The Sun.
London, England, 1845-05-17 00:00:00

facility were afforded. The average number of cattle which
passed down the Clyde-road from the Glasgow market was from
200 tr, 300 a week; and a great quantity also went along the
Carlisle road. Travelling by road injured the animals mate-
rially, and sometimes deteriorated from their price in the
no The witness further stated, that from his know-
ledge of the trade he considered there was a large and in-
creasing traffic between Lanark and Glasgow. He had
also furnished the information to Mr. Pare, from which
that gentleman had prepared the tables of cattle traffic, and
was satisfied that they were generally correct, and afforded
a fair estimate of the extent of the present trade.
Several other witnesses were examined, who all gave cor-
roborative testimony to the foregoing evidence, and with
their statements the proofs for the cattle traffic were con-
cluded.—The Committee then adjourned.

Group E.
THE NEWCASTLE AND BERWICK LINE.
The Committee, this morning proceeded to hear the evi-
dence of 111 r. Stephenson, engineer, in favour of the New-
castle and Berwick locomotive line of railway. He stated
that on a single line of locomotive railway there would be as
much likelihood of accidents as on an atmospheric line, if
the points and crossings were not attended to. Nothing could
be inure dangerous than siding rails; there were several acci •
dents from them on the Birmingham line, in consequence of
which they had to be done away with altogether. There was
no arrangement existing on a single line which he considered
exempt from danger. Mr. Cubitt's plan, he was of opinion,
would not obviate the danger which might occur. The
meeting points which he proposed to adopt en the Newcastle
and Berwick lines would not lead to any danger. In his
judgment, the Northumberland line of railway, as repre-
sented, could not be worked with any degree of convenience
according to the locomotive system. It was capable
of being traversed by a locomotive engine, but no
engineer would lay down such a line as Mr. BrunePs for that
purpose. As to the comparative expense of workinc, the
lines, that of the atmospheric line would exceed that of the
locomotive line of railway. The annual expense of the
Newcastle and Berwick line, including the interest of the
money to be expended in carriages. &c.. would amount to
47,5001., that of the Northumberland line, including the in-
terest on the carriages and depreciation, the patent rights,
and the expense of tanks, would be 48,7501.
On cross-examination by Sergeant WitAziGnAm, he said
that there should be, according to the atmospheric system,
25,000 cubic feet of a tank, which might be formed fifty feet
square and ten feet deep. In order to make it air-tight there
should be 1,200 tons of weight placed on the masonry. He
estimated that there would be 71 per cent. on the expenses of
carriages on the Newcastle and Berwick locomotive line.
There would be six passenger-trains each way. The sum
of the resistance for a train passing at the rate of 50 miles
an hour would be 1,920 pounds, 46 pounds per ton ; the re-
sistance for a train passing at 55 miles an hour would be 56
pounds per ton. On the atmospheric line the resistance for
a train passing at the rate of 28 miles an hour would be 13
pounds per ton, making 52 pounds per ton at the rate of 56
miles an hour, not including eight pounds per ton for
friction. Up to a certain limit the resistance
varied according to weight. Supposing a passenger-
train to be under forty tons weight, the atmospheric resist-
ance to that train varied directly as to the tonnage. Both
bulk and weight ought to be elements of consideration, but
they had not had experiments by which they were ascer-
tained or discriminated. What he meant by tonnage was
bulk assuming an average specific gravity. The variation of
the resistance depended upon the angle in which a head-wind
struck the train, and according to the surface which the first
carriage presented. As a general law a carriage of lead and
a carriage of feathers would meet the same resistance. The
variation depended on the velocity at a given weight, but at a
given velocity of 28 miles an hour, the atmospheric resistance
varied according to the tonnage. The witness then pro-
ceeded with the details of the experiments made on the
Kingstown and Dalky Atmospheric Railway. After which
the Committee adjourned.

Group X.
LONDON AND YORK RAILWAY.
(Continued from our A terooon Edition of raterday.)
Dr. Hall, and Mr. Evelyn Denison, ALP., bore testimony
to the advantages that would accrue to other towns by the
formation of the proposed line.
Mr. White, who described himself as a farmer, surveyor,
collector, auctioneer, bone dealer, baker, and about six other
trades, lived at East Retford, and knew the district well. He
was sore the London and York line would be beneficial to
the country through which it would pass.
After some further evidence,
The Committee adjourned until to-morrow.

BANK OF ENGLAND.
(From last Night's Gazette.)
An Account, pursuant to the Act 7th and Bth of Victoria,
cap. 32, for the Week eliding on Saturday, the 10th day of
May, 1845.