTION The amendments on this Bill were brought up, and ordered to lie on the table. POLICE MAGISTRATE. Mr. WILLIAMS gave notice that, on Monday, the 16th June, he should move for the correspondence between the Se• cretary of State for the H ome Departrr.ent and M r . T wy f ord, a A poGRICULTURIice magistrate, relative to the committal of Mr. Meyer. AL AND COM MERCIAL BANK OF IRELAND. Mr. COLLETT gave notice, that on the third re of the Agricultu ra l and Commerci a l B an k Bill, he should m ng ove that the report of the Committee, and the evidence on which it was founded, be printed. RIGHT OF SEARCH TREATY. Sir R. PEEL laid on the table the ratification of the treaty with France for the regulation of the right of search. Lord PALMERSTON wished to know whether there was any indisposition, on the part of the Government, to lay on the table the evidence which had led to the terms of the treaty. Sir R. PEEL said that, as that would implicate the state ments of some members of her Majesty's Government, he thought it would be inconvenient. IRISH BANKING BILL. Mr. ROSS stated that he had received several comninnica ' tions only this morning, which induced him to request the Right Hon. Baronet at the head of the Government to postpone the reading of this Bill for a week. Sir R. PEEL said that he had already given sufficient no tice of the third reading of this Bill. Several other important motions had with it been delayed for a long period, and were now waiting for decision, so that he could not consent to any postponement. Alr. ROSS replied that the Right Honourable Baronet had stated that he was willing to receive suggestions, and as the communications he had received contained what he thought were matters for serious consideration, he hoped his request would be complied with. Mr. ROACH said that the Scotch Banking Bill stood for the first thing to-night, and it would probably occupy the House till midnight, so that there was little probability of the other Bill coming on at all, and that no inconvenience could possibly arise if the Irish Bill were postponed. Sir R. PEEL said that the same principle might be applied to every Bill, and he could not recognise it on the present occasion, as it was very desirable that the Bill should be car ried through its stages as early as possible. RIGHT OF SEARCH. Lord PALMERSTON wished to know whether Govern ment had any objection to lay upon the table of the House the evidence w hich had been taken before the joint commission and which had induced the two Governments to abandon tht right of search. If Government had no objection to do so it would prevent any public inconvenience which might arise from the want of information on the subject, and enable the house to judge whether Oovernment had properly or not sus pended the exercise cf the right. At all events they ought , o have that portion of the evidence which related to the right f search question, and as to whether the right was or was sot ecessary for the suppression of slavery. He wished to know -dso, whether the Right Hon. Baronet opposite had any eb ;-ction to lay upon the table of the House a continuation of he correspondence which wa , produced in 1 , 543, and which re fated to the affairs of Syria. Sir R. PEEL should have no objection to lay upon the table the continuation of the correspondence relating to Syria, but as a considerable time had elapsed since it had taken place, there might be some potion of which ought not to be produced. He should, however, have no objection to produce portions of the correspondence. With respect to the evidence of the officer taken before the Commission, relating to the slave trade, he did not think that any inconvenience would arise from its not being produced, and the Noble Lord would see that the instructions given on the subject to the officers of the two countries were contained in the treats.. PORTUGAL. Mr. S. WORTLEY wished to know whether there was any prospect of a reopening of the negotiation between the Government of this country and Portugal, relating to the com mercial treaties of the two countries. Sir R. PEEL replied that no negociations of any kind were at present pending between this country and Portugal. In answer to a question from Mr. S. CRAWFURD, Sir J. GRAHAM was understood to say that h e W ou ld postpone to a distant day th e Parochial Settlement Bill. SCOTCH BANKS. On the motion of Sir IL PEEL, the House went into Com mittee on the Scotch Banks. On clause 8 being proposed, Mr. FOX MAULE proposed an amendment, to the effect that the bankers be allowed to amend their returns of circu lat ion. The CHANCELLOR of the EXCHEQUER opposed the Mr. HUME supported the amendment, and protested against any interference with the Scotch currency. Sir R. PEEL was much disappointed at the manner to which the measure had been received. He certainly had th.aught that the Right Honourable Gentleman opposite would have seen, in his (Sir Robert Peel's) exposition of this measure, a desire not to alter, but to preserve within bah, limits the system of Scotch banking. The clause was agreed to. Clause 9 was then passed. On clause 10 being proposed, Mr. HUME objected to it. He understood that the Right Honk urable Baronet had determined not to make any alteration in the currency of Scotland, and he could not therefore allow this clause to pass without opposition. All he wanted was an explanation of the measure. If it was good it should meet with his support. The Right Hon. Ba ronet had stated that he wanted, in ease of an overflow of paper money, to guard against the Scottish Bank drawing on the Bank of England. Sir R. PEEL said that when the notes were convertible into gold there was generally a tendency to issue more paper, and to continue issuing and increasing the notes. For a certain limited time the value of the paper would be favourable ; but when a period of depression should come it would be incumbent to convert notes into gold, and the demand must have a tendency to reduce their circulation. These remarks applied to the Bank of Scotland, and were also equally applicable to England. The value of the whole currency would be diminished, and it would soon be discovered that paper was issued to excess, and with such a simultaneous demand for gold from Scotland and England upon the Bank of England, great inconvenience would resul, and com mercial transactions generally would he greatly restricted and impeded. It was, therefore, sound policy to ask that some restrictory prohibitions should be made on the issue of notes. 31r. \%ILLIA3IS thought in justice to the measure that had been passed last year, the Government bound not to afford any greater facilities for the issue of paper money in Scotland or in Ireland.—( Hear.) He remembered when the Bill of 1814 was re-enacted in 1826, after it had been partly repealed in 1822, se far as regarded the circul ion of one-pound notes. A strong objection existed amongst the people of England and Scotland. He remem bered the threat of the Scotch bankers on that occa sion. They said that they had an immense amount of property in the funds, and they would dispose of that property , and get the amount in gold, and put the Bank of England in difficulty. That threat prevented the Government from ex tendit g the issue of V. notes in Scotland. It was said that there were no failures in the Scotch banks. He remembered several failures. A short time ago in consequence of the failure of a bank near Paisley there existed the most intolerable distress, when the Paisley manu fact eters were obliged to apply for charity. ,k,r. HAWES denied that the Scotch circulation was sus tained during the time of the greatest drains by drawing on the Bank of England. The CHANCELLOR of the EXCHEQUER had a state ment in his hand which he would read to the House, and which would set the point at rest as regarded the pressures of 1833 and 1833. Ihe whole effect of these transactions was to benefit, to a great extent, the banking interest in Scotland. Mr. HA WES said that in 1839 the whole of the Scotch debt in the books of the Bank of England was on account of foreign credits. The Honourable Member then read a number of documents relating to the banking trans actions between Scotland and the Bank of England, which ne could not follow with exactness, or even with perspicuity, in consequence of the rapid and indistinct wan ner in which such difficult quotations were read. Mr. FOX MAULE had understood the Chancellor of the Exchequer to say that Scotch securities to the amount of 3,000,0001. were sold and paid for in gold in the year 183 g and that this gold was carried into Scotland. The CHANCELLOR of the EXCHEQUER was under stood to explain that he had said the gold so received alight have been carried into Scotland under the circumstances.. Mr. MUNTZ considered that if the Bank of England h a d suffered any inconvenience by the alleged operation, it was en tirely owing to the defective arrangements of that body itself. Mr HUME considered that the bankers ol Scotland should not be interfered with, with respect to their issues, when there was no occasion for it. (LEFT SITTING.) MARKET NEWS-(THIS DAY.) CORN EXCHANGE -MONDAY. The past week's arrivals of most kind of grain of home produce have been on a very moderate scale, but those of Irish Oats, together with the imports of foreign Wheat, Barley, and Oats, were tolerably extensive, though by no means large. Fresh up the receipts of English Wheat were small, but of very superior quality. Although the attend ance of buyers was by no means large the demand for all descriptions was steady. Our accounts from nearly every quarter speak in favourable terms of the grow ing crops, but which are somewhat backward. There was a fair sale for all kinds of free Foreign Wheat, at extreme figures ; while parcels under lock (of which about 10,000 quarters were disposed of) were in good request for speculative purpos e s, at improving currencies. There were disposed of a parcel of about 200 quarters of Australian Wheat, in very tine condition, at sixty shillings per quarter. The quality was excellent. Grinding Barley was again in excellent request, and extreme rates even readily obtained. In other kinds comparatively little was doing. On the whole the Malt trade was steady, and last week's figures were sup ported in every instance. For Oats we had a fair inquiry, vet nu improvement was noticed inN-alue.Beans anii4d3tPot: were the cu tu ß r n n E d N ea c r y er r . 4l:o: F tt 0 1 ol4l6rBrw}o:3Nasßiacrtq.stt—iu_i:ioctlte3a,hoiteasrolse,alAd.his.earQi.trr:e.i..zß.7.. a110t...... Wheat—Essex & Kent, Lincolnsh., Feed. 22s 23s Red . d . . C . o . r . k . , 203 220 Ditto, White 458 578 YoughaJ rtn . 24s 25s Norfolk and Lin coln, lied.— 405 475 — 42; 5 - 5: 2I a 23s 1 , v , 11)r o ii Ditto, ts i tlo : 1 11 1 111 1 11 1 l ...... .. .: .: White : . . • : 3 - 0 : -3-4: Deans —Tick Scotch, orklllia‘ i ch ' ki e . i e t e d ::: : : 22s 23a ‘„ 34s 39s New. 3ss 36s pigeons.— •• • • 363 39s Barley—Grinding .•. • • 235 28, Pease—Grey .•••• • • • • 36s 38 s Slatting .•••• • • • • 325 34s Maple ..... Chevalier • ... •• •• 36s —8 White ... •••• • • • • 38s 40a Malt—Suffolk and Nor- Boilers _ 40s 42s f01k.... Brown .• •••• • • • • 565 COs Kingston and Ware GOS —s FOREIGN GRAIN A. Wheat—Dantzic • • • • • 32s to 36s liambargh • . 30s —s Barley • • ....... 205 23s Oats —New . ..... 19s 23s ) eed 330 R OUGII AND SPITAZTIELD a. Selected qualities of Potatoes are in fair request, at full rates of currency; but all other kinds are extremely inac tive, and the turn lower. The arrivals are large for the season. Flour—Town-made .• . 42s . 8 Suffolk 33s 353 Stocktn & Norfolk 338 35s D FLOUR IN BOND. Beans Pease •••-•••• • • • • • • • • 28s 32a Flour—American .•• • • 19s — 8 Baltic .• • •• • • •• • • 138 BOROUGH HOP IMMILR.ET. The plantation accounts represent an i ncrease in by ; ho me holders of nearly every description of Hops are very firm, and will not sell except at extreme qu o t a t ions. As vet very , little is doing in the duty. WOOL M.1172,RET. In the past week we have received an immense supply of Wool from our Australiaa colonies, the total import Unmet !laving amounted to nearly 5,000 b a l es ; while, from other quarters, about 1,000 packages have come to hand. Pri vately very little is doing in foreign Wools, but English par cels command steady sales at full prices, TALLOW This market is about the same as last week ; prices are steady and firm, but we think not higher, either on the spot or for the customer. We see but little prospect of lower prices for the present. At St. Petersburg a fair business is doing at higher rates. Town Tallow is 39s Ed to 40s net cash. cal led th ERRATUM.—In a no ti ce, l ast week, of the play e King's Friend, performed at Sadler's Wells, we incor. rectly stated that the part of La Plume was played by Mr. H. Mellon, whereas it should have been "by Mr. Frederick Morton." infant son of Lord and Lady Charles Welles ley was christened on Saturday at St. George's Church, Hanover. square, in the presence of a select fatally circle. The ceremony was performed by the Hon, and Reverend Gerald Valerian Welles ley, the infant receiving the name of " Arthur." The Duke of Wellington, the Earl of Manvers, and the Marchioness of Exeter, were the sponsors, all of them attending in person. By the orders of her Alajesty, instructions were yesterday received by the Ordnance authorities here, to give up as much of the fortifications at Gosport as is requisite for the purpose of forming a lino of railway from the present terminus, across the moat, and through the ramparts to the Royal Clarence yard, for the express use of her Majesty.—Hampskir! Telegraph. MAYNOOTH GRANT.—At a special meeting of the Lancashire and Cheshire Presbyterian Association lately held, a petition to the House of Lords was unanimously adopted in favour of the grant, and signed, amongst others, bj fourteen Magistrates of the two counties.