The Sun.
London, England, 1847-04-20 00:00:00

ZtOUSE OF COMMONS.
GROUP L
The Select Committee appointed to consider the merits of
the Bills comprised in this group re-assembled in Room 30,
at the usual hour this morning; Mr. W. 0. Stanley in the
chair.

THE Batairrozr SIZE ZENT SCHEME.
The Right Hon. J. C. Herries gave general evidence in fa-
vour of the Brighton line. He understood the Brighton
company were prepared to bind themselves—at least he had
neen told so at one of their meetings—to charge 2d. for first,
11,4 d. for second, and Id. for third-class passengers, and, on
that account, more than any other, he was disposed to sup-
port the line. Besides, neither he nor his neighbours had
confidence in the sincerity of the South-Eastern in proposing
a Mid Kent line. He was decidedly an advocate for compe-
tition. .

In cross-examination he admitted that he thought the
saving of the Croydon toll to the South-Eastern Company
was a sufficient consideration to induce them to make their
proposed line. He was not aware that at one of the Kent
meetings, Mr. Wilkinson, the Deputy Chairman of the Lon-
don and South Coast Company, pledged his company, in con-
sideration cf the Mid Kent line being conceded to them, to
charge 11,id. for first, Id. for second, and 1/2d. for third-class
passengers, which pledge was afterwards repudiated by the
South Coast Company.
A number of witnesses from Sevenoakq, Tunbridge, and
Maidstone, were examined, but their testimony all bore upon
the same point, namely, that they preferred the Brighton
line to the South-Eastern.
The Committee adjourned at the usual hour till twelve
o'clock to-morrow (this day).

GROUP VI.
SO -WESTERN SC xisrams-••43ALISIIVRY
AND YEOVIL, AND zazimit, YEOVIL
AND DOECNZSTER.
The Committee met this morning at twelve, Mr. Deedes,
in the chair.
Mr. Squarrey, a farmer residing near Salisbury, was called
to give evidence in favour of the South-Western extension of
the line from Salisbury to the West of England. The rail-
way would, if constructed, afford him considerable advan-
taxes in sending his stock to the metropolis and other parts
of England, and also effect a saving of at least sixpence per
head on the present mode of conveyance. He believed that
a break of gauge at Salisbury would mar the beneficial effect
of railway communication, by causing considerable injury to
the stock in the process of removing from one truck to the
other. The railway would, if constructed, afford also great
advantages for the conveyance of lime, with which the dis-
trict abounded, and also coals, manure, and other article:.
Mr. James Crew, grazier, from the nAghbourhood of
Salisbury, gave evidence favourable to the line. If the line
were constructed it would effect a saving to him of at least
30s. per head on the expense of sending his cattle to London.
The terminus of the South-Western Railway, when com-
pleted at London-bridge would also afford greater facilities
for removing cattle from the railway to Smithfield. Great
quantities of dead meat would also be sent to London by this
railway, which it was essential should be constructed on an
unbroken gauge.
Mr. T Mathews also deposed to the advantages which
this line would afford in the conveyance of live stock, killed
neat, and other agricultural produce.
The Committee then adjourned.

GROUP XVI.
The Committee to whom the following Bills have been re-
ferred met this morning in No. 23 Committee-room, at half-
past twelve o'clock; Mr. Kemble in the chair:—
London and North-Western (St. Alban's, Luton, and Dun-
stable).
Great Northern Railway (Hertford, Hatfield, and St.
Alban's).
Eastern Counties Railway (Hertford to Hitchin, &c.)
Enfield and Edmonton Railway Extension.
The CHAIRMAN said he entirely concurred in the justice of
the rule which had been laid down by many of the other
Committees, that no counsel who was absent at the exami-
nation in chief of a witness should be allowed to cross-
oxamine him, except under special circumstances, and by
the express permission of the Committee, because enormcus
expense would be thereby obviated; but they did not think
it necessary, in the present instance, to adopt that rule; yet,
at the same time, he begged distinctly to state that the
Committee had reser►ed to itself the right of acting upon the
rule at any time they might think fit.
The appearances for the various parties having been
entered,
The Csralnatax intimated that they were ready to hear
Mr. Sergeant Wrangham open the case of the Great Northern
(Hertford, Hatfield, and St. Alban's).
Mr. Sergeant WRA.NCHIA3f said he was prepared to pro-
ceed at once; but as the Railway Commissioners had not
yet reported on the capital of the Eastern Counties' branch,
and as in some respects it might be looked upon as a com-
peting project, he suggested to the Committee whether it
would not be advisable to postpone the consideration of the
two lines until they could both come before the Committee in
a similar positios, so tar as the reports of the Railway Com-
misaioners were concerned.
After some discussion,
The CHAIRMAN intimated that he would first take the
OR.E.A.T NORTHERN BRANCH.

and, at the completion of the case, they would take the
Eastern Counties project.
Mr. Sergeant Waaartmaat then proceeded to open the
case. He said, at present the county Pt' Hertford was
traversed by three lines of railway--towanis the west by the
North-Western, the east by the Eastern Counties, and
directly through the centre by the main line of the Great
Northern Railway, and that oue of the great of jec.s o the
branches was the supply of that great desidtratum to the
county—namely, a connexion between these three lines.
Although the county was, as he had said, traversed by thee
three lines, each line only accommodated the districts in its
immediate vicinity, and then only northward and south-
ward, not giving any lateral communication, which was
much needed. For instance, the two great towns of the
county, Hertford and St. Alban's--and at the first the
sessions and assizes were held, and the county business trans-
acted—were entirely cut off from each other, so far as rapid
and cheap railway communication was concerned, and they
were but fourteen miles distant from each other. To get
from Hertford to St. Alban's by railway, a person must go
round by London, and strike off at Watford, on the North.
Western line, and travel to his destination by the Luton
branch. The connexion, therefore, of the three lines, by
stretching across the county in a lateral direction, was suffi-
cient, if that were the only advantage of the branches, to
ensure the passing of the fill. By them every town or dis-
trict possessing 2,000 inhabitants would have railway com-
munication. Barley would be transmitted from the districts
in the west to the malting districts in the east—Ware,
for instance—and at one quarter of the present
rate by cart, which was Bd. per ton per
mile. By the Luton line, a communication would
be given with the manufacturing districts, with which the
Birmingham line was connected, and coals would be brought
to the district, by the aid of the Direct Northern, at Ids per
ton, instead of 305., as at present. The Hertfordand Hitchin
branch, proposed by the Eastern Counties, omitted all the
important towns in the county. True, it would be four miles
and a half shorter between Hitchin and Hertford than by the
Great Northern and the- Hertford branch; but what would
that avail, when it would afford little or none of the local
communication sought by the county, and would cost
270,0001., whilst their line, which would offer accommoda-
tion to one-fourth of the population, would cost only
300,0001.? the length of their line being fifteen :miles
and a half, and the Eastern Counties fourteen miles.
:His Learned Friend might say that the Eastern Counties
could bring coals from Huntingdonshire to Ware at half the
price they (the Great Northern) could, on account of the
difference of the distance to which he had referred; but a
clause was inserted in the Direct Northern Bill compelling
them to charge for the transit of goods only by the geogra-
phical distance. The line would commence at Hertford in
connexion with the Eastern Counties line, and run to Hat-
leld, where it would join the Great Northern ; it would Then
sun on to St. Alban's, where it would join'the proposed Luton
and St. Alban's line. After referring to the opposition
which the Great Northern had experienced at the hands of
the Eastern Counties and the Midland Company, he con•
chided by confidently trusting that the Committee would
pass the preamble of the Bill.
The Marquis of Salisbury, examined by Mr. Sergeant
ICINGLAXE.—His Lordship said, his residence was at Hat-
geld. He had lived in the county all his life, and had paid
touch attention to the railway wants of the county, and was
well acquainted with the sentiments of the resident gentry
.on the subject. All the general business of the county was
transacted at Hertford. The liberty of St. Alban's amounted
to about oue-third of the county, and the county business
transacted there was considerable. The connexion of the
three lines was indispensable. Hertfordshire was an
agricultural county, and the great markets were St.
Alban's and Watford for the west, and Hertford
And Ware in the east. There was a great demand
for malt for malting at Ware. Formerly there was some
demand at Hitchin, but it was not great now. Straw plait-
ing was carried on at St. Alban's, which would find an outlet
the proposed line. He did not understand the use of the
iiitchin line, but the other he considered would be most
advantageous. There was a general feeling* in the county in
favour of the cross lines.
Cross-examined—Had insisted upon a deviation of the
London and York, which brought it nearer his house, in
order that it might not be seen from it. Hertford was
generally in favour of the line. The Hertford and St.
Alban's markets were on the same day. Gays evidence last
year in favour of a St. Alban's and Hatfield line, which Wag
rejected. Thera were no public conveyances between the
two points of the line. .

by Mr. ROWE, for Baron Dimslale—Was
rot aware of the way in which the line would interfere with
this nobleman's property, but if it crossed immediately op-
posite the house, and ran for a distance of 500 yards on an
embankment 13 feet high, and cut off communication with
the gardens, it would be a great inconvenience, and would

intercept the view.
His Lordship was examined with respect to Mr.T. Smith's
property at Hertford, but nothing material was elicited.
Re-examined by Mr. KINGLAKE—Parties attended both
Hertf,rd and St. Alban's markets on the same day.
Lord Verulam, the Lord-Lieutenant of -the county, was
text examined. He said his seat was in the vicinity of St.
Alban's. If the line were not passed, the western part of the
eotn4y would, as heretofore, be shut out from railway com-
munication with the county town. He generally concurred
in the evidence of the Marquis of Salisbury. The other ma-
ristrates, he believed, generally concurredin the necessity of
the line.

Mr. Durand, the clerk of the peace, said, the population
114 the county, including the liberty of St. Alban's ; was
157,207 ; the population of St. Alban's 10,430,
togaertford
6,668. Jurymen were summoned from St. Alban's ttend
the assizes at Hertford. Magistrates residing on the western
Owingof the county did not attend the assizes in the east,
wilmg to the want of proper communication.
Other evidence in favour of the line having been adduced,
use Committee adjourned until to-morrow (this day).

GROUP XXVIII.
211.41
The con:rxitsr COUNTSZS EXTENSION.
land yn thenidttee on this group, comprising Mr. T. D. Ac-
Ed. 1 anis" en%iii?, the Earl of March, Sirß. Lopez, the Hon.
o'clock, when,
afteorrd Edwin Hill, met this morning at twelve
laden held by Dir. 4P:flue discussion, as to the right of oppo-
with the sergeant Clark, the Committee proceeded
1108TOZ, 3:l3Me"- -waiLTZON BRANCH.
Mr. PAGZST ope
$
very
short
line;
or
in its favour, by stating that this was
sival Bill, the 100- •rr near the town of Boston. By the ori-
posed through 4. zwaxiiicici,, of the London and York line
boonvonient position, end tal"to_ 129 but would be in a very
the collraa ot that
one
in
thee
af this Bill was to change
it into the centre of one of the ~,IT °_,f Boston, so as to bring
lobjed, therefore, was to gain e wornulPal streets. The first
convenient distance
etzt
to
cross the river withere
et a tll:24.3_nvenient station, and
fur, the traffic than that orilianelly u:
Tor Compan7, and the Eastern corth, ,-.The London
both obtained their Acts, and hadagreed to form"ratan)", had
_ t e devia-
tion, but yet it was aeceesary that there eriouid "
be an Act
or tt • purl)**

• Ir. Cubitt, the engineer of:' the London and York line,
RAILWAY COMMITITES. stated theattheas thnedisnieuiwcr :olevrep
h planned,
ewtoleheofp
tasis.:gte would
(YESTERDAY.) (YESTERDAY.) the county passed. By ;he alteration sought by this Bill
the crossing would be below, instead of above the sluice,
where, in fact, there is already an iron bridge, anal where the
crossing would in no way interfere with the trade. It was
' proposed by the present Bill to carry the railway traffic on
one line, and at one rate. The new works would cost about
3001. more than those originally designed ; and those works
were to be executed at the expense of the London and York
Company, and the change would be of great advantage to
the country at large.
Mr. Sergeant CLARK was
hair
riugthttotooappppoesaer,thase
tßhiell,tiwtlheeonf
some discussion arose as to
the Bill had been changed.
It was stated by the agent that the Bill had been originally
introduced under one title, but was now prosecuted by the
agency of another, under the sanction of the Committee of
Selection ; but as it was shown that the petition of the land-
owners, for whom the Learned Sergeant appeared, had been
put in against the Bill under its original title, he was allowed
to proceed.
On cross-exarainatien, Mr. Cubitt stated that Mr. Locke
was originally employed as the engineer of the London and
York, but he had himself bees engaged in the October of last
year ; and although the line designed by Mr. Locke was a
good line, that which he had himself was a better, although
he would not say that there was a better through Boston, for
there was but the property on both sides of the river pre-
vented its adoption.
To the CHAIRMAN—Mr. Cubitt described the position of
the loop branch of the London and York line, of which this
formed a part
To the CHAIRMAX—Mr. Cubitt replied that the Act of the
London and York Company was obtaine I last year, and that
the line of the Ambergate and Boston line had been subse-
quently deviled, and the station now .lesigned was to be close
to the station of that company, but in his opinion it would in
no way interfere with the station, although the alteration
would cross the Ambergate station rails.
An objection was here taken that the application required
by the Railways Consolidation Act had not been made to
the Admiralty, but after much discussion it was allowed that
the application had been made, but the answer had not been
received. This, however, in no way invalidated the advisa-
bility of the line, tor no objection had been, in reality,
alleged on the part of the Admiralty.
To the CHAIRMAN'S suggestion, it was replied that there
was an understanding that, in the event of the Eastern Coun-
ties and the London and York companies receding, tither
or both companies might go over the Ambergate lines.
Mr. COCKBURN, Q.C., wished to know what the proposi-
tion really was, and after some further discussion,
Mr. PAIIET said that the company had no objection to
withdraw the branch, provided they had an outlet granted
to them, and this they might obtain if either the East
Lincolnshire or the Ambergate Company would enter into
arrangements with them. The East Lincolnshire Company
were at the present moment in possession of the ground in
consequence of their Bill being passed previous to the Act of
the Ambergate Company.
After some further discussion between the counsel engaged,
it was arranged that the Bill should be adjourned till to-
morrow (this day).