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

LITERA ASStrlaA i lON OF

THE FRIENDS OF POLAND.
This Association has just issued an "Address to the .tlee-
ple of Great Britain and Ireland," signed by the Vice-
President, Lord Dudley C. Stuart, for the purpose of pro.,
duciog a correct impression on the public mind of this king:
dom as to the claims of the Polish cause on universal_
sympathy—the sufferings, heroism, and present condition of
the Polish nation. The document not only derives jai'
portance from the recent and continuing events in Galicia,
but it derives a peculiar interest from the fact, that it is the
only address to the people of this empire which
the Association has thought it necessary to put fort;
since that memorable apn eal to the British people, " trace;
by an immortal hand, that of Thomas Campbell," fourtee°
years ago, upon the fi!st institution of the Society. In the
present appeal the case of Poland is ably and eloquentV4
although briefly stated, and it is to be trusted that it w1:!'
meet with the extended circulation and attention to which
it is eminently entitled at this critical juncture in the
„
affairs, at least, of Eastern Europe. In fact, the paper 13
necessary to enable any one (except very few) in 01
realms to understand the actual position of the Poles, ana
their true relation to their oppressors. The following 15
complete but deplorable elucidation of the late atrocious
mysteries in Galicia :
scre(i.:e,Cenlrtanylni.c.ifieoatui
Government
at3o,se
rule
sel
e.e ni
Itistnf6ht hraeesi
gnhaal twstudabsyr:c)fbt
esthbney
tAftume g
est rynisattinensing fdooirfloh°r/lids
between different clan-,es—such is its policy in Lombardi,
Gbuatlicciik)ti.
ji),-,\tvh,:iereb of the such was it for years in Hungary, such has it always been i°
eetituactiaotieladl, tietehli ia;sgsadp,(:l7l-eaddiangsvlltfenici.a::rei:'
fully contrived for exasperating the teelings of the peasa°_,„"'"
against their landlords, and preventing any concert between
them. The landlord is invested with great power over 105
peasants, and he is not only allowed, but required to exec"
cise it. It is the landlord who is called on to collect the
taxes, to furnish recruits for the army, to try offences, and
even to inflict on offenders corporal punishment. It is
p ssible that, under such a system, abuses should not occur,
and even if they did not, that the peasants should Owe any
i
good will to those uniting in their persons the attributes of
the tax-gatherer, press-gang, and executioner. In °veil
district there is an officer styied mandatarius, whose duty 1
is to hear appeals from the peasants against their landlord!:
and decide their differences. This functionary is appointeu
by Government. Thu., while the landlord is compelled to
discharge many of the duties belonging to the executive, 110,,
to appear fleet s,arily in the light of an oppressor, the rePr,,`"
sentative of Government is looked on as a friend a Pr:,
rector. The landlords have repeatedly represented to ti".o
Government the necessity of improving the condition of t'o
peasants, and placing things on a better footing. and the
Diet of Galicia, after much deliberation, agreed on a 10113
for the purpose, which was laid before the Emperor; but
was not sanctioned. and remained a dead letter."

IMPORTATION OF ICE. --Tile arrivals of ice which 111;
now taking glace from the kingdom of Norway, and which We' 'lO
two or three occasions, been noticed in our colum, s do not all,
to be entirely confined to the metropolis. A vessel called the DATI,U
which arrived at the port of Liverpool et the latter end of the P"-of
week from a port on the coast of Norway, had a cargo consisting.,
90 toils ot ; and a vessel called the Triton, from Dram, or Drcrit
men, also in the kingdom of Norway, arrived at the same Pert ol
,rtta
the port of Hull, having 150 tons of the article on board.
arrivals of vessels at these northern ports, in addition to ]b
en
already mentioned as having taken place in the river Thames, Itic,
with this curious and novel description of cargo, are very rerlieL4
able, and prove the speculative enterprise
in thisterpriseoifnstthaencpeeowpliellofbtehisnco dootin:iiitg
to be unlimited. Their enterprise
amply repaid, for there appears, in cons quence of the mildness,
the past winter, to be a great scarcity of the article, not only in too
"
metropolis and its suburbs, but throughout the country. "-.s"
supplies are very opportune, and will be a valuable addition to so
which have taken place from the distant lakes of North AITIS.„.'
which we have made the subject of a special notice on a former o.vnt•
sion, and alluded to the extraordinary thickness of the fiaktii..
blocks of ice brought from that quarter, and of its surprising
ness and solidity.
ANOTHER COLLISION AT SEA.—Late on nda
night, Mr. Black, the Brighton agent of the General Steam lit,
vital
tion 'ompany, was apprised by the Lloyd's agent at Eastbeol:ol,
the discovery by some of the pilots of a large vessel in the Chs'of
off Beachey Bead, which appeared to have been abandoned bl. to
crew, and at the same time requested to send a steam-packet 010
tow the vessel into harbour. The Magnet was, accordingly, disPatlal•
shortly after midnight, and succeeded in falling in with the n7,,01
It was bound keel uppermost, and proved to be the Danish os'7o.
Harriet, trom St. Croix to Copenhagen, laden with sugar and„„o.,
It appears that she was run down by the aeringapatam on the,„;deo,
of Sunday, but the crew were saved, and one of the mates was I.'"Aaa
at Hastings, and thence proceeded to London. The Magothae"
Menai were both engaged in towing thevessel westward to Sh?'"tll°
Harbour on Wednesday ; and the cliffs were thronged durum'
principal part of the day by spectotors of their evolutions. toOlg
RAILWAY ROBBERIES. A novel proceeding did'
place last week before Mr. Ray, Master of the Court of Con,Z-00.•
Pleas, with reference to a Charles Gregory Maynard, who Walobef'
victed with Garratt respecting the railway robbery last NoT,e, 001
By a recent Act of Lord Bemoan, the evidence of convictit
allowed in courts of law, and actions having been brought "Gott
Messrs. Prance, Colard, and Nash, in connexion with thostte
the defendant Nash obtained leave from the Secretary of 700.5
examine the convicts prior to their leaving England. This
..e2fo ,
sel.,,
tion of Maynard occupied two days, an was attended by w',
Mr. Noggins for the defendants, and Mr. Hawkins for the Ply
Mr. T.,oke, short-hand writer, took notes for the Gevernrneil.t.s4 ;01;
result will not be disclosed until the trial, but we undersna
portent disclosures were made. Garratt had been examine(' '
Manner before being sent to the colonies.
The British Museum closed yesterday afternoon O°P.
Friday, th
Dukee Bth inst.
The of Wellington completed his 77th yes
t
yesterday, having been born May 1, 1709.
14,,rd and Lady Palmerston" left Paris on void.
morning for England. Marshal Soult called upon theta
„,
to pay a farewell visit. Or
STATUE OF THE LATE KING CHARLES
JOB 0
SwzDEN.—A letter from Munich states that the bronze iifable i the
Ong
late King Charles Jelin of Sweden was cast in the. 13:1? 't, belnA
20,1 inst., with every appearance of complete success. 1.,!: esec
to be destined for the city of Norrkoping, and that it vrili
in the course of the summer.
• . Joel tal
PPEDESTRIANISM.—H. Mitchell and wat
Marylebone) ran their match of 150 yards, on lefonle?sovereinp,
Bottom, Jones giving two yards start ; the stake was ten
SAhtortitirteya ftyearrdhse drewJ
o
n
little e
sa
was
a shoulderhsad; a
Eventually Jones was the winner by a yard or 00,
cannot call other than aZdonittar run race
Rtdite shoulder ldheoryr ever,

4

II OUSE 0-I.' LORDS.
retraLriv AND BELFAST 31.7NCTION, AND
N.2,..V.,?...N IIR.A.N CH RAILWAY EXTENSION.
IRISH NORTH S2XTLA.I.II3,
DUBLIN AND IIItiNISXILLEN.
•
..*.
The Committee to Wiltnii these Bilis were referred,
fu.
7 this
.lae Marquis of
Bishop of Oxford.
noon.. at three o'ciock, in Abingdon-street. After-
Salisbury,Present—
(in the chair,) Earl of Jersey, Lord Ciarleville, and the
Mr. AUSTIN (who appeared on behalf bf the Dublin and Belfast,
against which the Committee he.
rtt I said he under-
. Stood that the Committee -passed tiredsolution yesterday,
recommduig the Dublin and Be:fast C,pany to take advantage
-of their p esent Bill to form a junction with' the Navan and Drogheda
Railway. Nosy he considered that ',heir Lordships had, in coining to
uncle, shat
Ifillappretieusion, inasmuch as
that decision, laboured
that Company' had virtually 'no Bill before their Lordships. The
...Bill to- whlch 'he Preschr..ed , their Lordships referred was the
"faulfast .0 ueetio" Ex, traisiol.," which Was quite a distinct railway
:e appeared.
to th.e,one for which r The (ItatuNlAN--.l'Here WAS no mista',te at All. We thought our
decision, so tar r.s the junction was concerned, would facilitate your
own Interests.
Ml. AUSTI-.
I said'it was impossible that it could do so, because the
recOmmen‘%ation of the Committee was simply that they should
make at:ea Nevßranchailway, iu order to join the Kells and Drog-
'hede Branch
Af..er some discussion, Mr. Ausrm expressed his anxiety to know
ilk., intention of the Committee on the subject.
The Ciiimastals said the view of the Committee was certainly to
put the Dublin and Enniskillen in possession of that line which here-
after might be 'required for the public convenience.
Mr. AUSTIN propOSfed that their Lordships should adopt
to this extmilt, that they should have power to make the line. frem
their Bill
Bells to Navan, .if it was not made by the other parties weithin a
specified tilne.
wereof
The c nAimmam sa,rl that they could not do so. The Qommittee
opinion that the circumstances of the country ?Aid not war-
rant th,e construction of any new line south of Navan. n
w. At'.er considerable discussion, the Committee agree.l to the fo i
kW:Preamble to the rvsolution which was passed ".sterday :--`• That
it is the opinion of the Committee that it is expedi.nt to rut the Dublin
and Enniskillen Company in possession of the line between Kelisanci
Navan, in order that, if hereafter the traffic of tte C,•mpallY is found
t• require a line between Navan and Dublin. '.hat Company may be
in a Position to apply to Parliament to folii I such a line, but
present they cannot sanction a line south of Navan,"
Mr. Ausrtx— Then. my Lords, your chairman announced that our
preamble was rejected. I don't aPP:iy to your Lordships to rescind it.
am sorry for it, but cannot help it.
The Committee then proceed'id with the clauses.

.110USZ OF COMMONS.
The Select Cop.imi.!ctee a;?ditn°l:7Pted to consider the merits of the Bills
compriseffin Was- 'group, re-assembled' at the usual hour this morning ;
Mr. B. Hope 'in the dui,.
i-• - ; TEE GREAT NORTE Or SCOTLAND.
•
The I:trr..t evidence gone into this morning was the engineering tee-
, tii11...011:/;t.n favo-ar pf.the Great North of Scotland line.
'1" 371 th. ng engineer of the line, was employed by the
profile titers, . inn 44 to examine the country through which
' ' the 'fa :dWay passed—namely, from Aberdeen to Inverness.
Ws ;
f
._,'- .nstructions were to get the best line for through
7,ra local - traffic, and affording the most accommodation
5r.,.•4' , the.. greatest amount of population, while at the same
54-lie waiso to connect it with the Aberdeen Railway as to avoid
-- •t• --11=ebee'ge of Carriage and locomotive power. The Great North of
Sctitland line combined these advantages. He surveyed four lines,
but the best he found to be the one running In the present
-route of the Great North of Scotland line. At the time
he made his survey there wag no other company in the
/iehl, and the country was open to him to choose what
route he liked. The length of the main, m hich was the double
line wag 107 ; of the branch to Ilamff, 16 miles , of the branch to
Portsoy three miles and a-half ;of the branch to Darmouth, six
miles ; and of the branch to Binghead, five mtlei. The line followed
.1 the natural channels of the traffic. lie inferred this from the fact,
that along this troll of the country the tolls, with the same
number of barriers, were double those M any other route. The
ruling gradient t--. 11 the line was 1 in 242, and the severest 1 in 100.
. • There were no tunnels nor plains requiring stationary
or assists,ltt power. The curves generally throughout the
• line Were favourable. The estimated cost, in round num-
bers was 1,500,0001., and the working expenses 331. per
cent• The line crossed IZ turnpike and 66 statute labour roads.
Tk..tere were no objections to the mode of Crossing. The line crossed
. L the Spay by a viaduct 1,490 yards long, and from 80 to 90 feet high.
; It would be executed with stone piers and timber arches. The ex-
! _trona height was 109 feet above the water, and the length of the
broadest span was 200 feet. The viaduct was upon a gradient of
'k , lin 100, and there was a curve near with a radius of half a mile.
, . lie had had considerable experience in the construction of bridges
r and viaducts, and he had no doubt whatever this one could be made
, , without difficulty. He estimated its cost at 97,8191.
~,,,- • ---rt The witness in the course of his examination in chief having stated
i.lo4,jAat one of the rejected lines corresponded with the Aberdeen, Banff
A‘*".;lol.. Elgin, he was eross-examined by Mr. Johnson at some length
„b..'f-fa-.91/.l>elialf-gthe lattercompany,V7fht 'view of showing that he was
~ Mistaken in the
the rejected line was similar to the Aberdeen,
•":- Banff and apposing
Before coating to the Spey viaduct, there was an
ankmerlt 400 yards long, and 92 feet high on a curve of 4 fur-
t anff a of .1 In 100. ,
,i,...-alf.":"Gibtrext on
underwent gradient
a very searching cross-examination,
-..e'rfaue viCw,,
it OshoWing that his estimates were deficient. The price
nr et said, an the districts of this railway, he estimated
thus t---Labourer; 2s. per day ; masons, 2s. 6d. ; and carpenters, from
135..t0 15i.,1Jer, week. His total estimate for viaducts, bridges, &c.,
~. -• 4, : tatt; `138i33;f?'„,-, . fot land and stations, 269,6691. ; for rail; Br.e.,
~ , ~,,,,tektl,. i... 1. il_bi, etose-examination, so far -as it went, was
4"-- . - ''''' - Was abandoned, on a promise being given.
itrior
1 - ." ",'-int•-'llie - gross estimates should be forth-
. Ae3eming. to morrow. The Great North of Scotland Canal,
; Win witne-s admltte% ran parallel with the railway, which it
`,. ae proposed to abr,t up. It was to be purchased by the railway
j ielmmarPallY, but he did not know at what price. The lowest he had
i to
bel named wr4o 15,0001., and the highest 36,0001. He had left this
„, „.. Met bY: the Ten per Cent. Contingent Fund. He never heard
~ -. an arra:,,Vement to pay Lord Fife's trustees 20,0001., nor had he
Included 'lva sum in his estimate. The house land of Aberdeen was
I not promded fbr, except' through the Contingency -Fund. The line
t passed under Union-street, but no inconvemence would arise to the
illhabitri.ntS Item the Progress of the locomotive along this part of tne
. line. The line entered Elgin on the south side of the town in a man-
ner %v.) way objectionable.
t:tie a itness was also cross-examined by Mr. Tonsvra on
behalf
of the Perth and Inverness Company. The Great North of Scotland
rote was to be amalgamated with the Aberdeen Company, 30 that
there would be one continuous line from Perth to Inverness; other-
-wise the passengers going from or to those places would have to be
carried by four distinct Companies.
- The Committee adjourned shortly after tbar O'clock till Monday
....
at twelve o'clock.

GROUP VII.
/ • • , The Committee having adjourned to this day, from Wednesday,
'set at twelve Precisely, In Roo No. 24 (New Houses of Farha-
ty, . ment). Itir. Palmer in the chair. The ether Hon. Members were the
• ..—same as on the former day.
They pro.:Reded immediately to a discussion on the merits of the
7tb ciatise.of the .
•
EMIL672II7IRGII AND NORTHERN (STRA..
TIM:AIME DEVIATION).
!I.
II Mr. TALBOT, on 'die great length in fa. part of the Scottish Central line, spoke at
tour of a clause which ho proposed to have intm-
duceel into the IVAIt, and the object of which was to prevent the Ed -
t•liV : '•• : Aurgh and Nortk,en, Companies from entering upon the North Inch
t ....0f Perth.. Toe Bern
Learned Counsel urged the Met that in Sir John
)40bhouse's r•emmittee, it was decided, after a long investigation of
the merits ~,f the case, that part of the plans of the Dundee and Perth
title, whic'n gave powers to enter upon the south Inch, was rejected.
') ThaLaarr.ed Counsel's speech occupied the Committee for more than
an hour..
The further consideralen of the proposed clause stood over, and
•
t some ether clauses being approved of, leave was given to insert them;
and • .lie Committee proceeded to the case of the
EDINBURGH AND NORTHERN (DUN-
, TERZYZLI t.. E zur.a.zircu).
This case was next called on, and Mr. Lees, one of the directors,
Was called to give the evidence, and put in the papers required by
lir. Duncombe's resolutions. Be stated that there were but six
directors, who were liable for the whole of the amount
; of capital required, for the ' construction of the line.
i They were also liable for five other branches of the Edinburgh and
e Northern line. The capital of this line was 18,7951., the whole of
which had been paid up.
Mr. WAKELT, on the part of Several petitioners against the Bill,
It- erws-examined the witness, and addressed the Cominittee at great
~,, length, With a view to show that the directors of these branches had
of _ Inct‘red a responsibility greater than they could sustain. . .
I,,fr. Lees, in his cross-examination, repeated the statements he had-
-4,7 • rieviously made, and further stated that the amount of capital
i• Above-mentioned had been subscribed. That the whole of that
amount had been paid tip and that it was still in hand. There had
been no expenditure as the whole of the expenses had been paid out
eif the funds of the Edinburgh and Northern Company.
,i,.• • The CttAlltltale undertook to Prepare a report setting forth the
facts which Mr. Wately appeared so anxious to make prominent.
• •
,- After a long and desultory conversation, which occupied the Corn-
. • Inittee up to four o'clock, they adjourned until Monday.
.1'
• ..
GnouP xr.
Thie. :;.,fninittee Met to-day at twelve o'clock, Mr. Henley in the
4", ' • ' •"ekst. ' Other Members present, Hon. W. 0 Stanley, Lord Alford,
v„ oral 'Viscount t ,earner. Absent, Mr. :-raith. O'Brien. '' ••
The clauses that were postponed yesterday were submitted this
.. •
`: • morning, In agreed. to.
• • • WILSOZTTOWN, AIORNIDrOSTDE, and COLT-
,.
NESS • (1170XPROVENIENT and 3374ANCEIES).
, ~ Tale Bill, which is unopposed, was then proceeded with.
Mr. GRAHAM briefly stated the objects of the Bill, which was to
. *
rn •
• change the existing IVilsontown,'Moingside, and Coltness, from a
i- • - Single into a double line, and to make two small branches to iron
:works for their accommodation.
Proofs having been given of conformity with Mr. T. Duneombe's
resolutions,
• - Mr. ('ollinson, civil engineer, was called, and shortly examined as
, .to the necessity of the change proposed and the two branches,
i in order to accommodate the mineral traffic. The gradients
and curves were generally. favourable, and there were no other
.engineering difficulties. One branch was 4% miles long, and would
. COlit 40,0(41.; and the other, to Shott's ironworks, under a mile in
- .length, would cost 5,0001. The whole capital
fpoitatth we previous witness,
1 .
Mr. Forman corroborated the even
• The Committee immediately declare
agreed t
preambleithe.o proved.
The clauses were then gone Into and
, Mr. GRAHAM intimated to the Committee
Billtha was withdrawn.t the Wilsontown.
Morningside and coltitess (Kuovtiton Branch)
SS (GREENHILL
IirISBA.NAT AND COLTNE
AN.AN CIL)

''. Mr. M'NIEL op'ned the case on behalf of the promoters
wersoafs
fitl,i.ies
11111. The length of the branch sought to be constructed
utiles, and the capital to be raised 75,6001. The line was originally
intended to extend much further than at present proposed, still what
is
was .oght to be made would run through and accommodate
A considerable portion of the most impo. tent coal-fields
In Scotland, and be the means of connecting it with
the pc.,rts on the Clyde. The country through which it ran was
r
not very favourable for the promotion of a railway, and a tunnel of
'' ' considerable extent would have to be made; still, there were no
`engineerirtg difficulties that would interfere with the practical, work-
ing of the -line. The Bill was petitioned against by Sir Thomas
ati n that it would seriously damage his pro-
:: ' - petty, ane'd'othnertelewaareegalsoq several road trustees petitioners. With
regard to the first, the promoters had arranged to avoid the property,
' - esf•that-not a foot of It would be taker' ; and respecting the latter,
' '-- , X-iit-had no doubt .he would be able' 10 show that the complaining
.Parties had no tangible case whatever for opposing the scheme.
, ., , Evidence in agreement wilt the requirements of Mr. T. Dun-
-. combe's resolutions was then put in and roaiv.d.
• • "Sir Henry Stuart, Bart., was generally examined as to the advan-
tages
-.mineral traffic of the district ; and with respect to toe roads, it was
e• ,- • • :his-wird in-they would not be at all injuriously affected.
Mr: Sergeant -13rxbasts was proceeding to cross-examine the wit-
ness on b, half of Sir Thomas Cochrane, when
Mr. M'Nizt objected to his doing so, as the promoters had now no
intention of using any portion of Sir 1 ho nas Cochrane's property.
Mr. Sergeant 13em.a.sts said he had not heard of this stopping short
i of the preamble before that moment ; and as the preamble of the
3 Bimade nowll had not been altered before, he should object to the change 'ruing
-
tioner's It was unfair to his client to stop short of the peti-
Pi'PertY. and then deprive him of the opportunity of ap-
pearng against the manner in Lich his estate was approached.
After some conversation, the Chairman ret red to consult the
I speaker alter whether it draw or a portion or their competent for the promoters to with-
The preamble. On his return
that the
The CLUBMAN intimated
parties might make the altera-
tion they Proposed, providedgettwas shown that theline so shortened
would be of general advantgaeneroilhe district. Also that Sir Thomas
•
Cocbtaee sh.mld be heard
y against the preamble.
Tie witness wis then recalled,
rtly cross-examined, with-
out eliciting any pollit of material ca,nid sh"
~
Mr. Rob, t St •wart, an ireninasterisTiTtheceneighbourbood, deposed
a .
as to the benefits the branch would
ircco„nfer. Ile had four furnaces
yearly. To make this he
and made about 21,000 tons of pig
untelld2.o.olo,loietobrsaipiceirl
..,..„,..,.,.•• asod-of material, iron, stone. coal, and 111
annum. He leased about 1,500 acres of anainet'netil?a°l
. , would be of great advantage to him botiliiint bringing the raw ma-
e' 011iase
was
goaws
sinking,
01''' • ' terial to his works and In taking the pig
with thaeon
• He could also through this ar,nch,
el . • c.e. supply Glasgow with 60,000 tons of coals per
withdraw his
.31r. Sergeant BELLasis :aid he would be Willie
um.
nint tgot°
,:-*--. opposition providing the promoters worild come' of a clause, binding themselves not to go through ' the introduction
-""----iiiie'S fairiVithdutlils consent: Sir Thomas Coch-
, ...*
;„_.The ClLtiamAN said the
,parties had better consider
'.4 Vet Ween this and Mond :y morning, the matter
Mr. Watscui, coal and ironinaster, of Gar ,--
...
scu, near
• ' . : enerally -Corroborated the evidence of tbe previot:s witness.
Glasgow,
• ~,
-.., , •,., T,ll, comiftittee then adjourned till Monday at twelve o'clock
c „.4..31,0,_
0ck.....-............................_
• -"' -

SOUTH DIXToL.EIND,
The Committee adjourned.

• GROUP XIV.
S AND BRANCHES.
z- Tli6-C6 hilttee on this group met to-day, at twelve o'clock, in
d'O
itoqm R. 30 ;onuglirp
afid Mr. G rrogan. Prytheroe (chairman), Lord Emlyn,
Mr. sergeant MURPHY continued the examination of Mr. Vignoles,
the engineer to the No, thKent line. He stated that the total amount
of tunnelling on the North Kent was 8,140 yards by the lower loop,
and 8.820 yards by the line through Broom Park. The amount of
tunnelling.oo the South-Eastern by th, lower loop was 12,848
Yards. Was thoroughly convinced of the practicability of tunneling
through Boughton-id 1. The borimo of the south-Eastern were not
made on the North Kent moute. The clay comprising the cap of the
hill would no' be touched. His acquaintance with North Kent did
110,caatunettee iu consequence of his 4aniployment formerly by the

Co 111-11 IT EES - - . sputh_,E.asteni comp for he was well acquainted with it long
• before the periOd of that'employment. (YESTERDAY.) The CHAIRMAN thought that sufcient evidence had already been
i g yen on the question of priority.
Mr. Vignolles then proceeded at some length
sup-
Port of the North Kent line. 'am-details in
Cross-examined by Mr. Allsrist-_---
waS a witness before the House
of Lords on the Northamn '
:on and Peterboreugh Railway Bill, said
before that Committee -
within a disc
-... that there were five level railway crossings
ace of two miles, on the Dublin and Kingstown Rail-
witi '...nich was constructed by witness.
is CHAIRMAN inquired whether there was any probability of the'
Case being brought to a closehefore tour o'clock ?
Mr. Sergeant WRANGOAM said that he feared not, for he had to
call some engineers in support of Mr. Vignoies' evidence. The gen-.
tlemen he proposed to Call were, by their standing, fully entitled
to the attention of the Committee. He should, however, make their
examination as brief and general as he could consistently with his
case.

The CHAIRMAN cautioned Mr. Sergeant Wrangham to take care,
lest by overloading the Committee with corroborative engineering
evidence, he should create such a confusion in their minds as in the
end to induce them to discard that sort of evidence altogether.
Mr. Sergeant WILANGHAM Bahl that he should be sorry to have
recourse to such a proceeding as would cause the Committee to adopt
such a course, and he would, therefore, endeavour to reduce his evi-
dence as much as possible.
Mr. GoLDsktiD then called Mr. Hawkshaw, who bore testimony to
the correctness of Mr. Vignoles' evidence with regard to the su-
p ,riority of the high levels of the North Kent over those of the South-
Eastern. The North Kent line was much superior to the South-
Eastern in every way. The level crossings on the South-Eastern
were very objectionable, from their n.tuber and their nature.
• Mr. Locke, the engineer, was also called In corroberation of Mr.
Vlgnoles' evidence. He stated that Mr. Vignoles's line would be
Superior to the South Eastern, both in gradients and construction.
A saving in distance on any line must be a great desideratum. The
Trent Valley Company spent 1,500,000/. to save a distance of 9 miles,
The wishes to avoid the curves and angles en the old lines is the cause
of the formation of hall' of the projects which have lately been set up.
Taking all the circumstances of both lines into consideration, he would
certainly prefer Mr. Vignoles's line to the South-Eastern line. The
rapid succession • of trains would interfere with the traffic over the
vel crossings. '
It being four o'clock, the Committee here adjourned until twelve
o'clock on Monday.

GROUP XIX.
The Committee sat halt:past two o'clock in room No. 14
Present, Lord Harry Vane, chairman, and all the members.

CHARD CANAL RAILWAY.
Mr. Cubitt, in consequence of whose absence the case stood ever
from yesterday, being in attendance this morning his evidence was
now given. It merely referred to the amount of injury that would
be done to the canal and other property. He believed that no pro-
perty would be injured b, the line.
The case stood over for further ccnsideration, and the Committee
proceeded with the case of the

BRISTOL AND EXETER (CREVITICERNE
BRANCH).
After a long discussion as to the power of the Company to raise a
sum of money In addition to that for which they had obtained
powers, it was agreed to obtain the opinion of the Attorney-General,
as to whether, " in the event of the sum of 420,0001. be'ng expended,
the Company could raise any, and if any, what further sum ?"
Having thus at length came to an arrangement satisfactory to all
parties, the Committee rose at four o'clock, and adjourned till
Tuesday.

GRP VII.
This Committee met to-day aOUt the usual hour. Sir C. Lemon in
the chair.

The business was opened by the CHAIRMAN asking if any arrange-
ment had been coma to between the opposing landowners and tke
promoters of the Bill agreeably to the suggestions thrown out yester-
day by the Committee.

Mr: TOWNSEND and Mr. Woanswoarn said, that n• arrangement
had been made, but proposals had been received by them as counsel
fur the landowners, from the counsel on behalf of the promoters, to
which propositions they could not accede.
This day was again spent, as yesterday was, in discussions and
examinations and cross-examinations of witnesses with regard to
the alleged injuries which the properties in question would sustain
by the construction of the railway. The details, however interesting
to the parties concerned, possess no feature of the slightest interest
to the public.
The Committee eventually decided that the complaint.] of the
petitioners were matters to be settled by arbitration, as they were
only injuries for which compensation would afford sufficient redress.
The clauses of the Bill were then postponed, and the usual pre-
liminary formal evidence having been given on behalf of the pro-
moters of the

GROUP XXX.
This Committee met to-day, shortly after twelve o'clock; present,
Lord Charles Wellesley (chairman), and the other Members of the
Committee.

OXFORD AND CAMBRIDGE.
Mr. Sergeant CLARKE said, before the Committee proceeded fur-
ther with this Bill, he had to mention that an arrangement was in
progress between the parties which would, he hoped, effectually
prevent further opposition to this Bill. It would, therefore, be de-
sirable to adjourn till Monday next. 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 CHAIRMAN 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-
nesses, but would not occupy the time of the Comnaittse 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 railway would pass, and he con-
sidered that i would be greatly benefited by the undertaking. His
own immediate neighbourhood would derive considerable advantage.
Cross-examined by Mr. WELLs, for the Aylesbury and Theme
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 hom Bedford to Bletchley ; that
there was one, which had passed through the House, from Bedford to
Huntingdon ; and that there was another also in progress. •
3lr. John Brett, a farmer, examined —Resided at Luton, which
was greatly increased of late years. This was owhig 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 considerably 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 traffic in corn en
the line.

Cross-examined by Mr. WELLS—Thought that the proposed rail-
way would still have the preference of the railways 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 CLAM—Occupied
a large 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 'I 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. Wants—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. Routledge, shopkeeper at Baldo k, was called, but,
Mr. Sergeant CLARKE said he would net trouble the Committee
with asking him any questions. He would, 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 before they adjourned, he thought it
would be better if they read the report.
The clerk then read the report, atter which the Committee ad-
journed.

GROUP XXXVI.
V/A.KEPIELD, PONTEFRACT, AND GOOLE
(METHLEY, AS&ERN, AND OAHENSHAVI
3IINCTION), MELTON AND DRIP FIELD
?UNCTION.

The Committee to whom these Bills had been referred, met this
morning in Committee•room No. 25, Mr. Bernal in the chair.
The preamble of the Newcastle and Oarlington, and York and
North Midland branches, which were originally referred to this
Committee, but subsequently assigned by them to Mr. Greene, were
declared proved yesterday.
The Committee first proceeded with the clauses in the first-men-
tioned Bill, which was passed at their last meeting, and having as-
sented to the whole of them, the Chairman intimated that he would
report the favourable decision of the Committee to the House this
°venni g.

IVIA.LTON AND DRIPPIELD.
The usual formal process having been given,
Mr. BAINES proceeded to explain the nature of the project.
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-
wa) at Driffleld, and a branch from Driflield to Frodingham-bridge.
The length of the main line would be 18 miles 7 furlongs and 2
chains, anti the length of the branch 5 miles and 4%, 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
lines made, or in the course ofconstructiun, communications between
those Ridings and the port of Hull. From Mull the course northward
was effected by mas of the Bridlington branch of the Hull and
Selby, which was inn the course of formation, and would be opened in
a few months, and by the Melton and Thirsk Railway. The esti-
mated expeNse of constructing the main line and branches would be
route,andoo fact the whole of the landowners, were i n Colonel Sykes, one of the largest proprietors of lvour in and the
i fa of the
project. The tine had, however, other advantages than those he had
enumerated, as it would afford slaiton 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 brsught from Durham and Newcastle to Melton and Driffleld,
which would then be put on the same footing as York In that commodity.
The present communication between Mahon and Hull was by the
%Void of the West Riding, making the distance between the two
points 40 miles, so that those going from Hull to Melton had practi- 1,
dirti callye
utioti
egso, raonudi idthbeyp Ih'aodrkbtuot getne to it. Tolfieare.wilearei
nnelenegritgbin, ewehrii nog,
would be easily and cheaply made on account of its passing through a
strata of dry chalk. Toe steepest gradient would be lin 100. The
line was originally opposed by the Ecclesiastical Cominissioners, some
of whose property at Wetwang, about nine miles from Matto'', 'would
be intersected, riot 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 landowne.s, 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 ins
'nate board of directors at
clause on the skject into their Bill, so that it now virtually appeared
v ai
cite - ue xhioa pi
rpmo saend Bo
ti
examined—The distance from Melton to Hull,
bme a
il
mfo :roe.
nut h: ewcasnpptihaewn a Committeeite as,
70
y 0
38 miles. The distance, by water-carriage, was
travelling from Ha
conveyance .of goods generally occupied a week.
Person
York and Selby,although Rea to Hull generally preferred going by
railway through
it was a circaitous route,
.
miles,Plcke Pickering, was wthase
communication through
iel
woafybetween 60 and 70 miles.
Interested in a
Petitions from Mal-
ton,All persons
of the line.
the district, were in favour
as they had to traverse a distance
its favour. The line would
House in .
had been presented to the
e of lime from Holderness,
Driftield, Thirsk,
give facilities for the conveyance Pickering, and other towns and villages
which was of a superior.
competing companies, but they had
There were three
Mal the price of coals
manure.
abandoned their projects. At ton
quality, and much used by the farmers for
respectively
atYork; but if
could be obtained at ›faltonat the same price, snd the price at other
The line ly reduced. neas estimated to
w
towns would be proportionably the railway were made, they
was 2s. 6d. higher than
pay eight per cent. He censidered that the line combined great public
and local advantages. . .

Mr. 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, hut they
could be altered to one in a hundred, and there was sufficient ground
within the limitirof deviation tor the purpose. The smallest radius
of 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 240,0001.
then,ecl au preambleseshad were betehneragvrecle;
The CUAIRMAN then declared that in the opinion of the Committee
d to with amendments, and the Com-
mittee separated.

GROUP XXXVII.
The Committee met to-day at twelve o'clock, 10 No. 21 of the new
Committee Rooms. Present, Lord Seymour (chairman), Lord Ebring-
ton, Mr. F. French, Lord Edwin Hilt, anti Sir J. Lopez.
They immediately resumed the consideration of the
sizzrrlELD, consideration
nikrz.Nslivir,
WILICEIFIGD, RUDDEXISPZZILD, !IND
G :oOI.E.
Mr. James Walker, of Wakefield, engineer and mine surveyor, was
examined at much length by Dlr. Ronzar HALL in support of the
Bill. Witness was well acquainted with the mineral district through
which the proposed line would pass, as far south as IVorsboreugh.
Be had agencies for and other professional business with most of the
coal mines and other work.s along the line, and he corro-
borated, with some additional particulars, tile evidence given
by the previous witnesses, as to the advantages to be
expected to the 'West Riding generally, and especially to
Sheffield, Barnsley, Wakefield and the adjacent counties connected
with the Silkstone and Barnsley coal beds. That field contained
two seams of coal, of which the productiveness
other amounted, in round
,to 300,000,000 tons of coal, of good quality. Witaess did
rot wbellill,. that any other of time Uutt he hed knewh co be
- - - - -

lit SN)

projected—would allbrd stich-convenient and beneficial access to Ms'
late body of coal.
11l cross-examination by Mr. Sergeant Wrangham, Mr. Pickering,
and Mr. Lee, for the different opponents, the answers of the witness
were merely explanations in detail of his chief evidence.
Mr. Holt, mineral surveyor, was examined much to the same
effect. In cross• examination he stated that some branches, ori-
ginally contemplated by this company, and in his opinion necessary
for the ace anmodation 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 Company.
Mr. W. l3,ngley, surveyor and Commissioner of Inclosures under
the Ecclesiastical Act, examined by Mr. It. 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-
clamation by lune manure. This would be rendered available by
means of the railway under consideration.

Several ether witnesses, equally acquainted with the nature. and
wants of the district, were examined, and their evidence was mainly
ox the same character.
The Committee adjourned at four o'clock.

GROUP XL.
This Committee, of which Mr. 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 Anther evidence in
support of the

YORX AND NORTH MIDLAND (LEEDS
EXTENSION).
Mr. Fox, cross-examined on behalf of the Leeds, York, and Mid
land Junction—l 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 Gaskiu's pro-
perty. The Midland Junction scheme passes through very extensive
limestone 1301,15.
Re-examined—Leaving out of the question' the local traffic upon
the two lines, 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
to send them partly over the Leeds and York, and partly over the
other line ?—lt would certainly be a great advantage to have the
coals carried by one and the same company throughout, and prac-
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 au extensive estate
in that district over which this line would pass. He had been ac-
quainted with the district for the last forty years. He had 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 would 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 lines that had the fewest junctions, and there were no less
than seven junctions on this line, which was only twenty-four miles
in length. Tadcaster had not a regular fair, it was a market-town.
He believed that Tadcaster was equal to Wetherby (through which
the Leeds and York proposed to pass) in point of commerce. The
districts lying between Wetherby and York were in great need of
coals, but he was not of opinion that if the Leeds and York line were
constructed, and coals were brought there in more plentiful quanti-
ties, that article would be much cheaper.
Cross-examined by Mr. Sergeant WILKINS—Had always said that
this line was the best. Had never said that the North Midland
Junction was the best, and ought to win the day. He could not say
that he had ever heard of there being any reserved shares in this
Company. He had not heard that there were any reserved
shares for Colonel Markham, nor were there any for him-
self to his knowledge. He could not say whether the
North Midland Junction did not go through a more ex-
tensive district of lime beds. He also believed that that line
went through the coal fields as well as Mr. Hudson's. Did not know
the gradients of the two lines, lie believed that, supposing the two
lines affording equal facilities for opening out the district of coal-
fields, that line which had better gradients would be preferable for
mineral traffic. He did not know where the station of the North
Midland Junction would be in the district of Abbotford.
Re-examined--Colonel Markham had petitioned against the North
Midland Junction.
Mr W. Wordsworth, land agent, of Blackgate, near Leeds, said he
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, and as a mineral line it was of little im-
portance. He was acquainted with the route of this and the 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.
Cross-examined by Mr. HARDY—The district lying between
Wetherby and York was not well supplied with coal. The Durham
coal was decideakt better than that fbund in the fields of the Misses
Gaskins, and that in the district of Dewsbury.
Cross-examined by Mr. Sergeant Wiracisis —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 Committee, it vi ould 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, than one where it
would be obliged to wait for the transit of London traffic.
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 neighbourhood of Durham, whereby the
coal of that district was conveyed for sale to York, and
put the Tadeaster coal-merchants out of te market.
The population of Tadcaster at the last census washupwards of
26,000. Mr. Atherley, an extensive miller there, sent 8,000 tons of
flour to Leeds (seventeen miles) annually, and it could not be con-
veyed, under the present circumstances, at less than 2s. per quarter.
The COMMITTEE intimated that they had heard quite sufficient evi-
dence as to traffic.
- Mr. Backhouse, a resident for a long perioff -at Tadcaster, said that
this line would be much more commodious to the people of Tadcaster than the line proposed by the North Midland Junction, which would 1
unnecessarily destroy-an extensive quantity of meadow and pasture
land in that neighbourhood, that would not be 'done by that of this
Company. The construction of the rival line in question would
impede the navigation of the river running through Tadcaster, and the
inhabitants from past experience were very apprehensive of the floods
which it-would occasion.
Cross-examined by Mr. Sergeant Wilattats--Was a brewer and
farmer. Founded his observations with respect to the apprehension
of the inhabitants from what he gathered in conversation. Had not
heard that almost the whole of the inhabitants of Tadcaster had
petitioned in favour of the North Midland Junction, although
he had heard that a petition of that nature had been
presented to the House 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
eross a bridge to arrive at Mr. Hudson's station, and also that of the
rival line. The first time he heard of Mr. Hudson's line was seine
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
pstitiosers 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. H. Think, Mr: Ireland, Mr. Scope, Mr. Mathew Kidd, and
Mr. Pallett, 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. lie 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 estate., 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 oeinmunication be-
tween York and Leeds. 'ile:was a very active member of that com-
mittee. lie and the committee gave the subject very considerable
attention; in fact, he pointed oat the line to their then
engineer, Mr. George Remington, who had recommended another
line, but after considerable discussion and a lapse of time
Mr. Stephenson, their present engineer, recommended the presets
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
ally 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, considering 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
afford such communication to tile Leeds and York Company as to
make the scheme manageable. The North Midland Junction scheme
would not benefit the public that wished to proceed from Leeds to
York. Their gradients were worse than those of this Company. The
estimated cost Of the Leeds and York was 600,000/., 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 36,000/., 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 malting of the Marsh-gate station with the Slid-.
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 leau
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 cusborn to advertise or " puff " his schem othei
companies usually did. He attended the meeting at Mr. Foxs 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. bergeant WitaciNs—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. lie could not say whether they were first
started after or before the Issuing of the prospectus. Ile 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 in 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. lie was chairman
cry:LpaeaeBncettide
dht
ba yntdt was
Midlandaut
jtc, BradfordutionmeeJunction
line,
wase u,
n sharesdb eu under his
signedtheihaisd sbb
eeyapel
hen
it
against
reservedgt iaohni
s merely t a
nh a
yt
OcOb of
fife ielethit hpa
iapen
y.
landowners of the district through which his line would shu
ca dh
Cross- examined by Mr. Ilaitny—lie had been considperasinsitfloilner 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 hint
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. -tephenson. 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 Ilazlewood, and
would thence proceed to the Leeds and Selby. There would be a
ttumel 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.
Atter 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 he had secured
the shortest practicable communication between Leeds and York.
The existing companies over whose lines this scheme 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. He 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, which 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 principal landowners along the line
had been obtained to its formation.
Cross-examined by Mr. Hannv—The delay occasioned by a junc-
tionn
the
w liceyr i, ateTs snheaviag next
suggestedS ittitrgOf
tthhaetCthoem nlittee.
. Sergeant
on a line would betabout five or six miles an hour. He would
rival supply the promoters . 'the schemes with an account of the
gradients o
Committee should
44:1_ 441QU121. 407 (IFCCA/417 414 ec! uAtll Moirley he heviag pro.
_ _

L 0 .N SATURDAY MO