The Sun.
London, England, 1845-05-21 00:00:00

DON, WEDNESDAY EVENING, MA Y 21, 1845.

The money was paid and the sureties entered into.
M. Blondell has since sailed for Mexico.—Kent Herald.

RAILWAY COMMITTEES.
(YESTERDAY.)

Group X.
LONDON AND YORK LINE.
(Continued from our Afternoon Edition of yesterday.)
Several other witnesses as to general traffic having been ex-
amined,

Mr. T. Green, wharfinger, deposed as to the extent of the trade
between London and Boston by water.

Mr. John Varley deposed as to the extent of traffic in Totters-
hall in malt, bones, &c., and was of opinion that the proposed Lon-
don and York scheme would be most useful, as it would give a line
of communication with London, Boston, and Wakefield.
The depositions of the witnesses who followed went to prove
the extent of saving of expense they considered would be effected
in the item of land carriage of goods of all sorts, such as coals,
corn, meat, &c., if the London and York line of railway should be
formed.

The Committee adjourned at a quarter past four o'clock.

Group DD.

GLASGOW, DUMFRIES, AND CARLISLE RAILWAY.
Mr. Andrews (in continuation from our Afternoon Edition
of yesterday) said—Towards Cumnock existed the only difficult
part on the line, and this eighteen miles, which would be more ex.
pensive than any other portion, would be more favourable in other
respects, as being a part In which the greatest traffic abounded. The
Learned Counsel endeavoured to show the advantages in traffic which
the line he appeared to support possessed on a compa-
rison of the merits of the two companies. The calcu.
lations of the traffic in coal on the Dumfries line had
been taken from existing sources, to which 50 per cent. had been
added for expected increase. Along the line in various places
were valuable seams of black band, and there could be no doubt
that an extensive trade would be opened. The Hineferd coal.
field, which was the largest in the line, had beet estimated
as capable of yielding 90,000,000 tons. Various other
mines also existed affording coals, black band, lime.
stone, and ironstone, and these would also tend to
increase the importance of the line. The Learned Counsel then
stated there was no opposition offered to the continuation of the
line by any landowner. He then quoted some extracts from the
report of the Board of Trade, and also from a statement made by
Mr. Locke in the year 1836, for the purpose of proving that the
gradients at a place called Bedock.bridge were of so severe
a nature that they would constitute a great obstacle to
the opposing line being made. From Glasgow to Carlisle the
ascents of the Caledonian line had been reckoned at 1,336 feet, and
from Carlisle to Glasgow at 1,364 feet, and these elevations, in an
engineering point of view, would form a serious difficulty. The
Learned Counsel then opposed in detail the data on whichlthe
competing company had estimated their traffic, grounding his objec-
tions principally upon the evidence in support of the mercantile traffic.
upon the prospective character of the mineral traffic, and the ex.
aggeration apparent in the item as to cattle and sheep, and also
upon the fact that Paisley, Kilmarnock, and other places in Rem
frewshire and Ayrshire, manufactured goods which required, from
their peculiar character, speed in their transmission to the great
markets of the south. He concluded his long address by urging
on the Committee that whatever might become of the opposing line,
he felt satisfied he had made out a sufficient case for the promo-
ters of the Glasgow, Dumfries, and Carlisle Railway, to warrant
the Committee in allowing the Bill to pass.
Sir THOMAS PHILLIPS then called Mr. Nicholson, shipowner at
Annan, as the first witness. He deposed that the general trade and
steam boat communication of Annan were considerably superior to
that of Port Carlisle, and that steamers bound from that place to
Liverpool were frequently compelled to stop at Annan. There
was a very large trade in curing pork carried on in Annan, and
as much as 1,700 tons were produced last year, which were carried
to Newcastle by means of the Carlisle Railway. A very extensive
traffic also existed in :corn, grain, sl ites, and coals, of which con.
siderable quantities were annually exported.
Mr. Cowan, late cotton.spinner ht Carlisle, was next examined.
He stated that there were 10,000 workers of cotton in Carlisle and
its neighbourhood, and the manufactured goods were principally
transmitted to Liverpool and Manchester. The port of Carlisle
was exceedingly inconveniently situated for its trade, and the con-
tinual sanding up of the harbour presented a great obstacle to
the coming in and going out of vessels. He considered
the Glasgow and Carlisle Railway would be more beneficial to
Carlisle than any other.

Mr. Crichton, Provost of Dumfries, then deposed as to the pa.
pulation of that town, which he estimated at 14,0001. Dumfries
was a very inferior po-t, and during storms and high
winds vessels were unable to leave the port. He had
frequently known steamers to have landed their pas.
sengers and cargo owing to the detention of the vessels.
This inconvenience interfered very materially with the regular
trade of the town. The river With was principally used in the traffic of
coals. The witness then handed in to the Committee lists of the
mai's, stage-coaches, and carriers going to and coming from
Dumfries, and spoke generally as to the favourable nature of the
Glasgow and Carlisle Railway.
Mr. Gordon was about to be examined, when
The CHAIRMAN said that, as his examination was likely to be Very
long, the Committee would adjourn till to-morrow morning, at
halrpast eleven.

Group N.
WEST CORNWALL RAILWAY.
(Continued from our Afternoon Edition of yesterday.)
Captain Moorsom was then examined with respect to the altera-
tions which would have to be made in joining the Hayle Railway
to the West Cornwall. It appeared from his e►idence that no
alterations of such a character as to require Parliamentary powers
would be necessary. Then as to the line between Truro and
Redruth, eleven miles and a half, which it is proposed to work by
atmospheric traction, they would have to pass a number of public
and private roads, sometimes on arches and sometimes on the level.
In most instance the trustees of these roads had been consulted,
and were willing to enter into arrangements with the Com-
pany for the land which might be required for the
purposes of the railway. In no cases were they
likely to meet with any great difficulty. The number
of bridges on the whole line would be 61, exclusive of
" culverts," the larger of which were included in the estimate of
bridges, and the total expense would be 27.0004—f0r `• culverts,"
not included in the term bridges, 1,5061. The witness then de-
tailed the expenses of the masonry, the length and width of the
bridges, the height of the arches, &c., of this part of the scheme.
The witness was under examination on similar points as to the
line from Penzance to Trevascus at the adjournment of the Corn. I
mittee.

Group R.
DUBLIN AND DROGHEDA RAILWAY.
(Continued from our Afternoon Edition of yesterday.)
Ihe Solicitor of the Company was examined as to the capital of
the Company and the mode in which it war to be raised ;—The ca-
pital was 150,000/. ; 40,0001. to be applied to the construction of
the line, and 110,0001. for new stations. This sum was to be
raised :n additional shares.
Sir J. M`Nielle, civil engineer, examined—He said there were no
engineering difficulties in the way, the gradients being one in 150 ;
there were no tunnels; and the cuttings and embankments were
very trifling, the deepest cutting being 22 feet, and the longest
embankment 19 feet.
Mr. Wreck was examined as to traffic and the probable income.
The port of Howth was a place much frequented by the inhabi.
tants of Dublin. After giving a calculation as to the amount of
passengers and traffic that might be expected to pass along the
line, he set down the receipts at 4,993/. 15s. This was estimating
the passengers at the rate of Is. and Is. 6d. each.
The Committee decided the preamble of the Bill to be proved,
and proceeded to the consideration of the clauses. All the clauses
were agreed to except one, which was postponed in order to have
an amended clause inserted. The further consideration of the
Bill was then adjourned till to-morrow.
DUBLIN AND BELFAST JUNCTION RAILWAY.
Mr. Austin was proceeding to open the case on behalf of this
line, when

Mr. ALEXANDER said he was desirous, before his Learrfed Friend
opened his case, to know whether it was intended that the Newry
and Enniskillen line should be considered as a competing line with
the Dublin and Belfast Junction Railway. It was a previous un-
derstanding that they should not be viewed in that light, but now
he was informed that his Learned Friend intended to count both
the Dundalk and Enniskillen and the Newry and Enniskillen
as competing lines. This was a breach of good faith,
and a ♦iolation of an agreement entered into between
the engineers of the two lines, Sir John Rennie and Sir John
lll`Niclle, on behalf of the respective companies. Ile trusted the
Committee would not allow this to be the case. The Learned
Gentleman concluded by reading the agreement.
Mr. AUSTIN said he should require the agreement to be proved.
Mr. ALEXANDER then called Mr. Leach, the solicitor of the
Newry and Enniskillen line, who stated that he drew up the agree.
ment read at the instance of the Company, and with the consent of
Sir John Rennie and Sir John M'Neille for whom he acted. He
furnished a copy of it to Sir John M`Nielle. The latter gentleman
stated that he was fully empowered by his Company to treat in re-
spect of all engineering matter. He (the witness) attended both
Sir John Rennie and Sir John M`Nielle, and was witness to the
execution of it by both.

Mr. AUSTIN cross-examined the witness at some length—He
.said he had the materials for the agreement furnished by Sir John
Rennie, but a draft of it had been supplied to Sir John liVNielle.
There was a paragraph written in pencil by witness after the first
draft was furnished ; and though it was drawn up at the instance of
Sir J. Rennie, he (the witness) had the decided impression that Sir
John M`Nielle had assented to it, though it had not been fur.
nished to him for observation till the perfect copy was supplied for
execution. No objection was taken to it till after the agreement
was signed by both parties.
On re.exathhiation.
the witness stated .that the Company had
religiously observed the conditions of the agreement.

turn from London, he was accosted by the defendant, who
asked him "Are you not Blondell 2" and immediately beat
him most unmercifully with the whip, and not content with
this, he afterwards struck him with his hands, cut his nose,
and broke his spectacles. Would swear that he had given
Lloyd no provocation whatever. In his cross-examination
by Mr. Lloyd, Mr. Blondell swore positively that he could
not speak or understand English, nor did he know a Major
Anstruthers.

The assault was also proved by two other witnesses, who
were not examined.

Mr. Lloyd said, in defence, that last winter he had been
attacked by two drunken men in Brussels, and that he had
hurt one of them in self-defence. That understanding one
of them to be servant to M. Blondell, he had called to com-
plain of his conduct ; but the man having complained that
he (Mr. Lloyd) had followed and beaten him without any
cause, M. Blondell said that ke should believe his man's
statement in preference to his (Mr. Lloyd's). He had gone
the next day to the police with a friend, to answer any
charge against him, and was told that the man had been
to complain, but that from the bad character of the man
they would not .take his charge. He then wrote to M.
Blondell, requiring him to retract his words of the previous
day. He (defendant) then received a visit from the police,
saying that the charge was renewed. He was sentenced to
fifteen days' imprisonment by the police magistrate, but this
sentence was set aside by the Court of Appeal, on its being
proved that the two men had been heard to say, " Let us
follow that Englishman, and fight him," and that he had
only acted in his own defence. Having ascertained that the
truth had been told to M. Blondell by another servant, and
the Court having also decided that the man was in the
wrong, he thought himself entitled to an apology from M.
Blondell, which, however, he could not obtain, and had
threatened him, that if he ever caught him in England, he
would horsewhip him. He had so caught him, and kept his
word: If the magistrates wculd send the case to the ses-
sions, he would undertake to get witnesses from Belgium to
prove the provocation he had received from M. Blondell.
He knew that he had no right to take the law in his own
hands, but he had not done so till every other means of pro-
curing justice had failed. The defendant was then about to
refer to some documents respecting the affair at Brussels,
which the magistrates told him could not be gone into. He
then called

Robert Pritchard, waiter at the Castle Hotel, who de-
posed that M. Blondell asked him in English to fetch a po-
liceman, and to tell him where Captain Hodges, the Belgic
Consul, lived. He also deposed that, after being horse-
whipped, M. Blondell attempted to kick Mr. Lloyd in the
groin, when the latter threw away the whip, and fell to work
with his hands.

The Bench said that nothing which had been stated by
Mr. Lloyd was a justification for the breach of the peace he
had committed, and fined him 5/., at the same time calling
on him to find sureties to keep the peace, himself in 100/.,
and two sureties in 50/. each.

Mr. Harkendale, butcher, deposed as to the extent of the sale of
cows, sheep, and other live stock at Boston, which he considered
was very great, as was also the quantity of slaughtered meat sent
thence to the London market.

The evidence of this witness closed the case of the London and
Birmingham Company in support of the Bill.
Mr. DANIEL, on the part of the Birmingham and Gloucester
line, opposed the Bill of the Great Western for constructing the
branch from Worcester to Droitwich, there falling into the former
line. He contended that, independent of the principle of vested
rights, which he did not desire them to urge, when a
deviation from a certain existing line was admitted to be
necessary, it was much more consistent with justice as well as con.
venience, that its construction should be entrusted to the line from
which it would diverge, of whose original property it might almost
be deemed an integral part, than to a company which had travelled
from a distance, wholly foreign and unconnected with either the
existing railway or the community it would accommodate.
Mr. Mathew Plerpoint, a surgeon, of Worcester, on examination
by Mr. WIIATELEY, Q. C., deposed to a pledge entered into by the
inhabitants of Worcester to support the branch from that
town to the Birmingham and Gloucester line, who, while feeling
consequently the binding character of the engagement, preferred
the deviation line as projected by the Great Western to the branch
diverging from the Birmingham and Gloucester.
Nothing material was elicited by the cross-examination of this
witness, whose evidence was solely confined to the feelings of the
localities and the comparative merits of the broad and narrow
gauge, on which latter subject he admitted his total ignorance.
At four o'clock, the Speaker having been announced at prayers,
the further examination of witnesses was adjourned.

Group L.
GUILDFORD, CHICHESTER, AND PORTSMOUTH
RAILWAY.
(Continued from our Afternoon Edition of yesterday.)
Mr. Clue, a manufacturer of naphtha and pyroligneous acid, at
a place about half way between Godalming and Petworth, stated
that he sent about two tons of goods a-week to London, at a cost
of 30s. per ton. He also dealt largely in the materials for hoops,
which also came chiefly to London. He used about 100 tons of
coals a year, which he got from Little Hampton, at a cost
of ss. 6d. a ton for carriage. He also deposed to the
difficulty and inconvenience of getting lime from Dianton. He
knew the line of the railway well, and he believed that it would
save him at least fifty per cent. in the cost of carriage of his
goods to London. His expense at present on that head
was about 2004 To the cross.examination of Mr. Rawlinson,
the witness stated that be expected that the cost
would by the railway amount to about 15s. a too. The cost
was to be 105. a ton for forty miles, but from this there was to
be a deduction of thirty per cent for the weight and distance.
Mr. Benjamin Challing, of Petworth, a grocer and spirit-mer.
chant, stated that he got his grocery from London, by waggon, at the
rate of 30s. a ton. We had also bacon, hams, and pork, and other
similar articles from Cork and Limerick, which were imported at
Arundel, from which place the carriage to Petworth was Bs. a ton
by water, and 10s. a ton by land. If the goods could be landed
at Portsmouth, a great convenience would be obtained in saving
the loss of weight. He got his cheese from Lymington and Win.
chester, and some from Fareham. The carriage from Winchester
was 355. a tan. The goods which came from Lymington were
brought by sea to Arundel, and thence to Petworth by river
and canal, the cost being 235. a ton. The formation
peef this r
cent. In carriage from railway
ywoeld
mboestpaartss,evinlt of from 30 to 40
and more than that from Lon-
don, and offered much greater advantages than the atmospheric
line, which was too far off to be at all useful to Petworth. The
distance of the Chichester line was about three miles from the
town, but this he conceived would be no serious disadvantage.
Mr. James Monk, a grocer and dealer in Irish provisions at
Midhorst, confirmed the testimony of the previous witness. They
were about ten miles from Petersfield, and would be about three
'wiles from the station on the Chichester line.
Mr. Thomas Downer, a grocer, maltster, and dealer in Irish
provisions at Curdford, about four miles north-east of Petworth,
confirmed the testimony of the two previous witnesses, and stated
his impression that there was a general wish for the railway in his
neighbourhood. He sent about 700 quarters of malt to London,
that they sold the bulkhill o;;.
but he suffered great inconvenience occasionally from the detention
of goods on the canal by frost and other causes.
ehoolcil of Wey and
deiirt
Mr. George Turvill, a farmer at Shalford, on the road Plum
corn at Guildford market. He also grazed largely during :mg winter,
Guildford to Godalming, stated
► '„ood communica.
tion with Guildford. At present they
to pass over a
would
ipdu rbc he a saed
greathiss t ockin
advantage the n et
oi g h
mboaukr
road very expensive from tells all the wa•
Guildford. Petersfield market was alsou• both to Chichester and
. one.fourth of the Chiches-
ter market, the latter being one of t'
ate best markets in the country.
It was of importance to have 7. choice of markets in the spring,
and this railway would provie,c ir.

Mr. B. Horne, the cr,Ach proprietor at Charing.cross, stated
that before the rsilway was opened there were seven coaches to
Portsmouth, but that now there was only one which ran to Guild.
also
ford. There were two coaches both ways to Chichester daily, which
stopped at r.suildford The proprietors of these coaches had been
obliged to m.dve their coaches from the Bricklayers' Arms-road to
a route wi-sich brought them In by Piccadilly. There was now
little a'..rommodation on the road in the vicinity of Guild-
ford and Chichester. To the inquiries of Mr. Gurney,
Mr,. Horne stated that three-quarters of the passengers
%fere taken up after the City Branch coach passed
weAward of Temple-bar. To the cross-examination of Mr.
Rawlinson, he replied that the Petersfield district was not so
thickly studded with gentlemen's seats as on the other line of
road, and the waybill never produced sufficient passengers
to support a short coach, and none had ever been
established from Petersfield alone. The coaches to Portsmouth
all ran from the City, but the Chichester coach ran to the Bolt-in-
Tun. The branch omnibus from the City started three-qtrarters of
an hour before the train, and the toll was from Bd. to Is. for a
pair-horse carriage. The cost of carriage of goods from the Vaux-
hall terminus to the City was from ss. to 6s. a ton. After the
Portsmouth branch of the railway was opened there was one coach
left, and all the passengers came into London by the west-end.
Mr. Silverlock, the Mayor of Chichester at the present
time, stated that he had during the greater part of his
life been connected with the trade of that place. He
confirmed the testimony of Mr. Home, and said there was an
omnibus to Chichester from the Woking station, two to Shore.
ham, a coach from Portsmouth through Chichester to Brighton;
there were also two coaches to the Shoreham station, and
he believed that the opening of this railway would greatly
increase the trade between different parts of the country, and the
line was decidedly the best for the town. Two petitions had been
presented in favour of it, one from the inhabitants, and another
signed by the Mayor and Town Council. Another had been attempted
against it, but it had failed. He thought it very desirable to have
a direct communication with Portsmouth, and also with Guildford.
By the proposed line 20 miles of distance to London, and a corn.
munication would also be made with Havant and Farcham, which
neither of the other lines proposed. The quantity of corn sent
from the neighbourhood of Chichester last year was about
18,000 quarters...- There were two daily waggons to Fare-
ham, and one to Fareham, Chichester, and Portsmouth,
besides several carts every day. There were also a great number
to Brighton every day. This railway would bring the coals to
Chichester from the water conveyance, and thus they would be ob-
tained more cheaply by Chichester In the surrounding
country than by London. The hoo trade would also
be greatl p
y served by the formation of the railway.
The goods which came coastwise to Chichester last year were about
800 tons. He had himself received last year between 400 and
500 tons of oil.cake from London, which heshould have had down
by railway. The charge for goods coastwise was from 15s. to 20s.
a ton, and then there would be land carriage, so that he believed
that he should save about '2O per cent. on the carriage of his goods.
The station at Chichester was as conveniently placed as it could be
with propriety. The feeling in the neighbourhood of Chichester
was now decidedly in favour of the proposed line, and that feeling
had been growing during the last few months.
Mr. J. T. Haynlar, a merchant and miller at Chichester, stated
that in his opinion the insufficiency of the communication between
Chichester and Guildford was ass impediment to the interest
of both towns, more than a day being required to go
from one to the other and back again. He dealt largely in
coals, but had lost some business in consequence of the
coals being obtained cheaper from Little Hampton than he could
supply them; but he should recover his advantage by the forma-
tion of the railway. He had been in the habit of sending goods to
London, but delay, sometimes so much as a fortnight, frequently
occurred, and he should get goods now from London both cheaper
and quicker by rail than water.

Mr. Wyatt, a fanner, and coal and timber merchant, at Hems-
worth, stated that he supplied his own neighbourhood with , coals,
and that he should get his coals cheaper by rail than he now did,

Sir John Rennie depirsed to his having an interview with Sir
John M'Neille before the Bills were brought before the Standing
Orders Committee. That gentleman at that time expressed his
opinion that it was a great pity that the two Companies could
not come to an arrangement. He went on to say thiet he was
fully empowered to treat for that Company in making an
agreement, and said it would be well if he (the witness) could get
similar power from his company. The matter was laid before a
meeting of witness's company, and he received powers to effect a
settlement. From conversation in a subsequent interview with
Sir John M`Nielle, at which Mr. Leach was present, the latter gen-
tleman threw the results into the shape of an agreement. This was
afterwards executed by both parties on a Saturday, but, on the
Monday following, he received a note from Sir John M'Neille,
stating that there was a misunderstanding regarding the agree-
ment, as he understood the suspension of competition was only to
extend so for as the standing orders were concerned.
In answer to Mr. AWSTIN, the witness stated that Lord Jocelyn,
on the part of the promoters of the Dundalk and Enniskillen line
had, on the Tuesday following the execution of the agreement,
objected to it, except so far as the standing orders had been con.
cerned, and that the Noble Lord had intimated that Sir John
WNielle had no power to act further in the matter. Sir John had
previously admitted that he had been mistaken in the purport of the
agreement after he had executed it, but thought it was, neverthe.
less, a proper arrangement to be carried out.
It was stated, in the re-examination of the witness, that th Com-
pany, on the faith of this agreement, had stayed all proceedings
with relation to the opposing of the Dublin and Belfast Junction,
and were not now in the position they formerly were to oppose that
line.

The Committee then adjour ed till to.rnorrow, without de.
ciding the I oint.

Group F.
LONDON, WORCESTER, AND SOUTH STAFFORDSHIRE
RAILWAYS.
The examination of Mr. Stephenson (continued from our After..
noon Edition of yesterday)—Taking Stafford-on-Avon as the centre
with a similar radius of ten miles, the population accommodated by a
line traversing the district, would be 68,724. He proposed to effect a
junction between Worcester and Birmingham by a deviation branch
through Bristol and Gloucester, which, leaving the Severn and pro.
ceeding to Droitwich, would diverge a mile and a half thence to the
Birmingham and Gloucester line. The highest speed generally em-
ployed on the London and Birmingham line with the narrow gauge
was 30 miles an hour; the weights of four first class carriages filled
with passengers f►om 20 to 23 tens; the heaviest engine that was
any where employed weighed 22 tons, but the heaviest 14-inch
cylinder and 18-inch stroke engine, running on the London and
Birmingham, was under 14, perhaps not exceeding 13, tons.
Reexamined by Sergeant WRANGFILM —Was not interfered
with by e.ther director, agent, landholder, or other influential
party, but consulting alone his own conviction as to the most in-
expensive and easy and accommodating line, he had selected the
one now proposed. There was no difficulty whatever in attaining
greater speed on a narrow than could ever be employed on a
broad gauge.
Mr. Dockery, examined by Sergeant WRANGH AM—ls resident
Director of the London and Birmingham line, and, under the
direction of Mr. Stephenson, surveyed the line for the present
scheme, and drew up an estimate of its cost. The total sum which
he accordingly computed as necessary for the entire construction
was 3,840,0091., of which 2,700,0001. was allotted for the
portion of the line to Dudley, 348,8431. for earth work,
and the remainder for works and other contingencies.
Cross-examined by Mr. ALLEN—Surveyed the line to Stour.
bridge under the orders of Mr. Stephenson, and was enjoined to
follow the valley line. He was not requested to make z.ny exami-
nation to test the possibility of forming a line to Dudley without
tunnelling.

Mr. Saunders, a land-surveyor, was examined by Sergeant
WRANGHAM—Estimated the compensation for 84 acres of land,
including buildings, at 188,1501.
Mr. Wood, examined by Sergeant WRANGHAM—IS a civil en-
gineer, and, from his considerable experience in that capacity, is
enabled to say that the confusion of gauges, and their meeting on a
line, would be necessarily attended with inconvenience, if not
danger.

Mr. liawkshaw, being examined by Sergeant WRANGNAM,
merely confirmed the evidence of the preceding witness, as to tha
difficulty and danger of adopting the broad and narrow gauges on
the same lines.
Mr. Bury, the superintendent of locomotives on the London
and Birmingham Railway, deposed to the rate of speed attainable
or attained on that line. The average of the quicker trains was
now 37 miles an hour, and though a greater speed might be with
safety employed, yet when accidents did occur the consequences at
a lower velocity were 'Jess likely to be serious than at an increased
rate.

Mr. T ALBOT rose to speak, whereupon
The CHAIRMAN interfered, and the room was cleared,
Lpon our return,

Group B.
LEEDS AND THIRSK LINE.
Several witnesses were called to prove the desirableness of the
proposecl scheme.

Mr. Gott, Director of the Company, knew the country through
which the proposed line would pass, and was convinced
Aie locality.
th,,t no
th
.
better scheme could be suggested for the advantage of
Mr. HILL, for the Leeds Waterworks, examined r
r. Gott, who
did not think that any injury would accrue tie (he supply of water
to the town by the construction of the lire
near
--BAENEs —Resides at Newby
pre,ent scheme, and also
Leeds. a
in
exam
by
ur.T the
the proposed branch line from Pdmore to Harrogate by the North
Ha to
of England Company, and was decidedly convinced that the Leeds
rdde
and Thlrsk was the mast likely to be advantageous to the town of
Leeds.

.;.:e of a similar character was adduced, after which
he(:'th
comermeivuidieeradjourned.

Group W.
WI!..IOEFIELD, PONTEFRACT, AND GOOLE RAILWAY.
The Committee on this line assembled at twelve o'clock.
The examination of Mr. Patten, the collector of customs, was
resumed by Mr. Wilkins, who appeared on the part of the pro-
moters of the line.
The witness stated, that the export trade from the port of Goole
consisted chiefly of British manufactures. The greater part of the
goods exported went to Hamburgh and the Netherlands. The
import trade consisted principally of sheep's wool, and various
kinds of timber from the colonies. The number of foreign ves-
sels entered Inwards in the port in 1839 was 131. In the year
1844 the number was only 44. From the opening of the port of
Goole in 1828 to 1839, the year previous to the opening of the
Hull and Selby line, the average of foreign ♦essels entered inwards
was 138, and the average of vessels outwards during the same
period was 119. During the last five years the number of foreign
vessels trading to the port of Goole had very much decreased. The
Custom.house revenue had also been materially injured by the
opening of the Hull and Selby line.
Mr. PICKERING said he would not dispute a single item of im"
ports or exports from Goole.
Mr. R. Chambers, commodore of the pilots of the port of
Goole, was then called.—His evidence went to show the facilities
afforded by the port for carrying on a foreign trade.
Captain Laws, R.N., the manager of the Manchester and Leeds
Railway, was examined—He stated that he was acquainted with
Goole and its traffic. In his opinion, if the proposed line were
carried into effect, a considerable amount of goods now sent to
Hull would be sent to Goole, as the land carriage would be very
considerably shorter, and the cost of carriage would be the same.
By the existing line the distance between Manchester and Hull was
9811 miles, but by the proposed line it would be only 74 miles.
The shipping accommodation at Hull was very insufficient for its
trade, and that trade was daily augmenting.
The witness was pror:eeding in his evidence, when the announce.
ment was made that the Speaker was at prayers.

Group EE.
DUNDEE AND PER FEI (NORTH) RAILWAY.
The Committee upon the Dundee and Perth (North) and
Dundee and Perth (South) Railways, the Scottish Midland,
and the Aberdeen Railways, assembled in Room No. 19. Present,
the Right Hon. F. Baring, Mr. Pretheroe, Mr. James, Mr. Gill,
and Mr. Alderman Copeland,
Mr. AUSTIN, after a variety of preliminary matter had been dis.
posed of, proceeded to open the case on the part of the promoters
of the Bill. The line which it was proposed to make was 20i
miles long, and its object was to effect a local communication
between Perth arta Dundee, and by a junction line with Arbroath,
which had a communication with Aberdeen. • The direction
and advantages of this line the Committee would find to be
stronko, pointed out in the report from the Board of Trade on the
a"Liject of the proposed line. That report said, " The construc-
tion of the Scottish Midland would render the Dundee and
Perth line unnecessary, as part of the through line from the
north to Perth. But looking at the importance of the town of
Dundee, which, as the seat of extensive linen manufactures, is
much connected with G.asgow, Liverpool, and other commercial
and ;manufacturing towns in England, it appears to us desirable
that it should enjoy a connexion with the general railway system
of the kingdom; and as this connexion can be effected by a line
of twenty miles and a half, the estimated cost of which is only
200,0001., and which will moreover be the means of introducing
coals at a cheaper rate into Dundee, and of accommodating a con-
siderable traffic between that town and Perth, we cannot hesitate
to report our opinion that, notwithstanding the sanction of the
Scottish Midland as the preferable line for through communication
to the north, the construction of the Dundee and Perth line ap-
pears to us, upon public grounds, to be justifiable." The course
of communication to which the formation of this line would lead,
would be from Dundee and Perth to Falkirk, Glasgow, Edinburgh,
and the North, Liverpool, and Hawick, where there were vast coal
fields, which at present werenot capable, from the absence of a facility
of carriage, of being brought to Dundee or to Perth. Then t here would
be a communication by one or other of these means with Fifeshire.
With regard to what might be denominated the competing line,
" the New Tyle line," that was 33 miles in length, having gradients
of such a frightful nature as almost to be perpendicular, such as 1
in 19, whilst another was as much as lin 20. Besides, there was
on that line a tunnel of a quarter of a mile in extent; but such a
thing was not demanded on the line under the consideration of the
Committee—and, moreover, whilst the Scottish Midland was
merely a single line of rail, on the Dundee and Perth the rails
were double. Strictly, therefore, these could not be called com.
peting lines. The cost of this line would be 200,000/. ; there
would not be a single tunnel, a single bridge, nor even a single
viaduct, with the exception of that immediately at Perth. The
line, too, although so short, would run through a district of, and
afford accommodation to, a population of 112,000 persons, of
which number there were as many as 70,000 at Dundee. He
should call evidence to show both the local passenger and traffic
advantages of the line.
Mr. D. Baxter, Mr. W. Thom% and Mr. A. Symons, were then
examined upon these points.
The Committee adjourned at four o'clock,

LLOYD'S SHIPPING.
EAST INDIA SHIPPING.
Arrivals—Gloriana, Webb, from Bengal, off mouth, sailed Jan. 27; Cape, March 26
Ply-
Arrivals in Table Bay, Cape of Good. Hope—Welling-
ton, Liddell, and Northumberland, Bird, March 22, from
Madras; Ann, Caithness, from Algoa Bay; Ann, Reva,
21st, from Newcastle; Active, Reliant, 22d, from Buenos
Ayres to Mauritius; Lord Hungerford, Pigott, 23d, from
Calcutta; Leander, from Crozets ; Margaret Drake,
24th, from London and Angra Pequena ; Indian,
Mackie, 26:h, from Angra Pequena; Isabella, Cauvin,
from WTalwich Bay; Fulmar, Dagnall, from Bird
Island; Packet, M'Kinlay, and Alice Haviland, Turner,
from Angra Pequena ; Plantagenet, Datinett, from
London.
Departures from Table Bay—XL, Williamson, Nandi
21llwood, Hindley, Dickson, Alcyone, Storr, Mary ltay,
E, Hope, Robson, Julius Cmsar, Smart,
Alexander Robertson, Maclachlan, 22d, Sophia, Sil-
lands, 23d, Abel Gower, Foster, 24th, all to Saldanha
Bay ; Richard Mount, 23d, to Adelaide ; British Queen,
25th, to Simons Bay ; Arab, Cooke, to Saldanha Bay ;
Rosebud, 23d, to Natal ; Fortitude, 26th, to Ceylon.
Departures from Simons Bay—Regalia Effleck, March
22, to London ; H.M.S. Osprey, Crawford, 24th, to China.
Arrivals at Janeiro—Rebecca, March 27th,
from Loudon to Hobart Town.

--........,.........H...
BATHS AND WASH-HOUSES FOR THE J.
A BOURING
CLA SSES. —A deputation, consisting of Mr. C.'tton and
Mr. William Hawes, the Chairman and Deputy- 914. tr-
man, and others, including Mr. Bali-, the civil engin' er
to the Committee, had the honour of an interview at
Buckingham Palace, on Monday, with his Royal Hi gh-
ness Prince Albert, to submit to his ex atnination the
model and drawings for the proposed first establishnt 'in,
which is intended to be erected in Whi techapel. 1 lis
Royal Highness took great interest in the subject, al 'd
expressed an earnest wish for the success of ene schen4 '
of Which, and of the plans, he expressed hisfiapprobatio%

and that the projected line would be a great advantage to Chichester
and the whole of the neighbourhood around it.
At the conclusion of this witness's evidence the Committee ad-
journed WI to-morrow at twelve o'clock.

Sub.. Committee, No. 2.
BIRKENHEAD, MANCHESTER, AND CHESHIRE
JUNCTION RAILWAY.
(Continued from our Afternoon Edition of yesterday.)
The Committee decided that the general allegation had not
been sustained. The next allegation was, that the notices pub.
lished in the Gazette and newspapers were inaccurate, inasmuch
as the said notices related to a railway to Manchester from the
Cheater and Birkenhead Railway, and the proposed railway was not
intended to go beyond the Grand Junction Railway.
This allegation was sustained.
GUILDFORD, CHICHESTER, AND PORTSMOUTH RAIL.
WAY (FOR ADDITIONAL PROVISION).
In this case the standing orders had not been complied with.
The Committee adjourned at halt past three.

Group FF.
NORTH BRITISH (EDINBURGH AND DALKEITH
LINE.)
(Continued from our Afternoon Edition of yesterday.)
Mr. WIIATELY, Q.C., on the part of Sir Robert Dick, of Pres-
tonfield, Bart., objected to several clauses in the Bill, on the ground
that an agreement had been entered into between Sir Robert Dick
and the Directors of the Edinburgh and Dalkeith line, on the latter
applying for a Bill for the construction of that line, to the effect
that locomotive power should not be permitted to run (thereon,
and that no terminus or station should be constructed on any part
of his (Sir R. Dick's) property. The Learned Counsel argued,
that inasmuch as the scope of this Bill was the attainment of ob.
jects which were strictly prohibited by the agreement entered into
between Sir Robert Dick and the Directors of the Edinburgh and
Dalkeith line, these clauses could not be entertained by this Com-
mittee.

The CHAIRMLN stated that the Committee had decided that Mr.
Talbot had no right to reply, and further, that Sir It Dick's name
should be omitted in the clause.

Mr. CLARK then proceeded to make a similar objection on the
part of Mr. A. Wauchope, of Niddric, and Mr. J. Wauchope,
whose names were included in the same clause, and who were
placed in the same situation as Sir R. Dick.
Mr. TALBOT said, there was an obvious distinction between the
two parties, inasmuch as Sir It. Dick had provided in his agreement
that locomotive power should not be used, and that therefore he
might be said to have placed a limit to the traffic on the line; but
in the case of Messrs. Wauchope, the way leave was granted, with
a prospective view to any description of power that could be em-
ployed on the line, and to any amount of traffic that might pass
over it.

At the conclusion of the Learned Coonsel's address the room was
cleared, and on our return,
The CHAIRMAN asked the counsel for Afessri. Wauchope
whether any offer had been made by them for the sale of their
rights ?

Mr. Sergeant WRANGIUNI stated that some such proposition had
been made, to the effect that 500/. per annum should be paid by the
Company as a consideration for the increased annoyance and use
made of their property, being an augmentation of 3001. upon the
sum formerly paid.

The room being again cleared, upon our return,
The CHAIRMAN remarked that the Committee did not think that
under the 59th clause of the present Bill, Messrs. Wauchope could
obtain an adequate consideration for the increased use made of
their property. They, therefore, suggested that the parties should
meet and come to some arrangement before the meeting of the
Committee to-morrow.
The Committee was then adjourned until to-morrow (this day)
at twelve.

Group 11.
The Committee to consider the projects in this group assembled
at twelve o'clock. Present, Viscount Barrington (Berkshire),
Chairman; Mr. Christie, Mr. Leader, Mr. Bannerman, aisd Mr.
Bottleld.

KENDAL AND WINDERMERE RAILWAY.
This was an unopposed Bill.
The clauses of the Bill were read through. They presented
nothing objectionable, and therefore, with the preamble, received
the assent of the Committee.

LANCASTER AND CARLISLE RAILWAY.
Mr. HOPE stated the case for the Company, who applied for
leave to shorten their line, to the extent of half-a-mile, at Lan-
caster, and at the same time to connect the railway with the river
at that part.
Mr. Errington, the engineer, described the advantages said to
be derivable by the public from the proposed alterations in the line,
when the Committee adjourned.