The Sun.
London, England, 1846-06-16 00:00:00

j,IJNE 16, 1846.

cosier, and Wolverhampton was, he understood, to be laid
down on the narrow, instead of the broad gauge. The exist-
ing break of gauge was a serious inconvenience. The distance saved
between Cheltenham and Swindon, as compared with the
existing mode of communicatitmmas 17 roes. The entire distance
from Manchester to Southampton was 212 miles, and would save
25 miles, as compared with the Oxford, Worcester, and Wolver-
hampton , route to Manchester, and as compared with the
Rugby route, 19 miles; but he understood the Great Western
were to be compelled to lay down the narrow gauge from
Oxford to Rugby, instead of the broad gauge, as originally in-
tended. The estimated expense: of the eighty-eight miles of
new railway was 1,506,8081., including a surplus of 75,1191. for con-
tingencies. The estimate was taken at the rate of 17,0001. a mile.
There would be two tunnelr, which he estimated at 501. a yard.
The average cuttings were under 50,000 yards a mile. The cost for
construction would be below the average amount. Coals he ex-
pected would be conveyed to Southampton and sold there at 158.
or 16S. a ton. Looking to the line, therefore, with refe-
rence to its affording communication from north to south,
at its cost of construction, and the present means of communication,
he was of opinion that it would be a remunerative line to Its pro-
jectors.

The witness was cross-examined at great length by Mr. li.E.erni.F
on behalf of the Great Western Railway. The line, by a connexion
with the Great Western at Swindon, would form the shortest route
from London to Cheltenham. Persons going to Cheltenham had to
change their carriages twice at Swindon and at Gloucester.
The witness was also examined by Mr. HATHEILTON with respect
to the proposed station at Southampton.
The Committee adjourned until twelve o't ;ock on Wednesday.

GROUP XV I 11.
EXETER GREAT WESTERN.

Mr. Sergeant KINGLAKE addressed the Committee for Mr.
Frampton, a petitioner against the Bill.
Several witnesses were called to prove the extent of damage done
to the property.
The Committee adjourned till 12 o'clock to-morrow.

PRICE SD.

assembled at one o'clock, when, after a long dispute as to which case
should be liken
Mr. AND ed the case of the Monkland and Kirkintilloch
Railway C pany, theohject of \Those Bill is to purchase the Glasgow
Garnkirk a 00%4 "'
(s
Extension Railway. The last railway was
before Parli Tent , when it was opposed by the .Monkland
cnd Kirkintilloch Company, in consequence of a portion of the line
running parallel with its own line. The object of this B was to
carry out the agreement entered Into by a clause of the Act for
or li
makithatng
the Glasgow, Garukirk, and Coatbridge Railway, which provides
the Monkland and Kirkintilloch Railway shall have a rightsiktpurchase
within one year after the opening of the railway just named, pro-
.
vided they were ready to give 30,0001. for the property. A power i
Purchase was also reserved to the Wishaw and Coltness
Railway. The latter Company oppose the purchase, as
also do the Caledonian Company, the Caledonian Com-
pany having obtained a right to traverse both the Monkland
and Kirkintilloch Railway and the Wishaw and Coltness Railway.
It was alleged that there was to be an amalgamation of the Edin-
burgh and Glasgow and the Monkland and Kirkintilloch Com-
panies, but this in no way affected the case or prevented 'the
right of the latter company to the power reserved under
the clause of the Glasgow, Garnkirk, and Coatbridge Rail-
way. The Glasgow, Airdrie, and Monkland Junction runs
into the east of Glasgow, and is promoted by the Monkland and
Kirkintilloch Company, at least is leased to them, and is to be
vt erked by them. If the extension of the Garnklrk, Glasgow, and
Coatbridge were to pass from the bands of his clients the Wishaw
and Coltness traffic would have to pass over two other lines of
railway, while if it were to be given to the whom he represented
it would pass only over one property. An additional reason is given
in the superiority of the stations, which will give a peculiar advan-
tage. But he principally relied upon the right of purchase upon
which he had opened, and he thought the Caledonian Company could
not make out the shadow of a case. Beside the petition of the
Glasgow, Garnkirk, and Coatbridge Company, there are the petition
of Thomas Pouldsworth, Esq., and other landowners ; but he be-
lieved that their opposition would be of uo avail.
The Learned Counsel then put in the several documents, when
The CHAIRMAN stated that there had been but little experience of
the effect of Mr. Duncombe's resolutions, and he was therefore
doubtful whether there should not be a power to revise the rates;
but it was ultimately decided that the question should be left.

Mr. Sergeant Wit ANG n AM , who appeared for the Caledonian Railway,
Company, the Glasgow, Garnklrk, and Coatbridge Company, and
for Thomas Houldsworth and others, examined Mr. Ady, as to the
portion of the railway that it was proposed to purchase, and his re-
plies went to prove that the lines were, if not identical, so nearly
so, that the necessity of the purchase was imperative. The maps,
however, put in are on so small it scale, that the actual position
of the several lines was very indistinct ; and it was agreed that
a better map should be put in. On examination it appeared that
the Eallochney, Slanaannan, and the Airdrie and Monkland Junction,
and the Airdrie and Bathgate Extension, were to be amalgamated
with the Edinburgh and Glasgow Company. The whole of these
amalgamations hare been agreed upon since 1844, when the Glasgow,
Garnkirk, and Coatbridge Company obtained their Bill.
On re-examination by Mr. Sergeant Am:maws, the witness stated
that without this Bill the stations on the Edinburgh line and the
Monkland Junction line would be steady useless. The Edinburgh
and Glasgow line Is two miles longer than the Coatbridge line, and
four miles longer than the Airdrie line. Mr. Ady's was all to the
same effect, with the addition that this contested part of the rail-
way was made simply to relieve the traffic on the Monkland and
Kirkintillock line, on which at this point there is a great difficulty to
back or change the carriages.