The Sun.
London, England, 1846-05-02 00:00:00

OXFORD AND CAMBRIDGE.

Mr. Sergeant CLARKE said, before the Committee proceeded fur-
ther with this Bill, he had to mention that an arrangemant was in
progress between the parties which would, he hoped, eftctually
prevent further opposition to this Bill. It would, therefore, be de-
sirable to adjourn till Monday nett. He could not positively- assert
that his Learned Friends were to state what the landlords would do.
Mr. ANDREWS, with the other Counsel against the Bill, agreed to
the proposed adjournment.
The CnArastan considered that, as they were all unanimous, it
would be the best way to accede to the proposition of the Learned
Counsel.
Mr. Sergeant CLARKE said he would wish to call one or two wit-
nessus, but would not occupy the time of the Committee to any
length.
The Learned Counsel then called and examined, -
Mr. Francis Hamilton (magistrate for the county of Hertford),
who stated that he was a large landed proprietor, and resided at
about two miles and a-half from Dunstable. Was well acquainted
with the country through which the rahway would pass, and he con-
sidered that it would be greatly benefited by the undertaking. His
own immediate neighbourhood would derive considerable advantage.
Cross-examined by Mr. WELLs, for the Aylesbury and Thame
Railway—Could not say exactly that the traffic originating on the
line would produce as much as 60,0001. a year. Believed it would.
Was aware that there was a line from Bedford to Illetchley ; that
there was one, which had passed through the House, from BedlOrd to
Huntingdon ; and that there was another also in progress.
Mr. John Brett, a farmer, examined—Resided at Luton, which
was greatly increased of late years. This was owing to the manu-
facture of straw-plait, which was made in all the towns, including
Baldock, along the line. A railway was particularly desirable
on this account, and he had no doubt the trade in that
manufacture would be considetably augmented. There were from
20,000 to 100,000 sheep brought annually to the east passing through
Luton. The proposed railway would connect a range of the most
important markets on the line. There was also a truffle in corn en
the line.

Cross-examined by Mr. WELLS—Thought that the proposed rail-
way would still have the preference of the raltWays to which the
Learned Counsel had alluded. Had no partiality to the Oxford
and Cambridge Railway, except from its superior advantages over
the other contemplated lines.
Mr. E. L. Franklin, examined by Mr. Sergeant CLARKE—Occupied
a larle farm, and lived at Ascot. The noblemen and gentlemen who
employed him were most favourable to this line. He considered a
railway from Aylesbury to 1 hame, and stopping there, would be of
no advantage, as they required a communication further westward,
which would be afforded by the railway before the Committee. This
was the universal opinion in the country.
Cross-examined by Mr. WELLs—Another direct line had been a
favourite with a few. Not being an engineer he could not say
whether a railway of seventy miles in length could be worked with
safety as a single line.

Mr. H. ltoutledgs, shopkeeper at Baldo k, was called, but,

Mr. Sergeant CLARKE said he would net trouble the Committee
with asking him any questions. He wouli, however, allow his
Learned Friend to do so.
The witness was then examined by Mr. Wells, but corroborated
the proceeding testimony.
Mr. Sergeant CLARKE said, he would not trouble the Committee
with further evidence on this point.

The CHAIRMAN said, that betbre they adjourned, he thought it
would be better if they read the report.
The c:erli then read the report, atter which the Committee ad-
journed.

GROUP xxxvr.
WALTON AND DRIFFIELD.

(Continued from our Afternoon Edition of yesterday.)

Mr. BAINES proceeded to explain the nature of the project. - He
said the object of the Bill was to make a railway from the Scar-
borough branch of the York and North Midland Railway at Norton,
near Malton, to the Bridlington Branch of the Hull and Selby Rail-
way at Driffield, and a branch from Dritlield to Frodingham-bridge.
The length of the main line would be 18 miles 7 furlongs and 2
chains, and the length of the braw,th 5 miles and 41A chains.
The effect of the line would be to form a communication
between the railways of the North and East Riding of
Yorkshire, by uniting the towns of Malton and Driffield, and by the
Ines made, or in the course ofconstructien, communications between
those Ridings and the port of Hull. From Mull the course northward
was effected by means of the Bridlington branch of the Hull and
Selby, which was in the coarse of formation, and would be opened In
a few months, and by the Mallon and Thirsk Railway. The esti-
mated expense of constructing the main line and branches would be
240,0001. Colonel Sykes, one of the largest proprietors of land in the
route, and in fact the whole of the landowners, were in favour of the
project. The line had, however, other advantages than those he had
enumerated, as it would afford Mahon and Pickering, and all places
to the north of Melton, direct intercourse with Hull, from which
they received and sent a great deal of produce. It would also give
cheaper coals to those who lived in its vicinity, as the northern coal
would be brought from Durham and Newcastle to Malton and Driffield,
which wou'd then be put on the same footing as York in that commodity.
The present communication between Malton and Hull was by the
Wo:d of the West Riding, making the distance between the two
points 40 miles, so that those going from Hull to Melton had practi-
cally to go round bp York to get to it. There were no engineering
difficulties, and they had but one tunnel of a mile in length, which
would be easily and cheaply made on account of its passing through a
strata of dry chalk. The steepest gradient would be lin 100. The
line was originally opposed by the Ecclesiastical Commissioners, some
of whose property at Wetwang, about nine miles from Malton, would
be intersected, not because they disapproved of the line, but because
its promoters objected to the Introduction in the deeds of conveyance
that no bargain should be made by any of their tenants without the
consent of the Commissioners under their common seal. Nothing
was more reasonable than a proposition of this kind, but
they objected.to the form in which it was originally
proposed, because they wished to have absolute controul
over their tenants In the matter, which would have put them
in a different position to that of other landowners. They agreed to
put :hem in the ordinary position of landowners, so that they might,
If they considered themselves Injured, go to a jury for redress. They
had, however, come to an arrangement, by consenting to introduce a
clause on the subject into their Bill, so that it now virtually appeared
before the Committee as an unopposed Bill,

Mr. C. Copplewaite, vice-chai;Man of the board of directors at
Melton, was then examined—The distance from Mallon to Hull,
by Pickering, was 3d miles. The distance, by water-carriage, was
70 miles, and the conveyance of goods generally occupied a week.
Person, travelling from alton to Hull generally preferred going by
railway through York and Selby, although it was a circuitous route,
as they had to traverse a distance of between 60 and 70 miles.
Ad persons interested in a railway communication through
the district, were in favour of the line. Petitions from Mal-
ton, Driffield, Thirsk, Pickering, and other towns and villages
had been presented to the House In its favour. The line would
give facilities for the conveyance of lime from Holderness,
which was of a superior quality, and much used by the farmers for
manure. There were three competing companies, but they had
respectively abandoned their pfojects. At Mallon the price of coals
was 2s. Gd. higher than at York; but if the railway were made, they
could be obtained at Mahon at the same price, +lid the price at other
towns would be proportionably reduced. The line was estimated to
pay eight per cent. He considered that the line combined great public
and local advantages.

kir. Alfred Dickens, the assistant engineer to the line, was next
examined—He said the main line would have double rails, but the
branches only a single one, but land sufficient for a double line
throughout would be taken. There were no particular engineering
difficulties to be encountered. There was a tunnel 1.694 yards in
length, but the strata was of the easiest description, and would have
several shafts in it. The steepest gradients were lin 60, but they
could be altered to one in a hundred, and there was sufficient ground
within the limits of deviation for the purpose. The smallest radius
or a curve was two furlongs and one chain In length. They crossed
one turnpike-road on a level, and fourteen other roads. The estimate
of expense was 240,000/.

The CitAtameN then declared that in the opinion of the Committee
the preamble had been proved.
The clauses were then agreed to with amendments, and the Com-
mittee separated.

CH(ll'l' XXXVII.

SHEFFIELD, ROTHERHAM, BARNS LEY,
WAILEFIELD, HUDDERSFIELD, AND
GOOLE.
(Continued from our Afternoon Edition of yesterday.)
Mr. Holt, mineral surveyor, was examined much to the same
effect. In cross• examination he stated that some britnclies, ori-
ginally contemplated by this company, and in his opinion necessary
for the ace ,mmodation of important parts of the district to be passed
through, had been abandoned. He did not know that the abandon-
ment was for the purpose of preventing opposition on the part of the
South Yorkshire Railway. Conipany.
Mr. W. Bingley, surveyor and Commissioner of Inclosures under
the Ecclesiastical Act, examined by Mr. R. HALL —Gave evidence of
a similar general character in favour of this line. He pointed out
upon the maps large tracts in the West Riding, which were mere
grouse shooting-grounds at present, but which were capable of re•
elamation by lime manure. This would be rendered available by
means of the railway under consideration.
Several other witnesses, equally acquainted with the nature and
wants of the district, were examined, and Vick evidence was mainly
of the same character.
The Committee adjourned at four o'clock.

GR XL.
This Committee, of which Mr.OUP Stafford O'Brien is the chairman,
re-assembled at twelve o'clock this morning, in Room 26 (New
Houses of Parliament), and proceeded to hear further evidence in
support of the
YORE AND Nort,Trx wranxiarrn (LEEDS
EXTENSION).
Mr. Fox, cross-examined on behalf of the Leeds, York, and Mid.
land Junction —I believe that Mr. Hudson's line has not any advan-
tage over the Midland Junction line as regards the accommodation to
be afforded to the consumers of coal raised in Miss Gaskin's pro-
perty. The Midland Junction scheme passes through very extensive
limestone fields.
Re-examined—Leaving out of the question' the local traffic upon
the two bees, and taking the traffic at York, you must of necessity
enter upon the York and North Midland line, if their line is con-
structed. Do you think there is no advantage in sending your coals
from the colliery over a line under one management, instead of having
carriedne ?- m - Ibty would to send the partly over the Leeds and York, and partly over the
onue anlded herttaienlysambee
caomgrpeaanty advantagethrougho
utt,o
ahnadvpertalcie-
Ocotlawr
coals
tically there will be no new advantages developed to us by the con-
struction of the Leeds and York line.
George King, land agent, residing at Abbotford, said he was
agent to Colonel Markham, proprietor of an extensive estate
in that district over which this line would pass. He bad been ac-
quainted with the district for the last forty years. He Lad duly
considered the merits of the rival lines, and he was decidedly of
opinion that this line, whilst it would inflict the least Injury on private
property, would give the greatest accommodation to the public. This
line would also be more direct than its rivals. There were extensive
quarries of such stone as,York Minster had been built with, lying along
the district through which this line would pass. This line would give
accommodation to the important town of Tadcaster, where there are
several corn-mills which grind for the district of Leeds. If this line
were constructed, the saving to the people, in the shape of transit of
their
goods,
would be immense. Colonel Markham considered that
this line wealth be the most advantageous to the public. The people
in the district where he resided were generally in favour of this Com-
pany's line.
Cross-examined by Mr. HARDY—Believed that parties travelled
quicker on fewest Junctions, and there were no less
lines that had the
than seven junctions on,
this fine which was only twenty-tour miles
in length. Tadcaster had not a regular fair, it was a market-town.
He believed that Tadcaster was equal to Wetherby (through which
and York proposed to pass) in point of commerce. The
the Leeds
Wetherby and York were in great need of
districts lying between
that if the Leeds and York line were
coals, but r a was not of opinion
there in more plentiful quanti-
ties, .
brought
constructed, and coals were
that article would be much cheaper.
Cross-examined by Mr. Sergeant Wawa—Had always said that
said that the North Midland
Junction was the best, and ought
the best. Had never
He could not say
this line was
to win the day.
that he had ever heard of therebeing any reserved shares in this
Company. He had not heard that there were any reserved
for Colonel Markham, nor were there any for him-
self
shares
kiiowlediie. He could not say whether the
self to his
North Midland Junction
did not go through a more ex-
tensive district of lima beds. He also believed that that line
went through tke coal fields as well as Mr. Hudson's. Did not know
the gradients of
the two lines. He believed that, supposing the two
lines affording equal facilities for opening
out the district of
radients would be preferable for
coal-
fields, that line which had better g
e the station of the North
did know where mineral traffic. lie not
Midland Junction would be in the district of Abbotford.
iarkham had petitioned
Re-examined—Colonel 3
Midland Junction.
Leeds, said he
ck.ate, near Mr W. Wordsworth, land agent, of -
Bh*
had been in the habit of inspecting collieries in that neighbourhood.
The Leeds and York Railway would pass over a district where the
'
coal was already worked out, md as a ininerAlme it was of little im-
portance. He was acquainted with the route of this and tile North
Midland Junction lines, and he believed that this was the more pre-
ferable scheme. If the accommodation which this line proposed to
give for the transmission of coal and lime were not given to the
people of York, the coal of Durham would be sold in York, and the
people would be thus driven out of the capital of their own county,
as respected their coals.
Crose-eXamined by Mr. Hawn—The district lying between
Wetherby and York was not well supplied with coal. The Durham
coal was decidedly better than that found in the fields of the Misses
Gaskins, and that In the district of Dewsbury.
Cross-examined by Mr. Sergeant Witairiii—The North Midland
Junction line would be a very advantageous one to the public, and
should that line be a mile shorter than that under the consideration
of the Comnaittpp, it "%Quid certainly be the more preferable. He
considered that it would be preferable to carry heavy mineral traffic
along such a line as the NOrth Midland Junction, then one where it
would be obliged to wait for the transit of London traffie,
Mr. Thomas Lockwood, of Tadcaster, assistant-overseer there for
the last twenty-five years, said, that the trade of that town had
suffered of late most materially, in consequence of railways having
been constructed in the heighbehrhood of Durham, whereby the
coal of that district was conveyed fbr sale to York, and
put the Tadcaster coal-merchants out of the market.
The population of Tadcaster at the last census was upwards of
'16,000. Mr. Atherley, an extensive miller there, sent 8,000 tons of
flour to Leeds (seventeen relies) annually, and it could not be I eon-
vey ed, under the present circumstances, at less than 2s. per quarter.
The COMMITTEE illtiißlltgd that they had heard quite sualcieut e7l-
- as to traffic.

Mr. Deckhouse, a resident for a long period at Tadcaster, said that
this line would be much more commodious to the people of Tadcasterl
than the line proposed by the North Midland Junction, which'
would
land in that neighbourhood, that would not be done by
unnecessarily destroy an extensive quantity of meadow and t pasture
land i
Company. The construction of the rival line h Tadcaster,
de aster, and the
questiontha would
fslhlids
impede the navigation of the river running throng
inhabitants from
which it
Cross-examined Mr. brewer and
Sergeant Waxisrs—Was a
wouldom occasion.t
with respect experience were very apprehensive of the floods
conversation. Had not
of tile inhabitants from w hat he gathered incol'e
ofTadcaster had
heard that almost the whole of the inhabitants
farmer. Founded his observations pect to the apprehension
petitioned hr favour of the North Midland Junction, although
of that nature had been
he had heard that a petition
presented to the Howe of Commons. Had not taken particular
trouble to ascertain the nature of that Company's works. He did not
think that the junction station would be more central than that of
the Leeds Extension line in that district. It would be necessary to
cross a bridge to arrire at Mr. Hudson's station, and also that of the
rival line. The first time he heard of Mr. Hudson's line was some
time after he heard of the North Midland Junction scheme.
The petition of the inhabitants of Tadcaster, referred to by the
Learned Sergeant, was here produced by the clerk of the Committee,
at his request. The petition contained a clause to the effect that the
petitioners were of opinion that the scheme of the promoters would
not at all interfere with the navigation of the river at Tadcaster.
The petition from Tadcaster in favour of the Leeds Extension
scheme was also produced, at the request of the counsel of that
company.
Cross-examination resumed—There were not many names of re-
spectability in the petition, though Mr. Robert Kirby, Mr. Upton,
Mr. W. J. 11. Think, Mr. Ireland, Mr. Scope, Mr. Mathew Kidd, and
Mr. l'allett, all of whose names appeared underneath the petition,
were men of considerable respectability.
Re.examined— Colonel Wyndham, who was decidedly one of the
most wealthy individuals in the neighbourhood of Tadcaster, pre-
ferred the Leeds Extension scheme. He was the owner of a consider-
able number of houses in that town. If these two schemes were
permitted Colonel Wyndham would have two railways passing
for a considerable extent through his estat,, only 100 yards
distant (in some places) from each other. Mr. Matthew
Hobson, to whose name his Learned Friend had not drawn
his attention, was a very respectable chimney-sweeper.--(Laughter.)
One man named Simpson, who had affixed his mark, was often on
the parish, so also were Mr. George Eastwood (who spelt his name
with a little "e "), and Mr. Matthew Kidd. The petition in favour
of the Leeds extension scheme contained the names of three-fourths
of the most respectable inhabitants of Tadcaster, and that station
had been considered as the most advantageous to them, and had in
fact been recommended by them.
G. HUDSON, Esq., M.P., the Chairman of the York and North
Midland Company, said that he was one of the Committee that was
appointed in 1833 to consider the best railway communication be-
tween York and Leeds. Ilejwas a very active member of that com-
mittee. He and the committee gave the subject very considerable
attention; in fact, he pointed ont tile line to their then
engineer, Mr. George Remington, who had recommended another
line, but alter considerable discussion and a lapse of time
Mr. Stephenson, their present engineer, recommended the presen
scheme. The York and North Midland Railway was opened to th
town of Leeds in 1839. The present route between York and Leeds
was very circuitous, and he had been often urged to propose a more
direct line of communication. This company's line had afforded
railway accommodation with the smallest loss of life of
any in the kingdom. The number of passengers between Leeds
and York during the last year was upwards of 72,000, and the
total receipts upwards of 20,0001. The local traffic was 8,0001. odd.
The working expenses were about 401. per cent., which was exceed-
ingly low, cowidering the nature and length of the line. The traffic
was not limited to people living between the two termini ; the line
afforded facilities to individuals carried beyond those termini.
This line would be a continuous one, the importance and
advantage of which could not be over estimated.
The Leeds and York Railway were dependent on the London and.
York for communication with York. They would not be an indepen-
dent company. Assuming the London and York to pass, it would not
afbard such communication to the Leeds and York Company as to
make the scheme manageable. The .1S orth Midland Junction scheme
would not benefit the public that wished to procied from Leeds to
York. Their gradients were worse than those of this Company. The
estimated cost of the Leeds and York was 600,0001., which he felt con-
fident could not remunerate the promoters of that undertaking. He
could not see whence the dividend would arise. The expense of this
company's scheme would be 36,0001., and it would give the advan-
tage of a Marsh-gate station amongst others. He considered that a
railway in the district of Abbotford and Tadcaster should certainly pass
near such coal mines as those of the Misses Gaskin and others in
that district. The uniting of the Marsh-gate station with the Mid-
land station would be highly important. This line would open out
the country traversed by the Church Fenton line, which was a matter
of considerable importance, and it would also supply the people of
Harrogate with coals. The construction of the North
Midland Junction scheme would in his opinion lead
to very great public inconvenience, and the remuneration
to the promoters would not be sufficient, as it would not be an inde-

....--
pendent company. The gradients on it would also be very difficult.
It was not his custom to advertise or " puff " his schemes as other
companies usually did. Ile attended the meeting at Mr. Fox's with
his engineer and solicitor, at the urgent request of several gentlemen
in the neighbourhood of Tadcaster, and it was unanimously resolved
that this scheme was the best.

Cross-examined by Mr. Sergeant WILKINS—The express trains
that had been put on the present line of this company were certainly
not owing to the announcement of the scheme of the North Midland
Junction Company. He could not say whether they were first
started after or belore the issuing of the prospectus. He considered
that his company had trains travelling as rapidly as it was possible
for railway engines to move them. The express trains were of no use
whatever to the intermediate stations, although the interme-
diate traffic increased its proportion to the facilities of commu-
nication afforded to intermediate districts. The North Midland
Junction would make use of six miles of an existing railway, whilst
this company would only use three miles. It was also desirable to
avoid interruption to existing traffic, and that great importance ought
to be attached to good and easy gradients. He was chairman
of the Leeds and Bradford line, but the petition that had
been presented by that Company under his seal against any such
company as the Midland Junction was signed by him merely in his
official capacity. It was true that shares had been reserved for the
landowners of the district through which his line would pass.
Cross-examined by Mr. HARDY—He had been considering the ne-
cessity of some such line as that now proposed by him since the
year 1834. The line generally was chalked out, but nothing decisive
done until the meeting at Mr. Fox's. The delay occasioned at a
junction in the reduction of speed would not be more that a minute,
in his opinion. There was a considerable amount of traffic between
York and Manchester; and, assuming that the Huddersfield and
Manchester line were formed, the traffic intended for Manchester
would meet with a desirable conveyance along it. Curves caused
a slight wear and tear on engines, and it was necessary to slacken
the speed whilst passing over them,
Examined by Mr. KNOWLES (who appeared for certain landowners)
—lt was customary during.the last two years to reserve shares to
owners of land through which a railway would pass, and the pro-
prieters
of the company of which he was chairman authorised him to make such allotments. The allotment of shares, however, was
not mentioned at the meeting at Mr. Fox's.
Mr. Birkenshaw, engineer of the line said, that he had been in
the railway world for the last seventeen years, under the superin-
tendence of Mr. Stephenson. The York and Scarborough, and the
Churchfenton were made under his direction, The works
of this line in the neighbourhood of Tadcaster would not be
very difficult. From Tadcaster southward they used about five miles
of existing lines. Tadcaster was the most important town in that
district. The line would then proceed through Hazlewood, and
would thence proceed to the Leeds and Selby. There would Le a
tunnel under Arlington Park, which would be made for the purpose
of inflicting the least residential injury on the owner. They then
made use of another existing line to the extent of five miles.
After that the works would be rather heavy in em-
bankments. The would then unite with the Bradford
Railway. The river Ayre would have to be passed. There was no
engineering work which deserved to be specially brought under the
notice of the Committee except the tunnel, the boring of which would
not ins olve any great difficulties. He believed that ho had secured
the shortest practicable communication between Leeds and York.
The existing companies over whose lines this schema proposed to
pass were on terms of perfect amity with its promoters. His atten-
tion had been called to such a line as this in Sep-
tember, 1844. Ile considered the fact that this scheme would
give the choice of three stations in Leeds was of considerable
importance. This line would be constructed at about 21,0001. per
mile on the average, whi?,ll would be much less than the expense of
the two other schemes. The expense of the tunnel would be 61,0001.,
which was a lower sum than works of a similar nature and extent
had cost. The consent of all the princ4al landowners along the line
had been obtained to its formation.

Cross-examined by Mr. HARDY—The delay occasioned by a junc-
tion on a line would be about five or six miles an hour. He would
supply the promoters c; Ihe rival schemes with an account of the
gradients on the line att. he next sitting of the Committee.
Mr. Sergeant WILKINS having suggested that the Committee should
now adjourn, they accordingly did so until Monday, he having pro-
mised, on the request of ➢lr. Knowles. to supply the other parties
with information respecting the North Midland Junction, similar to
that promised by Mr. Birkenshaw.

Sub-Committee, No. 1.
(Continued from our Afternoon Edition of yesterday.)
BEENSHIRE AND HANTS (HUNGERPORD

EXTENSION) .

In the case of this Bill the standing orders were declared not to
have been complied with.

STANDING ORDERS' COMMITTEES.
HOUSE OF LORDS.

Their Lordships met this day at the appointed hour; present, the
Earl of Shaftesbury (chairman), Lord Hawarden, and the Earl of
Ilchester.
LONDON AND BRIGHTON RAILWAY (EAST GRINSTEAD

BRANCH).
This was the fjrst case which came under the consideration of their
Lordships. The requisite evidence having been gone through, and
Lord Wharncliffe's standing order having been proved,
Lord SHAFTESBURY intimated that the Company had fulfilled the
standing orders, and that the Bill had passed.
This line is six miles and a half In length, and the capital Is
160,0001. Parliamentary agents, Dorington and Co.
EXETER AND EXMOUTH RAILWAY.
This case, after occupying the attention of the Committee for some
time, was adjourned until Monday next. Parliamentary agents
Messrs. Doringtoa and Co.

SOUTH-EASTERN RAILWAY (RYE TO RYE HARBOUR.)
This, which is a very short line, merely connecting e with the
harbour, was the next case which came under the consideration of
their Lordships.

After hearing the usual evidence, the Committee decided that the
promoters had complied with the standing orders, and that the Bill
had passed. Parliamentary agents, Messrs. Burke, Pritt, and Co.
GLASGOW, PAISLEY, KILMARNOCK, AND AYR RAIL-
Their l.
Lordships adjourred the(No bearing
of this case until proofs
should have been given of the estimates and declaration, all the other
necessary proofs having been given. When these are proved the line
will pass as a matter of course.
GLASGOW, PAISLEY, KILMARNOCK, AND AYR RAILWAY
AMENDMENT AND BRANCHES (No. 2).
This case was also adjourned from a similar reason to the pre-
ceding, as also was the
GLASGOW, PAISLEY, KILMARNOCK, AND AYR RAILWAY
AM AND(o. 3).
EDINBURGH SAND I Ili.H AND GLASGOW ILWAY N
AMENDMENT
AND BRANCHES.
The Committee adjourned this case. for want of further proofs,
until Tuesday next.
The following Bills which came before their Lordships, on second
reference, were further adjourned till Tuesday next :—Clonmel and
Thurles Railway, Limerick, Ennis, and Kilialoe Railway, Great
Southern and Western Railway, Ireland (Cork Extension), Mallow
and Fermoy Railway, Killaniey Junction Railway, Mount Merrick
Junction Railway.
Their Lordships rose at half-past four o'clock.

RAILWAY BILLS and PROJECTS.
The following is an alphabetical list of railway companies
which have given notices of meetings, pursuant to the new
sessional orders of Parliament :
Ambergate, Nottingham, and Boston, and Eastern Junc-
tion Railway.
Ayrshire, Bridge of Weir, and Port. Glasgow Junction.
Birmingham and Oxford Junction.
Birmingham, Wolverhampton, and Dudley.
Buckinghamshire and Oxtbrd and Bletchley Junction.
Cheltenham and Oxford.
Colchester, Stour Valley, Sudbury, and Halstead.
Dublin and Kingstown Extension.
Dublin and Sandymount.
East Coast.
East Lancashire.
East Lincolnshire.
Eastern Counties, Hertford and Huntingdon.
Tottenham to Barnet Branches, and the London and
Stratford Stations Enlargement.
Eastern Counties York Extension.
Eastern Counties and Thames Junction.
and West
York,
tYorkshire Junction, Harrogate, Knares-
bo
Eroausgt ,
Eastern Union and Hadleigh Junction.
Edinburgh and Glasgow.
Enfield and Edmonton.
Eastern Union.
Forth and Clyde Navigation.
Glasgow, Dunifries, and Carlisle.
Glasgow, Paisley, Kilmarnock, and Ayr.
Great Southern and Western (Cork Extension).
Great Western and Uxbridge.
Great Western and Wycombe.
Harwich and Eastern Counties Junction and Pier.
Ilford and Epping.
Killarney Junction.
Leeds and Bradford.
Leeds and Carlisle and Yorkshire and Glasgow Union.
Leeds, Wakefield, and Midland Junction.
London and Brighton, Dorking and other Branches.
London, Newbury, and Bath Direct.
Llynir Valley and South Wales Junction.
London and South Essex.
London and Windsor.
Mallow and Fermoy.
Mallon and Driffield Junction.
Manchester, Burton, Matlock, and Midlands Junction.
Manchester and Southampton.
Manchester and Birmingham Branch Railways and Amal-
gamation.
Midland and Eastern Counties.
jauction.

New6astle-upon-Tyne and Carlislc,.
North British Railway Branches Nos. 1,2, and 4.
Oldham District.
Oldham, Manchester, Liverpool, and Birkenhead Junction
Reading, Guildford, and Reigate.
Shrewsbury and Birmingham.
South Staffordshire Junction, Nos. 1,2, 3, and 4..
Stirling and Dunfermline.
Taff Vale.
Tenby, Saundersfoot, and South Wales Railway and Pier.
Wexford, Carlow, and Dublin Junction.
Windsor, Slough, and Staines Atmospheric.

RAILWAY RETURNS.
RAILWAY TRAFFIC.—The following are the Total Receipts of Rail-
ways for the past week—that is to say, up to the date to which the
respective returns are made, together with the receipts of the same
week in the previous year:—

TVeek
ending

Last
week.

43
Z.'
V' ^-
0 t.
cd .9