The Sun.
London, England, 1845-05-22 00:00:00

THE SUN, LONDON, TIIURSDAY MORNING, MAY 22, 1845.

LLOYD'S SHIPPING.

LONDuN, MAY '2l.—Wind, at noon, N.W., moderate breeze
and cloudy.
MARGATE, MAY 20.—The Jeune Lucille, Luco, from Sea
ham to Bordeaux, was abandoned this morning in a sinking
state in the North Channel, having been on shore—crew
saved.

DE.u, MAY 20.—Wind N. to N.N.E., fresh.—Aml. Sal-
(lonia. Porto Rico. Sid. Hooghley, Sydney; Orient, Madras
and Calcutta.

OFr PORTSMOUTH, May 20.—Prince Albert, London for
New York; John Wiavel, Walker, Sierra Lecne for Ghent,
days.
COWES, MAT 20.—Arrd. Free Charlotte, Lundstrom,
Iquique; Isabella and Ann, Main, Bahia.
PLYMOUTH, MA:, 20.—Acrd. Pomona, Briggs, Rio Grande.
FALMOUTH, MAY 20.—Arrd. Ellen, Tiller ; Mercury,
Ireland; Nestor, Stewart, Buenos Ayres. Sid. her Majes-
ty's ship Penguin, Plymouth. Off, Falcon, Smith, Ichaboc,
and sailed for Hull.

DUBLIN,. MAY 19.—Arrd. Pearl, John's, New Brunswick.
KINGSTOWN, MAY 10.—Arrd. Trial, Coyle, Ichaboe. •
CORK, MAY 18.—Arrd. Emily, Foster, Gape of Good
Hope; Andrew White, Murray, lchaboe.
BmsTor., MAY 20--Arrd. Feliza, Pike, Trinidad.
LSITII, MAY 17.—Arrd. Countess of Minto, Voy, Ichaboe ;
19. Norma, Jackson, and Sarah Fleming, Ichaboe.
HULL, MAY 20.—Arrd. Constantia, Gravel], Greenland.
Ski. Rambler, New York. The Aquatic, Sowerby, from
Stock-with, ashore on Spurn Point, has been got off.
OFF CASTLETOWN, MAY 15. China, Turnbuli, New
Orleans.
Irswroi, MAY 19.—51.1. Gannymede, Mauritius.
SHIELDS, MAY 19.—S1d. Colony, Cape of Good Hope.
NEWPORT, MAY 20.—Sid. Fame, Aden.
LIVERPOOL, MAY 20—Wind N., fresh.—Arrd. Virginia,
Wood, Charleston. Sailed, 19—John Bentley, Quebec ;
20th—Emperor, Bombay ; Orozembo, Africa; John Ren-
wick, Rio ; Heckla, Augostena Stanley, Santa Martha ; Mi-
nerva, Cuba; Ana, Havannah ; Cambria (steamer), Halifax;
Standard, Quebec; Henry Volant and Triumvirate, New-
foundland. Off, Ann Jeffrey and Hebe, New Orleans.
CLYDE, MAY 18.—Arrd. Sarah, Chambers, Ichaboe ; 19,
Warsaw, Hawkins, Charleston. Sld, British Isles, Batavia ;
Wilmot, Quebec.
PIRATES IN THE MEDITERRANEAN.

• MESSINA, MAY 6.—The Rowena, Tregarth, arrived
at thi port, spoke the brig Garnett, of Hull, off Licata,
the master of which reports having been chased, and
attempt d to be boarded, on the 21st ult., fifty miles
west of Malta, by a schooner under Turkish colours,
of about 250 tons, w:th painted ports, well armed, and
manned, and a very fast sailer, which in attempting to
! oard the brig, carried away her jib-boom, bowsprit,
and the brig's maingaff, maintopgallant-mast, &c.

[ADvgaxisueuxr.)—To the Ladies.—lt is uni-
versally acknowledged by every one of taste that how-
ever beautiful a woman may be, if her hair is deficient
either in quantity, quality, or colour, one of her greatest
charms is wanting. A complete remedy for all this is
to be found by visiting the establishment of Ross and
Sons, and choosing either head-dresses that surpass na-
ture herself, fronts, bands, or ringlets that assist her, or
splendid plaits that, encircling the thin hair, give it all
the appearance of a luxuriant growth. The partings
are so admirably contrived that the nearest inspection is
confounded ; the transparency of the web, admitting the
skin of the head to be seen through, they may be de-
:cribed as Wog
light as a feather.—Address Rosa
tss
awl Sans, 119 and 120, 120, Bi.hopsgate-street
,London,
skin,have plaartetilnyg of
invented the
46ec.11 epinqintory for oleausiug, the

RAILWAY COMMITTEES.

(YESTERDAY.)

Group X.
LONDON AND YORK LINE.

The Committee sat at the us ial hour to-day. The first wit
❑ese called was

Mr. Thos. Shiel Evers, J.P.—ls an extensive miller at Lincoln.
His mills manufacture on an average about 9,360 tons of flour in
the year, five-sixths of which were sent to Manchester and Liver-
pool. The cost of transit by the present modes of conveyance from
his mills to the above places was 15s. 6d. per ton; the
saving to be effected in this item, if the London and
York Railway should be made, would be about 6s. 11d.
per ton, or 5,0001. per annum. The witness went into
very minute details of the calculations he had made as to the com-
parative cost of transit of coals, and various other articles of con-
sumption and manufacture by the present modes of conveyance, and
by the projected London and York line, and contended that it was
quite apparent to him that, not only would the saving of cost per
ton be considerable for all description of goods to be conveyed be-
tweed the different towns proposed to be brought into communica-
tion with each other by this scheme, but that there would also be an
immense increase of traffic of every description.
Mr. FILLMORE, cou,sel for one of the competing lines, said
that before he cross-examined this witness, he would beg leave
to call the attention of the Committee to the votes and proceedings
of the House of Commons, printed today, by which it appeared
that a line of railway was about to be made between Market Raisen
and Lincoln. He would beg of the Committee to keep this in
mind during the evidence.
The witness was then cross-examined by Mr. Lee, on behalf of
the Eastern Counties line—He said he would prefer a cheap line
to a short one, or a cheap and round-about line, to a cheap and
short one.—(Laughter.) He was a shareholder in the London
and York line, but not a director, or one of the committee. He
hoped the Forsdyke Navigation Company was to go into
the hands of the London and York Railway Company. The gross
amount of the Forsdyke Company's dues, received last year, was
10,2911. 17s. 10d. The tolls received on the Wickham navigation,
in the same period, was about 12,0001. in round numbers, from
Wickham to Boston. The expenses of the Forsdyke for the last
three or four years in improvements were about 20,0001.; but
the annual expense was about an average of 1,000/. a year for
the last ten years. The proprietor of the Forsdyke was an
active promoter of the London and York scheme. Has
not been made aware that corn, flour, &c., will not be conveyed
by the London and York line for I d. per ton per mile, unless it
was to be conveyed twenty-five miles. Did not believe that his
partner, Mr. Copeland, was to appear as a witness in favour of the
London and York line. Understood that he (Mr. Copeland) was to
appear as a witness in favour of the Cambridge line.--(Laughter.)
The witness was next cress-examined by Mr. BARKER, on behalf
of the Midland scneme, but was interrupted by—
Mr. PAGET, who said his Learned Friend was examining on be.
half of a scheme that was not before the Committee.

Mr. MALE said he was examining as to a line that was before
the Committee.—(Laughter.) Most certainly a line from Lincoln
to Wisbeach would be very desirable. Believed the Landon and
York scheme did not contemplate such a line.
Re.examinctl—Boston was of course a more important market
than Wisboach.

Mr. 'l'. S. Evers, J. P., was next asked a question as to the terms
of an agreement made between the London and York Company and
the Forstlyke Navigation Company; but it was objected to by the
opposing Counsel, on the ground that the agreement should be
produced if the witness was to be examined as to the contents of
such a document.

Mr PAGET said if he had the document in Court he would pro.
duce it, but he had not.

Re.examination continued—ls of opinion that the public would
derive more advantage from the Forsdyke navigation being purchased
by any Railway Company th .t may be called into existence, and who
would lower the tolls, than by that navigation remaining in the
hands of its present owners.
Cross-examined—Believes that to be the opinion also of Mr.
Copeland, and one or two of his other partners.
To the Committee—Does not think it would be more advanta-
geous: to the public to have the railway in the hands of one com-
pany and the navigation in another ; does not think that the fact
of the railway and the canal running parallel would injure the
traffic of the 'atter ; but the maximum rate of tolls might he re-
duced. This witness was nearly three hours under examination
Mr. Edward Reedyard, brewer, of Lincoln, was the next wit-
ness, and his testimony respecting the direct line was precisely of
the same character as that of the last witness, localities forming the
only difference. He said he would prefer having his corn by rail.
road to canal, because of the quicker mode of transit.
Mr. Edward Clarke, residing near Lincoln, deposed as to the
traffic between Lincoln and Boston, and that it would be very im-
portant to have a railway bctween those two tow ns. The line by
Cambridge from Lincoln is not sound ground; there are a great
number of drains on that line, and they would all require bridges or
tunnels on them.

The opposing Counsel contended that these were purely engi.
neering questions.

Mr. sergeant KINGLAKE said that, as he was anxious to prevent
loss of time, he would now proceed to call a witness from York.
Mr. Newcombe, railway carrier, residing at York, was then
called. He deposed that there was a great competing traffic
going on from York to Hull between water and laud
carriage—the articles conveyed were confectionary, drugs,
leather, soap, and groceries ; the land carriage was by
rail, and that by water by steamers, the latter was slow owing
to the navigation being bad. The distance between York and Hull
by railroad was about 50 or 56 miles ; the distance by water was
about 60 miles; and by turnpike it was 40 miles. Had pre-
pared a table of the comparative charges of goods upon the
present line and the new one. The present charge was
28s. 6d. per ton for goods from York to Gainsborough,
for a distance of 51 miles, and the time occupied was two days;
by the new line the charge would be 13s. 6d. per ton, or a saving
of 15s. per ton.
Mr. George Robinson, linen manufacturer at Leeds, deposed
that he bad an extensive trade with the towns of Gainsborough,
Lincoln, Newcastle, Boston, Oldham, Grantham, and all the other
towns cast of Lincoln. The charges he paid at present per ton for
the transit of his goods from Leeds to Gainsborough were 15s. per
ton; to Lincoln, 135., to Newark, 163., and to Gran-
tham, 265. He made a calculation of the charges
by the proposed London and York line, and he found
he would have a saving of Is. Bd. per ton from Leeds to
Gainsborough, of 'as. per ton to Lincoln, of ss. 3d. to Newark,
and of 12.3. 6d. to Grantham ; besides which, the saving of time
would be considerable, and the traffic would be much increased.
The facilities of transit by the present modes of conveyance were
slow and uncertain.
Mr. John Barff, dealer in wool at Wakefield—His trade in wool
amounted to about 23 000 packs per annum, or 2,500 tons ; the
wool from the east of Lincolnshire now came by water ;
but if there was a railway, it would come by that, as the
freight would be very touch reduced; the present cost was 28s.
per ton, and the reduction would be about 10s. per ton ; the present
cost of conveyance of wool from London to Wakefield was
2s. Pd., but he had received two notices lately, one of which was
that there would be a reduction to 2s. Id., and another to Is. 10d.,
(Laughter.) The London and York line would bring York twenty.
three miles nearer to London than any other proposed line. Wake-
field was the largest corn and cattle market in the kingdom out of
London ; more than half of the entire exportable produce of Lin-
colnshire went to Wakefield ; about 15,000 quarters of corn of all
sorts was rec, ived weekly at Wakefield.
• "

Cross.examined—lf the Cambridge and Lincoln line was shorter
and more convenient, which it would be if it went by Bourne, the
wool from the north would be sent by that line. The Flockton
coal-field would be from six to seven miles from the London and
York station. No doubt, farmers living between Holbeach and
Wisbeach would like to have a line of railway passing near them.
The Committee then adjourned.

Group N.
WEST CORNWALL RAILWAY.

At the sitting of the Committee some conversation ensued
respecting the opposition of Mr. Thomas to the scheme, and with
respect to a suggestion thrown out by the Chairman last night with
respect to the Hayle Railway not being in accordance with the
provisions of the Railways Consolidation Act.
Mr. Rowe said he was prepared to argue the objection he had
raised, that that railway presented an insuperable objection to the
construction of the line.

Mr. MACAULAY repeated, for the information of Mr. Alexander,
that it was the impression of the Committee that the Hap le Rail.
way was not under the general provisions of the Railways Consoli-
dation Act. He thought that that portion of the line would present
a great difficulty in pa,sing the preamble. The question was, whe-
ther the Hayle Railway could :egally be included in the provisions
of the Act fur the construction of the West Cornwall ?

Mr. ALEXANDER, for the promoters of the Bill, said he con-
ceived that the Act constituting the Ilayle R iilway gave full
power to amalgamate it with the new line. Was the objection of
the Committee with respect to the crossing of certain roads on a
level ? If so, he held that they could do so without infringing the
provisions of the Ralways Consolidation Act.
Mr. DENISON. one of the Committee, thought there were many
points on which it was desirable to have the Hayle Railway amen-
able to the provisions of the B tilways Consolidation Act.
Mr. ALEXANDER was prepared to show that they had'• such
powers under the old Act He held that his Learned Friend was
not entitled to maintain the objection he had made—it was not par-
ticularised in the petition of Mr. Thomas.
Mr. Rows said the objection was specially set forth in the peti-
tion, and read a portion of it to substantiate his opinion.
The COMMITTEE thought that it would not be advisable then to
go into the merits of the objection, but to proceed with the exami-
nation of Captain Moorsom.

Captain Moorsom was then examined by Mr. Rowe at great
length on minute details in connexion with the expense of construct-
ing the line, fer the purpose of showing that his estimates were
fallacious. Nothing, however, was elicited to show that this was
the ease.

The witness was then cross-examined by Mr. BIRCHAM on the
part of the projectors of the railway. His evidence went to show
that lines with steep gradients had been constructed at less ex.
pence than lines on a level; and that on such steep gradients and
high inclinations trains were worked with as ranch velocity es
those running on a level. He cited instances of this on the
Birmingham and Gloucester, the Glasgow, and other lines, and
said that undulating lines with short gradients might also be
worked at a moderate expense. The Hayle Railway cost
7,0001. a mile without stock. He calculated about
8,000/. a mile as the expense of constructing this railway,
exclusive of locomotion. The line between Truro and
Redruth could not be constructed with the same- convenience or
expense on bridges as on levels. At that portion of the line which
will cross a road at the Hayle causeway arrangements had been
made with the trustees, with which they were perfectly satisfied.
For more than two years passengers had been carried :dont the line
between Redruth and Hayledown an incline of 1 in 22 and l in 91/ ;
upwards of 300,000 passengers had been conveyed along the line
since it was opened for that purpose. He had never heard of any
accident to the passengers or to the trains. The trains on the
Hayle Railway pass and repass on a level, and he never knew of
any accident there. Colonel Pasley had reported that there was no
danger in passing such roads on a level.
Mr. DENtsox said if they proposed to enter into Colonel
Pasley's opinions on these matters they had better have that gentle.
man before them.

Mr. ALEXANDER said the report to which the witness referred
was on the table of the House of Commons.
ty the CRAIRMAN—It was proposed to take iron from small
branches of the Hayle Railway which led to mines in its vicinity,
but which were now disused, to construct about two miles of the
roposed line.
Mr. Whitley, a surveyor, was then examined by Mr. Rowe—
He had estimated the land which would be required for the pur-
poses of the railway from Truro to Redruth (I li miles, or 71i
acres), at an expense of 791. per acre. He had been acquainted
with the district for 14 years. The mining land that would be re.
quired at Tresavein would be one.fourth of an acre and 10 yards.
The waste part of the mine, independent of arable land, required
would be three-quarters of an acre and ten perches. The whole
land required here would be under an acre. The line would not
interfere with mines at work.

By Mr. DENISON—The present value of arable land ranges
from 10s. to 40s. per acre. Not more than half an acre of orchard
land would be required in the whole line. Half an acre of plan-
tation of thirty years' growth would be required. _ _

By Mr. ALEiANDElit—Nearly a third of 701 acres consisted of
owrasottehelarnpdu,rpwohsiec,h. coTuhldisnweialsherin greaterprofitablyproportion
for
n inagricultural
Cornwall
was commonable--some portions of which were enclosed into
small gardens by cottagers. There were not more than six acres
of meadow land in this part of the line. It was not the intention
of the Company to take any of the large smelting works at Garras
wharf or at Calenick, as their terminus would be erected ft.rther
down Garza/ wharf than originally intended. The estimates he
had made he considered fair in every respect.
Mr. Brunel was then examined by Mr. Rowe—He said he pro-
posed to lay down the South Devon line on theatmospheric principle
olif hitsee
estimate of the permanent expense of a single line, exclusive
atmo.pheric apparatus, was 2,3001. a mile. The use of the
patent would cost an additional 5001. a mile. The weight of the

rails on that line would be 551 b. each. The expense of the double

line would be double that sum. Three tubes would be
used for the first 20 miles, at 13i inches, between Exeter
and Plymouth. In that portion the gradients are
good. In one part they are very steep. In no part are they
one in 50. The estimate of the expense he had given did not
include the fixed engines. Each engine would consist of two l- alves,
each pair having 100 horse-power. He spoke of the power as ge-
nerally. understood at the present day. The engine-houscs would cost
from 5001. to 6001. It would be necessary to lay down an electrical
telegraph at an expense of 150!. or 2001. a mile. The locomotive
engines in use on the Great Western for the passenger trains
weighed from 8 to 20 tons without the tender, but with which they
would weigh from 30 to 35 tons. An inclined plane of lin 22
might be worked at ten miles an hour by a powerful engine with
small wheels, weighing about 10 tons, with perfect safety. Power
could be combined with lightness. The witness was then ex 1-
mined on other matters in connexion with engineering, and cor-
roborated in a great measure the evidence of Captain Moorsom
with respect to similar points.
The Committee their adjourned until to-morrow.

Group F.

THE GREAT WESTERN AND BIRMINGHAM RAILWAY
EXTENSION TO WORCESTER AND DROITWICIL

Members—The Right Hon. F. Shaw, Chairman ; Mr. V.
Stuart, Mr. Lockhart, Mr. Bramston, and Arr. Drumm.,rid.

The Committee sat at twelve o'clock, and

Mr. Bayliss, civil engineer, was called on the part of the Bir-
mingham and Gloucester Railway, to prove the intended line of
deviation from the present railway, and the position which the
opposition branch, advocated by the Great Western Company,
would hold in respect to it. The lines were intended to be run
in a parallel direction.
Mr. W. Chamberlayne, china merchant, of Worcester, exa-
mined by Mr. WHATELET, Q. C —The china he manufactured
was a very delicate article, and would not bear rough handling.
For that reason he availed himself of the facilities afforded by the
railway as little as possible. He used a considerable quantity of
coals, perhaps 1,600 or 1,700 tons a year, and that came from Staf-
fordshire by canal. He also used great quantities of clay from
Cornw:ll and Shropshire, which also came by water. He thought
there would be a great deal of inconvenience from the want of uni-
formity in the gauge on the line.
Robert Hardy, iron.merchant, Worcester, was one of a com-
mittee established in that town to observe and report upon the
merits of the respective lines which were intended to supply that
town with railway communication, and he himself was in favour of
the Birmingham and Gloucester deviation.
Mr. Tombs, town clerk of Droitwich, proved that at a meeting
held in that town resolutions were passed in favour of the Birming-
ham and eloutester extension.

Mr. TALBOT then proceeded to state the objections which Lord
Sandy, entertained to the London and Birmingham deviation. It
would, he said, inflict an incalculable injury on his Lordship, by
cutting offthree miles of his most valuable property lying adjacent
to the River Sevein, thus destroying the integrity of his estate
without, as he contended, affording an equivalent benefit t o the
population of Weteester, Droitwich, or the neighbourho,d.

Mr. WUATELEY, Q.C., on behalf of the Stourbridge Canal Com-
pany, objected to both projects, on the g ound that the danger t
the public from the construction of the lines over exhausted coal-
beds would t e very imminent.
Mr. ALLEN objected on the part of a landowner, Mr. Hook:,
who was seriously injured by one railway already passing over his
grounds, and-who would be still more injured if either of the pro.
jetted deviations were passed, because those also would pats
through his estate.

Mr. COCKBURN, Q.C., appeared for Mr. J. B. West, a landowner
near Stratford-on-Avon, and objected that the promoters of the
London and Birmingham Extension had determined to cut through
his estate, although a better line could have been laid down, which
would have avoided his grounds altogether.

The Committee, at four o'clock, adjourned till to.morrow.

Group DD.

GLASGOW, DUMFRIES, AND CARLISLE RAILWAY.
O❑ the reassembling of the Committee this morning, at half-past
eleven, the examination of witnesses was resumed by

Sir T. Putwes calling Mr. Gordon, writer at Dumfries, but his
examination had scarcely been commenced, when
Mr. Game addressed the Committee, saying that he had been
given to understand he had no locus standi before them to
oppose the Glasgow and Carlisle Railway on behalf of the Carlisle
Canal Company, and he wished to know what was the decision of
the Committee on the subject.
The CIIAIRNIAN said that Mr. Greig was not competent to be
heard, as the standing orders had not been complied with. The
petition of the Carlisle Canal Company ought to have been pre-
sented to Parliament three clear days before the meeting of the
Committee, and this 11811 not been done.
The examination of Mr. Gordon was then proceeded with. It
appeared from his evidence that the aggregate amount of goods
imported into Dumfries annually, on an average of four years, was
7,804 tons. The quantity of goods exported during the same ln.
terval averaged 3,870 tons each year. The traffic of the town is
principally carried •n by one steam ve set from Dumfries
and two from Annan, and by small sailing vessels
from both places. The steamers convey the majority of passengers,
and all the live stock are imported in them. The merchandise to
Liverpool and the west coast was usually conveyed by sailing ves-
sels, but sometimes steamers were employed for that purpose, and
it was recently in contemplation to have a vessel of considerable
power appointed to the Dumfries station. The aggregate receipts of
steamers during four years was 184,92 a The navigation of the river
Sith was very difficult and uncertain, and io was frequently found
necessary to land passengers and cattle because the vessel could
not leave the river, owing to the obstacles which the sand pre-
sented. He considered that a large portion of the passengers would
prefer going by railway, if one existed, and a considerable amount
of the pods and cattle would also find their way on the rails,
and generally very large traffic would be diverted to
the railway if it were made. An extensive cattle market
was held weekly in Dumfries. The number of cattle exposed for
sale in the market last year amounted to 2111,041 heads. The
quantity that passed through Dumfries, without being sent to the
fair, was 9,345, and about an equal number were conveyed through
the river to England. A very large pig market existed also at
Dumfries, and the aggregate number of pigs annually sold there
was 14,099, which, taking the average weight of each pig at
13 stone, would give a total result of 183,287 stone ;
and the revenue derivable from this source, averaging the price per
stone at 4s. 9d., would be 43,5301 The Caledonian line would
afford no facility for conveying the pig traffic from Dumfries to
Annan_ It would take it to Carlisle, but only by a circuitous and
inconvenient route. The number of live pigs that were exposed
for sale during the last year was 7,749. There was a
large carpet manufactory at Sanqiihar, near Dumfries,
which produced each year on the average 1,060 pieces, of
the value of 10,000/., and all these would be conveyed by way of
Dumfries to Edinburgh and Glasgow if a convenient mode of
transit existed. From the statistical statement which he had sup-
plied to Mr. M'Culloch it appeared that the total revenue received
in 11530 by the manufacturers iu the neighbcurhrod of Dumfries
was 70,0001., but this sum of later years had been considerably in.
creased.--; I he witness then read an extract from the min fees of
the Town Council of Dumfries, authorising him to state their satis-
faction at the making of the contemplated Glasgow, Dumfries, and
Carlisle Railways, as it would afford every convenience and facility
for the carrying on of the cattle, coal, iron, and lime traffic, and
would also tend to improve the various and increasing manufac-
tures that are new existing in Dumfries and its neighbourhood.)
Mr. Ewart, Member for Dumfries, was then called—He said,
from the position which he held in Dumfries, tie was competent to
state what the general feeling of the inhabitants was in respect of
the proposed Glasgow and Dumfries line. He had no hssitation
in saying that the district with which he was connected was de-
cidedly favourable to it. He had been called upon to present a
great number of petitions to the House in its favour, and
these for the most part had been signed by the most influential peo-
ple in the borough. The port of Annan, with which he was ac-
quainted, was a rising place, and he had no doubt that in a short
time it would become highly important. Dumfries was the county
town, and extensive fairs in cattle, pigs, and sheep were held there.
Large mineral hells also abounded in the neighbourhood, and it
was very desirable that greater facilities should exist for the purpose
of conveying their produce to the southern parts of the country.
So great was the importance of Dumfries and Annan that in his
opinion a trunk line of railway was indispensably necessary to be
carried through them, and he was disposed in favour of the Dum-
fries line, because he considered it was the best adapted for the
general interests of .hat part of Scotland,
Mr. Maxwell, of Terreagles, deposed that the population of
Dumfries was estimated at 72,830 inhabitants ; of Kircudhright,
at 41,119; of Wig,on, at 31,193; and of Ayrshire, at 164,336.
A large manufactueSag and mineral trade was carried on. At
present there was no railway communication through these dis-
tricts, and it was highly desirable that there should be one.
Mr. Lenny, of Dallswinton, generally confirmed the evidence of
the last witness.
Mr. M'Colloch, of Dumfries, tendered his opinion as to the best
e northestablishing a speedy communication between London,
so
coast of Ireland. The distance from Lou.
meanstn
( fio,( i
th
don to Port Patrick was 407 miles, and if the train travelled
at the rate of thirty miles per hour, the uistance could be accom-
plished in thirteens hours and a half. It was from eighteen to
twenty-one miles across the Irish Channel from Port Patrick to
Donaghadee on the Irish coast, where it was proposed to erect a
station, to belong to the County Down Railway. The time usually
occupied in making the voyage across was one hour and a half.
From Donaghadee to Belfast, which was the most important com-
mercial town in all Ireland the time occupied in going by railway
would be one hour, so that the whole distance from London,
through Scotland, to Ireland, could be travelled in sixteen hours.
Mr. Lindsay, merchant of Belfast, confirmed the evidence of the
last witness in every particular.
Mr. Godwin, civil engineer to the County Down Itai!way, said
that that railway was intended to commlnicate with the coast at
Bangor or Downpatrick, and there would be no difficulty whatever
in connecting Donaghadee with the project. Very great interest
was felt in Ireland for a better eommunica ion with Scotland, and
the matter had beset repeatedly discussed in the Chamber of Com-
merce at Belfast. He considered that the p oject which had been
described to the Committee was well calculated to effect the de-
sired otiect . .

Mr. Murray, M.P. for Kirkcudbright, said he thought the Glas-
gow, Dumfries, and Carlisle Railway would benefit very much the
county of Kirkcudbright; and, in his opinion, it was important
that the trunk line should pass as near that district as was possible.
Mr. Dixon, of Hawick, gave evidence as to the relative cosomu.
nication between Hawick, Dumfries, and Annan.
Mr. Nixon, of Hawick, concurred with the last witness.
Mr. Brown, landed proprietor in the county of Ayr, deposed that
he was intimately acctuainted with the district, and was well versed
in its general produce. He had made particular inquiries into the
matter, having had occasion to give evidence, on a former occasion,
in the House of Commons on a similar subject. The population
of Ayrshire had increased twofold within the last 40 years.
There were 34 tile drain manufactories in the county. The
number of blast furnaces for smelting iron was 11, and
several more were now in course of erection. Extensive
cotton, carpet, and bonnet manufactures were also carried on. The
Dumfries line was conveniently laid out with respect to the various
mercantile productions of the county, as it embraced all the princi-
pal towns, and approximated to the sea coast. The first mineral
railway that was made in Scotland was constructed in Ayrshire in
1808. The Glasgow, Dumfries, and Carlisle Railway would greatly
improve the resources of the county, both in respect of its mineral,
agricultural, and manufacturing interests.
Mr Barclay, manager of the Catrine Cotton-works, said that
the raw material for the works was all obtained from Glasgow,
and when manufactured it was transmitted back for sale.
The value of the goods which had been manufactured last year at
the Catrine works was 61,0001. The present mode of conveying
the manufactures to Glasgow was by carts, which carried the
goods at the rate of 6d. per ton per mile, and if the railway were
made they would be transmitted by it in preference.
Several other witnesses were examined, who gave evidence gene.
rally as to the traffic in various species of produce, which were
to be obtained either directly or indirectly from various points
along the line.
The Committee then adjourned till half-past eleven to.morrow.

The Committee an the lines competing
Group LE.
DUNDEE AND PERTH RAILWAY.
for this district resumed
this morning by the examination of witnesses on the part of the
promoters of the Dundee and Perth line.
Patrick Wallace, examined by Mr. Porrsowav—ls a Corn.
missioner of Police, and member of the Town Council
of Perth, and being the Government contractor for.
the conveyance of mails from Lancashire on the west, and
York and Hull on the east, to the Lands End, Is competent
to form an opinion of the merits of the competing lines,
and considers the Dundee and Perth the most advantageous pro-
ject hitherto devised for that town. Is not capable of judging
whether the navigation would be injured or not by the forma-
tion of bridges across the Tay.
William Marshall, examined by Mr. ANDREWS—Has been etn.
played by the North British, Edinburgh and Granton, the
Dundee and Perth, and ether important railways, to estimate the
traffic likely to fall on those lines, and to draw up tables of the
existing trade the number of passengers conveyed by coach
annually between Dundee and Perth is 35,406, and others from

intermediate places, by gigs, &e., 27,535, m:.king a total of 62,941.
These he computed would be doubled on a railway communication,
and would he carried at the rote of lid. per mile. The passen-
gers
betwee n Dundee and Perth by steam amounted annually to
34,059, from districts in Fife to the former town to 6,174 ; dou-
bling, therefore, the number of land, and halving that of steam-
boat passengers, about 11,364/. would be realised for the former, and
6,4281. for the latter traffic—the total passenger revenue would con_
scquently amount to 17,792/. Goods and minerals at thesame ratio,
he had estimated at about 14,6251. Mails and parcels 1,200/.,
and cattle 3001., making, with a small allowance for other contin.
gencies, a total of 33,9171. The present traffic in goods between
Dundee and Perth by carts was 2,925 tons, conveyed at the rate of
Bd. per cwt., that by lighters amounted to 8,442 tons, at the rate
of between ss. and Bs. per ton. Calculating 33 per cent. as the
portion of this traffic likely to fall on a line connecting the two
towns, 1,9951. was the additional sum anticipated to accrue.
Mr. David Webster, coal merchant, confirmed the accuracy of
the preceding witness, but the estimate wit being impugned by
Mr. Forsyth (who with Mr. Cockburn, Q.C., appeared on the part
of the inhabitants of Perth and the Scottish Central Railway), the
tables were handed in as evidence.

James Miller, Esq., being examined by Mr. ANDREWS, entered
at great length into the details of the engineering peculiarities of
the competing line, his cross-examination by Mr. Cockburn being
reserved for the sitting to-morrow.

Group L.
PORTSMOITTH DIVISION.

The business of this Committee was resumed this morning at the
usual hour,, by the examination of witnesses.
11,21-ay Upton, examined by Mr. GURNEY, Q.C., deposed to being
a farmer of Chichester, and having given his attention to the schemes
projected for the accommodation of that town. Considers that
the Guildford, Chichester, and Portsmouth Railway would be of
the greatest advantage to the trade and interests of the locality.
It was the centre of a large farming district ; and he alone, as an
extensive cattle-dealer, spent upwards of 5001. a year in oil-cake.
This article sometimes took three weeks to come from London by
the present sea conveyance, and thus suffered considerable damage,
entailing loss to the farmer.
Cross-examined by Sergeant TALFOURD—It now costs about four-
teen shillings a ton for the conveyance of produce from Chichester
to London. The price would be somewhat the same for the
superior accommodation of the railway.
Sir Hercules Pakenham, examined by Mr. GURNEY, Q. C.—
Is commandant at Portsmouth, having held that post
for six years, and had undor his command upwards
of 35,000 men. Considers any communication with
Chatham or Bristol most desirable, especially as to the former the
invalids are principally sent. A line proceeding north, without
touching at London, would be a valuable addition to the present
accommodation, as the circuitous route necessarily adopted to callat
the metropolis causes great delay. Supposing a railroad came
nearer the barracks than the present line, the trouble of unloading
the baggage and other waggons would still exist, and therefore be
of scarcely any advantage.
William Mason, examined by Mr. GURNEY, Q.C.—ls a book-
seller at Chichester, and having heard of the different competing
lines for accommodating that district, and being perfectly
conversant with the inhabitants there and their feeling
on the subject of the railways, can confidently affirm that their
preference is in favour of the Guildford, Chichester, and Fareham
line. Was not aware of a petition having been signed by the in.
habitants of Chichester and the neighbourhood, but had seen that
morning a petition, purporting to have one hundred names of the
householders of that town attached to it, no e of which he knew,
and several of which he believed to have been written by the same
person.

Mr. A. Mance, late of the Fountain Hotel at Portsmouth—Ports.
mouth had a considerable market, which had to provide for nearly
60,000, including the army and navy. The supplies were chiefly
drawn from Smithfield, Chichester, Salisbury, and Devon-hire. The
cheese and butter were chiefly craws from the west. He was a
shareholder in the floating.bridge, and he thought it very desirable
that there should be a commnnication with Fareham and the west,
and he should consider it a great defect in any line that did
not open the communication with the west. In his opinion the
public interests would be best served by a line to the
west, which would not oblige the crossing the water at
Gosport, and in the event of the line being formed from
Basingstoke to Newbury, a great convenience would be obtained.
for communication with the north of England. In the event of this
line not bei,:g formed, the public would have to cross by the
floating bridge, which crossed every half hour, and the passage
occupied about seven minutes. Since he had known Portsmouth
there had always been a considerable traffic to the west of Eng.
land. The coaches chiefly went through Purbeck, though
one went through Havant and Chichester. The route
to Godalming gave few passengers, as it was a bar.
ren and thickly peopled country. There was still one coach
to Guildford, which was not appointed with two-thirds of the effect
it used to be, and even in that state it was barely supported by the
intermediate country. Portsmouth derived its chief supplies, both
of animal and farinaceous food, from Chichester and the neigh-
bourhood. The fish taken near Portsmouth was carried to Fare-
ham and the neighbourhood within 20 miles. Though the car-
riage to London was expensive, there were 25,000 pads of fish,
each weighing a cwt., carried to London during the last year. He
thought the projected line was the most advantageous for the public,
because it gave the shortest line to London and the best communi-
cation with the intermediate country, while the atmospheric line
went round about to Chichester and was the longest line to London.
With respect to the terminus at London, the passengers used for-
merly to ceme from the City, but now the bulk of the passengers
came from the \Vest.end. They formerly went to the City with
their coaches, but of late years they had to change their starting
place to the West-end.—To the examination of Mr. AUSTIN,
the witness stated that he was a shareholder in the South-Wes tern
line, and his son was a carrier on that line. Portsmouth sent a
great quantity of fish, especially mackarel, to the London
market, which would be more advantageously delivered
at Billingsgate than at Nine Elms, though in his
opinion it mattered little by which line the fish came, provided it
was in time for the morning market. There were formerly eight
coaches up, and eight doown, through Petersfield. Ile was desirous
of promcting the communication both with the east and west of the
country, and the Brighton branch line would open that communi-
cation. Before the Gosport branch was made, the passenger traffic
to the Isle of Wight had been diverted to Southampton. There
had been a jealousy between that town and Ports-
mouth. The French steam-packets all went to South-
ampton, though they called at the mouth of Portsmouth Harbour.
and the passengers who embarked at Portsmouth had to go on
board in an open boat whenever the tide served. The egg trade
formerly went through Portsmouth, though a considerable I,ortion
of it now went through Southampton. The lambs brought from
the Isle of Wight used to go through Portsmouth, though that
trade had also been diverted, but he must allow that if the com-
munication were made good, the trade would be brought back
again.

To the cross-examination of Mr. Sergeant TALFOURD, Mr.
Mance stated that the nearer point of the Isle ,f Wight to Ports-
mouth was Hyde, which was Lbssut four miles and three-quaiters die.
taut, while the nearest place to Southampton was Cowes, which was
three times the distance. The only difference which would be
made by the formation of a direct line to Portsmouth would be the
diverting of the trade from Gosport to Portsmouth. He had at-
tended a large meeting on the 7th of the month at Portsmouth,
at which resolutions moved by the magistrates against the Chichester
line were carried by a large rn)jurity.
To the cross-examination of Mr. WannixoTori, the witness
stated that this meeting was called by the requisition of three
thousand inhabitants. He thought that Portsmouth could
not support two lines, and he believed that though the
line to Brighton would be an advantage, yet he believed that the
atmospheric line would be a certain failure. lie thought that the
portion from Chichester to Portsmouth would be the most pro-
fitable part of the line, but that if that part of the line were taken
away the line could not pay.

To the CHAIRMAN, Mr. Mance replied that he thought that
with moderate charges the capital would pay—he thought, 4i per
cent., the distance being less, and the competition being saved.
Mr. Finchatn, the master shipwright in the dockyard at Ports-
mouth, stated that he had considered all the lines to Port-mouth,
and he thought that the Government would be desirous to have
a direct communication with the dockyard by rail for the embark-
ing and disembarking of troops. This was, in his opinion, the only
line which would give a direct communication with the dockyard,
without passing through the town, and also it was important that
the electric telegraphic communication should be made with the
dockyard.
To the cross-examination of Mr. FLOOD, Mr. Fincham stated
that this line had no present communication with Sheerness,
Chatham, Maidstone, and the other public establishments, but he
believed that the South- Western line would carry it. At present there
was no railway which did communicate with those establishments, and
looking at the opportunities which would arise, he thought the pre.
posed line would give the best means of communication.—To the
cross-examination of Mr. RA wUtisoN, the witness replied that in his
opinion it would be very inconvenient for the public interest for a
rail to run across the glacis to the dockyard, there being property
belonging to private individuals, arid also in a military point of view.
—To the cross-examination of Mr. Gums v, the witness stated that
the terminus proposed, though not so advantageous to the inhabi-
tants of Portsmouth, would be touch more so to the population of
Portsea, which was much more numerous.
Mr. G. W. Law, an auctioneer and agent, and member of the
Town Council of Portsmouth—He Mari resided during the last
seventeen years at Portsmouth, and was aware that the South_
Western Company had projected a line to Portsmouth some time
since. But this project had failed, and the inhabitants had since
then been very desirous of a direct communication with London,
and on getting there they had to cross ihe water to Gosport, and a
loss of from three-quarters of an hour to an hour occurred, the
floating-bridge by which the passage was effected being liable
to get foul of her anchors and also to be stopped by goods. In
his opinion the proposed Chic' ester line was the best, and
the branch line to Havant and Fareham would materially add to
the value of the line. In the discussion in the town council there
was a majority in favour of the atmospheric line, the numbers
being 9.6 against 16. On an inquiry at the meeting of the council
it was stated by the town clerk, as the legal adviser, that as there
were no surplus corporation funds, none could be applied for the
opposition to the South. Western line; but at the meeting one
gentleman offered to subscribe; and the (town clerk, who was
alb' the solicitor of the atmospheric line, had asserted that
funds would not be wanting. The witness had taken
an active part in promoting the line, because he
saw that great inconvenience had been suffered by the
borough from the want of railway communication with London ;
therefore, seeing that the probected communication through
Horsham and the Brighton line had failed, he felt it his duty to
support this project of the South-Western Company, and lie had no
interest whatever in the projected line, except that which arose
from a regard for the public welfare of the town.

Mr. Downey, a candle.manufacturer at Portsmouth, stated that
before the railway was made to Gosport, he had his goods coastwise.
He received them in quantities of from ten to forty tons at a time.
Since the railway had been formed he had received all hs goods
by railway, but there was both expense and loss of tune incurred
by the necessity to moss the water at Gosport; and he believed
that the projected line would not only be a benefit to him and
others in business, in the way of carriage, but also Ly increasing
the trade towards the western districts of the country —To the
inquiries of Mr. FLOOD, the witness stated that he did not think that
it would make much difference to the traders of Southampton,
whether the London terminus was at Vauxhall or London.bridge.
The meeting to which reference had been made so frequently was
of a boisterou scharacter, and though it appeared to be unanimous,
he believed tha there were many persons present who were
afraid to express their opinions, from the fear of being
bullied down. He sent a great number of candles
to London, the charge being Is. 4d. a box of a cwt. caeh for the
carriage. He sent upwards of 5001. worth of candles there, being
a quantity of about 1,500 dozen; but he often sent 500 on one
ti uck, to go westward. The goods brought to Portsmouth were
delivered at his warehouse by waggon, and the charge of toll for a
two horse carriage, which conveyed about two tons of goods, was
Is. 6d. for each passage across the bridge.
The Committee was then adjourned till twelve o'clock tomorrow;

Group W.
WAKEFIELD, PONTEFRACT, AND GOOLE RAILWAY.
The Committee for the consideration of this line re.assembled
to-day at twelve o'clock, Mr. Pakington in the chair.
Mr. Robert Palk was examined by Sergeant KINGLALE, and
deposed to the great advantages which would result to
trade by the formation of this line. He lived in Cheshire,
and was largely engaged in the salt trade. Sent annually
from 50,0110 to 100,000 tons of salt to Hull. This quantity,
however, was nothing compared to what would be sent if greater con-
venience of carriage existed. Thought this would be provided by the
proposed line. The salt would not suffer by the concussion on the
railway. Was also a large importer of timber. Had large consign.
rrients from the Baltic. Had no doubt that i fa railway were made from
W.;kefield to Goole, the trade of Goole would be considerably
increased by its being made a depot for foreign trade. The
anneal manufacture of salt in Worcestershire and Cheshire
amounted to 1,500 000 tons. The consumption of salt was
greatly on the increase. In Yorkshire and Lincolnshire immense
quantities were used for agricultural purposes, and if increased
facilities of transit were afforded, the increase would be still greater.
The Manchester and Leeds line, and the Midland Counties, charged
d. per torn per mile at present for the carriage of salt, and at that

rate the saving on salt, if the propreed line were made, would
amount to '23. per ton on the whole distance.

The witness was cross-examined by Mr. PICZERING, but nothing
important was elicited.
Mr. George Thompson, collector at the Wakern.ld station of the
Manchester and Leeds line, was next examined by Mr. Wii.eiNs—
He deposed to the nature of the traffic which at present existed
between Goole and Wakefield. Grain was the principal traffic on
the line. I❑ 1841, 809,659—in 1842, 662,956—in 1843, 691,033
—and in 1844, 684,526 quarters arrived in the Calder and Hebbal
basin. from Goole. This was a weekly average of 13,693 quar-
ters, and employed 14,949 vessels in the carriage.
Mr. Barff, who was one of the most extensive woolstaplers in
Wakefield, was examined by Sergeant KINGSLAKE.—The charge of
conveyance for wool was 10s. per ton by railway from Hull to
Wakefield, and there would be a saving of 4!. per ton on the Lin.
colnshire wools if this line were carried out ; 50,000 packs, of 2
cwt. each, or about 6,000 tons, was the quantity sold each year in
the Wakefield market. The half of this quantity was sold by the firm
of which he was a member. He paid about 2d. per ton per mile
for wool on the 'Manchester and Leeds line, and if this line were
completed there would be a very great reduction on the cost of
the carriage of wool. There would be also a saving of time
in conveyance from Goole to Wakefit Id. At present, the average
time occupied was two days, and by the proposed line only two hours
would be occupied in the transit.
Mr. William Moxon was next examined—He was a maltster
in Pontefract, and carried on an extensive business in that line for
the last 20 years. Was also the largest owner of buildings and lands
in that place. The population of the Parliamentary borough was
12,000, and of the municipal 5,000 ; the value of the rateable pro.
perty within the township was 15,000/. a-year. The principal
trade of the place was malt, but it supplied also groceries
and general goods to a very large agricultural dis-
trict. That town was principally supplied with corn and all
kinds of home produce from the eastern counties, and the direction
of the proposed line. The nearest railway communication to Ponte-
fract was Castleford, about three miles distant. He calculated that
the quantity of coal and coke annually consumed for domestic and
other purposes was 12,000 tons. If this line were completed, the
saving on coal would be 4s. per ton fir the bsst sort of coal, and
from 2s. to 2s. Gd. on tr e inferior kind. Tile price of
coal at the pit's mouth was Si. Gd. per ton, and in the event of
completing this rail, the carriage would be per rail and canal, 2s. 6d.
per ton, whereas they now paid 6s. (id. The pi esent price of coals
was 12s. per ton, and by the proposed line he calculated they would
yet them for Bs. per ton, and the yearly saving would amount to
2,0001. He then deposed as to the traffic in coin and other mer-
chandise.

Mr. John Haigh was examined by Mr. BLAND—He was a stone
merchant, and lived near Halifax. The canal at present existing
between Brookfoot and Goole conveyed annually about 1,000 tons
of stone to Goole. The cost per ton from the quarry to the
canal was 3s. 4d and from the canal to Goole (is. 6d. By
the proposed line of railway the cost of carriage would
not be more than 2s. 4d., and the saving of time, which
was also of considerable importance, would be very great. The
time at present occupied was from three to four days, and in win-
ter, during the time of frost, as many weeks occasionally were
spent. The time by the railway would rot be more than three or
four hours. '1 he distance from the quarry to Brookfoot was three
miles, Lod from Brookfoot to Goole Guy miles.

Mr. W. Ash, corn merchal:t and commission agent, examined
by Mr. WuxiNs, deposed to the extent of the trade in corn, which
at present existed between Wakefield and Goole. The quantity
of seeds, grain, &c., which arrived at Wakefield by Goole during
the last year was 684,526 quarters. This principally came from
Lincoln, Boston, Spaldir.g, Wisneach, Lynn, Yarmouth, Ipswich,
Colchester, and other places on the eastern coast. The cost of car-
riage was at present 15d. per quarter from Goole to Wakefield, but
by the proposed line the cost would be about 9d. per quarter.
This witness was sutlected to a cross-examination by Messrs.
PICKERING and Halms-, but no material alteration was made in the
evidence given on h.s direct examination.
Mr. James Hoyle, miller, at Rochdale, examined by Mr, Wit.
KINS, con!'rmed the evidence of the last witness as to the reduc-
tion in the cost of carriage and the saving of time that would take
place by the formation of this line, and also expressed his con.
viction that the general trade of the district would be greatly
benefited by it.
Mr. Chandler, corn factor and commission agent, Yarmouth,
was next examined by Sergeant KINGLKKE—He deposed to the
great trade in corn which at present existed between Yarmouth
and Wakefield, by Goole. 165,788 quarters was the quantity
during the last five years which passed between the two places.
l'he facilities fer landing grain at Hull were not so great as at
Goole. The port charges were greater at Hull, and the warehouses
were not so good as at Goole. He deposed at great length to the
advantages that would result to; trade if this line were laid down,
by the increased facilities of communication which it would afford
to the eastern counties, sad the manufacturing districts.
Mr. Moorehouse, limeburner, of Knottingley, examined by Mr.
WILKINS, said that he had no doubt of being able to extend his
trade if the proposed line were formed. He had facilities for
doubling his business if he could procure a marl-et, and this market
he thought he could find in she manufacturing districts of Lancashire
by this line. The railway would also supply Knottingley with
coal at a saving 0+ 2,2001. per annum, even if the present trade of
that place were not increased. The rate of carriage, as compared
with the present carriage, was made at a calculation of Id. per ton.
He had thirty-seven vessels engaged in the coal trade. They were
also engaged in carrying potatoes and stones, and stones for the new
Houses of Parliament, far the Nelson Monument, and Trafalgar.
square, had been conveyed by them.
The Committee then adjourned till twelve o'clock to.morrow.

Group R.
DUBLIN AND BELFAST JUNCTION RAILWAY.

This Committee met today at twelve o'clock, Mr. Gibson Craig
in the chair.
The CHAIRMAN intimated that the Committee had decided that
the agreement argued before them yesterday was not within their
province, and they could not take any cognisance of it. It had
evidently been entered into imprudently, and without the full
consent of the Belfast Junction Company, and the latter had re.
pudiated it on the very first opportunity.
Mr. ALEXANDER said the decision had taken his clients by sur-
prise, and prayed for a postponement of the Bilfast Junction, in
order to allow them time to p:epare their opposition, which had
been abandoned since the Bth of March, on the faith of the
agreement.

The Committee, after a brief consultation, said they could not
consent to the postponement on the grounds set forth, as they did
not take any notice of the agreement, considering it had been im.
properly entered into. Sir John INl'Neille had not been entrusted
with the power ne,essary to execute such an agreement.
Mr. AUSTIN proceeded to state the case on behalf of the pro..
moters of this line. It was a line of railway to complete the rail-
way communication between the city of Dublin and the town of
Belfast. Some years age a line of railway was formed between Dublin
and Drogheda, 3l:- miles long, and whit h ran along the coast ncrh
wards. There was also a line formed from Belfast try Portadown,
25 miles long, and in the present session a Bill was before Parlia-
ment to connect the towns of Belfast, Carrickfergus, Antrim, and
Ballymena. Now, all these three would be in connexion with the
proposed line—the Dublin and Drogheda, and the Belfast
and Portadown, being a continuation of it, and making a
total of 113 miles front Duulin to Belfast. The extent of line to
be constructed by the present Bill, was from Portadown in the
north, to Drogheda in the south, connecting itself it at
one end by the `' Ulster Extension" with Belfast; and
at the other end by the " Dublin and Drogheda"
with Dublin. There was a branch to be formed in
connection with the main line from Drogheda to the town of Kells,
in the county of Meath. The whole extent would be eighty-three
miles. There was a proposition to extend the line to Londonderry
and Coleraine, but this extension would not come under the con-
sideration of the present Committee. The cost was estimated
at 12,0001. per mile, which would make the cost of
the whole about 930,000/. The traffic was estimated at
about 84,000/. or 85,0001. per annum There were no great
engineering difficulties, the gradients were generally favourable,
anti the embankments and cuttings moderate. After commenting
on the opposition which was of by the " Newry and Ennis-
killen," which he thought altogether uncalled .for and unjustifi-
able, and pointing out the great advantages that the proposed
line would confer on the country through which it passed,
in connecting Dublin within ten hours of the city of Glasgow, and
opening up a rich agricultural district to the manufacturing dis-
tricts of England and Scotland, the Learned Gentleman pro-
ceeded to call witnesses in support of his case.

Patrick Ternan, steam-packet agent and merchant, of Drogheda,
was examined at some length respecting the traffic of the port of
Drogheda, and in reference to the Kells branch. He handed in
a table, drawn up by him, illustrative of this point, and considered
the line proposed would confer the greatest benefit on the district.
The pitincipal traffic in passengers and agricultural produce
through the port of Drogheda was from the west, by Navan and
Kells. There were four steamers plying to Liverpool, and the
pa sengers taken by these packets per annum were—labourers,
about 40,000, and cabin passengers, 4,000. This included all the
arrivals and departures. The latter were much greater than the
former.

Mr. MALLET, for the Newry and Enniskillen Railway, and Mr.
BOYLE, on the part of Lord Rossmore, against the branch to
Kells, cross_examined the witness at some length, without leading
to any particular results different from that given in the examina.
tion in chief.