The Sun.
London, England, 1845-05-23 00:00:00

i.,VStritliNCE COMPALNIES.

Price,

23%
1355[

Dividend Amount
Name of Company. per of Paid. Price.
Annum. Share.
£ a. d. £ s. d.
Albion gj. jog. 500 0 0 50 0 0 72%
Alliance Brit. and For. G per cent. 100 0 0 11 0 0 20
Ditto iiarine... ...• 6/. per cent, 100 0 0 58 0 G%
Atlas ..... ..... . l3s. 6d. pr sh. 30 0 0 5 0 0 17
British Commercial 7s. per share 50 0 0 50 0 7
,Cleriel,lled..k Gen. Life 51. per cent. 100 0 0 210 1 6%
.County . 3/. 100 0 0 10 0 0
r 9s. and 3
40 0 0 5 0 0 10
j
E 6/. ss. bs.agle .. •• • . ........ 6s. 50 0 0 50 0 Eli
Economic Life .
I.&3osbs.
Eng. & Scot. Law Life 5/. per cent. 50 0 0 20 0 2%
European Life.- ••• • 5% per cent. 20 0 0 All paid. 20
Freemasons' .. .••• •- • • il. per cent. 20 0 0 a 0 0
Globe - 142
'Guardian .. ••••• • • • • • 5/. per cent. 100 0 0 36 10 0 501¢
Imperial Fire •••• • • • • 121. per cent. 500 0 0 50 0 0 200
Imperial Life......... 12s. 100 0 0 10 0 0 16%
Indemnity 211arine•-• IL sh.& be. 100 0 0 513 1 30
,Law Life .•.••• • • • • • • IL ss. 100 0 0 10 0 0 45%
:Legal and General Life - 50 0 0 20 0 6%
.London Fire .... ..... 10s. 25 0 0 12 10 0 15%
London Ship ..•...... 10s. 25 0 0 12 10 0 15%
Marine ...- ••••• • • • • • 5/. per cent. 100 0 0 15 0 0 10%
Med. Invlid& Gen. Life - 50 0 0 2 0 0 3
National Loan Fund.. 51. per cent. 20 0 0 210 0 2%
-National Life.... ..... 8/. per cent. 100 0 0 50 0 034
Palladium Life••••• •• • Si.per cent. 50 0 0 20 0 23. a
Phoenix . 195
Protector Life.... .• • • 31. p.ct. & bs. - -
51. per cent. 20 0 0 1 0 OIL .
Provident Life -• .. - - 11. ss. 100 0 0 10 0 0 242 s
Rock Life.- ...... - ..
Royal Exchange ...... 4s. 50 0 010 0 4%
niun Fire ......... ... 51. per cent. Stock. - 188
6L 10 - Ditto Life .......... -
11. 6:. Universal Life .• • 10%1. pr-cnt. 100 -0
-
6 15 0 14

XIOCICs.
•
Name of Company . per of Paid. Price.
Annum. i Share. £
a. d. 1Z s. d.
•-------.------
-----------------
:Oommercial •• —•• • • • per cent. Stock.
3/. —
East and West India... 514 pr cent. Stock. 1401
-London
11G
,East Country .... •• U. per sh. 100 0 0 2
4%1. pr cent. Stock.
'St Katharine .... ••• • 5 per cent. Stock.
108%
:Southampton • • 4/. per cent. 50 0050 0 0

24%
821/

2%
1%
4%
3%

LIST OF SCOTTISH CoNLIPANIES' PRICES.
Dividend Amount
Name of Company.' per of
Annum. Share. paid. Price
Bank of Scotland
100 0
Royal 'Sank of Scotland Cl. per cent. _ in° 0 0 174
Britifili Linen Company 81- per cent. too 0 nt) ~,,,.1118%
,Commercial Bank •• • • 61. per cent. 100 0 i-, --,7,,
_National Bank. .....
*Union Bank ofScotland 7341. pr cent. 50 0 0 si''
V.-4.stern Bank ••• • •
:North of Scotland Bank 61. per cent. 50 0 7%
Clydesdale Bank.. •• .. 61. per cent. 10 0 0 14N
-Eastern Bank ••• - • ... 3/. per cent. 15 0 0 11%
,ettledonian Bank
,•.E.linb.& Glasgow Bank 51. per cent. 5
150 0 14 M,
0 7%
City of Glasgow Bank . Si. per cent. 8
'Scottish Ins. Co. 51. per cent. 20 0 0 10 0 1
I' ercules Insurance Union Co. 71. per cent. 100 0 0 10 0 0 14% 4
1: isur. Co. of Scand.. 51. per cent. 10 0 0 All paid. 10
,yorth British Insur. • • 91. per cent. 200 0 0 10 0 0 27%
21
CI dedonian Fire Insur. 101. per cent. 100 0 0
10 0 0
:Et tinburgh Life Insur. 6L per cent. 100 0 0 10 0 19
Railwa
Et In. & Glasg. ySL per cent. 50 0050 0 0 63
)itto, 4 shares—. 4%Lpercent. 12 10 0 All PALL 15%,
Edl n.., Leith, & Grantn 20 0020 0 0 OSA
Glaiszw & Ayrshir Rail. 434Lpercent. 50 0 0 All Pail 62
Glasgle. & Greenck Rail. 2/. per cent. 25 0 0 All paid. 19 ,
Gleuw&Garnkirk Rail. 5/. per cent. 25 0 0 All paid. 371)4)
Duudee&Arbrothßall. Si. per cent. 25 0 0 All paid. 34%

RAILWAY COMMITTEES

(THIS DAY.)

Group N.
CORNWALL RAILWAY.

Mr. AUSTIN (in continuation from our Afternoon Edition)—How_
ever, they had to contend with the opposition of Lord Vivian, on
whose property, and near whose handsome residence at Glynn,
four miles from Bodmin, it was intended to lay down
the line. But he had no doubt they should be able
to effect an amicable arrangement with his Lordship,
The Hamoaze would be crossed by a.floating bridge of superior con-
struction to the one now there. At Falmouth Harbour it would
be necessary to carry the line across the arm of the sea, in order
that it might reach its destination. On their constructing
three docks there, to which they bad no objection, the Admi-
ralty would offer no opposition to that course of the line.
The Learned Counsel, after entering into various details as to the
advantages which would accrue to Cornwall from the construction
of the line, concluded by expressing his hope that the Committee
would pass the Bill. The following witnesses were then called :
Mr. Richard Broad,' Mayor of Falmouth—He said he had been
in business for twenty-six years, he shipped goods to Holland and
the two Sicilies. Falmouth was the most important port in the
west of England, and ships from all the most important parts of the
world with one or two exceptions came there. Nearly the whole
of the ships' traffic would be sent off by railway. The principal
articles imported were timber, wine, fruit, salt, corn,
and iron; besides the principal articles of general consumption
coals were cheaply imported from Wales by the Land's-end. The
principal exports were fish, tallow, copper, iron, steam-engines,
and other machinery, and their value, annually, was from 400,000/.
to 500,0001. Considerable expense and inconvenience resulted
from the present mod. of conveying goods to London and other
places, which would be removed by the construction of a line by
which railway communication to London could be effected.
Mr. Alfred Fox, a general merchant, said that the railway would
offer great facilities for the conveyance to London of fish and the
produce of that part of the country, including imports.
Mr. Carr, agent to steam-packet companies, having boats in the
port, gave similar testimony.
A number of other witnesses engaged in various occupa-
tions and of experience were examined, and agreed that
such a railway would be highly desirable ; that
cattle, merchandise, and goods were now conveyed
at a great expense and at a great loss of time, which would be ob-
viated to a great extent by a railway running through that part of
the county of Cornwall.
The Committee then adjourned till Monday.

Group EE.
DUNDEE AND PERTH (NORTH) RAILWAY.
(Continued from our Afternoon Edition.)

John Kennedy cross.examined by Mr. Pows—Anticipates to
inconvenience to the traffic on the river near Dundee from the
construction of the line. A single rail would occupy about five
feet, and considers the removal of the carts would be a serious
injury to the traffic on the quay.
Mr. ANDREWS here put in a letter from the Tidal Commissioners,
concurring with the requirements of the Board of Admiralty, re-
specting the construction of the bridge over the Tay. The letter
bore date of the 22d (yesterday), and was relied on by the Counsel
for the promoters of the line as favourable to them, inasmuch as
they were prepared to insert a clause in their Bill promising to
adopt the course recommended by the Admiralty.

James Kennedy —ls manager of the Modern Athens' Steam-
packet Company, on which the through traffic from Dundee to
Perth comprises at present 15,172 passengers, all of whom would
be lost by the formation of the projected line.
Mr. Miller, in continuation of his examination by Mr. HOPE—
The quantity of earthwork in the whole undertaking will be 30,000
cubic yards per mile, and the line being 501 miles in length, the
total earthwork required would be 615,000 yards, of which
120,000 yards would be through rock, at a cost of from Is. 4d.
to 2s. a yard, the remainder through clay at about
9 %d. per yard, the total cost'of which would be 34,5201. ;' the
width of cutting would be 40 feet, and the expense of masonry,
including viaducts, was estimated at 29,7771. There were
eight bridges proposed for the line, costing 230,0001.
each ; two of them lay over public roads. Hehad computed
the occupation road crossings at 6/. each, the turnpike-road
crossings at 1501. a piece. The sum for culverts (six in number)
would run from 751, to 1501. each. The cost of bulwarks (includ-
ing 12,000 yards of pitching) he computed at ss. a yard, and a wall
on top of them extending 6,300 yards at 1,2001. ; 18,5001. had been
put down for the aqueduct and river crossings. In the bridge over
the Tay 80,000 feet of timber would be required at 3s. 6d. per
foot, and 20 tons of ironwork at 30/. a ton. The expense of lay-
ing the road would be 10d. a yard, besides a total of 109,000 keys
at 4/. per thousand.

Thomas Story examined by Mr. FORSYTH—Is an engineer of
considerable experience, and is perfectly conversant with prices
of railroads. Has surveyed the whole of the line in.
tended for the Dundee and Perth Railway. Considers
the cost of the line, exclusive of minerals and their
compensation, would be 305,946/. 35., including 59,568/. 10s. Bd.
for earthwork and viaducts, 56,5661. for masonry, 101,113/. Is. 9d.
for permanent way, 33,6011. 19s. for land, 11,4651. 10s. for stations,
15,000/. for management, and 9:8,000/. for contingencies. The
quantity of earthwork would be 663,984 yards of clay and
251,266 yards of rockwork. Considers the estimate made by
Mr. Miller wholly inadequate.

Cross-examined by Mr. AUSTIN—Had personally surveyed the
line, but did not know on whose behalf. He had calculated 4,8981.
per mile for permanent way, including 111. a ton of iron for rails,
81. a ton for chains, Is. 6d. a cubic yard for ballast, ss. a cubic
yard for sleepers, 3s. 6d. a yard for fencing, 2s. a yard for laying
road, and 501. a mile for trespass.

The Speaker being here announced at prayers, the Committee
adjourned.

Group F.

LONDON, WORCESTER, AND SOUTH STAFFORDSHIRE
RAILWAY.
(Continued from our Afternoon Edition.)
Mr. James Boydel, examined by Mr. COeItBURN—Is an iron-
master at Oak Farm, near Dudley, and employs 1,500 men. Con-
sumes 2,000 tons of coals a week in the manufacture of iron.
Could work coals for sale if he had the means of rail-
way communication to take it south and west. The Great
Western line was decidedly the best line for his part of the country.
Had sold coals to a considerable extent at one time, but from the
great want of railway communication, it could not be continued
with advantage, and it was, therefore, given up. The broad gauge
would be the greatest benefit to the iron and coaLmasters. The
broad gauge would be of advantage for carrying large goods. As
an iron manufacturer had had orders for large boilers,
and was obliged to send them home in parts, and
men to put them together. On a broad gauge line they would be
able to sent them home in a finished state without the expense of
sending workmen. Saw the carriages just constructed by Mr..
Brunel at work this morning at the Paddington station of the
Great Western line. They answered admirably, the transhipment
was made without any delay, and from what he witnessed, he was
satisfied there would arise no inconvenience whatever in the ge-
neral workings of the gauge.

Mr. COCKBURN thought the Committee could not do better than
witness the experiment at Paddington. They would then see a
very important feature of the inquiry in practical operation.
The CHAIRMAN did not think that any practical good could re-
sult from the Committee seeing the experiment. He thought

it better that the parties on both sides should have their engineers
present, and their evidence before the Committee would be of great
value in explaining the nature of the carriage.
Mr. G. B. Thorneycroft examined by Mr. COCKBURN—IS an

ironmaster at Wolverhampton. Manufactures four hundred
tons weekly, and is connected with many large iron-
works in Wales. The Great Western line was the
least adapted for the iron trade of South Staffordshire. The broad
gauge was most undoubtedly the best for the carriage of minerals.
He liked the broad gauge best, because it carried the most
goods, and with the greatest safety. Thought the majority
of the ironmasters could not but give the preference to
the Great Western line, from the great accommodation

it gave. The transhipment of goods was u anaged iu
an experiment he witnessed that day at the Paddington station
without the slightest difficulty. It was done with expedition and
very little labour, and the goods were not injured, no. even dis-
turbed. The experiment satisfied him that no inconvenience
would arise from the change of gauge. No Act of Parliament
would set a fair rate of charges on a line of railway—
it was only to be done by a competing line. A competing line
would ensure eheapness and civility from the companies, and that
was what no Act of Parliament could do.

Mr. M. Graysbrook, examined by Mr. COCKBURN—Is an iron.
master and glass-maker at South Staffordshire. The Great Western
line was the best adapted for the trade of South Staffordshirei The
broad gauge would be best adapted to the trade of the county.
Had sent large quantities of glass by the narrow gauge, and had
lost much by the breakages, which very often occurred.
The damage was occasioned by the crates hanging over
the wheels of the narrow carriages, and coming in contact with
other carriages at stations. The motion of the narrow gauge was
so uneven that the shaking at times made the crates an entire
wreck. It sometimes happened that one crate of glass, worth 201.,
was entirely damaged, and no compensation had been given by
the railway company. The motion of the broad gauge would be
so regular that no injury could take place, though the carriages
would have a much greater weight.
The witness was briefly cross-examined by Mr. Cooke.
Mr. Fardon, managing director of the British Alkali Works at
Stoke Priory, near Droitwich, was of opinion that the Great Western
line was the best adapted for the traffic of the county. The broad
gauge would answer well for the carriage of minerals. With the
advantage of a railway the mineral traffic would double in a very
short time.
At four o'clock the Committee adjourned till twelve to -morrow.

Group V.
NEWARK AND SHEFFIELD.
(Continued from our Afternoon Edition.) -
Mr. Sanderson proved the position of the coal measures, and that
the proposed railway would open them up much better than the
amended linecould do.
Mr. Hawkshaw thought the difference of expense in the work-
ing of either the original line or the amended one would be very
trifling.

Mr. Dean thought the estimated cost of tunnelling by the
amended Line was too low; instead of 301. he estimated it at 451.
The Committee then adjourned.

Group L.
GUILDFORD, CHICHESTER, AND PORTSMOUTH
RAILWAY.
(Continued from our Afternoon Edition.)

To the cross.examination of Mr. Rswmrssors, Mr. Bramble stated
that the terminus of the atmospheric line would be more conve-
nient to the borough generally, though not to the dockyard. He
was a contractor to supply Government with timber, sometimes
using as much as 10,000/. worth a year in the works he was en-
gaged upon. He also used a great deal of lime, which he had
hitherto got from near Petersfield, but he could get it from Cock-
ing, and would do so, although it was eight miles further, because
it was: cheaper. The cost of the lime used by him last yeariwas
5001., and it would take about 250 waggons to carry this quantity,
The atmosperic line might bring this cheaper than the other, but
he had no confidence that it weuld ever be made.
To the examination of Mr. Montague Smith,lMr. Bramble
stated that at the meeting in 1837 the South-Western Company
proffered to make a line from Woking to Portsmouth, which the
Portsmouth people expressly refused, as they were at that time
decidedly in favour of a line to Horsham. The South Western
Company had afterwards proposed to make a line to Portsmouth
from Bishopstoke, which was also refused. He believed
that the formation of a direct communication from London
to Portsmouth would occasion a greater intercourse with the Isle of
Wight. Portsmouth could certainly not support two integral
lines. The French packets had never come to Portsmouth at all,
though some small
ay.
tewstnsi
etl
lime
chiefly ecatt yacs
coast
for
grhaenwscaaesk. ea
so\
With
IF
good
arrcsehstpahenacdtti s
ate
et,
hadlime, passedh he
conceivedfrom t h et
ht
Butsor-hill, and that it was Without limit.

To the examination of Lord Clive, who was to-day in the
chair, Mr. Bramble stated he thought he must have been present
at two meetings. It was at the former of the two meetings that the
inhabitants of Portsmouth had refused the line from Woking to
Portsmouth. The timber they got from Sussex was chiefly beech
and oak, the oak being very fine, and both these could be readily
obtained by the Guildford and Portsmouth line.

ertl n
X
Mr. Miller, a lighterman, on the Thames, stated that he knew all
oter Bow o f
ttlie it.
T
it
points
fromo n the
threivepro
ol wheret
o Vauxhall the proposed
n the ni ra
couldthe
return on its ebb. The price to Vauxhall was eigbtpence per
the price of carriage to Coljblow, on the Surrey Canal, wasBdo.z;
ton, exclusive of tonnage and canal dues, and waggon conveyance,
which was id. more. The depth of water in Deptford Creek was
a great inconvenience, and especially at neap tide, during which
the depth was not more than front seven to eight feet. Shipowners
would hesitate to send vessels of 100 tons or more there at that
time, and tbis evil was felt eight days out of every twenty,eight in
the year. There was also a swing bridge to pass, at which there
was a shilling toll.
To the crom-aamination of Mr. Fl,OO Xt. Miller stated that
. 1
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