The Sun.
London, England, 1845-07-04 00:00:00

ENLARGEMENT SILL•

The discussion of which was of no public interest.
The clauses of this Bill were agreed to, with some slight altera-
tions and additions.
Another discussion ensued as to the order in which the remain-
ing Bills should be taken. The clauses of the
TUNBRIDGE AND TITNBRIDGEI 'WELLS
LINE _ .

were read by the clerk of the Committee, and agreed to without
alteration,

Mr. AUSTIN—Yes. That clause provided that it should not be
lawful for any company to construct on the shore of the sea, or any
estuary or navigable river, wherein the tide flows and rearms, any
railway or bridge across any arm of the sea or navigable river,
without the consent of the Board of Admiralty. That was to say,
it should not be lawful for the company to. construct any
such bridge as had been proposed across the Severn with-
out the permission of her Majesty, assented to by two of
the Lords of the Admiralty. The powers of the company to
construct the bridge were limited by the operation of the 17th
section in the General Act. Wherever, therefore, Parliament
granted powers to construct a railway the 17th section came be-
tween to restrict them. The Parliament enabled the Company to
execute their works, sulject to the supervision of the Admiralty
and the Board of Trade. Parliament had, by its own act, incapaci-
tated itself from granting sufficient powers for properly constructing
the line : for it can only erant Dowers subjected to the influence
of the 17th section of the Railway Act. It is proposed that the Bill
should not be passed as it now stands. He proposed to insert a clause
which would have the effect of preventing the Company from cross-
ing the Severn without the consent of the Admiralty being first
obtained. The Learned Counsel then read the clause, which was
to the effect that it should not be lawful for the Company to con.
struct a bridge over the Severn without the consent of the Ad-
miralty.
Mr. COCKBURN observed that it was precisely the same as the
17th section of the General Railway Act. _ . .

Mr. AUSTIN—His Learned Friend was right. He contended that
the Company should have been able to make the railway just
as it had been proposed with the provision he had stated.
The effect of the proposed clause was, tnutatis mutandis, similar to
the proviso of the 17th section of the General Railway Act. The
Legislature had frequently granted powers of this description, sub-
ject to the veto of the Board of Admiralty, and had passed several
Bills containing clauses similar in effect. He would instance, as a
precedent, the circumstances attending the case of the Chester and
Holyhead Railway. In that case there was a question, which of
two modes proposed for crossing the Menai Straits was the better.
Both plans were objected to on the part of the Admiralty, and it was
determined that a Bill should be granted for making a line the
whole way to the opposite shore of Holyhead; but it was provided
there should be a break, that no Parliamentary power should be
given to pass the Menai Straits. A supplementary Bill had, how-
ever, subsequently received the royal assens, and the break had
been filled up. In the first instance, the Company had two broken
lines of railway, which were sanctioned by Parliament, in the ex-
pectation that the Company would at some future period obtain the
consent of the Admiralty to the passage of the Menai Straits,
and which expectation was fully realised. It was a similar
case with the project now before the Committee, and he admired
the justice and propriety of the mode which the Legislature had
adopted by this course, by not deferring the execution of works of
great public importance for the period of an entire year. There
was no doubt of an ulterior arrangement with the Admiralty—at
least, the presumption was very strong that the Severn could be
crossed. The only reason in Parliament why, at present, the
Severn could not be crossed was, that such a course would militate
against the decisions of the Standing Orders' Committee. In
addition to the case of the Chester and Holyhead Railway,
which he had mentioned, precedents existed in the Southampton
and Dorchester, the Syston and Peterborough, and various other
lines. It bad been admitted that the preamble was true, and it
now remained for the Committee to decide whether the preamble
of the Bill had been proved. The state of facts was known to the
House at the time the Bill was referred to it. The Committee had
confirmed the truth of the allegations contained in the preamble.
It stated that it was intended to make a line of 187 miles in length,.
with branches to the extent of 211 miles, with an amount of
opposition, more nominal than real, as the proportion of dissents
on the line was only as 1 to 7i assents. The Committee on
a former occasion had stated, that they would not pass the pre.
amble, in consequence of the opposition of the Admiralty, as
while that opposition was continued, the general working of the
Bill would be crippled. That being the opinion of the Committee,
they reported against the Bill in the House of Commons. The
House, however, thought the scheme a desirable one, and referred
it back to the Committee to proceed with the clauses of the Bill, in
order that it might be reported. The allegations in the preamble
are already announced to have been proved. The Committee had
been called upon to state in what way the clauses could be re.
ported so as to furnish the House, on the report being brought up,
with full information as to the entire contents of the Bill. There
was no doubt it was quite competent to the Committee to pass the
Bill as it now stood, and also to insert clauses in the Bill, for the
purpose of reporting the Bill in a more perfect state than at pre-
sent. The only question remaining was, how could the Committee
report the matter appropriately to the House ? The Committee
could doubtless, if they approved of the proposed clauses, report
the Bill with them, and they were perfectly at liberty to consider
any new clause that would enable them to arrive at some satisfac-
tory conclusion ; and there was no difficulty in the proposed clause
that could not easily be surmounted.
The Committee having deliberated some time,
The CHAIRMAN said the Committee was not prepared either to
adopt the proposed clause, or to accede to the request to leave the
matter in the hands of the Admiralty. The course which was
still open to the promoters of the Bill was to obtain the larger portion
of their line. The Bill would give them power to make their line
from Pembroke and Fishguard to the water side of the
Severn, by carrying it over the bridge at the Aust
Passage, or by taking it through Hock Crib, or
by bringing it round by Gloucester, as it might be after-
wards found most expedient. If the promoters of the Bill ac.
ceded to these terms they were at liberty to proceed ; at the same
time the Committee were willing to listen to any statement that
might be urged in opposition.
Atter some discussion,
Mr. AtisTlN said he would propose an alteration in the preamble
which would enable the Company to pass the river by the Aust
passage, or by the Hock Crib; or by an application, in a future
session of Parliament, to carry their line into Gloucester or to any
place that might hereafter appear desirable.
General JOHNSON observed that it would be open to the Com-
pany to proceed during a future session.
Mr. AUSTIN—Yes, only we wish to carry out our plan if pos-
sible during the present tession. The preamble might be amended
so as to give us power to make a railway from Brimspill to Aure.
We wish to obtain a communication with the Forest of Dean
Railway at the same time that we have a connexion between
London and the south of Ireland.

The CHAIRMAN said the proposal was consistent with the meaning
of the Committee. There was, however, one part of the resolu-
tion of the Committee which militated in some measure against
the proposal, for by carrying the line up to Aure it would be
carrying it out of the sphere of the line laid down.
The point was then discussed at considerable length, and was
eventually decided by the Chairman saying the Committee were
of opinion that it would not be consistent with their previous deci-
sion to allow the railway to he carried further than Chepstow.
The preamble was then altered, the words, " with a branch to
join the Forest of Dean Railway," having been struck out.
Mr. COCKBURN, on behalf of various landowners, objected to
the preamble being passed, on the ground that the line not only cc-
cupied the country through which it immediately proceeded, but virtu.
ally the entire of the remaining portion. The promoters of the Bill
ought to be satisfied with a line as far as Chepstow, and they
ought not to have any other. By their present scheme they
were precluded from crossing the Severn, and if some other pro-
ject should come before Parliament pr pared with a Bill to go
over the Severn in a manner that should be satisfactory to the
Admiralty, they would be told by the South Wales Railway Com-
pany that they had no right to appear before Parliament, as they the
(South Wales Company) were already in possession of the ground.
The Committee had given them an inchoate right to prevent other

Mr. Ashton, a farmer, near Gainsborough, who had a large
dairy on his hands, having between ninety and a hundred cows, and
making about fifteen tons of cheese in the year—He bought a good
deal of lean stock in the north, and then, after fattening them,
sent the bulk of them to Rotherham market—perhaps as many as
three hundred a year. He had also about 40 acres of willows on
his hands, the greater part of the produce of which he sent to Hull,
for which this railway would be a great convenience.
Mr. Miers, the manager of the Lindsay and Kestiven Banking
Company, said that from his knowledge of the district he had not
the slightest doubt of this line being the greatest coravenience.
The communication between Gainsborough and the Isle of Ax-
holme was very considerable, there being, however, one packet which
ran at the rate of ten miles an hour. This railway would be a
great convenience, and the feeling of the inhabitants generally
being decidedly in favour of the Direct Northern line. The
packet between Hull and Gainsborouge was generally about ten
litfthi• ua Its passage, and the inconytnience was very considerable,
especially on market days.
To the CHAIRMAN—The witness stated that he thought a com-
munication between Gainsborough and Theffield very important,
and that this was the best line to give it.
Mr. Stagg, a corn-merchant at Gainsborough, stated that the
quantity of corn introduced into the place from Lincolnshire and
the eastern coast was of wheat about 80,000 quarters, weighing
about 16,000 toils ; of linseed cake, and other articles of a similar
character, there were 10,500 quarters, weighing about 2,100 tons.
Of oats there were 5,000 quarters, weighing about 711 tons ; of
barley there were 25,000 quarters. Three-fourths of this grain
were sent to Wakefield for the supply of the district in
its neighbourhood. The facility, therefore, which this railway
would afford was evident, and of great importance to the town of
Gainsborough and the country arouad it.
Mr. Newbold, a moolstapler, at Beckingham, near Gainsbury,
stated that he purchased shout 500 packs of wool a-year, chiefly at
the east and north-east of Gain,borough, the bulk of which he sent
to Leeds, to which place the nearest way was that proposed bi the
Direct Northern Company, and would give him the opportunity of
stopping at the Selby market on going on to Leeds, as might he
necessary.

Wollllrd.,fieeley, who resided about a mile to the east of the river
Trent at Ashby-de-la.Cour, stated that he was well acquainted
with the warp land down the course of the river in that neighbour-
haod, which was about 12,600 acres in extent, and that the whole
of it was exceedinly productive. Most of the produce
in the event of the railway being formed, go
to Gainsborough by the Trent, and then go westward
and south by the railway. There were three qualities of this warp
land, the first of which comprised about 3,500 acres, and was of the
very first class of fertility. Across these were six ferries, which
were used for the transit of cattle and sheep from Lincolnshire to
Yorkshire ; but the Leeds and Selby Railway has greatly affected
this trade, and, unquestionably, the tormation of the Direct
Northern Line would improve the social position of the country.
To the explanation of Mr. Sergeant WRANGIIAN—Mr. liulay
stated that it was Lot improbable but that an embankment might,
if placed across land intended to be warped, interrupt the
process, but the injnry might be prevented by proper precautions,
so as to allow the water to run off and leave the deposit to remain.
There was a number of boats constantly employed in the conveyance
of goods on the river Trent, but he did not think them either a
cheap or convenient means of transmission; and he thought that
if a railway were to be formed it would certainly take all the goods.
There has been as many as 18,000 sheep passed over his ferry in a
year, before the Hull and Selby Railway was made. If a railway
were to be made all this business world come back again, and it
would now go on the Direct Northern to Rotherham and that
neighbourhood, but they had a great pret.rence for Wakefield as a
market, the latter being a place where she stock proprietors got
better prices.

To Mr. WEBSTER—Mr. Heeley said that this was the only line
which would benefit the north side of the Trent ; and to the in-
quiries of the Committee he replied that so far from there being
any difficulty in warping land through the existence of a railway
embankment, there would be every advantage if they formed cul.
verts through it, for they had carried the process of warping by
the ordinary river action, as far as well could be done.
Mr. Collett, M.P. for Lincoln, stated that he had received a
memorial from his constituents, which showed that the inhabitants
were as three to one in favour of the Direct Northern line. This
men:orlal had been signer by 730 of the most respectable persons
in the place, the whole constituency being a thousand. They were
all in favour of the whose scheme, and were of course anxious to be
placed on the trunk line.

.....
Mr. Atkinson, a farmer and land surveyor at Langholme, stated I
that he knew the whole of the country between Nottingham and
Gainsborough, as well as that between Hull and Gainsborough, and
on the banks of the Ouze, and was prepared to testify to the evi.
dence which had previously been given respecting the Isle of Ax.
holme. First class warp land would fetch a rent of from 50s. to
100 s, an acre. Ancient warp land, which was so situated as
to receive the firdt deposits, averaged from 18 to 12 feet
in depth ; the second class warp land was from 10
to 4 feet deep ; and the third class was not more
than three or four feet deep, the two last might, perhaps, bring
about 40s. and acre. Ihe total amount of the produce of the
Isle of Axlmllne might be stated at 65,959 tons, the grester part
of which went to London and the manufacturing districts. He
did not think much of the water conveyance, and he, indeed, him.
self frequently sent his own corn by land carriage ; and, from the
There the petuliar situation of the inhabitants of that district, it would be
g
Y could put their produce on the
carriage
with a thickness of twenty.four
feet. This, when grouni, was used for flooring, and if it could
be got away, would be more extensively used than it was. The
p.iucipal imports consisted of lime bones and timber, for which
the Direct Northern line would provide a ready means of access.
e xceedi
whichnl on y
thea
odcvcaunptiae advantageous
railway.e o
300 s if he
was a large plaster bed in Ax-
holme acres,
To the creks.examination of Mr. Sergeant KINGLaKE, the wit.
ness stated that the warp land extended inland about three or four
miles from the banks of the river, the best land being of course
nearest the stream, and consequently was about five miles from
the railway, and westward of the Trent. The quantity of warp land
was about 15,788 acres; of the clay land there were 10,476 acres;
of the sand loam there were 7,272 acres; and of sand land and
peat 13,095 acres—all, except the last last description, being good,
and some
Aldham, of e, stated, Crowl
Mr. C.he knew the whole of the
district Just spoken of, and confirmed the testimony of the previous
witnesses as to the richness of the land. The Marshland between
rn of
it
very
rich.
Belton and the Ouze was remarkably rich. A ccnsiderable quan-
tity of linseed and rape could be mush better got by the Direct
Northern than by the London and York line, as the latler was ten
miles off, and the carting would consequently be increased rather
than diminished.
Mr. Gibson,
of Axhey, a brick and tile merchant, said that he
consumed a considerable quantity of coals, which came from near
Barnsley. At the pit's mouth, they cost 4s. a ton, but by the
carriage the price was raised to 14s. a ton,
h
while, if they could gct
and Pontefract, or Wakefield,
The formation of this railway
y facilitate his business, as he had last year an
would a so great!
Northern
dr.n
afortoSnn.3itTh
offer for 1,000 tons of gypsum, which he could not supply from the
want of means of carriage.
Committee then adjourned till twelve to . The e
they would wthoeulDditsecavte

TWO Stl AWLS WROUGHT AT---
A TlAt E.—We have
had the plematire of examining the above shawl, produced under the
auspices of Mr. Robert Kerr, manufacturer, and for which he has
obtained a
say, that for beauty of design, and
correctne,s of workmanship, it will bear a comparison with the most
finished works of art of the day, and if, as we understand, it can be
worked with facility, it may be the means of again extending the
shawl trade, we had almost said, to
-- an illimitable extent,—Glasgow
post.
patent, and car. safely

WAR-OFFICE, Juts,- 4, 1845.
24 Regiment of Life Guards—Assistant-Surgeon, F. W. G.
Calder, to be Surgeon, vice J. Bett, who retires on half-pay ;
Assistant- Surgeon G. M'Cullock, 51. D., from the 54th Foot,
to be Assistant-Surgeon, vice Calder; July 4.
Royal Regiment of Horse Guards—Liens, the Hon. C. H.
Cust to be Captain, by purchase, vice Lord Algernon St. Maur,
who retires ; Cornet the Hon. L. A. Grant to be Lieutenant,
by purchase, vice Cust; W. J. H. Gambier, Gent., to be
Cornet, by purchase, vice Grant, July 4.
Ist or Grenadier Regirmnt of Foot Guards—Ensign and
Lieut. C. Balfour to be Lit utenant and Captain, by purchase,
vice Graham, who retires; Ensign A. E. Rowley, from the
51st Foot, to be Ensign and Lieutenant, by purchase, vice
Balfour, July 4.
6th Regiment of Foot—Major R. Rumley, from the 60th
Foot, to be Major, vice Dennis, who exchanges, July 4.
Bth Foot—Lieutenant J. Hinde to be Captain, by purchase,
vice Chearnley, who retires; Ensign A. J. Garnett to be
Lieutenant, by purchase, vice Hinde ; E. R. Hannam, Gent.
to be Ensign, by purchase, vice Garnet, July 4.
1 lth Foot--Ensign J. T. T. Boyd to be Lieutenant, with-
out purchase. vice Marston, appointed to the 51st Foot; En-
sign H. J. Maclean, from the 36th Foot, to be Ensign, vice
Boyd, July 4.
'..L4th Foot—Gentleman Cadet J. Daubeny, from the Royal
Military College, to be Ensign, without purchase, vice Carter,
appointed to the 51st Foot, July 4.
36th Foot—Gentleman Cadet H. R. S. Trelawny, from the
Royal Military College, to be Ensign, without purchase, vice
Maclean, appointed to the I lth Foot, July 4.
37th Foot—Lieut. W. Hamilton, to be Captain, by pur-
chase, vice Le Blanc, who retires; Ensign J. Clutterbuck to
be Lieutenant, by purchase, vice Hamilton ; J. L. George,
Gent., to be Ensign, by purchase, vice Clutterbuck, July 4.
39th Foot—Ensign W. Leckie to be Lieutenant, without
purchase, vice Walker, deceased, April 16 ; Gentleman Cadet
J. P. Traherne, from the Royal Military College, to be
Ensign, vice Leckie, July 4.'
51st Foot—Major E. St. Maur to be Lieut.-Colonel, with-
out purchase ; Captain W. Austin to be Major, vice St. Maur;
Lieut. G. Bagot to be Captain, vice Austin, July 4.
To be Lieutenants, without purchase—Lieut. H. F. Mar-
ston, from 11th Foot ; Lieut. J. H. Dickson, from 92d Foot ;
Lieut. L. H. Bedford, from 13th Foot ; Ensign W. J. Pegus,
Ensign W. H. Kemp ; Ensign A. P. Rossi ; Ensign C. P.
O'Connell; Ensign S. Darling ; Ensign J. W. Mansfield;
Ensign R. Neville ; Ensign S A. Madden, vice Bagot, July 4.
To be Ensigns, without purchase—Ensign S. G. Carter,
from the '24th Foot, vice Pegus ; Gentleman Cadet R. G. S.
Mason, from the Royal Military College, vice Kemp; Gentle-
man Cadet T. H. Goad, from tne Royal Military College, vice
Rossi, July 4; Gentleman Cadet A. Robertson, from the
Royal Military College, vice O'Connell, July 5; Gentleman
Cadet R. G. A. Luard, from the Royal Milita-y College, vice
Darling ; Gentleman Cadet A. E. Rowley, from the Royal
Military College, vice Mansfield, July 6 • Gentleman Cadet
A. W. Conolly, from the Royal Military &liege, vice Neville,
July 7; G. 0. Nann, Gent., vice Madden, July 8.
60th Foot—Major M. G. Dennis, from the 6th Foot, to be
Major, vice Rumley, who exchanges, July 4.
61st Foot—Ensign R. Maunsell to be Lieutenant, by pur-
chase, vice Mackenzie, who retires; Ensign F. R. E. Burn-
side, from the 62d Foot, to be Ensign, vice Maunsell, July 4.
62(1 Foot—G. J. Ambrose, Gent., to be Ensign, by pur-
chase, vice Burnside, appointed to the 61st Foot, July 4.
63th Foot.—Capt. G. J. Smart, from half-pay Unattached,
to be Captain, vice J. B. Parkinson, who exchanges ; Lieut.
W. Cross, to bo Captain,__ by purchase, vice Smart, who re-
tires ; Ensign H. C. Cotton to be Lieutenant, by purchase,
vice Cross ; A. Kortright, Gent, to be Ensign, by purchase,
vice Cotton, July 4, 1845.
79th Foot.—Lieut. T. Gaisford to be Captain. by purchase,
vice Skene, who retires; Ensign H. W. Campbell. to be Lieu-
tenant by purchase, vice Gaisford ; K. R. Maitland, Gent, to
be Ensign, by purchase, vice Campbell, July 4, 1845.
80th Foot—W. B. C. S. Wandesforde, Gent., to be Ensign,
by purchase, vice Davis, who retires, July 4.
92d Foot—Ensign J. Gordon, to be Lieutenant, without
purchase, vice Dickson, appointed to the 51st Foot • Gentle-
man Cadet J. Carnegie, from the Royal Military &liege, to
be Ensign, vice Gordon, July fp
93d Foot—R. E. Seton, Gen., to be Ensign, by purchase,
vice Duncan, who retires, July 4.
BREVET.—Captain G. J. Smart, of the 68th Foot, to lee
Major in the Army, Nov. 23, 1841.
The undermentioned Cadets of the Honourable East India
Company's Service to have the local and temporary rank of
Ensign, during the period of their being placed under the com-
mand of Lieutenant-Colonel Sir Frederick Smith, of the
Royal Engineers at Chatham, for field instructions in the art of
sapping and mining, viz..—A. Cowper, Gent. ; A. Cadell,
Gent. ; C. D. Innes, Gent. ; J. T. Donovan, Gent. ; J. W.
Play fair, Gent. ; A. S. Moberly, Gent., July 4.
MEsioaarsnoar.—The Christian names of Ensign 111.Leod,
of the 74th Foot, are William Kelty, not Kellz, as previously
stated. The Christian names of Assistant-Surgeon Howell, of
the Rifle Brigade, are Frederick Donald, not Francis David
as previously stated.
ADMIRALTY JULY 2.

Corps of Royal Marines—Gentleman Cadet W. P. Draffen,
to be Second Lieutenant ; Gentleman Cadet C. Pyne to be
Second Lieutenant ; Gentleman Cadet W. J. Kinsman to be
Second Lieutenant ; Gentleman Cadet 3. Bast Ale to be
Second Lieutenant.