The Sun.
London, England, 1845-06-10 00:00:00

GROUP L.

rORTS/VIOUTIZ ATMOSPHERIC LINE.
(Continued from our Afternoon Edition of yesterday.)

Mr. Pope, the eminent coal merchant, stated that he had been
the first person to send coals by the South-Western Railway. Fur
the carriage of coal the charges were—for unloading Bd. a
ton; lighterage, 9d. to 10d.; unloading and warehousing, 7d. ;
and meterage, 3d. ; one-half of the meterage the captain
paid; so that the cost of getting coals to the South-West-
ern Railway is 2s. 4d. a ton. On the Brighton Rail.
way the united charges were 2s. Hid. a ton ; but he
was making a dock and wharf at Deptford-creek, which he was
under a bond to the Greenwich Railway Company to make a public
wharf; and from that wharf, which was between Greenwich Hos.
pital and Deptford Dockyard, he could unload the ships at a half-
penny a ton, and get coals on to the Greenwich Railway for 4d.
Had an agreement with the Greenwich Railway Company to carry
for another 4d. ; the wharfage would be 2d. ; and meterage, as usnal,
I id. a ton, so that he could supply coals at Dorking for the same price
as he could send them to Charing.cross. He had had a ship of 280
tons unloaded in the dock, and there would be every facility for the
transit of goods, not only along the proposed atmospheric line, but
also with the North Kent to Chatham. He also sent a great
quantity of shoddy, a peculiar kir dof manure applied to the hop
grounds about Dorking, and there was a good deal of lime which
came up from that part of the country.
To the cross examination of Mr. COCKBURN, Mr. Pope stated
that he had completed his own side of the dock since he gave his
evidence on the Epsom line last year, at a cost of about 2,0001.,
but the other side was as yet incomplete in consequence of the
transactions between the Greenwich Railway Company and the
Sou•h.Eastern Company. One side of the dock was his own

freehold, but the other side had been leased of the Greenwich Rail

way Company for 99 years, and they were under an agreement to
complete that side of the dock within two years from last Decem-
ber. The cost to them would be from 3001. to 5001,. and, of
course, the South. Eastern Company would be glad to complete their
side of the dock, because it would bring a good deal of tonnage to
their line. In his opinion, the means which he adopted for
the tranference of the coals from the ships to the railway wag-
gons was much more economical.

Mr. Barclay, M.P. for Sunderland, residing at Eastwich Park, near
Leatherhead, stated that the whole of the country in his neigh.
bourhood was very much in want of railway communi..
cation. The nearest station was at Esher on the South-
Western line, and the time occupied in getting to the
City was about two hours and twenty minutes, and
the mode of conveyance was expensive. The whole of the
country was thickly studded with the villas of gentlemen connected
with commercial affairs, and who very frequently came to London.
His own place was 2 miles from Leatherhead, on the Guildford
road, and about 6 miles from Elmira. On the whole the London-
bridge terminus was by far the most convenient, and there was no
other railway which offered any facilities for conveyance.
Mr. ..11seph Cubitt, engineer, stated that he was the acting
engineer in laying out the proposed line, in which he had enjoyed
the benefit of his father's assistance. The line began at the ter-
mination of the Epsom line, which was IS miles 5 furlongs from
Dorking, thence by Leatherhead, and a tunnel at Norbury Park, 450
yards long, to Wootley-ridge, which they passed by a tunnel 660 yards
long, thence to the ridge on which Haslemere stands, which they
passed by a tunnel of 1,733 yards long, at a distance of thirty miles;
thence to Lippock, four miles; thence to Petersfield, eight miles;
and rising to the South-down Hills, which they passed by a tunnel
1,254 yards long; thence by Idsworth and Rowland's Castle,
through a short tunnel of 140 yards in length, to Havant, eleven
miles; and thence by Bedhampton to Portsmouth, seven
miles, making the total length of line sixty miles
three chains, and the whole distance from London
nearly seventy-nine miles. The heaviest cutting would
be forty feet deep, and would require 327,000 yards of
earthwork, and the greatest embankment would require 22,000
yards of earthwork, and would be about twenty-eight feet high
—about fifteen miles from Epsom. The deepest gradient was lin
80, and the gradients gradually decreased 1 in 475. The horizontal
was seven miles long, and the rest of the railway was
laid out in the gradients, the steepest being about four miles long.
The Chichester Branch was about 3i miles long, and the rest was
easy in gradients. There were no curves of less than half a mile
radius. The works were certainly heavy, but easy of execution.
The total estimate was 1,407,1651., including land. That was on
the principle of a single atmospheric line, bat the land taken
was sufficient for a double line. The estimate included the
pipe and the electric telegraph, but not the working plant nor any
compensation for the patent right, the last being included in the
working cost. The railway might be opened in two yoars from its
commencement. The estimate covered the Chichester branch, and
in the whole comprised a distance of 69 miles. The proposed line
certainly went through a country far more deficient in the means
of conveyance than that through which the Chichester and Guild-
ford line passed. He had laid out a branch to Guildford,
and had surveyed another to Reigate, tGe plans of the
latter of which had been deposited, but both were abandoned
at a late period.
To the cross-examination of Mr. COCKBURN, Mr. Cubitt stated
that the first and principal cutting was in clay, and was proposed
to be 3tol in slope, and was to be 24 feet deep at bottom. There
were 34 other cuttings passing through chalk sand and clay,
varying from 1 to I in slope to 1 in 3, and from 30 to
50 feet in depth, and being from half a furlong to I.:I-
-ndies from each other. The total quantity of earth-
work would be 4,233,779 yards and of embankment 2,402,958
yards, effected at a charge of from 9d. to Is. 3d. a yard. The
charge for tunnelling at Norbury would be 30/. a yard, at Woot-
ley 45/., at Haslemere 451., and at Buriton, 30/. a yard. The
total cost of the tunnelling would be 163,1851., and for the earth.
work 200,2451. The bridges and culverts would cost just the same
amount, 200,245/. The permanent way would be made at a cast
of 2,600/. a mile, being for ballast 6601., sleepers 440/., chairs
931. 175., intermediate chairs 2811. 155., rails at 50Ibs
per yard, 2911., and the laying 1761., making a total
cost of 166,400/. for the main line, and the branch,
23,4001. The vacuum tube and the electric telegraph would cost
4,5001. a mile, making a total cost in that department of 270,0001.
The vacuum tube on the main line was to be 18-inch,
and would require 320 tons a mile; that on 'the branch line
would be 15-inch, and would require 264 tons of metal per mile
The cost of the electric telegraph would be 12,0001 , and
the cost of laying that and the vacuum tube would be
240/. a mile. The cost on the branch line to
Chichester would be, for fencing, 2,800/. a mile; earth.
work, 9,321/. ; for bridges, 27,7501. ; permanent way, 23,400/. ,
for vacuum tubes, 37,628/. ; for the electric tube, 1,7501. ; land,
14,6021.; and for contingencies and stations, 9,9871. a mile; mak-
ing a total for the branch line of 127,2351., and for the main line,
1,279,930/. The number of stations on the main line was pro-
posed to be thirteen, erected at a cost of 61,0001., and there would
be two stations on the branch line. The stationary engines were
now strict'y within his department, but lie believed that they were
to be at a distance of three miles from each other, and were to be
double engines of, together, 130 horse power.
Mr. GUNNING appeared for Lord Grantley, who has an estate
near Wonersh, and endeavoured to elicit from Mr. Cubitt that the
direction of the line had been needlessly altered. It appeared that
the nearest point of the railway would be within 150 yards of
Lord Grantley's house, where there would be an embankment about
27 feet high, but the viilage of Wonersh lay between the two.
There was, however, a portion of the line not more than 300
yards from the house, where there was no building to intercept the
sight of the railway. The radius of curve at the park was about
three-quarters of a mile.
To the cross-examination of Mr. M. SMITH, Mr. Cubitt stated
that there would be seven roads crossed at a level, and he proposed
to cross the line by small balance bridges, which were to remain
up generally, and which would be lowered over the tube whenever
a carriage wanted to pass over, and a man would be placed at
those points to lower and raise the bridges.
To the cross-examination of Mr. WADDINGTON, Mr. Cubitt
stated that the branch line would leave the main line at Havant,
and he proposed to use the station of the Brighton and Chichester
line at Chichester.

To the cross.examination of Mr. RAWLINSON, the witness
stated that the main rooms looked away from the line down
the opposite valley, and that there was a wall twelve feet
high at the back of the premises, and the whole
of the village between the house and the railway. It was intended
to pass the canal by a viaduct screened from the house, except the
upper windows, by a wood. The line would run about 200 yards
from Gosden House, the seat of Mr. Sparks, but it went altogether
through farming ground, and he did not think that any ornamental
property whatever would be disturbed. They had contracted for
the atmospheric tube at 61. 15s. a ton, while that on the Epsom
and Croydon line was to be 71. 15s. a ton. The rails on this line
were to be 111. 10s. per ton.
To the inquiries of Mr. M. MILNER, the witness stated that the
great features of the line had been adopted from the beginning, and
he had adopted this line, because from Godalming it was the
shortest, and enabled him to join the atmospheric line at Epsom ;
and he did not think that the advantage of the better gradients, on
the other line, was worth consideration.
To the inquiries of Lord Crave, the witness stated that there
would be nineteen engine stations between London and Portsmouth,
and there would be five or six crossing places on the line. There
would be a means of communicating, by the electric telegraph,
between station and station.

To Mr. OsWALD—The witness said that the heaviest portion o!
the line was between Godalming and Dorking; and the steepest
gradient, lin SO, was on the way to Havant. There were many
gradients steeper than this, there being one on the incline plane of
the Birmingham line of lin 37. The tunnels were 14 feet clear
way, and 16 feet high, clear. The brickwork was to be 18 inches
in the chalk, and 2 feet 6 inches in the sand and clay. He could
not stink as to the opportunity of continuing the traffic, if the
tunnels were to be enlarged for a double line, nor could
estimate the expenses, but the proportion might be half as
much again.
The Committee here adjourned till twelve o'clock tomorrow.

GROUP LL.
THE LONDON AND SOUTH-WESTERN
ILAII.WAY EXTENSION.

Mr. CHAMBERS (in continuation from our Afttrnoon Edition
of yesterday) said—The Bishop of Carlisle and his lessee, Mr.
Alleyne Williams, would be irreparably injured. When time
Committee were dealing with a question of this matter they ought
not to look to the persons, but ought to take into consideration
the protection which they ought to afford to church property, and
take care that it should net lose in value to the successors of the
prelate or to the Church, which would be benefited by that pro-
perty. The value of the property in question was 6001. a year,
which would be much lessened if Mr. Woodward could not receive
his rents. Mr. Woodward had within the last twenty years be-
come a rich and wealthy tradesman, and had erected m .ny hundreds
of bonus, the rents of which would be materially interfered
with, and he would become a man of comparative poverty, and such
compensation as was generally introduced into railway Bills could
not recompense him. His other clients would be similarly injured, as
their property was new property, in which large sums of money had
been invested. The traffic tables, he alleged, were grossly erroneous,
and the preamble was not proved. It was originally intended to
extend the present line to some place near Hungerford-bridgl
limn the terminus at Nine Elms. But it appeared now that
there was to be no extension from the present ter-
minus, but from the Wandsworth junction, which was
contrary to what was advertised. He argued that the Committee,
when stealing with this scheme, had to consider whether
the present line of railway could supply the demands
of the vicinity of London or the demands of dis-
tant passengers, which the traffic tables showed. It
would require four lines of railway to supply those
demands. According to the present ground plan it would
be impossible to do it. There should be an additional embank-
ment, for which there was no provision made in the estimate.
On the other hand, the Committee ought not to con-
sider the contributory branches which were contemplated—
they should look to the main trunk alone, and it was a case for post-
ponement of such a scheme until they knew whether the branch
projects were to be carried out. If an injury was to be done to a
vast number of individuals and was to be excused because a greater
number were to be benefited, they should not do that injury
until they saw that the greater number were about to be belie-
fih4; He then alluded to the advantages which it was
arcked that the intended extension would bestow upon

pleasure passengers, and argued that the pleasure excur-
sion traffic was the most futile and most unsatisfactory
that they could rely upon, as was already found out on the Brighton
line. He would conclude by saying that the present scheme
would destroy the comfort and convenience of avast number of in-
dividuals, and was to be carried out at the enormous expense of
500,0001., and he would ask whether it was not a case which
ought to be postponed until they saw more clearly with reference
to the advantages which the public would derive from it. If jcs-
tice were done by granting proper compensation, twice the above
sum would not be sufficient. The result of the evidence which he
would produce would be that the intended extension would not be
for the public benefit.
Mr. Wiltshire was the first witness called. On examination by
Mr. M. CHAMBERS, he statedthat he had been a surveyor and architect
at Lambeth for the last thirty years, and was well acquainted with
the property in that locality. He surveyed the pro.
jected line several months ago He thought that it
was exceedingly objectionable, because it would cut property in a
diagonal direction, and passed all the great thoroughfares in a
diagonal line. It would be more injurious than if it went
directly across or by the side of property. He discovered that
there could be made as good a line, and not at greater
expense, which would not destroy property by so cut-
ting it in a diagonal direction. The property of the Messrs. ,
Burnett, Woodward, the Bishop of Carlisle, and Mr. Streeton, would
be injured in such a way as not to admit of compensation.
The witness was then cross-axamined by Mr. HILL—He adhered
to his statements on examination in chief.

Mr. Cottingharrn, architect, was next examined. His evidence
corroborated that of the former witness with respect to the impes.
sibility of affording full compensation to the proprietors of thepro-
perty which the intended extension would cross.

After a brief cross-examination of the witness, the Commit.
tee rose.

GROUP N.
SOUTH DEVON AND TAVISTOCK
RAILWAY, dt.c.

At the sitting of the Committee this morning,

Lord Morley, Chairman of the Chamber of Commerce at Ply-
mouth, gave it as his opinion that the branch to Sutton Pool would
offer great facilities to Plymouth; that the inhabitants were in
favour of it ; and that the traffic which such a line would curry
would be considerable.

Mr. Brunel, the engineer to the Company, was then examined.
He stated that the line and branches would be worked by atmo-
spheric traction. The estimated cost of the branches, including
land and the laying down of the atmospheric system, would be
Tavistock branch, 157,0001.; the Launceston branch, 130,0001.;
Sutton Pool branch, 22,000/. ; New Passage, 35,1001. On the
Tavistock branch there would be three tunnels, and a curve of
eighteen chains, on a gradient of lin 42. On the Launceston and
Tavistock branch there was a gradient of 1 in 261, but that was at
the point of starting from Tavistock ; at the Launceston end 1 in
27L-. for three-quarters of a mile. On the Sutton Pool branch the
smallest gradient was 1 in 40 for a distance of the chains, and 1 in
64 for about half a mile. On the Millbury branch the smallest
gradient was lin 43; in New Passage 1 in 25. The smallest
radius of a curve on that line was 22 chains.

By Mr. BRAMWELL—The Plymouth and Dartmoor line, worked
by horse power, could not be rendered available for the purposes of
the presumed Sutton Pool branch. They proposed crossing that
line. The atmospheric pipes might terminate on either side, or
he would carry the apparatus and the lines across 18 inches below
those laid down.

Mr. BRAMWELL then addressed the Court on behalf of Alder-
man Johnson, the proprietor of the Dartmoor line, and held that
the projectors of the lines before the Committee had violated cer-
tain promises entered into with them respecting the taking of that
line for the purpose of using it on a portion of their line. They
subsequently altered their plan and proposed to carry their line in
the same direction, and within 40 feet of it, by which great injury
would be caused to the property of Alderman Johnson.
the room was then cleared, and after a deliberation of three-
quarters of an hour the Committee adjourned until te.morrow.

GROUP P.
NEWPORT AND PONTYPOOL.
(Continued from our Afternoon Edition of yesterday.)

The Committee having passed the remaining clauses of the New-
port and Pontypool Railway, the Bill was ordered to be reported,
and, as had been surmised, they proceeded with the consideration

THE SOUTH WALES RAILWAY.

Mr. AUSTIN (with whom were Mr. Talbot and Sir T. Phillips)
appeared to open the case. He commenced by saying that the present
scheme was one of the most important measures that he ever remem-
bered to have been brought before a Committee of the House of Com-
mons for their consideration. It would appear from the maps before
the Committee, that the line was proposed to traverse a very extensive
range of country. The entire length of railway was 162 miles, going
through a country at present entirely without the means of railway
communication, and yet numerous in population, and abounding in
mineral and agricultural produce. The line would establish a com.
munication with various ports on the great estuary of the Severn,
and would terminate near the port of Milford, which was notoriously
one of the most important ports in the country. The shore
lying opposite to Ireland, and commanding all the extensive corn.
merce derivable from the south of Ireland, it would be very difficult
to exaggerate the importance of that line. The Commissioners of
the Board of Trade, who had inquired fully into the question with
respect to the general utility of the proposed line, were of opinion
that the benefits that would result to South Wales would be almost
incalculable. He would shortly describe what the course of the
proposed line would be. There appeared on the map, on the line
called the Great Western, aplace of the name of Standish, which had
hitherto ueen a small and unimportant place, but which In the lapse
of time, would, no doubt, become as notorious as some of the princi-
pal cities. Standish was the point of departure from which the
proposed project would emanate from the Great Western line.
Before proceeding from this point, the Learned Counsel called the
attention :of the Committee to the general bearings of the line
with respect to the Great Western Railway. It was pro-
posed to construct the South Wales line on the
principle of the broad gauge, and no difficulty would
arise on this head, as no opposition had been
offered as to whether the line should be made on the broad or the
narrow gauge. The proper point of departure for a South Wales
line would be, without doubt, from Standish, whether it was in-
tended to accommodate the internal districts or the coast; and it was
also the best means of communication for London and Manchester.
From St. David's to London the communication would be nearly
in a straight line. Standish would be also a very convenient
point, as it approximated nearest to the port of Bristol, and with
the west of England generally it would afford the nearest and best
communication that could be obtained. From Standish to Glou.
cester the distance was 72 miles, to Bristol 29 miles, and to Lon-
don 107 miles. It was intended to cross the River Severn
at a point six miles from Standish, which formed a con-
siderable bend here. On crossing the Severn the line would
enter the district of the Forest of Dean, which was
a mineral district of ♦ery vast importance, and belonged to the
Crown. From thence the line proceeded along the coast, crossed
the Wye, to a point called Chepstow, where the line entered
the town of Monmouth ; and from thence, following the
coast, reached the town of Cardiff, which was a port of con.
siderable importance. The course of the railway would then
be entirely a straight line to Neath, a very large mineral dis-
trict. From Neath, the line traversed a rich agricultural
mineral country to Swansea, from whence fully three-quarters of the
entire copper used for manufacture was exported. The line then
proceeded from Llanethly to Carmarthen, towards which towniwas a
large converging of population and commerce ; it hence travelled
west from Carmarthen to Milford Haven on to Fishguard, from
whence the distance across the channel to Wexford was
seventy miles. It was very important that a more
effectual communication between London and Ireland should
exist, as the present means of communication round Holyhead
was exceedingly inconvenient. The railway would also conduce
very considerable to promote the commercial interests of Ireland,
as regarded Wales and England. It could not fail to strike the
Committee how important it must be to obtain a nearly direct com-
munication between Fishguard and the ports of Waterford and
Wexford. Wales and Ireland would be mutually benefited.
The strong opinion that had been expressed by the
Commissioners of the Board of Trade as to the advan-
tages of the proposed line, would preclude the necessity, if
any existed, of entering into any details as regarded the en.
gineering department, or as to the produce of the country
through which the line would pass. He would proceed at once to
state that the estimated cost of the centre line, including all contin-
gencies, was 2,Boo,oool4which sum was small when compared with
the expense of lines of a similar important nature. The passenger
traffic was expected to realise:an income of 220,000/. a-year, from the
conveyance of goods the revenue would be 205,0001. ; from other
sources about 30,090/., making altogether a gross revenue of
450,0001. annually. The working expenses of the line had been
calculated at 411 per cent., which, being:deducted from the gross
revenue, will leave a clear net annual income of 274,0001.,
and which will yield an interest on the capital exceeding
nine per cent. There were three branches on the line,
one of which was called the Pembroke branch, and was 19
miles in length ; the second extended from Newport to Mon.
mouth, and was 19 miles long, where it combines with the
Hereford and Monmouth line, and the third branch, which was
7 miles in length, traversed the Forest of Dean and also united with
the Hereford and Monmouth Railway. It was proposed to make
a navigable cut across the bend of the river where
the railway would pass. The Lords of the Ad.
miralty had demurred to the proposed scheme. only with
hesitation. The Commissioners of the Severn Navigation were
satisfied the proposed mode of crossing the river would not be
injurious. The Board of Commissioners of the Woods and
Forests were strongly desirous that the line should be made, and
the Board of Trade had decided it was desirable to be made, so
that these three important and influential bodies are all pressing
in its favour. The only persons who were likely to be effected by
the construction of the bridge were those who were located above the
crossing, and it would appear in evidence that these individuals
were all unopposed to the project intended. The canal on the
side of the Severn would, without doubt, tend considerably to pro-
mote the traffic on the river, and would be a beneficial interference
There was little or no opposition on the line, for on the 215 miles
of railway there were only 15 miles opposed by landowners. The
Learned Gentleman concluded his address by observing that he
had left all details of an engineering nature entirely out of view,
but he was satisfied he had stated enough to convince the Commit-
tee that the preamble of the Bill ought to be passed.

Lord Lurgan deposed as to the trade between Armagh and
Newry. The trade was very considerab!e, and likely to increase,
were this railway formed. The feeling was generally in favour of
this line.

Sir John Rennie, civil engineer, gave evidence as to the survey-
ing of the line, which he executed in October last at the desire of
the Company. The line was 71 miles 55 chains long. The
distance from Newry and Armagh was 221 miles. Three
miles of this portion of the line had a gradient of 1
in 81. The severest of the remaining gradients were 1 in 102,
lin 150, and lin 140, respectively. The other gradients were
of a very slight character. The gradient of 1 in 81 was near to
the Armagh station, and would not at all interfere with the swift
progress of the trains. If at any time there was a heavy train
passing, from the proximity of the station an extra engine could
easily be got. There were much less gradients worked by locomo-
tives. One on the Gloucester and Birmingham of two miles in
length was 1 in 37, and the inclined plane at the Euston station
of the London and Birmingham was lin 65. The deepest
cutting was 75 feet. There was only one tunnel on the whole line,
of 310 yards in length. There were no engineering difficulties;
and the most expensive part of the line was between Newry and
Armagh, which he estimated at 15,5001. per mile. The whole
capital was 900,000/., which he considered amply sufficient for all
purposes. The line at the Newry terminus was only four feet
above the quay. The Belfast Junction was crossed about three
miles from Newry.

Mr. BROWN put in the traffic tables, from which it was estimated
that the annual receipts of the line would be 102,489 L, which,
after deducting 33 per cent. for the working of the line, and inte-
rest on borrowed capital, would leave 61 per cent. on the capital of
the shareholders. This was taking the traffic at the very lowest
estimate. The portion of the line between Newry and Armagh
would yield at least 8 per cent.
This closed the evidence on behalf of the line.

At this stage of the proceedings, Mr. ALEXANDER, on the part
of the Newry and Enniskillen Company, stated that, before going
further there was a difficulty to be overcome respecting the clauses
of their Bill regarding the formation of tl:e joint railway from
Clones to Enniskillen. They objected to the clauses as drawn up
for insertion in the Dundalk and Enniskillen Bill, providing that
each Company should construct one-half of the line, and considered
it would be much better formed by a joint committee acting for both
companies.

Mr. MuapirY, on behalf of the Dundalk and Enniskillen Corn-
pany, replied that the understanding between the two engineers
when the agreement was drawn up, was, that each company should
join 12 separate miles of the 24 miles from Clones to Enniskillen.
A joint committee he considered would lead to interminable diffi-
culties.

After a lengthened conversation,
The CHAIRMAN stated that the Committee were of opinion that
the '24 miles between Clones and Enniskillen would be best formed
by a combined committee, and they further considered that
the clauses to be proposed, in conformity with this arrange •
ment, should be submitted to the Board o: Trade previous to their
being brought before the Committee at their next meeting.
The Committee then adjotirned till Wednesday, at the usual hour.

The CHAIRMAN then said—l suppose, Mr. Austin, you have seen
:he letter from the Admiralty.
Mr. A USITN—Yes, Sir.

The CHAIRMAN observed he was authorised in saying that that
communication had been confirmed by a subsequent intimation from
the Admiralty.

Sir T. 'PHILLIPS called Mr. Buckland, of Swansea, as the first
witness—He deposed generally as to the mineral traffic of South
Wales, and the great advantage a railway communication would
afford in opening up markets for the disposal of the produce. The
further examination of the witness was postponed till to-morrow,
and the Committee adjourned.

TILE SUN, LONDON, TUESDAY EVENING, JUNE 10, 1845.

marks, but not for the purpose of relying upon them as a principal
point In his case.

The CHAIMIAN thought it better if he dropped the Barnsley and
♦shton traffic altogether.
Mr. AusTIN agreed to do so, and Mr. Wilkins then withdrew
his opposition.

Mr. Brown, a coal and salt merchant, living at Masberough, was
then examined. He was a manager of the goods traffic on the
Don Navigation from 1829 to 1839. His province was to receive
the dues at Rotherham. The supply of water on the Don Navi-
gation for the last eighteen months was very bad. Two days were
at present occupied in passing between Rotherham and Goole.
The distance was thirty-eight miles, and the carriage of goods cost
6s. Bd. to 7s. per ton. The witness then proceeded to give evi-
dence on the difficulties of the Don Navigation, and the traffic
which at present existed in that district, all of which have been
already referred to in Mr. Austin's opening speech. He consi-
dered that the proposed line would be of great advantage. The
people of Sheffield were all favourable to it.
Messrs. PICKERING and Buss cross-examined this witness at
considerable length ; after which,
The CHAIRMAN asked if there were many more witnesses to
be examined ?

Mr. Pottocx replied that there werc a considerable number, but
the time of the Committee would not be occupied unnecessarily.
The CHAIRMAN then ordered the room to be cleared, and the
Committee remained in consultation for about a quarter of an
hour.

On our re-admission,
The CHAIRMAN requested Mr. Austin, the leading counsel in
the case, to be sent for.

Mr. Austin, having been engaged in addressing another Corn,
mittee, could not make it convenient to attend.

The CHAIRMAN then said that the Committee found it would be ex.
ceedingly difficult to come to a satisfactory conclusion with re-
spect to the proposed line. There were three schemes at present
before Committees, the decision on which would materially in-
fluence the Committee as to the course they should adopt with the
proposed line. In the first place there was the Swinton branch to
Doncaster; secondly, the proposed Sheffield and Gainsborough branch;
and, thirdly, and above all, the projected London and York line,
which would run side by side with the proposed line, at many
points not more than 2i miles distant. He did not mean to say how
tar any of the projecte.l lines would, if carried, interfere with the de.
cision of the Committee as to the proposed line, but he would suggest
the propriety of withdrawing the proposed line for the present, and
suspending any further proceedings with it till another session. He
would be glad that Mr. Pollock would consult with Mr. Austin
till tomorrow, as to the course they should think right to adopt
under the circumstances, and communicate their intentions to the
Committee by to-morrow morning.
Mr. PoLtocit assented to the proposal of the Chairman.

The Committee then adjourned till twelve o'clock tomorrow.

GROUP X.
cAreinnaDGE AND LINCOLN LINE.

The evidence of Mr. Rendall (continued from our Afternoon Edition

of yesterday)—
The crois.examination next referred to the cuttings on the datum
line. On the 16th mile from Cambridge, where it would cross the
" great wash," there was a discrepancy discovered by the
Counsel between the actual height of the cutting and
the distance marked on the datum line, by which it

appeared that this line, if carried out in accordance with
the section, would pass at a distance of ten feet under the bank of
the Great Wash. (Some discussion arose on this point, as to whe-
ther the question ought to be put, but the Committee allowed it,
and the itness said that such a work could not, in fact, be done).
Mr. Sergeant WRANGIIAM said that, with such evidence, he
would contend that it would be idle for the Committee to enter
any further upon the investigation of this line, for if it even re-
ceived the Royal assent to-morrow, it could never be proceeded
with, owing to this fatal objection. The Learned Counsel then
proceeded to read the Standing Orders, applicable to his objection.
Mr. Hirmaan said that it was distinctly understood between
all the counsel that all Standing Order objections should be waived,
and that they should fight out the Bills on their merits. However,
his application to the Committee now was that they should proceed
with the inquiry, and that this objection was met by a clause in the
general Act, by which no work could be proceeded with until
any additional proposed alterations should be intimated to the
clerks of the peace, &c.; and this difficulty might be proposed to
be met, either by a trough, or by deepening th beds of the river.
Besides, the Committee had the power to ordee the insertion of a
clause to rectify this inaccuracy, which he conrtended was nothing
more than a technical objection. Whether the House of Com-
mons would approve of the alteration or not, was another question ;
but certainly the Committee had the power to do so.

At the close of the discussion the room was ordered to be
cleared , and the Committee remained in consultation three.quar-
ters of an hour, at the expiration of which period the parties were
re.admitted, and
The CHAIRMAN stated, that the Committee considered this to be
a question of such great importance, that they would take until to-
morrow to decide, and that they would announce that decision at
one o'clock.
They then adjourned at five o'clock.

[TO USE of LORDS.—(YESTERDAY.

RAILWAY BILLS.

The Chester and Holyhead and the Leeds and Bradford Railway
Extension (Shipley to Colnes) Bills came before Lord Shaftesbury
in Committee at half-past five this evening. The Bills being
unopposed, went through they come on again to-morrow, how-
ever, to have some slight alteration of a few clauses.

These were the only Railway Bills before his Lordship to-day.

LYCEUM THEATRE.

" A new and original comedy, in two acts," we quote from
the play bills, entitled Friends et Court, was produced at
this theatre last evening, with complete success, which success
was entirely owing to the admirable acting of Mrs. Keeley, in
the character of Charles de Marillac, the youthful hero of the
play. The scene is laid during the first act in Paris, and
during the second at Versailles, during the reign of Louis
XIV. The young de Muffin, a Gaston of noble family,
has come to Paris to push his fortune. He is fortunate
enough to save Louise de Chernerant (Miss Farebrother)
from the pursuit of the Marquis deLauzan (Mr. A. Wigan), and
falls desperately in love with her himself. Louis XIV. is also
in love with the young lady, arid employs the Marquis de
Vardes (Mr. Diddear) to devise means to get her to Court.
De Vardes introduces himself to the young Gaseon, offers him
a wife with an immense fortune and a place as Court, and,
forced by his poverty, De Marillac consents to the union.
Louise is also forced into a marriage by her aunt with an un-
known gentleman. The marriage is to take place at Ver-
sailles, and the two lover: find themselves unexpectedly united.
De Maxillae is instantly dispatched on a mission to Brittany,
to separate him from his wife, and leave the coast clear for the
Kir.g ; but De Lauzan is determined to elope with the bride
himself, and has laid his plans accordingly. Both the in-
trigues, however, are defeated by the shrewd woman's wit of
Maria d'Ossuna (Miss Villars), the Maid of Honour to
the Queen, who puts De Maxillae on his guard,
and for a moment awakens a spark of genero-
sity in the breast of the sensualist King, who
banishes Lauzan from his Court, and gives De Marillac the
office of superintendent of Gascony, permitting him to take
his wife with him. The dialogue is very mediocre, but the
incidents are good, and follow each other with rapidity, and
the imbroglio is admirably sustained to the end. The piece,
however, would go with more spirit if the long dialogue at the
conclusion, between the King and Maria, were considerably
shortened. Mrs. Keeley was called for at the fall of the
curtain and rapturously applauded. The admirable bur-
lesque of Cinderella followed, and attracted a bumper
house at half-price. Les Danseuses Anglaises have improved
considerably ; they have acquired more aplornbe than they ex-
hibited on their first appearance, and now the announcement
of them in the Bill, " warranted equal to foreign," is not a
mere play-bill puffing assertion.