The Sun.
London, England, 1845-06-09 00:00:00

had been looked upon as a likely winner. They all went away well
together, Mr. Conant taking the Bucks shore, and his opponents
both being on the other side, where they continued rowing very
hard for the lead; and on nearing the point they fouled. Mr.
Conant about the same time made the shoot from the Bucks side
over to the point, and as he approached the other looked as though
he would go ahead, but by some extraordinary mistake in the
steering put a great deal too much labour on his left hand, and,
turning his boat right athwart the current, presented all the ap-
pearance of going ashore, and came astern of his adversary.
Mr. Chapman, after the foul, rode in advance to the bridge, fol-
lowed by Mr. Wallace. Considerable anxiety was manifested to
hear the umpire's decision, and on the conclusion of the heat
that gentleman decided that Mr. Wallace had won, in consequence
of Mr. Chapman having fouled him and placed his sculls against
his boat.

The New Challenge Cup, for eight.oared boats.
The St. George's Club (London)-1. White with Red Cross--
W. Wadham, W. M'Kay, J. Lowe, E. Belfour, J. Adams, T.
Ross, G. Coulthard, T. B. Smith (stroke), Athol Johnsori (cox•
swain).

The Black Prince (let Trinity, Cambridge)-2. Purple—J.
Milner, E. Wolstenholme, A. H. Farmer, W. P. Cloves, A.
Garfit, F. Hopkins, J. Richardson, G. Holroyd (stroke), H.
Munster (coxswain).
The Lady Margaret (St. John's, Cambridge)-3. Red—Messrs.
Hoare, Wilkinson, Lloyd, Jackson, Rippingall, Harkness, J. G. F.
Murdoch, Stephens (stroke), B. Lloyd (coxswain).
The crews started together, the Black Prince being on the Bucks
side, and St. George's on the other. These two were almost oar
and oar in every stroke, down to the point, the exertion in each
boat being of that plucky character that neither could draw away.
At the point, when they had become nearer each other, the Black
Prince made a very fine effort, which was met by corresponding ex-
ertion on the part of the other crew, but they appeared so finely
matched, that, despite tho most desperate efforts, the one could not
get a yard away from the other. Stroke succeeded stroke; St.
George's leading by about two feet, and in this position they passed
the winning.post, St. George the victor by the short distance we
ha►e described.

The Town Challenge Cup, for four oared boats.
In consequence of the almost sudden death of Mr. W. Plumb,
who was two years age Mayor of Henley, which had occurred in
the course of the night, the Henley Dreadnought Cutter Club
withdrew, and there was no race. Mr. Plumb, who was in the
grand stand on the first day, was very much respected, and his
demise was a subject of deep regret, and threw a gloom over the
proceedings of the day.

The Silver Wherries, for pair oars (Gentlemen)
Arnold and Mann, Caius College, Cambridge
E. G. Peacock and H. Chapman, London...
It was difficult for some time to determine which boat had the
lead; but on Messrs. Arnold and Mann making over to the point,
they showed a trifling advantage, and although the rest of the dis-
tance was gallantly contested, won by about a length and a half.
The Stewards' Challenge Cup, for four-oared boats.
Oxford University Boat Club—Dark Blue—W. C. Stapylton,
W. H. Milman, J. W. Conant, F. M. Wilson (stroke), A. B.
Lewis (coxswain).
St. George's Club, London—White, with Red Cross—W. Wad.
ham, J. T. Ross, W. Coulthard, G. B. Smythe (stroke), A. John-
son (coxswain).

This was a most extraordinary race, with a result rarely met
with in the annals of racing. They started at the same instant,
and continued oar and oar, at a most dashing pace, until nearing
the point, where the space of water being decreased betweee them
as they came into the straight course to the bridge St. George's had
the head of their boat about a yard in advance of their opponents.
The Oxonians in a dozen rapid strokes, which threatened destruc-
tion to their boat, put themselves on a level. A rattling spirt fol-
lowed on both sides at about fifty yards from the bridge, and they
were head and head at each stroke, to the great gratification of the
spectators, whose shouts of applause were deafening. It was so
near a ►natter in passing by the winning post, that the judge at the
bridge said he could not determine by an inch which had won, and
he therefore declared it to be a dead heat.

A watermen's match followed, at a late hour, for a purse sub.
scribed by the crews and. visitors.

RAILWAY COMMITTEES.
(SATURDAY.)

GROUP FF.
THE EDINATTEGH AND NORTIEEnN
nAxviccrAir.
(Continued from our Afternoon Edition of Saturday.)

Mr. Andrew Dowie, examined by Mr. HOPE— Was factor to
Admiral Sir Charles Adam. Was frequently delayed when cross-
ing from Burtstisland to Oranton-pier. The delays in bringing
cattle were of very frequent occurrence, and occasioned much
expense.

Cress examined by Mr. TALBOT—Was very much annoyed by
the delay just mentioned.
Mr. TALBOT—Of course you would like this difficulty removed ?
Witness—l should most undoubtedly.
Mr. TALBOT—Then you are a friend to improvement? Witness
am.
Mr. TALBOT—Pray have you ever signalised yourself by a
lucubration on the great inconvenience of this ferry ? Witness—.
I may have done so.

Mr. TALBOT—Come now, have you not written to the Caledonian
Mercury, and put your sign manual, as a friend to improvement ?
Witness—Eh-0 yes, I did mention the inconvenience I was sub-
jected to on one occasion.

Mr. TaLncrr—And a very nice little essay it is.—(Laughter.)
I must read an elegant extract from the Mercury of June the
sth instant; here it is—

" Granton-pier everybody must allow is a great improvement,
and no little praise is due to the spirited individuals who have car-
ried it through ; but, from what has been stated, it is quite evident
that as yet it requires something more to constitute it an entirely
efficient low-water pier, and more particularly, as it is
intended to make this the crossing station for the
Northern Railway from Edinburgh to Perth. But let me add, that
should the railway by Queensferry to Perth be carried through (of
which there is every probability), the chance is, that few will sub-
mit to detentions of this nature at Granton, if they have the option
to go the route to the north. In short, had the Queensferry and
Perth Railway been in operation on Monday last, a person could
have left Edinburgh and been in Perth during the time that I, as
well as many others, were kept standing and starving on Granton-
pier, " I am, Sir, your most obedient servant,
" A FRIEND TO IMPROVEMENT."
I believe you are this friend to improvement ? Witness—Yes,
that was my complaint.

Mr. TALBOT—Have you any interest in the Queensferry ? Wil
ness—Not just now.

Mr. TernoT—Nor any one with whom you are connected ?
Witness—Admiral Sir Charles Adam has an interest in it.
Mr. TALBOT—Oh, indeed—that will do, Mr. Dowie.
Admiral Sir Charles Adarn, examined by Mr. HOPE—He was of
opinion that the projected line of railway by the Queensferry
would be of greater advantage to the country traversed than the
line by Granton.pier and Burntisland. The Granton ferry was
most unsafe and inconvenient. The greater amount of population
would be accommodated by the Queensferry.
Sir John Hallett, examined by Mr. HOPE—Was of opinion
that the Queensferry would be a preferable course for a line of
railway.

Cross.examined by Mr. TALBOT—His property lay on the line
of railway projected from Queensferry, and the construction of
that line would be of advantage to his property.
Lord Dalmeny, examined by Mr. HOPE—There was a general
feeling of hostility in Dunfermline against the Edinburgh and
Northern Railway. Had no interest in either line. Knew no-
thing personally of the comparative merits of proposed railways;
his information was furnished by his constituents of Dunfermline.:
Cross-examined by Mr. TALBOT—His constituents were con-
siderably interested in the Queensferry line.
Mr. Mason, examined by Mr. Hope—Was Superintendent of
Queensferry. The Grantors-pier ferry was most dangerous in
heavy weather. Was in favour of the Queensferry projected line.
At this stage of the proceedings the Committee adjourned till
Monday, at half-past twelve o'clock.

GROUP KK.
LIVERPOOL AND BURY LINE.
(Continued from our Afternoon Edition of Saturday.)
Mr. LowNnes then rose, and said he appeared for the Liver-
pool and Manchester Railway. In opening the project of this Com-
pany, he did not intend to institute any comparison between the
Liverpool and Bury line and his scheme. What he wished to
show was, that his line would afford ample facility of communi-
cation between the towns of Wigan, Bolton, Bury, and Liver.
pool. He did not think it would form any part of
his business to strow the defects of the Bury Railway, more espe.
cially as there were many portions of the evidence which had been
given in support of it which was common to both schemes. But
though he admitted that there was a considerable traffic between
Bury, Bolton, and Wigan, he denied that the allegation of
intermediate traffic had any foundation in fact. He admitted that
there was a very large increase of traffic to Liverpool from those
towns—that there iste WO at present sufficient accommodation,
and that there was a necessity for greater, and, therefore, upon
these three grounds he asked the Committee to sanction the
scheme which he would lay before them. 800,0001. was the sum
which would be required for carrying this plan into operation.
The Manchester and Liverpool Company expected no immediate
return from this expenditure, only what would result from the
increased facilities of communication between those impor-
tant trading towns. It had been for several years
in the power of the Manchester and Bolton Railway Company to
make a line between Bolton and Bury, but such was the smallness
of communication between these towns, that that power had never
been carried into execution. The Company did not think the pro-
ject would compensate them. He thought the Manchester and Li..
verpool Company should meet with favour in the eyes of the Com..
mittee. It was the first established in this country. The first sum
expended by them was 600,0001. for the constructing the line be-
tween Manchester and Liverpool. From the improvements which
had since taken place, that line could have been constructed for
400,000/., so that they bought their experience at a cost of
400,0001. The Board of Trade had in their report admitted that the
Liverpool and Manchester Railway had, inconjunction with canals,
done much for the town and trade of Liverpool, but he
thought that was much too limited and qualified praise for a Cern-
pany that had done so much. He had said that the original cost
was 800,0001., but that sum had been, since 1831, doubled by the
Company, in order to facilitate communication, and to afford
greater convenience•of trading and travelling to the public, for, in
January, 1845, the sum expended by this Company had reached
the turn of 1,700,0001. Cotton was theprincipal traffic, and might
be promoted by the advocates of the Liverpool and Bury line, but
it should be remembered that cotton was not a species of com-
modity which required any great dispatch of communication;
and there were no just complaints that there did not at
present exist abundance of communication between the towns of
Manchester, Bolton, and Bury. What was sought for was com-
munication between these towns and Liverpool. Bolton had a
line direct to Manchester. There was in progress a direct line
from Bury to Manchester; and Wigan had an indirect communi-
cation with Manchester. The first scheme he would submit was
the Patricroft and Clifton branch, which would afford a continuley
of communication between Bury and Liverpool, by Rossentl.ale.
The length of this branch was three miles and a half, and Poe cost
of Its construction was estimated at 95,000/. The repent of the
Board of Trade was that this was a proper liue to be 'made. This
line would open a communication between Liverpeml arid Bury,
Hastingdon, Acklingdon, Blackburn, and a vere, large field to the
north of Bury, would, as Mr. Walker, M....1e., 'ead observed in his
evidence, be then well served. The only place Bury would not
have direct communication with Wes Bolton. At Parkside
the North Union Railway joined the Liverpool and Manchester,
and then turned off in the direcnon of Manchester, but it went
by
pro a
posed circuitous course, and, order to remedy this winding, they
to add 26 chains ef railroad at this junction, which would
form an elbow toward, Liverpool, enabling the trains along the
North Union to reaeeir their destination without any stoppage at
Newton or Parksie,e. The cost of this would be 3,800/., and
there was no oprdosition on the part of the landowners. The next
line would commence at, or near, St. Helen's, and pass up to Ruf-
ford. The object of this line was to connect Southport with
Manchester and the whole country south of the Liverpool and
Manchester Railroad. The length of this branch was sixteen
miles, four furlongs, and three chains, and the cost 131,314/.
Thence there would be a branch line to Rainsforth,
nine miles, six lbrlongs, and three chains ; the cast, 163,279/.
The cost of these two branches, therefore, would be 350,000/. The
Board of Trade had reported that the St. Helen's and Rufford
branch was not necessary, as it only skirted the great coal-field ; but
this he would show was not a just remark. He would next call
the attention of tl,e Committee to the projected improvements at
Liverpool. There were atpresent four stations there, viz., Edge.
hill, Crown-street, Lime-street, and Wapping. The first was for
coal, the second for live stock, the third for passengers, the fourth
for goods. The extent of the present Lime-street station was one
acre and three quarters. They proposed to add half as mu eh more
The whole area would be then& 2,000 yards, the cost 30,0004
To this plan he as not at of any opposition To the
station at Wapping, which was at present four acres
in extent, they proposed to add twenty thousand yards,.
and there would be a communication with it to the Queen's and'