The Sun.
London, England, 1846-03-31 00:00:00

COR,X AND V7ATMCFORD.

The Committee, consisting of Lords Stafford (chairman), Cadogan,
Bishop of Ely, lianfurly, and De Morley, met this day shortly after
tleven o'clock, and entered on the merits of this line.

The Hon. J. C. Talbot, Q.C., and Sergeant Murphfwere counsel
for the promoters of the Bill ; and Mr. Hatchell, Q.C. (Irish bar), and
Mr. Merrewether, were counsel for several gentlemen opposing the
line.

The Hon. Mr. TALBOT stated the case for the promoters, and de-
tailed the facts as set forth in the preamble of the Bill, touching the
correctness of which Thomas Wyse, Esq., M.P., was examined. He
proved the importance of the cities of Cork and Waterford, the
amount of traffic existing between them, also the amount of exports
and imports, and several other material facts, all of which he con-
ceived established the necessity for a line of railway communication
Letween both cities. The projected line contemplates the connexion
of several important towns by means of branches, such as Middleton,
Youghal, Lismore, Cappurgin, Tallow, and Dungarvan.

DUBLIN ELND ItNNISILrIasEN.
The Select Committee of the Lords on the Dublin and Enniskillen
Railway resumed their labours this morning in the Rolls' Court ;
present the Marquis of Salisbury (in the chair), Lord Jersy, the Earl
of Waldegrave, Lord Charleville, and the Bishop of Oxford.
Mr. Sergeant was the first witness called this morning in support
of the promoters' case. Ins evidence was similar to that given by
the poeceding witnesses on Friday last.
Cross-examined by Mr. MURPHY (counsel for the Dublin and Bel-
fast Junction Railway Company)—Did not believe that a railway
from Kel:s to Drogheda would give considerable accommodation to
the public. Did not consider it a matter of public Inconvenience if
the Dublin and Enniskillen should run from Kells, and exclude Drog-
heda ; it might cause inconvenince to a few parties.
Re-examined —I think that the mere interval between the two
termini, in the town of Navan, would be of very little importance
compared with the sending of people round from Navan by Drogheda
to Dublin. _ . _

Rev. Robt. Hamilton, incumbent of certain parishes in the county
of Mea'h, preferred the Dublin and Enniskillen to the two other
competing lines, and the feeling of the people of that district was
of the same description. He was present at a county meeting held in
Cavan, where it was decided that this line would uneoubtedly give
better accommodation than its rivals. He fully concurred in such
parts of the previous evidence as he had heard.
Cross-examined by Mr. BOYLE—The meeting alluded to was in
March, 1845. He did not know when the North Midland project
came into existence. Of the two projects that were brought under the
consideration of the county meeting, they decided that the
Dublin and Enniskillen should be preferred. He believed that there
hod not been any public meeting at which the North Midland scheme
was brought under consideration, but he was of opinion that the
people would prefer the Dubin and Enniskillen to it.
Re-examined—Had heard that the promoters of the Belfast Junc-
tion and the North Midland were the same parties.
Mr. Win. Keiran gave similar evidence.
Mr. John Needham, merchant, Londonderry, deposed that he had
been engaged In mercantile transactions upwards of 20 years ; that
he had had du:ing that period considerable intercourse with the
merchants or the counties of Donegal, Tyrone, Londonderry, and
iermanagh, and he believed that they were of opinion that a combi-
netioa of the DUblin and Enniskillen and Coleraine Railways would
attltnl excellent communication between the metropolis and those
counitea.
dr. Masser& civil engineer, stated that he (under the directions
of air. Stephenson, the Company's engineer) had surveyed the whole
of the line (77 miles and 2 furlongs) and the branches. There were
no engineering difficulties. The estimated cost of the works would
be E'er excavation, 217,2981. ; masonry, bridges, public roads, culverts,
&c., 111,5001. • tunnelling, 11,7001. ; permanent way, 433,9001.;
stations, 32,00431. • contingencies, 101. per cent. ; purchase of land,
233 2901., making an aggregate of 900,2771. That portion of the
lane between Dublin and Kells would be single, but provision had
been made to convert it into a double one if necessary.
rr. ROWE, on the part of the Dublin and Belfast Junction, said
that jr. Stephenson, the engineer in chief, ought to have given this
evidence ; but the objection was overruled.
Examinatizei resumed—He had been careful in the surveying of
the line not inlerfere with gentlemens' estates, although there was
one trifling plantation which would be crossed. 71 e North Midland
scheme was not brought out before last summer, and since that lime
they had been assimilating their project as much as possible to that
of the Dublin and Enniskillen Company.
Cress-examined—Mr. Robert Stephenson, the engineer-in-i hi
had been twice or three times over the proposed line. The pla is
were made in the autumn of last year, partly by witness, and super-
intended by Mr. Stephenson. This company proposed having a ter-
minus in 111,ssington-street, Dublin, but it was probable that an ar-
ranegemeet would be entered into with the Mullingar Company, in
which event the two companies would have a common terminus.
The proposed terminus of this company would be about three and
one-third furlongs from the Dublin Canal; that would be in the out-
shirts of Dublin. The cost of that terminus, including the branch
from the alullingar line, had been estimated at 32,700/., 10,0001. of
that sum being set apart for the expense of making the
etetion. Only three mud-wall cabins would have to be removed.
They would pass Eccles-street by an arch 17 feet from the roadway
to the rails, leaving 16 feet clear headway to the public. That was
the distance of 450 feet from the station. At the terminus they
would be about the level of the ground. They would pass the cir
ruler road, which was 60 feet wide, and was not very much fre-
nuted, at any rate, not more than any other public road in Dublin.
'They proposed to pass it by three arches; one for carriages, and mo
smaller ones tar toot passengers on each side of the road. They
would also have to cross the l'hibsborough-road, being about 50 feet
wide; they proposed to leave 35 feet fur a carriage way, and 15 for
feet ways. Th,,y would have also arches over the canal and Eccles-
street. The expense of the bridge across the circular road would be
2 Ixll., and of iron, the abutment.; being brickwork. The expense of
the arch oeer the l'inbsborough-road would be 2,507/. ; of that over
Eccles-street, 3,1091., and of that over the canal, 1,2001. The ex-
pense of the embankments there would be 4,8221. They would obtain
the greater portion of the earth-work from a cutting of their own, and
the remainder from the spoiled embankment of the Mullingar Com-
pany The expense of the arch of the Royal Canal, at Clonsilla, would
be I,soo/. The above estimates were according to the present prices of
labour and material. The line ran through a grazing country, and it
was necessary to take extra care about the level crossings ; but gates
would be erected to prevent cattle from straying upon the line, and
parties would be appointed to guard the gates. The steepest gradient
in the proposed line was 1 in 104, which would extend over three-
quarters of a mile. He consulted Mr. Stephenson about steep gradi-
ents, and he did not express any disapprobation of them. He first
wait over the proposed line in 1844. He was not aware at what dine
Mr. Stephenson lust saw the line. The deepest cutting would be 200
feet, and the highest embankment 34 feet. The expense of the Boyne
-Bridge would be 3.2001. ; there would be three arches.
Ile-examined—The whole of the roads which the line would pass
on the level (with the exception of one.; were mere roads to farms,
Roc. Engineers of the present day did not consider 1 in 104 to be a
steep gradient.
At this stage of the proceed ngs,
The Noble CILIIIIMAN stated that the Dublin and Mallingar Rail-
way Company had presented a petition against the scheme, but he
was afraid that lie must report to their Lordships that that company
had no right to he heard, inasmuch as this was not a competing
line, and (we believe) also on accutint of their petition not having
bent lodged in sufficient time.
Mr Ross, assistant to Mr. Hansard, was the neat a itness called in
support of this line.
The opposing counsel insisted on having the evidence of Mr. Ste-
phenson, the engineer-4n-chief Of the line, but as that gentleman was
not is attendance, the Committee adjourned until Wednesday.

HOUSE OF COMMONS.
GROUP IV.
The Committee Met to-day at twelve o'clock. Present —Mr. Hope
(chairman), Mr. Wilshere, Viscount Chelsea, Viscount Bernard, and
Sir R. Howard.
Counsel stated that the Great North of Scotland line was opposed
by three competing lines—the Aberdeen, Banff, and Elgin, the Perth
and Inverness, and the Inverness and Elgin Junction ; but as
neither of these three had been read a second time, it would be im-
poesible to proceed with the great trunk line. The Alford Valley
line, the Great North of Scotland (Eastern Extension), and the Dee-
side line, were either parts of the system called the Great North
line, or were branches dependent upon it, and that therefore it would
be inconvenient to take them prior to the consideration of the main
trunk line.
The slommittee were inclined to proceed with the Banffshire line.
bnt parties appeared for the Morayshire Ra
dithlway, which
ra had not
of that
et
passed the standing orders, and opposee consideration
line till the Morayshire v as in a COnditiOn to be placed before the
Committee at the same time.
Strathtay and Breadalbano was an unopposed line, and will, there-
be referred to Mr. Greene's Committee.
At this disposal of the whole group, the room was cleared, that
the Committee might consider whether they could proceed with the
itanfnhire Railway.
When parties were admitted, they were informed by Mr. Hope,
the Chairman, that the Committee would report the circumstances
of the different Bills in the Group to the House to-night, and take
the opinion of the House upon them. Considering, however, that
those Bills, which would be read a second time to-eight, could n ,t
be taken up by the Committee till one day before Easter, it was itn-
pessihle that the Committee would meet till after Easter ; but of that
due notice would be given.
The Committee then adjourned.

GROUP VI.
The Committee decided, in the case of
THE SCOTTISH MIDLAND TUNCTION
DILANCHES,

that the preamble of the 11;11 was proved.
The several clause were also agreed to.
PLUMS AND cruErr.

This line was ne;ct proceeded with.
The CHAIRMAN stated that he was perfectly willing to hear all the
evidence on both sides, but the opinion of the Committee was most
certainly decidedly contrary to the Bill.

GROUP VIII.
The Members having charge of the Bills which form Group VIII ,
met this morning at twelve o'clock, Mr. Hawes chairman.
The lines which form this Group are the North British—Cale-
donian, Leith Junction—Caledonian, Mid-Lothian Junction—Edin-
burgh , Leith, and Grant= (extension and branches)—Edinburgh
and Leith Atmospheric—Carnwath and West Linton—Ease Lothian
Central Tyne Valley—Edinburgh and Peebles—North British (Bar-
?rich branches Edinbtrgh, ith,
L ant Granton Amendment.
Vie Committee proceeded with
THE NORTH HRITT.Ou.
and proceeded to examine .J. Wilson, who stated that the line
was generally supported by the inhabits:as and occupiers of land in
his neighbourhood.

GROUP Tx.
This Committee met to-day at twelve o'clock, Lord Worsley in the
cbatr. All the members of the Committee were present.
GENERA.I. TEILMINITS AND EtAR-SOUR
RAILWAY.
The Committee, according to previous arrangement, entered upon
the consideration of the clauses of this Bill.
Mr. Sergeant ANDREWS intimated that an arrangement had been
made between the promoters of the General Terminus and the West
of Scotland Junction respecting the port:on of the latter scheme on
the south side of the river, which competed with the former, by
which the opposition, as far as the General Terminus was concerned,
would be withdrawn.
The clauses were then read seriatim, and up to 26 inclusive
agreed to.
As the Chairman was called away to give evidence on a Bill in
another
.Comrsitte• -room, the further consideration of the clauses
was put off till Wednesday, at half-past eleven o'clock.
WEST OT SCOTLAND JUNCTION.

-
The case on behalf of this line was then resumed.
Mr. COCKBURN. on behalf of the promoters of the Bill, said that he
proposed to meet the difficulty stated on Saturday by laying down a
third line of rails in the tunnel, by which the mineral trains going up
an I down to Glasgow Harbour would pass along it without the possi-
bility of meeting with the passenger trains. The Learned Gentleman
%hen called his witnesses on the point.
Mr. Miller, civil engineer, was examined, and said, his attention
had been given to the point submitted on Saturday last. He
cotteidered the difficulty would be got rid of by laying
down a third line of rails. The Bill of last session for
forming a tunnel gave powers sufficient to make it wide eonugh for
three lines of rails. This would do away with the junction in the
juonel. There would still be a junction at the point where the
mitu:ral branch diverged from the main line, but that would be in the
open space or lantern in the tunnel, which was_in daylight. This
()peeing' was about 80 yards long and 27 feat wide. The cutting was
about 35 feet deep, and perpendicular. The space could be made
much wider if required. This would remove the danger,, in his
opinion. The junction in the open space or lantern would be from a

gradient of ene in 42. The electric telegraph would also be worked
so as to give information at any point.
The cross-examination did not elicit any points of importance.
Mr. Rastrick, engineer of the London and Brighton Railway, and
who laid down the Edinburgh and Glasgow line, gave evidence in
corroboration of Mr. Miller's evidence. He was perfectly satisfied
that with the laying down of the extra line of rails and the prezau-
tions proposed to be taken, all danger would be removed. A tunnel
of a similar character, with a single line of rails, was worked on the
Gravesend and Rochester line with perfect safety.
Mr. Eadle, the working engineer of the Edinburgh and Glasgow
line, gave evidence strictly as to the ease and satety with which the
present tunnel was worked. He was satisfied that the junction
could be worked with perfect safety.
Mr. Brunel, who was to give evidence on the same side, being de-
tained in another Committee-room, it was arranged, till that gentle-
man was at liberty, in order to save the time of the Committee, that
Mr. Robert Stephenson should be called and examined against the
proposed junction in the tunnel, and on behalf of the petitioners
against the Bill.
Mr. Robert Stephenson, examined by Mr. Hens—He had ex-
amined the plans and sections of the West of Scotland Junction, and
he considered that with two such junctions as proposed, the charges
would be considerable. The proposition of that morning for laying
down an extra line of rails would, to some extent, meet the
difficulty, still not to such an extent as to meet his objection. He
was entirely opposed to any divergence in a cutting which would be
nearly as bad as in a tunnel, and as dangerous. The whole difficulty
would be met if two tunnels parallel to each ether were formed. Still
he thought it would be better to go four or five miles round to avoid
such a junction.
The witness was cross-examined at some length with the object
of showing that as great difficulties were prominent in working lines
elsewhere. With only one engine at work in the tunnel at a time,
the danger would be removed, but the traffic would be so great as to
render such a plan inoperative. It could not at all accommodate the
traffic. Generally he was satisfied that, if the through traffic was
properly accommodated, it would not be impossible to work the tun-
nel with safety. There must be often more than one train passing in
the tt snel, hence the possibility of danger.
Mr. Locke, civil engineer, gave evidence almost precisely to the
same effect.'
The Committee then adjourned till to-morrow at twelve o'clock•
when Mr. Brunel will be examined.

GROUP xi'.
GLASGOW AND WEST or SCOTLAND

DISTRICT.
The Committee on this group of Bills rib-assembled in the Court of
Common Pleas, at twelve u'cloct, Mr. V. Smith, chairman.
ATILSHIRE, BRIDGE or WEIR, AND PORT