The Sun.
London, England, 1845-05-23 00:00:00

Paris and Strasbourg ... 2
Do. do. (Hainguerlot') 2
Royal North of Spam ... 2
Sambre and Meuse ..... 4
Tours and Nantes, Mac-
kenzie's .. ... ...... 2

JOINT STOCK BAN KS.
Colonial 25
London andWestininster 20 ...... 27

LLOYD'S SHIPPING.-(THIS DAY).

LONDON, MAY 23.—Wind N.W., fresh breeze and fine.

DEAL, MAY 22.—Wind N.N.E. to N.E., strong and
squally.—Arrd. Colombia, Duncan, Sandwich Islands. Sld.
Cyrus, South Seas; African, Gambia.
HULL, MAY 21.—Sld. Hebe, Greenland.
HARWICH, MAY 22.—Several vessels have put in here,
with loss of bulwarks and other damage, from collision.
LOWESTOFFE, MAY 22.—The Damsel, Nugent, was driven
ashore do Pakefield Flat yesterday evening during a gale.
The weather having moderated, the vessel has been got off;
master and mate drowned.

SOCTIIWOLD, MAY 22.—The Orb, off and for Whitby, got
ashore near here yesterday evening during a gale at E. ;
crew saved. She has since been got off without much
damage.

SPORTING INTELLIGENCE.
(RECEIVED THIS DAY.)
SHREWSBURY RACES.—THURSDAY.
The Wynnstay Stakes of 10 Sovs. each, with 20 added, for
three yrs old, 7st ; and four yrs, Bst 91b. Nearly a mile.
(Four Subs.)
Mr. A. W. Hill's Sweetmeat, 3 yrs walked over.
The Queen's Plate of 100 gs. ; for three yrs old, 7st 21b ; four
yrs, 9st 21b ; five yrs, lOst ; six yrs, and aged, lOst 51b.
Three miles.
Mr. Critchley's Cceur de Lion, 3 yrs (Francis) 1
Mr. Worthington's Hooton, 4 yrs
Mr. Davis's Princess Royal,3 yrs
Mr. Herbert's Little Taffy, 4 yrs 4
Won easily by a length:

RAILWAY COIIIIIIIIITES.
(THIS DAY.)

Group E.

NORTHUMBERLAND ATMOSPHERIC RAILWAY.

After a discussion with respect to the propriety of hearing any
further evidence in favour of the atmospheric principle,
Mr. Harrison's examination was resumed by Mr. HILDYARD—
He had got a diagram prepared of a similar character to that
which was missing yesterday, and which would clearly show how
the traffic of the Northumberland line could or could not be
worked by the atmospheric principle. He then explained the
nature of the diagram to the Committee. The time allowed, ac-
cording to the diagram, for the exhaustion of the tube was five
minutes, assuming that the trains arrived at the exact
moment required. But the least delay of one train
would affect the rest, and it required an equal degree
of mathematical accuracy in its working as was required in the
drawing out of the diagram, throughout the whole line. That
was the main objection. In three miles of tube there would be an
exhaustion of 22 inches in five minutes at the rate of 30 miles an
hour, which had not been yet exceeded by any experiment. Any
derangement in the order of a train not only deranged the train
itself, but every train which it would meet. That must be con.
tinually the result, and it could not be avoided. Mr. Harrison
then explained how one train would have the effect of derang-
ing the others in rotation, which were marked in alphabetical
order on the diagram. Assuming the velocity could not be main-
tained, the number of trains laid down by the projectors of the at-
mospheric line should be reduced, together with the speed: and in
that case the traffic of Northumberland could not be worked on that
principle. It would be necessary that one train should remain at
each station till the arrival of another, a circumstance which would
render collision very probable.
Mr. Harrison was then cross-examined by Mr. Sergeant WHANG-
HAM—He stated tbat the first train started at seven o'clock in the
morning, and the last train arrived at Berwick at a quarter before
twelve o'clock. There were, according to the diagram, seven
hours during which no passenger trains would be on its way north.
wards, and only a single goods train. Seven hours would be avail.
able for the transport of goods, of whatever description, from Ber-
wick to Newcastle, without the interruption of crossing trains, but
they ought to consider whether they could snake arrangements
whereby that traffic could come at that time. He gave an interval
of 3-4ths of an hour between the sending of each train. He had
never been at Dalkey, but he drew up the diagram according to
Mr. Mallet's report. He conceived that an electric telegraph
would not be of much use in giving notice to other trains to stop
at crossing places in case one passenger train should be retarded.

Group X.
LONDON AND YORK LINE.

The Committee assembled at 12 o'clock, when the examination
of Mr. Denison, M.P., was resumed by Mr. Sergeant KINGLAKE.
He commenced by calling the attention of the Hon, Member to
what was called the loop line.

The witness said that that line afforded more facilities to all the
towns in the east of Lincolnshire, except Sleaford, than any other
proposed line—the Cambridge and Lincoln line did not
come within four or five miles of that town—
the London and York Company gave directions to have
the country surveyed with a view to taking in that town
by a branch; the Manchester and Sheffield line, when
completed, would afford the best communication between Lin-
colnshire and Manchester with the London and York line. The
Cambridge line went through no town, but the loop line went
through all the towns. Would decidedly prefer the towns line
to the Cambridge line, so far as regarded communication with the
sea. The whole country was open to the parties to adopt any line
they pleased, so that if the Cambridge line appeared to be the best
they could have adopted it. Had seen no railway proposition that
proposed so low a rate as three farthings per ton per mile for the
transit of coals, which was the rate proposed to be charged by the
London and York Company ; and they further proposed to have coal
depots at their termini for the accommodation of the public, and to
convey manure by the back coal carts at id. per ton per mile.
Clauses to this effect had been inserted in the London and York
Bill. Mr. Lang said to witness that as this was a new line the
Company would be entitled to charge 3d. per ton per mile for first-
class passengers, and that was the maximum charge inserted in the
clause. Is of opinion that the London and York line ought to
have the preference to the Direct Northern, or in fact any other
line, for the transit of coals, because it proposed more general
public accommodation to the different towns. Has no doubt that
if the London and York line should be made, the towns of Bawtry,
Newark, Grantham, Stamford, Spalding, and Boston, would all
apply for means of connecting themselves by the shortest and most
direct lines with the London and York line.
The witness was cross-examined by Mr. W EBSTER on behalf of
the Direct Northern, and the Cambridge and Lincoln Schemes—He
had no doubt that it was the intention of the London and York
Company to make the same reduction of the tolls on the Wickham
navigation that was proposed on the Fordyke.
In answer to Mr. Jones, who appeared on behalf of the Eastern
Counties line, the witness said he considered Walker's proposed
Cambridge line an absurd one. The capital of the London and
York, not including the Sheffield line, was five millions; that has
not been since added to; the original capital in the prospectus was
four and a half millions; the Eawtry and Sheffield branch would
require an additional sum. Cubitt's estimate was six and a half
millions, which included the branches to Sheffield, Wakefield,
Boston, Doncaster, and, in fact, the whole of the line to
York. But the capital was only five millions ; but the
Company had the power by the Act to borrow as much more
as would cover the estimate. Was not aware that the Com-
pany had advertised an announcement that the ca-
pital had been increased ; but the Sheffield and Bawtry
scrip was in the market, and would become London :and York
stock, if that line should pass, and the sum required for the
Sheffield and Bawtry branch would be required by the engineer to
make up the 6h millions. Had considered the assumed advantage
of the proposed line between Huntingdon and London, as proposed
by the London and York Company, and that proposed by
the Cambridge Company, and found that the Lon.
don and York scheme would afford more general
public accommodation ; the latter also proposed to make
a line between the Cambridge and Huntingdon if the
Eastern Counties should not. A branch to Bedford was part of the
present scheme. If the Cambridge and North and Eastern lines
and the Cambridge and Lincoln lines were made, a continuous
line could be made, but not so good as the London
and York, because it would be more circuitous ;
and would not afford the same facilities to the public in the different
towns; there was also a branch from Hockham-mill to Sleaford
proposed to be made by the London and York ; was not aware that
the branch was to be continued from Sleaford to Boston.

To Mr. PHILLIMORE—CouId not say if the Sheffield and Bawtry
Branch Company were now shareholders in the London and
York, or that was a legal question ; but should think they were
not yet.