The Sun.
London, England, 1845-05-21 00:00:00

1,010

1,370 I
Malt. 3.460 qrs.
WBXTECHAPEL.

There was only a moderate supply of Meat offering, while
the demand was steady at full prices.—Beef, from 2s 6d to
3s 10d ; Mutton, 3s 6d to 4s 10d Lamb, 5s to 6s;
33 8d to 4s 10d ; and Pork, 3s to 4s per 81bs.

SECONDARIES.-(THIS DAY.)

(Before Mr. Secondary Jamrs.)
ASSIGNEES OF PeDOWAL V. FRANKLIN.

This was an action to recover the sum of 3/. 14s. Id., for goods
sold and delivered. The defendant, who is a draper at Devonport,
pleaded a tender.

Mr. WILKINS, who appeared to support the plea, said he felt quite
satisfied that he should be able to adduce conclusive evidence of the
tender having been duly and legally made to the attornies for the
plaintiffs, but that the amount had been refused unless 55., charged
for writing a letter demanding payment, was also paid. This, he
contended, could not be legally recovered. He then called
Wm. Davis, who deposed that he went on the Bth of August
last to the office of Messrs. Linklater and Dobbs, and showed their
letter, and said that he had called to pay 31. 14s. A clerk, how.
ever, looked at a book, and said, that he conld not take less than
51. 19s. He identified a person in Court as the person to whom
he had tendered the money.

Mr. THOMAS replied, and contended there must be some mistake,
for none of the clerks in the office had the slightest recollection of
the affair. He proceeded to show several letters, one of which
was an offer on the part of Messrs. Dobbs and Linklater to see
the person alleged to have tendered the money, and endeavour to
see who was right. A meeting took place.
Mr. WILKINS said he was instructed that this communication
was made without prejudice, and therefore it could not be given
in evidence.

Benjamin Pride was called, and stated he was the person pointed
out by the last witness. He had not the slightest recollection of
ever having seen him, or of any sum being tendered as described.
The writ was issued on the 9th of August. He had no recollection
on the subject, and certainly would not swear he had not refused it.
Mr. WILKINS said he had not the slightest doubt that the mis-
take had originated with the clerk, whose memory was very bad.

The SECONDARY said, he thought Mr. Wilkins need not address
the jury on the case. One witness had sworn positively and the
other dubiously.

The jury gave a verdict for the defendant.
WATERS V. WOOD.

The plaintiff in this case is a lodging-housekeeper, residing in
Wellclose.square, and the defendant a mate of a trading vessel.
The action was brought to recover the sum of 241. ss. for board,
lodging, &c.

It appeared the defendant had lodged with the plaintiff from
August, 1842, to April, :843. He was charged IL a week. He
had paid 5/. since he left, and after his return from a voyage, his
outfit had been provided by plaintiff on the faith of defendant's
promise. Defendant had lodged twice before with plaintiff, and had
until this occasion paid honourably.
The jury gave a verdict for the amount claimed.

MARLBOROUGH-STREET.
(THIS DAY.)
William Smith, a youth of respectable appearance, between
fifteen and sixteen years of age, was charged with being concerned
in stealing one dozen silver table spoons and half a dozen desert
spoons, from the residence of the Marquis of Breadalbane, No. 21,
Park-lane, Grosvenor-square.

It appeared that a few minutes past eleven o'clock this morning,
one of the servants in the Marquis's establishment found
a strange young man in one of the passages of the lower
part of the house, and upon asking him what he wanted,
he replied by inquiring if Lady Manners lived there.
He was told he had mistaken the house, and he went away up the
area steps, the servant, however, immediately went into the
stewards's room, and missing the plate, ran into the street, where
he saw the young man in the act of giving the plate to the prisoner.
Both directly ran off in different directions, but the prisoner was
pursued and overtaken, he having, as he ran, thrown down the
plate into the carriageway. The other escaped.—Committed.

RAILWAY COMMITTEES.
(THIS DAY.)

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 Hayle 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 passing the preamble. The question was, whe-
ther the Hayle Railway could legally be included in the provisions
of the Act for the construction of the West Cornwall ?

Mr. ALEXANDER, for the promoters of the Bill, said he con.
ceived that the Act constituting the Haylelway 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 Itlilways 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 CommirrEe 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.

(LEFT SITTING.)

Group FF.
EDINBURGH AND DALKEITH RAILWAY.

The Committee met at twelve o'clock ; Lord Ashleyin the chair.
The Committee having decided that the name of Sir Robert
Dick should be struck out of the 49th clause, by which any claims
he may have upon the Company are left untouched, proceeded to
consider the claims of the Messrs. Wauchope, and left it to the
parties to consider whether they could not some to some arrange-
ment. The Company proposed to give the Messrs. Wauchope 50
per cent. on the present traffic of the Edinburgh and Dalkeith line,
calculated upon an average of the last fire years. Mr. Clarke,
Counsel for the Messrs. Wauchope, said that they would not accept
less than 100 per cent. Assuming that their profits on the traffic
of the line were at present 5001. a year, the Company therefore pro-
posed to give them 9001. a year, but they demanded 1,0001.
The parties not being able to come to an arrangement, the room
was cleared, and on the parties being called in,

The CHAIRMAN said that, considering the claims of the Messrs.
Wauchope were only double that which was offered by the Com-
pany, they did not consider it exorbitant, and unless the Company
agreed to give 100 per cent., the clause must be struck out of the
Bill.

The agent for the Company said that the promoters of the Bill
preferred striking out the clause to agreeing to such a demand.

The clause was accordingly struck out.
The preamble was declared to be proved, and the Committee
then proceeded to pass the other clauses in the Bill.

Group 11.
LANCASTER AND CARLISLE RAILWAY.
The Committee proceeded with this case.
Up to the time of our going to press,
Mr. MARTIN was occupied in opening the case of the opposition
of the Canal Company.

Group R.
DUBLIN AND BELFAST JUNCTION RAILWAY.
This Committee met to-day 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 Belfast Junction, in
order to allow them time to prepare their opposition, which had
been abandoned since the Sth 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 M'Neille had not ;been entrusted
with the power necessary 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 end the town of
Belfast. Some years age a line of railway was formed between Dublin
anal Drogheda, 31f miles long, and which ran along the coast north-
wards. There was also a line formed from Belfast to 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 from Dublin 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,
ip the county of Meath. The whole extent would be eighty.thr2e
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 930,0001. The traffic was estimated at
about 84,000/. or 85,0001. per annum. There were no great
engineering difficulties, the gradients were generally favourable,
and the embankments and cuttings moderate. After commenting
on the opposition which was offered by the " Newry and Ennis-
killen," which he thought altogether uncalled..for and urjustifi.
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 die.
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.
(LEFT SITTING.)

Group X.
LONDON AND YORK LINE,

The Committee sat at the us ial hour to-day. The first wit..
ness 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 Manchcster and Liver-
pool. The cost of transit by the present nvides 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. l Id.
per ton, or 3,0004 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 waving of cost per
ton be considerable for all description of goods to be conveyed be-
tween 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. rILLIMORE, counsel for one of the competing lines, said
that be re 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 prcter a cheap line
to a short one, or a cheap and round.lbout 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
10,2011. 17s. 10d. The tolls received on the Wickham navigation,
in the same period, was about 12,000/. 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 1,0001. 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 lid. 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. PAO ET, who said his Learned Friend was examining on be.
half of a scheme that was not before the Committee.

Mr. BURKE 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 London and
York scheme did not contemplate such a line.
Reexamined—Boston was of course a more important market
than Wisbeach.

(LEFT SITTING.)

Group L.
PORTSMOUTH DIVISION.

The business of this Committee was resumed this morning at the
usual hour, by the examination of witnesses.
Henry 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 iuterests 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-cske.
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 Packenham, examined by Mr. GURNEY, Q. C.—
Is commandant at Portsmouth, having held that post
for six years, and had under 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 hue preceeding north, without
touching at London, would be a valuable addition to the present
accommodation, as the circuitous route necessarily adopted to call at
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, none of which be 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 provde for nearly
60,000, including the army and navy. The supplies were chiefly
drawn from Smithfield, Chichester, Salisbury, and Devon3hire. The
cheese and butter were chiefly erawn 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 communicatio❑ 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 being, 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.

(LEFT EITTING.)

Group F.

THE GREAT WESTERN AND BIRMINGHAM RAILWAY
EXTENSION TO WORCESTER AND DROITWICH.

Members—The Right Hon. F. Shaw, Chairman; Mr. V.
Stuart, Mr. Lockhart, Mr. Bramston, and Mr. Drummond.
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 presert railway, and the position which the
opposition branch, advocated by the Great Western Company,
would hold ih 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. WIITELEI", Q. C.—The china he manutainured
was a ♦ery 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 ,60 U or 1,700 tons a year, and that came from Staf-
fordshire by canal. He also used great quantities of clay from
Cornwall 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 Binning.
ham and Gloucester 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 off three miles of his most valuable property lying adjacent
to the River Severn, thus destroying the integrity of his estate
without, as he contended, affording an equivalent benefit to the
population of Worcester, Droitwich, or the neighbourhood.

Group DD.

GLASGOW, DUMFRIES, AND CARLISLE RAILWAY.
On the re.assembling of the Committee this morning, at half-past
eleven, the examination of witnesses was resumed by
Sir T. PHILLIPS calling Mr. Gordon, writer at Dumfries, but his
examination had scarcely been commenced, when
Mr. GREIG 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 CHAIRMAN 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 had 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 In-
terval averaged 3,870 tons each year. The traffic of the town is
principally carried on by one steam ve sel 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 184,928/. The navigation of the river
4th was very difficult and uncertain, and it was frequently foued
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 goods and cattle would also find their way on the rails,
and gonerally 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 218,041 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 'mintier 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 stene ;
and the revenue derivable Irani this source averaging the price per
stone at 4s. 9d., would be. 43,530/. The Caledonian line would
afford no facility for conveling the pig traffic from Dumfries to
Annan. It would take i.t to Carlisle, but only by a circuitous and
inconvenient route. 'Die number of live pigs that were exposed
for sale during the last year was 7,749. There was a
large carpet mar nifaetory at Sanquhar, near Dumfries,
which produced r leachyear on the average 1,000 pieces, of
the value of 10,00 dl., and all these would be conveyed by way of
Dumfries to Edi aburgh and Glasgow if a convenient mode of
transit existed. From the statistical statement which he had sup-
plied to Mr. AV( julloch it appeared that the total revenue received
in 1836 by the want ifacturers in the neighbcurhrod of Dumfries
was 70,004, but CA a sum of later years had been considerably in.
creaattl.—(Le witng ss then read an extract from the minles cs

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 cat rying on of the cattle, coal, iron, anti lime traffic, and
would also tend to improve the various and increasing manufac-
tures that are new existing in Dumfries and its neighbourhood.)

Group W.
WAKEFIELD, PONTEFRACT, AND GOOLE RAILWAY.
The Committee for the consideration of this line re-assembled
today at twelve o'clock, Mr. Pakington in the chair.
Mr. Robert Palk was examined by Sergeant KINGLARE, 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 50,000 to 100,000 tons of salt to Hull. This quantity,
however, was nothing compared to what would be tent 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-
ments from the Baltic. Had no doubt that if a railway were made from
Wakfield to Goole, the trade of Goole would be considerably
increased by its being made a depot far foreign trade. The
annual 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 Manche.ter and Leeds line, and the Midland Counties, charged
Id. per ton per mile at present for the carriage of salt, and at that
rate the saving on salt, if the proposed line were made, would
amount to 2s. per ton on the whole distance.
The witness was cross-examined by Mr. PCKERING, but nothing
important was elicited.