The Sun.
London, England, 1845-05-17 00:00:00

been stated by the previous witness as to the quality and
quantity of coals and minerals from various places through
whkh the Caledonian line would pass.
Mr. Thomas Nimmo, coalmaster, was next examined—He
deposed that the coals obtained from the Wilsontown works
was usually sold. for. 4s. per ton at the pit's mouth, and
the average price of it at Edinburgh, including expense
of carriage, &c., was from 17s. to 18s. per ton. He had
a thorough knowledge of the limestone strata in the neigh-
bourhood of the railway. Lime was generally discovered
lying'in beds on the surface of the coal, and was usually
raised with it. The selling price of the lime at
the different works averaged from 2s. 6d. to 3s. 6d.
per ten, and great quantities of it were disposed of
at those prices for agricultural purposes. In his
'judgment, the ironstone •from the locality of Wilsontown
would be used for the supply of the iron works to the west.
'He believed that the interests of the mineral proprietors
in that district were considerably crippled owing to the defi-
cient means of communication at present existing, and he
had no difficulty in saying, that if the proposed line were
'constructed the result would be generally beneficial.
*Mr. N. Wood coal-master, gave evidence as to the scanty
'supply of coals to the districts lying south. The calculation
--for the quantity of parrot, or gas-coal, consumed in Scotland
'was based on the assumption that for every ten persons one
"ton would be used ; and the gas-coal was at present obtained
from the neighbourhood of the Lothian hills. This witness
corroborated generally what had fallen from the previous
*witnesses:
Mr. Taylor, coal-viewer and engineer, in the county of
Northumberland, Merely deposed as to the correctness of the
statements made before the Committee.
The examination of the last witness concluded the evi-
dence for the progioters, as far as the item of minerals was
concerned.
Mr. SANDFORD then called Mr. Mitchell, farmer, Lanark-
shire, who spoke as to the traffic in cattle. He said that
the principal thoroughfare for cattle from north to
south was in the line laid down by the Caledonian
Company, and that the railway would afford every
facility for their conveyance. The quantity of sheep
annually exposed for sale in the great market at Inverness
amounted to 100,0(X), which, when sold, were generally
taken south. The fairs were held during the months of Sep-
tember and October. The number of these sheep which pro-
ceeded along the Glasgow and Carlisle road, and for which
toll was paid, averaged about 25,000. The quantity on
which toll was paid from the Donn market was
27,000. The present expense of travelling, including
driver's wages, and making allowance for deterioration on
the road, was estimated at 18/. 6s. for every 200 sheep, or at
11. 7s. 6d per score. The time occupied in the journey from
Falkirk to Glasgow was generally ten days. The Falkirk
and Doun markets chiefly supplied Glasgow with cattle, to
the extent of 54,0(X) annually ; and the proposed railway
would afford a good means of conveyance for
them, as they were bulky animals, and were
generally shoed for their journey along the road. The
assumed expense of driving cattle to Carlisle, including tolls,
men's wages, deterioration, &c., averaged at present about
14s. 41-d. per head. The estimated number of mulch cattle
that would be transmitted by the railway was 10,000
heads, which quantity included the cattle sent from
Dumbarton. A large portion of these beasts were supplied to
the Appleby market. They were usually driven by way of
Hamilton, Lisinaliago, and thence through Glasgow to Car-
lisle. Great quantities of fat cattle were transmitted from
the upper wards of Lanarkshire and Peebles-shire, the whole
of which would most certainly be conveyed by railway if that
facility were afforded. The average number of cattle which
passed down the Clyde-road from the Glasgow market was from
200 h 300 a week ; and a great quantity also went along the
Carlisle road. Travelling by road injured the animals mate-
rially, and sometimes deteriorated from their price in the
niarket. The witness further stated, that from his know-
ledge of the trade he considered there was a large and in-
creasing traffic between Lanark and Glasgow. He had
also furnished the information to Mr. Pare, from which
that gentleman had prepared the tables of cattle traffic, and
was satisfied that they were generally correct, and afforded
a fair estimate of the extent of the present trade.
Several other witnesses were examined, who all gave cor-
roborative testimony to the foregoing evidence, and with
their statements the proofs for the cattle traffic were con-
cluded.—The Committee then adjourned.

Group E.
TILE NEWCASTLE AND BERWICK LINE.

The Committee this morning proceeded to hear the evi-
dence of Mr. Stephenson; engineer, in favour of the New-
castle and Berwick locomotive line of railway. He stated
that on a single line of locomotive railway there would be as
much likelihood of accidents as on an atmospheric line, if
th'e points and crossings were not attended to. Nothing could
be more dangerous than siding rails ; there were several acci •
dents from them on the Birmingham line, in consequence of
which they had to be done away with altogether. There was
no, arrangement existing on a single line which he considered
exempt from danger. Mr. Cubitt's plan, he was of opinion,
would not obviate the danger which might occur. The
meeting points which he proposed to adopt on the Newcastle
and Berwick linss would not lead to any danger. In his
ji.u.l3-ment, the Northumberland line of railway, as repre-
sented, could not be worked with any degree of convenience
acelrding to the locomotive system. It was capable
of . being traversed by a locomotive engine, but no
engineer would lay down such a line as Mr. Brunel's for that
purpose. As to the comparative expense of working the
lines, that of the atmospheric line would exceed that of the
locomotive line of railway. The annaal expense of the
Newcastle and Berwick line, including the interest of the
money to be expended in carriages, &c., would amount to
47,5061., that of the Northumberland line, including the in-
terest on the carriages and depreciation, the patent rights,
and the expense of tanks, would be 48,7501.
On cross-examination by Sergeant WRANGHAM, he said
that there should be, according to the atmospheric system,
25,000 cubic feet of a tank, which might be formed fifty feet
square and ten feet deep. In -order to make it air-tight there
should be 1,200 tons of weight placed on the masonry. He
estimated that there would be 7 per cent. en the expenses of
carriages on the Newcastle and Berwick locomotive line.
There would be six passenger-trains each way. The sum
of the resistance for a train passing at the rate of 50 miles
an hour would be 1,920 pounds, 48 pounds per ton ; the re-
sistance for a train passing at 55 miles an hour would be 56
pounds per ton. On the atmospheric line the resistance for
a train paing at the rate of 28 miles an hour would be 13
pounds per ton, making 52 pounds per ton at the rate of 56
miles an. hour, not including eight pounds per ton for
friction. Up to . a certain limit the resistance
varied according to weight. Supposing a passenger-
train to be under forty tons weight, the atmospheric resist-
ance to that train varied directly as to the tonnage. Both
bulk and weight ought to be elements of consideration, but
they had not had experiments by which they were ascer-
taine:i or discriminated. What he meant by tonnage was
bulk assuming an average specific gravity. The variation of
the resistance depended upon the angle in which a head-wind
struck the train, and according to the surface which the first
carriage presented. As a general law a carriage of lead and
a carriage of feathers would meet the same resistance. The
variation depended on the velocity at a given weight, but at a
given velocity of 28 miles an hour, the atmospheric resistance
varied according to the tonnage. The witness then pro-
ceeded with the details of the experiments made on the
.Kingstown and Dalky Atmospheric Railway. After which
the Committee adjourned:

Group X.
The Committee re-assembled to-day, Lord Couranay in
the chair.

LONDON AND YORK RAILWAY.
The Committee proceeded to hear evidence in favour of
this project.
Mr. Clark, a farmer and hopgrower, and also a poor-law
guardian, of Tuxford, was called, and examined by Mr DENI-
sox. He stated that the town of Tuxford had considerably
declined since the withdrawal of the traffic from the great
north road. - The town contained a population of 1,000, and
it Wai the principal market for the district
.around. Taking
a radius of. Gil miles round the town, the population of the
diArielwas about 11,000, The witness stated that a great
saviag would be made in the conveyance of the produce of
the district if the proposed line were made.
Mr; Gladstone, M.P., was then called, and examined by
Mr. M. SMITH—The London and York line passes near
Newark. The people of Newark are favourable, to the
line. I do not wish to
.give any opinion with
respect to this project, except so far as the interests of
Newark are concerned. I have no doubt the people of
Newark are , anxious for the adoption of the line by the
I..P[Tislature. It would place Newark in its former position
with respect to the northern and southern traffic, which has
been one of the great elements of its prosperity. Newark
would become, br means of this line, a depot for railway
traffic. . The inhabitants of Newark' are anxious for
the success of the Newark and Sheffield line, and
also for that of the Nottingham and Lincoln,
tut they have not the same interest in the latter line which
they have in the two former. Newark is a great agricultu-
ral market. It is a great market for malt and flour. Any-
thing that would bring Manchester nearer to Newark would
be of advantage to Newark. The more direct the way the
gre.:zter the advantage.
Odier.Niatiresses were then called, who gave evidence in
favor of the project.
1),-. Hail, and Mr. Evelyn Denison, ALP., bore testimony
to the advantages that would accrue to other towns by the
formation of the proposed line.
Mr. White, who described himself as a farmer, surveyor,
collector, auctioneer, bone dealer, baker, and about six other
trades, lived at East Retford, and knew the district well.. He
was sure the London and York line would be beneficial to
tile country through which it would pass.

Alter some further evidence,
The Committee adjourned until to-morrow.

LAW INTELLIGENCE.
. HOUSE OF LORDS, May 16.
The House sat to-day for th 3 first time, since the termina-
tion of the Whitsuntide recess, to hear'Scotch Appeals. The
Peers present were Lord Cottenham, Lord Brougham, and the
tishcp of Chester.

CAMPBELL r. SIR JOHN COLIN CAMPBELL
Sir T. WILDE opened the appeal on the part of the appel-
lants, and occupied their Lordships the greater part of the
morning in his address to them on his behalf. The case
arose-out.of an action brought in the Court of Session by Sir
Colin Campbell, against the appellants, for the purpose of
obtaining reparation 11)r:the loss sustained by him in conse-
quence of their breach of professional duty when acting as
agents.

Mr. Anderson was counsel for the appellants, with Sir
Thothas Wilde. and Mr. Turner and Mr. Rolt (who appear,
and most deservedly so, from their great talents, to be favou-
rites, not: only with Parliamentary agents, but solicitors,
in the Chancery Courts), were counsel for the respondents.
The case appears likely to occupy several days.

-
-COURT OF EXCHEQUER, May 15.
(Sittings at Nisi Prins, before Sir F. Pou.ocx, Chief Barotf,
at Guildhall.)
Pd: ATT V. BENNETT.—ERF:ACH OF PROMISE.
Mr. Cockburn and Mr. M. Smith were Counsel for the
P'' 31r. Jervis and Mr. Lush appeared for the de-
fendant. . -

This was an action in which the plaintiff, a young woman
of 30'er thereabouts, sought to recover compensation from
the defendant for the breach of that contract which is the
tenderest, 'and sometimes the slenderest, between the two
sex,s„-Itamely. a promise of marriage. The circumstances
under which this case was presented to
_the jury were cer-
tainly most singular. In answer to the complaint of the
plaintiff the defendant pleaded a denial of the promise, and
also that he was justified in breaking it in consequence of the
loose Mil immodest conduct of the plaintiff.
In support of the- first issue the plaintiff, as is usual in.
such cases, relied upon the '" love letters" of the defendant,
many of which were read to the jury; but it might not be
amiss to premise that the plaintiff was the daughter of
a most respectable man, who had for nearly 40 years
acted as foreman in a large upholstery shop in London, the
plaintiff, hie eldest daughter, being a dressmaker by trade.
In 1838 Mrs. Pratt died, and the plaintiff having fallen sick
in consequence of her attention to her dying parent, went
into Sussex-to 'pay a visit to her friend, a Mrs. Strong. At
her house she met the defendant, then a youth of nineteen or
twenty, and very soon received attentions from him of so
marked a character as to excite attention. Matters con-
tinued.thus; the defendant playing the lover most assidu-
ously till 1842, when he openly avowed himself, and the ,
correspondence commenced, to which allusion has already