The Sun.
London, England, 1846-07-30 00:00:00

EPISCOPAL REVENUES.

Mr. FREWEN obtained leave to bring in a Bill to provide
for the better regulation of episcopal revenues and dioceses.
The House then adjourned at Half-past Four o'clock.

RAILWAY COMMITTEES
(YESTERDAY)

HOUSE OF LORDS.
Room C.
ZENT ATMOSPHERIC.
The Committee re-assembled this morning, the Earl of Devon in
the chair, when
Mr. Cubitt was examined at very great length on the gradients,
and the several features of the peculiar line of the Atmospheric
Company. At present there were thirty-nine trains per day
ever .the Croydon line. Considerable stress was laid upon the
fact of Mr. Cubitt having laid down a line from Croydon to Ashford,
the object. being to shorten the distance between Tunbridge and
Ashford, by using a part of the Reigate line. There had been some
agreement with the South-Eastern Company, which had
passed off, but the differences had lasted for some time,
and it was in consequence of those differences that
Mr. Cubitt was induced to leave the service of the
South-Eastern Company. An. examination ensued on this point,
and on, the means of getting to Dover without going to Ashford.
After some further details,
Mr. Austin replied, and stated that if it was true, as stated by Mr.
Wilkinson, that the South Eastern Company had stolen the lines,
they were at least surveyed by their own engineers. Let him look
through the course of the line. There was a common starting point
at the Surrey Canal ; from thence to Lewisham was a mile- and-a-
-half, and then there was a double scheme, that of the North Kent
and the Mid Kent Compa des; then there was a mile-and-a-half to
Bromley. Now, it had occurred to his experience, that common
sense was, in spite of engineering ability, actually the best guide ;
and there common sense showed that it was better to have an esta-
blished line on a good gradient rather than bad. The Kent -Atmo-
spheric Company left the Croydon line in a cutting of sixteen feet on
a gradient of lin 100. 'Chen there was the Tunbridge tunnel, where
the Kent Atmospheric Company had committed the great sin on
their line, and a sin committed with their eyes open. There, the
tunneling of the Scuth-Eastern Company was 1,100 yards longer
than the Kent Atmospheric Company, but then the gradient of the
South-Eastern Company was only 1 in 102, while the gradient of the
Atmospheric Company was 1 in 80. Then came the point of the
Riverhead and the Sevenoaks station, and whether the inhabitants
were going up or downwards, the accommodation was still better.
By the South Eastern line, the station of Sevenoaks was only half-a-
mile, while on the other line it was three quarters of a mile. Then how
did the opposing Company p-opose to accommodate tile other places
on the line. Riverhead was a most important station ; and look at
the country ; and if they did so, they would find that the whole
of the population was westward, in the trough of the country ; and
if the Sevenoaks station were to be taken, the whole of those people
would have to go round by the high road. Mr. Stephenson, by
throwing out this span to Sevenoaks, had given a better accommo-
to all parts of the country except Sevenoaks?
The Earl of Devon wished to knew what difference there was be-
tween the two stations with reference to Sevenoaks ?
Mr. AUSTIN continued by stating that there was to be no station
at Sevenoaks, but there would be a means of communication which
would satisfy all the requirements of the district. Then, with regard
to the works, the cuttings, and the tunnellings, they were quite in
favour of the South-Eastern line. A person who was secretary to
the Company, positively stated that the Sevenoaks trade had no
connexion whatever with any other place. Then, going to Tun-
bridge, they,were four miles longer. Then, with respect to Mr.
Brown's evidence, he was well aware of the work which might have
been made with that evidence. This uas not the first time that he
had met Mr. Brown, and he was quite assured that if any one had
been put forward competent to dissect that statement with rapidity,
it would have been, as it had been in the Commons, quite upset
to the knowledge of every man ae out him. and ail
the imputations against the South-Eastern Company would have been
entirely neutralised. Then he came to Tunbridge, and the question
presented itself which regarded the accommodation of the Mid Kent
district. To this the Atmospheric Company had no pretension what-
ever, while the South-Eastern Company had a station—an excellent
one—at the principal town In Kent. From Maidstone the South-
Eastern Company ran to Ashford. He bad said that he would save
the Kent Atmospheric Company from the indiscretion of leaving
Maidstone out of the communication; that was the real reason for the
abandonment of the line from Maidstone to Ashford; a point on which
Mr. Talbot had very judiciously refrained from examining. The
South-Eastern Company had put the town of Maidstone with North
Kent, Dover, Canterbury, and all that part of the country, and then
it was discredited ; but although it was like putting great things in
comparison with small ones, yet he might as well say that the line
to Liverpool from Manchester ought not to pass over Chat Moss ; but
he made the allusion because it was necessary to observe that it was
often a matter of obligation to pass through a thinly peopled district
to satisfy the want of places beyond them. Then, with regard to the
distances—this line would bring Maidstone 20 miles nearer London,
and 15 miles nearer Dover. Maidstone was the most important town
in Kent. The branch to Tunbridge would he 365,0001. Their
then branch would be 176,0001.. so that, as the Noble Chairman
stated, by the expenditure of an extra 200,0001., the whole of the Ashford
district would be accommodated. Their distance to Tunbridge would be
four miles shorter, but on the South-Eastern line the gradients would
be better, and this superiority would make the distance In time ab-
solutely shorter. Mr. Stephenson and Mr. Bidder had shown that
the saving in gradients would overbalance the disadvantage of dis•
Lance. Mr. Cubitt had said that twelve carriages would pass over
the South-Eastern line where ten would pass over his ; and this was
important, when he came to consider the question of gradients.
With reference to the Bricklayer'roarms station, it Ras the pro-
perty of the South-Eastern Company, so that the allegation of their
being in connexion with that station was an absurdity. He would
now contrast the gradients on these lines. The coat of the gradients
on the Mid Kent line from London to Ashford was onty I in 102.
Ile would not recur to the gradients presumed, but to those on the
projected lines. On the Maidstone line, the Atmospheric Company
-sail a gradient of 41, miles in length of 1 in 80, and another of 814
miles in length of I in too, making thirteen miles worse than 1 in
.300. On the Tunbridge line there was a gradient of sei miles in
length, of 1 in 80 ; so that nineteen miles, or nearly one-half of the
atmospheric line would be on a worse gradient than the whole of
the South-Eastern line. Thus the worst gradient on 'the opposing
line occurred in the tunnel, where the apex of the line was placed.
Looking at the case as it stood before their Lordships, he was
-happy that be had Mr. Stephenson on the side of the good gradients,
and he (Mr. Austin) could not help being of his opinion, for he
should always be ready to choose a gradient of 1 in 10 to I in 100.
The South-Eastern Company had got a Bill this session for en-
larging the station at Ashford, as the grand depot ; the station in
fact, as Mr. Cubitt had stated, of the South-Eastern Company that
had cost a quarter of a million.
Mr. TALBOT objected to any such subject being gone into on the
authority of Lord Tenterden.
31r. Amite believed he had a right to allude to It. Then, with
regard to the crossing of roads on the level, Mr. Cubitt had stated
that these were always bad things. The Noble Chairman had asked
why a clause could not be introduced under the direction of the
•Board of Trade, and there was no reason why such a clause should
not be introduced. These crossings were certainly injurious, but
they were easily obviated. With respect to the rate of toll, as it was
merely a prospective matter, it was really a very amusing thing, but
according to Mr. Wilkinson when the tolls were reduced in amount
the traffic must be increased in quantity. With regard to what Mr.
Wilkinson had said about stealing the plans of the Croydon Company,
all be had to say was that if the Chairman and Directors and
Enzineer of the South-Eastern Company had stolen the
plaits, they were very anal-a-droit thieves, for they had
stolen, if they had stolen at all, that which nobody
would pick up in the streets. After referring to the allegations
against the South-Eastern Company, the Learned Counsel stated that
the opposition was neither more nor less than a Croydon opposition,
and had no reference whatever to public advantage. If this South
Eastern branch were made there would be a distinct entrance from
North Kent into London, whereas if the reverse were to hold, the
whole of that traffic would come over the Croydon line, and thus it
would form the drain to the whole county of Kent. After speaking
• of the value of competition, and citing Ricardo's authority on the poli-
tical dogma of the value of competition, Mr. Austin alluded to the
- benefit of a united management. There was no doubt but that Mid
Kent must be accommodated, and he trusted that the Committee
would not lightly postpone the decision for another year, for he felt
bound to remind the Cemmittee that the expense of these contests
were equal to the whole expense of working the line for one year.
To the Ease of Devon the Counsel replied that the distance by the
atmospheric line was £4 miles, and by the South-Eastern route 28%
rates to Tunbridge.
Mr. AUSTIN continued by stating that they lied the consent of the
inhabitants of tit district,
plan—perhaps not
The Dear and as the promoters had given a good
satisfactory to the distrillat could be devised—yet a good plan,
be would, therefore, ask or theira in
every
way a workable plan,
goveVelos ntoost.titothno,,i2ostpone this Bill,
but allow the preamble to be p
The room was cleared. Otshiethverceftem-aduu:
The CHAIRMAN stated that
parties,Las tern line
• bad not been proved, and the
—ill is, consequently, lost.

Room D.
GLASGOW, InTWIFIZIES, AND Ca 1116281.21
(Continued from our Afternoon Edition of yesterday.)
After an interval, both parties submitted .clauses, in order to
carry out the intention of the Committee in the resolution they had
come to.
An argument took place on the clauses of the respective
Mr. Sergeant WRANCTIAM contending that his clauses were In full
accordance with the resolution of the Committee, while those sub-
mitted by the promoters of the Bill, if agreed to, would actually con-
travene its intention, which was to protect the through traffic of the
Caledonian and would introduce a great deal of legislation that was
foreign to the object sought to be accomplished.
Sir T. PHILLIPS replied in support of the clauses the promoters of
the 11111 had submitted. He maintained that unless the provisions
of these clauses were admitted, the Glasgow and Ayr Company would
be Placed in an injurious position, and would not be able to receive
proper Indemnity for the giving up to the Caledonian Company the
leasttxPcnsive and most profitable portion of the line.
After some furti4e- discussion on the clauses, the parties were
ordered to withdraw-.
On our re-adnifs.ion
The CHAtuaLtx hid't WI that the Committee were of opinion
that Mr. Sergeant Wranham's clauses did carry out the Intention
of the resolution come toll the Committee.
The preamble of tbeititi, as altered in
agreement with the amend-
ments made by the Committee, arid the
then passed, and the several of eral clan new
clauses admitted, was
agreed the Bill gone through and
to.
The Bill with the amendment; Was then ordered to be reported to
the House.
The Committee then seperated, having terminated their labours.

Boom H.
EDIZZEURGE AND GLASGOW, aim
SCOTTISH CENTRAL TUNCTZON. _

TI e Committee decided that the preamble of the Bill had not
been proved.
Tt e Committee then proceedel with the consideratiol of the
Bdlnburgl2 and Glasgow Union Canal and Railway Bill, and were

Dividend Amount
Name of Company. per of Paid. Price
Annum. Share.
£ s. d. £ s. d.
Australasia •• .. 6/. per cent. 40 0 0 40 0 0 20%
Britsh North American 51. per cent. 50 0 0 50 0 0 44
Commercial of London Si. per cent. 100 0 0 20 0 0 23%
Colonial.. •. - 51. per cent. 100 0 0 25 0 0 16
Londe and Westmlnstr 61. per cent. 100 0 0 20 0 0 27 li
London Joint-Stock ... 61. per cent. 50 0 0 10 0 0 14%
Metropolitan - 25 0 0 710 0
Provincial of Ireland.. Si. per cent. 100 0 0 25 0 0 48
Ditto, New. ........Si. per cent. 10 0 0 10 0 0 19
National of Ireland .. 5/. per cent. 50 0 0 20 0 0 20
Nat. Provncial of Eng. 51. per cent. 100 0 0 35 0 9 26
Ditto, New......... 51. per cent. 20 0 0 10 0 0
Union of Australia-. 61. per cent. 25 0 0 25 0 0 26
Union of London. - - 51. per cent. 50 0 0 10 0 0 11U
INSURANCE COMPANIES.
Dividend Amount
Name of Company, per of Paid. Price
Annum. Share.
I -
£ s. d. £ s. d.
Albion .. •..... ••• • • • 3!. 10s. 500 0 0 50 0 0 71
Alliance nrit. and For. 6 per cent. 100 0 0 11 0 0 19%
Ditto Marine...... • 6/. per cent, 100 0 0 5 0 0 5%
Atlas ... .. .. .. ••.• • • • 13s. Ed. pr sh. 50 0 0 5 0 0 161,4
British Commercial .. 75. per share 50 0 0 5 0 0 7%
Clericl,Med.&Gen.Life 51. per cent. 100 0 0 210 0 6•A
County .............. 31. 100 0 0 10 0 0
ilrown .. ........ .• .. 10s. 50 0 0 5 0 0 -
%Cagle . 6s. 50 0 0 5 0 0 SV,
Eng.& Scot. Law .. .. 51. per cent. 50 0 0 2 0 0 271,
European Life ...... 5% per cent. 20 0 0 All paid. 20
Freemasons' ......... 5/. per cent. 20 0 0 3 0 0
Globe ......... ••• • .. 61. per cent. Stook. - 134
Guardian ............5i. per cent. 100 0 0 36 10 0 48
Imperial Fire ........ 61. and bonus 500 0 0 50 0 0 240
Imperial Life .... • ... 12s. 100 0 0 10 0 0 161 A
Indemnity Marine.... 11. sh. & bs. 100 0 0 513 1 29
Law Life-- --• • .. 11.55. 100 0 0 10 0 0 52
Legal and General Life - 50 0 0 2 0 0 61,4
London Fire ........ 10s. 25 0 0 12 10 0 14%
London Ship ........ 10s. 25 0 0 12 10 0 14%
Marine.. ........... 5/. per cent. 100 0 0 15 0 0 10%
Sled. Invlid & Gen. Life 4%1. per ct. 50 0 0 2 0 0 3
National Lean Fund• • 51. per cent. 20 0 0 210 0 2%
National Life.. •• • .... 81. per cent. 100 0 0 5 0 0 9%
Palladium Life 5l. per cent. 50 0 0 2 0 0 2/. Os.
Phoenix 3/. p. et. & ba. - - 20.5
Protector Life.... . -5/. per cent. 20 0 0 1 0 0 1/. 3s.
Provident Life •.-.. • . 11. ss. 100 0 0 10 0 0 23
Rock Life-- - .... - 4s. 50 0 010 0 414
Royal Exchange 5/. per cent. Stock. - 193
Sun Fire ........... - - 210
Ditto Life .. 11. 6s. - - 49
Universal Life
CANALS.
Names of 'g; Dividendi
Price, Names of ti,.. Dividend
Price.
Companies. A per 1
Companies. 4
Annum.
m Annum. cn
£I X
Ashtn& Oldh 97 51.55. p e '7O Monmonthsh 100 81. 160
Ashby-d-la-Z 113 4!. 170 lEntgomrysli 100 51. 98
Barnsley.... 160 121. 180 Macclesfield . 100 - 38
Basingstoke,. 100 - - Neath .• • ... 100 171. 340
Brknk&Abrg 150 51. 185 Nottingham . 150 12/. -
Cromforcl.... 1001 141. 150 Peak Forest. 78 31. 40
Dudley lOO 4/. - Regent's .... 33 11. ss. 25
Derby .... - 100 6/. 73 Rochdale .... 85 41. 77
Ellsmre&Chs 133 4!. 55 Shropshire • . 125 81. -
Erewash •• • 100 321. 300 Somrset Coal 150 71. 10s. 130
Forth & Clyd 100 41. - Do.Lk Fd St 12 6/. p. c. 11
GrandJunctnlloo 71. 95% Stffrd &Wore 140 28/. 295
Grand Union'loo 11. 10s. - Shrewsbury.. 125 15/. 230
Glainorgnsh .!172 13%1. 210 Stourbridge.. 145 201. 315
Glstr & Brkly! ,00 - - Strtfrd on Av 79 1/. 10s. -
Grantham • • 1150 121. 100 Severn and
Huddersfield. 57 - - Wye Rail. 26 U. Bs. 32
liennt & Avu 39 7s. 6d. 9% .Trnt &MI 50 30L -
Lancaster 47 11. 10s. - 0 sey, 14 sh.
Leeds& Livrp,loo 341. 520 Thams &Med 19 - -
Leicester :l4o' 107. 105 Worcstr &
78 V. 44
Leie.str &Nth; 831 41. 60 firming.
L'cughburog bt 142, 701. 850 iWilts & larks 67 11. 11

DOCKS.