The Sun.
London, England, 1845-06-24 00:00:00

THE S N, LONDON, TUESDAY MORNING, JUNE 24, 1845

Mr. Harrison say that ten minutes delay would interfere with the
trains during the whole of the day; but that was a mistake. He
had evidently misapprehended the diagram, for he had calculated
that the train from Dorking to Godalming would pass at the
rate of 60 miles an hour, when in fact the time proposed to
be occupied was seventeen minutes, and the rate was to be
46 miles an hour. He had also calculated the speed frcm
Lipprock to Godalming at 56 miles an hour, when in fact the
time proposed to be occupied was sixteen minutes, and the
speed forty.four miles an hour. With regard to the Epsom traffic
he saw no reason whatever, as all the Epsom trains could take the
Portsmouth traffic to London; for in consequence of the incline
from the Dartmouth Arms to New Cross the momentum obtained
would be sufficient to carry 120 tons, and the other way there would
be no difficulty whatever in running distinct Portsmouth and Epsom
trains. He would take the tonnage of Mr. Harrison, and allow
that a train of 50 tons would carry about 500 passengers. Now
there would be a power amply sufficient to draw 70 tons, and,
with anything like judicious arrangement, each train wou!d be
able to carry, on an average, 600 passengers every ten minutes, or,
allowing for 600 as a contingent, he could send 3,000 pas.
sengers per hour to Epsom. He had himself seen 10,000 passen-
gers sent in four hours by the Dalkey train, and they had
since sent a greater number of trains than were sent on that occa.

&lion, the Dalkey line being, on account of its curves, a badly con-
structed line, and its ruling gradient 1 in 115, while the line to
Epsom had a gradient of 1 in 102, and was a far better constructed
line in every other respect. On the Croydon line the
empty carriages could be sent back by the locomotive line.
The stoppages might all be made up by saving time
at the crossing stations, and by an acceleration of speed
on the journey, if the latter were necessary. On this
line they could take a train of fifty tons with a vacuum equal to
nine inches of mercury, and this weight was therefore by no
means a maximum, and this vacuum, for a rate of forty miles an
hour, could be performed in thirty.two seconds. This had been
done on the Dalkey line, which was a worse one. The time necea.
sary to obtain a fifteen-inch vacuum was from a minute and a half to
a minute and three quarters; and during the many experiments which
had been made throughout the whole day the time occupied for ob-
taining it was remarkably uniform, the difference being only about

21 seconds on an average. An 8-inch vacuum would be the mean
vacuum required through the whole line, and the extreme would
be 16 inches for all the steep gradients. To obtain the average
vacuum at the crossing places, which were the only places where
they would have to wait for it, the time would be halt a minute, and
the minimum would be only 2 inches, and the time an imperceptible
quantity. But in this he thought he was in every instance far within
the mark. In the case of a disabled engine the second engine would
make up for the difference. With regard to the difficulty, as stated
by Mr. Hawkesley was entirely wrong, and he did not think that
they would have any more difficulty than they had already en.
countered at Dalkey. He would not touch on the abstract propo-
sition of the similitude between suction and drawing, bet prat
tically it was altogether different. In a minute and a half they
could obtain a traction power equal to 1,320 lbs. at a distance
of one mile and three-quarters from the engine. This
would be seen in a more striking manner if they were
to attempt to force this power of 1,3201b5. through a pipe already
filled with air. This had been attempted for the purpose of blowing
furnaces through pipes not a fourth of that lengtis, but it had been
discontinued, for it had been found that no pipes could withstand
the force applied to them. The fact was, the two pistons, the one
at the air-pump, and the other at the carriage, were just as if
they were connected by an iron rod, and just as the air-pump
would draw cut the iron rod, and cut it off, piece by piece,,the
piston behind following just so fast as the rod was
shortened, so was the column of air drawn off by the
engine, and allowed the train to be propelled by the air
behind in proportion to the rapidity at the other end as soon as
the via inertix was overcome at the other end. He therefore took
an entirely different view of the matter from Mr. Hawkesley, and
contended that the column of air, instead of being attenuated,
travelled bodily up the tube, and that there was no differential
pressure whatever. And if there were no leakage whatever, he
contended that the two barometers, the one at the engine and the
other at the pump, would be precisely at the same height at the
same moment. But there was leakage, and it entered
at the piston and caused a continual flow of air towards
the pump, which occasioned such a disturbarce as affected the
barometers to the extent of the disturbance which they exhibited.
He had ascertained this practically by standing under the bridge
at Kingstown, He heard the first stroke of the engine at Dalkey
the moment it was made, and at the moment he heard the blow
the mercury was acted upon. The Dalkey engine was anything
but a good one ; but with all its defects he had observed that there
was no more difficulty on the length of a mile and a quarter than
there was at Wormwood Scrubs, where the line was only
half a mile in length. The speed which they had attained
on the) inclined plane at Dalkey; with its burden, equal
to a power of drawing 150 tons on a level, was the rate
of forty miles an hour. Now, on a line of this extent there
was no possible opportunity of attaining the maximum speed,
while, from a great number of experiments which he had made on
the Great Western line, he found that in the fast trains the usual
friction was at 8 lb. the ton, 320 lb., 15 lbs. for the engine, a
total of 225 lb., gravity 80 lb. Atmospheric resistance 420 lb,
being on an area of 60 at the rate of 7 lb., making the total of
tractive power necessary of 2,475 lb. to draw a train weighing
fifty-two tons ; while the atmospheric principle, in con.
sequence of not having the weight of the engine and
the tender to draw, would be only 1,750 lb. 'With respct to the
tube, it had been stated that the cost would be much more than had
been stated. He found that the contract for the tube on the
Croydon line was 4,000/. per mile, while it was in reality being
laid down for 3,7001. a mile. According to Mr. Locke's calcula-
tions the cost of the Guildford line would be 17,8391., while that
on the atmospheric line would be 18,992/., giving in favour of the
Guildford line 1,155/. per mile, represented by 75/. 15s. per annum
for interest. For the working plant there would be a cost
for the atmospheric line—twenty.four pairs of engines, 1.50,0007.
being at the rate of 2,4871. per mile. On the Guildford line it
would be 72,5007., making a rate of 1,5801. per mile, viz. 9071.
in favour of the Guildford line, being an interest of 45/. 14s. per
annum. Thera was, however, an excess its the working ex-
penses on the locomotive line, equal to 311. per mile, or 1,8601.
per mile per year, if the trains rats only nine times a day. But
if the trains were increased to fifteen times a day, it would be
911, and the consequence would be a cost of 17,200/., equal to
2861. 18s. per mile per annum in favour of the atmospheric
line. In all these expenses he had omitted no contingency ex-
cept the coals, which would be much less than had been asserted,
as was proved by the consumption on the Dalkey line.

To Mr. OSWALD—Mr. Samuda said that the cost of a single line
would be 4,5001, and for a double one about half as much again.
The cost of engine-houses, crossings, and all the contingencies,
would be 2,4871. per mile, and for a double line there would be
wanted 5001. per mile additional. In constructing a double line
they would save a good deal of pipe, as they would have no pipe
down the inclination.

The Committee then adjourned till to-morrow at twelve o'clock

GROUP LL.

THE LONDON AND SOUTH-WESTERN
METROPOLITAN EXTENSION.,

The Committee met at twelve o'clock, Lord John Manners in
the chair. The other members of the Committee were Sir T. Es_
monde, Sir John Trollope, and Mr. E. fieneage.
The clauses of the above Bill were gone through Seriatim and
agreed upon. The Bill was recommitted akd ordered to be re-
ported.

THE LONDON AND HRIGHTOI+T RAILWAY
(WANDSWORTH 33RANCII).

Mr. HILL, Q. C., with Tolessrs. Gurney and Mellor, ap-
peared in support of this Bill. He appeared on behalf of the Lon-
don and Brighton Railway Company, whose object was to form a
branch from their railway near Croydon, extending to Wandsworth,
where they would make one of their termini. The length of this
branch would be six miles and a half and S chains. The estimated
expense of constructing it would be 119,1911., so that the
average sum per mile would be only 20,0001. This contrasted
very favourably with a Bill which came before the Committee, in
which he appeared for the South- Western Railway, and the es-
timated expenditure of which would have been 400,0001. per
mile, or twenty times as much. A great advantage in the projected
line was, that it did not materially interfere with private property. It
would not be found necessary to take down a single house. Only
two or three cottages would be removed, and those were already
the property of the London and Brighton Bailway Company. The
plan only interfered with one plot of ornamental ground. With
respect to the engineering impediments, he would remind
the Committee that Croydon was very much above the level of the
Thames, or any spot on its margin, and consequently, however
they would approach the river, they must fall from a high level to
a low one. The gradients, positively speaking, were not good,
but comparatively they were so. The worst gradient was lin
100 for only half a mile; on the London and Croydon line there
was the same gradient for two miles and three quarters. The
worst curve was only half a mile radius, but that
was at the station ; otherwise the curves were good.
The line crossed no turnpike road on the level. They
would have four stations—two at Nine Elms, one for passengers
and one for goods ; one at York-etreet•road, and one at Wands-
worth. That at Nine Elms would be most desirable, from
its contiguity to the river. There was an excellent wharf
there, and there would be great facility for the tran-
shipment of goods. The Learned Counsel went on to show
the advantages which the proposed line would afford, particularly
to the inhabitants of the west•end of the town. The only petition
worth noticing was one from the Directors of the London and
Croydon Railway, which sets forth that, "if the in-
tended railway from Croydon to Wandsworth be carried out,
it will be carried through land over part of which the petitioners,
brie of railway extends, and thereby operate to the detriment of
the rights and interests of the petitioners." They certainly did
interfere with the Loadon and Croydon by crossing their
railway, but it would not cause them even temporary incon.
venience. It would not stop their trains even for one hour.
The petition from them set forth that the line would not confer
advantages equivalent to the damage it would cause, but this asser-
tion he would disprove by the most competent witnesses. He did
not deny, however, that it would to some extent "divert the
traffic from the London and Croydon line," which was another
allegation in the petition.

Mr. Rowland Hill was then called—ls Chairman of the London
and Brighton Railway Company. Thought the present London-
bridge terminus did not afford sufficient accommodation for traffic.
A west-end terminus was also much wanted. Thought the
proposed termini would confer great advantages on the public. The
station at Nine Elms would afford great facility for goods and
traffic. Approved generally of the projected line.
Messrs. Austin and Talbot appeared for the London and Croy.
don Railway Company.—The witness was cross-examined, but no-
thing material was elicited.

Mr. Thomas John Buckton, Secretary to the London and
Brighton Railway Company, proved the amount of traffic between
London and Brighton, at the London bridge station, to be as fol-
lows : Receipts from passengers from June 2, 1844, to May 31,
1845, 152,1071. ; the numLer of passengers, 377,672 ; the quan-
tity of goods, 17,646 tone.

Mr. Lewis Slight, clerk to the Commissioners, proved that the
intercourse between London and Brighton was great, and that it
was daily increasing.
Mr. Evans gave similar testimony.
Other evidence of a formal and uninteresting nature was given,
and the Committee adjourned at four o'clock.

GROUP X.
CAMBRIDGE AND LINCOLN LINE.
TRAFFIC EVIDENCE RESUMED.

Mr. J. Parke was placed in the chair at the sitting of the Com-
mittee this day, and his examination in chief resumed, it having
been adjourned from Saturday.
THE DIREC r NOETHERN MINE.

Mr. Sergeant WIIANGRAM wished to know if the sections of the
Direct Northern had yet been put in He believed, that ac-
cording to strict rule, they should have been deposited months
ago; hut he couldsnot under►tand why they should not be ready
now, and deposited this morning.

Mr. COWAN, Counsel for the Direct Northern, said he under-
stood that the sections were ready, and the only delay to the pro-
duction of them was that some tracing copies of them were now
being made, and that they would be ready tomorrow.
The CHAIRMAN said he believed he spoke the unanimous opinion
of the Committee in stating, that in justice to the opposite party
the sections should have been put in before now, and that they
must be deposited with the Committee this day.
Here the subject dropped, and the examination of Mr. Parke
was then proceeded with.
When the cross-examination of this witness had terminated,

Mr. Pitt, the witness on the traffic on behalf of the London
and York line, was recalled, to show that he hail not, in his cal.
culations of that traffic, assumed that it would be doubled if that
line should be node.

After a few questions had been asked him, the Committee ad
loomed.

GROUP Z.
The Committee to whom this group has been referred met today
et twelve o'clock; the Hon. Mr. Clive in Use elutir.

THE GREAT WESTERN (DunzlN AND
GALWAY).

The rebutting ease of the promoters of the line was then entered
into.

The first witness called was

Mr. R. Stephenson, civil engineer, who was ew-smined by Mr.
TviLott—He stated that he had examined the sections and plans of
the proposed line, which had been deposited, and he had no hesita-
tion in saying that if they were correct the line was very easy of
construction. Had heard that the levels taken by Messrs. Han
nlngton and Boyle differed from those taken by Captain Moorsom
and his assistants. These discrepancies, where levels were required
of a "side-long " country, were of frequent occurrence when they
were taken by different parties. He has known engineers to differ
to the extent of twenty or thirty feet. That difference would
arise from the parties placing their staffs at points a few feet sepa-
rate, and the result would be a difference of twenty or thirty feet.
Had himself known a case of that kind where the discrepancy was
38 or 48 feet, he could not remember which. The country in
that case was of a " side-long" nature and the error arose in the
way he had just pointed out, that the engineers had
placed their staffs in different positions. This difference
mast necessarily arise unless the same point is selected by both
parties, and as that scarcely, if ever happens, by different parties, a
discrepancy will always arise in levelling a side-long country. If
the gentlemen who were sent to check the levels made their
starting point higher up than the gentlemen who took the
levels on which the sections were formed which had been depo-
sited, a discrepancy might exist for several miles.

Cross-examined by Mr. JAIIES —The errors very much de-
pended on the side-lcng nature of the country. Did not know the
character of the country through which the line passed. There
was nothing in the section to demonstrate that the country was
side-long. He assumed that the country was sidelong at the point
where the greatest maximum error of 36 feet was stated to exist, from
information given to him from Capt. Muorsom. Errors in taking
levels were possible, and very frequently occurred from taste. Sup-
posing that errors existed to the extent stated of thirty.eight feet,
the increased expense would be 37,000/.

By Mr, TALBOT—Has made th,s calculation on the assumption
merely that the error existed.

Mr. George Bidder, engineer, agreed with the evidence of the
last witness so far as he heard. It was possible, in making a copy
of a section with tracing paper, that an error of considerable ex-
tent might arise. He knew an instance himself where a tunnel
was shown where there should have been an embankment, in con-
sequence of an error arising from this cause. He never knew a
case in Parliamentary inquiries in which snctions of a line of side-
long country did not differ when the levels were taken at different
points.

Mr. Jssius cross-examined the witness at considerable length.
Captain Moorsom, examined by Mr. Tausor—Heard the evi-
dence of Messrs. Hannington and Boyle, and referred to the see-
tions where the errors were stated to exist. At the road between
Kilconnell and Loughrea, a point where he could test the accuracy
of the allegations made by a comparison with the Ordnance sec-
tions, there was only one foot of difference between them and the
railway sections, while with those laid down by the
opponents of the Bill there was a difference of twelve
feet at the same point. There was the same agreement at
another point (Ballinasloe) between the Ordnance levels and those
taken for the promoters. The placing of the staff makes such a
difference that unless the same point is selected a difference must
arise in a side-loi,g country. If there was a practical error of 35 ft.
it would be impossible for that error to be worked out, or even to
exist at all, where the greater part of the section on which it existed
was correct.

PARLIAMENTARY BUSINESS.
NOTICES GIVEN AT THE PRIVATE BILL OFFICE.

SATURDAY, JuNE.2I.
St. Helen's Canal and Rail way,—Report, Tuesday, June 24
Wakefield, PontQfract, and Goole Railway,—Consideration
of report, Tuesday, June 24.
Richmond (Surrey) Railway,—Consideration of report,
Tuesday, June 24.

Great Western Railway (Ireland) (Dublin to Mullingar
and Athlone),—Report to be considered, Tuesday, June 24.
Preston and Wyre Railway Branches,—Report, Tuesday.
June 24.

Runcorn and Preston Brook Railway,—Report to be con•
sidered, Tuesday, June 24.
Liverpool and Bury Railway (Bolton, Wigan, and Liver•
pool and Bury Extension ),—Report to be considered, Tues•
day, June 24.

Birmingham and Gloucester Railwa♦ (Gloucester Exten-
sions, Stoke Branch, and Midland Railways Junction),--
Report to be considered, Tuesday, June 24.
London and South Western Railway (No. 2),—Report to
be considered, Tuesday, June 24.
Cork and Bandon Railway,—Report to be considered,
Tuesday, June 24.

Oxford and Rugby Railway,—Third reading, Tuesday,
June 24.
Oxford, Worcester. and Wolverhampton Railway,—Third
reading, Tuesday, June 24.

THE HORTICULTURAL SOCIETY
The second floricultural exhibition for the present season
under the auspices of this Society, took place on Saturday at
Chiswick.
The weather was delightfully fine, and the road between
Hyde Park-corner and the gardens was thronged with equipages
conveying company to the fete from one o'clock until an ad-
vanced hour in the afternoon.
The gardens were looking very beautiful, and the exhibi-
tion was considered by the judges to be most satisfactory.
Their Royal Highnesses the Duke and Duchess of Cam-
bride honoured the gardens with a visit early in the afternoon
and devoted a considerable period to an e_ amination of the
collections in the various marquees through which they were
conducted by the officials of the Society.
Perhaps on no former occasion-has the Society had to boast
of agreater degree of aristocratic patronage than was awarded
to the exhibition on Saturday. The visitors were nut quite
so numerous as at one of the fCtes held last year, but the as-
semblage of rank and fashion may be fairly stated to have been
unequalled.
The visitors on Saturday numbered 12,520 persons (on one
occasion last year they exc, eded 13,000).
Among the members of the last ton whom we observed in
the grounds were—
...

Ills
Serene Highness Prince Edward of Saxe Weimar, his
Serene Highness Prince Herman of Saxe Weimar, his Ex-
cellency the French Ambassador and suite, his Excellency the
Austrian Ambassador, and the Countess Dietrichstein, his Ex-
cellency the Danish Minister, and the Counters Reventlow, h s
Excellency the Minister for the Netherlands, his Excellency
the American Minister, and Mrs. and Miss Everett, his Ex-
cellency the Brazilian Minister and Madame Marquise de
Lisboa, his Excellency the Mexican Minister and Madame
Murphy, his Excellency the Sardinian Minister, the Duchess
of Northumberland and Miss Percy, the Duchess of Suther-
land and Lady Caroline Leveson Gower, the Marquis and
Marchioness of Lorn, the Countess of Povtis and the Ladies
Herbert, the Countess Granville, Lady Dover, Lady William
Powlett, Lady Bridport, Mrs. Lawrence, &c.
There were also present the following members of the
Society, most of whom were accompanied by their families :
The Alatquia of Breadalbane, the Earl of Auckland,
Viscount Howick, Lord John Russell, Sir H. Middleton,
the Lord Bishop of London, Lord Grantley, the Earl of
Orkney, Sir William Molesworth, Sir Charles Hulse, Sir
Charles Morgan, Lord W. Fitzroy, Sir John Sebrieht, the
Earl Beauchamp, Sir George Duckett, Sir W. Heatheote, the
Earl of Leicester, Sir R. Heron, Lord Willoughby D'Eresby,
Sir John Guise, Hon. H. T. Liddell, the Earl of Rosebery,
Sir Thomas Clifton, Lord Portman the Earl of Aboyne, the
Lard Chief Baron, the Marquis of Exeter, Sir Thomas Acland,
Sir Augustus Foster, Sir Francis Shuekburgh, the Earl of
Burlington, the Farl of Zetland, the Lord Bishop of
Rochester, &c.
The beautiful marquees erected by Mr. Benjamin Edgington
throughout the grounds afforded a refreshing relief to the pro-
menaders during the afternoon ; and we may mention as a
curious fact, illustrating the degree of patronage bestowed on
the refreshment booth, that Messrs. Gunter, who are the
caterers at all the fetes of this society, sold upWards of one
thousand quarts of ice on the occasion I
Upwards of six hundred tickets were sold at the doors ; and
here, en passant, it may be well to remind our readers of the
existing regulation which forbids the issue of an admission
ticket to any person not holding the order of a member of the
society. Inattention to this rule was the cause of considerable
inconvenience on Saturday. The policy of its aioption has
been proved by the security it affords to the " pockets" of the
patrons of the society.
The following is a selection of the principal prizes awarded
by the judges:—

IMPERIAL PA tt.LIA M 14:11 T.
o HOUSE OF LORDS. June 23.
Their Lordships assembled at the usual hour.
WATERFORD AND LIMERICK.
The Earl of BESBOROUGH presented several petitions
from Waterford in favour of this railway.
LEEDS AND WEST RIDING JUNCTION.
A NOBLE LORD presented several petitions in favour of
this Bill.

INTEMPERANCE.
The Marquis of NORMANBY peseuted a petition from
Newcastle-on-Tyne against intemperance.
RAILWAY BILLS:
The following railway Bills were brought up from the House
of Commons —The Londonderry and Enniskillen, the London-
derry and Coleraine ; the Ashton, Staleybridge, and Liver-
pool ; the Horsham branch of the London and Brighton Rail-
way ; the Cornwall; the North Wales Mineral Railway; the
Shrewsbury, Oswestry, and Cheshire Junction ; the Bedford
branch of the London and Birmingham; the Blackburn, Dar-
wen, and Bolton; the Lowestoff Railway and Harbour, and
others.

PROTEST AGAINST THE MAYNOOTH BILL.
The Marquis of NORNIA,NBY wished to speak to a point
of order connected with their Lordships' proceedings. It
might be in the knowledge of their Lordships that a
protest had been entered upon the journals of the House
against the third reading of the Maynooth Bill. Now, it
was the invariable custom of this House that no Noble
Lord should sign a protest who was not present at
the time the question was put. It was also contrary
to the rules to refer to any terms which might be
used in a protest ; but he might go out of the way to
state that the protest in question put for ward
an opinion in very strong terms, statiag that the
Bill was opposed to the principles of the rights of szecession,
and the principles which placed the present Royal Family on the
throne. This protest had been signed by a Right Reverend
Prelate who was not present upon the third reading, but who
only voted on the occasion by proxy. He should, therefore,
move, if the Right Reverend Prelate did not wish to do
so himself, that 1, ave be given to the Right Rev. Prelate to
strike his name out of the protest.
The Bishop of LONDON presumed that he was the party
alluded to, and he begged to assure their Lordships he was not
aware that the forms of the House precluded him from signing
the protest against the third reading of the Bid. Having done
so, however, it only remained for him to apologise to the House
for the want of knowledge he had displayed, and to request
leave of their Lordships to withdraw his signature from the
protest.

IRISH LANDLORD AND TENANT BILL.
The Marquis of LONDONDERRY, seeing the Noble Lord
the Secretary for the Colonies in his place, wished to ask what
his intentions were respecting the second reading of a Bill upon
their Lordships' table, known as the Irish Landlord and Te•
nant Bill? It stood for the second reading to-morrow, and he
wished to tell their Lordships, that a more fatal and more ob-
noxious measure to the interests of the landed proprietors of
Ireland could hardly have been brought forward, and he there-
fore wished to know whether the Noble Lord intended to carry
it through in its present objectionable form, and containing the
compulsory clauses. These clauses were most objectionable.
They wore founded upon a report lying upon their Lordship's
table, the general contents •t which, although in some part it
gave some good information, convinced him that the concoc-
tors knew very little of the real state of Ireland. He would
say no more at present, because he hoped to have another op-
portunity of stating more fully his objections, but he trusted
Government would not venture to push it through parliament
at this late period of the session.
Lord STANLEY deeply regretted that his sense of public
duty did not allow him to propose the postponement of the
second reading of this Bill. He had to thank the Noble
Marquis for the courtesy which he had experienced at his
Lordship's hands in having communicated privately his
intention to ask this question, and he regretted greatly
that he could not comply with it. The Bill had been
recommended by the Commission of which his Noble Friend
was at the head, without he believed any dissension. That
Commission had been composed of individuals all differing in
religious and political opinions, and almost on every other
subject, but all agreeing in this, that they were owners of
property in Ireland. He should wish this Bill to go through
Committee, and, if Noble Lords wished it, rather than its value
should be impaired by any undue hate, he should be glad to
refer it to a Select Committee up stairs, and have all the
clauses thoroughly discussed and decided upon, so as to render
it as appropriate as possible for the object whi h it had to serve,
for he repeated that he should conceive its value to be very
greatly diminished if it was supposed to be passed with any
undue haste throuxh the House.

Lord STRADBROKE wished to ask whether the Noble
Lord intended to say that this Bill had been brought in on a
recommendation of the five Commissioners,' because, if he
understood rightly, the Commissioners repudiated the Bill as
being any Bill of theirs.
Lord STANLEY said that the object of this Bill was to
give compensation for the expense which had been incurred
by the tenant in the improvement of the land. This was
an unanimous recommendation of the five Commissioners, and
he was not aware that any of the principles of the Bill had
been altered.

The Marquis of LONDONDERRY wished to inquire whe-
ther this Bill was to be passed this session, before the Com-
missioners had concluded their report, or whether they had
concluded their report?
Lord STANLEY said that would depend on the Com-
missioners themselves.
NEWCASTLE AND BERWICK RAILWAY.

Lord BROUGHAM! presented a petition from the Duke oi
Portland, against this Bill, which he alleged would injure his
property unnecessarily, as a better and a shorter line might be
laid out, although perhaps not so good a one for the pro-
prietors,_

The Marquis of LANSDOWNE wished to know whether
railway accidents were ever reported to the Board of Trade,
and it not, whether the Hoard was in the habit of in-
stituting any inquiries respecting such accidents; and if
so, whether there would be any objection to report the
result of such inquiries to Parliament. He consi-
dered that on e great advantage would attend such a course,
he ni,ant the publicity which would be given to them. He
did not address one question so much with a view to the great
and rich railways as the smaller and poorer ones. He wished
the Noble Earl to state what was the usual prac,tce on these
occasions, and whether there would be any objection to report
to Parliament the result of such inquiries if they were made.
The Earl of DALHOUSIE said, that by an Act passed in
1840, and a subsequent Act, railway companies were bound,
under a penalty, to report all accidents attended with loss of
life within forty-eight hours after their occurrence. And with
respect to accidents where there was no loss of life, they were
bound to furnish a report, but not so soon as in the former
case. The usual course adopted was to wait for the report
of the railway company, unless in cases of great moment, and
when those occurred the Inspector-General was sent
down immediately to inquire into the circumstances
and report the result and the cause of the accident. The
power of the Board, however, stopped there ; they could not
compel the adoption of any suggestion which tt might be ne-
cessary to carry into effect, with a view to prevent their re-
currence. As to the laying the reports before Parliament, he
was not aware but such was the custom, but if not, of course
there would be no objection to do so if required.
The Earl of DALHOTTSIE rose again, in reply to a ques-
tion from the Duke of Wellington, and said, that no report
had been received by the Board of Trade, of the accident wt.ich
the Noble Duke referred to as having occurred at Bridgewater.
CHARITABLE TRUSTS BILL.
The Marquis of BREADALBANE presented a petition
against the Charitable Trust() Bill.
RAILWAY TRAVELLING ON SUNDAYS.
The NOBLE aQuis also presented a great number of
petitions from clergymen and others in Scotland, against the
desecration of the Lord's day, and praying their Lordships to
compel railway companies not to run trains on the Sabbath.
There was a general ()pinion amongst clergymen, magistrates,
and others in Scotland, that trains only should he run on that
day in cases of emergency, of illness, and for the conveyance of
Government dispatches of important
NEWCASTLE AND BERWICK RAILWAY.
The Duke of RICIIIIOND presented a petition from New-
castle in favour of this line.

TESTS IN SCOTCH UNIVERSITIES.
The NOBLE Dui also presented a petition praying their
Lordships not to abolish any of the tests in the Scotch Uni-
...

versifies.

THE CORN-LAWS—AGRICULTURAL DISTRESS.
The NOBLE DUKE also presented two petitions from Hamp•
shire—the first complaining of the last alterations in the corn
laws; the second complaining of agricultural nistress, and pray.
ing for relief.

SMALL DEBTS BILL.

Lord BROUGHAM moved the second reading of this Bill,
The Duke of RICHMOND objected to that part of it which
gave the governor of a gaol power to administer an oath. Be-
sides, that officer was often absent at the assises, or in convey-
ing convicts from one gaol to snother. He considered that the
oath ought only to be administered by a visiting justice. This
was the only objection which he had to the Bill.
Lord BROUGHAM said, inferior officers, the Clerk of the
Papers in the Queen's Bench, for instance, were empowered to
admini ter oaths. They had no means of making a justice
coma to the gaol, and a poor debtor was unable to pay the
expense. The Governor, in 99 cases out of 100, was at home
when required. Last year, many persons were kept 10 days or
a fortniAt in gaol because no person was at hand before
whom they could swear an affidavit. A debtor could not go
to a justice, but was compelled to wait until he could come to
him in prison.
Lord PORTMAN understood that that portion of the Bill
had been omitted, and such was the impression of many Noble
Lords. Certainly, the shortening of a person's imprisonment
was an advantage., but he conceived that no great delay would
occur in obtaining the attendance of a justice to administer the
oath. An oath was invested with more solemnity when admi-
nistered by a person in a high and responsible position. He
wished his Noble Friend could have got rid of the oath in this
case altogether, and hoped the words "visiting justice" would
be added in the place of the words at present in the Bill.
The Earl of WICKLOW thought that there could be no
objection to accept the suggestion of the Noble Duke opposite,
for there was no doubt but that the justices were very constant
in their visits at their prisons, and when they could so easily be
found, he thougl tit would he very objectionable to allow these
oaths to be administered by the gaoler.
Lord CAMPBELL really saw no objection to the adminis-
tration of these oaths as were prescribed by the clause of his
Noble and Learned Friend (Lord Bioupham), for certainly he
was quite ready that the governors of gaols should be entrusted
with this power. Several of them, he knew from his own ex-
perience on circuit, had served her Majesty both in the army
and navy, and were to all intents and purposes gentlemen.
They were generally treated with great respect, and he believed
that these functionaries would administer oaths with much
more solemnity than they were administered in the Court of
Queen's Bench, or even in the Court of Chancery. When an
affidavit was to be administered in the Court of Chancery, the
officer of the Court simply said to the witness, " Is this your
handwriting?—kiss the book--a ;" and on the payment
of the fee the ceremony terminated. Even this did not pass in
the Courts, but was performed in the passages.
The LORD CHANCELLOR said, beside, it must be re-
membered that these persons were in no position to compel the
justices to c)me.
Lard BROUG HAM said that in Scotland the matter was
very different. There the oaths were administered by the
judges themselves in the most awful form, and with the utmost
solemnity, but such was not the case here.
The Lord CHANCELLOR—That was sufficiently evident
from the way in which oaths were administered in the hall in
that House.

Lord BROUGHAM could bear testimony to that, for he
had seen forty witnesses being sworn in at once, and that, too,
with so little form, .that in one instance he had passed between
the swearer and the person being sworn, without at all Inter-
rupting the ceremony. And with regard to an affidavit—who
ever heard of any solemnity in the administration of an affida-
vit? His Noble Vriend had coolly asked him to alter the whole
law of England in the administration of an eath. That was
all. No matter whether the parties affected were Quakers,
Separatists, or members of the Church of England With respect
to the testimony of his Noble and Learned Friend, he eould
hear equal evidence to the high respectability of the gaolers,
both at York and Lancaster. Of Mr. Higgins especially, the
governor of the gaol at Lancaster, he could speak, for he
knew it for a fact, that the member for the county, on his late
visit to his constituents, had dined with him, which was more
than he would do with every one of the visiting justices. In
many instances he knew the governors of gaols to be of the
highest respectability.
The Duke pf RICHMOND suggested that the probability