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

DUBLIN AND ENNISKILLEN.

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. His 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 Kells 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—l 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 Meath, 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 undoubtedly give
better accommodation than its rivals. He dilly 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 thathweeyredbeeroiduedght under
t the
h
consideration of the county meeting,
Dublin and Enniskillen should be preferred. He believed that there
had not been any public meeting at which the North Midland scheme
was hrought under consideration, but he was of *pinion 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. Wm. 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 during that period considerable intercourse with the
merchants of the counties of Donegal, Tyrone, Londonderry, and
Fermanagh, and he believed that they were of opinion that a combi-
nation of the Dublin and Enniskillen and Coleraine Railways would
afford excellent communication between the metropolis and those
counties.

Mr. Bossard, civil engineer, stated that he (under the directions
of Mr. 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 for excavation, 217,2981. ; masonry, bridges, publlc roads, culverts,
&c., 111,500/. ; tunnelling, 11,7001. ; permanent way, 433,9001.;
stations, 32,000/. ; contingencies, 101. per cent. ; purchase of land,
233 2901., making an aggregate of 900,2771. That portion of the
line between Dublin and Kells would be single, but provision had
been made to convert it into a double one if necessary.
Mr. RowE, on the part of the Dublin and Belfast Junction, said
that Mr. Stephenson, the engineer in chief, ought to have given this
evidence ; but the objection was overruled.
Examination resumed—He had been careful in the surveying of
the line not to interfere with gentlemens' estates, although there was
one trifling plantation which would be crossed. The North Midland
scheme was not brought out before last summer, and since that time
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-chief,
had been twice or three times over the proposed line. The plans
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 Blessington-street, Dublin, but it was probable that an ar-
rangement 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-
skirts of Dublin. The cost of that terminus, including the branch
from the Mullingar line, had been estimated at 32,7001., 10,0001. of
that sum being set apart for the expense of making the
station. 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-
cular road, which was 60 feet wide, and was not very much fre-
quented, at any rate, not more than any other public road in Dublin.
They proposed to pass it by three arches ; one for carriages, and two
smaller ones for foot passengers on each side of the road. They
would also have to cross the Phibsborough-read, being about 50 feet
wide ; they proposed to leave 35 feet for a carriage way, and 15 for
foot ways. They would have also arches over the canal and Eccles-
street. The expense of the bridge across the circular road would be
2,1811., and of iron, the abutments being brickwork. The expense of
the arch over the Phibsborough-road would be 2,5071. • of that over
Eccles-street, 3,100/., and of that over the canal, 14)01. 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
he 1,800/. 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
went over the proposed line in 1844. He was not aware at what time
Mr. Stephenson first 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.
Re-examined—The whole of the roads which the line would pass
on the level (with the exception of one) were mere roads to farms,
&c. Engineers of the present day did not consider 1 in 104 to be a
steep gradient.
At th's stage of the proceed.ngs,

The Noble CHAIRMAN stated that the Dublin and Mulllngar Rail-
way Company had presented a petition against the scheme, but he
was afraid that he must report to their Lordships that that company
had no right to be heard, inasmuch as this was not a competing
line, and (we believe) also on account of their petition not having
been lodged in sufficient time.

llr Re'sq, assistant to Mr. Hansard, was the next v►itness called in
support of this line. _ _ _ _

The opposing counsel insisted on having the evidence of Mr. Ste-
phenson, the engineer-'n-chief of the line, but as that gentleman was
not in attendance, the Committee adjourned until Wednesday.

HOUSE OF COMMONS.
GROUP IX.
(Continued from our Afternoon Edition of yemterday.)
VIMST OP SCOTLAND 3UNCTEON.

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
and down to Glasgow harbour would pass along it without the possi-
bility of meeting with the passenger trains. The Learned Gentleman
then 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
considered 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
tunnel. There would still be a junction at the point where the
mineral branch diverged from the main line, but that would be in the
open space or lantern in the tunnel, which was in daylight. This
opening was about 80 yards long and 27 feet 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 ens 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. Rastrlck, 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. Ile was perfectly satisfied
that with the laying down of the extra line of rails and the precau-
tions propoitd to be taken, all danger would he 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. Eadie, the working engineer of the Edinburgh and Glasgow
line, gave evidence strictly a; to the ease and safety 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. Herz—He had ex-
amined the plans and sections of the West of Scotland Junction, and
lie 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 divergance in a cutting which would be
nearly as bad as in a tunnel, and as dangerous. The whole difficulty
would be net if two tunnels parallel to each other 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 tc mei, 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 111.

ATRSIDEME, zinxnam or 'WEIR, AND PORT

GLASGOW JUNCTION.
(Continued from our Afternoon Edition of yesterday.)

Mr. Montgomery Johnstone, a millowner, consumed about 260
tons of cotton-wool per Year, which, if the present lines were eon-
structod, would probably be brought into Glasgow, but lifted at
Port Glasgow. The branch Promoted by the Glasgow and Ayr Com-
pany was much superior to its rival, the Glasgow, Paisley, and
Gre,enock branch.
Mr. Henderson, Mil'owner, Linwood, gave similar evidence.
Mr. Colquhoun, M.P , proved that a clause had been Inserted in the
Bill of the Glasgow and Greenock Company, In 1849, compelling them
to lay down a branch line to the Port Glasgow Harbour, simultane-
ously with the constructing a line to the'Greeriock Harbour. This
clause had, however, been avoided by the trustees of the Greenock
Harbour—not the Company—having constructed the branch to the
quay.
Mr. Fordyce had been land agent for several proprietors in Ren.
IYewshire. lie spoke to the benefits which would be conferred on the
district by the importation of minerals from places in Ayrshire. The
opposing scheme would not be nearly so beneficial.
Captain Spiers and Mr. Maxwell Alexander gave similar evidence.
Mr. Brown, a magistrate of Port GUsgow, referred to the
periods of 1835 and 1840, when powers were given to the
Greenock Railway Company to make a branch to the town
and harbour, the insertion of the clause alluded to by Mr.
Colquhoun, and the non-construction of the branch afterwards.
A branch was made to 'the Greenock Harbour, which gave
that port an undue advantage. The area of the Port Glasgow
Docks was thirteen acres. The tonnage inwards was 42,300, and
outwards 39,000, and they had a good foreign trade with the East
and West Indies, with the United States, and other countries. This
line would be highly beneficial to them.
Mr. Archibald Burrell and Mr. McLachlan, also merchants and
shippers, of Port Glasgow, corroborated the previous witness.
The Committee then adjourned.

GROUP XIV.
SOUTH-EASTERN LINE.
(Continued from our Afternoon Edition of yesterday.)
The Rev. William Greenlaw stated that he is the rector of Wool-
wich, and one of the commissioners for paving and lighting the town.
The commissioners gave a decided preference to the South-Eastern
line. Some few months ago a resolution in its favour was unani-
mously passed by them, and a petition was presented to Parliament
in favour of the line. The Commissioners consider that the passage
of the North Kent line through Woolwich by a viaduct would be a
public injury. The present rate levied at Woolwich is from ss. to 6s.
in the pound. The North Kent line would injure the rateable value
of the land. Witness gives his evidence as representing the body of
the paving commissioners. The commissioners object on purely
public grounds.
Mr. Sergeant MURPHY objected to this evidence, as the com-
misioners had no petition before the Committee, and the petition
they presented to Parliament contained matter irrelevant to th
inquiry.
Mr. MEEZEWETHEZ said that he was not examining the witness on
fa 7 petitlen, but as the representative of a body, who expressed

themselves against the Bill of the North Kent line, as likely to cause
a public injury.
Mr. Sergeant Minterrr said he had no objection to Mr. Greenlaw's
giving his opinion, but he could not express the opinion of a body
unless these opinions were embodied in a petition to the Committee.
The CHAIRMAN said that Mr. Greenlaw could give evidence as to
the result of a public meeting, and, also as a paving commissioner
individually, but he could not appear to express the opinions of any
public body.
Examination continued—lf the line passed through Woolwich at
an elevation of 25 feet above the level of the ground, the inhabitants
would have to draw their goods up to that level.
By Mr. Sergeant Mtritrav—lf the height of the line was to be
16 feet, that would diminish the objection to the proposed line. Has
written to Mr. Vignoles, approving of a station in the centre of the
town. The proposed station of the North Kent is to be in the centre
of the town.
By Mr. MERREWEVIZa—TWO stations in the town would certainly
be preferable to one, and would afford more convenience to the
town. Any line that would interfere with the sewers would be in-
jurious. The South-Eastern does not interfere with the sewers.
Mr. H. Bland, examined by Mr. ALEXANDER—Is one of the com-
missioners for carrying into effect the Greenwich Act of Parliament.
Has heard the evidence of Mr. Greenlaw, and his own opinion is
quite in accordance with it.
Mr. G. Clubb, a clerk in the Ordnance, stated that the Korth Kent
line would not give any adequate recompense for the injury it would
cause to Woolwich. The passengers that disembark from the packet
companies' boats at Woolwich, amount to 1,500,000 annually. The
South-Eastern line would accommodate the town of Woolwich more
than the North Kent Line, He had known the town of Woolwich for
fifty years, Is connected with the Woolwich Steam-boat Company.
Believes that the inhabitants of Woolwich are in favour of the
South-Eastern line. It would give great accommodation to the dock-
yard and arsenal, and could facilitate the transmission of troops.
Mr. George Corbett, an auctioneer, residing at Lewisham, stated
that he had been in business for 25 years. The want of railway com-
munication is very much felt there. The ordinary conveyance to
London is by omnibus. The feeling of the inhabitants is in favour of
the South-Eastern line, which passes nearer than the North Kent
line, and would be mere serviceable to the inhabitants.
Mr. Lewis, a magistrate for the county of Kent and a churchwar-
den of the parish of Eltham, stated that the South-Eastern line would
be a considerable accommodation to the parish, which contains over
2,000 inhabitants, most of whom have their daily occupation in Lon-
don. The North Kent would be too distant from Ettham to give it
any accommodation.
Mr. Lansdowne Hull stated that he is a landowner, residing at
Sidcup. The South-Eastern line would be an advantage to the dis-
trict. The North Kent line would be of no advantage to Sidcup.
ilamlet of Sidcup contains
By Mr. Sergeant WRANonAm—The
about 100 inhabitants.
Mr. Grey, an auctioneer, proved that the population of Bexley is
between 5,000 and 6,000. The South-Eastern line would accommodate
that place. The North Kent is at too great a distance to be of any
benefit to it. The opinion at Bexley is more favourable to the South-
Eastern line.
By Mr. SergeantWßANGHAM—Bexley-heath is more populous than
the villae ef Bexley, which contains only 2,000 inhabitants. The
North Kee
nt line would accommodate Bexley-heath.
Mr. Clarke, a brewer, residing at Erith, stated that the North Kent
Rap would not be so beneficial to Erith as the South-Eastern.
The North Kent is too distant to be of any service.
By Mr. Sergeant WRANGHAra—There is no place of any cote
between Erith and Plumpstead, and there is only the village of Cray-
ford between Erith and Dartford.
Mr. Ward stated that he resided at Dartford. Is well acquainted
with the courses of the North-Kent and South-Eastern lines. The
South-Eastern is better, as it is to have a double line.
By Mr. Sergeant WaANGnAM—There is no very great difference
in the distance of " the Crays" from the lines.
Mr. Saddington, an alderman of Gravesend and a director of the
Diamond Steam Packet Company, said the South-Eastern would afford
greater accommodation to Gravesend than the North Kent line
would. There are two piers at Gravesend.
By Mr. Sergeant WRANonAm—Cannot say whether there is a yard
difference between the proposed Gravesend station of either line. There
is a struggle detween the Star and Diamond Steam-packet Com-
panies to have the station nearest to their own pier.
Re-examined 13‘ Mr. MERREWETIIEIt—The South-Eastern Railway
station will be equi-distant between the piers of the Company's. The
opinion of the inhabitants of Gravesend is in favour of the line.
Mr. Steele, a surgeon residing at Rochester, stated that he is one
of the corporation of Rochester Believes that the South-Eastern
line will be more advantageous to Rochester than the North Kent
line, which will pass through the town on an embankment thirty
feet high. That will cause a deterioration in the value of property.
Has been at public meetings where an opinion condemning the North
Kent line, and in favour of the South-Eastern line, had been passes.
By Mr. Sergeant WRANonAm--There was a meeting of the Corpor-
ation of Rochester and Stroud, and a preference was given to the
North Kent line.
By Mr. AusTlN—Several of the members of that corporation were
shareholders in the North Kent Company. Cannot say if they had
any plan before them.
The Committee then adjourned until twelve o'clock to-morrow.

GROUP XVI.
ALTON AND PAZINKAZIE MINE.
The Committee met at twelve o'clock; all the members present, Sir
Charles Douglas in the chair.
Mr. HILL, Q.C., opened the proceedings by calling the attention of
the Committee to the map on which was the district to be effected by
this country, and stated; that the proposed line went from a little
below the Woking station, thence to the village of Stoke,
which was a line which was already authorised, but not yet
made ; thence it was to proceed to Ashe, and so on to Farnham,
which lies in a very fertile district. After that the line was
to ge on to Alton. celebrated for its ales as well as other
things. By the notices which the Company had given to Parlia-
ment they provided for the acquisition of a right to go by Parbrigbt.
By the latter route the line would be about two miles shorter to London
but, by taking the longer route, the inhabitants of Alton would ob-
tain a much better access to their county town ; while, by a clause
in the Rill, the public were saved from any extra charge on account
of the greater distance, and a much more efficient line to London
was provided for the inhabitants of that part of the country. All the
landowners, except these two for whom Mr. Wordsworth appeared,
had withdrawn their opposition. The Reading, Reigate, and Dorking
Company were satisfied with a clause, and had also disappeared as a
competing company, so that the only apposition to the line was that
of his Learned Friend. Farnham contained a population of 7,000,
and the union, of which Alton is the centre, comprises 12,000, which
the breweries at that place conseming a large quantity of coals, com-
ing from Winchester and Southampton, would have great convenience
for those breweries. Farnham was six miles from the station on the
South-Western line, and sine miles from Guildford, the county town.
Both of those difficulties would be obviated by the line proposed by
the South-Western Company. The cost of the line would be
300,0001., a considerable portion of which was for land, in conse-
quence of their passing through a very fertile portion, and the land
therefore was of considerable value, and bore a high price.
Mr. WORDSWORTH, having inquired whether Mr. Hill had
finished his case, stated that it was a hard case which he had
to submit to the Committee, for Mr. Halsey, for whom
he appeared, had heard of it for the first time that morning, and
that gentleman had been compelled to bear very considerable
expenses in coming before the Committee, which opposition might
have been obviated by a frank avowal of the Company as to which
line they intended to take. He was aware that the Committee did
not possess the power to award costs, but he (Mr. Wordsworth)
trusted they would express such an opinion as would induce the
Company to make that compensation for the outlay made by Mr.
Halsey, was fair and just. This was the more necessary and fair,
inasmuch as on the 16th of March, a letter had been addressed to the
solicitors of the Company, asking explicitly for a statement
of the Company's intention. The reply was received
the same day which was in its terms altogether vague and uncertain,
and from the 24th to the present day Mr. Halsey had been put to
inevitable expense in order to protect his interests. This he thought
was a sufficient ground for the expression of that opinion and for its
consequence, to which he had alluded. The main line already passed
through his property, and this branch would also pass through his
estate, and thus would it be divided into three parts. On this account
he thought that a compensation was NV due.
Mr. HILL conceived that, as this branch would not bring one
single passenger which did not already come to town by their main
line, and as they were about to lay out the large sum of 300,000/.
for the accommodation of the public only, and had altered their line
so as not in the slightest degree to affect Mr. Halsey's property ;
such being the case, he really conceived that, considering the posi-
tion of this gentleman, that it was an opposition and a claim which
ought never to have been made.
Mr. WORDSWORTH, in reply, thought that although the Committee
had not the power to grant costs—and he regretted that in cases of
extreme hardship they had sot that power—yet they had an indirect
power of rendering compensation, and as the Committee had decided
on hearing evidence in Mr. Evans's case last week against the pre-
amble of the Egham and Staines Branch Bill, he trusted that as
this was a great public question, the Committee would take this
matter in such a way as would recompense an individual petitioner
for the cost to which be had been so unnecessarily subjected.
At this point the room was cleared, and on the re-admission of
►parties
The CHAIRMAN stated, that although they conceived Mr. Halsey's
case one of great private wrong, they had not the power to interfere.
Mr. G. F. Nicholson, of Waverley Abbey, where he had resided 18
years, testified that the price of coals had been reduced from 21. to
275. 6d. a ton, and that great convenience would result from the for-
mation of the railway, and that a considerable saving would be ob-
tained to the county in the transmission of prisoners, many of whom
were committed at Newington, at the extremity of the county, at 40
miles distant. There would of course be a convenience for those who
attended Guildford assizes.

Mr. G. M. Evans, solicitor at Farnham, stated that Guildford was
ten miles distance by the road, and that there was a population of
1,500 in the eight villages near Farnham, the parishes of which
comprised 52,000 acres. Farnham is a central postal town, and
there is a cattle market every fortnight. At this market there
has been, 9,284 sheep, 1,285 beasts, and 2,380 horses sold on
an average per annum. The number of quarters of malt made in
the year ending July, 1845, was 2,604. He also: testified to the
general advantage to all the business carried on in that district.
This witness, and several others, testified to the advantage which
would be obtained by the formation of the railway to Guildford,
Farnham, Alton, and the surrounding places.
Mr. Turner, of Bentley, stated that he sent 1,500 or 1,600 tons
of corn per annum to Guildford, in the carriage of which he would
save five-sixths of the expense. Great advantage would also accrue
from the transmission of corn and hay by Farnborough.
To the Chairman and Mr. Lockhart the witness stated that the
distance to Winchfleld station was eleven miles over a bad road, and
the distance to the canal was eight miles.
Captain Mangles gave evidence as to the increase of the traffic to
Guildford since the formation of the branch line to that town—that
the price of coals had been greatly reduced—and that the feeling was
decidedly in favour of the line.
Mr. Rand, town clerk of Guildford, where he had practised for
many years, and had been solicitor to the Guildford branch, testified
that the opening of that branch had contributed greatly to the pros-
perity and activity of business in that town. As an instance of the
benefit, he had learned that the cost of the carriage of wine in casks
had been reduced from 2d. to aid. per gallon, and in bottles from Is.
to 2d. the dozen; inth e carriage of manure there would be a saving
of 50 per cent, and groceries of 30 per cent. In the carriage of
lime and other prod le e there was a similar advantage obtained. His
anticiations of the traffic when he first applied to Parliament had
been exceeded by six-fold, and it was a universally expressed opinion
that the railway was necessary.
Mr. Crowley, of Alton, the brewer of Alton as well as at Croydon,
engaged also in the corn and coal line.—The nearest canal to Alton
was at Odiham, and the nearest railway station is at Winchlield, which
was 11 miles, and thence by rail to London, 38 miles. Last year he sent
3,300 tons of ale to London, the carriage of which was at 88. a mile
for waggon conveyance, and the same expense of Bs. for the 38 miles
by rail. This cost was 2,6401.. He also sent 64S tons of coals, which
cost the same by waggon, but 4s. M. by rail. He also sent 2011 tons
of culm, at a cost of 16s. a ton, making a total for carriage of 3,4401.
If the railway was made, the carriage of those goods would come to
1,927/., making a saving to the public on his own business alone of
1,5001. a year. At present it cost kim 13s. to get to London, where
he came very frequently, while by the proposed line he would be
charged only 9s. 6d., with a saving of an hour and a half of time.
Mr. Crowley also testified to the advantage of procuring manure for
the district from London.
Mr. Smith, civil engineer, who had laid out the line, under Mr.
Locke's direction, said that it was intended to have the Guildford
branch about one quarter of a mile below Woking, then proceeding
directly westward, in order to avoid the high ground from the high
street, and the high hills of that range, thence across the valley to
Farnham, and so on to Alton. The length of the line would be 19
miles. No inclined plains or engineering difficulties of importance.
Gradients and curves easy. The steepest gradient was 1 in 157,
which was about two miles long. The shortest radius was one of
three quarters of a mile, except that at the junction, where the
train was always slow. Some roads, but no turnpikes, were
crossed at a level, but provision was made to save inconvenience.
The cost would he 300,0001., including 45,0001. for contingencies ;
sum abundantly sufficient for all the purposes of the line. The
working expenses would be somewhat less than 40 per cent., but
that might be allowed as the maximum.
To the Committee, the witness stated that he thought this was
the best line that could be adopted for that on the south of the Hogs-
back.
To the CHAIRMAN, the witness replied that an extension had
been surveyed in the direction of Winchester.
To Lord Powtreavoef, Mr. Smith said that the line would be two
miles shorter from Farnham by Parbright.
Mr. Hume, principal traffic officer of the Company, and secretary
of the Guildford branch, stated that this branch was promoted at the
express desire of the inhabitants, but in consequence of the opposition
of those residing towards Winchester, tha lextension had been aban-
doned. The total returns ke calculated at 24,2231., which, deducting
40 per cent. for working expenses, would leave a profit of 41. 16s. Id.
per cent. on the outlay of 300,000/.
Mr. Locke replied to Lord Pollington, that the Portsmouth Direct
Railway was now before a Committee of the Lords, but he doubted
its passing. The difficulties between Farnham and Bilton are exces-
sive, and these between Farnham aid Godalming were great, but not
insurmountable ; certainly the line they had taken was far better than
any Snell line could be. The main reason for promoting this line
was the desire of the district, and the reason of deviating from Par-
bright was the opposition of the landowners in that quarter.
Mr. Bircham, solicitor of the South-Western Company, testified
that, with reference 10 the difference with Mr. Halsey, the Company
had only come to a decision on Friday last. With respect to the
the design had been much debpaatedrueins
de-
viation from Parbright, it rested upon the feeling of the inhabitants
and an arrangement with the Reading and nei
gate Company. As
to the extension to Winchester,
the board-room, but that extension depended upon the result of the
present application of the Company for lines to the west.
The room was then cleared, and en the re-admission of the
the Chairman declared the preamble not proved.
On the inquiry of Mr. MELLOR, as to whether there was any pro-
bability that a different result would have been come to If additional
evidence of the traffic had been furnished ,the Chairman replied,
that he thought it was the extension to Winchester which decided
the case.
The Committee then adjourned till after Easter.

GROUP XIX.
EXETER AND =MONTS
(Continued from our Afternoon Edition of yesterday.)
Mr. Basswell, Thomas Wright, and William Henry flay, Were
then respectively examined regarding the success of the working of
the atmospheric system uow in operation on the Loudon and Croy-
don Railway.
The wont* and assents Were thou handed in. .

This closed the case of the promoters of this line.
Mr. CocasuaN then addressed the Committee in support of
the Exeter and Exmouth proposed line. He proceeded to
call the attention of the Committee to the advantages
and accommodation which this line offered over its rival,
not only to the inhabitants of Exmouth, Topsham, and Exeter, but
to the whole community at large. It was the unanimous wish and
desire of the inhabitants of these towns that this should be
the line. Why should they select and give a preference to one
objectionable to the inhabitants of these rplaces, one attended with
inconvenience, danger, and delay?—he adverted to the cross-
ing of the drawbridge on the canal. He supposed the
case of the bridge open, allowing a vessel to pass, and
a train, unexpected or delayed, might arrive, what would
be the consequence? Why, a frightful loss of human life.
lie would not only say it was possible, but was sure he might safely
add exceedingly probable to occur. With respect to the atmospheric
principle. he considered it quite in its infancy, and he did not see why
the inhabitants of Exeter, Topsham, and Exmouth were to have
this new and experimental mode of travelling thrust upon them.
The Learned Counsel having concluded his address, the Committee
adjourned till o'clock to-morrow.

GROUP XXI.
OXFORD AND LONDON•

-
(Continued from oar Afternoon Edition yesterday.)
Mr. Peel, partner in a brewery, wine and spirit, and hop, malt,
aid coal business, in which 69,0001. had been invested, and also pre-
prietor, with his brother, of 600 acres of land, spoke to the advan-
tages which the line would confer on himself and others, and that
he should use it for the transit of his goods from Louden, in preference
te the Great Western Railway ; WAS a considerable:distance from his
part of the county. The branch to Thame, and the proposed exten-
sion of the Aylesbury branch, by the London and Birmingham Com-
pany, to Thome, would enable him to obtain his coals from the
midland counties at much less expense than at the present moment.
The line would ran through his property.
Mr. Abet Staples, landowner, timber merchant, and chair-maker,
at Thame, said the line would save him 1501. a year, out of the 4001.
a year he nowpaid for the conveyance of timber from Woodstock,
Bicester, Litchenton, &c. A direct communication, instead of a num-
ber of cross lines ,would be of great advantage.
In his cross-examination, by Mr. WELLS, ho said the country be-
tween Thame and Oxford was a well populated part of the country.
Mr. John Wearing, corn-dealer and seedsman, cress-examined
by Mr. GREASZY—About 250 tons of all sorts of grain are sent to Lon-
don than Oxford weekly, which would, no doubt, go by the direct
line. A great quantity of corn was sent from the vicinity of Ayles-
bury, via Milton, Harley, cast of Oxford, to be sent by the railway
to London, which, in the event of the line being made, would go
to Thame and more eastern parts of the line, to be sent to
London. The conveyance to London of all kinds of grain
cost him from 1,5001. te 2,1001. per annum, which he would send by
the line, even if the charges were at the same rate as those of the
Great Western. The Birmingham station at Euston-square was
vastly superior to the Great Western terminus, whether for passen•
gers or goods, as it was nearer the markets aid the City.
Cross-examined by Mr. GRIFFIN —A. line from Wycombe to Ux-
bridge would be of advantage.
Cross-examined by Mr. WELLS—The carriage of goods from the
station of the London and Birmingham to the markets was ad. per
quarter less than the amount charged by carriers from the Great
Western station at Paddington. . .

By Mr. WARREN—The college authorities have always been op-
posed to railways, especially those which would hi any way',affect their
property. They were even opposed to the branch from the Didcot
station of the Great Western to Oxford.

By the CHAIRMAN—If a greater quantity of corn was sent from
Oxford to London than now, the Oxford market would not be In-
jured, because the farmers must come there to sell their produce.
The line would open a new field of competition, and it was unreason-
ahle to suppose that the charges on the new line would be greater
than those on the Great Western ; as a matter of course the charge
would be less, because the line was shorter.
By Mr. LAwsoN—Considered that the people of Oxford were in
favour of the line. _ _

Mr. LAwsori— I perceive by the list that there are but two share-
holders who are bankers, possibly the bankers of the Company at
Oxford.

Mr. Spyer, chemist, druggist, and grocer, at Wallington, also gave
evidence in favour of the line ; as did Mr. Wm. Hopkins, who had
followed the business of carrier for 31 years at Oxford. About 5,000
tons of English grown timber were sent annually to London frone,Ox-
ford. The Great Western had only carried timber during the last
season. About 3,000 tens would annually ge by the Great Western.
A great quantity of this timber was unloaded at the Bullsbridge sta-
tion of the Great Western. By the proposed line it would ge direct
into London ; in fact, the whole of the timber, which now was partly
conveyed along the Thames, would go on the line. IN to 200 tons
came to Oxford from London weekly. The Great Wes-
tern Railway would not send cattle to London unless they
were sent to their terminus three hours before. the starting of the
trains by which they were to be conveyed. Thus on Sundays, for
instance, the sheep and cattle intended to be conveyed by the 6
o'clock train went through the town during church hours, almost
making one believe that they were being driven to church.—
(Laughter.)
By Mr. VENABLEs—The country through which the line passes is
a thickly-populated agricultural district.
Mr. Tarry, Linen-draper, Oxford, gave evidence in favour of the
line. The goods' rates on the Great Western, especially for " small
parcels," were far too great, considering the small expense of convey-
ing such traffic ; and, besides, competition would reduce fares on
both the lines. The fares on the new line would be a sixteenth less
than the Great Western, because it wonld be a sixteenth shorter.
Mr. H. D. Hoskins, a member of the Town Council of Oxford, and

the manager of a brewery, then said, the trade of the town had de-
creased since the opening of the Great Western. Since the opening
of the Didcot branch to the town it had further decreased. This was
attributable to the want of a direct line, which he believed would
greatly improve the trade. The branch was made subservient to the
main line, the traffic was consequently taken away from the town ;
which, if they had the new line and another to the west, would pass
through it, and a great portion remain in it for a limited period.
Some shops were now untenanted ; for instance, a very eligible one
in his neighbourhood fertile last two or three years. In the "good old
times," before the days of the Great Western Railway, a very different
and more prosperous state of things prevailed. He saw a petition in
favour of the line, signed by several of the most influential and re-
spectable inhabitants of Oxford.
Mr. A. Smith, hop and coal merchant for the last twenty-five
years in Oxford, and Mr. S. L. Evans, mercer, Oxford, also gave
evidence in favour of the line.
The Committee then adjourned.