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

GROUP XXI.

became very bad.

The traffic would certainly be con

siderable, on account of the carriage of 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 Dc•ncaster to Barnesby, and haring 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 Ho(beach from Sleatbrd he would propose to go by
the projected line by Sutton St. Mary's, and although the
listance 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-
ttict 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 wig 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-exanduation,
Mr. AUSTIN stated that
gihristrcalffiienc,tsivihnitieendthedeitroomppaokneetnhte
traffic s
ietendetdotordmake -tlatatthtrtorwun only a stopping station. The
saving on the whole hue 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 28,
but immediately afterwards adjourned on account of the
Commissioners' reports not being ready.

GROUP L.
This Committee met today fur the first time, in room 34
of the new Houses of Parliament. The following is a list of
the Members to whoni 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 Bil la :
Cl rsgow, Paisley, Kilmarnock, and Ayr, and Glasgow and
Belfast Union ( No 1).
Glasgow, Paislfy, Kilmarnock, and Avr (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, arid Greenock ( Branches at Port Glasgow).
Paisley, Barrhead, and Hurlet (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, ILIZZIA.ILNOCK, AND
Alm, 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 Genunell, ship-builders, in Newton-upon-Ayr; Mr,
Sergeant Murphy for Ilir. John Taylor Gordon, a coal pro-
prietor.
Mr. &RICE 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 Raiiway, now amalga-
mated with Muirkirk and Glenbuck, 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 north and south quays of Ayr to the manufac-
turing village of Catrine. The opposition was from one or
two private interests, as the authorities of Ayr, and the
principal landed inoprietors, were in the favour of the
branches. The Learned Gentleman then proceeded to call
his witnesses.
Mr. John Wilson, of Dundyvan, examined by Mr. BURKF.—
Deposed that he had an interest in extensive iron works a
Muirkirk and Auchinleck. The whole district was full of
iron, coal, and limestone. Both the blackband sad the
claybaud iron-shstie 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 Ballochntyle, gave evi:.ence to a similar
effect.

Mr. Blythe, the engineer, briefly explained the nature of
theil hpanrdoepinio,sose,,(dilbi
objection also
with the harbour of Ayr. He had
(nce,eo,bijection that it should stop short at Messrs. Sloan and
by
horse_
power.esotiosrsi naclistetotiiinatterLeree
bwriatnheth
hsehiroubuldiidble. n
workedg building-yard.
ard.
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. HlLDvAttn then called Mr. Wood, chief magistrate of
New and Mr. Smith, foreman of Messrs. Sloan
and Gemmel], 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. Muurity, on behalf of Mr. Gordon, addressed the Com-
mittee against the toll causes, especially the application of
the six-mile clause to him.
The CHAIRMAN suggested that the point had better be left
fur 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).

GROUP LI.
The Committee appointed to examine into the merits of
the railways in Ws group assembled this day at twelve

oxiiortn. WORCESTER;AND WOLVER-
HAMPTON ( SA,LESOWEN AND DUDLEY),
AND BIRMINGHANI, WOLVERHAMPTON,
AND DUDLEY (PROM STOURBRIDGE TO
WEST BROMWICH).

-.-
The Committee met this morning at the usual hour; Si
J. Graham in the chair.
flie first witness examined was Mr. Maclean, the engineer
to the Birmingham, Wolverhampton, and Dudley, by whom
the last-mentioned line is promoted (a line called the Stour
Valley, No. 2, trarersingnearly the same route as promoted
by the North-Western). He stated that he had laid out the
line in conjunction with Mr. Brunel, the engineer of the Ox-
ford, Worcester, and Wolverhampton, and that it was one
which would, in his (witness's) opinion, offer the b st ac-
commodation to the district. It would connect the two main
lines mentioned, and would run from Stourbridge under the
Oxford, Worcester, and Wolverhampton, to near Rendal
Hill (from which two branches would run—one to
Halesowen, to join the Kingsmortou and Halesowen branch of
tha Birmingham and Gloucester, and the other to the Ox-
ford, Worcester, and Wolverhampton, near Dudley, promoted
by the Oxford and Wolverhampton); the main line would
then proceed onwards
.by Rowley Regis to near West Brom-
wich, where would join the main line of the Birmingham,
Wolverhamptt.n, and Dudley. There would be one tunnel at
Rowley Regis of 913 yards in length, and the steepest gra-
dients.would 1.11 lin 100. The entire cost of the line and
branches would be 293,7171., and their length 9 miles, 4 fur-
longs and 7 chains.
The witness was cross-examined at considerable length by
Mr. HOPE, with respect to. the Stour -Valley project. and
although he admitted that in some respects it was superior
thatt
voa his i
Ns,
al
si
lel inferior, and his line would oiler the best
, yet, taking it as a whole, he considered that it
.
communication to the district. The North-Western project
is proposed to run from Stourbridge to the main line of the
Stour Valley at Srnethwick, and to branch out at Rendall-
lull to Halesowen, and a place in the vicinity of Dudley. It
would have half a mile more tunnelling than the other line.
Mr. Varden. assistant to Mr. Brunel, said. he had laid out
the Oxford, Worcester, and Wolverhampton branch, under
the direction of that gentleman, and that it would accommo-
date a greater number of important works, and be generally
more useful than its North-Western competitor. 'Those
w rks belancits level would be accommodated be inclined
tramroads.
Adjourned until to-morrow (this day).

GROUP XXVIII.
GREAT NORTHERN (SLEATORD BRANCH).
The Committee asembled this morning at twelve o'clock;
Mr T. D. Acland in the chair.
Mr. Cubitt was called to speak to the engineering qualitie
of the line, and stated that the distance to Hougham from
the main line would beabout four miles to Grantham, to Slea-
ford 11, and on to Donuington 26%, and to Gosberton 411,4.
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-
Pall 7.

- 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 he 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 frchn 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 betweenthe: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, expanse, than it would be carried on by either the
Ambergate or the Eastern Counties Company.
To the Earl of MARCH, 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 would have been greater, the gradients
would have been easier, and the working of them conse-
quent ly less expensive.
To Captain HARRIS, Mr. Cubitt stated that the Amber-
gate line came in at the south end of Sleaford, 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 bad 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 ou the Eastern
Counties line, between Sleaford and Newark, was very fair
until they reached the summit near Newark, after which