The Sun.
London, England, 1846-05-08 00:00:00

,AILWAY COMMITTEES.

(YESTERDAY.)

GROUP IV.

Tha Select Committee appointed to consider the merits of the Bills
comptised within this group re-assembled at the usual hour this
morning, and proceeded with their labours, Mr. W. B. Hope in the
chair.

PERTH AND INVERNESS.
The business of the dk was commented with the cross-examina-
tion of Mr. Joseph Mitchell, the acting engineer of the line, by Mr.
B. AND:taws, on behalf of the Great North of Scotland Company.—The
length of the line fr. m Redgorton to Nairn was II 1 miles, 3 furlongs,
and 5 chains, and from Nairn to Inverness 15% miles. The line
would not run right Into Nairn, but there would be a short branch to
accommodate the main traffic of about 7 miles in length.
From this point of junction to Redgorton there would be only a
single line of rails, with the exception of a short distance, Athol
Valley, where there would be a double line of way. The highest
elevation of the line, which was about the station at Inverness, was
1,450 feet. The Caledonian line had an elevation of 1,050 feet, and
the Sheffield and Manchester an elevation of 800 feet. From In-
verness to a point near Nairn, a distance of ten miles, they ascended
.596 feet on gradients of 1 in 84 for seven miles, 1 in 200 for two
miles, and lin 144 for one mile. They, however, adopted the alter-
native line, which increased the distance. The line descended till it
reached the Tinder river, where it ascended. Hera there MS a
curve of three furlongs radius, the gradient of the curve was 1 in
100. The bridge at this point was 1 in 33), on a straight line
crossing the river, and 1 in 100 atter crossing it of five
hree furlongs, and ten chains in length. The total ascent
from the luOth mile coming from Perth, and going wrthward for tile
Drat 29 miles, was 1,123 feet. From this point to Inverness they
were on an ascending gradient of 1 in 147 for 6 miles, 1 in 73 for 8
miles, lin 104 for 8 miles. There was always a good deal of snow,
rain, and mist at this point. There would be 15 stations on
the whole 11 .e. Between Inverness and Nairn they would
not occur more frequently than at other perilous of the line.
They would be evilly divided throughout the whole li..e.
From Elgin to Nairn there would be four stet ons. He con-
templated ruining four passenger trains, two Sunday trains,
and one goods trains each day. The mail coach from Perth ,to In-
verness was often sent round by the coast in winter, in consequence
Or the contractors finding it more profitable to send the bags on horse-
back, and sometimes in consequence of the roads being stopped up with
snow. The Edinburgh and Glasgow incline of 1 in 42 was worked by an
expensive stationary engine ; and
also this observation applied :to the
Lickay incline on the Birmingham and Gloucester. The line termi-
nated at Redgorton, where it joined a branch of the Scotch Midland.
He did not know whether it was contemplated to make the Scotch
Midland at this point a double er single line. He was aware that a
meeting of sharehtlders adverse to further progress of the Bill had
been held in Aberdeen, but he had been creditably informed that it
was got up by the Great North of Scotland Company. To make the
line a double one it would require 203,5611. more than his estimate,
The estimate for the Great North of Scotland, with double lines,
would be 10,562,0001., and of the Perth and Inverness, and Aberdeen,
Banff, and Elgin, 28,816,0001. The capital of the line from Aberdeen
to Perth was 1,500,0001. The Perth and Inverness, and the Aber-
deen, Banff, and Elgin, had 81 miles more of rail to make than the
Great North of Scotland. The price of the Scottish Midland from
Perth to Redgorton would be 50,0001., which would have to be added
to the 20,816,0001. His estimate for working a double line was 401.
per cent., and a single from Nairn to Elgin 331. per cent.
On re-examination he said the Great North of Scotland included
In their system two branches to Frazerbnrgh and Peterhead, which
he had not taken into consideration in making the comparison he
had just made. He understood the Great North of Scotland line was
to be amalgamated with the Aberdeen and Perth Company, whose
shares were at an enormous discount, while the Great North of
Scotland shares were not rateable at all ; and he was apprehensive
that, in the present state of the money market, if the two were
united, it would be some time before the lines would be opened
for traffic. What he meant by his gradients being
favourable was that they could be worked by an ordinary engine.
There were many gradients already in existence of a similar charac-
ter worked by ordinary engines. But many of his gradients which
were considered objectionable might be avoided altogether. It was
not that a coach could not get along the llighland road that the mail
was not run sometimes in winter, but because the mail contractor
found they made more profit by sacrificing the passengers and running
the malls with horses, which they had in large numbers for posting
in summer, while in winter they would be idle were it not for the
mails. The detail of his estimates agreed with Mr. Gibbs's. Ills
own prices were somewhat higher, while they were much higher than
what he was in the habit of paying. The highest point of the Great
North of Scotland was about six hundred feet,

Mr. Errington, who is associated with Mr. Lock as an engineer,
was the next witness called.—He said he had, in conjunction with
his partner, examined the route of the proposed line, and he could
eonflrin the evidence of Mr. Mitchell in every respect. From the
nature of the country, the works were of remarkably small magnitude.
The gradients were good, there were few curves and slopes, and only
one tunnel of 400 yards long ; and from the experience he had with
estimates made out upon Mr. Mitchell's principle for Scotch lines he
had no hesitation whatever in saying the work could be completed for
the sum given In by Mr. Mitchell. There was so doubt that a sub-
stantial contractor could be got without difficulty to undertake
the works upon Mr. Mitchell's estimate ; indeed, he had works under
his control which wera being executed at much lower prices. He
had no hesitation in saying that the trains could run over the line
notwithstanding what had been said about the gradients at the rate
of 36 miles an hour. It would not take more than 3,0001. a year to
obtain the power on the Perth and Inverness, with its severer gra-
dipnts and plains, that was proposed to be used by the Great North
of Scotland while, at the same time, there would be a saving of
I is. 2d. per ten on the through traffic. In a through and a circa-
Lions line, the one that had the end, or last link of the line, would
have power to decide which way the passenger traffic should go ;
and,he was afraid no regulations could be made which should Insure
fair play to both companies. The best way was to leave the
last link in the hands of the through line, because there
could not be any doubt that the local ought to be
subservient to the through line. With proper precautions, it was al-
most impossible that a line could be obstructed with snow, for, in
fact the power of the railway was used for keeping it clear in snowy
Weather

On crass-examination by Mr. AgaTry, he said he was decidedly of
opinion that sooner or later a direct line would have to be made, and
certainly thought the through line ought to be made before the coast
line. There certainly were some gradients of no ordinary character
on this lines but this was all a matter of expense. They were mot such
as could not be worked by an ordinary powerful engine.
The Committee adjourned shortly after four o'clock.

P V.
This Committee met to-dayGR atOU half-past twelve o'clock, Colone]
Pox in the chair.

FORTH AND CLYDE JUNCTION.
This, the last Bill in the group, was taken up this morning.
There is no opposition to the scheme, the object of which is to con-
nect the east and west of Scotland in a diagonal direction to the
north of Glasgow.

Mr. Lodi appeared for the promoters of this line, which he stated
commenced at the Stirling terminus of the Scottish Central Railway,
and proceeded up the valley of the Forth, crossing over In the direc-
tion of killearn and Drymen, and terminating at Alexandria, in the
valley of the Leven, near to the point from whence the river issues
from Lochlomond. The line was 30% miles in length, and presented
no engineering difficulties, the curves and gradients being generally
of a favourable character. It would be of great service in supplying
a very important and improving district of country with coal and lime,
and taking their produce to profitable markets, while it would, from the
line scenery at its western terminus, in the neighbourhood of Lochlo•
Mond, be attractive to tourists. There was oulyone tunnel 240 yards
on. The steepest gradient on the main line was one in 100 ; on the
branch of the main line one in 93. The shortest radius of a curve
two furlongs. The estimated expense of the whole line was 350,0001.
Evidence was then taken In support of the statement of counsel,
when the Committee declared the preamble to be proved.
The clauses were then gone through, and agreed to, when the
Committee adjourned.

GROUP VI.
DUNDEE AND PEILTE.
(Continued from our Afternoon Edition of yesterday.)
The Secretary, having returned from the House of Lords, informed
the Committee that the clause in question would be struck out of the
/till when it reached the Lords.
Mr. Sergeant Sit/RIMY proposed another clause to the same effect,
which would avoid the technical objection that might be raised in the
Lords.—The clause was agreed to.
The postponed clauses of the Bill were then gone through, and
unanimously agreed to.
The Committee then adjourned until. Monday.

GROUP VII.

(Continued from our Afternoon Edition of yesterday.)
MD INBITAGH AND NORTHEILN
GELLY AND LESLIE EXTENSION).

Mr. CLAIMS opened the case for this Bill. He said that
he would be able to prove by evidence that this line was
one that would be of unquestionable public advantage.
It was only five miles in extent, and would afford
a much shorter communication through the town of Dunfermline,
as well as great facility of going to and from Kirkaldy, whence there
was a great quantity of coal imported. The Learned Counsel then
proceeded to call evidence.

Mr. Smith, examined by Mr. CLARKE—The proposed extension
would be of great advantage to Leslie, where there were from 4,000
to 5,000 tons of coal consumed annually. There were eight dax-
m!lls in work in Ate neighbourhood of Leslie.
Cross-examined—These mills were half a mile or less from the
village of Leslie. Did not consider the road from the bridge over the
Leven to Leslie as a good level read, though he understood that
there bad been a good deal of money expended on it. All the mills
about Leslie were in the valley of Leven.
Atter some further evidence In corroboration had been heard, the
Committee adjourned.

GROUP VIII.
The Select Couniiittee appointed to consider the merits of the Bills
comprised within this group met at the usual hour this morning,
Mr. B. Hawes in the chair.
EDINBURGEL AND
The whole of the day was occupied with evidence to show that
the proposed line was unnecessary, inasmuch as the exiAting Edin-
burgh, Leith, and Granton line was amply sufficient to accommodate
the traffic of the district.
The Committee adjourned at four o'clock.