The Sun.
London, England, 1845-05-01 00:00:00

BUSINESS OF THE HOUSE.

Lord JOHN RUSSELL said that he wished to put a ques-
tion to the Right Hon. Gentleman opposite as to the notice
which stood in his name fur to-morrow, respecting the
condition of the labouring classes in this country.
Seeing that the Maynooth Bill was to be committed
on Friday, he was unwilling that the debate on his motion,
which would probably be an adjourned one, should interfere
with the progress of that Bill. He wished to consult the con-
venience of. the House as well as that of the Right Hon. Gentle-
man, and he was, therefore, willing to postpone his resolutions.
But as it would be uncertain when he could brio., forward
his motion upon a motion day, perhaps the Right Hon. Gen-
tleman would give him some order day, which would be con-
venient to the Government, in order to enable him to bring
forward his motion.

Sir ROBERT PEEL said that, supposing the Noble Lord's
motion would lead to an adjourned debate, it would certainly
be inconvenient that three or four days should elapse between
the first night of that debate and its resumption. He wasun:.il-
ling also that anything should interfere with the Maynooth Bill,
which he intended should be committed on Friday. Perhaps
his Hon. Friend the Member for Oxford would be able to state
how long it was likely the debate on the third reading would
continue. If his Hon. Friend thought it would be
impossible to conclude the debate on the third reading
on Friday, he (Sir Robert Peel) had no alternative
kft but to fix the third reading of the Maynooth
Bill for some early day after the Whitsun holidays. He
thought the House would agree with him, that they should dis-
pose of that Bill before they proceeded with any other business.
That would give an opportunity of a continuous debate imme-
diately after_ Whitsuntide. Then, in that case, as the Noble
Lord had waived his right of precedence on Thursday in order
that the Maynooth Bill might proceed on the following day—
in that case, he (Sir R. Peel) would give the Noble Lord the
first vacant Monday after the third reading of the Maynooth
Bill, for the introduction of his motion.
Sir R. INGLIS was understood to say that he concurred
wish the Right Hon. Baronet in the course he proposed to take.
Si: R. PEEL—Perhaps it will be the best course to fix the
third reading of the Maynooth Bill for Monday, the 19th of
May, and the day for the Noble Lord's motion for Monday,
the Nth of May.
THE TARIFF. _

Mr. EWART wished to know if the Right Hon. Gentle-
man would fix some day for the supplementary tariff debate.
This was a subject on which, of coure, much interest was felt,
and he trusted that the Right Hon. Gentleman would fix some
day for that debate.
Sir ROBERT PEEL was understood to say that the
question had lately been under his consideration. If
the Hon. Gentleman would be content with the assurance
that be (Sir R. Peel) would give a Government day as early
as possible, he would give that assurance. They must have a
vote on supply at an early day ; and as soon as the motion of
the Noble Lord (J. Russell) was disposed of, he would name
a day.
Lord J. RUSSELL was understood to say that he would
therefore postpone his motion till after Whitsuntide.
Mr. M. GIBSON hoped that a night would be appointed
for the motion of his lion. Friend the Member for Wolver-
hampton, on the subject of butter and cheese.—(A laugh.) His
Hon. Friend bad had 9 notice on the paper before the tariff was
brought forward, and he postponed it at the request of the
Right lion. Gentleman (Sir R. Peel.) He thought, there-
fore, that he was entitled to have an early day named.
Sir R. PEEL thought that some departure from such an
arrangement as that referred to by the Hon. Gentleman might
be excused, when it was considered that there had since been
ten days' debate upon the Ma vnooth Bill before going into Com-
mittee. The Right Hon. Gentleman, who was very imper-
fectly heard, was understood to say that he would f ilfil the
engagement as early as possible.
Mr. F. MAPLE said that the Right Hon. Gentleman had
promised that, before the second reading of the Maynooth Bill,
he would state what his ulterior measures respecting the
Roman Catholics of Ireland could be. The third reading, he
(Mr. Fox 'Slagle) understood, was to take place on the 19th of
Nay. He wished to ask, therefore, whether the Right Hon.
Bar.,net would make hi 3 statement before the holidays ?
Sir It. PEEL would do all he could to make the statement
before the holidays
Mr. BULLER asked when the Right 11-nourable Baronet
would explain his plan as to the provincial colleges?
Str R. PEEL :;as understood to say that he would do so
before the holidays.
Several of the motions which were on yesterday's paper
were then further postponed.
The Calico Print Wi•rks Bill W 29 read a third time and
passed.

ROMAN CATHOLICS RELIEF BILL.
On the motion that this Bill be read a second time,
Sr JAMES GIA HAM said he trusted that the Ho-
noural le Member would consent to p stpone the
seem d reading of this Bill until after the Whitsun
holida' s There were several points in this Bill which were
at pre;ent under consideration by a Commission on a similar
Bill. 'I ho Commission upon that Bill had not yet made their
report to her Majesty's Government, and the Ministry were
rnsions to obtain the benefit of this report before
they entered upon the consi.veration of this Bill.
He, therefore, trusted that the Hon. Gentliman would not
deprive him of the advantage of that report, but that he would
postpone the second reading until after that report had been
received.
Mr. WATSON said that he had not the slightest objection
to comply with the request of the Right Honourable
Baronet, provided no ob3truet ion was offered by the
Government in consequence of that report to the pro-
gress of the Bill. It should be recollected that this
Bill bat passed the Lords in the last session of Parliament.
He was fearful that come obstruction might arise from the report
of the Commission to which the Right Hon. Baronet had al-
luded, hut as he was anxious for the principle of the Bill,
hi would prefer that it was read a second time to-night, and that
the discussion upon it should be taken when it came before the
Committee. Ile was nut anxious about the time at which the
Bill was passed ; but as it might obviate some inconvenience,
he would rather that the second reading were taken
now than deferred to a future period, and the
more so as the Lord Chancellor, (luring its progress through
the Lords last session, had termed it an imperfect measure, and
he did not wish to subject it to the same imputation.
Sir JAMES GRAHAM said nothing was further from
the wish of her Majesty's Government than to offer
any obstruction to the progress of this Bill. But, as the report
of t Commis ion materially affected many of the details of
this measure, he thought • would' be better to postpone it
until that report had been received,. and name some day
after the Whitsun haidays for arteling it before the Haus ',
the more so as it referred not only
those
Majesty's Roman Catho-
lic subjects in this conntry, but leo° osein Scotland and Ireland.
He was sure the lism. Gentleman would
urgent necessity that at present existed for p
tr,e,
tflp
ec cnt ii on ng
theth the
second reading of this Bill.
Mr. WATSON consented not to press the second reading
on the present occasion, but he begged it to be distinctly under-
sto d that after the Witsuntide recess heould take the
of the Bill.
earliest opportunity of moving the second reading
The principle he wished to establish by the Bill was, that
shouldatall
laws affecting persons so far as regarded their religion-
be obliterated from the statute-b-iok.
Sir R. R. INGLIS said he should reserve what he had to
say upon the subject till a future occasion.
The second reading of the Bill was then postponed till
Wedne. day, the 26th of May.
ARRESTMENT OF WAGES.
Mr. DUNCOAIBE said that he had intentledt
ome the
second reading of the Arrestinent of Wages(Scotland)
this night, and he had hoped that it might be allowed to o
Bill
was t pass
put
through the remaining stages. The object of it
the working classes in Scotland on the same footing
with those in England and Ireland, and thus re-
having them and their employers from a most vexa-
tious and oppressive system. He found that there
would he very great difficulties in the way of remov-
ing the arrestment of wages altogether, and he ob-
served that there were many conflicting opinions in Scotland
upon the subject He had seen several pers.,ns from
that country, and after the representations they had
made to him, and their desire that he should
snake some modifications in the measure, he was convinced of
the necessity for so chain. They proposed to forward a draft
of a Bill which would meet the views of all parties, and he be-
lieved that they had communicated with the Lord-Advocate
AG cz He (Mr. Duncombe) must say that,
Iql2' WA Dina— inion entertained by them, they had taken a
-,,, ocriiberal vi , and they appeared prepared to grant con-
-Is' 1:- teldendri order 4 et some unanimity on the subject. The
.-:- Copiraitilwionera won • have power to take into consideration
z ,-..tt:tre.i:reunzst "Lotris,kofyitagheesm shoulda n , anbed ofre
thaiisn family,ed an
whatan dgtiovedecide
f 7:, 1.1 i4-.ltt knuw'Jwhether their views met those of the
\,,.....
...:' "Pi 4- ate., as the Hon. and Learned Member
he:wished to place all parties- on an . equit.

able footing ; he should, therefore, wish to have this Bill
discharged, on condition that he should be allowed to introduce
a new Bill having reference to the same subject.
The LORD-ADVOCATE, who was almost alt) ether in-
audible in the gallery, was understood to express h approval
of the course pursued by the Hon. Gentleman. T, e subject
vas full of difficulties, but he should be glad to giv the Hon.
Gentleman any assistance in his power.
Mr. FOX MAULE was understood to say that great in-
convenience would result from disturbing the present system.
Sir JAMES GRAHAM spoke in a low tone of voice,
with his back to the gallery, so that it was extremely
difficult to collect even the gist of his observations. He
had taken great interest in this matter, and felt great
anxiety to remedy the evils which existed in the arrestment of
wages in Scotland. He had communicated with Sir William
Rae on the matter, who was disposed to favour considerable
alterations in the present system. Any interference with it was
likely to spread the pernicious truck custom, and any
stringent penalties for " trucking" would engender strong
opposition from every principal party in Scotland.'
At the same time, he was not prepared to say that some plan
of legi-lation was not necessary and expedient upon this sub-
ject. As the law now stood, he was not prepared to say
with certainty what legislative measure would be introduced,
but he was quite sure the Government would give all the as-
sistance in their power to the promotion of the object the Hon.
Member had in view.

Mr. RUTHERFORD called the attention of the Lord-
Advocate to the law of arrestment as it row stood, and said
that one of its defects wag, that in many cases arrestments
were made which were illegal, and at the same time in-
effectual. _

Mr. T. DUNCOMBE asked if the Right Hon. Gentleman
opposite would agrt e to the suggestion of his lion. Friend near
him, that there should be no arrestment of wages except upon
execution ? If the Lord Advocate would give the assurance that
he would take up the subject, he ( Mr. Duncombe) would not
opp ,se the discharging of the order.
Sir G. CLERK was understood to assent, and the order
was then discharged.
On the order of the day for the second reading of the Canal
Companies' Tolls Bill and Canal Companies Carriers Bill being
read,
Sir JOSIAH GUEST objected to any delay of the reading.
Sir GEORGE CLERK suggested that the objections
should be postponed till the third reading.
The Bills were then read a second time.

AUCTION DUTIES.
Captain PECHELL wished to know when the auction duties
were to be remitted?

The CHANCELLOR of the EXCHEQUER said that
it was impossible to remit the duties till the Bill had passed and
received the royal assent.

COMMON-LAW PROCESS BILL.

This Bill was read a first time. To be read a second time on
Monday week.
Petitions against the grant to Maynooth were presented by
Mr. Wilson Patten and Mr. Wakley ; and a petition in favour
of the grant by Lord Jocelyn.
The House then Adjourned at a Quarter past Six o'clock.

RAILWAY CONIMITTEES.

(YESTERDAY.)

Group G and G 2.
WILTS AND SOMERSET RAILWAY.

The Wilts and Somerset Railway was taken into conside-
ration before this Committee. The llou. I'. 11. Liddell,
*airman.

The line before the Committee was called the Wilts,

omerset, and Weymouth Railway, the object of which was
tcmake a railway from a point of the Great Western Rail-
way to Salisbury, thence to Weymouth, with branches to other
places in Wilts, Somerset, and Dorset, commencing in the
the parish of Corsham, near Chippenham,: thence to Salis-
bury 38 miles, thence to Weymouth 75 miles, with a branch
to Bridport of 9 miles in length. The line would pass Frome,
Bradford, Trowbridge, and Yeovil, and the agricultural
towns of Devizes, Salisbury, Dorchester, and Warminster;
the seaport towns of Bridport, Weymouth, and the district
of Radstock. This line would form a communication between
the Southampton and Dorchester and the Bristol and Exeter
Railways. The estimated cost was 1,500,0001., or about
12,0001. a mile ; the returns being 157,8031., and allowing
40 per cent. for working expenses, the gross amount
would leave a return of net income of 94,6821. The number
of the population likely to be benefited by it was 1,787,000.
Nine petitions had been presented against it, but three were
withdrawn. The line was opposed by the Somerset Coal
Canal Company, by the trustees of the Melksham Turnpike
Road Trustees. and by persons at Devizes, and by several
owners of property on the line.
Mr. Brunel, examined by Mr. AUSTIN, stated that the line
passed through Corsham, Wilkaham, Trowbridge, West-
bury, Warminster, Salisbury, Frome, Yeovil, Burton, Dor-
chester, and Weymouth. There was a branch from Melks-
ham to Devizes, one from Dorchester to Bridport, and one
from near Yeovil to Sherbourne, the total length being 129
miles. No repairing difficulties of any amount. There
were no tunnels, but there were several turnpike-
roads crossed by the line : the Shepton gradient on the line
was one in 44, but no gradient was of any considerable im-
portance. The only line at all likely to interfere with this
line was one now in course of construction from Salisbury to
Southampton.
The principal opposition to this line to-day was offered by
Mr. Wetherall, on behalf of Captain Williams, of Herringston
House, near Dorchester. It appeared, from inquiries by the
Chairman and Mr. Christopher, that the railway passed
at the distance of about 627 yards from the house. The
gradients varied from 1 in 45 to lin 79. Near the tunnel
which was intended to be made not far from this house, the
gradient was 1 in 54, but there was no gradient in the tun-
nel. Had the line been carried according to the line pro-
posed by the opposers of the railway, the injury to Captain
Williams's property would be greater than that likely to ac •
erne from the line laid down by himself, inasmuch as the line
would, in that case, pass over theroads which gave daily access
to the house, and, in his opinion, the railway could be no an-
noyance to Herringston House, as the line could notbe seen at
300 yards from the house. The house itself was the old house,
which, by the inquiries of the counsel, had been in possession
of the family for 700 years ; but, according to the opinion of
Mr. Brunel, it was like an old knife with a new blade and a
new haft, and which, consequently, had no claims for the con-
sideration of the Committee which should induce them to
change their line. Captain Williams was resident in
Ireland, and before the Committee could communicate with
him it was necessary to deposit their plans with the clerks
of the peace. The house was an old house, but the chief
feature in the house was an ugly one—it was an old ceiling
in the drawing-room.
To an inquiry by the CHAIRMAN, it appeared that the
branch to Devizes was to terminate at a station at the back
of the Bear Inn, behind which there was a field some sixty
feet lower than the marketplace. It appeared that the
station at this place had been made at the request of the
authorities at Devizes, but he did not think that this eleva-
tion would be any material objection to the formation of the
station.

By the examination of Mr. GREENWOOD, who appeared for
the Somersetshire Canal Coal Company, it appeared that the
distance of the line from Bingley to Salisbury would be 83
miles, and to Bridport 73 miles. The length of the branch from
Melksham to Devizes would be 7 miles, and that to Radstock,
which was a circuitous branch, would be eight miles, the direct
road to the latter place being about seven miles. lie expected to
meet the Seaboru coal a little below Yeovil which would be
brought to Weymouth, and his impression was that the
Somersetshire coal would be a great deal cheaper at the
pit's mouth than the Newcastle coal, and this coal
would, if the railway were formed, beat the New-
castle coal out of the market. Ills reason for
this opinion was that the South Wales coal was
now brought into competition with the Newcastle coal, not
far from Weymouth, at the present time. To an inquiry by
the Chairman, it appeared that the public were likely to be
benefited by the competition of the Radstock and Somerset-
shire coal with the Newcastle coal, and it was Mr. Brunel's
opinion, that if the Radstock coal were a shilling cheaper, it
would supersede the Newcastle coal. Yeovil is the dividing
point, being a large town between the north-east arid south-
west district of the county.

The price of the Radstock coal at the pit's mouth was about
Ss. a load, and the price of carriage, according to the inquiries
of Mr. Sly head, would be about lid. a ton. The Newcastle coal
which would be supplied to that district would be about 255. a
ton, while the price of the Radstock coal would be about 15s.
a ton. When the Melksham road is crossed, it would be in-
tercepted by the station, and it was a provision of the Railway
Clatt3.cs Consolidation Bill that all trains should slacken their
speed, on reaching a turnpike-road, to the rate of four miles
an hour. _ _ _ _

Mr. SLYHEAD, who appeared for the Company, intimated,
that as the difference between the Company and Captain
' Williams was likely to be arranged, he would ask Mr. Brunel
no questions on that point, but would, in the event of that
matter not being arranged, reserve his inquiries.
Colonel L. Phipps, an acting magistrate, living within
about five miles, of Devizes, which place he had been in the
habit of visiting as a magistrate and otherwise daily for
the last twenty-five years. He was one of the provisional
Committee, and was well acquainted with the spot where it
was proposed to make the termination of the railway, and
he thought it would be very inconvenient to make the ter-
minus of the railway. Since he came to London he had
seen a requisition, signed by a great number of the inhabi-
tants of the town of Devizes of the highest respectability,
who were opposed to the terminus as it was now proposed.
To a question by Mr. CHRISTOPHER, Colonel Phipps stated
that the market at Devizes was a pitch market, where the
farmers brought their corn i❑ hulk and sold it on the spot,
and the town would be much affected by this railway.

At this point Mr. GREF.:swocn) intimated that it was ar-
ranged that there was to be a meeting between Mr. Giles,
in engineer, and Mr. Brunel, through which the opposition
Captain Williams was likely to be arranged.
In resumption of the examination of Colonel Phipps it ap-
prared that a considerable portion of the opponents of the
line were residents out of Devizes, and the terminus at the
Bear-yard was to be made in consequence of an understand-
standing entered int., with the inhabitants of Devizes by Mr.
Brunel.
Col. °Biller had been present at the meeting at which
this understanding was entered into, and the suggestion
with respect to the termination at the Bear-yard was
received unanimously, and lie was not aware of any opposi-
tion to this proposition until lately—within the last week.
Ele was well acquainted with the site of the Bear-field, and
believed that the terminus at that place would be very incon-
venient, the road to'it being an occupation road, and very
steep. In order to obviate this difficulty, they would have
to go a considerable distance round, and the base
of the hill was seventy feet at least below
the level of the summit. *lie conceived that a much
greater distance than 300 yards must be gone round to
obviate the steep ascent.
To the inquiries of .241 r. GREENWOOD_, Col. 011ivier stated
that the vale at the back of Dr. Brabant's garden was a
very beautiful one, but the view of it was not commanded
from the house, and therefore could not be affected by the
railway.

11r.Volin Saunders, of Trowbridge, but who formerly re-
sided at Bradford, and carried on a considerable manufacture
of woollen cloth in that place. By the queries of Mr.
Slvhead it appeared that the population of Trowbridge was
about 12,000, and of Bradford, 10,0)0. The staple of these
two towns was woollen cloth. The bulk of their wool they
got from London, and the charge of the carriage of wool from
Chippenham, which was to the South of Trowbridge, was
equal to the charge from London to Trowbridge, but
by the formation of this railway the southern counties
would be opened up for the supply of wool, and a great
advantage would be obtained in speed, certainty, and cost.
The chief market for Trowbridge cloth was London, with
which the communication was at present expensive. The
coals used at Trowbridge were brought from Radstock, chiefly
by carts, though there was a canal communication to Ilford,
within a short distance of Trowbridge. The price of the best
Radstock coal at the pit was 10s. a ton, though he could not
speak precisely as to the price at Trowbridge ; the rate at
Yeovil being about 20s. a ton. The price of the Warmin-
ster coal was about. 15s. a ton. The price of the New-
castle coal at Salisbury was 345. to 365., and of the Somer.
setshire coal about 24s—the whole being carried by land.
To an inquiry by the CHAIRMAN, Mr Saunders stated that
the coal at the
thpit'se mouth
Radstock
coal could b
charged at los. wase d
alle round
coal, and if
t hheelieved Newcastlethat
etehael
eSuottu eerfset sthhiere
ficeoball,
watoulldB.s.'beahte
had the pieponderance)u the
though he could not state at §arliessenburtywinhiarchkeoftitbhuettftwoomcohai4ls

TLIE SUN, LONDON, THURSDAY

communication with several gentlemen at Bridport, Wey-
mouth, and other places, he believed that the Newcastle coal
would be preferred. He could not say what was the number
of pieces of woollen cloth made at Trowbridge, but it was
considerable.

Mr. Hemmings, solicitor of Weymouth, stated in reply to
the inquiries of Mr. Slyhead, that the chief import ports of
that coast were Bridport and Weymouth, from which the
only communication with the interior was by land carriage.
Great part of the goods was brought by sea, but the com-
munication by that means was very uncertain and tedious,
and that caused many goods to be brought by waggon during
winter. The town of Weymouth was largely supported by
visitors from the north, and as the retail trade of the town
was enhanced by this circumstance, the formation of the
railway would increase the number of visitors from the north,
and consequeutly the trade of the town would be largely in-
creased by this means. The town had lately lost the
Channel Islands packets, which had gone to Southampton,
and the expenditure of hese packets was about 16,0001. a
year, and the inhabitants believed that those packets would
be restored if this railway were formed.
To an inquiry from the CHAIRMAN, Mr. Hemming stated
that the chief coal used in Weymouth was the Newcastle and
Radstock coal, with some coal from Wales. _ _ .

A conversation then ensued respecting the proof of the pre-
amble, the result of which was that Mr. Greenwood and Mr.
Whateley, Q.C., stated that they did not abandon their op-
position, and it was agreed that the inquiry should be re-
sumed to-morrow.

Mr. Vvvian was then called to certify to the capital and
shares of the Company, by whose evidence it appeared that
the capital proposed was 1,500,0001., with power to borrow
500,0001. more; the Scrip subscribed for was 1,152,3001.; the
amount of deposit 57,6151. ; the number of Shareholders
having no local interest 182, ;who subscribed 196,4001.; and
other subscribers were 150, with a share property of 955,9001.
Of these 117 were subscribers to the amount of 2,0001. and
upwards.
After receiving the evidence of Mr. Vyvian, the Committee
adjourned till twelve o'clock to-morrow.

SCOTTISH CENTRAL RAILWAY.
Group DD.
(Continued from our Afternoon Edition of vesterday.)
Mr. COCKBURN proceeded to examine Mr. Errington,
civil engineer, as to the merits and mode of construction of
the proposed line. He had conversed several times
with various noblemen and gentlemen, who owned
land in the neighbourhood, and all of them bad ex-
pressed a favourable opinion of the scheme. He had
several times gone over the portion of the line ex-
tending from Stirling to Perth ; and conjointly with Mr.
Locke, the eminent engineer, had surveyed the remaining
portion. The first terminus was proposed to be erected at
Perth, on the eastern extremity of a space called the South
Inch, of which place a portion of 5 acres would be required
for the station, and a further quantity of 20 acres would be
necessary for the line. The locus of the station had been
pointed out by the Committee and members of the Town
Council of Perth, and he considered they expressed the
general opinion of the inhabitants. The locality of the pro-
posed station was particularly adapted for the pur-
poses of the railway, on account of its close ap-
proximation to the harbour ; and it was intended
to lay down a line of rails from the station to
the quays to facilitate communication with the shipping.
The site of the terminus would combine very well with the
Scottish Midland station, and would form a good central
point for several lines to merge in. Some little disparity
would be experienced in bringing the station of the pro-
posed line from Perth to Dundee, but the obstacle could be
ea si l} arranged. The course which the Scottish Central Railway
would pursue in the line as at present laid out was to proceed
from Perth to Moncrief-hill, through which a tunnel would
be made of 990 yards in length, and no difficulty would
be experienced in boring, owing to the extremely favourable
nature of the strata, which consisted for the most part of
sand-stone. The line would then follow the course of the
Allan, near to Auchterarder, thence passing close by Black-
burn, would touch Dumblane, near Allan-bridge, and pro-
ceed in that direction to Stirling, in the Midland district,
where it would combine with the Edinburgh and Glasgow
Railway by two forks, one of which would traverse
the Bannockburn coal-fields. The whole length of the main
line was 45 miles, and the branch to Falkirk measured two
miles. The total length of the railway amounted
to rather more than 47 miles. The gradients were
all as favourable as the hilly nature of the ground
through which the line passed would admit, and no engi-
neering difficulties of a severe nature presented themselves.
The steepest of these gradients was lin 74. He had omitted
to mention one tunnel of 704 yards in length, which
passed through a park in the neighbourhood of Dumblane.
The tunnel would be excavated, solely to prevent any in-
jury arising to the park, which would happen if the works
were carried on on the surface. The estimated average ex-
pense of the construction of the line amounts to a total of
850,0001., for which sum the entire works are contracted to
be done, including every possible contingency, by Blessrs.
Brassey, APlC.enzie, and Stephenson, the large contractors.
The earth works, including every sort of excavation, amounted
to 3,807,596 cubic yards, which would be worked at the ave-
rage price of 111 per yard. The Scottish Central Railway,
considered as a trunk line for opening up a communication
with the north and south of Scotland was highly desirable,
and was also the most direct and eligible line that could be
adopted. From its central position it offered every facility
for the construction of branch lines and ramifications.

➢lr. Errington was submitted to a long cross-examination
by various Counsel, but the principal features of his evidence
remained unaltered.

Mr. HOPE then called Mr. Locke, the engineer, who
stated that he had heard nearly all the evidence which had
been tendered by Mr. Errington, and was prepared to concur
with him in every particular. The station at Perth
had been fixed on as the most eligible, without
reference to the Dundee line ; but it was possible
for a general arrangement to be made, which would meet the
convenience of that line and others. The accommodation of
these lines would be a matter of after consideration, as the
Bills for the companies referred to had not yet come before
the Committee. In his opinion the best plan would be for
the station to be erected on the South Inch, as at present pro-
posed, and any future alteration or arrangement would be
a matter of general discussion amongst the companies of the
different lines. _ _

➢ir. Locke underwent a long cross-examination, but
nothing further of material importance was elicited.
At the close of this witness's examination, the Committee
adjourned till twelve to-morrow.

Group C.
This Committee re-assembled to-day at three o'clock in
Room No. 11; Mr. Barneby in the chair.
HUDDERSFIELD AND SHE...FIELD JUNCTION
RAILWAY. _ _

This Bill was recommitted for the Committee to fix the
maximum rates of tolls and charges.
Mr. SAUNDERS, Secretary to the Great Western Railway,
in answer to the Chairman, said that it would not work to
the advantage of the public if the rates of charges were
fixed at too low a maximum, inasmuch as if the prices were
found not to pay, the companies generally would have to
refuse working their lines. This disadvantage would be felt
doubly where goods traffic was concerned.
At this stage of the proceedings the CuritumArt thought it
best not to open the case at all to-day, but to hear evidence
on the whole subject to-morrow.
The Committee adjourned till twelve to-morrow.

Group B.
LEEDS AND WEST RIDING JUNCTION LINF.

Mr. Hawkshaw's evidence, continued from our After-
noon Edition of yesterday—The length of the second
branch was ten miles and four furlongs; it had one
tunnel 1,091 yards in length, and 220 yards of arching.
The severest gradient was one in seventy. The length
of the third line was two miles and three furlongs,
but there was no tunnel. The severest gradient is one in
seventy-three. The fourth line was three miles in length ;
had no tunnel. The cost of the first would be 670,486/. ;
the second, 312,927/. ; and the thifd, 79,864/. On the
branch of the West Yorkshire, the competing Company
running between Leeds and Sowerby-bridge, there were five
tunnels of 6,128 yards in length, and arching to the extent
of 1,138 yards, while the governing gradient was 1 in 330,
and altogether the works would be considerably heavier on
the West Yorkshire than the West Riding line. The West
Yorkshire had a line from Bradford to Dewsbury, with two
tunnels of 2,762 yards in length. The West Yorkshire had no
line to Brighouse. The Brighouse branch of the West Riding
Junction placed Huddersfield and Bradford two-and-a-half
miles nearer to the main line. The arching of the West
Riding was 337 yards, but the West and Yorkshire extended
to 1,138. The station at Bradford would be at an elevation
above the ground, which he thought was an advantage, and
the same plan of raising goods which was adopted at Manchester
would be applied to the station at Bradford. At Halifax the
two stations possessed pretty much the same advantage, but
at Leeds the amount cladvantage was decidedly in favour of
the West Riding Company. The inhabitants of the West
Riding complained that the route of the Manchester and
Leeds line was too long, and it was to reduce that route
that the Leeds Company had started the West Riding
scheme. The cost of the West Yorkshire line, estimated at
West Riding prices, would be 1,455,552/. The cost of the
West Riding would be 1,063,277/, thus showing that the
latter line would cost less by 3C0,0001.,- the interest of
which sum would supply locomotive power to the best
line in perpetuity. The West Riding line would be
an expensive line. It would cost at least 34,0001. per mile.
It would have to compete with two railways and several
canals. There were no difficult curves on the line. The
total length of curve on the West Riding line would be 7
miles and 30 chains, and on the West Yorkshire 11 miles
and 10 chains.

The witness was cross-examined at great length by Mr.
HILL, in the course of which he admitted that the curves of
the two lines were about equal, but his testimony relating to
the tunnelling of the two lines remained unshaken.
The cross- examination was not closed when the Committee
adjourned.

Group 0.
(Continued from our Afternoon Edition of yesterday.)
Further :evidence in favour of the Grand Junction Potte-
ries Line having been heard, the Committe adjourned until
to-morrow.

Group V.
GRIMSBY AND SHEFFIELD JUNCTION LINE.

(Continued from our Afternoon Edition of yesterday:J.
Mr. James Torry—ls manager of the ferry at Hull. From
50,000 to 70,000 passengers cross the ferry every year, le-
sides about 350 horses, 450 carriage conveyances, 4,000 sheep,
and 600 tons of merchandise. The present mode of convey-
ance through the county of Lincoln from one town to an-
other, such as Ma7ket-Risin, Newholland, Castor, &c., was
either by mail or private conveyance. The proposed line
would greatly facilitate intercourse between those towns.
There were two coaches running between Nottingham and
Hull, but they were given up when the Hull and Selby line
opened, that having taken away all the passengers.
Several other witnesses were examined to the same effect,
and the whole of their testimony went to prove the necessity
that existed for such a line as that submitted for the con-
sideration of the Committee.
Lord Worsley deposed that there was a very strong
feeling in favour of the proposed line in Lincolnshire; he
never heard of a line that appeared to meet with such
universal approbation ; a great portion of the line would pass
through Lord Yarborough's property. Witness had upon
principle declined to take shares in any railway, as he was a
Member of Parliament.

Group E.
(Continued from our Afternoon Edition of yesterday. )
After hearing further evidence in favour of the Newcastle
and Berwick Line, the Committee adjourned.

Group X.
LONDON AND YORK RAILWAY.
Mr. Sergeant WILANGIIAM (in continuation from our After-
noon Edition of yesterday) said—This was a most preposterous
comparison, see►ng that when the London and Birmingham
ltailwaylwas made, railway engineering was in its infancy, and,
consequently, the cost of constructing a railway was far more
than it was now, which could be shown by the evidence o
the most eminent engineers of the day. The advantage of
the London and York scheme over the Cambridge and Lin-
coln was that the former accommodated the large towns
by its trunk line, whereas the latter placed them
at the end of branches. These branches involved
the necessity of many stoppages, whereby the advantages of
railway communication might be said to be shut out from
those persons resitting at the end of the branches. The' ad,

vantages which the London aid York scheme priesented were,
the means of shortening the distance between London and
York, giving a direct commtnication with London to all the
large towns, and giving accommodation to the whole of the
northern and eastern districtsof the country.
The first witness called wzs Mr. S. Strong, whoe was exa-
mined by Mr. Sergeant KixoralcE—Witness resided at Barnet.
Was a farmer in the neighbourhood. The prosperitvof the town
had greatly diminished since the old coach traffic had been
withdrawn, and since the London and Birmingluttn Railway
had been established. The present price of coat there was
from 425. to 455. a ton. It was all brought by carts from
London. The district rould Barnet was a hay-growing
district. The hay was all sent to London. The cost of
conveyance to London was 12s. a load of 18 cwt., being the
fourth of the value. He coasidered that the London and
York Railway, when made, would be a great advantage. It
would cause a saving of one-lalf in the carriage of hay. He
he counted himself, last Sattrday, 187 carte containing hay
and straw, on their way to the London market. The district
suffered greatly by the want of a ready mode of bringing
manure from London. The cost of taking manure from Lon-
don to Barnet was 17s. a load.
Mr. WELLS, who appeared for the Eastern Counties Rail-
way
Company, and certain opposing landowners, was about
to cross examine the witness; when
Mr. Sergeant liiixotArcu objected. He contended that
the Eastern Counties Company had no locus standi before
the Committee, inasmuch as no line connected with that
Company was before the Committee.
Mr. AUSTIN contended that as the Eastern Counties
Railway was a competing line with the proposed London
and York line, they had a right to appear.
The Committee, after a quarter of an hour's deliberation,
decided that the Eastern Counties Company had a right to
appear.
The witness was then cross-examined by Mr. WELLS—
Never knew that the hay-dealers received hay by the Bir-
mingham Railway, although Watford was a hay-growing
district. The hay was sent in carts.
Mr. COCKBURN was about to cross-examine the witness,
when—
Mr. KINGLAKE objected.
Mr. Comnurts said he appeared for the Direct Northern
Railway Company.
Mr. RINGLAKE said the scheme had been thrown out by
the Standing Orders Committee, and, therefore, the scheme
was not before Parliament.
Mr. COCKBURN said this question had teen raised on that
very day in the case of the Hull and Gainsborough line,
which had been rejected on standing orders, the promoters of
which had applied to be allowed to appear against a rival
scheme. The opinion of the Speakeehad been taken on the
subject, and he had held that the parties ought to be allowed
to appear.
The Committee again retired. During their absence Mr.
13. Denison, Mr.' R. Yorke, and Mr. Christopher, members
of the Provisional Committee of the London and York Com-
pany entered the room, and on the return of th: Committee
entered into canversation with them respecting the merits of
the line before them.
The CHAIRMAN said the Committee are of opinion that the
Direct Northern are to be let in.—(Great aughter.)
The Committee then adjourned.

TIIE TOTTENHAM AND FAR R INGDON-STREET
EXTENSION RAILWAY.
This Bill was said in our Third Edition last night to be
thrown out by the Standing Orders Committee. This,
however, is not the case, the Bill is allowed to go on. The
error originated through a false rumour raised in the passages
to the Committee-room, by some of the gentlemen whose in-
terests are compromised by the success of the promoters so far.
Sub-Committee No. 1.
The Committee re-assembled this day at twelve o'clock
in room No. 7 ; present Mr. Strutt, Chairman ; Mr. Villiers
Stuart, Mr. Brotherton, Mr. Cavendish, and Mr. Beckett.
The respective agents of the Bills set down for this Com-
mittee having conferred with the Chairman, it was agreed to
adjourn the following petitions for Bills :
The Goole and Doncaster till to-morrow—the Midland
Railways Company (Birmingliam)—Gloucester and Bris-
tol, and Gloucester Railway purchase, to Tuesday next—
Birmingham and Gloucester Railway Acts Amendments, to
Tuesday next—the Great Western Railway (Ireland)—Dub-
lin to Mullingar, till to-morrow.
The Committee proceeded with the adjourned inquiry into
the allegations in the petition against the
STAINES AND RICHMOND RAILWAY.
Several allegations of misdescription of property were
allowed.
Mr. Samuel Hughes, the civil engineer, of Duke-street,
Westminster, was called by Mr. Venables, to prove the mark-
ings on the plans and sections. Standing orders not com-
plied with in those instances.
A large number of allegations of a clerical nature were
sustained.
The next allegation possessing anything like interest was
that the promoters had not served notices on the owners of
a field at Staines, through which flows a portion of the River
Thames.
Mr. ELLICOMBE, for the promoters, objected to the allega-
tion, on the ground that it was not sufficiently specific. He
considered the allegation should state who were the owners
of the River Thames. It was impossible to prove that no
notices had been served without naming who were the par-
ties that should be served.
Mr. VENABLES submitted that the River Thames had con-
servators, and it was plain that they were in the light of
owners.
The CHAIRMAN ordered the room to be cleared, to enable
the Committee to consider the allegation.
After a short deliberation the parties were called in, and
informed by the Gammas that the standing orders in this
case had not been complied with.
A few other trifling allegations were disposed of, and the
opposing petition having been gone through,
The CHAIRMAN said that he would report to the House
that the standing orders had not been complied with in se-
veral instances.

LONDON AND BRIGHTON RAILWAY (REIGATE
AND DORKING BRANCH).
This line of railway is to be from Redhill station, through
Reigate, Buckland, Blechworth, and end at Dorking. It will
be seven miles in length, and is estimated to cost 109,734/.
Engineer, Mr. Vignoles.
Mr. Ellicombe appeared for the promoters of the Bill, and
Mr. Coates appeared on the petition of Mr. Stent, and also
another petition from the owners and occupiers of property
on the line, amongst whom is the agent to the Duke of
Norfolk.
The formal notices having been gone through,
Mr. COATES submitted the first allegation to the considera-
tion of the Committee, which was to the effect that the plan
and sections, as well as the Bill, deposited in the Private Bill-
office, contained powers for making two lines of railway,
whereas the notices served were only for one line.
Mr. ELLICOMOE maintained that the promoters asked for
powers to make one line of railway, and not two lines; and it
was not to be supposed that they would attempt making
two lines.
The room was cleared, and, after a long deliberation, the
parties were called in and informed by
The CHAIRMAN that the Committee were of opinion the
standing orders had not been complied with.
A few trivial allegations were then sustained, after which
The CHAIRMAN said the standing orders were not com-
plied with in several instances.

LAW INTELLIGENCE.
rectifying-house y e ster
f Mr. James Scott Smith, examined by Mr. WATSON—Had
)
-COURT OF EXCHEQUER, April 30.
TRIAL AT BAR.—THE GREAT DISTILLERY CASE.
THE ATTORNEY-GENERAL V. GEORGE SMITH.
11(1Cr.°Gnt.inWuedhitferhelnado,uprriAnfctieprnal clerkooEditionn in
te o f
held the same situation twenty years.. Recollected the re-
building of the house in 1836. Previous to that the water
from the distillery was conveyed, partly by a trough along the
roof, and partly by a pipe under ground. This was
the case at the time when witness went to the establishment.
The- pipe was altered in 1838. The cock was under ground,
where the under-ground spirit tubs were. There was a flap
or trap over it, to be lifted up by a ring. Thought it could
not escape the notice of an officer on surveying duty. There
never had been, to his knowledge, one drop of spirits passed
through the pipe to the reetifying-house before it was done
by the officers. Believed it to be utterly impossible that spi-
rits could be so passed without his knowing it. There were
sixty-eight gallons of spirits in the vat No. 17,
before the officers began. The day after the experiment was
made the water used f'or drinking in the counting house and
messengers' room, supplied by the pipe, was remarkably
tainted with spirit. The taste was very remarkable. His
attention was first called to it by the messengers. After the
seizure was made stock was taken, and again in six weeks
afterwards, when there was found to be a decrease
of 48 gallons upon a stock of 40,000 gallons. In three
weeks afterwards stock was taken again, when a decrease of
twenty gallons was found. Those decreases took place
whilst the officers were in full possession of the premises.
The SoLIEITOR-GENERAL objected to this line of examina-
tion having nothing to do with the case.
Mr. WATSON said he had all that he wantel. The ques-
tions were put
in
reference to what had been stated by the
Crown witnesses on the subject of decrease.
Cross-examined by Mr. JARVIS—When the officers asked
him where the water came from which was dripping into the
still-head, he said he hardly knew. In fact he did know
that it came from the distillery, but not exactly from what
particular tank.
By the Coma—What he meant by the answer he gave to
the officers was that he thought it better to give no distinct
answer until he brought Mr. James Smith.
Mr. James Golding, examined by Mr. MARTtN—I-lad been
managing distiller in the Whitechapel distillery 28 years from
1807, that is down to 1835, when his enmagement cer.sed.
The evidence of this witness was merely confirmatory of that
given by the two previous witnesses as to the great number
of years during which the rectifying-house had been supplied
with water from the distillery by a pipe underground. That
pipe could not have existed without the knowledge of the
Excise officers. A great quantity of water was necessary in
a distilling or rectifying-house. A large supply was con-
veyed by pipes to every distillery he knew except in Ireland,
where some distilleries were built closed to a river side,
and • the worm was placed in .the river.—(A laugh. )
In 1826, Mr. Hetherington, the principal surveyor, who
was the chief officer under the Board, and the two officers
next to him in authority, Mr. Steele and Mr. Logie, made an
accurate survey cf the premises, 'and the water communica-
tion was accurately examined by them.
The SOLICITOR-GENARAL objected to the mode of of exa-
mination as irrelevant.
The CHIEF BARON- said, that as the Excise witnesses for
the Crown had sworn that they knew nothing of the com-
munication, it was competent for the defendants to give evi-
dence that their superiors knew of it.
The SOLICITOR-GENERAL wished the Court once for all to
understand that he objected to any evidence of surveys before
1836.

Mr. KELLY was about to reply, when
The LORD CHIEF BARON said, Alr. Kelly, we are of opinion
that you are competent to give any evidence of this kind you
please. It will be for us to tell the jury whether it affects
the issue or not.
Mr. Baron PLATT—A great part of the evidence for the
Crown has been directed to establish the charge of conceal-
ment, and to show that the officers were ignorant of the com-
munication. It would be most unjust to prevent the de-
fendant from proving that there was no concealment, and the
Excise authorities were aware of the fact.
Examination resumed—Up to the time witness left the
employment all the officers surveying the premises were aware
of the communication. As to the question of taking charges,
the matter was so difficult, and the instrument so uncertain,
that the Act of Parliament allowed a variation of 25 per
cent. and in taking the charge upon the same back of wash,
no two charges will be alike. The witness'was going to ex-
plain the mysteries of brewing, distilling, and guaging, when
he was interrupted by the Court. My Lord," said he, ‘, if
my explanation is not material to the case it is material to
my character as a brewer, that when I am examined
upon such a question I should not make a fool of myself."
—(Great laughter in which their Lordships heartily joined.)
when the law was altered in 1825, and it was necessary to
have the dipping-rod fixed, a new receiver was made. The•
hole first made- the cover for therod did not satisfy him or
the Excise, and, consequently, a new hole was made by wit-
ness's order. The original hole was then covered by boards.
The cross-examination of this witness, although frequently-
interrupted by objections and legal discussions, elicited nothing
material.
411204 Benny examined by Aar: WATSON—HaIfpeen