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

GROUP XII,

GLASGOW AND- WEST OP SCOTLAND

DISTRICT.
Members present—Mr. V. Smith (chairman), Mr. T. D'Eyncourt,
Mr. W. Hamilton, Mr. Langston, and the lion. W. Fitzmaurice.

GLASGOW, PA.XSXMIT, ItI.V.6.ITARNOCIL, AND
Awn (nr. z, NCIiES TO Lartri.PXTS AND LES-
DIABIAGOW), AND OPPOSITXON scHEran.
Mr. Sergeant BELLASIS, this miming, opened the case on behalf of
the promoters of a line set up in opposition to the Glasgow, Paisley,
Kilmarnock, and Ayr scheme. They proposed to extend the railway,
for which they had last year got the sanction of Parliament, from
Glasgow to Barrheael and Neilston, still further, namely, to the towns
of Dunlop, Stewarton, Kilmaurs, and Kilmarnock, thus shortening the
distance from the latter town to Glasgow by 10 miles. They proposed
also to make a branch to the port of Ardrossan and to Irvine. They
had the good will of every town in the district on their side. The engi-
neering difficulties were not great, and the advantages to a rich mi-
neral and manufacturing district were so self-evident, that he thought
the public interests imperatively called for such a line.
Richard Cumming, a magistrate of Kilmarnock, spoke to the im-
portance of that town as a seat of manufactures. The population
was 20,000, and the number of persons employed in the mills some-
where about 5,000. They considered it of the first importance to
have a direct communication with Glasgow.
The witness was cross-examined at great length by Sir T. Pun,
LIPS. The Learned Counsel did not succeed in shaking Mr. Cum-
ming's evidence.
George young, also a magistrate, was examined in corroboration
of the trade of that town.

GROUP XIV.
THE NORTH RENT.

The Committee met this morning at twelve o'clock.
The CHAIRMAN said that, before entering on the business of the
day, he felt it necc ssary to state that there was great uncertainty as
to the course the Royal Commission on Railways would adopt, and
under these circumstance of uncertainty, the Committee had better
proceed to hear evidence referring to that part of the line near the
Union-street station.
Mr. Tite said that he wished to correct an erroneous statement
matte by him, with regard to a wall being built across the drawing-
room of a mansion, owned by Mr. Roupell and Sir T. Wilson. lie
had been misinformed by the person from whom he had made .in-
quirks. Such a wall had existed, but there was no intention of re-
newing it, nor was there at present any dispute or disagreement
between Sir T. Wilson and Mr. RoupelL
Mr. G. IL Graham was then examined by Mr. RICKARD, who ap-
peared in support of a petition against the line by Sir Thomas Wil-
son. He stated that he had made tracings of the plans and sections
of the line, as intended to be made in 1844. Had also made tracings
of their plans and sections . for the present year. The line comes
nearer by 200 yards to Sir Thomas Wilson's property than it did last
year. A piece of land, which Sir T. Wilson proposed to add to his park,
has been intersected by the line. There were some buildings which
had been newly erected, at a place called the "Bull Pits," belonging
to Sir Thomas Wilson, which buildings would be interfered with by
the proposed line. Sir T. Wilson's park is a deer park, and he has
been enlarging it from time to time during the last fourteen years.
lie has been at considerable expense for that purpose. A wall has
been commenced to inclose some land at the southern side of the
park ; 300 or 400 feet of the wall have already been built. Thane as
proposed throws down a part of that wall. The line also passes near
the Rectory-house, the property of Sir T. Wilson, and let by him to
his brother-in-law, Mr. Drummond, and the passage of trains every
seven and a half minutes would be a great nuisance to the inmates
of the building. Mr. Vignoles has stated that the line would pass
300 yards from the church-yard wall, but the limit of devia-
tion for the line skirts the church-yard wall. There is also
a house formerly occupied by Sir Thomas Hislop, and
afterwards by Queen Caroline. The rent would be 2301. per
annum. The line crosses the lawn in fre.:t of that house. That
house N% as formerly occupied by a woman in order to take care of it,
but she having heard some noise in the ground, became afraid to re-
main. Sir T. Wilson then put several of his tenants to occupy the
rooms until the house was let. These persons are not pauper'', but
receive weekly wages from Sir T. Wilson. There is no party-wall

built across the drawing-room. •
Cress-examined by Sergeant WHANGII AM —Does not think that the
North Keit Railway can have a station at Old Charlton. One of his
objections to the North Kent line is that it is to be a single line.
Did • not hear Mr. \looks give his estimates for a double line.
Thinks Mr. Austin was cross-examining at the time.
Mr. Sergeant WitiNba.tat—Then you may comfort yourself, for it
is to be a double line.

GROUP XVI.
EPSOM nizAwcar.

The Committee assembled at twelve o'clock ; Sir Charles Douglas
in the chair, when
Mr. lIorE, on behalf of the South-Western Company, opened the
proceedings by stating that there was already a line to Epsom from
Croydon, the proprietors of which line appeared as petitioners against
this Bill. He thought that they had no locus standi in this case, fur it
had been decided by Mr. O'Connell, who was Chairman of the
Brighton Greup, that the principle of objection must arise from com-
peting parties, and not from established companies. The same prin-
ciple had. been observed in the London and York Committee last
year, and that, therefore, was evidently the recognised usage of the
House. The Croydon and Epsom line had been purchased by the
London and Croydon Company, and at the present moment this
Company was under agreement to amalgamate with the London and
Brighton Company. Now there was an actual understanding with
the Brighton Company and the South-Western Company, that the
latter should make a line to Epsom.
Mr. AUSTIN said that his Learned Friend had stated his case with
singular brevity, but, as sometimes happened, illud obscurus fro, he
had been rather too strong. The' fact was that the London and
Croydon and the Croydon and Epsom Companies had 'acted uniier
the Bill by which the latter parties obtained their powers, so that the
truth was the line to Epsom was not made, and the petitioners were
not an established company. What would the Committee think of
any parties opposed to a new line between Loudon and Birmingham
requiring that the present proprietors of the communication between
these two places should not be heard. In the case of the Brighton
line, to which his Learned Friend had alluded, the facts were that in
1644 the Brighton Company obtained their Bill to make a line to
Hastings, and in 1845 the South-Eastern Company had brought in a
Bill for making a branch to the same place, and the Brighton Com-
pany had been allowed to be heard as competing parties.
At this point the room was cleared ; and, on the parties being ad-
mitted, the Chairman decided that the opposition might be offered.
Mr. HOPE then opened the case for the promoters, by stating that
the branch would be five or six miles in length, beginning about the
fifth milestone on the main line, enabling the public to traverse the
whole distance to London, at the Waterloo-bridge station, in thirty-
five minutes. The population of Epsom was about 4,000, and
to show how much communication was needed, he might
state that at the present time there were as many as thirteen
trains to and from Guildford. Beside, however, ' the usual
traffic, there was a great addition at the time of the races, when
every one knew the influx of passengers' into London was greatly
increased, for which a west-end ;terminus was required. He might
observe also, that in this district there were as many as 20,000 tons of
coal annually carried, which would have a great convenience in their
delivery at the Nine Elms-wharf. He might further observe, that
the London and Birmingham Company and the Great Western Com-
pany had become proprietors of the Thames Junction Railway, by
which the hardware goods of the iron districts would be conveyed
at once to the bulls of the Thames, and being ferried across, could be
at once conveyedliC9thward. On the other hand, the lime about.Dorking
and Maldon (where a Was intended to have an agricultural station)
would have facilities of tra2snort to the counties on the right bank
of the river. Ale and pottery, 1030, of which there was a large pro-
duction at Ewell, would obtain:that Z-commodation which was needed
for their transport to the central and weLlern part, of the metropolis.
lie would, through the witnesses, show tiles's:, and the other advan-
tages which the line would give to the public. 1844, a project had
been devised by this Compony, on which, however, would be an
improvement. The Learned Gentlemen then cited the rZ
oor t of the
Committee on the Portsmouth Group of last year, Oho"
the opinion of Mr. R. Stephenson as to the inadvisability Or
the atmospheric principle of traction as a commercial speculation.
Certainly the feelings of the people of Epsom were directly in favour
of the South-Western Company. And, acting on the declaration of
those feelings, had induced the Company to bring in ,a Bill last ces-
sion, and which had only failed on the standing orders. This Com-
pany proposed to bring the public to the centre of London, a dis-
tance of 12 or 14 miles ; whereas the opposing parties could only
bring the passengers to London-bridge.
The CHAIRMAN suggested that the Atmospheric Company could
carry to the. Bricklayers' Arms station.
Mr. bora had put the London-bridge station as being the
best, from abutting on the river. The distance to that station was
19 miles ; but in the event of the South-Western Company getting
their Bill for an extension to London-bridge, the distance to that
spot would be only 15% miles, 133 to Waterloo-bridge, and 1230 to
Nine Elms ; so that in distance, in convenience of access to the
wharfs upon the river, and in facility of communication with the
north, this line was in every way superior to the competing project.
Further, such was the feeling of the inhabitants, that the South-
Western Company would, if they fined this year, be compelled to
come again, until their Act was obtained. The Learned Gentle-
man then entered upon a comparison between the relative value of
the Epsom Branch to the London and Epsom Company,
and stated, that in consequence of the reduction of the fares the
number of passengers on the South-Western Company had increased
by 35 per cent., although the returns had improved only by 8 per
cent. lie would not, however, argue the question of competition,
because it was in fact here a very small matter, but the fact was,
that, although the people were inclosed fn a smaller space,
yet, London was in population, necessity for accommodation,
habit, and pursuits, equal to the county of Warwick, and the
consideration of carriage as to distance became therefore a very dif-
ferent matter to what the same distance was in the country. On
these grounds, therefore, he believed the Committee would pass the
preamble of this Bill.
Mr. H. Goss, the first witness, a magistrate at Epsom, who had
given evidence in favour of the South-Western Company in 1844,
and was still of the same opinion, believed that the means of access
to the west-end of London offered by this Company was in every
way advantageous to Epsom, and the neighbourhood on the south
and west of that town. The rejection of the South-Western Bill
was badly received in 1844, and the feelings of the inhabitants now
were much stronger in favour of the branch now proposed. Petitions
had been presented in favour of it from Epsom and Ewell—that from
the former place having originated in the largest and most respect-
able meeting that had ever been held In that town for the promotion
of the local interests of the place, the Baron Detests, chairman of
the bench of magistrates, in the chair.