The Sun.
London, England, 1846-03-25 00:00:00

GROUP IX

GRAND JUNCTION HARBOUR TERMINUS.
(Continued from our Afternoon Edition of yesterday.)

The CHAIRMAN said that before the witnesses for the Grand Junc-
tion scheme were called, he wished to examine the Glasgow Har-
bour-master, respecting the three likes, as he understood he was in
the roem.
Mr. William Johnstone was then called and examined by the
CuazassAN—He had been harbour-master for 17 years. Witness's
evidence was in substance to the effect, that the general terminus,
was decidedly superior to the other two. The general terminus
would possess all the advantages without the disadvantages of the
others. The Grand Junction was too high and the Harbour
-Mineral too low. The general terminus was 1,202 feet below the
present quay on the south side.
In cross•exansination the witness admitted that last year he had
been one to a report decidedly objecting to rails being laid along the
quays, and also to coals being shipped at the same place with the
general trade. He thought, however, that the general terminus
was not liable to the objection contained in that report, as the latter
referred to the crowded parts of the north side of the river.

The evidence on behait' of the Grand Junction was then proceeded
with.

Mr. Binnie, land surveyor and builder, was called, aid briefly
examined as to the value of the land. He set it down at about
33,7061., but 14,0001. of it would be available to be sold, and hence
the real cost would be bat 19,7001. This estimate included the land
for the depot, and also covered all damages done to property.
No point of material importance was elicited by the cross-exami-
nation.
Mr. Broome, contractor, was next examined. He atreed with Mr.
Binnie's estimate of land. Witness had valued the works and set
them down at 32,800/., exclusive of rails, sleepers, or chains.
Mr. J. M'Culloch, was called, and examined simply as to the cor-
rectness of the previous evidence, which he corroborated.
Mr. Gale, civil engineer, examined.—He said the present line was
one of the best he could devise. It did not much interfere with the
buildings in the neighbourhood, and those were buildings of an infe-
rior character. The gradients on the banks that approached the har-
bour were lin 110 each respectively. The gradient at the connexion
with the Pollock and Govan Railway was one in 77; and that
in connexion with the Barrhead and Neiiston line,
was one in 63 ; the other gradients were very easy.
The sharpest curve on the forks was a radius of five chains, and on
the main line a radius of seven chains. These were not engineering
difficulties in a mineral line. His estimate of cost was 61,681/., that
would meet all expenses.
In cross-examination witness said there would be no danger on
such curves or gradients, as they would be worked slow. They
might go safely at the rate of ten miles an hour. Horse power was
proposed for traction along the quays.
The Committee then adjourned at half-past four o'clock, till half-
past twelve o'clock to-morrow.

GROUP XII.
(Continued from our Afternoon Edition of yesterday.)
GLASGOW, PAISLEY, ICITAVIAILNOCX, AND
.Ikl/17,, No. 111. (1...8.1Y1P1TS AND MESIVIAICA—
Goixr LIZANCHES).
Mr. Hope and Sir Thomas Phillips were for the promoters ; Mr.
Austin and Mr. Gregg for the opponents.
Sir T. PHILLIPS objected to Mr. Austin, as having no locus standi,
his line not being a competing cue. •
Mr. AUSTIN replied, and the Committee decided that the lines should
be heard together.
Sir Thomas Phillips then described the course of the lino from
Kilmarnock to Strathaven. The length was seventeen miles, nine
miles of which was through a rich mineral country. Tha estimated
cost was 230,0001., and by it a connexion would be formed between
the eastern and southera districts of Scotland, and the important
ports on the west.
Mr. John Hamilton, of Braehead, factor to his Grace the Duke of
Portland, proved his Grace's assent to ne formation of this line,
Ns Well was greatly calculated to develop the resources of the mineral
country around Galston and others of his Grace's manors. The country
was a very rich agricultural one, and studded with populous vil-
• lages, which would be greatly benefited by this line. For want of
such accommodation, the goods from Galston, and other towns in
Ayrshire, were obliged to be carted to Glasgow.
Mr. Charles Brown, coach proprietor, Kilmarnock, said that four
coaches left that town for the towns of l'ewmilus, Darvel, and Gal-
ston, and he calculated the passengers at about 30,000 a year. The
passengers travelling by cars he supposed about from 9,000 to 10,000.
There was also a large trade in agricultural prodnee.
Mr. W. HENDIERSON, residing in Hamilton, said that 2,490 cattle
were sent annually to Rntherglen, and 60 per week to Glasgow.
There were lime fields in the district much used for agricultural pur-
poses.
Mr. CitaisTlE proved that the minerals in the district through
which the line was proposed to pass were of the most valuable
character. He estimated the traffic in minerals alone at above
6,0001., which he conceived would be trebled in 10 years.
Mr. William Anderson, traffic-taker, proved the returns of traffic
between Strathaven and Kilmarnock. The total revenue in passen-
gers, goods, minerals, and parcels, was 16,3141. 18s. Bd.
This closed the traffic evidence.
Mr. James Horne estimated the value of land and Intersectional
damage at 22,7001.
Mr. Miller, C.E., said that the length of the line was eighteen
miles. The estimated expense, including land, was 230,0001. The
heaviest gradient on the line was one in forty-seven; and ho
had but one level crossing, at a point where it was intended to place
a station. It was intended to have the use of an assistant engine
to propel heavy trains. The expense of working this line he calcu-
lated at 33X, per cent. He was certain that no better line could be
lacd out.
The table of assents and dissents was then put in.
The Committee then adjourned.

GROUP XIV.
NOIZTU RENT.
(Continued from our Afternoon Edition of yesterday.)

The CnammAN said that the Committee had decided to adhere to
the practice of former Committees, and should ellow the North Kent
line, when the time came, to produce any evidence they might please
against the South-Eastern line.
Mr. Vallence, cross-examined by Mr. GOLDs}fin, stated that he is
solicitor to the Greenwich Railway Company. In 1844 he received
a proposition from Mr. Vignoles, and a similar one from the South
Eastern Railway Company. Was in possession of the proposition of
the North Kent Railway before the South-Eastern Railway.
Mr. Miller stated that he is a civil engineer, and has had a good
deal of experience in the construction of railways. His attention has
been directed to North Kent, with a view to the formation of a
railway. Has examined the line of railway proposed by Mr. Vig-
rules. Thinks that it is laid out so as to meet the wants of the
district. The stratum through which cuttings will have to be made
is favourable. Tile estimates made by Mr. Vignoles appear to He
amply sufficient for the work. The line passes within 180
yards of a powder-mill, but did not consider that it is
dangerous. Is constructing a line In Scotland which passes
much nearer to a very large powder mill. The Lord Advocate has
examined that part of the line, and, aided by competent advisers, has
pronounced it to be quite safe.
By Mr. Arsnx—Went down to view the line on Saturday morn-
ing, and returned on Sunday evening. If the work of the line is of the
kind inserted in the estimates, the prices are amply sufficient. The
line he is constructing in Scotland passes quite close to the powder
mils on both cuttings and embankments.
Mr. Locke stated that he had been over the North Kent line, and
had examined It rather particularly. Is of opinion that the line is
very well laid out, and passes through good soil. There is no diffi-
culty in the works, and the estimates appear ample far the works to
be executed.

Ifi:iiOCTCBURN, who appeared on the part of the South-Eastern
Railway-11as examined the line about three weeks ago, and was
engaged two days in the survey. There is some clay on the surface of
the soil, but not much. It does not go to any depth. Balton-
hill is the place where the heaviest works are on the line. The gradient
on the North Rent line there is 1 in 132, but it is worse on the
South-Eastern, where it is 1 in 80 or 90.
By Sir W. RIDDLE (who appeared for the promoters)—The works
near the fortification at Chatham are rather expensive, but ♦ery sub-
stantial.
,Tames Henry Andrews stated that he made some boring near
Balton-hill, to examine the strata. On the west s!de of the hill was
nine feet of yellow clay, then twenty-seven feet of black clay, then
six feet of sand, a thin layer of sandstone, a thin layer of gravel,
six feet of blue sand, seven feet of red sand, twenty-three feet of
sharp sand, and forty feet of blue sand. The total depth of the shaft
was 121 feet. _

gicai line)—
strata.
By Mr. ALEXANDER (who appeared for the South-Eastern
cata.
,
Has been occupied before in boring through geolo
sunk two shafts with a distance of 5-Bths of a mile between
The depth of one shaft was 121 feet and.the other 100 feet. PeoTlt
shafts are in the centre of the proposed tunnel. In the eastern
tunnel there is on the surface four feet of yellow clay, sixteen feet of
black clay, seven feet of white sand, live feet of veiny sand, five feet
red sand and sandstone, seven feet of sharp red sand, one foot of
iron stone, fifteen feet of sharp, clear sand, and thirty-el:lit feet of
blue sand. .
Mr. TTawkshaw stated that he is an engineer. Has been over the
line laid down by Mr. Vignoles, and has found that it is well laid
do rtt

CroAs-examined by Mr. LAING (who appeared against the pro-
jected line)—llas had a good deal or experience in the management
of amalgamation in railway companies. Has expressed himself in
favour of having a number of railways under one system of manage-
ment. Thinks it generally advisable that short lines should be at-
tkched to the moat important line in their neighbourhood. The
North Kent line is one of more importance than the South-Eastern.
Does not think that any benefit caused by competition would be
equal to that of united management. Competion would make the
Company more active.
The CHAIRMAN intimated that this course of examination was not
regular.

Mr. Essen, examined by Mr. GOLDSMID—Is the solicitor to the
Bridgewater Railway Company. In 1844 received a proposition from
the North Kent Company. Had not at that time received any pro-
position from the South-Eastern Company.

By Mr. COMM IN—Became agent for the Bridgewater Railway
Cotnpany during last session.
By Mr. GOLDSZKID—The Admiralty had give* its consent to the
bridge at Rochester, as proposed by the North Kent Railway
Company.

Biunel, examined by Mr. TALBOT in support of the line—
Has examined several points of the proposed line, particularly the
works at. Chatham and the Bolton Tunnel. Has examined the strata
near Bolton-hill, and there will be no difficulty In forming a tunnel
Has observed the lino between Chatham and Sittingboume, and it is
very judiciously laid out there. Had examined the country also last
Year, and had observed that the line passed within twenty yards of
the powder-mills • it appeared safe then, and Indat certgaly 40 so
now, RUA the Wits= is LBO yucb.

By Mr. COCKBURN—Was about eight hours at Bolton. The powder-
mill
may be passed safely by the trains. The trains would not affect
the mill at a distance of 180 yards ; nor would the explosion of the
mills affect the trains at that distance.
By Mr. TALBOT—No great length of time was necessary to ex-
amine the strata at the shaft.
Mr. Miller, examined by Mr. TALBOT—Is an engineer, and has
gone Into the expense of the proposed bridge at Rochester. Has also
estimated the expense of a bridge for the bridge-wardens before the
existence of the North Kent Railway Company.
Mr. TALBOT then announced that the case on the part of the North
Kent line was closed, with the exception of a few words which he
wished to have from Mr. Tite, on the subject of the valuation of land
along the line. Mr. Tite was not then present, ner could he be im-
mediately called. Under these circumstances, he proposed to close
his case, reserving to himself the right of briefly examining Mr. Tite
to-morrow morning, and also of producing a letter which had been
received from the Board of Ordnance.
After a short discussion,
Mr. Dawsors (who appeared in support of a petition against the
proposed line by Sir John Evelyn), then proceeded to address the
Committee very briefly.
The promoters of the Korth Kent line here requested permission to
add the evidence of Sir Frederick Smith, as to the safety of the
trains passing the powder•mills.
Sir F. Smith stated that he had examined the course of the pro-
posed line last year. It passed very close to the mills, but was not
unsafe. The danger, if any, might be prevented by covering the line
with iron roofing.
By Mr. BIERREWETHER (for the South Eastern line.)—lf a line cf
railway were at a, distance of 200 yards from a powder-mill, the
explosion of 40 barrels of powder would give a concussion,
but would not occasion any serious damage. The powder in that
state called the " green charge" is nearly as strong as the powder
when quite prepared for use. The powder-mils are generally very
strongly built, and there would be very heavy materials thrown in
case of an explosion. Remembers an explosion which warred last
year at Dartford or Hounslow. The stones wiach were split were
very massive, but they were not moved far. Thinks that the rail-
way at Chatham would be better if under the fire of the guns from
the fortification. Cannot say whether the station should be
under the tire of the guns. At Gosport, there is a station both inside
and outside the works and the one inside is safer, though not unr
the fire of the battery. The station outside the battery is under th de e
fire of the cannon, but is not so safe.
The Committee then adjourned until twelve o'clock to-morrow.