The Sun.
London, England, 1847-04-23 00:00:00

GROUP XXVIII.

PXLEAT NORTHERN (SILLBIIOnm 1137A.NCH).
The Committee *ambled this morning at twelve o'clock ;
Er T. D. Acland in the chair.
ILL Oubitt was called to speak to the engineering qualities

of the line, and stated that the distance to Hougham from
the main line would be about four miles to Grantham, to Slea-
ford 11, and on to Donnington 26%, and to Gosberton 411/2.
The total estimate for the branch is 402,0001., and the ruling
gradient is lin 200. In this respect the Great Northern pro-
ject was far superior to that of the Eastern Counties Com-
pany. •
Mr. TALBOT cross-examined at very considerable length,
in order to show that the line, so far as Lincoln, Boston, and
Newark was concerned, would be longer, and not so calcu-
lated to serve the local necessities of the district. The Eastern
Counties had projected a line from Newark to Wisbeach,
and the Direct Northern had a project to go on from Gos-
berton to Lynn. He was aware that there was a line sanc-
tioned already from Wisbeach to Shoreditch, although it
was only at present partially made. The effect of the forma-
tion of this branch then from Newark to Hougham would
have the effect of drawing the whole of the traffic on the
London and York line to Battle-bridge. In order to supply
the necessities of the block of country between the:loops, they
would have, of course, to make two branches; but, in Mr.
Cubitt's opinion, the business would be done as at little, if
not at less, expense, than it would be carried on by either the
Ambergate or the Eastern Counties Company.
To the Earl of Mancrr, Mr. Cubitt replied, that had there
been no line devised, he should have proceeded by Hougham
Hill, and kept to the left, of the present intended line, as,
although the distance w,-uld have been greater, the gradients
would have been easier, and the working of them conse-
quently less expensive.
To Captain HARRIS, Mr. Cubitt stated that the Amber-
gate line came in at the south end of Sleafurd, and at the
distance of a quarter of a mile from the station the two lines
would run close together.
To Mr. Sergeant KINGLAKE—Mr. Cubitt stated that the
proposed line to Lynn would give a facility of intercourse
with London, and there would be no practical difficulty
whatever in working branches to Sleaford.
Mr. Gibbs, the civil engineer, stated that he had laid out
the Great Northern line in the first instance, and subse-
quently went over the country with the Royal Commis-
sioners. He had therefore had several and peculiar oppor-
tunities of becoming acquainted with it, and in his opinion
there was no other means than by going through the An-
caster Gap, if the gradients were to be kept good at all.
The general nature of the country on the Eastern
Counties line, between Sleaford and Newark, was very fair
until they reached the summit near Newark, after which
it became very bad. The traffic would certainly be con-
siderable, on account of the carriagiof coals from the Derby-
shire fields into Lincolnshire, as well as for the transport of
corn.

Captain Laws, the manager of the Manchester and Leeds
Railway, gave evidence as to the respective saving of distance
between the Derbyshire and the Yorkshire coal-fields, and
estimated the saving of distances between them to represent
the saving of cost. There was a Bill now before Parliament
for a line from Doncaster to Barnesby, .find having a
right to pass over the Sheffield and Lincolnshire line
between Retford and Sheffield, there would be a double
means of communication between the north of the West

Riding and the agricultural districts to the east. In order
to get to Holbeach from Sleaford he would propose to go by
the projected line by Sutton St. Mary's, and although the
distance was greater, yet the charge would be the same, as
it was now a recognised custom in the management of rail-
way property to take the direct distance as the rate of
charge. The greater importance of this project would
be evident when it was considered that Sleaford
was the centre of the important agricultural dis-
trict comprised between the, direct route and the loop
line of the London and York. This district would be
traversed by the transverse lines. By these lines there
would be the opportunity of getting either north or south,
through the trains which ran either through Grantham or
Newark; and if there were only three passengers per journey
it would pay to keep the trains continually going, and the
local traffic was of sufficient importance to justify the
expense; although there was no junction at Grantham with
the London and York main lines.
After a long cross-examination,
Mr. AUSTIN stated that his clients intended to make the
traffic to Sleaford a through traffic, while their opponents
intended to make that town only a stopping station. The
saving on the whole line he estimated at thirty per cent.
The Committee then adjourned till to-morrow (this day)

GROUP XLVII.
This Committee met to-day at the usual hour in Room 284
but immediately afterwards adjourned on account of the
Commissioners' reports not being ready.

GROUP L.
This Committee met to-day for the first time, in room 34
of the new Houses of Parliament. The following is a list of
the Members to whom the Bills in this group have been re-
ferred :—Mr. Bankes, Chairman; Mr. Henley, Mr. Carew,
Sir B. Hall, and Mr. Hindley.
The following is a list of the Bills :
Glasgow, Paisley, Kilmarnock, and Ayr, and Glasgow and
Belfast Union (No 1).
Glasgow, Paisley, Kilmarnock, and Ayr (No. 2).
Glasgow, Paisley, Kilmarnock, and Ayr, and Ayrshire, and
Bridge of Weir (No. 3).
Glasgow, Kilmarnock, and Ardrossan (Deviations and
Amendments ).
Glasgow, Barrhead, and Neilston Direct.
Glasgow, Paisley, and Greenock (Amendments and Branches).
Glasgow, Paisley, and Greenock (Branches at Port Glasgow).
Paisley, Barrhead, and linnet (Branches).
Paisley and Renfrew (Sale and Improvement).
Kilmarnock and Ayr Direct.
The business opened by the reading of the list of Bills, and
the petitions, with the appearances which had been put in.
The first Bill taken was the
GLASGOW, PAISLEY, KILDIARNOCIC, AND
AYR, AND GLASGOW AND BELFAST
UNION (No. I.)
Mr. Talbot, Mr. Hope, and Mr. Burke, were for the promo-
ters; Mr. Hildyard and Mr. M'Neill, of the Scotch Bar, on
behalf of the Corporation of Newton-upon-Ayr; and Messrs.
Sloan and Gemmell, ship-builders, in Newton-upon-Ayr; Mr.
Sergeant Murphy for Mr. John Taylor Gordon, a coal pro-
prietor.
Mr. BURKE opened the case for the promoters of the Bill
which he said was put forth by the Glasgow, Paisley, Kil-
marnock, and Ayr Railway. The Bill consisted of several
branches and extensions, the, principal of which was to con-
nect the main line of the Glasgow, Paisley, Kilmarnock, and
Ayr Railway, and the Belfast Union Railway, now amalga-
mated with Muirkirk and Glenhuck, important mineral dis-
tricts in the upper district of Ayrshire. This branch
was 26 miles in length. The others were small branches
to connect the ncrth and south quays of Ayr to the manufac-
turing village of Catritte. The opposition was from one or
two private interests, as the authorities of Ayr, and the
principal landed proprietors, were in the favour of the
branches. The Learned Gentleman then proceeded to call
his witnesses.
Mr. John Wilson, of Dundyvan, examined by Mr. BURKE—
Deposed that be had an interest in extensive iron works at
Muirkirk and Auchinleck. The whole district was full of
iron, coal, and limestone. Both the blackband mad the
clayband iron-stone extensively existed along the route of
the main extension. The railway would be of great advan-
tage in connecting the works with the port of Ayr.
Mr. Alexander, of Ballochmyle, gave evidence to a similar
effect.
Mr. Blythe, the engineer, briefly explained the nature of
the proposed connexion with the harbour of Ayr. He had
no objection that it should stop short at Messrs. Sloan and
Gemmell's slip, so as not to interfere with their building-yard.
He had no objection also that the branch should be worked
by horse-power.
Mr. Miller, civil engineer, corroborated the evidence of the
previous witness.
Mr. Miller, provost of Ayr, and Mr. Knight, traffic
manager of the Glasgow and Ayr line, were also examined
on behalf of the line.
This was the promoters' case.
Mr. HILDYARD then called Mr. Wood, chief magistrate of
Newton-upon-Ayr, and Mr. Smith, foreman of Messrs. Sloan
and Gemmell, with the object of showing that the branch
would prove of great inconvenience at the crossing Newton-
terrace on the level, and would interfere seriously with the
building-yard and work-shops.
Mr. HILDYARD then addressed the Committee on behalf of
these petitioners.
Mr. Mut:trim on behalf of Mr. Gordon, addressed the Com-
mittee against the toll clauses, especially the application of
the six-mile clause to him.
The CHAIRMAN suggested that the point had better be left
for consideration after the preamble was disposed of.
The preamble was then declared proved.
After disposing of several clauses, their further considera-
tion was adjourned till to-morrow (this day).