The Sun.
London, England, 1845-04-30 00:00:00

tbirb

SUN OFFICE, Seven o' Clock.

RAILWAY COMMITTEES.

(THIS DAY.)

Group G and G 2.
WILTS AND SOMERSET RAILWAY.

The Wilts and Somerset Railway was taken into conside-
ration before this Committee. The Hon. T. H. Liddell;
chairman. _ _

The line before the Committee was called the Wilts,
Somerset, and Weymouth Railway, the object of which was
to make a railway from a point of the Great Western Rail-
way to Salisbury, thence to Weymouth, with branches to other
places in Wilts, Somerset, and Dorset, commencing in the
the parish of Corsham, near ,Chippenham, thence to: Salis-
bury 38 miles, thence to Weymouth 75 miles, with a branch
to Bridport of 9 miles in length. The line would pass Frome,
Bradford, Trowbridge, and Yeovil, and the agricultural
towns of Devizes, Salisbury, Dorchester, and Warminster;
the seaport towns of Bridport, Weymouth, and the district
of Radstock. This line would form a communication between
the Southampton and Dorchester and the Bristol and Exeter
Railways. The estimated cost was 1,500,0001., or about
12,0001. a mile; the returns being 157,8034 and allowing
40 per cent. for working expenses, the gross amount
would leave a return of net income of 94,6821. The number
of the population likely to be benefited by it was. 1,787,000.
Nine petitions had been presented against it, but three were
withdrawn. The line was opposed by the Somerset Coal
Canal Company, by the trustees of the Melksham Turnpike
Road Trustees. and by persons at Devizes, and by several
owners of property on the line.
Mr. Brunel, examined by Mr. AUSTIN, stated that the line
passed through Corsham, Wilksham, Trowbridge, West-
bury, Warminster, Salisbury, Frome, Yeovil, Burton, Dor-
chester, and Weymouth. There was a branch from Melks-
ham to Devizes, one from Dorchester to Bridport, and one
from near Yeovil to Sherbourne, the total length being 129
miles. No repairing difficulties of any amount. There
were no tunnels, but there were several turnpike-
roads crossed by the line : the Shepton gradient on the line
was one in 44, but no gradient was of any considerable im-
portance. The only line at all likely to Interfere with this
line was one now in course of construction from Salisbury to
Southampton.
The principal opposition to this line to-day was offered by
Mr. Wetherall, on behalf of Captain Williams, of Herringston
House, near Dorchester. It appeared, from inquiries by the
Chairman and Mr. Christopher, that the railway passed
at the distance of about 627 yards from the house. The
gradients varied from 1 in 45 to lin 79. Near the tunnel
which was intended to be made not far from this house, the
gradient was 1 in 54, but there was no gradient in the tun-
nel. Had the line been carried according to the line pro-
Wposed by the opposers of the railway, the injury to Captain
Villiams's property would be greater than that likely to ac •
crue from the line laid down by himself, inasmuch the line

would, in that case, pass over the roads which gave daily access
to the house, and, in his opinion, the railway could be no an-
noyance to Herringeton House, as the line could notbe seen at
200 yards from the house. The house itself was the old house,
which, by the inquiries of the counsel, had been in possession
of the family for 700 years; but, according to the opinion of
Mr. Brunel, it was like an old knife with a new blade and a
new haft, and which, consequently, had no claims for the con-
sideration of the Committee which should induce them to
change their line. Captain Williams was resident in
Ireland, and before the Committee could communicate with
him it was necessary to deposit their plans with the clerks
of the peace. The house was an old house, but the chief
feature in the house was an ugly one—it was an old ceiling
in the drawing-room.
To an inquiry by the CHAIRMAN, it appeared that the
branch to Devizes was to terminate at a station at the back
of the Bear Inn, behind which there was a field some sixty
feet lower than the marketplace. It appeared that the
station at this place bad been made at the request of the
authorities at Devizes, but he did not think that this eleva-
tion would be any material objection to the formation of the
st at ion.
By the examination of Mr. GREENWOOD, who appeared for
the Sorbersetshire Canal Coal Company, it appeared that the
distance of the line from Bingley to Salisbury would be 83
miles, and to Bridport 73 miles. The length of the branch from
Melksham to Devizes would be 7 miles, and that to Radstock,
which was a circuitous branch, would be eight miles, the direct
road to the latter place being about seven miles. He expected to
meet the Seaborn coal a little below Yeovil which would be
brought to Weymouth, and his impression was that the
Somersetahire coal would be a great deal cheaper at the
pit's mouth than the Newcastle coal, and this coal
would, if the railway were formed, beat the New-
castle coal out of the market. His reason for

this opinion was that the South Wales coal was
now brought into competition with the Newcastle coal, not
far from Weymouth, at the present time. To an inquiry by
the Chairman, it appeared that the public were likely to be
benefited by the competition of the Radstock and Somerset-
shire coal with the Newcastle coal, and it was Mr. Brunel's
opinion, that if the Radstock coal were a shilling cheaper, it
would supersede the Newcastle coal. Yeovil is the dividing
point, being a large town between the north-east and south-
west district of the county.
The price of the Radstock coal at the pit's mouth was about
Bs. a load, and the price of carriage, according to the inquiries
of Mr. Styhead, would be about I id. a ton. The Newcastle coal
which would be supplied to that district would be about 255. a
ton, while the price of the Radstock coal would be about 15s.
a ton. When the Melksham road is crossed, it would be in-
tercepted by the station, and it was a provision of the Railway
Clauses Consolidation Bill that all trains should slacken their
speed, on reaching a turnpike-road, to the rate of four miles
au hour.

Mr. SIXIIEAD, who appeared for the Company, intimated,
that as the difference between the Company and Captain
Williams WWI likely to be arranged, he would ask Mr. Brunel
no questions on that point, but would, in the event of that
matter riot being arranged, reserve his inquiries.
Colonel L. Phipps, an acting magistrate, living within
about five miles, of Devizes, which place he had been in the
habit of visiting as a magistrate and otherwise daily for
the last twenty-five years. He was one of the provis►onal
Committee, and WAS well acquainted with the spot where it
was proposed to make the termination of the railway, and
he thought it would be very inconvenient to make the ter-
minus of the railway. Since he came to London he had
seen a requisition, signed by a great number of the inhabi-
tants of the town of Devizes of the highest respectability,
who were opposed to the terminus as it was now proposed.
To a question by Mr. CUEISTOPIIER, Colonel Phipps stated
that the market at Devizes was a pitch market, where the
farmers brought their corn in bulk and sold it on the spot,
and the town would be much affected by this railway.
At this point Mr. GREENWOOD intimated that it was ar-
ranged that there was to be a meeting between Mr. Giles,
an engineer, and Mr. Brunel, through which the opposition
of Captain Williams was likely to be arranged.
In resumption of the examination of Colonel Phipps it ap-
Fared that a considerable portion of the opponents of the
line were residents out of Devizes, and the terminus at the
Bear-yard was to be made in consequence of an understand-
standing entered into with the inhabitants of Devizes by Mr.
Brunel.

Col. (Olivier had been present at the meeting at which
this understanding was entered into, and the suggestion
with respect to the termination at the Bear-yard was
received unanimously, and he was not aware of any opposi-
tion to this proposition until lately—within the last week.
He was well acquainted with the site of the Bear•field, and
believed that the terminus at that place would be very incon-
venient, the road to it being an occupation road, and very
steep. In order to obviate this difficulty, they would have
to go a considerable distance round, anti on the base
of the hill was seventy feet at least below
the level- of th summit. He conceived that a much
greater distance than 300 yards must be gone round to
obviate the steep ascer.t
Tk, the inquiries of Mr. Greenwood, Col. 011ivier stated
that the vale at the back of Dr. Brabant's garden was a
very beautiful one, but the view of it was not commanded
from the house, and therefore could not be affected by the
railway. _ _ _

Mr. John Saunders, of Trowbridge, but who formerly re-
sided at Bradford, and carried on a considerable. manufacture
of woollen cloth in that place. By the queries of Mr.
Slyhead it appeared that the population of 'Trowbridge was
about 12,000, and of Bradford, 10,000. The staple at' these
two towns was woollen cloth. The bulk of their wool they
got from London, and the charge of the carriage of wool from
Chippenham, which was to the South of Trowbridge, was
equal to tho charge from London to Trowbridge, but
by the iiirmation of this railway the southern counties
would be opened up for the; supply of wool, and a great
advantage would be obtained in speed, certainty, and cost.
The chief market for Trowbridge cloth was London, with
which the communication was at present expensive. The
coals used at Trowbridge were brought from Radstock, chiefly
by carts, though there was a canal communication to Ilford,
within a short distance of Trowbridge. The price of the best
Radstock coal at the pit was 10s. a ton, though he could not
speak precisely as to the price at Trowbridge; the rate at
Yeovil being about 20s. a ton. The price of the Warmin-
ster coal was about 15s. a ton. The price of the New-
castle coal at Salisbury was 345. to 365., and of the Somer-
setshire coat about 245. The whole being carried by land.
To an inquiry by the CHAIRMAN, Mr Saunders stated that
the coal at the pit's mouth charged at 10s. was all round
coal, and if the Radstock coal could be delivered
at 18s., he believed that the Somersetshire coal
would beat the Newcastle coal out of the field,
though he could not state at present which of the two coals
had the preponderance in the Salisbury market, but from his
communication with several gentlemen at Bridport, Wey-
mouth, and other places, he believed that the Newcastle coal
would be preferred. He could:not say what was the number
of pieces of- woollen cloth made at 'Trowbridge, but it was
considerable. - .

Mr. IleVniings, solicitor of Weymouth, stated in reply to
the inquiries of Mr. Slyhead, that the chief import ports of
that coast were Bridport and Weymouth, from which the
only communication with the interior was by land carriage.
Great part of the goods was brought by sea, but the com
munication by that means was very uncertain and tedious,
and that caused many goods to be brought by waggon during
winter. The town of Weymouth was largely supported by
visitors from_ the north, and as the retail trade of the town
was enhanced by this circumstance, the formation of the
railway would increase the number of visitors from the north,
and consequently the trade of the town would be largely in-
creased
by . this means. The town had lately lost the
Channel Islands packets, which had gone to Southampton,
and the expenditure of these packets was about 16,000/. a
year, and the inhabitants believed that those packets would
be restored if this railway were formed.
To an inquiry from the CHAIRMAN, Mr. Hemming stated
that the chief coal used in Weymouth was the Newcastle and
Radstock coal, with some coal from Wales.
A conversation then ensued respecting the proof of the pre-
amble, the result of which was that Mr. Greenwood and Mr.
Whateley, QC., stated that they did not abandon their op-
peAtion,
and it was agreed that the inquiry should be re-
slimed to-morrow. . _

Mr. Vyviim was then called to certify to the capital and
shares of the Company, by whose evidence it appeared that
the capital proposed was 1,500,0001., with power to borrow
500,0001. more; the Scrip subscribed for was 1,152,300/.,• the
amount of deposit 57,615/. ; the number of Shareholders
having no local interest 182, :who subscribed 196,400/. ; and
ether subscribers were 150, with a share property of 955,900/.
Of these 117 were subscribers to the amount of 2,000/. and
upwards.
After receiving the evidence of Mr. Vyvian, the Committee
adjourned till twelve o'clock to-morrow.

SCOTTISH CENTRAL RAILWAY.—Group DD.
(Continued from our Afternoon Edition.)
Mr. COCKBURN proceeded to examine Mr. Errington,
civil engineer, as to the merits and mode of construction of
the proposed line. He had conversed several times
with various noblemen and gentlemen, who owned
land in the neighbourhood, and all of them had ex-
pressed a favourable opinion of the scheme. He had
several times gone over the portion of the line ex-
tending from Stirling to Perth ; and conjointly with Mr.
Locke, the eminent engineer, had surveyed the remaining
portion. The first terminus was proposed to be erected at
Perth, on the eastern extremity of a space called the South

I Inch, of which place a portion of 5 acres would be required
for the station, and a further quantity of 20 acres would be
necessary for the line. The locus of the station had been
pointed out by the Committee and members of the Town
Council of Perth, and he considered they expressed the
general opinion of the inhabitants. The locality of the pro-
posed station was particularly adapted for the pur-
poses of the railway, on account of its close ap-
proximation to the harbour ; and it was intended
to lay down a line of rails from the station to
the quays to facilitate communication with the shipping.
The site of the terminus would combine very well with the
Scottish Midland station, and would form a good central
point for several lines to merge in. Some little disparity
would be experienced -in bringing the station of the pro-
posed line from Perth to Dundee, but the obstacle could be
easily arranged. The course which:the Scottish Central Railway
would pursue in the line as at present laid out was to proceed
from Perth to Moncrief-hill, through which a tunnel would
be made of 990 yards in length, and no difficulty would
be experienced in boring, owing to the extremely favourable
nature of the strata, which consisted for the most part of
sand-stone. The line would then follow the course of the
Allan, near to Auchterarder, thence passing close by Black-
burn, would touch Dumblane, near Allan-bridge, and pro-
ceed in that direction to Stirling, in the Midland district,
where it would combine with the Edinburgh and Glasgow
Railway by two forks, one of which would traverse
the Bannockburn coal-fields. The whole length of the main
line was 45 miles, and the branch to Falkirk measured two
miles. The total length of the railway amounted
to rather more than 47 miles. The gradients were
all as favourable as the hilly nature of the ground
through which the line passed would admit, and no engi-
neering difficulties of a severe nature presented themselves.
The steepest of these gradients was lin 74. He had omitted
to mention one tunnel of 704 yards in length, which
passed through a park in the neighbourhood of Dumblane.
The tunnel would be excavated, solely to prevent any in-
jury arising to the park, which would happen if the works
were carried on on the surface. The estimated average ex-
pense of the construction of the line amounts to a total of
850,000 L, for which sum the entire works are contracted to
be done, including every possible contingency, by Messrs.
Brassey, M'Kenzie, and Stephenson, the large contractors.
The earth works, including every sort of excavation, amounted
to 3,807,596 cubic yards, which would be worked at the ave-
rage price of 111 per yard. The Scottish Central Railway,
considered as a trunk fine for opening up a communication
with the North and South of Scotland was highly desirable,
and was also the most direct and eligible line that could be
adopted. From its central position it offered every facility
for the construction of branch lines and ramifications.

Mr. Errington was submitted to a long cross-examination
by various Counsel, but the principal features of his evidence
remained unaltered. _

Mr. HOPE then called Mr. Locke, the engineer, who
stated that he had heard nearly all the evidence which had
been tendered by Mr. Erringto ,n and was prepared to concur
with him in every particular. The station at Perth
had been fixed on as the most eligible, without
reference to the Dundee line; but it was possible
for a general arrangement to be made, which would meet the
convenience of that line and others. The accommodation of
these lines would be a matter of after consideration, as the
Bills for the companies referred to had not yet come before
the Committee. In his opinion the best plan would be for
the station to be erected on the South Inch, as at present pro-
posed, and any future alteration or arrangement would be
a matter of general discussion amongst the companies of the
different lines.

Mr. Locke underwent a long cross-examination, but
nothing further of material importance was elicited.
At the close of this witness's examination, the Committee
adjourned till twelve to-morrow.

Group E.
(Continued from our Afternoon Edition.)
After hexing further evidence in favour of the Newcastle
and Berwick Line, the Committee adjourned.

Group 0.
(Continued from our Afternoon Edition.)
Further evidence in favour of the Grand Junction Potte.
ries Line having been heard, the Committee adjourned unti
to-morrow.

Sub-Committee No. 1.
STAINES AND RICHMOND RAILWAY.
(Continued from our Afternoon Edition).
A few other trifling allegations were disposed of, and the
opposing petition having been gone through,
The CHAIRMAN said that he would report to the House
that the standing orders had not been complied with in se-
veral instances. .

LONDON AND BRIGHTON RAILWAY (REIGATE
AND DORKING BRANCH). .

This line of railway is to be from Redhill station, through
Reigate, Buckland, Blechworth, and end at Dorking. It will
be seven miles in length, and is estimated to cost 109,734/
Engineer, Mr. Vignoles.
Mr. Ellicombe appeared for the promoters of the Bill, and
Mr. Coates appeared on the petition of Mr. Stent, and also
another petition from the owners and occupiers of property
on the line, amongst whom is the agent to the Duke of
Norfolk.

The formal notices having been gone through,
Mr. COATES submitted the first allegation to the considera-
tion of the Committee, which was to the effect that the plan
and sections, as well as the Bill, deposited in the Private Bill-
office, contained powers for making two lines of railway,
whereas the notices served were only for one line.
Mr. ELLICOMBE maintained that the promoters asked for
powers to make one line of railway, and not two lines ; and it
was not to be supposed that they would attempt making
two lines.

The room was cleared, and, after a long deliberation, the
parties were called in and informed by
The CHAIRMAN that the Committee [were of opinion the
standing orders had not been complied with.
A few trivial allegations were then sustained, after which
The CHAIRMAN said the standing orders were not com-
plied with in several instances.

Group C.
This Committee re-assembled to-day at three o'clock in
Room No. 11; Mr. Barneby in the chair.
lIUDDERSFIELD AND SIIEIFFIELD JUNCTION
RAILWAY.

This Bill was recommitted for the Committee to fix the
maximum rates of tolls and charges.
Mr. SAUNDERS, Secretary to the Great Western Railway,
in answer to the Chairman, said that it would not work to
the advantage of the public if the rates of charges were
fixed at too low a maximum, inasmuch as if the prices were
found not to pay, the companies generally would have to
refuse working their lines. This disadvantage would be felt
doubly where goods traffic was concerned.
At this stage of the proceedings the CHAIRMAN thought it
best not to open the case at all to-day, but to hear evidence
on the whole subject to-morrow.
The Committee adjourned till twelve to-morrow.

Group B.
(Mr. Hawkshaw's evidence continued from our Afternoon
Edition.)
The length of the second branch was ten miles and four
furlongs, had one tunnel 1,091 yards in length, and 220 yards
of arching. The severest gradient was one in seventy. The
length of the third line was two miles and three furlongs,
but there was no tunnel. The severest gradient is one in
seventy-three. The fourth line was three miles in length ;
had no tunnel. The cost of the first would be 670,486/. ;
the second, 312,9271. ; and the third, 79,864/. On the
branch of the West Yorkshire, the competing Company
running between Leeds and Sowerby-bridge, there were five
tunnels of 6,128 yards in length, and arching to the extent.
of 1,138 yards, while the governing gradient was 1 in 330,
and altogether the works would be considerably heavier on
the West Yorkshire than the West Riding line. The West
Yorkshire had a line from Bradford to Dewsbury, with two
tunnels of 2,762 yards in length. The West Yorkshire had no
line to Brighouse. The Brighouse branch of the West Riding
Junction placed Huddersfield and Bradford two-and-a-half
miles nearer to the main line. The arching of the West
Riding was 337 yards, but the West and Yorkshire extended
to 1,138. The station atßradford would be at an elevation
above the ground, which he thought was an advantage, and
the same plan of raising goods which was adopted at Manchester
would be applied to the station at Bradford. At Halifax the
two stations possessed pretty much the same advantage, but
at Leeds the amount of advantage was decidedly in favour of
the West Riding Company. The inhabitants of the West
Riding complained that the route of the Manchester and
Leeds line was too long, and it was to reduce that route
that the Leeds Company had started the West Riding
scheme. The cost of the West Yorkshire line, estimated at
West Riding prices, would be 1,455,552/. The cost of the
West Riding would be 1,063,277/, thus showing that the
latter line would cost less by 3C0,0001., the interest of
which sum would supply locomotive power to the best
line in perpetuity. The West Riding line would be
an expensive line. It would cost at least 34,0001. per mile.
It would have to compete with two railways and several
canals. There were no difficult curves on the line. The
total length of curve on the West Riding line would be 7
miles and 30 chains, and on the West Yorkshire 11 miles
and 10 chains.

The witness was cross-examined at great length by Mr.
HILL, in the course of which he admitted that the curves of
the two lines were about equal, but his testimony relating to
the tunnelling of the two lines remained unshaken.

The cross- examination Wall not closed whefi the Committee
adjourned.

Group X.
LONDON AND YORK RAILWAY.

Mr. Sergeant WRANGHAM (in continuation from our
Afternoon Edition) said—This was a most preposterous
comparison, seeing that when the London and Birmingham
Railway was made, railway engineering was in its infancy,
and, consequently, the cost of constructing a railway was far
more than it was now, which could be shown by the evidence of
the most eminent engineers of the day. 'the advantage of
the London and York scheme over the Cambridge and Lin-
coln was that the former accommodated the large towns
by its trunk line, whereas the latter placed them
at the end of branches. These branches involved
the necessity of many stoppages, whereby the advantages of
railway communication might be said to be shut out from
those persons residing at the end of the branches. The ad-
vantages which the London and York scheme presented were,
the means of shortening the distance between London and
York, giving a direct communication with London to all the
large towns, and giving accommodation to the whole of the
northern and eastern districts of the country.
The first witness called was Mr. S. Strong, who was exa-
mined by Mr. Sergeant KINGLa K E—Witness resided at Barnet.
Was a farmer in the neighbourhood. The prosperity of the town
had greatly diminished since the old coach traffic had been
withdrawn, and since the London and Birmingham Railway
had been established. The present price of coal there was
from 425. to 455. a ton. It was all brought by carts from
London. The district round Barnet was a hav-growing
district. The hay was all sent to London. The cost of
conveyance to London was 12s. a load of 18 cwt. beiwg the
fourth of the value. He considered that the London and
I,lh:ourcklit ReneateeilasNevhairm,ewseevhifiee,n made,would be a great advantage. It
saving
aosft one-halfSaturda Saturday 187 ItBh7e ceaertriteaegeenteofihnianyg.
hay He
and straw, on their wav to the London market. The district
suffered
ffermeatl,yhby the want of a ready inode of bringing
Lcltectin7B..
aTthoeacdo.st of taking manure from L
don to Barnet
Mr._ WELLS, who appeared for the Eastern Counties Poinl--
way Company, and certain opposing landowners, was about‘a
to cross-examine the witness, hen Mr. Sergeant Kunataxie owbjtcted. He contended that
thethe EcaesmtemrnitCteoer
ithiesesmtmhpaesnyhealdinenoeelnocus standi before
connected n with
Countiesthat
Companyr.
uwas
ts before
contended the Committee.tet
ee
the Fneasett
Railway was a competing line with the proposed' London
and.rhe York
Committee,ey a
fhtae
rd
aa
quarterright toof aapitpe.
lao r
s deliberation,
'decided that the Eastern Counties Company had a right to
appear.
The witness was then cross-examined by Mr. WELL.
Never knew that the hay-dealers received hay by the Bir-
mingham Railway, although Watford was a hay-growing
district. The hay was sent in carts.
Mr. COCKBURN was about to cross-examine the witness,
when—

Mr. KINGLAKE objected.
Mr. COCKBURN said be appeared for the Direct Northern
gain w Company.

Mr. KINGLAKE said the scheme had been thrown out by
the Standing Orders Committee, and, therefore, the scheme
was not before Parliament.
Mr. CocKrium said this question had teen raised on that
very day in the case of the Hull and Gainsborough line,
which had been rejected on standing orders, the promoters of
which had applied to be allowed to appear against a rival
scheme. The opinion of the Speaker:had been taken on the
subject, and he bad held that the parties ought to be allowed
to appear.
The Committee again retired. During their absence Mr.
B. Denison, Mr. R. Yorke, and Mr. Christopher, members
of the Provisional Committee of the London and York Com-
pany entered the room, and on the return of the Committee
entered into conversation with them respecting the merits of
the line before them.
The CHAIRMAN said the Committee are of opinion that the
Direct Northern are to be let in.—(Great laughter.)
The Committee then adjourned.

Group V.
GRIMSBY AND SHEFFIELD JUNCTION RAILWAY.
The examination of Mr. James Torry (continued from our
Afternoon Edition).
There were two coaches running between Nottingham and
Hull, but they were given up when the Hull and Selby line
opened, that having taken away all the passengers.
Several other witnesses were examined to the same effect,
and the whole of their testimony went to prove the necessity
that existed for such a line as that submitted for the con-
sideration of the Committee.

Lord WORSLEY deposed that there was a very strong
feeling in favour of the proposed line in Lincolnshire; he
never heard of a Hite that appeared to meet with such
universal approbation; a great portion of the line would pass
through Lord Yarborough's property. Witness had upon
principle declined to take shares in any railway, as he was a
Member of Parliament.

EXCHEQUER-(THIS DAY.)
TRIAL AT BAR.—THE GREAT DISTILLERY CASE.
THE ATTORNEY. GENERAL V. GEORGE SMITH.
Mr. James Scott Smith (in continuation of his examination
from our Afternoon Edition)—when the alterations of the
premises were made, in connexion with the laying down of
this pipe,vvery thing was done openly, and in the presence
of the Excise officers, and of all persons on the premises.
Mr. G. Whitehead, principal clerk in the rectifying house
of Mr. James Scott Smith, examined by Mr. WA'rsort
held the same situation twenty years.. Recollected the re-
building of the house in 1836. Previous to that the water
from the distillery was conveyed, partly by a trough along the
roof, and partly by a pipe under ground. This was
the case at the time when witness went to the establishment.
The pipe was altered in 1838. The cock was under ground,
where the under-ground spirit tubs were. There was a flap
or trap over it, to be lifted up by a ring. Thought it could
not escape the notice of an officer on surveying duty. There
never had been, to his knowledge, one drop of spirits passed
through the pipe to the reetifying-house before it was done
by the officers. Believed it to be utterly impossible that spi-
rits could be so passed without his knowing it. There were
sixty-eight gallons of spirits in the vat No. 17,
before the officers began. The day after the experiment was
made the water used for drinking in the counting-house and
messengers' room, supplied by the pipe, was remarkably
tainted with spirit. The taste was very remarkable. His
attention was first called to it by the messengers. After the
seizure was made stock was taken, and again in six weeks
afterwards, when there was found to be a decrease
of 48 gallons upon a stock of 40,000 gallons. In three
weeks afterwards stock was taken again, when a decrease of
twenty gallons was found. Those decreases took place
whilst the officers were in full possession of the premises.
The SOLICITOR-GF.NERAL objected to this line of examina-
tion, having nothing to do with the case.
Mr. WATSON said he had all that he wanted. The ques-
tions were put in reference to what had been stated by the
Crown witnesses on the subject of decrease.
Cross-examined by Mr. Jauvrs—When the officers asked
him where the water came from which was dripping into the
still-head, he said he hardly knew. In fact he did know
that it came from the distillery, but not exactly from what
particular tank.
By the CoußT—What he meant by the answer he gave to
the officers was that he thought it better to give no di tinct
answer until he brought Mr. James Smith.
Mr. James Golding, examined by Mr. MARTIN—Had been
managing distiller in the Whitechapel distillery 28 years from
1807, that is down to 1835, when his engagement cer.sed.
The evidence of this witness was merely confirmatory of that
given by the two previous witnesses as to the great number
of years during which the rectifying-house had been supplied
with water from the distillery by a pipe underground. That
pipe could not have existed without the knowledge of the
Excise officers. A great quantity of water was necessary in
a distilling or rectifying-house. A large supply was con-
veyed by pipes to every distillery he knew except in Ireland,
where some distilleries were built closed to a river side,
and the worm was placed in the river.—(A laugh. )
In 1826, Mr. Hetherington, the principal surveyor, who
was the chief officer under the Board, and the two officers
next to him in authority, Mr. Steele and Mr. Logie, made an
accurate survey of the premises, and the water communica-
tion was accurately examined by them.
The SOLICITOR-GENARAL objected to the mode of of exa-
mination as irrelevant.
The CHIEF BARON said, that as the Excise witnesses for
the Crown had sworn that they knew nothing of the com-
munication, it was competent for the defendants to give evi-
dence that their superiors knew of it.
The SOLICITOR-GENERAL wished the Court once for all to
understand that he objected to any evidence of surveys before
1836.

Mr. KELLY was about to reply, when
The LORD CHIEF BARON said, Mr. Kelly, we are of opinion
that you are competent to give any evidence of this kind you
please. It will be for us to tell the jury whether it affects
the issue or not.
Mr. Baron PLATT—A great part of the evidence for the
Crown has been directed to establish the charge of conceal-
ment, and to show that the officers were ignorant of the com-
munication. It would be most unjust to prevent the de-
fendant from proving that there was no concealmen, and the
excise authorities were aware of the fact.
Examination resumed—Up to the time witness left the
employment all the officers surveying the premises were aware
of the communication. As to the question of taking charges
the matter was so difficult, and the instrument so uncertain,
that the Act of Parliament allowed a variation of 25 per,
cent, and in taking the charge upon the same back of wash,
no twe charges will be alike. The witness was going to ex-
plain the mysteries of brewing, distilling, and guaging, when
he was interrupted by the Court. "My Lord," said he, "if
my explanation is not material to the case it is material to
my character as a brewer, that when I am examined
upon such a question I should not make a fool of myself."
—(Great laughter in which their Lordships heartily joined.)
when the law was altered in 1825, and it was necessary to
have the dipping-rod fixed, a new receiver was made. The
hole first made in the cover for the rod did not satisfy Wm or
the Excise, and, consequently, a new hole was made by wit-
ness's order. The original hole was then covered by boards.:
The cross-examination of this witness, althoughilrequently
interrupted by objections and legal discussions elicited nothing
rriaterial.
James Benny examined by Mr. WATsON—Has been
twenty-four years carpenter in Mr. George Smith's employ-
ment. Cut the hole fur the suction-pipe, which was at first
too small, and had to be enlarged.
John Ely had been foreman carpenter to Mr. Smith in
1825. Made the hole in the top of the receiver, which was
plugged up. Believed the plug produced to be the plug then
used. Nailed boards over the other hole. Could not swear
that the boards produced in court were the same, but they
looked very like them.
Mr. Charles Allen Young—ls a back maker in High-street
in the Borough. In 1825 was in partnership with his father,
and made the receiver for Mr. Smith. Knew that a hole in
the cover to receive the dipping rod was plugged up, and
another made. Could not say that the plug now shown to
him was the one used. Should think from its appearance
that it had been driven in very hard.
Cross-examined—Did not think that it had been so long
made as twenty years.
Re. examined—Could not swear to any opinion positively
on the subject.
The Court then adjourned at five o'clock to ten to morrow.

IMPERIAL PARLIAMENT.

(THIS EVENING.)

HOUSE OF COMMONS.
The SPEAKER took the Chair at the usual hour.

RAILWAYS.
Mr. FOX MAULE presented a petition, numerously
signed, in favour of the Scottish Central Railway.
Mr. BUSFEILD presented u petition in favour of the
Leeds and Dewsbury Railway Bill.
The Epsom and Dorkino. Railway Bill, and the Ere-
wash Valley Railway Bill, were read a second time.
Mr. COLLETT presented a petition from the borough of
Athlone in favour of the Mullingar, Athlone, and Langford
Railway.
On the motion of Mr. PLUMPTRE, the South Eastern
Railway Extensions Bills were read a second time.
Mr. THORNELY presented a petition praying to be heard
by counsel against the Birmingham and Gloucester Railway.
Mr. DARBY wished to draw the attention of the House to
a petition of his Grace the Archbishop of York against the
Direct Northern Line, a project in Group X ; also petitions
against projects in groups before Committees on Railways, and
also the right of parties to present petitions to be referred to
Committees on groups of railways in case projects may after-
wards come before them in the shape of Bills.
GRANT TO AIAYNOOTIL
After a short discussion, the matter dropped.
Mr. JAMES presented several petitions from Hull against
(as we understood) any further grant to Maynooth.
Mr. LOCKHART presented petitions from Lanarkshire to
the same effect.
Mr. ROUND presented a similar petition.
Mr. FOX MAULE presented petitions against railway
travelling. on Sundays.
Mr. B. DENISON presented four petitions against any
further grant to Maynooth.
Lord EMLYN
.presented petitions praying the House to
take some steps to improve the state of harbours of refuge.
Mr. BRIGHT presented a petition from Liverpool against
the practice of flogging in the army, and one from Edinburgh
against the game laws. Ile also presented sixteen petitions
against the grant to the College of Maynooth, and
others against the sale of intoxicating liquors on the
Sabbath day, and also a petition from certain proprietors
of railway property for the establishment of some rule by which
railway directors should not dispose of their property without
their consent.

Sir J. Y. Buller, Mr.' Greenhough, Mr. Greene, Mr. Ha-
milton, Sir G. Strickland, and other Hon. Members, pre-
sented petitions against the Maynooth grant.
Mr. HAMILTON presented twelve petitions against the
national system of education in Ireland.
Mr. Sergeant MURPHY presented a petition from an indi-
vidual signing himself Mackenzie, in favour of the grant to
Maynoot h.
Mr. M. GIBSON presented a petition from the Presby-
terians of Manchester, approving of the grant to the college of
Maynooth ; but praying the House not to take the fund for its
support out of the taxes of the country, but from the revenues
of the Irish Church.

Mr. P. BORTHWICK presented a petition from the agri-
culturists of Worcestershire, praying that an inquiry be made
into the operation of the income-tax, as it respected the small-
class farmers, who, in consequence of the depreciation in the
prices of their produce were unable to pay it.
MAYNOOTH.
Mr. T. S. DUNCOMBE gave notice that, in the event of
the Maynooth College Bill being read a third time, he would
move that it its provisions be limited to three years.
Mr. SHARMAN CRAWFORD wished to give notice that
wa:hoepanpmoLeront ruddnymiJtseoynhE, n
ipt
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thtsp
ohseeensl leeficdmorshnotvid. iei
nserdhoeli,us
ttrhi eoesnsoe: uwt
thatioornd ss
ahsf etheowr u ol
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ooe
i nry
de.
serted, " give immediate attention to the claims so repeatedly
uri‘eidr.folfvf_x.teliding the Parliamentary suffrage."—(A laugh.)
of Dublin.motior, regarding the University

BUSINESS OF THE HOUSE
Lord JOHN RUSSELL said that he
wished. to put a ques-
tion to the Right Hon. Gentleman opposite as to the notice
which stood in his name for to-morrew, respecting the