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

GROUP XXI.

OXPOR.I), WORCZSTMIR, AND WOLVER.•
HAMPTON ( oiILiESOIMEN AND DUDLEY),
ANDISNIWINGIIIAM, WOLVERHAMPTON,
AND DUDLMY (PROM STOURBRIDGE TO
WEST 1111101111WICH).

The Committee met this morning at the usual hour; Sir
J. Graham in the chair.

fhe 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, traversing nearly the same route as promoted
by the North-Western). He stated that be 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 Kendal
( from which two branches would run—one to
lialesowen,to join the Kingsmorton 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-
w, leh, where it would join the main line of the Birmingham,
Wolverhampton, and Dudley. There would be one tunnel at
Rowley Regis of 913 yards in length, and the steepest gra-
dients would 101 in 100. The entire cost of the line and
branches would be 293,7171., and their length 9 miles, 4 fur-
logs and 7 shamus.
The witness was cross-examined at considerable length by
130 PF., with respect to the Stour Valley project, and
in his
he admitted that in some respects it was superior
,v; "ia yet, taking it as a whole, he considered that it
vastly inferior, and that his line would offer the best
~:communication to the district. Tire North-Western project
Valleyh run from Stourbridge to tbe main line of the
at Smethwick, and to branch' out at Rendall-
_ to lialesowen, and a place in the vicinity of Dudley. It
would have half a mile more tunnelling than the other line.
the Varden, assistant to Mr. Brunel, said. he had laid out
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
worksor below its level would be accommodated by inclined
trarnroads. -
Adjourned until to-morrow (this day).

GROUP XXVIII.
O7tayn.
T NORTHERN (sznaronx) ANCII).
ge Committee asembled this morning at twelve o'clock ;
__ Acland in the chair.
am Cub* WS.$ called to speak to the engineering qualities

of the line, and stated that the distance to Hongham from
the main line would be about four miles to Grantham, to Slea-
ford 11, and on to Donnington 264, and to Gosberton 411/2.
The total estimate for the branch is 402,0004 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 Wisbeacb,
and the Direct Northern had a project to go on from Gos-
berton to Lynn. lie 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 tho 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 MARCH, Mr. Cubitt replied, that had there
been no line devised, he should have proceeded by Hougham
Hill, and kept tb 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-
quently less expensive.
To Captain HARRIS, rslr. 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 stetted 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 lie 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 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 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 SLIM now before Parliament
for a line from Doncaster to Barnesby, and haring a
right to pass over the Sheffield and Lincolnshire line
between Retfordoand 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
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-
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 wos 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
trafi.: 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 28;j
but immediately afterwards adjourned on account of the
Commissioners' reports not being ready.