The Sun.
London, England, 1845-05-27 00:00:00

this line, but on the Newry and Enniskillen. But here he had
met Mr. Cumming, the solicitor, who had requeste-1 him, if he
had no objection, to come before the Committee and give his
opinion. He is a linen merchant and bleacher, near Kends', and a
magistrate of the county of Armagh. He considered the inlet ill
line much preferable to the one along the coast. Armagh was a con-
siderable market for the linen trade. He bleached himself daily about
500 pieces, or 157,000 a year, and the persons directly and indirectly
employed in producing these pieces amounted to many thousands.
The coast line would not accommodate him at all ; but if the
Newry and Enniskillen line were formed in addition to the coast
line, then he would be as perfectly well accommodated as if the in
land line were constructed.

To Mr. ALEXANDER—If they took ten miles on each s'de of
the inland line, they would find as great a population as they
wou!d find on the coast line—taking it ten miles on the side op-
posite the coast.

Ite-examined by Mr. CiIAMBERS.—He thought the inland line,
all things considered, the most adapted for the wants of the
country. Armagh was one of the best markets for the sale of flax,
and a considerable quantity was shipped for England and Scotland.
That for shipment to the east of Scotland went by 13elfast, and that
for Leeds and Yorkshire by Newry. The inland line came within
three miles of Kendy.

Mr. Gardner, examined by Mr. CHAMBERS, said he lived at Ar-
magh, and was an iron-founder and general machine maker in a
firm there. lie was also engaged in the woollen trade. He
cast metal for the machinery of the district, and
also made up machinery to be employed in the linen
trade. His woollen trade was an import and retail one. At
present Belfast was their Scotch port, and Newry their English
one; but with a good communication with Newry the latter would
become their entire port. The whole water power of the district
was already taken up, and any additional power would require to be
steam ; hence a direct and speedy communication with
Newry was necessary for a .cheap and efficient supply of
fuel. Upon the whole, his dccidcd impression was that the inland
line would be the best for the general wants of the country at
large.

There was nothing of material consequence elicited by the crcs
examination of this witness.

Mr. M'Endow, agent of the Canal Company at Newry, said
he knew the district well. A great amount of goods were tak•
from Armagh to be shipped at Newry. Tnere was between 6,0k,1
and 7,000 tons sold yearly in Armagh, the greater portion
which went towards Newry and Belfa.t. The Inhabitants
Armagh, supposing both lines were constructed, would, he was so
decidedly prefer the inland one. He generally agreed with the
evidence of Mr. Kirk respecting the flax and linen trede, as that
gentleman, being extensively engag:d in business, was well qualified
to give a correct opinion on the subject. Ihe traffic between Dun-
dalk and Drogheda, and Dundalk and Newry, he thought was but
trifling, and not sufficient without a large through going traffic to
support a line.

To Mr. AUSTIN—He was of opinion that the traffic between
Drogheda and Portadown did not pay. The Dubl'n and Drogheda d .cl
pay, but he was of opinion the traffic furthertowards Portadown wota!d
not he so profitable, the passengers and agricultural produce to Le
carried being considerably less.
The Committee then adjourned till to-morrow at twelve o'clocl:.

Group W.
WAKEFIELD, PONTEFRACT, AND GOOLE RAILWAY.
The Committee met today at twelve o'clock, Mr. P4kington in
the chair.

The first witness called was

Mr. Joseph Stevenson, who was examined by Mr. Wuxi/vs—He
stated that he lived at Darlington, and was engineer of the Great
North of England Railway. Had examined the estimates of
Mr. Harris, the engineer of the proposed line, and the
prices for the different works were, in his opinion, quite
ample for the due completion of the works. He had at present two
lines before ParliaMent. The Great North of England (Richmond
branch), and the Great North of England (Harrogate and. Ripon
branch). In the estimates of both these Imes the prices were lower
than those of the proposed line. In the Harrogate and Ripon
branch the cost per mile was 12,2001. The facilities which the
line would afford for carriage would be very great.
By Mr. KNOWLES—Had all the estimates placed before him. In
his judgment a 601 b. weight of rail was quite sufficient. In the
Harrogate and Ripon Junction, on which he was at present en-
gaged, there was art additional weight of 51b. to the rail—thought
that better than 601 b.

By Lord SEYMOUR-It was usual to raise railways by laying cn
more ballast.

By Mr. KNOWLES—CouId not tell the cost of the Great
North of England Railway. Was not twice as much as that of
the proposed line. Thought it about 11, ss. per yard. Was a
single line. He merely examined Mr. Harris's estimatz's. Did
not enter into any other calculation. He thought the estimate of
the Leeds and Thirsk line a very inadequate one.
On Mr. KINGLAKE being about to continue the examination of
this witness on behalf of the promoters,
The CHAIRMAN said that he did not consider it necessary to hear
any further evidence on these details.

Mr. J. Thornton was next examined—Lived near Wakefield ;
had been a contractor' for public works for IS years. Had con.
tracts with the Midland Company, at the point where this line
passes their's—also executcd seven and a half miles of the
London and Birmingham line, and others. Had gone
minutely into the estimates, and examined every detail. Had
gone over the whole line, and some parts of it twice, and had made
himself, with the assistance of two others, an estimate of the cos,
and this estimate agreed with Mr. Harris's. He had contracted
for the whole line. The estimate was 202,e001., exclusive
of land and permanent way, materials, and contingencies,
which are referred to in Mr Harris's estimate. Was
satisfied that this amount would complete the works satisfac.
torily. If he had not thought so ke would not have contracted for
them. He had at present on the spot 200 waggons, and 400 more
ready to be conveyed there. Was pledged to enter into a bond to
complete the works on the event of the Bill passing.
Mr. Thornton, cross-examined by Mr. KNowLes—Had contracted
for works at an amount considerably less than for the work: on the
proposed line. On the London and Birmingham line he had got
Is. per yard for ballast, and on the present line the estimat.7.l cost
was Is. 6d. a yard, On the Midland Railway he had received Is. 3d.
The quantity of ballast was calculated at 190,537 yards.
The CH•IRMAN again suggested the propriety of abridging this
examination. He slid not see to what good purpose it could tend,
as he conceived that the duty of the Committee would be chiefly
directed to the consideration as to which of the two lines was most
advantageous to the public interests.

Messrs. Durham and Holt, land valuers, were next examine
and deposed to the value of the land on the proposed tine. 1;
cost per acre was estimated by them at 200/., and would be
per mile. The average rental for the land varied from 14s. to GC
per acre.

Mr. llarday, on behalf of Mr. Smith, one of the dissentiel
landowners, cross-examined this witness, and presented a petitli
from other landowners who opposed the Bill, and who reser
their right to appear by counsel.
Mr. Leman, solicitor to the Bill, was :hen examined, and re
over the names of the assentient and dissentient landowners. 'l'
total dissents for the line, which was 27 miles In length, was
miles, 1 furlong, and 67 yards; the assents were 15 miles;
tral 2 miles, 4 furlongs, and 3 yards ; and no ar.swers 7 miles a:
a quarter.

Cross-examined by Mr. KNOWLES—The inhabitants of Goole
were greatly in favour of this line, to the exclusion of any of the
other projected lines.
This closed the evidence on behalf of the promoters.
Mr. WILKINS stated they were now ready to submit the case of
Mr. Smith to any arbitration the Committee would appoint.
Lord SEYMOUR wished to know if any attempt had been made
to make an arrangement between Mr. Smith and the promoters of
the Bill.

Mr. Wimums said that an attempt had been made, but it wal
unsuccessful.

Mr. PAKINGTON, in reply to counsel, here stated that they would
sit to-morrow, but in compliance with the application of Mr.
Austin, they would not sit on the Derby day.
Mr. AvsviN then opened his case in opposition to the Bill
on behalf of Mr. Smith. He proceeded to detail the great
injury that would be sustained by Mr. Smith's house and property
by the proposed line. There were two railways already running
close by him, and this would make a third one, so that he could
not leave kis house in any direction without going under or
over a railway. In fact, he was regularly inclosed in a
triangle of railways. His object was not to set up a
rival line, but there were two other lines which might be selected
and which would afford better gradients and greater public accom-
modation. The other lines referred to were about half a mile distant
from Mr. Smith's house. He would not detain them, but proceed
to call witnesses in proof of the facts he had stated.

Mr. Beckett, M.P., was then examined by Mr. HARDY
la his opinion the embankment opposite to M 7. Smith's house on
the proposed line would be a very serious injury to that gentle-
man's property. The common that was near Mr. Smith's house
had a most !Harmful appearance, and this line would con..
pletely cut it up. The house was one which any
gentleman of any rank might be happy to live in,
and has been in the possession of Mr. Smith's family for the last
300 years. In his opinion the line between Goole and Leeds,
branching off at Oakenshaw, would, be a preferable one.
Cross-examined by Mr. TstmoT—The principal room of the
house looked to the south-west, in the direction of the railway.
The library windows to north-east.

Mr. C. Wood, M.P., gave similar evidence to the last witness,
and had no doubt but the insection of Mr. Smith's property by the
proposed railway would be very detrimental to it.
Mr. Henry Clarkson, land agent and surveyor, had examined
particularly the effect which the line would have on Mr. Smith's
house and lands, and considered that it would be most injuri•us.
The embankment would be seen for a quarter of a mile from Mr.
Smith's hall-steps and drawing.rootn windows.
Mr. Birkenshaw, who had been an engineer for 15 years, gave
similar evidence.

The Committee then adjourned till twelve o'clock tomorrow.

Group N.
CORNWALL RAILWAY

On the assembling of the Committee the Counsel for the pro-
moters of the Bill called

Sir Charles Lemon—He said he represented the western divi-
sion of the county of Cornwall, and was a member of the
visional Committee. He was well acquainted with the geology of
the county. In 1839 he prepared a paper descriptive of the
copper mines, which was read before the Statistical Society
in the same year. The three principal mining distriti_
of the county were St. Austel, west of Truro, and in
the neighbourhood of Penzance. Those to the east of Truto
are almost entirely in the neighbourhood of St. Austel. A
population of 80,000 was employed in connexion with these mine,.
The principle produce of the mines was copper, iron, zinc, lead.
tin, granite, china stone, coal, and manganese. The Hon. Gentb
man then read the quaystity of the different ores which had bee
raised during the last few years, and their value. Cornwall sup.
plied more than half of the ores raised in the United Kingdom.
had long been desirable to have a railway like the one propose,'
Various attempts had been made to effect this object—one
in '36, one in '4l, and another in '43, and surveys be.:
been made, all of which had been unsuccessful, and much disap-
pointment wasthe result. The first landowners in that part of ~,e
county were in favour of the line. So also were the commert ia:
portion of the inhabitants, who had evinced their interest in the
undertaking by taking shares. The principal ores annually raised
in the county of Cornwall, exclusive of iron, amounted to 191,47;t
tons, the value of which was 1,291,7951.—(The Hon. Baronet
here exhibited a geological map to the Committee, showing that
the valleys in the county undulate from north to south.) A rail-
way, therefore, running from east to west would cross these valleys
One valley, however, undulated in that direction, and would offer
advantages for the construction of this line.

Tho-
mas (whu, as in the case of thefNc‘rocrsntwall a
great
quantity of agri-
Cv Cornwall bline,eha hasbehalf
°f
petitionsM
rtt
Sir C:Lemon, examined by Mr. Rcoawraz
against the the west o
great quantity of vegetables were sent cultural produce was raised, and in earlythetta
London,par t o
atnhde stehaesolt,lma.
posed line would offer great facilities for the transmission of such
Committeenwere
dneo,
aware that a great portion members
the broccoli o tbsee /CI mt
o
produce to London. Perhapsaf
'
market was from Penzance. Corn was not exported from Penzance.
The mining districts did not grow enough to support the population
In the mining districts, and were indebted for that produce to other
portions of the country. A great quantity of corn came from the
Isle of Wight. The north coast was a considerable Corn-growing
district.
The Learned Counsel was stopped by the Committee in his cross-
examination of Sir Charles with respect to other railways and to
ether portions of the country, and to various meetings which had
been held two years ago to oppose the scheme, on the ground that
their time ought not to be wasted on matters which could not in-
fluence their decision nor strengthen his opposition to the Bill.
Examination continued—He was aware that petitions had been
presented against the Bill. Those in the north were in favour,
whilst those in the south were opposed to it, simply because they
were desirous of having a line which would offer more accommo-
dation to them.
Mr. George Smith, a merchant, of Cranbourn, said he was a
shareholder in upwards of 30 mines in that part of the country.
There were seven companies which purchased the ore in a rough
state, and carried it into Wales for the purpose of undergoing the
process of smelting. The ores in that part of the country were sold at
Truro, Redruth, Cranbourn, &c. A railway would be a great con.

veasience, as it would lessen the expense of conveyance, and save
time. Agents engaged in the selling of ore were continually
travelling about the country, and to them the railway
would be a great convenience. He had beard it computed that
from three fourths to one-half of the persons who had taken shares
in the Company d.d not reside in the counts', and did not fre-
quently visit it, on account of the great inconvenience of transit.
For the conveyance of ores and for materials used in the various
mines in its vicinity, it would offer great acilities.
Mr. Theophilus Mitchell, merchant,at Se Austol, and connected
with mines—The population of that portion of the district, thirteen
miles and a half through which the railway would run, was
36,663. There were fitly-six tin, copper, and lead mines, in-
cluding stream works, the annual produce of which was
35,858 tons, at a value of 159,9001. The total
amount of annual mineral produce was also very large.
The annual anuanit of importations he valued at 120,0001., ex-
clusive of iron. Vans were now used for the purpose of convey-
ing the general goods, but if a railway were constructed it would
be preferred to that mod, of transit. Between Plymouth and Fal.
mouth it would offer great facilities.
Mr. Samuel Elliott, general merchant at Liskeard, said the value
of the mines in that district was front :350,000/. to 400,000/. ;
the copper raised he valued at 70,000/. ; coals, 3,000 tons ;
timber used, 800 tons; and iron, 400 tons. For the conveyance
of these ores, and for other articles, the railway would be most
essential, and would no doubt be used.
Mr. James Drew, the Mayor of Lostroithiell, and carrying on
the occupation of a wine and spirit merchant there, said that the
district in which he resided was an agricultural one, and that a
railway would be a desideratum. Liskeard was supplied with timber
from that town, which he conceived would be transmitted by the
proposed line.
Mr. Robinson, the chairman of Lloyd's, said it was Trost impor-
tant to have immediate intelligence of the arrival of ships at Ply.
mouth, Falmouth, and other places. It would be of tae first im-
portance to the country, and to the Gove: =en', to have a direct
communication from London to Falmouth ; so also would be an
electrical telegraph to those towns, by which ships lying there
might be communicated with on the instant. Ile said Ink in a
commercial sense, not as an individual connected with t' a country
through which it was proposed to carry the line.
Mr. Samuel Bone, of Liskeard, holding shares in the mines of
that neighbourhood, corroborated the evidence GI other witnesses
as to the advantages to be derived Scorn direct communication with
London, and internally by the proposed railway.
Mr. W. H. Bond said he was the secretary to the Reform Club.
Ile had resided at Falmouth for ten or eleven years, until June
last year, and had been engaged in the mail-packet establishment
there. He bad also been interested in the various railways which
had been suggested in that part of the country, and had had oppor.
tuoitios of judging of the advantages which the proposed railway
would offer for the conveyance of goods from Plymouth and Fal-
mouth. The establishment of a railway there could
no doubt cause the Government to re-establish the mail-packet
station, which had been principally removed from the want of suck
a railway es the one proposed, in the gettit:g up of which he had
used great exertions.
Cross-examined by Mr. Rowe—He was well-acquainted
with the coast of Falmouth, which he considered
safe in every respect. Vessels could not lie close
to the terminus of the railway, but:this raighL be effected by
the expenditure of a large sum of money. The cammunication
b-tween Plymouth was cheap, and the beats ran to Southampton
anti to London. He had computed in 1840 and 1841, with the as-
sistance of Mr. Fox, the traffic likely to go by a railway into
Cornwall.
Mr. Joseph Oliver, said he had been employed by Mr. Bond tc
collect traffic tables.
Mr. Geach, residing at Bodnim, had calculated the traffic in
connexion with that town within the last three weeks. He calcu-
lated the number leaving the town during the sitting of the as.
sizes at 13,908, two third. of which he estimated could go by
the railroad.
The estimates of traffic were then read, and bore out the state.
ments of Mr. Austin in opening the case on the part of the pro-
moters of the Bill.
The Committee then adjourned until Thursday.

Group EF.
DUNDEE AND PERTH (NORTH) RAILWAY.

The Committee on this line met at the usual hour this morning,
when

Mr. COCKBURN, Q.C., on the part of the Scottish Midland, urged
that a clause should be inserted in the Dundee and Ferth Bill,
compelling that Company to keep in abeyance the subject of ter.
mini, Inasmuch as a clause to that effect had been imposed on the
Aberdeen and North, as well as the Scottish Central, over which an
undue influence would be taken, by any other line being allowed to
infringe upon-a privilege which their rivals had been denied.
Mr CLARKS, on the part of the inhabitants of Perth, demanded
the same imposition. It was immaterial to them which line afforded
accommodation, but it was of the greatest consequence that the
South Inch should not be encroached upon, and, as the question of
that locality; as a terminus ha." been by another Committee re.
ferred to a disinterested .tribunal, the same terms should be made
binding on the Dundee and Pei lb Railway.

. -
Mr. TALBOT, Q.C., for the promoters, objected to this course as
contradictory of the preamble of the Bill already passed by the
Committee, and urged that if the question of termini were to be
now raised at all, it rhould be at once fairly discussed and die -
posed of.

The committee decided that the evidence on the subject should
be forthwith proceeded with.

Group F

The Commmittee re-assembled this day at twelve o'clock, in
TOOlll No. 11. Present—The Right Hon. F. Shaw, Chairman;
Mr. V. Stuart, Mr. Lockhart, Mr. liramston, and Mr. Drum-
mond. The Committee procceeled with the adjourned case of .

THE LONDON, WORCESTER, AND SOUTH STAFFORD_

Sll,lltE RAILWAY

Mr. John Houghton, examined by Mr. Citipps—h an exten-
sive farmer atSunninghill, Berkshire. Is also agent to several

gentlemen in England and Ireland. Has travelled a great deal on
railways. The Great Western first-class carriages were the most
comfortable and commodious he had experien..ed. Had travelled
on the London and Birmingham line. The Great Western was far
superior in its accommodat:on. Salt was an article much used for
agricultural purposes. When the proposed Oxford Extension, or
Great Western line, was carried into the agricultural districts, that
article would double in consumption had heard of the broad and
narrow gauges ; gave the prt fet ence to the broad gauge. The traffic
in salt would be very large w hen the railway it,,u'd enable it to be
brought into the light soil country. At present salt was at 28i.
per ton, and this was almost a prohibitory price. rte cause of
this high charge was owing to the distance it had to be brought.
It had to come from DroitaTch to L. tisshire and the surrounding
districts, partly by railway and partly by canal. When the Great
Western line cant, into use, the result wk,eld he would be
s tld at it. per ton, and this would to

at salt v
the consumption,

Mr. William Huts examined by Mr. Caiprs— Is a cl,:aler in
manure and other articles connect tl with farming purpose&
Re-
sides at• Twyford, near Reading. Attended every market since
the opcnin of the Great Western Railway, and could say that
that railway was the means Of increasing the business of
all the dealers in agricultural produre. Chipping Norton
was a very important place for a r..lway to come through.
A hoe through that place would exteed its trade to
_ _ _

_
a very considerable extent. Tl.e Greet Wes,crit line
would enable salt to be brought from Droitwich t the farmers of
the surrounding country. The speedy transit article would
double the consumption. The be..t line for the mineral traders
was the Great Western line. The traders of South Staffordshire
were almost all of the same opinion,
Mr. Bagnell examined by Mr. CRIPPS—IS s.:l extensive iron_
master at West Bromwich, near Birmin; ham. Has six iron-works,
and employs 2,000 workmen ; works 600 tons of pig.iron
and 600 tons of manufactured iron per week. Prefers the Great
Western scheme to that of the London and Birmingham line.
Was present at a meeting of the Lonmasters of Wolverhampton,
and they were unanimously in support of the Great Western line.
Did not send lion by the London and Birmingham line ; the
charges were too high, and the tonnage excessive. Great
advantage would arise to the merchants by a com-
peting line to the iron districts. Would not bo
standing there if he was not of *pinion that a competing line
would be of great advantage to the iron and coal-masters. It
would make the companies more civil, and ensure cheapness and
expedition in the transit of goods.

The CHAIRMAN—Do you think that when the parties got their
line they would be as civil as they are now
Witness—l think the Great, Western Company would be as
civil.

Mr. Bayley, examined by Mr. CRIPPS—Is a chcmiat residing at
Wolverhampton. Costs him GOO/. per annum for the carriage of
goods on railway and canals. Found the charges very high on the
London and Birmingham line. Contracts with that line. Com-
petition was necessary to bring down the rate of charge.
Mr. G. England, examined by Mr. KINGLAIKE maltster at
Wolverhampton. The Great Western line would bring down the
rate of carriage on 60,000 quarters of wheat, at the rate of twenty
miles annually; that is, there would not be that amount in ratio to
pay after the reduction which would be caused by competition
The Rev. H. Cartwright examined by Mr. Carrra—ls vicar of
Dudley, and also a magistrate of Worcester. A large meeting was
held in the latter place last September, in favour of the Great

Western line. Was himself in favour of that line, because
it was adapted to the waste of that part of the country. It
gives greater accommodation north and south than the London
and Birmingham line.

Mr. Paul Matthews, examined by Mr. KINGLAKE—is a large
brick manufacturer, at Stourbridge; manufactures about 30,000
tons of clay annually. There are other large manufacturers of
the same article in the n&ghbourhooe. There were in some of
the districts 1,650 tons of bricks, which would go on the Great
Western line, and only 5,040 tons on the London and Bir-
nsi nghana.
Mr. G. Hickman, examined by Mr. COCKISURN—IS a eualowner
at Worsely. The Great Western line was the beat adapted for the
coal trade. The large trucks of the broad gauge would prevent
the coals being broken up, as they would not have to be piled up
so high as they were in the narrow gauge trues,

Mr. J. Hill, examined by Mr. Cur • IiCRIV—IS town-clerk at
Worcester. Some time ago there was a line projected for the
South Staffordshire district; this was in 1841, but mom y
being very scarce the scheme was not taken up. Subsequent to that
date the• Board of Trade issued a Commission to inquire
into the best line for the South Staffordshire districts,
and they adopted the line which had been abandonec.
The present Great Western scheme comprised that line. There
was a meeting held at Worcester I,st September, it was called by
the Mayor, and there were but five hands held up against the
Great Western scheme; those persons have since joined in support
of it. It was decidedly the best line for the accnnmodation of the
South Staffordshire cFstricts.

Mr. Alderman Evans, examined by Mr. COCCBI ax—The Great
Western line was the best for the mineral traffic of the South
Staffordshire districts. it was the best rim for the transit of goods
going north and soutli.

_
The Speaker being announced at prayers, the Committee
adjourned.

Group A

andT
thheeCfoOThm,wititenge
Bimetllstwo-edraeyr,:fnertrhede V:)ctht:nmin:sler Sessions House.
Central Kent.
London, Chatham, and North Kent.
London and Croydon (Chatham to Chilhana).
London and Croydon (Chatham to Graveesend).
London and Croydon Eolargoncnt.
London and Croydon (Orpington Branch).
London and Croydon (Maidstone, Ashford, and Tunbridge;.
South-Eastern (Ashford to Hastings).
South-Eastern (Branch to Deal and Extension of be South-Eastern.
Canterbury. Ramsgate, and Margate Railway).
South-Eavern (Hungei ford Bridge to Chi'ham, with branches).
South-Eastern (Lewisham to Tunbridge and l'edduck Wood).
South-Eastern (Maidstone to Rochester).
South-Eastern (Tunbridge to Tunbridge Wells).
South-Eastern (Widening and Extension of the London and
Greenwich Railway).
South-Eastern (Headcoin and Rye).
Brighton, Lewes., kitsi Hastings (Hastings, Rye, and Ashford Ex-
tension).

Rye and Tenterden.
Kentish Cr,ast.
Gravese;►d and Rnchebter
Lond'A and Greenwich.

Numerous petitions were presentee!, and the required appear-
ances were entered against each of the above, except the Brighton,
Lewes, and Hastings (Keymer Branch), and the Landon arti
Greenwich, which were unopposed.
Mr. Rastrick, the engineer, and other witnesses, were examined.
to prove the engineering capabilities of the Kepner Branch line.
BRIGHTON, &e. (KEYMER EXTENSION.)

The preamble was agreed to, and the• clauses of the Bill having
been gone through, the Committee decided to report it to the
House. _

LONDON AND GREENWICH RAILWAY.
The Bill for enabling this Company to lease their railway WAS
gone through without opposition, and the Committee agreed to
report it to the House.
LONDON, CHATHAM, AND NORTH KENT RAILWAY.
Mr. Sergeant WRANGttaN, for the promoters of this Bill, then