The Sun.
London, England, 1846-05-15 00:00:00

Dated Os Mit day of May, 1846,

.COURSE OF EXCH.
Arnett...darn ...... C.F. 12 10%
Ditto, at sight • • .... 12 7%
Rene: dart ...... 2 11. 12 11
Antwerp.......... .... 26 20
Ramburgh .... • •Mal. 13 15%
Alton..

25 8.5
26 10
26 15
...... 26 15
/frankfort on Mains—. 123
retersburgh, BUG..

Paris, a days' sight .. • .

Ditto, 3 inentia

3darseillas ......

Vienna, effee.llo le 11
?rleste, ditto....
Madrid •• • • •• •• •• •• 36%
Cadiz • • :

1311bs.:?•

isreeloaa .. ..

je-YlllO- • '

kNGE.-(THIS DAY.)
Gibra1tar..............
ato 75
Leghorn ........ • • • •
Genoa .. •• • • .......... 26 15
Milan .. • • .. • • • • • • • • • •
Venice .. .... ••••• • • • • • .„7
Naples .. .. •••• • • • • • "N
Palermo, per oa ..
/19
Lisbon.... .......
Oporto ................ 52%
Rio Janeiro ....
Bahia
Buenos .Ayres .. .. •• •
New York, 21 days' sight
Philadelphia .. ...... —
?welts ow morasom, PIE oz.
Foreign Gold in bars.. $A 17 9
Portugal Gold Coin .. 3 16 5
New Doubloons ... ... 9 0 0
New Dollars .... •• • • 0 4 9%
Silver in bars ........ 0 4 11

RAILWAY COMMITTEES.
(THIS DAY.)

HOUSE OF LORDS.

GROUP I.
The Cemmitte• met this day at eleven o'clock; the Earl of Love-
hoe, chairman.

LONDON AND TOILS.
'Ybe Noble CHAIRMAN commenced by saying, Mr. Sergeant King-
lake, I wish to intimate to you that it is the decision of the Com-
mittee that you should now confine your evidence as much as possible
to the traffic between Grantham and Bawtryßeyond that point we
do not wish much to go into the question of traffic. We got up to
Grantham yesterday ; now confine your traffic evidence to between
Grantham and Bawtry, because beyond Bawtry the aspect of the
eauntry is almost identical.
Mr. EDWARD DiNISON—:7o, my Lord, the lines do not go Over the
same ground.
The Noble CastsmAs—Very much so, as it appears to me.
Mr. E. DirsisoN—l think not, my Lord.
Mr. Sergeant KINGLaus Not beyond Bawtry, my Lord, I think.
You see we take Doncaster, and then by means of Wakefield and
Leeds we run into the very heart of the manufacturing districts. In
the West Riding they have no such convenience. lam afraid our
esse will be very complicated and intricate without that.
The Marquis of CAMDEN—I should think that would be an
engineering question.
Mr. Sergeant KINULARS—I am afraid it is not distinctly under-
stood how important the question of traffic is in this case.
The Noble CHAIRMAN—We shall be glad to have your evidence
condensed as much as possible consistent with the interests of your
4324.

After a few words the evidence was then proceeded with.
Mr. It. Christopher, M.F. for the county of Lincoln, was the first
Witness ea!leti. The llon. Member was of opinion that the London
aid York line (if ltallway would be of very great advantage to the
country through which it worati ;Int. Ile was satisfied of its neces-
sity, for the trattle was very great, anti present mode of transit
was mast circuitous, and delays were very much t,.-,,elained of.
The witness was briefly crosa-examined by Mr. Sergeant -79Nzs'
The Mayor of Stamford, and several merchants on the other part.
,r the line. were called. The evidence was all of the most favour-
able cataract& for the London and York line, as being the better fur
the accommodation of the country.
The evidence in favour of the preamble of this Bill was proceeded
with. After the examination of Mr. Evelyn Denison, who spoke
most favourably or the scheme,
the Committee called upon the pro-
rooters to put in the traffic tables.
Upon the traffic tables having been put in, a discussion arose as to
the propriety of abridging the evidence, after which several wit-
mesees were ealled in support of the general traffic of the line. The
'witnesses were not subjected to anything like a tedious examination,
not moth than a very few minutes having been devoted to cash, both
In examination gad cross-examination.
At fear o'clock the Committee were about to adjourn, when an
application was made to have the neat sitting of the Committee on
Monday instead of on Saturday (to-morrow) as wan agreed on yes-
-1,v911Y. _ _ .

Mier some butt:hi:ion an the part of their Lordship 9, they Intl-
ineted that the aMottrameat b, Wldicoulay host.

ROUSE OF COMMONS.
GROUP XIII.
CALEDONIAN AND BRA.NCEES.
(Continued from our Afternoon Edition.)

The Cllamira's intimated that the Committee had come to the
conclusion that they would not defer their decision untie after the
cases for the Caledonian Extension and the North British (Hawick
and Carlisle) lines had been gone into and brought to a close.
The Comanrrza then called on Mr. Cockburn, to reply to the
evidence adduced by the promoter of the Nlthsdalde scheme.
Before this was done, Mr. Miller, civil engineer, was called, and
briefly examined, to the effect that the engineering peculiarities of the
Caledonian branches were such, that they could not be worked with
safety to the trains passing along the main line.
Mr Coexist-ass then proceeded to gam up the ctse. He said the case
was substantially the same as that brought before the Legislature
last year. The question then decided was the comparative
the
merit of the two lines, and the decision was given in favour of
he.
Caledonian scheme, as presenting the beat features for a great
tional scheme. The Committee= oef
fboththeseHeocuseshem,es, whaillohrmadeticathree-
folly examined evidence in favour
edeecveriareledelytrthecteeEtteoarmdthofeTrerpoadrte.
with
hor tehingdithdlenbsurougthh
,anthdeOclasaiedgoew.
opThfrinteheelpelßaeirdehdichgofehnTadtireaTbeeea:ontphreethnvieoruseqauldyestion. The quotations were in
andsabs substance to
otrtho fire affect, that
wt
Caledo-
nian scheme was much preferableCcarounllslece to llith Valley line. It
was also stated that the traffic would not warrant any
other through line ; that therefore the Dumfries and Glasgow
line, on the one side, or the Howick and Carlisle line en
the other, could not co-exist with such a through line as the
Caledonian. The Dumfries line, it was admitted, could accommodate
Ayrshire and part of Dumfriesshile in a better manner than the
Caledonian line ; but as a through line to the more important and
populous districts, it was not to be compared to the latter. The
Caledonian would connect in the directest manner a population of
1,200,000, whereas the Dumfries scheme would not specially accom-
modate more than about 300,000. The Board of Trade, while they
objected to the Howick and Carlisle Extension on the grounds of its
being a competing line to the Caledonian, still admitted, that in order
to accommodate local traffic, the Edinburgh and Howick Branch
was advisable. Such were the views of the Board of Trade,
declaring that the two schemes were incompatible with
each other. It was quite evident that the Board of
Trade weighed the local advantages of the one scheme
against the great national advantages of the other, and the advan-
tages preponderating in favour of the latter, the decision was given in
Its favour. The view of the Board of Trade, after the careful exami-
nation of about one hundred witnesses, was confirmed by Committees
of both Houses. In both Houses it was held that these were rival
and competing lines, and that two such lines, with the amount of
traffic in the country could not co-exist ; therefore, it was, that the
best line, the Caledonian, was selected and the other denied. That
the view taken by the Board of Trade, and the Committees of last
session, was a correct one, had been shown by the evidence of Mr.
Locke, and the other witnesses who had been examined, in regard to
working expenses and the expected traffic. On the faith of
the decision of last session, the Caledonian Company had
entered into extensive contracts, and it would be most
prejudicial to its interests, if a rival line was now let loose
upon them. If ever there was a time in which it behoved
Committees to be wary it was the present time. It was evident that
Sir Robert Peel's resolutions had not operated to check such specula-
tions in the way expected, and therefore was it that the utmost
vigilance should be exercised by the Committee on such cases as that
now submitted to its consideration. Last year when speculation was
at its height the present scheme was denied as incompatible with the
existence of the Caledonian line ; how then could the Committee
decide now in its favour, when the public mind had become more
sober, and when there was such necessity that capital should not be
drained from trade or commerce, to be expended in rash and ruinous
speculation. The Learned Gentleman then went over the evidence
commenting on it, as he proceeded. It appeared that though the
present scheme was shorter than last year's scheme by 15 miles, yet
the receipts were actually represented to be, for local and Ayrshire
iraffic, 30,0001. more than the year before. This he considered a
fraudulent attempt to bolster up a case. A great number of their
items of traffic had been shown to be much exaggerated, both as it
regarded minerals and cattle, as well as road-side and steam-boat
passengers. While the traffic of the Nottindale scheme had been
thus exaggerated, it had been further shown that if this line were
constructed, the competition for through traffic would be
such, that the nett receipts on the Caledonian line would
be reduced, as to be little above 60,0001., or a trifle beyond three per
on the capial embarked. While the Caledonian line would be thus
injuriously affected, he submitted, that with the traffic case of the
Nithsdale Company, either as given by themselves or as corrected by
his witnesses, there was not anything like satisfactory proof of re-
muneration to be obtained :for the 1,200,0001. that would have to be
embarked in the latter. He submitted that the case of the Nithsdale
line had not been made out, and that at least the view of Mr. Locke
should be adopted—viz., before sanctioning such a line, to wait and
see whether the traffic of the Caledonian scheme would be such as
to fairly warrant the construction of a second line. The Learned
Gentleman, after briefly glancing at the Caledonian branches, sub-
mitted that the preamble of the Nithsdale Company's Bill be rejected
as not proved. In conclusion, he trusted that, whatever view the
Committee should take of the Dumfries and Gretna branch of the
Caledonian scheme, it would be conceded to them as a protection for
their through traffic, which the Nithsdale Company professed they
did not wish to interfere with.

Mr. AUSTIN then addressed the Committee against the Caledonian,
Dumfries, and Springfield branches, on behalf of the petitioning
landlords, the Duke of Buccleugh and Lords Queensberry and Mans-
field. He would not go into the general case, beyond referring to the
evidence of the Duke of lituccleugh, which his Learned Friend had
carefully omitted reference to. His Grace had declared that nothing
but a strong sense of the wants of the district between New Cum-
nock and Dumfries induced him to support the Niths-
dale ' line ; and in order that such a want should be filled
up, his Grace also maintained that, to make this
Dumfries and Cumnock portion of railway profitable, it was
absolutely necessary that the more profitable portion between Dum-
fries and Carlisle should be placed in the same hands for censtruction.
The evidence, backed by so many other respectable witnesses, was
better than all the legerdemain that Mr. Hare had attempted on the
traffic tables ; the value of which was shown to be very little in the
cross-examination that ensued. He represented three great land-
lords, who substantially represented the whole agricultural and mi-
neral interests of the south of Scotland. The opinion of such pro-
prietors was entitled to great consideration by a Committee of either
House. Now, what was the case of the Duke of Bacclench ? His
Grace had twenty-two miles in the valley of the Nith, a rich agri-
cultural and mineral district which the Glasgow, Dumfries, and Car-
lisle scheme traversed, but which no compensation whatever
was given for by the Caledonian Company. Now, while the
Caledonian scheme gave no accommodation to the Duke's property
in the valley of the Nith, its Springfield branch cut through three
miles of his land in another direction : therefore his Grace said, he
could not sanction a scheme that thus invaded his property in one
direction, while it left him entirely without accommodation through-
out the valley of the Nith on the other. The Learned Gentleman
then reviewed the evidence bearing on these points, and on the
Sanquhar coal-fields, which he represented to have satisfactorily
proved the necessity for a valley line; and having also glanced at
the damage which would be done to the property of the other pro-
prietors for whom he appeared if the Caledonian branches were
formed, and the Nithsdale refused, called on the Committee to affirm
the preamble of the Nlthsdale Bill, and to reject the branches of the
other.

The Committee then adjourned till Monday at twelve o'clock,
when Mr. Andrews will be heard on behalf of the Netherdale line.

GROUP XIV.
NORTH RENT AND SOUTH EASTERN
RAI LWAY.
The Committee on these lines met to-day at twelve o'clock.

The public were not admitted into the room, and the doors re-
mained closed until a quarter to four.

At that time the public were admitted into the room, and
.... .... . __

The CHAIRMAN asked Mr. Merewether if the South Eastern
Company had received any communication from the Commissioners
of Woods and Forests.

Mr. MEREWETHIft replied that they had.

The CHAIRMAN said perhaps he would have the goodness to hand

_ .
it over ro the North Kent Company, that they might have an
opportunity of examining it, and also the engineer of the
Commissioners of Woods and Forests. He would take
that opportunity of saying that he trusted that the exami-
nation would be short and that the Committee would be prepared
to pronounce their decision on these lines on Monday, very shortly
after the close of that part of the case. Their decision would be an-
nounced so soon after the close of the examination, that the Com-
mittee wished that the promoters of the Mid Kent line would be
ready with their witnesses to proceed at once.
Mr. Blocs asked if it was the intention of the Conamtitee to pro-
ceed with the clauses of the Bill, in whose favour their decision
should be given, at once ?

_ .
The Cuaiamarr said that he thought they would.
The Committee then adjourned until Monday.

GROUP XVIII.
This Committee assembled at the usual hour, Mr. E. Denison,
chairman.

EXETER, YEOVIL, AND DORCHESTER.

The cross-examination of Mr. Divett, M.P. for Exeter, was re-
sumed this morning by Mr. AUSTIN, on behalf of the Great Western
Railway. He stated that there had been enormous specula-
tion in Exeter in railway concerns. lie believed Mr.
Toby was a native of Exeter he had not the pleasure of
knowing him. He knew Mr. Woolmer very well. fie believed he
was Chairman of this Company. He would be sorry to see the broad
gauge taken up on that portion of the line between Bristol and
Exeter, for several reasons. One of his reasons was, the incon-
venience of a change of gauge. Another reason was, that
he did not think it probable that he would be able to
make the journey from Exeter to London in so short a
time by the narrow as by the broad gauge. He considered,
however, that both gauges were a mistake, and that Mr. Brunel was
wrong in dashing out at once as he did into a 7 feet gauge ; and, on
the other hand, he felt convinced that the narrow gauge was too
narrow for purposes of speed. In his opinion, Parliament had acted
very unwisely in not insisting, at an earlier period of the railway
history, upon an uniform gauge.
Re-examined by Mr. Rows—ln his opinion a narrow gauge should
not be intruded upon a broad gauge. He thought, however, that a
direct competing line on the narrow gauge' from Exeter to
London, would be of great benefit, and he thought it
would more effectually compete with the existing line.
He thought that if another rail was laid down on the Wilts and So-
merset Railway, which would effect a junction with the proposed
line, there would then be a direct competing line on the narrow
gauge from Bristol to the straits of Dever.
In answer to a question from the CHAIRMAN—The Hon. Member
stated that he should most certainly prefer tithing into consideration
the existing lines, and also the line from Southampton to Dorches-
ter, a narrow gauge, direct from Exeter to Dover.
Mr. Delargar was the next witness examined by Mr. Mem-
WETHER—He had resided 45 years in Eater, and had filled the office
of mayor of that city. The feeling in favour of the proposed line was
very considerable in that city.
The examination of this witness was interrupted by the Chairman
and Committee as he was giving evidence in favour of the line from
Exeter to Salisbury, and not as between Exeter and Yeovil.
After a considerable discussion between the counsel on eac side,
and the Committee, the room was cleared for a division.
On our re-admission into the room,
The CHAIRMAN announced that the Committee had decided that
they would take the whole of the evidence as regarded the whole line.
The examination of the witness was then resumed, and gave fur-
ther evidence as to the benefit to be derived from the proposed line.
Mr. Turner, a large agriculturist, of Bath, gave similar evidence
in favour of the line. _ _ _

._Mr. Ferd, carrier, proved that the carriage of goods on the South-
western was much superior to the Great Western, in point of
Punctuality, safety, dispatch, and price.
Thomas if,ingland, farmer and cider grower, stated the proposed
line would be very convenient for him to send his cider and stock by.
The Committee then rose at four o'clock, and adjourned till Monday.

This Committee met tbia GROUP ZS.
in the chair. morning at the Usual hour, Mr. Sotheron
wierason, SILOITCIII. .A31111:11 AX141213
ATZKOEMEMEILIC.
The case of the opposition having been opened yesterday by Mr.
Warren, and the Rev. Mr. Hawtrey, head-master of Eton College,
having been examined against the line,
Mr. Sudrsos, civil engineer to the Commissioners of Woods and
Forests, and Mr. Bachelor, registrar of Eton College, were examined
this morning at great length. The principal point which occupied
the consideration of the Committee was, whether a piece of land over
which the railway was proposed to pass ws s the property of the
Crown or not.

Mr. PEMBERTON, solicitor to the Woods and Forests, said, that ne
application had been made by the promoters to the Commissioners of
the Woods and Forests respecting their assent. From a communi-
cation he had yesterday with:the chief Commissioner, he was autho-
rised to say that they were opposed to the line.
After some discussion as to the order in which the examination
should be continued, whether there should be an adjournment of
the case till Monday, to hear further evidence on this point, or that
the rest of the case should be proceeded with, it was eventually de-
cided that further proceedings should be postponed till twelve
o'clock on Monday.
The Committee then adjourned.

GROUP XXII.
This Committee met today at twelve o'clock—Sir George Grey in
the chair.
IPSWICH AND BURT ST. =marl:lnm
(NOR CI EXTENSXON).
The further consideration of this case was resumed.
Mr. John Harding, grocer, of Norwich, deposed that the present
railway connexion between London and Norwich was not approved
of by the inhabitants of the latter city. The Norfolk Railway was
very circuitous, whereas the present line would be a direct one, and
would afford au excellent connexion with the south for the agricul-
tural preduce and fat cattle of Norfolk.
Mr. Timothy Stewart, brewer of Norwich, and
effect. The feel.
Chairman of the
Eastern Counties Bank, gave evidence to a similar
ing of the inhabitants of Norwich was decidedly in favour of the pre-
sent scheme, as one that would give great acconunodation to the
district.
Mr. John Barber, of Norwich, gave similar evidence.
r.:,„zstd, of Norwich, deposed that the feeling of Norwich was
unanimously in :f the present line.
Ain Henry Chamberlaid, ,7:l:nchester warehouseman, of Norwich,
testified to the same effect.
Mr. Taylor, of Hiss, was examined to the effect that the proposed
line would give ample accommodation to the district, and was one
that was much required by the inhabitants. The traffic that was
likely to pass along it he represented to be very
considerable.
Other evidence of a similar character was taken up till four o'clock,
when the Committee adjourned.

GROUP XXVII.
This Committee met today at the usual hour, Sir c. Lemon to the
chair.

LEICESTER AND BEDFORD•
The case of the South Midland (competing) line having closed yes-
terday, and Mr. Sergeant Wrarighain having opened the case of the
Leicester and Bedford Railway, the Committee proceeded this mom-

ing to hear evidence as to the traffic to be anticipated on the latter
line.
Mr. Edward Weston, the mayor of Leicester ; Mr. Whetstone, a
coal-owner and woolstapler, residing in the same town ; Mr. Man-
nerly, a general dealer; and Mr. Fielding, an alderman of Leices-
ter and a worsted spinner, were examined at great length. The
main tendency of their evidence was to show the advantages which
a direct and through communication to London would confer upon
the towns of Leicester and Bedford in particular, and the inhabitants
of that district generally.

Mr. W. Stephenson, butcher and grazier ; Mr. Kidman, grazier, of
Market Borough ; Mr. Billings, grazier and Smithfield salesman ;
Mr. John Polkington, grazier, at,Bullerton,; and T. P. Mannsell, Esq.,
M.P. for Northamptonshire, corroborated the testimony of the last wit-
nesses, and deposed to the inconvenience and delay sustained by the
practice of the London and Birmingham Railway Company in the
carriage of beasts, and hence the necessity for an independent line.
The Committee adjourned till twelve o'clock on Monday.

GROUP XXXI.
GLOUCESTER AND FOREST OF DEAN.
The Committee met this morning at the usual hour, Mr. Round
in the chair.

Mr. Brunel was examined at great length with respect to the en-
gineering capabilities of the line, and the accommodation which it
would afford to the districts which it was proposed to traverse. He
regarded the line in a national point of view, inasmuch as it would
complete the chain of communication from the important districts of
South Wales to the metropolis, and afford the means of speedy
transit to the immense quantity of minerals raised In the locality.
Mr. Partridge was then examined with respect to the traffic. He
considered that the proposed line was preferable to the existing
means of communicatioa, and that it would be extensively pa-
tronised.

GROUP XL.
LEEDS AND YORK.

The Committee on Group No. 40 resumed the consideration of this
branch this morning, Mr. Stafford O'Brien in the chair, with the
other members of the Committee present, when

Mr. BAINES proceeded to address the Committee in reply, on the
merits of the line, and contended chiefly that the improvements on
Mr. Hudson's line had never been contemplated until this line was
started. The Learned Counsel stated that the Earl of Mexborough,
Lord 'Wenlock, Mr. Ingram, and all the chief landowners, were
in favour of the line. He apprehended that these were just the
persons to be entrusted: with the check which this line was likely to
give to the monopoly now in existence. The traffic between the
manufacturing districts and theisapital of the country had been,
not wilfully, but certainly and most decidedly sacrificed to
the peculiar interests of a certain set of individuals, who could not
possibly do justice to the interests of the public. Mr. Hudson is now
connected with railways in nearly half the counties in England, ex-
tending from Northumberland to the British Channel. So that surely
he had enough to attend to. Then there was the consideration of
the transport of troops. Now York is a great central military depot,
and the advantages offered by this line are very great. The rival
schemes offered no railway convenience whatever. While the pro-
moters of this were providing for this want, according to Mr. Hudson,
who had too much fairness and manliness to deny anything that he had
uttered, the traffic between Leeds and York and Scarborough had
been so developed, that where there was formerly only one public
conveyance, the amount last year had reached to 1,0001. a week. The
population on each side of this line, within a distance of six miles, was
upwards of 31,000, while on the other line it was not more than 25,000.
It was therefore evident that the proposed line would connect very
important places both in an agricultural and commercial point of
view, and would give facilities of communication which were now
most grievously required. Wetherby fair was one of the
greatest fairs in the north, and although the disadvantages
of communication are at the present time exceedingly great,
yet such is the necessity for the farmers and graziers to resort there,
that the market was uniformly well attended, and he would ask why
should the parties in that part of the country be obliged to go all the
way round by the North Midland Junction line? The
Learned Counsel then proceeded at great length to
discuss the respective merits of the different lines.
Mr. Cubitt, whose high character as a man and an engineer, entitled
every word of his to be received with respect, had stated, before going
over the line from end to end, that this was decidedly the best line
of the three, and that there were no engineering difficulties much
worthy of consideration. According to the Bills which had already
been passed, the Company, if they obtained their line, would
be obliged at any future period to make any junction which might be
required by the convenience of the public. The same might be said
of the stations. The district south-west of Leeds was one of the
most important in all England, and the sites for the stations had
been selected with an express view to give every facility
of communication between York and the manufacturing 1
districts. There was but one objectionable curve throughout
the whole line, and that was in a place where such curves were uni-
versally allowed, viz., at the termination of the line. On the other
side the lines were full, both of objectionable carves and gradients,
and taking the total .of the mileage, the gradients were better on
this line than on the other. The earthwork, therefore, could sot be
otherwise than lighter. The estimate was, according to 31r. Cubitt, in
every way ample, and in stating it at 585,0001., Mr. Bateman had taken
the outside prices, while, on Mr. Birkenshaw's plan, the Wetherby
line would cost 340,0001., with the necessity of another branch,
costing 250,0001., which, with another 50,0001. for the anticipated
contingencies, would make the cost of the whole line about 640,0001.
According to Mr. Cope, who was allowed by Mr. Sergeant
Wilkins to be a man of the greatest ability, the return
would be 88,4641. a year. Mr. Cope had stated that
all the traffic which he hadrestimated had been invariably doubled
by experience, which sufficiently showed the moderation of that gen-
tleman's computation. There was no residential property whatever
interfered with, and there was one universal feeling among the
tenantry in favour of this line. With respect to petitions, the
promoters were the only parties who had given any ana-
lysis of this petition, and on the most severe cress-
examination it turned out that this line was decidedly the beat, and
most decidedly approved of by the people of Leeds. He had shown
that this was the best line, that; the estimates were sufficient, that
the traffic was likely to remunerate the shareholders, and that a
great public benefit would arise from its construction.

Mr. HILDYean, in reply, would not recapitulate all that had been
stated. He wished to draw the attention of the Committee to the
evidence of Mr. Swanning, an engineer of great eminence. The
Learned Counsel then went through the evidence of that gentleman,
showing that the Leeds and North Midlands Junction line, which
goes through the valley of the Cop, is the natural outlet
of the country, while the route of the Leeds and York line
had been selected simply because it was only left after the
best line had been taken. And further, this route had been
formerly rejected. The North Midland junction was in direct com-
munication with the stations at York and Leeds. Mr. Hudson had
expressly stated that although he proposed to shorten the communi-
cation, yet the bulk of the traffic would still go by the present line.
That gentleman has stated that the traffic was a trifle
under 21,0001. between Leeds and York ; and this was the
fact, notwithstanding all the assertions of Mr. Cope. The
Learned Gentleman then weut into the peculiarities of the other
lines, and stated that the direct line would traverse five different
railways with which it had no connexion whatever, and was con-
sequently an Imperfect line. The objection which had been made
as to the crowding of the line was about to be obviated by the York
and North Midland Company constructing a line to draw off the
Hull traffic. There was really no opposition, and though he
could not go into all the circumstances, he believed the Committee
would be satisfied that the York end Worth Midland Junction
was the best line. One thing he might say in their favour. It
appeared on the returns to the Board of Trade that there had been
fewer accidents on the line owned by this Company than on any other
in the country. _ _

The room ;vas then cleared, and on the re-admission of parties,
The CHAIRMAN declared that the preamble of the York, North
Midland, Leeds Extension Bill was proved, and that the preambles of
the York, and the Leeds, York, and Midland Junction, were not
proved,

GROUP XLIV.
(Continued from our Afternoon Edition.)

LIVERPOOL, MANCHESTER, AND NEW-

CASTLE-UPON-TYNE JUNCTION.

It appeared that the arrangement made by the parties to the two
projects, with respect to the Hawes branch, was, that it should be con-
structed by the Liverpool and Newcastle Company.

YORK AND CARLISLE-YORXSZER,Z AND
GLASGOW UNION.

It will be remembered that these Bills, which were originally com-
peting with one another, and were amalgamated in the course of last
week, were again called on as soon as the Liverpool and Newcastle
was disposed of. The usual formality of adjusting the clauses was
about to be proceeded with, when

Mr. TALBOT raised] an objection to the amalgamation (a matter
which had been generally considered as settled). He said he was
obliged to "forbid the banns"—(A laugh)—of the couple who were
about to enter into the holy state of matrimony. He had discovered
that that " loving swain," the York and Glasgow, was not possessed
of funds sufficient to defray the expenses that would be entailed
by the union. In short, the York and Glasgow Company had only
5 per cent. on their required capital, with which sum they were to
go before the House of Lords. Now the York and Carlisle Company
had 10 per cent. OR their capital, and if the companies were amalga-
mated, this sum would be applicable to the purposes of the Yorkshire
and Glasgow Railway, the unfairness of which was manifest. The
lines must not, therefore, be united unless a clause were inserted
securing the application of the York and Carlisle funds to the York
and Carlisle Railway.

A long discussion here took place, and ended in a resolution being
proposed to the effect, that a clause should be inserted in the Bill,
whereby both parties should be pledged to an equal contribution of
funds, and an appropriate application of them.

This resolution was adopted by the Committee, and the clause will
be inserted in the Amalgamation Bill on Monday, till which day
the further consideration of the case was postponed.
It is to be hoped that the objection to the " banns," raised by Mr.
Talbot, will not be fatal to the hopes of the " loving pair," and that
the union, though delayed, will not be prevented.
CLITHEROZ 317NCTION.

This adjourned case was next proceeded with.
Mr. Errington, the engineer (who in this case is In partnership
with Mr. Cowley and Mr. Gooch) gave evidence in corroberation of
the statements of those gentlemen, as far as they referred to the case
of Mr. Taylor. He pointed oat the fact that the model (which was
fully described in The Sun of Wednesday), being on a vertical scale
double the horizontal, gave an exaggerated representation of the
scene, which casts no imputation upon the parties, it being admitted
that the misrepresentation was not intended to deceive.
Mr. Thomas Greenwood gave evidence, with some statistical de-
tails, as to the amount of traffic that might be expected upon this line,
and the relative merits of this and the Blackburn and Clitheroe (the
competing) line. The passenger-traffic on this line would be treble
that on the Blackburn and Clitheroe line. There would be 1,622 tons
more coal per annum passing over this than over the Blackburn and
Clitheroe line, and 9,953 more workmen employed.

. . -
Mr. BAINES, on the part of the Blackburn and Clitheroe, said he
should wish to see the tables on which those calculations were
founded before cross-examining the witness,
Copies of the tables were handed to Mr. Baines, and,
It being now fear o'clock, the Committee adjourned, Mr. Baines
postponing his cross-examination till their next meeting.
They adjourned till Monday at twelve o'clock.

GROUP LV.

The Committee met at one o'clock in No. 11 Committee-room ;
Mr. Shaw, the Recorder of Dublin, in the chair.

The following Bills are comprised in this Group :

1. Manchester and Hyde.
2. Sheffield, Ashton-under-Lyne, and Manchester (Whaley-bridge
and Hayfield branches).
3. Sheffield, Buxton, Leek Potteries, and Crewe.
4. Manchester, Buxton, Matlock, and Midland Junction.
5. Cengieton and Crewe.
6. Manchester, Sheffield, and Midland Junction.
7. Sheffield, Ashton-under-Lyne, and Manchester (Dukentield and
Glossop Branches and Sheffield Junction).
After considerable discussion the Committee expressed their inten-
tion of first proceeding with
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