The Sun.
London, England, 1845-05-10 00:00:00

THE SHERIFFS' FUND.

,Al TO THE EDITOR OF THE COURT GAZETTE.
`tiesarsirtiOng the corporators of the City of London I know
kai
u're some highly honourable, wealthy, and benevolent per-
-14" 114" it affords me a great pleasure to witness how nobly and
sappt souse of these men devote their time and their means to
Nrtexteaind extend the many charities and useful institutions in
t. 1.1 with the metropolis. Indeed, I have only to referf
thar "Tour advert aes to show their exertions in behalf o
t• It> g g
6r almost every form. I beg, however, to call the atten-
,4.4to,Z,°er readers to an institution,
_which 'although not of re.
`4ld, aa'rt, Is
One in its nature and object of the most important
You.
t'4l Wh may not, perhaps, have come previously before
hat mean the " Sheriff' s' Fund, for Middlesex and. Londoll.''
4150 04 excellent and benevoleut man, whom Providence hasd
1:? ‘,"'l:4 With ample means, Alderman Jelin Johnson, an
a"d' ew°llllY ana heritable colleagues, Sheriff William Hun.
eyrq t'eam'heriff Thomas Sydney, with their excellent Hono.
%re' :10n
-acretarYa Mr. Cooper, are, I am aware, using
?Air nglY I ,
-0 make this institution largely, practically, and I
Useful. It has hitherto not been duly known or
hen, ~EverY friend of humanity must, 1 feel convinced, go
ar- '" gPirit and aid them to the fullest extent. It has been
"ttlea'lahle rule 'for aid
Lord Mayor and the Sheriffs for the
da t
(shear) ° sUbscribe largely to this fund. The now Sheriffs have
t: '''ut I believe I can, as a part of the Corporation of the
. • iii‘o-ciarti! that the present Lord Mayor has not done so ; this offi
"` ' is allowed by the Corporation of the City
kaPitalit
of income to support the charities, the dignity, and the
atiy the City ; and it is well known that the .harities, the
tie-b" acirnirable charities of the City, which are anything lebt ' have not been subscribed to or supported by the pre-
ribs lt-41s
erve th aglstrate. As a citizen, I feel wounded and insulted to
ti;°a•sou e Princely income of the present occupant of the Man-
the e,pee'elaellilair unappropriated to any of these charities, and
}tis first to Y. to that (the " Sheriffs' Fund") which is uniformlyn
all 441)
.WhiCh the Lord Mayor usually devotes a large sum o
rs,44ehasttyPtZOf Office. The Corporation of London have been
thi Cit im—they have bestowed on his son a young cler.gy-
I 4 betiefice of some hundreds per annum! and in retarn,
kart4oti srthe Rev. Mr. Gibbs has, I am told, offered topreach a
essita„,, the benefit of the " Sheriffs' Fund."—l am, Mr.
Your the
faithfully,
tWa
A COMMON COUNCILMAN.
- rem•,
,247letty
In give insertion to the above letter, having so often
thuth ntiroated a hope that Mr. Alderman Gibbs was "as
tl5 Losd-s9,dagainst as sinning"—and we are yet of opinion that as
to tto`aYor of the great City of London, he will not let his
4.,:chrt,ti_wo to posterity, as one refusing to aid a most laudable
tiiii,oB44 cause, when funds so ample also, are at his imme-
'l'"--Eo. C. G.]
RISH ACADEM lES' BILL.
tzs
'fl 1-THE MORNING PAPERS OF TIM DAY.
alt,i`rt
eq t,, y
e new academical institutions announced for Ire-
thoTOughl in accordance with the precedents of the
excite any surprise, or, we should think, to meet
thaiYiekltb," the t;ts.al opposition. It appears to be a settled phoint,
thm. h'g, have fought for, and the Conservatives ave
yo ~,;,Whatelar the State does for the education of the laity,
at al~gts tial‘°t-It respect of religious differences. Session after
tun
"4 to coenteeonmdr7
ta-ataZe°st week eater week, seems to remove further from
British statesman willing
on sp.ectace
tot- aExisting institutions may
sal iegitt t 4
time,
be
itortntrin
yseaprosino'r centuries. But the rulers
ottirrasetery tors a
t °' the British empire no longer avow themselves
Ntsme ‘eai,,f°und new colleges and schools of general learning
r'Vve principles of Wykeham and Waynfleete, of
0,4 Prhe he'ther, or of Laud The pledge which last year re.
titefesa,,:rrts•Mr. Wyse cOuld not be redeemed with any plan
Oroaa_liska a, religious unity to literary and scientific improvemenht.
ta m Sir James Graham last night explained at length t e
sa,tbe letter °I academical education for Ireland. The plan is, almost
tisjn'treet,de:s that which we have more than once most earnestly
itiwith'. We can, therefore, give it our unqualified appro.
te • "olit '
AD '4l prosincurring the suspicion of merely flattering a
Watti V ,I.lOition.
f411;11', (Say}-'ll.--Sir James Graham last night brought for-
Pet Sinipisr4l-nent plan for academical education in Ireland. The
Ila,44jartiotte' and has tl e great recommendation of being free from
q'ille
aPPeared to give the greatest satisfaction to the
greate„ "a we doubt not, to the country. Ignorance is one
litsitfl° ram of Ireland's evils, and the education of her people
legistir ameliorate their' condition than any course of
tvhichhONicaLt'clo which could have been devised.
hos, the „ , s•---Notwithstanding the general approbation with
Rsut ae of
'aLerrient f •
COro, 0 Sir James -Graham was received I y the
beees. on last night, we cannot anticipate any very bril.
for his last " Of ed eme, either as a measure of conciliation or a
hi_ to to_ Ucational imprcvement. He refuses positively to
aa raust'an Catholic the hi d ante es of that University
th!' alwaYmakes'er v g other, and
Iqt,, oi corm rank In Ireland above every h
t)},'eaera4cl opini let Parliament do as it may, to form t e
,ottlre, to
adonns of the bulk of the educated class. He refuses,
et„ar'ta realiPt,the only means of placing Roman Catholics and
- sante p,3: 71)°,1 a par in the matter of education. H. e
4t„e'i.if the :itive good by the establishment of proviacial
tt°stility of the Roman Catholic clergy does not
41 ho „„)tt establishment •bt the good, at the utmost, will
by the °f Proportion to Iheuevilinflicted upon society in Ire.
thet,i4t:ttre,r44ottaltglrlivUeanee of the exclusive system of Trinity Ctioninesgten.
tt!,,e . the Government credit for good tj'quired, "'ugh not for the statesmanlike boldness which the
%hat t
if aieal cni.,(.1,,,e. ould. not give a particle of encouragement
tat ee,oios:!'saition with which they are likely to be met ;
Drop:, we to resist alteration in Trinity College be per.
te."l think it will become a question whether the Bill
;o'tourl'moti the whole, attain any of the great objects of an
A4lO.
44AMEN
(.4.11e f TARY BUSINESS.
1
eat lAtvi FRIDAY,
laahtl A estern Rare" presented and read a first time :
ft!thin'tilt:(ittr). Way (Ireland) (Dublin to Mullin gar
\'74lll* 14111a1:11 4" Gloucester Railway (Worcester Deviation).
.tlir4lltiello.,,tian 9,loucsster Railway
urness Junction *Railway.
( Wolverhampton Line).
St,ke4,l,-la Gloucester Railway (Gloucester Exten-
r , and -Midland Railways Junction).
!1.11 °1(41.•
'S,,t,leQing,_Dills were re, ported, and the report referred
" ales Oo,Yttt on Standing Orders :
th Coy, uihvaN-.
nd+a-Jsties -
r'skta„,iot s‘aa (...ambridge and Bury St. Ed-
-4110 )11 ').
tatt,ir leer, g Bills were read a second time and commi, fed,
'OO,- Ile Committee of 'Selection id Enniskillen Railway.
ighton Railway (Horsham Branch ).
on Railway.

Gravesend and Rochester Railway.
Great North of England (Clarence and Hartlepool Junction)
Railway.

The Mowing Bills were referred to the Select Committee
ea Petitions for Private Bills : -
Newport and Polity Pool Railway.
Brighton, Lewes, and Hastings Railway (Hastings, Rye, and
Ashford Extension).

The Blackburn, Burnley, Accrington, and Colne Extension
Railway Bill was read a third time and passed.

NOTICES GIVEN AT THE PRIVATE BILL OFFICE,
THURiDAY, MAY S.

Bristol and Exeter Railway tiranches,—Committee on Bi
adjourned till Monday, May 19, at twelve.
FRIDAY, MAY 9.
_

Whitehaven and Furness Railway,—Select Committee on
project, Tuesday, May 20, at one.
Whitehaven and Furness Railway,—Second reading,
Thursday, May 15.
Yarmouth and Norwich Railway,—Committee on Bill,
Monday, May 26, at twelve.
Eastern Union and Bury St. Edmund's Railway (No. 2),
—Committee on Bill, Monday, May 26, at half after twelve.
Lowestoft Harbour and Railway,—Committee en Bill,
Monday, May 26, at half after twelve.
Diss and Colchester Railway,—Committee on Bill, Mon-
day, May 26, at half after twelve.
Norwich and Brandon Railway (Diss and Dereham
Branches),—Committee on Bill, Monday, May 26, at halt
after twelve.

North Woolwich Railway,—Committee on Bill, 'Wednes-
day, slay 27, at one.
South Eastern (Maidstone to Rochester) Railway,—Com-
mittee on Bill, Monday, May 26, at twelve.
South Eastern (Branch to Deal and Extension of the
South Eastern Canterbury, Ramsgate, and Margate) Rail-
way,—Committee on Bill, Monday, May 26, at twelve.

. •
South Eastern (Ashford to Hastings) Railway,—Commit-
tee on Bill, Monday, May 26, at twelve.
South Eastern ( Widening and Extension of the London
and Greenwich Railway),—Committee on Bill, Monday, May
26, at twelve.

South Eastern (Tunbridge to Tunbridge Wells) Railway,
—Committee on Bill, Monday, May 26, at twelve.
South Eastern (Hungerfiwd-bridge to Chilham, with
Branches) Railway,—Select Committee on project, Monday,
May 26, at twelve.
South Eastern (Lewisham to Tunbridge and Paddock
Wood) Railway,—Select Committee on project, Monday,
May 26, at twelve.
Liverpool and Manchester Railway,—Committee on Bill,
Monday, May 26, at twelve.
Blackburn and Preston Railway,—Committee on Bill,
Tuesday, May 27, at twelve.
Aberdare Railway,— Report, Thursday, May 15.
Grand Junction Railway (Dudley Branch),—Report, Thurs-
day, May 15.
Manchester and Leeds (Burnley Branch and Oldham and
Heywood Extension),—Report on re committed Bill, Thurs-
day, May 15.
Shrewsbury, Oswestry, and Chester Junction Railway,—
Report, Thursday, May 15.
Trent Valley Railway,—Report, Thursday, May 15.
Diss, Beccles, and Yarmouth Railway,—Select `Committee
on project, Monday, May 26, at half after twelve.
Cork and Bandon Railway,—Committee on Bill, Wednes-
day, May 25, at half after twelve.
Waterford and Kilkenny Railway,—Committee on Bill,
Tuesday, May 27, at half after twelve.
Liverpool, Ormskirk, and Preston Railway,—Select Com-
mittee on project, Monday, May 26, at one.
Preston and Wyre Railway (Lytham and Blackpool
Branches),—Committee on Bill, Tuesday, May 27, at twelve.
Birmingham and Gloucester Railway (Worcester Devia-
tion),—Second reading, Thursday, May 15.
Birmingham and Gloucester Railway (Wolverhampton
Line),—Second reading, Thursday, May 15.
Great Western (Ireland) Railway (Dublin to Mullingar
and Athlone),—Second reading, Thursday, May 15.
Brighton, Lewes, and Hastings Railway (Hastings and
Ashford Branch),—Committee on petition, Tuesday, May 20.
Liverpool and Bury Railway (Bolton, Wigan, and Liver-
pool Railway, and Bury Extension),—Committee on Bill,
Monday, May 26, at one.
Londonderry and Coleraine Railway,—Second reading,
Thursday, May 15.
North-Wales Railway,—Committee on Bill, Monday, May
19, at twelve.
London and Croydon Railway (Enlargement),—Second
reading, Thursday, May 15.
London and Croydon Railway (Chatham and Gravesend,
—Second reading, Thursday, May 15.
London and Croydon Railway (Maidstone, Ashford, and
Tunbridge),—Second reading, Thursday, May 15.
London and Croydon Railway (Orpington Branch),—Se-
cond reading, Thursday, May 15.
London and Croydon Railway (Chatham to Chilham),—
Second reading, Thursday, May 15.
Epping Railway,—Committee on petition, Wednesday,
May 21.

Select Committee on Railway Bills or projects comprised
in Group DD., adjourned till Friday, May 16, at twelve.
Select Committee on Railway Bills or projects comprised
in Group 8., adjourned till Monday, May 19, at twelve.
Select Committee on Railway Bills or projects comprised
in Group N., adjourned till Tuesday, 11lay 20, at twelve.
Select Committee on Railway Bills or projects comprised in
Group Q., adjourned till Monday, May 26, at twelve.
Select Committee on Railway Bills or projects comprised
in Group X., adjourned till Friday, May 16, at twelve.

THE SUN, LONDON, SATURDAY EVENING, MAY 10, 1845.

RAILWAY COMMITTEES.
(YESTERDAY.)

Group Q.
NORTH WALES RAILWAY.
(Continued from our Afternoon Edition of yesterday.)
Mr. Daniel Breese, solicitor for the Bill, was then examine.] as
to the traffic anticipated on the line. It appeared from this w;t.
ness that the yearly number of passengers calculated to pass along
this district was 64,334, which was a daily
average of 413 per day,
and would recount to 125,000/, per annum. The slates and mine
rats were calculated at 223,004 tons, producing 27,5751. ; live stock
at 60,026, amounting to 3,0011. ; miscellaneous goods, 4,499 tons,
amounting to 5601. ; and f reign goods that were likely to be landed at
Portdynllaen for Manchester and the inland parts of Lancashire,
at 20,000 tons, amounting to 2,5001. This witness proceeded at
great length to detail the sources of traffic and its amount which
was expected en this line, with the modes which he adopted to
come to such conclusion.

Other witnesses were then examined as to the assents and dis-
sents of the owners along the line, and the number and character
of the shareholders. This closed the evidence of the promoters.
The CHAIRMAN wished to examine Sir John Rennie as to some
of the engineering points, on which he was not entirely satisfied,
before the Committee came to a decision on the preamble.
Mr. CALVERT was sorry that Sir John Rennie was not in at.
tendance (he being at present engaged e'sewhere on other rail-
ways), but had he imagined that his presence would have been ne-
cessary he would have had him in attendance.
The room was then cleared, and on our re-admission
The CHAIRMAN announced that the Committee had come to the
resolution of posponing the further consideration of this Bill till

Monday, the 26th inst., when they expected the attendance of Sir
John Rennie, to give evidence on the points referred to.
NORTH WALES MINERAL RAILWAY.

Sir WALTER RIDDELL, on behalf of the promuttrs of this Bill,
explained its objects, and the necessity which existed for its for-
mation. Last year a Bill had been passed for the construction o:
a line from Chester to Wrexham, and this year a Bill had been
moved for another liue from Shrewsbury by Oswestry to
Ithuabon, and the object of this line was to con-
nect the two lines, and thus traintain a complete
line of connexion betwee❑ Shrewsbury and Chester, the
line to commence at Wrexham, and to join the Shrewsbury and
Oswestry line at a village called Cefn Mawr. The branch would
be about six miles and a quarter in length ; there would be two
tunnels on the line—one of 396 yards, and the other of 220 yards.
There was no great engineering difficulty on the line. The cost
of the main line would be I W 5,250/.
Mr. H. Robertson, the acting engineer of the railway, was next
examined.—He deposed to the correctness of the statements made
by counsel in opening the case as to the favourable nature of the
ground through which the line was to pass, the comparatively easy
and inexpensive nature of the works which would be required, and
the competency of the amount estimated to complete the line. He
alto referred to the advantage which would be conferred on
the district by this line cpening up the valuable coal fields of
Rhuabon and Wrexham to Chester, Birkenhead, and Liverpool on
the one side, and to Shrewsbury and the dirtl.•rent towns in Shrop_
shire on the other.

The Committee then adjourned till twelve o'clock on Monday;
the 2tith inst.

Group X.
LONDON AND YORK RAILWAY.
(Continued from our Afternoon Edition of yesterday.)

Mr. Palmer was subjected to a long cross-examination, bu
nothing material was elicited.

The Committee then proceeded with similar evidence with
respect to Newark. Several witnesses, tradesmen in the town,
were called, and they stated that the proposed railway would be a
great advantage to them.
The Committee then adjourned to Monday week.

Group V.
NOTTINGHAM AND LINCOLN LINE.

The evidence of Mr. Raetrick (in continuation from our Afternoon

Edition of yesterday.)

Cross.examined by Mr. MseAULAY—By his proposition a gradient
of I in 100 would be required, and that would entail an expenseof
1,0001. per annum for an assistant engine at Nottingham. This
gradient was certainly objectionable, if it could possibly be avoided,
especially in the case of heavy trains. If he were called on to lay
out the line, he should certainly propose to cross the Flood road at
the level. He did so propose in a line of his own at Worthing,
but the House of Lords compelled him to build a bridge.
Mr. Wood, architect and surveyor of Nottingham, was called to
w
give evidence corroborative of that given by Mr. Rastick. The
itness also from his knowledge of the country was enabled to
speak of the traffic on the Trent Navigation Canal, none of which,
he thought, would be transferred to this railway in the event of its
being formed. .

James Fenton was of opinion that it was perfectly practicable to
work single engines on gradients of lin 150. He had done so on
the Manchester and Leeds line, and the inclination on the Edit:.
'burgh and Glasgow line on leaving the station at the latter city was

Group F.

1 in 42.
The witness was under examination at four o'clock, when the
Committee adjourned.

(Group B.)
THE WEST YORKSHIRE LINES,

"." (Continued from our Afternoon Edition of yesterday.)

Mr: karowl.Es called evidence to prove that the line would
seriously disfigure an estate in the valley of the Calder, called the
P)eness Park.

Sir G. LEWIN adduced similar evidence on behalf of the Low.
more Iron Company, and Mr. GURNEY on behalf of Colonel Tem-
pest, whose family it was stated had been the owners and occupiers
of 'rouge Park, for a period of upwards of 700 years. Counsel
also appeared to oppose the line, on behalf of the Bradfurd Sur-
veyors of the Highways and the Bradford Canal Company.
Mr. HILL then proposed that counsel on either side should say
nothing in reply, but pair eff:
Mr. TALBOT accepted the proposal of his Learned Friend.

The room was then cleared, and the Committee having
deliberated for upwards of three-quarters of an hour, strangers
were then re-admitted.

The CUAIRMAN then announced that the preamble to the Leeds
and West Riding Junction Bin had been proved, and the Committee
had determined to negative the West Yoi kshire line.

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

Captain Moorsem was examined at great length by Mr. Rows

Mr. Robert Houston, of Gloucester, said he had been fifty
years in the employment of Messrs. Pickfotd and Co., the exten-
sive carriers. One of the chief advantages of the narrow gauge
was, that small quantities of goods could be sent long distances
without being disturbed, the carriages required being so much
smaller than those employed on the broad gauge. Great delay often
took place at Gloucester in taking goods from one gauge on to the
other, so much so, that parties often preferred using canal, it being
found equivalent in point of time. As an instance of this delay,. a
quantity of fish, lately sent from Bristol for the Birmingham market,
that left at half-past six o'clock on Saturday morning, did not reach its
destination till the market was over (half-past ten o'clock) in the
evening, so that the fish had to lie over Sunday, and could not be
sold, exeept at very depreciated prices. The parties who sent the
fish were now seeking to recover 101. for the damage done. He
censidered the best points for the break between the two gauges
would be Bristol and Oxford.

—His evidence went to show that the line beween Truro and
Redruth, seven miles, would have steep gradients. In one place
they were lin 22; at other places 1 in 26 and 1 in 40. At
the other portion, five miles and three quarters, the ruling gia-
client would be 1 in 50. The trains would in weight average
from 20 to 25 tons ; the weight of the engine and tender would
be from 14 to 15 tons. On these gradients tho speed
would average thirty miles an hour. The rate of
sve,„i on the steept st gradient would be twelve
miles an hour. The whole line, including branches, would
be twenty.three miles and a half, and the expense of construe.
lion would be about 6,7001. a mile. Eleven miles and a half
would be worked by atmospheric traction, and ten miles and half
by locomotive power. The expense of constructing the loco-
motive portion would be between 2,300/. and 2,4001. a mile.
At some portions a double line would be laid down,
and the expense, as a matter of course, would be con.
siderably increased—nearly double that of the singe line.
With respect to the atmospheric portion of the line, the cost of
construction would be 2,0001. a mile; where a double line was
laid down 1,300/. more. This would be distinct from the atmos-
pheric apparatus, which was nut included in the 180,0001., the
estimated expense of constructing the line. Arrangements, he
believed, had been made for laying down the apparatus. Ile would
allow 3,300/. per mile for the atmospheric power. The charge for
the use of the patent, he believed, was 500/. a mile. That expense
would not include the engine-houses and the engines.
The witness was examined on minute details respecting the
atmospheric system in connexion with the line, also with respect
to the locomotive portion. His general evidence went to show
that the line would be constructed in accordance with the latest
improvements, not beyond the usual cost for such vast undertakings,
in which the public safety would be carefully attended to, and with
advantage to Cornwall.

Mr. AUSTIN, on the part of the promoters of the Bill, said he
understood from Captain Moorsom that he would Carly the line off
Mr. Thomas's property, and within the limits of deviation. On
these grounds he held that Mr. Thomas could not maintain his
locus standi as a petitioner against the Bill. He therefore took
that objection to the course he was pursuing, and should request
the decision of the Committee upon it. The Company were by
this opposition to their scheme put to considerable expense, while
they were willing to meet the views of the petitioners.
The Committee expressed their willingness to
go on with the in.
quiry until five o'clock, if the matter was likely to be decided
within that time.

At the suggestion of Mr. A VSTIN, Mr. Macaulay left the room
for the purpose of consulting the Speaker on the subject of Mr.
Thomas's right to oppose the Bill, after the offer which had been
made by the Company.
On his return he said the Speaker was of opinion that the locus
standi of Mr. Thomas was not lost, and that lie had a perfect right
to continue his opposition.
After much conversation it was arranged that the Committee
should adjourn until Tuesday, the iOth inst.

Group E.
NORTHUMBERLAND ATMOSPHERIC RAILWAY.
The Committee at its sitting came to the determination of ad.
journing the consideration of the Newcastle and Darlington. At
the request of the Chairman, Mr. Cubitt, said that lie would en.
deavour to get a diagram ready, showing the manner in which It
had been proposed that different trains running on a single line
should stop or pass each other, and lay it before the Committee in
the course of the day, in order that the cases now before the Corn.
mittee should be brought to a conclusion this week.

Mr. Fawcett, chemist, of Gateshead, on examination by Mr.
Sergeant WHANGIIAM, gave instances in which the proposed viaduct
would be productive of serious danger, especially as Dean-street,
people at Gateshead was decidedly against the New.
fteherloinugghofw
thehich it would pass, was a very great thoroughfare. The
castle and Berwick line, as they were now convinced from the re.
port of the Committee of the superiority of the atmospheric system.
Cross-examined by Mr. Ilitimian—ln witness's opinion the
height of the viaduct would not tend to diminish the danger of acci-
dents.
Mr. Robson, a member of the Town Council of Gateshead, was
prove that the feeling of the inhabitants
examined, and corroborated the evidence of the former witness.
On being cross-examined, he stated that a resolution had been pro-
distri to
was favourable to the Northumberland
pro-
posed by the Town Council of Gateshead in favour of high level
bridges.
oa
atmospheric
Busbyllnpwhei crk c line.arid w
The
that
the case for ttras called
t
district
retlienopfutthe Bill was closed.
in. and Mr. Kennedy stated
promoterse
Mr. AUSTIN, having been permitted by the Committee to ad •
dress them on behalf of the landholders, for whom lie appeared,
traffic tables
the
againstproposedprope, Northumberland line, produced a general
plan of the line, and pointed out the circumstances under which
a painful interference would take place with most valuable
property. The tine between Ilawick and the sea shore.
which would have been a practical level, had been rejected because
it interfered with one estate; but now the inconvenience would be
felt by two estates, one belonging to Sir Matthew Ridley and the
other to Mr. Brandling. In order, then, to avoid injuring one
property they were now called upon to inflict a serious injury on
two. The injury woald be sti icient to preclude the adoption
of the atmospheric line. The railway trains, according
to that plan, would pass within earshot of two houses
on Mr. Brandling's property. i The ;
- "JurY would admit of no
compensation, but the injury done by the formation of the
locomotive line would not ba very material to their estates. When
it was evident that all the purposos of railway communication
could be effected by the lat.er system, he trusted that the Com-
mittee would not sanction the formation of a railway which would
inflict such serious injury on the owners of these estates. The
Learned Counsel then produced several drawings of the grounds
and houses alluded to. _ __

Mr. J. Dobson, architect Newcastle, the Rev. R. Brand-
ling, and Mr. Turner, the steward of Sir Mathew Ridley, were
then examined fur the purpose of showing the serious injury
that would accrue to the estates of Mr. Brandling and Sir
Mathew Ridley, if the proposed line of atmospheric railway
were adopted. After which the Committee adjourned,

Mr. W. Harding, manager of the Bristol and Gloucester Railway,
which was a broad gauge line, he considered Bristol a better post.
tion than Gloucester, as there was much less through traffic at
the former than at the latter place. As a proof of this, while
during a week ti
.ey shifted at Gloucester 470 tons from one line
to the other of through going traffic, they only shifted at Bristol
on to the Great Western line tblrty-six tons. Birmingham and
Wolverhampton had an immense amount of through going traffic
which would require shifting, while Bristol and Oxford had
very little. Nearly all the traffic at the latter places was ter.
minal. He considered Oxford a much better point for a break in the
gauges than Wolverhampton. The narrow gauge was connected
with 12,000,000 people, the broad gauge, with about 3,000,000,
while 2,000,000 were unprovided for. He thought it much better
that this remaining 2,006,000 should be connected with the larger
than the smaller number. The number of miles of both gauges
already completed, in progress, or projected, was as follows. This
was including Scotland

to Grangemouth for shipment.. He exported at lead 25 per cent.
of the iron made; and a similar proportional quantity was sent away
by theother manufacturers in the district. At least 85,000 tons
of limestone were consumed annually ; and the expense, in.
eluding carriage, from Netherwood to Garthsherrie was 3s.
6d. to 4s. 6d. per ton. If the railway were constructed it
would tend to open up many mineral fields at Kele. t unexpl3red,
and he had no hesitation in distinctly saying that the line when
made would be generally of great public advantage.
Mr. John Miller, manager of Lord Elphinstone's estates in
Ambernault, was next examined. He said the:neighbourhood of the
Castlecary branch abounded in minerals of various descriptions.
There were great quantities of lime at Cumbernault, of two kinds,
that were sold for 3s. 6d. to 4s. 6d. per ton. Ironstone was occa.
atonally used for smelting purposes, particularly at the Carron
Iron Works, but it was not sent to Garthsherrie, because there
was no direct means of conveyance. If a railway were made
ironstone would be taken in considerable quantities. The
Castlecary branch in conjunction with the Scottish Central,
will form the best and most direct communication between
Grangemouth and Coltness. The present price of burnt lime was
Bs. per ton, but it could be sold at a cheaper rate if the railway
were constructed, and at least 15,000 tons yearly would be sent
north from Cumbernault. The quantity of grain consumed an-
nually in the district of Airdrie amounted to 14,561 tons,
the principal pert of which was brought from Stirling
and Falkirk. A very large number of potatoes were also
sold in the neighbourhood of Airdrie, amounting annually
than 8,000 to 10,000 tons annually, and of this amount 2,000 tons
were sent from the north. Another article of produce of great
consumption in the district was turnips, which were con +eyed from
the north to the extent of 500 tons every year. The further evi-
dence of this witness was merely corroborative of previous state-
ments.

Mr. Bruce, paper-manufacturer, at Leith, teas then called.
The quantity of paper which he manufactured in the course of the
year was 300 tons. There were eight other paper manufactories
in the neighbourhood, and the quantity produced by these
amounted to 2.000 tons annually. Coal was extensively used in
the different factories, and the price when delivered at the canal
side averaged from 9s to 10s. 6d. per ton. Gas coal was also con-
sumed to a litrge extent, and its present price was ss. per ton at
the ries mouth, the cost of cartage from which was 17s. per ton,
which amounts, added together, would give a result of 225. per
ton—the present price of the coals. If, however, the coals were
brought by the Edinburgh branch of the Caledonian Railway, the
cost would be considerably reduced. All the manufacturers
would consume more coals, if they could be procured at a
cheaper rate. The produce of the paper would also be greatly
increased if more Lenity was afforded. The paper-works were
for the most part carried on both during the night and day. Rags
and old ropes used in making the different kinds of paper were
principally brought from Ireland by sea, and they could be pro.
cured at a much cheaper rate if there was a better and more direct
mode of conveyance.
Mr. Holdsworth, cotton spinner at Glasgow, the next witness,
stated that he could concur generally with the evidence which had
been previously given, and was distinctly of opinion that the majo-
rity of the mercantile community of Glasgow was in favour of the '
Caledonian Railway.
Mr. Hill, paper-manufacturer, gave concurrent testimony to
that given by Mr. Bruce.
The Committee adjourned till twelve o'clock on Friday, the
15th instant.

LONDON, WORCESTER, and BIRMINGHAM RAILWAY.
The examination of Mr. Richard Greaves (continued from our
Afternoon Edition of yesterday.)
... . . .

Cross-examined by Mr. COCKBURN—The Moreton Railway, at
present in connexion with Stratford, had been purchased, he be.
lieved, by the Great Western Company, conditionally on their
getting their Bill. He did not think, however. it could be applied
to the purposes of the broad gauge.
Re-examined by Mr. HOPE—The London and Birmingham
had made a similar conditional purchase of the Moreton Railway,
and intended to carry it forward so as to connect Stratford with
Tring.
Mr. William Caylis, corn and coal dealer and farmer at Ban-
bury, examined— He farmed about 170 acres of land. The quan.
tity of coal used in the town and neighbourhood was about 60,000
tons. It was derived principally from South Staffindshire ; a small
portion came from Hawley. The carriage from South Stafford-
shire was Ss. per ton; that from Hawley, which was 57 miles dis-
tant, was a halfpenny per ton per mile. The corn trade of the
town was also considerable. About 35,000 quarters were sent
from the neighbourhood principally northwards. Birmingham
was the market to which dealers generally went. The feeling of
the inhabitants of Banbury was at present decidedly in favour of
the narrow gauge. if the wide gauge was carried out as pro-
posed to Rugby, great inconvenience would be created in the car-
riage of coal by the breakage in the gauges.
Mr. Robert Peel, of Banbury, generally confirmed the evidence
of the previous witness.

Mr. William Ward, of Oxford, said he was a dealer in coal. The
consumption in Oxford was about 50,000 tons. The coals were
derived from South Staffordshire, Leicestershire, Derbyshire, and
Somersetshire. A considerable portion was from the north, and
brought by canal. The average price at present was 255. per ton.
There was very little through going traffic at Oxford. The heads
of the University were in favour of the Great Western scheme;
but the popular feeling was with the narrow gauge. If they bad
the broad gauge to the south and west, and the narrow gauge to the
north, it would be all that they required.

,i, A "" pO9 ;:‘
ti't f‘CII()Wi pe,l De 0 114
)0Y a, n I.:4'4th "cv eQ col
':o 04 4,4:11 (~tl,''s Ra
Y u6' -141',11PItie;
,n POl 1)., '4(4,,
). • , i I,l"s)ii
ii) i 0 ~~ 'tk °Wing
il P IS4Cl°4cril.e'l tO t]
is,'lti,,),l Erry an
‘l4O 44,113ri
J rd jiluetl
.;,......1".