The Sun.
London, England, 1847-01-07 00:00:00

way Conapany, finding the inconvenience of two stations
(namely, the Brieklayers'Arals and the London-bridge),
ceased to split the trains at Deptford, and now run alter-
na: ev, f,,r this very reason, that a man never knew which
stations be was goieg to in London ; and therefere, if
h' slid to his servant. " You will meet me at the Dover
RaiiA ay, on Frid he said, " Which station am I
to go to, the Bricklayers' Arms or the London-bridge?"
Supposing you split the train at Euston-square, and
brought it partly here and partly there, the difficulty
would be just this, that unless a man always knew which
stationihe was coming to, as a west-end man, his servant
would never know which station to go to, besides the
inconvenience as to luggage.
In fact, you think a double station an inconvenience
to the public 7—Yes ; the present Dover Company run
one train now to the Bricklayers' Arms, and the other to
London-bridge, on purpose to obviate this very difficulty,
independent of saving time and safety.
Is there n.t now this difficulty, that a man may go to
the wrong station?—lt is right enough now ;if a man
goes there he is told that no train is coming in, and that
he must go to the Bricklayers' Arms ; but before a gen-
tleman must wait, if he was undecided, till both trains
were in. Another thing is, that you lessen the accommo-
dation to both, because, if you only start at the Euston-
square alternately, you only accommodate the Euston-
square man that once, and in the same way you only
accommodate the other once.
And it is an increased cost to the company, and con-
sequently an increased cost to the public, by having two
passenger stations ?—Yes ; I do not think the South-
Western can do what I believe they can at London-
bridge ; they take the number of the vehicles outside
the gates daily that pass through their gates.
At the South-Western they do that, and also the place
to which each cab is going?—Now they do at the London
and Birmingham, that is exactly what we do, and the
estimate which I have given is taken from such
data. These details are from Mr. Creed ; we keep
the account for the London and Birmingham ourselves,
therefore this information must come from us. The
next question is, is it necessary in the estimate to
take a season of the year when there are many more
persons ? I have taken from March to April. If you
take from July to August, instead of being 26,000 people,
we should bring it up to about 40,000 for the West, and
about 20,000 for the City. If you toke March and April,
and July and August, or about that time, you will have
the average of the two seasons, which will be better.
Do the proportions differ much?—Oh, yes.
The proportions, not the numbers?—Oh,
yes.
With regard to the proposed goods station on the
Southwark side of London-bridge, on the Southampton
line, can vessels get up there?—No, only lighters.
How will vessels get through London-bridge ?—A
lighter from London-bridge to the docks would be a very
trifling expense, and there would be a very ready access,
and by going to the docks in a lighter, you save the
charge of the docks themselves when by land.
You would not calculate upon coasting-vessels getting
up to that station ?—Coasting-vessels can get up there ;
hoys can ; they can get there if it is put where I pre-
sume the station will be ; somewhere about Mr. Hum-
phrey's wharf.
How will they get under the bridge : the billy-boys
and things of that kind ?—I apprehend what will go
principally will be from the docks, the same as we have
to fetch thing., and take things to and from the Cus-
tom-house, and not vessels.
What will be the difference of the expense, instead of
coming to Vauxhall, as is done now ? They would be
taken for ls. a ton. Then there is this saving, that if
we take them by our waggons into the docks, they have
to pay dock charges, but not if they go by lighters.
What will be the difference of expense?—About 3s.
per ton, and the saving of time will make some differ-
ence; it will be about three hours in time.
Why should it be so?—lt takes about three or four
hours now, and would be less to London-bridge.
It is only a tide after all. What is the advantage of
going up to London-bridge, as you have a station at
Vauxhall?— It makes a great difference upon the horse-
draught. I do not mean to say it makes all that difference
that is necessary as for a commercial district. The pas
sengers, no doubt, would receive an immense benefit by
corning into the city, because the amount of traffic is so
vrry large. As regards the London and Birmingham
Railway Company, I understand that they wish to get
to the Docks direct from Camden-town ; of course, if
they do that, it will lessen our cartage very considerably.
By coming under the City?—By the outer line, I think
we carted sixty tons in one cargo only the day before
yesterday from the Docks to the Birmingham Railway.
I can furnish the Commis: inners with the absolute num-
ber of the passengers moved for twelve months by
omnibus from the Great Western, from the South-
Western, the London and Brighton, the London and
Dover, and the London and Birmingham.
And by cabs, too?—Yes, we can give you it partially
by cabs, not all by cabs, but pretty near the mark. You
will see the small- quantity which we take to and from
the Brighton and Dover Railways.
But that does not include all the people who are moved
from that station by omnibus?—We take the whole
district by Charing-cross, and no other omnibus goes to
the station but our own, excepting the London Convey-
ance Company omnibuses, which go by Holborn to Ox-
ford-street ; I believe they go to Paddington ; beyond
that there is no other.
There may be passengers by the London Conveyance
Company omnibuses?—They go to Holborn, and up Ox-
ford-street. We want to take out the Charing-cross
omnibus, but the Railway Company will have our omni-
bus in as a matter of regularity in connexion with them.
You say we shall see the very small number of pas-
sengers which you have conveyed from the Brighton and
Dover Railways?—Yes, you will find that they go by
cabs; they do not mind the additional money; they pay
the additional money, and thereby produce six vehicles
to one. It is not so with the L mdon and Birmingham
quite in proportion.

RAILWAY INTELLIGENCE.
THE ABERDEEN RAILWAY.

A special general meeting of the shareholders; was
held withi❑ the Royal Hotel, Aberdeen, on Wednesday,
to consider and approve of various Bills proposed to be
applied for in the ensuing session of Parliament ; Mr.
James Iladden, the chairman of the company, in the

chair.
The CHAIRMAN said—The first is a Bill to enable this
company to make a railway from the Arbroath and For-
tar Railway, at Forfar, in the Scottish Midland Junction
Railway, in the parish of Glamtnis—in other words, to
extend the Arbroath and Forfar Railway, which is now
leased to this company, to a convenient point of junction
with the Scottish Midland, near the village of Glammis.
The length of the proposed new line is about two and a
half miles, and will effect a saving of distance as com-
pared with the present intended route of the Scottish
Midland, of half a mile. By a reference to the map it
will be seen that the present intended junction of the
Arbroath and Forfar and Scottish Midland is not only
inconvenient, but is is so laid down as entirely to cut off
the important town of Forfar 2 • and to remedy this,
and to secure the most direct thorough communication,
the present Bill is proposed. The estimated cost.
is 36,000/. The next Bill to be submitted is one
to enable the company, in part, to alter their branch
line to Brechin. The alteration to which this
Bill relates was sanctioned by a general meeting of the
proprietors, specially called for that purpose on the 30th
of May last, by adopting which the company are enabled
to carry their terminus considerably nearer the town of
Brechin, rendering it, more convenient for the iuhabi
tants of that town. The works are presently being pro-
ceeded with ; but it is necessary to procure an Act of
Parliament, in order to ob:nin a valid title to certain en-
tailed lands through which the line passes, as well as in
other respects to secure the legal rights of the company.
The expense is estimated at 3,0001. The next measure
to be brought before you is a Bill to authorise this com-
pany to purchase, and the Aberdeen Harbour Commis-
sioners to sell, a piece of ground at the upper part of the
Inches, and upper part of the harbour of Aberdeen.
The ground referred to is close in the vicinity of the
terminus at Aberdeen, and is required by the company
for the purposes of building workshops and other ac-
commodation thereon, for which it is very suitable
and convenient. 'rho present Bill is rendered necessary,
in consequence of the harbour commissioners having
no power, by their Act, to dispose of the ground. The
last and must important matter to bo submitted to this
meeting it a Bill to consolidate the Aberdeen and Great
North of Scotland Railway Companies. In bringing
forward this measure, your directors are carrying out a
resolution passed at a general meeting of proprietors
held on the 11th September, 1845. It is as follows,
viz.: " That this meeting recommend to, and authorise
the directors to adopt, in conjunction with the directors
of the Great North of Scotland Railway, the proper
measures for affecting an amalgamation of the two lines
at the earliest period which may be found advisable
and practicable." And the Great North of Scotland
Company having obtained an Act in the last session of
Parliament, both companies are now in a position to
apply to the Legislature for a Bill for their amalgama-
tion. Of tie desirableness of such an union, I believe
there can be but one opinion among those who know the
intimate connexion between the two lines of railway,
and the mutual dependence on each other, which, from
their position, must always exist. From the very first,
the promoters of this company contemplated the ex-
tension of railway communication north of Aberdeen,
in connexion with the Aberdeen Railway, and although
it was considered advisable to bring out the Great North
of Scotland Company as a separate undertaking, the
directors of both companies have all along acted on the
distinct understanding that, as the interests of both
lines were identical, they could not be kept separate
with advantage to either. The question in regard to the
terms on which the amalgamation should be made has
received the most anxious consideration of your direct-
ors, and after maturely weighing the matter in all its
bearings, they have unanimously come to the resolution
of recommending an amalgamation of the two com-
panies on equal terms. I do not think it would be
judicious on the present occasion to make any com-
parison of the merits of the respective lines, but I deem
it proper to state the following facts regarding the
such termsof antabra
Great North of Scotland Railway, as inilicative of the
reasons which have induced the directors to recommend
terminus, inc"imene"g
land Railway,•
throug,la'atnhde i -rition I The Grant North of Scot-
at the Aberdeen Company's
the centre of' the city of Aberdeen, passes
mptant counties of Aberdcen,Batiff, Moray,
rtilo country
Nairn,elnverness,nits. and embraces a wide extent of
to the counties aibng,ova large population. 2. In ad-
ditiona, Sutherland, of
rd
to the population and commercee mentioned, it forms au outlet
thec hmnoarses northern3.
The
Conasntilri.on, more so than
counties of It
will be of singularly easy
from the
almost
any railway of similar extent in
favourable nature of the country, thetams?l
be laid on the existing level, for a consridlesraTlay e
erh
n
portion
z
of the distance; and 4. The traffic on the which
was carefully taken by competent parties, shows a return
equal to eight-and-half per cent. on the capital of
1,500,000/., exclusive of the traffic of the counties of
Ross, Sutherland, and Caithness. These are a few of