The Sun.
London, England, 1845-05-01 00:00:00

MILE.A.T BICARIEr.ET S

SOUTIIALL, Arun. 30.—Although we had a fair average
supply of fat stock on sale to-day, the demand was
tolerably- steady, at about last week's quotations. Beef,
from 38 to 4s ; Mutton, 3s 2d to 4s 2d; Lamb, 5s to 6s;
Veal, 3s 5d to 4s 2d ; and Pork, 3s to 3s 10d per Slbs,
sinking the offal. . _

Rai Foul), Arum 30.—Prime Beasts, Sheep, and Lambs
command a steady sale, at full currencies ; but otherwise
the trade ruled dull. Beef, from 3s to 4s ; Mutton, 3s to
4s 2d ; Lamb, 4s 10d to 6s ; Veal, 3s 10d to 4s 4d ; and
Pork, 2s 10d to 3s 6d per 81bs. Suckling Calves, 183 to 28s;
Quarter-old Store Pigs, 16s to IBs ; and Mulch Cows, with
their small Calves, 16/ to 19/ each.

I-LuusnAm, Arun, 30.—We had about an average time of
year supply of stock here this morning. Generally speaking,
the trade was steady. Beef, from 2s 101 to 4s; Mutton, 3s
to 4s 4d; Lamb, 5s to 5s 10d; Veal, 3s 8d to 4s 2d ; and
Pork, 2s 10d to 3s 6d per 81b.
ARUNDEL, APRIL, 29.—There .was-only a moderate business
passing on the following terms ;—Beef, from 2s 8d to 4s ;
Mutton, 3s to 4s 2d; Lamb, 5s to 5s 8d ; and Veal, 3s 8d to
45 2d ; and Pork, 3s to 3s 10d per Blbs.
CHICHESTER, APRIL 30.—Most kinds of stock were in
moderate supply and steady demand, at our quotations.
Beef, from 3s to 4s ; Mutton, 3s 2d to 4s 2d ; Lamb, 5s
to 6s; Veal, 3s 6d to 4s 2d ; and Pork, 3s to 3s 8d per 81W.
Suckling Calves, 18s to 28s; Quarter-old Store Pigs, 16s to
19s; and Mulch Cows, with their small Calves, 16/to 191 each.

COAL MARKET.
Prices per ton at the close of the market :—Carr's Hartley,
17s 6d; Holvwell Main, 16s 6d ; Old Tanfield, 14s 6d ; Tay-
lor's West Hartley, 17s 3d ; Townley, 15s ; West Wylam,
15s 6d; Wall's-end Braddyll's Hetton, 19s ; Haswell,
206 3d ; Hetton, 19$ 9d ; Stewart's, 20s ; Adelaide, 19s 6d ;
Eden Hartlepool, 17s ; Evenwood, 16s ; Tees, 19s 6d ; Gar-
naut Stone, 22s ; Hartley, lis ; Lawiss Merthyr, 21s 6d ;
Alorgan's Stone, 21s 6d; East Hetton, 17s 6d.—Ships
arrived, 23.

CORN AVERAGES.
GENERAL AVERAGE PRICES OF BRITISH CORN
For the Week ended April 2,4, 1545, made up from the Returns of tl e
Inspectors in the different Cities and Towns in England and Wales,
per Imperial Quarter.
Wheat .. .• •. 458 Ild Oats .• .••.• • 208 lld Beans ...... 35s 9d
Barley •••• • • 31s 6d I Rye•• • • .. 30s 2d Pease .•... • . 36s Id
AVERAGES OF THE LAST SIX WEEKS.

ending eeks
Wheat. Barley. ! Oats.

r 71
ye. Beans. Pease.-
1 m.;

Mar. 22 .. ..
29....
April 5.. ..

45 5 32 41 21 8 30
45 10 32 4 21 5'32
45 5 32 3i 21 4 29
46 3 32 5 120 9 30
45 11 31 II 121 4 32
45 11 31 6 20 11 30

34 6' 35 8
3t 10 34 8
34 9 135 7
35 5 36 6
35 36 1
35 9 36 1

IMPERIAL AGGRE,
Wheat • • • • • • 46s (k 1
Barley • • • • • • 32s 2cl

=ATE AVERAGES 0,
Oats • • • • 21 31
Rye
IRS ON FOREIGN C,
Oats . ...• • . 6s 01
Rye .... • • .. 103 6d

F THE SIX WEEKS.
Beans •• . 35 Id
Pease •• ••• • • . 35 9d
!ORN.
Beans
Pease.. •• •• •• 7s Gd

Whea ...• •
Barley ...... 6s Od

RAILWAY COMMITTEES

(THIS DAY.)

Group V.
GRIMSBY AND SHEFFIELD PROJECT.
THURSDAY, FOURTH DAY.

The Committee re-assembled at twelve o'clock this day, and
proceeded to hear engineering evidence.

When our reporter entered the room he was addressed by an in-
dividual acting in the capacity of clerk to the Committee, who
said that " there were already two reporters in the room, which he
deemed sufficient, and that he could not let the room be crowded,
he could not indeed." He then made an appeal to the Committee,
but they declined to interfere.
Mr. Fowler, the engineer, spoke of the advantages of the line
he had struck out, and deposed that it would afford all the conve.
nienecs to the public in the districts stated by counsel in his open.
ing statement.
The CHAIRMAN said, in reference to the Rev. Mr. Willan's
petition, they could not hear him now by c ,unsel, he nol having
at the commencement stated that he would appear by counsel.
Mr. HILIYVARD said he was in a difficulty with respect to Mr.
Duckle's claim. He had a stack-yard and other buildings which
would be destroyed by the projected line, and, therefore, he claimed
tither, to have similar buildings put up for him by the Company,
or to give him 1,000/- _ _ _

Mr. Hope, on behalf of the Company, said that the buildings
were old and decayed, and were old church property; but he
would propose that the premises should be valued, and the Com-
pany Nypitld pay the sum the valuerninuld name.
A considerable time was consumed in discussing this point, the
Committee having offered several suggestions towards making an
amicable arrangement ; it was finally agreed upon to postpone that
question, with a view to the panics settling it amongst themselves.
The engineer then proceeded to detail the reute of the line, as
described by Mr. Hope in his opening statement. Ite said that
from Gainsborough to Brigg, which was a distance of nineteen miles,
they proposed to make a double line of rails ; but from Grimsby
to Brigg, which was also a distance of nineteen miles, they pro
posed should have but a single line of rals for the present. The
line would be brought into conjunction with the new
docks. From Hulk)! to New Holland was a distance
of seven miles, and the terminus of that town would
be a great convenience to the passengers crossing their ferry; the
line from Market-Raisin to Brigg was fourteen miles, and passed
quite close to Castor, and went into the town of Market-Raisin.
There was no opposition to that line, nor no engineering difficulty.
It was intended to join with the Sheffield and Lincoln line on the
west, but it would not unless that line should be approved
of by Parliament. It was proposed to build a bridge
across the river Trent, which was approved of by the
Gainsborough Navigation Company. The line then crossed the
river at a distance from Gainsborough-bridge, and followed the
course of the river for about three-quarters of a mile. None of
the traffic would be diverted from the bridge except that which
usually went by railway. The bridge proposed to be built was the
heaviest work on the line except the tunnel, which would be
1,100 yards; it was near Castor, and would be 91 fret deep; the
ground was of blue clay, and presented no peculiar difficulty; it
would be lined throughout with brick. The worst gradient on the
line was 1 in 135, for a distance of three miles, and had no curves.
Petitions had been received against the level crossings from three
out of four turnpike companies. Two of these crossings were on
the main line, and one on the Market-raisin lines. One of these
was two miles west of Brigg, and the other one mile east of the
same place. The crossing at Market-raisin was one mile
from Brigg, and not close to any populous town. The
bridge would cost 5,000/. ; the total amount of the estimated
cost would be 590,7501., or about 10,0001. per mile. The saving
of distances to be effected by this line, assuming other lines which
it would cross to be in existence, by going by Market.raisin and
Hull to London, would be as follows :-.

From London . , 66i miles
From Birmingham
From Derby ...
From Nottingham
The saving to be effected to the same places from Hull, supposing
the line from Gainsborough made, that was to say, going direct
north and avoiding crossing the Humber, would be as follows :
From Hull to London 39 miles
To Brigg ...
To Derby
~ .... . 244 miles
To Nottingham
To Sheffield 26 miles

Group B.

The Committee re-assembled this morning at twelve o'clock, and
proceeded with the engineering evidence in the case of the
LEEDS AND WEST RIDING JUNCTION RAILWAY.
Mr. ALEXANDER obtained leave from the Committee to cross-
examine Mr. Hawkshaw, the Company's engineer, on behalf of a
Mrs. Mary Anne Walker, the present possessor and owner of
Shiddon Hall, near to the town of Halifax. The object of this
cross•examination was to show the Committee that the estate in
question, which had long been a place of some note in the county,
would be dreadfully disfigured, and, in some respects, totally de-
stroyed by the progress of the proposed West Riding Railway.
The witness admitted that the deviation of the line would demo-
lish one of the buttresses of the mansion, and the line itself would
pass through a kitchen garden and a pleasure ground attached to it.
Mrs. Walker is, unfortunately, a lunatic, and this was urged by the
Learned Counsel, and acknowledged by the witness to be an addi-
tional objection to the line passing near to the mansion.

xx, Hay ttlea icoulacd, hii cioos.eauliuAtiou oud the WitIMO

-- —.------..----.—.-----
was severely catechised upon a long-contested point in raillgai
tactics, namely, the power or expediency of dispensing
stationary engine upon inclines with secure gradients. Tbe W.'
nest nevet theless persisted that there was no necessity for "_r
tionary engine, and mentioned several instances where huarell
of tons of goods are daily carried up heavy inclines by a ,Ing g
locomotive engit.e.
Air. AsetaNn, on behalf of the Halifax turnpike-road, cross-en-
mined Mr. Hawkshaw, with the view of showing that engine' an
carriages running at that point at 1 in 100 would he dangerous to
the public safety. with.ta.
In reply to a question from the Committee the witness said It
was not the intention of the West Riding Company to work any
part of their lines upon the atmospheric principle. Their lines,
however, would be so constructed, that if it should afterwards arils
thought desirable the atmospheric power could be applied hao'

Group X.
LONDON AND YORK RAIL WA.
The Committee re-assembled this morning,
the chair. LorYd Courtenal in
Samuellen off in
Baldee'.
Mr. PAGET, for the promoters, called Mr.
printer, of Barnet, who deposed that that town had fal
trade since the Great '.'orth-Road had been diverted bY the el.
isting railways. The population of Barnet was near 4,000. . .
of Cross-examined
they in i
g.eielxtuaa:edmmx
pibiitee:cceditdf i
tbtbahyyti
sl‘ll.ll:riirpl.e'lwr'a,ctyLoßrtw;::::
ceDsa:iadblitiositi
established.
owuwadh What :ahredpg•a;
Cross
owner against the London and York Rawiliwioaya.
trade of Barnet had been reduced • taken
°°l4
by the coaches being
road.
Mr. J Duckworth was then called and examined by ?Jr' 1),...50;
NISON —The witness spoke to the nature of the produce tiised ii
0,
the land round Barnet. This produce consisted chiefly efnagr: of
and the greater part of it went to London- A Ches Per Int-0 to
conveyance than at present existed would be a great adrinnsialue
_ppveaerieiedrdort,aatl,arithbdi
the district. Property in Barnet had greatly depreciate
since the coaches had been taken off. ..,,,a and he
Mr. of l John Hopewell, a grocer at Barnet, was then call.",te. lie
stated that the trade of the town had greatly fallen off _.,..,
obtained his goods from London. There was no water convdole7(
Lano
Gem ni n,
London to Baniet. The cost of carriago f"n
sugar was Sd. a cwt. By railway it would be about 40. be elated
Mr. Buckle, an ironmonger in Barnet, was called, and itet7e ~,
that he got the principal part of his stock from London. ", re'
ceived about two tons per week from London. Ile Ai° sP: :N.
the depreciation in the value of property in Barnet Hula hell
npearwt yfohimself whichol.
ili:dperoesate himata amount of
fa whichndgeneral
glie cosrcrw ex
brought into Baret was bout 75 ons.
oat
Mgr. Lucas, hinnker, ofa Hitchin,t was then called and ex- oat
by Mr. KING LAKE —He deposed to the quantity
ge of
don Pail'
ws, opt
to L
from Hitchin to London. The cost of carria
could be
shilling per quarter. The total cost before the malt
about
ew 94,d ryas
into the warehouse of the brewer in London was
ton. By a railway, if it should be established, the cost Wroco
be more than 3s. per tun. He should, therefore, prefer that • volt
of conveyance. Such a saving would give an impetus to
Oleo,. i
trade of Hitchin. The price of coal at Hitchin WO ahnnt. 004
ton. The coal used was Derbyshire coal. He would sal'
nt 01
a year in the reduction of the price of coal by the estahliihrm. II
railway. The railway would reduce the price of.ll:Whch
thousand. There was formerly a tanning trade at flite•-1 oar
The al hod,
might be restored by a railway being established
tion of coal was about 6,000 tons annually, or about a ton e_ „re.
,The saving in the carriage of coal would more than double
e to`r
t amount of the poor's rates in Hitchin. otten',
Cross-examined by Mr. VV. LEE who appeared fort "opstree'
ham and Farringdon-street Railway Company. tt g
Fairing
iDI.OOO
station would be much more convenient than the .-.-
Companyexined
is b ya Mfr.avi
completeWE L ts—t
ar
station.
Cross Eastern
to carry it on to Hitchin. That Hertford,linheeilsi
county of Hertford than the proposed London ,ind h"- lini°l2
would be if it were constructed. The population Witin the
of Hitchin is about 20,000. sti "°°'t
Re.examined by Mr. KINGLAKE—He thought there
communication diagonally from King's-cross to Sinithtiell
n er
o o
:t. lie
niNortherntgnis"lr
ostop
oi:t
bo : I

Group E. A.
NEWCASTLE AND BERWICK LINE 6.4. 11"114r.veur °-
This Committee continued to.day to hear evidence inG:teosed.
this proposed line. Wm. Henry Barkett, Alderreen °f „es s line
Wm. Hind, who had been ten years endeavouring to b
n r _OOOl
e aril 13erwiet
through Northuli.berland,and Mr. Hutt, ~ spok
of the advantages likely to accrue from the Newcastle
lines. allY aticaP•trit;
Thomas Harrison, civil engineer, spoke to the goer- One helot
genus °rc-ed uP°P,
genus nature of the radients, with the exception
170 feet, and the :,ther being 150 feet, which had been -°.,ci oreY'-
them f,:r the purpose of avoiding a passage through L°l,Jeviostle
property. The viaduct in the principal streets throukb ' g. 2 feet,
was 75 feet, while the Brandling Junction in Gateshead WO
from which no inconvenience was felt.

Group G and G 2.
WILTS AND SOMERSET RAILWAY.
,eed to-cis/9
The inquiry into the merits of this railway was tesn'loieittee.
before the Chairman, the Hon. I'. H. Liddell, and the 'n of those
The Committee assembled at twelve o'clock, the attendandaer of the
interested in the line being as large as on the previous
ed that
investigation. stat 4
Previous to entering into the evidence, the Criarg"Anioren°47,
having some very urgent business to attend to
Committeeto-
e
such being the case with two other members of the s'
would put it to those interested whether any Steal inc°rnoceedi"'
would result from adjourning the Committee after the P gr.
until Monday. doted,
The counsel on both sides having immediatell st! 011000
M that erewether was about to oen the case of Cap
_, „eel&
when by a proposal from Mr. Brunel, the oppoei"°-„ ° et-
man's behalf was obviated. of the S`guersof
Mr. GREENWOOD proceeded to open the casethe forts
shire Canal Company. The Company objected t°
the branch to Radstock, from a con( eption that
line would be in no degree affected if this branch thous fbe
It appeared from the evidence of Mr. Brunel, h One
jeets of the Railway Company was to en u the
field. The advantage of this would bepgett g h
Radstock coal up to Bradford by the Warminster
l;f
very st.ght differeoce of price the coal coul b
dPt ttee ''lcl aaai:iotet:tilt:ifct:r dbhthil
cdanal, while the effect of forming the railway would be t°„eentsSith
estroy the property of the canal. This canal, vit"— oeP
the assistance of tram.roads from the pits and by the Avi field
way the coal from the whole of the Somersetshire ce"-wiltS
was conveyed into the Kennet Canal, and thence into ;
cost or
Canal,,
end thus through a large district. The canal had pee
wards of 260,0001., upon which no dividend at all had he if or
fur fourteen years, and on an average only three.and-eP:jettlre
cent. had been paid. The Act of Parliament entitled the Plv.delth!
to take ten per cent., but from the moderateness of theirche'eriess
greatest profit ever obtained was only six per cent. on the ~/elope
capital. The Canal Company had always been ready to cast; os
coal than had ever been offered by the coal masters, se tit The Aa
evident no disadvantage had been suffered by the public*, toe the
enabled the proprietors to charge 21/2d. per ton Per 'nil 61' the
whole distance of ten miles, which was the length of the can
fr'9d.e
Company might charge 2s. Id.; their usual charge was. haWelut the
ton per mile, which for the whole distance would be Is. tEtdeeispece•
Company only charged one shilling for the whole of this which.
The Somersetshire canal locked into the Kennet and Av°°t; eiss
took the coal up to Bradford, and for which carriage thecoesylef
further charge of 9d. a ton. The capital of the Canal nuorber
r e,eettirelici ~e;
was divided into a great number of shares held by a
of persons, and the property of these persons would be reel'
stroyed. The real question was whether the public she° COOP
tl.eir coal at Bradford, which they could do without the
,u.„.
or at Frome, which would save a water carriage of eight C;
Mr. Carpenter, Secretary of the Some Canteen ,
patsy, and who had been in that office between eighef Wit"
nineteen years, was produced to prove the outlay "ooters,
but this was admitted on behalf of the railway r eactt
101. this wee
The highest dividend ever paid was 121'
share of 150/. This was in 1842. In the following eea..t.t year ll'
reduced to 81. 10s., and to Si. in 1844. In 1818, the §netei
which a dividend was declared, the division was 11. 10t,1 yeltle°
and it then gradually rose to the sum stated above. The
these 150/. shares was 981., which was the ~,,esetherti'l;
tered price ; but a share was said to have been sold te" „as '2;
for 841., but this was hearsay. The price charged for eche tno Ar;
a ton per mile, less by a halfpenny than the surn 'chi: von Car':
gave them, and the whole charge to the Kennet and "" was :I
was one shilling. The price of coal at the mouth i
aserage flee:a-guinea a ton, and the districts teen.
the si.
Isy means of this canal, and through co
net and Avon and the Wilts and Bet.l'S petit
comprised Bradford, Trowbridge, Abingdon, swin don,
and te- ,
Newbury, Hungerford, the village and vale of ruce:' sgrefv.
whole of the centre of Wilts, Marlborough, and Devise if
part of this district lying on the line of the Great Western a sepp
though the latter towns do new approach it ;he by ,te
t
of the whole of them would be interfered wit" veerelja'
proposed railway. The quantity of coal carried by th 44 it
shire Canal in 1843, was leB,ooo tons, and in 1'; enile.htil
124,000 .ons, but he was unable to say what was the
amount of toll received, but it did not amount to 10,0.01'
f renter
year.
On his cross. examination by Mr. SreenseD, ;Ton ti'n°
confirmed his previous evidence as to dividetids P aid
S°,-;
capital. The distance of Trowbridge from the line et- ertir`a-i
vh e:r
sa
en
ac
dwas about, or within, two miles, which had to beans be'aea
about fouretaornt,,,thadedwthheeleedwstewigahst
acborteyiesd.
abytonsutcohr
crnserriefgewence,
turnpikes. There were no means of water et e"
to the south, though there might be towards 6; Al
Kennet and
stadnpdpageAtvhoant
heCraencadlllecintedto
btyhedriii:geb;carct thong
Tbyherethhead
there had been by frost, although he had not known
nn
coal occasioned by the stoppage of the canal re e,
To the Chairman Mr. Carpenter stated that the' :he
intermediate stations for depots of coal, but `,""re
ample opportunity for forming a depot at Bradf°l". canal
largest quantity of coal ever carried hi 1e v
was 162,000 tons, in 1841, the excess above the folio
being occasioned by the demands of the Great Western "oltit`
If the demand for coal from Dorsetshire and the adjoiniageostitillg
were to be largely Increased, the canal could carry double thellt tb
carried in the year of which he had spoken. He do,gebogl„
Is. a ton would be an excessive charge for lifting coals frotn•to yeo'
on the canal to the railway carriages. The way or gettinlitso Fr°t
would be by the canals to Trowbridge, thence by rall°l
and if the railway were formed, the coals would be car*„,eirie-'
from Radstock by rail. It appeared by Mr. Entwistls pfdl"b'e nsede
that the extra expenses of keeping the conveyanie nt,
for transvl
out thus—l s. 9d. from Radstock to Bradford Pd.
plus the charge direct from Radstock to Froine, whict,geabed to
half the distance. The freight and the quayage and loc'""
, the
be added to this, the freight being about 9d. a ton.
je tbs. he
To the inquiries of Mr. YORKE, the witness sa.d-,eoege
price of coals at Bradford would reach to ISs. a tons 'uring the
could not assert that it would not exceed that Prieee, sit
last year the canal had never been stopped bY dr°"",..l 0/ leis
To an inquiry by Mr. ENTWISLE—Tce carriage 0. eon. Tr-
from Radstock to Trowbridge would be Is. to Is. 4d•
closed the case of the Semersetshire Canal ComPanY• efrebstit
Mr. WIIATELEY was about to open the cases of Dr m- beteaen
enstted _ the
Mr. Hughes, but during the conversation which
him and Mr. Slyhead, who appeared for the P
railway, f he e"'
t t. co
Mr. WEATHERTIALL announced that the opposition 0-
and that
bahnedsoe
sham-road Commissioners had been withdrewn,
raissibners felt bound to state their sense of the verYeen. efle‘
manner in which the Railway Company bad obviated tee
iso
sition.
The opposition of Dr. Brabant and Mr. Hughes
s ed, °f 11
f was
e.
withdrawn.
Mr. Fuller was a witness on behalf of Mr.
vines, whose kitchen.garden would be destroyed hY `" t"-
bY
spOillocuit o
He considered the house would be entirely
railway. He had marked out another line
oided. 131,
construction by which the house would be altogether tetr in whic
the adoption of this line another station might he reade'end abbe,
rorooters
the disadvantage of the elevation of the town of Devizes, 00 to be,
the Bear Field, where the terminus was at present Pt°P polser
hie the ral
would be lessened, and the alteration was quite wit in sefe
of deviation, and the ascent would not be so steep n.e to. Th''
places on the road between Devizes :and ChipPece_a_ the tosen!.
would be a convenience of 13U or 140 yards in distance luta:wont
and save a great destruction of property, and all the era

This Committee re aSsus
bei-nCbolmedinaitttTeeweNivoe.
o'clock, in r_ r 7
von,
140
Y
p els,eh
TeILE
firstca Johnoe callE:
dr
Al
oensßuller,was
o.g
N,cechAa t.l hAemo:Ai
he
t f
D
r. Deedes, Mr. Yorke, and Mr I h
caster,'Eß
This line of railway i 3 to be from DOIICIISter to
.the
_l°/)1. ao.
Goole,
connecting the tewu of Sheffield, as well
in connexion with the Swinton and Lincoln lin Willa d
aa the and
districts traversed by the midland Railways and the SheiS lucogt
m
audit-Au Itailwap, and the Sillsatone Vlic°l)"l44l