The Sun.
London, England, 1846-04-29 00:00:00

etirb 7_2bition

SUN OFFICE, Seven o'Clock.

RAILWAY COMMITTEES.

(THIS DAY.)

GROUP IV.
The Select Committee appointed to consider the merits of the Bills
included In the group reassembled at the usual hour this morning,
Mr. B. Hope In the chair.
THE GREAT NORTE OT SCOTLAND.
Mr. ANDREWS opened the case for the promoters of this scheme.
The line was to run from Aberdeen to the south of Inverness, and was
the last link of the chain of railway communication between London
and Inverness. The effect f the formation of the line, therefore,
would be to give a communication between the whole of the south of
England and north of Scotland. It would pass through five
counties, namely, Aberdeen, Banff, Moray, Inverness, and Nairn,
which included 1,734 square yards of arable land, and a population of
318,000. The Southern terminus commenced at the Aberdeen ter-
minus of the Aberdeen Railway, and was connected with the docks
of Aberdeen, the population of which town alone was 70,000, and
ran on to Inverness, a distance of about 107 miles. Independently
of this main line, there were four branches—one to Banff, another to
Portsoy, another to Garmouth, and another to Barghead ; and the
length of the main line and branches together was 137 miles. There
were two other lines connected with this scheme—namely, the Eastern
Extension of the Great North of Scotland and the Alford Valley Rail-
way, butthese would come laqbre the Committee at a subsequent
stage of their proceedings. Out of the 137 miles they had 109 miles
convince
of assenting owners, and this fact alone was suffieient to coiv
the Committee of the high estimation in which this scheme was held
by the inhabitants of the different counties through which the line
line, there was no
passed. Now, with regard to the merits of
and
doubt the promoters were in the field first, a
ample opportunities for selecting the best line.
The engineer reported,
detheir engineer had
ecommended the line now
after a very careful survey, that the', districts admitted of four
practical lines, but that upon the whole he r
r.
before the Committee. That engineer was
the districts through
Gibb, a gentleman well
acquainted with Scotland,
which this line passed, but the promoters particularly
thought it advisable to have
the four lines looked over by tleman who was not immediately
awigtehn the district, and they, therefore,
connected with or acquainte—
secured the services of Mr. Cubitt. That gentleman, after care-
fully examining the whole of the four lines, came to the same
conclusion as Mr. Gibb, and he recommended to the promoters
the adoption of theline recomme ruled by Mr. Gibb. The estimated cost
of the line
was 1,500,000/. , while i t was calculated the working expenses
would be 331. per cent. on that amount, leaving an ample balance to
bs appropriated to a dividend Now this line was opposed by the
promoters of three schemes. The first of them was the Aberdeen,
_Banff, and Elgin Railway, which competed with the first section of
the Great North et Scotland from Aberdeen to Elgin, pursuing the
routes of Tarriff to Banff, and thence following the line of coast by
Portsoy and Cullen to Elgin. The second was the Inverness and
Elgin Junction Railway, or a line from Elgin to Nairn,
which ran parallel to the corresponding portion of the Great
North of Scotland. The third was the Perth and Inverness,
a line which commenced near to Perth, and passing the line of the
Highland road across the (mountains, proposed to strike the coast
at Nairn, from which point to Inverness it ran parallel to, and com-
peted with, the Inverness end of the Great North of Scotland Rail-
way. Now all these railways would be under separate manage-
ments, and would involve breakages of line and stoppages between
the extreme terminus and the metropolis, while the Great North of
Scotland Railway world be under one management, and would in-
volve no breakage or change of carriage between London and In-
verness. The ruling gradient on the Great North of Scotland
was I in 242, but on the competing line some
of the gradients were of so objectionable a character that the line at
some parts could not be worked with the locomotive, while at some
points there was only a single line of way. It avoided, moreover,
the population of the district, and he might say it would only
accommodate the grouse, while in the winter it would be liable to
interruptions from snow drifts, none of which objections could be
urged against the Great North of Scotland. On thewhole, then, he
considered that tke Great North of Scotland would give better local
accommodation, better stations, better termini, and better gradients,
and in the end he confidently anticipated its competitor would be
condemned to the tomb of all the Capulete.
Sir Andrew Leith Ray, M.P., was the first witness called. He
said he was decidedly of opinion that the Great North of Seotland
Railway was the best that could be devised for accommodating the
trade and traffic of the districts through which it passed. It was
the shortest and most direct line between Aberdeen and Inverness.
On cross-examination, the Hon. Baronet said he thought the rival
line was more liable to be interrupted in the winter season by snow
,drifts than the Great North of Scotland line.
The CHAIRMAN said it appeared to the Committee that there were
Iwo lines before them for connecting Aberdeen and Inver-
ness which ran along the coast, namely, the Great
North of Scotland and Aberdeen, Banff and Elgin, and
Elgin and Inverness, and a. direct through line known
as the Perth and Inverness, joining the second coast line at Nairn.
Now, the Committee thought the best course to be adopted was for
the Great North of Scotland to endeavour to show that the traffic of
the districts would not justify the construction of two lines —namely,
a through and a coast line, and that in tnis state of things their line
was the best ; while, on the other hand, it was for the Perth and
Inverness, and the Aberdeen, Banff, and r lgin, and Elgin and Inver-
ness Companies, to produce evidence tending to show that the traffic
was quite sufficient to justify all these lines.
Mr. Sergeant Ballasts said he should be prepared to show that
there was sufficient traffic between Elgin and Aberdeen to justify
the construction of a railway without having reference to a line
running from Elgin to Aberdeen, and of course it would be open to
him to prove that he t;rrat North of Scotland did not give so much
accommodation to ti e pia e, as the Aberdeen, Banff, and Elgin.
Mr. Sergeant WitaNunast , .id he appeared for the through line
from .Nairn t,. Perth, which, as I,Aween Inverness and Perth, was 66
miles shorter than the Great North of Scotland ; but the promoters
contended that the through line would nut remunerate them without
they had the traffic between Inverness and Elgin in their own hands.
Mr. Atimitaws said he had intended to follow out the views of the
Committee, as intimated by the Chnic.can, by calling witnesses to
prove that the traffic of the district ivy only admit of one line,
and that under these circumstances tilt ,treat North of Scotland was
the most favourable scheme.
Lord Lovell gave evidence is r of the Great North of Scotland
line. His Lordship, however, admitted that the Perth and Inver-
ness was the best for the through traffic.
The Committee adjourned shortly after four o'clock.

GROUP XIV.
SOUTH-EASTERN AND BRANCHES.

The Committee to which this group of railways is referred met to-
day, at half-past twelve o'clock, in Room No 30 ; present—Mr.
Protheroe (chairman), Lord Emlyn, Mr. J. O'Connell, and Mr.
Grogan. General Lygon was absent, in consequence of the death of
Lady Beauchamp.
Mr. Norton, of the firm of Hoggart and Norton, a valuer, was
called on the part of the South-Eastern Company, by Mr. MEaas-
WETHEIt.

Mr. TALBOT (for the Nerth Kent Company) said that his Learned
Friend had two or three surveyors present. It would be easy for the
North Kent Company to call counter-evidence, a course which the
Committee would regret.
The Committee decided on hearing one witness on either side.

Sir. NORTON stated that the property proposed to be taken by the
North Kent, between Chatham and London, would cost 486,8161. The
number of claimants would be 1,200 or 1,300. The sum mentioned
included nothing but the value of the property to be destroyed,
the rent of which is 17,400/. per annum.

By 2.Mr. TALBOT—N-ever valued any town property for a railway
eompany. Cannot say how many houses to be taken down were oc-
cupied by weekly tenants. Has taken that into consideration in his
valuation. Houses let to weekly tenants are not worth 28 years'
purchase. There are not 400 houses let to weekly tenants on the
proposed route.
Be-examined—Though the amount stated is 28 years' purchase, it
was not 23 years' rental, but on quite another principle.
Mr. G. Smith, a surveyor of Mercer's Hall, valued the whole of
the metropolitan property of the Greenwich Railway. The value of
the property to be taken by the North Kent was 491,7971.
By Mr. TALBOT—Valued the property last year for the London and
York. Valued the property to be taken at a distance of two and an
eighth miles, from Battle-bridge, including a clearance for the station,
and the removal of the Small-Pox Hospital, at 300,0001.
By Mr. Mxisasyrwritsa —The land to be taken by :the London
and York is clear in comparison with that of the North Kent.
air. Wakley produced the table of the tolls required on the South-
Eastern Railway.
Mr. MzitxvinTuEa put in a letter from the Board of Ordnance,
stating that in consequence of the introduction of a certain clause in
the Act of the South-Eastern Company all objection on the part of
the Board was removed, and also some correspondence with the
Lords of the Admiralty, in which they agreed to the formation of the
iron bridge over the Medway.
Mr. Messy DAwsoN, who appeared on the part of Mr. Evelyn, a
landowner on the proposed line, then called evidence to prove the
damage that his client's property would sustain from the proposed
railway.
At the conclusion of the evidence,
The Learned COUNSEL addressed the Committee at some length.
Mr. CALVEBT then called evidence on the part of Mr. Angerstein,
a landowner on the line, and proved the very serious damage that
the line would cause to Mr. Angerstein's property. At the conclusion
of the evidence the Committee adjourned until twelve o'clock to-
morrow.

GROUP XVI.
BOILTTB-V7ZSTERN (ALTON AND FARN-
HAM BILANCII).

The Committee on this group (Sir Charles Don%las in the chair,
and all the other members present) took the clauses of this Bill to-
day ; and after a few amendments, which referred to private pro-
perty, the clauses were passed, and the report was ordered to be
presented.

READING, GUILDPORD, Ave REIGATE.
It having been ascertained that counsel were present on behalf of
the several petitioners, the Chairman wished to know which line it
was desirable to take, when Mr. Cockburn suggested that the longest
line should be taken, and that was the Reading, Guildiord, and Rei-
gate line.
Mr. Roe, who appeared for Dr. Fellowes, said, that he was inter-
ested in neither of the lines, but was about to suggest a particular
course, when he was interrupted by
Mr. CocssuaN, who conceived that his Learned Friend was quite
out of order, and after some further conversation it was decided that
the Reading, Guildford, and Reigate branch should be taken; and
Mr. COCRUURN opened the case by putting in the formal proof,
through Mr. Noyes, one of the solicitors of the line, who submitted
the returns required by the House of Commons last session, in
which the names of the several officials of the Company were stated.
Tho capital was 000,0001., the number of shares 40,000 of 201. each,
the whets of which were allotted. The deposit being 92,842/. les.;
no shares being reserved for provisional committee.
To the CHAIRMAN the witness replied, that about 6,000 shares had
been allotted to the provisional committee, upon all of which they
Lad paid.

outlay.
Mr. Giles Laing, a merchant, residing at Ilminster, proved, that
mere were three coaches passing daily between Ilminster and Chard,
and Axminster and Taunton, and in his opinion the preposed con-
version of the canal would be of great public utility.
On Cress-examination the witness admitted that these coaches
au from difierent places to Crater, and, perhaps, it would be more

The
original subscribers' agreement was then put in and proved.
The money in hand was 11,1971. 18s. 4d., deposited with the Ac-
strtaette:ti,s3o4,t.
niazdiatnudr estal2t,itety. 1225,3.
b_7
.8;601. ; deposits on allotments 92,7381. lOs
191e.n
igaineering and
sala-
ries, commission, acc.;l 0931. 16s. 3d
explained that the broker's.; acoala-
To Mr. P.I.V.VrITT, the witness
mission was la. 3d a share, but
and selling shares on behalf of the'tdiTettohrT, bpbDttleffsor.bmuylni,gra-
&ion amounted to about 1501.
Mr. COCKBVE4T then proceeded to open the case, when
in-
terrupted by Mr. Mellor stating that he should have to as he
wast
some
questions respecting the returns of the last witness ; but slr.
burn objected to that proceeding, and stated, that although
the;ock-
C
Com-
mittee were perfeetly competent to question the validity of th re-
turns, after, however, the returns had been received; although the
Committee would have the right to question the witnesses, they
would only have the power to report to Parliament upon the returns,
and that was the way prescribed by the resolution.
To this Mr. ME.I.Loa objected, and after reading part of the reso-
lution which expressed the rule, that in the event of counsel differ-
ing among themselves the Committee were entitled to decide the
question whether counsel should be heard or nresolutionot,
, and stated that
Mr. Cocxerce replied by citing the
the Committee ought to require the returns to be produced and to
be verified. This had been done by the witness; and if the Com-
mittee entertained any doubt about it, he was quite prepared to go
into the whole cue. If the Committee had any doubt whatever
about the matter, they might exercise their power of cross-examin-
ing the witnesses with the utmost strictness.
At this point the room was cleared, and when parties were re-
admitted, the Chairman declared that the Committee were of opinion
that the counsel opposing the Bill have a right to cross-examine.
To this Mr. COCKBUB.N objected, and said that he conceived if the
power of cross-examination was to be exercised at all, It should be
used now, or not at all.
Mr. TALBOT stated that there was another alternative, and that
was to adjourn the case and hand over the papers to the opponents for
inspection.
It was at last agreed that the opponents should have the right
of going to the Committee Clerk's office, or to that of the solicitors to
the company, and make what extracts they pleased from the returns.
The Committee then adjourned till 12 o'clock to-morrow.

GROUP XIX.
The Select Committee appointed to consider the merits of the
schemes comprised in this group re-assembled at the usual hour this
morning In the Committee-room ; Lord Harry Vane in the chair.
TZ:Z CHARD CANAL AND naix, WAY.
The intimated that the Coniaiittee wer,.; now desirous
taking tins case.
Mr. sergeant .WaAxotiam said the object of the promoters
in this case w
The canal a.sto convert the Chard canal into a railway.
of Chard, and the pro
connected the town of Ilminster with the town
communication with hposede railway would give to those places a
Exeter Railway and the toniwetr°polls by means of the Bristol and
proposed Stolford. The Ilse rii towns
solf ftridgewater and Taunton and the
, as it
the route by which the traffic
had uniformly passed ; while
pertnot in any way
only required to fill up the
canal and lay down the rails, it would
any private right or private pro
away, which was pro-
interfere with
atunc;.itoned by the Legis-
lature last session. It was suthcitehnet
grfoorunhdi
for
not a spade had yet 13.2 en put into
wlrle the proposed new branch ran in a circuitous
diverted the traffic of the district from its natural channels. and
esti-
mated cost of the proposed line, for which he appeared, was Ate
and it was proposed to raise that sum by the sale of shares at "
sent in the possession of the Chard Canal Company, and it was
calculated the traffic would yield a return of 8/. per cent. on the