The Sun.
London, England, 1845-06-14 00:00:00

GROUP K.

=REHAB! AND NORWICH RAILWAY.
The evidence of Mr. Buller (continued from our Afternoon Edition
of yesterday)—

If the Direct East Dereham and Norwich line were completed,
coals could be carried from Yarmouth to Dereham for 2s. 6d. a
ton; the price from Yarmouth to Norwich being Is., and the pro-
posed rate by rail from Norwich to Dereham, Is. 6d. a ton. At
present the coal from Yarmouth is either carried by canal
or the Yarmouth and Norwich Railway. There is a great compe-
tition existing between the two modes of transit. During the se-
vere frost last winter the water navigation was closed, when the
railway immediately raised their traffic fares, and caused great in_
convenience to the districts. The construction of the Direct East
Dereham line would, in all probability, prolong that competition,
and thus afford a cheaper means of conveyance between Yarmouth
and Dereham and Norwich.

Mr. Ricardo expressed an opinion, that the I:ne by Wyndham
would be just as likely to compete with the water navigation between
Yarmouth and Norwich as the direct line to Dereham, both being
independent projects from Norwich.
Cross-examined by Mr. ANDREWS, Q.C.—The charge of 2s. 6d
a ton from Yarmouth to Dereham would not include delivery at
the door, the present price at Norwich for cartage being 2s. 6d., be-
sides the cost of conveyance by rail. Knows a bridge called the
Foundry.bridge at Norwich, which ships coming from New-
castle could not pass; they would, therefore, be obliged to
unship their cargoes below that point and transfer them to lighters.
Did not think the coal would be much deteriorated by such frequent
changes. Believes the terminus of the line to Dereham, via Wynd-
ham, is to be situated below the Foundry-bridge, and will, therefore,
avoid the necessity of transhipment.
Mr. Liddellow, examined by Mr. CALVERT, is a cattle dealer of
Colney, a town situate a few miles from Norwich. During the
years 1838, 1839, and 1840, he was toll-collector at the Norwich
market. During the year 1840, 300,000 sheep, paying a toll of
Bd. a score, passed for sale to Norwich; 400 pigs, paying a toll of
10d. a score, and 30 horses, paying 21d., pass weekly to the same
market. The circuitous line from Dereham, through Wyndham,
would not confer the slightest benefit on Norwich, but the direct
rail was calculated to be very advantageous to that town.
Mr. Thomas Burney, examined by Mr. CALTERT—Is proprietor
of Morton Hall, an estate comprising 5,000 acres, in the neighbour-
hood of Attlebridge, and considers the circuitous line by Wyndham
to Dereham would confer no advantages whatever on the dis.
tricts north of the river Waveney, while the direct line, by
becoming a feeder to the traffic existing in those parts, would be
highly beneficial. The terminus of the former line at Norwich
would be most objectionably situated for the cattle, from their being
turned out at the foot of a steep hill, which they would have to
ascend in order to reach the market ; and to the passengers from
their being obliged to pass through the cattle market, when ar.
riving at Norwich, before they could enter the town.
Cross-examined by Mr. GIRDER—Did not think either the
Heldesdon mills, or the inhahitantsi of Costessey, Taverham,
Kingland, Morton, Weston, Attlebridge, Alderford, Great or
Little Witchen law would avail themselves of the Direct) East
Dereham line, though in all probability the proprietors of paper and
flour mills in those districts would make use of them.'
John Barber, examined by Mr. CaLvcar—ls an extensive grocer
residing at Norwich, and thinks that that town supplies to Suffolk,
Norfolk, and Lincoloshire, more than 9-10ths of the grocery
consumed in those counties, as well as the great proportion of
that used at Lynn. Upwards of fifty tons of cheese and a similarly
large amount of salt is passed annually by him into the adjacent
districts.

Mr. William Wilde, examined by Mr. CALVERT—Is an auc-
tioneer, stover, and dyer, resident at Norwich, having a branch
manufactory at Manchester, conducted by his son. The direct line
would unquestionably confer greater advantages than the diverging
rail to Dereham.

Neither of the latter witnesses were cross-examined by the pro-
moters of the line through Wyndham, and at four o'clock the
Committee adjourned till eleven o'clock to-morrow.

GROUP KK

LIVERPIIOL AND MANCHESTER ERTEN-

SION LINE.
(Continued from our Afternoon Edition of yesterday.)

Mr. LOWNDES proposed a clause to protect the Company against
the repetition of a series of indictments, in one of which a
verdict had been returned against the Company in the Court
of Queen's Bench. That indictment was for a nuisance in
encroaching upon a footpath by a bridge, forming part of the rail-
way over the town of Salford, and the verdict returned, under the
direction of Mr. Justice Creswell, was founded upon the assumption
that the provisions of an Act of 1839, which related to a single
hedge, were embodied in the subsequent Act of 1842, which autho-
rised the construction of the whole viaduct. He submitted that
if this was not a misconstruction of the Act, the provisions upon
which the verdict was founded had got into the more recent Act
by a slip, and as the works of the company had, in the first in-
stance, received the sanction of all the authorities of the
borough of Salford, and were only subsequently objected to by
the boroughreeve and two others individually, and of a population
of 55,000, he hoped the Committee would protect the Company
against the continuance, and insert a clause declarative of the fact that
the viaduct and other improvements were in conformity with Acts
of Parliament, and thus putting the matter beyond the possibility
of litigation. He hoped the Committee would see that what he
sought for was absolutely requssite, and that it was in order to pre-
vent future expense and contention that he made the request.
Mr. MALLINGBY opposed the clause.
The CHAIRMAN said the Committee were agreed that the clause
could not be introduced at this stage of the proceedings.
Mr. BROTHERTON, M.P., said that before the Committee came to
a final decision he was anxious to impress upon them the hardship
to which the Company would be subjected by the rejection of a
clause which would enable them to prosecute with safety works
which had originally received the sanction of the authorities of
Salford, and were only opposed upon a technical objection.
The CHAIRMAN, however, intimated that whatever might be the
hardship to the Company the Committee felt themselves bound to
reject the clause.
The clauses of the Bill were then gone through, and the report
agreed upon, after which the Committee proceeded to dispose of
the clauses of

TIC E% LIVERPOOL AND BURY BILL.

The preamble of this Bill having been declared proved,
The Committee went formaly through the clauses, with which
they were occupied until their rising, which was not until live
o'clock.

GROUP P.
THE SOUTH WALES RAILWAY.

The evidence of Mr. Lopworth (continued from our Afternoon

Edition of yesterday)—
The coal basin was perhaps the most perfect in the world. He
was decidedly of opinion that the construction of the proposed rail-
way through the forest would be of immense advantage, and he be-
lieved that to be also the opinion of the Commissioners of Woods
and Forests.

➢fr. Csitnow was about to commence the cross examination of
Mr. Lopworth, on behalf of the Severn E.nd the Navigation Railway
Company; first, on the ground that they were landowners on the
line; and secondly, that the Forest of Dean Railway would be in-
terfered with, against which interference several Acts of Parlia-
ment existed, but was objected to by Sir Thomas Phillips, when
The Committee decided that Mr. Carrow could not be heard
against the preamble of the Bill, but might examine the witness
with reference to the extent to which the interest of the petitioners
might be affected by the passage of the proposed line across the
railway. The cross-examination was not continued beyond one er
two unimportant questions.

Mr. Lopworth was cross-examined by Mr. Law, on behalf
of Sir Richard Phillips, a landowner on the line; by Mr. Cooke for
the Stroudwater Canal Company; and further, by Mr. Pari,% the

agent of Sir T. C. Bovey and the Rev. Mr. Smith,but the general
tenor of his depositions remained unaltered.

Mr. Atkinson, deputy gaveller of the Forest of Dean, was then
examined by Sir I'. PHILLIPS, as to the mineral productions of the
forest, and the accommodation there existed at present for their
transmission to various parts. He corroborated in every parti-
cular the testimony adduced by Mr. LLpworth.
_

Sir THOMAS PHILLIPS then announced that the case for the pro.
moters was concluded, with one limitation, for the purpose of calling
witnesses, if necessary, against the opposition of Colonel Lewis, in
case the preamble of the Bill should be decided to have been proved;
the Committee, however, overruled the reservation, and the case
was definitely closed,
Mr. Morgan Hughes, proprietor of a colliery at Tenby, was
examined by Mr. Law, on behalf of Sir Richard Phillips, a land_
owner, for the purpose of showing that the line, as at present laid
out, was inadequate for the transmission of the products of the
country which it traversed to a profitable market, and that a better
and more eligible route might have been selected. On cross.exa.
mination, it appeared that al') alteration of the present line would
have the effect of increasing its length, without affording any very
extensive additional accommodation commensurate with the extra
expense.

The Rev. John William Hughes, Captain Child, and Mr. John
Longbourne, were then called and severally examined, but no point
of importance was elicited.
Mr. Fulljames was next examined. He expressed a
very strong objection against the construction of the intended
railway-bridge at Hock Crib, as it would, in his opinion,
interfere materially with the navigation of the Severn. The ac.
cumulation of sand would choke up the entrance to the canal,
which would, eventually, become useless for navigation. Glou.
cester was decidedly the most favourable point for crossing the
river.
Mr. Sayce deposed to the same effect.

Sir John Rennie was next examined by Mr. Coors—He was
decidedly of opinion that a bridge, in every way suitable for rail-
way purposes, might be constructed over the river at the Aust
ferry at an expense of 800,0001. The erection of the bridge would
have a tendency to improve the navigation of the Severn, as
many dangerous eddies, which at present existed in the vicinity
of the ferry, and which impeded the navigation, would be
destroyed. He was not acquainted with Hock Crib, and therefore
was not in a condition to say that the construction of a bridge there
would have a similar effect.

Messrs. Dean, Williams, and Wheeler were also severally
examined with a view to show that a bridge across the Aust ferry
might be constructed with considerable public advantage.
The Committee adjourned till Monday.

GROUP SS.
THE EREWASH VALLEY RAILWAY.
(Continued from our Afternoon Edition of yesterday.)

The remainder of the day was occupied in considering the various
clauses in the Bill, which, after considerable discussion, were
agreed to with amendments. A clause was introduced giving the
colliers power to make the negatived branch, and the Company
power to make bridges across the canal to accommodate such
branches. The Chairman was then directed to report the Bill
favourably to the House, and the Committee adjourned till Monday

GROUP X.
CABIBIZIDGE AND LINCOLN LINE.

ENGINEERING EVIDENCE ON THE AMENDED
SECTION.

(Continued from our Afternoon Edition of yesterday.)

Mr. TRIPP examined the :witness on behalf of Mr. Pemberton,
with a view of ascertaining how it was proposed to save the mea-
dows from inundation by the 'liver Cam, at Chesterton, where it
was proposed to build a bridge. The witness said it was to be done
by embankments, varying in height in accordance with the surface
of the country. . . .

The witness was re-examined at some length by Mr. WEBSTER,
with a view to show that Mr. Rendal had received the appoint-
ment of engineer to this line so recently that he had not had time
to ascertain whether any error existed or not in the sections.
Mr. R. Stephenson, engineer—Had heard Mr. Rendal's evidence,
and he (Mr. Stephenson) would say that he agreed with him (Mr.
Rendal) in every particular, and could see no difficulty whatever
in earrying out the project, notwithstanding the error. An error
of the same kind occurred on the London and Birmingham Railway
in thedatum line, which was a nacre imaginary line, and had nothing
whatever to do with the works.

To Mr. Sergeant KINGLAKE—The correction of the error would
at all events cause an alteration in the works where the error oc-
curred.

To the CommirrEE—A line of railway was never laid down with
reference to the datum line, but with reference to the gradients ;
the datum line was a mere imaginary one.

Mr. Bazolgette, engineer—When the section was deposited, he was
not aware of any error except the omission of marking the radius
in two certain curves ; it was only on summing up the books that
the error now in question first came to his knowledge.

To Mr. Sergeant KINGSLANE—II was after the section had been
deposited that witness had heard rumours of the error of ten
feet. Cannot say how soon after, but it was a very short tine.
Will not say from whom he had heard these rumours, as that was a
matter of confidence. Witness will now abide by the amended
section, and believes the rest of that section to he correct. It was
Mr. Thompson who took the level at the point where the error was
alleged to exist, and he was accountable for it.
Mr. HILDYARD conceived that this was all evidence that should
only have been gone into before the Committee on Standing Orders,
but, however, he would let it go on.
The CHAIRMAN presumed that this line of cross-examination
would not be persevered in, unless with a view to ground some
point on which the opposing counsel intended to rely as objections
to the line being made at all.
Mr. lIILOYARD read the standing order, showing that it was
only before the Standing Orders Committee that such evidence as
this could be given.

Mr. Sergeant KINGLAKE contended he was in order in this line
of cross-examination, inasmuch as his Learned Friend opposite
was now examining his witnesses upon an amended section, which
had never been before the Standing Orders Committee. He (Mr.
Sergeant Kinglake) sail he would at once state his object in fol.
lowing up this line of cross-examination--it was this, to show that
there were inaccuracies all along the line, and that, therefore, Mr.
Rendal was not correct in saying that this was the only error.
The Cruntmax asked the Learned Sergeant if his of was to
contend that those inaccuracies were such as would be sufficient to
prevent the line being made ?
Mr. Sergeant KINGLAKE said that would depend on the extent of
the inaccuracies which they should establish.

Mr. HILDYA RD—lf that were the object of the Learned Sergeant
he (Mr. Hildyard) did think that nothing could be farther from it
than the frivolous questions put to the witnesses.
The Committee then retired to consider whether they would per_
mit this course to be persevered in, and after a short absence
returned, when
The CHAIRMAN announced that he had been instructed by the
Committee to state that the witness under cross-examination by Mr.
Sergeant Kinglake having been called by Mr. Hildyard, the cross-
examination should be proceeded with.

Mr. Sergeant KINOLAKE said he would endeavour to shorten the
cross-examination as much as possible by resorting to figures.
He then asked the witness as to the state of levels from the 21st
mile to the 22d mile 7 furlongs 7—At that part there was a differ.
ence between the original and the amended section of two feet.
At 62 miles 5 furlongs the height of the ground by the original
section was 69 feet. By the amended one it was 75 feet; that
was a cutting of eleven feet deep. At the 81st mile the original
level was 48 feet between the sth and 6th furlong; by the amended
section it was 58 feet.

Mr. Thompson, engineer, deposed to having discovered the error
in question.

Cross-examined—He discovered it first about January or
February last. Went over the ground again with another person
for the purpose of correcting the errors ; after doing so he found
the inaccuracy at the point sixteen miles from Cambridge, already
spoken of, and nothing more.
A witness was next examined as to the traffic to the town of St.
Ives, after which the Committee adjourned.

GROUP Z.
THE DUBLIN AND GALWAY LINE.
(Continued from our Afternoon Edition of yesterday.)

Admiral le Poer French, residing at Ballinasloe, and holding the
ancient office of " Baron of the Fairs" in that part of the county,
uncle of Lord Clancarty, and having charge of his estates at Bal-
linasloe, the population of which is 5,000, said there were two fairs
yearly there, one in May and the other in October ; the October fair
was the largest fair in the world for cattle and sheep. The bay of
Galway could accommodate ships of any size. The Cashel Railway
was nothing more than a trunk line. The proposed line would be
of great benefit to the trade. Could not understand how any one
could ask the question, whether the proposed line would be of
advantage to the county ?
Mr. AUSTIN—WouId you like to see a gentleman who entertains
such a doubt? Witness—lndeed I should.—(Laughter.) Put
him up and examine him.—(Roars of laughter.)
The Rev. D. Arcy, vicar of St. Nicholas parish, Galway, proved
that in the event of the construction of a railway, mills would be
called into existence, the water power in the lake and canals in the
county being considerable'; that the fisheries would be greatly im-
proved, as also the trade generally. The great difficulty at present
of finding a market for the produce of the town would be removed,
as improved means of transit would be obtained. A railway was
the best, perhaps the only means, of developing the industry of the
county, and of calling into existence the energies of the unem-
ployed.
By Mr. ROWE—Anticipated immense passenger traffic from
Galway and other towns on the route.
Mr. D. Vernon, High Sheriff of the county of Galway, and Mr.
H. C. Hancock, of Athlone, were in favour of the line.
Lord CLLNCARTY thought there could not be a question as to
the utility of the project. There was an unanimity of feeling in
favour of it against the landowners of the county. The present
internal communication was most imperfect, which be was of
opinion would be remedied by the line. He looked upon the project
in a national point of view, and considered that the benefits_which
would accrue to the country would be very great.
Mr. Brown gave evidence with respect to the traffic tables.
The Committee then adjourned until Monday.

GROUP L.
PORTSMOUTH ATMOSPHERIC MINE.

The Committee on this group resumed this morning—Mr. E B.
Denison in the chair—when Mr. Alexander, on behalf of the pro.
moters, called Mr. Gibbons, engineer of the Dublin and King.
stown Railway, and alsol of the Dublin and Dalkey Atmospheric
Railway, which line he had laid out. On this railway, which was a
mile and five-eighths long, the worst gradient was 1 in 57, but
over this the engines were able to carry trains of 40 tons, at It
rate of 45 miles an hour, without any extra power. The sharpest
curve was one of a radius of 527 feet. The railway had completely
answered all the expectations of its projectors, and as he was con.
nected with the locomotive line between Kingston and
he had fully tested the respective meats of both plea, and he
decidedly preferred the atmospheric. On that principle
there was not only no necessity for sending the
monster trains, but there were no petty annoyances either from
noise or smoke. The trains could be sent with as much frequency
as was desired viithout any chance of collision. The line had been
opened ever 'since the autumn of 1843. The tube was a fifteen-
inch one, a'id supplied all the convenience that was requisite. He
had seen the Direct Portsmouth line, and believed it to be a highly
satiscattory one, and one which would answer all the expectations
of the promoters. A great saving was effected in the preservation
of Vse permanent way; indeed, in the Dalkey line during the last
Yrar there was no expense whatever, except the laying down several
niew rails. The piston carriage altogether passed over 3,050 yards
each journey during 15 hours in the day, the trains running every
quarter of an hour, two sets of men being employed so as to enable
them to relieve each other. The trains were carried from one
end to the other by the stationary engines, and returned by the
force of gravity alone. The average number of the carriages on
the atmospheric railway was 3.75, carrying a weight of 18 tons ;
on the locomotive line there were 7i carriages, with a weight of
36 tons. The gradients on the line were-1 in 100, for 160
yards ; 1 in 104, for 215 yards ; 1 in 115, for 770 yards ; 1 in
131, for 280 yards ; 1 in 166, for 610 yards ; 1 in 218, for
170 yards ; and 1 in 328, for 390 yards. The expenses during the
eleven months from March in last year to February in this, were—
for coals, 4671. Os. 3d. ; for engines, 3521. 55. 6d. ; for oil,
431. Os. 4d. ; fof mechanics, 1971. Os. 4d. ; and for materials,
1271. 125.; cost of engineer, 127/. I2s. The cost of coals was
from 30s. to 365. a ton, and coke 165., but these prices were the
result of a deficient market. The atmospheric railway could carry
sixty tons with as much ease as the locomotive could carry twenty
tons. Mr. Cuhitt stated on Thursday that the difference between
the gradient of 1 in 80 and l in 100 was as an 18-inch tube was
to a 15-inch tube. But in this he was wrong, for it really was as
2,240 divided by 80, and the same number divided by 100. The
results therefore were, that while it required a tractive power
of 231b5., that required for 1 in 100 gradient was 221/21bs.
The difference between the 18. inch tube and the 15. inch
tube was as the squares of their diameters, the area of
the former being 245 cubic inches, and that of the
latter 176—50 that the respective powers of the two tubes
was as 176 is to 254. lie had laid down the tube on the Croydon

j line, and he was satisfied that the wear and tear on that line would
be much less than that on the Dalkey line. With respect to the
power to work a single tube line both ways he was perfectly satis-
fied that it might be done. On the Dalkey line they could hear
the ; first blo,v of the pumping engine at the ether end.
As soon as this was heard the vacuum was evidently
beginning to he formed. On that line there was a barometer con.
nected with the tube, and as simultaneously as the eye could ob-
serve the sound of the blow of the pump and the fall in the mercury
was perceived. He thought that the safety of the atmospheric prin.
ciple was much greater than that of the locomotive, for most of the
accidents on the latter occurred at the stations, at which places
the atmospheric trains were quite out of the way of each other,and he
believed that a train might start with perfect safety every hour
from each end on the. Portsmouth line. Indeed, in his opinion,
there was no need for a double line, unless the traffic were as
numerous as that of the omnibuses between the Bank and Piccadilly.
The shares of the Dalkey line had so increased in value in conse-
quence of the facilities given to the citizens of Dublin for getting into
the country and back, that those which, four years ago, were at
70/., could now be quoted at 250/., and were not to be had even at
that price. In his opinion, the formation of a double atmospheric
line would be a mere waste of expense. The engineering staff for
each train was three, one of which was a breaksman. The object
of the break was to stop the wheels, by rendering that a sliding
motion which before was a rolling one. The engineering staff, in-
deed, was less than on a locomotive line, for the man at the engine-
station acted for all the trains during the day.
Mr. Brunel had looked at the sections, and thought them good.
He had seen the estimates for the line, and thought the prices quite
sufficient. A single line would carry a very large traffic, and he
thought that it would certainly serve all the purposes of the traffic
on the line. Fifteen trains a day each way, might'pass with perfect
safety. An 18 •inch tube would convey very heavy trains, cf from
40 to 60 tons, 40 or 50 miles an hour with perfect ease, and he
saw no difficulty whatever in the gradients, for much steeper gra-
dients might be very easily worked. With a moderate traffic, the
expenses would be In favour of the atmospheric line, and the dif-
ference would be increased as the traffic increased. He was ac-
quainted with the country to Portsmouth, and he felt assured that
trains might be run as often as the public would require, and the cost of
working would be not more than 35 per cent. Certainly if the returns
were 170,000/. or 180,000/., 35 per cent. would meet all the
expenses. He gave these 15 trains to the 14 or 15 hours in the
middle of the day, but he thought that on all lines communicating
with London there must be night trains, and some of these would,
of course, be goods' trains.

To Mr. OSWALD—Mr. Brunel stated that the steepest gradient
on the South Devon line was 1 in 41 for a distance of four miles,
and 1 in 52 on a plane of ten miles.
To Mr. MILNES —Mr. Brunel stated that he thought the loco-
motive principle capable of considerable improvement.
To Mr. OSWALD Mr. Brunell replied, that they had a gradient
beyond Swansea, on the South Wales line, of lin 70. They had
several gradients of 1 in 60 on the Great Western line, and its
branches, which were now ,aetually worked. He conceived that
the application of the atmospheric principle presented nothing
more than mechanical difficulties, and would be easily overcome.
To Mr. M. MELNES Mr. Brunel stated, that though a locomotive
atmospheric engine had not yet been used, nor was it what was
termed the atmospheric principle, yet he would not say that it
wo►►ld not be applied. He thought it very unsafe to say anything
could not be done, for so many things had been done which it was
said could not be done, that he thought it would not be wise to
say that anything could not be done. In safety certainly the
atmospheric principle was far superior to the locomotive. He
thought that in estimating the permanent way they ought to take
the original departments about as equal in the first instance.
Mr. Keene, a land.agent and valuer at Godalming for the last
twenty-five years, stated that he had looked over the line from
Epsom to Portsmouth, and thought that 143,9701. 14s. was a
sufficient sum for the land. The traffic from the Petersfield side
of the country, through Godalming, was at least four times as much
as that from Midhurst and Petworth before the Gosport branch
was made. He had presided at two meetings at Godalming, as
also of another of the Town Commissioners, at which the bulk of
those present were in favour of the Portsmouth Atmospheric line.
In his opinion this line was the best, because it was the richest and
most populous. There were a great number of mills and manu.
factories in it, and it was totally unprovided with water carriage.
There were twenty.seven corn-mills and ten paper-mills on the road.
He was the tithe apportioner of Godalming, the parish of which
contained between 6,000 and 7,000 acres, and was not aware that
the bulk of the landowners of Godalming were opposed to the line,
though a few, he believed, were so. At present he thought that
the traffic on the Midhurst and Petworth road and the Petersfield
road were about equal.
The Committee then adjourned till Monday at twelve o'clock.

STANDING ORDERS COMMITTEE.
(YESTERDAY.)
This Committee met at three o'clock to-day.
DIIIIIMESEORCIITGII AND REDCAR
RAILWAY.
This was a Bill to give the Company additional powers.
Standing orders to be dispensed with, and the parties to be
allowed to proceed with their Bill.
TAPP VALE RAILWAY.
This was a Bill to give the Company additional provisions.
The Committee decided that the standing orders ought not to
be dispensed with.
The parties therefore cannot proceed with their Bill this session.

PARLIAMENTARY BUSINESS.
FRIDAY, JUNE 13.
The following Bills were read a third time, and passed :
Dublin and Drogheda Railway.
Lancaster and Carlisle Railway.
Aberdeen Railway.
Leedsiand Thirsk Railway.
York and North Midland Railway (Harrogate Branch).

The London and Brighton Railway (Wandsworth Branch)
Bill was read a second time, and committed, and referred to
the Committee of Selection.

Standing Orders Committee,—Resolutions reported;
1. " That, in the case of the Middlesbro' and Redcar Har-
bour petition for additional provision, the Standing Orders
ought to be dispensed with :—That the Committee on the
Bill may entertain the additional provision, if they shall
think fit."

2. "That, in the case of the Taff Vale Railway petition,
the Standing Orders ought not to be dispensed with."
3. " That, in the case of the Cork and Bandon Railway
Bill clause on consideration of report, the said clause is of
such a nature as not to be adopted by the House without the
re-cotnraittnent of the Bill."

First resolution agreed to.—Report to lie on the table.

PRIVATE BUSINESS FOR MONDAY, JUNE I.
SECOND READINGS.
Eastern Counties (Cambridge and Bury St. Edmund's)
Railway.

REPORTS.
Newry and Enniskillen Railway.
Richmond (Surrey) Railway.
Great Western Railway (Ireland) (Dublin to Mullingar and
Athlone).
Northumberland Railway.
West London Railway Extension and Lease.
Edinburgh and Northern Railway.
Eastern Union and Bury St. Edmund's Railway (No. 2) (to
be considered) (by order).
North Woolwich Railway (to be considered) (by order).
Runcorn and Preston BrOok Railway.
Liverpool and Bury (Bolton, Wigan, and Liverpool and
Bury Extension) Railway.
Liverpool and Manchester Railway.

THIRD READINGS.
Sheffield and Rotherham Railway.
Blackburn and Preston Railway.
Newcastle and Darlington (Brandling Junction) Railway.
Whitehaven and Furness Junction Railway.
➢ionkland and Kirkintilloch Railway.
Taw Vale Railway and Dock.
Londonderry and Coleraine Railway.
Londonderry and Enniskillen Railway.
Waterford and Kilkenny Railway.

NOTICES GIVEN AT THE PRIVATE BILL OFFICE
Monkland and Kirkintilloch Railway,—Third reading,
Monday, June 16.
Edinburgh and Northern Railway,—Report, Monday,
June 16.
Dublin and Belfast Junction Railway,—Report to be con-
sidered, Tuesday, June 17.
Ulster Extension Railway,—Report to be considered,
Tuesday, June 17.
Oxford, Worcester. and Wolverhampton Railway,—Re-
port to be considered, Tuesday, June 17.
Oxford and Rugby Railway,—Report to be considered,
Tuesday, June 17.
Cornwall Railway,—Report to be considered, Tuesday,
June 17.
Cornwall Railway,—A clause to be proposed on considera-
tion of report, Tuesday, June 17.
Railway,—Report to be considered, Tuesday. June 17.
r (Cumnock Branch
Glasgow, Paisley, Kilmarnock, and Ay )
Great Southern and Western (Ireland) Railway,—Report
to be considered, Tuesday, June 17.
Manchester and Birmingham (Ashton Branch) Railway,
—Report to be considered,
North Wales Railway,—Report to be considered, Tuesday,
June 17. Tuesday, June 17.
Taw Vale Railway and Dock,—Third reading, Monday,
June 16.
Northumberland Railway,—Report, Monday, June 16.
Waterford and Kilkenny Railway,--'Third reading,
Monday, June 16.
Londonderry and Enniskillen Railway,—Third reading,
t
Monday, June 16.
Londonderry and Coleraine Railway,—Third reading,
Monday, June 16.
Liverpool
sia ido
iyl
w 3 R
(Bolton, It on Wigan, and Liverpool and
Bury Ex e, p
or, Monday, June 16:
Runcorn and Preston Brook Railway,—lteport, Monday,
June 16.
Liverpool and Manchester Railway,—Report, Monday,
June 16.
Chester and Birkenhead Railway,—Report to be consi-
dered, Tuesday, June 17.
Wear Valley Railway,—Report, Tuesday, June 17.
Great North of England (Clarence and Hartlepool Junc-
tion) Railway,—Report, Tuesday, June 17.
London and Brighten RailwY,—SeloctComrnittee on pro-
ject, adjourned till Monday, June 23.

An elopement, attended with circumstances of a
disgraceful character, has excited Much feeling in Sudbury. The
pertlet Ate, Aft: Watts youti„
g Mani about twenty.one,
son of the Rev. Watts Wilkinson, the curate of Mt. Peter's and
chaplain to the union workhouse, and Miss Hannah Keningale
Wilkinson, his first cousin, and the daughter of the Rev. Henry
Watts Wilkinson, perpetttel citrate of St, Peter's and St. Gregory's,
that ton. tile Wing bid? /5 aboutt twenty-six years of age,
and the circumstances of her case excited great Interest a few
years since, in consequence of a commission of lunacy hating been
issued against her by her father, which was successfully resisted Ori
her behalf, and in the resistance to which commission allegations
of great cruelty and improper conduct were made against her
father and his Wife, the stepmother of the alleged lunatic. The
commission of lunacy Was abandoned, and as the young lady was
not then Considered competent to manage herself arid her property,
a bill was filed, by the advice of the Lord Chancellor, No place lier
under the protection of the Court of Chancery. Her property
amounts to between 5,0001. and 6,0001., and the interest has been
appropriated to her support. Miss Wilkinson was on a visit at the
residence of the Rev. Joseph Fenn, of Blackheath Park, one of
her guardians, and on Saturday, the 24th ult., she was called upon
there by her cousin, Mr. Watts Wilkinson, and permission was
asked and granted for her to accompany him on a visit for the day
to their aunt, at floaton. They were driven in Mr. Fenn's car-
riage to the Greenwich Railway, from which they walked to the
river side, took a steam-boat to Blackwell, and went from thence
to Limehouse Church, where the marriage ceremony was per.
formed,tatien hunder
Yof a license granted to the bridegroom.
After overa the lady objected to sign the register,
g that
ath:t
hreir intention to be married, and that her
h
consent to it. Being assured, however, by Mr.
srtrt
e would
ceremonyi
tn ot wht ae a
not
wot
Watts Wilkinson that her father had given his consent, she signed
the register. They then went to Iloxton. The bridegroom took
the ring from her finger before they arrived, and left her with her
aunt, to whom she related all the circumstances, and the cunt re-
stored her the same afternoon to the Care of her guardian, Mr. Fenn.
Proceedings likEcclesiastical Court are being taken by the
guardians n
to in
rilMhe marriage.--Bury Post.
THE ATTORNEY- GENERAL.—The answer to in-
quiries at the residence of Sir William Follett, in nark-lent!, yes-
terday, was William is rather better to-day."

Week
ending

THE SUN, LONDON. SATURDAY EVENING JUNE 14 1815.

NAME OF RAILWAY.

Arbroath and Forfar ••• •••• •• •

Bristol and Birmingham . • • •• • • ••
Chester and Birk.enhead. • • • • • • ••

Dublin and Drogheda—
Dublin and Kingstown .. • • • • • •

Dundee and Arbroath
Durham and Sunderland ......•••
Edinburgh and Giasgow ..• • ....

Eastern Counties and North Eastern • •
Glasgow, Kilmarnock, and Ayr • . • • • •
Glasgow and Greenock.. • • • • • • • • •

Grand Junction ...................
Gravesend and Rochester •••• •• .
Great North of England ...........
Great Western.

Hull and Selby ......... ........
Liverpool and Manchester ...... •• ••
London and Birmingham . •• •• •• •• • •
London and Blacliwall
London and Brighton. •• •• •..• •• ••
Londox and Croydon . •• •• •• •• •• •• ••
London and Greenwich. •• •• ...... • •
London and South Western. •• • • ••
Manchester, Bolton, and Bury •• ••
Manchester and Birmingham.• • • •• ••
Manchester, Leeds, and Hull Assoc..
Midland Counties •• •• •. •

Newcastle and Darlington •• •• .. •• ••
Newcastle and Carlisle •• ••••.• •• .•
Newcastle and North Shields.• •••• ••
North Union and Bolton and Preston
Paris, Corbcil, and Orleans • •• •• •• .
Paris and Rouen •• •• •• •• •• •• •...

NS.

I Receipts of Rail-
date to which the
ceipts of the same

Last
week.

IS3
4,024

572
802
1,001

7io
2,g09
4,992
1,905

972
9,612

879
3,769
6,039
11,517
1,326
1,652

465
1,123
6,162
5,705

t>al
s
c)-S

157
2,405
554
735
95)
245

380
9,196
4,581
1,405

Preston and Wyre— •••••••

922
8,550

1,368
21,414
1,281
5,514
18,090
1,401
8,819
485

7,389
1,038
3,287
5,535
8,917
679
1,604

- -
Sheffield and Manchester.• •••• •• •• •
South Eastern.. •• •• •• • .
Ulster .

403
695
5,124
1,007

Yarmouth and Norwich
York and North 3thlland •• • . •

289
2,6;55

MARKET INTELLIGENCE.
GOAL MARKET.
Prices per ton at the close of the market :--Adair's Main,
13s 6d; Bates's West Hartley, 15s; Buddle's West Hartley,
16s 6d; Clark's Hartley, 15s; Chester Main, 14s 9d; Davi-
son's West Hartley, 16s 6d ; Forest Main, 14s 3d ; Hasting's
Hartley, 16s ; Holywell Main, 15s 6d ; Original Tanfield,
13s 6d; Old Pontop, 13s 6d; Ord's Redheugh, 14s; Old
Tanfield, 14s ; Pontop Windsor, 13s 9d ; Shattoe's Hartley,
15s; Taylor's West Hartley, 15s 9d; Tanfield Moor, 16s;
Tanfield Moor Butes, 14s; Townley, 14s 9d; West Hartley,
16s 6d ; West Wylam, 16s 6d ; West Wylam, 15s ; Welling-
ton Hartley, 16s ; Wylam, I4s 3d. Wall's-end, Bell and
Brown, 15s; Browns unscreened, 13s; Gosforth, 15s;
Heaton, 15s; Killingworth, 14s 6d; Newmsrch, 14s; Ur-
p ,th, 1436 d; Walker, 14s 6d; Wharneliffe, 15s; Eden Main,
15s; Wall's-end, Braddyll's Hetton, 16s 6d; East Hetton,
14s 3d ; Haswell, 17s 6d ; Hetton, 16s 6d ; Lambton, 16s 6d ;
Morrison, 15s ; North Hetton Lyons, 153; Russell's Hetton,
16s ; Stewart's, 16s 6d ; Harvey, 14s 6d ; Heugh Hall, 16s 6d ;
Kelloe, 16s ; Trimdon, 16s 3d ; Adelaide, 16s 6d ; Barrett, 15s ;
Brown's Deanery, 15s 6d; Seymour Tees, 15s 6d; Tees,
17s ; West Hetton, 14s 6d ; Anderson's Garesfield Coke, 158;
Cowpen Hartley, 16s ; Derwentwater Hartley, 15s 6cl;
Hartley, 15s 6d; Sidney's Hartley, 16s; —Ships arrived since
last day, 222.

(From the London New Price Current of June 12.)
SUGAR.—The market was freely supplied. Grocers and
Refiners purchased readily, and full rates were paid : at auc-
tion to-day 89 hhds 73 trs 61 brls St. Lucia sold readily, at
full rates.

MAURITIUS.—This afternoon 9,221 bags 15 casks were
submitted to public competition; refiners purchased readily,
and prices were again full is for low and middling and 6d
higher for the better descriptions, and the whole sold.
MADRAS was in good request, and stiffer rates were given;
5,547 bags at public sale sold briskly at full 6d dearer.
MANlLLA.—Extensive transactions have taken place this
week for export and refining purposes, at rather better prices.
The sales are estimated at 20,000 bags, at 23s 6d to 23s 9d
per cwt.
FOREIGN.—The market had a firm appearance, and very
full rates were given for the parcels sold. Of 1,138 boxes
damaged Havannah, at public sale, about 350 were taken in
at 6d above the value. The remainder sold at good rates.

REINED —The market is still scantily sup-plied with re-
fined goods, and previous rates are fully maintained—
brown Lumps 71s to 725, and Standard 72s 6d to 73s per cwt.

MoLAssEi.-43 puns St. Lucia at auction sold freely at
good prices—fine 20s to 20s 6d, and good 19s per cwt.
COFFEE.—For all descriptions of home consumption Coffee
a good demand was experienced, and higher prices were ob-
tained. At public sale 249 casks 95 brls 37 bags Jamaica
sold at is to 2s advance.

COCOA.-113 bags Trinidad at public sale all sold. Good
qualities were a shade better, other sorts unaltered, good
dark red 49s 6d, middling 465, low greyish 42s to 435, and
damaged 40s to 42s per cwt.
PEPPER.—Malabar brought former rates, and 200 bags at
auction realised ald for good half heavy brown.
TEA.—Five small public sales, together 5,629 pkgs, were
offered; the demand was brisk, and 3,000 pkgs were actually
sold; plain Orange Pekoe and Capers 2d per lb. decline, but
for other sorts no variation occurred.

TALLow.-150 casks first sort P.Y.C. at public sale were
all taken in at 39s 3d; 92 skins Ibrail partly sold at 40s 3d
to 40s 6d, and 250 casks South American sold at 39s 3d to
39s 6d per cwt.

Srmrrs.—Rum is in good request; holders are firm, and
ask fully former rates for all descriptions, the market is
scantily supplied. Proof L'eewards cannot be had under
is 8d to is 9d per gallon, and for clean Jamaica 3s to 5s per
gallon asked. The best Demerara is worth 2s 10d. Calcutta is
much wanted, and Is bid to is 7d per gallon paid for proof with
certificate. Brandy is in better demand, and stiffer rates are
given ; best brands of Cognac of the vintage of 1838 4s 5d
to 4s 7d, 1839 4s 2d to 4s 4d, 1840 and 1841 4s Id to 4s 3d,
and 1844 3s 8d to 3s 10d per gallon. For Geneva and Corn
Spirits prices remain the same, and the market is firm.