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

THE NORTHUMBERLAND ATMOSPHERIC LINE.

The Committee proceeded this morning to hear evidence in
favour of the opponents of this line.

Mr. Scott Russell's cross-esamination vas resumed for the pur-
pose of showing that his calculations were falsified by certain facts,
but his evidence remained generally unshaken.

Mr. Locke was examined by Mr. HILDTARD—The tendency of
his evidence was to prove that the atmospheric principle would not
succeed on a long line. The promoters of the system seemed
themselves not to have much confidence in It, as they never tried
it for any distance. It was only in such a case as that at Dalke),
that it could work well.

Mr. Harrison was next examined by Mr. HILDTARD for the
purpose of showing that the traffic of Northumberland could not
be worked by the atmospheric principle.
Mr. ALEXANDER objected to the reception of such evidence.
A short discussion then ensued, and after the room had been
cleared for some time for the purpose of leaving the determination
of the matter to the Committee,

The CHAIRMAN said, that the Committee understood that when
the traffic tables were put in by the Northumberland Company,
the traffic was proved to be sufficient to support the line. The
object of the opponents of the Northumberland line was to show
that the atmospheric principle was not such as to enable them to
convey that traffic, and on that account the Committee were of
opinion that the evidence could be received.
Mr. Harrisen's examination was then continued—He stated
that there was an average of 715 head of cattle conveyed to New_
weekly, from the last week in January to the first week
There was a market-day once a week in New-
castle,occurred every Tuesday, and the cattle should
castle
t y.
whichT
in j
arrive the day before. He calculated that there would be 300 tons
weight of cattle conveyed on that day, allowing 8 tons per truck;
and there would be a traffic of 4,615 sheep, making 922 tons of
sheep and cattle together. 99 tous of coal would be the average
quantity carried daily, including the weight of the waggons. The
gross total would be 1,197 tons, conveyed on the day before the
market-day. The passenger trains would be 38 in one day. The
Locomotive
Committee
nCompany
ot proposed to run 44 trains per day.
The being able to proceed with the evidence of
the witness, in consequence of the absence of some diagrams neces-
sary fur its illustration, adjourned at four o'clock.

Group F.

LONDON, WORCESTER, AND SOUTH STAFFORDSHIRE
RAILWAYS.

(Continued from our Afternoon Edition of yesterday.)
Mr. William Matthews, ironmaster at Staffordshire, examined
by Mr. Sergeant KmLana—Was extensively engaged In coal
collieries and pig iron, was also an extensive shareholder in canals.
Felt the want of a railway communication, and had no doubt that
the Great Western Company would be the best line for the importani
districts of Staffordshire. The proposed Great Western line would
open up some most important mining districts in South Staffordshire ;
by that line the coalowners of Staffordshire would not only be able
y would be able also to send a
to compete with the Leicester district, which is an Important place
west end of London at a mo-
In witness's district there
Berate
for
ticdeoearlacbhci
charge
rngsgeuumatnpott
quantity
e, t
()bn tth tel
consumer.e
were 15,370 tons of coals made up annually. Out of this
12,540 tons would go by the Oxford or Great Western line, and
only 2,830 tons by the London and Birmingham line. The charges
by the London and Birmingham line had been so high that it was
but little used by the iron and coalmasters of Staffordshire, but
the moment they saw the prospectus of the Great Western line they
offered to carry coals at ld. per ton. .

The witness was briefly cross-examined, after which Dr. Har.
rington of Oxford was called, and the Committee adjourned till
twelve o'clock to-morrow.

Group I.
LONDON AND YORK LINE.

(Continued from our Afternoon Edition of yesterday.)
Mr. John Boys, manager for Messrs. Watson, the largest mer-
chants in Manchester—The proposed London and York line
would afford great facilities for the transit of goods from Man-
chester to Norwich, and all the towns In the midland counties ;
the traffic between Manchester and those towns was very extensive.
Mr. John Boys, cross.examined—Did not include any town
south of Huntingdon.
To Mr. Cocaoarm—The London and York agents told witness
what towns to select.—( Laughter.) The London and York line
from Manchester to Norwich would oblige passengers to pass

through three different companies.
Mr. Samuel Jackson, of Boston, had been many years in busi-
ness in the manufacture of steel and iron. There was a good deal
of goods sent from Sheffield to the east and north of Lincolnshire.
The proposed London and York line would facilitate that inter.
course, and the expense of carriage would be materially lessened.
Within the last few days the freight of
goods from Sheffield to Hull
had been reduced to 9s. per ton.
Cross-examined—The converting coal, a quantity of which was
consumed in Sheffield, was brought from near Elseter.
Mr. Ash, eorn.factor, at Wakefield, deposed that the greater
part of the corn brought to that town came from Lincolnshire and
Norfolk. Is of opinion that all the corn sent from Lincolnshire to
Wakefield would be sent by the London and York line.
A machine was then produced, by which a record was kept of
all persons passing on the railroad between London and Birming-
ham, and proved that a similar return could be made on the pro-
posed line.

Mr. Becket Denison, M.P. for the West Riding of York-
shire, deposed as to the agreement entered into between the pro.
posed Company and the Fordyke Corn.
panies. and Witham Navigation

Mr. DARBY, Member of the Committee, asked the witness some
questions respecting the nature of the agreement, when he was
interrupted by

Mr. BARINQ WALL, another Member of the Committee, who
said he objected to the witnesses being interrupted in this way
while in the hands of counsel.
Mr. DARBY said he conceived the evidence to be irregular, and
would take the sense of the Committee as to whether sueh evidence
should be given.

Mr. PAQ ET said he would give up
The room was then cleared, and after an absence of about twenty
minutes the parties were admitted, and
The CHAIRMAN said the Committee had agreed not to
admit irrelevant evidence, though they were very unwilling to
interrupt counsel, or not to afford them any facility. But this
important ease, and therefore the evi_
was a very the questions.
dente should be as direct as possible. On those grounds
the Committee would omit from their minutes whatever
portion of evidence they had taken that had an individual applica.
tion, and would only take that of a general character.
Mr. Denison's: examination was then resumed.—He said the
agreement in question between the London and York Company
and the Forsdyke and Witham Navigation Companies was entered
into with a view to the deduction of the tolls and the accommoda-
tion of the public.

Copied of the agreement were then handed in.
Witness continued to give evidence as to the facilities which the

proposed line would give for the transit of coals, and bringing the
Durham coal into competition with that of Yorkshire.
The Committee adjourned at half-past four o'clock.

Group N.
WEST CORNWALL RAILWAY.
(Continued from our Afternoon Edition of yesterday,

Mr. Rowe then went into detail respecting the estimates
of Captain Moorsom, civil engineer, and of Mr. Whitley, a sur-
veyor, for the construction of the whole of the line, and to
the evidence of Mr. Brunel, and concluded by contending
that those estimates were deficient for its proper con-
struction with safety to the public and with economy ; and that
the Committee could not report in favour of the proposition. He
called won them to suspend their judgment until they had gone
into the Cornwall and South Devon Bill.

The CHAIRMAN, after consulting with the other Hon. MembeJs,
said it might he as well to announce that the Committee would de-
fer their decision on the West Cornwall until they had heard the
Cornwall.

Mr. AUSTIN said a petition, bearing the seal of the Hayle Corn.
pany, would be presented to the House lo.night, in the event of
there being a House.
It was then agreed that Mr. Austin should open the Cornwall to.
alsprrow morning.

Group V.
NEWARK AND SHEFFIELD LINE.

(Continued from our Afternoon Edition of yesterday.)
On the public being admitted, it was stated that the Committee
had decided against receiving evidence on the Sheffield and Lin-
colnshire line.

Mr. Fowler was then re-examined as regarded the actual plan
laid down by the promoters of the Newark and Sheffield Railway.
He thought the mode of junction with the Midland Railway at
Chesterfield, as proposed by Mr. Gibbs, was very defective.
Mr. Maclean, C.E , had surveyed the line laid down by the pro-
moters, and he was decidedly of opinion that the line selected by
them was a very 'objectionable one. The curves and gradients
were very objectionable. He had laid out another line,
which was greatly preferable, and would save in distance
at least one mile and 38 chains. By hisamended line the train on
the Newark and Sheffield line would be seen from the Midland
line at two miles distance. By the promoters' line it could only be
seen at a distance of a quarter of a mile. His curves were better
and his gradients less objectionable. His. amended line had met
the approbation of the Duke of Devonshire's agent, Mr. Currie,
as it passed the avenue of Hardwick Park by a tunnel, and
could not, therefore, by any possibility, be seen from the mansion-
house or the grounds. His line would present less engineering
difficulties than the other, it would give greater facility to the coal
traffic, and would be less expensive than the other.

Mr. Walker, civil engineer, had gone over the line of country
which was to be the scene of this railway project, and he decidedly
thought that Mr. Maclean's line was a better one. He thought
there could be no question that it was superior, as it was a mile and
a half shorter, and seventy.seven feet lower in the summit level.
At four the Committee adjourned till to- morrow.

Group L.

GUILDFORD, CHICHESTER, AND PORTSMOUTH
RAILWAY.

The Committee on this group resumed the inquiry this morning
on the Guildford and Portsmouth Railway. Mr. E. B. Dennison
in the chair. After some evidence respecting the traffic to Fare.
ham and Havant, which was precisely of the character of that
given yesterday, some suspicion was thrown by the counsel for the
promo:ers of the line on the several names to the petitions.
Lord Arthur Lennox, one of the Members for Chichester,
was called, and to the queries of Mr. Gurney, stated that
as he took a great interest in the lines projected for
connecting Chichester with London, he gave a decided preference
to the Guildford extension line. He positively asserted that there
was not the name of one single elector or burgess attached to the
petition which had been presented from Chichester against the
line of the South-Western Company. The population of Chiches-
ter was upwards of 9,000, and in his opinion it ought to be con-
sidered next to Portsmouth.
To the cross-examination of Mr. RAWLINSON, his Lordship
stated that the population on the proposed line was far superior
to that on the atmospheric line. The gentlemen's seats were cer.
tainly more numerous. There was Lord Egment's house, Good.
wood, the Midhurst property, and several others immediately
adjoining the proposed railway.
To the cross-examination of Mr. WADDINGTON, Lord Arthur
stated that he had approved of the Brighton Extension line; and
To the re-examination of Mr. GURNEY, he stated that he had a
belief that several of the noblemen and gentlemen who had signed
the memorial to the Board of Trade were in favour of the Guild.
ford Extension line.
The CHAIRMAN here interrupted the Counsel by saying that,
unless evidence of a similar kind were adduced, he could not put
much weight on the Noble Lord's testimony on this point.
Some difficulty occurred as to the date of the memorial, and the
change of opinion which might have occurred since it was signed,
Mr. Waddington ultimately read the letter of the Duke of Rich.
mond, in which his Grace intimated that the memorial was expres.
sive of the feeling of the greater number of the landowners against
the proposed line.
Mr. Edward Casher, a wine-merchant for the last 42 years at
Portsmouth, and who was the mayor of the borough, stated that,
in his opinion, the Guildford line was decidedly the best for
the town.
To the cross.examination of Mr. Sergeant TALFOURD, Mr.
Casher stated that he had convened the meeting at Portsmouth in
consequence of a requisition presented to him for that purpose.
The meeting was numerous, and highly respectable, and there was
a large majority in favour of the atmospheric line. The feeling
of the town was opposed to the South-Western Company, and if
the atmospheric line were as cheap, mare expeditious, and more
safe, it would be the better one for Portsmouth. The inhabitants
had formerly preferred the line by Horsham, and when the South-
Western Company had at that time profferred a terminus at Forts-
mouth, it was refused.
On further cross-examination, Mr. Casher stated that he did
not think that there was either jealousy or rivalry between
Southampton and Portsmouth. The trade, it was true, had been
partly diverted to Southampton before the making of the Gosport
branch, but much of it had come back. He did not think that the
circumstance of both lines being in the hands of one company
would lead, on their part, to any deviation of the traffic, nor was he
aware that several of the Directors of the South. Western Company
were proprietors of the Southampton Docks.
To the cross-examination of Mr. RawrawsoNi Mr. Casher re-
plied that he did not think theproposed terminus of the atmospheric
line would be more convenient than that proposed for the Chichester
and Guldford line. There was certainly an excellent access to the
best and most improving part of the town by the terminus of the
atmospheric line, while the approach to the terminus of the other
line was by a sufferance road, which was the property of the Crown,
and might be stopped if the Government desired. He was of opinion
that a rich company would be more likely to provide good accom.
modation for the public than a poor one..
On being re-examined, Mr. Casher stated that the first project
was for a line from Fareham, by Chichester to Portsmouth. The
second project was the Brighton Extension line, and the third was
the present line from Guildford. The proposed terminus of the
atmospheric line would be more convenient for Portsea and Land-
port, and that of the other for Portsmouth and Southsea. The
population of the Portsmouth district of the town was about ten
thousand, and of Portsea double that number. One of the great
objects in forming a railway was to make a navy communication
with Chichester, Midhurst, and the rich country on that route,
and that this Guildford line effected.

Mr. James Warner, a proprietor and occupier of land near the
Gosport branch of the South-Western Railway, stated that he knew
the traffic to Chichester from Salisbury and all parts in the west.
He occupied about 1,200 acres, and was largely engaged in the
breeding and feeding of sheep ; and he believed that if the railway
were extended westward to Chichester, and beyond, it would
materially increase the facilities of bringing cattle from the west
to be fattened, and then returned to the butcher in the west. He
had experienced great inconvenience in sending cattle over the
floating bridge at Gosport. He was engaged in the timber
trade, and testified that there was a great deal of wood
on the line of the projected railway, especially at Single-
ton. There were often great falls of wood there, but the
inhabitants experienced such difficulty in getting the timber down
to the water side that they could dispose of none but that of the
very finest quality, and he thought the carriage by the projected
line would be reduced by a third. The quantity of timber in
Singleton Forest was very great, and it had been suffered to
accumulate in consequence of the difficulty of getting it
away. Botley was a place of considerable trade from
its standing on an arm of the Southampton-road, and
the inhabitants of that place bought very largely
in corn at Chichester market. One of his neighbours bought, dur-
ing the year 1844, 1,273 quarters of wheat, and up to the present
time during this year 890 half-quarters, making in less than 18
months a total of 2,163 half. quarters. This corn had been trans-
ported by coasting vessels, at the rate of 7s. Bd. a load of five
quarters. By the proposed railway it would be conveyed at 6s. a
load, thus saving Is. Bd. a load, besides avoiding the risk and
delay, as it would be btought safely in about four hours. The
butchers of Southampton were all in the habit of attending Chiches-
ter market, and occasionally Petersfield market. He knew the float-
ing bridge over the Itchin, and he believed that considerable in-
jury to the cattle was done by their being driven together in their
progress to and upon the bridge ; but he saw no difficulty in carry-
ing cattle over by the bridge in vans. He had himself sent great
numbers of cattle by railway to London, and had never had any
injured.

Mr. M`Cheane, an Irish provision merchant at Portsea, stated that
there was a great importation of provisions from Waterford, Lime-
rick, and Cork. The Limerick provisions were always landed
at Portsmouth, because the vessels from the former place were
too large to get up to Chichester. He had a considerable trade with
Chichester, Petworth, Guildford, and all that part of the country;
and he thought that the business would be much increased if there
was a railway communication with the north. Provisions were
seat as far as Salisbury from both Portsmouth and Southampton.
With Petersfield he had no intercourse whatever. There was a
great trade in provisions throughout the whole of that country,
and he thought that Guildford Railway would answer all the
requirements of the neighbourhood, while the other decidedly
would not meet the necessity of the case.

Mr. Henry Clarke, a merchant at Fareham, confirmed the testi-
mony of the previous witnesses respecting the traffic. The only
additional point in his evidence was that the carriage to Botley
would be considerably less than had been stated by Mr. Warner.
The price of the carriage would be only 4s. 4d., instead of 6s. a
load for cern. The price was 2id. a ton per mile and the distance
was 23 miles. The saving consequently would be 31. 4d. instead
of only Is. Bd. a load.

Mr. Henry Snooke, a merchant and miller at Bedampton, which
is a mile to the west of Havant, on the line to Fareham, said that
he was in the habit of attending most of the markets around, and
he conceived that the Guildford and Chichester line would certainly
afford the best accommodation to the district.
Mr. Hitkin, who (armed about 1,000 acres about half way be-
tween Midhurst and Chichester, was next called into the box, but
his evidence, which contained no fact, was by no means favourable
to the promoters of the scheme, in consequence, as it afterwards
appeared of the line passing through his farm, and that circum.
stance he conceived was a disadvantage more than equivalent to any
benefit he was likely to derive from the railway.
The Committee then adjourned till twelve o'clock to.morrow.

Group R.
DUBLIN AND DROGHEDA RAILWAY.
The Committee met to-day at the usual hour, Mr. Gibson Craig
in the chair, and after agreeing to the remaining clauses of the
Dublin and Drogheda Bill, instructed the Chairman to report it to
the House.

DUBLIN AND BELFAST JUNCTION RAILWAY.
The evidence in favour of this line was then resumed.
Dr. Bennett was examined respecting the traffic of ICells and
its neighbourhood, which in agricultural produce he represented
to be very great. The inhabitants were generally in favour of
this line.

No material point was elieited in the cross-examination of this
witness, beyond an answer to a question, which excited considerable
merriment in the Committee—that the parish priest of Kells, the
Rev. Mr. M'Avoy, had spoken publicly in favour of the line from
Enniskillen to Dublin, through Kells, on the ground that he
would be enabled to go up and see how the proceedings of ',arils.
mant were going on when the union was repealed.
Ur. Russell, of Dundalk, examined—He was a distiller. The
trade of Dundalk was considerable with America, the Baltic, Eng-
land, and Scotland. There was a great trade in agriculural pro-
duce between the interior of the country and Dundalk.
Mr. Shillington, 01 Portadown, said the district through which
the line was proposed to be taken was a very populous one. There
was a very large weekly market at Tenderagee, near to which the
railway approached. Banbridge was also on the line, and was
an important seat of the linen trade, so also was
Guildford, at which there was a large linen manufac.
tory that did business to the amount of 80,000/. In a
circle of about seven miles around Portadown, the annual value
of the linen-trade, he thought, might be about ,000,000/. The
quantity of grain annually sold in Portadown was 10,000 tons,
wheat principally. Of pork there was sold 1,040
tons ; of butter, eggs, and beef there was sold 500 tons. The
value of cattle and pigs sold was 60,0001. The quantity of yarn

brought into Portadown and its neighbourhood to be wove was
about 2,500 tons. There were about forty or fifty corn and flax
mills around Portadown, principally along the line of railway.
There were about eleven or twelve stages running from the town to
the adjoining towns.

Mr. BELLEW, M.P. for the county of Louth, said that the railway
would be of the greatest benefit to the district, by connecting the
interior with England and Scotland. He thought the coast line
far superior to the interior lines proposed.
Mr. Gorten, who resided between Dundalk and Newry, deposed
that twelve public conveyances passed his door daily, and a vast
number of posting and private carriages. It was generally believed
that the railway would be of the greatest benefit to the district.
Sir John M`Nielle, engineer of the line, was examined.—The
line went through the busiest and most important district in the
north of Ireland, opening up the whole interior to the different
ports that were in regular communication with England and Scotland
The remainder of the evidence, till the rising of the Committee.
teas as to the general advantages of the line, which he stated at some
length to be superior to any of the competing lines. It was
arranged that the engineering evidence should be gone into to.
morrow.—The Committee rose at four o'clock.

Group 11.
This Committee, consisting of Lord Barrington (Chairman), Mr
Leader, Mr. Christie, Mr. Bannerman, and Mr. Bottleld, re-assem.
bled at one o'clock today.
LANCASTER AND CARLISLE RAILWAY.

The Committee proceeded to pass the clauses. • •
A clause to give compensation to the Lancaster Canal Com-
pany was proposed, but rejected by the Committee.
After passing several clauses, the Committee adjourned to
to morrow week.

Group W.

, . .
WAKEFIELD, PONTEFRACT, AND GOOLE RAILWAY.
(Continued from our Afternoon Edition of yesterday.)
Mr. William Bingley, of Etersley Lodge, in the West Riding of
Yorkshire, was next examined.—He was well acquainted with
the district between Penistone and Huddersfield. The price of
lime now was 255. per ton, and he had no doubt that great quan-
tities of it would be used for agricultural purposes, if it could be
conveniently procured. The present consumption would be greatly
increased if a line of rail was formed from the Knottingley quarries.
There were 50,000 acres of land in that district which required
lime. The usual quantity of lime used for an acre of land was
two and a half tons. The price of lime at the Knottingley
quarries was 6s. per ton. He considered that the annual quantity
of lime used for the district referred to would be immensely in-
creased, if this line were formed.

By Mr. BOUYERIE—A great quantity of land had been lately
inclosed in that district. It had been limed, and this had greatly
increased the ♦alue of the land. Previously to its being limed,
he had let the moors at Is. 6d. per acre for grouse shooting and
sheep-walks, but since that he had let It for c2os. an acre.

Mr. Henry Biggs, of Overton, Wakefield, was next examined—
Was managing partner of the Flockton collieries. Occupied 1,000
acres of land as colliery beds. Turned his attention very much
to the subject of the application of lime to agricultural pur-
poses. Had lately written a paper on the subject to the Geological
Society. If this line were formed he had no doubt but
immense quantities of lime would be applied to the land along all
that line of country. The average price of coal, at the pit's mouth,
was 6s. 9d. per ton. This included the royalty of Bd. per ton.
Mr. John Walker, surveyor and mining engineer, had been in prac.
tice for twenty-five years. Was well acquainted with the coal
district of Wakefield. There were ninety-one colleries there
within a circle of six miles. The produce of these mines
was sent to all the ports on the eastern coast. Immense
quantities of coal from this district were also sent from Hull to
America, and other places abroad ; and he had no doubt if greater
facilities were afforded for its transit to the coast, that this exporta-
tion would be increased to an incalculable extent. Upwards of
5,000 tons were at present daily raised from the beds in and about
Wakefield. Thought that greater regularity would take place in
the transmission of coal by railway than by canal.
Mr. Richard Pope, 8, Lower Thames-street, City, was joinf
owner, with his brother, of an extensive colliery near Wakefiel,
Shipped large quantities of the produce of this mine to London and
the ports on the eastern coast. This coal was known in London as
the " Cliff Wall's-end Coal." Made a railway of two miles, with
tunnel of 260 yards. Before the making of this railway raised an-
nually from 35,000 to 40,000 tons, but since that the quantity
raised was much greater. The strike that had taken place in
the Newcastle collieries was the means of introducing to
a very great extent the coals of the Wakefield district, but
they were known in the London market before that. He had
thirty-two vessels employed in the shipment of this coal, and he
was very frequently unable to find as many vessels as he re-
quired. These vessels brought back nothing, as the delay which
would take place in unloading the returned cargoes would throw
the colliers idle. This inconvenience would not take place if this
railway were carried out.

The Hon. Mr. Lascelles deposed to the favourable feeling which
existed in Wakefield towards this railway. He knew many of
those who signed the petition which had been just presented in its
favour, and they were very respectable people.
By Mr. HARDY—Mr. Smith's house was of that class of houses
generally occupied by country gentlemen. Did not know whether
the line came within half a mile of it or not.

Lord Pollington, BI.P. for Pontefract, stated that the feeling of
the inhabitants of Pontefract was entirely in favour of this line.
Mr. Monckton Milnes, M.P., Pontefract, deposed to the bene-
fits which the railway would confer on the malting trade of Ponte-
fract and the trade of Knottingley.
Mr. George Russell, butcher and cattle-dealer—Lived at Kel-
lington, within 16 miles of Wakefield. Purchased on an average
1,000 sheep in the year, and 100 fat beasts, which he sent to
the Wakefield market. Found that beasts were sent from Ham-
burgh to Wakefield in less time than he could bring them from
Goole. (In reply to a question from Mr. Wilkins, this witness
caused great laughter by saying that these Germam beasts
were called " Sir Roberts.") These " Sir Roberts " ar-
rived in better condition from Hamburgh than his beasts
from Goole. If this line were laid done the facilities which it
would afford would enable him to compete better with the " Sir
Roberts._"7(Laughter.)

Mr. John Patty, butcher and cattle dealer, gave similar evidence
as the last witness to the advantages which would result by this
railway in affording greater facilities for conveying cattle.
Mr. James Hymer, miller, near Snake, deposed to the great disad.
vantages which those in his line of business were at present labouring
under for want of increased accommodation for conveyance.
Mr. John Norwood, corn-factor, gave similar evidence.
Ralph Creyke, Esq., lived near Goole. Was proprietor of two
thousand acres of land. This line of railway would, he consi.
dered, tend very much to open up the resources of the country,
and was in his opinion the most eligible line that could be
laid down for that purpose. It received the most unanimous
support from the inhabitants of the district, and a petition was
adopted by the inhabitants of Goole in its favour without a dis-
sentient voice. He had no doubt but every department of trade
would be benefited by it.

Mr. W. Wells, agent to Lord Beverley—Occupied 450 acres of
land, and had no doubt but the proposed line would ma-
terially benefit his interests by the increased facilities
which it would give for the conveyance of agricultural produce.
He also thought the public would greatly benefit by the in-
creased stimulus it would give to trade.

Mr. M. %Vedall gave similar evidence, and it being now four
o'clock the Committee adjourned till twelve o'clock to.morrow.

Group DD.
GLASGOW, DUMFRIES, AND CARLISLE RAILWAY.
(Continued from our Afternoon Edition of yesterday.)
Mr. Pine, flax manufacturer at Aberdeen, said his goods were
principally sent to Manchester and London, and also to other places,
and he considered the Hawick line would be the most convenient
for the transmission of his manufactures.
_ _

Sir Thomas Phillips called Mr. Reeves, of the Post-office at
elasgow.—He was of opinion that so far as post-office arrangements
were concerned, two lines would afford greater facilities than one,
especially as regarded the Hawick line. The proposed lines passed
through highly populous districts, and were important
on that account. Certainty in the conveyance of the
mails was very essential, and, in fact, preferable to an increased
speed without security in point of time. The districts in the neigh.
bourhood of the Hawick line possess a considerably larger cor-
respondence than the towns lying on the Caledonian line.
For the north of Scotland the nearest route from Edin-
burgh would be by way of Fife. He considered
the mere shortening of the line from Dumfries to
Edinburgh was not of so great importance as the making of the
Hawick line.

The CHAIRMAN, at the conclusion of the examination of this
witness, stated that it was the intention of the Committee to give
their decision as to the merits of the competing companies before
they entered on the consideration of the Clydesdale Junction Rail.
way.

Mr. Gibbons, cattle salesman at Liverpool, was then called, and
said he had dealt extensively in cattle for several years past. The
principal trade was obtained from Inverness and its neighbourhood,
and the cattle were disposed of in Cumberland, Lancashire, and
the northern parts of England. Considerable numbers were sent
from Liverpool to London. The cattle brought into Liverpool
travel to Carlisle, for the most part, on foot, and are conveyed
from thence to Liverpool by railway.
Mr. Miller was called to clear up a point on which the Committee
had some doubt. He said, that at a meeting in the Merchants'
Hall, at Edinburgh, it had been publicly stated that it was not
intended to carry the line beyond Hawick, and it was always dis-
tinctly understood that it would terminate at that place ; but subse-
quently it had been determined to continue the railway on to Carlisle,
The only reason that had induced the Edinburgh people to give
their sanction to the Caledonian scheme, was the promise which
had been held out to them of a plentiful supply of water.
Mr. M'Adam, farmer, in Kirkcudbright said, that the average
number of cattle transmitted from the district of which he was cog-
nizant was about 19,000 annually, the value of which might be esti-
mated at 200,0001. He considered that from the advantages which the
Dumfries Railway would offer, he could afford to pay Id, per head
per mile extra for the transmission of the cattle to Edinburgh.
The Dumfries line was far preferable to the Caledonian. He was
distinctly of opinion that the fat and half-fatted cattle would go
by railway, but the lean animals he thought would be
driven in order to afford facilities for feeding. The
expense of the present transit of cattle from Dumfries into
Norfolk averaged from 20s. to 30s. per head, and he had no doubt
that to dealers would not object to make a sacrifice of a penny
per head per mile extra for the convenience of having them con-
veyed by railway, as by that means of transmission the beasts would
arrive in a better condition at their destined market, and realise
a larger profit,

The examination of the witnesses generally today was not of
he slightest public importance.

At the close of the depositions of the last-mentioned witness the
Committee adjourned till half-past eleven to-morrow.

Group B.
The Committee on assembling proceeded with the
LEEDS AND THIRSK LINE.
Dlr. Grainger, the engineer, cross-examined by Mr. AUSTIN,
Q.C.— Witness has gone over the, country to form estimates of the
expense. Declines to give in a detailed estimate. Can do so by
copying it from his book. That would show cuttings, embank-
ment, tunnels, and most of the slopes, and the prices.
Mr. AUSTIN submitted to the Committee that it would save con.
siderable time if a detailed statement was furnished, instead of
having to extract the same result by a long series of questions.
The engineer objected, as if it got into the hands of a con-
tractor, it would enable him to estimate according to the en-
gineer's estimate.

The CGmutrrEE thought they could not order any written state.
meet, as it was objected to on the other side.

_
Cross-examination resumed—The cuttings for two miles are on
a slope. Had obtained the level by taking the depth of the centre
line. Has compared the country with the section. Was to have
consulted two contractors, but no contract has been concluded.
Has surveyed the country north and south from Leeds to North-
allerten, and Poole and Weatherby west and east,

By Mr. WHITEHURST, Queen's Counsel—Has examined the soil
in Bramholt, of which the principal part is sandstone. It is not a
solid bed, but consists of large blocks. Has examined the springs
at Bramholt, of which there are three or four. Two other gentle-
men have examined that part of the line, Mr. Jerdein, and Mr.
Sopworth. Has made five borings. The second boring is about
half a mile from the first, and the others about 500 or 600 yards
apart. One borehole is opposite Bramholt-hall. When that bore-
hole was making one or two wells became dry.
At this stage, Mr. OvERENo, for the promoters, proposed certain
terms to Mr: Whitehurst ; but that gentleman stated that, appear-
ing as lie did by order of the Lord Chancellor to protect the estate
of a lunatic, and having no power to take any sum of money, he
only sought to be placed in as good a situation as before.
Examination resumed—The tunnel commences near the first
borehole, and there is a cutting of 78 feet 10 inches, about 5-Bths
of a mile. The cuttings at the other boreholes are 130, 216, 270,
and 72 feet respectively. There are three or fuur springs in the
northern extremity of the tunnel. The tunnel would probably
affect to some extent all the springs in the nelghbourhocd. Is
not aware of any proposal having been made to the Leeds Water-
works Company for the conveyance of water to Leeds. The
width of the four permanent shafts in the tunnel will be 30 feet in
diameter. Is not aware of any means of preventing the drainage
of the springs by the oonstruction of the tunnel. It would be

practicable to put a pump at the end of the tunnel and force the
water up to the highest level of the township. It is impossible to
tell what effects will arise to the springs until actually tried. .
By Mr. Sergeant BELLasts—The branch connecting the
r
with the Leeds and Bradford line quite the maine line at
a di':
tance of .II miles from Leeds. That branch rune chiefly throur
Lord Cardigan's property. The gradient is partly lin 33, in I, 'An
102, and partly level. It is a descending level to the Bradtteer':
line. The gradient lin 33 continues for one mile and a eniir,.o
and will be worked by an assistant engine. Another branch
been abandoned, which was to run through Lord Cardigano,l)7o
petty. The main line also runs through Lord Cardigan's PrwPoed,
for two miles and half. Part of that property consists of
butt not ornamental. The cost of the main line from the Pai..,",
whence branches the Leeds and Bradford line, and the
..,i
station, about four miles and three.quarters,
120,000/. The reason for making an entire line toss i'7,,,
parallel with the Leeds and Bradford line, was the differenolLsre"
leve:s. The excavations and embankment on the main line
4,353,605 cubical yards, • all°
Mr. Servant BELLASIS then inquired the price per cubic
of embankments at certain spots. • n 041
Mr. OYEREND objected that an answer to such a questio
will be !nut,
it
compromise the interests of the Company assts wer4( .
j
The Committee decided that the question might be
The witness thee said the cuttirg would be Is. 2d. and .
pe d.
The w Wind ;"-
r yar di irNle
itness was then most minutely examined erelk
of the individual works to be executed on the line, an
tive e.
HALL, onstimated prices. ,I'l4
Mrthe part of the Leeds Waterworks Core Pan irj ue .
that he was quite satisfied with the protective clauses to
reeled by th prooters. t o°ll'
Mr. James Fenton, civil engineer, was of opinion Oa
"goted,
laid down by Mr. Grainger is the best that has been
and was perfectly sotisfied with the estimates.
.1304 Er-.
Mr. C. Vignolles, civil engineer, examined by „ester
Has been over the Leeds and Thirsk line, and over tbe'l,l.ooll
grated to the east, and considers Mr. Grainger's as
a link of communication with the north, the interest efirord baler
the western districts of the West Riding. It will ~,,r oche;
accommodation to Knaresborough than the Pill-nhTho le
Ripon is on the line, which goes right up to Thirsk.
their
carefully over the estimates, and is quite satisfied .°,fed no la°
clency. The cross-examination of this witness elicited
of importance. tea le.°:,
Mr. J. Evans said be had been a railway contractor for
go ota
a.nd had been engaged on the Manchester and Lee" :00(0
lines to a considerable extent. Has examined the estbna.
sod iisa
line, and would be happy to take contracts at the Price.'
_,,,iih
signed a bond to that effect. , ..if salds6'' to
the be 526,041
it:ekrilmeflonr:...bJ.tßherawy,oarklsoatahraisilpwraicyeeso.ntractor, was sitniab'' OW
the estimates of Mr. Grainger, and had signed a the
3111.
Cc :sine:loi tfteenoepuesrnrnse..boecc-traeo:cedmlaccotropinswritidmwaoiitnueinhtclggtvehetleyehtw.so:tii' of the W
yCothopeemr,ailnanlitesutrovebyeo6r4,9st4a9tied.,
atthwe value of
bole,thel'inadchlt"di4ba
liiii
at twelve o'clock.
the Leeds station, 104,000/.
The Committee at this point adjourned until
day),
6. oftrisßS. ~.,
SELECT COMMITTEE ON STANDAII:to inquire into rej
v a rit'ohiiiss folloWine ..
g Ortle"
rpeaprTot
ihretasetdati
htl
allowed
standingei de Ht eto the . dill
to them from th
cisions with respect to the Bills hereafter pain '
rn. AILWAIrei.d the
THE GOOLE AND DONCASTER Iled witb, -
VW'.
RAID
THE DISS, BECCLES, AND YARg
A similar report will be made in favour of thisAcTiaN• ding
THE SHREWSBURY AND GRAND J 0 the lien
The Committee will report, that in this case
orders ought not to be dispensed with." both
The same report will be made with respect W 0.
,t THE HARWICH RA1L0.9,,,e0911.
id. The Committee adjourned shortly 1........)..
/ENT.
IMPERIAL PA RLIAN
. HOUSE OF LORDS, 1"65 ore'
Their Lirdships met at Four o'clock. i. were x 0
„,,,,,nooto, ~,hoP
Petitions against the grant to it"V" AreDui" Gioty
sented by the Earl of Harewood,
thel3ishop of
Canterbury, the Bishop of Cashel, thee
ton,
tester, Lord Abinrer, and Lord Ashbutoenro.
us
pett
Earl FITZWILLIAM presented flume.
from places in Wales against intemperioino, 0 the
THE PUBLIC MUSEUNIS.„-"6ogge
On the motion of the Duke of B. e, tition
Public Museums Bill was read a second titnted s Pe.r, is
The Marquis of LANSDOWNE present' ckesill
from the Presbyterians of Lancashire prey Os
GI of
s• ii-
favour of the grant to Maynooth. lion fP'
Lord BROUGHAM presented a pett vry 0, 00
effect from the corporation of the InYsnot oloYhter.)
mongers.—(Laughter.) That body was not
lsog,. the
respectable but most hospitable.—(u' they
and t
They had large estates in Ireland, an
best landlords in that country. S BILL' Lion
CHARITABLE 'TRUST corpors .0 of
Petitions were presented from the d comPeniftbe
Cooks and several other of the incorporate .tiop o
the oper. 13
London, praying for exemption from sii°ll.
e ii
Charitable Trusts Bill. bt that 13 sr ii
The Earl of WINCHILSEA thong did not be folo
not do justice to his own feeling's if he b'ela the 001
r ill w 1 gbt a
testlin • oterr tli',eto,t_aldii.n.
testimony to the excellent manne ahe thou frO-
of these companies were managed, an ..,...,„ theto
no evil could possibly arise from exemlatwa, tioo
Use-,
, a A
the operation of this Bill. i bed to ask - to
The Duke of CLEVELAND "'''' • reap o 0
with re • tie
of the Noble Lord on the Woolsack, ,
ve_ych iosot
gilor
Bill. It was not enerally understooa oi,
include 000
g and h; 11 were to be ,.,,h 0
were to be exempt, w..c-- - ' _„bke
the power of this Bill. The several y ,e, 0 _
were L.,, din re,
of the country, for instance,
smithystill jor
be exempt? There was Westminster, estbo,
Christ's Hospital, which was the most w void 00111
ment in the whole countryand the first °this P°pfP
,
Ever since the 22d or 23d of George -'-:',,r, and abetter
had been governed by a preiident, treasl,l";e" been 'Oa
managers of its own. No property could "isit," felt l'i to Isl
manaed than theirs, and the nature boo-
ley this $c
jealousy
at being •
interfered with—was .. f .tili
affected by the Bill ? i gasper
LORD CIIANCELLOB-4 wll
,
question when I introduce the Bill. 04
MAYNOOTII. 00
T.,. Do ,h; all
3
The Marquis of LANSDOWNE and ,--- 00.- fr
Ilslll Pi'
presented petitions against the grant to from
the latter Noble Lord one in favour of it,
ceston. nßbedilic.:ovvearediigWibinecithr (

i nhogwr
sei tffvr
ebrn:
The M 'of
Mar CLANRICARDE too.doittisboi
nity
mamtotoort,ed,andhe
hohadwams andeappyinclittoir!:_aytheh,Pfhtli;
of
statingC, CONDEMNED SERINIONI,.
the oppall;
execution.s ion ofthe I pt that since the subject of .500 ging
public to be present at the condemned s rope tbe
the matter,
wgadeetirrrsteehtceoteensbdateirely withou.t blsoe 1,11 helrboti
shouldanindividual, at thmtoer
uwbalisc
tthoe sceuestHomo,aeorathteh ua..4beriv3_lloot,
e ge 0
mil erely followed the Plan of their predecessoc`a9;o of "'et of
mt_faegewaanti
,rntishewt
oh
huagomheßwnt ihol,
highly • A g pAitg. sly
improper.
parishh of St. etott
INCLOSURE OF NOTTINGII'„;fIe, 0052,-,,b00'
every esien
obtain
t; i smt oasep observewit.rhh teut t
lbb
istheo prvirs I air; et:
ete:oZr, gwi oe .
Lord BROUGHAM presented a Pet.'"o-(Notrf:l7 the,
and respectably signed by the burgesse,s de Witilloi,
focrofommm Parliamentao Bill for
tdfaoiwrnryruoiiiuoncliscedhuli ovrbseeetihnvmagnetoirgcthecoirtosvnt
Exibianuel.vroi
ofreitit
ii
govoa e °roe"),
tfln
00 re
oi:r
nborciigyh, ts. y pensat
same NOBLE LOAD begged atiti°°
but of equal
from the Geneia9r
The to pres;eo eitherotioO,
NEWFOTJNDLA)III at a TIRO°
j uoahrtlii
isAotdfifsetrshtoeiommusabesi who Assembly
ioatfshsisleorehowelhcifieriui:loarriiilors,fibde.ri,psioniskowle:sso:
on behalf of the Assembly, by the SPete; of 1' &jog
too long to read, he would state the he , sociea,eetos
petitioners stated that theirs was the 03°5(thrsotth'istbei
of the British empire. They had seen."' bags, sv bd °
the packets pass on to Halifax with their They
_4OO,
had five hundred miles of sea to return. 0,003,1:01;
I, le vs de tiliufr i d
harbour which was fit to receive the w A.° 500 lichA ;
vcb:letre always:seam
It was only 1,800 miles from hence to IsTewforlf,ter
week,
uld go oefo,ver
people appeared to think that they silo is sy .0, -
ni th heir ° freg
point in order to reach the nearest. with 0 t
pondenee. Sometimes they were 2' ferlbich svilsot 91/it
serioui att,ntion to.
in summer, and a month in winter, i'v ,rbie w
.0 the
serious evil to a mercantile comnaunitP hips gt he
ject which he ho d
pe to see their Lora. of Id
at least, in arrear eielight in 01,
lain a b
eeklery odd that the te oe,,,they
covrPo lien . elf
Lord STANLEY said he could not neci .eet 104
manner in which his Noble and Lettrtbe sahlert trio
brought this subject forward, or thatd baveibaeifea 'hell
was not an important one; but it w(51(11 Friel:osod t'.
convenient had his Noble and Learne sbe ite ,
have turned his attention to it. be
t
notice of his intention to introduce it, 5
aitha"
1 will -- Seble
Lord BROUGHAM—VireII, then, '-
petition, and give you notice.
Lord STANLEY did not wish to e- eh.' et fret
e ve ty
afrel bi(sDstlgi,b;
and Learned Friend to make another sPeetrecewith t t
ter.) His Noble and Learned Friend Tsisjered ae tiell,
there were various questions to be
_itteots. `;., form
spect to the various post .office arrange Jobe's4i hoe tit
also recollect that the harbour of St. bie, w t.
. ccessi es, at
considerable portion of the year Ina
_, the Yotioo,o
harbour of Halifax was open throught.'",e the 9,.aatv,..
was, therefore, more advantageous to ,„J asc7l'r tie
Halifax. This was not a subject whiev :0""%, 000'
~
attention of the Government, but it o'ls_ fted, ~.0j fio
consideration, and it would not be neglected, fr_lrer fief
Lord BROLTGIIAM said that his l'44bere net O
Lord BROUGITAM said that his ,rbcre atete rue
rather premature in his pleasantry.
es
pleasantry less founded in fact. t,",,ontrY was
1111..il
the Dee Oleo
pleasantry to be founded in fact. pre:'d in /0%0076
entertaining when it was not founuey. the fa Theo,
was the case in the present instance, yr 'Ol-gbter.),, pie ;
Noble Nathe eet4l
was neither lively nor ainusing.--("5 eod repor
was neither fact nor joke Friendhis
santry. Had his Noble e_ovs,itre;waorriLg'ool,
which was attached to the petits ratebor rePitie°°. ••
deal of importance in that most - 1 a little
.10, in,
yet his Noble Friend called it 014 Gniy a.% te,
vience. He would ask whether it
.1.1r0v,5_,,5, 0010 r, ' We:,
convenience for the people of St., John raovrfooth ,
Newfoundland to receive their leite r..„,,1er I. oitir,
It was not very likely iv i';csi five „,i0 to
from the mother country during tltei st'o-pinioilveharfoo
the mail bags would be earr'cbt back ','"i" if th
the harbour, which would be factinahthat v°lll folii
miles round by sea, and then be brought the resrP.ino. the
petition was acted on. He thou,
communication originally by
aeration' 4311 !is op of
fax would be a most difficult P.,, 4.01 ln 1, fro
T COD3`"C d Ole ,be
the intervention of the sea. he what b 5 O a
had been very} much confirmed by: iy buthis 43 be "I
viousnow cl
his Noble Friend in reply. Pre . , O, oti I
had seen only one side of the quesilot2,,_felt ve
0,.
the,
been made acquainted with bulb. !11e0,,ttee._its or
inclined to refer this petition toi hulawo give D
Lordships' House ; and be certain y
Newfoundland on
ce°oo; 0
„11,
port to it. ova
.0 Pap ;n'
TURKEY AND ," f,„. ortst ter 1
l'u""-j hat 5 ccs
of which he had given notice °n.n
aft
t _lsom ~
Lord BE.AI.IMONT rose to move
,3',0, last, ¢d to'
formation with respect to certai,evrn,o circul'... WI
cently transpired in the east, t-, tn,tition v._:sstorev
recently
and that country had only very
had occurred in Greece, since the re' been r.