The Sun. — London, England, 1845-05-31 00:00:00

ing to Parliamentary usage, to 14,4901. for passengers, and 30,796/. for general traffic. These items added together would give a total of 45,2571, from which 40 per cent. being deducted for working expenses, a clear nct annual income of 19.7,1541. would result, amounting to 6 per cent. on the subscribed capital. The Committee adjourned till eleven o'clock to-morrow. GROUP F. The Committee met again this day, in Room No. 11—the Right ILn. Frederick Shaw in the chair—on the adjourned case of T3IZ MOND:3W, WORCESTER., AND SOUTH STIIT:S'Or2,D3HZE.Z. Mr. Sergeant KINGLAKE said he had to apply to the Committee for leave to postpone the examination of the witness Mr. Gooch, who was under cross-examination when the proceedings closed on the previous day. The cause of this application was, that it was important to his case ta have the evidence of Mr. Cubitt, the eminent engineer. That gentleman would be examined in the case of the London and York inquiry, and when he once commenced before that Committee, it was impossible to count upon the time he would be at liberty for the present case. The Cuetasixe said, that under the circumstances, the Com mittee had Ito objection to the arrangement ; indeed the sooner the important engineers were examined the better. Mr. Cubitt, engineer, examined by Mr. TALBOT—In his experience of engineering hat hal many opportunities of considering the subject of transhipment on the difference of gauge. The change of gauge from the broad to the narrow could be done with facility and safety. Where it was secessary for a transhipment to take place it could be done, the only difference being that where it was not wanted it would be an absurdity to introduce it.—(Laughter.) With regard to switches, they must be introduced on a line at certain points, independent of the gauge at all. The switches at points are in proportion to the parallels to be crossed en the line. Had some years ago to tranship heavy loads of clay from the Oxford Canal. It was done by a simple mechanical contrivance, something on the principle of Mr. Brunei's invention. Cross-examined by Mr. HILDiARD— With regard to laying two lines of gauges, a rail could be laid down inside or outside the wide gauge. As to the weight of the rails, 701 b. or 8011). would suit any gauge. The increased number of crossings would increase the number of switches, and that would be an additional expense. By the CHAIRMAN— file evil of thechangeof gauge would be where it would affect the public by a delay in the transhipment or any expense attending it. Had an objection at one time to the intro. suction of two gauges, but they had been found to work well throughout those places were they were in use, and therefore the difficulty was got over, and the matter made quite practicable. It was quite po.sible to shift the passengers in the carriages from one gauge to the other, as they could leave the, carriages and step into theothers, or, again, the carriages of ene gauge could be made to run on to the other trams and fitted with exactness. The carriages, passengers, and all, could be lifted up and placed on the broad or on the narrow g iuge, as the case might be, with the greatest safety and expedition. Every system of transhipment required for a change of gauge could be carried out without danger. By the CHAlRMAN—Considered the broad gauge rather broad, and the narrow much too narrow. Thought awf th 3f 6i feet a good gauge, but he could not take upon himself to say that the bread gauge under consideration was too broad .practically. He had but a mere opinion ; the expetience of the working broad gauge was against that opinion. A speed of fifty miles an hour could be done on the broad gauge, and the seine power could be attained on the narrow. The difference was in the loads taken on both lines by the same power and in the same time. The transhipment was done with the greatest regularity, and without anything like difficulty. The difficulty of effecting a transhipment was not a consideration, for it was a contrivance to meet a necessity, and of so simple a construction, that to talk of danger and difficulty could not affect the practicability of the matter. The transhipment of the earth from the Oxford canal was as difficult an article to remove as any other ; it was much heavier than coals, and quite as heavy as minerals generally. A transhipment could be made of coals or any other goods from one gauge to the other without in jury to those articles. It would be attended with a very little ex pense, indeed a very trifling one. The whole expense would not exceed one farthing per ton fur any dtscripiion of goods. The transfer from the broad gauge to the narrow, and from the narrow to the broad was the same. Gentlemen's carriages could be transferred with the same facility. The contrivance fur the transhipment could be worked in three ways— it could be done by hand, steam, or water power. Was ievited by Mr. Brunel to witness the working of the Iran enipment at the Paddington station. The contrivance was a very good one, and it worked well, quite favourable to the necessity. The loads shifted were heavy, and the time occupied in the tran shipment was between a minute and a half and two minutes. It was quite as easy to shift a whole train as one carriage on Mr. Brunel's system. The weight to be removed could be done by constructing the contrivance suitable to the work to be carried out. Re examined by Mr. TALBOT—The wide gauge was better adapted to speed than the narrow, inasmuch as the engines would be larger. The engines on the narrow gauge could be as long, but of coulee not as broad. Crossings being fixtures, there was no danger. Could lift a train of any length in a minute's time if re quired. It was to be done by a mechanical contrivance, and the clinger was nothing. By Mr. V. STUART—In some cases it might be convenient to have a distinct line for mineral traffic ; but, after all, the traffic w.,a the same as any other in the line. Mr. Gooch was called, and re-examined by Mr. HILDyARD— The witness merely spoke as to the rel..tive speed between the broad and the narow gauge lines. Captain Iluish, cross-examined by Mr. TALBOT—Is secretary of the Grand Junction Railway. The London and Birmingham Company were projecting other lines in opposition to the Grand June; ion line, and the whole north and cast of the Grand Junction will be shortly in their hands. They had purchased the Manchester and the Birmingham Canals, and they had made arrange.nents for leasing part of the Churnet Valley line, when it come. into operation. As Secretary to the Grant Junc tion, had repeatt-dly written to the London and Birming ham Company for a reduction of the heavy charges of goods coming from Liverpool, but they would not come to any satisfactory arian,ement, and no reduction had taken place. Liverdool suffers through those charges, for their goods were carried by other conveyances. Express trains had been lately introduced on the Grand Junction line, and they answered well. The broad gauge can carry more than the narrow. Pick f.trd's goods were now all carried on the London and Birmingham line, in consequence of a dispute between him and the Grand Junction Co.npany. No legislative enactment will be equal to a competoig tine in keeping down the charges of the London and Birmingham lines. The London and Birmingham Company are bound by their Act to revise their tolls and charges after twenty years' re•urns of ten per cent. ; but as they were every day making large purchases of other lines, canals, and lands, for extension of their works, it was they who kept their profits below the sum allowed by the Legislature, and there fore it was more likely the reduction would take place in two hun dred years, if at all. There wa, a petition from the merchants and bankers of Liverpool to the House cf Commons, praying that the line of railway projected by the Great Western Company, and then before the Committee, should he allowed to pass. Cross.exarniried by Mr. HILDVARD—The persons who signed the petition for the hill were not all connected with the Grand Junction Cum?any, many of them were directors of that company. The majority of those merchants and bankers were directors of the Grand Junction, Mr. HILDN Aau—Now is it not the fact that the only banker who signed the petition for the Great Western scheme, and who is unconnecta I with the Grand Junction line, is a Mr. Mosely, who is only a bill discounter ? Witness—He is a bill discounter and banker. Rev. Walker—ls a professor of mathematics at Oxford, and prefers the broad to the narrow gauge. His opinion was purely a mathematical one, and wholly apart from a commercial view of the ca,e. Could attain a greater velocity on the broad gauge thaw on the narrow. Mr. John Miller, engineer, examined by Mr. CRIPPS—Was favourable to the broad gauge. The change of gauge could be carriel without danger to the public, and without delay in the transhipment of goods. The contrivance for the transhipment was a good one. The CHAIRMAN thought it was quite unnecessary to examine witnesses as t • this point of the case, as so much had already been said upon it. Mr. AUSTIN— I shall only ask the witness one question. I be. lieve, Mr. Miller, all you know about this line is from the plans ? Witness—That is all. I have not surveyed the line, nor have I been processionally engaged in the project. Toe Speaker having been announced at prayers, the Committee adjourned till twelve o'clock to-morrow. GROUP FF. The Select Committee on this group re-assembled at the usual hour this morning, and proceeded with the evidence in favour of the Z.:011VISUMG111 AI n 70101/.THE2,N Mr. James Beard, a farmer and tile manufacturer, residing near Narburgh, said he annually manufactured 700,000, and the fuel used in the manufacture was brought at an enormous expense from Little Dysart. He annually consumed 48W tons of coal, which cost him 14s. per ton, while the cost of cartage from ochgelly ranged from 9s. 6d. to 10s., and from Clackmannan from si. to ss. 6d. per ton. Those coals would certainly come upon the railway, in the event of its being made, for the line would pa sin the immehite vicinity of his works. At present he sent his tiles by water to Perth and Dundee. It was a dangerous and expensive mode of conveyance, and he should certainly prefer the railway, should it ever be constructed. Large quantities of potatoes were brought from the interior of the country and shipped at Perth. He knew of his own knowledge that at one pier alone, of which lie was lessee, 2,400 tons were shipped annually, and he had nu doubt, therefore, the railway would greatly facilitate the tzansit of that article. The witness was cross-examined by Mr. AYTON at some length, but his evirence was in no point shaken. r. Robert Philip, a merchant at Leith, gave corroborative tes timony. He said he was well acquainted with the route of the proposed railwßy. At its northern terminus it had a communica tion with the Granton Railway, which ran to Edinburgh, where it effected a junction with the Glasgow and North British lines. He had, therefore, no doubt whatever that the line would prove of considerable advantage to the country at large, and more espe cially to the various populous and important districts through which it passed. _ Mr. Thomas Russell, an extensive iron founder at Kirkaldy, said—The population of the neighbourhood ia which he resided was 17,000, who would all be accommodated by the proposed rail way. Last year 34,575 passengers passed over Granton, in going to and from Dundee, by steamers. In the sane period there passed, in the same way, 5,675 tons of goods, 2,894 head of Cattle, 6,470 sheep, and 0 70 degs. Mr. Alexander Gibbs, an innkeeper at Stirling, and Mr. Robert 1 - I,..milton, manager of the General Steam Navigation Company's ve,suls at Edmburgh, gave corroborative testimony, and the Corn mace afterwards adjourned. G The Committee reassembled this morning shortly after twelve o'clock in the Burgess Court Room, Westminster Sessions House. 7.71.7 -OTC FIND itanumm NAVIGA- Tl.Oll 737.2,11.:ATC.7.-1 RAILWAY. There wag no opposition to this Bill, which was gone through formally, and the Committee agreed to report it to the House. nial.ka i LiaT3l2o7 .11. ND PrtEsTozz RAILWAY. The Bill for altering the line of this railway was opposed by Mr. Webster, on the part of Joseph Fielder!, Esq., of Blackburn, who complained that hi; property would be very materially injured by the proposed line, and without any necessity. Several witnesses were called to prove that the proposed deviation would he a great improvement on the original plan, getting rid of an inconvenient curve, and facilitating more the asses to the coal district. The c,st of the whole line would be 55,4(181., and the cost of this deviation would be 3,0001. The preamble of the Bill was agreed to, and the clauses were gone through seriatim, when the Committee adjourned. GROUP K. LOX :DON AND NORWICH =RECT. The Committee on this line met this morning at the usual hour. Previous to the resump tion of business, Lord SANOON stated that he thought it might facilitate the conduct of • he case, to inform the Counsel on each side, that in regard to the lines from Bury to Bishop's Stortford, and from Burr to Chelmsford, the Committee en tertained a decided preference for the latter; and though that opi nion might be sh aken b y subsequent evidence, yet, on the prima facie view, they could see no advantages, either in respect of traffic or populaticn, on the country round Bishop' hs Scot tford, Branch. ich could possibly compete with those offered by the Celmsford Mr. Gifonv assured the Committee that he had evidence of a VE it' spA - th e es ; itharacter so conclusive, as would, he thought, remove impr - -Sian At present entertained, and establish a case of traffic on the ishop Stortford line, as startling to the Committee as decisive of the absolute necessity of its construction. He conjured them to e opinion re- Per' t heir I till the evidence of most satisfactory witnesses been adduced, and proved the vast superierity of the line <` : ~~'~' `~ T Lord SANDON explained that he merely threw cut the suggestion to enable Counsel to curtail or shape their course differently. The examination of witnesses was then continued. Frederick Nunn, examined by Mr. LEE-1s a butcher mid cattle-feeder at Bury ; there is a considerable business in the trans mission of dead meat to London, which would be materially in creased by the construction of a direct line to London The mar ket at Bury is, for the size of the town, one of the largest in the kingdom. Has known nine hundred head of cattle, and between ten thousan i and twelve thousand sheep sold at one time there. Bishop Stortford is a very extensive malting district, and facilities of accommodation are greatly needed between that town and the metropolis. At present as much as 41. per ton is charged for the carriage of oil-cake and other goods by the tedious route from London. By Mr. COBDEN—Large quantities of oil.cake are consumed at Bury, which had been imported at Ipswich from Hamburgh. Cross examined by Mr. RLWLINSoN—The chief market at Bury is for lean beasts and lean sheep, the majority of which conies fr..m Scotland and Lynn, which are fattened on the turnips so abundant in those districts. The oil.cake is used for manure, and tis now procured chiefly at the London markets. Is a small subscriber of the Direct Norwich line, and consequently interested in its success. James Lee, examined by Mr. GIRDEN—Is a timber merchant, of Bury. Considers that town labours under considerable disad vantages, from want of better accommodation, the water carriage being very insufficient and objectionable. Yarmouth would be a very favourable port from which to purchase Norway timber. Cross.examined by Mr. CHAMBERS—Supposing a railway were constructed I etween Bury and Ipswich, he would still prefer to purchase his timber at I.ondon, through Lynn, inasmuch as the prices are at present for Russian larch 111. per ton at Ipswich, and 91. I Os. at London for delivery, either at Lynn or Ipswich. Canadian timber is imported, but not extensively, at Ipswich, and certainly sot as largely as at Linden. Cross.examined by Mr. JAMES—Knows the country about Norfolk and Sussex, and contrasting the benefits that would be conferred by the proposed Disc, Beccles, and Bury and the Direct Norwich lines, gives his decided preference to the latter, inasmuch as it will give direct accommodation to the largest markets, instead of merely skirting the counties as the other pro. ject would. Last year he sold timber to the amount of 5,0001. or 6,0001. Knows Sudbury very well, but cannot say if there are any timber merchants in that t wn ; at any rate no line would be of any great importance to it, as it already possesses a very good water navigation. By Mr. COBDEN—The district about Bury is very extensive as a timber country, and supplies the navy with its choice produce. John W. andford, examined by Mr. HETHERINGTON—Is a mer chant and malster, of Thetford, dealing in coal, oilcakes and other such commodities. About 8,000 tons of goods, including corn, grocery, rags, &c. ; about 8,000 beasts, and 40,000 sheep and lambs, obtain a sale annually at the town. The inhabitants of Thetford are unanimously in favour of the Direct Norwich ,ine, and have presented petitions in its favour very numerously and in fluentially signed. Charles S. Gilman, examined by Mr. LEE—Is a solicitor of Norwich, and has taken considerable interest in the success of the Direct Norwich line. Considers it would confer great advantages on this county. A memorial, signed by upwards of 6,000 inha bitants of Norwich, including the influential bankers and mer. chants, was drawn up in favour of the line, and petitions, equally as important, presented from every town in the vicinity of the !hie. Cross-examined by Mr. CIIAMBERS—Is a considerable shareholder in the Direct Norwich Company, and acts as agent at Norwich for that line, but not in a professional character. Attended a meeting at Norwich in October last, and spoke in favour of the line. The peti tion of which he had spoken was signed by Messrs. Gurney, the largest bankers in the town, as well as by the merchants and de cayed manufacturers of the town. G. T. Knott, examined by Mr. GIRDRN—Has been for the last fourteen years superintendent of the works between Norwich and the adjacent towns, and at present farms the majority of the tolls on the local turnpikes. The communication between Ipswich and Norwich was not sufficient to support even one coach ; 8,046 beasts and 46,505 sheep went through the Brandon.gate from Mu - - ham and these localities to Newmarket during the last year. On th• Thetford road 3,000 beasts and 7,000 sheep passed the Thet. ford gate, but there was a green way, by whicn the toll could be evaded. On the Budsdale turnpike-road about 10,900 head of cattle and 11,000 sheep payed toll last year. Never heard of a coach from Stowmarket to Newmarket. Cross-examined by Mr. WHATELEY, Q.C.—Knows coaches called the Old Blue, the Criterion, the Union, and others, amount. ing in all to six, exclusive of mails, running to Ipswich every day. There is a considerable population about Diss and the districts in that neighbourhood. About 11,000 or 12,000 beasts, and 14,000 sheep at present pass between Ipswich and Norwich. Remembers when 15,000 cattle and 18,000 sheep, about ten years since, paid toll on the same road. The reason •f the decline was the want of direct railway communication. Cross-examined by Mr. JAMES—Gave 7401. a year for the Sud bury tolls ; 6201. for the Sicklesby, and a total for four tunpikes of 1"01. The Speaker having been announced at prayers, the Committee adjourned till Monday next. GROUP B. LavErtPooL AND BURY LINE.. The Committee consists of Sir C. Lemon (Chairman), Sir R. Filmer, Mr. C. Hope, Mr. F. W. Knight, and Mr. Horsman. Mr. WILKINS, on behalf of the promoters of the Bill, called upon the chairman to procure the Speaker's warrants to compel the attendance of two persons, named Moore and Hartley, who re. fused to attend as witnesses. Mr. John Roberts, shipping clerk to Messrs. I-leap ar d S - ns, merchants, and wholesale grocers, Liverpool, was the first witness examined. He stated that the dealings of his employers were from 700,000/. to 800,00 e/. a year. Witness had been in the business twenty years. Messrs. Heap had a large connexion at Wigan, Bolton, Bury, and Rochdale. They were in the habit of sending large quantities of dried fruit, treacle, and other groceries to these places. During the past year they s..nt to these places about 868 tons of groceries. Great delay frequently occurred at the Liverpool depot of the Bolton Railway. The Belton Railway was, with respect to these delays, worse than any other. So much so that carters called for the occasion would not convey the goods if they knew they were going to the Bolton Railway depot, He thought it would be most important to have an entrance by railway to the north, as the trade in that quarter of the town was increas ing greatly last year. Mr. Cartside, Foreign and English wool-broker, Liverpool -5. The wool trade had increased very much during the last fifteen years. Last year they had sold about 300,000/. worth —SO or 100 tons. The present railway did nut afford them sufficient accom modation for transporting their wool to Rochdale, and other places. Since Christmas they had been much incommoded by the delay of their goods at the depot of the 13olton way station. The detention was so great, that carters did not wish to go there, and sometimes their carts of wool lay at the depot all night and became spoiled by rain. He thought the Liverpool and Manchester line did not afford sufficient accommo dation to the Liverpool merchants, who sent their goods to York shire. A new line for that trade would be very desirable. Such a hne would benefit Liverpool and the country through which it passed very materially. Mr. Peter Owen, clerk to Messrs. Chandler and Flem ing, timber brokers, Liverpool, stated that his employers were the largest timber brokers in Liverpool. They annually passed through their stores about 1,000,000 feet of timber, and 9-10ths of the whole mahogany of Liverpool. They sent a great deal of mahogany to Leeds, Wigan, Bolton, Bury, Rochdale, and Oldham. Since 1825 the timber trade between Liverpool and the northern districts had increased 25 per cent. Liverpool was the best market for buying goods in the kingdom. Large quantities of it were used in machinery. Seven hundred tons of timber were sent per diem by hi 4 employers to Rochdale, Bury, and those districts. His employers were often obliged to wait for several weeks to have timber forwarded by the present railway. The Manchester and Liverpool line often refused to convey timber, arid would nut do so at all when they could get a sufficiency of other goods. Most of the mahogany was sent to Leeds by railway. If the proposed line were made it would confer great advantages on the town of Liverpool. Mr. Sergeant BELLASIS—AII the docks in Liverpool were nearer to the south station than the north. Most of the timber was at present sent by canal. The CitatamaN said it was obvious and beyond dispute that the trade of Liverpool had of late years greatly increased with the northern districts ; therefore it was useless for the Learned Counsel to call for the witnesses to this effect. Mr. WiLaiNs said he would open a new branch of his case, and called Mr. Dickinson, a partner in the house of Mathew and Dicken. son, Liverpool—They were engaged in the coal trade, both for home consumption and export. Chiefly obtained his coal front Pemberton and Brett. The coals were at present conveyed by the Leeds and Liverpool canal, A railway would be a better mode of conveyance. The re would be two great objects achieved by railway conveyance. There would be lees breakage, end they might keep smaller stocks on hand. Great breakage took place by canal, and they were obliged to sell the slack at a very low price. Coals in stocks lost very much in quantity. The pre sent mode of conveyance obliged them to keep very large stocks on hand in order to supply contracts. Railways would alio sate them wharfage, which was very expensive. The Manchester and Liverpool line did not afford them sufficient accommodation for the transportation of coal. Had often seen a string of coal. waggons a mile in length at the railway terminus, in frosty weather, waiting for delivery. Had often been obliged to sell coals 2s. a ton cheaper than he bought them, to supply contracts, in consequence of the present mode of conveyance. The proposed line of railway passed through several rich coal-fields. It would increase the coal trade to Liverpool to a very consider able extent. He thought 2s. a ton would be saved in carriage by the new line, and that the export trade of Liverpool would be tripled. The coals around Wigan were of the best description. if coals were cheaper in Liverpool, ships would take large quantities of them as ballast, and the export trade with the Continent would be increased. The CIIAIRNIAN--Hocv much per ton does it now cost for con veying the coals from Wigan ? Witness-ss. 7d. Ile went on to say that he thought his house would sell three times as much coal for export if the present line were carried out. The cost of ob taining coals by canal, according to the present mode, and in clusive of their cost at the colliery, was las. 6d. per ton ; by the railway they could be sold in Liverpool for 10s. 9d. If the rail way were carried out, the exportation of coals to Dublin would be increased. The balance in favour of the carriage of coals by railway would be 3s. 31d, per ton on those for foreign exportation, and 2s. 6id. on those for home consumption. The witness then went into calculations to prove the accuracy of his statement. T. R. Forward, of the firm of Leach, Harrison, and Forward, Liverpool. merchants and shipping agents, gave evidence in favour of the proposed line. Those in his business in Liverpool were, he stated, in favour of the Liverpool and Bury line, because it would cheapen the freight of manufactured goods and foreign prints by, in the first instance, cheapening the wool, and the effect of such cheapness would be that the ships would take out coals as ballast. The projected line went through one of the finest Lancashire coalfields.—(This witness likewise spoke of the great inconvenience arising from the detention and delay of goods at the present railway termini at Liverpool. This delay and detention was a great loss to him. The Liverpool and Bury line would to a great extent remove the disadvantages of which he had spoken, and the Yorkshire and Lancashire manufac tures would be separated from those of Manchester. Mr. William Brown, a grocer at Wigan, was next called—Pur chased nearly all his groceries at Liverpool. His tonnage by Liver pool amounted to almost 100 tons, at 68. 3d. per ton, whether by canal or railway. If the projected line were made he would save Is. 9d. a ton, as 4s. 6d. would be the charge by railway. They now got goods from Liverpool by canal in one day, by railway in two. Dispatch was very a nT ic u le r r y a , h bh le utt communication aesn. important to persons in his trade. Knew there was a con. be rey b v e e t r w y e circuitous,el anrg andVt h i trahane.,c roads dt wereaßfi traffic Bolton, betweenb ndd w 1 would v e the towns at which the Liverpool and Bury line touched. On the Manchester and Leeds line they had conveyed 30,000 Sunday_ school children at 6d. per head. The people of Wigan were anx ious to give these opportunities of recreation to the poor children, but were always thwarted by the expense. This witness was cross.examined at some length, but nothing material was elicited, as up on re - examination he aid that the people of Bury were decidedly in favour of the Liverpool and Bury ans, a magistrate and engine.makelri,„livainngd in l th ie o W ug i h ga t n ii Mr. line. E v gave testimony favourable to the proposed would be highly advantageous to the town of Wi ' gan. would save 280/. a year by the carriage of iron along the Liverpool and Bury line. Owing to the defective state of communication between Bolton And Wigan and Bury, the trade between those places was much limited and restricted. The whole charge of carrying iron rem Wigan to Liverpool, if the proposed railroad were made he estimated at 4s. 6d. per ton. The road between Wigan and Bolton was very bad. orted a larger q uantit y of grain than any other merchant in Mr. Caldwel l, a corn merchant, in Wigan, stated that he im p Sold 300 sacks per week ; 2,000 was Irish produc e . Wi gan . The bulk of the flour and grain consumedWigan SUN, LONDON, SATURDAY MORNING, MAY 31 1645. sacks of flour and wheat were weekly consumed in Wigan-12,000 or 13,000 tons per year. Got most of the corn from Ireland, from Drogheda to Lytham, and thence it was brought by the Leeds and Liverpool line.: The cost of transporting goods by that dila tory route of eight or ten days was 19.1. per ton. Sometimes the transit of goods from Drogheda to Wigan occupied three weeks. The insurance was about Is. 6d. per ton. The route by Preston would cost 16s. 10d. ; that by the Leeds and Liverpool cana' from Liverpool was 14s. 7d. ; and that by the Liverpool and Manchester Railway was the same. They could import giods by the Liverpool and Bury line, as projected, 3s, 6d. less per ton than by either of the last-mentioned modes of conveyance. The carriage by the projected line would be much more expeditious than by any of the others. The cost of carting grain and flour from Wigan to Bolton, was Cs. Gd. per ton. Wigan had considerable natural advantages over Liverpool in the way of corn-grinding, for the corn which was ground by engine at Liverpool was done by Wigan coal. If the projected line were carried out, he thought there would be an increase of mills there. The present railway communication be tween Liverpool and Wigan was subject to considerable delay. The cost of railway from Wigan to Bolton was Gs. Sd. per ton. If the line were carried out, traffic would be much extended between the towns at which it touched. There would be a saving of 4s. per ton between Wigan arid Bolton by the projected line. There would be a great saving effected in the importation of Irish produce. Mr. Ormrod, living between Ilindley and Bolton, miller and corn merchant—Agreed entirely with the last witness as to the in efficiency of the present line of communication between Bolton and Wigan, and the desirableness of the projected line. At the Parkside station In Liverpool carts of wheat were so much delayed there, that the wheat actually sprouted in the sack. The delay in volved great loss and inconvenience. The rate of carriage was aLout being raised on the Liverpool and Manchester line. Mr. Sergeant BELLASIS cross-examined this witness, who admitted that there was not at present much trr de between Wigan and At the close of this cross.examinatiom, the Committee rose, it being pa►t four o'clock. Cilt()UP N. CORNWALL IZAILWAY. At the sitting of the Committee, the cross-examination of Captain Moorsom,. by Mr. Rowe, was resumed—He was first exa. mined with respect to the Falmouth terminus, at Green-bank Wharf. Steamers came close to the wharf, and goods could be conveyed to the trains with much facility. That would be a most convenient part of the town, when the proposed docks were con structed. Penryn Creek, where it would be necessary to have embankments, was about nineteen chains across at high water. The Learned Counsel said he should put this question to the witness—What is the length of the viaduct across Penryn Creek?— when the Committee (who were looking at the map), gave him their attention. The CHAIRMAN desired him to proceed. Mr. ROWE said the question was a most important one, and he should defer putting it until the Committee had examined the spot on the map to which his question referred. It was necessary that he should have their attention. The CHAIRMAN repeated that he had their attention. Wi.re they not to refer to the map to form an opinion on matters of im portance to the public ? Mr. ROWE submitted that it would be better to put the question after the Committee had inspected the map. The CHAIRMAN again repeated that the Committee were attend ing to the examination of the witness. The remark which Mr. Rowe had made was quite uncalled for. It was not his province to direct the conduct of the Committee. _ _ -..-- ..... ....,........_ ..._ ____....._____ Colonel ROLLESTON said, if such conduct were repeated, he should move that they proceed to the consideration of the preamble. Mr. DENISON said they were the guardians of the public inte rests and of the public time, and he should feel it his duty to in terfere if so much time was wasted, or if similar conduct was pur sued towards them. The witness then said the viaduct would be 500 feet in length. He could not say whether the Admiralty had given their assent or not to the construction of the viaduct. In 1840 he projected a 'me which would have avoided Penryn Creek, but subsequently he had improved his plan,and had laid the proposed line down as crossing it. The terminus proposed to be erected on the Mylor side, in the event of the Admiralty not consenting to the construction of the viaduct and docks, would run some distance into the creek on an incline of 1 in 60, and would offer no obstacle to the shipping, nor would it be liable to produce accidents to those employed in connexion with it. At Truro River, which they would cross by a viaduct, taking the average tides, the distance across was 113 yards. He had never seen vessels " beat" up there. The height of the arch from the clear at high water was seventy feet, and at low water eighty feet. The river at Lostwithiel would be crossed by a bridge without arches. It might prevent access to some small houses in the vicinity, hut if it were found objectionable to cross the river at that spot they would alter the course of the line within the limits of deviation, and would not entail much additional expense, possibly not more than the crossing of the river as laid down in the plan. This alteration of the course of the line would cause a radius of seventeen chains. At Polbathie they would have a drawbridge three hundred feet in length—the height at high water would be four feet six inches. Some vessels came up for whitestone, which would have to be towed or warped. Cheviot and Trevol creeks would also be crossed by viaducts. At Torpoint they would not interfere with house property. The distance across the ferry was about six hundred yards. Vessels in ordinary anchored there. The ilag-ship of the Admiralty Commissioner laid about a mile below. Mr. DENTSON, a member of the Committee, said if the examina tion referred to matters on which the Admiralty had to decide, he should object to the course which Mr. Rowe was pursuing. Mr. Flown said he proposed to show by the examination of Captain Moorsom, that the bridge itself and the electrical telegraph would be exposed to considerable danger, by ships getting their anehors fouled in the chains of the floating bridge. The Committee assented, and the examination of Capt. Moorsom, which the Committee had frequently interrupted, on the ground that Mr. Rowe was guilty of irregularity with respect to the topics on which besought to rest his testimony, was resumed. He said, the present boat (which is a very Ingenious contrivance for the con veyance of general traffic across the Hamoaxe, being moved by chains worked by a windlass) would be sufficient for the purposes of the railway. Vesels dragging their anchors might get them fouled in the chains, but he had not heard of any serious inconvenience resulting from them. The electrical telegraph would be worked in an iron tube, which would be kept free from damp, lying at the bottom of the water. The ordinary passage was effected in six or seven minutes. When they arrived at the opposite side, the arranging of the carriages would not occupy snore than a minute. The present boat would hold six of the Great Western carriages. They would have stronger chains if it were possible to obtain them. It had not been finally arranged whether the engine should be shipped or not, because on so important a point he should not come to a deter mination until the very latest moment which might be allowed for him to do so. It would not take any time to disengage the engine, as she would sun on while the train advanced. In 1840 he reported to the Coanty Committee against carrying a railway across that part of the Hamoase. Since that time he had had a good deal of experience in that part of the country, and was now in favour of it. If the South Devon Railway, which had supported the proposed railway in every way, had not been in existence, the whole features of the scheme would be changed. The weight of the rails would be 56Ibs. The witness was then examined as to the permanent way, the power and cost of the engines, the electrical telegraph, and engine.houses, which merely bore out the estimate which he yesterday gave in evidence, and which appeared at length in the Afternoon Edition of The Sun. There would be 40 engines, at a cast of 2,0001. each, and 40 stations on the line. With respect to the Bodmin branch, they must construct the line at the back of Lord Vivian•s mansion at Glyn, at an impracti cable expense, and without answering the objects for which the line was proposed. Other lines must be constructed, but there were great obstacles to all : in some instances they would have to make a tunnel beneath the town of Bodmin; other spots would also present great difficulties, not only with respect to gradients, but in expense. The Committee then adjourned until to.morrow. By Lord Scvmotia—Had slid that railways had not added to the prosperity of Wakefield ; hid, nevertheless, signed the petition, although it would be adding in additional line to Wakefield. His reason for doing so was the communication which it would open with the south. Mr. T. Binney, corn-fa:tor, Wakefield, examined by Mr. KNowtes— Was well acquainted with the corn trade between Goole and Wakefield and Goole and Leeds. Agreed with the last witness in every particular. Did not consider that any advantage would be gained in point o: time by the rail. Increased rapidity would not be at all times an advantage to corn-factors.—(A laugh.) Cross-examined by Mr. lostE—There was a great many malt kilns at present unoccupied in Wakefield. Did not know the num ber. Did not know what quautiiy of wheat was malted weekly at Pontefract. Did not hear that there was any very great quantity of corn pilfered while on the canal. It would be more profitable to ship corn to Goole in a large vessel than in a smaller one, but he would take care lest these large vessels should strike on the Whitton Sands. The rate of insurance on large vessels in this trade was less than on small ones. By Mr. KNOWLES.—The small vessels could go up to Castleford, and were on that account preferable to the large ones. By Lord SEYMOUR. —Sent corn at present from Wakefield to Manchester by rail. By the CHAIRMAN—Sent a larger quantity by the rail than by canal. Sir John Simpson, examined by Mr. KNOWLES—Lived at York. Was a director of the York and North Midland line. Was ex. tensively engaged in the coasting and house trade in corn. Was well acquainted with the 'water communication between Goole and Wakefield, and the line of the projected railway. For bulky articles the water conveyance was, in his opinion, better than the rail, but for small articles it was not so good. He considered that corn was one of the former articles, and he would prefer to send it by canal. The advantage by this means was obtained of seeing the corn in bulk, which was not the case by rail. If the railway was resorted to for the con. veyance of corn the market would be entirely removed from Wakefield to Goole. The canal he considered a cheaper mode of conveyance The cost of wheat at present from Goole to Wake. field by canal was, including charges, about 13d. per quarter. Cross examined by Mr. KNOWLES—BuIky goods were at pre sent carried on the canal at Id. a ton or somewhat less. Sent his flour to Manchester and other places by rail. There was not more li than one fifth of the business managed . by rail. Was a large ovrner of vessels, and was building more to accommodate the increased traffic. From York to Manchester the cost of flour by rail was 12s. per ton. By the CIIAIRMAN—The comparative difference of freight and insurance betwee❑ Yarmouth and Goole and Yarmouth and Hull was very trifling—about Id. or 2d. a quarter on freight, and as Ad. to Id. on insurance only on Scotch vessels. By Mr. Hoyt—The tonnage of the largest vessels that come up to York was about 80 tons; vessels of 200 tons could come up to Selby, passing the dangers of the Goole navigation; and eaw a vessel there above 200 tons register. By Mr. BLISS, on the part of the landowners--York was not principally supplied with coals from the West Riding. The time now occupied in going from Selby to Leeds was from an hour to an hour and a quarter, and the cost was 3s. The time table of the Selby and Leeds, before they leased the line, was an hour, but this was not regularly accomplished—he had been himself often dia. appointed. By Mr. KNOWLES—From York to Leeds the time now occupied was an hour and a quarter. The fare of the first-class was 2d. per mile, and on the Selby and Leeds about the same. Their third-class carriages were very commodious and covered in. When he said that Goole could not compete with Hull, it was only with reference to vessels of a large size. It would be an in ducement for vessels to come to Goole that they could have a cargo of coals back. Mr. Edward Ellice examined by Mr. PICKERING—Lived at Leicester; was an agent there for the:stleof lime. In 1840 the amount sold was 5.082 tons. The greater part of this was used fur agricultural purposes. The Crich lime was used almost entirely for these purposes. The price at the works was Gs. to Gs. 6d. per ton. The present rate paid per railway from Crich to Penistone was Id. per tan per mile. Cross-examined by Mr. Holm—The Crich was a mountain lime, the other lime referred to was a magnesisn lime. Sold it to farmers. Edward Ward, Esq., examined by Mr. KNOWLES— Was a ma gistrate, residing near Selby. Had an extensive coal property. Very few ships get to Selby, as compared with Goole, in con. sequence of the difficulty of the navigation. Shipped 38,500 tons of coals during the last five years, and was convinced if he had had the advantages of the rail, he could have shipped a great deal more. The Leeds and Selby Railway passed for eight miles over a bed of coals. The price of the best quality of coals at the pit's mouth was ss. sd. per ton, and if the railway were made, the prier of coals at Goole would be the same as at York. Could not send the coals to Hull, as there was no dock communication there with the Humber. The charge from all the pits to York was ?,d. per ton. The proposed Wakefield and Goole line would be of no use what. ever to the coal-pits about Selby and that district. Had lime quarries in that neighbourhood also; sold lime at the works f•r 7s. per ton. Cross-examined by Mr. WILKINS — Sent more building lime at present to Manchester than agricultural. The London and York line and two other proposed lines (if any one of them were carried) would by a junction with the Wakefield, Pontefract, and Goole lines, give all the facilities of conveyance which the proposed Brayton and Goole line promised. Cross.examined by Mr. BLlss—Could not say how long it would take to work out his pits. He could Rot say whether they would be done in a year. Sold his coals at Selby for 7s. 2d., and at York at 6s. Sd. There was no important town on the proposed line—it passed through an agricultural country which was not very denaely populated. Knew the Hon. Mr. Petre's estate. The Leeds and Selby and four other projected railways were to go through it, and would completely cut it up. The proposed line was one of them. Mr. Michael Bentley, examined by Mr. PiesEarNo Was a lime burner. Had nine vessels employed with Goole in the coasting trade. Was acquainted with the projected Wakefield, Pontefract, and Goole line. It would not benefit Knottingley. Lime could be sent at present for Is. 6d. per ton by canal between Knottingley and Goole. Water was a much preferable mode of conveyance to rail. The dues in Selby canal were about 15s. for a cargo of 50 or 60 tons, and the cost altogether to Goole would be about I 6s. Wet injured lime very much. A great quantity of this lime went east. ward to Lincolnshire, &c., for agricultural purposes. The Speaker having been announced to be at prayers, the Com mittee then adjourned till twelve o'clock to-morrow. at Digswell, 1,047 yards; sthe ninth and tenth were 1 short ones at Sandy, 44 miles on the line; the eleventh at Great Ponton, 1,352 yards; the twelfth and thirteenth at Little Ponton, one of 3uo and one of 305 yards ; and the fourteenth at Gormsby of 968 yards ; making a total of 8,266 yards, or five miles of tunnelling. There was no tunnelling at the loup or at Bedford, Stamford, or Wakefield. There would be two tunnels at Sheffield, one of 1,245, and one of 1,980 yards. The ruling gradient was one in 200, and that was not exceeded on any part of the line, except at King's-cross, where it was 1 in 108. The curves were few on the main line, and of a mild radius; there was one at the York station, and the others were few and small. The expenses of the main line would be as follow : Fencing Earth and Works. Tunnels Bridges, Culverts, and V iaducts £449,920 ... 735,840 603,365 492,883 Total Contingencies at ten per cent 187,992 Permanent Ways and Ballasting, &c., which included Sleepers, Chairs, Leveling:, &c.. Stations OlO,OOO Making a Total without Land . Land and Compensation (which I learnt only from agents and others) 596,986 Grand Total for the London and York line... £4,144,986 THE LOUP. Fencing Earth and Works Bridges, Viaducts, &c Total Contingencies £17,920 176,690 137,930 332,942 33,257 Total for Levels, &c 365,800 Permanent Ways. ,616,000 Station . Total for Works Land Compensation . 931,600 117,680 Grand Total. 1,049,480 SHEFFIELD BRANCH. Fencing Earth and Works Tunnels Bridges, Viaducts, &c. £6,720 149,102 193,500 106,702 Total. .... Contingencies 45(1,024 45,576 Total for formation 501,600 Permanent Ways, &c 126,000 Station , 7,000 Total for works Land Compensation 694,425 WAKEFIELD BRANCH. Grand total.. Fencing Earth and Works Bridges, Viaducts, kc Total . Contingencies .... 168,441 16,949 Grand total 185,290 Permanent Ways, &c. Station Works Land Compensation Grand total BEDFORD STATION Fencing Earth and Works Bridges, Viaducts, &c. Contingencies Total Permanent Ways Station 341,913 Works Land compensation......... ............. 2,720 .... ... 18,467 13,044 3,423 37,654 30,000 4,000 71,65 4 15,330 .. ...... •••-••• Grand total ... 158,635 STAMFORD BRANCH. Fencing .. Earth anti Works Bridges, Viaducts, &c. For Works, total Contingencies ... 1,520 8,572 10,886 Total Permanent Ways Station 20,978 2,092 23,070 18,000 4,000 Tqtal Land and Compensation... ....... . 11 ,868 56,983 Grand total... ........ Making a grand total for the whole of the six branches, the tributaries, and the loup, distance 328 miles, of Witness believed this sum would be sufficient to cover all expenses, including incidental. It was the highest rate of charges upon any line that he was aware of. With regard to the station at King's_ cross, the passenger station there would occupy ten acres of ground, and the depot for coals, goods, &c., about forty.nine acres; the stations would be placed at opposite sides of the Re gent', Canal; that station would cost about 50,0001. or 60,000/. ; he had allowed 150,0001. for it, including the land. plant, &c. The York station would be entered at the south side of the old wall of the city, by the gaol. and the Trinity.gardens; it would be small as compared with the London station, and would cost about 50,0001.; it would cross the York and North Midland ticket stage. Supposing that the land was obtained, and all the usual difficulties removed, and in fact that those employed to make the road had their own way—(Laughter)—he should say that the I whole line would be complete in three years. _ In answer to some questions - in cross-examination from Mr. TALBOT, the witness said his estimate did not include the Parlia mentary expenses.—(Laughter.) The expenses for locomotive plan, such as carriages, plant, &c., he supposed would be about 3,0001. per mile, or about one million more in addition to the six millions and a half. This was a very expensive line certainly ; the cost per mile for the first 20 miles from London would be about 38,000/. per mile, or 36,0001. per mile for the first 30 miles. Had often heard of contractors being obliged to exceed their contracts. Had heard of an estimate of 1,400,0001. for a Seuth.Western line, and it cost 2,306,0001. The Committee adjourned at half-past four o'clock. Ci ROU I' R. NOR.TEC NIVESTMMINT RAILWAY, rite VI Dun LIN TO CAVAN. At the assembling of the Committee this morning the CHAIRMAN decideCl that they should go into the project, namely the Great North-Western Railway, proposed to be constructed front Dublin to Cavan. Mr. M♦LLEY opened the ease on behalf of the projectors. After some observations having reference to the advantages of the proposed line, Mr. Miller was called and spoke to the expected traffic on the line. The counties benefited by it would be Meath, Fermanagh, Cavan, Donegal, Monaghan, Londonderry, Leitrim, and Tyrone. The populaiion of these districts, who were at present seat round, would avail themselves of this railway, and if sent lay Drogheda their excess per annum, calculating at only 10 per cent., would be 14,000/. This was only supposing them to go to Dublin once a year. Lord Farnham spoke to the general feeling of the landed proprie tors, and the population generally iu favour of this line, and against the Kells branch. GROUP X. LONDON AND YORE. LINE. The Committee sat today at the usual hour. GENERAL TRAFFIC EVIDENCE. Mr. Pitman's examination was resumed—The table now in his hand showed that in two weeks the receipts upon the present line between Alcumbury and Tattershall, for passengers, cattle, and every species of goods, except coal, grain, and wool, amounted to 30,1471. 3s. 30. The witness then went into a detailed statement of the v ater passengers traffic by track boats between different towns, by canal, through which the proposed line was to pass, and concluded that all that traffic would be carried on to the London and York line, and much expenditure of time and money would be saved. Mr. WELLS, on behalf of the Eastern Counties project, said that as the tables put in presented such a mass of figures, it would be impossible he could read them over with sufficient attention, since he only received them yesterday evening, to enable him to cross examine the witness upon them. On these grounds he would suggest that the promoters of the London and York line should pro ceed with their engineering evidence, in order to give time to go through these tables. Mr. BAXTER, on behalf of the Midland Counties project, made the same application. Sergeant KINGLAKE said he could not possibly comply with the application ; and he conceived that the Learned Counsel had had the tables long enough to inform himself upon them. Mr. WELLS said he had been misunderstood by the Learned Sergeant. He did not mean to say he was not prepared to cross examine the witness ; but if he had had more time to examine the tables, he might be able to save the time of the Committee, by putting ,aily one question, where he would now be compelled to put half a dozen. Mr. BAITER said that four tables had been put in this morning, which he had not seen unlit a short time before he came into the room. The room was then ordered to be cleared. In about twenty minutes the parties were readmitted, when The CHAIRMAN said he had been instructed by the Committee to state that they could not assent to the proposition of the opposing counsel ; but, considering the great importance of this case, the Committee would have no objection to adjourn now until half-past eleven tomorrow, provided the opposing counsel could assure the Committee that they had not had sufficient time to examine the traffic tables, and the Committee would sit until five o'clock to. morrow. Mr. WEssTER said he felt he only echoed the sentiments of his Learned Friends with him when he said that he looked upon those tolls to be of such vast importance, that he would feel exceedingly obliged to the Committee for adopting this course. Mr. Sergeant KINGLattE said, that as the Committee had come to this resolution, he would now propose that the engineering evidence should be entered upon. The reason he mad 'this pro positioa was in order to save time, the importance of which to the promoters of the London and York line would be best understood when he stated that these expenses amounted to something like 3,000/. a day. Mr. WEBSTER, on behalf of the Cambridge and Lincoln line, said he believed it would be better for him to meet the traffic evidence by contra evidence, than by cross-examining the witnesses. The Committee then consulted for a sl.ort time, after which The CHAIRMAN said the Committee would have no objection to adopting the course suggested by the Learned Sergeant; but they would take tip the traffic cross-examination to-morrow morning. Mr. Sergeant Kinut.saa said he hoped that, once the engineer. ing evidence was entered upon, it should be concluded before the traffic cross-examination should be entered upon; for if he were now to call Mr. Cublit, and that gentleman was to be cross. examined, and then the engineering evidence to be broken in upon, engineerin g) : gre T at he inc o o i nvenience and confusion would be the result. very glad that the The CHAIRMAN said he had been told that the engineering evi. opposing Counsel dence would occupy a week ; however, they would now proceed with it. Mr. Bard' was then recalled, and deposed that upwards of s ou Ida said d e they concluded would first. be 14,000 tons of wool would pass on the London and York line in a year. After one or two unimportant questions, THE ENGINEERING STIDENCE was entered upon. Mr. Cubitt was the first engineer called. Examined by Mr. Sergeant KINGLAKE—I am an engineer, and have surveyed the London and York line, and have gone over the principal part of the county for that purpose. I have pr e p ared plans and had them depicted, showing the line • t h e whole lengt h is 348 miles, and 48 chains, including the various' branches ; the length of the direct line was 185 miles, 78 chains • t h e length of t he lou p from Peter: borough to Bantery was 813' miles, 60 chains ; the Redford branch was 7 miles, 72 chains ; the S tamford branch 4 miles, 75 chains; the Sheffield 20 miles ; th e Wakefield, 18 miles, 24 chains ; there were also branches to D oncaster, Sheffield, Boston, Gainsborough, &c., making a total distance of 328 miles ; the line was a very extensive one, but pr esented no peculiar difficulties; the main line from London to York was a direct northern road ; the line from King's.cross passed near Barnet„ Ilitchinoncaster, Hun. tingdon, Peterborough, Grantham, Newark, Balltery, D, Selby, and to York. At Bigewell there was what was called an alternative line, but that had now ceased to exist, for the east line had been adopted. The line left the main line at Torrington, and joined it at Stamford ; the line for Sheffield went by Bautery ; for Wakefield it passed tbrough Doncaster; there were 14 tunnels on the line ; the first was a mile from London, and was 632 yards long; the next at Tottenham, 637 yards; the third at Barnet, 590 yards ; the fourth at Enfield, 378 yards ; the fifth at the same place, 220 yards; the sixth at Scott Mills, the 1 mile eighth 112 y a rds; the seventh at Welwyn, 439 yards ; Group SS. The Select Committee on this group re.assemblcd at the usual hour this morning, and proceeded with the ailirmative evidence in favour of the CI OVENTIZY, EEDWORTH, AND NUNEATON RAILWAY. Mr. Wm. Clarke, the mlyor of Coventry, who was examined in chief yesterday, was cross-examined this morning at considerable length by Mr. DatsiEt., with a view of showing that a better line might be marked out for the accommodation of the district. Mr. Henry Browett, a large ribbon and trimming manufacturer, proved that the line would greatly facdiate the trade carried on in the neighbourhood of Coventry. He employed about 140 under. takers who again employed upwards of 1,000 hands. These undertakers, distribute the work amongst the inhabitants of neigh. bouring villages, and it was of paramount importance that a cheap and rapid communication should be effected between Coventry and those districts. At present the journey was performed on foot, and the goods traffic carried on by carts and waggons ; but there could be no doubt these conveyances would be thrown aside and the railway adopted, should Parliament sanction its construction, Birmingham, London, Manchester, and Liverpool dealers frequented the Coventry market, and it was proposed to effect a junction with the London and Birmingham and the Trent Valley line. There was no doubt this railway would prove of considerable advantage to them. The railway would have the effect of reducing the price of coal in Coventry, for at present it had to be procured from Bed worth, and the cartage of the fuel enhanced the price to au enormous extent. The railway, however, would reduce this expense, and at the same time expedite the transit of the article. At present he procured his coal from Bedworth and the Victoria Colliery. The carriage cost him 3s. 6d. per ton, lie consumed about one ton a day. The witness was cross. examined by Mr. DANIEL, on behalf of a number of landholders, whose property would be interfered with by the progress of the proposed railway, and who disapproved of the line. The object of the cross-examination was to show the Com mittee that a line running e..stward of Coventry, as was the case in this railway, would not accommodate the inhabitants of the various districts through which it passed so well as a line running westward of that town. Mr. Brown, a ribbon and fringe manufacturer, at Coventry, gave similar evidence. He said there were five toaster manufac. tuzers in the trimming and fifty in the ribbon business ; and be. sides those about four hundred minor manufacturers in Coventry, who would be all greatly accommodated by the proposed railway. Mr. Thomas Williams, a ribbon-manufacturer, at Coventry, and Bedworth, said he kept from 50 to 60 French looms constantly at work at home, and besides these, he sent into the country every day a basket of raw material, and received in return a basket of manufactured goods He went once a week to visit his works, but if there was a railway the probability was that he would go every day. In his opision, a better line of railway could not be laid down than the present one, be cause it accommodated the manufactures of the district and passed near to some very important collieries. Mr. Thomas Dalton, a silk dyer at Coventry and Bedworth, and other witnesses, gave corroborative testimony, and the Com. mittee afterwards adjourned. GROUP W. BRAYTON AND GOOLE RAILWAY. The Committee on this line met today, at twelve o'clock, Mr. Pakington in the chair. The other members of Committee present were the Hon. Mr. Maxwell, Lord Seymour, Mr. Whitmore, and the Hon. Mr. Bouverie. The examination of Mr. Shepherd was then resumed by Mr. Piciitatme--He consi. dered the canal much preferable to the rail as a mode of convey ance for corn to Wakefield. There was greater delay occasioned by the rail. The quantity of oorn which arrived and was sold in Wakefield In 1844 was 493,273 quarters, and in 1845, 575,799 quarters, showing an increase on the last year of 82,526 quarters. That quantity did not include the flour which passed through Wakefield to the west, nor any corn but what was sold in Wake. field. Cross-examined by Mr. Hope—Had no boats of his own on the canal, The railway charge between Wakefield and Manchester was, he thought `ls. to 2s. 3d. per quarter, on wheat. Could not tell whether this included warehousing, &c. The quantity of corn which is at present carried by the Manchester and Leeds that money; Railway, was, he considered, from 1,200 to 1,500 quarters a week. Did not know that Captain Lawes had stated it at 3,500 quar ters, or 150,000 quarters a year. The value of the warehouses at Wakefield, in his opinion, was 200,0001., but they were not built fur of restoring its prosperity. they might cost 50,0001. more when they were built, from ut he only spoke of their present value. Wakefield had not not increase d know in 200,000 to 300,000 quarters Prosperity since the construction of the railway. Did whether A resort to the canal mode of conveyance was the 30,000 to 50,000 best means Wake field could store from those at Goole quarters.q uart rs warehouseso ( f A c a o t r p n t a io n , d in favour of the Pontefract and Goole line was here handed to wait thought ; witness.) Had sig ne d t h at petition and York line that he h a d signed. All the names attached to it were respectable names. GROUP NN. The Select Committee on this group assembled for the first time this morning in Room No. 5. The Committee was appointed to ascertain the merits of the Epping Railway, promoted by the Lon don and Blackwall Railway ; and the Thames Junction and North Woolwich Junction, promoted by the Eastern Counties Company. The Committee decided upon taking first the THAMES 3UNCTXON AND NORTH WOOL- WICH RAILWAY. Mr. AUSTIN. Q.C., stated the case for the promoters. The Eastern Counties Company, he said, had already obtained powers to make a branch of their railway from Stratford to the cast side of Bow Creek on the River Thames, where it was proposed to construct a wharf and depot for goods. The project now brought forward was for an extension of that branch along the banks of the Thames to a point called the Horse-ferry opposite to the Woolwich Arsenal. The length of the line would be two miles and 65 chains, and as its course would be over level ground, it might be easily con. structed. It was calculated that about four millions of persons went annually by steam-boats from London-bridge to Woolwich and Gravesend, and the promoters of the present railway estimated that about a fourth of that number, or one million of persons came from the eastern part of the metropolis. It was, therefore, rea sonable to suppose that that number would come upon the pro. posed branch ; but, to keep within bounds, the Company had only calculated upon one-half that number coining upon their line. Now, the question which was most important for the Committee to consider was the question of fare. Well, then, they as. sumed that about half a million persons would come upon the line, and the charge on the branch would be lid. each person, or fld. throughout from the Eastern Counties' station to the terminus at Woolwich. But then came the question, how are the people to get front Gravesend to Woolwich? Why, they would go from Woolwich to Gravesend by a steamer for 6d , and add this to the 6d. charged on the railway, the sum would be the same as that charged for conveying a person by steamboat from London-bridge to Graves end. The Company proposed to erect a wharf or pier at Woolwich, which would be made a free ferry, and entirely thrown open to the public. Those persons therefore who wished to cross to the op. posite side of the river, would have the advantage of being ferried over without any charge being made for ferry dues. The money the Company proposed to raise for constructing the branch would be 30,0001. He had already told them that the Company fully ex. pected that 500,000 persons would annually pass over their branch, and these charged 2.1 d. each, would yield an annual income of 4,166/. For working expenses the engineer would allow 4 per cent. on the gross income, and after this deduction had been made, it left for annual distribution amongst the shareholders a net sum of 1,666/., or 8 per cont. on the gross outlay. The Committee would observe that he had taken no notice of the goods traffic, be cause at present it was totally hypothetical ; and the Company, therefore, preferred relying upon the passengers, without taking the goods traffic into consideration. The Learned Counsel then produced evidence in support of his statement. As the Bill was an unopposed one, it was merely of a formal nature. Mr. Bidder, the engineer, stated that the line would only be made with a single line of rails, but sufficient land would be taken, so as to enable the Company to make a double line of way, in the event of its being afterwards found necessary. The room was then clearest, and the Committee having consulted for a few minutes, the parties interested were re.admitted, when some conversation arose between the Committee and the agent relative to the proposed ferry opposite Woolwich. •Tire CHAIRMAN wished to know whether the river authorities had been consulted upon this point? The Committee, be said, were anxious that no powers should be given to the Company which would enable them to obstruct the navigation of the river. The agent replied that no powers of that nature could be given by the Bill. The 811 l only authorised the Company to make a railway to the terminus opposite Woolwich. The CHAIRMAN remarked that the Learned Counsel had urged upon the Committee that the construction of the ferry was an in ducement for them to sanction the line. Now, if the Company did not intend to carry their passengers across the Thames for ±:ie 6d., their fares must be reduced. The agent replied that it would be for the interest of the Corn• pany to carry their passengers to Woolwich, and this could be effected without making a further charge than 6d. The roam was again cleared, and after the Committee had con sulted together for two or three minutes, strangers were re-admitted, when The CHAIRMAN announced that the Committee considered that the preamble to the Bill had been proved. The various clauses of the Bill were then agreed to, and the Committee adjourned. GROUP EE. AIIERBEEN RAILWAY. The Committee met to-day, at twelve o'clock. Mr. F. Baring, (Chairman), when the evidence in favour of the Aberdeen Railway was gone into. Mr. John Duncan was first examined, and deposed to the ge. neral traffic along the track of country through which the line was proposed to be taken, which he represented to be very consi derable, especially in agricultural produce and cattle. Mr. William Miller followed, and gave evidence to a similar effect. _ _ Mr. Adam Barnes, of Montrose, said he represented the feelings of the inhabitants of that town, which was decidedly in favour of the line under the consideration of the Committee. Public meet. ings had been held, arid also meetings of the town council, at which it had been agreed to support this line in preference to any other. lie considered the formation of this line would be ef the greatest advantage to the town of Montrose. The harbour authorities and all the leading inhabitants of the town were in favour of this line. Mr. Carnegie, chairman of the line, was of opinion that, both as it regarded time and expense, the advantage would be in favour of the railway. • Mr. Gibson, Provost of Arbroath, and a ship-owner, gave evi dence as to the large trade between that town and Aberdeen. The cost of a ton of goods between those towns at present was from S. to 10s. per ton. Arbroath contained a population of 14,645. Mr. Thom gave evidence to a similar effect. Mr. A. Heston said, he was an extensive fisher and fish-carrier. The exports of fish this year from Aberdeen was, of haddocks., 3,150 tons; herrings, 2,782 tons; lobsters and crabs, 148 tons ; pickled cod, 318 tons; dried cod, 170 tons; and periwinkles, 300 tons. He thought that if they had a railway formed, a great por. tion would be carried along it. Captain Barclay, of Ury, the celebrated pedestrian, deposed that this line would be of the greatest service to that part of the kingdom, as it would accommodate both the coast and the interior. Mr. Marshall here put in the traffic tables, which, after specifying the details of traffic, receipts, &c., presented a general result of receipts from passengers, 43,1611.; from goods, $8,679/.; total, 81,840/. Mr. Walker, Superintendent of the Aberdeen Market, said he had the charge of the taking of the passengers' traffic. He had examined the tables of Mr. Marshall, and was satisfied they were perfectly correct. The number of steamers plying southward of Aberdeen were eight, two going to London, one to Newcastle, one to Dundee, and the remainder to Leith. He thought the great bulk of the passengers who went by this means would go by this line, as the present mode of travelling was very uncertain, and they were very often detained at Aberdeen. . . _ Mr. Gibb, the engineer of the line, said he had been an engineer for twenty years. He was first instructed to survey for this line in 1844. At that time the Dundee and Arbroath was formed and in operation. He had surveyed several lines to ascertain which was the best, and came to the conclusion that this was, both as it regarded gradients, and the accommodation of the inhabitants of the country between the two termini. The estimate of the line, including stations, was about 15,0001. per mile. This was much less than if he had gone by the coast from Stonehaven to Montrose. The cuttings would have been much severer, and this induced him to go by Lawrence. kirk, through the How of the Stearns. The line started from Market-street, Aberdeen, and about 100 feet from the Post office, and about the same distance from the principal street, Union street. It was nearly on a level with that street. The station was close to the harbour and docks, and there was to be a goods terminus there. The line, after leaving Aberdeen, crossed the river Dee at Palmuir, and went on by the coast to Stonehaven, and from thence into the interior part of Lawrence kirk, and terminating near to Froikheim. There were three branches to be made in connexion with the main branch ; one to Froikheim, one to Brechin, and one to Montrose. The average gradients were 1 in 169, and the steepest gradient lin 100. The cost of the line he estimated at 830,0001. The cost of the land was 57,0001.; the cost of the. cuttings, at Is. 21d. per cubit yard, was upwards of 257,0001., being for 4,292,287 yards; the embank ments, viaducts, &c. 113,4751. 18s. 7d., being for 3,529,220 yards ; the bridges would cost 27,1451. 7s. ; the culverts and drains 4,4211. 95.; the rails and sleepers 157,2641. 165.; the stations, warehouses, &c., 75,954 ; contingencies 73,0001. There were no engineering difficulties on the line; no tunnels, and only one road crossed on the level. The estimated annual charge was 33 per cent. on the income. The gradient of i in 100 was about one-fourteenth of the whole line, or about e i g ht miles. The railway was in length—main line, 48 miles 103 yards; b;•anches, to:Froikheirn, 1 mile 1,547 yards; to Brechin, 3 miles 882 yards; to Montrose, 3 miles 169 yards. The Committee thetl adjourned. GROUP L. ataralronx), CIIICRESTER, AND PORTS. MOUTH RAILWAY. • • • - - The Committee resumed their inquiry on this railway at twelve o'clock this morning. Mr. Blagdon, an attorney for the line, was called by the pro moters, and stated that the population on the projected line within five miles on`both sides of the line near Petworth was 55,359, while on the atmospheric line there were 6,963 houses, and a population of 35,506 within seven miles. There were thirty-three seats of noblemen and gentlemen within seven miles on both sides of the line. There were also nineteen corn. mills within seven miles of the Halfway-bridge, midway between Petworth and Midhurst. The thirty-three seats were be tween Chiffingford and Chichester. The Halfway.bridge was about three miles and a half from both Petworth and Midhurst, rather nearer to the latter. The number of houses in Chichester was 1,609, and the populaann 8,512. To the cross-examination of ALEXANDER, the witness stated that he had not taken any particular notice of the population of the places within two miles westward of Chichester. To the cross-examination of Mr. WAnot::rwrox, Mr. Blagdon stated that he had included Bognor in hie estimates— the number of houses 500, and the population 2,490. The esti mates of houses and population which he had made, was fur seven miles of the line on both sides throughout the length of thirty miles on the line between Guildford and Chichester. On this line the number of houses was 14,235, and the population 73,000. On the atmospheric line the distance he had Liken was thirty-four miles, the number of inhabited houses 9,529, and the population 49,000 within 5 miles of the line. During that distance, the number of inhabited houses was 10,641, and the population 55,359 on the Guildford, Chichester, and Portsmouth line, while on the atmospheric line there were throughout the 34 miles, 6.963 houses, and 35,506 population. Mr. F. Giles, surveyor and engineer, stated that he had laid out and constructed the Guildford and Woking line, and had surveyed the line from Guildford to Chichester. The gradient of lin 100 was now every practicable gradient, and he had applied the gradient of 1 in 110 througout six miles on the Guildford and Chichester. On the Manchester and Liverpool line there were gradients of 1 in 89, and 1 in 86 ; and on the Newcastle and Carlisle line, which had been constructed by himself, there was the gradient of one 1 in 106, which was four miles long, and he thought that the gradients on the Guildford and Chichester line were anything but difEcu lt. To the inquiries of Mr. OSWALD. Mr. Giles stated that the gradients of 1 in 86, and 1 in 89 on the Manchester and Liver pool line, were each one and a half mile in extent, and no extra ordinary power was required to surmount them. He had been allowed on one occasion to stop the trains during the whole day at the foot of the rise, in order to ascertain this very point, and the engines had all gone over the plane without the momentum, and without any increased power. The works on the South-Western line were, in his opinion, much more difficult than those on the proposed Guilford and Portsmouth line. He had laid out a line to Gosport from Bishopstoke, and also to Portsmouth, but in that line he had never contemplated going to the town of Haslemere, although he had intended to go so near as to give ae. cornmodation to that town. In 1836 he had attended a meeting at Portsmouth, and there a direct communication with London bad been suggested to, and earnestly advocated by, the people of Portsmouth, in which a connexion with Arundel was included, but no scheme had ever been projected which did not comprise Chichester. Mr. Locke being recalled, stated that the distance by way of Brighton to Portsmouth from London was 95 miles; 501 miles to Brighton from London.bridge; thence to Shoreham, 5 miles 5 chains; thence to Chichester, 22 miles 5 chains; and thence to Portsmouth, 16 miles, making a few chains !Pas than 95 miles. The present line to Gosport was 88 miles long. By Fareham it would be to Shoreham 84 miles ; thence to Corham, 6 miles; and thence to Portsmouth, 3 miles; making the whole distance about 93 mites. The distance to Hun. gerford.bridge would be 1 mile and 6 furlongs further. He was not aware whether there was any decided agreement between the Brighton and the Chichester Company, though he had understood that the Shoreham Company had leased their line for ten years. To the Liquifies of Mr. OSWALD, Mr. Locke stated that there were to be two stations at Chichester—one for the Guildford line and the other for the Shoreham line, both. however, comrnunicaiing by railway; and there was no reason why both stations should not be amalgamated. The distance by the proposed line from Hungerford was 76 miles, being 18 miles in favour of that line. The whole of the earthworks and works of art without land would cost, from Guildford to Chichester 476,0001., and from Chichester to Portsmouth 180,0001., making together 656,001/. for the whole. On the whole line there would be nine sole cuttings and fourteen spoil banks ; the former occupying about 31 acres, and the latter 56 acres. Between Chichester and Portsmouth there would be eight side cuttings, which would occupy from 22 to 24 acres. To Mr. GURNEY—Mr. Locke replied that there was au arrange. ment between the Government and the South-Western Company for the electric telegraph to Portsmouth for ten years, for which they were to pay 1,500/. a year. The London end of the tele graph Was to be at the Admiralty, and there would be a great ad vantage by the proposed line in avoiding the water at Gosport. To the inquiries of Mr. OsWALD Mr. Locke replied that it was intended to cross four turnpike levels at a level, near two of which there would be stations. Mr. Long, formerly a resident at Portsmouth, and who, since that time had held an appointment as police magistrate in Van Dieman's Land—lto had always taken a great interest in the railway communication with Portsmouth ; indeed every requisition for a public meeting and every resolution had been drawn up by him. In MG the secretary and solicitor of the Southampton line had called upon him with a view to establish a communication with their line, lout at that time, the desire of the inhabitants was for a line eastward; but he now thought that the proposed Guilford line was the best for the business transactions of Portsmouth. In his opinion the proposed line was at least 40,0001. a year better than the two other lines, and there was, he felt assured—no feeling ofjealousy at all of the South-Western Company, and though he did not now reside at Portsmouth he took the same interest in the town as before. . _ Mi. Horne was recalled, and put in a comparative table of the fares charged by the Birmingham, the South. Eastern, and the South Western Companies, from which it appeared that the proposed charge was the same, or less, than those charged by other companies. The maximum charges for passengers were intendel to be 3d., 2d., and Id. per mile for first, second, and third.class pass , nEers. Mr. GURNEY then put in the agrectnent for the lease of the Guildford and Woking line, and also proposed clauses for securing the working of the line to Portsmouth as efficiently as it was now worked to Southampton. This closed the case for the promoters. Mr. RANTLINSON then stated that he and Mr. Sergeant Talfourd had agreed to amalgamate their cases, and proposed that the latter Learned Counsel should address the Committee in opening, and he himself, if they thought proper, after the examination of their witnesses. This being agreed to, Mr. Sergeant reaPOURD proceeded to address the Committee on behalf of the inhabitants of Portsmouth. He said that putting out of the question that important connexion of the town with the great naval power of the country, the whole of the population of the district from Chichester to Portsmouth, if taken within seven miles of the line, there was little in excess over that of the town itself, and if it was taken within five miles the disproportion in the numbers was still less, and he therefore thought the feelings of the people of Portsmouth were entitled to great consideration. Now, in the course of his opening, Mr. Cockburn had made the admission that the feeling of the people of Portsmouth was decidedly in favour of the atmospheric line, and against the Guildford line. Mr. Casher, the Mayor, had admitted that on the 7th of the present month he had presided over a meet ing both very numerous and highly respectable, at which not more than fifty hands had been held up in favour of the line of the South. Western Company. From this meeting a petition had emanated, which, in the course of four days, had been signed by upwards of nine thousand persons. With respect to the fictitious signatures attached to that petition he should show that they were put to it in several instances as a mere joke, and in one case the name of the Earl of Dalhousie had keen signed by the clerk of Mr. Gauntlett, who had himself ap. peered as a witness to vitiate that petition, and in the presence of that gentleman's son. This he adduced not to throw any stigma on the promoters of the Bill, but to show how in a large place like Portsmouth such irregularities as these would easily be fallen into, but if he stood there merely as the representative of the five respectable individuals who were appointed by that meeting, and setting the petition altogether aside, still the feelings of the people were entitled to respect. With regard to the feeling of jealousy between the towns of Southampton and Portsmouth, it was quite natural. Considering the position of the two towns, and the Isle of Wight, and the increase of importance of South ampton, this was quite natural, and when the inhabitants of Ports mouth saw that the whole of the traffic was under the direction of people who, from their connexion with the South_ Western line and the plaee to which it ran, naturally felt a great interest in ti.at place, would, in all probability, give a preference where their interests were so largely cone rued. It was, therefore, to say the least, but little likely that Portsmouth would receive its due share of consi deration. Sufficient evidence had been adduced to show that the people of Portsmouth had always desired a line directly to London. And what he would ask, therefore, was, not a preference for the atmospheric line, but that the Commilee would pause before they decided. It was perfectly evident that if this line was made. another could not be hoped for; for if this was once achieved, the capital once invested, no change could possibly be expected, and the people of Portsmouth would be handed over in perpetuity to the South-Western Com pany, who would unquestionably obtain a completely despotic power over the interests of the 60,000 persons who constituted the population of Portsmouth and Purtsea. This, therefore, was no case of common monopoly, but it was an entire despotism over an important port, which, notwithstanding their utmost energy, they could never throw ofF. Then, with respect to the clauses which were proposed to secure the interest of the people of Portsmouth, they all knew, from the experience and the incidents in the court; of law, that this was no sufficient defence, ---- ... ... - . as was s hown in the case of Mr. Pa rker and — the Great Western Railway, in which he ii ad been engiged. That Company bad thought proper to mark out Mr. Parker as the object of acids's' lousy, and h a d c harged him an extra sum for his packages over the amount c harged to their pet c ontractors, Messrs. Chaplin and Horne; had r efused to allow him to put several parcels together; or to deliver to his own customers. It was true, Mr. Parker had succeeded in defeating the Company, partly through his (31r. rsoSerll geant Talfourd's) instrument alit y , but it was notd it s every pel that the gallantry of Mr. Parker, anas wel,, possessed k n own that the leading men in public co mpanies br ou g ht all the intellect and experience to bear on the interests of the propertl with which they were connected, and left all their sympathies behind them. He did not meant to throw out anything disPa' r ia a t g e ing eo e t i l t e h a es gu a e r t i h n e st IN C l h r a . tßrntriainne,l, he engineer, or against his Own Mr. GURNEY—The Great Wbeosttlernof highest character. rented here. t Mr. Sergeant TaLFOURD—Nor are they misrepresented. Ihe termini of this line was at London at one end and at port Companywhcim were ar e men ofle et: msuth at the other. In the one instance at a place wher e a interest was lost in the general mass, but at the other I t h asW SW ) : gather of vital import. By the proposed line the rates b oleo! riage and of passenger traffic would be much higher than br n ' l atmospheric principle. Now that principle was wider active expe; and e would shortly arr i v e whe n i d would iment, be universally ado the ptedtiml . t would both be cheapellr. more expeditious than the locomotive principle. sta that if time Evan .e ° , th e Carter had ted the was to be less, expense no more, he would prefer the atmospheric Paa," ciple—and that that principle was no iliosiwhi 0,1 evident from the fact of money and ability having been s r .e extensively pledged to it. And at any rate, whatever b.eat'se merits of the two principles, the Portsmouth people said to aid great was their jealousy of the South-Western CoMpani tha,enos, would endure all the inconveniences which they now °P er ! d their and wait a little longer, rather than submit themselves an e were children to a monopoly which it would, if this Guildford line brea l ' now granted, be in all future time utterly M4)645 4'15 P till Sl° through. Moreover, there was the coast line, which wouldtsen _itil all the a dvantages to Chichester of a London thecommunical :the Portsmouth, and also a connexion with Chatham and , f t hey great arretials of the country. They would prefer that linette___. could not get the atmospheric , but would rather, for tius u I°-: that things should remain as they are than that this Dill sho . 1 4 0 : 1 P a ; Mr. G. Sprague was then called, and stated that he ll . s . d iied e o evireitue°,::: sled the petition at Hyde-park-corner, in Portsmo And ie''t d been several of the fictitious signatures attached to `pe titionpe n e s e., 4 4 put to a te s h it is thro p u r g e h ssi t o h n e rihnasttrinumaneyntuaflitthyeosfi Mr. Gauntletn's c t l g 11 _...ise. To the inquiries of Mr. MONCRTON Mg:I:ELI:II: that ten out of twelve of the people of Portsmouth wereherie lies was,thr ethe atmoll' ed 00 of the atmospheric. His reasons for preferr in g lir , itnhirtdh-eelfiasrssttrpaltancse,shtuhueldatrmunosdpuhreirnlgc compo secondstaanyy;Prinn,i rsilt::: the fares would be lower ; and, thirdly, that he believed lot;oibe would be safer. If the atmospheric line were net °b believed the Portsmouth people would prefer the coast lin or er Mr. Erasmus Jackson, a banker at Portsmouth, sod i ll: so 0 had lain of the borough, who had taken an active Par t 1 01 l t. passed, during the last ten years, with respect to A. jeeidealls te town, stated that the feeling of the inhabitants W a se trat s iii of in favour of the atmospheric line. He had been 11 . 00 , with tb i deputation, in 1838, which had bad two coMnrunioet'44 ate of the South-Western Railway, w ho had bette r i f; their inability or disinclination, or both, to give "", t heir -; to Portsmouth than the branch to Gosport, andrviiiutb Os, pectation of getting the whole of the trade of ro h eard of i 0 Portsea, through Gosport, and certainly he had neve! , n ,.,, 4 ,11 1 . projected ofofrp Guildford oHtrnitisgohs pi l hnsu i s n ti ndetr e hreoi until published.some The after witnessthe aaltsnurobosPrhee.r; t L i a l" ; ao / 4 r t ;t t ed s ; feeling expressed at the two meetings of the inha biti f i wss a t tO nt h h i u s es o na p t i p n m i o o ro n t that the London -bridge terminus , w u i nc ,',:,. ialishli , High-street i aha n nn e wd , tahts w heae o ul u sn 01 steam-packeted betterbaet v more atuhaa hcnoa,nti ih v u. a e : n y, i r. o e hof n re the a t 9 „i t o : r oe op ' he :: i i n e . ;e i: o r 06 ,„„istion of The cross-examination of Mr.Guarrice, O D % had 0 1,1; 0 this evidence, but further that the inhabits° i s to no" -- a Bill on its second reading, the object of which le the at mo sphe ric s P ltd: o ht r aeo t n sm dt: Committe e mh u i t msh inquiries pinion i b t t y eet t eh terminus hma.ournidavvel.m. S wfi o n a u uts t hs h bjeis W wce: e iu s Alo t di e Rn r : n bi C He ° s in a collo. it ii l l. ri, : e . tbk aitoo h a ewa e e il hi °trod :" och ,: ewi e e .0 : of ' A 1 ; To the inquiries of Lord CLlva, bir. •";-- longer iised. A l be enabled to communicate with.d. 0,011-0,01 the that, in his opinin, the atmospheric line W ,7 l lti !: e _, Wight, and the attraction of the traffic tbr ° :%l o4 t.. VT 11,.T z. it r t o tee sif et AN 11 1 ‘ ir. thGisROUP 88. ... e t Ailit,. CO' The Commi a 01°1,1,1: houn in the chair. ..A IS 0 .-- ,,,, the `",-,,.. After additional evidence had been Cal"' ,chartlOPled to l'' the substance of which was not of an inrPorts%it Voce.' "molErnilnZig lactfreoiour' mittee decided the preamble to be prov ed ' a tAIVIr. at consideration of the clauses of the Bill. ~,, 0,...- .1 01,- DUBLIN AND lEZI•ZSP3I" r t his P I ' s o th i The Committee went through the clauses avocets, were agreed to, after some unimportant nig Chairman instructed to report to the House. cop. DUBLIN, wrx,rogv, AO ° of t b° vaislvilor• „iders t° The Committee then proceeded to the co W°°":,irSir W il"r d ° /a. Dumbleisns,rsS.VAexufsotridn,, aAnidurCpahrylo,vrTaßibauiltw, ay. .. o d la rti A a iddt rli geared for the promoters. lr. Alexander and wesford and on behalf of the coast line from Dublin lete i and 1* 0 1 ' terford. was behalf of the Bill, d a ri .. Mr. AUSTIN Opened th e - e on •p the commercial en whiv out with great clearness and ability f tural advantages which won° re g i t t „ e h r a o l in f. id , he proceeded to call evidence in of Carlow, gave eg ot ss the county would cente r ' O OOl Mr. Lackey , a landowner in which the line ...88. h e as to the general advantage f the county v`",,eent,', county of Carlow. The population 0 onveyanoes De' pAP' that of the town about 10,000. The present C adequate. In e o il. this line, Sae towns of Wexford and Carlow were lerY in s od ii!.. 0 0 05 in agricultural produce and cattle was very great,,,, oi. , way was formed, there was no doubt but that it OW. service in conveying these. The Committee then adjourned till Monde. -- - GROUP CC. .01 0 ' otl's 0 COI= AND BANDON g'"" r 0 11 0 1 The Committee met to day at the usual O u '' 4 00 0 1, examination of witnesses in behalf of this P e ' ion" The evidence adduced presented no featur e l ost ° J O at its termination the Committee decided the Pr el „ The clauses of the Bill were then gonetbrotir The remaining clauses of this Bill we re goo o.ol,tpd Chairman instructed to report it to th e Houseivz 0e1,140t SHEFFIELD AND FLOW:IE 3 W ° f t he ShOle° O pt This Bill, which is to effect a junction O. ° 0 0 00 31 Rotherham with the Midland Coun ties th into, and after a brief considerat ion of its w' e adjourned. ----.......-------"-• , iir. : w . The rt ie y, Chairman Committee r ; e.,Aaisrs.eGmAibinfes((wl) Uotrhtlhis, Stilorr. nin g • 3i r i r r e ! lrei ' l til 61' '' ' v g art, and another Hon. Member. a.3 11.11$ CO1"-- o f O il LONDONDERRY AND •-•- rai A lw ir a ' y EL.A.ZZAV/S:Sr• roSeeter. of l' e3 railway. The Company proposed to reclaini to e 0 or H ch n.: ap p ly ro . ceeded to open the case for the Non oorieterot or from Loch Foyle, and this would enable th c ' ect 3C 0 W A" . 10 • ht of al l r ect ° Considerable discussion arose as to then aright to the Committee of Mr. Dimsdale, who had that might be reclaimed from Loch Foyle.e could appear.,,, The Committee decided that h This discussion occ u pied nearly t wo hours. ..............................., (THURSII:IS.) if , 11l „, sAr ,- sii v ,41 , -• t he DUNDEE AND PERTH (NOR _ ,eice o 'cl h eJ The Committee assembled as usual at t" odes sate Hon. F. T. Baring, chairman. t he Dunij pt Group EE- 114) ~. oci,, __ ce to . . _,,h_ e r h . The CIIAIIiNIAN said, that with refereuronotl"ica ni, r aiii Perth line, it would he necessary that the u cio se 11 " en dee u o ir s a special report with respect to the particillar w as r 0 est 0 a ll caused to be introduced into the Bill , `o have third-ei'tao,thio'oti. pulsory on the part of the Corr panY t °, b : a a desi rs „, b. ,, e ;ol l 1 , e „ 1 # i ,. ‘ by at least two-thirds of their trains. I' ve „oe c°"" - te riu'.l ' l''' the railways which met at Perth should ba ne _oo,oion tt 0 co p —it was advisable that there should be . ° wit ' D the r i er e st he, 0 0 all, and coinciding as the Committee( ("bad a rri e ' 4 P i laci V . Committee DD upon that subject, teY affected—he alluded to the proposed' 100 ;0011 p u t elusion that all the works, so far 0 inns °l' i teru' i'l ifec t' he terin o a, e e .., 0. the term t he , e j. t he had be to tr. e t ei should be suspended until the question _ os et tl 'nse rt ' De . in their report the Committee would 1 wool of t ru T s r t a e d d e totises-aqruteysatisortiooofi titieer,m, i 0 n' T. : lO y. (000, 0 j tßoardhey i . 14 THE ABERDEEN RAIL opened' O. ' e 01 1, ~,, The proceedings in this line were thef .o , o , 1d e . r ',,( 1 , 1 14 tb e i ,,,. Mr. Austin, Mr. Talbot, Anw we rt e " re etr o th e 0 1 "„1 Mr. Taylor appeared on behalf of the ! , . 1 , 0 f l' a l ine, tec t i dt ' Mr. Cockburn, Mr. Forsyth, and idr. t ir , ) ,iji.l e ., o f I ponents of the Bill, namely the Scottish 1;biooi, cou t i i , ll i t o trates and town-council of Brechin, the ie t en 11 , se ot o r several others. non " of trr‘ o I°‘ ()We e DP . i.ad Tr A long discussion arose upon loi , o , Ds ~ for the Bill, to the appearance of counsoi co:npao, Midland line, upon the ground that Ilw sod . 1 t" standi in the Committee. Ws t° pe Olg a h '" of Ole° •ectle" the r t ast The Committee ultimately held the n A 0 ,1 00 ~od Another discussion took place 11P ° 3 o f coup cher _b. same Learned Counsel to the appearancrtebin, 0 ~ o rine r ‘ l ' it the magistrates and town.council of 1 3 c ~f the ' h oa 1 „o they had no landed interest in the ruatter.bo ose'6ooo, "root, The Committee, however, after , a' ir ra, clOetto be re o rt jection, having considered the poin t wl „ in pet ee r ase e the magistrates and town-council seer t° c. ~ th e , ca r to 0p0...40er1b 000 before that Committee. brieflY the I ; the _ A t Mr. E. JAMES then proceeded , i in ,of iatr' ,e behalf of the promoters of the O d ' Arecate oleo jars, he said it was proposed by th..e wanohl.o.e to ha ji t a ii , li: t. sure to carry out a line whle"_conooda`'lgith irel)4oo afford the greatest extent of „daccoellerted, 13rPeA",:' V l . l , i' , number of persons living in 3 - tu t Of -° ,be. -C , n ipir •ots justly be termed the third place, in Pecrry the ':.„,,jCP.to, reier, ante, in Scotland. it was proposert° iir k, o °i " Al I ,Def r ' o rti from that pli,ce down to Lawrence .0 piivi or o • ng ,, , A s to d ro l 0, terminus with the Arbroath and F 0 ... , o t wo Pr the left,,vot .4, the Committee would observe there w t. :'_ „ t her l a ,, tr! . Or e l a t ,, called, running, the one to the right!releubi"o, in , ~.:0.001; _ontiro, there were two branches, one to . 13 Linde r con: otetieresprore This project had been for some tirnewould be t a that r ni de ° D ie Daily, it had been suggested that its been foUn..ol• prro_ or._ form a coast line of railway, but it b a_ ti a , 15, 0° _ , Del A_ 0 ,,,,07 1 of such a line would have been as Mu; ot of its I re secuaitot ~, than the now proposed line, ilniel'e" e ten t of O r ' der h t ile el. tion. The opposition which re m aine d , woe nirtiere baer a en 0 of affording anything like the same e, sabouogrh 1 : 0 oir , boo jj , , ,, , name and title, was in reality 1 ComPanY' B ill to e tc o f gi f ,a position of the Scottish Midland° er ,„ the the Doper_ ocht.,. of the prom t "' w ith ~,be c de ti 17 attempt on the part or points _ o se. ho sr v er. course between two extremes seal often the that th e ho pe rth satisfaction to all parties, but, ass d i turne d ettr The "70 13 l'e se h and thus a v at! ei wi object shed h. wished-for b o e n e e n in oct h sa, had e " fl y ; t been l i a cconiPlisb"--. r each °9 forts 104',01 .de to Dundee, and from Dundee bY ~re com plet .., O f the d that there would be a through II would communicate with Vinburtgh; Arbroath: j". Thee route minute d ela" on'' „ te en , o rr A be. o w. he cc,. for ita% °:,"„ of' i t er , Mr. Patrick Pine, ~, , ,_ charote 000, so d ea it, 0 too that he employs 1,7011 handsoi, hit was about 7° _'_, e mp loy Dich . i i, tChoeu line,nsel hatingcoilod en t ere: int o usti c :too; ethe p 0 in Aberdeen. The populatr rot capital w:,_,,u, to o _ o , it , ° ,,t increase. A very large amou T he w ' mac in b a r i3p et, v e;'_, Ot t s° cantile pursuits at w ere fa x, i very largY locrite" ve'r bee‘far capital was engaged were . the opinion in . inn had "e w e,. , ir e combs, lime, and so on. ward, o P le f t his re _,„,13 .' , h s universal in favour of the line ; o the obje ct° that c.. ocen 4 0 .0 unanimous in that place as uo"°most advAnrag:eutili:in Ab'r th e e ' fc t station at Aberdeen was thi which ~,,,, .„, no- n, : o p lace, l ,..p ir co xe , 0 0 been selected• ' toixonvi-ii'ilto Jimuolduel,ces,,,:obbi violiti,cohceirverpoof aw l 0, , , ,. received by of the proposed railway being s _ ~o rt ,' that „ t, w as 00. voli the northern parts of Scotland, tradeas T r , ...._,_iand. Abrerce..d tiooo .ie with reference to the c otton as well as to °f scoltl,o"ce of tioter, its itni;t:iertati most importance to the flax trade t At Pr ~e O , t ~,t fa i d o i e s t o r: , c t i o s 0 0 01:: ,, tt :n a 0 7,, ,n ; 001: ir to Abe r " ~,, inte r , the 40 not being any market at or ne __ w oo, to- r _,„.,e co ;y e r were compelled to hold very large r „ etra car Du . rdeeielwaanydheovuelrdy bep e r o t t o r f i e(tili.eonor tll e r it 1 months upon which would e t et. of collVeYanCe I' way for the year. The el'e