The Sun.
London, England, 1846-08-21 00:00:00

The trots-examination of Mr. Bidder was proceeded with
by Mr. TAt.por —He detailed the position of the line with
respect to the various landowners on its route. No land
would be interfered with except where absolutely necessary.
If they interfered with ally 'portion of the property of Mr.
Hodgson, they were willing to purchase the whole of it.
`They ran through the property of Lord Aylesbury for four-
teen miles; nevertheless, his Lordship was in favour of the
line. The South-Western opposeed them in the House of
Commons, and also presented a petition against them in the
Standing Orders Committee of their Lordships's House, but
they had adju'ted their difference, arid were now iu
harmony, as that portion of the line between
Andover and Siinthampton was lately conceded to that
Company, on their paying the original cost, together
with the purchase of the Andover Canal. The estimate was
1,580,000 i., the company taking power to borrow one-third
of the capital. Tile line from Andover to Southampton, he
anticipated, could be opened in twelve months from the
passing of the Bill. The cost would be 300,0001., but not
more then 200,0001. would be required by that time. The
expense would be reduced, because two miles and a half of
the Dorchester line would be used:' The entire tunnelling
would be four miles. One hundred thousand pounds would
cover the expense of the principal stations; the second-class
stations had not been determined upon. Temporary stations
would be erected at various parts of the line for the accom-
modation of agriculrural produce.
The witness was re-examined by Mr. Sergt. WZANGHAM.
Mr. R. Stepenson, C.E., joint engineer of the line with
Mr. Bidder, was next examined—He generally concurred in
his evidence, and considered that 18,0001. a mile was a
moderate rate, and that the line could be constructed at that
rate.

Mr. Hawkshaw, C.E., followed, and concurred in the
evidence.

Mr. Willey, land valuer, said, the land of the line would
cost 198,8411., and was taken at the rate of 235/. per acre.
Mr. Taplin produced a table of the receipts of various Rail-
ways, taken at various periods; and Mr. Goldsmid handed
inalist of the assents and dissents.

This closed the case on the part of the promoters.
Mr. TALBOT, Q C., then at great length addressed the
Committee on behalf of the Great Western and against the
line, and contended that the necessary communication be-
tween the north and the south would be opened up by the
Oxford and Rugby, via Basingstoke, and which the pro-
prietors of the Great Western were willing to lay down the
narrow in connexion with the broad gauge, and by the
Wilts, Somerset, and Weymouth, via Bristol. That these
lines would accommodate large and populous towns, which
the Manchester and Southampton would not, everything
having been sacrificed in order to make it direct, and
trusted that their Lordships would in this case, as in others,
counteract the rash and impolitic decision of the House
of Commons. There could be no question that ere long
there would be no break of gauge between Southamp-
ton and the north. Surely, their Lordships would
not sanction this line, when the earth of the line which they
had sanctioned last session for a similar object bad not yet
been raised. Goods from the north could be brought cheaper
by the lines in connexion-with the Great Western to Basing-
stoke, where they would meet the trains of the South-
Western, and be conveyed by them to Manchester, much
cheaper than they could be conveyed by a new line. After
referring to the calls of .the company, who stated they
would not call more than 2/. per share up to 1848, and not
more than 41. yearly afterwards, and contending that after
paying their railway expenses, which must be considerable,
and compensating landowners, which would leave them little
or nothing to construct the line, he, at four o'clock, sought
the permission of the Committee to resume his address to-
morrow.
The Committee then adjourned.

WAVENEY VALLEY and GREAT

YARMOUTH RAILWAY COMPANY.

A meeting of the proprietors and shareholders of this
company, took place yesterday at the London Tavern, for the
purpose of determining on the dissolution of the company;
W. Wilshire, M.P., in the chair.
The SECRETARY read the advertisement convening the
meeting.
The CHAIRMAN said that certain negociations were de-
pending between the directors of the Waveney Valley, and
other companies, and that he would therefore entreat the con-
fidence of the shareholders, and request that they would not
desire to enter further into them at present. They were of
such a nature, however, as to be most satisfactory to the
shareholders.

To this proposition there was not a dissenting party; and a
resolution that the company should not dissolve was unani-
mously adopted.

NEWPORT, ABERGAVENNY, AND

HEREFORD RAILWAY.
Since our last notice of this undertaking, a company
has been incorporated by Act of Parliament for the con-
struction of this railway, and a period of seven years has
been given by the Legislature for its completion.
In connexion with this line the Shrewsbury and
Herefordshire, the Shrewsbury, Oswestry, and Chester,
and the North Wales Mineral, will form a continuous
line between the port of Newport in the Bristol Channel,
and Birkenhead ; and they will all be made on the
narrow gauge. So that the city of Hereford, whilst
boasting of a broad gauge to London, will have the full
henefit of the narrow gauge system, all centralising at
111,reford.

The local traffic between Hereford, Abergavenny, and
Newport in itself will be highly remunerative to those
capitalists who embark in the undertaking. The inter-
change which must necessarily take place between so
important an agricultural district as that around Here-
ford, and the equally important mineral and mining dis-
trict in and around Abergavenny and Pontypool, with a
termini's at Newport, must necessarily be productive of
a great traffic for the local acquirements of the country ;
and when we add to this that the Newport and Hereford
line, in connexion with the lines to the north, will form
the most important part of a trunk bike to Liverpool,
Manchester, &c., from the Monmouthshire iron district,
we cannot hesitate to believe that, upon a development
of the resources of the country, this will form one of the
most paying lines in the kingdom.
Believing that the Newport and Hereford Railway
will be of the first importance to this city and county,
we have heard with much-pleasure that the Welsh Mid-
land directors have determined to recommend to their
proprietary to complete the construction of this lime
before proceeding further with the lines westward into
Wales. To facilitate this, provision is made in the
Newport and Hereford Act for dividing the 501. shares
into shares of 251. each, and thus about 20,000 shares
are, as it were, created for the benefit of the Welsh Mid-
land and Great Eastern and Western proprietaries, the
latter of whom were bought off a Parliamentary opposi-
tion which threatened the destruction of the Newport
and Hereford Company, by the promise of an equal
participation in the distribution of shares with the Welsh
Midland.

The demand thus suddenly made for Newport and
Hereford stock has had the effect of considerably raising
its value in the market ; and so soon as public attention
is directed to the importance of this communication, we
shall expect to see it rank with the most favourite of the
new railway shares ; and instead of the Company avail-
ing themselves of a period of seven years, we can now
congratulate the county on the prospect of an imme-
diate commencement of the works, and on a speedy com-
pletion of them.
Much credit is due to Mr. W. Sayce, the local engineer
of the line, for carrying the Company safely through the
standing orders ordeal ; and the county will ever be in-
debted to the enterprise and sound judgment of Messrs.
Johnstone, Farquhar, and Leech, the eminent City solici-
tors, for the introduction of a public company, having
for its purpose so great a public 'good.—Hereford Times.

RAILWAY SHARE MARKETS.

MANCHESTER, AucusT 19.

STOCK EXCHANGE.—The sales are—Birmingham, Lichfield, miff
Manchester, 1% p.--Buckingham and Blotchley, —Churns
and Blythe, 3-16 dis.—. Eastern Counties, York Extension, 1% c. p.
—Grand Union, 11-16 dis.—Great Grimsby and Dock Extension, 1%
dis.—Huddersfield and Manchester Railway and Canal, 2% p.—
Leeds and Thirsk, 3 7-16 dis.—Ditto, New, 3% dis.—Leicester and
Bedford, % dis.—Leicester, Birmingham, and Trent Valley Junc-
tion, % dis.—Llverpool and Bury, New Shares, 1 13-16 c. p.—Liver-
pool, Ormskirk, and Preston, 3% c. p.—London and Manchester
(Rastrick), 1% dls. —London, Manchester, and Birmingham, Quar-
ters (C), 8 p. ex all—Manchester, Buxton, and Matlock, I►% p.—
Manchester and Leeds Extension, 2% c. P.—Manchester, Midland,
and Grimsby, 21s. dis.—North British, 39—North Eastern, 1 5-16
dis.—North Staffordshire, 3% c. p.—Oldham, Birkenhead, &c., 22a.
6d. dis —Preston and Wyre, Halves (B), % p.—Sheffield and Lin-
colnshire Junction, ss. dis.—Sheffield and Manchester, Quarters,
No. 2, % p.—Shropshire Union, % dis.— South-Eastern and Dover,
Halves, No. 4,3 c. p.—South Staffordshire Junction, p.—South
Wales, 1 1-16 dis.—Trent Valley, Midlands, &c., 3-16 p.—West Lan-
cashire Coast, 13-16 dia.—West Riding Union, 3 p.—Whitehavcs and
Furness, 3 1-16 dia.: