The Sun.
London, England, 1845-05-10 00:00:00

COURT-PASITIONA.BLE.

It is now understood that the Queen and Prince Albert wilt
leave town for the Isle of Wil:ht this day. Iler Majesty will
only remain two or three days at Osborne, during which time the
Lightning, steam tender, Master Commander Pettey, will be in
attendance.

Madlle. d'Este has arrived at Cheltenham from a visiting tour.
It is expected that the Caleiloaian fancy dress ball will take
place the first week in June under the same distinguished patronage
as former years.
The Duke and Duchess of Hamilton had a dinner party on Thurs-
day evening, the company being invited to meet the Dowager Grand
Duchess of Baden. There were present the Duke and Duchess of
Somerset, Lord and Lady Seymour, Lord and Lady Claude Ha-
milton, the Earl of Orkney, the Right Hon. H. Pierrepont, the
Marquis and Marchioness of Douglas, &c. The Earl of Angus and
Arran has received the names of William Alexander Louis
Stephan, the two latter being after his august relatives the
Grand Duke of Baden and the Grand Dowager Duchess Stephanie
of Baden.

The Bishop of Exeter has arrived at the Episcopal Palace from
town.

Lord Mostyn, Hon. E. M. Lloyd Nfostyn, and Lady Harriet
Mostyn, have arrived at Parkgate, Cheshire, where the Noble Lord
and family purpose making a short stay.
Mr. Rutherford, M.P., and Mrs. Rutherford left Farrancea's
Hotel on Wednesday for Edinburgh.
Lady Elizabeth Elliot has arrived at Lord John Russell's resi-
dence in Cheshamplace.

•
The Earl and Countess of Haddington have left town for Oxford.
shire.

MISCELLANEOUS.

On Sunday last fourteen persons read their recantation from the
Church of Rome, and received the sacrament according to the rites
of the Church of England, in St. Andrew's Church, Dublin.
The foundation-stone of a new church, Woolwich, to be named
St. John's, was laid, at two o'clock, P.M., on Wednesduy, on a
piece of ground granted by the Board of Ordance, and situate on
the south side of Wellington-street, opposite Brewer-street. The
Rev. W. Greenlaw, rector of Woolwich, laid the stone.
The Dutch stemr-ship Batavier, which arrived at the St. Ka-
tharine's steam-wharf on Wednesday evening, from Rotterdam,
had on board 68 oxen and cows, which were pronounced to be free
from disease, after the usual examination had taken place, and de-
livered immediately, in addition to 55 packages of fish of various de-
scriptions, 24 cases of eggs, about '270 packages of butter besides
cheese, and other articles of Dutch produce, for consumption here.
The General Steam Company's steam-ship Earl of Liverpool also
brought from Ostend 14 cases of poultry, and a large quantity of
butter, eggs, &c. On the same day, no less than eight vessels
reported at Liverpool as arriving from the island of Ichaboe,
bringing between them 3,530 tons of guano ; and one vessel had
also 6 tons of skins of the penguin, with which bird the Island is
swarmed, and which is understood to be the cause of the bland
producing so extensve a supply of this novel description of article
for the purpose of manuring land.
The ninth annual meeting of the friends and supporters of the
Church Pastoral Aid Society was held at Freemasons'-hall, Great
Queen-street, Lincoln's Ino.fields; the Right Hon. Lord Ashley,
Vice President, in the chair. On the platform were several dig-
nitaries of the Established Church, and the body of the hall was
occupied by a large auditory, composed chiefly of ladies. The
Secretary read the report, from which it appeared that since the
establishment of the Society the receipts amounted to 1.0,4261.,
an the income for the past year was 9.'2,0001., while the expen-
diture exceeded 12,0001. Several resolutions to forward the So-
ciety were agreed to.

In the northern counties, during the last eight or ten days, a
great deal of rain had fallen daily, and on Sunday last there were
several heavy hail showers, with a cold northwesterly wind.
Since Tuesday the atmosphere has been somewhat milder; still the
rain continues to fall up to this day (Wednesday). Should the wea-
ther now become genial and warm, the crops of grass both sown and
meadow will be abundant and heavy. The oat crops have made
their appearance out of the ground, and look remarkably well and
thriving ; and so does the wheat, which, in many districts, has
already grown too flush, and is kept back by putting live stock
upon it.

NATIONAL ANTI-CORN-LAW
LEAGUE FREE-TRADE BAZAAR.

The Great Free-Trade Bazaar, in Covent-garden
Theatre, was crowded during the whole time it was
open yesterday, and the visitors seemed asto-
nished at the variety and value of the ar-
ticles collected together in this great exposition
of national industry, and delighted w ith the
excellence of the arrangements which enabled them to
view the multifarious contents of the Bazaar without in-
convenience. During the course of yesterday, as of the
previous day, the Messrs. Ilarrison of Manchester per-
formed several popular airs on a rock harmonicon which is
placed in the bazaar, and the tones of which are the most
exquisite we ever heard—as clear and as beautiful as those
of the musical glosses, and infinitely more powerful. he
tones of this harmonicon could be distinctly heard in the
remotest parts of the theatre, and the execution of the
performers was iiiost brilliant. Every lover of music
should visit the Bazaar to enjoy the treat of listening to
the performances on this rock harmonicon.

ANOTHER COLLISION OFF TIIE EDDYSTONE.—On
Wednesday afternoon, the 7th inst., at two o'clock, when about
four leagues to the SS. W. of the Eddystone, Jasper Burt, the
skipper of the trawling sloop Reindeer, descried a large East India.
man coming down Channel, with topmast-studding.sails set,
having the wind from N.N.E. It is usual with fishermen to corn.
municate with outward bound ships, and accordingly Burt and one
hand went into their boat to ascertain if the commander wished to
send anything ashore. They pulled about four miles before joining
her, and were at first dismissed, but when about half a mile off re-
called, to convey to the post-office a letter which the clerk went
into the cabin to write. While waiting alongside they informed
an officer (supposed to be the captain), that the sloop had her
trawl-net down, and that it was therefore necessary to be cautious
in approaching her. However, notwithstanding this caution, and
although hailed by John Hill, who, with the boy was left in charge
of the sloop, the helmsman ran the ship so close that her studding.
sail boom took the Reindeer's peak halliards, and this bringing her
up the ship's foreyard caught the leach of )ter mainsail,and top.
ping.lift and carried away her boom and gaff. Her tafTrail, two
stern timbers, and knees, and part of mainrail and bulwark are
damaged, masthead gone, mainsail torn, and gafflopsail past repair,
besides other injuries. Hill and the boy first ran below to avoid
the falling wreck, but, fearing she might go down, got on board the
ship. Burt and the other hand in the boat let go immediately
lest they should be crushed between the vessels. The seamen cut
away the wreck, and the fishermen, finding their sloop did not
sink, went aboard. A sudden squall of heavy rain came on, and
the ship, which is called the Robert Small, pursued her voyage.
The Reindeer was with some difficulty brought into Plymouth.
The Robert Small is said to belong to Messrs. T. and W. Smith, o f
London and Newcastle, 745 tons register,
last from rortsmouth,
awl bound to the Last Indies,

RAILWAY CO:iLMITTEE3.
(YESTERDAY.)

Group Q.
NORTH WALES RAILWAY.
(Contidued from our Afternoon Edition of yesterday.)

Mr. Daniel Breese, solicitor for the Bill, was then examined as
to the traffic anticipated on the line. It appeared from this wit.
Hess that the yearly t umber of passengers calculated to pass along
this district was 64,334, which was a daily average of 413 per day,
and would mount to 125,000/. per annum. The states and mine;
rats were calculated at .223,004 tons, producing 27,875/. ; live stock
at 60,026, amounting to 3,001/. ; miscellaneous goods, 4,489 tons,
amounting to 5601. ; and f n ign goods that were likely to be landed at
Purtilynllaen fur Manchester and the inland parts of Lancashire,
at 20,000 tons, amounting to 2,500/. This witness proceeded at
great length to detail the sources of traffic and its amount which
was expected en this line, with the modes which he adopted to
come to such conclusion.

Other witnesses were then exiimined as to the assents and dis-
sents of the owners along the line, and the number and character
of the shareholders. This closed the evidence of the promoters.

The CHAIRMAN wished to examine Sir John Rennie as to some
of the engineering points, on which he was not entirely sa:isfied,
before the Committee came to a decision on the preamble.
Mr. CALNLirr was sorry that Sir John Rennie was not in at.
tendance (he being at present engaged esewhere on other rail-
ways), but had he imagined that his presence would have been ne-
cessary he would have had hint in attendance.
The room was then cleared, and on our re-admission
The CHAIRMAN announced that the Committee had come to the
resolution of pcsponing the further cc nsideration of this Bill till
Monday, the 26th inst., when they expected the attendance of Sir
John Rennie, to give evidence on the points referred to.

NORTH WALES MINERAL RAILWAY.
Sir WALTER RIDDELL, on behalf of the promoters of this Bill,
explained its objects, and the necessity which existed for its for.
minion. Last year a Bill had been passed for the construction ot
a line from Chester to Wrexham, and this year a Bill had been
moved for another line from Shrewsbury by Oswestry to
Ehuabon, and the object of this line was to con.
met the two lines, and thus maintain a complete
line of connexion between Shrewsbury and Chester, the
line to commence at Wrexham, and to join the Shrewsbury and
Oswestry line at a village called Cefn Mawr. The branch would
be about six miles and a quarter in length; there would be two
tunnels on the line—one of 396 yards, and the other of :220 yards.
There was no great engineering difficulty on the line. The cost
of the main line would be 105,1:501.

Mr. 11. Robertson, the acting engineer of the railway, was next
examined.—He deposed to the correctness of the statements made
by counsel in opening the case as to the favourable nature of the
ground through which the line was to pass, the comparatively easy
and inexpensive nature of the works which would be required, and
the competency of the amount estimated to complete the line. He
also referred to the advantage which would be conferred on
the district by this line (-Telling up the valuable coal fields of
Rhuabon and Wrvxham to Chester, Birkenhead, and Liverpool en
the one side, and to Shrewsbury and the different towns in Shrop-
shire on the other.

The Committee then adjourned till twelve o'clock on Monday,
the 26th inst.

Group X.
LONDON AND YORK RAILWAY.
(Continued from our Afternoon Edition of yesterday.)

Mr. Palmer was subjected to a long cross-examination, bu
nothing material wai elicited.

The— Committee then proceeded with similar evidence with
respect to Newark. Several witnesses, tradesmen in the town,
were called, and they stated that the proposed railway would be a
great advantage to them.
The Committee then adjourned to Monday week.

Group V.
NOTTINGHAM AND LINCOLN LINE.

The evidence of Mr. Itastrick (in continuation from our Afternoon
Edition of yesterday.)

. ,
Cross-examined by Mr. MAcAuLay—By his proposition a gradient
1 in 100 would be required, and that would entail an expense et

1,0001. per annum for an assistant engine at Nottingham. This
gradient was certainly objectionable, if it could possibly be avoided,
especially in the cave of heavy trains. If he were called on to lay
out the line, he should certainly propose to cross the Flood-road at
the level. He did so propose in a line of his own at 'Worthing,
but the House of Lords compelled him to build a bridge.
Mr. Wood, architect and surveyor of Nottingham, was called to
give evidence corroborative of that given by Mr. Itastick. The
witness also from his knowledge of the country was enabled to
speak of the traffic on the Trent Navigation Canal, none of which,
he thought, would be transferred to this railway in the event of its
being formed. . _

James Fenton was of opiuion that it was perfectly practicable to
work single engines on gradients of lin 150. He had done so on
the Manchester and Leeds line, and the inclination on the Edin.
burgh and Glasgow line on leaving the station at the latter city was
1 in 42.

The witness was under examination at four o'clock, when the
Committee adjourned.

(Group B.)
THE WEST YORKSHIRE LINES,
(Continued from tour Afternoon Edition of yesterday.)

. •
Mr. KNOWLES called evidence to prove that tie line would
seriously disfigure an estate in the valley of the Calder, called the
Pyeness Park.
Sir G. Lewis adduced similar evidence on behalf of the Low-
more Iron Company, and Mr. GURNEY on behalf of Colonel Tem-
pest, whose family it was stated had been the owners and occupiers
of Tonge Park, for a period of upwards of 700 years. Counsel
also appeared to oppose the line, on behalf of the Bradford Sur-
♦eyors of the Highways and the Bradford Canal Company.

. - .
Mr. HILL then proposed that counsel on either side should say
nothing in reply, but pair off.
Mr. TALBOT accepted the proposal of his Learned Friend.

The room was then cleared, and the Committee having
deliberated for upwards of three-quarters of an hour, strangers
were then re-admitted.

The CHAIRMAN then announced that the preamble to the Leeds
and West Riding Junction Bill had been proved, and the Committee
had determined to negative the West Yorkshire line.

Group N.
WEST CORNWALL RAILWAY.
(Continued from our Afternoon Edition of yesterday 1

Captai❑ Moorsem was examined at great length by Mr. Rowe

—His evidence went to show that the line beween Trur• and
Itedruth, seven miles, would have steep gradients. In one place
they were lin 22 ;at other places 1 in 26 and 1 in 40. At
the other portion, five miles and three quarters, the ruling gra.
dient would be 1 in 50. The trains would in weight average
from 20 to 25 tons ; the weight of the engine and tender would
be from 14 to 15 tens. On those gradients the speed
would average thirty miles an hour. The rate of
speed on the steepest gradient would be twelve
suites an hour. The whole line, including branches, would
be twenty.three miles and a half, and the expense of construe.
lion would be about 6,7001. a mile. Eleven miles and a half
would be worked by atmospheric traction, and ten miles and half
by locomotive power. The expense of constructing the loco-
motive portion would be between 2,300/. and 2,400/. a mile.
At some portions a double line would be laid down,
and the expense, as a matter of course, would be con.
siderably increased—nearly double that of the singe line.
With respect to the atmospheric portion of the line, the cost of
construction would be 2,0001. a mile ; where a double line was
laid down 1,3001. more. This would be distinct from the atmos-
pheric apparatus, which was not included in the 180,0001., the
estimated expense of constructing the line. Arrangements, he
believed, had been made for laying down the apparatus. He would
allow 3,3001. per mile for the atmospheric power. The charge for
the use of the patent, he believed, was 5001. a mile. That expense
would not inc►ude the engine-houses and the engines.
The witness was examined on ruieuto details respecting the
atmospheric system in connexion with the line, also with respect
to the locomotive portion. Ills general evidence went to show
that the line would be constructed in accordance with the late, t
improvements, not beyond the usual cost for such vast undertakings,
in which the public safety would be carefully attended to, and with
advantage to Cornwall.
Mr. AUSTIN, on the part of the promoters of the Bill, said he
understood from Captain Moarsom that he would carry the line off
Mr. Thomas's property, and within the limits of deviation. On
these grounds he held that Mr. Thomas could not maintain his
locus standi as a petitioner against the Bill. He therefore took
that objection to the course he was pursuing, and should request
the decision of the Committee upon ir. The Company were by
this opposition to their scheme put to considerable expense, while
they were willing to meet the views of the petitioners.
The Committee expressed their willingness to go on with the in.
quiry until five o'clock, if the matter was likely to be decided
within that time.

At the suggestion of Mr. AUSTIN, Mr. Macaulay left the room
for the purpose of consulting the Speaker on the subject of Mr.
Thomas's right to oppose the Bill, after the offer which had been
made by the Company.

On his return he said the Speaker was of opinion that the locus
slaudi of Mr. Thomas was not lost, and that he had a perfect right
to continue his opposition.

After much conversation it was arranged that the Committee
should adjourn until Tuesday, the 20th inst.

Group E.
NORTHUMBERLAND ATMOSPHERIC RAILWAY.
The Committee at its sitting came to the determination of ad.
journing the consideration of the Newcastle and Darlington. At
the request of the Chairman, Mr. Cubitt, said that he would en-
deavour to get a diagram ready, showing the manner in which it
had been proposed that different trains running on a single line
should stop or pass each other, and lay it before the Committee in
the course of the day, in order that the cases now before the Com-
mittee should be brought to a conclusion this week.
Mr. Fawcett, chemist, of Gateshead, on examination by Mr.
Sergeant WRANGIIAM, gave instances in which the proposed viaduct
would be productive of serious danger, especially as Dean-street,
through which it would pass, was a very great thoroughfare. The
feeling of the people at Gateshead was decidedly against the New.
castle and Berwick line, as they were now convinced from the re.
post of the Committee of the superiority of the atmospheric system.
Cross-examined by Mr. lIILBYARD—In witness's ',Onion the
height of the viaduct would not tend to diminish the danger of acci-
dents.

Mr. Robson, a member of the Town Council of Gateshead, was
examined, and corroborated the evidence of the former witness.
On being cross-examined, he stated that a resolution had been pro-
posed by the Town Council of Gateshead in favour of high level
bridges.
Mr. Busby was called to prove that the feeling of the inhabitants
of Alnwick and that district was favourable to the Northumberland
atmospheric line.
The traffic tables were then put in, and Mr. Kennedy stated
that the case for the promoters of the Bill was closed.
AUSTIN,n behalfhaving
of
h
betene
landholder,ierm fortheyw
hCommitteeoinh
e appeared,t
ad-
dress)ir. them on
against the proposed Northumberland line, produced a general
plan of the line, and pointed out the circumstances under which
apainful interference would take place with most valuable
property. The line between Ilawick and the sea shore.
which would hare Leen a practical level, had been rejected because
it interfered with one estate ; but now the inconvenience would be
felt one belonging to Sir Matthew Ridley and the
other bery two estates,
Braidling. In order, then, to avoid injuring one
property they were now called upon to inflict a serious injury on
two. The injury would be sufficient to preclude the adoptiou
of the atmospheric line. The railway trains, according
to that plan, would pass within earshot of two houses
on Mr. Brandling's property. The injury would admit of no
locomotive
compensation,
line would
btuht.
tt haeli
not
tibthiejeuvrpeyru); done r boy t
ot ht eh e
ifro rm
estates a t io ofv
ht
ne
posos of railway communication
couldmitt eeb
we
°et? effected
tbythe sanction t
iie laterfosyrmstaetmio,nhoef
a trruasitledwathuathtichhe
would
inflict such serious injury on the owners of these
estates. The
Learned Counsel then produced several drawings of the grounds
and houses alluded to.
Mr. J. Dobson, architect of Newcastle, the Rev. R. Brand-
hng, and Mr. Turner, the steward of Sir Mathew Ridley, were
then examined for the purpose of showing the serious injury
that would accrue to the estates of Mr. Brandling and Sir
Mathew Ridley, if the proposed line of atmospheric railway
were adopted. After which the Committee adjourned.

Group DD.

THE CALEDONIAN, AND GLASGOW, DUMFRIES, AND

CARLISLE RAILWAYS,
Mr. Baird's examination (continued from our Afternoon Edi-
tion of yesterday—lf the railway were made, the quantity of lime
brought Into the district would be increased to 10,000 tons every
week. The expense of conveyance from Netherwood to Garthsherrie
would be Is. 6.1. per ton. Thu want of suthcient lime
for agricultural thes was greatly felt in the neighbourhood
of Airdrie. His iron works were situated near the Castlecary
branch. tic was in the babit of studing large quantities of iron

to Grangemouth for shipment. He exported at least Els per cent.
of the iron made ; and a similar proportional quantity was sent away
by the other manufacturers in the district. At least 83,000 tons
of limestone were cotiStimed annually ; and the expense, in-
cluding carriage, from Netherwood to Garthsherrie was his.
6d. to 4s. ed. per ton. If the railway were constructed it
would tend to open up many mineral fields at present unexplored,
and he had no hesitation in distinctly saying that the line when
made would be generally of great public advantage.
Mr. John Miller, manager. of Lord Elphinstone's estates in
Ambernault, was next examined. He said the:neighbourhood of the
Castlecary brallich abounded in minerals of various descriptions.
There were great quantities of lime at Cumbernault, of two kinds,.
that were sold for 3s. ed. to 4s. 6d. per ton. Ironstone was occa-
sionally used for smelting purposes, particularly at the Carrots
Iron Works, but it was not sent to Garthsherrie, because there
was no direct means of conveyance. If a railway were made
ironstone would be taken in considerable quantities. Ihe
Castlecary branch in conjunction with the Scottish Central,
will form the best and most direct communication between
Grangemouth and Coltness. The present price of burnt lime was
Ss. per ton, but it could be sold at a cheaper rate if the railway
were constructed, and at least 15,000 tons yearly would he sent
north from Cumbernault. The quantity of grain consumd an.
nuahy in the district of Airdrie amounted to 14,561 tons,
the principal p: rt of which was brought from Stirling
and Falkiik. A very large number of potatoes were also
sold in the neighbourhood of Airdrie, amounting annually
than 8,000 to 10,000 tons annually, and of this amount .2,000 tone
were sent from the north. Another article of produce of great
consumption in the district was turnips, which were conveyed from
the north to the extent of 500 tons every year. The further evi.
deuce of this witness was merely corroborative of previous state.
meats.

Mr. Bruce, paper-manufacturer, at Leith, was then called.
The quantity of paper which he manufactur. d in the course of the
year was 300 tons. There were eight other paper manuflie'oried
in the neighbourhood, and the quantity produced by these
amounted to 2,000 tons annually. Coal was extensively used in
the different factories, and the price when delivered at the canal
side averaged from fla to 10s. 6.1. per ton. Gas coal was alsJ con.
turned to a large extent, and its present price was ss. per ton at
the p is mouth, the cost of cartage from which was 17s. per ton,
which amounts, added together, would give a result of 225. per
ton—the present price of the coals. lf, however, the coals were
brought by the Edinburgh branch of the Caledonian Railway, the
cost would be considerably reduced. All the manuf.cturers
would consume more coals, if they could be procured at a
cheaper rate. The produce of the paper would also be greatly
increased if more facility was afforded. The paper-works were
for the most part carried on both during the night and day. Rags
and old ropes used in making the different kinds of paper were
principally brought from Ireland by sea, and they could be pro.
cured at a much cheaper rate if there was a better and mote direct
mode of conveyance.

Mr. lloldsworth, cotton.spinner at Glasgow, the next witness.
stated that he could concur generally with the evidence which bad
been previously given, and was distinctly of opinion that the majo-
rity of the mercantile community of Glasgow was in favour of the
Caledonian Railway.

M. Hill, paper manufacturer, gave concurrent testimony to
:bat given by Mr. Bruce.

The Committee adjourned till twelve o'clock •n Friday, the
sth instant.

Group F.

LONDON, WORCESTER, and BIRMINGHAM RAILWAY.
The examination of Mr, Richard Greaves (continued.from our
Afternoon Edition of yesterday.)

Cross-examined by Mr. COCKBURN—The Moreton Railway, at
present in connexion with Stratford, had been purchased, he be-
lieved, by the Great Western Company, conditionally on their
getting their Bill. He did not think, however, it could be applied
to the purposes of the broad gauge.
Be-examined by Mr. HOPE—The London and Birmingham
bad made a similar conditional purchase of the Moreto■
and intended to carry it forward so as to connect Stratford with
Tring.

Mr. William Caylis, corn and coal dealer and farmer at Ban.
bury, examined— He farmed about 170 acres of land. The quart.
City of coal used in the town and neighbourhpod was about 60,000
tons. It was derived principally from South. Staffordshire ; a small
portion came from Hawley. The carriage from South Stafford-
shire was Ss. per ton; that from Hawley, which was 57 miles dis-
tant, was a halfpenny per ton per mile. The corn trade of the
town was also considerable. About 35,000 quarters were sent
from the neighbourhood principally northwards. Birmingham
was the market to which dealers generally went. The feeling of
the inhabitants of Banbury was at present decidedly in favour of
the narrow gauge. If the wide gauge was carried out as pro-
posed to Rugby, great inconvenience would be created in the car.
rlage of coal by the breakage in the gauges.
Mr. Robert Peel, of Banbury, generally confirmed the evidence
of the previous witness.
Sir. William Ward, of Oxford, said he was a dealer in coal. The
consumption in Oxford was about 50,000 tons. The coals were
derived from South Staffordshire, Leicestershire, Derbyshire, and
Somereetshire. A considerable portion was from the north, and
brought by canal. The average price at present was per ton.
There was very little through going traffic at Oxford.. The heads
of the University were in favour of the Great Western scheme;
but the popular feeling was with the narrow gauge. if they bad
the broad gauge to the south and west, and the narrow gauge to the
north, it would be all that they required.
Mr. Robert Houston, of Gloucester, said he had been fifty
years in the employment of Messrs. Pickford and Co.. the extesi.
sive carriers. One of the chief advantages of the narrow gauge
was, that small quantities of goods could be sent long distances
without being disturbed, the carriages required being so muck
smaller than those employed on the broad gauge. Great delay often
took place at Gloucester in taking goods from one gauge on to the
other, so much so, that parties often preferred using canal, it being
found equivalent in point of time. As an instance of this delay, a
quantity of fish, lately sent from Bristol for the Birmingham market,
that lett at half-past six o'clock on Saturday morning, did not reach its
destination till the market was over (half.past ten o'clock) in the
evening, so that the fish had to lie over Sunday, and could nut be
sold, except at very depreciated prices. The parties who sent the
fish were now seeking to recover 101. for the damage done. He
censidered the best points for the break between the two gauges -
would be Bristol and Oxford.

Mr. W. Harding, manager of the Bristol and Gloucester Railway.
which was a broad gauge line, he considered Bristol a better posi-
tion than Gloucester, as there was much less through traffic at .
the former than at the latter place. As a proof of this, while
during a week they shifted at Gloucester 470 tons from one line .
to the other of thrcugh going traffic, they only shifted at Bristol
on to the Great Western line thirty-six tons. Birmingham and
Wolverhampton had an immense amount of through going traffic
which would require shifting, while Bristol and Oxford hal
very little. Nearly all the traffic at the latter places was ter.
minal. Ile considered Oxford a touch better point for a break in the
gauges than Wolverhampton. The narrow gauge was connected
with 12,000,000 people, the broad gauge with about 3,000,000,
while 2,000,090 were unprovided for. He thought it much better
that this remaining 2,000,000 should be connected with the larger
than the smaller number. The number of miles of both gauges
already completed, in progress, or projected, was as follows. This
was including Scotland :