The Sun.
London, England, 1845-05-28 00:00:00

vaottton

SUN OFFICE, Se:'en o' Clock.

THE FUNDS-(CLOSING PRICES.)

ONE
O'CLOCK.

CLOSn'
PRICES

MICES OF BIiITISII FUNDS.

hank Stock Y v OlO 209%
3 per Cent. Reduced ........ ... 9814% 98%
3 per Cent. Consols
New 314 ner Cents ...1011/s 1/1 101%
Long Annuities to expireJan.lB6o 11 5-164 11 5-16
Ditto 30 years, Oct. 10,1859 ... 11% 111.8
India Stock
South Sea Stock

Ditto 01(1 Annuities
Consols for Account... ... .. 99% 995/s
Exchequer Bills, 1,0001., 11.(1. ... 63 64 62 pm. 62
• Ditto 5001. .
Ditto Small — pin.
Ditto Advertised 62 63 pm. 63

ONE CLOSING
O'CLOCK. PRICES.

PRICES OF FOREIGN FUNDS.
Brazilian Bonds
Ditto, New, 1829 and 1839...... 88
Danish Bonds, 1b25, 3 per Cent...
Mexican, 5 per Cent. 18:37.
Ditto Account
Ditto. Deferred
Portuguese 5 per Cents
Ditto, Converted 66%
Russian Bonds. . _
Spanish 5 per Cent. 1840
Ditto, Passive
Ditto Deferred
Ditto 3 per Cent. .... ... —41 A
Ditto, Account 41%
Belgian 4% per Cent.
Dutch, 2% par Cent
Ditto, 4 per Cent., Certific...• 981/SIA 984
PRICES OF CLOSING
PAID. A ONE O'CLOCK.
RAILWAY SHARESPRICES.
PRICES.
Aberdeen
Binning. and Gloucesterloo 134% 134
Do. New
Ditto 1,4 Shares
Birmingham and Ox-
ford Junction
Bri'tou, Lewes, & H24ast. 20
Bristol and Exeter
Bristol and Gloucester... 30 ..-- 58 571% 581/,..• EBl
Caledonian
Ditto Extension
Cambridge and Lincoln 114 ...... 6%%
c !Jester and Holyhead... 15
Chichester and Brighton 10
Cliurnet Valley
Cork and Waterford ... 11A _51494%
i. 4
Coventry, Bedworth, and
Nuneaton ........ ...... 114...... 214
Coventry and Leicester 14 l%
Diss, Beccles, Yarmouth 1% 2
lh rect Northern - ..
Direct Norwich
Dublin and Belfast Junc. 'l/2 1014C23'
Dublin and Galway._ .. 2% 4 3%
I )üblin and Mullingar. . 21A
Dundalk & Enniskillen 214 4
Eastern Counties aa .. • 184
Ditto New 41. 16s.
Ditto Perpetual, 5 per
Cent, No. 1...51. 13s. 40. —
Ditto ditto, No. 9
Edinburgh and Glasgow 50 —
Cr,,st South. and West.
( Ireland)
Ditto Extension
Great _North of England..loo 240 245 245
Ditto New
Ditto New
Great Western BO 156
Hull and Selby
Ditto Quarter Shares 12%...... 23 ...... 23
Lancaster and Carlisle... 20
London and Birminginn (5t0ck)...242 243 ...
Do. Ne w Thirds
Do. 4 Shares
.............34
London and Brighton
Loudon and Croydon, 13/. 15s. 9(1 — _.
Do. Guaranteed 5 per
Cent.
Lonjon and Greenwich 12/ 15540 —
Lonec,n and S. Western 41/ La 10d 78% 79
Do. New
London and York 2% 4l,
Londonderry &Coleraine 2 - oyi,
Manchester and Leeds... 73 132
Manclielter and Bininn. 40
Do. Quartets 4
Midland... 100
Do. New
Mid and, Birrn., Derby ICO l4O
Newcastle and Darling-
ton Junction 25 ,9 i 2 53 53
Do. New Brandling... 10
Newcastle and Berwick 11/4 I7J/2 184 1674 17%
Newark and Sheffield .. 1172 3 '!'.(l . . 3%
North British
Do. New
North Kent
A
North Wales
Norwich and Brandon... 10
Rugby, Worstr, & Tring 1
-
4
Scottish Central
.._. _
Scottish Midland 1 % ... .. 2.14
Shrews., Wolverhamp.,
Dudley, and Birm 2l/2.... 4:
South Devon... l 5
South Eastern &Dover 33/ 25 40... 41,4 A
Do., No. 1.. 8
Do., N 0.2.
Do., No. 3
South Wales 2% 51,4
'ront Valley
Ti ent Valley and Holy-
head Junction
Waterierd and Kilkenny 1 ...... 31 ...
Yarmouth and Norwich. 20
York and North Midland 50
Ditto Searboro' Branch. 25
Do. Selby
Lo. Extension
FRENCH RAILWAYS
Boulogne and Amien5.., 4
Bordeaux and Toulouse 2
Bordeaux, Toulouse, and
Cette ............. ..... 2
Great North. of France.. 4
Louvain and Jemeppe... 2 ... . 41,4
Lyons and Avignon 2
Namur and Liege
/2 5/V4
Orleans and Vierzon ... 2
Orleans and Bordeaux... 2
Over Yssel 4/ 3s 40 %
Pans and Lyons, Gan-
-2

371,4
17%

f,3,i

3634
17

66%
119

Peron's, ... ..
Paris and Strasbourg
( Gann eron's)
Do. do. (llainguerlot's) 2
Royal North of Spain ... 2
Sambre and Meuse ~.... 4

10%
3
41/
4
43.3
18A

JOINT STOCK BAINK;:.
British North American 50 .. ....,
National of Ireland

01A
66

4%
2j
23
41%
141/t

51%
161/2
254
31/2
271/2
104

CBV2
18:14

41,4
95/
5'4
1•N

21/s
10%
473/4
201/2

EPSOM RACES.
(THIS DAY-BY EXPRESS.)

(Continued from our Afternoon Edition.)
The Epsom Stakes of 5 sous each, with 35 added ; three
years old, 7 st 101 b, four, Bst 1 lib, five, 9st 21b, six and
aged, 9st Gib ; mares and gelding;, allowed 31b ; the
winner to be sold for HO toys. 1 mile.
Mr. T. Dawson's b c Live and-let-Live

Mr. Hook's b f Wild Rose, 3 yrs 2
The Walton Stakes of 5 sovs each, with 3.5 added ; three
years old, 7st 101 b, four, Bst 111 b, five, 9st 211,, six and
agel, 9st 61b ; mares and Tidings, allowed 31b ; the
winncr to be sold for 120 sovs. ; three quarters of a
mile, New T.Y.C.
Mr. Phillinfore's ro f Physalis, 4 yrs 1

Lord G. Bentinck's br f Moonshine, 3 yrs
The Burgh Stakes of 3 sous. each, with 35 added ;
three years old, Bst 21b ; four, Bst 11 lb ; five, 9st ; six
and aged, 9st 41b ; mares and geldings allowed 31b ;
The winner to be sold for 80 sous. ; last half mile.
Mr. Shelley's b e Prince of Wales, 4 yrs 1
Mr. Phillicaore's ro f Physalis, 4 yrs 2

RAILWAY COMMITTEES.

(THIS DAY.)

Group K.
LONDON AND NORWICH DIRECT LINE.
(Continued from our Afternoon Edition.)

Charles Beard cross-examined by Mr. CHAMBERS, on the part of I
the landowners on the line—There is no wholesale warehouse in Bury,
nor any extensive factory, except a willow-plait manufactory, in
Which about 100 hands are employed. About 3.Sths of the grocery ,
goods, and I.4th of the iron-ware come from Ipswich : the
cost •for carriage is on an average 10s per ton, ex.
elusive of wharfage and sufferance, payable by the
purchaser. One-half the goods brought to Bury, or shipped
from it, are also liable to cartage charges. The estimate made by
thlzwras shares
for conveying goods is, for bar iron lid. per mile.
aresln the Direct Norwich Railway, and consequently has
considerable interest in its success.
John Meadows Rodwell.—ls a large farmer of Suffolk.
The Phingoe union, including Bury, comprises 30,500
inhabitants, and 90,000 acres, of which 18,000 acres
are pasture and wooded, and 8 per cent., or 5,760 acres,
waste, leaving 66,240 acres for arable purposes. Of this he
reckons 16,560 acres would be devoted to the growth of wheat,
and calculating each acre to produce six coombs, the total amount
of the grain grown would be 99;
8360
ocoombs ; deducting two
bushels per acre for seed,
° inhabitants,coombs,o, and two
80
combs per soul for 30,500
coombs, the total quantityg surplus ,
for
rhuos of 30,080
econsumption would
be 69,280 coombs, le
0,080 coombs for
exportation. Allowing 16,560 acres for the
growth
nine coombs as the produce per acre, the
totalof barley, and
yieldw
families,
seed id. et
149,040 coombs. Deducting three bushels per acre
12,420 coombs, and for the consumption of 7,625 for
at two coombs each, 14,250 coombs, thet7ootal
home
consumption would be 27,670, leaving 121,3
coombs for exportation. Allowing 8,290 acres for peas surplus
beans, and seven coombs as the yeld per acre, or 58,030
coombs, and deducting 6,218 coombs for seed, and 4,500 coombs
for the use of the population, making a total for local consumption
of 10,718 coombs, three would remain for exportation 47,312
surplus combs. The seeds would also give 1,507 coombs for ex-
portation. The whole amount of this produce, requiring a means
of transit for exportation, would be, in weight, 19,796 tons. For
this, he considers no line hitherto projected offers equal advan-
tages with the Direct Norwich line.
This Speaker having been at this juncture announced at prayers,
the Committee adjourned.

E' -.----
^_

Group V.
(Continued from our Afternoon Edition.)
John, Wilson resided near Chesterfield, and was a timber mer.
Nebant2 Oreat quantities of oak and other timber were grown at
-13,o;stields„a14.1 he sent at least 900 tons to Manchester and Liver-
ti pool eveivear, He paid by the present defective railway corn-
inumeaV per ton per mile, and he lost, comparing it with the
- Vreserlt ected line at the same rate of carriage, 29, 3d. per ton.
11,3

~1

-

Theodore 'Walsh, captain and farmer nor Dronfield, said,
that in the article of lime alone the projected lin, would save him
ss. per ton.

Mr. Sykes, of Sheffield, proved that the project d line would
lower the price of the Droz,field and Unston coal at 1 ast 2s. 6d.
per ton, and that in that case it would be used by th • gas com-
pany to the extent of 200 tons a week. The general feeling of the
town of Sheffield was in favour of this line, and they had passed
resolutions in its favour at a public meeting.
Mr. Ritchie, engineer, would prefer the DronEeld coal to any
other, if got for 6s. 6d. per ton.

Benjamin Fox, steel refiner, Sheffield, would prefer Dronfield
coal to all others, if he could get it at an equally low price.
William Butcher, steel manufacturer, corroborated the last
evidence.

Mr. Hawksworth also spoke to the superior quality of the Un-
ston and Dronfield coke, and added that if the carriage were better,
a greater quantity would be used in the Sheffield market.

Isaac Scholefield put in a return of the coal and coke used in
Sheffield, the greater part of which would come from the Dronfield
pits. The total amount was of coal, per annum, 530,178 tons;
coke, 100 tons.
The Committe adjourned till to.morrow.

Group A.

THE LONDON, CHATHAM, AND ROCHESTER RAIL.

WAY.
(Continued from our Afternoon Edition.)
Mr. J. Batter, auctioneer and surveyor of Rochester, was also
one of the Rochester magistrates. There was a great quail.
tity of fruit grown on that part of Kent, and much loss was sus.
tuined by the delay and irregularity of the conveyance to the Lon-
don market There was also great want of railway communication
between Dartford and London. Witness was yesterday five hours
coming from Rochester to London, being delayed one hour at

Gravesend.
The CHAIRMAN said that the Committee had no doubt that a
railway was desirable, and they ought to confine themselves to the
question which line was the best.
'I he Counsel on both sides expressed their concurrence, and
Witness was cross-examined by Mr. WlLMORE—Witness did not
think that the North Kent scheme would be at all injurious to
Gravesend. On the contrary, the increased advantage of every
communication with London all through the year would induce
many families to reside there.

Mr. Mathews, secretary and part proprietor of the Terrace Pier
at Gravesend, who was next examined by Mr. Sergeant SHEA,
said that there was great want of regular communication between
Gravesend and London. Fish were often detained at a great lose
in Gravesend, especially in winter. They were obliged to be taken by
land, as the expense of steam-tugs to take up the fishing-boats in
winter wou!d be too great. In all respects the convenience of
North Kent would be best promoted by the London, Rochester,

Chatham, and North Kent line.
Cross-examined by Mr. MILLER—Did not think that the ne-
cessity for the line was at all removed by the great increase of
steam navigation on the river. But he must admit that as the
steam-boats did not pay themselves it was not likely that railroads
could compete with them at their present rates.
By Mr. MEREWETHER—Thought that the North Kent line was
superior to the one projected by the South-Eastern Company. The
former line passed through the most populous parts of the whole
country.

Mr. Park, of Gravesend, surgeon, examined by Mr. Sergean

SHEA, gave testimony in favour of the North Kent line.
Cross-examined by Mr. WILMORE—As a medical man he would
say that steam.boat trips upon the river were very conducive to
the health of the inhabitants of the metropolis.
Cross-examined by Mr. MEREDITH—Knew that there was a
great difference of opinion es to the two lines in Kent.

Mr. Waite, landlord of Waite's Hotel at Gravesend, could not say
what the opinion of the inhabitants of Gravesend generally on the
subject. He knew that the commercial gentlemen who frequented his
room were very anxious for a railroad, as it would enable them to re-
main at Gravesend in the winter, by affording a regular and speedy
communication with town. He could not say whether the rail-
way would benefit Gravesend or not. He knew it would benefit
him.—(A laugh.) He could give no opinion which line was the best.
The cross-examinatiou of this witness elicited nothing material.
Mr. T. Strong, of Welling, auctioneer, gave evidence in favour
of the railway; there was very little accommodation for persons going
to or from Welling to London since the formation of the existing
railways which had driven off the road almost all the former con-
veyances. There were but two coaches daily through Welling at
present; a few years ago there were upwards of seventy. There
was great loss sustained in respect to the fruit trade, in consequence
of the greatly diminished means of conveyance.
The CUAIIIMAN said that it was unnecessary to go into proof of
the want of a railway.
Mr. Sergeant WRANGHAM said the object was to show that
accommodation was wanted at Welling, which the North Kent line
proposed to give.
Mr. Swaysland, of Crayford, cotton printer, stated that up-
wards of 600 tons of goods were sent to London annually from his
factory. Great inconvenience was suffered from the present want
of conveyance, the deficiency being occasioned by the present exist-
ing Kentish Railways, which did not give any facilities to Cray.
ford.

Cross-examined.—He would prefer the line which would pass
nearest to his own factory; provided that it went on a level, and
not on an embankment.

Mr. Callow, of Dartmouth, builder, stated that the population of
that town was about 6,000. There were several factories of steam.
engine makers there, besides gunpowder and paper-mills. Formerly
there were great facilities of transit to London, the falling off of
which had caused very great inconvenience. He was in favour of
the North Kent line.

Mr. Sergeant WRANGIIAM stated to the Committee that he
felt at this part of his case in a position of some difficulty.
As far as the question between the North Kent and the South-
Eastern Companies was concerned, the report of the Committee of
the Board of Trade had rendered it in a great degree unnecessary
to go into any proof on the subject of traffic. He therefore would
avoid taking up the time of the Committee with the investigation of
that part of the subject here, but he apprehended the gentleman
who appeared for the London and Croydon might take advantage
of the omission and put in adverse evidence at a future time.
He was prepared to put in satisfactory evidence, but to save the
Committee unnecessary trouble, he wished to submit to their
judgment whether the evidence was to be gone into or no:.
The Committee, after some conversation, decided to go into the
evidence.

Mr. Sergeant WRANGIIAM said he would new proceed with evi-
dence to show the amount of traffic.

Mr. Denham, of Welling, builder, was then' examined by Mr.
Sergeant SHEE—The population of Welling was about 1,000,
and there was a considerable traffic to London, espe •
cially of fruit, which required speedy transit from that
town, and the adjacent ones of Bexley, Boxhill, and Charlton.
He knew the opinions of the people in those places to be ♦ery
strongly in flvour of the North Kent line. It was certainly to be
preferred to one which should go round by Eltham.

Mr. Hartland, land surveyor, of Wickham, gave similar evi-
dence as to the great want of conveyance to London since the
establishment of the Kentish railways, by which the coaches were
driven off the roads. A railway to London direct through that
part of Kent would be a great advantage to the neighbourhood, and
have a considerable traffic. He was in favour of the North Kent.

William Chunley examined—Had until very lately driven a
coach from Brompton and Rochester to the Golden Cross, Charing-
cross, London. He had been obliged to give it up in consequence
of the railroads. There was now, properly speaking, no direct land
communication between those places and London. It was a great
inconvenience to the inhabitants. A great number of coaches
were formerly maintained. He thought the North Kent line the
best, as it passed through the most populous and stirring parts of the
country.
Mr. TALBOT—Was it not the abominable river that drove the
coaches off? Witness—Thought the steam-boats had something
to do with it.

Mr. Mathew, of Canterbury, chemist, proved, as the other wit-
nesses had done, that there was a great deficiency of conveyance
between the metropolis and the parts of Kent which had not yet
the advantage of a direct railway communication. The railways
had driven the coaches off the road, and had thereby greatly in.
jured the city. There was now a great difficulty in letting lodg.
ings, which formerly was not the case. The great wish of the peo-
ple of Canterbury and the neighbourhood was to have a di-
rect line; but of the two lines proposed, the feeling was
greatly in favour of the North Kent. At a meeting
convened by the Mayor six weeks ago, resolutions in favour of that
line were carr;ed by a majority of one hundred to one. The
people of Canterbury were sufficiently aware of the advantage they
should gain by having two rival Companies, for they saw by this
time what they had to expect from monopoly. As sooli as the de-
cision of the Board of Trade in favour of the South. Eastern Corn.
mpany was known, they raised the rate of parcels from Bd. for
141 b. to Is. Bd.

To Mr. MEREWETIIER—Since that they had reduced the rate to
7d. That was done after the display of public feeling at the meet..
ing, where resolutions were passed in favour of the North Kent.
William Austin, of Canterbury, tailor—Was a member of the
town council. He knew the opinions of the inhabitants generally,
and he had no hesitation in saying that five out of every six were
in favour of the North Kent. The fares and rates on the South-
Eastern were higher than by the told coaches. All the people of
Canterbury were in favour of two companies, for they thought that
the public interest would be served by preventing a monopoly.

Cross-examined by Mr. MEREWETHER—The South Eastern Com.
pany lowered their rates after the meeting. Before the rates were
raised he could not say that there was any feeling in favour of one
Company more than another.

Re-examined by Mr. Sergeant SUEZ—After the decision of the
Board of Trade, which was against the North Kent, the South
Eastern raised their rates. That convinced the people in Canterbury
that it was necessary to have a second Company to check the
monopoly, as at preent the South Easters' could raise or lower
their rates as they pleased, and therefore they had the public at
their mercy.

Mr. IVIEREWETHER suggested that It was needless to carry the
evidence as to traffic further.
Mr. MELLOR said that, on the part of the London and Croydon
Railway, he wished to show the Committee that there was not
►ufticient traffic to justify the establishment of a new Company,
whereas the one which he represented had the means of supplying,
at less expense, the wants of the places through which the North
Kent was proposed to pass.
The CHAIRMAN said the Committee would go on with the cri.
dence as to traffic.

Mr. Cobb, of Canterbury, grocer, said that the feeling of the pub-
lic in that neighbourhood was decidedly in favour of the Vignoles,
or North Kent line. He corroborated the evidence of the pre-
ceding witnesses as to the raising of the rates by the South-
Eastern, and the inconvenience and loss which the inhabitants were
at present suffering.

The CHAIRMAN said that it was now too late to take any further
evidence.

But, before the adjournment of the Committee, the counsel for
the Croydon Railway were allowed to put in evidence of their traffic.
The Committee-room was excessively crowded all day, and the
noise and talking of the strangers produced great inconvenience,
and were repeatedly complained of by the counsel, and reproved
(but with exceeding forbearance) by the Committee, who observed
that they could not hear counsel or witnesses on account of the
noise.

Group F.

LONDON, WORCESTER, AND SOUTH STAFFORDSHIRE

RAILWAY.

The cross-examination of Mr. Brunel (continued from our Amer-

noon Edition) :
At 'Worcester the London and Birmingham line passes closer to
the town than the Great Western, but the difference was very
trifling. They pass closer to the town-hall by 16 chains. The
passenger station of the Great Western line was most convenient ;
it was almost as near to the canal as the London and Birming.
ham. In the event of this line being carried, there is a company
formed for carrying a line from Shipton to Cheltenham. It would
save half the distance. With regard to Stratford-on-Avon,
they proposed to connect it with Morton by the Marton
line, which line has been purchased by the Great Western line.
With regard to the Rugby and Oxford line, they propose to con-
nect them with Warwick and Leamington. Their line was as near
as the Tring line. Were quite as well situated with those places
as the London and Birmingham. They could be as well accom-
modated by their line as the Tring line. Between
Wolverhampton and Worcester the Great Western line was three
miles nearer. We obtain our summit, taking a common point from
Dudley, which is three miles. Between Dudley and Worcester the
London and Birmingham would have two miles more railway to
make. Our steepest gradient in ascending Dudley is lin 88, and
the London and Birmingham 1 in 67. They have followed the
valley, and we have avoided it. By IP) doing, he attained the
height better than Mr. Stephenson. By this they did not neglect
any important traffic. We go into Droitwich and the other
line did not. Between Oxford and Worcester we have
1 in 80 and 1 in 81, and they have 1 in 100 in several places. The
superiority of the Great Western gradients was, that from the eon_
centration at one point, and the good gradients at others, they were
enabled to carry larger loads. They had'better gradients, and the
line was much shorter. All experience and allcould
reasorninuglaitne
th
railway matters proved that no legislative enactment
uteiriec remuneration
nor the accommodation
working t
heegt tnhee.
P • Ite raaltliodepended
e thecuopmopny,
expense

The gradients on the Rugby line are I in 308, and those on the
other line were 1 in 100 in several places. At one point of their
line they had 1 in 200, and there is one ascending from Oxford to
Rugby of 1 in 129, end this would make a great difference
in the loads which could be carried. As regards the
communication between Worcester and London, their gradients
were more favourable. The ascent is concentrated in one part
for the assistant power. Good gradients were very desirable, and
ought to be had where it was possible. In the report of the
Board of Trade it was said that there was nothing in the gradients
to give a preference to one line over another. That remark
was not applicable, for the gradients, as he had already stated,
on the Great Western line were far superior to the London and
Birmingham scheme. There was also a remark in the report con-
cerning the break of gauge. Looking at the question of the gauges,
he could not see what bearing the break of gauge on the Worcester
and Wolverhampton line had to do with the line from Bristol to
Birmingham. There was another passage in the report regarding
the centre of gravity on the broad gauge where it was connected
with the narrow gauge. The question did not apply. The report
also said that a great expense would be incuired by laying down
switches. This would not be the case, as there would be switches
for both gauges. Although they had independent rails for
the two gauges, the buffers were the same, and there
was no danger whatever attached to the working of the
carriages. Had given the subject very great consideration.
There was another remark in the fourth report of the Board of
Trade, where, in speaking of the change of gauge on the Weymouth
and Dorchester line, they thought it would be well to have clauses
introduced into the Bill, for the purpose of having them laid down
under the guidance of proper persons for the safety of the public.
The broad gauge could be applied with greater safety on the
present line. On the Oxford and Rugby line it was pro.
posed to lay down the broad gauge, as the traffic from
that place could be carried on to the Great ;Western. line
without any difficulty whatever, as both gauges would be the same.
With respect to the difficulty anticipated in shifting the goods
from the broad to the narrow gauge, he met that by a simple me-
chanical contrivance. This was to be done by trucks, which
would shift from one train to the ether, without disturbing
the goods. Was some time engineer to the Gloucester Com-
pany, and he recommended that they should obviate the difficulty
of transhipment on the break of gauge by an improvement in the
trucks and the erection of these where the break of gauge took
place. His recommendation was not carried into effect.
He heard that numerous statements had been sent into the Board
of Trade respecting the chaisge of gauge. The statements were
made by the other side. Considered that it was necessary for
him to explain it to the-Board of Trade, and when he waited
at the office to see Lord Dalhousie, he was informed that his
Lordship was not to be seen. Was told so by Mr.
Laing. He accordingly sent in a written explanation of
the change of gauge. With respect to the transhipment
of goods, it could be managed with perfect ease, and without any
injury to the goods, or delay in the transhipment. It was a
simple contrivance. There was no difficulty in it. Mr. Stephen.
son had invented far more difficult contrivances. He had invented
a most beautiful and simple contrivance on the Blackwall Rail.
way for drawing the trains by ropes. Had heard of the manner it.
which the diligences were lifted at Paris and Rouen. The bodies
of the carriages were lifted up and placed on the other trains.
Had set one to work at the Paddington station,
and it answered well. It was shifted in a very
short time, and with very little expense Had no doubt
whatever that it would answer. On the Rugby line
the [transhipment would be necessary. The cost of the un-
favourable gradients on the London and Birmingham line would
be more expensive than the transhipment occasioned by the change
of gauge. If they had even to shift the carriages, wheels, and all
on to the broad guage, it could be done at as little expense, if not
at less than the additional power of working the unfavourable
gradients on the London and Birmingham line. Preferred the
broad to the narrow gauge. It was best adapted to
the accommodation of heavy traffic. The large waggons are of
more convenience to the carriage of cattle and live stock generally.
The carriages on the Great Western line were much larger than
those on the London and Birmingham. The Great Western car-
riages weighed, with passengers, ten tons, and those of the
London and Birmingham only weighed five tons. Could
carry much more weight on the broad gauge by slackening the
speed ; but there was nothing gained by having long trains, for it
wore out the carriages. It was as well to go on with a moderate train.
The weight on the carriages of the narrow gauge is greater than
that on the broad gauge, inasmuch as the carriage from the narrow
basement had more pressure on it than the broad carriage, which
having a broad basement the load was more divided. A railway
is contemplated between Dudley and Birmingham, and there
was no doubt it would be carried out. The connexion
between these places will then be complete. By this
line Stourbrictge would be brought nearer to London
by twenty miles, than by the Tring line. What was
wanted was not a communication between Bristol, by London and
Birmingham, for that already existed, but what was really wanted
is a communication from the agricultural to the mineral districts
in South Staffordshire, so es to have the agricultural and mineral
traffic brought on to the great lines, and so affording a marketfor
their articles.

Cross.examined by Mr. AusTEN—The line surveyed in 1836
was from Didcot to Worcester. It was not intended to be a
broad gauge because the Great Western was not then constructed.
There was another line in contemplation which he had not men-
tioned, and that was a line from the Oxford and Rugby to Bir-
mingham. If the Oxford and Rugby line is to be on the
broad gauge line, so would the line to Birmingham be
on the broad gauge. There were more names in that project
connected with Liverpool and Birmingham than with the Great
Western Company. Mr. Russel's name was amongst the pro.
lectors. This line will take up Leamington and Warwick.
The general course of the former line was almost similar to the line
now proposed by the London and Birmingham Company. A
meeting was held at Banbury in 1834. Mr. Barlow spoke at that
meeting. He is one of the directors of the Great Western Com-
pany. Was not aware of any other meetings where the abandoned
line was spoken of as the most favourable for the traffic of the
county.
The Committee adjourned at four o'clock till twelve o'clock
to• morrow.

IMPERIAL PARLIAMENT.
(THIS EVENING.)

HOUSE OF COMMONS.

- - - - - -
The SPEAKER took the Chair shortly before Four
o'clock.

The Blackburn, Darwen, and Bolton Railway Bill
was read a third time, and passed.
The Chester and Holyhead Railway Bill was read a
third time and passed.
The Manchester and Leeds Railway Bill (Burnley
Branch), and Heywood and Oldham Branches Extension
Bill were read a third time and passed.
Upon the question for the further consideration of the
third reading of the Leeds and Bradford Extension
Railway Bill from Shipley to Colne,
Mr. C. WOOD moved that the Bill be re-committed.
lie thought that it was necessary to take time to re-
consider the merits of this Bill, anti he thought it ne-
cessary that the House should know the grounds on
which he moved the re-committal of this Bill. Tlire were
two clauses in it which were totally inconsistent
with each other. By the 43d clause a maximum charge
was established for the carriage of coals, which made
the price lid. a ton per mile. By the 39th and 40th
clauses this was extended to 3d. a ton. By the general
standing orders this' price was limited to lid. per ton,
but by the 30th clause a power was taken to raise the price
to 2d. a ton, where distance over which the coal
was carried was more than 15 miles. By the 40th
clause an additional penny was given, which made the
price 3d. a ton per mile. There was, therefore, a glar-
ing inconsistency between the clauses, as one gave
only lid. a ton, while another gave 3d. a
ton per mile. This distinction was openly re-
pudiated in the Committee. The Committee themselves
thought that there ought to be no distinction between
the carriage for fifteen miles or snore. The power of
charging the aid. a mile was above the maximum charge
fixed by the Board of Trade, and there was, therefore,
no means of getting rid of the inconsistency, except the
re-committal of the Bill. The Company themselves had
expressed their willingness for the alteration, and he
should, therefore, move that the Bill be re-committed.
_ _

Mr. P. M. STEWART thought that the best plan
would be to re-commit the Bill, as this would do away
with the inconsistency, and establish one maximum in
all the clauses.

Mr. ENTWISLE thought that no imputations of
unfair conduct could be brought against this Company,
because the House would find that the 39th clause of
their Bill was exactly in conformity with their offer to
the Board of Trade.

After a few words from Mr. Stuart Wortley, Mr. P.
Stewart, and Mr. Charles Wood, the Bill was ordered
to be re-committed.

The Leeds and Bradford Extension, and the Leeds,
Dewsbury, and Manchester Railway Bills, were read a
third time and passed.
SCOTTISH CENTRAL RAILWAY.
Mr. PARKER moved the reconsideration of the re-
port on the Scotch Central Railway Bill.
Mr. DUNCAN moved as an amendment, that the Bill
be re-committed.

Mr. E. ELLIS, jun., secunded the amendment. He
had no doubt but the Committee had given the line the
greatest attention, but the facts as they were reported
could not stand. He wished the whole of the ease should
go before the Board of Trade, and the fixing of the ter-
minus, &c., should be left to it.

The motion having been put,
Mr. J. PARKER opposed the re-committal of the Bill,
on the ground that the decision of the Committee on the
line itself and on the different termini was influenced by
a regard to the public interests.
Mr. HOME DRUMMOND hoped the House would
support the Committee.---(Hear, hear.) The Committee
had been unanimous in their report, and he saw no
reason at all for the re-committal of the Bill.
The amendment having been withdrawn, the motion
was then agreed to.

Mr. J. PARKER thought much time would be saved
if a great portion of the railway business were given
over to some inferior tribural, he would therefore move
that it be referred to the Select Committee on Railway
Bills, to consider whether certain portions of the case
for every Bill, on which reports are now required by
the Standing Orders, may not be investigated under the
authority of the House, before the Bill goes into Com-
mittee, and to report their opinion to the house.
Lord GRANVILLE SOMERSET thought this motion
had better be deferred till the greater portion of the
reports of the Committee bad been brought up.
Mr. PARKER said that the intense attention to pri-
vate business prevented that consideration Of general
principles which they required, but as the House was
not at present in a position to entertain his motion, lie
would beg t; withdraw it. The motion was then with-
drawn.