The Sun.
London, England, 1846-05-07 00:00:00

THE SUN, LONDON, THURSDAY* MORN

RAILWAY COMMITTEES.

(YESTERDAY.)

GROUP IV.

The appointedem bletdo considerat the
usual
en
houre this morning,
r Oft heßi l
cardpru Selected m
proceeded with their labours.
It was arranged that each party should, before to-morrow morn.
ing, put in a report, in compliance with the resolutions of Mr. Dun-
thisCcm group,mitte ere-ass
Goethe.
Mr. HILL said he had an application to make to the Committee.
He appeared for a landholder in opposition to the Aberdeen, Banff,
and Elgin line, and he should be prepared to show that it was tainted
with fraud from beginning to the end. Before he could go into his
opposition, however, he wished to be fUrnished with copies of the
reports and documents required to be put in by the resolutions of the
House.
The Committee directed the parties to deliver the required infor-
mation before four o'clock to-morrow, and appointed Friday for going
into the opposition of the landholder in question.

PERTH AND INVERNSISS.
Mr. HOPE then proceeded to open the case for the promoters of
this line, and remarked in the outset that there appeared to be an
impression on the minds of the Committee that the parties were not
anxious to make their line, and had merely brought it forward to
obstruct the progress of parties; also, they are ready, and willing,
and prepared to make a line.
The CIIAIRMAN said the Committee could not shut out from their
consideration the fact, that a petition had been presented by the
shareholders against the line

Mr. HOPE said that was an insignificant petition, representing
only 500 shares, and he could assure the Committee that the majority
of the shareholders were in favour of the scheme. So much, how-
ever, for that preliminary point, and now for the merits of that
line. Now, the Committee must bear in mind tke fact, that the pre-
sent district was open and free for tke introduction of railways, and
their decision would therefore settle in what route the traffic for all
time should pass. Most of the schemes which had lately come be-
fore the Legislature the Committee must remember had been
brought forward for correcting mistakes in this respect, and it be-
hoved the Committee to be careful not to select a line which
might hereafter be found not sufficient to accommodate the dis-
tricts. The line he represented followed the old Highland road
from Inverness to Nairn, and ran on, after a short detour, in a direct
line to Perth, one of the first market towns in Scotland. Aberdeen
was a port of comparatively minor importance, but lately it
had secured for itself a monopoly of ;the eastern and
western traffic, and ,the Great North of Scotland line
was only promoted to propitiate that traffic, and
if it was carried, a tax in the shape of dues to the extent of 30,0001.
a year would be imposed on the North of Scotland. Why was this,
when they had this glaring fact; before them, that by the
Great North of Scotland the traffic going to Perth would have to go
round a detour of 63 miles. He contended that tke traffic
of the seven counties lying to the north of the Maury
Frith was infinitely of greater importance than the
traffic to the east or the south, and, therefore, the control of all the
traffic of these districts ought to be placed in the hands of the Perth
and Inverness Company. There was sufficient eastern traffic
to support the Great North Line, but the control over the
working of these lines ought to be in the hands of the
through Company. Now the through line would shorten the distance
for all the northern traffic 67 miles, and some of the local traffic 22
miles ; and this they could accomplish for 1,750,0001., being only
250,0001. more than the estimate of the Great North of Scotland line.
Besides shortening the distance to the extent he had mentioned, there
would be better stations at Nairn, Banff, and Inverness, while the
line would be so laid out as to facilitate future extensions to the
north. The gradients on the line he should show were in no way ob •
jectionable, and he was sure the Committee, after hearing all the
evidence he should produce, would decide in favour the Perth and In-
verness line.

Mr. Joseph Mitchell, engineer of the roads through which the
proposed line would pass, a gentleman who laid out the Scottish Cen-
tral Railway, was the first witness called.—Previous to 1843, he had
directed his attention to ascertain whether it was practicable to
make a line of railway between Perth and Inverness. He had com-
municated with most of the influential parties in the north,
and they were most anxious, having experienced the inconvenience
of going round by Aberdeen, to have such a line. Accordingly, for
the purpose of making a survey of such a line, and after many sur-
veys the present line was decided upon. The works along the whole
hne consisted almost entirely of gravel and sand. There were all
the materials for making the line, except the iron. The worst gra-
dient was I in 70, for eight miles, two furlongs, and six chains.
There would be no difficulty in working it. His surveys,
and estimates had been revised by Mr. Locke and another gentleman
of eminence. The length of the main line was 125 miles 4 furlongs
and 5 chains, of the branch by Nairn to Kildrumrnie four miles 3 fur-
longs and 5 chains, and of the branch to the harbour of Inverness, 4
furlongs, making in all 130 miles four furlongs. The estimated cost
of the main line and branches was 1,400,0001. Neither on the
trunk line nor branches are there engineering difficulties. There was
only one tunnel, viz., at Birnam-hill, near Duiikeld, 425 yards in length.
There was also a viaduct, 484 yards in length, at Kindrochit, four
miles above Blair. The bridges on the line do not involve heavy
works, and materials of every description for their erection are
found in the immediate neighbourhood. The principal part of the
earthwork was of a very favourable character, consisting almost
wholly of gravel and sand. It was proposed that ground
should be taken and the whole works constructed for a
double line, and that the railway for twenty-two miles out
of Inverness, and for eight miles through the valley of Athol,
where a steep gradient occurred, should be laid with double rails.
The gradients were of a favourable character, little, if at all, inferior
to those of the Caledonian Railway, which, as a through com-
munication from Edinburgh and Glasgow to Liverpool, Manchester,
and London, received the sanction of Parliament last year. From
Inverness, for the first 15 miles, the steepest gradient was 1 in 330 ;
from that point the line passed along the inclines of 1 in 84 for 7 miles
1 furlong 8 chains ; from thence it ascends 1 in 100 for 2 miles 1 chain ;
it then ascends 1 in 144 for 1 mile 1 furlong ; it then descends 1 in 330
for I mile 1 furlong 2 chains. These gradients had been proved to
admit of being worked with facility, and the increasing improve-
ments in the construction of locomotives were calculated to neutra-

lise the disadvantages which were formerly anticipated from difficult
gradients. The line has been selected after the most:anxious survey
of the country, and is submitted as the best, as well as the most direct
line that can be laid down between the south and north of Scotland.
The Great North of Scotland line as it approached Inverness is as
several lines below the surface of the sea, and he for one did not
think it could be made for the estimate which had been sent.

The Committee adjourned at tour o'clock till twelve to-morrow.

GROUP VI.

This Committee met to-day at the usual hour. Present—Sir J. C.
Hobhouse, (Chairman,) Mr. Mundy, Mr. Neeld, Mr. Dickenson, and
Mr. Alderman Hamphery.
To-day the CHAIRMAN declared that the Committee had decided
that the preamble of the Scottish Midland Extension Railway Bill
had not been proved.

After a lengthened argument as to the position of a station com-
mon to three or four lines,
Mr. TALBOT, on the part of the Scottish Midland, addressed the
Committee against the Edinburgh and Northern line.
The Committee adjourned at four o'clock.

respect to the general features of the One, in the course of which he
repeated a great portion of the evidence given by him yesterday.
Mr. Ware, dock-master, at Bridgewater, was called and examined
by Mr. WELLs, with respect to Bridgewater Bay, the plan of which
displayed on the walls of the Committee room was perfectly
correct. The ships which came up the bay were exposed
to great dangers, casualties happening every month, which he ap-
prehended would be greatly, if not wholly obviated by the construc-
tion of a commodious harbour at Stalford ; and besides, it would
materially increase the traffic between that part of the country and
Wales, which could only now be approached by a circuitous and un-
favourable road. Shipowners had now to pay heavy dues, from
which they derived no benefit, inasmuch as the receipts,in the shape
of dues, were devoted to the improvement of the river Barret.
The witness, in hi" cross-examination by Mr. FITZHERBERT,
stated his belief, that if the dues were taken away
from the corporation, they would yet have sufficient money
from the interest of money they held, and from the increased trade
to Bridgewater, when the harbour was constructed, to meet any ex-
penses which they would incur for the next thirty years ; and might,
in fact, pay for all the improvements they had made during the past
thirty years. Was not aware that the Corporation had only 1,0001.
in hand, or that they had ever expended money in raising wrecks.
He believed that a great portion of the timber trade with Bridge-
water, would come by Stalford, where the harbour is proposed to be
made. Never knew bricks or tiles exported from Bridgewater in the
shape of ballast. They were made on the banks of the river. Could
not say whether they would go to Stalford or not. The exports and
imports were not considerable at Stafford, principally because there
was no harbour there ; but if one were made, he considered that they
would be great.

Several other witnesses were also sailed and examined with re-
spect to the proposed harbour, who agreed that such a work was
necessary, and that the traffic of the districts through which the line
was proposed to pass demanded such accommodation as it would
afford.
The Committee then adjourned until to-morrow. ,

7.. J
GROUP XX.
This Committee re-assembled to-day at the usual hour, Mr. gotheron
in the Chair.

WINDSOR, SLOUGH, BND-13TAINES
ATMOSPHERIC.

The engineering evidence was proceeded with this morning.
Mr. Vignoles, the engineer of the lb% Ass examined. He minted that
from Eton College, a plan would be
anY magnitude. With regard to
adopted with regard to Romney Island, by which they would be com-
pletely
n prevented. The estimated cost of the works of the whole line
theth e rfle
was 150,0001. This, he considered, quite ample for its construction.
The whole day was occupied with the examination and cross-
examination of this witness, but the particulars are of no interest, as
they relate to the engineering works and estimates, and to the modes
by which witness proposed to meet the various difficulties objected
by counsel.
The Committee adjourned at four o'clock till to-morrow.

GROUP XXVII.
This Committee re-assembled to-day at the usual hour, Sir Charles
Lemen in the chair.

SOUTH MIDLAND (NOUTBAmpTozz TO
BEDTOUD).
Mr. HILDTARD, Q.C., proceeded to open the case of the promotatis•
on behalf of the above line. The great advantage which would bp,
conferred by this line in accommodating the general traffic of the
country as well as the district through which it passed, made it one
of the most important railways which had been considered during the
session. The line commenced three miles south of Leicester,
diverging from the South Midland Railway, and ran south-east to
Market Harborough. The line there divided itself into two branches,
one of which went to Northampton, connecting it with Market
Harborough and Blisworth on the London and Birmingham line. The
other branch ran through Kettering to Bedford, the,resnilning part
of the scheme (the Huntingdon branch) having beenlefetrnd in pre-
ference to the Rugby and Huntington line by the Cothmitteeto whom
they were referred, on condition that the Bedford branch of the pro,-
meters would be selected in preference to the '.Leicester
and Bedford line, which was put forward by the Santl3
promoters as the Rugby and Huntingdon. It would 'not
of course come now before the Committee, but 'it- Wes
necessary that this Committee should advert to the Huntingdon
branch, as its formation depended on the decision of this
Committee on the general scheme of the South Midland Com-
pany. One great advantage conferred by the South Mid-
land scheme was, that It placed Kettering on the main line.
The coals of Leicestershire, Derbyshire, and Nottinghamshire would
by it be conveyed to the east, which could not be done at present, in
consequence of there being no means of transit. He detailed with
great minuteness the greater advantages which would result by the
proposed line being constructed, rather than the Leicester and Bed-
ford, inasmuch as the former might connect itself with the
Direct Northern, or any other great scheme that might be
subsequently made to intersect the country in that direction,
and there was already a connexion between Bedford and the London
and Birmingham line, by whom this district of country was opened
up to the south, while the Leicester anti Bedford scheme was pro-
posed to be connected with the London and York line, which it was
very probable would never be formed. The capital of the South Mid-
land Company was 1,900,0001., on which a deposit of ten per
cent. had been paid up. The promoters of the opposing scheme had
only paid up five per cent. As a further guarantee of the bona
fide nature and stability of the South Midland scheme,
the Midland Company had undertaken to be responsible for
one-third of the shares. This he thought was a sufficient
answer to the insinuation thrown out as to its being a " bubble."
He would conclude by stating, that though the line passed through
an important district of country, no objection as to residential inju-
ries was made, the only opposing landowner being Mr. Justinian
Asher, who complained that his drainage was obstructed, and this, if
it was so, was only a case for compensation.
The Right Hon. R. Vernon Smith, 31. P. for Northampton, de-
posed to the general advantages which would be conferred on that
town and the district generally by the proposed railway. In his
opinion there was no other projected line which would afford the
same accommodation to the traffic of the district.
Mr. Herbert ',aright= and other witness were examined to cor-
roborate the testimony: of last witness, and to show the local and
general advantages which the project would confer.
The Committee adjourned at four o'clock till twelve to-morrow.

_N G, MAY 7, 1946.

Hardy, who represented the Leeds and York, in opposing Mr.
Cockburn's application.

The Learn.4Counsel again 'insisted that the Committee should
admit the company he represented, provisionally, as a competing
line going fifteen miles over the Identical ground of the proposed line,
and asserted that the precedents afforded by other Committees under
similar circumstances warranted his position.
The room was then cleared, aad on our re-admittance, the Hon.
CuarameN intimated to Mr. Cockburn, that the Committee had de-
cided against him.

Mr. Christopher Todd was examined by Mr. lIILDYARD, who en-
deavoured to obtain an admission from the witness favourable to
Tadcaster rather than to Wetherby as a market for cattle and grain,
but the Learned Gentleman failed in eliciting anything to make good
his point.

A: witness, a miller, who grinds 150 loads a week, was in favour of
the Leeds and York.

Thomas Grimstone, who employs from 130 to 150 hands in his mills,
and consumes large quantities of coal, lime, oil, and flax, was also
disposed to give the preference to the Leeds and York, but admitted
to Mr. Hildyard that he should be as well satisfied with the York
and Selby, if h 5 could get his oil and flax from Hull, instead of from
Liverpool andilreland, through Leeds.
Mr. Galbin, a. paper-mill owner, stated positively that he had on
several oqeitsions been subjected to sniscarriages on the North Mid-
land Railway, though he had made no representations that were
likely to reach the ears of the directors,
John Farrer, keeper of the head inn at Boston, was also disposed
to give preference to the more direct line.
Mr. Hubbersty, miller, grinds 150 loads a week. Admitted to Mr.
Hildyard that expense was more an object than time in communi-
catingwith Leeds. In answer to Mr. Hardy, he said he wanted a direct
communication with Lads.

Several other witnesses were called by Mr. TlAany, who corrobo-
rated, generally, the evidence of the preceding witnesses, but were
not subjected to any lengthened cross-examination by the:eounsel
for the opposing lines, as the Learned gentlemen said that they did
not deny that in individual cases the Leeds and York might offer
greater advantages than this.

Mr. C. 11. Cope stated that the North Midland occupies 138 hours
instead of 126 hours in six days from York to Leeds, and from Leeds
to York. In another week of seven days, 23 hours 45 minutes were
lost, and in another week 12 hours 32 minutes were lost, or in fact that
about one-sixth of their time is lost by this Company. This witness
also stated that the amount of traffic exclusively belonging to
Wetherby is abont 50 per cent, more than that belonging to Tad-
caster. Mr. Cope further stated that the observations regarding the
loss of time were made in order to ascertain whether it was at the
Leeds Junction or not that the delay was occasioned.
The Committee then adjourned until twelve o'clock to-morrow.

GROUP XLIII.
ThSs Committee assembled at the usual time ; Mr. Miles chairman.
EAST AND WEST YORZSIIIRE 31TECTION.
The proceedings in this case were resumed this morning.
Mr. Thorpe. linen manufacturer, of Pateley, was the first witness
called, who stated that in his opinion the proposed railway would be
ofittfeat advantage to the district through which it would pass, it
vrqukl also enable him to obtain his coals at much less price than he
was how paying. A large quantity of agricultural produce would
also be conveyed by this railway if the line were made ; he would use
it in the conveyance of his manufactures to Hull, which were very
•thnsiderable.
I=-11r. Brass cross-examined this witness at considerable length in
Xider to elicit from him whether a majority of the directors of the
asilway were not all connected with Mr. Powell, the solicitor to the
'Company.

The daArnmex interrupted the counsel in this course, on the
ground that the inquiry could not be productive of any good ; in his
opinion it would not matter if the whole of the directors were
connected with Mr. Powell.

At this stage of the proceedings the Committee desired that the
traffic returns sheuld be gone into.
-- __

Mr. KNOWLES thee called Mr. It. ilayldon, who gave evidence
upon the subject of the traffic. He had been engaged in taking the
traffic upon various lines, and had taken every precaution to obtain
accurate information on the traffic upon this line. From the cal-
culation he had made he thought the present would be a very re-
munerative line. The passengers on foot amounted annually to 42,616;
of this number he calbulielad tha4 28,95( would go by ailway. The
passengers at present travelling by other means amounts to 65,176.
The gross revenue likely to be derived from passengers and goods he
calculated would amount to 29,8301. From this sum he deducted
40 per cent. for working expenses, leaving 17,8981. profit, which
would yield a per centuge of 81. 18s. lid. on a capital of 200,0001.
The cross-examination of this witness was going on when the Com-
mittee rose.