The Sun.
London, England, 1845-04-24 00:00:00

THE SUN, LONDON, THURSDAY

At these times the inconvenience at thebridge would be very
much felt. He thought a station at the north of the town
decidedly preferable to the one proposed. The danger of the
train crossing the thoroughfare would always be consi-
derable.
Mr. MACAULAY, in cross-examination, asked this witness,
if he had never signed a memorial to tke Midland Counties
Railway in favour of this line, strongly recommending the
station at the bridge as the best adapted for the wants of the
inhabitants of Stamford. Witness replied that he believed
he had, but he did so then because that line was the only one
before the public. In doing this, however. he did not con-
sider it to pledge him to all the details of that measure, so
as to shut out. better information afterwards. He believed
that the opposition of the Marquis of Exeter to the present
line did not commence till after the signing of the memorial,
but that had not influenced him (the witness).
The CMAIRMAN—The great mass of the people are in fa-
vour of this railway, principally, because it is an impression of
theirs that if this line were successfully opposed they should
not get any other.
Mr. Phillips, malster, late Mayor of Stamford, and a
tenant of Lord Exeter, gave evidence in favour of
Mr. Giles's plan for the station. In his cross-examination
he admitted, however, there was no certainty of that
line going forward it the present were defeated.
At the last election excitement ran very high on the sub-
ject of the railway, and a s, rong feeling was expressed by
many inhabitants against Sir G. Clerk, but he did not think
that that feeling was general.
Mr. Grant followed in a similar course, but without deve
loping any new point. In answer to a question, put by Mr.
Macaulay, he admitted having voted in the Town Council of
Stamford in favour of the present scheme, but he did so in
his official character, in deference to the feelings of the in-
habitants. His private sentiments were against it.
Mr. Lawrence, land surveyor, was of opinion that the
passing of this line through the valley and across the street
in Stamford was highly objectionable. He had never seen
anything like it before.
Mr. Hill, surveyor in Stamford, gave similar evidence
against the proposed crossing, and cited the case of one on
the old Warrington and Liverpool line, which had been
found very annoying to the people of Warrington. He also
considered that the lines passing through the valley would
interfere with the drainage, and cause flooding.
The Committee then adjourned till to-morrow at twelve
o'clock, when the engineering evidence in support of the pe-
tition will be gone into.

Committee (No. 2.)
HUDDERSFIELD AND COOPER-BRIDGE LINE.
Captain Lewes's cross-examination (in continuation from
our Afternoon Edition)—There is no lease between the
Caldon Canal Company and the Manchester and Leeds Com-
pany, but there is some understanding as to the rates. The
rates were not doubled when that understanding was entered
into, but an addition of about 12 per cent. was made on part
of the line. An unusual amount of traffic has been created
on the Birmingham line by those gentlemen flying about the
country with new projections, but they can't last.—
(Laughter.) He saw hundreds of witnesses surrounding
this House, in anxious expectation that those projects would
be carried out.
Mr. WICKHAM—Is a magistrate of the county of York-
shire and a partner in the Lowmore Iron Works. Das a
very large traffic on the Leeds and Manchester Line of ii on,
coke, and lime. Is decidedly of opinion that the line proposed
by the Leeds Company would be the most convenient to his
district, as it would be worked by one Company.
Cross-examined—lt was the want of unanimity, caused
by many Companies, that caused much delay and incon-
venience on the Normanton Line.
Mr. HAWKSHAW, engineer of the Leeds and West Riding
Railway.—Had compared Mr. Jee's estimates, and found
that the works on the line he gave evidence of would amount
to 781,0001., including a tunnel of three miles of single line ;
Mr. Jee's estimate was 638,0001., but if the purchase of two
canals was to be included, the cost would be one million ; a single
line of traffic through a tunnel would be very dangerous
unless the line was single all through ' • if the tunnel were
to be made so as to give a double rail the additional cost
would be 115.6001 ; it would be less expense to make the
double line at once than to make it afterwards ; the second
tunnel would cost as much as the first, that was to say
211,2001.
Mr. James Thompson, an engineer of great experience in
tunnel works in Scotland, deposed that the proposed tunnel
on the Huddersfield and Manchester line would be highly
dangerous, as it bad but one line of rails, while the road at
either end had two. The whole of this witness's testimony
went to corroborate that of the last.
Several witnesses then were called to show that the
inhabitants of Huddersfield were in favour of the Leeds and
Manchester line.

Mr. TALBOT then stated that was his case in favour if the
Leeds and Manchester proposition, and spoke at some length
upon it; and hoped the Committee would postpone their de-
cision until the whole of their case was before them.

The CHAIR3fAN said that the Committee could not depart
from the rule they had laid down.
Mr. TALBOT then said he could not proceed further at
late hour.

The Committee then adjourned.

BLACKBURN, BURNLEY, ACCRINGTON, AND
COLNE RAILWAY—(Group D.)
(Continued from our Afternoon Edition.)
Mr. GREGORY resumed, on behalf of Mr. Parker, and in-
sisted that a saving clause, or rider, for a satisfactory devia•
tion, should be inserted in the Bill for the protection of Mr.
Parker's property, and proceeded to call him as a witness.
Mr. Parker stated he had nearly 900 yards of ground, part
of which was built over, and the remainder he intended
letting out on building-leases.
Mr. ST. JOHN contended that Mr. Gregory was trying to
establish a most unusual precedent, inasmuch as the clause
under which he endeavoured to classify Mr. Parker's pro-
perty was only intended to protect land already built on, and
it had not been satisfactorily proved that Mr. Parker's pro-
perty had been built on to the extent which would warrant
the interference of the clause referred to. Several witnesses
were then called; but nothing of further importance appeared
in evidence.
The CHAIRMAN then ordered the room to be cleared, and on
our return, stated that the Committee had come to the deter-
mination of limiting the deviation on Mr. Parker's property
at the station and immediate vicinity to ten yards,
but the amended clause was not yet to be considered
as part of the Bill until one or two points had been cleared
up. The final resolution of the Committee would therefore
remain suspended until to-morrow.
Mr. GREGORY then said that he had intended opposing
one or two other clauses, but would not proceed with his
opposition. He would leave his client's (Mr. Parker) inte-
rests in the hands of the Company, only requesting that
compensation might be made to Mr. Parker by an annual
payment, and not in fee.
Mr. Sergeant WRANGIIAM saw no objection to the course
proposed ; and the opposition of Mr. Parker was relin-
quished.
The remaining clauses were about being proceeded with
when
Mr. MEREWETHER stated he was instructed, on behalf of
the trustees of the Blackburn turnpike-road, to oppose
clause A, and presented a petition from the trustees re-
questing that the proposed line, where it should cross the
turnpike-road, might be carried over by an arch instead of
on the level, as was intended.
Mr. Sergeant WRANGHAM appeared to support the clause.
Mr. Cawley and Mr. Gooch, engineer, were severally
examined, and their evidence tended to show that the line
could not, without a very large expenditure, be carried over
the road otherwise than on the level ; and further, that the
construction of an embankment for making the arch would
throw the line out of the limits of deviation ; and also that
crossings on the level were not dangerous to the public if
the line were properly constructed, and the servants of the
Company attended to their duty.
Mr. Hardcastle was called as a witness by Mr. Mere-
wether, and said he had seen several accidents resulting
from a line of railway crossing the road on the level, and
instanced one in particular which happened a short time
since on the Bolton and Lee line.
Mr. Sergeant Wrangham and Mr. Merewether having
mutually addressed the Committee,
The CHAIRMAN stated that the Committee were unani-
mously of opinion that the line should be carried over the
road on the level, and that the original clause A should be
agreed to.
Some of the remaining clauses were then proceeded with,
when a messenger from the Commons announced that the
Speaker was at prayers.
The Committee adjourned till twelve to-morrow. •

BARNSLEY JUNCTION RAILWAY.
(Continued from our Afternoon Edition.)
By this railway the carriage to Selby would be 4e. 3d. a ten,
and to Goole 4s. 71,/,d. During fourteen days in last De-
cember he had taken the traffic on the Dearn and
Dove Canal, which he found to be in limestone and coal to-
gether 650,000 tons a year, and on the Wakefield and
Barnsley Canal it was 160,000 tons, making a total of
810,000 tons a year. But as this traffic was taken at a pe•
riod of the year when the coal trade was in state of
great activity, he would reduce the traffic on the Deans
and Dove Canal to 540,000 tons a year, and that on the
Wakefield and Barnsley Canal to 135,000 tons. Of this
quantity 170,000 tons went to Goole, Gainsborough,
Grimsby, and Hull ; and the greater part of the remainder
to other places to the east. To the inquiries of Mr. Talbot,
Mr. Robinson stated that the passenger traffic to the Cud-
worth station and to Pennistone, at 6,0591. 16s. 10d.' and the
prospective traffic at 3,3681. 16s. 10d., making a
t otal of 9,428/. 13s. Bd., a great portion of which
was likely to accrue from the abstraction of passengers
from the Leeds and Manchester Railway. He believed that
the number of persons travelling in consequence of the con-
venience of this railway would be doubled, and he assumed
that a great portion of the mass of the population at Ashton,
Staleybridge, and other places, would travel by the Manches-
ter and Sheffield and the Barnsley Junction, and so on to the
North Midland Railway; but he had made no allowance for
the traffic likely to be attracted to any of the railways
proposed, but yet unformed, in that neighbourhood.
By the present line of railway the distance to Manchester
from Barnsley was 63 miles, that the journey occupied 4i
miles, and the fare was lls 6d. ; while the distance by the
new line would be 36 miles, occupying an hour and a half
in the transit, and the fare would be 65., making a saving
of 27 miles in distance, three hours in time, and in money
ss. The traffic westward he estimated at 255,000
tons, that from Barnsley 200,000 tons, and that
from Silkestone 55,000 tons. To the inquiries of Mr.
Talbot, Mr. Robinson replied that he was aware that
a considerable quantity of the Dunkinfield coal, which was
found near Ashton, was used in that neighbourhood. The
traffic in coal and limestone he estimated at about 35,000
tons more than was now carried on the canal. The carriage
to Hull, Leeds, Huddersfield, and York, he calculated both
ways at 24,000 tons, and he did not conceive, from the pecu-
liar nature of the traffic, that any of it would be diverted to
any other line.
Mr. Jee, the engineer of the line, and acting engineer of
the Manchester and Sheffield line, stated that he first le-
ceived instructions to survey the line in 1841, and that he
was requested to select the best line of country, having re-
spect to the wants of the neighbourhood, and passing as
much as possible through the coal district. The difference
between the summit of the Barnsley Junction Railway, at
Pennistone, and that of the North-Midland, at Cudworth,
was more than 500 feet, which he proposed to surmount
by a uniform gradient of 1 in 95 ; but he did not
anticipate any difficulty in surmounting this bar, which
extended through the whole length of the line, which was
9 miles 58 chains, for there were two gradients on the Liver-
pool and Manchester line of similar or greater steepness; one
of 1 in 89 and one of 1 in 95, which extended over planes of
about a mile and a half each. There would be two tunnels
on the road, one at Oxspring of 500 yards long. another near
Barnsley of 440 yards long. There would be two
viaducts on the line, one over the Don 156
yards
eolrofensntgao,ttioaind with the greater • height 78 feet ;
the other over the valley of the Ilearne, 286 yards long, and
httwilaiyuirns.e.wge t
hi tes
pglienaenitesearescitoyefh eight 129 feat. He did not contemplate
three miles
property,lo.
withinT hde enirgoei
ninwn e9tehssr,ee, consideringcasunhtdet
ffiinaegnlsdo unnecessary,tthhaternhordeumogAfhlalLniocnrhdelst
e,r
Tine,as
tie
enr
de_
gstionneheearcl,ofsatala-mtbee(iidl e
t.
that
f tilet whichw,s,ai
stt
ihveeariei
aweecilriuNe:hiwna
el
drift-
waysjffiNler's.frLoomckteb,e theSil ke
ne
eye. lie had no doubt that the Silkestone Coal-
with the district and had looked ata
Coal-field
lean engineers'
e et Ilse-

largest unwrought coal-field in England, and he believed
that the only obstacle to the fuller working of this field was
the want of good railway communication. He had twice
sun-eyed that coal••field with a view to open up a commu-
nication with Goole and the sea, and if that were
effected he felt assured that' the coal, which was of
very good quality would be brought into competi-
tion with the coal front the north. He was convinced
that the line was the best that could be projected, and that
the high line of railway was necessary to carry the coal from
the Silkestone-field to Mancheiter and ail parts of the west,
and that indeed so necessary was this railway, that it would
be only one of several which would be formed after this was
made.
To the inquiry of Mr. SONES, Mr. Locke stated it as his
opinion that coals could not be so cheaply carried by canal
as by railway.
To the inquiries of Mr. AUSTEN, Mr. Locke expressed his
opinion that the formation of the Sheffield and Huddersfield
Railway would tend to increase the traffic on the Barnsley
Junction Railway, as also would the formation of the latter
line increase the traffic on the former, as it would be
necessary to go three miles on the Barnsley Junction Rail-
way to get at the Silkestone coal-field. The gradient was
the best that could be got, and with reference to the coal-field
the gradient itself was an advantage, and would enable them
to form communications with existing lines on both sides of the
island, and an extremely desirable line for the district and the
consumers of coal both in the neighbourhood and at a dis •
tance. Ile would undertake to carry 100 tons of coal with
every train, with an engine of no extraordinary power.
There was a proffer of a guarantee from the Sheffield Com-
pany of 5 per cent. upon 200,0001. and of 4 per
cent. on 100,000/. of the capital. There would be no
difficulty in making tramways from the several
pits to the railway, so as to render the coal easily accessible,
and the field could not be opened without better railway
communication than now existed. In reply to an observa-
tion in the report of the Board of Trade, Mr. Locke said that
there would not be any difficulty in accommodating the
future bringing of coal to the level of the railway, and that
the line, so far from skirting a coal-field, it never left the
Silkestone-field from the moment the coal cropped out at
the Oxspring Tunnel till it joined the North Midland Rail-
way.
The CHAIRMAN, having advised with the Committee, stated
hat it was the unanimous opinion of the Committee that
he preamble of the Bill had not been proved.

TATTERSALL'S.-THIS EVENING

Six o'CLocK.

TWO THOUSAND GUINEAS STARES.
5 to-4 agst Idas
5 to 4 agst Joint Day's lot.
5 to 1 agst Hedger

CHESTER CUP.

5 to I agst Cataract
9 to 1 agst Obscurity
9 to 1 agst Serniscria
9 to 1 agst Ould Ireland
20 to 1 agst Portrait
25 to 1 agst Trueboy
25 to I agst Ratan
25 to 1 agst Wineour
30 to 1 agst Pug
33 to 1 agst Fitz-Allan
DERBY.

5 to 1 agst Idas
10 to 1 agst Weatherbit
11 to 1 agst Alarm
14 to 1 agst hedger
14 to 1 agst Pam
20 to 1 agst Clear-the-Way
25 to 1 agst Old England
25 to 1 agst Worthless
50 to 1 agst Ironmaster
50 to 1 agst Libel

MPERIAL PARLIAMENT
(THIS EVENING.)

HOUSE OF LORDS.
At half-past four there was a Commission for giving
the Royal Assent to certain Bills.
The Commissioners were the Lord Chancellor, the
Duke of Buccleuch, and Lord Wharnclitre.
The Commissioners having taken their seats at the
foot of the throne, the Usher of the Black Rod was
ordered to summon the Commons to the bar of their'
Lordships' House.
The SPEAKER soon afterwards appeared at the bar;
accompanied by many of the Members.
The Royal Assent was then given in the usual form to
the following Bills :—The Sugar Duties Bill, the Glass
Duties Bill, the Customs Duties Bill, the Mutiny Bill,
the Marine Mutiny Bill, the Thames Navigation Bill,
and Britton's Divorce Bill.
The Commons then withdrew, and their Lordships
adjourned during pleasure.

Their Lordships reassembled at five o'clock.
Messengers from the House of Commons brought up
several Bills.

MAYNOOTIL
The Earl of WICKLOW presented two petitions
from the county of Wicklow, one against the grant to
Maynooth, and the other in favour of the grant to the
Church Education Society.
The Duke of BUCCLEUCH presented petitions from
several places against the grant to Maynooth.
ECCLESIASTICAL COMMISSIONERS.
The Duke of RICHMOND wished to know whether
the Ecclesiastical Commissioners had come to any reso-
lution with respect to the sale of the property under
their care.
Lord WHARNCLIFFE said that they had come to
some resolutions, which would be laid on the table.
EDUCATION IN IRELAND.
The Earl of CLANCARTY presented petitions from
Louth, and various other places, in favour of Church
Education in Ireland. The Noble Earl also presented
three petitions against the additional grant to
Maynooth. Ho wished to say a few words
in justification -of the vote he intended to
give against that measure, should it ever ccme
before their Lordships' House. He had no wish
to stand in the way of the education of any class of
her Majesty's subjects, but he thought that no money
ought to be voted by the State to support any
system of education, unless the State had un-
limited control over it, and unless the Govern-
ment was responsible for whatever was taught
The experiment tried in establishing the College of May-
nooth had signally failed. During the fifty years that
the College had been in existence, no one individual
celebrated either in literature or science had been edu-
cated there. Ho believed that there was a general
opinion prevalent in Ireland as to the inefficiency of
Maynooth College. When the question came before
the House, he should certainly vote against it unless a
searching inquiry were previously made into the disci-
pline pursued at Maynooth. The grant was decidedly
at variance with the oath of supremacy, and
nothing was more likely to increase the Ecclesiastical
power of the See of Rome. It was said that the question
of principle was disposed of in 1795; but he must
remind the Noble Lord that those who used
this argument had repeatedly taken the oath of
supremacy. To that oath obligations attached, and in
his opinion Noble Lords were bound to observe them.
The Marquis of NORMAN BY believed it was the
general desire of the House that the discussion on this
subject should be postponed until the Bill came formerly
before the House ; and he merely rose for the pur-
pose of referring: to the statement made by the
Noble Earl in the early par of his address.
The Noble Earl stated that the College of Mayneoth
had been established for more than fifty years, but since
that time it had produced no men of eminence or learn-
ing. Now, when he held office in Ireland, he made it
clifferweanst ntotit that of
his duty to inquire into this subject, and, eertninly, the
the
p r conduced
ooeb Noble r
yL
roircdh.
impression left upon his mind of the religious
learning and general instruction to be found and given
there was far
Every one knows that that institution was conducted on
could not suffer the Noble Marquis's
sfruucihts,a
but
ttihneg
assertion that Maynooth had produced no person of
eminence for learning or virtue.
The Earl of CLANCARTY explained that the object
of his observations tended to inquiry as to what the
College had produced.
The Duke of WELLINGTON thought it would be
better to adhere to the custom of the House of stating
the substance of any peti,ion which was presented, and
not to speak upon the principle until the regular time
for the discussion came on.
The Marquis of LANSDOWN, while allowing
the general convenience of not speaking upon peti
tions, yet conceived that if the privilege of speaking
on petitions were done away with much valuable time
would be lost.