The Sun.
London, England, 1846-07-21 00:00:00

DOCSS.

Dividend Amount
Name-of Company. per of 1 Paid. Price.
Annum. inure.

I. I. d.
Commercial •• ..• 31. per cent. Stock. — 80
Eait and West India... 6/. pr cent. Stock. 142
East Country ... •• • 1/. per sh. 100 0 0 121
I.mdon ••• • • • ••••• • • 5/. pr cent. Stock. i 113
St. K atharine •.••• • • . 5 per cent. ' , Stock. 103%
Southampton •••• • • 4/. per cent. 50 0 0' 50 0 0 27%

VIATER-VIORICS-.

Name of Company.

Dividend Amoant
per of
Annum. Share.

Paid.

£ a. d.

East London.. • .... 8/.
Grand Junction .•• • • • 3/. 10s.
Kent • • • • • • 21. 10s.
Vauxhall .• .• • • 5/. per cent.
West Middlesex .. • • 51. ss. pr cnt.

100 0 0 -
41 13 4
100 0 0 1 -
100 0 0 -
63 12 9 ! -•

LIST OP SCOTTIES COMPANIES' PIEUCES.
Dividend Amount
Name of Company. per of Paid. Price,
Annum. Share.
£ £
Bank of Scotland
100 s. d
0 0 170
Royal Bank of Scotland 61. per cent. 100 0 0 1158
British Linen Company 81. per cent. 100 0 0 223
Commercial Bank .• • . 61. per cent. 100 0 0 163
National Bank 6l. per cent. 19 0 0 14%
Union Bank of Scotland 734/. pr cent. 50 0 0 9234
Western Bank •.•. • • • • 61. per cent. 50 0 0 85
North of Scotland Bank 61. per cent. 5 0 0 714,
Clydesdale Bank •• • 61. per cent. 10 0 0 13%
Eastern Bank M. percent. 10 0 0 i 11
Caledonian Bank • • 7341. pr cent.l 210 0 i 434
Ed! nb.& Glasgow Bank 61. per cent. , 5 0 0 i 734
City of (11.isgow Bank . 51. per cent. j 10 0 0 I 13%
Scottish Union Ins. Co. 5/. per cent. 20 0 0 1 0 0 24e. 9d
Hercules Insurance Co. 71. per cent. 1100 0 0 10 0 0 14%
Insur. Co. of Scotind— 5/. per cent. 10 0 0 All paid. 10%
North British Insur... 534 /. pr cent. ,200 0 0 10 0 0 28
Caledonian Fire Insur. 10/• per cent. 100 0 0 10 0 0 22
Edinburgh Life Insur. 61. per cent. 100 0 0 12 10 0 163
Edin. &Glare*. Railway 11.10 s. per c. 50 0 0 50 0 0 74
Ditto, 14 Shares... • 7s. Gd. p. s. 12 10 0 All paid. ' 18
Edln., Leith, & Grantn ,20 0 0 :10 0 0 1534
Glasgw & Ayrshir Rail. 71. per cent.
150 0 0 All paid. 75
Glasgw&Greenck Rail. 21. per cont. 25 0 0 All paid. 1614
Glsgw& Garnklrk RalL 51. per cent.: 25 0 0 AU paid. 4034
Dundee & Arbroth Rail. 61. per cent. ;25 0 0 All paid. 37
Standard LifeAssernce.ls/. per cent. 50 0 0 I 2 10 0 9

RAILWAY COMMITTEES

(THIS DAY).

HOUSE OF LORDS.

Room A.
CORNWALL.

The members of this Committee met this morning at eleven
o'clock, Viscount Torrington in the chair.
The proceedings commenced tctaay by the examination of Mr.
Locke by Mr. Cocknualv, who, affbr asking a few engineering quea-
tions, contrasting the difference between the Cornwall Railway and
the Central line, was interrupted by
Mr. TALBOT, who objected to any comparison being made between
the Cornwall Railway and the central line, which was not before the
Committee.

A very warm discussion then ensued between Mr. Cockburn, Mr.
Talbot, Mr. Rowe, Mr. James, and Mr. Austin ; after which the
Committee decided that the course proposed to be pursued by Mr.
Cockburn in the examination of Mr. Locke, would not be allowed.

The examination of 31r. Locke was then resumed by Mr. Cocx-
araN, but was interrupted by the Committee, on the ground that it
was interfering with the decision that the Committee has just laid
down.

Mr. COCKBURN then said-that be should reserve such observations
as he might have to make until the other witnesses had been ex-
amined—on account of the Committee deciding in the manner they
bad just done, which he thought was incompatible With the usual
practice observed in such cases. lie considered that he had a right
to examine with regard to the showing the superiority of the gra-
dients of the Central line over that of the Cornwall Railway. Mr.
Cockburn here left, and Mr. Locke I:sit the witness box.

Mr. Williams was then called, and examined by ilt7Rown Was
a magistrate of the county, and an extensive ironfounder: The
county would not be well served by the Cornwall line. The mines
would not be accommodated by the proposed line. Many of the
mines had trsunwari of their own, which communicated with canals
and other important mediums of transit. Meetings had been held in
the greater part of the county. The whole of them had adopted re-
solutions again3t the Cornwall line. All the landed interest con-
nected with the county were adverse to it. The Cornwall line did
not accommodate the best part of the county, which lay to the north.
The CIAIIMAN then intimated to Mr. Rowe, that unless he cool!
finish the examination in the course of a few minutes, it was the:in-
tention to adjourn, in accordance with the notification they gave
yesterday.—The Committee then adjourned until eleven to-morrow.

Room C.

LONDON AND ISLACICIVALL (WIDENING:
(Continued from our Afternoon Edition.)

Ur. Locke, the engineer, now the engneer for the line, although
it was constructed under Mr. Stephension and Mr. Bidder, said he
had laid wattle widening. Ile confirmed the evidence with respect to
the compact with the Eastern Ceunties Company, who agreed to
give up a part of their new line for the sake of the advantages of
getting up to Fenchnrch-street.
Two other witnesses were caned to confirm this statement.
This closed the case for the promoters, when
Mr. MEitewertrea opened the case on the petition Of the East and
West India Company, and en.the behalf of that company alleged that
the alteration of the warehouses would be injurious to the company
and cause a great inconvenience to the vessels loading and unloading
in the docks. It was not likely that the Eastern Comities Company
should wish a part of their traffic to go over another and independent
line, and he should therefore treat the presumed agreement as neither
mere nor less than a nullity. Then again the introduction of loco-
motive engines into the city. On all the several grounds, therefore,
this line was highly objectionable, and he trusted their Lordships
would leave the Blackwell line to its legitimate objects—those for
which it was especially intended.
Mr. Mosely, superintendent of the traffic department on the
Eastern Counties and North and Eastern line, was called to show
that there was, in fact, no agreement with the Blackwell
Company, although there had been some conversation on
the subject. The average number of passengers carried on the
lines withawhich he was connected was 40,000 a week, about
2,000,000 a year, and he did not at all anticipate that half the num-
ber would go over the Blackwell line as was alleged on the other
side. There was now a station at Stratford, which was a great con-
venience to the public. There had formerly been a station at Bow,
but it was disused, and he conceived that there was not any likeli-
hood of the long passengers being inclined to shift from one train to
another for a distance of a mile and a half, when there were omni-
buses going every minute to the Bank.
Mr. HILL cross-examined the witness, when it appeared that he
only came into the service of the Eastern Counties Company last
year, and leas in no position to know anything about the agreements
of the company with other parties. (The Counsel here read a por-
tion of the correspondence between Mr. Stephenson and Mr. Locke,
by which the arrangement was agreed upon, in the event of a junc-
tion being formed.)

At the close of this evidence the Committee adjourned till to-
morrow.

Room D.

GLASCSOVI, DUMFRIES, AND CARLISLE.

(Continued from our Afternoon Edition.)

Mr. Blythe, civil engineer, examined by Mr. ANDaEws—lle had
%ad considerable experience of the laying down and making of rail-
ways. The present line was planned and laid out under his superin-
tendence. It starts from Cumnock passing along the valley of the
Nitta to Dumfries, and from thence past Annan to the Caledonian
line, near to Gretna. The length ot the main line was 64 miles 72
chains. The steepest gradient on the main line was 1 in 156,
and the steepest curve was 1 in a radius of a third of a mile. The
eteepeit gradient on the branches was one on the Canobie branch,
whith was 1 in aO. There were no engineering difficulties. The line
was a very large one. They had one tunnel between Sarquhar and
Thornhill 1,500 yards long, through freestone. The tunnel was 20
feet high, and 26 feet wide. The :Crawick branch was 16 miles,
36 chains, and the Canobie branch was 8 miles 34
chains. and the Annan harbour branch, an extenilon of the
previous, was I mils 16 chains. The whole scheme was nearly 91 miles.
The value of the land was 92,4301. ; and the whole estimate was
1,200,0001. Ills estimate of iron rails was high, being made in
November last, and he had no doubt it would be got for considerably
lan. The portion from Cumnock to Dumfries would cost about
13,0001. a mile, and from Dumfries to the Caledonian a little more
than 10,0001. a mile. The line, he believed, was laid out in the best
pofilible way. He was prepared to give details, if required.
Cross-examined—The main line was nearly the same as originally
laid down, except an alteration near Thornhill, to meet the obJection of

the Duke of 1311celeugh. The tunnel was occaioned by this; otherwise
they should have had to go through the park. The amount of rock
cutting on the line was 336,000 yards, at 2s. 6d. a yard. The expense
of the tunnel was 52,430/. The witnens was here asked a sertes of
questious respecting the strata at various points along the line, with
the object of eliciting that there was more whin tone and hard rock
elating than set forth in the plans. Witness denied that there
was. There was a considerable amount 01 whinstone cutting on
the Crawick branch. The witness near gave a series of answers
in reference to the cost of the principal bridges on the line He had
caused three borings for the tunnel to be made, and the result in all
cases was sandstone. The estimate was little more than 351. per
yard. The total cost of masonry on the line was 92,1501. The ex-
pense of the permanent way was 5,3701. Stations, &c., 50,0001. All
the level crossings had been arranged with the road trustees.
To the CHAIRMAN—The cost per mile of the Crawick branch was
12,0001. per mile, and the Canobie, 11,0001.
Mr. Home, land-valuer, deposed as to having valued the land to
be taken by the line along with Mr. Laurie. The whole value includ-
ing Intersectional damage was 92,2321.
Cross-examined—He had added 33 por cent on the actual damage
for amenities to landed property. The mere value of land and
damage he set down at 0,000/. He was not aware that 40,0001.
was to be given to an Influential landed proprietor for amenities, and
, to prevent his opposition.
N, Mr. M`Naughten, railway contractor, examined—He had con-
** stderable experience in making railways. He had gone over the
estimates, and he was quite willing to make the line at the prices.
Mr. Miller, civil engineer, said he was chief engineer for this line.
, Mr. Blyth laid it out under his directions. He considered the line
i was well laid out. He had gone over the estimates carefully, and
was perfectly satisfied of their sulliclency. Ile was getting works
at present executed at less price than those estimates. The
mineral development of Scotlind had followed on the introduc-
tion of railways. This was especially so with regard to Ayrshire,
which he considered the most important mineral tounty in Scot-
land. It was a county that ought to have direct communication
with England, as beim; nne of the most thriving and populous in
s'cotland. The Canobie branch was proposed In order to bring mine-
rals in Annan and Dumfries, and the Crawick branch was to connect
the va:ley of the NMI with Edinburgh. Ile was at present executing
a tunnel at Moregiel, between Cumnock and Kilmarnock, and it was
tinder 35/. a yard, yet that had a trap dyke running through the
sandstone.

Cro,s-examined—The original estimate of the Edinburgh and
Glasgow, from 9001. to 1,000,000/. The cost had been under
1,300,0001. The estimate of the Glasgow and Ayr line was esti-
mated at between GOO,OOO/. and 700,000/. He believed the whole ex-
pense connected with the line might have been 1,216,0001., but there

had been large sums paid for Parliamentary expenses, mosey to
road trustees, and plant:which he had not estimated. He had not
included the Parliamentary expenses in the present Bill, nor plant;
for the Ayrshire Company were to find the plant and work it.
jMr. COCKBURN here read a series of answers given by the witness
before the Lords' Committee last year, to the effect that, comparing
the gradients, curves, &e., of the two competing lines, tle distance
between Glasgow and Carlisle by the Nithsdale route would be as
shortly accomplished as by the Caledonian ? Witness, in answer,
said he still held the same views. Ile did not, however,
agree with Mr. Vignole's evidence, given last year, that the Niths-
dale would starve the Caledonian, and that there would not be suf-
ficient traffic to support both lines. Besides, in competing with the
.Nethsdale line, besides the difference in length from Carlisle to Glas-
gow, the Caledonian would have the regulation of the thorough
traffic from the south, by its connexion wit., the London and Bir-
mingham, the Grand Junction, and the Lancaster and Carlisle ; also,
by its own line from Carline to Gretna. Tho Nethsdale line would,
therefore, have to compete under great disadvantages, and could not
well do, so If it attended properly to its local traffic for which the
line was alone sought.
This was the case for the promoters of the Bill.
The room was then cleared. After a few minutes the parties were
admitted, when
The CHAIRMAN intimated that the Committee were unanimously
of opinion that there was evidence to show that this district, front
Kilmarnock to Carlisle, required a line of railway, and were of
opinion that unless the Caledonian could show a stronger case against
the Bill than had been elicited in the course of examination, they
would agree to the preamble of the Bill.
Mr. COCKBURN said he would be prepared to show that the pre
sent line would compete with the Caledonian line for the through
traffic ; and that if it would take away any considerable portion of
their through traffic, as he could prove it would, then that the Cale-
donian could not exist. He would further, after the intimation of
the Committee, and considering the large interest the Caledonian
had at stake, submit, in order to protect the through traffic of the
Caledonian, that the portion of the present scheme from Dumfries to
Carlisle should be given to the Caledonian Company, and the other
portion to the present Company.
A short discussion between Mr. Andrews and Mr. Coekburn took
place on this point ; the former disputing the right of the latter to
take such a course, in the position in which they stood before the
Committee, having no Bill for the portion they claimed, the latter
contending that, although they had no Bill, it was perfectly compe-
tent for the Committee to postpone the portion of the Hue from Dum-
fries to Carlisle for another year, to allow a Bill to be introduced, and
pass the portion from Cumnock to Dumfries now.
The room was then cleared for a decision on this point.
On our admission,
The CHAIRMAH intimated that they could not allow the applica-
tion of Counsel on behalf of the Caledonian, as to the postponement
of the jmictio of the line from Dumfries to Gretna, but they were
quite ready to hear any evidence as to the demerits of the Bill, any
defect in the engineering, in the estimates, or in the traffic calcu-
lations.

-_, Mr. COCKBURN, as the day was so advanced, wished the further
consideration of the Bill to be postponed till to-morrow, when he
would be prepared to state the course he intended to take.

. . -
This was agreed to, and the Committee adjourned till to-morrow
at Eleven o'clock.

Room E.
IMPORTANT DECISION.
A Select Conanittee on the Shropshire Union Railway and Canal,
(three Bills)—the North Wales, and the Shrewsbury and Hereford-
shirs—having been appointed to meet to-day, and none of the Lords'
Corsmiitee-rooms being available for their use, Room 35 (New
Houses), hitherto a Commons' Committee-room, was appropriated by
them, under the name of " Room E." Although this is the next
Room to "I.),” yet it stands apart from the other Lords' Committee-
rooms, a partition having been made across the corridor, to separate
the Lords' from the Commons' Committee-rooms, and nut having
yet been removed.

Their Lordships were not in attendance until about half-past
twelve o'clock; there were then present Lord ltedesdale (chairman),
the Duke of Cambridge, the Earl Cadogan, and another Peer.
The CHAIRMAN announced that the Duke of Beaufort, who was
one of the members appointed on the Committee, being unable to
attend on account of illness, leave bad been obtained to sit with-
out his Lordship, and, if the parties were willing, the business should
proceed.—This was agreed to.

There were several petitions against each Bill, but no appearance
was made for any. It was explained by the several Counsel that all
opposition had been removed, except in the case of the North Wales
Railway. There was one petition against this Bill, but it was ex-
pected that the opposition would be removed by negotiations which
were now pending.
It was then agreed that the Committee should first take the case
of the

SHREWSBURY AND HEREFORDSHIRE.
Mr. Austin, Mr. Talbot, and Mr. Wells, appeared for the promoters.
Mr. Avwriw opened the case shortly, and proceeded to call wit-
nesses for the line.

Mr. Ormsby Gore, M.P. for the orth Division of Shropshire, and
Chairman of the Company, was the first witness called. His evi-
dence was of a general character.
Mr. Curs, Member for the South Division of Shropshire, gave
similar evidence.

Mr. HENRI Ronan.Te, C.E., gave the usual engineering evidence,

The length of the line was 50% miles; the cost was estimated at
796,9041. There were no engineering difficulties, no heavy works,
no severe gradients, no curves, only two very small tunnels. The
plans had been examined by Mr. Robert Stephenson. The witness
was questioned at great length by the Chairman, with respect to
the level crossings, of which there were twenty-two.
Their Lordships then declared the preamble of the Bill proved, and
having inserted clauses to oblige the Company to erect lodges at all
the level crossings, proceeded to the case of the
SHROPSHIRE UNION RAILWAY AND
CANAL (NEWTOWN TO CREWS, CHESTER
TO WOLVERHAMPTON, AND SHREWS—
BURY TO STAFF C RD).
The same counsel appeared for the promoters of these Bills as for
the last.

Mr. AusTix opened the case.
Mr. Skee, manager of the Ellesmere and Chester Canal, gave evi-
dence In favors' of these Bills. It is proposed by the Chester and
Wolverhampton Bill to make a line upon the ground occupied by the
canal. The canal was at present in a declining state, and would be
no loss whatever to the public. The line, in conjunction with the
lines proposed by the two other Bills and with other lines which
would be joined by it, would be a very great public benefit.
Mr. Movie, civil engineer, gave the usual engineering evidence
with respect to the Newtown to Crewe, and the Chester and Wol-
verhampton. The main line from Newtown to Crewe was 59 miles,
7 furlongs, G chains. There were six branches, viz., one to Elles-
mere, one to Wenn, one to Whitchurch, two to the
Chester and Wolverhampton, and one to the proposed
North Staffordshire Railway (which has passed this
house.) The total length of these branches was 9 miles,
2 furlongs, making, together with the main line, 69 mlies, 1 furlong,
6 chains. The estimate was 1,233,2161., of which 120,2101. was for
the purchase of the Montgomeryshire Canal. The worst gradient
was 1 in 200, but there was a gradient of 1 in 167 on the Wenn
Branch. The length of the Chester and Wolverhampton was 47
miles 7 chains. The estimate was 817,747. There was no branches.

The CIZAIRstax asked the witness some questions with
reference to the manner of commencing the works, in re-
ference to the interference with the traffic of the canal
during the construction of the line, but it being in-
timated thet Mr. Skee was better able to answer those questions, he
was recalled. His Lordship then observed, that by the powers of
the Act the promoters took five years to construct the line, and
they could stop up the line from the commencement of that five
years to the end, which would be a great inconvenience to
the public. Now the works ought to be so carried on, that while
they were going on in one part every other part should remain open.
He wished to know whether that would be done.
Mr. Skee said that the matter had bean arranged with the several
traders along the line of the canal, and that they were all perfectly
satisfted.'*_
Mr. Baker gave the engineering evidence with respect to the
Shrewsbury and Stafford line .which commences at Shrewsbury, and
proceeds by Wellington to Stone, where it joins the North Stafford•
shire line. The length was 40 miles, and the estimate 760,000. The
steepest gradients-eras 1 in 100.
The Committee then declared the preambles of the several Bills
proved.
A clause was inserted to secure the proper construction of the
works, so as not to allew the canal to be stopped up during their
progress.
Clauses for the erectiou of lodges at level crossings (which are very
numerous on this line), were also inserted.

After adjusting the remaining clauses, the Committe passed the
Bit