The Sun.
London, England, 1846-03-27 00:00:00

GLASGOW AND WEST or SCOTLAND

DzsTrtrcT.

-
The Committee eat at twelve o'clock, in the Court of Common
Pie4s. Air. V. Smith chairman.

GLASGO v. , nix.rx.,a.nNoca, AND
AIZDIZOS SAN.

Mr. Nell Robson, C.E., cross-exanuned by Mr. TALBOT, Q.C.—
The steepest gradient was 1 in 75, the sharpest curve six furlougs.
He had had nothing to do with the clasgow and Belfast Union,
although his name was in the prospectus. Ile proposed to have an
assistant power on the gradient of 1 in 76 when the weight of train
required it. The Glasgow and Ayr line had more favourable gra-
dients and curves. The witness was then examined as to the com-
parative lengths of the Glasgow and Ayr, and t, e Glasgow, Kil-
marnock, and Ardrossan Railways from different points of the dis-
trict. The result was in favour of the line under consideration.
Mr. Errington, civil engineer, thought the line to Kilmarnock
Judiciously laid out. The gradient of lin 75 was not now an objec-
tienable one. lie considered that it would bo a public advantage if
some portion of the traffic on the Glasgow arid Ayr lines were re-
usoVed, as they at present inadequately accommodated the public.
Cross-examined by Mr. TALBOT—If a gradient of 1 in 75 could be
avoided it would be advisable to do so.

Mr. T. T. Mitek,ll proved that minerals were taken on much
steeper, gradients than on this line' or the Slamatusam Railway, at
the rate of from 15 to 20 miles an hour.

Mr. Ferguson corroborated the evidence of Mr. Williamson u to
the value of the minerals in the districts.

Mr. TaLawr then addressed the Committee against the projeet.
He contended that no necessity had been shown for the construction
of thi eline. It had been proved to the satisfaction, he trusted, of the
Committee, that they bad done Rill justice to the public since the
period when they had received their powers from Parliament. They
had done more than was required from them, for they encouraged
and constructed branches as much with the view of accommodating
the country as of protecting themselves. They presented a most
favourable parallel to the Leaden and Birmingham and other rail-
ways, inasmuch as they gave the same advantages to the
poor as to tine rich, running third-class trains at the same
speed as the first and second classes. They were willing still further
to construct branches where a necessity could be shown for such ;
and, in fact, the Committee would find that they had had a Bill be-
fore Parliament to accommodate this very country, but unfortunately
the non-fulfilment of some technicality had thrown it out before the
Standing Orders' Committee. But were they to pass this scheme be.
cause it was the only one before them, when they were told that a better
line would be brought forward in the next session. He trusted the
Committee would defer any decision until they had these lines toge-
ther. The Learned Counsel then adverted to what were, he con-
tended, radical errors In the schemes. This scheme was to be leased
to the Greenock Company, and it was in contemplation to amalga-
mate the Company with the Caledonian. He hoped the Committee
would hesitate before they by any sanction of theirs encouraged a
system which could net be otherwise than injurious to the interests
of the public.

GROUP XIV.
Nort,T2l CENT.
The Committee met at twelve o'clock.

Mr. BacoN, who appeared in support oTa petltion'presented avails
the Proposed line by Mr. Hyde, a ;landowner residing at Feverslaarn
.
called

Mr. Wilkes, who proved the damage that would be dome to Mr.
Hyde's property. The ins would cut off communication from the
game preserves, and would also be seen from the house.
By Sir W. RinnEL—Ki.ows the course of the South-Eastern line.
That would also affect Mr. Ilyde's property, and could be seen from
the house.

The Learned Counsel having briefly addressed the Committee,
Mr. SELWYN, proceeded to make some observations in support of a
petition presented against the line by Mr. Morby. He stated that
the etitiener possessed about twelve acres of land at Ilatcham. He
had invested the whole savings of an industrious life in the purchase
of this land, in the hope that by its gradual improvement it would be
a provision for himself in his declining years, and also for his large
family, nearly all of whom, from imbecility of mind, were unable to
support themselves. The line would so affect that land, mid also all the
land in the vicinity, tkat it would be a matter of impossibility to let it.
Mr. Sergeant Witallonaid, on the part of the promoters, sad that
the present ease came upon them rather unexpectedly ; but he was
quite ready to agree that the land should be surveyed by any re-
respectable party, and that without a mere reference to the value of
the land, but having regard to the whole of it as a good property,
the company should pay its full value.
Some discussion then ensued as to whether the whole question
should be left to the consideration of an arbitrator, Mr. Selwyn de-
eldod ou proceeding with the ease, and called
Mr. Drew, a solicitor, who stated that he was well acquainted
with Mr. Morby's pr pear. Advised Mr. Morby do purchase it. $4

be considered it a most eligible InTeetment. The land is building
land. Mr. Morby has had a ♦ery large offer for half of the land, but
has rethsed it. The passage of the line on an embankment through
the property would be destruction to it.

By Mr.,Sergt. WitANGll4.3l—The property has not at present any
frontage on the road, but a road will be formed by it. His client
gave 2,4001. for the land. At the time he purchased it he was the
holder of a very baneficial lease, which would have cost the land-
lord 7001. or 8001. to have got up. The proposed embankment would
reduce the "property to one-third of its present value. The effect
of the Greenwich Hallway at Bermondsey has been to depreciate
the value of the property at the end of Bermondsey-street to one-
half.

Re-examined Under any circumstances the line would be an
injury to the property, _

Mr. Porter, an architect and surveyor—The land belonging to Mr.
Morby is good building land. It is surrounded with roads, and wit-
ness knows that buildings are rapidly increasing in the neighbour-
hood. The railway would entirely unfit the land for the purpose fur
which it is intended—viz., for building villas.
Mr. Irwin, a surveyor, stated that he is engaged in connexion with
the estates adjoining Mr. Morby's land. It is very desirable build-
ing ground. 4. railway passing through the land would destroy its
value.

OROUT XTI.
ZPSOVE EItAINCH.

The Committee, including every member as usual, Sir C. Douglas,
chairman, Lord Pollingtoa, Mr. Lockhart, the Hon. 0. Duncembe,
and Mr. rilewitt, assembled at twelve o'clock to-day, when
Mr. Stovin, manager of the truffle en the South-Western line was
called to chew the traffic, and stated that the returns expected to
be derived would be 8,2501., which, less 40 per cent. for working ex-
penses, would leave a rough estimate of profit of 5.0001. a-year ou the
branch.

On the cross-examination by Mr. ALXIANDEA, nothing was
elicited to shake tke testimony of this witness on this point.
On re-examination by Mr. HiLDTARD, Mr. Stovin could not affirm
that the number of passengers between Croydon and Epsom was
a 75,665, but It was a large figure, and certainly more than he con-
sidered to be the passenger traffic between the latter place and
London.

John Blewitt, a witness, replied that the charge of 234 d. per mile
was a high one, but Mr. Hhldyard, Q.C., showed that the charge was
of course in the power of the Company.
- Mr. Locke, the engineer, stated, on the examination of Mr. BILL,
Q. C., that the line began at the 7th milestone of the South-Wes:ern
main line, went through Maldon and Ewell, and thence to Epsom. At
these places and at both the termini there would be stations ; but the
Company would be quite ready to put stations wherever they were
required by the wishes or convenience of the inhabitants. The Epsom
station would be 12 miles from Vauxhall and 14U from Waterloo-
bridge. The Company had a Bill before Parliament for an extension
to London-bridge, which would make the distance to that station
something more than 15 miles. He was not a farmer, but he was led
to believe that this railway, which passed through au agricultural
district, would be certainly instrumental in improving the
quality of the land. The direction of the railway would
be extremely usefhl to the public, who could not be
served by. the South-Western Railway, and as the Company
intended to have a station at Battersea, there would be a great con-
venience to those who resided about the terminus of the Great
Western line. As it was intended to have another station for the
west, there would be the accommodation previously alluded to with
the Birmingham district. In his belief the advantages offered by this
branch to :he carriage of live stock and minerals, were far superior
in the facilities of the termini. lather advantages weri also offered
in the easiness of the gradients, the shortness of the line, and the
rapidity of the transit. —Dar. Locke here put in a comparative sec-
tion of both lines.] The estimate for the works was 90,0001.,
which included a surphisage for contingencies of 11,3001. That
was for a double line of rail. The smallest radius was thirty-six
chains, one being at each end of the line, the rest being nearly
straight. The works might be completed within twelve months, and
he would pledge his professional reputation on keeping his promise.
With respect to minerals, he was convinced that, generally speaking,
they could not be conveyed by the atmospheric appliance, and he felt
assured, after using every endeavour to get at the truth, that the
atmospheric apparatus never can compete with locomotives, his im-
pression being that the interest on the first outlay for an atmos-
pheric railway would pay all the expense of locomotive power. That
was his impression from the first, and he had seen no reason to
change the opinion ; on the contrary, he was more confirmed in it.
The annual expense of locomotive power was 10d. a mile, which was
a gradual reduction of Id. per mile. Twe years ago it was is., an,
in mineral districts the expense of locomotive power was as low
as Bd.

After some interruption from Mr. ALEXANDZI, who conceived that
the examination was here out of the rules of evidence, it was decided
that Mr. Locke should proceed.
On further question, the witness proceeded to say that, from the
testimony of a person who bad been sent to the Croydon line, and
from whose infermation he borrowed, that for wages and Axel alone,
on the 5 miles now in operation on the asmospheric principle, the cost
amounted to 21. 10s. per mile, which was three times that of the loco-
motive power. This included nothing for leakage, grease, repairs,
or any other of the incidental expenses.
At this point the room was cleared, and on the re-admission of the
publle,_

Sir C. Donor.As stated that the Committee had decided that the
principle of atmospheric traction should not be entered into.
To Mr. ILExerioea's cross-examination, Mr. Locke replied, that
the cost for land of 10,6721. was included in the gross estimate. At
present the real estimate for the gross returns of the line was
10,4001., the working expenses 4,7001., leaving a profit of 6,0001. ' • the
line was shorter ant more direct than the line of 1844, and the in.
crease of the estimates of returns arose from the increase of traffic.
Indeed so had the business opened that the facilities of the South-
Western Company for the public were about to be'very largely de-
veloped, so that there were to be tour lines of rail laid down to
Ilungerford, and double accommodation was to be given to the junc-
tion with the Richmond branch at Battersea.
T.) the CHAIRMAN—Mr. Locke replied, that he believed that if there
were no other traffic than that of the race week alone it would remu •
ueratetor the outlay required for the construction of the railway,
and be thought it was a great hardship that the inhabitants of the
district had not sooner had a western terminus. There were no
engineering difficulties, tunnels, or other impediment whatever.

GROUP XXI.
LONDON 11. ND 0 XPO R,D.

The Committee re-assembled this morning at the usual hour.
The promoters proceeded to call evidence in supper t of the Bill.
Mr. Grace, a large farmer at Wardrobe, and nine miles trom Wy-
combe, on Lord Harry Vane's estate, spoke to the disadvantages
underwhich he and others laboured on account of the expense of tran-
sit to Uxbridge market, and the want of direct communication to
London and Oxford. On account of this expense he was compelled
to sell his produce in the Wycombe and Aylesbury markets at consi-
derable disadvantege, as Uxbridge was the hest corn-market. The
railway would greatly reduce the expense of carriage to and from
Loudon, would enhance the beech trade, improve the vales of
the property In the districts through which it would pass,
and be of general advantage to the inhabitants. In his own case, he
should save 7s. per acre ; others ss. per acre, or 25 pereent. on their
rents. Sends 400 head of cattle of all kinds to London, at consider-
able expense, lord with great injury to the animals, which he should
be able to avoid if the proposed railway were made.
Mr. J Guy, farmer, at Austin-Rowers, I,lorthington, Oxfordsh;re,
said he was a tenant of Sir H Lambert. That he was fourteen miles
from the Great Western Railway, and that he had lost 1001. a year
since its construction. He had to send to Healey-.n-Thames, four-
teen miles distant, for manure. Neither the " spur" of the Great
Western from Maidenhead to Wycombe, nor the Uxbridge branch,
would be of much advantag, to him. The proposed lin. would en-
able him to attend the London, Oxford, and Uxbridge markets more
frequently than he now did ; and, besides, It would Increase the
value of preperty contiguous to it 51. per acre