The Sun.
London, England, 1846-03-26 00:00:00

Room No. 4.

This Committee sat to-day, Lord Glenelg in the chair.
The only case taken was that of the
LARNE, BELT AST AND BALLYMENA.
Mr. Sergeant MURPHY appeared for the promoters and
stated that the line is an extension of the Belfast and Bally-
mena line, from Carrickfergus to Lame, a harbour on the
north -west coast of Ireland, a distance of 14 miles. The line
travels fur a considerable distance along the sea coast,
passing between it and the lands of D. S. Ker, Esq., M.P.,
fur Downpatrick, on the part of which gentleman
iSir W. RIDDELL opposed the line, on the ground that it
would shut out from the sea-board the stone quarries of
Ker, and it was contended that on this account Mr. Ker
was entitled to some compensation beyond the price of the
land which might be required for the construction of the line.
Sergeant lltrarraysubmitted that this was not a matter
for the consideration of the Committee, who should not be
called upon to decide a mere question of quantum valiut.
The proper course would be that which was pursued in the
Courts of law—to refer the matter to the arbitration of some
party capable of forming a judgment of the damage that
might be sustained.
The other side having refused to do this, the promoters
proceeded to prove their case.
Sherrard, the engineer of the line, stated in evidence
that :he estimate was 140,0,,01., the expense of working the
line, wilich was a very easy one, would be 3E/. on the re-
ceipte. had allowed 9d. per cubic foot for earthwork,
and is. 3d. per foot for cuttings through the rock.
The case for the promotars having closed,
• Sir WALTER RIDDELL called evidence to prove the injury
that the line would do to Mr. Ker's property. That evidence
having been closed, he stated that he appeared on behalf of
certain land and millowners in the town of Carrickfergus,
who opposed the bill on the ground that the line was intended
to cross a turnpike-road in that district, at the height of
only fourteen feet only ; whereas, the Railways Consolidation
Act limited it to fifteen feet. He had a clause providing that
the height should be limited to fifteen feet at the least.
The CHAIRMAN stated that it was unnecessary to insert
the proposed clause, because the present law would protect
the petitioners.
Sir WALTER RIDDELL then addressed the Committee on
behalf of gr. Ker, who contended that the promoters should
at their own expense form for him a road to his quarries, in
lieu of the preseutt one, which the line would destroy. He
hoped their Lordships would consider the merits of the line
bebre they passed the Bill. He was afraid that it would not
remunerate the promoters, no engineering or surveying evi-
dence was tendered, and he really believed that the line had
not been surveyed at all, or any inquiries made as to the
probable receipts. He still hoped that their Lordships would
consent to admit the insertion of the clause to which he had
before referred. He concluded by putting in clauses on the
part of Mr. Ker, and the inhabitants of Carrickfergus.
Mr. Sergeant MURPHY in reply, contendod that the Rail-
way Consolidation Act of last year, provided for every corn-
, ,pensation which Mr. Ker and the other petitioners sought,
and he called upon the Committee not to encumber the Bill
..Fith such clauses as were provided for already by the general
law regarding railways. He apprehended that the preamble
of the Bill had been proved to the satisfaction of their Lord-
ihips. The line proposed to pass through districts in the
north of Ireland, whose people were singularly industrious,
and who were duly developing the resources of the country,
'and who had, in point of fact, set an example to the other
'portions of their unhappy country. He, therefore, hoped that
their Lordships would not reject the Bill, and so prevent the
laudable exertions of this people to develop the advantages and
resources of their prosperous district. The line would, in an
imminent measure, aid the shipping of Belfast, the capital of
Ole north of Deland. It had been.said by his Learned Friend
that the line had not been properly surveyed; but let him
prove his statement. And then, as to the claim of Mr Kerr,
it was found that not one ton of lime had bean exported
from the pier which he had erected; and he could not, there-
fore, be very seriouslydamaged by this line; besides, the pro-
moters olli,,red from the beginning to give him fine outlets
and 750/. Tire promoters were also prepared to increase the
proposed height of that part of the line which passed over the
• turnpike road.
The latter proposition was accepted.
The room was cleared, and after a short consultation the
parties were readmitted, when the Committee stated that
the preamble had been proved, that the promoters were to
leave Mr. Ker sufficient space between their line and the
sea, to fortn a tram-road at his own expense, but the ex-
pense of forming the five approaches to the railroad claimed
by Mr. Ker io be borne by the expense. Unless the
romoters consented to the clauses proposed by Mr. W.
Ridley, the Committee would order them to be inserted.
Mr. Sergeant MURPHY said the promoters had no objection
to their insertion.
The clauses were accordingly inserted, and after; the with-
tl of some clauses, and the alteration of others,
The BJI was passel, and the Committee adjourned.

ST ANDIN G ORDERS' COMMITTEES.
HOUSE OF LORDS. _

This Committee did not commence its sittings this day
until a later hour than usual. The Lords present were, tl
Earl of Shaftesbury (in the chair), the Duke of Richmond,
Lords Redesdale, Hawarden, and Beauchamp.
WEXFORD, 'WATERFORD, AND VALENCIA
RAILWAY.
In this case the Committee decided that the company
allowed
should for the present session only be to carry out
that portion of their line extending from e
V
dlarney to alen-
c.sa, the requisite deposits for the other portions of the line,
orders had
espe-f,ially that from Killarney to Tralee, not having been
lodged in time. The formal proofs having 34e
their Lordships decided that the standing rd
been complied with, so far as regarded the so
of the live running between Killarneyand Valencila. rn
ruThe
length of the iLue to be made is thirty-six miles, the cost ot
-which is estimati,d at 250,0001. The Parliamentary &louts
and Co.; solicitors, J. Wilitinagn
are Messrs. Dyson, Ran,
and J. Simonds, Londoi;,. and W. B. West, Wexford.
LONDON AND TOILS.
The evil we anticipated has at length occurred—the
r"solution of their Lordships to exclude the press, and
cause the gentlemen connected therewith to rely on the state
meats of interested individuals. These facts have led to its
natural. results, and, for aught we know, has caused the
sreatest inconvenience to many individuals.
Our readers may remember that we stated in our
papa. of Tuesday last, that in this case the
in esti()); of the new subscription deed or contract had
been decid,sd in favour of the present promoters of the Bill,
said that as a.. 11 opp6zition had been withdrawn, the Bill had
virtually passed, and the .Inal decision of their Lordships
.
was only withheld until a propel. signed deed was prepared,;
with the real names of the promoters the line attached
thereto. This information is incorrect, for tr.: the calling of

the case,
• Mr. eItp,DER made an application, on the part o: the
c1..-.\\, 4.z. ..Easeeili_bounties Railway Company, to be heard in opposi-
,--
---- __. tion to the Bill, on the point of the contract deed.
'He said -'that his objection to the deed was not
',that which , \ bad been
_urged hut year before
) '
K: ----1,::\.."-''''

b..-

the Committee, and he argued that as the
money which had been placed in the hands of the Accountant-
General of the Court of Chancery had been so deposited under
the deed of last year, and as the present promoters came
under a new deed, and were not the same as those who last
year came before the Committee, they had no claim upon that
fund.

The question, however, underwent considerable discussion.
The Committee adjourned the case till Monday ; in the
meantime, a case is to be laid before the Attorney and Soli-
citor-General for the guidance of the Committee in arriving
at their final decision.
The Committee adjourned at five o'clock.

ROUSE OF COMMONS.
GROUP IX.
WEST OF SCOTLAND =DICTION.

----
The evidence on behalf of this Bill was proceeded with
this morning.
Bounsel for the Bill, Mr. Sergeant Andrews, Sir Thomas
Phillips, and Mr. M'Neil. The scheme is petitioned against
by the Corporation of Glasgow, the Clyde River Trust, the
Trustees of the Glasgow Bridge, the Glasgow and Greenock
Railway, the Glasgow, Barrhead, and Neilston Direct Rail-
way, Sir John Maxwell, A. Campbell, Esq., certain inha-
bitants of Blythewood Hill, and the members of an United
Secession Congregation. The petitioners were represented
by Mr. Austin, Mr. Sergeant Belles's, Mr. Sergeant Wrang-
ham, and Mr. Hope.
The scheme is one to connect the terminus of the Glasgow
and Edinburgh Railway, on the north side of the Clyde at
Glasgow, with the Glasgow, Paisley, Kilmarnock, and Ayr
Railway, on the south side, and through that junction all
the lines in the West of Scotland, with that running east and
south. It is a mile long, and is proposed to cross the Clyde
by a viaduct at Glasgow-bridge to whick the principal op-
position is dreaded. Powers were also sought to make a
station at Blythwood Holm.
On the assembling of the Committee, some conversation
took place as to the propriety of considering the Caledonian
Termini and Branches scheme along with the West of
Scotland Junction, as it competed with the latter in some
respects.
The room was cleared for a decision on the point. On our
re-admission,

The CHAIRMAN said the Committee had decided that the
Caledonian promoters should be considered in connection
with the West of Scotland Junction, and the promoters
should cross-examine the witnesses, only their own case was
not to come on till the legal time, according to the standing
orders.

The evidence on behalf of the West of Scotland Junction
was then proceeded with.
Mr. Miller, civil engineer, was called and examined by
Mr. Sergeant ANDREWS, on the part of the promoters. He
commenced with describing the lines north and south of
Glasgow, which the proposed junction would bring into con-
nexion. The lines of railway on the north of Glasgow,
made or making, was 130 miles, and on the south side 120
miles in extent. The proposed line was under a mile long,
and crossed the Clyde by a viaduct just under Glasgow-
bridge. The line was to be carried over several
streets, at an elevation of about 10 feet, so as
not to interfere with the street traffic. The bridge
was to abut against the present bridge, the piers
being exactly opposite. About thirty feet would be taken
from the harbour by the proposed bridge. The berthage of
the whole harbour was about 5,000 or 6,000 feet, and it was
to be extended by the proposed docks at Stobcross. The
proposed station at Blythewood Hole was required, by the
want or accommodation at the Queen-street station. The
witness then described the route of the line, and the gra-
dients, which he represented as very favourable, the severest
being on one of the diverging branches, 1 in 64. He con-
sidered it was the only practicable scheme, to allow a con-
tinuous stream of traffic north and south without interference.
Two other schemes proposed to cross the Clyde, but it was
only to get better station accommodation, and they could
not connect the lines north and south without a great de-
struction of property. The estimates of the works were
200,000/. ; 75,000/. for land - and 124,900/. for works and
contingencies, which were dlculated at the rate of ten per
cent.
The witness was crop-examined by Mr. Sergeant WRANG-
mos, with the object of showing that the Caledonian Com-
pany purposed a connexion with the lines on the south side
of the river, of a superior character. The witness admitted
that the proposed connexion, if carried out to the mineral lines
east of Glasgow, would be superior in respect to inineral traffic
but not otherwise, for all general purposes, the West of Scot-
land was superior, and did not interfere so much with house
property and streets.
Cross-examined by Mr. HOPE, on the part of the Clyde
River Trust, the Bridge Trust, and the Corporation of Glas-
gow. The inclination of Bothwell- street, in order to accom-
modate the line, was altered from one in eighteen to one in
twenty. The tunnel, before the line reached the proposed
new station, issued near to Waterloo-street,which was crossed
by an arch twelve feet high, the road would have to
be levelled a few feet here, and the gradient in the
line there was one in ninety-two. Five streets were
crossed before reaching the river, by arches of iron,
of 12, IS, 20, 20, and 19 feet respectively. The witness was
further questioned at considerable length, with the object of
showing that the viaduct over the Clyde would affect the
harbour accommodation, and be an eyesore to the city, on
account of its elevation above the present Glasgow-bridge.
The Committee adjourned at a quarter to four o'clock till
next day at twelve, when the cross-examination will be re-
sumed.

GROIT Xll.
GLASGOW, xizAreLAnNocx, Ann
ARDROSSAN.
(Continued from our Afternoon Edition.)
Mr. W. B. Salmond, merchant, Irvine, corroborated the
evidence of a former witness as to the advantages of the
branch to Irvine..

Mr. Baird, M.P., Gartsherrie, proved the minerals in the
district through which the proposed line passed.
Mr. Gairdner, banker, Kilmarnock, proved that an offer
had been made to the Ardrosan Railway and Harbour Com-
pany by the Glasgow and Ayr Railway to purchase their
property. Terms were drawn up, of which a copy was re-
tained by witness and one by Mr Leadbitter.
Mr. NZIL Roasow, civil engineer, then described the line.
The railway gradient was 1 in 75, the number of tunnels 5,
but they only amounted in all to. :j4 of a mile. The
estimated cost per week was 540,0004 allowing 10 per cent.
for contingencies. The distance gained would be about 10
miles. and no possibly better line could be adopted for the
country.
Mr. Robson's cross-examinationwas deferred till to-morrow,
and the Committee adjourned.

GROUP XIV.
NORTH SENT LINE.
(Continued from our Afternoon Edition.)

By Mr. TALnar—The property there belongs to Sir Claude
de Cupany.
Mr. TALBOT-Sir Claude de Cupany is an assenting party
to the Bills.

By Mr. SELWYN—The feeling of the inhabitants is very
much against the railway.
Mr. PETER:4I)OHE then addressed the Committee on behalf
of a petition against the proposed line by Sir H. Oxenden.
He said that he had great pleasure in informing the Com-
mittee that he would call no witnesses, but would rely on
the admission of those witnesses who had been already exa-
mined. The line was projected to pass through a park be-
longing to Sir H. Oxenden, and also within a very short dis-
tance of his mansion ; and the Learned Counsel commented
on the fact that there was an alternative line which could be
adopted, but the Company declined adopting it because of
the additional expense it would cause to them, and there-
fore preferred cutting through Broum Park, the property
of his client. Mr. Vignoles had offered to bide the
railway which would inteasect the park by a series of
artificial monds. The effect of that would be to cut the park
completely in half, and destroy it altogether as a park to a
gentleman's mansion.
Mr. BACON then proceeded to address the Committee, in
support of a petition presented against the proposed line, by
the inhabitants and wardens of the parish of St. Saviour's,
Southwark.
Mr. G:4.13631113 objected to Mr. Bacon's being heard, on
the ground that the petition had already been submitted to
the consideration of the Committee. A solicitor had already
appeared befor the Committee for this petition.
The CHAIRMAN said that he thought the petition had al-
ready been considered, and therefore could not be again heard.
Mr. BACON submitted that the petitioners alleged such
grievance., that the Committee could hardly pass their peti-
tionwithout farther notice.

The Ciiintsti.;;—;aiTii;; the Learned Counsel had better
recapitulate suceesswely the heads of the grounds on which
the petitioners claimed to be heard, and the Committee would
then decide whether he could be heard.

Mr. Sergeant WILANGHAM said that if Mr. Bacon was heard
it would be against all precedent.
The CHAMMAIf, after a short consultation, said that the
case submitted by Mr. Bacon was so very similar to the one,
presented the ether day, that the Committee could not hear
it.
The Committee then adjourned until twelve o'clock to-
morrow.

GROUP X VI.
EPSOM BRANCH.

The Committee assembled to-day at twelve o'clock, Sir
Charles Douglas, Bart., in the chair, when
Mr. Farmer, a magistrate, was called on behalf of the South
Western Company, confirmed the testimony previously given
as to the desire of the inhabitants of Epsom to have the line
proposed by this Company, as also of those residing in the dis-
trict to thesolth. In addition, the witness expressed his belief
that thosel residing at and about Dorking and Leatherhead
would prefer this line to get to London either to the route by
Kingston or Croydon.
To Mr. MoonE, Mr. Farmer expressed his belief that the
petition which had been presented to the House of Commons
in avour of the Croydon and Epsom line, and that he had
withdrawn his opposition to that line in consequence of an
arrangement with the Company. He also stated that,
with respect to the Guildford...coach, the circumstances were,
that although taken off the road to London, it was now driven
from Bookham, where the proprietor lived, to the Kingston
station, then back to Epsom, and then again to Kingston, to
accommodate the public in that neighbourhood. He did not,
however, believe that the traffic would support both lines.
On re-examination by Mr. BILL, Q.C., Mr. Farmer stated
that he had withdrawn his opposition to the Atmospheric
Railway, because his counsel had advised him, under the im-
pression that the Committee were so decided in favour of
that line, that his property would suffer if he did not yield.
He thought that the terminus at 'Waterloo-bridge was the
one best for all the resident gentry, whether going to the
east or west, although, of course, those who had business
to do in the City would prefer the London bridge terminus.
Mr. F. Taylor, brother of Mr. William Taylor, of Wor-
cester Park, through which property the Epsom Branch was
intended to passsaid,on this estatethere were several gunpow-
der mills, in the working of which five hundred tons of coal
were used in a year. The formation of this railway
would enable them to procure coals at a cheaper rate, and
this was of great importance, as enabling them to keep the
market in the competition with other mills which emmioyed the
advantage of railways near to them. He confirmed the tes-
timony respecting the probable convenience of the branch,
and the feelings of the upper classes residing in the neigh-
bourhood.am:oar
frothmerirtrnaessyl replied that the powder-mills
Maldon.
To Dir. BLEWITr mor stated that they now paid
Tohmalr. f
were
n
20s. to 21e. per t,n, and he conceived that they would save
4s.m6rd..
raatgoen, bayfabrinrinetiantgmtheermtnno,nnthhnererhaiwlwaradye and trustee.
of the charity land, found chalk very beneficial in mixing
with the soil. He got his chalk from the pits at Cheam, a
distance of six or wen miles. The Wimbledon station
would be near his land. At present one journey occupied
the whole of the day, during which not more than two
tons a day, as they could only Lendnd
roat cart,
consequence of the badness of thein
and the
steepness of the ascent from the chalk pits. If this sort
e
manure could be procured with facility and cneapneuss, hitewbae-
ife,-,7d it would be used in a tenfold greater dgrs
fr
RD
its useful Doh for light and for heavy land, cool ingee,
the former
in hot weather,
A disintegrating the Latterom tenacity
t„.,..
la wet amen&

To Mr IMooax, the witness replied, that the railway would
not prevent the necessity of drawing it part of the way, but
he believed that the expense of putting it on the railwa:t
would be trifling, and he expected that there was a deposit
of chalk at Winibleton. The distance of Guildford was too
great, being twenty- four miles off. There was chalk at
Ewell, through which the railway was intended to pass, and
from whence it could be brought, and might be delivered at
2s. 6d. a ton, while by the wear, tear, and expense of a team
of three horses, with a man and a boy, the cost was 16s. for
two tons.

Mr. S. Bothwell, lessee of the celebrated lime-pits at
Dorking, said he generally sent about 5,000 or 6,000
tons, but last year his business fell off to 3,500 tons, in con-
sequence of the facilities possessed by the Kent lime-pits
through the neighbourhood of the railways. He got his
coals by barge to Kingston, and then carted them to Dork-
ing, a distance of thirteen miles, an impediment which
greatly limited the consumption of coals. This lime was
used in the erection of the new Houses of Parliament, and it
was a common covenant in building contracts to secure the
.use of Dorking lime. The building going on at the west-en(
of London was so extensive that he believed that hereafter
fully two-thirds of the lime would be sent to the Nine Elms
terminus for the buildings now going on at Battersea, Pimlico,
and even beyond both those places on both sides of the
river. If coals were brought to Epsom, of which from five
thousand to six thousand tons were purchased by him every
year, upon this quantity he expected to save ss. 6d. a ton.
If he obtained these facilities he expected to consume 2,000
to 3,000 tons more to make at least 10,000 tons of lime. At
present he believed that coal was scarce at Dorking, which
for that article was the dearest place in England. For these
reasons he preferred the branch of the South-Western Com-
pany. He had been present before the Committee in 1844.
when many promises had been made by the Atmospheric
Company ; but they had hitherto proved to be only promises.
Te the CHAIRMAN and Lord Potaarterresr, Mr. Bothwell
replied that coals at Dorking were about 355. a ton. A'
present he bought his coals a ship load at a time and laid
them in store at his wharfs at Kingston. It was now cus-
tomary to get coals down to Reigate by the Brighton Rail-
way, where it was seven miles to Dorking, but the road was
a bad one, while that from Epsom was a good one, although
a little longer.
Mr. Nelson, the architect of Charles- street, St. James's-
square, extensively engaged in the erection of houses in
London, stated that, Wimbledon Park, which contained 700
acres bad been taken for building mansions and villas of the
first class. The plans have been made and part of the build
ings raised close to the Wimbledon station. In addition to
this, in consequence ofthe extension of theSouth-Westernßail-
way to Richmond, the whole of that district had been opened
for building purposes, and he calculated that 1,000 houses a
year would be built in that suburb of the metropolis.
For buildings, whether large or small, the use of good lime
was requisite. Dorking lime was the best, but it was super-
seded at present, to .a very great extent, by the Northfleet
lime, which was far inferior, but it was cheaper; and it was
a common practice with builders to make the river lime of a
darker colour, in order to imitate Dorking lime; and even
where the contract specified that Dorking lime should be
used, the lime from Northileet was often substituted. It was
in every way advisable to use the best lime, as it rendered
buildings stronger and more substantial.
To Mr. MooRE, the witness replied that the grey Medway
lime, which was Is. to ls. 6d. per yard cheaper. The works
for that line were established in consequence of the dearness
of the Dorking lime, to which it was far inferior, although
it had superseded it.
To the CHAIRMAN, the witness replied, that from his know-
ledge of the geology of the district, he should say that there
was no doubt whatever of opening.works to any extent in the
Dorking hills. Upwards of 50,000 tons of lime were annu-
ally used in London, and as much more in the provinces, and
Dorking lime could be supplied for it almost interminably.
Mr. Pryor, chairman of the Coal mid Corn Committee of
•the City of London, stated that he had an establishment at
Newcastle as well as in London, from which he sent 80,000
to 100,000 tons of coal each year.f The South-Western
Company already afforded great facilities at their wharfs at
Niue Elms, where the frontage was 150 feet long, and it
was about being largely increased. He, himself, deposited
12,000 tons in a year at those wharfs, and by the alteration
they would be able to take the smaller classes of sea-going col-
hers up to the wharfs themselves, by which the expense of
lighterage, and the disadvantage of the breakage of coals
would be saved. They had already taken a vessel of ninety
tons, and he believed that vessels of one hundred tons could
be taken there. By the official papers he found that be-
tween last July and February there had been 354 vessels of
100 tons, and 541 between that rate and 150 tons, anu
575 between that rate and 200 tons which discharged
their cargoes in London, and each of their vessels made, on
an average, five voyages a year. In saving the lighterage,
there was also another advantage gained, for a machine had
been invented which was capable of raising 300 tons of coals
in a day, and depositing them in the railway waggons, which
saved the breakage 3d. a ton. The coalwhipper's chargewas
6d. a ton for discharging cargoes. The advantages, together
are savings of 3d. for discharging, Bd. in lighterage, and 7d.
for taking out of the lighters, and ls. 6d. for breakage,
making altogether a saving of 3s. a ton in favour of the new
system, at least 2s. Bd., so that the coal after it is placed in
the railway waggons is absolutely cheaper than it is in the
Pool. The wharf at Nine Elms is a public wharf, where no
wharfage is ever charged. Immense quantities of sea-borne
coal are daily transmitted to the interior of tht
country, and when the South Western Railway was
opened, at the reqnest of Sir John Easthope, Mr. Prior had
consented to open the trade, and sent coal down the main
line of the South Western Company, and the consequence
was that from 355., the price of coals had fallen in that dis-
trict, to 28s. a ton. If this line were opened he could under-
take to deliver coal fit for lime burning and gunpowder mak-
ing at 15s. 10d. a ton at Epsom. At present the best house-
keeping coal was 14s. to 16s. a ton, so that it could be deli-
vered on an average at 17s. 10d. a ton at that place.
Mr. Bothwell being recalled, said that it cost ss. a ton
to cart coals from Epsom to Dorking, including one gate, so
that they could get good coals in that neighbourhood at a
little more than 235. a ton.

Mr. Prior being further examined, said that he had heard
of the Croydon plan for the last four years. He had sent
coals down by the Croydon line from that place, and the ex-
penses were-Bd. lighterage to Coal Blow, near New Cross;
sd. canal dues; towing I:Ad. ; wharfage 6d.; and rail
charge 2s.—making a total cost of 4s. 43/4d. a ton to Croy-
don, which was eight miles further, giving a further expense
of ;‘d. per ton, which with the 6d. a ton for discharging the:
cargo, would cost 6s. 2%d. to Epsom by the Croydon Rail
way, giving a contrast of is. 90., the cost by the South-
Western line,against 6s. 2%d.,and showing a gain in favourof
the South-Western line of 4s. sd. ; or, including the coals,
the difference appears by this line 17s. 10d. a ton for house
hold coal against 225. 2d. by the other line. Taking al:
things as they were, he should prefer the south-
Western line for the facilities afforded to the trade, even ii
the cost of the two lines were exactly equal.
To Mr. MOORE—It appears that the charge for carriage to
Croydon was only lid. a ton per mile. The 12,000 tons of
coal which witness delivered at Nine Elms was for making
coke for the Company. The small vessels would, of course,
be fitted for going under the bridges, and he did not believe
that there was practically any difference in the freightage of
large vessels and small ones. He knew that several indivi-
duals were preparing to lower their masts and to go into the
trade. Of course the machine of which he had spoken would
be as useful in the Pool as at Nine Elms.

In re-examination by Mr. HILDYARD, Q.C., Mr. Prior
replied, that in consequence of having a less deep hold to
fall into, and from there being a less weight to shake together
on- the voyage, there was less breakage in small vessels than
in large ones. _ _ _

To the CuAimaAN—The machine was tried at South-
ampton..
To Mr. BLEWITT and Lord POLLINGTON, Mr. Elliott,
Q.C., stated that the charge of the South-Western Company
for carrying coals was lid. for 15 miles, 2d. for 25 miles, anti
lid. a ton for every greater distance. By the Act the toll
only, and not the rate of carriage, was regulated.
Mr. G. Stone, a coal merchant at Ewell, who supplies the
chief families in Ewell, Epsom, and the neighbourhood, said
that he obtained his coals by barge to Kingston, and thence
by his own waggons. His general sale was 2,oootons a-year,
and of course a reduction in the price would increase the
consumption. His impression was that about 20,000 tons a-
year were consumed in the district.
Mr. Waghorn, the owner of extensive clay potteries at
Ewell, who exported largely, sends 2,000 to 3,000 tons of
goods to Nine Elms in a year. Large gas-works are situated
at that place, where a great quantity of his clay earth is used.
He consumes from 2,000 to 3,000 tons of coals annually, all
of which he brought from Vauxhall. He supplied other gas
establishments, but the London gas-works took one• half of
his clay earth, and the Waterloo-bridge terminus would be a
convenience for supplying the City.
Mr. Charles Hall, who sends 200 sacks of flour per week
to London would, if this line were made, save 70 to 80
per cent. Of his carriage cost.
Mr. Burn, an extensive ironmonger at Epsom, stated that
he received 100 tons of hardware from London.
After an observation from the CHAIRMAN,
Mr. HILDYARD stated his object was to show that, as the
London and Birmingham Company had bought the railway
and the banks of the Thames, that the formation of this
branch would save the expense and delay of such goods
passing through London, a point which the testimony went
to show.
Mr. Lumley, of the Spread Eagle at Epsom, and chief
posting-master of the town, testified that three times as much
traffic came to the west-end of London as that which came
to the City. . .

At this point the CHAIRMAN intimated, that as it might
possibly save time and expense, he thought it right to inti-
mate that there was no probability of the Committee coming
to any other decision than that at which they had formerly
arrived.

From this, however, Mr. BLEwErr expressed his dissent,
and the room was cleared.

When the public was re-admitted,
The CHAIRMAN said that he thought he had been stating
the unanimous feeling of the Committee, but one of them
had been out of the room; and they were, of course, ready
to hear any evidence that might be adduced.
After some conversation between the counsel, it was ulti-
mately agreed that the evidence should be continued, and
the Committee then adjourned till to-morrow.