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

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raID.Z.2I.IOD catra.T VILE TERN (.1";;;;ZliklIZE.
SXO TO C• 31.1. WAY),
Mr. AT,ExANDEn examined Lid Oranmore, Mr. Blackenen
and Mr. Watson, in favour of the Midland Great Western
Extension.

Mr. Stowell, the engineer of the line was examined at great
length on all the details of the engineering work of the line,
as compared with the competing line.
This being finished, and the formal proofs given in evi-
dence, the room was cleared,
On parties being re-admitted, the Committee intimated to
counsel that they would bear but one counsel on each side, if
counsel thought It necessary to address them after their
minds were made up.
Counsel on both sides agreed to refrain from addressing their
Lordships. Mr. Rowe, on the part of the Canal Company,
was not heard ; and the Committee intimated that their de
clsion would be made known at eleven o'clock tomorrow.
The room was then cleared.

NENXTRY, WANZLENPOINT, AND SLOS
Trtz-von.
. _ _

Earl Rosbery, Lord Stanley, Lord Hereford, Lord Ash,
button, and the Bishop of Hereford, constitute this corn.
mittee.

Mr. Walker, cross-examined by Sir Joriw BAYLEY—Was
appointed by the Board of Admiralty to examine into the
effect which would be produced on the Newry and Warren-
point. lie thought damage would not be done to the river
by a canal bridge being placed over the canal. He dal not
think a bridge constructed properlywould be any inconvenience
The soil is what is called by sluch or sludge. I think the
ground is very soft. If time was given for matter to conso-
lidate, and the base wide enough; it would not much increase
the expense of the work ; the railway would consolidate. The
slugh is infinitely easier than the railway on Chet mess. He
believed that the slugh at the depth of six or eight feet would
be found to be harder, and of a less contracting nature than
the superincumbent soil. Was of opinion that, after a
proper foundation was made, a train of forty or any other
number of tons weight would go over it with the greatest
safety. There could be no danger whatever, and the ex-
pense of making an embankment would be comparatively
trifling.
This closed the evidence, and
Sir JouN BAYLEY proceeded to sum up. After a few pre-
liminary observations the Learned Counsel said, that after the
evidence which he had submitted to their Lordships, he felt
bound to say that the preamble of the Bill could not be declared
proved. The promoters had called Mr. Goodwin, their engi-
neer, whe had said the embankment proposed to be made for
this line would be safe, and calculated to carry out the pro-
, moters' intentions of making a good line of railway. But,
notwithstanding this opinion, the Committee had had the
evidence of Sir John Rennie, who said that it was almost
impossible to construct an embankment upon the slob, inas-
much as it would be liable to periodical sinking. They
then had the evidence of Mr. Walker, which went
in favour of the promoters. Passing over the embankment
altogether, going to the fact of the bridges which were to
cross the navigation belonging to the Canal Company—now
with respect to the it was shown that they would
have to be at the service of the Railway Company till their
trains passed ; by this /regulation the Canal Company's
traffic would be periodically delayed, inasmuch as they
would have to wait the passing of the trains before barges
and sailing craft could pass on. Allowing that the
trains were to pass at certain hours, it should
be borne in mind that trains never arrived at stations to their
time, and allowing that they would have to go over the
bridges several times during the twenty-four hours, the
result would be to cause a delay of three or four hours to the
traffic of the navigation belonging to his clients through the
delay of the trains. After going at length into the nature
of the evidence adduced on both sides, the Learned Counsel
concluded by calling upon the Committee to declare the pre
amble of the Bill not proved.
The Committee then retired, and, after a brief deliberation.
The CHAIRMAN said he had been instructed by their Lord-
ships to say that the preamble of the Bill was proved. He
had also to inform the parties that. their Lordships recom-
mended that a clause should be drawn up and introduced in
the Bill, providing that in c• se of dispute arising between
the Navigation Company and the railwail interest, such dis-
pute should be referred to the railway department of the
Board of Trade.

The clauses of the Bill were then gone into, and their Lord.
ships rose at four o'clock.

No. 6 Committee asaembled for the first time this morn-
ing, present Lord Kenyon, in the chair, Lord Gage, the Earl
of Suffolk.
The Committee had before them the Ennis, Limerick, and
Killaloe Junction, the Nenagh and Templemore, and the
Great Munster Railway.
Mr. Sergeant MURPHY, who appeared for the Great Mun-
ster, stated that these Bills were unopposed.
The first Bill taken was
THE ENNIS, IaIVIERICII, AND
3UNCTION.
The capital for this line is 300,0001., upon which a deposit
of MOOG/. had been paid. The line will be 23 miles from
Ennis to Limerick, and l 2 miles frome Limerick to Killaloe.
The landowners were all favourably disposed to the line.
The line is to be a single Hite of railway, but powers are taken
to make it a double line should the traffic require it.
The Bill was passed.
NEAGH AND TEDIPLEMOILZ.
The Committee then took this case.
Mr. HOPE appeared for the promoters. The line was 20
miles in length, and the estimated cost 140,000/. It passed
through a coal and mineral district and would open up a,
communication with the south of Ireland.
Mr. John Kempster, the secretary, was examined in favour
of the line, and he proved the advantage that it would be to
the district through which it is intended to pass.
The Bill was passed.

Gramm IIetTATSTSR.
Mr. M&IOHER appeared for this Bill.
There was no opposition, and the formal proofs having
been gone through, the Bill was passed.
The Committee then adjourned.
Room No. 4.
This Committee sat to-day, Lord Glenelg in the chair.
The only case taken was that of the
LARNE, 131mIrasT AND DALLYMENA.
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 Larne, a harbour on the
north-west coast of Ireland, a distance of 14 miles. The line
travels for a considerable distance along the sea-coast,
passing between it and the lands of D. S. Ker, Esq., M.P.,
for Downpatrick, on the part of which gentleman
Sir W. RIDDELL opposed the line, on the ground that it
would shut out from the sea-board the stone quarries of
Mr. 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 MURPHY submitted 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.
Mr. Sherrard, the engineer of the line, stated in evidence
that the estimate was 140,000/.; the expense of working the
line, which was a very easy one, would be 3:/. on the re-
ceipts. He had allowed 9d. per cubic foot for earthwork,
and ls. ad. per foot for cuttings through the rock.
The case for the promoters 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 be 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
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 Mr. Ker, who contended that the promoters should
at their own expense form for him a road to his quarries, in
lieu of the present one, which the line would destroy. He
hoped their Lordships would consider the merits of-the line
before they passed the Bill. He was afraid that it would not
remunerate the promoters, no engineering or surveying evi-
dence was tendered, and lie really believed that the line bad
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 arrickfergus.
Mr. Sergeant MURPHY in reply, contended that the Rail-
way Consolidation Act of last year, provided for every com-
pensation which Mr. Ker and the other petitioners sought,
and he called upon the Committ. e not to encumber the Bill
sith 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-
ships. The line proposed to pass through districts in the
north of Ireland, whose people were singularly industrious,
and who were daly dveloping 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
eminent measure, aid the shipping of Belfast, the capital of
the north of Ireland. It had been`said by his Learned Friend
that the line had not been properly surveyed ; but let him
prove his statement. And then, is to the claim of Mr Ker,
it was found that not one ton of lime had been exported
from the pier which he had erected; and he could not, there-
fore be very seriouslydamaged by this line; besides, the pro-
moters offered from the beginning to give him five outlets
and 750/. The promoters were also prepared to increase the
proposed height of that-part of the line which passed over the
turnpike road.

Tile 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 form a tram-road at his own expense, but the ex-
pense of forming the fire approaches to the railroad &aimed
by Mr. Ker to be borne by the company. Unless the
promoters consented to the clauses pr,,posed by Sir W.
Riddell, the Committee would order them to be inserted.
Mr. Sergeant i'vlun.pay said the promoters had no objection
to their insertion.
The clauses were accordingly inserted, and, after the with-
drawal of some clauses, and the alteration of others,
The Bill was passed, and. the C,nprAttee adjourned.

STANDING ORDERS' COMMITTEES.
ROUSE OF LORDS.
This Committee did not commence its sittings this day
until a later hour than usual. The Lords present were, the
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
Should for the present session only be allowed to carry out
that portion of their line extending from Killarney to Valen-
cia, the requisite deposits for the other portions of the line,
especially that from Killarney to Tralee, not having been
lodged In timo, The formal proofs having been entered,
their Lordships decided that the standing orders had
been complied with, so far as regarded the portion
of the Ilse running between Killarney and Valencia. The
length of the line to be made is thirty-81x miles, the cost of
which is estimated at 240,0004 The Parliamentary agents
are Messrs, Pysun, Hall, and Co.; solicitors, J. Wilkinson
anti J. Simonds, London, and W. B. West, Wexford,

LONDON AND IrCIZZ.
The evil we anticipated has at length nccurred--the
resolution of their Lordships to ex.cle.eie the press, and
cause the gentlemen connected therewith to rely on the state-
ments of interested individuals for their facts, bas led to its
natural result; and, for aught we know, has caused the
greatest inconvenience to many individuals.
Oar readers may remember that we stated in our
paper of Tuesday last, that in this case the
question of the new subscription deed or contract had
been decided in favour of the present promoters of the Bill,
'and that as all opposition had been withdrawn, the Bill had
virtually passed, and the final decision of their Lordships
was only withheld until a properly signed deed was prepared,
with the real names of the promoters of the line attached
thereto. This information is incorrect, for oa the calling of
the case,
Mr. CROWDER made an application, on the part of the
Eastern Counties 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 had been urged last year hefore
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 bad 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.

HOUSE OF COMMONS.
WEST OF SCOTGROUP
LAND JUNCTION.
The evidence on behalf of this Bill was proceeded with
this morning.
Counsel 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 Green,sck
Railway, the Glasgow, Barrhead, and Neilston Direct Rail-
way, Sir John Maxwell, A. Campbell, Esq., certain inha-
bitants of Blythswood Hill, and the members of an United
Secession congregation. The petitioners were represented
by Mr. Austin, Mr. Sergeant Bellasis, Mr. Sergeant Wrang-
ham, and Mr. Ilope.
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 Glas,gow-bridge to which the principal op-
position is dreaded. Powers were also sought to make a
station at Blvthswood Holm.
On the assembling of the Committee, some conversation
took place as to the proprie.y 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 CirAnnus said the Comniittee had decided that the
Caledonian promoters should be considered in connexion
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, were 130 miles, and on the south side 120
miles in extent. The' proposed line was under a mite 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 opposi•e. About thirty feet would be taken
from the h arbour 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 Blythswood Holm 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 124,91101. for works and
contingencies, which were calculated at the rate of ten per
cent.

The witness was cros,-examined by Mr. Sergeant WRANG-
RAM, 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 mineral 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.

dros; examined by Mr. }Tom on the part of the Clyde
River Trust, the Bridge Trust, and the Corporation of Glas-
gow. The inclination of Rothwell-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 wonlo 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, 18, 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 Glggow-bridge.
The Committee adjourned at a quarter to four o'clock till
next
umed. day at twelve, when the cross-examination will be re- I
s