The Sun.
London, England, 1846-05-16 00:00:00

GROUP XXX I .

GLOUCESTER AND POREST OP DEAN.
The Committee met this morning at the usual hour, Mr. Round
in the chair.
Mr. Brunel was examined at great length with respect to the en-
gineering capabilities of the line, and the accommodation which it
would afford to the districts which it was proposed to traverse. He
regarded the line in a national point of view, inasmuch as it would
complete the chain of communication from the important districts of
South Wales to the metropolis, and afford the means of speedy
transit to the immense quantity of minerals raised in the locality.
Mr. Partridge was then examined with respect to the traffic. He
considered that the proposed line was preferable to the existing
means of communication, and that it would be extensively pa-
tronised.
After the examination of a number of other witnesses,
The CHAIRMAN intimated that the Committee looked favourably on
the project, particularly that part to Westbury, but they would reserve
their decision until they had heard the case of the South Wales, which
was appointed for Monday next, at twelve o'clock.
The Committee then broke up.

GROUP XL.
LEEDS AND YORE.

The Committee on Group No. 40 resumed the consideration of this
branch this morning, Mr. Stafford O'Brien in the chair, with the
other members of the Committee present, when
Mr. BAINES proceeded to address the Committee in reply, on the
merits of the line, and contended chiefly that the improvements on
Mr. Hudson's line had never been contemplated until this line was
started. The Learned Counsel stated that the Earl of Mexborough,
Lord Wenlock, Mr. Ingrain, and all the chief landowners, were
in favour of the line. He apprehended that these were just the
persons to be entrusted: with the check which this line was likely to
give to the monopoly now in exist... 4. The traffic between the
manufacturing districts and the capital or the country bad been,
not wilfully, but certainly and most decidedly sacrificed to
the peculiar interests of a certain set of individuals, who could not
possibly do justice to the interests of the public. Mr. Hudson is now
connected with railways in nearly half the counties in England, ex-
tending from Northumberland to the British Channel. So that surely
he had enough to attend to. Then there was the consideration of
the transport of troops. Now York is a great central military depot,
and the advantages offered by this line are very great. The rival
schemes offered no railway convenience whatever. While the pro-
moters of this were providing for this want, according to Mr. Hudson,
who had too much fairness and manliness to deny anything that he had
uttered, the traffic between Leeds and York and Scarborough had
been so developed, that where there was formerly only one public
conveyance, the amount last year had reached to 1,600/, a week. The
population on each side of this line, within a distance of six miles, was
upwards of 31,000, while on the other line it was not more than 25,000.
It was therefore evident that the proposed line would connect very
important places both in an agricultural and commercial point of
view, and would give facilities of communication which were now
most grievously required. Wetherby fair 'was one of the
greatest fairs in the north, and although the disadvantages
of communication are at the present time exceedingly great,
yet such is the necessity for the farmers and graziers to resort there,
that the market was uniformly well attended, and he would ask why
should the parties in that part of the country be obliged to go all the
way round by the North Midland Junction line? The
Learned Counsel then proceeded at great length to
discuss the respective merits of the different lines.
Mr. Cubitt, whose high character as a man and an engineer, entitled
every word of his to be received with respect, had stated, before going
over the line from end to end, that this was decidedly the best line
of the three, and that there were no engineering difficulties much
worthy of consideration. According to the Bills which had already
been passed, the Company, if they obtained their line, would
be obliged at any future period to make any junction which might be
required by the convenience of the public. The same might be said
of the stations. The district south-west of Leeds was one of the
most important in all England, and the sites for the stations had
been selected with an express view to give every facility
of communication between York and the manufacturing
districts. There was but one objectionable curve throughout
the whole line, and that was in a place where such curves were uni-
versally allowed, viz., at the termination of the line. On the other
side the lines were full, both of objectionable curves and gradients,
and taking the total ,of the mileage, the gradients were better on
this line than on the other. The earthwork, therefore, could riot be
otherwise than lighter. The estimate was, according to Mr. Cubitt, in
every way ample, and in stating it at 585,0001., Mr. Bateman had taken
the outside prices, while, on Mr. Birkenshaw's plan, the Wetherby
line would cost 340,0001., with the necessity of another branch,
costing 250,0001., which, with another 50,0001. for the anticipated
contingencies, would make the cost of the whole line about 640,0001.
According to Mr. Cope, who was allowed by Mr. Sergeant
Wilkins to be a man of the greatest ability, the return
would be 88,4641. a year. Mr. Cope had stated that
all the traffic which he had estimated had been invariably doubled
by experience, which sufficiently showed the moderation of that gen-
tleman's computation. There was no residential property whatever
interfered with, and there was one universal feeling among the
tenantry in favour of this line. With respect to petitions, the
promoters were the only parties who had given any ana-
lysis of this petition, and on the most severe cross-
examination it turned out that this line was decidedly the best, and
most decidedly approved of by the people of Leeds. He had shown
that this was the best line, that', the estimates were sufficient, that
the traffic was likely to remunerate the shareholders, and that a
great public benefit would arise from its construction.
Mr. limnreart, in reply, would not recapitulate all that had been
stated. He wished to draw the attention of the Committee to the
evidence of Mr. Swanning, an engineer of great eminence. The
Learned Counsel then went through the evidence of that gentleman,
s,'•owing that the Leeds and North Midlands Junction line, which
~,„• through the valley of the Cop, is the natural outlet
of the' country, while the route of the Leeds and York line
had bee:, selected simply because It was only left after the
best line
,had been taken. And further, this route had been
formerly reject ~t•ed. The North Midland junction was in direct com-
munication with the stations at York and Leeds. Mr. Hudson had
expressly stated thtZt although he proposed to shorten the communi-
cation, yet the bulk of the traffic would still go by the present line.
That gentleman has stated that the traffic was a trifle ,
under 21,000/. between Leeds and York; and this was the
fact, notwithstanding all the assertions of Mr. Cope. The
Le' ned Gentleman then went into the peculiarities of the other
d stated that the direct line would traverse five different
lines, an
with which it had no connexion whatever, and was con-
railway
.1 imperfect line. The objection which had been made
sequently a.. of the line was about to be obviated by the York
as to the crowiLing 1
Company constructing a line to draw off the
HanuldlNotrrtaffih idiacM.Tnhre was really no opposition, and though he
ircumstances, he believed the Committee
could not go into all the
would be satisfied that e York and North Midland Junction
he might say In their favour. It
was the best line. One thine
appeared on the returns to the 800 rd of Trade that there had been
.fewer accidents on the line owned by tats Company than on any other
in the country.

The room was then cleared, and on the P-admission of parties,
The CHAIRMAN declared that the preamble pf the York, North
Midland, Leeds Extension Bill was proved, and that the Preambles of
the York, and the Leeds, York,
and Midland Junction, were ;tot
proved.

GROUP XLIV.
(Continued from our Afternoon Edition of yesterday.)
YORE AND CARLISLE-voaxsuraz AND

GLASGOW UNION.
It will be remembered that these Bills, which were eriginally com-
peting with one another, and were amalgamated in the course of last
week, were again called on as soon as the Liverpool and Newcastle
was disposed of. The usual formality of adjusting the clauses was
about to be proceeded with, when
Mr. TALBOT raised an objection to the amalgamation (a matter
which had been generally considered as settled). He said he was
obliged to "forbid the banns"—(A laugh)—of the couple who were
about to enter into the holy state of matrimony. Ile had discovered
that that " loving swain," the York and Glasgow, was not possessed
of funds sufficient to defray the expenses that would be entailed
by the union. In short, the York and Glasgow Company had only
5 per cent. on their required capital, with which sum they were to
go before the House of Lords. Now the York and Carlisle Company
had 10 per cent. on their capital, and if the companies were amalga-
mated, this sum would be applicable to the purposes of the Yorkshire
and Glasgow Railway, the unfairness of which was manifest. The
lines must not, therefore, be united unless a clause were inserted
securing the application of the Yor and Carlisle funds to the York
and Carlisle Railway.
A long discussion here took place, and gnu, In a resolution being
A
proposed to the effect, that a clause should be iti,Serted
in•dbution of
'whereby both parties should be pledged to an equal cont- -
funds, and an appropriate application of them.
1 Bill,eing
t: will
This resolution was adopted by the Committee, and the elaus
._
be inserted in the Amalgamation Bill on Monday, till ;Which di.„:
the further consideration of the case was postponed.
It is to be hoped that the objection to the " banns," raised by Mr.
TwailtlotiNtr fatal.-ICllonmolte3b,eand
itro.
Gthoeoclbiolpgeas
voefthue " loving pair," and that
the union, though delayed, will not be prevented.
CLzTUMILOXII nrNCTION.
This adjourned case was next proceeded
iwitchi.se
is
in
Mr. Errington, the engineer (who in e
v
i
the statements of those gentlemen,
of Air.TaYl9l*, lie pointed 9111 the f.at
partnership
dence in corroboration of
as far.
that thteuyernelfewrrteid(twohithche ease