The Sun.
London, England, 1846-05-21 00:00:00

GROUP XIT.

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The Select Committee appointed to consider the merits of the Bills
comprised in this group re-assembled at the usual hour this morning,
Mr. Protheroe in the chair.

13017T11-EASTERN (MID RENT).

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The first business gone into this morning was the engineering evi-
dence in favour of the South-Eastern (Mid Kent) schemes.
Mr. Robert Stephenson, the chief engineer of the South Eastern
scheme was the first witness called. The Mid Kent line commenced
at a point en the existing Greenwich line, passed through
Lewisham, along by Bromley, through the Ravensfurd Valley,
and the Valley of the Mawlings on to Maidstone, and from
thence to Chart, near Ashford. There was a branch to
' Riverhead. and another from Hytham to Tunbridge
where it joined the existing Tunbridge Wells branch, and the Tun-
bridge and Hastings lines, which received the sanction of the Legis-
lature in the course of the present session. The length of rail to be
made would be about sixty miles in length. The scheme
would shorten the distance from London to Dover by thirteen
miles ; from Lonon to Tunbridge by nine miles, and from Lon-
don to Maidstone (the county town of Kent) by twenty miles.
The proposed line would avoid the exiting new Cross Station, which
was found at present to be very inconveniently situated. The steepest
gradieut on the line was 1 in 025, the others ranged from 300 to 268,
the first was about a mile and a half in length. There was a short
gradient at Lewisham of lin 146. The severest gradient on the at-
mospheric line for tee same same devision of the country 1 in 100 for
several miles. There was a tunnel between Bromley and
Farnborough, but it was not of an extensive character.
The works on his own line were deeidedly superior
to the works on the atmospheric line. The atmospheric line ap-
proached nearer to Seveneaks than his own, but it did so in a tunnel
of 2,717 yards in length, which was preceded by another tunnel of
300 pards long. There was perhaps a quarter of a mile between the
two. There was a gradient of lin 80 for three miles and a half on
this part of the atmospheric line, and a descent of the
same character going towards Tunbridge. The distance of
the branch from Hytham to Tunbridge was eight miles, and one
eighth. It passed through the Barket valley. a thickly-populated
district, fruitful in agriculture, hops, and fruit, and thickly studded
with paper and flour mills. The Atmospheric line avoided this
valley and of course its advantages. The engineering features of
the line from Maidstone to Cnart were exceedingly good,
and he had no doubt the line generally woald be of
great advantage to the public and continental travellers. In.
deed he might say it was precisely the route which
the Louth-Eastern line ought originally to have run. He believed
tiv ."eason it did not do so was the opposition the landholders of the
dist, act originally evinced to a railway invading their property. In
the present session a line had been passed running from Reading to
Reigate, forming ajunction between the South-Eastern and the South.
Western lines, and he had no doubt all the continental travellers
coming from the west of England would pass over the Reigate line
on to the South-Eastern and so on to the continent. In fact this
line formed the key to all the western traffic, directly connecting
Southampton, Oxford, Worcester, Wolverhampton, the North, and
Bath, Bristol, and Exeter, with Dover and the continent. His esti-
mate for the line was 1,000,500/.
On cress-examination by Mr. Sergeant TALFOURD, on behalf of the
atmospheric line, the witness stated that the South-Eastern Com-
pany were about widening the existing Greenwich line for the Croydon
Atmospheric and proposed to lay down additional lines for the North
Kent line. For the increased traffic of the Croydon Atmospheric,
the North Kent, and the Mid Kent lines, there would be three addi-
tional lines laid down at the London-bridge station and then there
would be seven lines of rails. There would be a saving on the at-
mospheric line over the South-Eastern of four miles between London
and Tunbridge.
On re-examination, Mr. Stephenson stated that the Croydon Com-
pany would have to contribute towards widening the Greenwich line
approaching to London-bridge. The saving of time by the at-
mospheric line between London and Tunbridge would not be more
than seven or eight minutes.
Mi. Bidder corroborated the testimony of Mr. Stephenson. lie
agreed wish him in all the evidence he had given with reference to
the general features of the line.
Mr. J. elution, a land agent and surveyor, estimated the cost of
the land for the main line and branches at 236,570/.

—This closed the ease for the promoters.
Mr. 31. DAWSON then addressed the committee on behalf of a land•
holder at Deptford. who complained that the line unnecessarily in.
vaded his property, inasmuch as the company might avoid the pro.
perty by availing themselves of the existing Croydon line.
The Committee then adjourned.

GROUP XVIII.
ExEzza, YEOVIL, AND DORCHESTER,
SALISDI7RIr, AND YEOVIL.
The Committee met as. 'ut!al Mr. B. Denison, chairman.
Mr. HILDYARD stated, that L" Consequence of the intimation which
the Committee had given, he wont:Li endeavour to call as few wit-
nesses as were really necessary for the or9tection of his clients'
interests. ';o which the
The CHAIRMAN stated that he hoped any intimai. _
.Committee had made would not lead the Counsel astray. Ix: shc'l.
be sorry to the latest day of his life if any intimation he had mao,
would prevent the Counsel calling any witness which they thought
material to the interests of their case. He was sent there by the
House of Commons to judge of the merits of the line, and he was de-
termined to do his duty.
Mr. Morrison, 31. P., was then called, who stated that on public as
well as local grounds he thought it necessary that there should be
another line affording direct communication between Exeter and
London.

Mr. Head, residing at Seyton, was proceeding to give evidence of a
similar nature, when the Committee interfered, and ordered the room
to be cleared.

The parties having been called on,
The CHAIMIAN announced that it was the opinion of the Committee
that they heard sufficient evidence as to the traffic of the line, and
desired the promoters to proceed at once with their engineering evi-
dence.

—Mr. Locke, the engineer, being tinder examination in another Com-
mittee, and there being no probability of his examination being con-
cluded to-day, the Committee adjourned till twelve o'clock to-morrow

GROUP Y.Y.

LONDON, HOUNSLOW, AND WESTERN.

(Continued from our Afternoon Edition.)
After the hearing of some further traffic evidence,
The Committee adjourned at an early hour till to-morrow.

GROUP XXII
WAVENEY VALLEY.

The Committee met at the usual hour. Sir G. Grey, chairman

The witnesses examined to-day gave evidence of the advantages
which the line would confer upon the districts through which the
proposed railway would pass.
The witnesses were, Mr. Wiltshire, Thomas Hammond, W. Tees-
dall, H. Waiwood, and T. B. Palmer, Esq. _

Captain Morsom , R.N., engineer lo the Company, gave evidence
of the favourable nature of the line ; the gradients were
not severe, and he considered the line would prove remunerative to
the company. The line was on the narrow gauge, and there was no
engineering difficulties. The river Waveney would be crossed by
means of a swing bridge, which would not all interrupt the naviga-
tion of the river which was a tidal one.

At the conclusion of the engineering evidence, the Committee rose
and adjourned till twelve to-morrow.

GROUP XXVI.
LONDON AND SOU= ESSEN.

This Committee resumed its sittings at twelve, Mr. Maurice O'Con-
nell in the chair.

Mr. Cocgatrars, Q.C., addressed the Committee on the ground of
being opposed by the North Gravesend simply because they wanted
a larger span of archway across their line than was absolutely neces-
sary. _ _

Mr. RODWELL, in reply, stated that they wanted a span of 100 feet
over the river Lea, which Mr. Brunel deemed necessary, whereas
the London and South Essex offered them only 60 feet.

Mr. Locke, civil engineer, was cross-examined by Mr. Roarars on
this subject. He was of opinion that the force of the current would
not be increased by his bridge of two arches, as the river would be
widened in proportion for a sufficient space to counterbalance any in-
creased impetus that'might be given to the stream by the erection of
his buttresses, and, moreover, that a bridge of fifty feet span would
be quite ample for all the purposes of navigation.
Mr. Jamrs followed up the, cross-examination of this
witness, who stated' that there was a very ex-
cellent
natural dock in the river* Crouch; 'near Tiainham, and he
did not hesitate to say that that place must rival Harwich, though
Mr. James was of opinion that the sight of an Ostend steamer
would very much astonish the worthy oyster drudgers of Burnham.
Mr. Locke was further of opinion, that there would be no danger in
transferring the traffic on to the Blackwell Railway, as he had an
idea of altering one line, and substituting either the locomotive or
atmospheric principle. The curves also on,his proposed line were very
favourable at this junction with the Blackwell Railway ; there was a
curve of 42 chains ; with that exception there were nonetander three-
quarters of a mile. The steepest gradient was 1 in 150 from Lon-
don, and 1 in 250 towards London ; there was no tunnel. The
gradients on the two branches were also good, but better on the
Tilbury than on the Southend Branch.
The Committee were then engaged for some time examining the
plans and seotlons,after which Mr. Locke stated the working expenses
to :•.‘e 64,1971., which subtracted from 124,3241., gross amount of
capital, v7culd leave a net revenue of 60,1271. for the branches, &c.
Mr. Tite, the architect of the Royal Exchange, said the esti-
mate for land was
-148,9401., which he considered a very fair esti-
mate, being and average f pearly: 2001. per acre ; but be believed
Z`
the land would be bought for 'lCh less, and also that no opposition
would be experienced from Lord Pe;fe,
This gentleman's cross-examination hirving been postponed,
Captain Fisher, harbour-master of the City of London, was of
opinion that a station for colliers on the Crouch, communicating by
railway with London, would be of very great service to the metro-
polis, as during south-west gales coal vessels were often wind-bound
for days when there was a great need of the article in London.
Such a station would also relieve the Pool of that pressure which in
often was the source of accidents to large steamers passing up and
down the river. Could not say that a vessel would, under every
circumstance, be able to beat up the river Crouch with a gale from
S.W. A vessel could not beat up to London with wind at S.W.
Mr. Wightman, of the Blackwell Railway, gave evidence favour-
able to the proposed line. The traffic began steadily to increase on
the Blackwell line after the opening of the station in Fenchurch-
street. Was of opinion that the South Essex would effect a junction
with the lalackwall Railway as it was at present laid down ; and
tlci,ukrouturt by ,000tutoensos of coal
v.,.. l
might be consumed about Stepney if
In
answer to CaAlsau.. DI witness stated that the station
traftle on
o,
inetisekwall
lie eie reviy Ix,. ZILY Was about two-thirds of the whole.
cent. was a good amount of irwww o'CornsmErenatt.
riistta.stered. thatearil 5.40
had
tiZ: U.* traffic of the first year,
considering the great rush a traffic
Mr. Wm. Pare stated that the number or ones on first opening.
exceeded the estimate by half a million.
crease between Liverpool and Manchester and bes,,;:ezerrtoltn-
and London was less than between Newcastle and gt:n
lisle; or, generally, that when the pre-existing mug;
was considerable, the opening of a railway has net caused so great it
ratio of increase as between places where the pre-existing traffic was
comparatively small. The increase of traffic on the Liverpool and
Manchester was only five times, and on tho London and Brighton
only three times greater than before the construction of the railways,
whereas on the Newcastle and Carlisle it was thirteen times greater
than before.
hln reply to Mr. Maurice O'Connell,
tbeanindgocreccchaliraicL tatedesy,
are regarded, but parochial and other
,live
Misrio.ni estates
s.itaer'e not ; that arable land is mere liable to consequential
Committee decided
damage than any other description, and that no objection was made
case
bfeoerateheveaSoluat,hthEessecomxm;
now to level crossings, even in pasture countries.
after a
table o
worth Gravesend, on the rebutting evidence.
hearing the N
upon
This
ftas'irsteUnatlslyaiClldtidssthenets
Mr. Jolla Cooper, owner of West Ham corn-mills, was caned,
and
6d. to is. per quarter was the charge of freight from
he
sl-ated that from
f Essex to the various mills about West Ham,
COMM coast o
• iLight w•
as a cheaper mode of conveyance than by any
being about three miles. Most of
railway a. - ton, the distance
id, ki The carriage to London from West Harn cost
hint 2s. 6d. Pe, 'a tieinity of
then adjourned till twelve to-
the large mills in Committee
It being four o'clock a.. London were near the water.

morrow.
.-------
GROUP
IMPORTANT
SOUTH MIDLAND AND LElCEE'rklit 'alg"
=Bronx) (COMPETING) LINES.
(Continued from our Afternoon Edition.)
The room was cleared, and on our re-admission,
The CHAIRMAN announced that 'he could not then (it being past
four o'clock) give the official decision of the Committee, but he would
do so to-morrow at twelve o'clock. He might, however, say, that
the decision to which the Committee had come was, that the pre-
amble of the
SOUTH MIDLAND RAILWAY
was not proved, and that the preamble of the
LEICESTER AND BEDFORD RAILWAY
was proved.
The Committee then adjourned till to-morrow.

GROUP XXXI.
BOUTB WALES (AMENDMENTS AND
DEVIATIONS).

(Continued front our Afternoon Edition.)
Mr. Marsh, C.E., stated that the line as passed last session would
go through more than eight miles of inferior land belonging to Mr.
Talbot, the petitioner against the Margem deviation, and that the
proposed deviation would run through about nine miles of valuable
farming land.
Mr. Talbot's agent, Mr. Llewellyn, considered that that gentle-
man's property would be materially Injured by the deviation ; many
farms would b reuroyed, and the tenants cubjected to considerable

Mr. WIIATELET, Q.C., then addressed the Committee against the
devi Aion, and held that after Mr. Talbot had consented to
the line as passed last session, and agreed to give up a certain qmtn-
tity of his property, that it was extremely hard now to propose a
deviation which would injure his property to a greater extent, as the
promoters cf the line would require more land and that of a more
valuable quality than in the first instance. Besides, the line could
not fail to materially injure the towns of Bridgend and Cowbridge by
taking the traffic in another direction, and consequently leading to the
establishment of a new town at the junction in question. Then it
had been shown by farmers and others that the original line' would
answer their purpose, and that the deviation would not. He
deprecated the conduct of the South Wales Company coming forward
this session, after having obtained their Bill, with several itnportant
deviations which materially affected the whole plan of railway. He
held that the preamble of the Bill, so far as this portion of the line
was concerned, had not been proved, and called upon the Committee
so to decide.

Mr. CHOWDER then addressed the Committee on behalf of the
Severn and Wye Canal and Railway, into the history of the rise and
progress of which he entered at length, and held that as they
hal constructed their canal and railway at a period when such
projects were looked upon with little favour, and at considerable
expense, and they had from time to time expended large sums of
money in fitting them for the wants of the district, and as the project
before the Committee would be most destructive to its proprietors,
he called upon the Committee to reject it, namely the filling up of the
" gap," as not required by the wants of the district. He did not ask
this on behalf of a company possessing a lucrative monopoly,
because the proprietors did not receive more than 5 per cent.
on the capital which they had invested in its construction.
The Forest of Dean Company and the South Wales Company said
they had full powers in their Bill to purchase the Wye Railway, but
if the proprietors of that Railway did not consent, why then they
would let them alone. In what a pretty condition his clients would
be if the South Wales were constructed and the Fo est of Dean allied
to them. The property of his clients would be utterly destroyed.
The Learned Gentleman had not concluded his address at the
rising of the Committee.
An arrangement has been made with the Berkeley Canal Company
which has led to the withdrawal of their opposition.