The Sun.
London, England, 1846-06-13 00:00:00

GROUP XLI.

EAST LANCASHIRE DEVIATION LINE.
The committee assembled to-day at one o'clock, when the business
w:is opened by . . Mr. Sergeant WRANCHAM, who, after describlng•the line generally,
went through the series of oppositions offered •to the line. With
respect to the two branches of the line, it appeared by the trellis that
they would be as remunerative to the Company as they would prove
useful to the public.
Mr. Macaulay, .the engineer, said that the line would pass over
some of the highest ground in Lancashire, which it was proposed to
get over by two inclined planes, on which there would be 1 in
40 and 1 In 96,, there being an intermediate gradient of I in 132.
Those gradients were deemed objectionable, and when the several com-
panies were amalgamated under the title of the East Lancashire Com,
ponies, he was instructed to improve the gradients if possible, and had
therefore planned the deviations now before the Committee. The
most objectionable gradient:of. I in 33- lie had reduced to I in 39,
which was to be -worked by an assistant locomotive. The steepest
gradient in existence is one on the Gloucester Railway, which is 1
in 34. There is one•iii the Glasgow and Edinburgh Itaihvay of I in
42. Without these inclinid planes.there would have to be a tumnel
six or seven Miles twig. The expense would be 74,000/.. and the
first deviation, which would run for 4 mile' 5 flirlongs along the
`valley of the. Erewell. That valley was one continued series of
manufacturing population, being studded with mills all the way, and
was connected with the tributary valley on which Newchurch Town
is placed. The second branch would be a mile and a halt in length,
and would cost 43,000/., and would principally accommodate Craw.i.
shawe ; and • this line, with the first, would accommodate .• a
population of upwards of eleven thousand, all engaged in
manufactures. The third deviation • would cost 23,00111.; the
total tof the • whole being 200,0001. The Bill sought 300,0001.,
beta riginally the line was intended to be a single one, but now
it w tended to be a double line. 'The station also was to be en-
larged in consequence of the confluence of other railways. The ad-.
ditional cost of the station would be 30,0001., and the connexion with
Manchester and Liverpool would be completely opentd.
The Committee next took the

33ZACICITURINT AIVD BOLTON LINE,

the capital for which is 250,000/. The main line-runs from the former
to the latter place, going through the town of Darwin, Joining
the Bolton and 3lanchester lam, it being intended also to
make a branch to the North laritish Railway at Clitheroe.
There was also to be another branch to Turton,
when it would be connected With the Liverpool and Bury Railway.
The length of the branch would be 6 miles 55 chains, the cost 150,0001.
This branch would go threugh a district altogether without accom-
modation, and which is a thickly peopled manufacturing district,
there lseing not less thee 57 mills, and more than 20,000 inhabitants.
Taking coals alone, there were as many as 57,000 tons used
in each year tor doniestc and trading purposes, and the
saving would be fidly 10,0001. a year at the present rate
of consumption, beside the prevention of inconvenience. The
dye woods, oils, and chemical:substances would also come by a mint
quicker as well as cheaper transit. That this was no mean consi-
deration was evident, from the fact ofthe quantity of this so:t of goods
now introduced into the neighbourhood of Bury. At one end there
was communication; tbeje were lines with all the radiating lines
leading to every part ofthe country, so that the communic.rtion was
always safe. Lastly, he might say two or three or words respecting
the opposition offered to it, the only plea being a matter of gradient,
and such being the case he conceived that the opponents did not de-
serve the slightest consideration.

Mr. VignOles was then called to show the engineering character of
he line, and the Committee artiourned till Monday.

GROUP XLVI,

This Committee re-assembled to-day at twelve o'clock; present.
Mr. Bramston (chairman), and the other members.

NEWCASTLE-UPON-TYNE, EDINI3UAGE,

AND DIRECT GLASGOW JUNCTION.

The evidence in -support of this Bill, which is a competitor of the
Newcastle and Carlisle Extension and Brendle*, with the consideration
of which the Committee have been occupied during the last two days,
was heard to-day. it was substantially the same as that on the part
of the first Bill.
The Committee adjourned at four o'clock.

GROUP LIII.

This Committee re-assembled to-day at twelve o'clock ; the lien.
E. Lascelles (in the chair), the Earls of Arundel and Surrey, Captain
Dalrymple, Mr. R. Clayton, and Mr. Hildyard.
SiIIit,EIVSBITRY. AND BIRIVIrNGELADT.

The first witness eiamined this morning in favour of this Bill Was,
Mr. John Walton, ironmaster, of Priors Lee and Donnington Wood,
in the parish of Ighefnal, who proved that the construction of this
railway would confer great benefits on the people of that district,
and would enable the manufacturers to send' their products to
South Staffordshire at half the present cost. A more conve-
nient communication with that district could not be devised.
Mr. Bankes, surveyor, Mr. Thomas Walter, iromnong,r, Wolver-
hampton, and Mr. Benjamin Maley, of the firm of Crowley, Hickley,
and Company, Wolierhampton, were also called to show the desir-
ableness of the project. The difference between the cost of carriage
per canal and per railroad. Worn Birmingham to London,
would be 10s. ,per ion, according to the evidence of the
last-named witness ; he also preferred the proposed sta-
tions of this CoMpanY to those of the rival Companies. He
preferred the higher level. Queen-street, into which this line would
enter in WolverhampUM, was the principal street of that town, and
in the immediate neighbourhood of the market-place. The station
of the Shrewsbury and Staffordshire Company would he about half a
mile from WolverhaMpton, and the street in which it would be (Old
Mill-street) was exceedingly narrow, and the approach to the station
very steep and dangerous. The haulage of goods from the station to
the town would also form an important item in the expense of their
transit.

Cross-exarritned by Mr. F. ROBINSON—The proposed access to the
station of the South Staffordshire Company was the same as that of
the Greed Junction Company. Ile did not know whether power
bad. been obtained to widen that access. He was not aware that
1,600 of the people of Wolverhampton had petitioned Parliament in
favour of the JSouth Staffordshire Company, and a like number
against the scheme under consideration.

Mr. U'nclerhill. of Wolverhampton, gave similar evidence to the
preceding witnesses. • _

Mr. Browning believed that no better scheme than the present
could bo devisid for the accommodation of the district through which
it was proposed to pass.
The witness was briefly cross-examined as to high and low level
stations, •by,lllrt Wus,TELY, Q.C., who appeared on behalf of the
Birinhigham, Wolverhampton, and Dudley.
Mr. Philip a# extensive ironma-ster and coal proprietor
in the county of-Stafford, said that that district suffered much from not
having the 'acciiiimodation' which this line would afford. This line
was a loop line: which-lie considered its principal advantage, as the
goods would not interfere with the passenger traffic. The town of
Darlaslon, .conlaining a population of 8,244, would tie accom-
modated . by :this line whilst. it would not be touched by its
rivals. This line would accommodate every town in
the district, which could not be effected by ,the present
canalor the other proposed railways. He was of opinion, that cons-
petition, in most instances, ended in monopoly, and that the greatest
safeguard to the public, in respect of the means of travelling and
transmitting their goods, was a compul4ory system of moderate tolls,
and not competition. The tolls proposed by this Company were very
moderate—much more moderate, in tact, than the tolls of its rivals.
The evidence of Mr. Sparrow, iroumaster, Wolverhampton, war
to the same effect.

In answer to Mr. ConBETT,
The Hon. Commas said, that after the case for the promoters of
this Bill had been concluded, they would proceed to hear the peti-
tioners against it.
Tile Committee adjourned at four o'clock, until twelve o'clock os
➢londay next.

GROUT' MV.

LEICESTER AND BIRMINGHAM, WITH Al

BRANCH.

The Committee re-assem!..led this morning at the usual hour, and
proceeded with the examination of witnesse+ in support of th.t line.
Mr. 31untz, 31. P., wa• examined, and stated that he w is clearly or
opinion that an independent line 01 railway was necessary for the
accommodation of the Wattle and passengers between Birmingham.
Leicester, and Nuneaton. The London and Birmingham and Mid*
land Companies were not equal• to supply the requisite railway ac-
commodation, in consequence of the irregularity and insuftMency o;
their trains. He was in favour of the proposed line then before the
Committee, as, in his opinion, it would be sufficient to meet all the
wants of the cistrict through which it traversed.

At the close of Mr Muntz's evidence, Mr. vignoles, the engineer-
in•chief, who had been pri.siously examined, was recalled, and cross-
examined wi to the eitchieeting-merits of-the line,• tkesalllclette;y of-
the estimates, and the general. capabilities of the line, Atr. Shaw,.
deputy chairman of the Company, was also examined in support of
the line. as also was Mr. Miler, who corroborated the engneering
evidence of Mr.lrignoles. Mr. Pare and Mr. Atkinson were then
examined, and with their evidence the case of the promoters was
brought to a close.
The Committee then adjourned.

GROUP LVI.

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

EAST AND WEST INDIA DOCKS AND
BIKAIINGELANZ JUNCTION.

Mr. TALBOT opened the case for the promoters of this lino.
It was eight miles long; but, although so short, it was a line
of the greatest public importance. It was promoted by the
London and Birmingham Company, for effecting a corn•
niunication between their Camden-town station and the
East and West India Docks. It passed through Holloway, Hack-
ney, lioniertop, skirted the Victoria-park, formed a junction with
the Eastern Count;es and the Blackwadl Railways, and run into ti
dock-basin at Illackwall. The want of this communication was
very touch felt by the trade of the country, and the rates of cartage
between the Thames and the London and ltirminaham Railway, was
front ss. 6d. to 7s. per ton, which would be considerably reduced by
the prop,e(l line. The capital of the Company was 600.0001.. to
which 350,0001. was subscribed by the Railway and Dock Compahle,.,
and the remainder by private individuals.
Mr. Cook, of the firm of Truman and Cook, colonial brokers t•
Captain Hui-h, the general manager of the Grand Junction Railway ;
Sir. Poole, general coos manager of the same railway; Mr. Alder-
man Copelandll.l%, and Mr. Horne,- of the firm of Chaplin and
Borne, bore testimony to the importance which it would prove to the
trade of the epluitry to -have an uninterrupted railway .cominuni-
cation between Liverpool, Manchester, and the Midland distria • .
and the docks and port of London,

• Mr. Martin, the engineer of the East and West India Dock Com-
patty, who laid out the liae under Mr. stephenson, detailed the pro-
gress the line took from the docks to Camden•toµu. and the nature
of the works. The line presented no engineering difficulties. Its
estimate for the works was 349,7791. The line would cross the Lon-
' don and York line.
The Committee adjourned shortly after four o'clock.