The Sun.
London, England, 1846-06-17 00:00:00

GROUP XLVI,

This Committee re-assembled to-day at twelve o'clock; present
Mr. Bramstone (chairman), and the other members.
NEWCASTLE-UPON-TYNE, EDINBURGH,
AND GLASGOW DIRECT JUNCTION.
Mr. Stephenson was examined and bore testimony to the merits of
this line.
Mr. WUATELEY then addressed the Committee, and Mr. litioWLEs
replied.
The Committee adjourned at four o'clock.

GROUP XLVII.
SWANSEA VALE.

The Committee on this group, which comprises the Swansea Vale,
the Shrewsbury and Hereford, and the Xeath Valley lines, met to-day
at one o'clock, when after the preliminary arrangements of ascertain-
ing who appeared Tor the several petitioners against the line, who
are numerous, the Committee decided upon taking the Swansea Vale
Railway first.

The formal proof of compliance, with Mr. Duncombe's resolutions,
as well as the general standing orders of the House was adduced,
when

Mr. F. BONSON, who appeared for the promoters, stated that this
line was projected as an extension mineral railway, and for the pur-
pose of giving accommodation to the vale of Swansea, which is quite
isolated, there being hills of from 500 to 1,000 feet high on either side
A map, showing the geological features of the country was exhibited, on
which it appeared that the bed of coal about Swansea, as indeed it
always is, is deposited in a basin of limestone. Limestone is neces-
sary in the manufacture of iron ; and by breaking through the edge
of the Swansea basin, a great advantage would be obtained in provid-
ing this article. The line has been twice surveyed before, but in conse-
quence of some works for the improvement of the port being in progress,
the line could not be commenced until 1844, when It was seriously
adopted. The main line is sixteen miles long, and evidence was
adduced to show the particular features of it, but an opposition was
offerred by the Swansea Canal Company.
CIMr. Brain, ;one of the witnesses, stated that during the severe
weather in the winter of the year before last, the canal had
been kept open by the iron and coalmasters at their own
expense, they employing upwards of a hundred men constantly
in breaking the ice. The witness believed that the slow-
ness of the canal transit was prejudicial in the necessity which
it induced for keeping large stocks of iron and coal at Swansea ;
and he conceived that coal was injured by being kept long in such
stocks, though be could not state an instance. The termi-
nus, as at present projected, would be at the top of
the valley, and around it there would be a scattered population.
at the base of a mountain with a valley winding round it. It ordi-
narily occupies sixteen or seventeen hours in carrying down a cargo
01 coal or iron, there being 24 locks between the works of the wit-
ness and the canal basin.
On re-examination the witness stated that his boats, horses, and
men were absent two days every voyage, while the journey
by 'railway would be performed in an hour and a half
at the most. He saw no objection to the makirr; of wharfs
about the terminus, and the doing so would have the ad-
vantage of cheapening the wharf accommodation at Swansea, for his
own part, of which he paid 1101. yearly. Ile conceived that the coal
was better on the eastern side of the Towel than that on the western
side, but the ground was not so favourable, and the means of corn
munication are bad.

To the Chairman of one of the Committees the witness stated that
the injury sustained by coals, through the various means of tranship-
ment, was much greater than that by railroad, and that during the
prevalence of long dry weather, the coal-owners were obliged to re-
duce their freight by one-seventh or eighth.
Mr. Barber, principal mine agent for Sir Charles Morgan, who has
much property in Glamorganshire and Caermarthenshire, stated the
circumstances of the principle feeding branch, and that the tolls to
be taken upon the Monmouthshire Railway do not exceed id. for
coals and 1 d. per ton for iron ; the usual expectations of the in-
crease of traffic are quite likely to be fulfilled, and that this line is
likely to become a very valuable link in forming a trunk communica-
tion with the interior,
The Committee here adjourned till to-morrow.

GROUP This Committeere-assernbled to-day,MIL
at twelve o'clock, in Room 26,
(New Houses of Parliament). Present, the lion. E. Lasedles (in
the chair), the Earl of Arundel and Surrey, Mr. R. Clayton, Captain
Dalrymple, and Mr. Hiltiyard.

SHREWSBURY AND BIRSTINGSLAVE.
The evidence in favour of this scheme was again resumed this
mot sing, Mr. Scott, the chairman of the Birmingham Canal Com-
pany, being the first witness. He stated that the rival schemes
would pass over some of the most valuable coal-mines in Stafford-
shire, thus inflicting great damage, not only on the proprietors but
the public at large. His evidence in other respects was similar to
that previously laid before the Committee.
Mr. Scott, cross-examined by Mr. H. ROBINSON (on behalf of the
Oxford, Worcester, and Wolverhampton)—He never instructed the
engineer of the line to do his utmost to enter Wolverhampton en
the same level with the Oxford, Worcester, and Wolverhampton, or
Grand Junction lines. The level of this scheme at Wolverhampton
had been taken with reference to the canal traffic and the traffic of
the town, and not with reference to the competition with any rival
schemes. He had no doubt that the line of the Oxford, &c. Com-
pany was surveyed previously to that of the Shrewsbury and Bir-
mingham.
os,i-examined by Mr. Coaaurr—He was aware that many iron-
masters, whom the rival lines would accommodate, had petitioned
against this, and in favour of the other schemes.
Re-examined —As soon as he saw the project of the Oxford,
Worcester, and Wolverhampton in the field he set about devising,
with other gentlemen, the present scheme, and was convinced that
it was much superior to its rivals; he saw that the Oxford,
Worcester, and Wolverhampton project would not sufficiently ac-
commodate the people of Wolverhampton. There could be no doubt
that people at Wolverhampton who wished to go to London would
travel by this scheme because It had a direct communication with
the London line.

Mr. John Williams, ironmaster, Smethwick, then proved that this line
would afford the best accommodation to the people of that district.
Cross-examined by Mr. CocKettax, Q.C.—Was a considerable
shareholder in this railway, but had no shares in the canal; his
brothers had. He preferred this line, because it went nearer to his
works than the other schemes.

Re-examined—l think this/ line best adapted to the district
generally.

- Mr. Best, ironmaster, Dudley, considered the Shrewsbury, Bir-
mingham, and Stour Valley line the best adapted for the South
Staffordshire mineral district.

Cross-examined by Mr. Commons—He was aware that several
ironmasters in the neighbourhood of Dudley entertained a different
opinion. The Oxford, Worcester, and Wolverhampton line was -too
high with respect to his works.
Mr. Richard Bradley, ironmaster, Tipton, stated that his principal
markets were London, Birmingham, Manchester, and Liverpool, and
that the line would give him a cheap and direct communication with
those towns. From 9,000 to 10,000 lived close to the spot where the
station of this line was proposed to be erected, at Tipton, whilst the
station of the rival schould be a mst innvenient oe, beng
from 18 to 24 feet heigm e w
h. That would alsoco be merelyn a goods
station, the nearest passenger station being at Dudley. He
was of opinion that the combination of this line with the canal
would be most advantageous to the public. It would be impossible
by any system of railway to accommodate all the mineral works.
Cross-examined by Mr. COCKBURN—His works were close to the
Oxford &c. line, but in consequence of its being very high, it would
be impossible to make use of it for tile carriage of his goods. lie
was not aware that the Oxford &c. line would be on a level with the
canal. There was a difference between the level of the two schemes
Of 40 feet near Tipton.

Cross-examined by Mr. CORBETT—His son might have signed a
petition Mr himself and th• firm In favour of the South Stafford-
shire scheme.

Mr. Smith, mining agent to Lord North, in the neighbourhood of
Dudley, believed that this line would best accommodate that dis-
trict. In his opinion the public would be benefited by the union of
this Company with the Itirmingham Canal Company. If this line
were not sanctioned, parties going from Dudley to Birmingham
would have to pass over four different railways, which would be
most injurious to the public. He believed that the tolls on this line
would be lower than that of its rival. The majority of the iron-
masters in the district through which this line would pass pre-
ferred it to its rival. This line would afford all the accommodation
to be desired, without a six-mile clause.

The Rev. James Prince Lee, Master of the Birmingham Grammar-
School, said the station of this company in New-street, Birming-
ham, would cause the removal of a number of very objectionable
houses at the back of the school, which was a very handsome build-
ing. The houses were a nuisance to the school.

31r. Malins, commissioner of the streets of Birmingham, stated
that at a meeting of his collecgues held recently on the subject of these
railways, it was resolved that the Shrewsbury and Birmingham
would decidedly afford the greatest accommodation to the people of
Birmingham. The town surveyor had also reported in favour of the
Shrewsbury and Birmingham Company's proposed station.
Cross-examined by Mr. RoinNson—Snowhill, in which street the
Oxford, Worcester, and Wolverhampton Company proposed to erect
their station, was one of the widest streets in Birmingham. New-
street, in which this company's line would be made, was one of the
most fashionable streets the' e, but he did not think that the omni-
buses, &c., everlastingly passing to and from the station would cause
any residential injury.
The Committee intimated that they did net require any more evi-
dence of this nature, and that they desired the engineering evidence
to be given to-morrow.
The Committee adjoulned at four o'clock.

GROUP LIV.
LEICESTER AND axamenwanesz, AND
BRANCH TO COVENTRY.
On the re-assembling of the Committee this morning. the roes)
was ordered to be cleared, in order that the Committee might decide
on the respective merits of the different lines in the localities of Bir-
mingham and Leicester that had been submitted to them.
On our re-admission,
The CHAIRMAN said that the Committee were of opinion that the
preambles of the London and Birmingham (Coventry to Nuneaton
Extension), and of the Coventry and Nuneaton (Birmingham and
Leicester) Railway Bills were proved and that of
the Direct Birmingham and Leicester and the Le the
icespreambles
ter and Bir-
mingham Railway Bills were not proved.
The Committee were occupied during the remainder of the day in
rattling and passing the clauses of the Bills, the preambles of which
had been declared to be proved.
AU the Bills included in the group having been disposed of, the
Committee broke up.

ROUP LVI.
Billseomprised G
The Select
in this
Committee appointed to consider the merits of the
morning ; Idr. Ewart in
group re-assembled at the usual hour this
EAST AND WEST INDIA DOC=3 AND
BIRMINGHAM JUNCTION.
The Committee were occupied the whole of the day 1
i hearing the
opposition of the London and Blackwell Company, who complained
the level, would
that the proposed line, in crossing their railway
interrupt and greatly inconvenience their tragic. The line was also
opposed by several landholders.
The Committee adjourned till to-morrow-

GROUP LVIL
This Committee met to-clay at the usual hWu, 112 1001 27 (grand
co;;Isior), Kr. Duos she
. - .

LONDON AND BIRMINGHAM AND MAN-
, CHESTER AND BIRMINGHAM CANAL
JUNCTION.
The clauses of this Bill were gone through and passed.
The CHAIRMAN stated that he had had an interview with Lord Dal-
housie respecting the amalgamation, and his Lordship and the Board of
Trade had given an opinion that if a clause were inserted in the Bill
to give the Board the power of interfering, if tile amAgamation should
prove to be disadvantageous to the public, there was no objection :o
the passing of the Bill. •
A clause to that effect was accordingly inserted, and the Com-
mittee passed the preamble.
LONDONTI9ANN I)
I °B
R I
RI
DUDLEY CANAL AND BIRMINGHAM CANAL AMALGA-
MATION.
LONDON AND BUIMINGIIAM (AMESBURY RAILWAY
PURCHASE).
SHREWSBURY AND OSWESTRY AND CHESTER JUNC-
N A
GA-MATION.
lINVGAHLAESMAI(IBNIELIALINGRHAAILMWAARVRA;AGLE-.
NORTH UNION.
3fENTS).
The clauses of thes
through. n cad th e B ills, which were unopposed, were gone
Preambles declared to be passed, on a clause being
inserted in them similar to
The Committee then aki °anted.
that above-mentioned.

GROUP
MIDLAND RAILWAY (PITICCIIASM
OF
The Committee to which athil"rsliCneawNasarLefer).red met to-day, at
twelve o'clock, in Room No. 8.
At the opening of the room it was announced that the Committee
intended to come to a decision wish regard to the above line.
After a delay of sofew minutes,
The CHAIRMAN announced that he was instructed by the Com-
mittee to state that the preamble of the Midland Railway (Purchase
of ()Abdul Canal Bill) was proved.
The Committee proceeded with the clauses of the Bill, which were
agreed to, and adjourned at four o'clock.

GROUP LXI.
SCOTTISH CONSOLIDATIONS.

The Committee on this grow, assembled, at twelve o'clock to-day,
in Room 33, Sir John Duckworth in the chair, when evidence was
given as to the curves and radii and other general leatures of the
3ionkland and Kirkintilloch Railway, as well as of those of the ad-
joining and tributary lines, the object of 31r. Sergeant Wraugham
ly being to show that, in consequence or the diiflcvltylnter-
posed by the sharpness and smallness of there curves and rain, it
would be a great inconvenience to bring all the traffic upon a line
where express trains were to run, and to be crossed by mineral
trains.
A long cross-examination endued to ascertain the extent to which
the 3lonkland and Kirkintilloch line is subject to the cr-'using and
passage of cross tram coal trains between the collieries and
the works connected with them, and which are so placed as to
be intersected by the railway.
At the conclusion of this evidence, Mr. Sergeant Waastoussi
addressed the Committee on behalf of the opponents of the Alunkland
and Kirkintilloch Company. In the course of his observations the
Learned Sergeant stated that the latter company were in
fact absorbed by-the Edinburgh and Glasgow Company, and it this
amalgamation be approved the effect would be to drive the traffic
which would naturally go by the Caledonian line, the direct course,
circuitously by the coast. It was on public grounds alone that he op-
posed this line. The Caledonian Company had no other access to
the north of Glasgow except by the Garnkirk Railway, un-
less they were driven farther north to the Edinburgh and Glas-
gow Railway, which is In the hands of an inimical company. There
is no doubt but that the Garnkirk llailwAy is the only direct mode of
getting to Glasgow. The same effect remained with respect to the
through, traffic to the north. The gauge of the Alonkland and
Kirkintilloch is now being altered, to suit the Edinburgh
and Glasgow line, and when this is completed there will
be an uninterrupted communication with Glasgow for the:Airdrie
coal-Held. The Committee would have to recollect that when
the clause of the Act which directed the purchase was passed, the
railway of which it spoke, the Monkland and Kirkintilloch line, was
absolutely not in existence. The question, therefore, which arose
was this, whether the clauses were binding which bad been passed
under one set of circumstances, upon a totally different set of facts.
By the railways as they are now, there is still an apprehended com-
petition, and it acted wholesomely in promotlog the general benefit.
while, if this purchase were allowed, there would be a great inapedi-
nient of the traffic. The traders had supported the Coaibridge Rail-
way simply because they might have two means of access into Glasgow.
On one route they would have every advantage, while on the other
they would have to contend with every impediment, if the monopoly
were obtained by the Edinburgh and Glasgow Company. It was evi-
dent that the object of the latter company was to abstract the traffic
from its natural and direct channel, that of the Caledonian line,
which, if sanctioned, would have the effect of injuring the public in
general, traders especially, and the Caledonian Company peculiarly.
Other witnesses were called to prove the same facts, and at four
o'clock the Committee adjourned till to-morrow.